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747-400 FCOM I
0 Preface
1 Limitations
2 Procedures
3 Non Normal Procedures
4 Performance
5 Flight Planning
6 Mass and Balance
7 Loading
8 Configuration Deviation List
9 Minimum Equipment List
10 Emergency Equipment
11 Evacuation Procedures
12 Aeroplane Systems
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FCOM I
REVISION HIGHLIGHTS
Page Date
0-1
Comment
01-Dec-2020 Boeing regular revisions implemented.
0-34 01-Dec-2020 This revision adds a warning and adds information on monitoring the approach
and stabilized approach criteria.
1-6
01-Dec-2020 Weather radar operating limitations updated based on safety analysis of
modern radar systems.
2-9
01-Dec-2020 Modified ACARS MPS
2-21 01-Dec-2020 Prevent damage to the pedal adjustment jackscrews from high speed
adjustments or too much force on the pedals during adjustment.
2-25 01-Dec-2020 Prevent damage to the pedal adjustment jackscrews from high speed
adjustments or too much force on the pedals during adjustment.
2-26 01-Dec-2020 Modified ACARS MPS
2-27 01-Dec-2020 Limitation of difference between calculated and FMC target thrust specified.
2-28 01-Dec-2020 Rearranged notes
2-31 01-Dec-2020 Boeing changed setting of transponder allowing airlines to determine their own
setting according their operational environment
2-41 01-Dec-2020 Added note to FMC conditions.
2-44 01-Dec-2020 Added warning to describe indications of erroneous F/D guidance and direct a
go-around, if needed.
2-51 01-Dec-2020 Boeing changed setting of transponder allowing airlines to determine their own
setting according their operational environment
2-54 01-Dec-2020 Modified ACARS MPS
2-110 01-Dec-2020 Revised run-up interval from 30 minutes to 15 minutes in Cold Weather – Taxi
Out, in accordance with revised guidance from the engine manufacturer.
2-118 01-Dec-2020 Revised run-up interval from 30 minutes to 15 minutes in ColdWeather, in
accordance with revised guidance from the engine manufacturer.
2-134 01-Dec-2020 Changed first sentence for clarity.
2-135 01-Dec-2020 Requirement to show safety briefing card added.
4-6
01-Dec-2020 New ACARS LinTop layout
4-7
01-Dec-2020 New ACARS LinTop layout
4-8
01-Dec-2020 Thrust setting moved to previous page.
4-9
01-Dec-2020 Modified ACARS MPS
4-10 01-Dec-2020 Modified ACARS MPS; procedure simplified
4-11 01-Dec-2020 New ACARS LinTop printout and ACARS modification MPS
4-12 01-Dec-2020 Add chart C and D to table for ANTISKID inop. (Important)
(continued)
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Page Date
Comment
4-13
01-Dec-2020
Delete duplicate info. Editorial.
4-14
01-Dec-2020
Delete duplicate info. Editorial.
4-15
01-Dec-2020
Introduce new landing chart ANTISKID inop Flaps 25. (Important)
4-16
01-Dec-2020
Introduce new landing chart ANTISKID inop Flaps 30. (Important)
4-27
01-Dec-2020
Add chart C and D to table for ANTISKID inop. (Important)
4-31
01-Dec-2020
Introduce new landing chart ANTISKID inop Flaps 25. (Important)
4-32
01-Dec-2020
Introduce new landing chart ANTISKID inop Flaps 30. (Important)
7-4
01-Dec-2020
Deleted text as reasonal is missing.
10-14 01-Dec-2020
Location of fixed ELT added.
10-26 01-Dec-2020
Retitled section for clarity and removed information on horse stalls.
10-27 01-Dec-2020
Prefered stall positions removed.
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FCOM I
0.1 PREFACE
Model Identification, General
The airplanes listed in the table below are covered in this manual. The information in the table is
used to distinguish data peculiar to one or more, but not all of the airplanes. Where data applies to
all airplanes listed, no reference is made to individual airplane numbers. The table permits flight
crew correlation of configuration differences by Configuration in groups or Registry Number in
alpha/numeric order within Martinair fleet for airplanes covered in this manual. Configuration data
reflects the airplane as delivered configuration and is updated for service bulletin incorporations in
conformance with the policy stated in the introduction section of this chapter. Registry Number is
supplied by the CAA-NL. Serial and line number are supplied by Boeing.
Reg
PH-CKA
PH-CKB
PH-CKC
PH-MPS
Configuration
(ERF)
(ERF)
(ERF)
(BCF)
Type of engine
CF6-80C2-B5F
CF6-80C2-B5F
CF6-80C2-B5F
P&W4056
Serial No
33694
33695
33696
24066
Revision Record
This Martinair FCOM I is based on (ERF) Boeing FCOM I revision number 72 dated October 1,
2020, and (BCF) FCOM I revision number 29 dated October 1, 2020.
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FCOM I
Preface, Introduction
General
This OM-B has been prepared by Martinair Flight Technical Support (FTS), and is
edited by the fleet management and Flight Technical Support (FTS), under the
authority of the Postholder Flight Operations, and compiled and distributed by FTS.
In circumstances where application of a provision of the OM Part B would result in
undue hardship, the Postholder Flight Operations may authorize deviation from the
applicable OM Part B provision, provided that, in his judgement, an equivalent level
of safety can be ensured and maintained.
The purpose of this manual is to:
Provide limitations and operational information, procedures, performance, and
systems information the flight crew needs to safely and efficiently operate the
747-400 airplane during all anticipated airline operations;
Serve as a comprehensive reference for use during transition training for the
747-400 airplane;
Serve as a review guide for use in recurrent training and proficiency checks;
Provide operational data from the EASA/FAA approved airplane flight manual
(AFM) to ensure legal requirements are satisfied;
Establish standardized procedures and practices to enhance Martinair
operational philosophy and policy.
This manual is prepared for Martinair specifically for the airplanes listed in the
"Model Identification" section. It contains operational procedures and information
which apply only to these airplanes.
This manual is not suitable for use for any airplanes not listed in the "Model
Identification" section. Further, it may not be suitable for airplanes transferred to
other owners/operators.
The manual is periodically revised to incorporate pertinent procedural and systems
information. Items of a more critical nature will be incorporated in operational
bulletins and distributed in a timely manner.
Company NOTAMs (AIN) are distributed for issues which cannot conveniently be
published in the Flight Crew Operations Manual due to urgency or limited validity
time. The Flight Crew Operations Manual supplements the OM Part A and contains
further legal requirements and restrictions, company directives and information
considered necessary for the safe and efficient operation of the airplane type.
Personnel to whom the manual is issued are obliged to be thoroughly familiar with its
contents. Operations are to be conducted in compliance with the procedures and
limitations contained in the Flight Crew Operations Manual or extracts there from.
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FCOM I
This manual is structured in a two volume format with a Quick Reference Handbook
(QRH). Volume I includes limitations and operational information, normal
procedures, supplementary procedures, dispatch performance data and inflight
performance data.
Volume II contains systems information.
The QRH contains all checklists necessary for non-normal procedures as well as
inflight performance data.
Organization
The 747-400 Operations Manual Part B is organized in the following manner:
Flight Crew Operations Manual (FCOM) Volume I
Preface contains general information regarding the manual’s purpose,
structure and content. It also contains a record of revisions, bulletins, and a list
of effective pages;
Limitations and Normal Procedures chapters cover limitations and operational
information, and normal procedures. All operating procedures are based on a
thorough analysis of crew activity required to operate the airplane, and reflect
the latest knowledge and experience available;
To operate the airplane, and reflect the latest knowledge and experience
available;
Supplementary Procedures (SP) chapter covers those procedures
accomplished as required rather than routinely on each flight;
Performance Dispatch (PD) chapter contains performance information
necessary for dispatch;
Performance Inflight (PI) chapter contains performance information necessary
for inflight use;
Flight Planning, Mass and Balance and Loading chapters contain information
necessary for use;
Emergency equipment, and Evacuation Procedures are self explanatory; and
Aeroplane systems describes systems not supported by the manufacturer.
Flight Crew Operations Manual (FCOM) Volume II
Chapters 1 through 15 contain general airplane and systems information.
These chapters are generally subdivided into sections covering controls and
indicators and systems descriptions;
Boeing (BCF) Quick Reference Handbook (QRH), Boeing (ERF) (QRH)
The QRH covers Non-Normal Checklists, operational information,
performance information necessary for inflight use on an expedited basis, and
Non-Normal Maneuvers.
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Minimum Equipment List (MEL)
The MEL describes those items of equipment related to the airworthiness of
the airplane which may be inoperative.
Flight Crew Training Manual (FCTM)
The FCTM gives information and recommendations on maneuvers and
techniques.
Normal Checklist
Safety and Security Inspection Checklist
Warnings, Cautions, and Notes
The following levels of advisories are used throughout the manual and are not to be
confused with EICAS messages, which are separately identified in the text.
WARNING: An operating procedure, technique, etc., that may result in personal
injury or loss of life if not carefully followed.
CAUTION: An operating procedure, technique, etc., that may result in damage to
equipment if not carefully followed.
Note: An operating procedure, technique, etc., considered essential to emphasize.
Information contained in notes may also be safety related.
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FCOM I
Airplane Effectivities
Differences in airplane configuration are shown by use of airplane effectivities
throughout the Quick Reference Handbook.
The following rules are used to express airplane effectivities:
Airplane effectivities are defined by a group. Possible groups are Passenger,
Combi and Freighter airplanes.
For MP FCOM I, FCOM II, and MEL aircraft type configuration are defined by
BCF (BCF) and ERF (ERF).
If definition by a group is not possible, airplane effectivities are listed in alphanumeric order. A range of airplanes is defined by a dash, e.g. PH-BFW - PHCKC includes two "BF" series of airplanes and all "CK" series of airplanes. A
comma in the effectivity range indicates a break in the range, e.g. PH-BFA - PHBFD, PH-BFF - PH-BFY means that BFE is excluded from the range.
When airplane effectivities are stated immediately below a Non-Normal Checklist
title, the entire checklist applies to the listed airplanes only.
Airplane effectivities apply only to the paragraph, illustration, operational note,
procedural step, etc. and to subordinate items (if any).
Example
Fuel Panel...........................................................................................Set
All CROSSFEED valve switches - ON
Verify that the VALVE lights are extinguished.
All fuel pump switches – OFF
Verify that the MAIN pump PRESS lights are illuminated.
BFA - BFO
Verify MAIN 2 AFT pump PRESS light is extinguished when APU is
running.
BFP - CKC
Verify MAIN 2 and 3 AFT pump PRESS lights are extinguished when APU
is running.
Verify that the OVERRIDE 2 and 3 pumps and CENTER pumps PRESS lights
are extinguished.
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List off Effective Pages
This manual shall be reviewed and/or accepted by the appropriate inspectors as
appointed by CAA respective departments for the applicable approvals of the
Company.
Chapter Page Revision
07
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Date
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
17-Jul-2019
16-Jul-2020
16-Jul-2020
26-Nov-2019
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
17-Jul-2019
17-Jul-2019
16-Jul-2020
17-Jul-2019
17-Jul-2019
01-Dec-2020
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
Chapter
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Page Revision
03
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Date
17-Jul-2019
17-Jul-2019
17-Jul-2019
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
17-Jul-2019
26-Nov-2019
17-Jul-2019
26-Nov-2019
17-Jul-2019
01-Dec-2020
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
26-Nov-2019
17-Jul-2019
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Chapter Page Revision Date
Chapter Page Revision Date
1
1
1
1
1
1
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26-Nov-2019
26-Nov-2019
16-Jul-2020
26-Nov-2019
26-Nov-2019
26-Nov-2019
26-Nov-2019
26-Nov-2019
16-Jul-2020
26-Nov-2019
26-Nov-2019
26-Nov-2019
26-Nov-2019
26-Nov-2019
26-Nov-2019
26-Nov-2019
16-Jul-2020
26-Nov-2019
26-Nov-2019
16-Jul-2020
26-Nov-2019
16-Jul-2020
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
01-Dec-2020
17-Jul-2019
17-Jul-2019
17-Jul-2019
26-Nov-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
17-Jul-2019
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01-Dec-2020
17-Jul-2019
17-Jul-2019
17-Jul-2019
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
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01-Dec-2020
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Chapter Page Revision Date
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01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
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01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
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01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
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Chapter Page Revision Date
Chapter Page Revision Date
2
2
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01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
17-Jul-2019
17-Jul-2019
26-Nov-2019
16-Jul-2020
16-Jul-2020
17-Jul-2019
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
01-Dec-2020
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General and units of measurement
Use of the operations manual
Refer to OM-A 0.1.
Standards
Refer to OM-A 0.1.1.
Distribution
Refer to OM-A 0.2.2.
Editorial conventions
Refer to OM-A 0.2.3.
Division
Refer to OM-A 0.2.3.1.
Page
Refer to OM-A 0.2.3.2.
AMENDMENT AND REVISION
Refer to OM-A 0.3.1
Revision highlights
(a) The list of effective pages determines the correct content of the manual;
(b) A summary of the changes can be found behind the Revision highlights
bookmark;
(c) Summary of changes are written to clarify revisions;
(d) The date displayed in the header of each page is, unless otherwise indicated,
the effectivity date; and
(e) The holder shall study the amendments immediately on receipt.
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List of effective chapters
Refer to OM-A 0.3.2
All pages of each chapter have an effectivity date. The issue date of the current
active edition (i.e. effective issue) can be found in the header of the page.
Comments on the OM-B
All copyholders are requested to report any discrepancy, error or difficulty arising
from or connected to the use of the text of this OM-B by Operational report to the
Chief Pilot (CP).
Study requirements
[reserved]
Study requirements for flight crew
[reserved]
Abbreviations and definitions
Refer to OM-A 0.4
Applicability of Boeing manuals
The Boeing manuals mentioned in FCOM 0.1 are applicable except for the following:
1. Not applicable and general guidelines
OM-A and FCOM I are the basis of our operation and are therefore overruling to
the Boeing manuals, except QRH, in case of conflicting information/instructions;
Wherever in the Boeing manuals reference is made to “Captain”, read Left Pilot
(LP);
Wherever in the Boeing manuals reference is made to “First officer”, read Right
Pilot (RP);
Wherever in the Boeing manuals reference is made to “Pilot Monitoring (PM)”
read Pilot Not Flying (PNF); and
References to FAA/FAR are not applicable, Martinair operates under EASA
regulations.
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Navigation equipment and operational books and
miscellaneous
Stowage cupboard with folding door:
HOT-STOP fire containment bag.
Cupboard left of secondary observer seat:
Document folder including:
Special Air Report of Volcanic Activity;
ILS CAT II/III RNP approach Evaluation;
Preliminary Certificate of Death on board;
Gen Dec;
Immigration and Customs forms; and
Mass and Balance folder.
Cupboard underneath second observer seat:
Ship Documents (Refer to OM-A 2.2.4.2 for contents); and
iPad spare charger.
Below LH window:
Quick Reference Handbook (QRH); and
Normal Check List (NCL).
Below RH window:
Quick Reference Handbook (QRH);
Normal Check List (NCL); and
(BCF) Aircraft Flight Log (AFL) in use.
RH cupboards:
Safety/Security Inspection checklist;
Bomb Search checklist (exterior/interior);
Spare AFL;
Spare AML/NML;
AML/NML (last completed);
Buckle and dent card; and
AED.
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Cupboard above Coatroom:
Spare ACARS printer paper roll;
Lens cleansing cloths;
Flight Documentation Envelope;
Ear protection head set; and
Sanicom’s.
Emergency Escape Devices Compartment (RH side above the coat hangers)
Second, iPad spare charger.
Aft pedestal:
(If applicable) OFP Weather data and other OFP data, e.g. NOTAMS, NOTOC;
Flight Documentation Envelope in use;
Aircraft Maintenance Log (AML)/NML in use; and
MEL kit in stowage box below second observer seat.
Notes: After flight:
(a) Verify all documentation is properly stowed; and
(b) Stow used Flight Documentation Envelope on upperdeck first row seat
pocket.
■
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Date:
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0.2 BULLETIN RECORD
Preface
General
(a) The Boeing Company or Martinair Flight Operations issues Flight Crew Operations Manual
Bulletins to provide important information to flight crews prior to the next formal revision of the
Flight Crew Operations Manual. The transmitted information may be of interest to only specific
Operators or may apply to all Operators of this model airplane. Each bulletin will vary.
(b) Bulletins are dated and numbered sequentially. Each bulletin identifies airplanes affected by
the bulletin. Absence of airplane effectivity indicates the bulletin applies to all airplanes in an
Operator’s fleet. When appropriate, the next formal Flight Crew Operations Manual revision will
include an updated bulletin record page to reflect current bulletin status.
(c) The procedures and/or information is effective upon receipt.
(d) Bulletin status is defined as follows:
(1) In Effect (IE) – the bulletin contains pertinent information not otherwise covered in the
Flight Crew Operations Manual. The bulletin remains active and should be retained in the
manual
(2) Incorporated (INC) – the bulletin operating information has been incorporated into the
Flight Crew Operations Manual. However, the bulletin remains active and should be
retained in the manual
(3) Cancelled (CANC) – the bulletin is no longer active and should be removed from the Flight
Crew Operations Manual. All bulletins previously cancelled are no longer listed in the
Bulletin Record.
(e) Update the Bulletin Record as instructed in the Administrative Information section of the
bulletin. When a bulletin includes replacement pages for the QRH, the included pages should
be filed as instructed in the Flight Crew Operations Manual Information section of the bulletin.
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Date:
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FCOM I
Bulletin Record
No
MPH-1
MPH-3
MPH-4
MPH-5
MPH-6
MPH-7
MPH-8
MPH-9
MPH-10
MPH-11
MPH-12
MPH-13
MPH-14
MPH-15
MPH-16
MPH-17
MPH-18
R1
MPH-19
Subject
FMC Resync
FMC Performance Predictions Anomaly
Honeywell Flight Management Computer
Anomaly
Hand Microphone use with Flight Deck
Power Outlets.
Uncommanded Turns When LNAV is in
Use
Erroneous ATC Message Downlink
Anomaly
(BCF) Autothrottle Low Activity Mode in
Cruise
(BCF) Performance Adjustments for
Thrust Shortfall of PW4000 Series
Powered Airplanes with FB2B and FB2T
Fans Installed.
(ERF) GE CF6-80 Transient Power
Vibration
Directional Control During Landing
Ground Roll
Multiple ILS Tuning
Flight Deck Display Unit Blanking in 747400F and 747-400BCF Airplanes
(ERF) Introduction of new ACARS AML
page layout
Erroneous ATC Message Downlink
Anomaly
Post Engine Wash Start Verification
EICAS Caution Message >FMC
RUNWAY DIS Alerting
Erroneous Autopilot Flight Director
System (AFDS) Guidance when
Instrument Landing System (ILS) Signal
Interference Occurs
Lintop ACARS print layout change
Date
Status
November 29, 2007
IE
November 29, 2007
IE
November 29, 2007
August 20, 2008
CANC
October 1, 2018
IE
April 25, 2003
CANC
October 1, 2006
IE
October 1, 2006
IE
March 6, 2014
IE
July 20, 2017
IE
March 1, 2018
IE
March 16, 2009
IE
July 25, 2018
April 12, 2018
October 28, 2019
CANC
IE
CANC
March 19, 2018
IE
July 15, 2020
IE
October 28, 2020
IE
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FCOM I
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Date:
17-Jul-2019
Iss. / Revision no.:
Flight Crew Operations Manual Bulletin
for
Martinair Holland
Subject
MPH-1 FMC Resync
Reason
Airplane Effectivity
Issue Date
To provide flight crews background information on FMC resynchs.
All Airplanes
November 29, 2007
Background Information
The Flight Management Computer is designed to continuously monitor its operational status
through the use of BITE software and hardware. When detecting a fault, the FMC will perform a
restart to correct or recover from this fault (it is a kind of C/B reset, only this time accomplished by
software). Depending upon the fault, the restart may be either of short or long duration. When an
FMC completes a long term restart, the other FMC will provide a download (resynch) of all current
flight information in order to synchronize both FMCs ('RESYNCHING OTHER FMC'). A long term
restart/resynch is also known as deep synch.
Operating Instructions
At the first indication of a restart or failure, no action should be taken until the resynch process is
complete. Since pressing MCDU keys during a resynch may prolong the resynch, wait for 35
seconds to see if the failed FMC remains inactive or latches failed. During restart/resynch
respective FMC output is inactive and several flight deck effects may be observed, depending
upon FMC, A/P and A/T operating modes.
If the detected fault still exists at the completion of the short term restart or long term
restart/resynch (or re-occurs within 5 minutes of the previous fault), the FMC may latch fail
('RESYNCH FAIL - SINGLE FMC' or 'SINGLE FMC OPERATION'). While latched, the FMC does
not process data or generate outputs and the amber FAIL light on the CDU will illuminate.
In rare cases, faults can be detected by both FMCs at once, or a second fault can occur during the
resynch process. This can cause a dual FMC fault and long term restarts in both FMCs. The FMC
which completes the power-up sequence last, will be the FMC to receive the resynch. In this case,
all performance and route information will be lost and must be reentered.
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Flight Crew Operations Manual Bulletin
for
Martinair Holland
Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-3 FMC Performance Predictions
Anomaly
To inform flight crews of an FMC performance
predictions anomaly.
All Airplanes
November 29, 2007
Background Information
Boeing has confirmed operator reports of erroneous performance predictions
following execution of the ABEAM PTS function on the FMC LEGS Page. When
OAT values have been previously entered in the ALT/OAT field at line-select key
5R on a waypoint WIND Page and the ABEAM PTS function is subsequently
selected after a "direct-to" flight plan modification, the OAT value on the WIND Page
erroneously changes to 0-degrees. After execution, fuel predictions are
erroneously recalculated based upon 0-degrees instead of the previously-entered
value for the respective cruise altitude. Operators have reported display of the
INSUFFICIENT FUEL alert level scratch pad message with the fuel prediction
values being much lower than originally planned. Additionally, there are no flight
deck annunciations or alerts to indicate an OAT value on the WIND Page has
erroneously changed.
Operating Instructions
Following selection and prior to executing the ABEAM PTS function, verify the OAT
value on the respective WIND Page. If necessary, enter the airplane altitude and
the indicated Static Air Temperature (SAT) from PROGRESS Page 2 into the
ALT/OAT field for the next route waypoint.
This OAT entry will propagate to all down-track waypoints. Following entry of the
SAT value into the ALT/OAT field and execution of the route modification, FMC fuel
predictions should be near those obtained from the flight plan.
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FCOM I
Flight Crew Operations Manual Bulletin
for
Martinair Holland
Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-4 Honeywell Flight Management
Computer Anomaly
To inform flight crews of a Honeywell FMC anomaly that
incorrectly deletes a speed constraint.
All Airplanes
November 29, 2007
Background Information
Boeing has confirmed operator reports of a Honeywell FMC anomaly that
incorrectly deletes a speed constraint. Some SIDs are designed to limit turn radius
to maintain clearance with other traffic or restricted airspace.
Some of these procedures also have an AT-OR-ABOVE altitude restriction in
conjunction with the speed constraint. Typically, the airplane will be required to limit
speed until passing the respective waypoint as well as climb above the altitude
constraint. In these procedures, VNAV will incorrectly delete the speed constraint
prior to reaching the waypoint if the altitude constraint has been satisfied. When this
happens, VNAV will command speed to accelerate to ECON speed (or SEL speed)
prior to reaching the constrained waypoint. This anomaly exists on all Boeing 747 /
757 / 767 / 777 airplanes equipped with the Honeywell FMC.
Honeywell is aware of this anomaly and has planned changes for the 747-8.
Operating Instructions
To prevent exceeding a speed restriction when accompanied by an AT-OR-ABOVE
altitude constraint, use speed intervention (enter speed constraint in the MCP
Speed Window) until the constrained waypoint is sequenced. After passing the
waypoint, select VNAV as desired.
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Page:
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Date:
17-Jul-2019
Iss. / Revision no.:
Flight Crew Operations Manual Bulletin
for
Martinair Holland
MPH-6 Uncommanded Turns When LNAV is in Use
Number/Subject
Reason
Airplane Effectivity
Issue Date
Background Information
To inform flight crews of the possibility of the airplane turning prior
to the active waypoint when LNAV is in use.
PH-MPS, PH-CKA, PH-CKB, PH-CKC
October 1, 2018
Boeing has received several reports of uncommanded turns when LNAV is in use. This condition
has been reported on 757, 767, 747-400 and 777 airplanes.
When an uncommanded turn occurs, the TO (active) waypoint was observed on the FMC CDU to
have prematurely sequenced. In some cases, the ND correctly showed the TO waypoint in front of
the airplane, but the waypoint symbol’s color was white (indicating inactive) instead of magenta
(indicating active). This condition was usually resolved by performing a DIRECT TO to the waypoint
that had prematurely sequenced.
Operating Instructions
Incorrect waypoint sequencing can occur when attempting route modifications within approximately
1 NM of the active waypoint for small route modifications, or within approximately 4 NM of the
active waypoint for modifications with a large turn.
When approaching an active waypoint, the following will limit incorrect waypoint sequencing:
Avoid executing a lateral OFFSET;
Avoid entry of a vertical or lateral flight plan change; and
Avoid executing a DIR-TO with ABEAM selected.
If a premature waypoint sequence in the flight plan is observed before executing the flight plan
change, the change can be erased. The premature waypoint sequence and the associated
uncommanded turn will not occur.
Should an uncommanded turn occur when using LNAV, select HDG SEL to follow the flight plan,
then perform a DIRECT TO to the waypoint that prematurely sequenced. Reengage LNAV as
desired.
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FCOM I
Flight Crew Operations Manual Bulletin
for
Martinair Holland
Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-8 Autothrottle Low Activity Mode
in Cruise
To provide flight crews additional information on
autothrottle system operation.
PH-MPS
October 1, 2006
Background Information
An operator has reported events of apparent uncommanded speed changes during
autothrottle operation in cruise. Two reported events were characterized by an
uncommanded speed increase from .86M to .89M. Another event was a sizeable
speed decrease with slow autothrottle response. Boeing has investigated system
operation and reviewed flight recorder data in these events and found no
autothrottle system faults.
In these events, flight crews have characterized the autothrottle response to the
speed deviation as “sluggish”. To explain this system performance, the following is
a description of autothrottle operation in cruise:
In cruise, the A/T is intentionally designed not to attempt corrections for speed
deviations resulting from short duration speed differentials such as those caused by
a windshear condition. This is, in part, because of excessive thrust variations which
may result as the autothrottle seeks the target speed.
In addition, there is not sufficient force developed by the available thrust to
accelerate or decelerate the airplane mass in line with the speed deviation.
During level cruise flight (above 20,000 feet), the autothrottle enters a “low activity”
speed control mode when a variety of conditions are met. These conditions include:
In SPD mode;
Within 100 feet of the selected altitude level;
Vertical speed is less than 100 feet per minute for at least 10 seconds;
Not in a bank greater than 4 degrees;
(Continued on next page)
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Background Information (Continue)
Not within 5 knots of the minimum maneuver speed;
Not within 3 knots of VMO/MMO; and
Either the EPR target for cruise is valid, or the above conditions have been true
for at least two minutes.
If the EPR target for the cruise conditions, computed by the FMC performance
function, is valid, then the EPR value is used to initialize the estimation of the
nominal trim EPR required for cruise flight. Otherwise, a two minute delay is
required for the initialization. Once the mode is entered, the autothrottle will ignore
short term speed variations and tend to maintain the EPR to the nominal estimate
for cruise.
Autothrottle operation will drop out of the low activity mode if the above conditions
are no longer valid, except for bank angle and VMO/MMO conditions. If bank angle
exceeds 4 degrees after the low activity mode has been entered, control from the
normal speed mode is allowed to increase thrust above the EPR estimate for cruise
but not reduce it below the estimate. If VMO/MMO is exceeded, control is returned
to the normal mode for as long as the speed exceedance is present but it reduces
control to the EPR estimate as soon as the speed reduces to 3 knots below the
VMO/MMO limit.
If the speed target is changed by more than 0.002M, the EPR estimator time
constant (time period which the system uses to attempt to acquire the commanded
speed) is changed to one minute to expedite acquisition of the new speed. The
system will then return to the low activity mode and the 10 minute time constant.
Flight crews are advised that autothrottle system operation varies in different
phases of flight. In order to understand and anticipate system operation, flights
crews should be aware of the information provided in the description above. In the
event of apparent uncommanded speed changes in cruise, flight crews should, if
possible, record the following flight deck parameters:
Autothrottle and autopilot modes;
Speed or target;
Wind speed and direction, as well as any variation in wind speed or direction;
Ground speed;
Altitude;
Pitch and Bank angles;
Mach and Airspeed values;
Outside air temperature;
Airplane gross weight;
Target EPR;
EPR setting and trend; and
Time lapse before autothrottle reacts to speed or Mach change.
(Continued on next page)
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FCOM I
Flight Crew Operations Manual Bulletin
for
Martinair Holland
Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-9 Performance Adjustments for
Thrust Shortfall of PW4000 Series
Powered Airplanes with FB2B and FB2T
Fans Installed.
To provide subject adjustments for Operations Manual
(OM) Performance Inflight (PI) chapter in accordance
with747-400 Airworthiness Directive AD 2001-01-10
PH-MPS
October 1, 2006
Background Information
This bulletin advises operators of revised performance information applicable to the
747-400/-400F with one or more Pratt & Whitney PW4000 series engines equipped
with FB2B or FB2T fans. Engines equipped with FB2B/FB2T (Phase 0/1) fans have
been found to be subject to a shortfall in thrust at high EPR due to fan blade leading
edge erosion which occurs normally in service. Engines equipped with FB2C
(Phase 3) fans have been shown to be free from thrust degradation and have no
shortfall in rated thrust.
Engine Identification:
On each airplane, each engine's model designation must be established. Listed
below are the model designations as they appear on the dataplate for engines with a
hardware configuration that includes an FB2C (Phase 3) fan. Unless all engines on
a particular airplane have been confirmed to have FB2C (Phase 3) fans, the
performance adjustments will apply.
PW4000 Engine Dataplate Model Designations For Engines With FB2C (Phase 3)
Fans which are NOT Affected by the Thrust Shortfall:
Operating Instructions
The following airplane performance adjustments apply when operating with any
number of engines which are not equipped with FB2C (Phase 3) fans:
Reduce Long Range Cruise Maximum Operating Altitude by 500 ft;
Reduce Engine Inoperative Long Range Cruise Altitude Capability by 1000 ft;
(Continued on next page)
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Operating Instructions (Continue)
Reduce Gear Down Long Range Cruise Altitude Capability by 900 ft;
Reduce Engine Inoperative Gear Down Long Range Cruise Altitude Capability by
1400 ft; and
Increase Driftdown/LRC Cruise Range Capability fuel required by 2%.
Operations Manual Performance Inflight (PI) Chapter and FMC performance
numbers should be adjusted accordingly.
Administrative Information
This Operations Manual Bulletin will remain in effect as long as 747-400
Airworthiness Directive AD 2001-01-10 is effective. Application of the information
contained herein may change if and when alternate means of compliance with the
AD are granted.
For additional information see BCF AFM Appendix 20.
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Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-10 GE CF6-80 Transient Power
Vibration
To inform flight crews about the possibility of high
N2-vibration during deceleration (transient power).
All Airplanes
March 6, 2014
Background Information
The airborne vibration monitoring system continuously monitors the vibration levels
of the Low Pressure (N1) and High Pressure (N2) rotor systems.
The Low Pressure Rotor system consists of the Fan and Low Pressure Turbine.
The High Pressure Rotor system consists of the High Pressure Compressor and
High Pressure Turbine.
Normally all KLM 747-400 fleet engines (CF6-80C2B1F/-B5F) have High Pressure
Rotor system (N2) vibration well below the operation limit. Some engines however,
show high N2-vibration (above 4 units) during deceleration when e.g. passing top of
descent. Peak vibration response, on the CF6-80C2 engine in the deceleration
mode (transient power), usually occurs in the 70-80% N2-range.
The severity of the deceleration peak is dependent on the N2 RPM from which the
deceleration is performed. The higher the RPM, the greater the unbalance and the
higher the peak vibration level on deceleration to idle.
Vibration indication is automatically displayed (auto pop-up) on the Secondary
Engine display when a value of 4.0 units is exceeded.
The Aircraft Maintenance Manual has several limits for transient power vibration.
Maintenance Control records the indicated vibration levels and the total duration of
the vibration by ACMS.
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Background information (Continue)
For exceedances between 4.0 and 5.0 units, up to 15 occurrences or a total
duration of 15 minutes are allowed, whichever occurs first. After this an engine
inspection will be scheduled.
Crews are informed via the Aircraft Briefing Card if transient power vibration exists
on a specific engine. In this case the Aircraft Briefing Card will read:
Engine pos X: vibrations limit exceedance might be expected during N2
deceleration.
Operating Instructions
If a transient power vibration has occurred, make an AML entry.
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Flight Crew Operations Manual Bulletin
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Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-11 Directional Control During
Landing Ground Roll
To provide flight crew guidance in case directional control
can not be maintained by normal control inputs.
All Airplanes
July 20, 2017
Background Information
Sporadically, situations have occurred where the B747-400 nose gear steering
behaved erratically during landing ground roll. Extensive investigations did not lead
to technical solutions. Boeing has issued the following flight crew guidance, which
will be incorporated in the next revision of the Flight Crew Training Manual.
Operating Instructions
Unusual events adversely affecting airplane handling characteristics while airborne
may continue to adversely affect airplane handling characteristics during landing
ground roll. Aggressive differential braking, use of rudder pedal steering, in addition
to other control inputs, may be required to maintain directional control.
Upon landing and rollout, if directional control cannot be maintained by normal
control inputs, careful use of nose wheel steering tiller may be necessary.
NOTE: Use of nose wheel steering tiller is not recommended until reaching taxi
speed.
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Flight Crew Operations Manual Bulletin
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Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-12 Multiple ILS Tuning
To provide flight crew guidance for approaches using
multiple ILS frequencies.
All Airplanes
March 1, 2018
Background Information
At some airports, certain ILS and LOC approaches use the DME related to the
ILS/DME of a different runway. On the KLM 747 it is not possible to tune multiple ILS
frequencies. Consequently a distance versus altitude check based on the remote
ILS/DME is not possible.
Operating Instructions
Consider to ask ATC for a radar distance fix or refer to raw data monitoring
requirements, FCTM page 5.29. Distance to threshold from FMS may be used to
verify altitude versus distance. In addition, for LOC approaches, a separate raw
data Final Approach Fix must be available.
In case there is no other means available to monitor the vertical profile, the use of
this approach is not possible. It is the crew’s responsibility to determine if the
approach can be flown.
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Flight Crew Operations Manual Bulletin
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Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-13 Flight Deck Display Unit
Blanking in 747-400F and 747-400BCF
Airplanes
To inform flight crews of a method to reduce the risk of
display unit blanking.
All Airplanes
March 16, 2009
Background Information
Boeing has received multiple reports of display unit blanking or blurring on 747-400F
and 747-400BCF airplanes. Reports have ranged from a single display unit blurring
to a recent BCF event where all 6 primary display units blanked during flight.
Reports indicate that air conditioning system faults, some operations in warm humid
environments, or both, may result in one or more primary display units blanking or
blurring. The failures are due to ice, water, moisture, or condensation entering the
display units. This can be due to one or more of the following factors:
(a) Water separator failure;
(b) Pack temperature sensor drift; and
(c) Pack temperature transients in warm humid environments, particularly in
sensitive display units.
Boeing is working on hardware and software fixes for all three factors.
The third factor - pack temperature transients in warm humid environments,
particularly in sensitive display units - can be minimized by the flight crews. Some
display units, often older units, ar more sensitive to this problem. If the LOWER
LOBE CARGO COND AIR FLOW RATE selector is in AFT LOW, AFT HIGH, or
BOTH LOW, turn the AFT CARGO HT switch off just before descending into warm
humid environments. The condensation produced inside the displays is caused by
the interaction of the Aft Cargo Heat System with aft cargo conditioned air.
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Background Information (Continue)
Therefore, the objective is to only operate one of these during this phase of flight.
Since this action is taken just before descending into warmer air, floor freezing in
the aft cargo compartment with aft cargo heat off should not be a problem.
Passenger airplane display units are not affected because of air conditioning
system differences.
Operating Instructions
If the LOWER LOBE CARGO COND AIR FLOW RATE selector is in AFT LOW,
AFT HIGH or BOTH LOW, turn the AFT CARGO HT switch off just before
descending into warm humid environments.
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Flight Crew Operations Manual Bulletin
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Martinair Holland
Number/Subject
MPH-15 Erroneous ATC Message
Downlink Anomaly
Reason
To inform flight crews of an ATC datalink anomaly that
may result in downlink of erroneous messages to ATC.
Airplane Effectivity
All Airplanes
Issue Date
April 12, 2018
Background Information
This bulletin applies to airplanes with the ATC datalink function activated.
Boeing has received operator reports of erroneous messages downlinked to ATC
via the FMC ATC datalink function. Erroneous messages were transmitted when
the downlink process was initiated from the right CDU.
The anomaly occurs when the left and right FMCs fail to synchronize correctly.
When the synchronization fails, the right FMC will miss a change in ATC message
status and display incorrect page data. As a result, initiating a message from the
right CDU may downlink information different than actually displayed on the right
CDU. The most common occurrence of the anomaly results in the left CDU
displaying a clearance that has been previously accepted, and the right CDU
displaying "REQUEST VOICE CONTACT". The anomaly can be readily detected
on the ATC LOG page because left and right CDU data will be different.
Some flight crew’s have used the flight deck printer in an attempt to determine which
CDU information is correct. The printer will respond to the right FMC data, even
when a print message is activated on the left CDU. As a result, the printer is an
unreliable means to determine which CDU information is correct.
Boeing has confirmed in all cases, information displayed on the left CDU is correct.
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Operating Instructions
If both left and right CDUs are selected to the same datalink page and display
different data during ATC datalink operations, initiate downlinks from the left CDU
only.
Administrative Information
This condition is temporary until the system is modified. This bulletin will be revised
to include Service Bulletin information when available.
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Flight Crew Operations Manual Bulletin
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Martinair Holland
MPH-17 EICAS Caution Message >FMC RUNWAY
DIS Alerting
Number/Subject
To inform flight crews the >FMC RUNWAY DIS message may not
display for lateral runway position errors.
PH-MPS,
March 19, 2019
Reason
Airplane Effectivity
Issue Date
Background Information
This bulletin applies to all airplanes with optional >FMC RUNWAY DIS message. The EICAS
caution message >FMC RUNWAY DIS displays when the airplane position or heading is not lined
up within specified limits of the active FMC departure runway and takeoff thrust is applied. GPS
updating is required to enable sensing of position errors; heading errors will trigger the message
even if GPS updating is disabled or unavailable. On a recent test flight the EICAS Caution
message >FMC RUNWAY DIS failed to display when the airplane was lined up on a parallel runway
approximately 1000 feet from the FMC departure runway. The message displayed correctly when
first tested at this location, then failed to display on another test at the same location
approximately 20 minutes later.
Subsequent investigation indicates that the lack of consistent alerting was caused
by variability of an overly conservative GPS parameter used in the FMC. The following table shows
the approximate probability of a valid >FMC RUNWAY DIS message being displayed at various
distances from the departure runway.
Distance (feet)
Probability of alert
400
10%
600
50%
800
78%
1000
92%
1200
97%
Operating Instructions
As an example, the parallel runways at San Francisco (KSFO) are spaced about 800 feet apart.
The current system will only provide an alert about 78% of the time if takeoff power is applied when
lined up on the wrong parallel runway. The >FMC RUNWAY DIS message can also be triggered
when the airplane heading differs by more than 30 degrees from the departure runway heading when
takeoff power is applied. This portion of the >FMC RUNWAY DIS alert functions as intended and
provides reliable alerting.
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Flight Crew Operations Manual Bulletin
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MPH-18 R1 Erroneous Autopilot Flight Director
System (AFDS) Guidance when Instrument Landing
System (ILS) Signal Interference Occurs
Number/Subject
To inform flight crews about erroneous AFDS guidance during ILS
approaches
This revision adds a warning and adds information on monitoring the
approach and stabilized approach criteria.
747-400
July 15, 2020
Reason
Airplane Effectivity
Issue Date
Background Information
Boeing has received several reports of unexpected pitch guidance when capturing or tracking the
glideslope during an instrument landing system (ILS) approach. In each event for which data was
provided, Boeing has determined that glideslope signal interference occurred at the time of the
unexpected pitch guidance and, in most of these events, the unexpected pitch guidance occurred
during glideslope capture. ILS signal interference can occur when vehicles, aircraft, or other factors
affect the localizer or glideslope signal.
This bulletin describes the autopilot flight director system (AFDS) operation during periods of
ILS signal degradation or instability, including false glideslope signals, and the possible flight deck
effects during such an event.
The AFDS can detect the degradation or instability of radio signals that support specific autopilot
modes. When the AFDS detects a degraded or unstable signal during an ILS approach with the
autopilot engaged, the affected AFDS mode changes to an attitude stabilizing mode based on
inertial data at the time of the signal degradation or instability. The purpose of the attitude
stabilizing mode is to prevent large and abrupt pitch and roll changes during short periods of
localizer or glideslope signal interference. When the localizer or glideslope signal stabilizes and the
airplane is within parameters for capture, the AFDS returns to tracking the localizer or glideslope.
Alternatively, if the localizer or glideslope signal does not stabilize or the airplane is not within
parameters for capture, the attitude stabilizing mode remains active. In this case, the AFDS
continues to provide guidance in the attitude stabilizing mode, with possible high rates of descent
and significant deviation from the localizer or glideslope. There is no direct indication to the pilot
that the attitude stabilizing mode is active if the airplane is above 200 feet radio altitude and either:
The localizer attitude stabilizing mode is active for less than 20 seconds; or
The glideslope attitude stabilizing mode is active for less than 15 seconds.
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If the airplane is above 200 feet radio altitude and the attitude stabilizing mode remains active for
20 seconds or more (for localizer) or 15 seconds or more (for glideslope):
The AUTOPILOT message shows (if autopilot is engaged); and
The flight director roll or pitch bar is removed (if flight director is on); and
An amber line shows through the affected flight mode annunciation (FMA) (if autopilot is
engaged).
Figure below shows the indications on a typical airplane model after an extended time in the
attitude stabilizing mode.
Similarly, there is no indication to the pilot that the attitude stabilizing mode is active if the attitude
stabilizing mode remains active for less than 4 seconds while the airplane is at or below 200 feet
radio altitude. If the airplane is at or below 200 feet radio altitude and the attitude stabilizing mode
remains active for 4 seconds or more, the indications in Figure above show. When these
indications show, if the pilot manually disconnects the autopilot, the AUTOPILOT message blanks,
the flight director roll and pitch bars show, and the amber line through the affected FMA blanks.
However, if G/S is the pitch mode and the airplane is not within the parameters for glideslope
capture, the flight director pitch bar continues to provide guidance to the attitude stabilizing mode
and not to the glideslope signal. This can lead to high rates of descent and significant deviation
from the ILS glideslope. Pilot intervention is needed to return the airplane to the glideslope or to
perform a go-around/missed approach. If the AFDS is in the attitude stabilizing mode and the pilot
manually disconnects the autopilot before the indications in the figure show, the same condition
can occur and the same pilot intervention is needed.
Note that the autoland status annunciations such as LAND 2 or LAND 3 do not indicate proper
AFDS localizer and glideslope tracking. These refer to the autopilot system level of redundancy
only. A green LAND 2 or LAND 3 can be shown when the localizer or the glideslope signals are
unreliable or the localizer or glideslope indication is at full deflection.
All of the reports Boeing has received regarding this issue have been for unexpected pitch
guidance during glideslope capture or tracking. The AFDS manages localizer capture and tracking
differently from glideslope capture and tracking. Boeing has not received similar reports of
unexpected guidance during localizer capture and tracking.
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Operating Instructions
While on an ILS approach, monitor localizer and glideslope raw data and call out any significant
deviations. Perform an immediate go-around if not within the criteria to continue the approach.
It is essential to crosscheck altitude at the FAF and monitor pitch attitude and descent rate
throughout the approach.
If a glideslope anomaly is suspected, an abnormal altitude range-distance relationship may exist.
This can be identified by crosschecking distance to the runway with altitude or crosschecking the
airplane position with waypoints indicated on the navigation display. The altitude should be
approximately 300
feet height above touchdown per NM of distance to the runway for a 3° glideslope.
Landing Procedure - ILS
The following warning is being added to the Landing Procedure - ILS Normal Procedure to direct a
go-around when presented with the indications of anomalous guidance described above:
WARNING: Interference with the glideslope signal can result in erroneous AFDS pitch
guidance indicated by FMA mode degradation, the AUTOPILOT caution
message, and removal of the F/D pitch bar. If this occurs, do a go-around
unless suitable visual references can be established and maintained.
When equipped with an integrated cue, “pitch bar” is replaced by “command bars”.
Stabilized Approach
FCTM, section 5 discusses stabilized approach criteria. All approaches should be stabilized by
1,000 feet AFE in instrument meteorological conditions (IMC) and by 500 feet AFE in visual
meteorological conditions (VMC). To promote early detection of anomalous glideslope guidance,
crews should attempt to meet stabilized approach criteria as soon as possible after glideslope
intercept with
emphasis on the following items:
the airplane is on the correct flight path
sink rate is no greater than 1,000 fpm; if an approach requires a sink rate greater than 1,000
fpm, a special briefing should be conducted
thrust setting is appropriate for the airplane configuration
ILS approaches should be flown within one dot of the glide slope and localizer, or within the
expanded localizer scale.
Mandatory Missed Approach
FCTM, section 5 discusses mandatory missed approach situations. For ILS approaches where
suitable visual reference has not been established and maintained, execute an immediate missed
approach when:
a navigation radio or flight instrument failure occurs which affects the ability to safely complete
the approach;
the navigation instruments show significant disagreement; and
on ILS final approach and either the localizer or the glideslope indicator shows full deflection.
Additionally, accomplish the appropriate maneuver in response to all GPWS alerts. Note that the
GPWS “GLIDESLOPE” caution alert is not active until the airplane passes below 1000 feet.
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Flight Crew Operations Manual Bulletin
for
Martinair Holland
Number/Subject
Reason
Airplane Effectivity
Issue Date
MPH-19 Lintop ACARS print layout
change
To inform flight crews of changes in the Lintop ACARS
print layout and the addition of Target Thrust (N1/EPR).
All airplanes
October 28, 2020
Background Information
Recently KLM published a report on erroneous intersection takeoffs. As a result,
Martinair Cargo will make some changes to the layout of the Lintop ACARS print. In
2018, Boeing published a Flight Operations Technical Bulletin titled: Reducing
Takeoff Performance Errors. As a result of this bulletin, Martinair Cargo has
decided to add the Target Thrust value to the Lintop ACARS print. The change
initially applies the to (ERF) only, the (BCF) layout will be changed later. The exact
dates when the new layout becomes effective will be communicated via Crew Alert.
The changes to the Lintop ACARS print are:
An additional depiction - between dashed lines - of the selected Runway and
Intersection in order to emphasize and better visualize this data.
Repositioning of various data, e.g. the Thrust line has been moved up.
The addition of the Lintop calculated Target Thrust value: (ERF) N1, (BCF) EPR.
See next page for an (ERF) example of an old and new layout.
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(ERF) example of an old and new Lintop ACARS Layout:
The next Italic text is from Boeing Flight Operations Technical Bulletin 737-18-02
(21 DEC 2018) titled “Reducing Takeoff Performance Errors“. It is an unedited
version and therefore its content may occasionally differ from Martinair procedures.
It serves an information purpose only.
Boeing is aware of multiple takeoffs that have been performed with erroneous
takeoff performance data. These have resulted in:
Abnormally long takeoff rolls and compromised climb performance
Tail strikes
Runway approach light damage
Stall warning immediately after rotation
High-speed RTOs.
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Operationally significant errors have been encountered with:
Incorrect Outside Air Temperature (OAT)
Reduced Takeoff Thrust Assumed Temperature Method (ATM)
Derated Takeoff Thrust (Fixed Derate)
Gross weight and fuel weight
Incorrect takeoff initiation point
Runway change
Flap settings
Takeoff speeds.
Sources of errors include:
Dispatch and load planning errors causing incorrect data to be sent to pilots
Automated ground-based systems and processes sending incorrect data to
dispatch and/or to the airplane
Pilot data entry errors into the EFB performance tools or the FMC.
Types of errors have included
Digit transposition
Digit(s) omission
Sign inversion
English vs. metric units misuse
Transcription errors
Weight calculation errors
Format errors
Using data from a previous flight
Using data for a different minor model
Load sheets delivered to the wrong airplane
Incorrect runway
Correct runway but incorrect intersection or available length.
Classes and Effects of Various Errors:
In recent events these errors have led to incorrect thrust targets and incorrect
takeoff speeds. Incorrect takeoff thrust events in turn can result in reduced
acceleration and climb performance. This effect can be difficult to recognize during
takeoff because all indications will appear normal, including the engine N1/EPR/TPR
levels being at the N1/EPR/TPR bugs. Consequently, recognition of unexpectedly
poor performance can come too late in the takeoff roll to reject the takeoff safely.
Since acceleration is less than it should be, the indicated V1 speed can be reached
beyond the runway position where a takeoff could be rejected safely. Furthermore,
in some cases, pilots do not add thrust during the takeoff roll even when insufficient
acceleration is recognized. If the remaining runway is not sufficient to stop the
airplane, consider manually adding thrust. Incorrect takeoff speeds can result in tail
strikes, high-speed RTOs, insufficient lift for successful takeoff, or insufficient climb
performance.
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Below is a list of the effects of the significant errors encountered:
Erroneous or incorrect entry of OAT (737) or assumed temperature (all models)
in the FMC can cause incorrect takeoff thrust targets and incorrect takeoff
speeds.
Gross weight and fuel weight errors can cause incorrect takeoff speeds and can
result in tail strikes or overruns.
Takeoff position errors, such as calculating performance for the full field length
but beginning the takeoff at an intersection or at a displaced threshold, can result
in invalid takeoff performance data.
Runway changes can cause all the previously calculated takeoff performance
data to become invalid.
Flap position errors can cause overrun or insufficient climb performance.
Takeoff speeds.
V1 - An incorrect V1 can result in a reduced stopping distance in a case of a
rejected takeoff and reduced margins of takeoff runs.
VR - An incorrect VR can also cause tail strikes, extended takeoff roll, insufficient
lift for a successful takeoff, or poor climb performance.
V2 - An incorrect V2 can result in reduced maneuver margin to stall or poor climb
performance.
Error trapping and procedures:
Despite current error trapping techniques, takeoffs with erroneous takeoff
performance data continue to occur. A 2012 NASA study (NASA/TM—2012–
216007, Performance Data Errors in Air Carrier Operations: Causes and
Countermeasures) found that pilot recognition of committed errors is about 20%
effective overall. Regarding takeoff performance errors, researchers conducting
line observations did not find any cases in which pilots compared the dispatch
forms, the performance tool calculated outputs, and the CDU entries to catch
errors. Had this comparison been done, the errors would likely have been caught.
Some operators have adopted procedures that require both pilots to calculate the
performance data independently, under the assumption that if their calculations
agree, the results should be right. While this is a reasonable assumption, Boeing is
aware of at least one case in which two pilots on a flight made different 100,000
pound weight errors in their EFB calculations and arrived at the same erroneous
gross weight value, and of at least one case where both pilots used the same
erroneous zero fuel weight value following a pilot input error.
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Other operators have adopted procedural requirements to verify specific data
inputs, such as weights.
Boeing’s procedures currently require verification that the fuel weight and the gross
weight on the CDU and the dispatch papers agree. A recent Boeing FOTB,
Incorrect V-Speeds Due to Erroneous Data Input into FMC, stressed the need to
verify FMC CDU entries.
However, recent experience demonstrates that errors in assumed temperature,
runway position, flap position, and takeoff speeds have also led to poor takeoff
performance events. This suggests that the need to verify that information is
correct goes beyond just the input values to include a cross check of the FMC
values calculated from these inputs. The objective of this FOTB is to recommend
techniques to verify takeoff performance data to assist in reducing takeoff
performance errors.
FMC and FCOM takeoff performance data assumptions and limitations
Operators should fully understand the assumptions and limitations of the FMC and
FCOM takeoff speeds in validating takeoff performance data.
FMC limitations:
The FMC computed takeoff performance only considers thrust selection, OAT,
pressure altitude, runway slope, wind, weight, flap setting and, as applicable, wet or
wet skid-resistant runway condition. FMC thrust setting computation accounts for
the actual position of the anti-ice and bleed valves positions. For the V speeds the
FMC does have rudimentary range checks.
The following are not considered in FMC performance calculations and are required
to be considered by dispatch, EFB calculations or other approved methods:
Runway length
Intersection takeoff
Contaminated runway
Stopway
Clearway
Tire Speed
Brake Energy
Climb requirements (1st , 2nd, 3rd and 4th segment climb)
Obstacle clearance
MEL/CDL items
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Also note that the RWY/POS parameter on the FMC TAKEOFF REF page is not
used to detect incorrect runway position but rather to update the airplane navigation
system at takeoff initiation when GPS is inhibited or not installed.
Because the role of the FMC is to carry out pilot commands, these commands and
data are assumed to be correct and therefore the FMC cannot validate them as
would a dedicated takeoff performance tool. The FMC allows pilot entry and
override of such parameters as takeoff speeds or weights without attempting to
reconcile the new values of those parameters with the rest of the previously
entered performance data. Only effective cross-checking by the pilots can ensure
that the final performance data is correct.
FCOM speeds limitations:
The FCOM takeoff speeds are only valid for dispatch performance based on
balanced field length. It does not show methods to include improved climb, alternate
forward CG limit, contaminated runway, or actual obstacles. The FCOM takeoff
speeds can only be used when compliance with these requirements has been
verified separately by dispatch, EFB calculations or other approved methods.
Crosscheck recommendations technique:
Calculated performance values:
Boeing notes that the following five calculated performance values determine how
the airplane will perform during takeoff.
N1/EPR/TPR thrust target
Flap position
V1
VR
V2
Boeing further notes that the contributing values of OAT, assumed temperature,
zero fuel weight, fuel weight, and available runway length combine to drive these
five top-level values. Any errors in the contributing values will lead to an error in the
five calculated values, so a cross-check of the five calculated values as they
appear in the FMC against the final calculations of those same values from another
source can reveal an error in the contributing values.
The five calculated values are available on the FMC TAKEOFF REF page in all
affected models. Boeing recommends that after final performance data is entered
into the FMC, these five calculated values on the FMC TAKEOFF REF page be
compared with the corresponding calculated values from dispatch, EFB
performance tool or other approved source.
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For example, the N1/EPR/TPR target shown on the CDU or engine N1/EPR/TPR
gauge should match the calculated N1/EPR/TPR target on the final dispatch forms
or EFB calculations, or other approved source. If both are available, a crosscheck
of this value against both would be ideal. If the FMC and EFB values match but
differ from the dispatch calculations, for example, a data input error into the EFB
may have occurred. If the dispatch calculations and EFB calculations agree but the
FMC value differs, an error in CDU entry may be the cause. A slight variation in
thrust target setting between what is displayed on the CDU page and the values
from the EFB or dispatch may be due to bleed configurations, anti-ice, etc. and are
normally acceptable, but a large difference may indicate a data input error. Ideally
the FMC calculated N1 target should be within 0.2% of the dispatch calculated N1
target. Larger differences may be the result of error in inputs or calculations. The
difference should never be greater than 1%.
If any differences are seen between the values on the FMC TAKEOFF REF page
and the other sources, examine the input data for possible errors. If none are found,
verify that the FMC values are correct, determine why the difference exists and
whether it is acceptable for the flight. If this determination cannot be made, the
takeoff performance should be re-calculated.
Pilot awareness of the five calculated values is required for successful takeoff. In
the recent incorrect takeoff thrust events, if a cross-check of the takeoff thrust
target against the calculated thrust target from either dispatch or an EFB tool had
been done, a significant error in the data would have been recognized before
attempting takeoff. Some EFB performance tools do not show pilots the calculated
N1/EPR/TPR thrust target, making this crosscheck incomplete. The absence of this
data played a role in at least one incorrect takeoff thrust event known to Boeing.
Pilots should consider whether the final performance data is appropriate for the
existing conditions.
Runway position verification:
As mentioned above, available runway length is a contributing value of the five toplevel values. Runway length error can result from incorrect intersection, failure to
account for displaced threshold, or wrong runway.
Pilots should be reminded of the following steps in the FCOM along with comments:
Before Takeoff Procedure: “The pilot who will do the takeoff updates changes to
the takeoff briefing as needed.”
Comment: This should include any change in runway or intersection takeoff
affecting performance.
Takeoff Procedure: “Before entering the departure runway, verify that the runway
and runway entry point are correct.”
Comment: If the runway or runway entry point are different than planned,
recalculate performance.
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Operating Instructions
Differences between the Lintop calculated target thrust and the FMC target thrust.
(ERF) The following applies to N1 percentage:
A difference of 0.1% is acceptable.
A difference ranging from 0.2 - 0.9% shall be examined. Check the input data for
possible errors. If none are found, verify that the FMC values are correct,
determine why the difference exists and whether it is acceptable for the flight. If
this determination cannot be made, the takeoff performance should be recalculated.
A difference of 1.0% or more is not acceptable.
(BCF) The following applies to EPR:
A difference of 0.01 is acceptable.
A difference of 0.02 shall be examined. Check the input data for possible errors.
If none are found, verify that the FMC values are correct, determine why the
difference exists and whether it is acceptable for the flight. If this determination
cannot be made, the takeoff performance should be re-calculated.
A difference of 0.03 or more is not acceptable.
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General
This chapter contains:
Airplane Flight Manual (AFM) limitations;
AFM operational information;
Non-AFM operational information.
Limitations and operational information are included if they are:
Operationally significant;
Required by FAA Airworthiness Directive;
Required by another regulatory requirement.
Limitations and operational information are not included if they are:
Incorporated into FCOM normal, supplementary, or non-normal procedures, with a few
exceptions;
Shown on a placard, display, or other marking.
Limitations and operational information listed in this chapter that must be memorized (memory
items) are marked with a (#) symbol. They meet the following criterion - flight crew access by
reference cannot assure timely compliance, e.g., severe turbulence penetration speeds. They need
only be memorized to the extent that compliance is assured. Knowing the exact wording of the
limitation is not required.
Assuming that the remaining items are available to the flight crew by reference, they do not need to
be memorized.
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Aeroplane General Limitations
General
This airplane is certified in the Transport Category in accordance with:
(ERF) EASA CS-25.
(BCF) EASA CS-25 (based on CFR FAA part 25).
Type of Operation
The airplane is certified for the following kinds of flight and operation, both day and night, when the
required equipment is installed and approved in accordance with the applicable regulations:
Visual (VFR)
Instrument (IFR)
Icing Conditions
Extended Over-Water
CAT II/III
MNPS (LRNS)
RVSM
RNAV 1 (P-RNAV)
RNAV 2
RNAV 5 (B-RNAV)
RNAV 10 (RNP-10)
RNP-1 (B-RNP-1)
RNP-4
RNP-5
RNP approach
Smoke Barrier Door
The smoke barrier door must be closed during taxi, takeoff, flight and landing.
Minimum crew composition
Minimum flight crew composition is 2 Pilots.
Maximum number of persons on board
(ERF) Certified maximum number of persons on board during flight is 8 including flight deck crew.
(BCF) Certified maximum number of persons on board during flight is 10 including flight deck crew.
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Airplane general
Runway slope
# Maximum Takeoff and Landing Tailwind
component
Maximum Operating Altitude
# Maximum Takeoff and Landing Altitude
# Maximum speed operation in RVSM airspace
# Maximum field elevation
Flight maneuvering load
acceleration limit
+/- 2%
10 Knots
45,100 feet pressure altitude
10,000 feet pressure altitude
0.90 Mach
9,500 ft
+2.5 G to -1.0 G Flaps UP
+2.0 G to -0.0 G Flaps not UP
Upper Deck Occupancy
(a) The Upper Deck may be, during taxi, takeoff, flight and landing, occupied by
up to 6 persons;
(b) For occupants allowed to be carried refer to OM-A 8.2.2.2.; and
(c) #Access to the main deck cargo area is prohibited during taxi, takeoff,
turbulence and landing.
Door Mounted Power Assists and Escape Slides
(ERF)
The upper deck escape slide must be in the forward locked position during taxi,
takeoff, and landing whenever the upper deck cabin is occupied.
(BCF)
The emergency evacuation slide system must be in the AUTOMATIC mode, and
engagement of each escape slide pack extractor must be verified by a check that
the knob is visible in the AUTOMATIC viewing port prior to taxi, takeoff and landing
whenever persons occupy the upper deck cabin.
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Environmental envelope
Maximum Takeoff and Landing Temperature is -54°C to 54°C (ISA+39) at sea level.
(ERF) Weight Limitations
Maximum Taxi Weight
Maximum Takeoff Weight
Maximum Landing Weight
Maximum Zero Fuel Weight
Maximum In-flight Weight, landing Flaps
# Minimum Flight Weight
Note:
414,100 kg
412,800 kg
296,200 kg
277,200 kg
303,906 kg
165,170 kg
(a) The maximum weight limits may be less as limited by center of gravity,
fuel density and fuel loading limits; and
(b) Refer to FCOM I chapter Supplementary Procedures “Operation at mass below
200,000 kg”.
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(BCF) Weight Limitations
Maximum Taxi Weight
Maximum Take-off Weight
Maximum Landing Weight
Maximum Zero Fuel Weight
Maximum In-flight Weight, landing Flaps
# Minimum Flight Weight
Note:
395,990 kg
394,630 kg
295,740 kg
276,690 kg
303,910 kg
166,700 kg
1. The maximum weight limits may be less as limited by center of gravity,
fuel density and fuel loading limits; and
2. Refer to FCOM I chapter Supplementary Procedures “Operation at mass below
200,000 kg”.
Maximum wind for cabin and cargo door operation
Do not operate the entry or cargo doors with winds at the door of more than 40
knots. Do not keep doors open when wind gusts are more than 65 knots. Strong
winds can cause damage to the structure of the airplane.
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# Operational Information
1. The turbulence air penetration speed is 290 to 310 KIAS/0.82 to 0.85 Mach,
whichever is lower.
2. The maximum takeoff and landing crosswind is 30 knots.
3. Do not operate HF radios during refueling operations.
4. Avoid weather radar operation in a hangar.
5. Avoid weather radar operation when personnel are within the area normally
enclosed by the aircraft radome.
Note: The hangar recommendation does not apply to the weather radar test mode.
Altitude Display Limits for RVSM Operation
1. Standby altimeter does not meet altimeter accuracy requirements of RVSM
airspace;
2. The maximum allowable in-flight difference between captain and first officer
altitude display for RVSM operation is 200 feet; and
3. The maximum allowable on the ground altitude differences for RVSM operations
are:
Field Elevation
Sea Level to 5,000 feet
9,500 feet
Max Difference
between Captain &
F/O
35 feet
40 feet
Max Difference
between Captain or F/O &
Field Elevation
75 feet
75 feet
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(ERF) # Fuel density versus MTOW
At fuel densities equal to or less than 2.92 kg/USG (0.77 kg/liter) the takeoff weight
may be restricted as shown in the graph below.
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(BCF) # Fuel density versus MTOW
At fuel densities equal to or less than 2.92 kg/USG (0.77 kg/liter) the takeoff weight
may be restricted as shown in the graph below.
Uncontrolled when printed
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Maximum Airspeed Limits
The maximum operating limit speed shall not be deliberately exceeded in any
regime of flight.
Note:
(a) All airspeed markings and placards in the aeroplane are shown as indicated
(IAS) values, based on the primary static pressure source.
(b) The ADC corrects for the primary static source position error, and assuming
zero instrument error, essentially displays knots CAS inflight.
(c) VMO/MMO, VLE or flap placard speed (whichever is lower) is indicated by the
lower edge of the red and black colored region of the speed tape on the PFD.
(d) VA is defined as the speed above which maneuvers involving full application of
rudder, ailerons or elevator, or maneuvers involving angles of attack near stall,
should be avoided.
(ERF) Flap Placard Speeds
Flap Position
VFE knots IAS
1
285
5
265
10
245
20
235
25
210
30
180
Flap Position
1
5
10
20
25
30
(BCF) Flap Placard Speeds
VFE Knots IAS
280
260
240
230
205
180
Landing Gear operating speeds (VLO, MLO)
# Retract or extend: 270 knots IAS, 0.82 Mach.
Landing Gear extended VLE 320 knots IAS, MLE 0.82 Mach.
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(ERF) Maximum Airspeed Limits
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(BCF) Maximum Airspeed Limits
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Cross Wind Limitations (including Gusts)
CAUTION
Published limits should be evaluated dependent on
experience and exposure
Runway
Runway Surface Condition /
Condition
Braking Action
Code (1)
Crosswind Component
(knots)
Takeoff
Landing
Manual Automatic
6
–––
30
30 (3)
25
5 (2)
Good
25
25 (3)
25
4 (2)
Good to Medium
17
25 (3)
25
3 (2)
Medium
15
20
20
2 (2)
Medium to Poor
12
15
15
1 (2)
Poor
Not Allowed
Not Allowed
0 (2)
Nil
Not Allowed
Not Allowed
Takeoff crosswind limitations are based on the most adverse airplane loading
(low weight and aft center of gravity), and assume an engine out RTO and proper
pilot technique;
On slippery runways, crosswind limitations are a function of Runway surface
condition;
Winds measured at 33 feet (10 m) tower height and apply to runways 148 feet
(45 m) or greater in width;
(1)
Refer to Lido Route Manual, CRAR USA for runway assessment criteria;
Takeoff or landing on untreated snow or ice should only be attempted when no
melting is present;
(2)
Sideslip only (zero crab) landings are not recommended with crosswind
components in excess of 20 knots. This recommendation ensures adequate
ground clearance and is based on maintaining adequate control margin
(3)
Tailwind including gusts
The tailwind limitation is 10 knots during takeoff and landing.
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Automatic Landing
# The maximum glideslope angle is 3.25 degrees;
# The minimum glideslope angle is 2.5 degrees; and
CAT II, CAT III and Automatic landings may be made with flaps 25 or 30 only.
The Autoland System is not certified for overweight landings.
Takeoff from Contaminated Runways
Takeoff is not permitted when more than 25% of the runway surface area is
covered with:
(a) More than 13 mm (1/2 inch) slush or standing water;
(b) Ice, including wet ice; and
(c) (ERF) More than 104 mm (4 inches) dry snow
(BCF) Any dry snow
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Autoland Requirements
CAT II/ CAT IIIA
Fail Passive
Required Equipment
ASA (Autoland Status Annunciator) (1)
Independent EIU sources (1)
Independent ILS sources (1)
Independent IRS sources (1)
Independent DH/RA source indication (1)
Independent FD sources (1)
IRU in NAV mode
Automatic Rollout Guidance
LOC/GS Excess Deviation Alerts
4 Hydraulic Systems
TO/GA switches
Autothrottle
Engines operating
Normal Flight Controls (2)
Flaps (3)
Antiskid System
Notes to table:
LAND 2
Yes
Yes
Yes
Yes
Yes
2
No
Yes
Yes
Yes
Yes
3 or 4
Yes
25 or 30
No
CAT III A/B
Fail
Operational
LAND 3
Yes
Yes
Yes
Yes
Yes
3
Yes
Yes
Yes
Yes
Yes
3 or 4
Yes
25 or 30
Yes
(1) On both PFD’s.
(2) Operations approved with RUD RATIO SINGLE (DUAL) alert displayed.
(3) Triple channel autoland may not be available with an inoperative or removed
FCU.
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Quick Turnaround
Refer to FCOM chapter Performance.
Aeroplane Structure
Window Heat
(a) Window heat must be on for all normal flight conditions; and
(b) The window heaters may be inoperative on one No. 1 or one No. 2 window
provided operation is not predicated on flights into known or forecasted icing,
windshield air (anti-fog systems) are operative and remaining No. 1 and No. 2
window heaters are operative.
Flap Operation
(a) # Do not extend flaps above 20,000 feet; and
(b) Flaps down flight for prolonged periods other than holding in the vicinity of an
airport is prohibited.
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Airplane system limitations
Airplane General, Emergency Equipment
Oxygen requirements
Required PSI values provide 180 minutes oxygen (crew 100%) at FL250, except as indicated
otherwise.
Crew Oxygen
Departure from home base
From other stations: 2 cockpit crew
From other stations: 3 cockpit crew
From other stations: 4 cockpit crew (1)
Departure from
Departure from
Departure from
Departure from
Supernumerary Oxygen
home base
other stations: 1 – 4 occupants
other stations: 5 occupants
other stations: 6 occupants (1)
psi
1500
950
1340
1470 (1)
psi
1200
915
1105
1055 (1)
(1) Provides 150 minutes oxygen at FL250
Maximum cylinder pressure is 1850 psi at 21ºC,
Add / Subtract 32 psi for each 5°C above / below 21°C.
Air Systems
Cabin Pressurization
Maximum differential pressure (relief valves)
Maximum allowable cabin pressure differential for takeoff and landing
9.4 psi
0.11 psi
Autoflight
# AFDS
(a) Use of aileron trim with autopilot engaged is prohibited;
(b) The autopilot must not be engaged below a minimum engage altitude of 250 ft AGL after
takeoff;
(c) The autopilot must be disengaged before the airplane descends below 360 ft AGL unless it is
coupled to an ILS glideslope and localizer or in the go–around mode;
(d) For single channel ILS approaches, the autopilot must be disengaged before the airplane
descends below 100 ft AGL;
(e) The Flight Director has not been assessed in any abnormal configuration except those used in
an engine-out approach. It may be used in this configuration but must be closely monitored;
and
(f) Do not use FLCH on final approach below 1,000 ft AFE.
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Anti-Ice, Rain
Nacelle Anti-Ice System
(a) Operation in Icing Conditions
(1) Nacelle anti-ice must be ON during all ground and flight operations when
icing conditions exist or are anticipated, except when the temperature is
below -40°C OAT.
(2) (ERF) For the primary ice detection system the nacelle anti-ice switches
should be in AUTO position during flight. The primary ice detection system
will automatically turn on and off as required in response to ice detection
signals (flight mode only). Do not use anti-ice if OAT or TAT exceeds 10°C.
Note: Do not rely on airframe visual icing cues or (ERF) the advisory ice
detection system, to turn nacelle anti-ice on. Use the temperature and
visual moisture criteria specified in this section. Delaying the use of nacelle
anti-ice until ice buildup is visible from the cockpit may result in severe
engine damage and/or flameout.
(3) Icing conditions exist when indicated in flight by, (ERF) the primary ice
detection system, or else when the OAT on the ground and for takeoff, or
TAT inflight, is 10°C or below and visible moisture in any form is present
(such as clouds, fog with visibility of one mile or less, rain, snow, sleet and
ice crystals).
(4) Icing conditions also exist when the OAT on the ground and for takeoff is
10°C or below when operating on ramps, taxiways or runways when
surface snow, ice, standing water or slush may be ingested by the
engines or freeze on engines, nacelles or engine sensor probes.
(b) Nacelle anti-ice must be ON when ice crystal icing conditions exist, even when
the temperature is below -40°C OAT. For flight in ice crystal icing conditions, for
the (ERF) primary ice detection system the nacelle anti-ice switches should be
in the ON position during flight. (ERF) The primary ice detection system does
not respond to ice crystals.
Do not use anti-ice if OAT or TAT exceeds 10°C.
Note : Ice crystal conditions exist when in visible moisture and one or more of
the following indications are present:
(1) Amber or red weather radar returns below the airplane;
(2) Appearance of liquid water on the windshield at temperatures too cold for
rain (the sound is different than rain);
(3) The autothrottle is unable to maintain the selected airspeed;
(4) TAT indication on EICAS stays near 0°C.
(Continued)
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Note: Erroneous TAT indication may occur as a result of ice crystals blocking the
sensor. The erroneous indication may last from one minute to more than 20
minutes. TAT normally should increase approximately 2ºC per 1000 ft of descent.
When the conditions described above no longer exists, use nacelle anti-ice
normally.
Wing Anti-Ice System
Operation in Ice Crystal Icing Conditions if at or below 22,000 feet:
Wing anti-ice must be ON when ice crystal icing conditions exist, even when the
temperature is below -40°C OAT. When extending flaps, place the wing anti-ice
selector in the OFF (or AUTO) position.
Note: Ice crystal conditions exist when in visible moisture and one or more of the
following indications are present:
(a) Amber or red weather radar returns below the airplane;
(b) Appearance of liquid water on the windshield at temperatures too cold for rain
(the sound is different than rain); and
(c) The autothrottle is unable to maintain the selected airspeed.
(d) TAT indication on EICAS stays near 0°C.
Note: Erroneous TAT indication may occur as a result of ice crystals blocking the
sensor. The erroneous indication may last from one minute to more than 20
minutes. TAT normally should increase approximately 2°C per 1000 ft of descent.
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FCOM I
Communication
ACARS
The ACARS is limited to the transmission and receipt of messages which will not
create an unsafe condition if the message is improperly received, such as the
following conditions:
(a) The message or parts of the message are delayed or not received;
(b) The message is delivered to the wrong recipient; or
(c) The message content may be frequently corrupted.
However, Pre-Departure Clearance, Digital-Automatic Terminal Information Service,
Oceanic Clearances, Weight and Balance, and Takeoff Data messages can be
transmitted and received over ACARS if they are verified per approved operational
procedures.
Air Traffic Control Datalink
ATC clearance data received through the FMC which can only be viewed on the
flight deck printer must be independently verified with the originating ground station.
HF Radio Communication
(BCF) Flights predicated on the use of the following HF frequencies are prohibited:
2.046
4.095
8.190
12.286
16.383
22.434
25.801
27.726
29.487
2.047
5.118
8.191
12.287
18.430
22.683
25.802
28.355
29.488
2.048
5.119
10.238
15.998
18.431
22.766
25.803
28.356
29.489
2.049
6.142
10.239
15.999
19.352
24.574
26.622
28.357
29.490
Uncontrolled when printed
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4.094
6.143
11.133
16.382
19.353
24.575
26.623
29.030
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(ERF) Engine, APU
Engine Limit Display markings
Maximum and minimum limits are Red
Cautionary limits are Amber
The engine limit display markings on EICAS must be used to determine compliance
with the maximum and minimum limits and precautionary ranges. If EICAS markings
show more conservative limits than those specified below, the limit markings shown
on EICAS must be observed.
Engine RPM
The maximum operational limits are:
N1 Low Pressure Compressor Rotor 117.5%
N2 High Pressure Compressor Rotor 112.5%
Engine EGT
Operating Conditions Temperature Limits
# Takeoff
960°C
Maximum Continuous
925°C
# Starting
870°C
750°C
Time limit
5 minutes (1)
Continuous
Maximum transient for
40 seconds
Unlimited
(1) The
time limit on takeoff thrust at an EGT limit of 960°C is increased to 10 minutes
provided this use is limited to situations where an engine failure actually occurs and
there is an obstacle in the takeoff flight path. If the 10 minute time limit is utilized, the
total operating time at takeoff thrust must be recorded in the airplane flight log.
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(ERF) Engine, APU
Engine Oil System
(a) Minimum oil pressure is 10 psi;
(b) Maximum oil temperature for continuous operation is 160°C; and
(c) Transient operation is limited to 175°C for 15 minutes maximum.
Engine Fuel System
(a) The following fuels and mixtures thereof are approved for use:
(1) Jet A and Jet A-1 as specified in ASTM D 1655;
(2) JP-5 as specified in MIL-DTL-5624; and
(3) JP-8 as specified in MIL-DTL-83133;
(b) Fuels produced to other specifications and having properties meeting the
requirements of the above specifications are acceptable for use.
(c) The use of JP-4 as specified in MIL-DTL-5624 and Jet B as specified in ASTM
D 6615 is prohibited.
(d) Any other fuel specified in GE Specification D50TF2 is acceptable provided that
the limitations and requirements specified in GE Specification D50TF2 and this
Airplane Flight Manual are met.
(e) Approved fuel additives are defined in ASTM D 1655, MIL-DTL-5624, MIL-DTL83133 and GE Specification D50TF2.
(f) In-flight tank fuel temperature must be maintained at least 3°C above the fuel
freezing point of the fuel being used. The use of Fuel System Icing Inhibitor
additives does not change the minimum fuel tank temperature limit.
(g) The maximum tank fuel temperature for Jet A, Jet A–1, JP–5, or JP-8 is 54°C.
Engine Ignition
Continuous ignition must be on encountering:
Heavy rain;
Severe turbulence;
Volcanic ash;
Icing conditions; or
Standing water or slush on runway;
Note: Continuous ignition is automatically provided when nacelle anti–ice is on, or
trailing edge flaps are out of up position.
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FCOM I
(ERF) Engine, APU
Reverse Thrust
# Use for ground operation only.
# Intentional selection of reverse thrust in flight is prohibited.
# Backing the airplane with use of reverse thrust is prohibited.
Engine Starter Duty Cycle
(a) Maximum continuous operation 5 minutes;
(b) Cool starter for 30 seconds per minute of operation; and
(c) After two consecutive 5 minutes duty cycles, cool starter for 10 minutes prior to
each additional 5 minutes-cycle.
APU
(a) Do not operate the APU below -1000 feet pressure altitude;
(b) Do not use APU generator power inflight;
(c) Operation between 15,000 feet and 20,000 feet pressure altitude is limited to
"no load" only. APU bleed air should not be used above 15,000 feet pressure
altitude; and
(d) APU and fueling operation:
(1) The APU may be started during a refueling operation if the start is an initial
start or a restart after normal shutdown;
(2) The APU may be shutdown (manual or automatic) during a refueling
operation; and
(3) If there is a protective automatic shutdown or a failure to start condition on
the APU, stop the refueling operation and disconnect the fuel hose(s) from
the airplane fueling adapter(s). Thereafter the APU may be started again.
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FCOM I
(ERF) Engine, APU
(ERF) APU Start Duty Cycle
Between Starts
TR wait
Battery wait
1 and 2
1 minute
1 minute
2 and 3
10 minutes
1 minute
3 and 4
75 minutes
75 minutes
(a) If the TR should overheat with the start source switch in TR, starting power is
transferred to the battery and the start continued on battery power. Any further
start attempts with an overheated TR are inhibited; and
(b) A failure of the TR, other than an overheat, does not provide automatic
switching to the APU battery. Under these conditions, moving APU Start Source
switch to BATTERY removes the TR from the starting circuit and allows APU
starting on battery power.
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FCOM I
(BCF) Engine, APU
Engine Limit Display Markings
Maximum and minimum limits are Red.
Cautionary limits are Amber.
The engine limit display markings on EICAS must be used to determine compliance
with the maximum and minimum limits and precautionary ranges. If EICAS markings
show more conservative limits than those specified below, the limit markings shown
on EICAS must be observed.
Engine RPM
The maximum operational limits are:
N1 Low Pressure Compressor Rotor 111.4%
N2 High Pressure Compressor Rotor 105.5%
Engine EGT
Operating Condition
# Takeoff
Maximum Continuous
# Starting Ground
# Starting Flight
Temperature Limits
650°C
625°C
535°C
650°C
Time Limit
5 minutes (1)
Continuous
None
None
The time limit on the use of takeoff thrust is increased to 10 minutes provided this
use is limited to situations where an engine failure actually occurs and there is an
obstacle in the takeoff flight path. If the 10 minutes time is utilized, the total operating
time at takeoff thrust be recorded in the AML.
(1)
Engine Oil System
(a) Oil temperature must be greater than 50°C before advancing throttles to takeoff
power;
(b) Maximum oil temperature, continuous operation, is 163°C;
(c) Maximum oil temperature, 20 minute limit, is 177°C; and
(d) Minimum oil pressure is 70 psi.
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FCOM I
(BCF) Engine, APU
Engine Fuel System
(a) The following fuels and mixtures thereof are approved for use:
Jet A and Jet A-1 as specified in ASTM D 1655;
JP-4 as specified in MIL-DTL-5624;
Jet B as specified in ASTM D 6615;
JP-5 as specified in MIL-DTL-5624;
(b) The use of JP-4 and Jet B fuels is prohibited in revenue operations;
(c) Fuels produced to other specifications and having properties meeting the
requirements of the above specifications are acceptable for use;
(d) The use of JP-4 as specified in MIL-DTL-5246 and Jet B as specified in ASTM
D 6615 is prohibited;
(e) Tank fuel temperature prior to takeoff must not be less than -43°C or 3°C above
the fuel freezing point temperature, whichever is higher. In-flight tank fuel
temperature must be maintained at least 3°C above the fuel freezing point of the
fuel being used. The use of Fuel System Icing Inhibitor additives does not
change the minimum fuel tank temperature limit;
(f) The maximum tank fuel temperature for Jet A, Jet A–1, or JP–5 is 54°C; and
(g) The maximum tank fuel temperature for Jet B or JP-4 is 43°C.
ENGINE IGNITION
ON while operating in:
Heavy rain;
Severe turbulence;
Volcanic dust;
Upon entering icing conditions; or
When standing water or slush exists on the runway.
Note: Continuous ignition is automatically provided when nacelle anti–ice is on, or
trailing edge flaps are out of up position.
Reverse Thrust
# Intentional selection of reverse thrust in flight is prohibited.
# Backing the airplane with use of reverse thrust is prohibited.
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FCOM I
(BCF) Engine, APU
Engine starter Duty Cycle
(a) Start Attempts maximum 2 consecutive;
(b) Cooling period following (2) attempts is 30 minutes;
(c) Maximum re-engagement speed (including for emergencies) is 30% N2.
CAUTION
Do not exceed starter re-engagement speed of
30% N2
APU
(a) Do not operate the APU below -1000 feet pressure altitude.
(b) Do not use APU generator power inflight;
(c)
The APU may be used to supply bleed air to air conditioning pack number 2 for
takeoff, provided isolation valves remain closed. If engine failure occurs, do not
change air conditioning bleed configuration until minimum gross height or
obstacle clearance has been achieved.
(d) Operation between 15,000 feet and 20,000 feet pressure altitude is limited to
“no-load” only;
(e) APU bleed air should not be used above 15,000 feet pressure altitude; and
(f) APU and fueling operation:
(1) The APU may be started during a refueling operation if the start is an initial
start or a restart after normal shutdown;
(2) The APU may be shutdown (manual or automatic) during a refueling
operation; and
(3) If there is a protective automatic shutdown or a failure to start condition on
the APU, stop the refueling operation and disconnect the fuel hose(s) from
the airplane fueling adapter(s). Thereafter the APU may be started again.
APU start duty cycle
Between Starts
1 and 2
2 and 3
3 and 4
Battery wait
1 minute
1 minute
75 minutes
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FCOM I
Flight Controls
Avoid rapid and large alternating control inputs, especially in combination with large
changes in pitch, roll, or yaw (e.g., large side slip angles) as they may result in
structural failure at any speed, including below VA.
Speedbrakes
(a) (BCF) Use of speedbrakes in flight with flaps extended past 10 is not
recommended.
(b) (ERF) Use of speedbrakes in flight with flaps extended past 20 is not
recommended.
Flight Management, Navigation
(a) A QFE altitude reference for the Primary Flight Displays (PFDs) must be
selected in the Flight Management Computer (FMC) whenever QFE is used
instead of QNH;
(b) The use of VNAV or LNAV with QFE selected is prohibited;
(c) The FMC is not capable to fly Radial to Fix (RF) procedures.
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FCOM I
MNPS (LRNS) Limitations
Operation in MNPS (LRNS) airspace is approved when at least one of the following
combinations of systems is available. (AMC1-SPA-MNPS-105)
Combination
1
2
IRU
2
2
MCDU
2
1
RVSM Limitations
Refer to OM-A 8.3.2.16 and Lido RM, NAV 7
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FCOM I
RNAV/RNP Limitations
RNP 1, RNP 5 and RNP 10 required equipment
The equipment required to be serviceable during flight to meet RNP 1, RNP 5, RNP
10/B-RNAV / P-RNAV limitations criteria is specified in the table below.
Equipment
FMC
CDU
VOR
IRU (1)
DME
ADC
EIU
Minimum
required
One
One
One
One
One
One
One
GPS
One
Nav Data Base
ND (map mode)
One
Two
Comments
In NAV mode
Or none if GPS is serviceable
Or none if one DME is
serviceable
MCDU may substitute EFIS
control panel
(1) When the IRS is the only available position sensor, RNAV10 (RNP-10)
operations are allowed for 6.2 hours since IRUs in NAV, or 5.9 hours since the last
DME/DME update. The FMC scratchpad message IRS NAV ONLY will be
displayed.
EFIS control panel
Two
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FCOM I
RNP 4
GPS (GNSS) is the primary navigation sensor to support RNP4.
The equipment required to be serviceable at the entry point of RNP4 airspace is specified in the
table below.
Equipment
FMC
CDU
AP/FD
IRU
GPS
Nav display
Nav Data Base
Minimum
required
Two
Two
One
Two
Two
One
One
EFIS control panel(1)
(1)CDU
Two
Comments
In Nav mode
In MAP mode
With valid version and operating period
MCDU may substitute EFIS control
panel.
can substitute EFIS control panel.
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FCOM I
RNP Approach Requirements (RNP 0.3)
Equipment
Autopilot
FMC
GPS receiver
MCDU
IRU (NAV mode)
ND (map mode)
Nav Data Base
ADC
Minimum
required
1
2
2
2
2
2
1
2
EFIS control panel
2
VOR
DME
ADF
1
1
1
Comments
Including GPS update
On both PF and PM side
The database shall be current
Altimeter systems
MCDU may substitute EFIS control
panel
If needed for Missed Approach
If needed for Missed Approach
If needed for Missed Approach
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Fuel system
Center Wing Tank (CWT):
(a) The CWT fuel quantity indication system must be operative to dispatch with
CWT mission fuel;
(b) If the FUEL LOW CTR L or R message is displayed both CWT override/jettison
pumps must be selected OFF;
(c) If the FUEL PRESS CTR L or R message is displayed, the corresponding CWT
override/jettison pump must be selected OFF;
Note: In a low fuel situation, both CWT override/jettison pumps may be
selected ON and all CWT fuel may be used.
Warning
Do not cycle CWT pump switches from ON to OFF to ON with any
continuous low pressure indication present.
(d) Do not reset a tripped fuel pump circuit breaker.
Defueling:
Prior to defueling any fuel tanks, perform a lamp test of the respective Fuel Pump
Low Pressure indication lights. When defueling, the Fuel Pump Low Pressure
indication lights must be monitored and the fuel pumps positioned to OFF at the first
indication of fuel pump low pressure. When defueling with occupants on board, fuel
pump switches must be selected OFF at or above approximately 3,200 kilograms
for the CWT and 1,400 kilograms for main tanks. The above requirements apply for
defueling or transferring between tanks.
# Fuel Jettisoning
Do not extend or retract the flaps between position 1 and 5 during fuel jettisoning.
Landing Gear
# Maximum Tire speed of 204 kts ground speed.
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Warning System
GPWS, Look-ahead Terrain Alerting
Do not use the terrain display for navigation.
The use of look-ahead terrain alerting and terrain display functions are prohibited
within 15 NM of takeoff, approach or landing at an airport or runway not contained in
the GPWS terrain database.
(BCF) GPWS mode 4
Mode 4 of the GPWS must be determined to be operational before takeoff by
verifying that a GND PROX SYS Status message is not displayed on EICAS before
engine start and a GND PROX SYS Advisory message is not displayed on EICAS
after engine start and before takeoff.
TCAS
Pilots are authorized to deviate from their current ATC clearance to the extent
necessary to comply with a TCAS II resolution advisory.
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2.1 Normal Procedures
FCOM I
Page:
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Date:
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Iss. / Revision no.:
2.1 NORMAL PROCEDURES
Introduction
General
This chapter gives:
(a) An introduction to the normal procedures philosophy and assumptions; and
(b) Step by step normal procedures.
Normal Procedures Philosophy and Assumptions
(a) Normal procedures verify for each phase of flight that:
(1) The airplane condition is satisfactory; and
(2) The flight deck configuration is correct.
(b) Normal procedures are done on each flight;
(c) Refer to the chapter Procedures → Supplementary Procedures (SP) for procedures that are
done as needed, for example the adverse weather procedures;
(d) Normal procedures are written for a trained flight crew and assume:
(1) All systems operate normally;
(2) Altitude reference during the takeoff, approach and landing phases is solely based on
barometric altimeters, referenced to QNH; and
(3) The full use of all automated features (LNAV, VNAV, autoland, autopilot, and
autothrottle). This does not preclude the possibility of manual flight for pilot proficiency
where allowed.
(e) Normal procedures assume ATC clearances are requested only after completion of the
appropriate procedure and checklist (e.g. Before taxi checklist is read before taxi clearance is
obtained);
(f) Normal procedures also assume coordination with the ground crew before:
- Hydraulic system pressurization; or
- Flight control surface movement; or
- Airplane movement.
(g) Normal procedures do not include steps for flight deck lighting and crew comfort items; and
(h) Normal procedures are done by memory and scan flow. The panel illustration in this section
shows the scan flow. The scan flow sequence may be changed as needed.
Configuration Check
(a) It is the crewmember’s responsibility to verify correct system response.
Before engine start, use lights or indications to verify each system condition or configuration.
If there is an incorrect configuration or response:
(1) Verify that the system controls are set correctly;
(2) Check the respective circuit breaker as needed;
(3) Maintenance must first determine that it is safe to reset a tripped circuit breaker on the
ground; and
(4) Test the respective system light as needed.
(Continued on next page)
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FCOM I
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(Continued)
(b) Before engine start, review the EICAS alert messages and status display:
(1) If there are unexpected messages:
(i) Check the Minimum Equipment List (MEL) to decide if the condition has a dispatch
effect; and
(ii) Decide if maintenance is needed.
(c) After engine start:
(1) EICAS alert messages are the primary means of alerting the flight crew to non-normal
conditions or incorrect configurations, refer to OM-A 8.6.2; and
(2) There is no need to check status messages. Any message that has an adverse effect on
safe continuation of the flight appears as an EICAS alert message.
Crew Duties
(a) Preflight and postflight crew duties are divided between the captain and first officer;
(b) Phase of flight duties are divided between the Pilot Flying (PF) and the Pilot Monitoring (PM);
(c) Each crewmember is responsible for moving the controls and switches in their area of
responsibility:
(1) The phase of flight areas of responsibility for both normal and non-normal procedures are
shown in the Area of Responsibility illustrations in this section. Typical panel locations
are shown; and
(2) The preflight and postflight areas of responsibility are defined by the “Preflight Procedure Captain” and “Preflight Procedure - First Officer”;
(d) The captain may direct actions outside of the crewmember’s area of responsibility;
(e) The general PF phase of flight responsibilities are:
(1) Taxiing;
(2) Flight path and airspeed control;
(3) Airplane configuration; and
(4) Navigation.
(f) The general PM phase of flight responsibilities are:
(1) Checklist reading;
(2) Communications;
(3) Tasks asked for by the PF; and
(4) Monitoring taxiing, flight path, airspeed, airplane configuration, and navigation.
(Continued on next page)
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(Continued)
(g) PF and PM duties may change during a flight. For example, the captain could
be the PF during taxi but be the PM during takeoff through landing;
(h) Normal procedures show who does a step by crew position (C, F/O, PF, or
PM):
(1) In the procedure title; or
(2) In the far right column; or
(3) In the column heading of a table.
(i) The mode control panel (MCP) is the PF’s responsibility. When flying manually,
the PF directs the PM to make the changes on the MCP.
(j) The commander is the final authority for all tasks directed and done.
Control Display Unit (CDU) Procedures
(a) Before taxi, the captain or first officer may make CDU entries. The other pilot
must verify the entries;
(b) Make CDU entries before taxi or when stopped, when possible. If CDU
entries must be made during taxi, the PM makes the entries. The PF must
verify the entries before they are executed;
(c) In flight, the PM usually makes the CDU entries. The PF may also make
simple, CDU entries when the workload allows. The pilot making the
entries executes the change only after the other pilot verifies the entries; and
(d) During high workload times, for example departure or arrival, try to reduce the
need for CDU entries. Do this by using the MCP heading, altitude, and speed
control modes. The MCP can be easier to use than entering complex route
modifications into the CDU.
Autopilot Flight Director System (AFDS) Procedures
(a) The crew must always monitor:
(1) Airplane course;
(2) Vertical path; and
(3) Speed.
(b) When selecting a value on the MCP, verify that the respective value
changes on the flight instruments, as applicable;
(c) The crew must verify manually selected or automatic AFDS changes. Use the
FMA to verify mode changes for the:
(1) Autopilot;
(2) Flight director; and
(3) Autothrottle.
(Continued on next page)
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(Continued)
(d) During LNAV and VNAV operations, verify all changes to the airplane’s:
(1) Course;
(2) Vertical path;
(3) Thrust; and
(4) Speed.
(e) Announcing changes on the FMA and thrust mode display when they occur is a
good CRM practice.
Scan Flow and Areas of Responsibility
(a) The scan flow and areas of responsibility diagrams shown below are
representative and may not match the exact configuration(s) of an aeroplane in
the Martinair fleet; and
(b) The scan flow diagram provides general guidance on the order each flight crew
member should follow when doing the preflight and postflight procedures.
Specific guidance on the items to be checked are detailed in
the Normal
Procedures.
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Preflight and Post flight Scan Flow
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Areas of Responsibility - Captain as Pilot Flying or Taxiing
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Areas of Responsibility - First Officer as Pilot Flying or Taxiing
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2.2 Amplified Procedures
FCOM I
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2.2 AMPLIFIED PROCEDURES
Preliminary Preflight Procedure – Captain or First Officer
The Preliminary Preflight Procedure assumes that the Electrical Power Up Supplementary
Procedure is complete.
Maintenance documents…………………………………………………………………….Check
C
STATUS display………………………………………………...………….………………….Check
C
Verify that only expected messages are shown; and
Verify that the following are sufficient for flight:
Oxygen pressure;
Hydraulic quantity; and
Engine oil quantity.
Oxygen pressure drop……………………….………..…………………............
……………..Test
C
Oxygen mask………………………………….Stowed and doors closed
Crew oxygen pressure……………………………………..Check EICAS
Note oxygen pressure.
RESET/TEST switch……………………………………….Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
EMERGENCY/TEST selector…………………………….Push and hold
While continuing to hold the RESET/TEST switch down, push the
EMERGENCY/TEST selector for 10 seconds. Verify that the yellow cross appears
continuously in the flow indicator;
Verify that the crew oxygen pressure does not decrease more than 100 psig;
If the oxygen cylinder valve is not in the full open position, pressure can:
Decrease rapidly; or
Decrease more than 100 psig; or
Increase slowly back to normal.
Release RESET/TEST switch and EMERGENCY/TEST selector; and
Verify that the yellow cross no longer shows in the flow indicator.
Normal/100% selector……………………………………………….100%
Crew and supernumerary oxygen pressure……………..Check EICAS
Verify that the pressure is adequate for dispatch.
Parking brake…………………………………………………………..…..……As needed
C
Set the parking brake check the brake wear indication during the exterior inspection.
Check accumulator pressure minimum of 750 psi.
Note: Do not assume that the parking brake will prevent airplane movement.
Accumulator pressure can be insufficient.
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IRS mode selectors……………………………………….….…………………….OFF, then
NAV
The UNABLE RNP message can show until IRS alignment is complete.
F/O
VOICE RECORDER switch…………………………………………………………...…………ON
F/O
Cockpit Voice Recorder Panel……………………………………………………….……...Check
F/O
Push the TEST Switch for approximately five seconds.
Make sure that the Status light comes and stays on while the TEST switch is
pushed.
Emergency equipment……………………………………………………….………………Check
F/O
Accomplish “SAFETY/SECURITY INSPECTION” checklist.
LOWER LOBE CARGO CONDITIONED
AIR FLOW RATE selector………………………...……………………………….....As needed
Do the remaining actions after a crew change or maintenance action.
ACARS WRR data……..………………………………...………...…………………………...Set
F/O
C
Select ACARS REPORT MENU page 5/5;
Push COCKPIT WRR key (LSK 2R); and
Enter on-duty time in UTC in LSK 2L, and push send.
Circuit breakers…………..………………………………..…………………..……..…....Check
F/O
All circuit breakers in except those with clips/collars; and
If circuit breakers are clipped, check ATL for applicability.
Overhead maintenance panel…………………………………...…...………Guards closed
F/O
The split system breaker OPEN light can be illuminated; and
Verify that all other lights are extinguished.
(ERF) APU START SOURCE switch…..……………………....……...….….APU BATTERY
F/O
Overhead Escape Hatch……….………………………...………...…….Closed and locked
F/O
Emergency escape devices………………...………………………...……………….Stowed
Smoke evacuation handle…………………………………………..…………………..Check
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FCOM I
CDU Preflight Procedure – Captain and First Officer
(a) Start the CDU Preflight Procedure anytime after the Preliminary Preflight
Procedure. The Initial Data and Navigation Data entries must be complete
before the flight instrument check during the Preflight Procedure. The
Performance Data entries must be complete before the Before Start Checklist;
(b) The captain or first officer may make CDU entries. The other pilot must verify
the entries;
(c) Enter data in all the boxed items on the following CDU pages;
(d) Enter data in the dashed items or modify small font items that are listed in this
procedure. Enter or modify other items at pilot's discretion; and
(e) Failure to enter enroute winds can result in flight plan time and fuel burn errors.
Initial data…………………………………..………………………………...Set
PF
IDENT page:
Verify that the MODEL is correct;
Verify that the ENGINES are correct;
Verify that the F-F factor is correct;
Verify DRAG factor is 0 and FF (fuel flow) factor is correct, if not refer to
SP.11.3 Drag/F-F Factor alteration, enter DRAG factor 0 and /F-F factor
from OFP PERF DEG; and
Verify that the navigation database ACTIVE date range is current.
POS INIT page:
Verify that the time is correct; and
Enter the present position on the SET IRS POS line. Use the most accurate
latitude and longitude.
Navigation data……………………………………………………………...Set
PF
RTE page:
Enter the route;
Enter the FLIGHT NUMBER; and
Activate and execute the route.
DEPARTURES page:
Select the runway and departure routing; and
Execute the runway and departure routing.
Verify that the route is correct on the RTE pages;
Check the LEGS pages as needed to ensure compliance with the flight plan.
POS REF page:
Verify correct RNP for departure, as needed.
(Continued on next page)
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FCOM I
(Continued)
NAV RADIO page:
Tune the navigation radios, as needed.
PERF INIT page:
Enter RESERVES;
Enter COST INDEX; and
Enter initial flight plan CRZ ALT.
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FCOM I
Preflight Procedure – First Officer
The first officer normally does this procedure. The captain may do this procedure
if needed.
ELT switch………………………………………………...………..Guard closed
ELECTRONIC ENGINE CONTROL switches…………………….…….NORM
Verify that the ALTN lights are extinguished.
Electrical Panel………………………..………….………………...………….Set
STANDBY POWER selector…………………………....…….AUTO
UTILITY power switches……………………………….……………ON
Verify that the OFF lights are extinguished.
BATTERY switch……………………………………………………..ON
Verify that the OFF light is extinguished.
BUS TIE switches………………………………………………...AUTO
Verify the ISLN lights are extinguished.
GENERATOR CONTROL switches………………………………..ON
Verify that the OFF lights are illuminated; and
Verify that the GENERATOR DISCONNECT DRIVE lights are
illuminated.
APU selector (if needed)………………………………………START, then ON
Do not allow the APU selector to spring back to the ON position;
Verify that the APU generator 1 and APU generator 2 AVAIL lights are
illuminated.
APU GENERATOR 1 switch………………………………..…...Push
Verify that the ON light is illuminated.
APU GENERATOR 2 switch……………………………………...Push
Push when main deck cargo handling is not needed; and
Verify that ON light is illuminated when pushed.
(Continued on next page)
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(Continued)
HYDRAULIC panel…………………………...………………………………...Set
DEMAND pump selectors…………………………………………….OFF
Verify that the hydraulic SYS FAULT lights are illuminated; and
Verify that the demand pump PRESS lights are illuminated.
ENGINE pump switches……………………………………………….ON
Verify that the engine pump PRESS lights are illuminated.
EMERGENCY LIGHTS switch…………………………………..…...Guard closed
CAPTAIN’S AUDIO SYSTEM switch……………………….………..………NORM
OBSERVER’S AUDIO SYSTEM switch………………….…………..……...NORM
SERVICE INTERPHONE switch………………………….………….…..……...OFF
CARGO INTERPHONE switch……………………………………….....As needed
FUEL TRANSFER MAIN 1 AND 4 switch……………………………..………...Off
Fire Panel……………………………………………………………………………Set
Engine fire switches……………………………………………………...In
BTL A DISCH and BTL B DISCH lights…………………..Extinguished
APU BTL DISCH light………………………………………Extinguished
APU fire switch…………………………………………………………...In
CARGO FIRE DEPRESS/DISCH lights……….…………Extinguished
CARGO FIRE ARM switches………………………………………….Off
Verify that the MAIN DECK, FWD, and AFT light are extinguished.
Engine START panel…………………………………………..……………….….Set
START switches………………………………………………………….In
Verify that the Engine start lights are extinguished.
(Continued on next page)
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(Continued)
STANDBY IGNITION selector…………………………………...NORM
CONTINUOUS IGNITION switch……………………….…..……….Off
(ERF) AUTO IGNITION selector………....…………….…….SINGLE
(BCF) AUTO IGNITION selector……………….……...Selector 1 or 2
(ERF)
AUTOSTART switch………………..……………….………..ON
FUEL JETTISON panel…………………………………………....……………....Set
Fuel jettison selector…………………………………………………OFF
Fuel jettison NOZZLE valve switches…………………..…………...Off
Verify that the VALVE lights are extinguished.
Fuel panel…………………………………………………………………….……..Set
All CROSSFEED valve switches……………………………………..On
Verify that the VALVE lights are extinguished.
All fuel pump switches…………………………………………………Off
Verify that the main pump PRESS lights are illuminated;
(BCF) Verify that the main 2 aft pump PRESS light is extinguished
when APU is running;
(ERF) Verify that the main 2 and 3 aft pump PRESS lights are
extinguished when APU is running; and
Verify that the override 2 and 3 pumps and center pumps PRESS
lights are extinguished.
Anti-ice panel……………………………………………………….………………Set
(ERF) NACELLE ANTI-ICE switches.…….………………………..AUTO
Verify that the VALVE lights are extinguished.
(ERF) WING ANTI-ICE switch……………………………………...AUTO
Verify that the VALVE light is extinguished.
(BCF) NACELLE ANTI-ICE switches………………………………...OFF
Verify that the VALVE lights are extinguished.
(BCF) WING ANTI-ICE switch………………………………………..OFF
Verify that the VALVE light is extinguished.
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Windshield protection panel……………….………………………………….Set
WINDOW HEAT switches……………………………………………...ON
Verify that the INOP lights are extinguished.
Windshield WIPER selectors………………………………………...OFF
Lighting panel………………………………………………………….………..Set
LANDING light switches………………………………………………OFF
RUNWAY TURNOFF light switches………………………………….OFF
TAXI lights switch………………………………………………………..OFF
Note: Do not push the SUPERNUMERARY OXYGEN switch.
The switch causes deployment of the supernumerary oxygen masks.
SUPERNUMERARY OXYGEN switch…………………………..Guard closed
YAW DAMPER switches…………………….………………………………...ON
INOP lights remain illuminated until first IRU aligns.
CABIN ALTITUDE panel………………………….…………………………...Set
LANDING ALTITUDE switch……………………………………….AUTO
Outflow valve manual switches………………………………………...Off
Cabin Altitude AUTO SELECTOR………………………………..NORM
ECS panel……………………………..………………………………………...Set
FLIGHT DECK FAN switch………………………………..….As needed
FLIGHT DECK TEMP selector………………………………..…..AUTO
MAIN DECK (FWD and AFT) TEMP selectors………………….AUTO
ZONE SYS FAULT light…………………………………….Extinguished
TRIM AIR switch………………………………………………………..ON
(Continued on next page)
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ECS panel (Continued)
LOWER LOBE (FWD and AFT) TEMP selectors……………….. AUTO
EQUIPMENT COOLING selector……………………………….. NORM
HIGH FLOW switch……………………………………………………. Off
AFT CARGO HEAT switch……………………………………………. Off
Bleed air panel…………………………….…………………………………...Set
Pack SYS FAULT light……………………………………...Extinguished
Pack control selectors……………………………………………..NORM
LEFT and RIGHT ISOLATION valve switches……………………….On
Verify that the VALVE lights are extinguished.
Engine bleed air SYS FAULT lights……………………….Extinguished
APU bleed air switch…………………………………………………...ON
Verify that the VALVE light is extinguished.
ENGINE BLEED air switches…………………………………………ON
Lighting panel………………………………….……………………………….Set
BEACON light switch…………………………………………………OFF
NAVIGATION light switch……………………………...……..As needed
STROBE light switch…………………………………….…………...OFF
WING light switch……………………………………………………..OFF
LOGO light switch……………………………………………..As needed
Note: Secondary images might occur on the flight deck windows
during night operations.
FLIGHT DIRECTOR switch………….……………………………………….ON
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EFIS control panel…………….………………………………………………...Set
MINIMUMS reference selector……………………………………..BARO
MINIMUMS selector…………………………………………………….Set
Set Altitude reference to EOAA rounded off to the nearest tenth value
(e.g. 411 ft makes 410 ft).
FLIGHT PATH VECTOR switch……………………………….As needed
METERS switch………………………………………………...As needed
BAROMETRIC reference and BAROMETRIC selectors……….…...Set
Select INCHES or HECTOPASCALS;
Set local altimeter setting;
Observe barometric reading on PFD, compare displayed altitude
reading with aerodrome elevation and barometric reading on the
captains PFD. Confirm within limits.
VOR/ADF switches……………………………………………..As needed
ND mode selector……………………………………………………...MAP
ND CENTER switch…………………………………………….As needed
ND range selector……………………………………..…………As needed
ND TRAFFIC switch…………………………………………………...TFC
WEATHER RADAR switch……………………………………………...Off
Verify that the weather radar indication is not shown on the ND.
Map switches…………………………………………………...As needed
Oxygen……………..………………….......…………...……………..Test and set
Oxygen mask………………………………….Stowed and doors closed
RESET/TEST switch……………………………………….Push and hold
Verify that the yellow cross shows momentarily in the flow indicator.
RESET/TEST switch…………………………...………………….Release
Normal/100% selector……………………………………………….100%
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SOURCE SELECT panel…………………..…………………………………..Set
FLIGHT DIRECTOR source selector…………………………………...R
NAVIGATION source selector……………………………………..FMC R
EIU source selector………………………………………………….AUTO
IRS source selector……………………………………………………….R
AIR DATA source selector………………………………………………..R
Clock……………………………….…..………………………………………….Set
Check indicated time versus GPS time.
CRT select panel……………….……………………………………………….Set
LOWER CRT selector………………………………………………NORM
INBOARD CRT selector…………………………………………….NORM
Accomplish the Initial Data and Navigation Data steps from the CDU Preflight
Procedure and ensure IRS alignment is complete before checking flight
instruments.
Flight instruments…………………………………………………………..Check
Verify that the flight instrument indications are correct.
Verify that only the following flags are shown:
TCAS OFF if the ND TFC switch is pushed;
NO VSPD until takeoff V-speeds are selected;
Verify that the flight mode annunciations are correct:
Autothrottle mode is blank;
Roll mode is TO/GA;
Pitch mode is TO/GA;
AFDS status is FD; and
Display the map mode.
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GND PROXIMITY panel………………………………………………………….Set
Ground PROX light…………………………………………..Extinguished
Ground proximity FLAP OVERRIDE switch…………………………….Off
Ground proximity CONFIGURATION GEAR OVERRIDE switch…..Off
GROUND PROXIMITY TERRAIN OVERRIDE switch………………Off
Landing gear panel…………………………………….……………………….Set
Landing gear lever…………………………………………………...Down
ALTERNATE FLAPS selector………………………………………….Off
Alternate flaps ARM switch…………………………………………….Off
ALTERNATE GEAR EXTEND switches……………………………...Off
CRT BRIGHTNESS controls……………….………………………..As needed
EIU selector………………….…………..…………………………………..AUTO
HEADING reference switch……………………………………………...NORM
FMC master selector…………………………………………………………... L
EICAS display………………….…………………………………………...Check
Upper EICAS display………………….…………………………...Check
Verify that the primary engine indications display existing conditions;
and
Verify that no exceedance is shown.
Lower EICAS display……………………………………………….Check
Secondary ENGINE indications………………………….Check
Verify that the secondary engine indications display existing
conditions; and
Verify that no exceedance is shown.
Select the status display.
Status messages…………………………………………..Check
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Left radio tuning panel………………………………………………………...Set
Verify that the OFF light is extinguished.
(ERF) Weather radar panel……………………………..……………………..Set
(BCF) Center radio tuning panel…………….……………………………….Set
Verify that the OFF light is extinguished.
(BCF) AUTOBRAKES selector……….…….……………………………….RTO
Passenger signs………………………………..……………………………...Set
NO SMOKING selector….….….….…………….…....….….….…...ON
SEATBELTS selector………………………………………………...OFF
Observer audio control panel………………….………….…….….As needed
(ERF) Center radio tuning panel…………………………………………….Set
Verify that the OFF light is extinguished.
(BCF) Weather radar panel…………………………….……………...…….Set
ACARS….….….….….….….….….….….….….….….….….…….…….Initialize
Right Radio tuning panel……………………………………………………...Set
Verify that the OFF light is extinguished.
First officer’s audio control panel……...……………………….…As desired
Transponder panel……………………………………………………………..Set
WARNING
WARNING
Do not place objects between pilot’s seat and aisle
stand. Injury can occur when the seat is adjusted
forward.
When using the manual release lever to move the seat,
ensure the seat motion has stopped before releasing the
fore/aft lever. Releasing the fore/aft seat lever while the
seat is still moving can damage the seat actuator.
Manually moving the seat to the forward or aft stop is
permissible as it does not impact the seat actuator.
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Seat……………………………………….…………………………………..Adjust
Position the seat for optimum eye reference; and
Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat
lock by pushing against the seat.
Rudder pedals……………………………………………………………....Adjust
Adjust to permit full rudder pedal and brake application.
CAUTION:
Turn the rudder pedal adjust crank no
faster than approximately one turn per
second to avoid damage. Do not apply
force to the pedals during adjustment.
Accomplish the PREFLIGHT checklist on the captains command.
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Preflight Procedure - Captain
The captain normally does this procedure. The first officer may do this procedure if
needed.
Note: Secondary images might occur on the flight deck windows during night
operations.
EFIS control panel…………….………………………………………………...Set
MINIMUMS reference selector……………………………………..BARO
MINIMUMS selector…………………………………………………….Set
Set Altitude reference to EOAA rounded off to the nearest tenth value
(e.g. 411 ft makes 410 ft).
FLIGHT PATH VECTOR switch……………………………….As needed
METERS switch………………………………………………...As needed
BAROMETRIC reference and BAROMETRIC selectors……….…...Set
Select INCHES or HECTOPASCALS;
Set local altimeter setting;
Observe barometric reading on PFD, compare displayed altitude
reading with aerodrome elevation and barometric reading on the First
Officer’s PFD. Confirm within limits.
VOR/ADF switches……………………………………………..As needed
ND mode selector……………………………………………………...MAP
ND CENTER switch…………………………………………….As needed
ND range selector……………………………………..…………As needed
ND TRAFFIC switch…………………………………………………...TFC
WEATHER RADAR switch……………………………………………...Off
Verify that the weather radar indication is not shown on the ND.
Map switches…………………………………………………...As needed
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Mode control panel…………………………………………………………….Set
FLIGHT DIRECTOR switch…………………………………………...ON
AUTOTHROTTLE ARM switch……….…………..…….….……….ARM
BANK LIMIT selector………………………………...……………..AUTO
Autopilot DISENGAGE bar…………………………………………….UP
SOURCE SELECT panel…………………..…………………………………..Set
FLIGHT DIRECTOR source selector…………………………………...L
NAVIGATION source selector……………………………………..FMC L
EIU source selector………………………………………………….AUTO
IRS source selector……………………………………………………….L
AIR DATA source selector………………………………………………..L
Clock……………………………….…..………………………………………….Set
Check indicated time versus GPS time.
(BCF) RMI…………….….…..……..…..…………………………………….Check
VOR/ADF selectors………….…….…..………..….….………As desired
Magnetic Heading……………….….……….….………………… Correct
CRT select panel……………….……………………………………………….Set
LOWER CRT selector………………………………………………NORM
INBOARD CRT selector…………………………………………….NORM
(BCF) ALTERNATE EFIS selector………………………...…….…CAPT or F/O
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Note: Accomplish the Initial Data and Navigation Data steps from the CDU Preflight
Procedure and ensure IRS alignment is complete before checking flight
instruments.
Flight instruments…………………………………………………………..Check
Verify that the flight instrument indications are correct.
Verify that only the following flags are shown:
TCAS OFF if the ND TFC switch is pushed;
NO VSPD until takeoff V-speeds are selected;
Verify that the flight mode annunciations are correct:
Autothrottle mode is blank
Roll mode is TO/GA
Pitch mode is TO/GA
AFDS status is FD
Display the map mode.
(ERF) AUTOBRAKES selector……………………………………………….RTO
(ERF) Integrated Standby Flight Display (ISFD)……....….…..….…..…….Set
Verify that the approach mode display is blank;
Set the altimeter;
Verify that the flight instrument indications are correct; and
Verify that no flags or messages are shown.
(BCF) Standby instruments………………………………………………..Check
Attitude indicator caging control………………….……Pull and release
Verify that the attitude indicator is correct and no flags are shown.
APPROACH selector………………….…………………..………….OFF
Verify that the airspeed indications are correct; and
Set the standby altimeter.
SPEEDBRAKE lever…..…..….…....….....…...…......……………….…….….DN
Reverse thrust levers….......….....…...........….......….…………….……..Down
Forward thrust levers…...…....….….…...…........…...…....….....….…..Closed
Flap lever.…...…..….….....…...…..…....…...........….....…......…..….....…….Set
The flap position indicator does not show when the flaps are up; and
Set the flap lever to agree with the flap position.
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PARKING BRAKE…...…..….…....….......…...…..............….......…….……..Set
Verify that the PARK BRAKE SET message shows.
FUEL CONTROL switches….....….…..…........….......….....…….…....CUTOFF
FUEL CONTROL switch fire warning lights.............…...….….Extinguished
STABILIZER TRIM cutout switches…....……..………………...Guard closed
ALTERNATE STABILIZER TRIM switches…...........….....……………Neutral
Captain’s audio control panel…........….......……....……………...As needed
WARNING
WARNING
Do not place objects between pilot’s seat and aisle
stand. Injury can occur when the seat is adjusted
forward.
When using the manual release lever to move the seat,
ensure the seat motion has stopped before releasing the
fore/aft lever. Releasing the fore/aft seat lever while the
seat is still moving can damage the seat actuator.
Manually moving the seat to the forward or aft stop is
permissible as it does not impact the seat actuator.
Seat……………………………………….…………………………………..Adjust
Position the seat for optimum eye reference; and
Whenever the seat is adjusted, verify a positive horizontal (fore and aft) seat
lock by pushing against the seat.
Rudder pedals……………………………………………………………....Adjust
Adjust to permit full rudder pedal and brake application.
CAUTION:
Turn the rudder pedal adjust crank no
faster than approximately one turn per
second to avoid damage. Do not apply
force to the pedals during adjustment.
Call “PREFLIGHT CHECKLIST”.
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Before Start Procedure
Begin the Before Start Procedure after:
CDU Preflight Procedure completed; and
Loadsheet on board.
Captain
Initiate LinTop request in accordance with chapter 4.1
“LinTop procedures”.
After fueling and ACARS FUEL page completed:
Captain
Enter applicable performance data.
PERF INIT page:
Verify that the FUEL on the CDU and fuel figures in the eBriefer and
EICAS agree;
Verify that the fuel is sufficient for flight;
Enter the ZFM; and
Check FMC calculated GW. (1)
THRUST LIM page:
Select Full or Fixed thrust and an assumed temperature as needed;
and
Select a full or derated climb thrust as needed.
Note: Do not select CLB2.
Verify that difference between Lintop calculated target thrust and
FMC target thrust is within limits” (2).
TAKEOFF REF page:
Enter FLAP/ACCEL HT;
Enter E/O ACCEL HT;
Enter THR REDUCTION;
Enter WIND and SLOPE;
Enter RWY COND;
Select or enter V speeds from LinTop printout; and
Verify that the takeoff V speeds on both CDUs and PFDs agree. If
the speeds disagree, re-enter the takeoff V speeds.
Note: If any changes are made to the CDU entries, verify that the takeoff
V speeds on both CDUs and PFDs agree. If the speeds disagree, reenter the takeoff V speeds.
MCP……………………………..Set
IAS.........................…. Set V2
LNAV……...…Arm as needed
VNAV……………………...Arm
​Initial heading or track…...Set
Initial altitude……………...Set
(Continued)
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(1)
Compare FMC calculated GR WT with Taxi Mass indicated on the loadsheet.
(2) Differences
between the LinTop calculated target thrust and the FMC target
thrust.
(ERF) The following applies to N1 percentage:
A difference of 0.1% is acceptable.
A difference ranging from 0.2 - 0.9% shall be examined. Check the
input data for possible errors. If none are found, verify that the FMC
values are correct, determine why the difference exists and whether it
is acceptable for the flight. If this determination cannot be made, the
takeoff performance should be recalculated.
A difference of 1.0% or more is not acceptable.
(BCF) The following applies to EPR:
A difference of 0.01 is acceptable.
A difference of 0.02 shall be examined. Check the input data for
possible errors. If none are found, verify that the FMC values are
correct, determine why the difference exists and whether it is
acceptable for the flight. If this determination cannot be made, the
takeoff performance should be re-calculated.
A difference of 0.03 or more is not acceptable.
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Before start procedure (Continued)
F/O
Check LinTop printout, in accordance with chapter 4.1
“LinTop procedures” and check PLTOM is at least equal to TOM.
PF
Perform the departure briefing
After exterior doors are closed:
Captain
T/O CG ……………..Enter/check
F/O
(ERF) Ensure that the main deck
nose cargo door Control Panel and
Latch Annunciator Panel lights have
been verified to confirm nose cargo
door closed, latched and locked.
(BCF) U/D Door Slides…….ARM
Cabin….……………..…….Secure
Main Deck Lights………….....Set
SEATBELTS selector……...AUTO
Aircraft Taxi Mass…...…....Check (4)
T/O CG ……………….…...Check (5)
(3) Enter loadsheet TOMAC value rounded off to the nearest value on
TAKEOFF REF page;
(3)
Compare loadsheet TOMAC with WBS indicated CG;
Note: A difference in excess of 3% should be investigated.
(4) Compare
FMC calculated GR WT with:
Taxi Mass indicated on the loadsheet; and
WBS indicated GR WT.
Note: a difference in WBS indicated GR WT in excess off 5000 kg should
be investigated.
(5) Compare
FMC T/O CG on TAKEOFF REF page with loadsheet TOMAC.
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If pushback is needed:
Verify that the nose gear steering is locked out.
APU GENERATOR 2 switch……………………………………………..Push
F/O
Verify that ON light is illuminated.
HYDRAULIC panel………………………………………………………..Set
F/O
If the tow bar is connected, do not pressurize the
hydraulic systems until the nose gear steering is
locked out. Unwanted tow bar movement can occur.
Note: Pressurize number 4 system first to prevent fluid transfer between
systems.
WARNING
Hydraulic demand pump 4 selector…………...…………….....AUX
Verify that the SYS FAULT light is extinguished; and
Verify that the PRESS light stays illuminated.
(ERF) Hydraulic demand pump 1 selector…….……………....AUX
Verify that the SYS FAULT light is extinguished; and
Verify that the PRESS light stays illuminated.
(ERF) Hydraulic demand pump 2 and 3 selectors…………..AUTO
Verify that the SYS FAULT light is extinguished; and
Verify that the PRESS lights are extinguished.
(BCF) Hydraulic demand pump 1, 2 and 3 selectors….…...AUTO
Verify that the SYS FAULT light is extinguished; and
Verify that the PRESS lights are extinguished.
Fuel panel….….….….….….….….….….….….….….….….….….….…..Set
All MAIN tank FUEL PUMP switches….……………………….ON
Verify that the PRESS lights are extinguished.
If there is 7,700 kgs or more of fuel in the center wing tank:
CENTER FUEL PUMP switches………………...……………..ON
Verify PRESS lights extinguished.
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BEACON light switch…………………….……………………………BOTH
F/O
RECALL switch…………………………………….……………………..Push
F/O
Verify that only the expected alert messages are shown;
If FUEL TANK/ENG message shows:
Verify that:
The fuel quantity in tank 2 is less than or equal to tank 1; or
The fuel quantity in tank 3 is less than or equal to tank 4; or
The fuel quantity in tank 2 is less than or equal to tank 1 plus 500
kilograms and that the fuel quantity in tank 3 is less than or equal to tank
4 plus 500 kilograms.
OVERRIDE pumps 2 (both) switches……………………………Off
OVERRIDE pumps 3 (both) switches……………………………Off
CROSSFEED valve 1 and 4 switches…………………………...Off
CANCEL switch………………………………………………………….Push
F/O
Verify messages canceled.
Trim…………………………………………………...____ Units, zero, zero
C
Stabilizer trim……………………………………………..___ UNITS
Set the trim for takeoff.
Check that the trim is in the green band.
Aileron trim…………………………………………………….0 units
Rudder trim……………………………………………………0 units
Call “BEFORE START CHECKLIST”
Do the BEFORE START checklist
C
F/O
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Pushback or Towing Procedure
The Engine Start procedure may be done during pushback or towing.
Establish communications with ground handling personnel.
CAUTION
CAUTION
C
Do not hold or turn the nose wheel tiller during
pushback or towing. This can damage the nose gear
or the tow bar.
Do not use airplane brakes to stop the airplane during
pushback or towing. This can damage the nose gear
or the tow bar.
Transponder mode selector………………………..…………….As needed
F/O
Set selector to XPNDR unless instructed otherwise by ATC or local airport
directions.
Set or release parking brake as directed by ground handling personnel.
C
When pushback or towing is complete:
Verify that the tow bar is disconnected.
C
Verify that the nose gear steering is not locked out.
C
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(ERF) Engine Start Procedure
Auto start does corrective steps for:
No EGT rise;
A hot start; or
A hung start.
Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:
There is no N1 rotation by idle N2;
The fuel control switch is in RUN, the engine RPM is low and the Autostart switch is off; and
The oil pressure indication is not normal by the time the engine is stabilized at idle.
Select the secondary engine indications.
F/O
Pack control selectors……………………………………………………………..SET
F/O
Set two or three packs off. To start two engines at the same time, it may be necessary to set
three packs off.
Start sequence……………………………………………………………...Announce
C
Call “START ENGINE(s) ___”.
C
Engine START switch……………………………………………………………...Pull
F/O
FUEL CONTROL switch…………………………………………………………..RUN
C
Verify that the oil pressure increases.
C, F/O
Verify that there is N1 rotation and oil pressure indication by idle N2.
C, F/O
After engine(s) are stabilized at idle, start the other engines.
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(BCF) Engine Start Procedure
Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:
The EGT does not increase by 20 seconds after the fuel control switch is moved to RUN;
There is no N1 rotation by 40% N2;
The EGT quickly nears or exceeds the start limit;
The N2 is not at idle by 2 minutes after the fuel control switch is moved to RUN; and
The oil pressure indication is not normal by the time the engine is stabilized at idle:
Select the secondary engine indications.
F/O
PACK control selectors………………………………………….………………..SET
F/O
Set two or three packs off.
Start sequence………………………………………………….……………Announce
C
Call "START ENGINE___".
C
Engine START switch…………..………………………………………………….Pull
F/O
Verify that the N2 RPM increases; and
F/O
Verify that the oil pressure increases.
C, F/O
At maximum motoring (no N2 increase for five to ten seconds) and a minimum of the fuel-on
indicator:
FUEL CONTROL switch…………………………………………………………..RUN
Verify that the EGT increases and stays below the EGT limit.
After the engine is stabilized at idle, start the other engines.
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Before Taxi Procedure
APU selector……………………………………………………………...…….………….OFF
F/O
Hydraulic demand pump selectors………………………………….……………….AUTO
F/O
NACELLE ANTI-ICE switches……………………………………….…………….As needed
F/O
AFT CARGO HEAT switch……………………………………………..………...As needed
F/O
If OAT at destination is 10ºC or lower: select ON
If OAT at destination is above 10ºC: select OFF unless aft lower lobe cargo
conditioned air is selected (LLCCAFR selector in AFT or BOTH).
PACK control selectors……………………………………………….………………...NORM
Verify that the ground equipment is clear.
F/O
C, F/O
Call “FLAPS___” as needed for takeoff.
C
Flap lever……………………………………………………………..……….Set takeoff flaps
F/O
Flight controls……………………………………………………………...……………..Check
C
Make slow and deliberate inputs, one direction at a time.
Move the control wheel and the control column to full travel in both directions and verify:
Freedom of movement;
That the controls return to center; and
Correct flight control movement on EICAS display.
Hold the nose wheel tiller during rudder check to prevent undesired nose wheel movement.
Move the rudder pedals to full travel in both directions and verify:
Freedom of movement;
That the rudder pedals return to center; and
Correct flight control movement on the EICAS display.
Blank the lower EICAS display.
F/O
Transponder Mode Selector……………………………………………….…….……..XPNDR
F/O
Recall………………………………………………………….……………………….…...Check
C, F/O
Verify that only expected alert messages shown.
Call “BEFORE TAXI CHECKLIST.”
C
Do the BEFORE TAXI checklist.
F/O
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Before Takeoff Procedure
Engine warm up requirements:
(ERF) Engine oil temperature must be above the bottom of the temperature scale;
Engine warm up recommendations:
Run the engines for at least 3 minutes;
Use a thrust setting normally used for taxi operations.
(BCF) Engine oil temperature must be above the lower amber band before takeoff;
Engine warm up recommendations (there is no need to delay the takeoff for these
recommendations):
When the engines have been shut down more than 2 hours:
Run the engines for 5 minutes;
When the taxi time is expected to be less than 5 minutes, start the engines as early as
feasible; and
Use a thrust setting normally used for taxi operations.
Pilot Flying
Pilot Monitoring
Notify occupants in the cabin to prepare for
takeoff.
Check:
On PFD, V-speeds & FMA;
On ND, active waypoints; and
Upper EICAS, thrust setting and autobrakes RTO.
Check Flap position on upper EICAS agrees with Check flap position on upper EICAS agrees with
FMC.
LinTop.
Updates change to takeoff briefing as needed
and briefs the highlights of the departure.
Approaching takeoff runway
Packs…………………………...…….ON/OFF
Select packs according LinTop calculation.
Set the weather radar display as needed.
Set the terrain display as needed.
Call “BEFORE TAKEOFF CHECKLIST”.
Do the BEFORE TAKEOFF checklist.
Select Transponder Mode Selector to TA/RA
(1) Select TA/RA when cleared to enter the T/O runway.
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Takeoff procedure
Pilot Flying
Pilot Monitoring
Before entering the departure runway, verify that the runway and runway entry point are correct.
Verify that the brakes are released; and
Align the airplane with the runway.
Verify that the airplane heading agrees with the assigned runway heading.
Call “TAKEOFF”.
Captain
(ERF) Advance the thrust levers to approximately 70% N1.
(BCF) Advance the thrust levers to approximately 1.10 EPR.
Allow the engines to stabilize.
Push the TO/GA switch.
Adjust takeoff thrust before 80 knots as needed;
During strong headwinds, if the thrust levers do not advance to the planned takeoff thrust,
manually advance the thrust levers before 80 knots.
Pilot Flying
Pilot Monitoring
Verify that the correct takeoff thrust is set
Monitor the engine instruments throughout
takeoff. Call out any abnormal indications.
Call “THRUST SET”.
(Continued on next page)
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Pilot Flying
Pilot Monitoring
(Continue)
After takeoff thrust is set, the captains hand must be on the thrust levers until V1.
Monitor airspeed.
Monitor airspeed indications and call out any
Maintain light forward pressure on the control
abnormal indications.
column.
Call “80 KNOTS”.
Verify 80 knots and call “CHECK”.
Call “V1”.
Verify V1 speed.
At VR, call “ROTATE”.
At VR rotate towards 15° pitch attitude.
Monitor airspeed and vertical speed.
After liftoff, follow F/D commands.
Establish a positive rate of climb.
Verify a positive rate of climb on the altimeter
and call “POSITIVE RATE”.
Set landing gear lever to UP.
Verify a positive rate of climb on the altimeter
After landing gear retraction is complete:
and call “GEAR UP”.
Set landing gear lever to OFF.
When above the minimum altitude for autopilot
engagement.
Call “ENGAGE___AUTOPILOT”. (1)
Engage autopilot.
Above 400 ft radio altitude, call for a roll mode as Select or verify the roll mode.
needed.
Verify VNAV engaged.
Verify that climb thrust is set.
Verify acceleration at the acceleration height.
Call “FLAPS____” according to the flap retraction
Position flap lever as directed.
schedule.
After flap retraction is complete:
Verify air conditioning packs operating; and
(ERF) Verify the engine anti-ice selectors
AUTO.
Call “AFTER TAKEOFF CHECKLIST”.
Do the AFTER TAKEOFF checklist.
(1) Engage the autopilot corresponding to PF’s side, match transponder with selected A/P.
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Flap Retraction Schedule
Takeoff Flaps
At Speed tape “Display”
Select Flaps
“10”
10
“5”
5
20
“1”
1
“UP”
UP
“5”
5
10
“1”
1
“UP”
UP
Above 309,000 kgs, limit bank angle to 15° with flaps up until reaching UP +
20 knots.
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Climb and Cruise Procedure
Complete the After Takeoff Checklist before starting the Climb and Cruise Procedure.
Pilot Flying
Pilot Monitoring
During climb and cruise, verify the RNP as
needed.
When the >FUEL LOW CTR L or R message is
shown and the tank quantity is approximately
3,200 kgs in climb (pitch 5° or greater), set both
Center L and R pump switches off.
When the >FUEL OVD CTR L or R message is
shown and the tank quantity is 1,800 kgs or
more in cruise (pitch less than 5°), set both
Center L and R Pump switches ON.
When the >FUEL LOW CTR L or R message is
shown and the tank quantity is approximately
1,300 kgs in cruise (pitch less than 5°), set both
Center L and R Pump switches off.
When the >FUEL TANK/ENG message is shown
and the fuel quantity in tank 2 is less than or
equal to tank 1 or tank 3 is less than or equal to
tank 4:
Set both Override Pumps 2 switches off;
Set both Override Pumps 3 switches off; and
Crossfeed valve switches 1 and 4 off.
Before the top of descent, modify the active
route as needed for the arrival and approach.
Verify or enter the correct RNP for arrival.
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Descent Procedure
(a) Start the Descent Procedure before the airplane descends below the cruise altitude for arrival
at destination;
(b) Complete the Descent Procedure by 10,000 feet AGL; and
(c) Landing distance calculation completed by Pilot Flying and Pilot Monitoring.
CAUTION
Consider additional conservatism if active heavy precipitation
exists during time-of-arrival (assume braking action medium).
Analysis indicates that 30 – 40 percent of additional stopping
distance may be required in certain cases where runway is very
wet but not flooded, depending on drainage, puddling, texture,
grooved/non-grooved, PFC/non-PFC.
Pilot Flying
Pilot Monitoring
During descent, verify the RNP as needed.
Recall and review all alerts messages.
DESCENT FORECAST page.
Enter applicable data.
Review all alerts messages.
Anti-ice systems……………..Set
Check for presence or forecasted icing
conditions and/or ice crystal icing conditions.
(1)
Verify VREF on the APPROACH REF page.
Enter VREF on the APPROACH REF page.
Set the NAV/RADIO page for the approach.
Set the RADIO/BARO minimums as needed for approach.
Check landing performance.
AFT CARGO HEAT…….Set (2)
(BCF) Set AUTOBRAKES selector to the
needed brake setting. (3)
Transponder panel, TCAS airspace selector to
BLW.
(ERF) The captain sets the AUTOBRAKES selector to the needed brake setting. (3)
Do the approach briefing.
Call “DESCENT CHECKLIST”.
Do the DESCENT checklist.
(1) Prior to reducing thrust for descent or speed reduction in visible moisture and TAT less than
10°C use Anti-icing in accordance with SP.16 Adverse weather. The SAT is not relevant, as
the procedure is also applicable at temps below -40°C, e.g. at -48°C.
(2) If LLCCAFR selector is positioned in AFT LOW, AFT HIGH or BOTH LOW, turn the AFT
CARGO HT switch off just before descending into warm humid environments.
(3) The use of autobrakes is recommended. For actual CAT II/III approaches select minimum 3.
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(d) For RNAV Approach and Landing
Aircraft Status…………………………………………………………………...Check
C, F/O
Refer to FCOM I chapter Limitations for RNP requirements.
GPS displayed on ND.............…………………………………………………Check
PM
DA/MDA……………………………………………………………………………...Set
PM
FMC……………………………………………………………………………….Select
PM
DEP/ARR page, select applicable RNP arrival and approach procedure; and
Altitude constraints may be altered for the arrival section of the route to ensure adequate
terrain clearance. (e.g. cold weather temperature correction.)
LEGS page and ND……………………………………………………………..Plan mode
Select LEGS page and ND in plan mode;
Check waypoint sequence;
VNAV glide path angle displayed (standard: GP 3.00°);
Check glide path angle between 2.75 – 3.77°;
Check Lat/Long runway threshold, waypoint/identifier (RW__), track, distance and vertical
profile agree with published RNP approach chart;
Check aerodrome temp ≥ minimum allowable temperature
as published on the approach chart.
If applicable, when planning an RNP approach to LNAV minima, construct a distance versus
altitude table to assist monitoring of VNAV path.
Caution
Note: Published approach track from approach plate and FMC generated track my differ to a
maximum of 2 degrees.
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FCOM I
Approach Procedure
(a) The Approach Procedure is normally started at transition level;
(b) Complete the Approach Procedure before:
The initial approach fix; or
The start of radar vectors to the final approach course; or
The start of a visual approach.
Pilot Flying
Pilot Monitoring
During arrival and approach, verify or set the RNP as needed.
Update changes to the arrival and approach procedures, as needed.
Update the arrival briefing as needed; and
Verify ANP ≤ 1 or ≤ 0.3 if applicable.
Notify occupant(s) to prepare for landing; and
Verify upper deck is secured.
Call “APPROACH CHECKLIST”.
Do the APPROACH checklist.
(c) For RNAV Approach and landing.
ND……………………………………………………………………………….GPS update
Check on ND display GPS update displayed.
Note: Radio update is not allowed.
Use of Navigation display during approach
For approach monitoring use table below as specified.
Type of approach
PF
ILS, ILS/DME, ILS/PRM
MAP
LOC, LDA, LOC BC,
MAP
LOC/DME
VOR, VOR/DME
MAP + POS switch or VOR
ASR, SRE, PAR, NDB, VDF
MAP
and RNP GPS (GNSS)
747-400 FCOM I
PM
MAP or APP
MAP or APP
MAP + POS switch
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FCOM I
Flap Extension Schedule
(1)
Current Flap
Position
UP (1)
At Speed tape
“Display”
“UP”
1
Command Speed
for Selected Flaps
1
1
5
“1”
“5”
5
10 or 20 (2)
5
“10” or “20” (2)
10
“10”
20
20
“20”
25 or 30
“20”
(VREF 25 or VREF
30) + wind additives
Select Flaps
Above 309,000 kgs, use UP + 20 knots.
(2) Flaps
10 and command Speed “10” are optional.
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FCOM I
Landing Procedure – ILS
Pilot Flying
Pilot Monitoring
Initially
If on radar vectors
HDG SEL
Pitch mode (as needed)
If enroute to a fix
LNAV or other roll mode
VNAV or other pitch mode
Call “FLAPS __” according to the flap extension
schedule.
Set the flap lever as directed.
When on localizer intercept heading:
Verify that the ILS is tuned and identified; and
Verify that the LOC and G/S pointers are shown.
Arm the APP mode.
WARNING:
When using LNAV to intercept the final approach course, LNAV might parallel the localizer
without capturing it. (ERF) The airplane can then descend on the glide slope with the
localizer not captured.
Use LNAV, HDG SEL, or HDG HOLD to
intercept the final approach course, as needed.
Verify that the localizer is captured.
Verify final approach course heading.
Call “GLIDESLOPE ALIVE”.
At glideslope alive, call:
“GEAR DOWN”
Set the landing gear lever to DN.
“ FLAPS 20”.
Set the flap lever to 20.
LP: Set the speedbrake lever to ARM.
At glideslope capture, call
“FLAPS __” as needed for landing.
Set the flap lever as directed.
Set the missed approach altitude on the MCP.
Call “LANDING CHECKLIST”.
Do the LANDING checklist.
WARNING:
Interference with the glideslope signal can result in erroneous AFDS pitch guidance
indicated by FMA mode degradation, the AUTOPILOT caution message, and removal of the
F/D pitch bar.
If this occurs, do a go-around unless suitable visual references can be established and
maintained.
At final approach fix (LOM, MKR, DME) verify the crossing altitude.
Monitor the approach: and
Verify the autoland status at 500 feet AGL.
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FCOM I
Landing Procedure – Instrument Approach Using VNAV
VNAV should be used only for approaches that have one of the following features:
A published GP angle on the LEGS page for the final approach segment;
An RWxx waypoint at the approach end of the runway; and
A missed approach waypoint before the approach end of the runway (for example, MXxx).
This procedure is not authorized using QFE.
Pilot Flying
Initially
If on radar vectors
HDG SEL
Pitch mode (as needed)
Pilot Monitoring
If enroute to a fix
LNAV or other roll mode
VNAV or other pitch mode
Call “FLAPS __” according to the flap extension
schedule.
Set the flap lever as directed
The recommended roll modes for the final approach are:
For a LOC-BC, VOR, or NDB approach use LNAV; and
For a LOC approach use LNAV or LOC.
Verify that the VNAV glide path angle is shown
on the final approach segment of the LEGS
page.
When on the final approach course intercept heading for LOC, LOC-BC, SDF, or LDA approaches:
Verify that the localizer is tuned and identified; and
Verify that the LOC pointer is shown.
Arm the LNAV or LOC mode.
WARNING:
When using LNAV to intercept the localizer, LNAV might parallel the localizer without
capturing it. The airplane can then descend on the VNAV path with the localizer not
captured.
Use LNAV, HDG SEL, or HDG HOLD to
intercept the final approach course as needed.
Verify that LNAV is engaged or that the localizer is captured.
(Continued on next page)
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Pilot Flying
Pilot Monitoring
(Continued)
Approximately 2 NM before the final approach fix Approximately 2 NM before the final approach
and after ALT, VNAV PTH, or VNAV ALT is
fix, call “APPROACHING GLIDE PATH”.
annunciated:
Verify that the Autopilot is engaged;
Set DA(H) or MDA(H) on the MCP;
Select or verify VNAV; and
Select or verify speed intervention.
Approaching glide path, call:
“GEAR DOWN”
“FLAPS 20”.
LP: Set the speedbrake lever to ARM.
Prior to the FAF:
Call: FLAPS___ as needed for landing;
Call: “LANDING CHECKLIST”.
When at least 300 feet below the missed
approach altitude, set the missed approach
altitude on the MCP.
FAF:
Verify the crossing altitude;
Crosscheck the altimeters within 100 ft;
Check glide path intercept; and
Verify VNAV PTH annunciated.
Set the landing gear lever to DN; and
Set the flap lever to 20.
Set flap lever as directed; and
Do the LANDING checklist.
Monitor the approach
If suitable visual reference is established at
MDA(H), DA(H), or the missed approach point,
disengage the autopilot and autothrottle.
Maintain the glide path to landing.
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Landing Procedure RNP Approach (LNAV or VNAV)
Autopilot use is mandatory for:
Autopilot alerts and mode fail indications;
More accurate course and glide path tracking; and
Lower RNP limits.
This procedure is not authorized using QFE.
Before commencing the approach check GPS updating is displayed on both NDs.
Approaches to VNAV minima have a minimum allowable temperature published which shall
be adhered to, approaches to LNAV minima may be conducted regardless of temperature,
however, cold temperature corrections may apply (refer to SP.16).
Pilot Flying
Pilot Monitoring
WARNING
If at any time during the approach any of the following occurs perform Go-Around
procedure or continue visually if possible:
EICAS alert UNABLE RNP is displayed;
Deviations from lateral flight path ≥0.2 NM XTK;
Operating on VNAV minima (3D-approach) VTK deviation > 75 ft; or
Inadvertent FMA changes.
Call “FLAPS__” according to the Flap extension
schedule.
Set flap lever as directed.
Verify that the VNAV glide path angle is shown
on the final approach segment of the LEGS
page.
Select PROGRESS 2 page to check XTK error
and VTK error (if required (VNAV minima)) during
final approach.
Prior IAWP:
Arm the LNAV mode; and
Use LNAV, HDG SEL or HDG HOLD to
intercept the final approach course before the
IAWP as needed. (1)
Select LEGS page to check waypoint
sequencing.
Verify that LNAV is engaged.
(Continued on next page)
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FCOM I
Pilot Flying
(Continue)
Approximately 2 NM before the FAWP
and after ALT, VNAV PTH, or VNAV
ALT is annunciated:
Verify that the autopilot is engaged;
Set (M)DA on MCP;
Select or verify VNAV (2);
Select or verify speed intervention;
and
Verify RNP= 0.3.
Pilot Monitoring
Approximately 2 NM before the FAWP,
call “APPROACHING GLIDE PATH”.
Verify that VNAV PTH/VNAV ALT is engaged (3)
Approaching glide path call:
“GEAR DOWN”; and
Set the landing gear lever to DN.
“FLAPS 20”.
Set the flap lever to 20.
LP: Set the speedbrake lever to ARM.
Prior to the FAWP:
Call “FLAPS ___” as needed for landing;
and
Set the Flap Lever as directed; and
Call: “LANDING CHECKLIST”.
Do the LANDING checklist.
At FAWP:
Verify the crossing altitude and crosscheck the altimeters within 100 ft;
Check glide path intercept; and
Verify VNAV PTH annunciated.
When at least 300 feet below the missed
approach altitude, set missed approach
altitude on MCP.
Monitor the approach.
Verify distance (NM) to RW threshold
versus altitude.
If suitable visual reference is established
at MDA(H), DA(H), disengage the
autopilot and autothrottle. Maintain the
glide path to landing.
If suitable visual reference is not
established at MDA(H), DA(H), execute
Go-Around and Missed Approach
Procedure.
(1) A direct to the intermediate approach waypoint (IAWP) may be accepted as
long as the track change at the IF ≤ 45°;
(2)
V/S may be used as vertical flight mode for RNP approach to LNAV minima;
and
(3)
If VNAV ALT is annunciated push ALTITUDE intervention after passing FAWP.
Uncontrolled when printed
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FCOM I
Go-Around and Missed Approach Procedure
Pilot Flying
Call “GO-AROUND”
At the same time:
Push the TOGA switch; and
Call “FLAPS 20, CHECK THRUST".
Pilot Monitoring
Set the flap lever to 20.
Verify:
The rotation to go-around attitude; and
That the thrust increases.
Verify FMA changes.
Verify that the thrust is sufficient for the goaround or adjust as needed.
Call: “THRUST SET”.
Verify a positive rate of climb on the altimeter
and call “POSITIVE RATE”.
Verify a positive rate of climb on the altimeter
and call “GEAR UP, CHECK MISSED
APPROACH ALTITUDE".
Set the landing gear lever to UP.
After landing gear retraction is complete:
Set landing gear lever to OFF.
Above 400 feet radio altitude, select a roll mode. Verify that the missed approach altitude is set.
Verify that the missed approach route is being tracked; and
Verify or insert RNP set at 1 NM.
At MSA but not later than the missed approach
altitude, select FLCH or VNAV.
If FLCH is selected, set speed to the
maneuvering speed for the planned flap setting.
If VNAV is selected:
Select speed intervention as needed; and
Set speed to the maneuvering speed for the
planned flap setting.
Call “FLAPS ___” according to the flap retraction
schedule.
Set the flap lever as directed.
After flaps are set to the planned flap setting and
at or above the flap maneuvering speed,
if FLCH was selected, push the THRUST switch.
Verify that climb thrust is set.
Verify that the missed approach altitude is captured.
Call “AFTER TAKEOFF CHECKLIST”.
Do the AFTER TAKEOFF checklist.
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Landing Roll Procedure
Pilot Flying
Verify that the thrust levers are closed; and
Verify that the SPEEDBRAKE lever is UP.
Pilot Monitoring
Verify that the SPEED BRAKE lever is UP.
Call “SPEEDBRAKES UP”.
If the SPEEDBRAKE lever is not UP, call
“SPEEDBRAKES NOT UP”.
LP
If the speedbrakes do not extend automatically move the speedbrake lever to the UP position
without delay.
Pilot Flying
Pilot Monitoring
Monitor the rollout progress.
Verify correct autobrakes operation.
WARNING:
After the reverse thrust levers are moved, a full stop landing must be made. If an engine
stays in reverse, safe flight is not possible.
Without delay, move the reverse thrust levers to Verify that the forward thrust levers are closed.
the interlocks and hold light pressure until the
When all REV indications are green, call
interlocks release.
"REVERSERS NORMAL."
Apply reverse thrust as needed.
If there is no REV indication(s) or the
indication(s) stays amber, call “NO
REVERSER(S) ENGINE NUMBER___” or “NO
REVERSERS”.
By 80 knots, start movement of the reverse
Call “80 KNOTS”.
thrust levers to be at the reverse idle detent
before taxi speed.
By 60 knots, verify the reverse thrust levers are Call “60 KNOTS”.
at the reverse idle detent.
After the engines are at reverse idle, move the
reverse thrust levers full down.
Before taxi speed, disarm the autobrakes. Use
manual braking as needed.
Before turning off the runway, disconnect the
autopilot.
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After Landing Procedure
Start the After Landing Procedure when clear of the active runway.
(ERF) Engine cool down recommendations:
(1) Run the engines for at least 3 minutes; and
(2) Use a thrust setting normally used for taxi operations.
(BCF) Engine cool down recommendations:
(1) Run the engines for at least 5 minutes; and
(2) Use a thrust setting no higher than that normally used for taxi operations.
Pilot Flying
Pilot Monitoring
LP moves or verifies that the SPEEDBRAKE lever is DOWN.
Set the APU selector to START, then ON, as
needed; and
Do not allow the APU selector to spring back to
the ON position.
(ERF) Set the NACELLE ANTI-ICE switches to
ON, if needed.
Set the WXR/TRR to off.
(ERF) LP sets the AUTOBRAKE selector to OFF.
(BCF) PM sets the AUTOBRAKE selector to OFF.
Set the flap lever to UP.
Set the transponder mode selector as needed.
Set selector to XPNDR unless instructed
otherwise by ATC or local airport directions.
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Shutdown Procedure
Start the Shutdown Procedure after taxi is complete.
Parking brake………………….………………………………………..…………..………...Set
PF
Verify that the PARK BRAKE SET message is shown.
Electrical power……………………………………..…………………….………….Establish
F/O
If APU power is needed:
Verify that the APU generator 1 and APU generator 2 AVAIL lights are illuminated.
APU GENERATOR 1 switch……………………………………...Push
Verify that the ON light is illuminated.
APU GENERATOR 2 switch……………………………………..Push
Push when main deck cargo handling equipment is not needed; and
Verify that the ON light is illuminated.
If external power is needed:
Verify that the external power 1 or external power 2, or both, AVAIL lights are
illuminated.
EXTERNAL POWER 1 switch………………….……………… Push
EXTERNAL POWER 2 switch………………….……………….Push
Push when main deck cargo handling equipment is not needed.
Verify that the respective ON light is illuminated.
Hydraulic demand pump 4 selector…………………………………………………...AUX
F/O
If parked (pushback or towing is not needed:
Hydraulic demand pump 1, 2, 3, selectors………………...…………….OFF
F/O
FUEL CONTROL switches……………..……………………………...CUTOFF
C
(Continued)
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If pushback or towing is needed:
(ERF) Hydraulic demand pump 1 selector……………….………………….AUX
F/O
Hydraulic demand pump 2, 3 selectors……………………………..……….OFF
F/O
FUEL CONTROL switches…………………………………………......….CUTOFF
C
Establish communications with ground handling personnel.
C
WARNING:
If the nose gear steering is not locked out, any change to
hydraulic power with the tow bar connected can cause
unwanted tow bar movement.
Verify that the nose gear steering is locked out.
CAUTION:
Do not hold or turn the nose wheel tiller during pushback
or towing. This can damage the nose gear or the tow bar.
Do not use airplane brakes to stop the airplaneduring
pushback or towing. This can damage the nose gear or
the tow bar.
Set or release the parking brake as directed by ground handling personnel.
C
When parked (pushback or towing is complete):
Hydraulic demand pump 1 selector………………..…………...…………..OFF
F/O
SEATBELTS selector…….………………….……….……………..…….……………….OFF
F/O
Fuel pump switches….……………………………………...……………..……………..OFF
F/O
NACELLE and WING ANTI-ICE switches…………………………….....….………….OFF
F/O
BEACON light switch………………………………………...……….……..……………OFF
F/O
FLIGHT DIRECTOR switches………………………………...…….………..…………..OFF
C, F/O
Status messages………………………………………...…….………….….………...Check
C
Record shown status messages in maintenance log.
(Continued)
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(Continue)
Transponder mode selector……………………………………..STANDBY
F/O
After wheel chocks are in place:
Parking brake………………………………………………..Release
C
Hydraulic demand pump 4 selector………………………….OFF
F/O
APU selector……………………………………………………….As needed
(BCF) Upper Deck Door Slides…………….………………………..Disarm
Call “SHUTDOWN CHECKLIST.”
F/O
F/O
C
Do the SHUTDOWN checklist.
F/O
ACARS…………..…………………………………………………...Complete
F/O
After parking brake SET, and Door open, On BLOCKS time displayed,
complete the ACARS Flight Completion page within 10 minutes and press
SEND KEY.
AVIOBOOK………………………………………...Completed & Submitted
C, F/O
Secure Procedure
IRS mode selectors……………………………………………………..OFF
F/O
EMERGENCY LIGHTS switch…………………………………………OFF
F/O
AFT CARGO HEAT switch…….……………..………………………..OFF
F/O
PACK control selectors………………………………………..ON or OFF
F/O
Note: Pack control selector must be OFF before ground conditioned air is
connected.
Call “SECURE CHECKLIST”.
C
Do the SECURE checklist.
F/O
If required refer to FCOM I, SP.6.2 “Electrical power down”.
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2.3 SUPPLEMENTARY PROCEDURES
General
This chapter contains procedures (adverse weather operation, engine crossbleed start, and so on)
accomplished as required rather than routinely performed on each flight. Systems tests are
described in the System Description chapter of the applicable system.
Note: System tests are not normally a flight crew action.
Procedures accomplished in flight, or those that are an alternate means of accomplishing normal
procedures (such as manual engine start), are usually accomplished by recall. Infrequently used
procedures, not normally accomplished (such as engine crossbleed start) are usually accomplished
by reference.
Supplementary procedures are provided by section. Section titles correspond to the related chapter
title for the system being addressed except for the Adverse Weather section.
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SP.1 Airplane General
SP.1.1 Exterior Inspection
(a) Before each flight the captain, first officer, or maintenance crew must verify that
the airplane is satisfactory for flight;
(b) Items at each location may be checked in any sequence;
(c) Use the detailed inspection route below to check that:
(1) The surfaces and structures are clear, not damaged, not missing parts and
there are no fluid leaks;
(2) The tires are not too worn, not damaged, and there is no tread separation;
(3) The gear struts are not fully compressed;
(4) The engine inlets and tailpipes are clear, the access panels are secured,
the exterior is not damaged, and the reversers are stowed;
(5) The doors and access panels that are not in use are latched;
(6) The probes, vents, and static ports are clear and not damaged;
(7) Check the (RVSM) skin area adjacent to the pitot probes and static ports
for smoothness (not wrinkled) and missing paint;
(8) The antennas are not damaged;
(9) The light lenses are clean and not damaged; and
(10) For cold weather operation see SP.16.
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Left Forward Fuselage
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Doors and access panels (not in use)........................................................Latched
Nose
(ERF) Nose cargo door (not in use).........……………...….....................…. Latched
Radome..........................................……………….....................................… Check
Diverter strips.........................................………………............................… Secure
Windshield wipers.............................….……………………............... Against stops
TAT probes.................……………………..................................................… Check
Nose Wheel Well
Tires and wheels.............…………………….............................................… Check
Gear strut and doors................………………............................................… Check
Exterior lights...................................…………………….............................… Check
Nose wheel steering assembly.........……………………........................… Checked
Nose wheel steering lockout pin........………………………................… As needed
Gear pins.............................................……………….…….................... As needed
Main electrical and electronic (E/E) compartment door…....................….... Secure
Right Forward Fuselage
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Doors and access panels (not in use).............……….………………......… Latched
Negative pressure relief doors..........................……………………….......… Closed
Oxygen pressure relief green disc.........................……………………........ In place
Right Wing Root, Pack, and Lower Fuselage
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Exterior lights................................................................……………….......… Check
Pack inlet and pneumatic access doors...................…………………......… Secure
Fuel measuring sticks.....................................…………………... Flush and secure
Leading edge flaps.........................................…………………….................. Check
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Number 3 and 4 Engines
Access panels.............................................………………....................…. Latched
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Fan blades, probes, and spinner.............…………………....................….... Check
Strut midspar fuse pins alignment stripes.................……………………...… Check
A minimum of 1/2 of each stripe must align; and
A stripe is on the inboard and outboard side of each strut.
Thrust reversers...........................................…………………….................. Stowed
Exhaust area and tailcone..............................……………………................. Check
Fuel measuring sticks.............................…………………........... Flush and secure
Right Wing and Leading Edge
Access panels......................................………………………...................... Latched
Leading edge flaps....................................………………….......................... Check
Fuel measuring sticks...............................…………………......... Flush and secure
Wing Surfaces......................................…………………............................... Check
Fuel tank vent...........................................…………………........................... Check
Right Wing Tip and Trailing Edge
Navigation and strobe lights..........................……………………................... Check
Static discharge wicks..............................…………………........................... Check
Fuel jettison nozzle.................................………………................................ Check
Ailerons and trailing edge flaps..................……………………...................... Check
Right Wing and Body Gear
Tires, brakes and wheels...............................………………….......…........... Check
Verify that the wheel chocks are in place as needed. If the parking brake is set,
the brake wear indicator pins must extend out of the guides.
Gear strut, actuators, and doors...................……………………................... Check
Hydraulic lines...............................................……………………............….. Secure
Gear pins....................................................…………………….............. As needed
Wheel wells.......................................................……………………............... Check
APU FIRE CONTROL handle......................……………………........................... In
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Right Aft Fuselage
Doors and access panels (not in use)..................…………………............. Latched
Negative pressure relief door............................………………….................. Closed
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Outflow valve.............................................................……………….............. Check
Tail
Navigation and strobe lights..........................…………………...................... Check
Vertical stabilizer and rudder....................…………………........................... Check
Static ports..................................................………………............................ Check
Horizontal stabilizer and elevator....................……………………................. Check
APU exhaust outlet...............................................……………….................. Check
Static discharge wicks............................................…………………............. Check
Left Aft Fuselage
Doors and access panels (not in use)...............…………………................ Latched
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Outflow valve.................................................................………...….............. Check
Left Body and Wing Gear
Tires, brakes and wheels.........................................………………............... Check
Verify that the wheel chocks are in place as needed.
If parking brake is set, the brake wear indicator pins must extend out of the
guides.
Gear strut, actuators, and doors.........................……………….................... Check
Hydraulic lines................................................……….………....... Secure, no leaks
Gear pins......................................................……………………...... Verify removed
Wheel wells.............................................................…………………............ Check
Left Wing Tip and Trailing Edge
Ailerons and trailing edge flaps....................…………………....................... Check
Fuel jettison nozzle...............................................…………………............... Check
Static discharge wicks..............................................……………..…............. Check
Navigation and strobe lights....................................……………..….............. Check
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Left Wing and Leading Edge
Wing Surfaces.............................................………………............................ Check
Fuel tank vent..............................................................…………………........ Check
Fuel measuring sticks......................………………….................. Flush and secure
Leading edge flaps.................................................…..………….................. Check
Access panels.........................................………………............................. Latched
Number 1 and 2 Engines
Exhaust area and tailcone........................................….……………….......... Check
Thrust reverser.................................................…..…………………............ Stowed
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Strut midspar fuse pins alignment stripes.................…………………........... Check
A minimum of 1/2 of each stripe must align;
A stripe is on the inboard and outboard side of each strut.
Access panels........................................................……………….............. Latched
Fan blades, probes, and spinner.......................………………….................. Check
Left Wing Root, Pack, and Lower Fuselage
Fuel measuring sticks...........................…………………............. Flush and secure
Probes, sensors, ports, vents, and drains (as applicable)............................ Check
Exterior lights...................................................................…………...…........ Check
Pack inlet and pneumatic access doors.................…………………............ Secure
Leading edge flaps........................................…………………...................... Check
Positive pressure relief doors............................…………………................. Closed
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SP.1.2 Low Gross Weight, Aft CG Takeoff
Takeoff procedure
Pilot Flying
Pilot Monitoring
Before entering the departure runway, verify that the runway and runway entry point are correct.
Confirm TO2 derate thrust for takeoff.
Verify that the brakes are released. (1)
Align the airplane with the runway. (1)
Verify that the airplane heading agrees with the assigned runway heading.
Call “TAKEOFF”
Captain
(ERF) Advance the thrust levers to approximately 70% N1.
(BCF) Advance the thrust levers to approximately 1.10 EPR.
Allow the engines to stabilize. Push the TO/GA switch to advance Thrust levers to takeoff thrust
or manually advance Thrust levers to takeoff thrust.
Pilot Flying
Pilot Monitoring
Verify that the correct takeoff thrust is set.
Apply full forward control column deflection to
Monitor the engine instruments throughout
approximately 80 knots to improve nose wheel
takeoff. Call out any abnormal indications.
steering.
Captain
Adjust takeoff thrust before 80 knots as needed;
During strong headwinds, if the thrust levers do
not advance to the planned takeoff thrust,
manually advance the thrust levers before 80
knots.
Pilot Flying
Pilot Monitoring
Call “THRUST SET”
Captain
After takeoff thrust is set, the captain’s hand must be on the Thrust levers until V1.
(Continued)
(1) The airplane may be stopped (brakes set) after aligning with the runway and centerline, but a
rolling takeoff is recommended.
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Pilot Flying
(Continued)
Monitor airspeed.
Maintain light forward pressure on the
control column.
Pilot Monitoring
Monitor airspeed indications and call out
any abnormal indications.
Call “80 KNOTS”.
Verify 80 knots and call “CHECK”.
Call “V1”.
Verify V1 speed.
At VR rotate towards 15° pitch attitude.
After liftoff, follow F/D commands.
Establish a positive rate of climb.
Verify a positive rate of climb on the
altimeter and call “GEAR UP”.
At VR, call “ROTATE”
Monitor airspeed and vertical speed.
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE”.
Set landing gear lever to UP.
After ladning gear retraction is complete:
Set landing gear lever to OFF. ​
When above the minimum altitude for
autopilot engagement.
Call “ENGAGE___AUTOPILOT”. (1)
Engage autopilot.
Above 400 ft radio altitude, call for a roll Select or verify the roll mode.
mode as needed.
Verify VNAV engaged.
Verify that climb thrust is set.
Verify acceleration at the acceleration
height.
Call “FLAPS____” according to the flap
retraction schedule.
Position flap lever as directed.
After flap retraction is complete:
Verify air conditioning packs
operating; and
(ERF) Verify engine anti-ice selectors
in AUTO.
Call “AFTER TAKEOFF CHECKLIST”.
Do the AFTER TAKEOFF checklist.
Engage the autopilot corresponding to PF’s side, match transponder with
selected A/P.
(1)
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SP.1.3 Operation at mass below 200,000 kg
Takeoff
If actual TOM is below 200,000 kg, performance is calculated at 200,000 kg.
LinTop
Procedure
(a) Enter LinTop AGM 200,000 kg.
(b) Comparison check might give a warning; a crosscheck shall be performed,
after verification the warning may be disregarded.
(c) Recommended takeoff stabilizer settings are for the actual mass or the lowest
mass shown on the chart below, whichever is higher. There should be no
extrapolation with mass for masses below 180,000 kg.
(Continued on next page)
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(Continue)
En-route
For masses below 200,000 kg, FMC performance predictions are not used.
Landing
For landing standard operating procedures are applicable.
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SP.1.4 Oxygen Mask Microphone Test
FLIGHT INTERPHONE TRANSMITTER Selector…………………………MIC
SPEAKER Selector…………………………………………………………….ON
RESET/TEST Switch……………………………………………..Push and hold
PUSH-TO-TALK Switch……………………………………………………….INT
Simultaneously push the Push-to-Talk switch, EMERGENCY/TEST selector,
and the RESET/TEST switch.
Verify oxygen flow sound is heard through the flight deck speaker.
PUSH-TO-TALK Switch………………………………………………….Release
EMERGENCY/TEST Selector…………………………………………..Release
RESET/TEST Switch………………………………………………….....Release
SPEAKER Selector…………………………………………………...As needed
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SP.1.5 Engine Ground Pneumatic Start
(a) For engine start or silent towing procedures, one electrical ground unit may be used provided
this is connected to EXT PWR 1, to ensure operation of the hydraulic AUX Pumps;
(b) External power sources may trip off line when the demand load is high. To minimize this
possibility, it is recommended that, prior to engine start, select R UTILITY power switch
OFF. If further electrical load reduction is required, also select L UTILITY power switch
OFF. Utility power can be restored after completion of the engine start procedure;
(c) For EE CLNG SUP FAN status message displayed, it can be cleared by rotating the EQUIP
COOLING switch to OVRD, then back to NORM;
(d) If any FUEL OVRD message is displayed, it can be cleared by cycling the associated pump
switch;
(e) At least one engine should be started at the parking position, combined engine start is not
allowed;
(f) Complete the Before Starting Checklist;
(g) Supply external pneumatic air, observe duct pressure is a minimum of 30 PSI (less 1 PSI per
1,000 feet of pressure altitude);
(h) Accomplish engine start. (Combined engine start is not allowed);
(i) If necessary, perform subsequent engine starts using Crossbleed Start;
Engine Crossbleed Start Procedure;
(i) Do not accomplish a crossbleed start during pushback;
(ii) Verify that area behind the airplane is clear of equipment and personnel prior to
increasing thrust on operating engine;
(iii) Thrust lever (operating engine) …………............................................... Advance
Advance Thrust lever to approximately 70% N2; and
(i) Accomplish normal engine start.
(j) For pushback refer to SP.1.6 Pushback with running engine and APU or APU Generator 1
inoperative;
(k) For towing after landing and APU or APU Generator inoperative refer to SP.1.7
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SP.1.6 Pushback with running engine and APU or APU Generator 1 inoperative
Complete Before Start Procedure.
Start engine 4 using Engine Start Procedure.
External power…………………..…………………………….…………………………Disconnect
PF
Transponder mode selector…………….…………...……………………………...……..XPNDR
F/O
(ERF) Hydraulic Demand Pump 1 selector………….…………………………………....AUTO
F/O
Establish communication with ground handling personnel
If the nose gear steering is not locked out, any change to
hydraulic power with the tow bar connected can cause
unwanted tow bar movement.
Verify that the nose gear steering is locked out.
WARNING:
CAUTION:
Do not hold or turn the nose wheel tiller during pushback
or towing. This can damage the nose gear or the tow bar.
Do not use airplane brakes to stop the airplane during
pushback or towing. This can damage the nose gear or
the tow bar.
Set or release the parking brake as directed by ground handling personnel.
C
Commence pushback
When pushback is completed:
Start remaining engines using Engine Start Procedure.
Verify that the tow bar is disconnected
C
Verify that the nose gear steering is not locked out
C
Continue with Before Taxi Procedure.
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SP.1.7 Towing with running engine and APU or APU Generator 1 inoperative
Start the shutdown Procedure after taxi is completed.
Parking Brake…………………..………………………………………………………..…………Set
PF
FUEL CONTROL switches Engine 1, 2 and 3………………………………...………...CUTOFF
C
Commence Tow in.
Release Parking Brake as directed by ground handling personnel.
When parked and towing is complete:
Parking Brake…………………..………………………….…………………………..…………Set
PF
Electrical power……………………………………………………………………….…..Establish
F/O
Hydraulic Demand Pump 4 selector………………………………………………………....AUX
F/O
Hydraulic Demand Pump 1, 2 and 3 selector…………………………………………..…..OFF
F/O
FUEL CONTROL switch Engine 4…………………………………………………...….CUTOFF
C
Continue with Shutdown Procedure from: SEATBELTS selector.
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SP.2 Air Systems
SP.2.1 (BCF) APU-to-Pack Takeoff
After engine start:
LEFT and RIGHT ISOLATION valve switches…………………….OFF
Leave APU running to supply air to pack 2.
Before takeoff:
PACKS 1 and 3 control selectors…………………………………..OFF
After takeoff:
PACK control selector (One only)……………………...……….NORM
After engine thrust is reduced from takeoff to climb, position one Pack
Control selector to NORM.
PACK control selector (Remaining pack)………...……………NORM
When cabin pressurization stabilizes, position remaining Pack Control
selector to NORM.
LEFT and RIGHT ISOLATION valve switches…………………….ON
APU selector…………………………………………………………OFF
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SP.2.2 (ERF) Packs Off Takeoff
Before takeoff:
PACK Control selectors…………………………………………….OFF
After takeoff:
PACK Control selector (One only)……………………………...NORM
After engine thrust is reduced from takeoff to climb and prior to
reaching 3,000 feet above field elevation, position one Pack Control
selector to NORM.
PACK control selectors (Remaining packs)…………………...NORM
When cabin pressurization stabilizes, position remaining Pack Control
selectors to NORM.
SP.2.3 Ground Conditioned Air Use
Before connecting ground conditioned air:
PACK control selectors…………………………………………….OFF
Prevents pack operation when conditioned air is supplied to the
airplane. The packs or pack components can be damaged if operated
with conditioned air.
After disconnecting ground conditioned air:
PACK control selectors………………………………………….NORM
SP.2.4 High Cabin Temperature During Cruise
If cabin temperatures stabilize above target temperatures during cruise:
HIGH FLOW switch………………………………………………….ON
High flow setting increases fuel flow approximately 1%.
When temperatures return to target temperatures:
HIGH FLOW switch………………………………………………...OFF
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SP.2.5 Flight Deck Fan
During preflight:
FLIGHT DECK FAN switch………………………………….As required
Turn Flight Deck Fan switch ON when extra cooling required.
Before takeoff:
FLIGHT DECK FAN switch………………………………………….OFF
During shutdown:
FLIGHT DECK FAN switch………………………………….As required
Turn Flight Deck Fan switch ON when extra cooling required.
SP.2.6 Landing Airport Elevation Between 8,000 feet and 10,000 feet
Before start:
Landing Altitude switch……………………………………………..MAN
Verify MAN displayed after landing altitude on Primary EICAS.
Landing Altitude selector……………………………………..8,000 feet
Before descent:
Landing Altitude switch…………………………………………...AUTO
Verify AUTO displayed after landing altitude on Primary EICAS.
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SP.2.7 Preventing False Cargo Fire Warnings
The following flight crew recommendations may play an important role in
preventing false cargo fire warnings on 747 model airplanes when transporting
cargo with a high humidity/moisture content (e.i. flowers, vegetables, fruits and
animals producing moisture).
(a) Free water should not be allowed to collect on the floors, in the bilge, on top of
cargo or in insulation blankets because it evaporates during cruise. This
evaporated moisture may condense elsewhere in the airplane and possibly
cause false cargo fire warnings. Keep all doors closed whenever access is not
needed.
(b) Ventilate the compartment using pack air during loading so that the airplane
does not heat-soak during loading with the air conditioning off. Do not select a
temperature that is much lower than the ambient temperature to prevent
condensation and fog.
(c) Before departure, all packs should be running with doors closed for at least 20
minutes. This allows the packs to purge the cargo compartments of moisture
prior to departure.
(d) If the APU is not available, a ground air conditioning unit should be used to
manage the temperature and reduce the moisture content of the airplane.
(e) When cargo doors are closed, use maximum flow rates for maximum dilution of
the moisture. Reduce the selected temperature of the cargo compartments in
steps to the upper half of the recommended temperature range.
(f)
(BCF) When operating in hot and humid airports and no live animals are carried
in the lower lobes; the Lower Lobe Cargo Air Flow Rate selector should be
selected to the Off position just prior to engine start. Return the switch to the
previously selected position at cruise. All packs should be running with doors
closed and the Lower Lobe Cargo Air Flow Rate selected to the Low position
until Engine Start.
(g) During flight maintain main deck at the highest steady temperature acceptable
for the cargo (upper half of the recommended range for the given cargo). The
risk of false fire warnings increases as cabin air temperature and outside air
temperature decreases and flight time increases.
(h) Consider turning off the aft cargo heat before descent or before flying through
clouds. The aft lower cargo compartment heat source is bleed air that is not
scrubbed of moisture since it is sourced from upstream of the air conditioning
packs.
(i) There may be some benefit by turning the lower lobe cargo compartments
supply temperature to the full warm setting at top of descent, or as the airplane
passes 25,000 ft.
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(j)
(BCF) When operating in hot and humid airports and no live animals are carried
in the lower lobes; the Lower Lobe Cargo Air Flow Rate selector should be
selected to the Off position just prior to descent until after engine shutdown.
(k)
After landing at an airport with high temperatures and/or high humidity, and the
cargo doors have to be opened, set the temperature selectors of the cargo
compartments to the three o’clock position during taxi-in. This greatly reduces
the fog from the air conditioning outlets once the cargo doors are opened.
(l)
The relative humidity is often higher in the aft main deck area than it is in the
forward main deck area due to the effect of main deck airflow from forward to
aft.
Mitigating false cargo fire warnings due to the effect of main deck airflow from
forward to aft can be accomplished by providing adequate ventilation, as
previously stated in these guidelines. In addition, the aft main deck temperature
may be raised, while the temperature in the forward main deck is lowered. This
will reduce the forward to aft airflow and reduce the relative humidity in the aft
main deck due to an increased temperature in the aft.
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SP.4 Automatic Flight
SP.4.1 AFDS Operations
FLIGHT DIRECTOR switches………………………………………….ON
Verify FD pitch and roll bars display.
If autopilot is needed:
AUTOPILOT engage switch………………………………………….Push
Verify CMD displays on AFDS status.
Heading Hold
If airplane position is north of 82° N latitude (or north of 73° N between 80° W
and 170° W) or south of 82° S latitude (or south of 60° S between 120° E and
160° E):
HEADING reference switch………..……………………………….TRUE
HEADING HOLD switch……………………...……………………...Push
Verify HDG HOLD displays on flight mode annunciation.
Heading Select
If airplane position is north of 82° N latitude (or north of 73° N between 80° W
and 170° W) or south of 82° S latitude (or south of 60° S between 120° E and
160° E):
HEADING reference switch………………………………………..TRUE
HEADING SELECT switch………………………………………….Push
Verify HDG SEL displays on flight mode annunciation.
HEADING selector………………………………………………...Rotate
Set desired heading in HDG window.
Altitude Hold
ALTITUDE HOLD switch……………………………………………Push
Verify ALT displays on flight mode annunciation.
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(Continue)
Flight Level Change, Climb or Descent
ALTITUDE selector………………………………………………...Rotate
Set desired altitude in ALT window.
FLCH switch………………………………………………………….Push
Verify FLCH SPD displays on flight mode annunciation.
IAS/MACH selector………………………………………………..Rotate
Set desired speed in IAS/MACH window.
Vertical Speed, Climb or Descent
ALTITUDE selector………………………………………………..Rotate
Set desired altitude in ALT window.
VERTICAL SPEED switch…………………………………………Push
Verify V/S displays on PFD.
VERTICAL SPEED selector……………………………………..Rotate
Set desired vertical speed in VERT SPD window.
If climb is needed:
Select climb thrust limit on CDU THRUST LIM page.
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SP.4.2 Autothrottle Operation
To activate or reactivate an autothrottle mode:
AUTOTHROTTLE ARM switch………….………………………………………..ARM
If pitch mode is TO/GA:
TO/GA switch………………………………………………………………….Push
Verify THR REF displays on flight mode annunciation.
If pitch mode is ALT, V/S, G/S, or no pitch mode:
SPEED switch………………………………………………………………...Push
Verify SPD displays on flight mode annunciation.
To set desired airspeed:
IAS/MACH selector………………………………………………………...Rotate
Set desired speed in IAS/MACH window.
If FLCH is needed:
FLCH switch………………………………………………………………….Push
Pitch mode changes unless G/S and LOC captured.
Verify THR, IDLE, or HOLD displays on flight mode annunciation.
If VNAV is needed:
VNAV switch………………………………………………………………….Push
Pitch mode changes when in V/S or ALT.
Verify THR REF, THR, SPD, IDLE, or HOLD displays on flight
mode annunciation.
If TO/GA is desired:
TO/GA switch………………………………………………………………...Push
Pitch and roll modes change to TO/GA.
Verify THR or THR REF displays on flight mode annunciation.
If pitch mode is VNAV PTH, VNAV ALT, VNAV SPD, or FLCH SPD:
AUTOTHROTTLE ARM switch………………………………..OFF, then ARM
Verify THR REF, THR, SPD, IDLE, or HOLD displays on flight
mode annunciation.
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SP.4.3 Autopilot Reset
Integrity signals from various systems are routed to the FCCs to determine autoland capability.
This continuous process may occasionally result in fault latching in the FCCs where the originating
signal failed only temporary. When for no apparent reason, the AFDS is degraded to a LAND 2 or
NO AUTOLAND status, the following procedure may be used in an attempt to clear the memory of
the FCCs. If the condition reoccurs, the fault still exists and further resets are of no use.
Autopilot(s)………………………………………………………………….... Disengage
PF
FLIGHT DIRECTOR switches………………………………………………...….….OFF
PM
After 5 seconds
FLIGHT DIRECTOR switches………………..…………………...………………….ON
PM
Autopilot…………………………………………………………………….……. Engage
PM
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SP.5 Communication
SP.5.1 Aircraft Communications Addressing and Reporting System
(ACARS)
The following procedures are one means which may be used to verify PreDeparture Clearance, Digital-Automatic Terminal Information Service, Oceanic
Clearances, Weight and Balance and Takeoff Data messages transmitted over
ACARS.
Pre-Departure Clearance
The flight crew shall manually verify (compare) the filed flight plan versus the
digital pre-departure clearance and shall initiate voice contact with Air Traffic
Control if any question/confusion exists between the filed flight plan and the
digital pre-departure clearance.
Digital-Automatic Terminal Information Service
The flight crew shall verify the D-ATIS altimeter setting numeric and
alphabetical values are identical. If the D-ATIS altimeter setting numeric and
alphabetical values are different, the flight crew must not accept the D-ATIS
altimeter setting.
Oceanic Clearances
The flight crew shall manually verify (compare) the filed flight plan versus the
digital oceanic clearance and initiate voice contact with Air Traffic Control if any
questions/confusion exists between the filed flight plan and the digital oceanic
clearance.
Weight and Balance
The flight crew shall verify the Weight and Balance numeric and alphabetical
values are identical. If the Weight and Balance numeric and alphabetical values
are different, the flight crew must not accept the Weight and Balance data.
Takeoff Data
The flight crew shall verify the Takeoff Data numeric and alphabetical values
are identical. If the Takeoff Data numeric and alphabetical values are different,
the flight crew must not accept the Takeoff Data message.
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SP.6 Electrical
SP.6.1 Electrical Power Up
The following procedure is accomplished to permit safe application of electrical
power.
BATTERY switch………………………………………………………..ON
Verify OFF light extinguished.
STANDBY POWER selector……………………………………….AUTO
Hydraulic DEMAND pump selectors………………………………..OFF
Windshield WIPER selectors………………………………………..OFF
ALTERNATE FLAPS selector……………………………………….OFF
Landing gear lever……………………………………………………..DN
Flap position indication and flap lever…………………………….Agree
Electrical power………………………………………………….Establish
BUS TIE switches……………………………………………...AUTO
If external power is needed:
External power 1 and/or external power 2 AVAIL
lights………………………………………………………..Illuminated
EXTERNAL POWER 1 switch………………………………….Push
Verify ON light illuminated.
EXTERNAL POWER 2 switch………………………………….Push
Push when main deck cargo handling equipment is not needed.
Verify ON light illuminated.
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(Continue)
If APU power is needed:
(ERF) APU START SOURCE switch…………..APU BATTERY
APU selector……………………………………….START, then ON
Position APU selector back to ON position.
Do not allow APU selector to spring back to ON position.
APU generator 1 and APU generator 2 AVAIL
lights……………………………………………………….Illuminated
APU GENERATOR 1 switch…………………………………..Push
Verify ON light illuminated.
APU GENERATOR 2 switch…………………………………..Push
Push when main deck cargo handling equipment is not needed.
Verify ON light illuminated.
SP.6.2 Electrical Power Down
This procedure assumes the Secure procedure is complete.
APU switch and/or EXTERNAL POWER switch(es)……………..OFF
STANDBY POWER selector………………………………………..OFF
When APU has completed shutdown cycle:
BATTERY switch……………………………………………………..OFF
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SP.6.3 Standby Power Test
Airplane must be on ground with all busses powered.
STANDBY POWER selector………………………………………..BAT
Verify EICAS advisory messages BAT DISCH MAIN and BAT DISCH
APU display.
Messages may take up to 3 minutes to display.
STANDBY POWER selector……………………………………..AUTO
Verify BAT DISCH MAIN and BAT DISCH APU messages no longer
display.
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SP.7 Engines, APU
SP.7.1 Engine Continuous Ignition
Continuous ignition must be on when operating in:
Moderate to heavy rain;
Hail or sleet;
Moderate to severe turbulence;
Volcanic ash; and
Upon entering icing conditions.
Use standby ignition if continuous ignition is not available.
To manually select continuous ignition:
CONTINUOUS IGNITION switch…………………………………...ON
Confirm CON IGNITION ON memo message is displayed.
SP.7.2 Engine Crossbleed Start
Do not accomplish a crossbleed start during pushback.
Verify the area behind the airplane is clear of equipment and personnel before
increasing thrust on the operating engine.
Thrust lever (operating engine)……………………………….Advance
Advance Thrust lever to approximately 70% N2; and
Accomplish normal engine start.
SP.7.3 Engine Ground Pneumatic Start
Duct pressure…………………………………………………...Observe
Observe duct pressure is a minimum of 30 PSI (less 1 PSI per 1,000
feet of pressure altitude).
If minimum duct pressure cannot be maintained:
(1) Consider use of two Ground Pneumatic Starters; and
(2) (BCF) Consider HYD Demand Pump selector 1 in OFF.
Accomplish normal engine start.
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SP.7.4 Manual Operation of Thrust Levers
(a) Takeoff:
Pilot Flying
Pilot Monitoring
Announce: “TAKEOFF”.
Captain: Advance thrust levers to approximately 70% N1, press either TOGA switch and advance
thrust levers smoothly to approximately the reference N1/EPR.
Command “CHECK THRUST”.
Manually adjust thrust levers to obtain takeoff
N1/EPR prior to 80 kts and report “THRUST SET”.
Continue with normal takeoff callouts and actions.
At 1500’ HAA, command “SET THRUST”.
Set N1 at reference CLB N1 and report
“THRUST SET”.
(b) Climb, Cruise, Descent and Approach: Monitor target N1 and set N1 accordingly (PF).
(c) Go-Around: PF will initially advance the thrust levers. After command “CHECK THRUST” the
PM is responsible for the correct thrust setting.
Note: If A/T ARM Switch is in the OFF position, the EEC engine trim function will not operate.
Small thrust asymmetry may occur even if the throttles appear aligned.
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SP.7.5 Engine Start Procedure, Manual Start
Do the ABORTED ENGINE START checklist for one or more of the following abort start conditions:
The EGT does not increase by 25 seconds after the fuel control switch is moved to RUN;
There is no N1 rotation by idle N2;
The EGT quickly nears or exceeds the start limit (hot start);
N2 does not stabilize at idle (hung start); and
The oil pressure indication is not normal by the time the engine is stabilized at idle.
Start sequence...………………………..................................................
Announce
(ERF) AUTOSTART switch ...……………………...........................................
Off
Call “START ENGINE____”
C
F/O
C
Engine START switch ………………………...................................................
Pull
Verify that the N2 RPM increases.
Verify that the oil pressure increases.
F/O
F/O
C, F/O
At the fuel-on indicator:
FUEL CONTROL switch ............
………………………………….....................RUN
Verify that the EGT increases and stays below EGT limit.
C
C, F/O
After the engine is stable at idle:
(ERF) If autostart is operative:
AUTOSTART switch
………………………………………….....................ON
The autostart switch may stay OFF between manual starts when more
than one engine is to be started manually.
After the engine is stabilized at idle, start the other engines.
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SP.8 Fire Protection
SP.8.1 Engine/APU/Cargo Fire/Overheat Test
FIRE/OVERHEAT TEST switch………………………..Push and hold
Note: EICAS warning message FIRE WHEEL WELL may momentarily
display.
Observe:
EICAS warning message >TEST IN PROG displays.
Fire bell sounds.
Master WARNING lights illuminate.
Engine Fire Warning lights illuminate.
APU Fire Warning light illuminates.
Fuel Control switch Fire Warning lights illuminate.
CARGO FIRE FWD and AFT Warning lights illuminate.
CARGO FIRE MAIN DECK Warning light illuminates.
EICAS warning message >FIRE TEST PASS displays.
EICAS warning message >VLV TST IN PROG displays.
FIRE/OVERHEAT TEST switch………………………………Release
EICAS warning message >VALVE TEST PASS displays.
Approximately 90 seconds after releasing the FIRE/OVERHEAT
TEST switch, the message displays.
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SP.8.2 Squib Test
Squib TEST 1switch……………………………………………….Push
Observe:
Engine squib lights illuminate.
APU squib light illuminates.
Cargo squib lights illuminate.
Squib TEST 2 switch……………………………………………...Push
Observe:
Engine squib lights illuminate.
APU squib light illuminates.
Cargo squib lights illuminate.
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SP.10 Flight Instruments, Displays
SP.10.1 Heading Reference Switch Operation
Use TRUE when operating in regions where true referencing is needed.
Use NORM in all other regions.
HDG reference switch………………………………...NORM or TRUE
Note: If using HDG SEL and the HDG reference switch position is
changed, the AFDS roll mode will change to HDG HOLD.
HDG SEL can be reselected.
Note: If the HDG reference switch position must be changed for an
approach, it must be changed before the APP mode is armed.
If the HDG reference switch position is changed after the APP mode is armed:
The AFDS roll mode will not change from HDG SEL to HGD HOLD;
The AFDS will not follow the MCP-selected heading;
LOC and FAC capture, and tracking performance may be degraded; and
Exiting the APP mode restores normal operation of the HDG reference switch
and the AFDS. APP mode can be reselected.
SP.10.2 QFE Operation
Use this procedure when ATC altitude assignments are referenced to QFE
altimeter settings.
Note: Do not use LNAV or VNAV.
Altimeters……………………………………………………………….Set
Set altimeters to QFE when below transition altitude/level.
Note: If the QFE altimeter setting is beyond the range of the altimeters, QNH
procedures must be used with QNH set in the altimeters.
CDU……………………………………………………………………..Set
Select QFE on the APPROACH REF page. Set for departure and
again for arrival.
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SP.11 Flight Management, Navigation
SP.11.1 IRS Fast Realignment
A fast realignment may be accomplished when the combined operating time from
the last full IRS alignment to the expected next destination arrival time does not
exceed 18 hours.
IRS Mode selectors……………………………………………….ALIGN
CDU…………………………………………………………………….Set
Enter present position on SET IRS POSITION line of position
initialization page.
IRS Mode selectors………………………………………………….NAV
SP.11.2 IRS High Latitude Alignment
A high latitude alignment must be accomplished when the latitude of the origin airport
is greater than 70°12.0’ and less than 78°15.0’.
IRS Mode selectors…………………………………..OFF, then ALIGN
The IRS Mode selectors must remain in ALIGN for a minimum of 17
minutes.
CDU…………………………………………………………………….Set
Enter present position on SET IRS POSITION line of position
initialization page.
IRS Mode selectors………………………………………………….NAV
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SP.11.3 DRAG/FF factor alteration
Whenever the drag and/or fuel flow factors are incorrect, the correct values must
be entered on the PERF FACTORS page.
INIT REF key>…………………………………………………......Push
<INDEX……………………………………………………………...Select
<IDENT……………………………………………………………...Select
DRAG/FF…………………………………………………………….Verify
If not equal to flight plan:
<INDEX……………………………………………………………...Select
MAINT>……………………………………………………………...Select
Displays the MAINTENANCE INDEX page.
<PERF FACTORS………………………………………………….Select
Type “ARM” into the scratchpad and insert with LSK 6R.
DRAG/FF whichever is applicable………………………………...Enter
INIT REF key>……………………………………………………...Push
Leaving the page deletes “ARM” and activates changed factors.
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SP.11.4 Navaid Inhibit
Note: Inhibit GPS updates for approach operations that are not based on WGS-84,
unless other appropriate procedures are used.
PROG key……………………………………………………………..………Push
POS REF>…………………………………………………………..……….Select
Shows the POS REF 2/3 page.
To inhibit GPS updates:
GPS NAV INHIBIT>……………………………………………….Select
Verify ENABLE shows.
To inhibit VOR/DME updates:
INIT REF key>……………………………………………………...Push
<INDEX…………………………………………………………….Select
NAV DATA>………………………………………………………..Select
Shows the REF NAV DATA page.
VOR/DME NAV INHIBIT>………………………………………..Select
Verify ENABLE shows.
Verify ALL shows in 5L and 5R.
Note: DME/DME updates are operable.
To inhibit a navaid (for one or two navaids):
INIT REF key>………………………….………………………….Push
<INDEX……………………………………………………………Select
NAV DATA>……………………………………………………….Select
Shows the REF NAV DATA page.
Enter the navaid identifier in the scratchpad.
NAVAID INHIBIT (4L or 4R)……………………………………...Enter
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To inhibit a VOR (for one or two VORs):
INIT REF key>……………………………………………………..Push
<INDEX……………………………………………………………Select
NAV DATA>……………………………………………………….Select
Shows the REF NAV DATA page.
Enter the VOR identifier in the scratchpad.
VOR INHIBIT INHIBIT (5L or 5R)………………………………..Enter
SP.11.5 Weather Radar Test
Weather Radar Mode selector…………………………………...TEST
ND Mode selector………………….……………………………….MAP
EFIS WXR switch…………………………………………………..Push
Verify radar test pattern displays on ND.
EFIS WXR switch…………………………………………………..Push
Removes Captain’s and First Officer’s weather radar displays.
Weather Radar Mode selector……………………………...As desired
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SP.11.6 Departure or Destination Airport Not in the FMC Navigation
Database
When departing from or landing at an airport that is not in the FMC navigation
database, the following items are affected:
Cabin pressurization schedule;
Availability of departure, arrival, and approach procedures in the FMC;
Automatic tuning of VOR, DME, and ILS radios for departure, arrival, and
approach procedures;
Format of altitudes and flight levels on the ND and CDU;
Barometric transition altitude alerts (amber display and box) on the PFD; and
Touchdown zone indicator (amber crosshatched area) on the PFD altitude
tape.
Use the following procedures when departing from or landing at an airport that is not
in the FMC navigation database.
Departure Airport Not in the FMC Navigation Database
CDU Preflight Procedure - Captain and First Officer
RTE key……………………………………………………………….Push
If ORIGIN contains an ICAO identifier:
The following steps clear the ORIGIN and erase the previous route.
INIT REF key>……………………………………………..Push
<INDEX…………………………………………………….Select
<IDENT…………………………………………………….Select
Inactive date range……………………………………….Select
ACTIVE date range………………….…….……………..Select
Transfers the inactive navigation database to the ACTIVE
line and removes the previously entered route.
Clear the NAV DATA OUT OF DATE scratchpad message.
Inactive date range………………….……………………Select
ACTIVE date range………………………………………Select
Transfers the inactive navigation database to the ACTIVE line.
(Continued on next page)
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(Continue)
Verify the ACTIVE date range is current.
RTE key……………………………………………………..Push
Leave ORIGIN blank.
DEST………………………………………………………………….Enter
Route………………………………………………………………….Enter
LEGS key……………………………………………………………..Push
Enter the latitude and longitude of the departure airport as the first waypoint on
the route.
ACTIVATE and execute the route.
VNAV key……………………………………………………………..Push
Displays the CLB page.
TRANS ALT………………………………………………………….Enter
NAV RAD key………………………………………………………..Push
Departure navaid frequency and CRS (as needed)…………….Enter
LDG ALT switch……………………………………………………..MAN
LDG ALT selector………..Rotate to set the departure airport altitude
Reduces crew workload in the event of a return to the
departure airport.
Do not accomplish the following checklist:
LANDING ALT
After engine start, cancel the LANDING ALT message.
Note: The touchdown zone indicator (amber crosshatched area) is not shown
on the PFD altitude tape.
When no longer needed, delete the departure navaid frequency and CRS.
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Before Descent
LDG ALT switch…………………………………………………….AUTO
The FMC sets the destination altitude automatically.
VNAV key…………………………………………………………….Push
NEXT PAGE key…………………………………………………….Push
FORECAST>……………………………………………………….Select
Displays the DESCENT FORECAST page.
TRANS LVL………………………………………………………….Enter
Overwrites the manually entered departure airport transition altitude.
Destination Airport Not in the FMC Navigation Database
CDU Preflight Procedure - Captain and First Officer
The following steps can also be done in flight:
LEGS key…………………………………………………………….Push
Enter the latitude and longitude of the destination airport as the final
waypoint on the route.
Enter a speed/altitude constraint for the final waypoint. The speed
constraint should be the planned approach speed and the altitude
constraint should be the destination airport elevation.
ACTIVATE (if needed) and execute the route.
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(Continue)
Before Descent
VNAV key…………………………………………………………….Push
NEXT PAGE key…………………………………………………….Push
FORECAST>……………………………………………………….Select
Displays the DESCENT FORECAST page.
TRANS LVL………………………………………………………….Enter
LDG ALT switch……………………………………………………...MAN
LDG ALT selector……….Rotate to set the destination airport altitude
Do not accomplish the following checklist:
LANDING ALT
Cancel the LANDING ALT message.
The touchdown zone indicator (amber crosshatched area) is not shown on
the PFD altitude tape during landing.
The ARRIVALS page is not available for the destination airport.
Before Approach
NAV RAD key………………………………………………………..Push
Destination navaid frequency and CRS (as needed)…………...Enter
ND mode selector…………………………………………….As needed
Select APP, VOR or MAP based on the type of approach to be flown.
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SP.12 Fuel
SP.12.1 Fuel Balancing
Consider the possibility of an engine fuel leak. If fuel imbalance has occurred
without indications of a fuel leak, fuel may be balanced.
Excessive fuel imbalance adversely affects CG, aerodynamic drag, and therefore,
fuel economy. To maintain CG and reduce drag, operate the airplane within limits of
FUEL IMBALANCE EICAS advisories.
Fuel may be balanced:
Between main tanks 1 and 4 by opening crossfeed valves 1 and 4, closing
crossfeed valves 2 and 3, turning off the fuel pumps in the low tank, and
turning off the override pumps in main tanks 2 and 3.
Between main tanks 2 and 3 by turning off the fuel pumps in the low tank.
Longitudinally by opening all crossfeed valves and turning off the fuel pumps in
the low tanks.
Avoid conditions which require fuel suction feed, unless directed by published nonnormal procedure.
The fuel system should be returned to normal operating condition when the
imbalance condition has been corrected.
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SP.12.2 FMC Fuel Factor Update
If the fuel factor (FF) on the IDENT page does not correspond with the PERF DEG
factor on the eBriefer FMS Input Summary or paper OFP, use the following
procedure to update this value in the PERF FACTORS page.
FMC Index page…………………………………………………...Select
MAINT Line Select Key…………………………………………….Push
PERF FACTORS Line Select Key………………………………...Push
Performance code ARM……………………………………………Enter
Enter the word ARM in line select key 6R in order to
activate the PERF FACTORS page.
Line select key 2L…………………………………………………..Push
Fuel Factor (F-F)…………………………………………………...Enter
Enter the PERF DEG value from the OFP under the /F-F.
Do not change the drag factor.
Check the updated values via the IDENT page.
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SP.12.3 (ERF) Refueling
General Description
When necessary, i.e. no licensed ground engineer present, the flight crew should
supervise the refueling of the aeroplane.
Refueling procedure (Control Panel LH Wing)
MANUAL SHUTOFF VALVE Handles (1)…..……………………OPEN
REFUELING Control Panel Door (2)..…………………..FULLY OPEN
Check that flood lights illuminate; and
Check that indicators provide fuel quantity reading.
POWER Switch (3)…..………….………………………………...NORM
TEST GAGES Switch (4)…..…………………………………….PRESS
Check all indicator displays read 888.8; and
Check indicators return to normal indication after releasing TEST
GAGES Switch.
All fueling control panel indicator lights (5) (11x)...…….PRESS to test
REFUEL VALVE CONTROL Switches (6) (7x)…...………….CLOSED
THUMBWHEELS (8)..………………………………………………..SET
Select with thumb wheels total block fuel required.
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PRESELECT Switch (9)……………………...TOTAL then Release
Check that lower TOTAL FUEL indicator display reads same quantity
as selected with thumbwheels.
If lower indicator display remains blank, move PRESELECT Switch to
TOTAL position again.
Start Refuel Operation:
ALL VALVES PRESELECT CONTROL Switch (10)………...OPEN
When fuel pressure is applied check that applicable REFUEL VALVE
position indicator lights illuminate.
Activate the fuel shutoff control switch (deadman switch) to start the fuel
flow.
Refueling operation will begin and stop automatically when the preselected
quantity has been reached. When a tank becomes full, the respective
refuel valve will close and the valve position indicator light will extinguish.
Note: Refueling can be stopped at any time by selecting the ALL VALVES
PRESELECT CONTROL Switch to CLOSED.
When all REFUEL VALVE position indicator lights are extinguished:
ALL VALVES PRESELECT CONTROL Switch (10)……….CLOSED
Check ACTUAL TOTAL FUEL QTY is within 100 kg of PRESELECT
value (12).
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If corrective action is required:
REFUEL VALVE CONTROL SWITCH (low tank) (13).…..…...OPEN
If quantity is within limits:
REFUEL VALVE CONTROL SWITCH (14)…………………CLOSED
MANUAL SHUTOFF VALVE Handles (15)………………….CLOSED
Disconnect fueling hose nozzles and install fueling receptacle caps (16).
REFUELING Control Panel Door (17)...…………………….CLOSED
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SP.12.4 (ERF) Fuel Distribution
Total Fuel in MAIN 1 and 4 MAIN 2 and 3 RES 2 and 3
Kg (x 1000)
each
each
each
10.0
2.5
2.5
20.0
5.0
5.0
30.0
7.5
7.5
40.0
10.0
10.0
50.0
12.5
12.5
51.6
12.9
12.9
53.6
12.9
13.9
59.6
12.9
16.9
67.6
12.9
19.5
1.4
69.6
12.9
19.5
2.4
72.6
12.9
19.5
3.9
75.4
12.9
20.9
3.9
79.4
12.9
22.9
3.9
89.4
12.9
27.9
3.9
99.4
12.9
32.9
3.9
108.6
12.9
37.5
3.9
111.2
12.9
37.5
3.9
119.2
12.9
37.5
3.9
129.2
12.9
37.5
3.9
132.1
12.9
37.5
3.9
132.2
12.9
37.5
3.9
139.2
12.9
37.5
3.9
149.2
12.9
37.5
3.9
159.2
12.9
37.5
3.9
160.1
12.9
37.5
3.9
Fuel tank values are based on s.g. of 0.793 kg/l (3.0 kg/usg).
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10.6
20.6
23.5
23.6
30.6
40.6
50.6
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SP.12.5 (BCF) Refueling
General Description
When necessary, i.e. no licensed ground engineer present, the flight crew should
supervise the refueling of the aeroplane.
Refueling procedure (Control Panel LH Wing)
MANUAL SHUTOFF VALVE Handles….…..……………………OPEN
REFUELING Control Panel Door…...…………………..FULLY OPEN
Check that flood lights illuminate; and
Check that indicators provide fuel quantity reading.
POWER Switch…..…..………….………………………………...NORM
TEST GAGES Switch…..…..…………………………………….PRESS
Check all indicator displays read 888.8; and
Check indicators return to normal indication after releasing TEST
GAGES Switch.
All fueling control panel indicator lights (11x)….....…….PRESS to test
REFUEL VALVE CONTROL Switches (7x)…….....………….CLOSED
THUMBWHEELS…....………………………………………………..SET
Select with thumb wheels total block fuel required.
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PRESELECT Switch…..……………………...TOTAL then Release
Check that lower TOTAL FUEL indicator display reads same quantity
as selected with thumbwheels.
If lower indicator display remains blank, move PRESELECT Switch to
TOTAL position again.
Start Refuel Operation:
ALL VALVES PRESELECT CONTROL Switch…….………...OPEN
When fuel pressure is applied check that applicable REFUEL VALVE
position indicator lights illuminate.
Activate the fuel shutoff control switch (deadman switch) to start the fuel
flow.
Refueling operation will begin and stop automatically when the preselected
quantity has been reached. When a tank becomes full, the respective
refuel valve will close and the valve position indicator light will extinguish.
Note: Refueling can be stopped at any time by selecting the ALL VALVES
PRESELECT CONTROL Switch to CLOSED.
When all REFUEL VALVE position indicator lights are extinguished:
ALL VALVES PRESELECT CONTROL Switch…………….CLOSED
Check ACTUAL TOTAL FUEL QTY is within 100 kg of PRESELECT
value (12).
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If corrective action is required:
REFUEL VALVE CONTROL SWITCH (low tank)……..…..…...OPEN
If quantity is within limits:
REFUEL VALVE CONTROL SWITCH………………………CLOSED
MANUAL SHUTOFF VALVE Handles…...………………….CLOSED
Disconnect fueling hose nozzles and install fueling receptacle caps (16).
REFUELING Control Panel Door…......…………………….CLOSED
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SP.12.6 (BCF) Fuel Distribution
Total Fuel in MAIN 1 and 4 MAIN 2 and 3 RES 2 and 3
CENTER
Kg (x 1000)
each
each
each
10.0
2.500
2.500
20.0
5.000
5.000
30.0
7.500
7.500
40.0
10.000
10.000
45.0
11.250
11.250
50.0
12.500
12.500
55.0
13.750
13.750
60.0
13.850
16.150
65.0
13.850
18.650
70.0
13.850
19.750
1.400
75.0
13.850
19.750
3.900
80.0
13.850
22.050
4.100
85.0
13.850
24.550
4.100
90.0
13.850
27.050
4.100
95.0
13.850
29.550
4.100
100.0
13.850
32.050
4.100
105.0
13.850
34.550
4.100
110.0
13.850
37.050
4.100
115.0
13.850
38.500
4.100
2.100
120.0
13.850
38.500
4.100
7.100
125.0
13.850
38.500
4.100
12.100
130.0
13.850
38.500
4.100
17.100
135.0
13.850
38.500
4.100
22.100
140.0
13.850
38.500
4.100
27.100
145.0
13.850
38.500
4.100
32.100
150.0
13.850
38.500
4.100
37.100
155.0
13.850
38.500
4.100
42.100
160.0
13.850
38.500
4.100
47.100
165.0
13.850
38.500
4.100
52.100
165.3
13.850
38.500
4.100
52.400
Fuel tank values are based on s.g. of 0.80 KG/L, 3.04 kg/USG, 6.70 LB/USG.
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SP.16 Adverse Weather
SP.16.1 Introduction
Airplane operation in adverse weather conditions may require additional
considerations due to effects of extreme temperatures, precipitation, turbulence,
and windshear.
Procedures in this section supplement normal procedures and should be observed
when applicable.
SP.16.2 Takeoff - Wet or Contaminated Runway Conditions
The following information applies to takeoffs on wet or contaminated runways:
(a) For wet runways, reduced thrust (fixed derate, assumed temperature method,
or both) is allowed provided suitable takeoff performance accountability is made
for the increased stopping distance on a wet surface;
(b) For runways contaminated by slush, snow, standing water, or ice, reduced
thrust (fixed derate) is allowed provided takeoff performance accounts for the
runway surface condition. Reduced thrust using assumed temperature method,
whether alone or in combination with a fixed derate is not allowed;
(c) V1 may be reduced to minimum V1 to provide increased stopping margin
provided the field length required for a continued takeoff from the minimum V1
and obstacle clearance meet the regulatory requirements. The determination of
such minimum V1 may require a real-time performance calculation tool or other
performance information supplied by dispatch;
(d) Takeoffs are not recommended when slush, wet snow, or standing water depth
is more than 0.5 inches (13 mm) or dry snow depth is more than 4 inches (102
mm); and
(e) (BCF) is not certified for takeoff on runway covered with dry snow.
SP.16.3 Cold Weather Operation
(a) Considerations associated with cold weather operation are primarily concerned
with low temperatures and with ice, snow, slush, and standing water on the
airplane, ramps, taxiways and runways.
(b) Icing conditions exist when OAT (on the ground) or TAT (in flight) is 10°C or
below, and any of the following exist:
(1) Visible moisture (clouds, fog with visibility of one statute mile (1600 m) or
less, rain, snow, sleet, ice crystals, and so on) is present; or
(2) Ice, snow, slush, or standing water is present on the ramps, taxiways, or
runways.
CAUTION
Do not use nacelle anti-ice when OAT (on the
ground) is above 10°C. Do not use nacelle or wing
anti–ice when TAT (in flight) is above 10°C.
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SP.16.3.1 Exterior Inspection
Although removal of surface snow, ice, and frost is normally a maintenance
function, during preflight procedures, the captain or first officer should carefully
inspect areas where surface snow, ice or frost could change or affect normal
system operations.
Do the normal Exterior Inspection with the following additional steps:
Surfaces………………………………………….………………..Check
Takeoff with light coatings of frost, up to 1/8 inch (3mm) in thickness, on
lower wing surfaces due to cold fuel is allowable, however, all leading edge
devices, all control surfaces, and upper wing surfaces must be free of
snow, ice and frost.
Thin hoarfrost is acceptable on the upper surface of the fuselage provided
all vents and ports are clear. Thin hoarfrost is a uniform white deposit of
fine crystalline texture, which usually occurs on exposed surfaces on a
cold and cloudless night, and which is thin enough to distinguish surface
features underneath, such as paint lines, markings, or lettering.
Pitot probes and static ports…………………………………….Check
Verify that all pitot probes and static ports are free of snow or ice.
Water rundown after snow removal may freeze immediately forward of
static ports and cause an ice buildup which disturbs airflow over the static
ports resulting in erroneous static readings even when the static ports are
clear.
Air conditioning inlets and exits………………………………….Clear
Verify that the air inlets and exits, including the outflow valves, are clear of
snow or ice.
Engine inlets……………………………………………………….Clear
Verify that the inlet cowling is free of snow and ice.
Fuel tank vents…………………………………………………….Clear
Verify that all traces of ice or frost are removed.
Landing gear doors………………………………………………Check
Landing gear doors should be free of snow and ice.
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APU air inlets……………………………………………………..Check
The APU inlet door and cooling air inlet must be free of snow or ice
prior to APU start.
SP.16.3.2 Engine Start Procedure
Do the normal Engine Start Procedure with the following considerations:
Oil pressure may be slow to rise;
Initial oil pressure rise may be higher than normal;
Additional warm-up time may be needed to allow oil temperature to reach the
normal range; and
Airplanes with LCD displays: Displays may require additional warm-up time
before displayed engine indications accurately show changing values. Displays
may appear less bright than normal.
SP.16.3.3 Nacelle Anti–Ice Operation – On the Ground
Nacelle anti–ice must be selected ON immediately after all engines are started and
remain on during all ground operations when icing conditions exist or are anticipated
except when temperature is less than -40°C OAT.
WARNING
CAUTION
Do not rely on airframe visual icing cues
before activating nacelle anti–ice. Use the temperature
and visible moisture criteria because late activation
of engine anti-ice may allow excessive ingestion of
ice and result in damage or failure.
Do not use nacelle anti-ice when OAT is above 10° C.
When nacelle anti–ice is needed:
Nacelle anti-ice switches………………….……………………….ON
PM
When nacelle anti-ice is no longer needed:
(ERF) Nacelle anti-ice switches…………………….…………AUTO
PM
(BCF) Nacelle anti-ice switches………...…………………...….OFF
PM
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SP.16.3.4 Before Taxi Procedure
Do the normal Before Taxi Procedure with the following modifications:
If there is snow or ice accumulation on the wing, consider delaying the flight
control check until after de-icing/anti-icing is accomplished.
If taxi route is through ice, snow, slush, or standing water in low temperatures
or if precipitation is falling with temperatures below freezing, taxi out with the
flaps up. Taxiing with the flaps extended subjects the flaps and flaps drives to
contamination. Leading edge flaps are also susceptible to slush accumulations.
Call “FLAPS ___” as needed for takeoff
Flap lever……………………………….Set takeoff flaps, as needed
C
F/O
SP.16.3.5 Taxi-Out
CAUTION
Taxi at a reduced speed. Use smaller tiller and
rudder inputs, and apply minimum thrust smoothly.
Differential thrust may be used to help
maintain airplane momentum during turns. At all
other times, apply thrust evenly. Taxiing on slippery
taxiways or runways at excessive speed or with high
crosswinds can start a skid.
When nacelle anti-ice is required and the OAT is 3°C or below, do an
engine run up, as needed, to minimize ice build-up. Use the following
procedure:
Check that the area behind the airplane is clear.
(ERF) Run-up to a minimum of 60% N1 for approximately 30 seconds
duration at intervals no greater than 30 minutes.
(BCF) Run-up to a minimum of 50% N1 for approximately 1 second
duration at intervals no greater than 15 minutes.
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SP.16.3.6 De-icing / Anti-icing
Testing of undiluted de-icing/anti-icing fluids has shown that some of the fluid
remains on the wing during takeoff rotation and initial climb. The residual fluid
causes a temporary decrease in lift and increase in drag, however, the effects are
temporary. Use the normal takeoff rotation rate.
CAUTION
Operate the APU during de-icing only if necessary. If
the APU is running, ingestion of de-icing fluid causes
objectionable fumes and odors to enter the airplane.
Ingestion of snow, slush, ice, or de-icing/anti-icing
fluid can also damage the APU.
If de-icing / anti-icing is needed:
APU………………………………………………………….As needed
PM
The APU should be shut down unless APU operation is necessary.
Call “FLAPS UP”
PF
Flaps………………………………………………………..…..…….UP
PM
Prevents ice and slush from accumulating in flap cavities
during de-icing.
Thrust levers…………………………………………….………….Idle
PF
Reduces the possibility of injury to personnel at inlet or exhaust area.
PACK control selectors………..................………………………OFF
PM
Reduces the possibility of fumes entering the air conditioning system.
APU bleed air switch (APU running)…………………………….OFF
PM
Reduces the possibility of fumes entering the air conditioning system.
After de-icing / anti-icing is completed:
APU…………………………………………………..……..As needed
APU bleed air switch (APU running)………….………………….ON
PM
PM
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Wait approximately one minute after de-icing is completed to turn pack
selectors on to ensure all de-icing fluid has been cleared from the engines.
PACK control selectors………………………………………..NORM
PM
Flight controls……………………………………..Check, as needed
PF
SP.16.3.7 Before Takeoff Procedure
Do the normal Before Takeoff Procedure with the following modifications:
Call “FLAPS ___” as needed for takeoff
PF
Flap lever……………………………….Set takeoff flaps, as needed
PM
Extend the flaps to the takeoff setting at this time if they have been
held due to slush, standing water, or icing conditions, or because of
exterior de-icing / anti-icing.
SP.16.3.8 Takeoff Procedure
Do the normal Takeoff Procedure with the following modifications:
When nacelle anti-ice is required and the OAT is 3°C or below, the takeoff
must be preceded by a static engine run-up. Use the following procedure:
(ERF) Run-up to a minimum of 60% N1 for approximately 30 seconds
duration and confirm stable engine operation before the start of the
takeoff roll.
(BCF) Run-up to a minimum of 50% N1 and confirm stable engine
operation before the start of the takeoff roll.
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SP.16.3.9 (ERF) Nacelle Anti-ice Operation - In flight
Nacelle anti-ice must be AUTO or ON during all flight operations when icing
conditions exist or are anticipated, except when the temperature is below –
40°C SAT.
CAUTION
Do not use nacelle anti-ice when TAT is above 10°C.
Manual Use of Nacelle Anti-ice.
When using the nacelle anti-ice system manually in areas of possible icing,
activate nacelle anti-ice before entering icing conditions.
WARNING
If using the nacelle anti-ice system manually, do not
rely on airframe visual icing cues before activating
nacelle anti-ice. Use the temperature and visible
moisture criteria because late activation of engine
anti-ice may allow excessive ingestion of ice and
result in engine damage or failure.
When manual use of nacelle anti-ice is needed:
Nacelle anti-ice switches ..………………....................................ON
PM
When manual use of nacelle anti-ice is no longer needed:
Nacelle anti-ice switches ........…………………......... AUTO or OFF
PM
SP.16.3.10 (BCF) Nacelle Anti-ice Operation - In flight
Nacelle anti-ice must be ON during all flight operations when icing conditions
exist or are anticipated, except when the temperature is below –40°C SAT.
When operating in areas of possible icing, activate nacelle anti-ice before
entering icing conditions.
WARNING
CAUTION
Do not rely on airframe visual icing cues before
activating nacelle anti-ice. Use the temperature and
visible moisture criteria because late activation of
engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.
Do not use nacelle anti-ice when TAT is above 10°C.
(Continued)
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When nacelle anti-ice is needed:
Nacelle anti-ice switches…………………………………..…………………………..ON
PM
When nacelle anti-ice is no longer needed:
Nacelle anti-ice switches………………………………………………………………
OFF
PM
SP.16.3.11 (ERF) Fan Ice Removal
CAUTION
Avoid prolonged operation in moderate to severe icing
conditions.
If moderate to severe icing conditions are encountered:
During flight in moderate to severe icing conditions for prolonged periods with N1 settings at
or below 70%, or when fan icing is suspected due to high engine vibration, the fan blades
must be cleared of any ice. Do the following procedure every 10 minutes on all engines, one
engine at a time:
Increase thrust to a minimum of 70% N1 for 10 to 30 seconds.
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SP.16.3.12 Wing Anti-ice Operation - In flight
(a) Ice accumulation on the flight deck window frames, windshield center post, or windshield wiper
arm, or side windows may be used as an indication of structural icing conditions and the need
to turn on wing anti-ice;
(b) The wing anti-ice system may be used as a de-icer or anti-icer in flight only. The primary
method is to use it as a de-icer by allowing ice to accumulate before turning wing anti-ice on.
This procedure provides the cleanest airfoil surface, the least possible runback ice formation,
and the least thrust and fuel penalty. Normally, it is not necessary to shed ice periodically
unless extended flight through icing conditions is necessary (holding);
(c) The secondary method is to use wing anti-ice before ice accumulation;
(d) Operate the wing anti-ice system as an anti-icer only during extended operations in moderate
or severe icing conditions.
CAUTION
Do not use wing anti-ice when TAT is above 10°C.
Note: Wing anti-icing is not effective with leading edge flaps extended.
If icing conditions exist, turn anti-icing on after retraction of leading edge flaps; or complete
anti-icing before extension of leading edge flaps.
Note: Prolonged operation in icing conditions with the leading edge and trailing edge flaps
extended is not recommended.
When wing anti-ice is needed:
WING ANTI-ICE switch…………………………...………………………………….ON
PM
When wing anti-ice is no longer needed:
WING ANTI-ICE switch………………………….…………………………………...OFF
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SP.16.3.13 Cold Temperature Altitude Corrections
(a) Extremely low temperatures create significant altimeter errors and greater
potential for reduced terrain clearance. When the temperature is colder than
ISA, true altitude will be lower than indicated altitude. Altimeter errors become
significantly larger when the surface temperature approaches -30°C or colder,
and also become larger with increasing height above the altimeter reference
source.
(b) Apply the altitude correction table when needed:
Apply corrections to all published minimum departure, enroute and
approach altitudes, including missed approach altitudes according to the
table below. Advise ATC of the corrections;
MDA/DA settings should be set at the corrected minimum altitudes for the
approach; and
Corrections apply to QNH and QFE operations.
(c) To determine the correction from the Altitude Correction Table:
Subtract the elevation of the altimeter barometric reference setting source
(normally the departure or destination airport elevation) from the published
minimum altitude to be flown to determine “height above altimeter
reference source”;
If the corrected indicated altitude to be flown is between 100 foot
increments, set the MCP altitude to the closest 100 foot increment above
the corrected indicated altitude to be flown;
Enter the table with Airport Temperature and with “height above altimeter
reference source.” Read the correction where these two entries intersect.
Add the correction to the published minimum altitude to be flown to
determine the corrected indicated altitude to be flown. To correct an
altitude above the altitude in the last column, use linear extrapolation (e.g.,
to correct 6000 feet or 1800 meters, use twice the correction for 3000 feet
or 900 meters, respectively). The corrected altitude must always be
greater than the published minimum altitude; and
Do not correct altimeter barometric reference settings.
(d) An altitude correction due to cold temperature is not needed for the following
conditions:
While under ATC radar vectors;
When maintaining an ATC assigned flight level (FL); and
When the reported airport temperatures is above 0°C or if the airport
temperature is at or above the minimum published temperature for the
procedure being flown.
Note: Regulatory authorities may have other requirements for cold temperature
altitude corrections.
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Altitude Correction Table (Heights and Altitudes in Feet)
Height Above Altimeter Reference Source
Airport
Temp °C
200
300
400
500
600
700
800
900
1000
1500
2000
feet
feet
feet
feet
feet
feet
feet
feet
feet
feet
feet
feet
0°
-10°
-20°
-30°
-40°
-50°
20
30
30
40
50
60
20
50
50
60
80
90
50
120
120
150
190
240
50
130
130
170
220
270
60
140
140
190
240
300
90
210
210
280
360
450
120
280
280
380
480
590
170
290
420
570
720
890
30 30 40 40
60 70 90 100
60 70 90 100
80 100 120 140
100 120 150 170
120 150 180 210
3000
Altitude Correction Table (Heights and Altitudes in Meters)
Airport
Temp °C
0°
-10°
-20°
-30°
-40°
-50°
Height Above Altimeter Reference Source
60
90
120
150
180
210
240
270
300
450
600
900
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
MTRS
5
10
10
15
15
20
5
10
15
20
25
30
10
15
20
25
30
40
10
15
25
30
40
45
10
20
25
35
45
55
15
20
30
40
50
65
15
25
35
45
60
75
15
30
40
55
65
80
20
30
5
60
75
90
25 35 50
45 60 90
65 85 130
85 115 170
110 145 220
135 180 270
SP.16.3.14 After Landing Procedure
CAUTION
Taxi at a reduced speed. Use smaller tiller and rudder
inputs, and apply minimum thrust smoothly.
Differential thrust may be used to help maintain
airplane momentum during turns. At all other times,
apply thrust evenly. Taxiing on slippery taxiways or
runways at excessive speed or with high crosswinds
may start a skid.
Do the normal After Landing Procedure with the following modifications:
(a) After prolonged operation in icing conditions with the flaps extended, or when an
accumulation of airframe ice is observed, or when operating on a runway
contaminated with ice, snow, slush, or standing water;
(b) Do not retract the flaps to less than flaps 25 until the flap areas have been
checked to be free of contaminants; and
(c) Nacelle anti-ice must be selected ON and remain on during all ground
operations when icing conditions exist or are anticipated, except when the
temperature is below -40°C OAT.
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WARNING
CAUTION
Do not rely on airframe visual cues before activating
nacelle anti-ice. Use the temperature
and visible moisture criteria because late activation of
engine anti-ice may allow excessive ingestion of ice
and result in engine damage or failure.
Do not use nacelle anti-ice when OAT is above 10°C.
When nacelle anti-ice is needed:
Nacelle anti-ice switches…………………………………………..ON
PM
When nacelle anti-ice is no longer needed:
Nacelle anti-ice switches…………………………………………OFF
PM
When nacelle anti-ice is required and the OAT is 3°C or below,
do an engine run up as needed, to minimize ice build-up.
Use the following procedure:
PF
Check that the area behind the airplane is clear.
(BCF) Run-up to a minimum of 50% N1 for approximately 1 second
duration at intervals no greater than 15 minutes.
(ERF) Run-up to a minimum of 60% N1 for approximately 30 seconds
duration at intervals no greater than 30 minutes.
SP.16.3.15 Secure Procedure
Do the normal Secure Procedure with the following modifications:
If the airplane will be attended:
PACK control selectors………………………………………...NORM
F/O
If the airplane will not be attended, or if staying overnight at off-line stations or
at airports where normal support is not available, the flight crew must arrange
for or verify that the following steps are done:
Outflow valve manual switches…………………………………...ON
Outflow valve manual control………………………………...CLOSE
F/O
F/O
Position the outflow valves fully closed to inhibit the intake
of snow and ice.
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Wheel chocks………………………………….……..Verify in place
C/F/O
Parking brake……………………………………………...Released
C
Reduces the possibility of frozen brakes.
Cold weather maintenance procedures for securing the airplane
may be required. These procedures are found in the approved
Airplane Maintenance Manual.
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SP.16.4 Hot Weather Operation
During flight planning, consider the following:
High temperatures inflict performance penalties which must be taken into
account on the ground before takeoff; and
(BCF) Alternate takeoff procedures (e.g. APU-to-Pack Takeoff).
During ground operation, consider the following to help keep the airplane as cool as
possible:
All packs should be used (when possible) for maximum cooling;
If cooling air is available from an outside source, the supply should be plugged
in immediately after engine shutdown and should not be removed until just prior
to engine start;
Keep all doors, including cargo doors, closed as much as possible;
Electronic components which contribute to a high temperature level in the flight
deck should be turned off while not needed; and
All air outlets on flight deck should be open.
Note: If only cooling air from ground air conditioning cart is supplied (no pressurized
air from the APU or ground external air), then the TAT probes are not aspirated.
Because of high TAT probe temperatures, the FMCs may not accept an assumed
temperature derate. Delay selecting an assumed temperature derate until after
bleed air is available.
Brake temperature levels may be reached which can cause the wheel fuse plugs to
melt and deflate the tires. Consider the following actions:
Be aware of brake temperature buildup when operating a series of short flight
sectors. The energy absorbed by the brakes from each landing is cumulative;
Extending the landing gear early during the approach provides additional
cooling for tires and brakes; and
In–flight cooling time can be determined from the “Brake Cooling Schedule” in
the Performance–In flight section.
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SP.16.5 Moderate to Heavy Rain, Hail, or Sleet
Flight should be conducted to avoid thunderstorms, hail activity or visible moisture
over storm cells. To the maximum extent possible, moderate to heavy rain, hail, or
sleet should also be avoided.
If moderate to heavy rain, hail or sleet is encountered or anticipated:
Continuous Ignition switch…………………………………………….ON
Provides flameout protection and maintains a minimum
thrust setting of approach idle. Confirm CON IGNITION ON
memo message is displayed.
During descent:
Autothrottles…………………………………………………..Disconnect
Note: In heavy precipitation, engine parameter fluctuations can occur,
particularly a noticeable drop in EGT. Engine parameters will return to normal
immediately upon leaving the area of heavy precipitation.
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SP.16.6 Operation in a Sandy or Dusty Environment
The main hazards of a sandy or dusty environment are erosion (especially of
engine fan blades), accumulation of sand or dust on critical surfaces, and blockage.
The effects of sand ingestion occur predominantly during takeoff, landing and taxi
operations. The adverse effects, however, can occur if the airplane’s flight path was
through a cloud of visible sand or dust, or the airplane was parked during a sand or
dust storm. Premature engine deterioration can result from sand or dust ingestion,
causing increased fuel burn and reduced EGT margins.
CAUTION
After a sandstorm, if all taxiways and runways are not
carefully inspected and swept for debris before flight
ops are conducted, the risk of engine damage and
wear is increased.
SP.16.6.1 Exterior Inspection
Although removal of sand and dust contaminants is primarily a maintenance
function, during the exterior inspection, the captain or first officer should carefully
inspect areas where accumulation of sand or dust could change or affect normal
system operations.
Do the normal Exterior Inspection with the following additional steps:
Windshield…………………………………………………………..Check
Verify that the windshield has been cleaned.
Note: Do not use windshield wipers for sand or dust removal.
Surfaces……………………………………………………………..Check
Verify that the upper surfaces of the wings and other control surfaces
are free of sand.
CAUTION
Particular care should be taken to ensure that the
fuselage and all surfaces are clean after a sand storm
that occurs with a rain storm.
Probes, sensors, ports, vents, and drains (as applicable)……..Check
Verify that all are free of sand and dust.
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Pack inlets………………………………………………….……….Check
Verify that the pack inlets are free of sand and dust.
Outflow valves……………………………………………………...Check
Verify that the outflow valves are free of sand and dust.
Positive and negative pressure relief doors…………………….Check
Verify that all doors are free of sand and dust.
Leading edge flaps………………………………………………...Check
Verify that all leading edges are undamaged.
Engine inlets………………………………………………………..Check
Verify that the inlet cowling is free of sand and dust.
Verify that the fan is free to rotate and fan blades are
undamaged.
Fuel tank vents……………………………………………………..Check
Verify that all vents are free of sand and dust.
Landing gear………………………………………………………..Check
Verify that gear struts and doors are free of sand and
dust build-up.
Vertical and horizontal stabilizers………………………………...Check
Verify that all leading edges are undamaged.
APU air inlet………………………………………………………...Check
Ensure that the APU inlet door is free of sand and dust
before APU start.
SP.16.6.2 Preflight Procedure - First Officer
Do the normal Preflight Procedure - First Officer with the following modifications:
Note: Minimize the use of air conditioning, other than from a ground air
conditioner, as much as possible. If the APU must be used for air conditioning,
maintain a temperature as high as possible while still providing a tolerable flight
deck and cabin environment.
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If APU bleed air will be used and the APU is not operating:
APU bleed air switch………………………………………………Off
F/O
APU……………………………………………………………..START
F/O
Note: Run the APU for one full minute before using it as a bleed air source.
APU bleed air switch……………………………………………….ON
F/O
SP.16.6.3 Engine Start Procedure
Do the normal Engine Start Procedure with the following modifications:
Note: Use a filtered ground cart for pneumatic air for engine start, if available.
Engine START switch……………………………………………..Pull
Verify that the N2 RPM increases
F/O
C,F/O
Allow maximum motoring for 2 minutes to help remove contaminants.
Note: Maximum motoring occurs when N2 does not increase for five to ten
seconds.
FUEL CONTROL switch………………………………………….RUN
C
SP.16.6.4 Before Taxi Procedure
Do the normal Before Taxi Procedure with special emphasis on the following steps:
(BCF) If conditions allow, use the APU-to-Pack Takeoff procedure.
If the APU-to-Pack Takeoff procedure will be used:
Limit APU bleed air use as much as possible to reduce sand and dust
ingestion.
If the APU is not running:
APU bleed air switch……………………………………………….Off
F/O
APU……………………………………………………………..START
F/O
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Note: Run the APU for one full minute before using it as a bleed air source.
APU bleed air switch……………………………………………….ON
Flight controls………………………………………………………...Check
F/O
C
Verify that there is no increase in control forces due to sand or dust
contaminants.
SP.16.6.5 Taxi–Out
Do the following, if conditions permitting, to minimize sand and dust ingestion by the
engines and to improve visibility during taxi:
Use all engines during taxi and taxi at low speed. Limit ground speed to 10
knots and maintain thrust below 40% N1 whenever possible to avoid creating a
vortex during ground operations;
Maintain a greater than normal separation from other aircraft while taxiing and
avoid the ingestion of another engine’s wake;
Avoid engine overhang of unprepared surfaces;
Minimize thrust on the outboard side of the turn during 180° turns;
In the event of a crosswind during 180° turns, turn away from the wind if
possible to minimize sand and dust ingestion;
Whenever possible, avoid situations that would require the airplane to be
brought to a complete stop; and
Avoid excessive braking. The presence of sand or dust will increase brake
wear.
SP.16.6.6 Takeoff
Do the following to minimize sand and dust ingestion by the engines during takeoff:
Use the maximum fixed derate and/or assumed temperature thrust reduction
that meets performance requirements;
Before takeoff, allow sand and dust to settle if conditions allow;
Do not take off into a sand or dust cloud;
Use a rolling takeoff. Whenever possible, avoid setting high thrust at low
speed; and
When visible sand and dust exist, consider delaying flap retraction until above
the dust cloud, if operations allow.
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SP.16.6.7 Landing
Do the following to minimize sand and dust ingestion by the engines during landing:
Use autobrake on landing to help minimize the need for reverse thrust;
If performance allows, minimize the use of reverse thrust to prevent ingestion
of dust and sand and to prevent reduction of visibility.
Reverse thrust is most effective at high speed.
SP.16.6.8 After Landing Procedure
Do the normal After Landing Procedure with the following modifications:
Note: Use external power and ground air carts as much as possible.
Start the APU only if it is needed to supply electrical power or bleed
air after engine shutdown.
If the APU must be started:
APU bleed air switch……………………………………………….Off
PM
APU……………………………………………………………..START
PM
Note: Run the APU for one full minute before using it as a bleed air source.
APU bleed air switch……………………………………………….ON
PM
SP.16.6.9 Taxi-In
Do the following, if conditions allow, to minimize sand and dust ingestion by the
engines and to improve visibility during the taxi-in:
Use all engines and taxi at low speed. Limit ground speed to 10 knots and
maintain thrust below 40% N1 whenever possible;
Maintain a greater than normal separation from other aircraft while taxiing and
avoid the ingestion of another engine’s wake;
Avoid engine overhang of unprepared surfaces;
Minimize engine thrust on the outboard side of the turn during 180° turns;
In the event of a crosswind during 180° turns, turn away from the wind if
possible to minimize sand and dust ingestion;
Whenever possible, avoid situations that would require the airplane to be
brought to a complete stop; and
Avoid excessive braking. The presence of sand or dust will increase brake
wear.
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SP.16.6.10 Shutdown Procedure
Do the normal Shutdown Procedure with the following modifications:
Note: If the APU must be used for air conditioning, maintain a temperature as
high as possible while still providing a tolerable flight deck and cabin
environment.
SP.16.6.11 Secure Procedure
Do the normal Secure Procedure with the following modifications:
Outflow valve manual switches…………………………………...ON
F/O
Outflow valve manual control………………………………...CLOSE
F/O
Position the outflow valves fully closed to inhibit the intake
of sand and dust.
Additional procedures for securing the airplane during sandy or dusty conditions
may be needed. These procedures are normally done by maintenance personnel,
and include, but are not limited to:
Verify that engine covers, if applicable, are in place while the airplane is parked;
Verify that airplane doors are closed;
Verify that all openings are plugged or covered while the airplane is parked.
Streamers should be used to remind personnel to remove before flight; and
Ensure all compartments are closed.
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SP.16.7 Turbulence
During flight in light to moderate turbulence, the autopilot and/or autothrottle may
remain engaged unless performance is objectionable.
Increased thrust lever activity can be expected when encountering wind,
temperature, and large pressure changes. Short–time airspeed excursions of 10 to
15 knots can be expected.
Passenger Signs switches……………………………………………...ON
Advise occupants to fasten seat belts prior to entering areas of
reported or anticipated turbulence.
In moderate to severe turbulence:
Continuous Ignition Switch……………………………………………..ON
SP.16.7.1 Severe Turbulence
The turbulent air penetration speed of 290-310 KIAS or .82-.85 Mach provides
ample protection from stall and high speed buffet, while also providing protection
from exceeding the structural limit.
Flight test data substantiates important benefits are obtained from the use of the
yaw dampers during turbulence penetration. Excursions in sideslip and roll are
minimized and, even though the rudder control may be more active, the structural
loads imposed on the vertical tail are considerably reduced.
The recommended procedures for flight in severe turbulence are summarized
below.
SP.16.7.2 Climb and Cruise
After takeoff and in clean configuration, the autoflight system is recommended for
flight through turbulence. To reduce pitch changes as the AFDS commands speed
on elevators, climb and descend using vertical speed (speed on thrust) and cruise
using altitude hold.
During cruise, VNAV and altitude hold modes use speed on thrust and can be used
in turbulence.
In extreme turbulence, it may be necessary to disconnect the autothrottles.
With autothrottles disconnected, the FMC generates a target thrust setting for
cruise which is displayed on EICAS. Set thrust at or slightly above the target thrust
indicator. Change thrust setting only if required to reverse an unacceptable speed
trend.
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SP.16.7.3 Descent
If severe turbulence is encountered at altitudes below 15,000 feet and the gross
mass is less than the maximum landing weight, the airplane may be slowed to 250
KIAS in the clean configuration. Adequate stall margin exists under these conditions.
Delay flap extension in an area of known turbulence as long as possible because
the airplane can withstand higher gust loads in the clean configuration. Diversion to
another airfield is the best policy if severe turbulence persists in the area.
SP.16.7.4 Manual Flight in Severe Turbulence
If manual flight in severe turbulence becomes necessary, trim the airplane for
penetration speed, then do not change stabilizer position. Control the airplane pitch
attitude with the elevators using the attitude indicator as the primary instrument. In
extreme drafts, large altitude changes may occur.
Do not make sudden large control inputs. Corrective actions to regain the desired
attitude should be smooth and deliberate. Altitude variations are likely in severe
turbulence and should be allowed to occur if terrain clearance is adequate. Control
airplane attitude first, then make corrections for airspeed, altitude, and heading.
SP.16.8 Windshear
Windshear is a change of wind speed and/or direction over a short distance along
the flight path. Indications of windshear are listed in the Windshear Non-normal
Maneuver in this manual.
SP.16.8.1 Avoidance
The flight crew should search for any clues to the presence of windshear along the
intended flight path. Presence of windshear may be indicated by:
Thunderstorm activity;
Virga (rain that evaporates before reaching the ground);
Pilot reports; and
Low level windshear alerting system (LLWAS) warnings.
Stay clear of thunderstorm cells and heavy precipitation and areas of known
windshear. If the presence of windshear is confirmed, delay takeoff or do not
continue approach.
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SP.16.8.2 Precautions
If windshear is suspected, be especially alert to any of the danger signals and be
prepared for the possibility of an inadvertent encounter. The following precautionary
actions are recommended if windshear is suspected:
SP.16.8.2.1 Takeoff
Takeoff with full-rated takeoff thrust is recommended, unless the use of a fixed
derate is required to meet a dispatch performance requirement;
For optimum takeoff performance, use flaps 20 for takeoff unless limited by
obstacle clearance and/or climb gradient;
Use the longest suitable runway provided it is clear of areas of known
windshear;
Use the flight director after takeoff;
Increasing the Vr speed to the performance limited gross mass rotation speed,
not to exceed actual gross weight Vr + 20 knots. Set V speeds for the actual
gross mass. Rotate at the adjusted (higher) rotation speed. This increased
rotation speed results in an increased stall margin, and meets takeoff
performance requirements. If windshear is encountered at or beyond the
actual gross mass Vr, do not attempt to accelerate to the increased Vr, but
rotate without hesitation;
Be alert for any airspeed fluctuations during takeoff and initial climb. Such
fluctuations may be the first indication of windshear;
Know the all-engine initial climb pitch attitude. Rotate at the normal rate to this
attitude for all non-engine failure takeoffs. Minimize reductions from the initial
climb pitch attitude until terrain and obstruction clearance is assured, unless
stick shaker activates;
Crew coordination and awareness are very important. Develop an awareness
of normal values of airspeed, attitude, vertical speed, airspeed buildup. Closely
monitor vertical flight path instruments such as vertical speed and altimeters.
The pilot monitoring should be especially aware of vertical path instruments
and call out any deviations from normal; and
Should airspeed fall below the trim airspeed, unusual control column forces
may be required to maintain the desired pitch attitude. If stick shaker is
encountered, reduce pitch attitude. Do not exceed the Pitch Limit Indication.
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SP.16.8.2.2 Approach and Landing
Use Flaps 25 or 30 for landing;
Establish a stabilized approach no lower than 1,000 feet above the airport to
improve windshear recognition capability;
Use the most suitable runway that avoids the areas of
suspected windshear and is compatible with crosswind or tailwind limitations;
Use electronic or visual glide path indications to detect flight path deviations
and help with timely detection of windshear;
If the autothrottle is disconnected, or is planned to be disconnected prior to
landing, add an appropriate airspeed correction (applied in the same manner
as gust), up to a maximum of 20 knots;
Avoid large thrust reductions or trim changes in response to sudden airspeed
increases, as these may be followed by airspeed decreases;
Crosscheck flight director commands using vertical flight instruments; and
Crew coordination and awareness are very important, particularly at night or in
marginal weather conditions. Closely monitor the vertical flight path instruments
such as vertical speed, altimeters and glide slope displacement. The pilot
monitoring should call out any deviations from normal. Use of the autopilot
and autothrottle for the approach may provide more monitoring and recognition
time.
SP.16.8.3 Recovery
Accomplish the WINDSHEAR maneuver found in the QRH chapter Non-Normal
Maneuvers.
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SP.16.9 Windshield Washer
Note: Do not use windshield wipers on dry window.
1. Windshield Washer switch (As required)……………………….……..ON
2. Windshield Wiper selector…………………………………….As required
SP.16.10 Ice Crystal Icing (ICI)
At temperatures below freezing near convective weather, the airplane can
encounter visible moisture made up of high concentrations of small ice crystals. Ice
crystals can accumulate aft of the engine fan, in the engine core. Ice shedding can
cause engine vibration, engine power loss, and engine damage.
Ice crystal icing is difficult to detect because ice crystals do not cause significant
weather radar returns. They are often found in high concentrations above and near
regions of heavy precipitation. Ice crystals do not stick to cold aircraft surfaces.
Avoid ICI conditions. Flight in clouds containing ice crystals has been associated
with engine vibration, engine power loss, engine damage, and airplane Total Air
Temperature (TAT) probe icing.
Because these conditions can be difficult to recognize, careful preflight planning is a
key component of in–flight situational awareness. When ICI is encountered or
suspected, do the QRH Ice Crystal Icing NNC to mitigate the effect on the flight.
SP.16.10.1 Recognize Ice Crystal Icing Weather
Ice crystals are most frequently found in areas of visible moisture and above
altitudes normally associated with icing conditions. Their presence can be indicated
by one or more of the following:
Appearance of rain on the windshield at temperatures too cold for liquid water
to exist. This is due to ice crystals melting on the heated windows (sounds
different than rain);
Airplane TAT indication remains near 0ºC due to TAT probe icing;
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(Continue)
Areas of light to moderate turbulence;
In IMC with:
No significant airframe icing;
No significant radar returns at airplane altitude; and
Heavy precipitation below the airplane, identified by amber and red radar
returns on weather radar.
Cloud tops above typical cruise levels (above the tropopause);
Smell of ozone or sulfur;
Humidity increase; and/or
Static discharge around the windshield (St. Elmo’s fire).
Note: The icing conditions detections system does not detect ice crystal icing. It is
designed to detect supercooled water only.
SP.16.10.2 Avoiding Ice Crystal Icing Weather
During flight in IMC, avoid flying directly over significant amber or red radar returns,
even if there are no returns at airplane altitude.
Use the weather radar controls to assess weather radar reflectivity below the
airplane flight path. Refer to weather radar operating instructions for additional
information.
Areas with a higher risk of High Ice Water Content (HIWC) are identified by some
aviation weather vendors. In these areas, ICI should be suspected while operating
in IMC. Use of this type of HIWC information is recommended for strategic preflight
planning and in–flight adjustments in order to avoid potential ICI conditions.
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SP.16.10.3 Ice Crystal Icing Suspected
If conditions allow, exit the ice crystal icing conditions laterally. Climbing or
descending to exit ice crystal icing conditions is not recommended.
Request a route change to minimize the time above red and amber radar returns.
Do the Ice Crystal Icing non-normal checklist in the Quick Reference Handbook
(QRH).
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SP.17 Flight Crew Briefing for occupants
General
(a) Maximum occupancy is (ERF) 8 and (BCF) 10
(b) Visibly wear an identification card when entering and leaving the aeroplane.
(c) Obey all lawful commands given by the commander for the purpose of securing the aeroplane
and all persons carried therein.
(d) Luggage stowage
(1) Suitcase must be stowed on the main deck and hand luggage under the seat or baggage
bins; and
(2) Make sure (hand) luggage is not blocking any exits and/or decompression panels.
(e) Decompression panels
Show the decompression panels and make sure the panels are not blocked.
(f) Doors and slides, normal operation
(1) Explain emergency door operation.
(2) Door operation is performed by the flight crew during normal operations.
(g) Upper deck door (smoke barrier hatch)
The smoke barrier should be secured except when entering or leaving the main deck cargo
compartment (refer to “normal procedures, entry to the main deck during flight”).
(h) Communication with the flight crew
Communication from the flight deck is done via the PAS or in person, communication to the
flight deck is done in person.
(i) No smoking allowed.
(j) Electronic devices must be switched off when the “fasten seatbelt” light is on and equipment
with an antenna must never be used when the doors are closed.
(k) Upper and main deck lights:
(1) Upper and main deck lights can be switched on or off at the upper deck cabin service
module.
(2) Main deck lights can also be switched on and off on the main deck at the (ERF) nose
cargo door control panel and (BCF) nose section LH
(l) Do not impede flight crew members in the performance of their duties.
(m) Use of crew Rest Facilities is only allowed in consultation with Flight Crew and when not
performing duties.
(n) Show safety briefing card, and emphasise its importance.
(ERF) Emergency exit(s) and slides
(a) Upper deck door and slide:
(1) The primary escape routing is via the upper deck door and slide (single lane);
(2) Can not be used in case of tail-tipping. Use the escape reels (plus harness) on the flight
deck in case the upper deck door and slide are unusable;
(Continue)
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(Continued)
(3) Operation of door and slide:
(i) Check outside safe;
(ii) Pull and rotate door handle and move door aft (mind your head, door
moves inwards!);
(iii) Hold on to assist handle and pull pack board release handle; and
(iv) Push and rotate slide outwards.
(v) If automatic inflation fails, pull manual inflation handle.
Emergency exit hatch with escape reels in the cockpit:
(a) The escape hatch is for evacuation purposes from the flight deck only;
(b) (ERF) eight (8) and (BCF) four (4) escape reels are installed near the hatch;
(c) An escape reel has a braking mechanism, which prevents an uncontrolled fall
during an evacuation;
(d) (ERF) Six (6) emergency harnesses are available in the upper deck cabin.
They must be used by occupants when evacuating the aircraft via the
emergency exit hatch;
(e) Operation of escape reel and harness:
(1) Step into harness with belt buckles forward;
(2) Put black strap over shoulder and tighten;
(3) Tighten grey strap (now put on life vest, if applicable);
(4) Hook red strap to escape reel in the cockpit;
(5) Open exit hatch by removing cover, rotate door handle and pull hatch
inward;
(6) Climb into escape hatch;
(7) Turn your back towards aircraft outer skin and firmly hold onto escape reel
and slide down; and
(8) Upon reaching the ground / water: Unhook strap and move to safe area.
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Main deck doors (fwd and aft)
(a) Main deck doors are not equipped with an escape slide; and
(b) An escape rope is provided above the main deck doors.
Explain use of life raft.
(ERF) Position of emergency lights
(a) On the upper deck: exit signs, emergency aisle lights, upper deck service door,
flight deck dome light, and exterior slide light; and
(b) On the main deck: at the main deck entry door (11).
(BCF) Position of emergency lights
(a) On the upper deck only: exit signs, emergency aisle lights, emergency exit
door, slide and slide base area.
(ERF) Emergency equipment
(a) Main deck emergency equipment:
(1) Near the entry door (11):
Large halon fire extinguisher, water extinguisher and gloves.
(2) On the main deck side wall forward of the wing:
(i) Eight (8) warning modules with a light and buzzer are installed
(4 on each side);
(ii) Light on: return to seat and fasten seatbelt; and
(iii) Light and buzzer on: Don oxygen mask and return to seat.
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(b) Upper deck emergency equipment:
(1) Emergency equipment panel:​
PBE, ELT, portable oxygen bottle, gloves, first aid kit, escape harnesses,
halon and water fire extinguishers, extra life vests and plug-in interphone.
(2) Under galley closet:
Life raft and glucose kit.
(3) Under each cabin seat:
Life vest.
(4) Crew rest door:
Escape harness.
(5) Flight deck:
Portable oxygen bottle, fixed oxygen mask with smoke goggle, PBE, axe,
halon fire extinguisher, life vests and flash lights.
(6) Upper deck right hand cupboard two portable oxygen installed for access
to the main deck during flight.
(BCF) Emergency equipment
(a) Main deck emergency equipment:
(1) Near the entry door (11):
PBE, large halon fire extinguisher, water extinguisher and a crash axe.
(b) Upper deck emergency equipment:
(1) Emergency equipment panel opposite to the galley:
PBE, ELT, portable oxygen bottle, gloves, halon and water fire extinguisher.
(2) Other side of the emergency equipment panel:
Life raft, dangerous goods kit, glucose kit and first aid kit.
(3) Next to the galley:
Flash light.
(4) Under the armrest of each cabin seat:
Life vest.
(5) Flight deck:
Portable oxygen bottle, fixed oxygen mask with smoke goggle, PBE, crash
axe, halon fire extinguisher, life vests and flash lights.
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(ERF) Emergency exit(s) and slides
(a) Upper deck door and slide:
(1) The primary escape routing is via the upper deck door and slide (single lane);
(2) Can not be used in case of tail-tipping. Use the escape reels (plus harness) on the flight
deck in case the upper deck door and slide are unusable;
(3) Operation of door and slide:
(i) Check outside safe;
(ii) Pull and rotate door handle and move door aft (mind your head, door moves
inwards!);
(iii) Hold on to assist handle and pull pack board release handle;
(iv) Push and rotate slide outwards; and
(v) If automatic inflation fails, pull manual inflation handle.
(BCF) Emergency exit(s) and slides
(a) Two upper deck emergency exit doors (one on each side of the fuselage) with escape slides.
The slides are long enough to be used in case of tail tipping.
The slides are equipped with a slide arming lever.
(1) Operation of door and slide:
(i) Check outside safe;
(ii) Check slide arming lever in armed position (UP); and
(iii) Pull up emergency door control handle until power assist takes over, door opens and
slide container rotates outboard then the slide inflates automatically.
(2) If automatic rotation fails:
(i) Sit down and rotate slide container outwards by foot.
(3) If automatic inflation fails:
(i) Lift flap and pull manual inflation handle on the girt.
(4) If power assist fails:
(i) Use opposite exit.
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Normal procedures
(a) Before T/O and landing:
(1) Stow luggage and make sure that exits are not blocked;
(2) Stow tray table and footrest;
(3) Fasten seatbelt; and
(4) Seatback upright.
(b) (ERF) Entry to the main deck during flight:
(1) No access during taxi, take-off, turbulence and landing;
(2) The flight crew shall be informed when entering and leaving the main deck;
(3) An automatic signal shall be provided to indicate persons on the main deck to don their
oxygen in case of decompression;
(4) Only allowed when necessary for the care and handling of animals or cargo;
(5) No more than 2 persons allowed on the main deck (three in case of emergency);
(6) Upper deck door must remain closed;
(7) A portable oxygen bottle with mask attached shall be carried by each person;
(8) Do not enter when fire or smoke is sensed on the main deck;
(9) In case communication with the flight deck is needed, a plug-in interphone can be used
on the main deck; and
(10) Persons shall be briefed on how to recognize turbulence and a decompression and when
to return to their seat and in case of a decompression or fire / smoke to don their oxygen
mask.
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(Continue)
(c) (BCF) Entry to the main deck during flight:
(1) No access during taxi, take-off, turbulence and landing;
(2) The flight crew shall be informed when entering and leaving the main deck;
(3) No automatic signal is provided to warn persons about turbulence,
decompression or fire / smoke;
(4) Persons shall be briefed on how to recognize turbulence and a
decompression and when to return to their seat and in case of a
decompression or fire / smoke to don their oxygen mask;
(5) Only allowed when necessary for the care and handling of animals or
cargo;
(6) No more than 2 persons allowed on the main deck (three in case of
emergency);
(7) Upper deck door must remain closed;
(8) A portable oxygen bottle with mask attached shall be carried by each
person; and
(9) Do not enter when fire or smoke is sensed on the main deck.
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Non-normal procedures
(a) Decompression
(1) Fixed oxygen masks are fitted on the upper deck, on the main deck a
portable oxygen bottle must be used when the flight crew has given the
command “CABIN DON MASKS”; and
(2) When the use of oxygen masks is no longer required, the flight crew shall
give the command via the PAS: “CABIN MASKS OFF”.
(b) Emergency landing
(1) Stow luggage, tray table and footrest;
(2) Make sure exits are clear;
(3) Take life vest if necessary (do not inflate, inflate only when outside the
aircraft);
(4) Remove sharp objects from your pockets;
(5) Remove high healed shoes (in case of ditching all shoes);
(6) Fasten seat belt;
(7) Just before touchdown flight crew will give the command “BRACE FOR
IMPACT”;
(8) Take your brace position, bend forward and fold your arms around your
legs;
(9) Remain seated in the brace position until you hear one of the following
commands after landing:“CABIN REMAIN SEATED”.
(10) This means that you have to remain seated and wait for further
instructions and/or “EVACUATE, EVACUATE”.
(11) Upon this command open seatbelt and evacuate via the emergency exit.
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SP.18 Flight Maneuvers Crew Coordination Procedures
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SP.18.1 Takeoff Engine Failure
Condition: Engine failure (fire, flameout, stall or severe damage) occurs after
reaching V1.
Pilot Flying
Pilot Monitoring
Call "ENGINE FAILURE”.
At VR, call “ROTATE”.
Monitor airspeed and vertical speed.
After liftoff, follow F/D commands to
maintain speed V2 to V2+10.
Establish a positive rate of climb.
Verify a positive rate of climb on the
altimeter and call “GEAR UP”.
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE”.
Set landing gear lever to UP.
After landing gear retraction is complete:
Set landing gear lever to OFF.
When above the minimum altitude for
autopilot engagement.
Call “ENGAGE___AUTOPILOT”.
Above 400 ft radio altitude, call for a roll
mode as needed. (1)
Engage autopilot.
Select or verify the roll mode.
Verify VNAV engaged.
Call “___TAKE ACTION” (if applicable);
Accomplish memory items (if applicable); Accomplish memory items (if
applicable); and
and
Call “MEMORY ITEMS COMPLETE”.
Call “MEMORY ITEMS COMPLETE”.
Verify acceleration at the engine out
acceleration height. (2)
Call “FLAPS___” according to the flap
Position flap lever as directed.
retraction schedule.
When flaps are UP
Select or command “ENG OUT and
Verify or select ENG OUT AND EXE”;
EXE”; (3) and
Verify CON thrust;
Verify air conditioning packs
Verify CON thrust.
operating; and
(ERF) Set the engine anti-ice
selectors to AUTO.
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Pilot Flying
(Continued)
Call for the applicable NNC.
Pilot Monitoring
Do the applicable NNC.
When a deviation from the LNAV route is required (EOSID) use HDG SELECT
and consider the use of FLCH;
(1)
​(2) If VNAV not engaged select FLCH at E/O acceleration height and set speed
V2+100.
At V2+100 and when the flaps are UP use THR switch to select CON thrust.
​(3) Below ENG OUT acceleration height, FMC automatically switches to ENG OUT
mode. For engine failures above the programmed ENG OUT altitude this is not the
case, hence this instruction “select eng out and exe”.
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SP.18.2 Rejected Takeoff
The captain has the sole responsibility for the decision to reject the takeoff. The
decision must be made in time to start the rejected takeoff maneuver by V1. If the
decision is to reject the takeoff, the captain must clearly announce “REJECT,”
immediately start the rejected takeoff maneuver, and assume control of the
airplane. If the first officer is making the takeoff, the first officer must maintain
control of the airplane until the captain makes a positive input to the controls.
Prior to 80 knots, the takeoff should be rejected for any of the following:
Activation of the master caution system;
System failure;
Unusual noise or vibration;
Tire failure;
Abnormally slow acceleration;
Takeoff configuration warning;
Fire or fire warning;
Engine failure;
Predictive windshear warning (as installed); and
If the airplane is unsafe or unable to fly.
Above 80 knots and prior to V1, the takeoff should be rejected for any of the
following:
Fire or fire warning;
Engine failure;
Predictive windshear warning (as installed); and
If the airplane is unsafe or unable to fly.
During takeoff, the crew member observing the non-normal situation will
immediately call it out as clearly as possible.
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Captain
First Officer
Without delay:
Verify actions as follows:
Simultaneously close thrust levers;
Thrust levers closed;
Disconnect autothrottle;
Autothrottle disconnected; and
Apply maximum manual wheel brakes
Maximum brakes applied.
or verify operation of RTO autobrake;
If RTO autobrake selected, monitor
system performance and apply
manual wheel brakes if
AUTOBRAKES message displayed or
deceleration not adequate.
Raise speedbrake lever.
Verify speedbrake lever UP and call
“SPEEDBRAKES UP”.
If speedbrake lever not UP, call
“SPEEDBRAKES NOT UP”.
Apply the maximum amount of
reverse thrust on symmetric engines
consistent with conditions.
Verify reverse thrust applied
symmetrically;
When all REV indications are green,
call "REVERSERS NORMAL".; and
If there is no REV indication(s) or the
indication(s) stays amber, call “NO
REVERSER ENGINE(S) NUMBER
___” or “NO REVERSERS”.
Continue maximum braking until
certain the airplane will stop on the
runway.
Field length permitting:
Initiate movement of reverse thrust
levers to reach reverse idle detent by
taxi speed.
Call out any omitted action items.
Call out 60 knots; and
Communicate reject decision to
control tower and cabin as soon as
practical.
When the airplane is stopped, perform procedures as required.
Review Brake Cooling Schedule for brake cooling time and precautions (refer to
Performance Inflight chapter).
Consider the following:
The possibility of wheel fuse plugs melting;
The need to clear the runway;
The requirement for remote parking;
Wind direction in case of fire;
Alerting fire equipment;
Not setting parking brake unless evacuation is necessary;
Advising the ground crew of the hot brake hazard;
Advising the occupants of the need to remain seated or evacuate; and
Completion of the Non-Normal checklist (if appropriate) for conditions which
caused the RTO.
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SP.18.3 Instrument Approach Using Vertical Speed (V/S)
Pilot Flying
Initially
If on radar vectors
HDG SEL; and
Pitch mode (as needed)
If enroute to a fix
LNAV or other roll mode; and
VNAV or other pitch mode
Pilot Monitoring
Notify supernumerary(s) to prepare for
landing. Verify that the upper deck is
secure.
Call “FLAPS __” according to the flap
extension schedule.
Set the flap lever as directed.
Recommended roll modes for the final
approach are: (1)
RNAV, GPS, LOC-BC, VOR or
NDB approach: LNAV or HDGSEL;
or
LOC, or LDA approach: LOC or
LNAV. (2)
When on the final approach course intercept heading for LOC or LOC-BC
approaches:
Verify that the localizer is tuned and identified;
Verify that the LOC pointer is shown.
Use LNAV, or other roll mode to
intercept the final approach course, as
needed.
WARNING
When using LNAV to intercept the localizer, LNAV might parallel the
localizer without capturing it.
Approximately 2 NM before the descent Approximately 2 NM before the descent
point:
point, call “APPROACHING GLIDE
Set MDA(H) on the MCP; (3)
PATH”.
Push V/S switch; and
Verify V/S mode annunciates.
When the current constraint is assured,
set the next constraint before ALT is
engaged to achieve a continuous
descent path.
Verify that LNAV is engaged or that the localizer is captured.
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Pilot Flying
(Continued)
Approaching glide path, call
“GEAR DOWN”.
“FLAPS 20”.
Pilot Monitoring
Set the landing gear lever to DN; and
Set the flap lever to 20.
LP: Set speedbrake lever to ARM.
Approaching the FAF:
Set desired V/S; (4)
Call “FLAPS__” as needed for landing;
and
Call: “LANDING CHECKLIST”.
Set the flap lever as directed; and
Do the LANDING CHECKLIST.
At the final approach fix crosscheck the altimeters within 100 feet.
Verify distance (NM) to RW threshold
versus altitude.
When approximately 300 feet above
MDA(H), set the missed approach
altitude on the MCP.
At MDA(H)/missed approach point:
If suitable visual reference is not
established, execute missed approach.
After suitable visual reference is
established:
Disengage Autopilot and Autothrottle.
Ensure appropriate navaids(VOR, LOC, or NDB) are tuned and identified before
commencing the approach.
(1)
Note:When using LNAV to intercept a localizer, LNAV might parallel the localizer
without capturing it. Use HDG SEL or HDG HOLD to intercept the final approach
course, if needed.
(2)
If the MDA(H) does not end in zero zero (00) for example, 1820, set the MCP
Altitude window to the closest 100 foot increment below the MDA(H).
(3)
Set desired V/S to descend to MDA(H). Use a V/S that results in no level flight
segment at MDA(H).
(4)
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SP.18.4 Circling Approach
Pilot Flying
Pilot Monitoring
When initiating the instrument approach part, set MCP to MDA. (1)
Aircraft configuration during instrument letdown: gear down, flaps 20,
speedbrake armed.
Accomplish an instrument approach and establish suitable visual reference.
At MDA:
Verify appropriate AP/FD mode have
Engage ALT HOLD (as needed);
been selected.
Set missed approach altitude on MCP
altitude selector;
Push HDG SEL/HDG HOLD switch.
Before turning base or initiating the turn
to base:
Call: “FLAPS__ “ as needed for landing;
and
Call: “LANDING CHECKLIST”.
Intercepting the landing profile:
Disengage autopilot and autothrottle.
Set flap lever as directed; and
Do the LANDING checklist.
Missed approach:
Perform a climbing turn towards the landing runway; and
Execute the missed approach procedure.
If the MDA(H) does not end in zero zero (00) (for example, 1820), set MCP
ALTITUDE window to the closest 100 foot increment below the MDA.
If the MDA(H) does not end in “00”, select ALT HOLD when airplane reaches
MDA(H).
(1)
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SP.18.5 ILS Approach Two Engines Inoperative
Pilot Flying
Initially
If on radar vectors:
HDG SEL
Pitch mode (as needed)
Pilot Monitoring
If enroute to a fix;
LNAV or other roll mode
VNAV or other pitch mode
Notify occupant(s) to prepare for
landing; and
Verify that the upper deck is secure.
Approaching intercept heading
Call “FLAPS 5” .
When on localizer intercept heading:
Verify that the ILS is tuned and
identified;
Verify that the LOC and G/S pointers
are shown;
Arm APP; and
All autopilots CMD or armed.
Localizer capture:
Final approach course heading.
Set the flap lever to 5.
Verify final approach course heading.
Call “GLIDESLOPE ALIVE.”
At glideslope alive, call:
“ FLAPS 10”
Set the flap lever to 10.
At glideslope intercept or final descent
point, call:
Select gear lever down; and
“GEAR DOWN”,
Set the flap lever to 20.
“FLAPS 20”, and
Set the missed approach altitude on the
MCP.
LP: Set the speedbrake lever to ARM.
Approaching 1000 feet call:
Set the flap lever to 25; and
“FLAPS 25”.
Do the LANDING checklist.
“LANDING CHECKLIST”; and
Center rudder trim.
Prior to touchdown
Disengage autopilot.
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747-400 FCOM I
00 / 07
3 Non Normal Procedures
3.1 Non Normal Procedures
FCOM I
Page:
3-1
Date:
17-Jul-2019
Iss. / Revision no.:
3.1 NON NORMAL PROCEDURES
Emergency Procedures
For Non Normal and Emergency Procedures refer to (ERF) or (BCF) Quick Reference Handbook
(QRH).
747-400 FCOM I
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00 / 03
4 Performance
4.1 Performance Dispatch
Page:
4-1
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
4.1 PERFORMANCE DISPATCH
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4 Performance
4.1 Performance Dispatch
Page:
4-2
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
TAKE-OFF GENERAL
Introduction
This chapter contains procedures for calculating performance limited takeoff
masses for various conditions. For general performance requirements refer to OMA 8.1.2.4. A detailed description and explanation of various performance related
items are published in Chapter Performance In-flight and the 747-400 FCTM.
(ERF) Due to JAA certification, take-off not allowed with reported braking actions
and/or friction coefficients. Type of contamination and depth shall be used.
LinTop
LinTop (LIDO Integrated Take-Off Performance) software calculates the
Performance Limited Take-Off Mass (PLTOM) and corresponding takeoff speeds,
flap setting and thrust setting. The application calculates the PLTOM for a selected
runway, intersection and airplane configuration at a given OAT, wind, QNH and
runway condition, taking into account the following limitations:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
Field (Runway Length) Limit Weight;
Obstacle Limit Weight;
Climb Limit Weight;
Minimum Control Speeds;
Brake Energy Limit;
Tire Speed Limit;
MEL deficiencies; and
NOTAM (runway and obstacle restrictions).
​LinTop required input parameters
(a) Runway data.
(1) In the LinTop algorithm the stop- and clearway when runway is dry, and
stopway only when runway is wet, are taken into account. Therefore the
take-off speeds published on the LinTop printout shall be used instead of
the FMC take-off speeds which are based on the balanced field concept.
(2) Line-up distances are taken into account, although this is not shown on the
LinTop printout.
(Continued on next page)
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4 Performance
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Iss. / Revision no.:
FCOM I
(Continue)
(3) The runway/obstacle database used by LinTop is kept up-to-date
with NOTAM information for destinations and destination alternates
only. The AIN company NOTAM will reflect which NOTAMs have been
incorporated for each affected runway. The AIN includes a reference code
to be inserted by the crew. If there is a NOTAM which is not incorporated
in the AIN, contact MP OCC/Flight Dispatch.
(4) In case Back Track (BT) parameters are available in LinTop, this will be
noted in the AIN. If BT is required and parameters are not available,
contact MP OC/Flight Dispatch.
(b) Runway conditions (Contaminated)
Use of LinTop on a runway covered with ice or wet ice is not permitted.
Beside information below for more runway definitions refer to OM-A 8.1.2.4.2.
(1) Slush/Wet snow
For LinTop, the Slush/Wet snow depth must be between 3.1 and 12.7 mm.
(2) Standing water
For LinTop, the Standing water depth must be between 3.1 and 12.7 mm.
(3) Dry snow
For LinTop, the Dry snow depth must be between 10.0 and 100.0 mm.
(BCF) is not certified for takeoff on runway covered with dry snow.
(c) Aeroplane structural limitations, such as MZFM, MTOM and MLM.
(d) Airport weather conditions such as wind direction and speed (Wind direction
"VRB" (variable) calculates wind speed as 5 kts tail wind), QNH (between 9501080 and only in hPa), and temperature;
(e) Nacelle Anti-Ice ON or OFF;
(f) Air-conditioning packs ON or OFF;
(g) Air-conditioning packs OFF takeoff is for the (BCF) an APU-to-Pack take-off.
The (BCF) is not certified for a packs off takeoff;
(h) Aeroplane technical deficiencies insert on ACARS PERF page 2/2 the MEL/CDL
code. All MEL/CDL items affecting takeoff performance are programmed
into LinTop software. The MEL/CDL code adjusts the
airplane configuration/settings within LinTop in accordance with the MEL/CDL
requirements. Weight penalties, limitations and V-speed adjustments are
automatically considered.
(Continued on next page)
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4 Performance
4.1 Performance Dispatch
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Date:
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Iss. / Revision no.:
FCOM I
(i) Takeoff thrust settings;
Next to full rated takeoff thrust TO, two derated takeoff thrust (fixed derate)
settings are available: T01 and TO2.
(BCF) TO1 is 8% derate, TO2 is 20% derate;
(ERF) TO1 is 10% derate, TO2 is 20% derate.
Reduced takeoff thrust (Assumed Temperature Method or ATM) FLEX is
available with TO, TO1 and TO2.
The preferred takeoff thrust reduction sequence is:
(1)
(2)
(3)
(4)
(5)
(6)
TO2, using FLEX YES;
TO2, using FLEX NO;
TO1, using FLEX YES;
TO1, using FLEX NO;
TO, using FLEX YES; or
TO, using FLEX NO.
If requested takeoff thrust reduction ​with estimated TOM is possible, LinTop
automatically calculates takeoff thrust and speeds.
If requested takeoff thrust reduction ​with estimated TOM is not possible, a
message is given that actual takeoff weight is higher than takeoff performance
limited weight. In this case enter a new request with next lower takeoff thrust
reduction ​v alue.
Takeoff thrust reduction using ATM (FLEX), ​is only allowed for a DRY or WET
runway.
(j) Optimum flap setting or fixed flaps 10 or 20 flap setting;
(k) Airport pressure altitude, Lido input;
(l) TOGW, insert actual takeoff grossweight.
(1) If no TOGW is inserted, a maximum PLTOW for the requested conditions
without takeoff speeds will be calculated (planning purposes only).
(Continued)
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4 Performance
4.1 Performance Dispatch
FCOM I
Page:
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Date:
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Iss. / Revision no.:
(Continue)
(2) When a performance request is made based on the planned TOGW from the current OFP, a
gross weight comparison will be made by the system. If the difference between requested
weight and OFP TOGW exceeds 3%, the ACARS printout will not display calculate speeds
and an abort message will be shown on the printout. For weight comparison refer to
“LinToptakeoff mass comparison” in this chapter;
(3) TOGW versus PLTOW in low takeoff gross weight situations:
When a LinTop request is made for a low takeoff gross weight, it could happen that the
maximum allowable assumed temperature is reached. The maximum allowable assumed
temperature depends on the actual pressure altitude where the takeoff will be made. As a
result the PLTOW is much higher than the TOGW. In this case the PLTOW is calculated for
the maximum allowable assumed temperature. In the example on next page you will see this
phenomenon for a takeoff at FAOR with an actual takeoff mass of 231.9 (TOGW). The Vspeeds are calculated for the TOGW.
747-400 FCOM I
Uncontrolled when printed
00 / 03
4 Performance
4.1 Performance Dispatch
Page:
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Date:
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Iss. / Revision no.:
FCOM I
TOGW versus PLTOW in low takeoff gross weight situations
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4 Performance
4.1 Performance Dispatch
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Date:
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Iss. / Revision no.:
FCOM I
LinTop output
In the header of the LinTop printout:
Aeroplane registration, station, flightnumber date and time;
Below the dashed line:
Between dashed lines: departure station, runway identifier and intersection;
Aeroplane type (ERF) B74Y B5F, (BCF) B744 BCF;
Runway and Intersection name and corresponding declared distances (TORA,
TODA, ASDA);
Runway and weather conditions;
Take-Off Gross weight (TOGW);
Performance Limited Take-Off Weight (PLTOW);
Target Thrust value: (ERF) N1, (BCF) EPR;
Aeroplane takeoff configuration (Packs, Anti-ice, and Flaps);
Thrust setting (TO, TO1, or TO2);
ASSDT (Assumed Temperature);
Takeoff speeds;
The V2 calculated by LinTop can differ from the V2 of the
FMC. LinTop calculations are based on unbalanced takeoff principle, which
means the stop and clearway will be used for calculations. Basically the V1/VR
ratio is optimized to gain more performance limited takeoff mass.
Normally the V2 only depends on the mass of the airplane, due to its
dependency of the VS1G. However, when V1/VR ratio’s are optimized, a
higher VR (than the balanced VR) can be calculated. In case this happens the
V2 will be increased due to the fact that the airplane is still accelerating
between VR and the 35 ft screen height where V2 has to be reached.
The FMC logic is based on balanced V-speeds, which means the V2+100 is
based on the balanced V2. However, the logic is not capable of increasing the
manually inserted V2 with 100 kts. The V2+100 is a maneuverability speed in
the climb part of the airplane and not in the takeoff phase. Therefore, the
calculated FMC V2+100 may be used for operation without further restrictions.
Below the takeoff speeds;
Minimum engine out acceleration height (MIN EO HT), this is a standard value
of 1500 ft at QNH 1013. When the local QNH differs from standard a correction
to MIN EO ACC HT is made only for low QNH. If an EOSID includes an
EOAA(HT), this value overrules the standard value of the “MIN EO ACC HT”;
Caution
The “MIN EO ACC HT” is a hard coded value
and always displayed and can not be changed
per aerodrome (software) and shall be ignored.
(Continued on next page)
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4 Performance
4.1 Performance Dispatch
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Date:
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Iss. / Revision no.:
FCOM I
(Continue)
MEL/CDL items where the calculation is based on;
Engine failure procedure, “Follow SID”, or reference to EOSID in Lido
mPilot navigational charts, or a textual description of the EOSID;
The engine out procedure provides proper obstacle clearance up to and
including the acceleration segment or 1,500 feet HAA, whichever is higher.
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4 Performance
4.1 Performance Dispatch
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Date:
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FCOM I
LinTop takeoff mass comparison
Comparison
To prevent an erroneous entry of the actual takeoff mass (loadsheet TOM) into
the ACARS PERF page 1/2, a check is performed which compares the actual TOM
and the LIDO OFP TOM. Also, a message is printed on the ACARS printout when
the difference exceeds a preset value. The printed message depends on the
percentage of the difference. The following messages can be displayed:
Flight Deck Printer
Status
Message
Calculation
results
WARN: NO COMPARISON
No OFP for requested CHECK WAS PERFORMED
flight was filed and/or WITH THE MOST RECENT
sent
ESTIMATED TOM FOR <ATC
call sign> OF <date of flight>
Difference in weights is
No message
less than 1%
Printout of
WARN: CAUTION ENTERED
takeoff
Difference is weights is TOGW DIFFERS FROM
calculation
higher than 1% but ESTIMATED TOM FOR <ATC
results
lower than 2 %
call sign> OF <date of flight> BY
1.4% PCT,
WARN: WARNING: ENTERED
Difference in weights is TOGW DIFFERS FROM
higher than 2% but ESTIMATED TOM FOR <ATC
lower than 3%
call sign> OF <date of flight> BY
2.2% PCT
ABORT: ENTERED TOGW
Difference in weights DIFFERS FROM ESTIMATED No calculation
exceeds 3%
TOM FOR <ATC call sign> OF results
<date of flight> BY 4.5 PCT
Uncontrolled when printed
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4 Performance
4.1 Performance Dispatch
Page:
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Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
LinTop procedures
Before entering performance data on the ACARS PREFLIGHT MENU check
runway condition, if applicable refer to “Contaminated runway” limitations in this
chapter.
Captain enters ACARS MCDU with the following data:
Select PERF on the ACARS PREFLIGHT MENU 1/2 page:
Enter Runway ID and intersection from aerodrome / taxi chart;
Select runway condition and contamination depth (if applicable);
(BCF) for a wet runway select runway condition GOOD;
Insert wind direction (magnetic) and actual wind (kts);
Enter QNH (only in hPa);
Enter OAT (use minus (-) for temperatures below zero);
Select applicable Anti-ice setting (OFF or ON);
Select applicable Packs setting (OFF or ON);
(BCF) for APU to Pack takeoff: Select Packs setting OFF;
Select applicable FLAPS (OPT, 10 or 20); and
Enter actual TOM from load sheet.
Select ACARS PREFLIGHT MENU 2/2 page (next page):
Select FLEX T/O (YES or NO) (1);
Thrust (FULL, TO1 or TO2);
If applicable, insert correct NOTAM;
If applicable, insert MEL/CDL entry (LSK); and
Send request.
(1) ACARS PERF page 2/2 shows FLEX instead of ACARS printout
ASSDT.
F/O: Check LinTop printout for:
Aircraft type;
Flight number;
Date;
Runway ID and intersection;
Runway condition and contamination depth (if applicable);
ATIS/Anti-Ice/Packs settings;
Flap setting;
Loadsheet TOGW versus LinTop TOGW;
TOGW and PLTOM; and
Engine failure procedure.
Continued on next page)
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4 Performance
4.1 Performance Dispatch
Page:
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Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
(Continue)
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
4-12
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
4.2 (ERF) LANDING PERFORMANCE
Dispatch Landing Mass procedure
The maximum dispatch landing mass is the lower mass of:
Field length limited landing mass (step a); or
Climb limited landing mass (step b); or
Maximum structural landing mass.
(a) Determine the maximum field length limited landing mass.
(1) Dry or wet runway:
(i) Select the applicable chart. The charts presented for runway length
limited landing mass are:
Chart
A
B
C
D
Dry
Dry
Dry
Dry
or
or
or
or
Condition
wet runway, ANTISKID System operative, flaps 25
wet runway, ANTISKID System operative, flaps 30
wet runway, ANTISKID System inoperative, flaps 25
wet runway, ANTISKID System inoperative, flaps 30
The charts for dry and wet runway conditions are based on JAR field
length requirements, which include the 60% and 115% landing distance
factoring. Therefore, these charts shall be entered with the full landing
distance available.
(ii) If applicable, the field length limited landing mass shall be corrected
for the items listed below the charts.
(iii) For CAT III autoland, reduce the landing distance available with 125
m.
(2) Contaminated runway
Approved field length limited landing mass charts for contaminated runway
conditions are not provided by Boeing for the dispatch phase, therefore:
(i) Determine the maximum field length limited landing mass based on a
wet runway; and
(ii) Consider the aerodrome to be below the applicable planning minima
and select two destination alternates in accordance with OM-A
8.1.2.5.3 (b).
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4 Performance
4.2 (ERF) Landing performance
Page:
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Date:
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Iss. / Revision no.:
FCOM I
Chart A – Runway length limited landing mass
Dry or wet, ANTISKID System operative,
Automatic Spoilers
FLAPS
25
For manual spoilers reduce field length limited mass by 16200 kg.
For two brakes deactivated reduce field length limited mass by 27400 kg.
ANTISKID must be operative for two brakes deactivated.
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4.2 (ERF) Landing performance
Page:
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Date:
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Iss. / Revision no.:
FCOM I
Chart B – Runway length limited landing mass
Dry or wet, ANTISKID System operative,
Automatic spoilers
For manual spoilers reduce field length limited mass by
16600 kg.
For two brakes deactivated reduce field length limited mass
by 28300 kg.
ANTISKID must be operative for two brakes deactivated.
FLAPS
30
When the anticipated flaps 30
approach speed (V REF + wind
correction) > 167KIAS,
schedule a flaps 25 landing.
Uncontrolled when printed
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00 / 07
4 Performance
4.2 (ERF) Landing performance
FCOM I
Chart C – Runway length limited landing mass
Dry or wet, ANTISKID System inoperative,
Automatic Spoilers
For manual spoilers reduce field length limited mass by 100 kg.
Anti-skid must be operative for two brakes deactivated.
747-400 FCOM I
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FLAPS
25
00 / 07
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4.2 (ERF) Landing performance
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Date:
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Iss. / Revision no.:
FCOM I
Chart D – Runway length limited landing mass
Dry or wet, ANTISKID System inoperative,
Automatic spoilers
FLAPS
30
When the anticipated flaps 30
For manual spoilers reduce field length limited mass by 1400 kg.
ANTISKID must be operative for two brakes deactivated.
approach speed (V REF+ wind
correction) > 167KIAS, schedule
a flaps 25 landing.
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4 Performance
4.2 (ERF) Landing performance
Page:
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Date:
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Iss. / Revision no.:
FCOM I
(b) Determine the climb limited landing mass.
Climb limited landing mass charts are based on the most conservative climb
limited mass between:​
Approach climb gradient of 2.7%, with the critical engine failed and with the
speed and configuration used for go-around; or
Landing climb limited mass, based on a climb gradient of 3.2%, with all
engines, the landing flap configuration and gear down.
Restrictions to the maximum landing mass arising from higher required climb
gradients will be presented in the Aerodrome Information NOTAM.
(i) Determine the climb limited mass from the applicable chart. Enter the chart
with the applicable airport OAT. The available charts are:
Chart
E
F
Condition
Climb limit mass approach flaps 20, landing with flaps 25
Climb limit mass approach flaps 20, landing with flaps 30
(ii) If applicable, the climb limited landing mass shall be corrected for the items
listed below the charts.
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4.2 (ERF) Landing performance
Page:
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Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Chart E – Climb limited landing mass
FLAPS
25
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4.2 (ERF) Landing performance
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Date:
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Iss. / Revision no.:
FCOM I
Chart F – Climb limited landing mass
FLAPS
30
With engine anti-ice on reduce the climb limited mass by 9000 kg.
Apply corrections if forecasted landing temperature is below +8°C and the
aeroplane has operated in icing conditions during any part of the flight. Reduce the
climb limited mass by 23000 kg.
Includes tire speed and brake energy limits.
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4.2 (ERF) Landing performance
Page:
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Date:
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Iss. / Revision no.:
FCOM I
Quick turnaround mass
After landing the maximum quick turnaround masses shall be observed, which can
be done by procedure in this chapter. In case this procedure is not applicable,
procedure “Alternate Quick turnaround mass” in this chapter shall be used.
Quick turnaround mass with BTMS installed
No sooner than 10 minutes and no later than 15 minutes after parking, check the
BRAKE TEMP advisory message on EICAS. If the message is not displayed no
waiting period is required. If the message is displayed, do not dispatch until at least
70 minutes after landing, or until the BTMS readings on the EICAS Gear Synoptic
Display are all 2 or lower. Before making a subsequent take-off, check that the
wheel thermal plugs have not melted.
If any brake temperature display digit is blank or the BRAKE TEMP SYS status
message is displayed, the Alternate quick turnaround mass procedure shall be
used.
Alternate Quick turnaround mass
After landing at masses exceeding those shown below, wait for at least 70 minutes
and check that wheel thermal plugs have not melted, before executing a take-off.
Make a note in the Aeroplane Maintenance Log to inform the ongoing crew if the
quick turnaround mass has been exceeded. Example: “Max quick turnaround mass
exceeded. Landing time 11:16LT”.
Interpolate for intermediate pressure altitudes and temperatures.
Note: The following tables are based on no reverse thrust.
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00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
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Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Airport
OAT
°C
54
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
-30
-40
-50
-54
-1000
286.2
288.1
290.4
292.8
295.3
297.8
300.4
303.0
305.7
308.3
311.1
313.9
316.9
319.9
323.1
326.3
332.9
340.0
347.5
350.7
FLAPS 25
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
0
1000
2000
3000
280.8
N/A
N/A
N/A
282.6
277.1
271.7
N/A
285.0
279.4
273.9
268.3
287.3
281.6
276.1
270.6
289.7
284.0
278.4
272.9
292.1
286.4
280.8
275.2
294.7
288.9
283.2
277.6
297.2
291.4
285.6
280.0
299.9
294.0
288.2
282.5
302.5
296.6
290.8
285.0
305.2
299.2
293.3
287.6
307.9
301.8
295.9
290.1
310.8
304.7
298.7
292.8
313.6
307.5
301.4
295.5
316.8
310.5
304.4
298.4
319.9
313.5
307.3
301.2
326.6
320.0
313.6
307.4
333.5
327.0
320.5
314.0
340.9
334.3
327.8
321.2
344.0
337.4
330.8
324.3
4000
N/A
N/A
263.1
265.3
267.5
269.7
272.0
274.4
276.9
279.3
281.9
284.4
287.0
289.7
292.5
295.3
301.3
307.7
314.7
317.7
Corrections:
Condition
Slope
Wind
One or Two Wheel Brake deactivated
Per 1% Up
Per 1% Down
Per 10 kts Head
Per 10 kts Tail
FLAPS 25
Mass
Correction[t]
+3.3
-6.8
+5.5
-39.5
-21.4
Uncontrolled when printed
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00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
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Date:
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Iss. / Revision no.:
FCOM I
Airport
OAT
°C
54
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
-30
-40
-50
-54
5000
N/A
N/A
N/A
260.0
262.2
264.3
266.6
268.9
271.3
273.7
276.2
278.7
281.3
283.9
286.7
289.4
295.3
301.6
308.4
311.2
FLAPS 25
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
6000
7000
8000
9000
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
254.8
249.7
N/A
N/A
256.9
251.8
246.6
241.5
259.1
253.8
248.7
243.6
261.3
256.0
250.8
245.7
263.5
258.2
252.9
247.7
265.8
260.5
255.2
249.9
268.1
262.7
257.4
252.1
270.6
265.1
259.8
254.4
273.1
267.5
262.1
256.8
275.7
270.1
264.6
259.2
278.2
272.6
267.0
261.6
280.9
275.2
269.9
264.1
283.6
277.9
272.3
266.7
289.4
283.6
277.8
272.2
295.6
289.6
283.8
278.0
302.2
296.1
290.2
284.3
305.0
298.8
292.8
286.9
10000
N/A
N/A
N/A
N/A
N/A
238.6
240.6
242.7
244.8
246.9
249.2
251.5
253.8
256.2
258.7
261.3
266.6
272.3
278.5
281.0
Corrections:
Condition
Slope
Wind
One or Two Wheel Brake deactivated
Per 1% Up
Per 1% Down
Per 10 kts Head
Per 10 kts Tail
FLAPS 25
Mass
Correction[t]
+3.3
-6.8
+5.5
-39.5
-21.4
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
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Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Airport
OAT
°C
54
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
-30
-40
-50
-54
-1000
304.1
306.1
308.7
311.2
313.9
316.6
319.4
322.3
325.1
328.0
331.0
334.1
337.4
340.6
344.1
347.5
354.7
362.3
370.5
374.0
FLAPS 30
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
0
1000
2000
3000
298.3
N/A
N/A
N/A
300.3
294.4
288.5
N/A
302.8
269.8
290.9
285.0
305.3
299.2
293.3
287.4
307.9
301.8
295.8
289.9
310.5
304.4
298.3
292.3
313.3
307.1
300.9
294.9
316.0
309.8
303.6
297.5
318.9
312.6
306.3
300.2
321.7
315.4
309.1
302.9
324.6
318.2
311.9
305.7
327.6
321.1
314.7
308.4
330.7
324.1
317.7
311.4
333.9
327.2
320.6
314.3
337.3
330.5
323.8
317.4
340.7
333.7
327.0
320.5
347.9
340.9
333.9
327.1
355.4
348.4
341.4
334.4
363.4
356.3
349.3
342.3
366.7
359.6
352.5
345.5
4000
N/A
N/A
279.3
281.7
284.1
286.5
289.0
291.5
294.2
296.8
299.6
302.3
305.1
308.0
311.0
314.1
320.6
327.6
355.2
338.4
Corrections:
Condition
Slope
Wind
One or Two Wheel Brake deactivated
Per 1% Up
Per 1% Down
Per 10 kts Head
Per 10 kts Tail
FLAPS 30
Mass
Correction[t]
+3.3
-6.8
+5.5
-39.5
-21.4
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
4-24
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Airport
OAT
°C
54
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
-30
-40
-50
-54
5000
N/A
N/A
N/A
276.2
278.5
280.7
283.2
285.6
288.2
290.8
293.5
296.2
299.0
301.8
304.8
307.8
314.1
320.9
328.5
331.4
FLAPS 30
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
6000
7000
8000
9000
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
270.6
265.2
N/A
N/A
272.9
267.4
261.8
256.5
275.1
269.6
264.1
258.7
277.5
271.9
266.4
260.9
279.9
274.2
268.7
263.1
282.4
276.7
271.1
265.5
284.8
279.1
273.4
267.8
287.5
281.7
276.0
270.3
290.2
284.2
278.5
272.8
292.9
286.9
281.1
275.4
295.7
289.6
283.7
277.9
298.6
292.5
286.5
280.7
301.6
295.4
289.4
283.4
307.8
301.5
295.4
289.3
314.4
308.1
301.8
295.6
321.6
315.1
308.7
302.3
324.6
318.0
311.5
305.2
10000
N/A
N/A
N/A
N/A
N/A
253.4
255.6
257.7
260.0
262.3
264.7
267.1
269.7
272.2
274.9
277.6
283.3
289.5
296.1
298.9
Corrections:
Condition
Slope
Wind
One or Two Wheel Brake deactivated
Per 1% Up
Per 1% Down
Per 10 kts Head
Per 10 kts Tail
FLAPS 30
Mass
Correction[t]
+3.3
-6.8
+5.5
-39.5
-21.4
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
4-25
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Go-around climb gradient
For some approach procedures the achievable landing or one-engine-out climb
gradient influences the applicable DA/MDA or missed approach procedure. The
climb gradient from the chart below based on the reference conditions can be
achieved for all approach and landing configurations. The climb gradient in this chart
therefore represents the most conservative achievable gradient.
Conditions
One engine inoperative;
Go-around thrust;
Packs on;
Gear up;
Flaps 20; and
Engine anti-ice off.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.2 (ERF) Landing performance
Page:
4-26
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
With engine bleed for packs off, increase gradient by 0.5%
With engine anti-ice on, decrease gradient by 0.4%
Decrease gradient by 0.3% when operating in icing conditions during any part of the
flight with forecast landing temperature below 8°C.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-27
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
4.3 (BCF) LANDING PERFORMANCE
Dispatch Landing Mass procedure
The maximum dispatch landing mass is the lower mass of:
Field length limited landing mass (step a); or
Climb limited landing mass (step b); or
Maximum structural landing mass.
(a) Determine the maximum field length limited landing mass.
(1) Dry or wet runway.
(i) Select the applicable chart. The charts presented for runway length
limited landing mass are:
Chart
A
B
C
D
Dry
Dry
Dry
Dry
or
or
or
or
Condition
wet runway, ANTISKID System operative, flaps 25
wet runway, ANTISKID System operative, flaps 30
wet runway, ANTISKID System inoperative, flaps 25
wet runway, ANTISKID System inoperative, flaps 30
The charts for dry and wet runway conditions are based on FAR field
length requirements, which include the 60% and 115% landing distance
factoring. Therefore, these charts shall be entered with the full landing
distance available.
(ii) If applicable, the field length limited landing mass shall be corrected
for the items listed below the charts.
(iii) For CAT III autoland, correct the landing distance available in
accordance with these tables:
ANTI-SKID operative, braking action > medium
LDA (m)
< 2000
2500
3000
3500
4000
Correction (m)
-270
-330
-400
-460
-530
> 4500
-600
If the ANTISKID system is inoperative and/or the reported braking action is at
or below medium, use this table:
ANTI-SKID inoperative, braking action < medium
LDA (m)
< 2000
2500
3000
3500
4000
Correction (m)
-470
-580
-700
-810
-930
> 4500
-1070
(Continue)
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-28
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
(Continued)
(2) Contaminated runway
Approved field length limited landing mass charts for contaminated runway
conditions are not provided by Boeing for the dispatch phase, therefore:
(i) Determine the maximum field length limited landing mass based on a
wet runway, and
(ii) Consider the aerodrome to be below the applicable planning minima
and select two destination alternates in accordance with OM-A
8.1.2.5.3 (b).
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-29
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Chart A – Runway length limited landing mass
Dry or wet ANTISKID System operative,
Automatic Spoilers
Flaps 25
Valid for Automatic Spoilers.
For manual spoilers reduce field length available by 150 meters.
ANTISKID must be operative for two brakes inoperative.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-30
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Chart B – Runway length limited landing mass Dry
FLAPS
or wet ANTISKID System operative, Automatic
30
Spoilers
For manual spoilers reduce field length available by 140 meters.
ANTISKID must be operative for two brakes inoperative.
When the anticipated flaps 30 approach speed (VREF+ wind correction) > 167KIAS,
schedule a flaps 25 landing.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
FCOM I
Chart C – Runway length limited landing mass
Dry or wet, ANTISKID System inoperative,
Automatic Spoilers
Valid for automatic or manual spoilers.
Anti-skid must be operative for two brakes deactivated.
747-400 FCOM I
Uncontrolled when printed
Page:
4-31
Date:
01-Dec-2020
Iss. / Revision no.:
FLAPS
25
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-32
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Chart D – Runway length limited landing mass
Dry or wet, ANTISKID System inoperative,
Automatic spoilers
FLAPS
30
When the anticipated flaps 30
For manual spoilers reduce field length limited mass by 1200 kg.
ANTISKID must be operative for two brakes deactivated.
approach speed (V REF+ wind
correction) > 167KIAS, schedule
a flaps 25 landing.
747-400 FCOM I
Uncontrolled when printed
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-33
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
(b) Determine the climb limited landing mass.
Climb limited landing mass charts are based on the most conservative climb
limited mass between:
Approach climb gradient of 2.7%, with the critical engine failed and with the
speed and configuration used for go-around; or
Landing climb limited mass, based on a climb gradient of 3.2%, with all
engines, the landing flap configuration and gear down.
Restrictions to the maximum landing mass arising from higher required climb
gradients will be presented in the Aerodrome Information NOTAM.
(i) Determine the climb limited mass from the applicable chart. Enter the chart
with the applicable airport OAT. The available charts are:
Chart
E
F
Condition
Climb limit mass approach flaps 20, landing with flaps 25
Climb limit mass approach flaps 20, landing with flaps 30
(ii) If applicable, the climb limited landing mass shall be corrected for the items
listed below the charts.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-34
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Chart E – Climb limited landing mass
FLAPS
25
Valid for approach with flaps 20 and landing with flaps 25
Based on engine bleed for 3 packs on and engine anti-ice on or off
Corrections: see next page
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-35
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Corrections
(a) With engine bleed for packs off, increase weight by 5900 kg.
(b) With engine bleed for one pack on, increase weight by 3900 kg.
(c) If operating in icing conditions during any part of the flight when the forecast
landing temperature is below 8°C, decrease the landing climb limit weight by
21400 kg.
(d) Alternate EEC mode: additional mass adjustments apply, refer to table G
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-36
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Chart F – Climb limited landing mass
FLAPS
30
Valid for approach with flaps 20 and landing with flaps 30.
Based on engine bleed for 3 packs on and engine anti-ice on or off.
Corrections: see next page
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-37
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Corrections
(a) With engine bleed for packs off, increase weight by 4100 kg.
(b) With engine bleed for one pack on, increase weight by 2900 kg.
(c) If operating in icing conditions during any part of the flight when the forecast
landing temperature is below 8°C, decrease the landing climb limit weight by
17100 kg.
(d) For alternate EEC mode: additional mass adjustments apply, refer to table G
Table G – Alternate Mode EEC
Climb Limited Landing Mass Adjustments.
Airport
OAT (°C)
54
50
45
40
35
30
25
20
15
10
5
0 & Below
3000
-54.0
-51.0
-48.0
-45.0
-42.0
-39.0
-30.0
-18.0
-13.5
-13.5
-13.5
-13.5
Mass Adjustment (1000 KG)
Aerodrome Pressure Altitude (FT)
4000
5000 6000 7000 8000 9000
10000
-51.0
-48.0
-45.0
-42.0
-39.0
-36.0
-24.0
-14.0
-13.5
-13.5
-13.5
-42.0
-39.0
-36.0
-33.5
-30.0
-26.5
-17.0
-8.0
-48.0
-45.0
-42.0
-39.0
-36.0
-28.0
-16.5
-13.5
-13.5
-13.5
-48.0
-45.0
-42.0
-39.0
-36.0
-33.5
-23.0
-13.0
-11.5
-11.5
-48.0
-45.0
-42.0
-39.0
-36.0
-33.5
-27.0
-16.5
-10.0
-10.0
-45.0
-42.0
-39.0
-36.0
-33.5
-30.0
-20.0
-10.0
-9.5
-45.0
-42.0
-39.0
-36.0
-33.5
-30.0
-23.5
-14.0
-8.5
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-38
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Quick turnaround Limit
After landing at masses exceeding those shown below, wait for at least 70 minutes
and check that wheel thermal plugs have not melted, before executing a take-off.
Make a note in the Aeroplane Maintenance Log to inform the ongoing crew if the
quick turn around mass is exceeded.
Example: “Max quick turn around mass exceeded. Landing time 11:16LT”.
Interpolate for intermediate elevations and temperatures.
Note: The following tables are based on no reverse thrust.
Airport
OAT
°C
50
40
30
20
10
0
-10
-20
-30
-40
-50
Airport
OAT
°C
40
30
20
10
0
-10
-20
-30
-40
-50
-2000
294
299
304
309
315
321
326
331
337
342
349
5000
260
264
269
274
279
284
289
294
299
305
-1000
288
293
298
303
309
314
320
325
331
336
342
FLAPS 25
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
0
1000
2000
3000
282
277
271
266
287
281
276
271
292
286
281
275
297
291
286
280
303
297
291
285
308
302
296
290
314
308
302
296
319
313
307
301
324
318
312
306
330
324
318
311
336
329
323
317
6000
255
259
263
268
273
278
284
289
294
299
4000
265
270
274
279
285
290
295
300
305
311
FLAPS 25
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
7000
8000
9000
10000
250
245
254
249
244
239
258
253
248
243
263
257
252
247
268
262
257
252
273
267
262
257
278
272
267
261
283
277
272
266
288
282
276
271
293
287
282
276
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-39
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Airport
OAT
°C
50
40
30
20
10
0
-10
-20
-30
-40
-50
Airport
OAT
°C
40
30
20
10
0
-10
-20
-30
-40
-50
-2000
312
318
323
329
335
342
348
353
360
365
373
5000
276
282
286
291
296
302
308
313
319
325
-1000
306
311
317
322
328
335
341
346
352
359
366
FLAPS 30
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
0
1000
2000
3000
301
294
289
283
305
300
293
288
311
304
298
292
316
310
303
297
322
316
309
303
328
322
316
309
328
325
321
315
340
333
327
320
346
339
333
326
352
345
338
332
359
352
345
338
6000
271
275
279
285
290
296
302
307
312
319
4000
282
287
291
297
303
308
314
320
325
332
FLAPS 30
Maximum Quick turnaround mass [t]
Airport pressure altitude [ft]
7000
8000
9000
10000
265
260
270
264
259
254
274
269
263
258
279
274
268
262
285
279
273
268
290
284
278
272
295
289
283
278
301
295
289
284
306
291
294
288
312
306
300
294
(a) Increase weight by 2700 kg per 1% uphill slope. Decrease weight by 7300 kg
per 1% downhill slope;
(b) Increase weight by 5700 kg per 10 knots headwind. Decrease weight by 42600
kg per 10 knots tailwind;
(c) Decrease weight by 23100 kg when two brakes are deactivated; and
(d) After landing, at weights exceeding those shown above, adjusted for slope and
wind, wait at least 70 minutes and check that wheel thermal plugs have not
melted before executing a takeoff.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-40
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Go-around climb gradient
For some approach procedures the achievable landing or one-engine-out climb
gradient influences the applicable DA/MDA or missed approach procedure. The
climb gradient from the chart below based on the reference conditions can be
achieved for all approach and landing configurations. The climb gradient in this chart
therefore represents the most conservative achievable gradient.
Conditions
(1)
(2)
(3)
(4)
(5)
One engine inoperative;
Go-around thrust;
Packs on;
Flaps 20;
Engine bleed for packs on and anti-ice off.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.3 (BCF) Landing Performance
Page:
4-41
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Go-Around Climb Gradient
With engine bleed for packs off, increase gradient by 0.4%.
Decrease gradient by 0.3% when operating in icing conditions during any part of the
flight with forecast landing temperature below 8°C.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-42
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
4.4 (ERF) PERFORMANCE INFLIGHT
General
The table below shows the airplanes that have been identified with the following
performance package.
Note, some airplanes may be identified with more than one performance package.
This configuration table information reflects the Boeing delivered configuration
updated for service bulletin incorporations in conformance with the policy stated in
the introduction section of the FCOM. The performance data is prepared for the
owner/operator named on the title page. The intent of this information is to assist
flight crews and airlines in knowing which performance package is applicable to a
given airplane. The performance package model identification information is based
on Boeing's knowledge of the airline's fleet at a point in time approximately three
months prior to the page date. Notice of Errata (NOE) will not be provided to airlines
to identify airplanes that are moved between performance packages within this
manual or airplanes added to the airline's fleet whose performance packages are
already represented in this manual. These types of changes will be updated in the
next block revision. Owners/operators are responsible for ensuring the operational
documentation they are using is complete and matches the current configuration of
their airplanes, and the accuracy and validity of all information furnished by the
owner/operator or any other party. Owners/operators receiving active revision
service are responsible to ensure that any modifications to the listed airplanes are
properly reflected in this manual.
Serial and tabulation number are supplied by Boeing.
Airplane
Number
050
051
052
Registry
Number
PH-CKA
PH-CKB
PH-CKC
Serial Number
33694
33695
33696
Tabulation
Number
RL681
RL682
RL683
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-43
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Flap Maneuver Speeds
FLAP POSITION
UP
1
5
10
20
25
30
MANEUVER SPEED
VREF 30 +80
VREF 30 + 60
VREF 30 + 40
VREF 30 + 20
VREF 30 + 10
VREF 25
VREF 30
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-44
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Minimum Control Speeds
Max Takeoff Thrust
VMCG, VRMIN (KIAS)
AIRPORT PRESSURE ALTITUDE (FT)
AIRPORT
OAT
-2000
V
°C
VR
0
V
2000
VR
V
VR
4000
V
VR
6000
V
VR
8000
V
VR
10000
V
VR
°F
MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN
-55
-67
136
141
134
139
131
136
127
132
123
128
119
123
114
119
-40
-40
136
141
134
139
131
136
127
132
123
128
119
123
114
119
-20
-4
135
141
133
139
130
136
126
132
123
128
118
123
114
119
0
32
134
140
133
139
130
135
126
131
123
128
118
123
114
119
10
50
134
139
133
138
130
135
126
131
122
127
118
123
114
119
12
54
134
139
133
138
130
135
126
131
122
127
118
123
114
119
14
58
134
139
133
138
130
135
126
131
122
127
118
123
113
118
16
61
134
139
133
138
130
135
126
131
122
127
118
123
113
118
18
65
134
139
133
138
130
135
126
131
122
127
117
122
112
117
20
68
134
139
133
138
130
135
126
131
122
127
117
122
112
117
22
72
134
139
133
138
129
135
126
131
121
126
116
121
111
116
24
75
133
139
133
138
129
135
125
130
121
126
116
120
111
115
26
79
133
139
133
138
129
135
124
130
120
125
115
120
110
115
28
82
133
139
133
138
129
134
124
129
119
124
114
119
109
114
30
86
133
139
132
138
128
133
123
128
119
124
114
118
109
113
32
90
133
139
132
137
127
133
122
127
118
123
113
118
108
112
34
93
133
139
131
136
126
132
122
127
117
122
112
117
107
112
40
104
131
137
128
133
124
129
119
124
114
119
109
114
105
109
50
122
126
131
123
128
118
123
114
118
109
114
105
109
100
105
60
140
121
126
117
121
113
117
108
113
104
109
100
104
96
100
Check V2 for VRmin if VRmin is limited.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-45
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Minimum Control Speeds
Max Takeoff Thrust
Flaps 20 V2 For VR MIN (KIAS)
WEIGHT
(1000
KG)
420
400
380
360
340
320
300
280
260
240
220
200
VRMIN (KIAS)
100
105
110
115
120
125
130
135
140
141
112
113
113
114
114
113
113
113
113
113
113
113
118
118
119
119
119
119
119
119
118
118
118
118
125
125
125
125
124
124
124
124
124
124
124
124
130
130
130
130
130
130
130
130
130
130
130
130
135
135
135
135
135
135
135
135
135
135
136
136
141
141
141
141
141
141
141
141
141
142
142
143
147
147
147
147
147
147
147
147
148
148
148
149
152
152
153
153
153
153
153
153
153
154
154
154
158
158
158
158
158
158
159
159
159
160
160
160
159
159
159
159
159
159
160
160
160
161
161
162
Flaps 10 V2 For VR MIN (KIAS)
WEIGHT
(1000
KG)
420
400
380
360
340
320
300
280
260
240
220
200
VRMIN (KIAS)
100
105
110
115
120
125
130
135
140
141
113
113
114
114
114
114
114
114
114
114
114
114
119
119
120
120
120
120
120
120
120
120
120
120
126
126
126
126
126
126
126
126
125
125
125
126
132
132
132
132
132
131
131
131
131
131
131
132
137
137
137
137
137
137
137
137
137
137
137
138
143
143
143
143
143
143
143
143
143
143
144
144
148
148
148
149
149
149
149
149
149
149
150
151
154
154
154
154
154
155
155
155
155
156
156
157
160
160
160
160
160
160
161
161
161
162
162
163
161
161
161
161
161
162
162
162
162
163
164
164
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-46
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Initial Climb %N1
Based on engine bleed for 3 packs on, engine and wing anti-ice off
AIRPORT
AIRPORT PRESSURE ALTITUDE (FT)
OAT
°C
°F
-2000
-1000 0
54
129
96.7
97.3
1000
2000
3000
98.8
99.0
99.3
99.4
99.6
99.8
4000
5000
6000
7000
8000
9000
10000
50
122
97.2
97.7
98.0
98.3
45
113
97.8
98.3
98.6
40
104
98.4
98.9
99.1
35
95
99.0
99.5
99.8
100.0 100.2 100.3 100.5 100.7 100.8 100.9 101.0
30
86
99.6
100.1 100.3 100.6 100.8 101.0 101.1 101.3 101.4 101.5 101.5 101.6 101.5
25
77
99.1
100.2 100.9 101.2 101.4 101.6 101.7 101.9 102.0 102.1 102.1 102.2
102.1
20
68
98.5
99.5
100.3 101.0 101.7 102.2 102.4 102.5 102.6 102.7 102.7 102.8
102.6
15
59
97.7
98.7
99.6
100.3 101.0 101.7 102.4 103.1 103.2 103.3 103.3 103.3
103.3
10
50
96.9
97.9
98.7
99.5
100.3 101.0 101.7 102.3 102.9 103.5 103.9 103.9
103.8
5
41
96.0
97.1
97.9
98.6
99.4
100.1 100.8 101.5 102.2 102.8 103.3 103.9
104.4
0
32
95.2
96.2
97.0
97.8
98.5
99.3
100.0 100.6 101.3 101.9 102.5 103.1
103.6
-10
14
93.5
94.5
95.3
96.1
96.8
97.5
98.2
98.8
99.5
100.1 100.7 101.3
101.8
-20
-4
91.7
92.7
93.5
94.2
95.0
95.7
96.3
97.0
97.7
98.3
98.9
99.5
100.0
-30
-22
89.9
90.9
91.7
92.4
93.1
93.8
94.5
95.1
95.8
96.4
97.0
97.6
-40
-40
88.1
89.0
89.8
90.5
91.2
91.9
92.6
93.2
93.9
94.5
95.1
95.6
96.1
-42
-65
85.5
86.4
87.1
87.8
88.5
89.2
89.8
90.5
91.1
91.7
92.3
92.8
93.3
100.0 100.1 100.3
98.1
%N1 Adjustments for Engine Bleed
AIRPORT PRESSURE ALTITUDE (1000 FT)
BLEED
CONFIGURATION
-2
-1
0
1
2
3
4
5
6
7
8
9
10
ENGINE ANTI-ICE
-0.5 -0.5
-0.5 -0.5
-0.5
-0.5
-0.5
-0.5
-0.5
-0.6
-0.6
-0.6
-0.6
-0.9
-0.9 -1.0
-1.0
-1.0
-1.0
-1.1
-1.1
-1.1
-1.1
-1.2
-1.2
ON
ENGINE & WING ANTI-0.9
ICE ON
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-47
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
All Engines
Long Range Cruise Maximum Operating Altitude
MAXIMUM CLIMB THRUST
BUFFET
LIMITED PRESSURE ALTITUDE**
LIMIT
(FT)
OPTIMUM PRESSURE
ALT (FT) ALTITUDE* ISA + 10°C
ISA + 15°C ISA + 20°C
(FT)
& BELOW
420
28500
30400
32700
31800
30800
400
29600
31400
33900
33000
32000
380
30700
32500
35100
34300
33300
360
31900
33700
36200
35500
34600
340
33100
34900
37400
36700
35900
320
34400
36200
38600
38000
37200
300
35700
37500
39900
39300
38500
280
37200
38900
41300
40700
39900
260
38700
40500
42700
42100
41300
240
40400
42200
44300
43700
42900
220
42200
44000
45000
45000
44600
200
44200
45000
45000
45000
45000
*Based on 1.3g/39° bank maneuver capability
WEIGHT
(1000
KG)
**100 ft/min residual rate of climb
Long Range Cruise Control
Shaded area approximates optimum altitude
WEIGHT (1000 KG)
420
400
380
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
27
94.0
.849
346
3577
92.9
.846
345
3403
91.8
.841
342
3232
PRESSURE ALTITUDE (1000 FT)
29 31 33
35 37 39 41 43 45
95.7 98.2
.852 .853
333 319
3574 3644
94.3 96.3 99.4
.851 .853 .853
332 319 305
3385 3412 3507
93.0 94.6 97.0 101.0
.849 .852 .853 .853
331 319 305 292
3204 3194 3250 3375
(Continued)
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-48
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Control (Continue)
Shaded area approximates optimum altitude
WEIGHT
(1000 KG)
%N1
MACH
360
KIAS
FF/ENG
%N1
MACH
340
KIAS
FF/ENG
%N1
MACH
320
KIAS
FF/ENG
%N1
MACH
300
KIAS
FF/ENG
%N1
MACH
280
KIAS
FF/ENG
%N1
MACH
260
KIAS
FF/ENG
%N1
MACH
240
KIAS
FF/ENG
%N1
MACH
220
KIAS
FF/ENG
%N1
MACH
200
KIAS
FF/ENG
27
90.6
.832
338
3061
89.3
.819
332
2884
88.1
.805
326
2718
86.7
.790
319
2555
85.2
.773
312
2396
83.6
.755
304
2238
81.8
.735
295
2074
79.9
.709
284
1904
77.8
.684
273
1743
29
91.7
.845
330
3033
90.5
.838
327
2870
89.2
.825
321
2699
87.9
.810
315
2530
86.5
.795
308
2370
84.9
.777
301
2211
83.2
.758
293
2055
81.3
.735
283
1894
79.2
.708
272
1727
PRESSURE ALTITUDE (1000 FT)
31
33
35
37
39
41
93.1 95.0 97.9
.851 .853 .853
318 305 292
3010 3022 3087
91.7 93.2 95.5 99.5
.848 .852 .853 .853
317 305 292 279
2841 2822 2848 2970
90.4 91.7 93.4 96.4
.842 .849 .852 .853
315 304 292 279
2681 2652 2642 2706
89.1 90.3 91.7 94.0 98.0
.831 .845 .851 .853 .853
310 302 291 279 266
2519 2494 2469 2489 2587
87.7 88.9 90.1 92.0 95.1 99.6
.815 .836 .847 .852 .853 .853
304 299 290 278 266 254
2350 2341 2311 2303 2354 2471
86.2 87.4 88.6 90.2 92.7 96.1
.799 .820 .839 .849 .852 .853
297 292 287 277 266 254
2188 2173 2159 2143 2155 2215
84.5 85.8 87.0 88.6 90.7 93.3
.779 .802 .823 .842 .849 .852
289 285 281 275 265 254
2027 2009 1995 1990 1990 2007
82.7 84.0 85.3 86.8 88.9 91.0
.759 .781 .803 .825 .843 .850
281 277 273 269 263 253
1870 1846 1831 1829 1835 1835
80.6 82.0 83.3 85.0 87.0 89.0
.734 .758 .780 .803 .825 .843
271 268 265 261 257 251
1709 1687 1670 1666 1674 1680
Uncontrolled when printed
747-400 FCOM I
43
45
96.8
.853
243
2068
93.7
.852
243
1854
91.2
.850
242
1679
97.3
.853
232
1913
93.8
.852
232
1695
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-49
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Enroute Fuel and Time – Low Altitudes
Ground to Air Miles Conversion
AIR DISTANCE (NM)
AIR DISTANCE (NM)
GROUND
HEADWIND COMPONENT
TAILWIND COMPONENT
DISTANCE
(KTS)
(KTS)
(NM)
100 80
60
40
20
20
40
60
80
100
675 631 592 558 528
500
479 460 442 426 411
1350 1263 1184 1116 1055
1000
960 923 888 856 826
2029 1897 1779 1675 1583
1500
1440 1384 1333 1285 1241
2713 2536 2375 2236 2112
2000
1921 1847 1778 1715 1656
3403 3178 2975 2798 2642
2500
2401 2309 2223 2144 2071
4100 3825 3577 3362 3172
3000
2881 2770 2668 2573 2486
4805 4478 4184 3929 3704
3500
3362 3233 3113 3002 2900
5518 5136 4794 4497 4236
4000
3842 3695 3558 3431 3314
6239 5801 5408 5068 4770
4500
4322 4156 4001 3858 3727
6969 6471 6025 5641 5304
5000
4802 4617 4445 4286 4140
Reference Fuel and Time Required at Check Point
PRESSURE ALTITUDE (1000 FT)
AIR
10
14
18
22
25
DIST
(NM)
FUEL
TIME
FUEL
TIME
FUEL (1000
TIME
FUEL
TIME
FUEL
TIME (HR:MIN)
(1000 KG) (HR:MIN) (1000 KG) (HR:MIN)
KG)
(HR:MIN) (1000 KG) (HR:MIN)
(1000 KG)
500
13.3
1:21
12.2
1:19
11.3
1:16
10.4
1:14
9.9
1:12
1000
26.8
2:39
24.8
2:34
23.2
2:28
21.7
2:22
20.7
2:18
1500
40.0
3:58
37.1
3:50
34.8
3:41
32.7
3:31
31.3
3:25
2000
52.9
5:19
49.2
5:07
46.1
4:55
43.4
4:42
41.6
4:32
2500
65.5
6:42
61.0
6:26
57.2
6:11
53.9
5:54
51.7
5:41
3000
77.9
8:07
72.5
7:46
68.1
7:27
64.2
7:06
61.5
6:51
3500
90.0
9:34
83.8
9:07
78.7
8:45
74.2
8:20
71.2
8:02
4000
101.8
11:04
94.9
10:30
89.0
10:03
84.0
9:36
80.6
9:14
4500
113.4
12:37
105.7
11:55
99.2
11:23
93.6
10:52
89.8
10:27
5000
124.7
14:12
116.3
13:23
109.1
12:45
102.9
12:09
98.8
11:42
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-50
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Enroute Fuel and Time - Low Altitudes
Fuel Required Adjustment (1000 KG)
REFERENCE FUEL REQUIRED
(1000 KG)
10
20
30
40
50
60
70
80
90
100
110
120
130
140
200
-1.5
-3.1
-4.7
-6.3
-7.9
-9.5
-11.1
-12.7
-14.3
-15.9
-17.6
-19.2
-20.8
-22.4
WEIGHT AT CHECK POINT
(1000 KG)
250
300
350
400
-0.7
0.0
2.2
6.3
-1.5
0.0
4.2
11.3
-2.3
0.0
6.1
15.8
-3.1
0.0
7.9
20.0
-3.9
0.0
9.5
23.7
-4.7
0.0
11.0 27.0
-5.5
0.0
12.4 29.9
-6.3
0.0
13.6 32.3
-7.1
0.0
14.7 34.3
-7.9
0.0
15.6 35.9
-8.7
0.0
16.4 37.1
-9.5
0.0
17.1 37.8
-10.4
0.0
17.6 38.1
-11.2
0.0
18.0 38.0
Long Range Cruise Enroute Fuel and Time – High Altitudes
Ground to Air Miles Conversion
AIR DISTANCE (NM)
AIR DISTANCE (NM)
GROUND
HEADWIND COMPONENT
TAILWIND COMPONENT
DISTANCE
(KTS)
(KTS)
(NM)
100
80
60
40
20
20
40
60
80
100
3878 3666 3472 3299 3143
3000
2881 2770 2668 2573 2486
4532 4283 4055 3852 3669
3500
3362 3233 3113 3002 2900
5190 4903 4640 4406 4194
4000
3842 3695 3558 3431 3314
5851 5524 5226 4960 4720
4500
4322 4156 4001 3858 3727
6516 6149 5814 5515 5247
5000
4802 4617 4445 4286 4140
7184 6776 6403 6072 5774
5500
5282 5078 4888 4713 4552
7855 7404 6993 6629 6301
6000
5761 5538 5330 5139 4963
8530 8036 7586 7187 6829
6500
6240 5998 5773 5565 5374
9209 8670 8180 7746 7357
7000
6720 6458 6215 5990 5784
9891 9308 8777 8307 7886
7500
7199 6917 6656 6414 6192
10577 9947 9374 8868 8415
8000
7677 7376 7096 6837 6600
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-51
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Enroute Fuel and Time - High Altitudes
Reference Fuel and Time Required at Check Point
PRESSURE ALTITUDE (1000 FT)
AIR
25
29
33
37
DIST
(NM)
FUEL (1000
TIME
FUEL (1000
TIME
FUEL (1000
TIME
FUEL
TIME
KG)
(HR:MIN)
KG)
(HR:MIN)
KG)
(HR:MIN)
(1000 KG)
(HR:MIN)
3000
61.5
6:51
58.1
6:34
55.3
6:22
53.9
6:17
3500
71.2
8:02
67.2
7:42
64.0
7:26
62.2
7:19
4000
80.6
9:14
76.1
8:49
72.4
8:31
70.4
8:22
4500
89.8
10:27
84.9
9:58
80.7
9:36
78.3
9:25
5000
98.8
11:42
93.4
11:08
88.7
10:43
86.0
10:28
5500
107.6
12:57
101.7
12:19
96.6
11:50
93.5
11:32
6000
116.2
14:14
109.9
13:32
104.3
12:58
100.9
12:37
6500
124.7
15:32
117.9
14:45
111.8
14:07
108.0
13:42
7000
132.9
16:52
125.7
16:00
119.1
15:17
7500
141.0
18:12
133.3
17:16
126.3
16:28
121.9
15:56
8000
149.0
19:34
140.8
18:33
133.3
17:40
128.5
17:03
115.0
Fuel Required Adjustment (1000 KG)
REFERENCE
WEIGHT AT CHECK POINT (1000 KG)
FUEL
REQUIRED
200
250
300
350
400
(1000 KG)
50
-10.0
-5.1
0.0
9.6
23.9
60
-11.9
-6.1
0.0
10.9
26.8
70
-13.8
-7.1
0.0
12.3
29.6
80
-15.7
-8.1
0.0
13.6
32.3
90
-17.6
-9.1
0.0
14.8
34.8
100
-19.6
-10.0
0.0
16.0
37.2
110
-21.5
-11.0
0.0
17.2
39.5
120
-23.5
-11.9
0.0
18.3
41.6
130
-25.5
-12.9
0.0
19.4
43.6
140
-27.5
-13.8
0.0
20.5
45.4
150
-29.5
-14.7
0.0
21.5
47.1
160
-31.6
-15.6
0.0
22.4
48.7
Uncontrolled when printed
747-400 FCOM I
14:49
00 / 07
4 Performance
4.4 (ERF) Performance Inflight
Page:
4-52
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Wind-Altitude Trade
PRESSURE
ALTITUDE
(1000 FT) 420 400
45
43
41
39
37
60
35
33
40 24
31
13
6
29
1
0
27
0
1
25
3
8
CRUISE WEIGHT (1000 KG)
380 360 340 320 300 280 260 240 220 200
38
12
1
0
4
13
55
21
4
0
2
9
20
32
9
0
0
6
16
28
46
16
2
0
4
13
24
37
60
23
5
0
2
10
21
33
47
32
9
0
0
7
18
30
44
58
40
13
1
0
5
15
28
42
56
70
46
16
2
0
4
14
26
40
54
68
82
18
3
0
3
13
25
39
54
68
82
95
3
0
3
13
25
39
54
69
83
96
109
The above wind factor table is for calculation of wind required to maintain present
range capability at new pressure altitude, i.e., break-even wind.
Method:
(1) Read wind factors for present and new altitude from table;
(2) Determine difference (new altitude wind factor minus present altitude wind
factor), this difference may be negative or positive; and
(3) Break-even wind at new altitude is present altitude wind plus difference from
step 2.
Descent at .84/290/250
PRESSURE
ALT (1000 19 21 23 25 27 29 31 33 35 37 39 41 43 45
FT)
DISTANCE
75 82 89 97 104 112 119 126 133 138 144 149 155 159
(NM)
TIME
16 17 18 19 21 22 23 23 24 25 26 26 27 28
(MINUTES)
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Text
Introduction
This chapter contains information to supplement performance data from the Flight
Management Computer (FMC). In addition, sufficient inflight data is provided to
complete a flight with the FMC inoperative. In the event of conflict between data
presented in this chapter and that contained in the Approved Flight Manual, the
Flight Manual shall always take precedence.
General
VREF
The Reference Speed table contains flaps 30 and 25 landing speeds for a given
weight. Apply adjustments shown as required.
Flap Maneuver Speeds
This table provides the flap speed schedule for recommended maneuvering
speeds. Using VREF as the basis for the schedule makes it variable as a function
of weight and will provide adequate maneuver margin above stall at all weights.
During flap retraction, selection to the next position should be initiated when at and
accelerating above the recommended flap speed for the new position. During flap
extension, selection of the flaps to the next position should be made prior to
decelerating below the recommended flap speed for the current flap setting.
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FCOM I
Slush/Standing Water Takeoff
Experience has shown that aircraft performance may deteriorate significantly on
runways covered with snow, slush, standing water or ice. Therefore, reductions in
field/obstacle limited takeoff weight and revised takeoff speeds are necessary. The
tables are intended for guidance in accordance with advisory material and assume
an engine failure at the critical point during the takeoff. Data is shown for 2 engine
reverse thrust and for no reverse thrust.
The entire runway is assumed to be completely covered by a contaminant of
uniform thickness and density. There fore this information is conservative when
operating under typical colder weather conditions where patches of slush exist and
some degree of sanding is common.
Takeoffs in slush depths greater than 13 mm (0.5 inches) are not recommended
because of possible airplane damage as a result of slush impingement on the
airplane structure. The use of assumed temperature for reduced thrust is not
allowed on contaminated runways. Interpolation for slush/standing water depths
between the values shown is permitted.
Takeoff weight is determined as follows:
(1) Determine the field/obstacle limit weight for the takeoff flap setting;
(2) Enter the Weight Adjustment table with the field/obstacle limit weight to obtain
the weight reduction for the slush/standing water depth and airport pressure
altitude; and
(3) Enter the VMCG Limit Weight table with the available field length and pressure
altitude to obtain the slush/standing water limit weight with respect to minimum
field length required for VMCG speed.
The maximum allowable takeoff weight in slush/standing water is the lesser of the
limit weights found in steps 2 and 3.
(1) Determine takeoff speeds V1, VR and V2 for actual brake release weight using
the Takeoff Speeds from the FMC or Takeoff Analysis; and
(2) If VMCG limited, set V1=VMCG. If not limited by VMCG considerations, reenter
the V1 Adjustment table with actual brake release weight to determine the V1
reduction to apply to V1 speed. If the adjusted V1 is less than VMCG, set
V1=VMCG.
Tables for no reverse thrust are also provided in the same format.
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Slippery Runway Takeoff
Airplane braking action is reported as good, medium or poor, depending on existing
runway conditions. If braking action is reported as good, conditions should not be
expected to be as good as on clean, dry runways. The value “good” is comparative
and is intended to mean that airplanes should not experience braking or directional
control difficulties when stopping. The performance level of good is the same as
used by the FAA and EASA to define wet runway rejected takeoff performance.
Similarly, poor braking action is representative of a runway covered with ice.
Performance is based on two symmetric reversers operating and a 15 ft screen
height at the end of the runway. The tables provided are used in the same manner
as the Slush/Standing Water tables. Data is provided for 2 engine reverse thrust
and for no reverse thrust.
Tables for no reverse thrust are also provided in the same format.
Anti-skid Inoperative
The anti-skid must be operative when the takeoff is scheduled on a wet runway.
When operating with anti-skid inoperative, the dry field length/obstacle limited weight
and the V1 speed must be reduced to allow for the effect on accelerate-stop
performance as detailed in the Airplane Flight Manual.
Obstacle clearance capability must also be considered since the reduced V1 speed
will increase the distance required to achieve a given height above the runway
following engine failure at V1.
Initial Climb %N1
This table is used to set initial climb power once the takeoff segment is complete
and enroute configuration is achieved (i.e. flaps up). The power settings shown are
based on 200 KIAS at 1000 ft above the airport pressure altitude. Upon accelerating
to the normal enroute climb speed of 340 KIAS, the power settings provided in the
Max Climb table should be used.
%N1 adjustments are shown for anti-ice operation.
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Max Climb %N1
This table shows Max Climb %N1 for a 340/.84 climb speed schedule, normal
engine bleed for 3 packs on and anti-ice off. Enter the table with airport pressure
altitude and TAT and read %N1. %N1 adjustments are shown for anti-ice operation.
Go-around %N1
To find Max Go-around %N1 based on normal engine bleed for 3 packs on, enter
the Go-around %N1 table with airport pressure altitude and reported OAT or TAT
and read %N1. For packs off operation, apply the %N1 adjustments provided below
the table. %N1 adjustments are shown for engine anti-ice operation. No %N1
adjustment is required for wing anti-ice operation.
Flight with Unreliable Airspeed / Turbulent Air Penetration
Pitch attitude and average %N1 information is provided for use in all phases of flight
in the event of unreliable airspeed/Mach indications resulting from blocking or
freezing of the pitot system. Loss of radome or turbulent air may also cause
unreliable airspeed/Mach indications. The cruise table in this section may also be
used for turbulent air penetration.
Pitch attitude is shown in bold type for emphasis since altitude and/or vertical speed
indications may also be unreliable.
All Engines
Long Range Cruise Maximum Operating Altitude
The Long Range Cruise Maximum Operating Altitude tables provides both optimum
altitude and cruise thrust limited pressure altitude for a given weight at Long Range
Cruise. Optimum altitudes shown in the Long Range Cruise Maximum Operating
Altitude table result in maneuver margins of 1.5g (48° bank) or more. Buffet limits
corresponding to a maneuver margin of 1.3g (39° bank) are also shown. The
altitudes shown in the table are limited to the maximum certified altitude of 45000 ft.
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Long Range Cruise Control
The table provides target %N1, Long Range Cruise Mach number, KIAS and
standard day fuel flow per engine for the airplane weight and pressure altitude. The
shaded area in this table approximates optimum altitude. At optimum altitude the
Long Range Cruise Mach schedule is approximated by .85M.
Long Range Cruise Enroute Fuel and Time
Long Range Cruise Enroute Fuel and Time tables are provided to determine
remaining time and fuel required to destination. The data is based on Long Range
Cruise and .84/290/250 descent. Tables are presented for low altitudes and high
altitudes.
To determine remaining fuel and time required, first enter the Ground to Air Miles
Conversion table to convert ground distance and enroute wind to an equivalent still
air distance for use with the Reference Fuel and Time tables. Next, enter the
Reference Fuel and Time table with air distance from the Ground to Air Miles
Conversion table and the desired altitude and read Reference Fuel and Time
Required. Lastly, enter the Fuel Required Adjustment table with the Reference Fuel
and the actual weight at checkpoint to obtain fuel required to destination.
Long Range Cruise Wind-Altitude Trade
Wind is a factor which may justify operations considerably below optimum altitude.
For example, a favorable wind component may have an effect on ground speed
which more than compensates for the loss in air range.
Using this table, it is possible to determine the break-even wind (advantage
necessary or disadvantage that can be tolerated) to maintain the same range at
another altitude and long range cruise speed. The tables make no allowance for
climb or descent time, fuel or distance, and are based on comparing ground fuel
mileage.
Descent
Distance and time for descent are shown for a .84/290/250 descent speed
schedule. Enter the table with top of descent pressure altitude and read distance in
nautical miles and time in minutes. Data is based on flight idle thrust descent in zero
wind. Allowances are included for a straight-in approach with gear down and landing
flaps at the outer marker.
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Holding
Target %N1, indicated airspeed and fuel flow per engine information is tabulated for
holding with flaps up based on the FMC optimum holding speed schedule. This is
the higher of the maximum endurance speed and the maneuvering speed for the
selected flap setting. Flaps 1 data is based on VREF30 + 60 speed. Small variations
in airspeed will not appreciably affect the overall endurance time. Enter the table
with weight and pressure altitude to read %N1, KIAS and fuel flow per engine.
Advisory Information
Runway Surface Condition Correlation
When landing on slippery runways or runways contaminated with ice, snow, slush,
or standing water, the reported braking action must be considered. A table is
provided that correlates runway condition code to runway surface condition
description and reported braking action that can then be used to determine the
appropriate Normal Configuration Landing Distance or Non-Normal Configuration
Landing Distance.
Uncontrolled when printed
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Normal Configuration Landing Distance
Tables are provided as advisory information for normal configuration landing
distances on dry runways and runways with good, good-to-medium, medium,
medium-to-poor, and poor reported braking action. Landing distances (reference
distances plus adjustments) are 115% of the actual landing distance. The Normal
Configuration Landing Distance tables should be used enroute to make a landing
distance assessment for time of arrival.
The reference landing distance is the distance from threshold to complete stop. It
includes an air distance allowance of 1500 ft from threshold to touchdown. The
reference distance is based on a reference landing weight and speed at sea level,
standard day, zero wind, zero slope, four-engine maximum reverse thrust, and auto
speedbrakes.
To use these tables, determine the reference landing distance for the selected
braking configuration and reported braking action. Adjust this reference distance for
landing weight, altitude, wind, slope, temperature, approach speed, and the number
of operative thrust reversers. Each correction is applied independently to the
reference landing distance. A correction for use of manual speedbrakes is provided
in the table notes.
Use of the autobrake system commands the airplane to a constant deceleration
rate. In some conditions, such as a runway with "poor" braking action, the airplane
may not be able to achieve these deceleration rates. In these cases, runway slope
and inoperative reversers influence the stopping distance. Since it cannot be
determined quickly when this becomes a factor, it is conservative to add the effects
of slope and inoperative reversers when using the autobrake system.
Whenever there is the likelihood of moderate or greater rain on a smooth runway or
heavy rain on a grooved/PFC runway, it should be verified that, prior to initiating the
approach, the aircraft can stop within the Landing Distance Available using a
Runway Condition Code of “2” which equals Reported Braking Action “Medium to
Poor”.
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Non-normal Configuration Landing Distance
Advisory information is provided to support non-normal configurations that affect landing. Landing
distances and adjustments are provided for dry runways and runways with good, good-to-medium,
medium, medium-to-poor, and poor reported braking action. Landing distances (reference distances
plus adjustments) are representative of the actual landing distance, and are not factored. The NonNormal Configuration Landing Distance tables should be used enroute to make a landing distance
assessment for time of arrival.
The reference landing distance is the distance from threshold to complete stop. It includes an air
distance allowance of 1500 ft from threshold to touchdown.
The reference distance is based on a reference landing weight and speed at sea level, standard
day, zero wind, zero slope, and maximum available symmetrical reverse thrust.
Tables for Non-Normal Configuration Landing Distance in this section are similar in format and used
in the same manner as tables for the Normal Configuration Landing Distance previously described.
Whenever there is the likelihood of moderate or greater rain on a smooth runway or heavy rain on a
grooved/PFC runway, it should be verified that, prior to initiating the approach, the aircraft can stop
within the Landing Distance Available using a Runway Condition Code of “2” which equals Reported
Braking Action “Medium to Poor”.
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Recommended Brake Cooling Schedule
Advisory information is provided to assist in avoiding problems associated with hot
brakes. For normal operation, most landings are at weights below the AFM quick
turnaround limit weight.
Use of the recommended cooling schedule will help avoid brake overheat and fuse
plug problems that could result from repeated landings at short time intervals or a
rejected takeoff.
Enter the Recommended Brake Cooling Schedule table with the airplane weight and
brakes on speed, adjusted for wind, at the appropriate temperature and altitude
condition. Instructions for applying wind adjustments are included below the table.
Linear interpolation may be used to obtain intermediate values. The resulting
number is the reference brake energy per brake in millions of foot-pounds, and
represents the amount of energy absorbed by each brake during a rejected takeoff.
To determine the energy per brake absorbed during landing, enter the table with the
reference brake energy per brake and the type of braking used during landing (Max
Manual or Max Auto). The resulting number is the adjusted brake energy per brake
and represents the energy absorbed in each brake during the landing. The
recommended cooling time is found in the final table by entering with the adjusted
brake energy per brake. Times are provided for ground cooling and inflight gear
down cooling.
Brake Temperature Monitor System (BTMS) indications are also shown. If brake
cooling is determined from the BTMS, the hottest brake indication 10 to 15 minutes
after the airplane has come to a complete stop, or inflight with gear retracted, may
be used to determine recommended cooling schedule by entering at the bottom of
the chart. An EICAS advisory message, BRAKE TEMP, will appear when any brake
registers 5 on the GEAR synoptic display and disappears as the hottest brake
cools to an indication of 4. Note that even without an EICAS advisory message,
brake cooling is recommended.
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FCOM I
One Engine Inoperative
Max Continuous %N1
Power setting is based on one engine inoperative with 3 packs on and all anti-ice
bleeds off. Enter the table with pressure altitude and KIAS or Mach to read %N1.
It is desirable to maintain engine thrust level within the limits of the Max Cruise thrust
rating. However, where thrust level in excess of Max Cruise rating is required, such
as for meeting terrain clearance, ATC altitude assignments, or to attain maximum
range capability, it is permissible to use the thrust needed up to the Max Continuous
thrust rating. The Max Continuous thrust rating is intended primarily for emergency
use at the discretion of the pilot and is the maximum thrust that may be used
continuously.
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight at start of
driftdown. Also shown are the approximate weight and pressure altitude at which
the airplane will level off.
The level off altitude is dependent on air temperature (ISA deviation). The level off
altitude shown is 1000 ft below the maximum altitude. This reduction in altitude is
consistent with the FMC logic.
Long Range Cruise Altitude Capability
The table shows the maximum altitude that can be maintained at a given weight and
air temperature (ISA deviation), based on Long Range Cruise speed and Max
Continuous thrust. Note that the maximum altitude shown has been reduced by
1000 ft. This reduction in altitude is consistent with the FMC logic.
Long Range Cruise Control
The table provides target %N1, one engine inoperative Long Range Cruise Mach
number, KIAS, and fuel flow for the airplane weight and pressure altitude. The fuel
flow values in this table reflect single engine fuel burn.
Uncontrolled when printed
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Long Range Cruise Diversion Fuel and Time
Tables are provided for crews to determine the fuel and time required to proceed to
an alternate airfield with one engine inoperative. The data is based on three engine
Long Range Cruise speed and .84/290/250 descent. Enter with Air Distance as
determined from the Ground to Air Miles Conversion table and read Fuel and Time
required at the cruise pressure altitude. Adjust the fuel obtained for deviation from
the reference weight at checkpoint as required by entering the Fuel Required
Adjustment table with the fuel required for the reference weight and the actual
weight at checkpoint.
Holding
One engine inoperative holding data is provided in the same format as the all engine
holding data and is based on the same assumptions.
Two Engines Inoperative
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight at start of
driftdown. Also shown are the approximate weight and pressure altitude at which
the airplane will level off.
The level off altitude is dependent on air temperature (ISA deviation). The level off
altitude shown is 2000 ft below the maximum altitude. This reduction in altitude is
consistent with the FMC.
Driftdown/LRC Cruise Range Capability
This table shows the range capability from the start of driftdown. Driftdown is
continued to level off altitude. As weight decreases due to fuel burn, the airplane is
accelerated to Long Range Cruise speed. Cruise is continued at level off altitude
and Long Range Cruise speed.
To determine fuel required, enter the Ground to Air Miles Conversion table with the
desired ground distance and correct for anticipated winds to obtain air distance to
destination. Then enter the Driftdown/Cruise Fuel and Time table with air distance
and weight at start of driftdown to determine fuel and time required.
Uncontrolled when printed
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FCOM I
Long Range Cruise Altitude Capability
The table shows the maximum altitude that can be maintained at a given weight and
air temperature (ISA deviation), based on Long Range Cruise speed and Max
Continuous thrust. Note that the maximum altitude shown has been reduced by
2000 ft. This reduction in altitude is consistent with the FMC logic.
Long Range Cruise Control
The table provides target %N1, two engines inoperative Long Range Cruise Mach
number, KIAS, and fuel flow for the airplane weight and pressure altitude. The fuel
flow values in this table reflect single engine fuel burn.
Gear Down
This section contains performance for airplane operation with the landing gear
extended for all phases of flight. The data is based on engine bleeds for normal air
conditioning.
Note: The Flight Management Computer System (FMCS) does not contain special
provisions for operation with landing gear extended. As a result, the FMCS will
generate inaccurate enroute speed schedules, display non-conservative
predictions of fuel burn, estimated time of arrival (ETA), maximum altitude, and
compute overly shallow descent path. To obtain accurate ETA predictions, gear
down cruise speed and altitude should be entered on the CLB and CRZ pages.
Gear down cruise speed should also be entered on the DES page and a STEP
SIZE of zero should be entered on the PERF INIT or CRZ page. Use of the VNAV
during descent under these circumstances is not recommended.
Tables for gear down performance in this section are identical in format and used in
the same manner as tables for the gear up configuration previously described.
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FCOM I
4.5 (BCF) PERFORMANCE INFLIGHT
General
The table below shows the airplanes that have been identified with the following
performance package. Note, some airplanes may be identified with more than one
performance package. This configuration table information reflects the Boeing
delivered configuration updated for service bulletin incorporations in conformance
with the policy stated in the introduction section of the FCOM. The performance
data is prepared for the owner/operator named on the title page. The intent of this
information is to assist flight crews and airlines in knowing which performance
package is applicable to a given airplane. The performance package model
identification information is based on Boeing's knowledge of the airline's fleet at a
point in time approximately three months prior to the page date. Notice of Errata
(NOE) will not be provided to airlines to identify airplanes that are moved between
performance packages within this manual or airplanes added to the airline's fleet
whose performance packages are already represented in this manual. These types
of changes will be updated in the next block revision.
Owners/operators are responsible for ensuring the operational documentation they
are using is complete and matches the current configuration of their airplanes, and
the accuracy and validity of all information furnished by the owner/operator or any
other party. Owners/operators receiving active revision service are responsible to
ensure that any modifications to the listed airplanes are properly reflected in this
manual.
Serial and tabulation number are supplied by Boeing.
Airplane
Number
406
Registry
Number
PH-MPS
Serial
Number
24066
Tabulation
Number
RT506
Uncontrolled when printed
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FCOM I
Flap Maneuver Speeds
FLAP POSITION
UP
1
5
10
20
25
30
MANEUVER SPEED
VREF 30 + 80
VREF 30 + 60
VREF 30 + 40
VREF 30 + 20
VREF 30 + 10
VREF 25
VREF 30
Minimum Control Speeds
Max Takeoff Thrust, VMCG, VRMIN (KIAS)
AIRPORT PRESSURE ALTITUDE (FT)
AIRPORT
OAT
-2000
V
°C
VR
0
V
2000
VR V
4000
VR V
5000
VR V
6000
VR V
8000
VR V
10000
VR V
VR
°F
MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN MCG MIN
60
140
108
111
104
107
101
103
97
100
95
98
93
96
90
93
87
89
55
131
112
115
108
111
104
107
100
103
98
100
97
99
93
96
90
92
50
122
115
118
111
114
107
110
103
106
100
103
100
102
96
99
92
95
45
113
119
122
114
118
110
113
106
109
103
105
102
105
99
101
95
97
40
104
122
125
117
120
113
116
109
112
105
108
105
108
101
104
97
100
39
103
122
125
118
121
113
117
109
112
106
109
105
108
102
104
98
100
37
99
122
125
119
122
114
117
110
113
107
110
106
109
102
105
98
101
35
95
122
125
120
123
115
119
111
114
108
111
107
110
103
106
99
102
33
92
122
125
121
124
116
119
112
115
109
112
108
111
104
107
100
103
30
86
122
125
121
124
118
121
113
116
110
113
109
112
105
108
101
104
29
85
122
125
121
124
118
121
114
117
111
114
109
112
105
108
101
104
25
77
122
125
121
124
118
121
115
118
113
116
111
114
107
110
103
106
23
73
122
125
121
124
118
121
115
118
114
117
112
115
107
110
103
106
20
68
122
125
121
124
118
121
115
118
114
117
113
116
108
111
104
107
15
59
122
125
121
124
118
121
115
118
114
117
113
116
110
113
106
108
10
50
122
125
121
124
118
121
115
118
114
117
113
116
110
113
107
110
5
41
122
125
121
124
118
121
115
118
114
117
113
116
110
113
107
110
0
32
122
125
121
124
118
121
115
118
114
117
113
116
110
113
107
110
-55
-67
122
125
121
124
118
121
115
118
114
117
113
116
110
113
107
109
Uncontrolled when printed
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Minimum Control Speeds, Flaps 20 V2 For VRMIN (KIAS)
VRMIN (KIAS)
WEIGHT
(1000
89
90
95
100
105
110
115
120
125
KG)
V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT
260
104
22
105
21
109
20
115
19
121
18
127
17
133
17
139
17
145
17
240
104
20
104
20
109
19
115
18
121
18
127
17
133
17
139
17
145
17
220
103
19
104
19
109
18
115
18
121
17
127
17
133
17
140
17
146
18
200
103
18
104
18
109
18
115
18
121
17
128
17
134
17
140
18
147
18
Minimum Control Speeds, Flaps 10 V2 For VRMIN (KIAS)
VRMIN (KIAS)
WEIGHT
(1000
89
90
95
100
105
110
115
120
125
KG)
V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT V2
ATT
240
105
23
106
23
111
21
116
21
123
20
129
19
135
19
141
19
147
19
220
105
22
106
21
111
21
116
20
123
19
129
19
135
19
142
20
148
20
200
105
21
106
20
111
20
117
19
123
19
129
19
136
19
142
20
149
20
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-68
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
All Engines
Long Range Cruise Maximum Operating Altitude, Max Climb Thrust
ISA + 10°C and Below
WEIGHT
(1000 KG)
400
380
360
340
320
300
280
260
240
220
200
180
MARGIN TO INITIAL BUFFET 'G'
(BANK ANGLE)
OPTIMUM TAT
ALT (FT) (°C) 1.20
1.25
1.30
1.40
1.50
(33°)
(36°)
(39°)
(44°)
(48°)
27600
6
33300* 32900 32100 30500 28900
28800
3
34500* 34000 33200 31600 30100
30000
1
35700* 35100 34300 32700 31300
31200
-2
36800* 36300 35500 34000 32500
32500
-5
38000* 37600 36800 35200 33800
33900
-8
39200* 38900 38100 36600 35100
35400
-12 40400* 40400 39600 38000 36600
36900
-13 41800* 41800* 41100 39600 38100
38600
-13 43300* 43300* 42800 41200 39800
40400
-13
45000 45000 44600 43000 41600
42400
-13
45000 45000 45000 45000 43600
44600
-13
45000 45000 45000 45000 45000
ISA + 15°C
MARGIN TO INITIAL BUFFET 'G'
(BANK ANGLE)
OPTIMUM TAT
ALT (FT) (°C) 1.20
1.25
1.30
1.40
1.50
(33°)
(36°)
(39°)
(44°)
(48°)
400
27600
12 33300* 32900 32100 30500 28900
380
28800
9
34500* 34000 33200 31600 30100
360
30000
6
35700* 35100 34300 32700 31300
340
31200
4
36800* 36300 35500 34000 32500
320
32500
1
37900* 37600 36800 35200 33800
300
33900
-3
39100* 38900 38100 36600 35100
280
35400
-6
40400* 40400 39600 38000 36600
260
36900
-7
41800* 41800* 41100 39600 38100
240
38600
-7
43300* 43300* 42800 41200 39800
220
40400
-7
45000 45000 44600 43000 41600
200
42400
-7
45000 45000 45000 45000 43600
180
44600
-7
45000 45000 45000 45000 45000
*Denotes altitude thrust limited in level flight, 100 fpm residual rate of climb.
WEIGHT
(1000 KG)
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-69
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Maximum Operating Altitude
ISA + 20°C
MARGIN TO INITIAL BUFFET 'G'
(BANK ANGLE)
1.20
1.25
1.30
1.40
1.50
(33°)
(36°)
(39°)
(44°)
(48°)
400
27600
17 32400* 32400* 32100 30500
28900
380
28800
15 33700* 33700* 33200 31600
30100
360
30000
12 35000* 35000* 34300 32700
31300
340
31200
9
36200* 36200* 35500 34000
32500
320
32500
6
37300* 37300* 36800 35200
33800
300
33900
3
38500* 38500* 38100 36600
35100
280
35400
0
39800* 39800* 39600 38000
36600
260
36900
-2
41100* 41100* 41100 39600
38100
240
38600
-2
42600* 42600* 42600* 41200
39800
220
40400
-2
44300* 44300* 44300* 43000
41600
200
42400
-2
45000 45000 45000 45000
43600
180
44600
-2
45000 45000 45000 45000
45000
*Denotes altitude thrust limited in level flight, 100 fpm residual rate of climb.
WEIGHT
(1000
KG)
OPTIMUM TAT
ALT (FT) (°C)
Long Range Cruise Control
Shaded area approximates optimum altitude
WEIGHT (1000 KG)
400
380
360
EPR
MACH
KIAS
FF/ENG
EPR
MACH
KIAS
FF/ENG
EPR
MACH
KIAS
FF/ENG
PRESSURE ALTITUDE (1000 FT)
27 29 31 33 35 37 39 41 43 45
1.19 1.25 1.36
.852 .862 .861
347 337 322
3467 3466 3513
1.16 1.21 1.29 1.42
.844 .858 .861 .860
343 335 323 308
3286 3274 3284 3375
1.13 1.18 1.24 1.34 1.48
.834 .850 .861 .861 .860
339 332 323 309 295
3116 3092 3092 3124 3256
(Continued)
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-70
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Control (Continue)
Shaded area approximates optimum altitude.
WEIGHT
(1000 KG)
EPR
MACH
320
KIAS
FF/ENG
EPR
MACH
300
KIAS
FF/ENG
EPR
MACH
280
KIAS
FF/ENG
EPR
MACH
260
KIAS
FF/ENG
EPR
MACH
240
KIAS
FF/ENG
EPR
MACH
220
KIAS
FF/ENG
EPR
MACH
200
KIAS
FF/ENG
27
1.09
.811
329
2787
1.08
.797
323
2622
1.06
.782
316
2463
1.04
.765
309
2303
1.03
.745
300
2144
1.01
.726
291
1991
1.00
.706
283
1850
29
1.13
.829
323
2758
1.10
.816
318
2597
1.08
.802
311
2437
1.06
.786
304
2278
1.05
.767
297
2119
1.03
.746
288
1960
1.01
.724
279
1810
31
1.17
.846
316
2735
1.14
.834
311
2572
1.11
.821
306
2413
1.09
.805
300
2255
1.07
.788
292
2096
1.05
.768
284
1937
1.03
.745
275
1785
PRESSURE ALTITUDE (1000 FT)
33
35
37
39
41
43
1.22 1.31 1.45
.859 .861 .860
308 295 282
2731 2743 2850
1.18 1.25 1.35
.850 .861 .861
304 295 282
2555 2554 2598
1.15 1.20 1.28 1.39
.838 .854 .862 .860
300 293 282 269
2391 2378 2391 2472
1.12 1.16 1.22 1.30 1.43
.825 .842 .857 .861 .860
294 288 281 269 257
2233 2211 2218 2252 2341
1.10 1.13 1.17 1.23 1.32 1.46
.808 .827 .845 .859 .861 .860
288 282 276 269 257 245
2075 2054 2049 2074 2102 2196
1.07 1.10 1.13 1.18 1.24 1.34
.789 .810 .829 .846 .860 .861
280 276 270 264 257 245
1917 1896 1890 1901 1921 1943
1.05 1.07 1.10 1.14 1.18 1.25
.767 .789 .810 .829 .846 .860
272 268 263 258 252 245
1759 1738 1733 1740 1755 1760
Uncontrolled when printed
747-400 FCOM I
45
1.34
.861
234
1775
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-71
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Enroute Fuel and Time - Low Altitudes
Ground to Air Miles Conversion
AIR DISTANCE (NM)
AIR DISTANCE (NM)
GROUND
HEADWIND COMPONENT (KTS)
DISTANCE
TAILWIND COMPONENT (KTS)
100
80
60
40
20
(NM)
20
40
60
80
100
671
629
591
557
527
500
480
461
443
427
412
1346
1260
1183
1115
1055
1000
960
924
889
857
828
2029
1897
1779
1675
1583
1500
1441
1386
1335
1288
1244
2720
2541
2379
2238
2113
2000
1922
1849
1781
1717
1659
3420
3190
2983
2803
2644
2500
2403
2311
2226
2148
2075
4128
3845
3590
3370
3176
3000
2883
2773
2671
2577
2490
4844
4505
4202
3939
3709
3500
3363
3235
3116
3006
2905
5570
5173
4818
4512
4243
4000
3843
3696
3560
3434
3319
6303
5846
5437
5086
4778
4500
4323
4158
4005
3863
3732
7046
6525
6061
5662
5314
5000
4803
4619
4448
4290
4145
Reference Fuel and Time Required at Check Point
PRESSURE ALTITUDE (1000 FT)
AIR
10
14
18
22
25
DIST
(NM)
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
(1000 KG) (HR:MIN) (1000 KG) (HR:MIN) (1000 KG) (HR:MIN) (1000 KG) (HR:MIN) (1000 KG)
TIME
(HR:MIN)
500
14.1
1:20
12.7
1:16
11.6
1:14
10.7
1:13
10.0
1:11
1000
28.4
2:38
26.0
2:29
24.0
2:24
22.2
2:20
21.0
2:16
1500
42.4
3:58
39.1
3:43
36.1
3:34
33.5
3:28
31.8
3:22
2000
56.0
5:21
51.8
4:59
47.9
4:46
44.6
4:36
42.3
4:29
2500
69.3
6:47
64.3
6:17
59.5
5:58
55.4
5:46
52.6
5:37
3000
82.2
8:16
76.4
7:38
70.8
7:12
66.0
6:57
62.7
6:45
3500
94.8
9:47
88.3
9:01
81.9
8:28
76.4
8:08
72.5
7:54
4000
107.1
11:20
100.0
10:28
92.8
9:46
86.5
9:21
82.2
9:05
4500
119.1
12:57
111.3
11:57
103.4
11:06
96.4
10:34
91.6
10:16
5000
130.9
14:35
122.4
13:29
113.8
12:29
106.1
11:49
100.8
11:28
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-72
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Enroute Fuel and Time - Low Altitudes
Fuel Required Adjustment (1000 KG)
REFERENCE FUEL
REQUIRED (1000 KG)
200
-1.5
-3.3
-5.0
-6.7
-8.3
-9.9
-11.5
-13.0
-14.5
-16.0
-17.4
-18.7
-20.0
-21.3
10
20
30
40
50
60
70
80
90
100
110
120
130
140
WEIGHT AT CHECK POINT
(1000 KG)
250
300
350
400
-0.7
0.0
2.6
8.3
-1.6
0.0
4.9
14.1
-2.5
0.0
6.9
19.3
-3.4
0.0
8.8
23.9
-4.2
0.0
10.5
27.8
-5.1
0.0
12.0
31.2
-5.9
0.0
13.3
34.0
-6.7
0.0
14.5
36.2
-7.5
0.0
15.4
37.8
-8.3
0.0
16.2
38.8
-9.1
0.0
16.8
39.2
-9.8
0.0
17.2
39.0
-10.6 0.0
17.4
38.3
-11.3
0.0
17.4
36.9
Long Range Cruise Enroute Fuel and Time - High Altitudes
Ground to Air Miles Conversion
AIR DISTANCE (NM)
AIR DISTANCE (NM)
GROUND
HEADWIND COMPONENT
TAILWIND COMPONENT
DISTANCE
(KTS)
(KTS)
(NM
100
80
60
40
20
20
40
60
80
100
3862 3654 3464 3295 3141
3000
2883 2773 2671 2577 2490
4512 4268 4045 3846 3666
3500
3363 3235 3116 3006 2905
5164 4884 4627 4398 4191
4000
3843 3696 3560 3434 3319
5819 5501 5210 4951 4716
4500
4323 4158 4005 3863 3732
6476 6120 5794 5504 5241
5000
4803 4619 4448 4290 4145
7137 6741 6380 6058 5767
5500
5283 5080 4891 4717 4557
7800 7364 6967 6613 6293
6000
5763 5541 5335 5144 4969
8468 7991 7556 7169 6820
6500
6242 6001 5777 5570 5380
9141 8622 8148 7727 7348
7000
6722 6461 6219 5996 5790
9819 9256 8742 8286 7876
7500
7200 6921 6660 6420 6199
10506 9896 9340 8848 8405
8000
7679 7379 7100 6844 6608
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-73
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Enroute Fuel and Time - High Altitudes
Reference Fuel and Time Required at Check Point
PRESSURE ALTITUDE (1000 FT)
AIR
25
29
33
37
DIST
(NM)
FUEL (1000
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
KG)
(HR:MIN)
(1000 KG)
(HR:MIN)
(1000 KG)
(HR:MIN)
(1000 KG)
(HR:MIN)
3000
62.7
6:45
59.1
6:31
56.3
6:20
55.2
6:13
3500
72.5
7:54
68.4
7:37
65.2
7:24
63.7
7:15
4000
82.2
9:05
77.4
8:44
73.8
8:28
72.0
8:18
4500
91.6
10:16
86.3
9:52
82.3
9:33
80.1
9:20
5000
100.8
11:28
95.0
11:01
90.5
10:39
88.0
10:24
109.8
12:41
103.5
12:11
98.5
11:46
95.7
11:28
13:55
111.8
13:22
106.4
12:53
103.2
12:32
5500
6000
118.7
6500
127.3
15:11
120.0
14:33
7000
135.9
16:28
128.0
15:46
7500
144.2
17:47
135.9
8000
152.5
19:09
143.7
114.1
14:01
110.6
13:37
121.7
15:10
117.8
14:43
17:00
129.1
16:21
124.8
15:49
18:14
136.5
17:31
131.7
16:57
Fuel Required Adjustment (1000 KG)
REFERENCE FUEL
REQUIRED (1000 KG)
50
60
70
80
90
100
110
120
130
140
150
160
200
-9.4
-11.1
-12.9
-14.7
-16.5
-18.4
-20.3
-22.3
-24.3
-26.3
-28.4
-30.5
WEIGHT AT CHECK POINT
(1000 KG)
250
300
350
400
-5.0
0.0
10.6 28.1
-5.9
0.0
11.9 30.9
-6.7
0.0
13.2 33.6
-7.6
0.0
14.4 36.1
-8.5
0.0
15.6 38.4
-9.3
0.0
16.7 40.6
-10.2 0.0
17.8 42.6
-11.1
0.0
18.8 44.5
-12.1 0.0
19.8 46.2
-13.0 0.0
20.7 47.8
-13.9 0.0
21.5 49.1
-14.9 0.0
22.3 50.4
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-74
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Long Range Cruise Wind-Altitude Trade
PRESSURE
CRUISE WEIGHT (1000 KG)
ALTITUDE
(1000 FT) 400 380 360 340 320 300 280 260 240 220 200
45
75 34 10
66 30
43
9
1
54 25
41
8
1
2
39
74 42 19
6
0
2
10
88 55 30 13
37
3
0
3
10 22
63 38 20
35
8
2
0
4
11 22 36
33
43 25 12
4
0
1
5
13 23 36 51
31
14
6
1
0
2
7
15 25 37 51 66
29
2
0
1
4
10 18 27 39 51 65 80
27
0
3
7
13 21 30 41 53 66 79 94
25
5
11 17 25 34 44 55 67 79 93 106
The above wind factor table is for calculation of wind required to maintain present
range capability at new pressure altitude, i.e., break-even wind.
Method:
(1) Read wind factors for present and new altitudes from table;
(2) Determine difference (new altitude wind factor minus present altitude wind
factor), this difference may be negative or positive; and
(3) Break-even wind at new altitude is present altitude wind plus difference from
step 2
Descent at .84/290/250
PRESSURE ALT
(1000 FT)
DISTANCE (NM)
TIME (MINUTES)
27
29
31
33
35
37
39
41
43
45
96 103 110 117 124 129 134 140 145 150
19 20 21 22 23 23 24 25 25 26
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-75
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Text
Introduction
This chapter contains information to supplement performance data from the Flight
Management Computer (FMC). In addition, sufficient inflight data is provided to
complete a flight with the FMC inoperative. In the event of conflict between data
presented in this chapter and that contained in the Approved Flight Manual, the
Flight Manual shall always take precedence.
General
VREF
The Reference Speed table contains flaps 30 and 25 landing speeds for a given
weight. Apply adjustments shown as required.
Flap Maneuver Speeds
This table provides the flap speed schedule for recommended maneuvering
speeds. Using VREF as the basis for the schedule makes it variable as a function
of weight and will provide adequate maneuver margin above stall at all weights.
During flap retraction, selection to the next position should be initiated when at and
accelerating above the recommended flap speed for the new position. During flap
extension, selection of the flaps to the next position should be made prior to
decelerating below the recommended flap speed for the current flap setting.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-76
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Slush/Standing Water Takeoff
Experience has shown that aircraft performance may deteriorate significantly on
runways covered with snow, slush, standing water or ice. Therefore, reductions in
field/obstacle limited takeoff weight and revised takeoff speeds are necessary. The
tables are intended for guidance in accordance with advisory material and assume
an engine failure at the critical point during the takeoff. Data is shown for 2 engine
reverse thrust and for no reverse thrust.
The entire runway is assumed to be completely covered by a contaminant of
uniform thickness and density. Therefore this information is conservative when
operating under typical colder weather conditions where patches of slush exist and
some degree of sanding is common.
Takeoffs in slush depths greater than 13 mm (0.5 inches) are not recommended
because of possible airplane damage as a result of slush impingement on the
airplane structure. The use of assumed temperature for reduced thrust is not
allowed on contaminated runways. Interpolation for slush/standing water depths
between the values shown is permitted.
Takeoff weight is determined as follows:
(1) Determine the field/obstacle limit weight for the takeoff flap setting;
(2) Enter the Weight Adjustment table with the field/obstacle limit weight to obtain
the weight reduction for the slush/standing water depth and airport pressure
altitude; and
(3) Enter the VMCG Limit Weight table with the available field length and pressure
altitude to obtain the slush/standing water limit weight with respect to minimum
field length required for VMCG speed.
The maximum allowable takeoff weight in slush/standing water is the lesser of the
limit weights found in steps 2 and 3.
(1) Determine takeoff speeds V1, VR and V2 for actual brake release weight using
the Takeoff Speeds from the FMC or Takeoff Analysis.
(2) If VMCG limited, set V1=VMCG. If not limited by VMCG considerations, reenter
the V1 Adjustment table with actual brake release weight to determine the V1
reduction to apply to V1 speed. If the adjusted V1 is less than VMCG, set
V1=VMCG.
Tables for no reverse thrust are also provided in the same format.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-77
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Slippery Runway Takeoff
Airplane braking action is reported as good, medium or poor, depending on existing
runway conditions. If braking action is reported as good, conditions should not be
expected to be as good as on clean, dry runways. The value “good” is comparative
and is intended to mean that airplanes should not experience braking or directional
control difficulties when stopping. The performance level of good is the same as
used by the FAA and EASA to define wet runway rejected takeoff performance.
Similarly, poor braking action is representative of a runway covered with ice.
Performance is based on two symmetric reversers operating and a 15 ft. screen
height at the end of the runway. The tables provided are used in the same manner
as the Slush/Standing Water tables. Data is provided for 2 engine reverse thrust
and for no reverse thrust.
Tables for no reverse thrust are also provided in the same format.
Anti-skid Inoperative
The anti-skid must be operative when the takeoff is scheduled on a wet runway.
When operating with anti-skid inoperative, the dry field length/obstacle limited weight
and the V1 speed must be reduced to allow for the effect on accelerate-stop
performance as detailed in the Airplane Flight Manual.
Obstacle clearance capability must also be considered since the reduced V1 speed
will increase the distance required to achieve a given height above the runway
following engine failure at V1.
Initial Climb EPR
This table is used to set initial climb power once the takeoff segment is complete
and enroute configuration is achieved (i.e. flaps up). The power settings shown are
based on 200 KIAS at 1000 ft above the airport pressure altitude. Upon accelerating
to the normal enroute climb speed of 340 KIAS, the power settings provided in the
Max Climb table should be used. EPR adjustments are shown for anti-ice operation.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-78
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Max Climb EPR
This table shows Max Climb EPR for a 340/.84 climb speed schedule, normal
engine bleed for 3 packs on and anti-ice off. Enter the table with airport pressure
altitude and TAT and read EPR. EPR adjustments are shown for anti-ice operation.
Go-around EPR
To find Max Go-around EPR based on normal engine bleed for 3 packs on, enter
the Go-around EPR table with airport pressure altitude and reported OAT or TAT
and read EPR. For packs off operation, apply the EPR adjustments provided below
the table. No EPR adjustment is required for engine and wing anti-ice operations.
Flight with Unreliable Airspeed / Turbulent Air Penetration
Pitch attitude and average EPR information is provided for use in all phases of flight
in the event of unreliable airspeed/Mach indications resulting from blocking or
freezing of the pitot system. Loss of radome or turbulent air may also cause
unreliable airspeed/Mach indications. The cruise table in this section may also be
used for turbulent air penetration.
Pitch attitude is shown in bold type for emphasis since altitude and/or vertical speed
indications may also be unreliable.
All Engines
Long Range Cruise Maximum Operating Altitude
These tables provide the maximum operating altitude in the same manner as the
FMC. Maximum altitudes are shown for a given cruise weight and maneuver
capability. This table considers both thrust and buffet limits, providing the more
limiting of the two. Any data that is thrust limited is denoted by an asterisk and
represents only a thrust limited condition in level flight with 100 ft/min residual rate of
climb. Flying above these altitudes with sustained banks in excess of approximately
15° may cause the airplane to lose speed and/or altitude.
(Continued)
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747-400 FCOM I
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4 Performance
4.5 (BCF) Performance inflight
Page:
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Date:
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Iss. / Revision no.:
FCOM I
(Continue)
Note that optimum altitudes shown in the table result in buffet related maneuver
margins of 1.5g (48° bank) or more. The altitudes shown in the table are limited to
the maximum certified altitude of 45000 ft.
Long Range Cruise Control
The table provides target EPR, Long Range Cruise Mach number, KIAS and
standard day fuel flow per engine for the airplane weight and pressure altitude. The
shaded area in this table approximates optimum altitude. At optimum altitude the
Long Range Cruise Mach schedule is approximated by .86M.
Long Range Cruise Enroute Fuel and Time
Long Range Cruise Enroute Fuel and Time tables are provided to determine
remaining time and fuel required to destination. The data is based on Long Range
Cruise and .84/290/250 descent. Tables are presented for low altitudes and high
altitudes.
To determine remaining fuel and time required, first enter the Ground to Air Miles
Conversion table to convert ground distance and enroute wind to an equivalent still
air distance for use with the Reference Fuel and Time tables. Next, enter the
Reference Fuel and Time table with air distance from the Ground to Air Miles
Conversion table and the desired altitude and read Reference Fuel and Time
Required. Lastly, enter the Fuel Required Adjustment table with the Reference Fuel
and the actual weight at checkpoint to obtain fuel required to destination.
Long Range Cruise Wind-Altitude Trade
Wind is a factor which may justify operations considerably below optimum altitude.
For example, a favorable wind component may have an effect on ground speed
which more than compensates for the loss in air range.
Using this table, it is possible to determine the break-even wind (advantage
necessary or disadvantage that can be tolerated) to maintain the same range at
another altitude and long range cruise speed. The tables make no allowance for
climb or descent time, fuel or distance, and are based on comparing ground fuel
mileage.
Note that optimum altitudes shown in the table result in buffet related maneuver
margins of 1.5g (48° bank) or more. The altitudes shown in the table are limited to
the maximum certified altitude of 45000 ft.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-80
Date:
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Iss. / Revision no.:
FCOM I
Descent
Distance and time for descent are shown for a .84/290/250 descent speed
schedule. Enter the table with top of descent pressure altitude and read distance in
nautical miles and time in minutes. Data is based on flight idle thrust descent in zero
wind. Allowances are included for a straight-in approach with gear down and landing
flaps at the outer marker.
Holding
Target EPR, indicated airspeed and fuel flow per engine information is tabulated for
holding with flaps up based on the FMC optimum holding speed schedule. This is
the higher of the maximum endurance speed and the maneuvering speed for the
selected flap setting. Flaps 1 data is based on VREF30 + 60 speed. Small variations
in airspeed will not appreciably affect the overall endurance time. Enter the table
with weight and pressure altitude to read EPR, KIAS and fuel flow per engine.
Advisory Information
Runway Surface Condition Correlation
When landing on slippery runways or runways contaminated with ice, snow, slush,
or standing water, the reported braking action must be considered. A table is
provided that correlates runway condition code to runway surface condition
description and reported braking action that can then be used to determine the
appropriate Normal Configuration Landing Distance or Non-Normal Configuration
Landing Distance.
Normal Configuration Landing Distance
Tables are provided as advisory information for normal configuration landing
distances on dry runways and runways with good, good-to-medium, medium,
medium-to-poor, and poor reported braking action. Landing distances (reference
distances plus adjustments) are 115% of the actual landing distance. The Normal
Configuration Landing Distance tables should be used enroute to make a landing
distance assessment for time of arrival.
(Continued)
Uncontrolled when printed
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4.5 (BCF) Performance inflight
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Date:
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FCOM I
(Continue)
The reference landing distance is the distance from threshold to complete stop. It
includes an air distance allowance of 1500 ft from threshold to touchdown. The
reference distance is based on a reference landing weight and speed at sea level,
standard day, zero wind, zero slope, four-engine maximum reverse thrust, and auto
speedbrakes.
To use these tables, determine the reference landing distance for the selected
braking configuration and reported braking action. Adjust this reference distance for
landing weight, altitude, wind, slope, temperature, approach speed, and the number
of operative thrust reversers. Each correction is applied independently to the
reference landing distance. A correction for use of manual speedbrakes is provided
in the table notes.
Use of the autobrake system commands the airplane to a constant deceleration
rate. In some conditions, such as a runway with "poor" braking action, the airplane
may not be able to achieve these deceleration rates. In these cases, runway slope
and inoperative reversers influence the stopping distance. Since it cannot be
determined quickly when this becomes a factor, it is conservative to add the effects
of slope and inoperative reversers when using the autobrake system.
Non-normal Configuration Landing Distance
Advisory information is provided to support non-normal configurations that affect
landing. Landing distances and adjustments are provided for dry runways and
runways with good, good-to-medium, medium, medium-to-poor, and poor reported
braking action. Landing distances (reference distances plus adjustments) are
representative of the actual landing distance, and are not factored. The Non-Normal
Configuration Landing Distance tables should be used enroute to make a landing
distance assessment for time of arrival.
The reference landing distance is the distance from threshold to complete stop. It
includes an air distance allowance of 1500 ft from threshold to touchdown. The
reference distance is based on a reference landing weight and speed at sea level,
standard day, zero wind, zero slope, and maximum available symmetrical reverse
thrust.
Tables for Non-Normal Configuration Landing Distance in this section are similar in
format and used in the same manner as tables for the Normal
Configuration Landing Distance previously described.
Uncontrolled when printed
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4 Performance
4.5 (BCF) Performance inflight
Page:
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Date:
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Iss. / Revision no.:
FCOM I
Recommended Brake Cooling Schedule
Advisory information is provided to assist in avoiding problems associated with hot
brakes. For normal operation, most landings are at weights below the AFM quick
turnaround limit weight.
Use of the recommended cooling schedule will help avoid brake overheat and fuse
plug problems that could result from repeated landings at short time intervals or a
rejected takeoff. Enter the Recommended Brake Cooling Schedule table with the
airplane weight and brakes on speed, adjusted for wind, at the appropriate
temperature and altitude condition. Instructions for applying wind adjustments are
included below the table. Linear interpolation may be used to obtain intermediate
values. The resulting number is the reference brake energy per brake in millions of
foot-pounds, and represents the amount of energy absorbed by each brake during
a rejected takeoff.
To determine the energy per brake absorbed during landing, enter the table with
the reference brake energy per brake and the type of braking used during landing
(Max Manual or Max Auto). The resulting number is the adjusted brake energy per
brake and represents the energy absorbed in each brake during the landing. The
recommended cooling time is found in the final table by entering with the adjusted
brake energy per brake. Times are provided for ground cooling and inflight gear
down cooling.
Brake Temperature Monitor System (BTMS) indications are also shown. If brake
cooling is determined from the BTMS, the hottest brake indication 10 to 15 minutes
after the airplane has come to a complete stop, or inflight with gear retracted, may
be used to determine recommended cooling schedule by entering at the bottom of
the chart. An EICAS advisory message, BRAKE TEMP, will appear when any
brake registers 5 on the GEAR synoptic display and disappears as the hottest
brake cools to an indication of 4. Note that even without an EICAS advisory
message, brake cooling is recommended.
One Engine Inoperative
Max Continuous EPR
Power setting is based on one engine inoperative with 3 packs on and all anti-ice
bleeds off. Enter the table with pressure altitude and KIAS or Mach to read EPR.
It is desirable to maintain engine thrust level within the limits of the Max Cruise thrust
rating. However, where thrust level in excess of Max Cruise rating is required, such
as for meeting terrain clearance, ATC altitude assignments, or to attain maximum
range capability, it is permissible to use the thrust needed up to the Max Continuous
thrust rating. The Max Continuous thrust rating is intended primarily for emergency
use at the discretion of the pilot and is the maximum thrust that may be used
continuously.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
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Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight at start of
driftdown. Also shown are the approximate weight and pressure altitude at which
the airplane will level off.
The level off altitude is dependent on air temperature (ISA deviation). The level off
altitude shown is 1000 ft below the maximum altitude. This reduction in altitude is
consistent with the FMC logic.
Long Range Cruise Altitude Capability
The table shows the maximum altitude that can be maintained at a given weight and
air temperature (ISA deviation), based on Long Range Cruise speed and Max
Continuous thrust. Note that the maximum altitude shown has been reduced by
1000 ft. This reduction in altitude is consistent with the FMC logic.
Long Range Cruise Control
The table provides target EPR, one engine inoperative Long Range Cruise Mach
number, KIAS, and fuel flow for the airplane weight and pressure altitude. The fuel
flow values in this table reflect single engine fuel burn.
Long Range Cruise Diversion Fuel and Time
Tables are provided for crews to determine the fuel and time required to proceed to
an alternate airfield with one engine inoperative. The data is based on three engine
Long Range Cruise speed and .84/290/250 descent. Enter with Air Distance as
determined from the Ground to Air Miles Conversion table and read Fuel and Time
required at the cruise pressure altitude. Adjust the fuel obtained for deviation from
the reference weight at checkpoint as required by entering the Fuel Required
Adjustment table with the fuel required for the reference weight and the actual
weight at checkpoint.
Uncontrolled when printed
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4 Performance
4.5 (BCF) Performance inflight
Page:
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Date:
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FCOM I
Holding
One engine inoperative holding data is provided in the same format as the all engine
holding data and is based on the same assumptions.
Two Engines Inoperative
Driftdown Speed/Level Off Altitude
The table shows optimum driftdown speed as a function of cruise weight
at start of driftdown. Also shown are the approximate weight and pressure altitude
at which the airplane will level off.
The level off altitude is dependent on air temperature (ISA deviation). The level off
altitude shown is 2000 ft below the maximum altitude. This reduction in altitude is
consistent with the FMC.
Driftdown/LRC Cruise Range Capability
This table shows the range capability from the start of driftdown.
Driftdown is continued to level off altitude. As weight decreases due to fuel burn, the
airplane is accelerated to Long Range Cruise speed. Cruise is continued at level off
altitude and Long Range Cruise speed.
To determine fuel required, enter the Ground to Air Miles Conversion table with the
desired ground distance and correct for anticipated winds to obtain air distance to
destination. Then enter the Driftdown/Cruise Fuel and Time table with air distance
and weight at start of driftdown to determine fuel and time required.
Long Range Cruise Altitude Capability
The table shows the maximum altitude that can be maintained at a given weight and
air temperature (ISA deviation), based on Long Range Cruise speed and Max
Continuous thrust. Note that the maximum altitude shown has been reduced by
2000 ft. This reduction in altitude is consistent with the FMC logic.
Long Range Cruise Control
The table provides target EPR, two engines inoperative Long Range Cruise Mach
number, KIAS, and fuel flow for the airplane weight and pressure altitude. The fuel
flow values in this table reflect single engine fuel burn.
Uncontrolled when printed
747-400 FCOM I
00 / 07
4 Performance
4.5 (BCF) Performance inflight
Page:
4-85
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Alternate Mode EEC
The ALTERNATE EEC mode has not been programmed into the FMC.
Therefore, the use of the autothrottle is prohibited and takeoff thrust must be set
manually. One Engine Pressure Ratio (EPR) indicating system may be inoperative
at dispatch. All four EECs must be in the ALTERNATE mode. The anti-skid system
must be operative. Use of improved climb performance is prohibited. Thrust
reduction in addition to those required for ALTERNATE Mode EEC operation are
prohibited.
Limit Weight
A simplified method which conservatively accounts for the effects of EEC in the
ALTERNATE mode is to reduce the PRIMARY mode (normal) performance limited
weights. The Limit Weight table provides takeoff field, climb, obstacle, and tire speed
limit weights. To determine limit weights for operations with the EEC in the
ALTERNATE mode, enter the table with airport OAT and pressure altitude where
appropriate, and apply the weight reduction to the normal full rate limit weights. The
most limiting of the takeoff weights must be used. The ALTERNATE MODE EEC
Landing Climb limit must be compared to the Landing Field Length Limit and the
more limiting of the two must be used as the landing limit weight. Analysis from the
Airplane Flight Manual may yield less restrictive limit weights.
Uncontrolled when printed
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4 Performance
4.5 (BCF) Performance inflight
Page:
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Date:
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Iss. / Revision no.:
FCOM I
Takeoff EPR/Go-around EPR
Takeoff and Go-around power setting are presented for normal air
conditioning bleed. Takeoff or Go-around EPR may be read directly from the tables
for the desired pressure altitude and airport OAT.
Thrust protection is not provided in the ALTERNATE MODE EEC and maximum
rated thrust is reached at a thrust lever position less than full forward. As a result,
thrust overboost can occur at full forward thrust lever positions.
Gear Down
This section contains performance for airplane operation with the landing gear
extended for all phases of flight. The data is based on engine bleeds for normal air
conditioning.
Note: The Flight Management Computer System (FMCS) does not contain
special provisions for operation with landing gear extended. As a result, the
FMCS will generate inaccurate enroute speed schedules, display nonconservative predictions of fuel burn, estimated time of arrival (ETA), maximum
altitude, and compute overly shallow descent path. To obtain accurate ETA
predictions, gear down cruise speed and altitude should be entered on the CLB
and CRZ pages. Gear down cruise speed should also be entered on the DES
page and a STEP SIZE of zero should be entered on the PERF INIT or CRZ
page. Use of the VNAV during descent under these circumstances is not
recommended.
Tables for gear down performance in this section are identical in format and used in
the same manner as tables for the gear up configuration previously described.
Uncontrolled when printed
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5 Flight Planning
Page:
5-1
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Introduction
This chapter contains flight planning data to determine fuel allowances and fuel corrections for offoptimum altitude selection.
Fuel allowances
The standard fuel requirements are laid down in OM-A 8.1.7. In addition the fuel consumption for
ground operations is summarized below.
Ground operations
(a) Average APU fuel flow rate under normal operation on the ground is 300 kg/hr.
(b) Taxi fuel is determined by statistical taxi time.
Climb
Lido OFP logic uses maximum climb thrust for fuel and time to climb calculations. Therefor it is
recommended to use CLB as default setting on the Thrust Limit Page of the FMC.
Cruise
Long Range Cruise is recommended as an approximation for minimum trip fuel. Long Range Cruise
is the speed which gives 99% of the maximum fuel mileage at zero wind. For cruise within 2000 ft
of optimum altitude Long Range Cruise may be approximated by a constant .86M schedule.
Corrections on total fuel flow during cruise can be approximated by using the following values:
Engine and wing anti-ice
420 kg/hr
Engine anti-ice
260 kg/hr
The airborne fuel consumption of the APU at normal operating altitudes is 270 kg/hr.
747-400 FCOM I
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5 Flight Planning
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Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Altitude selection
Fuel mileage penalties for operation at off-optimum altitudes are shown in the following table.
Off-optimum condition
2000 ft above
Optimum altitude
2000 ft below
4000 ft below
8000 ft below
12000 ft below
Fuel mileage penalty %
(ERF)
(BCF)
LRC
.85M
LRC
.86M
1
1
2
2
0
0
0
0
1
2
1
2
3
6
3
6
7
15
8
14
12
25
13
23
Typical final reserve fuel
The typical final reserve fuel for the MZFM for (ERF) is 4450 kg, and for (BCF) 4900 kg. For actual
final reserve fuel, refer to OFP, which is based on OM-A 8.1.7.1(e).
Optimum altitude
To obtain optimum altitude for best fuel mileage, refer to FCOM Vol 1 chapter (ERF) (BCF) PI all
engine long range cruise control.
Take-off Alternate selection reference distance
The take-off alternate selection reference distance is calculated in accordance with OM-A
8.1.2.5.2. The Lido system complies with this requirement.
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00 / 05
5 Flight Planning
Page:
5-3
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
(ERF) CRZ CG correction table
Flight Management System
When inflight an increase in maximum altitude capability is desired, the FMS default
CG value of 8.5% MAC can be altered by the actual cruise CG.
The CG value to be entered in the FMC is obtained by subtracting the
correction, as derived from the graph, from the MACZFW as given on the
loadsheet. Entering the new CG on the PERF INIT page provides a MAX ALT which
will always be safe, even if no further update is carried out for the remainder of the
flight.
Further updates may be entered as desired.
Both pilots must verify the calculation and the subsequent FMS entry.
CRZ CG correction table
Subtract correction from loadsheet MAC ZFW.
Uncontrolled when printed
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00 / 03
6 Mass and Balance
Page:
6-1
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
Limitations
Mass limitations
Refer to FCOM Volume I, Chapter 1 “Aeroplane General Limitations”, for the maximum
structural mass limitations. For mass and balance purposes the masses are rounded off to the
nearest tenths of tonnes.
Minimum Operating Mass
Flight Dispatch and flight crew shall verify that the Gross Mass upon landing (destination and /or
alternate) is the higher of:
(1)
(ERF) Minimum Flight Weight 165,170 kg; or
(2)
(BCF) Minimum Flight Weight 166,696 kg, and
(3)
Zero Fuel Mass + Final Reserve Fuel.
When the Gross Mass upon landing is lower than (1) or (2) and (3), Flight Dispatch shall add the
difference of (1) or (2) and (3) as additional fuel to the Flight Plan.
Centre of gravity limitations
The centre of gravity (CG) limits are expressed in percentages Mean Aerodynamic Chord (MAC)
and are the absolute limits which shall not be exceeded by the aeroplane centre of gravity in any
take-off, flight, or landing configuration. The CG envelope has a few extra rules:
(a) Increased aft cumulative loads require a forward CG restriction, i.e. the forward centre of
gravity limit moves aft of line (ERF)(4), and (BCF)(2).
(b) Take-off in the grey shaded area is prohibited.
(c) In the lightly shaded area it is only possible to operate with SP.1.2 Low Gross Weight, Aft CG
Takeoff, and TO2 Derate required.
(d) (BCF) For a ZFM more than 247.2 t the forward CG limit moves aft of line (1).
747-400 FCOM I
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00 / 03
6 Mass and Balance
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Date:
17-Jul-2019
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FCOM I
(ERF) CG envelope
CENTER OF GRAVITY – % MAC
747-400 FCOM I
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00 / 03
6 Mass and Balance
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Date:
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FCOM I
(BCF) CG envelope
CENTER OF GRAVITY – % MAC
Uncontrolled when printed
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6 Mass and Balance
Page:
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Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
(ERF) TOMAC Restrictions
On empty flights and/or flights with blockfuel less than 15 tons, the aeroplane can be out of limits
for Take-off (TOMAC in grey shaded area).
By including ballast (i.e. pallet stacks) and/or tankering fuel, the TOMAC can be brought within
limits. To calculate the exact amount of ballast and/or tankering fuel required, only the computer
loadsheet program shall be used.
A manual loadsheet using the balance chart is not allowed in this situation.
The Load Planning Officer shall include a remark on the computer loadsheet to indicate whether
ballast or tankering fuel is uplifted and the exact mass.
The following table can be used as reference only.
TOMAC within limits when
Minimum Blockfuel
Cargo and/or EIC (pallet stacks)*
(kg)
(kg)
13000
3000
15000
2500
19000
2000
26000
1500
33000
1000
* Table based on cargo / EIC on A1 and A2
Cargo / EIC shall be positioned on the most forward available positions.
Balance chart
Normally the computer loadsheet program takes into account all loading and CG limits. For manual
checking a balance chart may be used to determine the correct CG at zero fuel, take-off and
landing mass. An example is given below.
The balance chart can differ from the computer loadsheet program.
In general, the balance chart is drawn more conservative to take into account manual user errors.
Furthermore, the CG envelope on the balance chart is based on cargo hold trim (some pallet
positions maindeck and pallet positions lowerdeck combined), whereas the CG envelope on the
computer loadsheet program takes into account each individual pallet position. When determining
the TOMAC it may occur that the TOMAC on the balance chart is within the grey shaded 'No Takeoff area', whereas the TOMAC on the computer loadsheet is outside this area.
The computer loadsheet program is always leading.
747-400 FCOM I
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00 / 03
6 Mass and Balance
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Date:
17-Jul-2019
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FCOM I
(ERF) Balance chart example
Uncontrolled when printed
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00 / 03
6 Mass and Balance
Page:
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Date:
17-Jul-2019
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FCOM I
(BCF) Balance chart example
Uncontrolled when printed
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6 Mass and Balance
Page:
6-7
Date:
17-Jul-2019
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FCOM I
Main deck / Upper deck version
(a) The loading configuration of the main deck is a 30-pallet layout. The upper deck
is in a business class (C) configuration.
Version
30P
Configuration
Main deck
30 PMC pallets (125x96 inch)
+ 2 “X” pallets (53x96 inch)
Upper deck
6C seats
(b) It is possible to load PGA pallets (238.5 x 96 inch = 20 foot pallet) or PZA (196 x
96 inch = 16 foot pallet) pallets on the main deck;
(c) Above mentioned freighter configuration is a “full pallet load” configuration. It is
possible to operate with pallet positions vacant or with a combination of PAG,
PMC, PZA or PGA pallets;
(d) PMC (125” x 96”) and PAG (125” x 88”) pallets are interchangeable;
(e) (ERF) On most main deck positions PZA pallets can be loaded laterally.
(f) (BCF) For PZA pallets are 3 standard positions, these are H, P and S and
can ​be loaded laterally.
​Main deck lay-out
30P
Uncontrolled when printed
747-400 FCOM I
00 / 03
6 Mass and Balance
Page:
6-8
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
Upper deck layout
(ERF)
(BCF)
Uncontrolled when printed
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6 Mass and Balance
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Date:
17-Jul-2019
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FCOM I
Lower deck version
(a) The following lower deck version is applicable:
(ERF)
Version Hold 1 Hold 2
Hold 3
9P
2P
3P
4P+ 2 LDC
Hold 4
Bulk
(BCF)
Version Hold 1 Hold 2 Hold 3 Hold 4 Hold 5
9P
2P
3P
2P
2P
Bulk
(b) Above mentioned lower deck configuration is a “full pallet load” configuration. It
is possible to operate with pallet positions vacant or with a combination of PMC
and PAG pallets; and
(c) P can either be a PMC or a PAG pallet.
(d) (ERF) It is possible to load 2 Lower Deck Containers (LDC) or
one P9A/PWA/PLA/PLB pallet on the most aft position of hold 3.
Lower deck lay-out
The positions of pallets and/or containers, the so-called Unit Load Devices (ULDs),
in the lower holds are indicated by two digits. The first digit indicates the hold
number, the second digit the position in the hold. For pallets these digits are followed
by the letter P, for containers the digits are followed by L (left), C (center) and R
(right).
(ERF)
9P
(BCF)
9P
Uncontrolled when printed
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00 / 03
6 Mass and Balance
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Date:
17-Jul-2019
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FCOM I
Operating masses and indices
Introduction
The following survey shows the composition of the various masses:
TAM
TOM
LAM
ZFM
DOM
BM
BEM
TAXI MASS
Taxi fuel
TAKE-OFF MASS
Trip fuel
Block fuel
LANDING MASS
Take-off fuel
Landing fuel
ZERO FUEL MASS
Cargo (incl. pallets, nets and extra tiedown
equipment)
Equipment in Compartment (EIC), e.g.:
Total load
- Extra spare parts
- Extra technical supplies
DRY OPERATING MASS
Total number of persons
Crew baggage: Main deck, close to upper deck stairs
Catering
Potable water (ERF) - 84 liter, (BCF) – 75 liter.
BASIC MASS
Version equipment (upper deck seats, galley, cargo loading
equipment, etc.)
Loose equipment
Emergency equipment
Navigation bags and aeroplane documents
BASIC EMPTY MASS
Aeroplane structure
Power plant
Fixed equipment
Oil (engines, CSD, APU, etc.)
Unusable fuel + small amount of usable fuel in manifolds, lines and
engines (not indicated)
Dry operating masses and indices
Refer to data published in the Mass and Balance Folder.
Uncontrolled when printed
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6 Mass and Balance
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Date:
26-Nov-2019
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FCOM I
Loadsheet
IATA computer loadsheet
The Martinair computer loadsheet program, SmartLoad, is designed in such a way
that no loadsheet can be produced unless all mass and balance figures are within
the limitations. Nevertheless, since input errors cannot be avoided, some input
figures have to be checked by the crew. It is useless to check the additions made
by the computer or to check the balance figures using the balance chart.
Heading
Edno: Edition number. To be adjusted each time a revised loadsheet for the same
flight is printed.
Crew: Number of occupants on board. The first figure indicates the number of
flight crew, additional crew or any other person in accordance with OM-A
8.2.2.2.2, the second figure indicates the number of occupants on the upper
deck.
Load in compartments
Occupants + Cabin bag: Not applicable for 747-400 Freighter.
SOC: Seats Occupied by Cargo.
Gross mass
Dry operating mass (DOM): The dry operating mass with the actual amount
of crew as published in the Mass and Balance Folder.
Total load: The total mass of the cargo (including pallets) and, if applicable, extra
additional equipment.
Max: The masses indicated are maximum structural masses. Actual mass
limitations may be restricted due to operational limitations.
L (behind max ZFM, max TOM, or max LAM):
The program automatically provides the most limiting mass and prints an "L"
behind the respective limit. The difference between the actual and the most
limiting mass is printed under "Underload before LMC" at the bottom of the
loadsheet.
Adj: Adjustments. In case of LMCs the ZFM, TOM, and LAM shall be adjusted
manually on the printed loadsheet.
Uncontrolled when printed
747-400 FCOM I
00 / 05
6 Mass and Balance
Page:
6-12
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
Balance condition
DOI: The dry operating index with the actual amount of crew as published in the
Mass and Balance Folder.
Stab setting: The stabilizer setting as printed on the loadsheet may be used in lieu
of the stabilizer setting table.
Adj: Adjustments. In case of LMCs the TOMAC shall be adjusted manually on the
printed loadsheet.
Commander’s information / Notes
Taxi fuel, Taxi Mass and Max Taxi Mass.
Catering code as published in the Mass and Balance Folder.
Any other Supplementary Information (SI).
Uncontrolled when printed
747-400 FCOM I
00 / 03
6 Mass and Balance
Page:
6-13
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
(ERF) Computer loadsheet example
Uncontrolled when printed
747-400 FCOM I
00 / 03
6 Mass and Balance
Page:
6-14
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
(BCF) Computer loadsheet example
Uncontrolled when printed
747-400 FCOM I
00 / 03
7 Loading
Page:
7-1
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
General
Definitions
Definitions of the various types of cargo can be found in iSMM annex 8.
Unit load device restrictions
(ERF)
Pallets in excess of 2.44m (96 inch) in height may only be loaded from position E to the aft. Pallets
in excess of 2.44m (96 inch) on positions F, G and H must be crushable. The most forward pallet in
excess of 2.44m (96 inch) height with non-compressable load must be loaded aft of position H.
A minimum of 7 positions in front of H shall then be occupied with loaded pallets. The above
mentioned rules do not apply if the ULDs are further restrained to a 9G forward load factor.
(BCF)
All pallets forward of the F position are limited to a height of 2.18 m (86 inch). A minimum of 10
inch clearance shall be maintained for netted pallets due to the upward deflection of cargo in a
negative “1G” load maneuver condition. The deflected pallet must not contact overhead structure
to prevent damage to control cables and brackets.
Tall rigid cargo is defined as cargo in excess of 2.44 m (96 inch) height and will not break apart
during an emergency landing event. Tall rigid cargo must be stopped before it impacts the upper
deck divider during an emergency landing event. The most forward rigid load with a height
in excess of 96 inch but less than 110 inch shall be loaded on position F. All cargo between 110
and 118 inch tall between F and J must be frangible cargo. If its height is up to 118 inch the most
forward location is position J.
When the rigid load is in its most forward location, a minimum of 5 positions in front shall be
occupied with loaded pallets. Positions A and B may be used as part of the 5 positions for the right
side and position A may be used for the left side requirement. This restriction for a ULD over 96
inch does not apply if this ULD and all ULDs aft of it are restrained to a 9G forward load factor.
747-400 FCOM I
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00 / 06
7 Loading
Page:
7-2
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
Tiedown requirements
Legal requirements for cargo tiedown have been established to provide adequate
restraint against shifting of the load during normal taxi – and flight maneuvers and
emergency landings.
The inertia forces acting on the cargo are commonly expressed in terms
of gravitational units (G’s) or load factors.
All cargo, loaded on the main deck and the lower deck, shall be tied down in such a
way that loading forces applicable to the available tiedown provision will not be
exceeded when the cargo is subjected to the following load factors:
Direction Load factor (G)
Forward
1.5
Rearward
1.5
Sideward
1.5
Upward
3.0
Tiedown provisions
Lower deck compartments 1, 2, and 3 (and 4 (BCF)) and the complete main deck
have been designed for certified ULDs only. Compartment 4 (5 (BCF)) has been
designed to carry bulk load only. Actual tiedown of ULDs is accomplished by
the cargo loading system.
As the walls of compartments and containers are not strong enough to withstand
impact loads, high density loads shall always be tied down separately, unless they
are completely surrounded by crushable load and/or load of a
general/homogeneous nature.
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747-400 FCOM I
00 / 03
7 Loading
Page:
7-3
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
Special Loads
Loading of dry ice
Dry ice is frequently used as refrigerant for Dangerous Goods or perishable commodities during air
transport. The disadvantage of the use of dry ice is the fact that the solid dry ice gradually
evaporates into gaseous carbon dioxide with a much larger volume. Concentrations of more than
2.5% carbon dioxide may affect the normal functioning of human beings and animals.
In order to avoid possible dangerous situations, refer to AHM 5.9.6 on dry ice limitations and
maximum allowable loads.
Live animals and perishables
The main deck is most suitable for carriage of a considerable amount of live animals and
perishables. Depending on the mass, volume and initial temperature of the cargo, it may take a
considerable period of time before the required temperature is reached.
NOTOC code
Temperature
AVI
AVX
COL
ACT/CRT
15°C
15°C
2 - 8°C
15 - 25°C
Lower Deck
Flow selection
LOW
HIGH
LOW
LOW
747-400 FCOM I
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00 / 03
7 Loading
Page:
7-4
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Fuel Consumption
Airflow selections in the FWD or AFT lower deck compartments will influence
automatically the air conditioning pack NORM/HI flow operation. This has an impact
on the fuel consumption, which is not covered in the computer flight planning
system or high consumer percentage. Therefore the Minimum Required Block Fuel
must be increased in accordance with the table below.
HI Flow
switch
OFF
ON
Airflow selection
FWD
AFT
OFF
OFF
OFF
LOW
OFF
HIGH
LOW
OFF
LOW
LOW
HIGH
OFF
OFF,
OFF,
LOW or
LOW or
HIGH
HIGH
Fuel Penalties
Pack Flow during Cruise Minimum Required
Block Fuel Increment
#1
#2
#3
NORM NORM NORM
0.0%
NORM
HI
NORM
0.3%
HI
HI
HI
0.9%
NORM NORM
HI
0.3%
HI
HI
HI
0.9%
HI
HI
HI
0.9%
HI
HI
HI
0.9%
Uncontrolled when printed
747-400 FCOM I
00 / 07
8 Configuration Deviation List
Page:
8-1
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
General
The Configuration Deviation List (CDL) is published in the combined 747-400 MEL/CDL together
with the Minimum Equipment List.
General CDL policies are published in OM-A 8.6.
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00 / 05
9 Minimum Equipment List
Page:
9-1
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
General
The Minimum Equipment List (MEL) is published in the combined 747-400 MEL/CDL together with
the Configuration Deviation List.
General MEL policies are published in OM-A 8.6.
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10 Emergency Equipment
Page:
10-1
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Emergency Equipment Overview
This section describes the emergency equipment located throughout the airplane,
such as:
Fire extinguishers;
HOT-Stop fire containment bag;
Protective Breathing Equipment (PBE), type Drager;
Portable oxygen bottle;
Dangerous goods kits;
Lifevest;
Medical equipment;
Flashlight;
AXE;
Emergency Locator Transmitter (ELT);
Slides and dingies (liferaft);
AED;
Escape reel;
Emergency escape harnesses;
Lavatory Door;
Life raft operation;
Portable oxygen flight deck;
Animal attendant warning modules; and
Smoke detectors.
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10 Emergency Equipment
Page:
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Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Fire extinguishers
(a) General
Three types of fire extinguishers are in use:
(1) Halon fire extinguishers;
(2) Water fire extinguishers; and
Note: Be aware that water extinguishers
contain additives which are not completely
harmless.
(3) Automatic fire extinguishers.
(b) Halon fire extinguisher
(1) General:
The Halon fire extinguisher is very effective
against all kinds of fire. However, after
extinguishing with Halon, it is possible that the
fire still smoulders, so it is advisable to use the
water extinguisher or other non-flammable
liquids to completely extinguish the fire. In
general, flight deck and passenger
compartments are equipped with small
extinguishers, whereas cargo compartments
are equipped with large extinguishers with a
flexible hose and applicator.
Halon, 2-BTP or equivalent, contain a liquefied
gas agent under pressure. The extinguisher
pressure indicator shows three pressure
ranges:
(I) Acceptable;
(II) Recharge; and
(III) Overcharged.
A safety pin with a pull ring prevents
accidental trigger movement. When released,
the liquefied gas agent vaporizes and
extinguishes the fire. The extinguisher is effective on all types of fires, but
is used primarily on electrical, fuel, and grease fires. Direction for use of
the fire extinguisher is printed on the extinguisher.
(2) Operating instructions small extinguisher:
(I) Check sufficient pressure available;
(II) Remove safety pin;
(III) Hand under holding handle;
(IV) Aim nozzle at base of the fire, at a distance of approximately 1½ to 2
metres; and
(V) Press operating handle, while keeping the bottle upright.
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10 Emergency Equipment
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Iss. / Revision no.:
FCOM I
(3) Operating instructions large extinguisher:
(I) Check sufficient pressure available;
(II) Remove hose from storage holder and attach applicator if required;
(III) Remove safety pin;
(IV) Depress lever on top of extinguisher (lever will remain in depressed
position);
(V) Aim nozzle at base of fire at a distance of approximately 1½ to 2 metres;
(VI) Control discharge by depressing nozzle actuating handle; and
(VII) Keep systematically from side to side.
WARNING
If a chemical fire extinguisher is to be
discharged in the flightdeck area, all flight crew
members must wear oxygen masks and use
100% oxygen with emergency selected.
For electrical fires, remove the power source as
soon as possible. Avoid discharging directly on
persons due to possibility of suffocating
CAUTION
effects. Do not discharge too close to fire as the
discharge stream may scatter the fire. As with
any fire, keep away from
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10 Emergency Equipment
Page:
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Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
(c) Water fire extinguisher
(1) General:
The water extinguisher produces a thin stream of water mixed with antifreeze under
pressure of a CO2 cartridge in the grip. The water fire extinguisher may be used to fight
fire of solid materials, mostly cabin fires or fires in the waste containers.
Never use a water extinguisher on burning liquids, electrical fires, galley or flight deck
fires. Most flammable liquids float on water.
Use of the water fire extinguisher then spreads the fire and may increase the amount of
smoke. If water is sprayed on an electrical fire, the danger of electrocution and short
circuiting exists.
(2) Operating instructions:
(I) Turn handle fully clockwise;
(II) Keep extinguisher upright;
(III) Press lever to discharge;
(IV) Direct the water stream at the base of the flames; and
(V) Spread the water stream by means of finger.
WARNING
CAUTION
Antifreeze compound has been added to the water which
makes it unfit for drinking.
Do not use on electrical or grease-type fires.
747-400 FCOM I
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10 Emergency Equipment
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Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
(d) Automatic fire extinguisher
An automatic fire extinguisher is installed above the waste bin of each lavatory.
When a fire occurs in the lavatory waste bin, the fire extinguisher shall
automatically be activated.
Fire protective gloves
Near each portable fire extinguisher one pair of fire protective gloves is stowed. The
gloves are made of heat-resistant material.
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00 / 05
10 Emergency Equipment
Page:
10-6
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Hot-stop fire containment bag
(a) General
The hot-stop fire containment bag shall be used to store a personal electronic
device (ped) containing an overheat or full thermal lithium battery runaway.
The bags are made up of multiple durable fabrics, with a felt inner core that has
a 1760°C melting point which is sandwiched between two outer layers that have
an 1140°C melting point. These special fabrics are proven to absorb the energy
and fire while minimizing the escape of smoke, sparks and flames.
(b) Operating instructions
(1) Use fire gloves to store the PED into bag;
(2) Pull red (PULL) tab to expose velcro tape;
(3) Close fire containment bag by closing velcro using
the fire gloves;
(4) Remove containment bag from flight deck and stow
bag preferable in galley oven or metal catering box;
and
(5) Upon landing request fire brigade to remove fire
containment bag from aircraft.
(c) Location
1. 744 flight deck LH cupboard behind second
observer seat.
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00 / 05
10 Emergency Equipment
Page:
10-7
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Protective Breathing Equipment (Type Dräger)
(a) General
The PBE is an emergency-breathing device. It can be used in situations where
smoke or gases make breathing difficult or impossible. The PBE consists of a
heat protecting hood with a flexible neck seal and a mask with integrated
speech transmitter. The PBE utilizes a closed-loop breathing system with a
chemical based oxygen generator and a carbon-dioxide filter. Oxygen will be
generated for 20 minutes. In order to avoid smoke and gases entering the
system, positive pressure is maintained inside the PBE.
(b) Operating instructions (see figures 1-6)
(1) Check yellow indicator intact;
(2) Tear off red sealing strip;
(3) Remove plastic wrapping;
(4) Put both hands into the PBE and slightly widen the elastic bands and neck
seal;
(5) Pull the PBE over your head from behind, gather long hair inside the hood to
ensure the seal around the neck is airtight;
(6) Pull starter. Starter lanyard will detach from the PBE;
(7) Fasten the straps around your waist; and
(8) Breathe normally.
Even if the starter is not pulled, the PBE will start to generate oxygen after a few
seconds.
Uncontrolled when printed
747-400 FCOM I
00 / 05
10 Emergency Equipment
Page:
10-8
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Portable oxygen bottles
(a) General
Portable oxygen bottles are used as walk around bottles. The bottles are
equipped with masks. On board two sizes of portable oxygen bottles can be
found: 310 litre bottles and 120 litre bottles. Apart from capacity, the two types
are similar. All bottles have two outlets; one supplies 4 litres per minute, the
other 2 litres per minute. The standard oxygen mask mixes oxygen and cabin
air when used. Therefore no protection is provided against toxic smoke and
suffocating vapours.
(b) Procedure
​Before using oxygen, pay attention to the following:
(1) Inform commander;
(2) Smoking is not allowed; and
(3) Loosen tight clothing.
(c) Operating instructions
(1) Check pressure indicator;
(2) Plug mask into desired outlet; click must be heard;
(3) Turn shut-off valve, which is fixed on the side to the left, fully open, then
turn ¼ to the right;
(4) Check oxygen supply to the mask;
(5) Put mask over nose and mouth and adjust headband;
(6) Observe occupant;
(7) Do not empty the bottle completely; and
(8) After use close shut-off valve and inform commander.
(d) Oxygen flow check
To check oxygen supply to the mask:
(1) Check the flow indicator which disappears completely or turns from red to
green when flow is sufficient; or
(2) Squeeze the mask-bag with your hand just underneath the mask; if maskbag starts to swell, oxygen flow is present.
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00 / 05
10 Emergency Equipment
Page:
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Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Dangerous goods kit
(a) General
The dangerous goods kit, contains:
(1) Two pairs of rubber gloves;
(2) Two poly-ethylene bags;
(3) Three absorbent pads; and
(4) Four binders.
When an item has been identified as dangerous, one shall use the dangerous
goods kit.
(b) Packaging
(1) Use the special gloves;
(2) Prepare two bags by rolling up the sides, place them on the floor;
(3) Use absorbent pads if applicable;
(4) Place good upright inside first bag;
(5) Close the first bag whilst squeezing the excessive air out;
(6) Do not tie the bag too tight to allow pressure equalization;
(7) Place the first bag into the second bag;
(8) Take off gloves whilst avoiding any skin-contact with any contamination
thereon;
(9) Place gloves in second bag;
(10) Close the second bag following the same procedure; and
(11) Treat cushions etc. in a similar manner to the good, if the substance has
been spilt on these items.
(c) Stowage
(1) Stow package in a lavatory of the utmost aft lavatory section of the
aeroplane;
(2) Stow package in lavatory waste container and close access door;
(3) If the package is too large, place it in an empty catering container, which is
put on its back (door on top), close container and stow on the floor of the
lavatory, against most forward wall and secure it against movement; and
(4) Lock lavatory and check condition inside waste container or catering
container from time to time.
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00 / 05
10 Emergency Equipment
Page:
10-10
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Lifevests
(a) General
Each aeroplane carries a lifevest for each occupant (yellow) and a lifevest for
each crew member (red).
Each lifevest has one inflatable airchamber, an inflation system with one CO 2
cartridge, one red oral inflation tube, donning strap and a light on top of the vest
connected to a water-activated battery.
(b) Operating instructions lifevest
(1) Slip head through neck-opening;
(2) Adjust the strap around waist and fasten the buckle;
(3) Tighten the strap by pulling the loose end;
(4) To inflate lifevest pull red inflation tag at the bottom of the lifevest;
(5) Inflate lifevest in the door opening when leaving the aeroplane;
(6) Oral (re)inflation is possible by means of the inflation tube; and
(7) The light will be activated automatically when the battery is submerged in
water.
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00 / 05
10 Emergency Equipment
Page:
10-11
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
Emergency Escape Devices
Eight (ERF) or four (BCF) emergency escape devices are stowed adjacent to the flight deck
overhead hatch.
(ERF)
(BCF)
The emergency escape device is used by removing it from the holder and exiting the
airplane through the flight deck overhead hatch or upper deck door while holding the device handle.
The emergency descent device can also be used for evacuation over the slide if the airplane tips
tail down. Inertial reels limit the speed of descent.
WARNING
Ensure the descent device is securely fastened to the
airplane by pulling sharply on the lanyard prior to exiting
the aircraft.
Escape reel
To operate escape reel:
(a) Remove transparent cover (installed in front of escape reels).
(b) Pull one escape reel from the container. The handle grip will extend for gripping by both hands.
(c) Breaking force will become apparent when a person’s full weight is on the device.
​
747-400 FCOM I
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00 / 06
10 Emergency Equipment
Page:
10-12
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
Emergency Escape Harnesses
Six (ERF) emergency escape harnesses are stowed in the upper deck cabin. The harness is used
by donning the garment, attaching the hook to the fastening ring on an escape device handle, and
departing through the overhead escape hatch.
Flight Deck Overhead Hatch Emergency Egress
747-400 FCOM I
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00 / 06
10 Emergency Equipment
Page:
10-13
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Medical equipment
(a) First aid kit
These kits are for use during flight and for post-evacuation purposes.
The first aid kit contains the following items:
(1) 3 Safety pins;
(2) 5 Band aid strips;
(3) 1 Triangular sling;
(4) 1 Pair of tweezers;
(5) 10 Antiseptic swabs;
(6) 5 Hydrophile gauzes sterile 10 x 10 cm;
(7) 5 Hydrophile gauzes sterile 5 x 5 cm;
(8) 1 Bandage 8 cm;
(9) 1 Wound closure strips 0,5;
(10) 3 Pairs of gloves not sterile;
(11) 1 Adhesive tape 2,5 cm;
(12) 1 Pair of scissors;
(13) 1 First Aid Manual;
(14) 1 Eye bath;
(15) 1 Watergel burn dressing 5,0 x 15,2 cm;
(16) 1 Watergel burn dressing 10,1 x 10,1cm;
(17) 1 Air Visual Code;
(18) 2 Mask; and
(19) 1 Resuscitation mask.
(b) EHBO kit (in Dry Goods Kit)
(1) 5 Cinnarizine 25 mg;
(2) 10 Gastilox;
(3) 15 Otrivin 0.1%;
(4) 4 Valeriaan;
(5) 30 Paracetamol 500 mg;
(6) 5 Paracetamol 100 mg;
(7) 10 Loperamide 2 mg;
(8) 1 Sterilon Liquid;
(9) 10 Band aid strips; and
(10) 1 List of contents.
Axe
The aeroplane is equipped with one or two crash-axes.
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10 Emergency Equipment
Page:
10-14
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
Emergency Locator Transmitter (ELT)
(a) General
Three types of ELT are in use:
(1) Emergency Locator Transmitter (ELT), located on the upperdeck of the
744;
(2) Emergency Locator Transmitter – Automatic Portable (ELT-AP); and
(3) Fuselage mounted ELT (Fixed), installed forward of door 15;
(4) When activated, simultaneously transmit on frequencies: 406.025 MHz,
121.5 MHZ and 243 MHz.
(b) Emergency Locator Transmitter (ELT)
(1) General
The ELT provides a homing signal for search and rescue purposes for at
least 48 hours. As there is no possibility to check whether the ELT
transmits, it is advisable to activate all available ELTs simultaneously after
evacuation.
(2) Operation on terrain
(I) Hold the ELT so that the antenna
can swing upward, free of any
person or object;
(II) Release the antenna from its clamp;
(III) Break the tapes and unfold plastic
bag, stowed under the towing line;
(IV) Fill the plastic bag with any fluid
containing water; and
(V) Place the ELT upright in the plastic
bag (transmission starts when the
fluid fills the inlets of the battery).
(VI) Transmission can be stopped by
holding the ELT horizontally.
(3) Operation on water
(I) Attach towing line to the dinghy or to
the lifevest;
(II) Put ELT into the water (red top up)
next to the dinghy / lifevest
downwind; and
(III) The towing line shall unwind itself
automatically, the antenna erects
and transmission starts.
(IV) Transmission can be stopped by holding the ELT horizontally.
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26-Nov-2019
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FCOM I
(c) Emergency Locator Transmitter – Automatic Portable (ELT-AP)
(1) General
(i) The ELT-AP provides a homing signal (along with aeroplane
information) which is relayed using satellites to Search and Rescue
(SAR) organisations.
(ii) The ELT-AP will transmit for at least 48 hours and has an indicator light
and a buzzer which indicate every 50 seconds for ELT activation.
The ELT-AP is equipped with a dry cell battery, which does not need
water for activation.
(iii) In flight, ELT-AP the AUTO/OFF/ON switch shall be set to OFF.
(2) Operation on terrain
(i) Release the flexible rubber antenna; and
(ii) Slightly pull the AUTO/OFF/ON switch and move the switch to ON.
(iii) Transmission starts after 150 seconds. For best transmission put the
ELT-AP in an obstacle free area. Transmission will be stopped once the
AUTO/OFF/ON switch is put manually to OFF.
(3) Operation on water
(i) Release the flexible rubber antenna;
(ii) Slightly pull the AUTO/OFF/ON switch and move the switch to ON;
(iii) Attach the towing line to the dinghy or lifevest;
(iv) Unwind the towing line; and
(v) Put the ELT-AP in water (yellow float up).
Transmission starts after 150 seconds. Transmission will be stopped
once the AUTO/OFF/ON switch is put manually to OFF.
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Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
(d) Emergency Locator Transmitter (ELT (fixed))
(1) General
(i) The ELT fixed provides a homing signal (along with aeroplane
information) which is relayed using satellites to Search and Rescue
(SAR) organizations.
(ii) The ELT fixed will transmit for at least 48 hours and has an indicator
light and a buzzer which indicates every 50 seconds for ELT activation.
The ELT fixed is equipped with a dry cell battery.
(iii) In flight, the ARMED/OFF/ON switch shall be set to OFF.
(2) Operation on terrain
(i) Unfasten the retaining Velcro strap;
(ii) Remove the ELT from its bracket;
(iii) Pull firmly to break the retaining metallic strap;
(iv) Deploy the antenna, take the ELT with you;
(v) Slightly pull the ARMED/OFF/ON switch and move to ’ON’; and
(vi) Transmission starts (after 30 seconds). For best transmission put the
ELT upright in an obstacle free area. Transmission will stop once the
ARMED/OFF/On switch is put manually to OFF.
(3) Operation on water
(i) Unfasten the retaining Velcro strap;
(ii) Remove the ELT from its bracket;
(iii) Pull firmly to break the
retaining metallic strap;
(iv) Deploy the antenna,
take the ELT with you;
(v) Slightly pull the
ARMED/OFF/ON switch
and move to ’ON’;
(vi) Transmission starts
(after 30 seconds).
Transmission will stop
once the
ARMED/OFF/ON switch
is put manually to OFF;
(vii) Unwind towing line;
(viii) Attach the towing line to the slide/raft or your life vest; and
(ix) Put the ELT in water (grey float up) and let it go.
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00 / 05
10 Emergency Equipment
Page:
10-17
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Slides and dinghies (liferafts)
(a) The emergency exits are equipped with automatic inflatable slides, which
cannot be used as a raft. Refer to the specific FCOM Volume II, chapter 1.5 for
detailed information.
(b) When during inflation or in the hot sun, too much pressure is building up in the
tubes the overpressure valves shall open up and air shall escape with a loud
hissing noise.
(c) Dinghies are stowed on board. The dinghies are packed in a canvas bag. On
top of the bag is a contrasted colored flap under which the lanyard is stowed.
The lanyard serves to inflate the dinghy and to keep the dinghy attached to the
aeroplane until boarding is completed.
(d) Dinghies can be used as a raft after a ditching. To protect the dinghies from
damage, do not take along sharp objects into the rafts, such as shoes, knives
or pencils.
(e) Dinghies can be used as a shelter after an emergency landing in the desert,
arctic or jungle. Re-enter the aeroplane after the situation is judged safe. Climb
on board via a slide using the re-entry / mooring line. Detach all slides from the
inside except one. Leave the aeroplane via this slide. Cut the re-entry / mooring
lines.
(f) A canopy is provided to protect survivors from sunburn and dehydration in
warm weather, supercooling in cold weather or to keep the raft dry and provide
a source of water during rainy conditions.
(g) Dinghies are coloured yellow with an orange canopy.
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00 / 05
10 Emergency Equipment
Page:
10-18
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
(h) All slides and dinghies are equipped with:
(1) Automatic illumination;
(2) A knife;
(3) A rescue line;
(4) An anchor;
(5) A boarding station;
(6) A canopy; and
(7) A survival pack containing the following items (a.o.):
(I) Signal flares (red);
(II) Dyemarkers (green/yellow);
(III) Signal mirror;
(IV) Flashlights;
(V) Whistle;
(VI) Leakstoppers;
(VII) Bucket and sponge;
(VIII) Knife;
(IX) Air pump;
(X) First aid items;
(XI) Survival directive;
(XII) Drinking water;
(XIII) Plastic bags;
(XIV) Ammonia inhalers;
(XV) Motion sickness tablets; and
(XVI) Water purification tablets.
(i) Glucose kits are a part of the survival pack but are stowed separately. Each
glucose kit contains 30 dextrose units.
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10 Emergency Equipment
Page:
10-19
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Life Rafts (dinghy)
(a) Two life rafts are stowed on the upper deck, forward of the galley behind flight
deck wall LH side.
(b) The capacity per life rafts is:
(1) Normal 10 persons; and
(2) Overload 15 persons.
(c) One person can handle a life raft (weight approximately 22 kg); and
(d) Both life rafts are packed in carrying cases which are secured to the floor by
means of belts.
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10 Emergency Equipment
Page:
10-20
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
Automated External Defibrillator (AED)
(ERF)
(BCF)
(1) ON/OFF button;
(2) Information button;
(3) Shock button.
747-400 FCOM I
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00 / 05
10 Emergency Equipment
Page:
10-21
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
General
The HeartStart is used to treat Ventricular Fibrillation (VF), a common cause of sudden cardiac
arrest, and certain forms of Ventricular Tachycardia (VTs). Sudden cardiac arrest is one disorder
that occurs when the heart stops pumping unexpectedly. Victims of sudden cardiac arrest do not
show warning or symptoms. Ventricular Fibrillation is a chaotic trembling of the heart muscle,
causing to stop puping blood. The only effective treatment for Ventricular Fibrillation is defibrillation.
The FRx treats Ventricular Fibrillation by giving the heart a shock so that the heart starts to beat
regularly.
Indications for use:
The FRx should be used to treat someone who you think suffers a sudden cardiac arrest.
A person with sudden cardiac arrest:
(a) Does not respond when he is shaken back and forth; and
(b) Does not breathe normally.
Always use the electrodes in case of doubt. Follow the spoken instruction's step by step before
using the defibrillator.
Instructions for use
(1) Get the FRx quickly and place it next to the victim;
(2) Remove the green installation tab and discard it;
(3) Press the ON/OFF button to switch on the FRx;
(4) The FRx asks you to remove clothing around the chest of the victim. Tear or cut if necessary;
(5) Follow the speaker directions of the FRx;
(6) Remove the SMART Electrode II box from the carrying case. It may sometimes be necessary
to dry the skin of the victim or cut off excess chest hair or to shave to get good contact
between the electrodes and bare skin;
(7) Pull one of the electrodes of the bottom layer;
Electrode placement is very important. The icons on the diagram for electrode placement on
the front panel of the FRx will flash to help out;
(8) Print the self-adhesive part of the electrode firmly on the body. Repeat for the other electrode;
(9) Press the flashing orange Shock button if the FRx asks for it;
Once the FRx notices the adhesive electrodes on the patient's body, the electrode icons on
the FRx extinguish. The FRx starts with analysis of the heart rhythm of the patient. He lets
you know that nobody is allowed to touch the patient and the warning light will start to blink to
remind you.
If a shock is needed:
(1) The warning light stops flashing and illuminates contiguously;
(2) The orange shock button starts blinking. The FRx asks you to press the flashing orange
Shock button. Before you press the button, ensure that no one makes contact with the patient.
After you press the Shock button, the defibrillator reports that the shock is administered. The
defibrillator then reports that it is safe to register the patient;
(3) FRx instructs you to start Cardio Pulmonary Resuscitation (CPR) and if desired, press the
flashing blue i button for CPR guidance;
(Continue)
747-400 FCOM I
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10 Emergency Equipment
Page:
10-22
Date:
26-Nov-2019
Iss. / Revision no.:
FCOM I
(Continued)
If no shock is needed:
(1) The blue I button lights up constantly to indicate that you are safe to touch the person. The
FRx also asks you to perform CPR if necessary.
(2) If no CPR is required, for example, if the patient is moving or regains, follow if applicable
the “Incapacitation of a Flight Crew Member” QRH NNC.
For CPR guidance:
Press, during the first 30 seconds rest period of the patient, the flashing blue I button to the enable
CPR guidance. At the end of the rest period, the defibrillator indicates to stop CPR to analyse the
patient's heart rhythm. So you must stop CPR if the FRx instructs you.
747-400 FCOM I
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00 / 05
10 Emergency Equipment
Page:
10-23
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
Lavatory Door
Emergency unlocking
The lavatory door can be locked and unlocked from the outside by:
(1) Lifting the cover plate above the VACANT/OCCUPIED indicator;
(2) Moving the lock slide to the left to lock the door; or
(3) Moving the lock slide to the right to unlock the door.
To open the single panel lavatory door in event of a door latch failure:
(1) Slide a flat object (e.g. credit card, fingernail) under the door latch receiver flap.
(2) Pull the door latch receiver flap forward and outwards; and
(3) Pull on the door handle at the same time as lifting on the door latch receiver flap.
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00 / 06
10 Emergency Equipment
Page:
10-24
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
(ERF) Life raft operation
(1)
(2)
(3)
(4)
(5)
(6)
(7)
Release belts;
Pull approximately 2 meters lanyard free from the pack;
Attach lanyard snap hook to a life raft attachment point (see drawing above);
Move life rafts towards the crew service door or escape hatch;
Do not pull or carry the life raft by the lanyard;
Throw package out; and
Pull hard (jerk) to open the carrying case and inflate raft.
Life raft boarding
The raft may be boarded from the aeroplane or from the water;
(1) Slide down the crew service door slide;
(2) Climb on board the raft: use the raft boarding aids;
(3) Cut the lanyard with the knife which is stowed in a pocket on the pressure bottle
sling; and
(4) Should the aeroplane sink before the lanyard is cut, the lanyard will break
automatically.
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747-400 FCOM I
00 / 06
10 Emergency Equipment
Page:
10-25
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
(ERF) Portable oxygen on flight deck
Walk around:
One portable oxygen bottle (310 ltr) with full-face mask is located in the cockpit. It
serves for walk-around purposes after a decompression.
Operation of the oxygen bottle with full-face mask:
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Check sufficient pressure available;
Fully open yellow shut-off valve (to the left);
Close valve ¼ turn to the right;
Hold headbands in front of mask;
Put mask on face;
Pull headbands over head;
Adjust (top downwards);
Breathe normally (demand system);
Do not empty the bottle completely; and
After use close the yellow shut-off valve.
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747-400 FCOM I
00 / 06
10 Emergency Equipment
Page:
10-26
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
(ERF) ANIMAL ATTENDANT WARNING MODULE
On the main deck, forward of the wing, eight warning modules are installed at a
height of 230 cm (four on each side).
Should any smoke develop in the main deck cargo compartment or when a
decompression occurs, the following warnings are produced via each module:
1. The rotating beacon will illuminate; and
2. A continuous high pitch tone will sound through the buzzer.
All 8 buzzers can be silenced simultaneously with a reset switch which is installed
on each module.
Additional crewmembers present on the main deck must immediately:
1.
2.
3.
4.
5.
Put on their oxygen mask;
Evacuate the main deck;
Close the smoke barrier door at the top of the stairs (last person);
Take a seat on the upper deck; and
Fasten their seat belts.
Manual activation:
The animal attendant warning system is manually activated when the seat belt sign
is selected ON.
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10 Emergency Equipment
Page:
10-27
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
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10 Emergency Equipment
Page:
10-28
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
(ERF) SMOKE DETECTION
Lavatory
Smoke detectors are installed in the galley, toilet and crew rest area.
Any smoke warning appears on the cockpit (EICAS) instruments only.
Smoke detected in lavatory:
1. An intermittent high pitch tone sounds;
2. Red active lamp on detector illuminates; and
3. A ’smoke lavatory’ warning appears on the cockpit EICAS system.
There is no indication of a smoke warning on the outside of the lavatory.
Crew rest
Smoke detected in crew rest area:
1.
2.
3.
4.
An intermittent high pitch tone sounds;
Red active lamp on detector illuminates;
Airflow in the crew rest area is shut down;
The ’air supply crew rest’ reset switch on the cabin service module illuminates;
and
5. A ’smoke crew rest’ warning appears on the cockpit EICAS system.
Automatically closing crew rest air supply keeps smoke out of the upper deck cabin
and cockpit.
As soon as the smoke problem is solved the crew rest reset switch must be
pushed (service module on the lavatory wall). This re-starts airflow in the crew rest
area.
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10 Emergency Equipment
Page:
10-29
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
Emergency Equipment Symbols
747-400 FCOM I
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00 / 06
10 Emergency Equipment
Page:
10-30
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
Emergency Equipment Locations
Flight Deck / Upper Deck
(ERF)
747-400 FCOM I
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00 / 06
10 Emergency Equipment
Page:
10-31
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
(BCF)
747-400 FCOM I
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00 / 06
10 Emergency Equipment
Page:
10-32
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
MAIN DECK
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11 Evacuation Procedures
Page:
11-1
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
(ERF) Evacuation procedure
Crew service door.
1. The primary escape means is the crew service door slide (single lane); and
2. The crew service door slide cannot be used in case of a tail-tipping the ground.
Escape hatch:
Use the escape reels (plus harness) in case the crew service door slide is unusable.
Main deck doors.
1. Doors 11 and 15 are each fixed with fixed escape ropes mounted in the doorframe;
2. The (fixed) escape ropes are primarily meant for evacuation purposes in case of an
emergency during ground handling; and
3. The (fixed) escape ropes may also serve during an on ground emergency.
Tail tipping:
Doors 11/26 unusable.
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00 / 03
11 Evacuation Procedures
Page:
11-2
Date:
17-Jul-2019
Iss. / Revision no.:
FCOM I
Evacuation Directive on terrain and water
"EVACUATE, EVACUATE".
Loose equipment to be taken along:
1. ELTs (2);
2. First aid kit; and
3. Flashlights.
(ERF)
(BCF)
Upper Deck
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12 Aeroplane Systems
Page:
12-1
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
iPad Mounts
To facilitate the use of the iPad during flight phases, while keeping in mind the limited space
available in the 747 flightdeck, the Flypadtray has been installed.
The Flypadtray consists of a metal tray on the chart holder on the side window frames. It is held in
place by the existing spring clip of the chart holder. Two iPad mounts will be available on board;
one on the captain’s side, and one on the first officer’s side.
Before flight:
Make sure the iPad mount is installed on the chart holder. To install the mount, open the clip and
insert the spring clip through the cutout in the mount. The mount fits tightly between the spring clip
and the window frame. Pull the mount slightly downwards to fix it in place. The screws of the spring
clip fit in the cutouts of the iPad mount. When installing or removing the mount, use caution to
avoid scratching or damaging the window. During normal operation there is no need to remove the
mount after use. The rolling sun visor can be operated with the mount installed. However, to
prevent damage to the iPad, the rolling sun visor be guided down carefully.
The iPad shall be in its cover when used in the mount; the mount is designed to accommodate the
iPad together with its cover.
To securely position the iPad in the mount, slide it sideways towards the aft side of the mount.
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12 Aeroplane Systems
Page:
12-2
Date:
16-Jul-2020
Iss. / Revision no.:
FCOM I
Defects:
If a mount or the spring clip should become unusable, make an AML entry.
iPad charger cable run
Both pilots use a 28VDC inverter outlet in the back of the cockpit, in combination
with a converter, to charge their iPad.
The power cable for the right-hand pilot is routed by means of adhesive cord clips,
on dedicated locations (indicated below on figure 1 thru 6). In case of power cable
damage replace/install the extended iPad power cable into the clips.
The power cable for the left-hand pilot also uses clips and is partially guided in a
raceway installation to the center pedestal. In case of power cable damage
replace/install the extended iPad power cable into the clips and in the raceway.
Illustration of the routing and location of the clips. Red for RP, blue for LH pilot.
(Continue)
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747-400 FCOM I
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12 Aeroplane Systems
Page:
12-3
Date:
01-Dec-2020
Iss. / Revision no.:
FCOM I
(Continued)
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747-400 FCOM I
00 / 07