KLM BFT 346p PDF

329 VEL WIT A4
39 VEL GROEN A4
1 VEL OUDGOUD A4
interne correspondentie / interoffice correspondence
uw/your ref.
datum/date
tel./phone no.
telefax
onze/our ref.
datum/date
ond./subject
aan/to
42718
42679
SPL/NM
June 28, 2004
Amendment No. 53 to Volume I of AOM 747-400
This amendment will be effective as from June 28, 2004
Please find attached the following pages of the above-mentioned AOM.

Check that you have received the previous amendment.
Missing amendments or pages may be requested from SPL/YR, phone 020 - 6491540.
Insert this letter in front of your AOM (Volume II) before the Log of Pages.
Index
Page
Issue
Out
In
1-8
20
21
1.5.10
9-10
8
F1
3
4
8
9
1
2
11
1
6
9
3
1
4
3
12
2
7
10
4
2
5
1.6.1
1.8.3
1.8.7
F1-F2
F1-F2
F3
1
0.0.2
1.1.1
1.1.2
1.1.4
1.9.8
1.10.1
Notes
Log of pages updated. Amendment letters upto and

including no. 52 may be removed and destroyed.
Added FDASS in abbreviations list.
Added name of PH-CKC.
Editorial, corrected paragraph numbering.
Corrected name of switch positon and time bracket.
Changed automatic release time of door lock.
Incorporated new SATCOM alerts due to installation
of new IDS sofware.
Deleted, alerts now installed on all types.
Editorial.
Updated graphic of maindeck warning units.
Ammended FIRE MAIN DECK alert condition for
combi aircraft.
Ammended maindeck fire alert conditions.
Added SPEEDBRAKE AUTO alert.
1
1
7
2
2
8
F1
3
2
3
1
5
8
11
2
6
9
12
EICAS message logic according IDS software
10
Load.
Paragraph re-written to incorporate new fuel
-2Index
Page
Issue
Notes
Out
In
Paragraph re-written to incorporate new fuel
ICAS message logic according IDS software Load
10
11
12
Incorporated new fuel pump EICAS
alerts in EICAS interface list.
F1
Changed ISFD position depiction.
F2
Updated display options of the ISFD.
F1
Changed description of predictive windshear alert

system.
F2
Changed description of predictive windshear alert

system.
F3
Editorial.
F4
Editorial.
F5
Editorial due overflow.
F6
Intentionally Left Blank.
1.15.21
1A/B
Deleted. Problem solved in latest FMS software load.
1.18.5
Removed caret (>) from WINDSHEAR SYS alert and

ammended condition.
Added condition for >CONFIG SPOILERS alert.
Crew alertness alert now possible as an advisory,

caution and warning alert.
1.10.1
1.10.3
1.13.4
1.15.8
FLIGHT OPERATIONS
D. Borg
Flight Technical Manager B747-400
EICAS message logic .
0.0.1
Aircraft Operations Manual
INTRODUCTION
747-400
STATEMENT
This certifies that the KLM Aircraft Operations Manual B747-400 is based on and in agreement with
the applicable operating limitations, operating procedures and performance information of the FAA
Approved B747-400 (Airplane) Flight Manual, as identified in the RLD Approved Flight Manual,
including the RLD approved revisions and amendments.
This Aircraft Operations Manual may be carried on board the aircraft as a substitute for the FAA
Approved B747-400 (Airplane) Flight Manual, as authorized by RLD letter, LI/VZ-5175,
dated 07 June 1989.
Amstelveen, 6th June 1989
KLM FLIGHT OPERATIONS DIVISION
W. Brouwer
Head Flight Technical Department
The authorization to carry the Aircraft Operations Manual on board the aircraft as a substitute for the FAA
Approved Airplane Flight Manual is confirmed by a relevant note in Part I of the RLD Approved Flight
Manual.
1.
GENERAL
The Aircraft Operations Manual (AOM) is compiled by Flight Technical (SPL/NM) under authorization of
the Director Flight Operations (SPL/NM) and is printed and distributed by the Production Control and
Distribution Department (SPL/YR).
The AOM supplements the Basic Operations Manual (BOM) and contains further legal requirements and
restrictions, company directives and information considered necessary for the safe and efficient
operation of the aircraft type.
The AOM is issued to cockpit personnel in order to enable such personnel to comply with the rules and
regulations of the competent authorities (RLD) as reflected by the above Statement and with additional
company restrictions intended to enhance the safety of operation.
Personnel to whom the manual is issued are obliged to be thoroughly familiar with its contents.
Operations are to be conducted in compliance with the procedures and limitations contained in the AOM
or extracts therefrom.
Nothing in this manual shall be so construed as to prevent the pilot-in-command from taking any action
which he considers essential to the safety of the aircraft and its occupants.
Cockpit crew members must be able to perform by heart (ready knowledge) the instructions and
procedures published in:
AOM 2.2 Checklists
AOM 2.3 Flight Techniques
AOM 2.4 System Operation
1. Normal Operation
AOM 2.5 Adverse Environment Operation, except de-icing procedures
AOM 6.2 Flight Safety Instructions
6.2.1 Emergency Equipment Description
6.2.4 Evacuation, except Reproduction of Evacuation Directives
6.2.5 Preparation, only Minimum Time Available
6.2.6 Cockpit-Cabin Communications
15 JUL 2000
Issue 5
0.0.1
Page 1
0.0.1
INTRODUCTION
747-400
Items which must be committed to memory (memory items) are indicated by the prefix ".
They are published in:
AOM 2.4 System Operation
AOM 6.3 Emergency Landings
AOM 6.4 System Failures
AOM 6.5 Fire and Smoke
Limitations which must be committed to memory are indicated by an asterisk (*).
It is the responsibility of each holder of the AOM to keep the manual up-to-date. Amendments shall be
studied immediately upon receipt, and be inserted according effectivity date of mentioned amendment
letter or at first opportunity. Any discrepancies, errors or difficulties arising from or connected with the
interpretation of the text shall be reported to SPL/NM Flight Technical B747-400.
This Aircraft Operations Manual is the property of KLM and is subject to immediate recall or modification,
when deemed necessary. Promulgation of its contents to third parties without authorization is prohibited,
except for inspection by competent authorities.
2.
AOM ON BOARD THE AIRCRAFT

An up-to-date copy of the AOM shall always be carried on board during flight.
As it may be necessary to consult the AOM in flight without delay, it must be kept in a readily accessible
place.
3.
CONTENTS AND INDEXING SYSTEM

The B747-400 AOM consists of eight chapters, included in the following volumes:
Vol. I
includes: Chapters 0 :
1:
Vol. II includes: Chapter 2 :
Vol. III includes: Chapters 3 :
4:
5:
6:
7:
INTRODUCTION
DESCRIPTION
OPERATING INSTRUCTIONS
FLIGHTPLANNING and CRUISE CONTROL
PERFORMANCE
LOADING
EMERGENCY PROCEDURES
APPENDICES
At the bottom of each page, the designator AOM is shown followed by a group of three numerals,
indicating the chapter, section and sub-section of which the page forms a part. Pages are numbered in
relation to sub-sections.
A sub-section may be divided into paragraphs, which are indicated by numbers 1, 2, etc. Paragraphs may
be divided into sub-paragraphs, which are indicated by numbers 1.1, 1.2, ..., 2.1, 2.2, etc.
Example:
Chapter
each Chapter is divided into Sections.
Section
each Section is divided into Sub-sections.
Sub-section
each Sub-section is divided into Paragraphs.
Paragraph
each Paragraph is divided into Sub-paragraphs
Sub-paragraph
2.1.1-1.1
4.
SYMBOLS
-oOo- ........ End of Sub-section.
0.0.1
Page 2
22 FEB 2001
Issue 4
0.0.1

5.
INTRODUCTION
747-400
AMENDMENTS
Amendments per volume are distributed to all holders of the AOM under cover of an amendment letter.
The amendment letter gives directives for revising the AOM, allows checking that all pages mentioned
have been received, and also supplies highlights or background information when considered necessary.
The letters are numbered in sequence and should be retained in front of the volume concerned, thus
providing a check that all issues have been entered.
A Log of Pages for each volume is published from time to time in AOM 0.0.2, summing up all valid pages
at that date. Amendment letters, received before the issue of a Log of Pages, may then be destroyed.
The revised part of an amended page is indicated by a vertical line in the margin. This marking is not
used when more than half the page has been revised or when the revision is purely editorial.
If more than half the page has been revised, this will be indicated by a vertical arrow at the left hand
upper corner.
Apart from the regular amendments, Temporary Instructions (printed on yellow paper) and AOM Bulletins
(printed on blue paper) are sometimes issued. Temporary Instructions cover important modifications
which are being carried out on the aircraft, trials of a temporary nature, urgently required adjustments of
operating procedures, etc.
AOM Bulletins provide information concerning technical / operational issues resulting from in-service
experience. Additionally, instructions may be provided to handle long-lasting deficiencies in the fleet or
on specific aircraft until the problem has been resolved or appropriate procedures have been
established. AOM Bulletins must be filed in AOM Volume II in front of the log of pages.
Replacements, missing amendments or pages should be ordered from the Information and
Documentation Department (SPL/YB).
6.
COPYRIGHT KLM
No part of this manual or its extracts may be reproduced in any form, by print, photoprint, microfilm or any
other means, without written permission from KLM.
oOo
22 FEB 2001
Issue 4
0.0.1
Page 3
0.0.1
INTRODUCTION
747-400
INTENTIONALLY LEFT BLANK
0.0.1
Page 4
1 MAY 1993
Issue 1
0.0.2
747-400
AOM Ref
Page
(Amendment no. 53 included)
Issue
0.0.2
AOM Ref
1.1.3
Index sheet Volume I

0.0.1
LOG OF PAGES VOLUME I
1.1.1
1.1.2
28 JUN 2004
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Page 10

28 JUN 2004
Issue 3
1.1
AIRCRAFT GENERAL
747-400
Contents:
1.1.1
1.1.2
GENERAL
1.
General Description
2.
Fleet Summary
3.
Principal Dimensions
4.
Danger Areas
5.
Turning Radius
6.
Abbreviations
AIRFRAME AND INTERIOR

1.
2.
Seat Lay-out
Cockpit Crew Rest Area
2.1
3.
Location of Documentation
3.1
4.
1.1.3
1.1.4
1.1.5
1.1.6
1.1.7
Cockpit Crew Rest Controls and Equipment

Stowage Compartment on the U/D behind Lavatory 14U
Main Deck Acces Ladder (Freighter only)
FLIGHT DECK
1.
General Description
2.
Panel Lay-out
3.
System Operation Philosophy
4.
Cockpit Seats
5.
Location of Documentation
DOORS
1.
Cabin Doors
2.
Flight Deck Escape Hatch
3.
Cargo Compartment Doors
4.
Flight Deck Door
LIGHTING
1.
General Description
2.
Exterior Lighting
3.
Flight Deck Lighting
4.
Emergency Lights and Cabin Signs
WATER AND WASTE

EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
15 JAN 2002
Issue 10
1.1 CNT
Page 1
1.1
AIRCRAFT GENERAL
747-400
1.1 CNT
Page 2
1 MAY 1993
Issue 1

1.
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
GENERAL DESCRIPTION
The Boeing 747-406 aircraft in service with KLM are long range subsonic aircraft powered by four
turbofan engines.
There are three configurations:

S Non convertible (All pax only).
S Convertible (Combi or All pax).
S Freighter
The aircraft is powered by four General Electric CF6-80C2 twin spool axial flow high bypass ratio
engines. It is equipped with a Full Authority Digital Electronic Control System (FADEC), also referred
to as Electronic Engine Control (EEC).
An auxiliary Power Unit (APU) is located in the tail section. It is capable of supplying electrical and
pneumatic power.
Hydraulic power is supplied by four independent hydraulic systems.
Flight control surfaces are power actuated without manual reversion. Redundancy is achieved by the
multiple hydraulic system concept.
The landing gear consists of a steerable dual wheel nose gear, two steerable 4-wheel body gears and
two 4-wheel wing gears.
Three independent Inertial Reference Systems (IRS) provide in conjunction with the Flight
Management System (FMS) an en route navigation capability, which is essentially independent of any
ground based aids.
The Autopilot Flight Director System (AFDS) provides flight guidance and flight director display on
each pilots panel and approach guidance with fail operational characteristics to permit CAT II/III
automatic approach, landing and rollout. All relevant indications are displayed on the Primary Flight
Display (PFD).
Two independent FMSs provide navigation guidance (lateral and vertical), with performance and
energy (fuel) management functions, to permit optimum completion of a desired flightplan.
System descriptions, applicable to the freighter, that differ last those for the Combi/ All Fax, are
published on green pages and are incorporated behind the page of each relevant (sub)chapter.
As a reference, item numbering according the contents page is used in order to indicate where the
freighter differs from either the non--convertible or convertible configuration.
15 JAN 2003
Issue 8
1.1.1
Page 1

2.
1.1.1
Page 2
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
FLEET SUMMARY
REGISTRATION
NAME
CONFIG
SELCAL
CUST NO
ACCEPTANCE
PH-BFA
ATLANTA
ALL PAX
DJ-BG
RT 531
MAY 1989
PH-BFB
BANGKOK
ALL PAX
EH-BC
RT 532
JUN 1989
PH-BFC
CALGARY
CONV
DK-AC
RT 001
SEP 1989
PH-BFD
DUBAI
CONV
DK-AF
RT 002
SEP 1989
PH-BFE
MELBOURNE
CONV
DM-AJ
RT 003
JAN 1990
PH-BFF
FREETOWN
CONV
DM-AL
RT 004
FEB 1990
PH-BFG
GUAYAQUIL
ALL PAX
DM-BE
RT 533
APR 1990
PH-BFH
HONGKONG
CONV
EH-AF
RT 005
APR 1990
PH-BFI
JAKARTA
CONV
EH-BK
RT 006
MAY 1991
PH-BFK
KARACHI
CONV
EH-BL
RT 007
MAY 1991
PH-BFL
LIMA
ALL PAX
DM-AK
RT 534
DEC 1991
PH-BFM
MEXICO
CONV
CG-LR
RT 008
FEB 1992
PH-BFN
NAIROBI
ALL PAX
KL-JP
RT 535
APR 1993
PH-BFO
ORLANDO
CONV
BQ-EJ
RT 009
OCT 1992
PH-BFP
PARAMARIBO
CONV
KL-MP
RT 010
SEP 1993
PH-BFR
RIO DE JANEIRO
CONV
CG-KS
RT 011
JAN 1994
PH-BFS
SEOUL
CONV
KL-HP
RT 012
OKT 1996
PH-BFT
TOKYO
CONV
KM-DR
RT 013
MAY 1997
PH-BFU
BEIJING
CONV
DM-BC
RT 014
SEP 1997
PH-BFV
VANCOUVER
CONV
DM-BJ
RM 801
AUG 1999
PH-BFW
SHANGHAI
CONV
DH-BQ
RM 802
OCT 2000
PH-BFY
JOHANNESBURG
CONV
DH-KS
RM 803
APR 2002
1 AUG 2002
Issue 7

3.
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
PRINCIPAL DIMENSIONS
All dimensions in meters.

Maximum measurements are for empty weights.
Minimum measurements are for maximum taxi weight with full tanks.
64,94
MAX 7,57
MIN 5,11
MIN 1,82
3,84
MIN 1,14
11,00
MAX 19,58
MAX 10,39
MAX 9,43
MAX 8,36
MAX 5,33
MAX 3,15
MAX 5,36
7,6
MAX 3,25 MIN 1,88

27,3
34,9
9,25
11,94
22,17
6,5
68,6
70,67
15 OCT 1996
Issue 5
1.1.1
Page 3

4.
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
DANGER AREAS
WARNING: During engine run shaded area shall be kept clear.
NOTE: Hazardous temperature area falls within hazardous velocity area shown.
BREAK -- AWAY THRUST

IDLE THRUST
DATA ACCURACY + 20%

60 M
R = 5,5 M
R = 2,1 M
45 KTS
80 KM/H
0M
HAZARD ZONE
JET WAKE VELOCITY
EXCEEDS 31 KNOTS (56 KM/H)
50 M
31 KTS
56 KM/H
100 M
HAZARD ZONE
JET WAKE VELOCITY
EXCEEDS 31 KNOTS (56 KM/H)
31 KTS
56 KM/H
WARNING:
AT POINTS CLOSER TO ENGINE
AND HAZARD AREA CENTERLINE,
JET WAKE VELOCITY IS
CONSIDERABLE HIGHER.
45 KTS
80 KM/H
150 M
180 M
30 M
1.1.1
Page 4
0M
30 M
30 M
0M
30 M
1 MAY 1993
Issue 3
k
1. SEAT LAY-OUT
1.SEATLAY-OUT
1 MAY 2002
Issue 8
747-400
1.1
1.1.2
AIRCRAFT GENERAL
Airframe and Interior
ALL PASSENGER CONFIGURATION: 42C/384M
1.1.2
Page 1
Page 2
1.1.2
747-400
1.1.
1.1.2
Issue 8
1 MAY 2002
7 PALLET COMBI CONFIGURATION: 42C/236M
AIRCRAFT GENERAL

5.
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
TURNING RADIUS
NOTE: Taxi Speed, G.W., C.G.,

Runway Conditions and
Nose Wheel Steering will
affect turn radius and
location of turn center.
19.9 M
28 M 29.2 M
Minimum Pavement
Width for 180 Turn 46.6 M
18.6 M
6.1 M
N
O C
S O
E C
K N
G P O
E I S
A T E
R
34.1 M
Turn initiated at 10 kt
70 nose steering
Body gear steering
No differential braking
Dry runway
Symmetrical thrust
I
N
G
S
13.8 M
6.7 M
CONDITION:
P
A
N
29.3 M
3.6 M
1 MAY 1993
Issue 5
1.1.1
Page 5

6.
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
ABBREVIATIONS
A
AAC
A/G
A/P
A/S
A/T
ABNORM
ABS
A/C
AC
ACARS
ACCEL
ACCU
ACESS
ACM
ACMS
ACP
ACTR
AD
ADC
ADF
ADP
ADS
ADV
AFCS
AFDS
AFS
AFT
AGL
AH
AHM
AIL
ALIGN
ALT
ALTM
ALTN
AM
AMP
AMT
AMU
ANNUNC
ANT
AOA
AOAS
AOG
AP
APB
APD
1.1.1
Page 6
Aeronautical Administration
Communication
Air/Ground
Autopilot
Airspeed
Autothrottle
Abnormal
Autobrake System
Air Conditioning
Alternating Current
Aircraft Communications
Addressing and Reporting System
Acceleration
Accumulator
Advanced Cabin
Entertainment/Service System
Air Cycle Machine
Aircraft Condition Monitoring
System
Audio Control Panel
Actuator
Airworthiness Directive
Air Data Computer
Automatic Direction Finder
Air Driven Pump
Air Data System
Advisory
Automatic Flight Control System
Autopilot Flight Director System
Auto Flight System
Rear Part/Section
Above Ground Level
Ampere Hour
Aircraft Handling Manual
Aileron
Alignment
Altitude
Altimeter
Alternate
Amplitude Modulation
Amperes
Aircraft Maintenance Technician
Audio Management Unit
Annunciator
Antenna
Angle Of Attack
Angle Of Attack Sensor
Airplane On Ground
Assistant Purser
Auxiliary Power Breaker
Approach Progress Display
APC
AFDS
APP
APU
APUC
APPROX
ARINC
ARR
ASAP
ASCTU
ASP
ASSY
ASYM
ATA
ATC
ATT
ATTND
AUG
AUTO
AUX
AVAIL
AVS
Aeronautical Passenger
Communication
Auto Flight Director System
Approach
Auxiliary Power Unit
Auxiliary Power Unit Controller
Approximately
Aeronautical Radio Incorporated
Arrival
As Soon As Possible
Air Supply Control and Test Unit
Audio Selector Panel
Assembly
Asymmetrical
Air Transport Association of
America
Air Traffic Control
Attitude
Attendant
Augmentation
Automatic
Auxiliary
Available
Audio Visual System
B
BAL
BARO
BAT
BCU
BEW
BFE
BFO
BITE
BLD
BMV
BRG
BRKR
BRNAV
BRT
BSCU
BTB
BTMU
BTL
BTR
Balance
Barometric
Battery
Bus Control Unit
Basic Empty Weight
Buyers Furnished Equipment
Beat Frequency Oscillator
Build-In Test Equipment
Bleed
Brake Metering Valve
Bearing
Breaker
Basic Area Navigation
Bright
Brake System Control Unit
Bus Tie Breaker
Brake Temperature Monitor Unit
Bottle
Bus Tie Relay
C
C
C
CA
CAA
CAB
Celsius
Centigrade
Cabin Attendant
Civil Aviation Authority (UK)
Cabin
1 JUN 1999
Issue 9

CACTCS
CADC
CANC
CAP
CAPT
CAS
CAT
CB
CCA
CCR
CCTM
CCW
CDU
CG
CHAN
CHR
CIC
CIT
CK
CKT
CL
CLB
CLK
CLR
CMC
CMD
CMPNT
CMPTR
COMM
COMPT
CON
CONFIG
CONTD
CONV
COWL
C/P
CPC
CRS
CRT
CRZ
CSD
CTL
CTR
CU
CVR
CW
CWT
CWY
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
Cabin Air Conditioning & Temp

Control System
Center ADC
Cancel
Capture
Captain
Calibrated Airspeed
Category
Circuit Breaker
Central Control Actuator
Cockpit Crew Rest
Cabin Configuration Test Module
Counter Clockwise
Control Display Unit
Center of Gravity
Channel
Chronograph
Cabin Interphone Controller
Compressor Inlet Temperature
Check
Circuit
Center Line
Climb
Clock
Clear
Central Maintenance Computer
Command
Component
Computer
Communication
Compartment
Continuous
Configuration
Continued
Converter
Cowling
Control Panel
Cabin Pressure Controller
Course
Cathode Ray Tube
Cruise
Constant Speed Drive
Central/Control
Center
Computer Unit
Cockpit Voice Recorder
Clockwise
Center Wing Tank
Clearway
DADC
DC
DCIR
DD
DECEL
DECR
DEM
DEPT
DET
DEV
DFDAC
DFDR
DH
DISC
DISCH
DIST
DME
DN
DR
Digital Air Data Computer

Direct Current
DC Isolation Relay
Drift Down
Decelerate
Decrease
Demand
Departure
Detection
Deviation
Digital Flight Data Acquisition Card
Digital Flight Data Recorder
Decision Height
Disconnect
Discharged
Distance
Distance Measuring Equipment
Down
Door
E
E/E
E/O
ECS
ECU
EDP
EEC
EFC
EFIS
Electric/Electronic Compartment
Engine Out
Environmental Control System
Electronic Control Unit
Engine Driven Pump
Electronic Engine Control
Elevator Feel Computer
Electronic Flight
Instrument System
EGT
Exhaust Gas Temperature
EICAS
Engine Indication and Crew
Alerting System
EICAS CP EICAS Control Panel
EIU
EFIS/EICAS Interface Unit
ELCU
Electrical Load Control Unit
ELEC
Electrical
ELEV
Elevator
EMER
Emergency
ENG
Engine
EPR
Engine Pressure Ratio
EQUIP
Equipment
ET
Elapsed Time
ETO
Estimated Time Over
ETA
Estimated Time of Arrival
EVAC
Evacuation
EXH
Exhaust
EXT
External
EXTING
Extinguishing
D
D-TO
DA
15 APR 2003
Issue 9
Derated Takeoff
Drift Angle
1.1.1
Page 7
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
F
F
F/D
F/O
F/S
FAA
Fahrenheit
Flightdeck
First Officer
Fast/Slow
Federal Aviation Administration
FADEC
Full Authority Digital Electronic

Control
Final Approach Fix
Failure
Fan Air Modulation Valve
Flight Control Computer
Flap Control Unit
Flight Director
Flight Deck Access System Switch
Flight Data Acquisition Unit
Flight Data Recorder
Fuel Flow
Filter
Fault Isolation Manual
Fuel Jettison Control Card
Flight Level
Flight Level Change
Flight Tracking
Flight Mode Annunciator
Flight Management Computer
Flight Management System
Foreign Object Damage
Flight Path Angle
Floor Proximity Emergency
Escape Path Markings
Feet Per Minute
Flight Path Vector
Fuel Quantity Indicating System
Frequency
Fault Reporting Manual
Feet
Forward
Fuel Quantity Processing Unit
FAF
FAIL
FAMV
FCC
FCU
FD
FDASS
FDAU
FDR
FF
FILT
FIM
FJCC
FL
FLCH
FLT TRK
FMA
FMC
FMS
FOD
FPA
FPEEPM
FPM
FPV
FQIS
FREQ
FRM
FT
FWD
FQPU
G
G/A
G/S
GCB
GCU
GE
GEN
GES
GMT
GND
GP
GPM
1.1.1
Page 8
Go-Around
Glideslope
Generator Control Breaker
Generator Control Unit
General Electric
Generator
Ground Earth Station
Greenwich Mean Time
Ground
Glide Path
Gallons Per Minute
GPS
GPU
(E)GPWS
GS
GW
GYRO
Global Positioning System

Ground Power Unit
(Enhanced) Ground Proximity
Warning System
Ground Speed
Gross Weight
Gyroscope
H
H
HDG
HF
HI
HIL
HLD
HOR
HP
HPA
HPSOV
HR
HS
HSI
HST
HT
HYD
HYQUIM
HZ
Height
Heading
High Frequency
High
Hold Item List
Hold
Horizontal
High Pressure
Hecto Pascale
High Pressure Shutoff Valve
Hour
High Speed
Horizontal Situation Indicator
Horizontal Stabilizer Tank
Height
Hydraulic
Hydraulic Quantity Interface
Module
Hertz
I
IAF
IAS
ICU
IDENT
IDENT
IDG
IDS
IDU
ILLUM
ILS
IM
IMBAL
IN
INBD
INCR
IND
INIT
INOP
INST
INV
IP
IRS
IRU
Initial Approach Fix

Indicated Airspeed
Interface Control Unit
Identification
Identifier
Integrated Drive Generator
Integrated Display System
Integrated Display Unit
Illuminated
Instrument Landing System
Inner/airways Marker
Imbalance
Inch
Inboard
Increase
Indicator
Initialize
Inoperative
Instrument
Static Inverter
Interstage Pressure
Inertial Reference System
Inertial Reference Unit
28 JUN 2004
Issue 12

ISLN
IVW/DL
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
Isolation
Inspectie Verkeer en Waterstaat/
Divisie Luchtvaart
J
JAA
JAR
JETT
Joint Airworthiness Authorities

Joint Airworthiness Requirement
Jettison
K
K
KG
KIAS
KTS
KVA
KW
Kelvin
Kilogram
Knots Indicated Airspeed
Knots
Kilovolt Ampre
Kilowatt
L
L
LAT
LB
LCD
LDG
LDG GR
LE
LGW
LH
LIM
LKD
LNAV
LO
LOC
LP
LRRA
LRU
LT
LVDT
LVL
LW
LWR
Left
Latitude
Pound
Liquid Crystal Display
Landing
Landing Gear
Leading Edge
Landing Gross Weight
Left Hand
Limit
Locked
Lateral Navigation
Low
Localizer
Low Pressure
Low Range Radio Altimeter
Line Replacable Unit
Light
Linear Variable Differential
Transducer
Level
Landing Weight
Lower
M
M
MAC
MAI
MAN
MAWEA
15 APR 2003
Issue 10
Mach
Mean Aerodynamic Chord
Maintenance Manual
Manual
Modularized Avionics & Warning
Electronics Assembly
MAX
MCDU
MCL
MCP
MDA
MDP
MEA
MEC
MECH
MED
MEL
MGMT
MIC
MIN
MISC
MKR
MLW
MM
MMO
MSA
MSG
MSL
MTOW
MTW
MUX
MWL
MZFW
Maximum
Multi Purpose Control and
Display Unit
Master Caution Light
Mode Control Panel
Minimum Descent Altitude
Main Deck Pallet
Minimum Enroute Altitude
Main Equipment Center
Mechanical
Medium
Minimum Equipment List
Management
Microphone
Minimum
Miscellaneous
Marker Beacon
Maximum Landing Weight
Middle Marker
Maximum Mach Operating Speed
Minimum Sector Altitude
Message
Mean Sea Level
Maximum Takeoff Weight
Maximum Taxi Weight
Multiplexer
Master Warning Light
Maximum Zero Fuel Weight
N
N
N1
N2
N/A
NAC
NAI
NAV
NAVAID
NCD
ND
NDB
NLG
NM
NO
NORM
NOZ
Newton
Low Pressure Rotor (Fan) Speed
High Pressure Rotor (Core) Speed
Not Applicable
Nacelle
Nacelle Anti/Ice
Navigation
Navigation Aid
No Computed Data
Navigation Display
Navigation Data Base
Nose Landing Gear
Nautical mile
Number
Normal
Nozzle
O
OAC
OAT
OCR
Aeronautical Operational
Communication
Outside Air Temperature
Overhead Crew Rest
1.1.1
Page 9

OEW
OM
OUTBD
OVHD
OVHT
OVRD
OVSP
OXY
747-400
Operating Empty Weight

Outer Marker
Outboard
Overhead
Overheat
Override
Overspeed
Oxygen
P
PA
PAX
P/B
PCP
PDM
PF
PFD
PLI
PLN
PMP
PNF
PNL
POS
PRESS
PRI
PRIM
PROF
PROG
PROT
PROX
PRSOV
PRV
PS
PSEU
PSI
PSU
PT2
PTC
PTH
PTR
PTT
PWR
PWS
Passenger Address
Passenger(s)
Push Button
Pilot Call Panel
Post Delivery Modification
Pilot Flying
Primary Flight Display
Pitch Limit Indicator
Plan
Pump
Pilot Not Flying
Panel
Position
Pressure
Priority
Primary
Profile
Progress
Protection
Proximity
Pressure Regulating and Shutoff
Valve
Pressure Regulating Valve
Pitot Static
Proximity Switch Electronic Unit
Pounds per Square Inch
Passenger Service Unit
Engine Inlet Pressure
Pack Temperature Control
Path
Push To Reset
Push To Talk
Power
Purser Work Station
Q
QNH
QTY
1.1.1
Page 10
Altimeter Setting
Quantity
1.1
AIRCRAFT GENERAL
1.1.1
General
R
R/T
RA
RCL
RECIRC
REF
REQ
RES
REV
RF
RH
RLY
RPM
RPTG
RRC
RST
RT
RTE
RTO
RTP
RUD
RVDT
RWY
Right
Receiver-Transmitter
Radio Altitude
Recall
Recirculate
Reference
Required
Reserve
Reverse
Radio Frequency
Right Hand
Relay
Revolutions Per Minute
Reporting
Rudder Ratio Changer
Reset
Radio Telephony
Route
Rejected Take Off
Radio Tuning Panel
Rudder
Rotary Variable Differential
Transducer
Runway
S
SAT
SATCOM
SAT-M
SBEW
SCAV
SDU
SEC
SEC
SEL
SELCAL
SENS
SERV
SHKR
SID
SNGL
SNR
SPD
SPD LIM
SPKR
SPLR
SRM
SSB
SSB
STA
STAB
STAR
Static Air Temperature

SATellite COMmunication
SATcom Multi channel
Standard Basic Empty Weight
Scavenge
Satellite Data Unit
Secondary
Second
Select, Selector
Selective Call
Sensitivity
Service
Shaker
Standard Instrument Departure
Single
Sensor
Speed
Speed Limit
Speaker
Spoiler
Stabilizer trim/rudder Ratio
Modules
Single Side Band
Split System Breaker
Station
Stabilizer
Standard Terminal Arrival Route
1 AUG 2002
Issue 9

STCM
STD
STOL
SW
SYNC
SYS
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
V2
VBV
VENT
VERT
VHF
VIB
VLV
Vmcg
Stabilizer Trim Control Module

Standard
Short Takeoff and Landing
Switch
Synchronous
System
T
T/O
T/R
TAI
TAS
TAT
TBD
TCAS
TD
TE
TEMP
TGT
THR
TK
TO/GA
TOC
TOD
TOMAC
TOW
TP
TPDR
TR
TRK
TVOR
TYP
Vmin
VMO
VNAV
VOR
VR
VREF
VS
VSI
VSV
Take-off
Thrust Reverser
Thermal Anti/Ice
True Airspeed
Total Air Temperature
To Be Determined
Traffic, Alert and Collision
Avoidance System
Time Delay
Trailing Edge
Temperature
Target
Thrust
Tank
Take-off/Go-around
Top of Climb
Top of Descent
Take-off Mean Aerodynamic
Chord
Take-off Weight
Test Point
Transponder
Transformer Rectifier
Track
Terminal VOR
Typical
W
WAI
WNSHR
WPT
WSHLD
WT
WX
WXR
Wing Anti/Ice
Windshear
Waypoint
Windshield
Weight
Weather
Weather Radar
X
XFEED
XFR
Crossfeed
Transfer
Y
YD
U
U/S
U/D
UHF
UNBAL
UNLKD
UNSCHD
UPR
UTC
USB
UTIL
Scheduled Target Speed (T/O)

Variable Bypass Valve
Ventilation
Vertical
Very High Frequency
Vibration
Valve
Minimum Controllable Ground
Speed
Minimum Operating Speed
Maximum Operating Speed
Vertical Navigation
VHF Omnidirectional Range
Rotation Speed
Reference Speed
Vertical Speed
Vertical Speed Indicator
Variable Stator Vanes
Yaw Damper
Unserviceable
Upperdeck
Ultra High Frequency
Unbalance
Unlocked
Unscheduled
Upper
Universal Time Coordinate
Upper Side Band
Utility
ZFW
ZTC
Zero Fuel Weight

Zone Temperature Control
V
V
V1
Volt
Take-off Decision Speed
oOo
1 JUN 1999
Issue 5
1.1.1
Page 11
747-400
1.1
AIRCRAFT GENERAL
1.1.1
General
1.1.1
Page 12
1 MAY 1993
Issue 1
747-400
2.
FREIGHTER
1.1
AIRCRAFT GENERAL
1.1.1
General
FLEET SUMMARY
REGISTRATION
NAME
CONFIG
SELCAL
CUST NO
ACCEPTANCE
PH-CKA
Eendracht
FREIGHTER
AL--CP
RL 681
MAR 2003
PH-CKB
Leeuwin
FREIGHTER
AM--HS
RL 682
APR 2003
PH-CKC
Oranje
FREIGHTER
AP--EK
RL 683
FEB 2004
oOo
28 JUN 2004
Issue 2
1.1.1
Page F1
747-400
Aircraft Operations Manual FREIGHTER
1.1
AIRCRAFT GENERAL
1.1.1
General
1.1.1
Page F2
1 MAR 2003
Issue 1

2.
747-400
1.1
AIRCRAFT GENERAL
1.1.2
COCKPIT CREW REST AREA
COCKPIT CREW REST AREA
BUNKS
CCR DOOR LATCH

2 CREW REST SEATS
CREW LAVATORY
14U
6U
4U
STOWAGE COMPARTMENT
FWD
28 JUN 2004
Issue 7
1.1.2
Page 3

2.1
747-400
1.1
AIRCRAFT GENERAL
1.1.2
COCKPIT CREW REST CONTROLS AND EQUIPMENT

Sitting area
Basic passenger service controls (reading light, cabin attendant call and audio) are provided on the seat
armrests.
Additional environment controls are on the control box located near the middle of the aft bulkhead panel.
One LCD type video screen is installed.
Emergency lighting consists of a CREW INSIDE sign installed on the outside wall of the CCR.
Bunk area
Environment controls are on the control box located on the right side of head end wall just below the
upper bunk.
Each bunk has a reading light installed (head end). A curtain is installed along each bunk.
A foldable can holder is installed per bunk (head end). The clenches are adjustable.
Under the forward (foot end) side of the upper bunk a shoe box is installed.
The bunk to cockpit door can not be locked from either side. During take off and landing the bunk to
cockpit door must be open.
A personal belongings pouch is installed per bunk for small items such as watches, glasses etc.
Oxygen masks are stowed in the ceiling above the walkway. In case of oxygen mask presentation, the
crew in the bunks are alerted by a red light and a high pitch tone, which sounds for approx. 15 seconds.
3.
LOCATION OF DOCUMENTATION
3.1
STOWAGE COMPARTMENT ON THE U/D BEHIND LAVATORY 14U

Access to this compartment is only possible with the Cabin Acces Key.
The Cabin Acces Key fits all access doors with a key lock.
The stowage compartment contains:
Ships documents (sealed binder)
Supplement Information Binder (SIB)
Fault Isolation Manual (FIM)
Maintenance Manual (MAI) on microfilm
Illustrated Parts Catalog (IPC) on microfilm
Wiring Diagram Manual (WDM) on microfilm
All films, in their respective containers, are contained in a brown bag, in the compartment below the
bottom shelf.
oOo
1.1.2
Page 4
28 JUN 2004
Issue 10
747-400
1.
1.1
AIRCRAFT GENERAL
1.1.2
UPPERDECK REST AREA
Coat
closet
1.1
UPPERDECK AREA CONTROLS AND EQUIPMENT

Seating area
The upperdeck seating area is equipped with 6 seats, a galley, lavatory, a stowage compartment and a
coat closet.
The seats are provided with a reading light and an oxygen mask stowed in the ceiling above the seat.
Cockpit Crew Rest Bunk area
The temperature of the Cockpit Crew Rest Bunk Area can be controlled at the Upper Deck Cabin
Services Module located in the seating area.
Each bunk has a reading light, exterior window, handset, conditioned air outlet, literature pocket and a
closet installed. The bunks are separated by a partition wall and a curtain.
A door devides the seating area and the bunk area.
Two oxygen masks are stowed above each crew rest bunk. In case of oxygen mask presentation, the
crew in the bunks is alerted by a chime when the masks are deployed.
Upper deck Cabin Services Module (CSM)
The Upper Deck Cabin Services Module (CSM) consists of a temperature control for the upper deck
seating area and bunk area, controls for the upper deck and main deck lights, water quantity indicator
and the Crew Rest Reset Switch.
Temperature in the upper deck seating area and bunk can be individually controlled from 18 to 29
degrees Celcius. The temperature will be set to 24 degrees Celsius when electrical power is initially
applied to the airplane.
1 MAR 2003
Issue 1
1.1.2
Page F1
747-400
1.1
AIRCRAFT GENERAL
1.1.2
From the CSM the upper deck side wall lights, upper deck lights, main deck side wall lights, main deck
ceiling lights, emergency lights, flight deck access lights and the dome lights can be controlled. A white
light in the push button will be illuminated when the respective lights are on.
Pushing the Emergency Lights switch wil illuminate the emergency lights regardless of the Flight Deck
Emergency Light Switch.
The Flight Deck Access Light switch activates exit or entry path to or from the flight deck (main
equipment center lights, left side wal lights forward of door 1L, threshold light at door 1L, upper deck
lights above crew access ladder and upper deck dome lights)
The Dome switch activates the dome lights at the upper deck door and ceiling dome light.
The Crew Rest Reset Switch can be used to reactivate the airconditioning after a crew rest smoke
warning.
CABIN TEMPERATURE
21
ACTUAL
ZONE
RESET
ZONE SELECT
21
TARGET
COOLER
WARMER
LIGHTS
SIDEWALL LTS
UPPER DECK
CEILING LTS
UPPER DECK
EMERGENCY
LIGHTS
FLIGHT DECK
ACCES LIGHT
SIDEWALL LTS
MAIN DECK
CEILING LTS
MAIN DECK
DOME
LIGHTS
WATER QUANTITY
1/4
1/2
3/4
AIR SUPPLY
CREW REST
RESET
3.
3.1
STOWAGE COMPARTMENT UNDER THE SECOND OBSERVERS SEAT

All documentation is located in the stowage compartment under the second observers seat.
1.1.2
Page F2
15 MAR 2003
Issue 2
747-400

4.
1.1
AIRCRAFT GENERAL
1.1.2
MAIN DECK CREW ACCESS LADDER

The Upper Deck crew access ladder is retraced to the ceiling during cargo loading and unloading. All
other times the ladder is extended. The smoke barrier door must be closed during taxi, take-off, flight and
landing.
.
Retracted
Extented
oOo
1 MAR 2003
Issue 1
1.1.2
Page F3
747-400
1.1
AIRCRAFT GENERAL
1.1.2
1.1.2
Page F4
1 MAR 2003
Issue 1
747-400

1.
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
GENERAL DESCRIPTION
The flightdeck accommodates four crew seats, two serving basic crew of two pilots and two for additional
crew members/observers.
All aircraft and system controls, that are part of operational procedures are within direct reach of either
pilot.
MAIN PANEL
CAPTAIN
PEDESTAL
FIRST OFFICER
NAV BAG STOWAGE
SECOND OBSERVER
NAV BAG STOWAGE
FIRST OBSERVER
COCKPIT CREW REST
15 OCT 1996
Issue 4
1.1.3
Page 1

2.
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
PANEL LAY-OUT
Six Cathode Ray Tube electronic displays (CRTs) are used for flight guidance, navigation and monitoring
of the aircraft systems.
These six displays are identical and interchangeable and can operate in any of the six positions.
The pilots panels are devoted to flight guidance and navigation information and comprise two CRTs each,
one Primary Flight Display (PFD), located directly in line with the pilots eye reference point, and located
inboard the Navigation Display (ND).
Also provided are navigation system source selectors, ground proximity switches and the autobrakes
selector, brake pressure indicator and the clocks.
The pilots center panel contains two Engine Indicating and Crew Alerting System (EICAS) displays
referred to as the upper and lower EICAS displays because of their vertical arrangement. Under normal
operation these displays are used to display primary and secondary parameters. The EICAS control
panel is directly above the upper EICAS display.
Three mechanical standby instruments are also located on the center instrument panel for attitude,
airspeed and altitude readings.
The pilots center panel provides also the landing gear lever and alternate flap and gear controls.
The glareshield panel provides the AFDS mode control panel, two EFIS control panels and the EICAS
select panel.
On the side of the glareshield panel individual light controls are provided, together with a stopwatch
button. On top of the glareshield is the Normal Checklist holder.
The lower part of the overhead panel is devoted to aircraft system controls and indicators. The upper part
of the overhead panel consists of a circuit breaker panel (P7) and a maintenance panel. Also the aisle
stand flood light and the smoke removal control can be found in between the circuit breaker panels.
The pedestal provides amongst others:
Navigation controls and audio control panels. MCDUs, engine controls, fuel controls, flaps and
speedbrakes. Stab trim, aileron and rudder trim, radar controls, cabin interphone controls, ATC control
panel and emergency evacuation control panel.
The side panels contain a steering handwheel or tiller, full face oxygen mask, space for the emergency
checklist and for a navigation bag.
The first observers panel contains a full face oxygen mask and full audio communication provision. The
software data loader is also situated in this panel.
A circuit breaker panel (P6) is located at the righthand side below the first observers panel.
The second observers panel contains a full face oxygen mask and audio monitor possibilities, connected
to either the F/O or first observers audio system.
1.1.3
Page 2
15 OCT 1996
Issue 5
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
C
B
A
D
E
A
B
C
D
E
F
G
1 MAY 1993
Issue 3
CAPTAINS INSTRUMENT PANEL

FIRST OFFICERS INSTRUMENT PANEL
GLARESHIELD
CENTER INSTRUMENT PANEL
CONTROL STAND
AISLE STAND
OVERHEAD PANEL
1.1.3
Page 3
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
A
INBD CRT
NORM
PFD
EICAS
FLT DIR
L
CHR
LWR CRT
NORM
EICAS
PRI
ND
DATE
60
DAY MO/YR
C
50
10
GMT
ET/CHR
NAV
FMC L
20
40
FMC R
RUN
30
HLD
CDU L
HLDY
MSM
RESET
HSD
CDU C
S
O
U
R
C
E
S
E
L
E
C
T
EIU
AUTO
L
C
R
IRS
L
C
R
AIR DATA
L
C
R
3
4
HYD BRAKE
PRESS
0
PSI X 1000
1
2
AUTOBRAKES
2
1
3
4
MAX
OFF
AUTO
DISARM
BRAKE
SOURCE
RTO
CAPTAINS INSTRUMENT PANEL
1.1.3
Page 4
15 OCT 1996
Issue 6
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
B
LWR CRT
NORM
ND
EICAS
PRI
INBD CRT
NORM
EICAS
PFD
FLT DIR
R
DATE
CHR
60
DAY MO/YR
50
C
10
GMT
ET/CHR
NAV
FMC R
20
40
RUN
FMC L
30
HLD
HLDY
MSM
RESET
HSD
CDU R
CDU C
EIU
AUTO
C
IRS
R
C
L
G/S
INHIBIT
S
E
L
E
C
T
AIR DATA
R
GND PROX
FLAP
CONFIG
OVRD
GR OVRD
C
L
GND
PROX
G/S INHB
S
O
U
R
C
E
OVRD
OVRD
FIRST OFFICERS INSTRUMENT PANEL
1 MAY 1993
Issue 3
1.1.3
Page 5
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
C
MTRS
DH
IN
MDA
RST
/BARO
hPa
DH
ELEC
APP
VOR MAP
PLN
80
40
20
VOR L
10
CTR
OFF
TFC
160
320
640
ADF L
FUEL
STA
WPT
ARPT
DATA
STD
WARNING
APP
VOR R
HYD
DRS
VOR MAP
PLN
OFF
200
10
CTR
TFC
RCL
HDG
L NAV
VERT SPD
270
OFF
ADF R
WXR
STA
ALT
+2300
CAUTION
VOR R
640
ADF L
CANC
POS
SEL
THR
160
320
20
OFF
IAS/MACH
OFF
80
40
VOR L
GEAR
A/T ARM
F/D
ON
/BARO
hPa
ECS
ADF R
WXR
IN
MDA
RST
WARNING
CAUTION
MTRS
STAT
ENG
STD
WPT
A/P ENGAGE
C
CMD
17000
ARPT
DATA
POS
CMD
CMD
F/D
ON
25
V NAV
AUTO
OFF
SPD
SEL
LOC
DN
BANK
LIMIT
OFF
HOLD
FL CH
V/S
HOLD
APP
DISENGAGE
UP
GLARESHIELD
D
EICAS
EIU SEL
AUTO
BRT
UPR
LWR
HDG
TRUE
FMC
R
EVENT
20
10
RCD
NORM
FLAP LIMIT
1 -- 280K
5 -- 260K
10-- 240K
20-- 230K
25-- 205K
30-- 180K
ALTN FLAPS
OFF
RET
EXT
10
20
ARM
UP
60
IAS
EXTEND 270K--.82M
EXTENDED 320K.--82M
120
300
140
OFF
KNOTS
250
240
160
220
180
200
LOCK
OVRD
0
DN
2
ALT
MB/HPA
1013
6
ALTN GEAR
EXTEND
NOSE/BODY
9
8
7
ALTN
80
100
400
350
RETRACT
270K--.82M
IN. HG
ALTN
WING
29 92
4
ALTN
SELCAL
BARO
1.1.3
Page 6
1 MAY 1993
Issue 4
747-400
Cargo A/C Trim Modulating Valve
Valve regulates the compartment temperature by
adding hot bleed air to the conditioned air.
Valve is closed when:
S The A/C Flowrate Selector is in OFF.
S Cargo compartment temperature exceeds
32_C.
S Duct temperature exceeds 85_C.
S Pack 3 is not operating.
S The FWD/AFT Cargo Fire Armed P/B is
ARMED.
TO CABIN
1.2.1
1.2
Airconditioning
AIRCONDITIONING AND PRESSURIZATION
Cargo A/C Cabin Shutoff Valve
Controls the flowrate of conditioned air from pack 3

to the cabin.
Valve is closed when the A/C Flowrate Selector
is in HIGH.
Valve is open when:
S The A/C Flowrate Selector is in OFF or LOW.
S The airplane is on the ground.
S The A/C Flowrate Selector is in HIGH and
Pack 3 is operating and either Pack 1 or 2 has
failed or is selected OFF.
ARMED.
Cargo A/C Trim Shutoff Valve
AC PACK NO. 3
Check Valve
PACK VALVE
Forward Cargo A/C Overboard Valves (2x)
The flapper valve closes to provide airplane

ditch protection.
The flapper valve opens to allow outflow of
exhaust air.
Valve is open when:

S The A/C Flowrate Selector is in LOW or in
HIGH and Pack 3 is operating.
Valve is closed when:
S Cargo compartment temperature exceeds
32_C.
S Duct temperature exceeds 85_C.
ARMED.
BLEED AIR
Both valves are full open when the A/C Flowrate

selector is in LOW or in HIGH and airplane is on
the ground.
One valve is full open and the other valve is
commanded to one of the intermediate positions
depending on flowrate selection when the
airplane is in flight.
Both valves are closed when:
ARMED.
FWD CARGO COMPARTMENT
Control the flowrate of conditioned air to the

forward cargo compartment.
Both valves are closed when the A/C Flowrate
Selector is in OFF or Pack 3 is not operating or
the FWD/AFT Cargo Fire Armed P/B is ARMED.
In flight:
S Only valve A is open when the A/C Flowrate
Selector is in LOW and Pack 3 is operating.
S Both valves are open when the A/C Flowrate
Selector is in HIGH and Pack 3 is operating.
S Valve B closes when the A/C Flowrate
Selector is in HIGH and Pack 3 is operating
and either Pack 1 or 2 has failed or is selected
OFF.
On ground:
S Only valve A is open when the A/C Flowrate
Selector is in LOW or in HIGH and Pack 3 is
operating.
Cargo A/C Valves A and B
Forward Cargo Compartment Heating and Airconditioning Schematic (in flight, HIGH selected)
Forward Cargo A/C Ground Exhaust Fans (2x)
Fans draw air from forward cargo compartment
and discharge the air overboard during ground
operation.
Fans operate when FWD Cargo A/C System is
operating and both forward cargo A/C ground
exhaust shutoff valves are fully open.
FROM EQUIPMENT
COOLING
ELECTRIC
HEATER
Forward Cargo A/C Ground Exhaust Shutoff

Valves (4x)
Valves are open when the A/C Flowrate Selector
is in LOW or in HIGH and airplane is on the
ground.
Valves are closed when:
S The airplane is in flight.
ARMED.
15 MAR 1999
Issue 4
1.2.1
Page 9
1.2.1
Page 10
747-400
Airconditioning
1.2.1
1 MAR 1994
Issue 3
1.2
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
D
S
P
Y
F
A
I
L
INIT
REF
RTE
DEP
ARR
FIX
LEGS
HOLD
MENU
NAV
RAD
PREV
PAGE
NEXT
PAGE
BRT
VNAV
FMC
COMM
B
G
C
H
INIT
REF
RTE
DEP
ARR
FIX
LEGS
HOLD
MENU
NAV
RAD
PREV
PAGE
NEXT
PAGE
EXEC
PROG
+/--
DEL
M
S
G
D
S
P
Y
O
F
S
T
F
A
I
L
CLR
+/--
DEL
CLR
APL
NOSE
DN
S
P
E
E
D
4
6
8
10
M
S
G
O
F
S
T
FLAP
UP
ARM
T
R
I
M
O
APL F
NOSE F
UP
EXEC
S
T
A
B
PROG
DN
APL
NOSE
DN
BRT
VNAV
FMC
COMM
12
14
15
FLIGHT
S
T
A
B
B
R
A
K
E
T
R
I
M
O
APL
F
NOSE
F
UP
10
0
2
4
6
8
10
12
14
15
DETENT
20
4
FLAP
PARK
BRAKE
25
PULL
0
30
UP
STAB TRIM
2 -- ON -- 3
FUEL CONTROL
1
2
RUN
CUTOFF
APL NOSE DN
RUN
CUTOFF
A
U
T
O
CUTOUT
A
L
T
N
A
L
T
N
APL NOSE UP
CONTROL STAND
1 MAY 1994
Issue 4
1.1.3
Page 7
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
FMC
COMM
T
C
A
S
TA ONLY
TA/RA
XPNDR
ABV
N
STBY
A
T
C
ALT RPTG
OFF
L R
I DENT
CLR
BLW
PU S H
OP E N
XPNDR
+/--
OFF
LOCK
FAIL
AUTO
UNLK
UNLKD
DENY
PUSH TO CLOSE
ALRT
RST
TEST
LOW
PPR
PU S H
OP E N
PPR
ADV
AISLE STAND
1.1.3
Page 8
15 DEC 2002
Issue 8
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
OVERHEAD CIRCUIT BREAKER PANEL
SMOKE EVAC.
FUEL XFER
FIRE/OVHT
EMER LIGHTS
TEST
SERV INT
OBS AUDIO SYSTEM

NORM
ON
MAIN 1 & 4
ON
ON
ARMED
CAPT
F/O
OFF
PASS
TEL
OFF
FLT
TRK
ELEC ENG CONTROL

1
NORM
NORM
ALTN
ALTN
ALTN
DISCH
A
B
NORM
DISCH
B
A
1
NAV
IRS
ATT
OFF
ATT
ATT
AUTO
BAT
UTILITY
BTL B
DISCH
BTL A
DISCH
ON
OFF
OFF
APU GEN 1
START
APU
DISCH
A
V
A
I
L
ON
A
V
A
I
L
OFF
ON
AUTO
ISLN
ISLN
BUS
BUS
TIE
A
V
A
I
L
ON
FWD
AFT
ARMED
ARMED
ON
OFF
OFF
GEN
CONT
AUTO
ISLN
ISLN
ON
OFF
OFF
DRIVE
SINGLE
CON
NORM
1
ON
OFF
AUTO
OFF
PRESS
AUTO
ON
OFF
A
F
T
ON
NACELLE
VALVE
CTR
DEMAND
ON
PRESS
ON
ON
PRESS
ON
ON
PRESS
ON
ON
ON
ON
PRESS
PRESS
PRESS
PRESS
ANTI--ICE
1
NORM
ON
PRESS
OFF
HI FLOW
PACK RST
OFF
2
NORM
OFF
PRESS
PACKS
ON
INOP
OFF
OFF
R ISLN
VALVE
VALVE
WING
TAI
APU
INOP
OFF
SYS
FAULT
HI
L--WINDSHIELD--R
ON
ON
ON
OFF
VALVE
ENGINE
BLEED
SYS
FAULT
4
ON
ON
OFF
OFF
WIPER
RWY
INBD
ON
OFF
SYS
FAULT
ON
LO
WASHER
ON
LANDING
OUTBD
A
B
L ISLN
SYS
FAULT
ON
AISLE STAND
PANEL/FLOOD
OFF
B
ON
LO
HI
3
NORM
WING
TAI
WINDOW HEAT
OFF
DOME
GASPER
ON
PACKS
A
ON
A
F
T
PRESS
PRESS
OFF
TEMP
EQUIP COOLING
NORM
OVRD
F
W
D
TURNOFF
ON
BEACON
NAV
STROBE
WING
LOGO
BOTH
ON
ON
ON
ON
LWR
OFF
OFF
OFF
OFF
IND LTS
TEST
OFF
OFF
OFF
SYS
FAULT
ON
GLARESHIELD
PANEL/FLOOD
ON
ON
MAIN 4
PRESS
OFF
ON
ON
ON
OFF
PRESS
CKT BKR
OVHD PANEL
AFT CARGO HT
UPR--RECIRC--LWR
ON
STBY
PRESS
WIPER
STORM
ON
C MAN W
TRIM AIR
ZONE RST
VALVE
ON
WING ANTI--ICE
AUTO
ON
ENGINE
VALVE
C ALTN W
DO NOT JETT
WITH FLAPS
IN TRANSIT
BETWEEN
1&5
MAIN 3 OVRD
ON
AUX
3
VALVE
FUEL
X FEED
ON
PRESS
AUTO
FUEL
JETTISON
ON
VALVE
PRESS
AUX
FLT DECK
AUTO
PRESS
PRESS
ON
F
W
D
ON
AUTO
AUTO
OFF
PASS TEMP
AUTO
B
SEL
ON
OVRD 2 MAIN
PRESS
SYS
FAULT
PUMPS
PRESS
MLW
L--NOZZLE--R
ON
FUEL
X FEED
ON
PRESS
OFF
MLW
DRIVE
SYS
FAULT
ON
SYS
FAULT
HYD
SYS
FAULT
FUEL
TO REMAIN
AUTOSTART
BOTH
ON
MAIN 1
SYS
FAULT
NORM
MAN R
OPEN
AUTO
IGNITION
DRIVE
DISC
DRIVE
AUTO SELECT
CL
MAN L
AFT
BUS
ON
CABIN ALTITUDE
CONTROL
ON
VALVE
DRIVE
OP
OUTFLOW
--VALVES--
MAXP
.11 PSI
T/O & LDG
DISCH
SEL
BUS
ON
START
ON
AUTO
BUS
INOP
CLOSE
STBY
AUTO
INOP
EXT PWR 2
ON
A
V
A
I
L
ON
ON
CL
ARM
FWD
APU GEN 2
VOICE RECORDER
LOWER
ON
OP
LDG ALT
PUSH ON
DISCH
APU
ON
OFF
BATTERY
EXT PWR 1
OFF
RESET
BTL B
DISCH
CARGO FIRE
ON
OFF
AUTO
BTL A
DISCH
OFF
APU BTL
DISCH
STANDBY POWER
OFF
YAW DAMPER
UPPER
NORM
ALIGN
OFF
OFF
PASS OXYGEN
ON
NAV
ALIGN
ON
DISCH
B
A
NAV
ALIGN
DISCH
A
B
ALTN
IRS
ON
NORM
VOICE
REC
ON
OFF
BRT
DIM
OVERHEAD PANEL
NON-CONVERTIBLE AIRPLANES
15 OCT 1996
Issue 4
1.1.3
Page 9
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
SMOKE EVAC.
CAPT AUDIO SYSTEM
VHF-L DIRECT
INTERPHONE
EMER LIGHTS
FIRE/OVHT
TEST
MAIN 1 & 4
ON
OBS AUDIO SYSTEM
ON
NORM
ARMED
ELT
ON ARMED RESET
FUEL XFER
CARGO
SERV
NORM
ON
CAPT
OFF
F/O
PASS
TEL
OFF
FLT
TRK
ELEC ENG CONTROL

1
NORM
NORM
NORM
ALTN
ALTN
ALTN
ALTN
IRS
NAV
IRS
ATT
DISCH
B
A
DISCH
A
B
DISCH
B
A
PASS OXYGEN
ATT
ATT
UTILITY
BTL B
DISCH
BTL A
DISCH
A
R
M
R
APU
ON
AUTO
ON
BAT
ON
OFF
OFF
START
APU
DISCH
FWD
OFF
APU GEN 1
APU GEN 2
A
V
A
I
L
ON
A
V
A
I
L
OFF
ON
A
V
A
I
L
ON
ISLN
AUTO
BUS
TIE
ISLN
ISLN
ON
OFF
OFF
GEN
CONT
IGNITION
ON
AUTO
SINGLE
CON
2
OFF
OFF
DRIVE
AFT
DRIVE
AUTO
AUTO
OFF
ON
OFF
A
F
T
OFF
PRESS
PRESS
AUTO
ON
F
W
D
PRESS
SYS
FAULT
PRESS
VALVE
CTR
OFF
ON
NACELLE
VALVE
DEMAND
2
ON
ON
PRESS
ON
ON
ON
PRESS
ENGINE
PRESS
ON
ON
PRESS
PRESS
STAB
CKT BKR
OVHD PANEL
PRESS
ON
PRESS
PRESS
DOME
ON
ON
PRESS
PRESS
OFF
OFF
TEMP
EQUIP COOLING
NORM
OVRD
HI FLOW
PACK RST
GASPER
ON
1
NORM
ON
F
W
D
PRESS
OFF
PRESS
PRESS
PRESS
PRESS
4
OFF
OFF
PRESS
ON
ON
INOP
INOP
OFF
L--WINDSHIELD--R
OFF
VALVE
VALVE
SYS
FAULT
SYS
FAULT
ON
ON
OFF
ON
R ISLN
WING
TAI
HI
ON
RWY
R
SYS
FAULT
ON
VALVE
ENGINE
BLEED
OFF
SYS
FAULT
ON
ON
OFF
OFF
WIPER
LANDING
INBD
A
B
L ISLN
LO
WASHER
ON
HI
3
NORM
OFF
APU
ON
OUTBD
PACKS
A
WING
TAI
LO
AISLE STAND
PANEL/FLOOD
2
NORM
OFF
ON
A
F
WINDOW HEAT
ANTI--ICE
PACKS
A
B
TURNOFF
ON
BEACON
NAV
STROBE
WING
LOGO
BOTH
ON
ON
ON
ON
LWR
OFF
OFF
OFF
OFF
IND LTS
TEST
OFF
OFF
OFF
ON
ON
MAIN 4
ON
OFF
ON
ON
ON
WING ANTI--ICE
AUTO
PRESS
GLARESHIELD
PANEL/FLOOD
AFT CARGO HT
UPR--RECIRC--LWR
SYS
FAULT
ON
WIPER
STORM
ON
TRIM AIR
ON
VALVE
ON
OFF
4
C MAN W
ZONE RST
STBY
ON
ON
ON
AUX
3
FLT DECK
AUTO
C ALTN W
DO NOT JET
WITH FLAPS
IN TRANSIT
BETWEEN
1&5
AUTO
FUEL
ON
VALVE
MAIN 3 OVRD
PRESS
1
AUX
ON
JETTISON
ON
VALVE
PASS TEMP
AUTO
B
SEL
AUTO
ON
NORM
MAN R
OPEN
MLW
FUEL
X FEED
OVRD 2 MAIN
ON
PRESS
MLW
MAIN 1
PUMPS
PRESS
AUTO SELECT
CL
MAN L
OFF
L--NOZZLE--R
ON
SYS
FAULT
CABIN ALTITUDE
CONTROL
ON
FUEL
TO REMAIN
AUTOSTART
BOTH
ON
FUEL
X FEED
ON
SYS
FAULT
OP
SYS
FAULT
HYD
SYS
FAULT
DISCH
ARMED
DRIVE
DISC
DRIVE
INOP
OUTFLOW
--VALVES--
MAXP
.11 PSI
T/O & LDG
VALVE
DRIVE
INOP
CL
BUS
ON
ON
ON
OP
LDG ALT
PUSH ON
DISCH
ISLN
BUS
ON
MAIN
A
ARMED R
MAIN M
DECK
AFT
SEL
AUTO
BUS
BUS
CARGO FIRE
FWD
ON
NORM
AUTO
VOICE RECORDER
LOWER
CLOSE
START
STBY
AUTO
OFF
ON
EXT PWR 2
ON
A
V
A
I
L
OFF
RESET
BTL B
DISCH
ARMED
BATTERY
EXT PWR 1
OFF
AUTO
BTL A
DISCH
OFF
APU BTL
DISCH
STANDBY POWER
UPPER
NORM
ALIGN
OFF
OFF
ON
YAW DAMPER
ON
NAV
ALIGN
OFF
DISCH
A
B
NAV
ALIGN
ON
NORM
VOICE
REC
ON
OFF
BRT
DIM
OVERHEAD PANEL
CONVERTIBLE AIRPLANES
1.1.3
Page 10
1 AUG 2002
Issue 9

3.
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
SYSTEM OPERATION PHILOSOPHY

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

S monitor the systems.
S display information most relevant to the actual status and the condition of the systems.
Under Abnormal Conditions:

S alert via warning lights and/or aural signal.
S identify the failure.
As a consequence there is no need to monitor the overhead panel during normal operation.
This panel contains the control switches and P/Bs of the main aircraft systems. A great number of the
P/Bs have integrated annunciators.
The annunciations indicate the mode of operation. Also, in the lower half of the P/B, failure or alert
warnings are annunciated.
An illuminated warning light, in the P/B or adjacent to it, is a guide to the P/B or switch to be used.
The P/Bs consist of two types:
Alternate Action P/Bs

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

Momentary action P/Bs are spring loaded to the OUT position and always return to the out position
when released. Momentary action P/Bs have two functions. They may be used to activate or
deactivate system operation or to reset system logic. Momentary action P/Bs do not have mechanical
shutters
P/B indicator lights

Both alternate action and momentary action P/Bs may use indicator lights. Indicator lights illuminate to
direct crew attention to a system where a fault exists.
15 OCT 1996
Issue 5
1.1.3
Page 11
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
ALTERNATE ACTION P/B

OFF:
Mechanical shutter is closed.
Word or Flow Bar is covered.
ON:
Mechanical shutter is retracted.
Word or Flow Bar is shown.
The line indicates no label in this portion of
the P/B.
MOMENTARY ACTION P/B

PUSH TO RESET: P/B resets fault.
Illumination of the Indicator Light alerts the

crew to system status.
Flow bar indicates P/B engaged.
1.1.3
Page 12
1 MAY 1993
Issue 1

4.
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
COCKPIT SEATS
Seats are provided for two pilots and two additional crew members/observers.
Pilot Seats
The pilot seats can be locked in any desired horizontal and vertical position for optimum eye reference
position. The optimum position can be checked by the Eye Reference Position Indicator on the
centrepost or by the markings on the sideposts. Seat adjustments are controlled by electrical or manual
means. Seat back, armrests and lumbar supports can be adjusted only manually. To facilitate entry, it is
possible to fold the armrest upwards and the seats move outboard during the last 4 inches of aft travel.
Each seat is provided with a full harness including an inertial reel with locking handle for the shoulder
harness.
Adjustable armrests
CAPTAINS SEAT SHOWN
Back cushion
(Lumbar support)
Up/down adjustment
Manual override
vertical movement
Recline control
External power supply
PILOT SEAT OUTBD SIDE
Back cushion
(Lumbar support)
In/out adjustment
Manual override
horizontal movement
Restraint system
inertial reel lock
Horizontal/vertical movement
(old configuration)
Thigh pad adjustment
Horizontal/vertical movement
(new configuration)
PILOT SEAT INBD SIDE
1 MAY 1994
Issue 2
1.1.3
Page 13
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
First Observers Seat
Adjustable armrests
Inertial reel lock

Back cushion
(Lumbar support)
Up/down adjustment
Lateral control
Tracklock control
Recline control
Lifevest stowage
Back cushion
(Lumbar support)
In/out adjustment
Up/down control
1.1.3
Page 14
1 MAY 1993
Issue 1
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
Second Observers Seat
Lifevest stowage
Back cushion
(Lumbar support)
Up/down adjustment
Inertial reel lock

Back cushion
(Lumbar support)
In/out adjustment
Recline control
1 MAY 1993
Issue 1
1.1.3
Page 15

5.
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
First Observers stowage (RH of First Observers seat)
Fwd part:
Maintenance tips / MAI chapter 2 binder
Fault Reporting Manual (FRM/binder)
Aft part:
Spare and old Aircraft Maintenance Log (AML)
Spare and old Aircraft Flight Log (AFL)
Spare and old Cabin Maintenance Log (CML)
Cabin Maintenance Log in use.
Bin on Aft side pedestal
Aircraft Maintenance Log and Aircraft Flight Log in use.
Miscellaneous
On top of glareshield
: One Normal Checklist.
In bin below window 2L

In bin below window 2R
: One Emergency Checklist.

: One Emergency Checklist.
Outboard of Captains seat

: Navigation Bag nr 1.
Outboard of F/Os seat
: Navigation Bag nr 2.
Outboard of 2nd Observers seat : Navigation Bag nr 3.
oOo
1.1.3
Page 16
22 FEB 2001
Issue 4
747-400

1.
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
GENERAL DESCRIPTION
MAIN PANEL
CAPTAIN
PEDESTAL
FIRST OFFICER
NAV BAG STOWAGE
SECOND OBSERVER
2.
NAV BAG STOWAGE
FIRST OBSERVER
PANEL LAY-OUT
Six Liquid Cristal Displays (LCDs) are installed.These displays are identical and interchangeable and
can operate in any of the six positions.
The displays are intermixeable with Cathode Ray Tube electronic displays (CRT).
A single Integrated Standby Flight Display is located on the center instrument panel for attitude, airspeed
and altitude readings.
The first observers Audio Control Panel is located on the pedestal.
1 MAR 2003
Issue 1
1.1.3
Page F1
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
C
MINS
DH
MDA
FPV
MTRS
IN
/BARO
hPa
ELEC
APP
VOR MAP
PLN
40
80
20
VOR L
CTR
OFF
ADF L
WXR
STA
WPT
10
ARPT
TFC
DATA
160
320
640
POS
IN
FUEL
STD
WARNING
APP
VOR R
HYD
DRS
VOR MAP
PLN
CANC
HDG
200
THR
SEL
L NAV
WPT
270
5
ALT
+2300
ARPT
DATA
A/P ENGAGE
C
CMD
17000
TFC
CAUTION
VOR R
640
POS
OFF
ADF R
TERR
CMD
CMD
F/D
ON
25
V NAV
AUTO
OFF
SPD
VERT SPD
10
CTR
ADF L
WXR
STA
RCL
160
320
20
OFF
ADF R
TERR
40 80
VOR L
GEAR
OFF
IAS/MACH
OFF
/BARO
hPa
ECS
A/T ARM
F/D
ON
MTRS
RST
WARNING
CAUTION
FPV
MINS
DH
MDA
STAT
ENG
STD
RST
SEL
LOC
DN
BANK
LIMIT
OFF
HOLD
FL CH
V/S
HOLD
APP
DISENGAGE
UP
GLARESHIELD
D
EICAS
EIU SEL
AUTO
BRT
UPR
LWR
HDG
TRUE
FMC
R
EVENT
RCD
NORM
FLAP LIMIT
1 -- 285K
5 -- 265K
10-- 245K
20-- 235K
25-- 210K
30-- 180K
ALTN FLAPS
OFF
RET
EXT
ARM
UP
RETRACT
270K--.82M
ALTN
EXTEND 270K--.82M
EXTENDED 320K.--82M
OFF
LOCK
OVRD
DN
ALTN GEAR
EXTEND
NOSE/BODY
ALTN
WING
ALTN
SELCAL
TBD
1.1.3
Page F2
1 MAR 2003
Issue 1
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
SMOKE EVAC.
CAPT AUDIO SYSTEM
VHF-L DIRECT
INTERPHONE
EMER LIGHTS
FIRE/OVHT
TEST
MAIN 1 & 4
ON
OBS AUDIO SYSTEM
ON
NORM
ARMED
ELT
ON ARMED RESET
FUEL XFER
CARGO/
CABIN
SERV
NORM
ON
CAPT
OFF
F/O
VOICE
REC
OFF
ELEC ENG CONTROL

1
NORM
NORM
NORM
ALTN
ALTN
ALTN
ALTN
IRS
NAV
IRS
ATT
DISCH
A
B
DISCH
B
A
STANDBY POWER
UTILITY
BTL B
DISCH
BTL A
DISCH
A
R
M
APU
ON
ON
OFF
START
APU
DISCH
OFF
FWD
APU GEN 2
A
V
A
I
L
ON
A
V
A
I
L
OFF
ON
ISLN
AUTO
BUS
TIE
ISLN
ISLN
ON
ON
OFF
GEN
CONT
IGNITION
AFT
DRIVE
DRIVE
ON
ON
OFF
DRIVE
DRIVE
SYS
FAULT
ON
OFF
PRESS
OFF
OFF
A
F
T
PRESS
ON
NACELLE
FAN ____ FLT ____ DECK

DECK
AUTO
B
SEL
DEMAND
2
VALVE
CTR
ON
ON
PRESS
PRESS
ZONE RST
ON
ON
PRESS
ENGINE
PRESS
ON
ON
SYS
FAULT
EQUIP COOLING
NORM
STBY
OVRD
CKT BKR
OVHD PANEL
PRESS
ON
ON
ON
PRESS
PRESS
ON
ON
ON
ON
PRESS
PRESS
PRESS
PRESS
1
NORM
ON
F
W
D
PRESS
OFF
DOME
4
OFF
1 MAR 2003
Issue 1
OFF
TEMP
ON
2
NORM
PACKS
ON
ON
INOP
INOP
OFF
OFF
ON
SYS
FAULT
2
ON
ON
SYS
FAULT
ON
VALVE
ENGINE
BLEED
OFF
SYS
FAULT
ON
ON
OFF
OFF
WIPER
RWY
TURNOFF
ON
TAXI
ON
BEACON
NAV
STROBE
WING
LOGO
BOTH
ON
ON
ON
ON
LWR
OFF
OFF
OFF
OFF
IND LTS
TEST
OFF
OFF
OFF
VALVE
1
HI
L--WINDSHIELD--R
INBD
R
VALVE
SYS
FAULT
OFF
ON
R ISLN
LO
LANDING
OUTBD
A
B
L ISLN
WING
TAI
ON
AISLE STAND
PANEL/FLOOD
OFF
B
APU
WASHER
ON
HI
3
NORM
WING
TAI
OFF
OFF
SYS
FAULT
OFF
PRESS
LO
OFF
AFT CARGO HT
PACKS
A
ON
A
F
WINDOW HEAT
ANTI--ICE
WING ANTI--ICE
AUTO
PRESS
GLARESHIELD
PANEL/FLOOD
PACK RST
MAIN 4
PRESS
C MAN W
C MAN W
HI FLOW
ON
WIPER
STORM
ON
TRIM AIR
ON
VALVE
MAIN 3 OVRD
OFF
4
C MAN W
C MAN W
FWD ___ LOWER ____ AFT
AUTO
LOBE
AUTO
TEMP
C MAN W
DO NOT JET
WITH FLAPS
IN TRANSIT
BETWEEN
1&5
FUEL
X FEED
VALVE
ON
ON
AUX
3
FWD _____ MAIN ____ AFT

AUTO
DECK
AUTO
TEMP
FUEL
ON
VALVE
AUTO
JETTISON
ON
PRESS
1
AUX
MLW
AUTO
ON
NORM
ON
PRESS
AUTO
ON
F
W
D
ON
AUTO
AUTO
OFF
MLW
2
VALVE
OVRD 2 MAIN
PRESS
SYS
FAULT
PUMPS
PRESS
AUTO SELECT
MAN R
OPEN
OFF
L--NOZZLE--R
ON
FUEL
X FEED
ON
PRESS
FUEL
TO REMAIN
AUTOSTART
BOTH
ON
MAIN 1
HYD
SYS
FAULT
CABIN ALTITUDE
CONTROL
CL
MAN L
ON
DRIVE
DISC
SYS
FAULT
OP
ON
BUS
OFF
ON
OUTFLOW
--VALVES--
MAXP
.11 PSI
T/O & LDG
DISCH
ARMED
AUTO
SINGLE
CON
2
VALVE
1
INOP
CL
ISLN
BUS
OFF
INOP
OP
LDG ALT
PUSH ON
DEPRESS/ DISCH
AUTO
BUS
BUS
MAIN
A
ARMED R
MAIN M
DECK
AFT
SEL
NORM
AUTO
CARGO FIRE
FWD
ON
STBY
AUTO
ON
CLOSE
START
A
V
A
I
L
ON
VOICE RECORDER
LOWER
ON
EXT PWR 2
ON
A
V
A
I
L
OFF
RESET
BTL B
DISCH
ARMED
BATTERY
APU GEN 1
OFF
AUTO
BTL A
DISCH
ON
OFF
EXT PWR 1
UPPER
NORM
OFF
AUTO
BAT
ON
ATT
APU BTL
DISCH
OFF
YAW DAMPER
SUPRNMRY OXYGEN
ALIGN
OFF
OFF
DISCH
B
A
NAV
ALIGN
ATT
DISCH
A
B
NAV
ALIGN
ON
NORM
ON
OFF
OFF
BRT
DIM
1.1.3
Page F3
747-400
1.1
AIRCRAFT GENERAL
1.1.3
Flight Deck
CALL
FMC
COMM
T
C
A
S
CREW REST
U/D
LEFT
RIGHT CARGO
GND
TA ONLY
TA/RA
XPNDR
ABV
N
STBY
A
T
C
ALT RPTG
OFF
L R
I DENT
CLR
BLW
PU S H
OP E N
XPNDR
OFF
PUSH TO CLOSE
ALRT
RST
TEST
LOW
PPR
PU S H
OP E N
PPR
ADV
AISLE STAND
oOo
1.1.3
Page F4
1 MAR 2003
Issue 1

1.
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
CABIN DOORS
For emergency operating instructions refer to AOM 6.2.1-2/3 Emergency Equipment Description.
The main deck is equipped with 10 cabin doors, 5 on each side of the fuselage. With the aircraft in combi
configuration, slide/rafts of doors 15 and 25 are removed and AUTO/MAN indication is inhibited.
The upper deck is equipped with 2 doors, one on each side.
The doors are identified by number and name:
11 and 21: 1L and 1R
16 and 26: L upperdeck and R upperdeck.
A door number placard is located on the wall next to the door.
Cabin door indications are displayed on the Doors synoptic. An open cabin door generates an EICAS
advisory alert.
Doors 11 & 21, 12 & 22 ,14 & 24, 15 & 25 (all pax) are equipped with double lane slide/rafts.
Doors 16 & 26 are equipped with double lane slides.
Doors 13 & 23 are equipped with double lane ramp/off-wing slides.
25
15
24
14
23
13
22
21
12
11
All pax
25
15
24
14
23
13
22
21
26
16
12
11
Combi
1 AUG 1997
Issue 3
All
1.1.4
Page 1
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
Main Deck Doors

A main cabin door can be opened from either the inside or outside of the aircraft by means of a door
handle. The plug type door moves inwards then swings outwards.
An AUTOMATIC/MANUAL selector is located under an access cover above the door handle.
With AUTOMATIC selected the emergency operation is armed. In MANUAL the emergency operation is
not armed.
In MANUAL the door shall be pushed outwards until the door-hold-open latch holds the door.
In AUTOMATIC a power assist system takes over when the door is pushed slightly outwards. Also the
slide/raft inflates.
A main cabin door can be opened from outside by means of pulling out and turning the door handle. If a
door is in AUTOMATIC, pulling the door handle out of the recess will move the Yellow Door Selector to
MANUAL to avoid slide inflation.
A main cabin door can be closed by releasing the door-hold-open latch and pulling the door inwards.
CAUTION:
Do not open door 13 and/or 23 except for emergency purposes as these doors might be
difficult to close at high grossweight, due to distortion of the airframe.
Emergency light
Door assist handle

Door window
Door handle
Slide/raft container
(Doors 13/23: Ramp/slide container)
Pressure gauge
Access cover (open position)
Clear plastic viewport

Manual position
Mode selector handle
Automatic position
Access cover (closed position)
LATCH
Outside doorhandle
1.1.4
Page 2
Door-hold-open latch
1 AUG 1997
Issue 4
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
Upper Deck Doors

These semi-plug type doors move first part upwards and then swing outwards. The upper deck doors are
for emergency purposes only.
NOTE: The AUTOMATIC/MANUAL selection is contrary to the main cabin doors.
DOOR
GND MODE
BATTERY TEST
HOLD 3 SEC
BATTERY
OK
Door handle
Slide pack
(pack board)
Automatic
Manual
Yellow door selector

access cover
2.
FLIGHT DECK ESCAPE HATCH

The cockpit is equipped with a plug type inward opening escape hatch in the ceiling. This hatch provides
a last resort for evacuation from the cockpit by means of the emergency escape devices for a maximum
of six persons.
The hatch can be opened from inside (a handle) and outside (a release trigger) of the aircraft.
An open hatch does not generate an EICAS alert.
1 AUG 1997
Issue 5
1.1.4
Page 3

3.
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
CARGO COMPARTMENT DOORS

Forward and Aft Cargo Doors
The doors open outward and can be operated electrically from outside or inside the aircraft or manually
partly from out- partly from inside. Door motion can be stopped at any point by releasing and
repositioning the control switch.
BULK AFT
FWD
MASTER LATCH LOCK HANDLE

Downward handle rotation after pressing the release trigger:
S Removes locks from the door latches and opens two pressure
relief doors. A switch on one of the doors will activate the
DOOR FWD (AFT) CARGO EICAS alert.
S Arms the door control switches to permit door opening.
When raising the handle after closing the door, it should run
smoothly. Resistance during operation is indicative of latches not
being properly closed. Improperly closed latches will also be
visually apparent through incomplete closure of the pressure
relief doors.
DOOR CONTROL SWITCHES

S Electrically powered when master
latch lock handle extended and
Gnd Handling bus power available.
S Hold switch in OPEN or CLOSE to
operate the door.
FWD
Interior door control switch
Pressure Relief Doors
8 viewing ports
for latches check
1.1.4
Page 4
Release Trigger
FWD
FWD
1 MAY 1994
Issue 4
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
Bulk Cargo Door

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

to unlock
Recess
EXTERIOR DOOR HANDLE

Springloaded towards locked
When handle is pulled from recess and
rotated to unlocked door can be pushed
inward.
Handle will revert to locked when
released.
FWD
Uplatch and manual

release handle
Pull and rotate

to unlock
Interior
Doorhandle
FWD
1 MAY 1994
Issue 4
1.1.4
Page 5
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
Side Cargo Door (Combi only)

The door opens outward and can be operated electrically or manually from outside the aircraft and
electrically or partly manually from inside provided the cover plate over the interior master latch lock
handle is released. Door motion can be stopped at any point by releasing and repositioning the control
switch. In full passenger configuration additional doorlining with electrical heating blankets is installed to
maintain passenger comfort in the door area.
EXTERIOR CONTROLS -- SIDE CARGO DOOR
FWD
PRESS RELIEF DOORS
SIDE CARGO DOOR
WINDOW

Pressing the release trigger on upper handle
area, releases exterior and interior latch lock
handles.
Pulling the exterior handle:
Removes locks from the door latches and
opens two pressure relief doors. EICAS alert
DOOR SIDE CARGO will be displayed.
Illuminates LATCHED CLOSED lights on
door control panel.
Arms door control switch. Resistance during
operation is indicative of latches not being
properly closed. Improperly closed latches
will also be visually apparent through
incomplete closure of the pressure relief
doors.
L--5 DOOR
DOOR CONTROL PANEL
DOOR UP LIGHT (Green)

Illuminated when door is in the full open
position.
DOOR CONTROL SWITCH
DOOR CONTROL PANEL
DOOR UP
INTERPHONE
POWER ON
LATCHED CLOSED
Electrically powered when POWER ON light

illuminated and master latch lock handle
extended.
Hold switch in DOOR UP or LATCHED
CLOSED to operate door.
LATCHED CLOSED LIGHT (Green)
Illuminated when door is closed and latched
with master latch lock handle extended.
Closing the handle will extinguish the light.
POWER ON LIGHT (Green)
Illuminated when Main Deck Cargo bus power
is available for door operation.
1.1.4
Page 6
15 OCT 1996
Issue 3
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
INTERIOR CONTROLS -- SIDE CARGO DOOR
FWD
SIDE CARGO
DOOR
WINDOW
LATCH LOCK HANDLE RELEASE
L--5 DOOR
Inward movement releases in- and exterior

latch lock handles.
Pulling the interior handle:
Removes locks from the door latches.
DOOR SIDE CARGO alert will be displayed.
Opens two pressure relief doors.
Illuminates LATCHED CLOSED lights on
door control panels.
Arms door control switch. Resistance during
operation is indicative of latches not being
properly closed. Improperly closed latches
will also be visually apparent through
incomplete closure of the pressure relief
doors.
SIDE DOOR
CONTROL
LATCH LOCK HANDLE COVER

Inhibits door operation when cover is closed.
RAMP LIGHTS SWITCH
ON:
Illuminates lights in upper part of door to
light loading area.
GROUND SERVICE INTERPHONE JACK
RAMP
LIGHTS
POWER
ON
INPH
JACK
LATCHED
CLOSED
DOOR
UP
DOOR UP LIGHT (Green)
DOOR
CONTROL
ON
OPEN
OFF
CLOSED
SIDE DOOR CONTROL

SIDE CARGO
DOOR CONTROL
65847677
Illuminated when door is in the full open

position.
DOOR CONTROL SWITCH
Electrically powered when POWER ON light
illuminated and master latch lock handle
extended.
Hold switch in OPEN or CLOSE to operate
door.
LATCHED CLOSED LIGHT (Green)
POWER ON LIGHT (Green)

Illuminated when Main Deck Cargo bus power
is available for door operation.
22 FEB 2001
Issue 4
Illuminated when door is closed and latched

with master latch lock handles pulled.
Subsequently closing the handles will
extinguish the lights.
1.1.4
Page 7

4.
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
FLIGHT DECK DOOR

The flight deck door is equipped with a remote controlled solenoid locking mechanism. The locking
mechanism is controlled by a selector on the pedestal. Two lights are installed on the door lock control
panel. The upper part of the light indicates a failure of the door lock. The lower part of the light indicates
that the Emergency Acces Code has been entered on the Flight Deck Access Panel.
Door Lock Control Panel
FLIGHT DECK DOOR LOCK INDICATOR

LIGHT
UNLKD
LOCK
FAIL
LOCK FAIL (AMBER)
AUTO
UNLK
Illuminated when:
Flight Deck Door Lock Selector in AUTO
and door lock has failed or
Flight Deck Access System switch OFF
DENY
AUTO UNLK (AMBER)
FLIGHT DECK DOOR LOCK SELECTOR
Illuminated when:
Correct UNLOCK code entered in
keypad.
S Light flashes and continous chime
sounds before timer expires and door
unlocks.
AUTO:
Door locked, when Flight Deck Access
System Switch is NORM and electrical
power available. Allows door to unlock
after entry of Emergency Access Code
and expiration of the timer.
UNLKD (Moment):
Push and rotate to unlock the cockpit door.
DENY (Moment):
Rejects keypad entry request and
prevents further unlock code entry for
5 minutes.
1.1.4
Page 8
28 JUN 2004
Issue 4
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
Flight Deck Access Panel

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

RED:
Door locked
AMBER:
Correct emergency code entered.
GREEN:
Door unlocked
Cockpit Chime Module

The cockpit chime module is equipped with a Flight Deck Access System Switch. This switch controls the
power supply to the door locking and crew alerting mechanisms.
FLIGHT DECK ACCESS SYSTEM SWITCH

OFF:
Removes electrical power from doorlock.
NORM:
Flight Deck Access System configured for
flight.
28 JUN 2004
Issue 2
1.1.4
Page 9
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
Deadbolt
The cockpit door incorporates a deadbolt with a key lock. The deadbolt is used primarily on ground and
may be used in flight SCD.
Deadbolt view Cockpit Side
UNLOCKED:
Cockpit deadbolt is unlocked. Door can be opened
from the cabin without a key
LOCKED, KEY OPERABLE:

Cockpit deadbolt is locked, but door can be opened
from the cabin by means of the Cabin Acces Key.
LOCKED, KEY INOPERABLE:

Cockpit deadbolt is locked and cannot be opened
from the cabin.
1.1.4
Page 10
15 APR 2003
Issue 2
747-400

1.
1.1
AIRCRAFT GENERAL
1.1.4
Doors
CABIN DOORS
The Main Deck is equipped with 2 Main Deck Doors, both on the left hand side of the fuselage.
The Upper Deck is equipped with 1 Crew Service door on the right hand side.
The doors are identified by number and name:
11 : 1L
15 : 5L
26 : R Upper Deck.
Doors 11 & 15 are equipped with an escape rope.
Doors 26 is equipped with a single lane slide.
Main Deck Doors
An auto/ manual selector is not installed on the main cabin doors.
Crew Service Door
The Crew Service Door can be used for normal entry and exit and as an emergency exit. The door can be
opened from outside (a release trigger) and from inside (handle). Outside the airplane, pushing the tabs
releases the handles. Rotating the handles unlatches and opens the door. The exterior handles must be
stowed prior to moving the door aft on the tracks. Inside the airplane, pulling the handle and rotating
towards OPEN opens the door. Pushing the Door Latch Manual Handle releases the door from the aft
stowed position and allows the door slide forward on the tracks. Rotating either the interior or exterior
handle closes and latches the door.
1 MAR 2003
Issue 1
1.1.4
Page F1
747-400

2.
1.1
AIRCRAFT GENERAL
1.1.4
Doors
FLIGHT DECK ESCAPE HATCH

The cockpit is equipped with a plug type inward opening escape hatch in the ceiling. This hatch provides
a last resort for evacuation from the cockpit by means of the emergency escape devices for a maximum
of eight persons. Six emergency escape harnasses are stowed in the Main Deck area. The descent
harness is used by donning the garment, attaching the hook to a descent device, and departing through
the overhead escape hatch.
The hatch can be opened from inside (a handle) and outside (a release trigger) of the aircraft.
An unlatched hatch generates an EICAS advisory alert.
1.1.4
Page F2
1 MAR 2003
Issue 1
747-400

3.
1.1
AIRCRAFT GENERAL
1.1.4
Doors
CARGO COMPARTMENT DOORS

Nose Cargo Door
The Nose Cargo Door receives electrical power from the Main Deck Cargo Handling Bus. It is controlled
from the Nose Cargo Door and light control panel. A mechanical system operates the door when
electrical power is not available.
NOSE CARGO DOOR CONTROLS
POWER
ON
LOCK--OUT
LATCHES
DOOR
ENGAGED
CLOSED
UP
CLOSE
OFF/ LOCK TEST

SYSTEM POWER
OFF
OPEN
LAMP
DOOR
TEST
CONTROL
ON
THRESHOLD
SIDEWALL
CEILING
NOSE SPOT LIGHT
LIGHT CONTROLS
With the System Power switch in ON position the POWER ON and LATCHES CLOSED lights illuminate.
With the System Power switch in ON position and the Door Control switch held in the OPEN position, the
door actuation system opens the Nose Cargo door. Door motion can be stopped at any point by releasing
the System Power switch or the Door Control switch.
oOo
1 MAR 2003
Issue 1
1.1.4
Page F3
747-400
1.1
AIRCRAFT GENERAL
1.1.4
Doors
1.1.4
Page F4
1 MAR 2003
Issue 1

1.
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
GENERAL DESCRIPTION
Flightdeck Lighting
Controls for the flightdeck lights are located on the overhead panel and on the left and right sides of the
glareshield.
Integral lighting, surrounding each panel component, and flood lights are adjusted by these controls.
Aisle stand panel/Flood
The aisle stand panel/flood lights illuminate the thrust lever quadrant and the pedestal.
Panel
The outer portion of the Captains panel light control selector adjusts the brightness of integral lighting on
the Captains panel and the left side of the center panel. The outer control of the F/Os panel light control
selector adjusts the brightness of the integral lighting on the F/Os panel and the right side of the center
panel.
The inner portion of the Captains panel light control selector adjusts the brightness of floodlights over the
Captains panel and the center panel. These incandescent lights are positioned under the glareshield to
direct light onto the main panels. The inner part of the F/Os panel light control selector adjusts the
brightness of the floodlights over the F/Os panel.
If MAIN AC power is lost, the floodlights will operate from the Standby power system.
Circuit Breaker
The control selector for the circuit breaker panel illumination and the overhead integral lighting is located
on the left side of the overhead panel.
Glareshield panel
The glareshield is lighted by the Glareshield Panel Flood Control Selector.
The outer portion controls the glareshield integral lighting and the inner portion controls the glareshield
floodlights.
Dome
The Dome Light Control Selector regulates the brightness of the 3 dome lights. Variable intensity control
for these lights is located on the forward overhead panel.
The lights are fed from the Ground Service Bus.
Exterior and service lighting
Exterior lights include Landing, Logo, Strobe, Runway turnoff, Beacon, Nav and Wing lights. Switches
are located on the overhead panel.
Service Lights are located at various work areas, such as wheel wells. The switches are located at the
individual service areas.
Landing Lights
Two fixed lights are installed in the leading edge of each wing.
With the landing gear lever in UP or OFF, the lights are dimmed.
When the lever is in the DN position and the switches in ON the lights brightness is maximum.
Runway Turnoff Light
The two runway turnoff lights are mounted on the nose gear structure and are aimed appr. 65 degrees to
the left and right of the airplane center line.
When airborne, the lights are automatically extinguished.
1 MAY 1993
Issue 3
1.1.5
Page 1
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
Beacon Light
One light is installed on the top and one on the bottom of the fuselage. They are controlled by a switch
located on the overhead panel.
Navigation lights
There are two fixed green lights in the right wing tip, two fixed red lights in the left wing tip and two fixed
white lights on the tail cone.
Strobe Lights
There are three white anti-collision strobe lights. One strobe is installed in each wing tip and one in the
tail cone.
Wing Lights
Wing illumination is provided by flush-mounted lights on each side of the fuselage. The lights illuminate
the wings and engine nacelles.
Logo Lights
The lights are installed on the horizontal stabilizers to illuminate the vertical stabilizer markings.
RIGHT NAV LIGHT
STROBE LIGHT
UPPER
ROTATING
BEACON
INBOARD AND
OUTBOARD
LANDING
LIGHTS-LEFT
AND RIGHT
RUNWAY
TURNOFF
LIGHTS-LEFT
AND RIGHT
(ON NOSE
GEAR)
LOGO LIGHTS
WHITE
NAVIGATION
AND STROBE
LIGHTS
LOWER
ROTATING
BEACON
WING
ILLUMINATION
LIGHTS-LEFT
AND RIGHT
STROBE LIGHT
LEFT NAV LIGHT
1.1.5
Page 2
1 MAY 1993
Issue 4

2.
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
EXTERIOR LIGHTING
A
AISLE STAND
PANEL/FLOOD
LANDING
OUTBD
L
ON
RWY
INBD
R
ON
TURNOFF
ON
OFF
OFF
OFF
RUNWAY TURNOFF LIGHT SWITCHES

ON:
Activates the respective left or right
runway turnoff light.
Extinguished when in flight, regardless of
switch position.
LANDING LIGHT SWITCHES

(Outboard and inboard)
ON:
Activates respective wing landing light.
Light intensity is at maximum only when the
landing gear lever is in the down position.
1 MAY 1994
Issue 4
1.1.5
Page 3
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
WING LIGHT SWITCH

ON:
Activates wing leading edge illumination
lights.
LOGO LIGHT SWITCH
ON:
Activates logo lights.
INDICATOR LIGHT SWITCH
TEST (moment):
Powers all indicator lights on the
flightdeck.
Lights illuminate bright for 10 seconds,
then dim until switch is released.
A
BEACON
NAV
STROBE
WING
LOGO
BOTH
ON
ON
ON
ON
IND LTS
TEST
OFF
BRT
LWR
OFF
OFF
OFF
OFF
DIM
BRIGHT:
Activates maximum brightness for
indicator lights (day operation).
DIM:
Activates intermediate brightness for
indicator lights (night operation).
STROBE LIGHT SWITCH
ON:
Activates strobe lights.
NAV LIGHT SWITCH
ON:
Activates both wing and tail Nav. lights.
BEACON LIGHT SWITCH
BOTH:
Activates upper and lower red anti-collision
rotating beacons.
LOWER:
Activates only the lower red anti-collision
rotating light.
1.1.5
Page 4
22 FEB 2001
Issue 5

3.
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
FLIGHTDECK LIGHTING
B
A
STORM SWITCH
ON:
Overrides normal controls for the
Captains, Center and F/Os instrument
panel flood lights, forward and aft dome
lights and aisle stand flood lights.
Activates lights at maximum brightness.
CIRCUIT BREAKER/OVERHEAD PANEL
LIGHT CONTROL SELECTOR
ROTATE:
Controls brightness of the overhead circuit
breaker panel.
A
STORM
ON
CKT BKR
OVHD PANEL
GLARESHIELD
PANEL/FLOOD
DOME
DOME LIGHT CONTROL SELECTOR

ROTATE:
Controls brightness of the dome lights.
OFF
OFF
OFF
OFF
Overridden by storm switch.

GLARESHIELD PANEL/FLOOD SELECTOR
ROTATE (inner):
Controls left and right glareshield flood
lights.
ROTATE (outer):
Controls glareshield integral panel and the
Standby Magnetic Compass integral lights.
B*
FLIGHT DECK ACCESS LIGHTS
* There is also a P/B installed at door 12

and lower main E/E hatch.
22 FEB 2001
Issue 8
FLIGHT DECK ACCESS LIGHT P/B

PUSH:
Illuminates exit or entry path to or from the
flightdeck. The following lights are
activated:
E/E compartment lights
direct ceiling light door 2
direct ceiling lights upper deck.
1.1.5
Page 5
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
PANEL LIGHT CONTROL SELECTOR
ROTATE (inner):
Captains control knob controls the
captains and center panel floodlights.
S Overridden by Storm switch.
F/Os control knob controls the F/Os panel
floodlights.
S Overridden by Storm switch.
ROTATE (outer):
Captains control knob controls the integral
lights of the captains main panel, left side
of the center panel, and captains lower
auxiliary panel.
F/Os control knob controls the integral
lights of the F/Os main panel, right side of
the center panel, and F/Os lower auxiliary
panel.
A
CLOCK
PANEL
MAP LIGHT CONTROL SELECTOR
PULL/ROTATE:
Controls brightness of Captains and F/Os
map spotlight.
OFF
MAP
PUSH:
Light is extinguished.
The light beam can be adjusted by rotating the
map spot light.
OUTBD -- CRT -- INBD
CRT BRIGHTNESS CONTROL

ROTATE (OUTBD):
Controls the intensity of the outboard CRT.
GLARESHIELD
ROTATE (INBD):
INNER:
Controls the weather radar display intensity
on the inboard CRT.
OUTER:
Controls the intensity of the inboard CRT.
B
AISLE STAND
PANEL/FLOOD
LANDING
OUTBD
L
ON
RWY
INBD
R
ON
TURNOFF
ON
OFF
OFF
OFF
AISLE STANDPANEL/FLOOD CONTROL

SELECTOR
ROTATE (inner):
Controls intensity of aisle stand flood lights.
Overridden by storm switch.
ROTATE (outer):
Controls intensity of aisle stand panel integral
light.
1.1.5
Page 6
22 FEB 2001
Issue 7
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
A
PANEL
1ST OBSERVERS LIGHTING PANEL

CONTROL SELECTOR
ROTATE:
Controls integral lighting on 1st Observers
control panel and audio select panel.
OFF
1ST OBSERVERS MAP LIGHT

CONTROL SELECTOR
LIGHTING
PULL/ROTATE:
Controls brightness of 1st observer map
spot light at forward end of console
overhead.
MAP
PUSH:
Light is extinguished.
The light beam can be adjusted by rotating
the map spot light.
1 FEB 2002
Issue 5
1.1.5
Page 7

4.
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
EMERGENCY LIGHTS AND CABIN SIGNS

Interior emergency lighting consists of flightdeck dome, door, aisle, cross-aisle, escape path and exit
lights and luminescent exit signs. Floor Proximity Emergency Escape Path Marking (FPEEPM) consists
of floor mounted locator lights, spaced at intervals in the aisles, cross-aisles and stairway.
Additional battery powered exit identifier lights are located at each cabin exit. When illuminated, the
escape path lighting provides visual guidance for emergency evacuation when all sources of cabin
lighting, more than four feet above the aisle floor, are obscured by smoke.
Exterior emergency lighting consists of escape slide and overwing area lights.
Each emergency light unit is powered by its own battery. Under normal operation the battery charge is
maintained by DC Bus 4. A fully charged battery should provide 15 minutes of emergency power.
External emergency lighting is designed to illuminate all escape slides, ramps and overwing areas.
Emergency lights for all doors are mounted on the respective door.
The emergency lighting system can be controlled either from the flightdeck or at door 11. The three
position Emergency Lights Switch on the flightdeck is used to activate the system manually or to arm the
system for automatic operation.
Automatic operation occurs whenever DC power fails or is turned off.
The P/B located on the handset cradle of the cabin attendant seat at door 11, can activate the system
regardless of the position of the flightdeck switch.
EXTERIOR EMERGENCY LIGHTING
11
21
16
26
12
22
13
23
14
24
UPPER DECK SLIDE
RAMP / OFF-WING SLIDE
EXTERNAL AREA
ILLUMINATED
1.1.5
Page 8
15
25
SLIDE / RAFT
1 FEB 2002
Issue 7
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
SEATBELTS Control Selector

AUTO:
The FASTEN SEAT BELT in the cabin and the
RETURN TO SEAT signs in the lavatories are
controlled with reference to landing gear, flap lever
position, altitude and cabin altitude.
The signs illuminate:
Until climbing through 10.300 ft and flap lever and
gear are UP.
When descending through 10.300 ft or when the
flap lever is selected out of UP or the gear is
selected DOWN.
When cabin altitude exceeds 10.000 ft.
As soon as passenger oxygen system is activated,
the signs remain illuminated, except the RETURN
to SEAT signs in the lavatories.
ON:
All signs are illuminated.
OFF:
All signs are extinguished.
When cabin altitude exceeds 10.000 ft, the signs
illuminate.
As soon as passenger oxygen system is activated,
the signs remain illuminated, except the RETURN
TO SEAT signs in the lavatories.
A
NO SMOKING
SEATBELTS
AUTO
OFF
AUTO
ON
OFF
ON
NO SMOKING Control Selector

AUTO:
All NO SMOKING signs are illuminated when:
Any landing gear is not in the uplock or
Cabin altitude exceeds 10.000 ft or
Passenger oxygen system is activated.
ON:
All NO SMOKING signs are illuminated.
OFF:
All NO SMOKING signs are extinguished.
Signs will illuminate when:
S Cabin altitude exceeds 10.000 ft or
S Passenger oxygen system is activated.
EMERGENCY LIGHTS Switch (guarded)

ON:
All emergency lights illuminate.
ARMED:
All interior and exterior emergency lights illuminate
automatically if DC power fails or is removed.
EMER LIGHTS
ON
ARMED
OFF:
Prevents activation of emergency lights system when
airplane electrical power fails or is turned off.
Lights can still be switched on from door 11.
OFF
oOo
1 JUN 1999
Issue 7
1.1.5
Page 9
747-400
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
1.1.5
Page 10
1 MAY 1993
Issue 1
747-400

1.
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
GENERAL DESCRIPTION
Taxi lights
Taxi lights are installed on the nose landing gear. The taxi lights illuminate only when the Taxi Light switch
is in the ON position with the aircraft on ground.
2.
EXTERIOR LIGHTING
TAXI LIGHT SWITCHES

ON:
Activates the taxi light.
Extinguished when in flight, regardless of
switch position.
A
AISLE STAND
PANEL/FLOOD
LANDING
OUTBD
L
ON
RWY
INBD
R
ON
TURNOFF
ON
R
TAXI
ON
OFF
OFF
1 MAR 2003
Issue 1
OFF
OFF
1.1.5
Page F1
747- 400
5.
1.1
AIRCRAFT GENERAL
1.1.5
Lighting
EMERGENCY LIGHTS AND CABIN SIGNS

FPEEPM is not installed on the 747--400F ER.
The emergency lighting system can be controlled either from the flightdeck or by the Emergency Lights
switch on the Upper Deck Cabin Service Module regardless of the Flight Deck switch position.
EXTERIOR EMERGENCY LIGHTING

11
26
EXTERNAL AREA
ILLUMINATED
Single lane upperdeck slide
15
oOo
1.1.5
Page F2
1 MAR 2003
Issue 1
747-400
1.1
AIRCRAFT GENERAL
1.1.6
Water and Waste
Drinking water and toilet flush water is supplied from three (Combi - 7 pallet config) or four (Pax config)
storage tanks located at the aft end of the forward cargo compartment. The total usable capacity is 1250
liters (3 tanks) and 1660 liters (4 tanks).
The water system is externally serviced at the water service panel located below the fuselage forward of
the wing. The required water quantity can be preselected prior to refilling. Water quantity indicators are
located at the service panel and at the Purser Work Station. Bleed air from the engines maintains a
pressure in the tanks during flight. When duct pressure is low, tank pressure can be supplied by an
electrically driven compressor. The pressure in the tanks provides water flow to galleys and lavatories.
Two electrically operated valves are installed in the supply lines to shut-off water supply to galleys and
lavatories forward or aft of the wing leading edge in case of water leakage. Each valve can be controlled
from the Purser Work Station.
Each lavatory water system can be isolated from the distribution system by a manually operated water
shutoff valve located at the base of the lavatory cabinet.
Access to the shutoff valve is through a removeable panel in each individual lavatory.
VALVE HANDLE
VALVE
CABINET PANEL
LAVATORY WATER SHUTOFF VALVE
Water from the galleys and lavatory wash basins is drained overboard through 3 drain masts.
The toilet waste system uses a vacuum system to collect, transport and store toilet waste. The four waste
tanks and associated vacuum system components are located in the bulk cargo compartment behind the
compartment sidewall lining.
The vacuum system uses differential cabin pressure or vacuum blowers. The vacuum blowers operate
automatically at airplane altitudes below 16.000 ft and on the ground.
A flush valve located at the base of the toilet bowl, opens two seconds after the flush switch is activated
and remains open for four seconds.
Should the flush valve fail in the open position, it can be manually closed by pulling the handle located
below the toilet shroud. The handle cannot be used to open the flush valve.
oOo
15 OCT 1996
Issue 5
1.1.6
Page 1
747-400
1.1
AIRCRAFT GENERAL
1.1.6
Water and Waste
1.1.6
Page 2
1 MAY 1993
Issue 1
747- 400
1.1
AIRCRAFT GENERAL
1.1.6
Water and Waste
Aircraft Operations Manual FREIGTHER

1.
GENERAL
Drinking water and lavatory wash basin water is supplied from two storage tanks located at the aft end of
the forward cargo compartment. The total usable capacity is 80 liters.
A water quantity indicator is located on the Upper Deck Cabin Services Module.
Water from the galley and lavatory wash basin is drained overboard through a single drain mast.
The toilet waste system consist of a recirculating chemical toilet and one waste tank in a single lavatory
on the upper deck.
oOo
1 MAR 2003
Issue 1
1.1.6
Page F1
747- 400
1.1
AIRCRAFT GENERAL
1.1.6
Water and Waste
Aircraft Operations Manual FREIGTHER
1.1.6
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.1
AIRCRAFT GENERAL
1.1.7
EICAS Interface
SYSTEM DISPLAY
DOORS P/B
PUSH:
Displays doors synoptic.
GLARESHIELD
Doors Status
MAIN ELEC
ENTRY 1
UPPER DECK
UPPER DECK
ENTRY 2
ENTRY 2
ENTRY 1
FWD CARGO
Indicates door is open when

rectangle (amber) displayed.
Indicates door is closed when
rectangle removed.
Door nomenclature (cyan) is
displayed continuously.
CTR ELEC
ENTRY 3
ENTRY 3
Door/Slide Mode Indication

M:
Door mode selector in manual
position (white).
ENTRY 4
SIDE CARGO
ENTRY 4
AFT CARGO
BULK CARGO
ENTRY 5
A:
Door mode selector in automatic
position (green).
ENTRY 5
Both A and M inhibited for both

the entry doors 5 when in combi
configuration.
COMBI CONFIGURATION ONLY

SECONDARY EICAS DISPLAY
DOORS SYNOPTIC
15 MAY 1996
Issue 6
1.1.7
Page 1

2.
747-400
1.1
AIRCRAFT GENERAL
1.1.7
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
DOOR FWD (AFT)

CARGO
DOOR SIDE CARGO
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
Forward or aft cargo door not

closed and locked.
--
Main deck side cargo door not

closed and locked.
--
Upper deck door flight lock

disagreement.
CAUTION
Condition
--
CAUTION
CAUTION
DOOR U/D FLT LK
Local
DOOR BULK CARGO
--
--
--
Bulk cargo door not latched.
DOOR ELEC MAIN

(CTR)
--
--
--
Main or center electronic bay

access door not latched.
DOOR ENTRY L 1 (2)

(3) (4) (5)
--
--
--
L 1 or 2 or 3 or 4 or 5 entry door not

latched.
DOOR ENTRY R 1 (2)

(3) (4) (5)
--
--
--
R 1 or 2 or 3 or 4 or 5 entry door not

latched.
DOOR L (R) UPPER DK
--
--
--
L or R upper deck door not latched.
DOORS ELEC
--
--
--
Both electronic bay access doors

not latched. Will inhibit individual
electronic bay access door
messages.
DOORS ENTRY L (R)
--
--
--
Two or more left or right entry doors

not latched. Will inhibit individual
left or right entry door messages.
DOORS UPR DECK
--
--
--
Both upper deck doors not latched.

Will inhibit individual upper deck
door messages.
> EMER LIGHTS
--
--
--
DOORS AUTO
1.1.7
Page 2
--
--
--
Emergency lights switch not in

the armed position.
Switch in armed position and
emergency lights turned on by
cabin attendant switch.
All entry/upper deck doors in

automatic mode. Inhibited after T/O
thrust is applied until one minute
after landing.
1 JUN 1999
Issue 6
747-400
1.1
AIRCRAFT GENERAL
1.1.7
EICAS Interface
Level
MWL/
MCL
Aural
Local
DOORS AUTO/MAN
--
--
--
Entry/upper deck doors in mixed

modes.
DOORS MANUAL
--
--
--
All entry/upper deck doors in

manual mode. Inhibited after T/O
thrust is applied until one minute
after landing.
NO SMOKING ON
--
--
--
No smoking signs are manually

selected on.
PASS SIGNS ON
--
--
--
Passenger signs are manually

selected on (inhibits SEATBELTS
ON and NO SMOKING ON).
SEATBELTS ON
--
--
--
Seatbelts signs are manually

selected on.
Message
Condition
oOo
1 JUN 1999
Issue 7
1.1.7
Page 3
747-400
1.1
AIRCRAFT GENERAL
1.1.7
EICAS Interface
1.1.7
Page 4
1 JUN 1999
Issue 5
747- 400
1.1
AIRCRAFT GENERAL
1.1.7
EICAS Interface

1.
SYSTEM DISPLAY
DOORS P/B
PUSH:
Displays doors synoptic.
GLARESHIELD
NOSE CARGO
Doors Status
F/D OVHD
UPPER DECK
MAIN ELEC
ENTRY 1
FWD CARGO
Indicates door is open when

rectangle (amber) displayed.
Indicates door is closed when
rectangle removed.
Door nomenclature (cyan) is
displayed continuously.
CTR ELEC
SIDE CARGO
AFT CARGO
BULK CARGO
ENTRY 5

DOORS SYNOPTIC
1 MAR 2003
Issue 1
1.1.7
Page F1
747- 400
1.1
AIRCRAFT GENERAL
1.1.7
EICAS Interface

2.
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
DOOR NOSE CARGO
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
Local
--
CAUTION
Condition
Nose Cargo Door not closed and
locked.
Nose Cargo Door Control Panel
powered.
DOOR R UPPER DK
--
--
--
Crew service door not closed and

locked.
DOOR ENTRY 1L, 5L
--
--
--
L1 or L5 entry door not latched.
DOOR F/D OVHD
--
--
--
Flight deck escape hatch not closed

and locked
oOo
1.1.7
Page F2
15 APR 2003
Issue 2
1.2
747-400
Contents:
1.2.1
AIRCONDITIONING
1.
General Description
2.
Main Components and Subsystems
3.
1.2.2
1.2.4
Airconditioning Packs
2.2
Distribution System
2.3
Zone Temperature Control
2.4
Supplemental Heating Systems
2.5
Recirculation and Gasper Air System
2.6
Galley and Lavatory Ventilation System
2.7
Forward Cargo Compartment Heating and Airconditioning
2.8
Forward Overboard Valve
2.9
Aft Cargo Compartment Heating
Controls and Indicators
PRESSURIZATION
1.
General Description
2.
3.
1.2.3
2.1
2.1
Outflow Valves
2.2
Positive Pressure Relief Valves
2.3
Negative Pressure Relief Valves
EQUIPMENT COOLING
1.
General Description
2.
3.
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
22 FEB 2001
Issue 4
1.2 CNT
Page 1
1.2
747-400
1.2 CNT
Page 2
1 MAR 1994
Issue 1

1.
747-400
1.2
1.2.1
Airconditioning
GENERAL DESCRIPTION
The airconditioning system provides conditioned bleed air and recirculated air at a controlled
temperature throughout the passenger zones and flightdeck.
The forward cargo compartment is also provided with a temperature- and airflow-controlled
airconditioning system.
The aircraft is divided into eight temperature zones: the flightdeck, upperdeck, maindeck zones
A through E and forward cargo compartment.
Air sources for airconditioning are:
Engine bleed air
APU bleed air
Ground pneumatic source
Three airconditioning packs deliver conditioned air to a distribution manifold where hot trim air and
recirculated air are added for proper temperature control in each temperature zone.
Recirculation fans augment cabin air ventilation allowing packs to be operated at a reduced flow during
cruise.
Airconditioning pack control, cabin air recirculation and fault protection are all automatic.
In the event of system failure a backup mode is available for temperature control.
An independent gasper air distribution system supplies recirculated air from above the cabin ceiling to
the individual air outlets located above the passenger seats.
Flightdeck crew foot and shoulder heaters are provided for crew comfort.
Maindeck cabin doors, except doors 5, are provided with electrical heaters in the supply ducts to prevent
cold areas around the doors.
Conditioned air is also used for:
Ventilation and cooling of electronic equipment in the flightdeck and main equipment center.
Ventilation of the galleys and lavatories.
The aft cargo compartments are heated by use of hot air from the pneumatic system.
If on the ground no pneumatic air is available for operation of the airconditioning packs, an external
airconditioning source can be connected directly to the conditioned air distribution manifold.
In this case individual zone temperature control and conditioned air control for the forward cargo
compartment are not available.
1 NOV 1994
Issue 4
1.2.1
Page 1
747-400
2.
MAIN COMPONENTS AND SUBSYSTEMS
2.1
AIRCONDITIONING PACKS
1.2
1.2.1
Airconditioning
Three identical airconditioning packs, located under the wing center section, remove heat from the
pneumatic bleed air used by the airconditioning system.
The pack outlet temperature is regulated by positioning the ram air doors and turbine bypass valve of
each individual pack.
The pack outlet temperature of all packs is determined by the zone requiring the coolest duct
temperature.
With the forward cargo airconditioning system operating, pack 3 outlet temperature is determined by the
zone requiring the coolest duct temperature including the FWD cargo compartment.
Pack operation, cabin air recirculation, pack fault and overheat protection are controlled by two pack
temperature controllers, A and B. Although both controllers simultaneously receive identical information,
only one controller is active at a time. Controller change-over takes place automatically between flights
and in the event of a failure of the active controller.
If both pack controllers A and B fail, the airconditioning packs will continue to operate but temperature
control is lost.
The pack overheat protection system continues to operate normally. A pack overheat will result in a shut
down.
The amount of bleed air through each airconditioning pack is controlled by a pack valve. Each pack valve
has two flow settings, normal and high. The normal flow rate is 2/3 of the high flow rate.
On the ground, during climb and during descent, all three packs are normally at high flow. To reduce
bleed air demands, system logic automatically programs the packs to normal flow during cruise.
With the forward cargo airconditioning system operating, pack 3 will remain in normal flow during all
flight phases.
When a pack or recirculation fan fails or is selected off, the operating packs will switch automatically to
high flow to maintain proper ventilation.
High flow can also be selected manually by pushing the HI FLOW P/B on the overhead panel.
When the packs are commanded from normal to high flow and visa versa, they will switch one by one with
a time interval, to prevent cabin pressure surges.
Pack flow schedule is as follows:
HI FLOW P/B
1.2.1
Page 2
Forward Cargo
Airflow Selection
Pack Flow during

ground, climb, descent
Pack Flow
during cruise
#1
#2
#3
#1
#2
#3
OFF
OFF
LOW
HIGH
HI
HI
HI
HI
HI
HI
HI
NORM
NORM
NORM
NORM
HI
NORM
HI
HI
NORM
NORM
NORM
ON
OFF
LOW or HIGH
HI
HI
HI
HI
HI
NORM
HI
HI
HI
HI
HI
NORM
22 FEB 2001
Issue 5
747-400
1.2
1.2.1
Airconditioning
Airconditioning Pack Schematic
Compressor
Ozone Converter
Increases pressure and temperature of the

supplied air. This increases the effectiveness
of the heat exchanger.
Prevents ozone to enter the airconditioning

system.
Dual Heat Exchanger

Ram air flows through the dual heat
exchanger and cools the bleed air and
compressor discharge air.
Ram air flow is controlled by the ram air inlet
and exit doors.
ACM Turbine Bypass Valve

Controls bypass flow of bleed air around
turbine. The further the valve closes, the
more air is forced to flow through the
compressor and turbine, so the more
cooling is obtained.
Regulates pack discharge temperature in
response to signals from pack temperature
controller.
Fan
Provides cooling air flow through the dual
heat exchanger during ground operation.
RAM AIR EXIT
OZONE
CONVERTER
CONDITIONED AIR
BLEED
AIR
AIRFLOW
RAM AIR INLET
Pack Valve
Water Separator
Removes excessive moisture.
Cooling Turbine
Expands the cooled bleed air and as a result
the bleed air will be super-cooled.
If the turbine bypass valve is open, the air
bypasses the turbine.
15 MAR 1999
Issue 5
The valve acts as flow control and shut-off

valve for the airconditioning pack.
As flow control valve it regulates in two
modes:
S High flow.
S Normal flow.
The valve closes automatically when:
S Failure is detected by the pack
temperature controller.
S Pneumatic supply pressure is too low.
Pack 2 valve closes when either pressure
relief valve is actuated.
The valve opens when electrical power is
lost.
Pack 3 valve closes if FWD, AFT or
MAINDECK Cargo Fire Armed P/B is
ARMED.
1.2.1
Page 3
747-400
1.2
1.2.1
Airconditioning
Air Distribution Schematic
FILTER
BLEED AIR
TRIMMED/
RECIRCULATED AIR
CONDITIONED AIR
UPPER RECIRCULATION FANS

UPR--RECIRC--LWR
ON
ON
CCR
ELECTRICAL
HEATERS
OCR
UPPER
DECK
FLIGHT
DECK
FLT DECK
AUTO
A/C
UNIT
PASS TEMP
AUTO
ZONE A
ZONE B
ZONE C
ZONE D
ZONE E
MAN
ALTN
ZTC
ZTC
TRIM AIR VALVES
CONDITIONED
AIR MANIFOLD
TRIM AIR
MANIFOLD
FWD CARGO
COMPARTMENT
LOWER RECIRCULATION FANS

CABIN SHUTOFF
VALVE
UPR--RECIRC--LWR
ON
CARGO TRIM
MODULATING
VALVE
ON
CONDITIONED
AIR CHECK VALVE
GROUND
CONNECTOR FOR
EXTERNAL AIR
CONDITIONING
SOURCE
MASTER
TRIM AIR
VALVE
AIRCONDITIONING
PACK 1
CARGO TRIM
SHUTOFF
VALVE
ZTC
CARGO A/C
VALVES A AND B
BLEED AIR
AIRCONDITIONING
PACK 2
AIRCONDITIONING
PACK 3
TEMP SELECTOR (C)
13
15
18
20
10
PACK VALVE
23
25
FLOW SELECTOR
1
NORM
TRIM AIR
OFF
ON
2
NORM
A
OFF
B
3
NORM
OFF
A
B
LOW
OFF
A
B
HIGH
INOP
FORWARD CARGO
COMPARTMENT
BLEED AIR SUPPLY
1.2.1
Page 4
15 MAR 1999
Issue 5
747-400
1.
AC/DC POWER BUSSES
1.1
LH/RH SYNCHRONOUS BUS

Powered by IDG, APU GEN or EXT PWR.
AC BUSSES 4x
Normally powered by their respective IDG.
In case of an IDG failure, powered through
the synchronous bus
GROUND HANDLING BUS
Automatically powered when AVAIL legend
of either the EXT PWR 1 or APU GEN 1 is
illuminated.
EXT 1 has priority over APU GEN 1 if both
AVAIL legends are illuminated.
GROUND SERVICE BUS
Normally powered by AC bus 1.
When on ground and AC bus 1 unpowered
same source as ground handling bus.
TRANSFORMER/RECTIFIER UNIT (TRU) 4x
Converts 115VAC into 28VDC. Powered by
their respective AC bus.
DC BUSSES 4x
Normally powered by their respective TRU.
In case of failure of the respective AC bus or
TRU, the affected bus will be powered
through the DC TIE BUS.
MAIN/APU HOT BATTERY BUS
Normal powered by the GND SERV BUS
through the MAIN/APU BAT CHARGER.
If the normal power source fails, the
respective battery will be the power source.
MAIN/APU BATTERY CHARGER
Maintain state of charge of their dedicated
battery.
BATTERIES
Two batteries connected directly to their
respective hot battery bus.
15 MAR 1999
Issue 4
MAIN
BAT
CHARGER
MAIN BAT
10
APU
GEN 1
APU
GEN 2
EXT PWR 2
ENGINES AND APU RUNNING. EXT PWR NOT CONNECTED. NO FAULTS.

EXT PWR 1
EXT PWR 2
A
V
A
I
L
AUTO
UTILITY
GALLEY
2
AC BUS 4
ON
DC BUS 4
IDG 4
ON
TRU 4
AC BUS 3
RH SYNC BUS
APU GEN 2
A
V
A
I
L
SPLIT
SYSTEM
BREAKER
F/O XFER BUS

12
GEN
CONT
DRIVE
DISC
IDG 3
DC BUS 3
TRU 3
CAPT XFER BUS

12
DC TIE BUS
14
17
APU BAT BUS
MAIN BAT BUS

17
AUTO
APU GEN 1
LH SYNC BUS
1
AUTO
AC BUS 2
BUS
TIE
EXT PWR 1
AUTO
UTILITY
GALLEY
2
DC BUS 2
IDG 2
ON
IDG 1
ON
TRU 2
AC BUS 1
APU HOT BAT BUS

9
MAIN HOT BAT BUS
APU BAT
APU
BAT
CHARGER
DC BUS 1
TRU 1
GND SERV BUS
GND HDLG BUS
ON
BATTERY
10
11
1.6
ELECTRICAL
Powered normally by DC BUS 3.
MAIN/APU BATTERY BUS
In case of failure of CAPT XFER BUS

powered by APU STBY INV.
Normally powered by CAPT XFER BUS.
APU STANDBY BUS
Converts 28VDC into 115VAC/400Hz for the

respective standby bus.
MAIN/APU STANDBY INVERTER
Connects individual DC Busses.
DC TIE BUS
In case of failure of AC BUS 3 powered by

MN STBY INV.
Normally powered by AC BUS 3.
MAIN STANDBY BUS
AC BUS 1 provides a backup for both

busses.
Normal power is AC BUS 3 for the CAPT

XFER BUS and AC BUS 2 for the F/O
XFER BUS.
CAPT and F/O XFER BUSSES
EXT 2 has priority over APU GEN 2 if both

AVAIL legends are illuminated.
Automatically powered when AVAIL legend

of either the EXT PWR 2 or APU GEN 2 is
illuminated.
MAIN DECK CARGO HANDLING BUS
115V/400Hz from ground power sources can

be connected to a receptacle on the RH
forward side of the fuselage in the vicinity of
the nose gear.
EXTERNAL POWER
(EXT PWR 1, EXT PWR 2)
System Details
17
16
15
15
14
13
12
12
11
10
1.6.2
16
APU STBY BUS
15
MAIN
STBY
INV
13
MAIN STBY BUS
MAINDECK CGO HDLG BUS
BAT
STANDBY POWER
AUTO
OFF
APU
STBY
INV
15
If normal power fails, powered by the MAIN

and APU HOT BATT BUS respectively.
1.6.2
Page 1
1.6.2
Page 2
747-400
ELECTRICAL
System Details
1.6
1.6.2
1 FEB 1993
Issue 3

2.2
747-400
1.2
1.2.1
Airconditioning
DISTRIBUTION SYSTEM
Conditioned air is delivered by three packs into a common duct from which it is distributed to 7 zones:
the flight deck, upper deck, and main deck zones A through E. The forward cargo compartment is
supplied with conditioned air directly from pack 3.
Cabin distribution ducts run along the cabin ceiling. Air enters the cabin through grills located left and
right underneath the hatracks. Cabin discharge air exhausts through floor level side wall grills into the
lower cargo compartment sidewall areas.
The air then flows either forward to the forward overboard valve, or aft to the outflow valves.
The forward overboard valve is used to improve circulation in the forward section of the airplane.
On Combi airplanes a shutoff valve is installed in the overhead zone E main distribution duct. The valve
closes when the maindeck fire bottles are discharged.
The flight deck distribution system distributes air through outlets at each crew station consisting of ceiling
outlets, floor and side window outlets, and the windshield nozzles.
Two ground connectors for an external airconditioning source are located in the airconditioning pack
compartment.
2.3
ZONE TEMPERATURE CONTROL

Flight Deck and Passenger Automatic Temperature Control
Flight deck and passenger cabin air temperature is controlled automatically by a zone temperature
controller.
The target temperature for each passenger zone is a summation of the master temperature set by the
flight crew, zone temperature inputs from the Purser Work Station and automatic comfort corrections
made by the zone temperature controller in flight.
Comfort corrections are made to compensate for perceived temperature changes as cabin air humidity
and passenger activity decrease during flight.
With the Passenger Temperature Selector on the overhead panel in any AUTO range position, a master
temperature is set from 18C to 29C. The temperature of each passenger zone may be further modified
plus or minus 6C from the selected master temperature within the range of 18C to 29C.
This is accomplished with the cabin temperature selector panel located at the purser work station.
After engine start all inputs from the cabin temperature selector panel are reset to the master
temperature selection for all passenger zones.
On Combi airplanes the temperature of the maindeck cargo compartment (zone E) is controlled
independently of the passenger zones and can be set from 4 C to 27 C by means of a temperature
selector located at the loadmaster control panel near the maindeck side cargo door.
The zone temperature controller compares desired target temperatures from each zone with the actual
zone temperatures to calculate the required duct temperature.
The pack temperature controller regulates the pack outlet temperature to satisfy the zone requiring the
coolest duct temperature.
The zone temperature controller then modulates individual zone trim air valves to add hot bleed air to the
conditioned air to achieve the respective zone target temperatures.
The Flight Deck Temperature Selector is used to control flight deck temperature. The temperature range
in AUTO is from 18C to 29C. The Zone Temperature Controller will modulate the flightdeck trim air
valve to achieve the selected target temperature.
The master temperature, target and actual temperature for all zones are displayed on the ECS synoptic.
15 MAR 1999
Issue 4
1.2.1
Page 5
747-400
1.2
1.2.1
Airconditioning
Passenger Backup Temperature Control

In the event of a system failure, a backup mode will activate automatically. In this case the zone
temperature controller is bypassed, the master trim air valve is driven closed and trim air is no longer
added to the conditioned air.
In the backup mode, using the Passenger Temperature Selector in the AUTO range, the pack outlet
temperature can be regulated to achieve an average temperature between 18C and 29C.
Manual control of the flightdeck zone trim air is not available.
The cabin temperature cannot be controlled through the cabin temperature selector panel.
Passenger Alternate Temperature Control
The alternate mode may be selected manually by rotating the Passenger Temperature Selector to ALTN.
In this mode the zone temperature controller is bypassed and the zone trim air valves remain in the last
selected position.
In this case trim air is added to the conditioned air if the master trim air valve is open.
The pack outlet temperature is regulated to achieve an average cabin temperature of 24C.
In the alternate mode, manual control of the flight deck trim air valve is available if the master trim air
valve is open.
The cabin temperature cannot be controlled through the cabin temperature selector panel.
Flightdeck Manual Temperature Control
With the Flightdeck Temperature Selector in Manual the flight deck trim air valve can be controlled
manually, provided master trim air is available.
2.4
SUPPLEMENTAL HEATING SYSTEMS

Crew Foot and Shoulder Heating System
Foot and shoulder heaters are provided for the captain and first officer. The shoulder heater is an electrical
heater that adds heat to conditioned air flowing to the side windows and pilot shoulder area, and operates
only in flight. A control knob located on each pilot side wall panel can be used to control the flow rate from
the shoulder heater outlets.
The foot heaters are electric plate heaters located beneath the captains and first officers feet.
The heaters operate only in flight.
Control switches are located on the pilots outboard consoles.
Cockpit Crew Rest Heating System
Two supplemental heating systems are provided, one for the bunk area and one for the seat area.
Each heating system consists of an electrical heater and a control panel with variable temperature
selections.
The electrical heaters add heat to the conditioned air coming from the upperdeck distribution duct.
An overheat protection system limits the air temperature.
Overhead Crew Rest Airconditioning System
Two operating modes are available, a Normal mode and a Bypass mode.
In the Normal mode, conditioned air coming from the zone D distribution duct is cooled or heated by a
dedicated airconditioning unit.
The crew can use two temperature switches to set the target temperature.
In the Bypass mode, which is used when the airconditioning unit is unserviceable, conditioned air from
the zone D distribution duct is supplied directly into the OCR.
In this case no target temperature can be selected.
1.2.1
Page 6
22 FEB 2001
Issue 5
747-400
1.2
1.2.1
Airconditioning
Zone Temperature Control Schematic
U/D
F/D
A
FORWARD CARGO
COMPARTMENT
TEMP SELECTOR (C)
13
15
18
20
10
8
23
25
MAIN DECK CARGO COMPARTMENT

(combi only)
ZONE
FWD CARGO COMPARTMENT
TEMPERATURE
CONTROLLER
CABIN
AUTOMATIC
COMFORT
PASS TEMP
FLT DECK
AUTO
AUTO
ALTN
MAN
CORRECTION
PACK
TEMP
CONTROLLER
A
PACK
TEMP
CONTROLLER
B
TEMPERATURE
ACTUAL TEMP
OVERHEAD PANEL
ZONE
23
RESET
TARGET TEMP
24
A
ZONE
SELECT
COOLER
WARMER
PACKS
NORM
OFF
A
B
PURSER WORK STATION
OVERHEAD PANEL
RAM AIR EXIT
OZONE
CONVERTER
CONDITIONED AIR
BLEED
AIR
AIRFLOW
RAM AIR INLET
15 MAR 1999
Issue 6
1.2.1
Page 7

2.5
747-400
1.2
1.2.1
Airconditioning
RECIRCULATION AND GASPER AIR SYSTEM

Four recirculation fans augment the packs to maintain a constant ventilation rate throughout the cabin.
The fans draw cabin air through filters, then reintroduce the air into the conditioned air distribution
system.
There are two upper fans located above the main passenger compartment ceiling and two lower fans
located below the main passenger cabin floor.
The pack temperature controllers control the recirculation fans automatically.
With all three packs in high flow, only the two upper recirculation fans will operate. With all three packs in
normal flow, all four recirculation fans will operate.
If a recirculation fan fails or is switched off, pack flow and recirculation fan operation will reconfigure to
maintain proper ventilation.
A gasper fan draws air from the area above the cabin ceiling and rises its pressure to provide positive air
supply to the individual adjustable air outlet nozzles located above the passenger seats.
The gasper fan operates independently from the airconditioning system and is controlled by the
GASPER P/B on the overhead panel.
2.6
GALLEY AND LAVATORY VENTILATION SYSTEM

The ventilation system draws air (odors) from the galleys and lavatories by means of exhaust fans.
The air is ducted aft and dumped overboard through the outflow valves.
Exhaust fan operation is controlled automatically.
2.7
FORWARD CARGO COMPARTMENT HEATING AND AIRCONDITIONING

Cargo Heating
Warm air from the equipment cooling system is discharged in the forward cargo compartment for heating.
When the compartment temperature drops below 4C two electrical heaters are automatically switched
on until compartment temperature reaches 10C. The heaters are inhibited when the FWD cargo
airconditioning system is operating.
Cargo Air Conditioning
The forward cargo compartment is supplied with conditioned air directly from pack 3.
In addition hot trim air is added to achieve the selected target temperature.
The controls for the forward cargo airconditioning system consist of a Cargo A/C Flow Selector and a
Temperature Selector. They are located inside the forward cargo compartment near the door and are not
accessible during flight.
With the flow selector positioned in OFF, conditioned air to the cargo compartment is shut off.
With the flow selector positioned in LOW, pack 3 conditioned air is routed equally to the maindeck
distribution system and the forward cargo compartment.
With the flow selector in the HIGH position, all pack 3 conditioned air is routed to the forward cargo
compartment.
The conditioned air is discharged overboard through a dedicated cargo exhaust system.
If an overheat condition occurs in the forward cargo compartment, the trim air to the supply duct is shutoff
automatically. In this case pack 3 maintains the compartment temperature which was sensed before the
overheat occurred.
With the forward cargo airconditioning system operating, pack 3 will always remain in normal flow during
all flight phases, to assure adequate smoke detection in the compartment.
Actual and target temperatures are displayed on the ECS synoptic.
The target temperature is not displayed when the cargo airconditioning system is OFF or pack 3 is not
operating.
1.2.1
Page 8
15 MAR 1999
Issue 4
747-400

2.8
1.2
1.2.1
Airconditioning
FORWARD OVERBOARD VALVE

The Forward Overboard Valve is located adjacent the nose gear wheel well. The valve improves
ventilation in the forward section of the airplane. Valve operation is controlled automatically.
2.9
AFT CARGO COMPARTMENT HEATING

Aft cargo compartment heat is provided by bleed air from the center section of the pneumatic duct.
Two temperature selections can be made by a switch located inside the bulk compartment near the door.
With the Aft Cargo Heat P/B selected ON the override valve will open. When the compartment
temperature is lower than the selected temperature, the temperature control valve will open until the
selected temperature is reached.
When the temperature control valve fails to close, the compartment temperature will reach the overheat
range. At approx. 32C the override valve will take control and the compartment temperature will be
regulated at this value.
Only the actual cargo compartment temperature is displayed on the ECS synoptic.
Aft Cargo Compartment Heating Schematic
AFT CARGO HT
ON
BLEED AIR SUPPLY
TEMP
TEMPERATURE
CONTROL
VALVE
32C
AFT CARGO
COMPARTMENT
BULK CARGO
COMPARTMENT
OVERRIDE
VALVE
5C
20C
20C/65F
5C/40F
CARGO
HEAT
BULK CARGO
COMPARTMENT
22 FEB 2001
Issue 5
1.2.1
Page 11

3.
747-400
1.2
1.2.1
Airconditioning
CONTROLS AND INDICATORS
A
PACK RESET P/B (momentary action)
SYS FAULT (amber):
Illuminated when:
Pack overheat or other system fault has
occured.
PUSH:
Resets any pack in system fault mode, if fault
no longer exists.
Resets pack fault protection system.
Restarts pack after automatic shutdown if
fault no longer exists.
HIGH FLOW P/B (alternate action)

ON:
All operating packs provide high air flow.
With FWD cargo A/C system operating,
pack 3 remains in normal flow during all flight
phases.
With three packs on high flow the lower
recirculation fans are switched off.
Memo message PACKS HIGH FLOW is
displayed on EICAS.
A
LDG ALT
AUTO SELECT
OPEN
Selects pack temperature controller B as the

primary controller (Automatically selects A if B
fails).
ON
CLOSE
PASS TEMP
FLT DECK
AUTO
AUTO
ALTN
MAN
ZONE RST
TRIM AIR
UPR--RECIRC--LWR
ON
ON
AFT CARGO HT
ON
ON
SYS
FAULT
TEMP
EQUIP COOLING
NORM
STBY
HI FLOW
PACK RST
GASPER
OVRD
ON
ON
SYS
FAULT
PACKS
PACKS
NORM
NORM
A
OFF
NORM
A
OFF
OFF
B
B
R ISLN
L ISLN
VALVE
B:
NORM
MAN R
ON
A:
1.2.1
Page 12
CL
MAN L
Selects pack temperature controller A as the

primary controller (Automatically selects B if A
fails).
CABIN ALTITUDE
CONTROL
CL
MAX
P
.11 PSI
T/O & LDG
PACK Control Selectors (3x)
NORM:
Automatically selects pack temperature
controllers A or B on alternate flights.
Automatically selects other controller in the
event of a failure of active controller.
OP
OUTFLOW
--VALVES--
OFF:
Automatic operation of pack air flow.
OFF:
Pack valve closed.
Extinguishes SYS FAULT light for pack that
was switched OFF.
Resets pack fault protection system for
operating packs.
OP
PUSH ON
VALVE
WING
TAI
WING
TAI
APU
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
ON
VALVE
ENGINE
BLEED
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
22 FEB 2001
Issue 6
747-400
1.2
1.2.1
Airconditioning
A
FLIGHT DECK Temperature Selector
AUTO:
Provides automatic control of flight deck
temperature.
Selector range from C to W adjusts
temperature from 18C to 29C.
MAN:
Manual control of flight deck trim air valve.
Rotating the selector towards C (cool) or W
(warm) sets desired temperature.
NOTE: In MAN the selector is springloaded to the
6 oclock position.
PASSENGER TEMPERATURE Selector
AUTO:
Provides automatic control of passenger zone
temperatures.
Sets master temperature for all passenger
zones.
Selector range from C to W adjusts cabin
Purser can adjust individual zone target
temperatures plus or minus 6C within range
of passenger temperature selector.
In backup mode, selector range from C to W
adjusts average temperature from 18C to
29C. Purser control of passenger zone
temperatures is inhibited.
ALTN:
Pack output temperature regulated to provide
an average temperature of 24C.
Purser control of passenger zone
Zone trim air valves remain in last position.
Zone temperature controller is bypassed.
A
LDG ALT
CABIN ALTITUDE
CONTROL
AUTO SELECT
CL
CL
MAX
P
.11 PSI
T/O & LDG
MAN L
NORM
A
MAN R
OPEN
ON
ON
CLOSE
PASS TEMP
FLT DECK
AUTO
AUTO
ALTN
MAN
ZONE RST
TRIM AIR
UPR--RECIRC--LWR
ON
ON
AFT CARGO HT
ON
ON
SYS
FAULT
TEMP
EQUIP COOLING
NORM
STBY
HI FLOW
PACK RST
GASPER
OVRD
ON
ON
SYS
FAULT
PACKS
1
A
ON:
Master trim air valve is open and zone trim air
valves operate automatically.
PACKS
NORM
NORM
OFF
22 FEB 2001
Issue 5
OP
OUTFLOW
--VALVES--
TRIM AIR P/B (alternate action)
OFF:
Master trim air valve is closed.
Pack output temperature regulated in backup
mode to provide average cabin temperature
between 18C and 29C as selected by the
Passenger Temperature Selector in AUTO.
Purser control of passenger zone
OP
PUSH ON
NORM
A
OFF
OFF
B
B
R ISLN
L ISLN
VALVE
VALVE
WING
TAI
WING
TAI
APU
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
ON
VALVE
ENGINE
BLEED
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
1.2.1
Page 13
747-400
1.2
1.2.1
Airconditioning
A
ZONE ReSeT P/B (momentary action)
SYS FAULT (amber):
Illuminated when:
Any zone supply duct temperature above
85C or other zone temperature controller
fault has occurred.
Trim Air P/B switched OFF.
Master trim air valve has failed in the closed
position.
PUSH:
Resets zone temperature controller if fault no
longer exists.
Re-opens master trim air valve if duct
overheat no longer exists.
A
LDG ALT
OP
OP
CABIN ALTITUDE
CONTROL
OUTFLOW
PUSH ON
RECIRCulation Fan P/Bs (2x) (alternate action)
--VALVES-AUTO SELECT
CL
CL
MAX
P
.11 PSI
T/O & LDG
MAN L
NORM
ON
ON:
Respective recirculation fans are controlled
automatically.
MAN R
OPEN
ON
CLOSE
PASS TEMP
FLT DECK
AUTO
AUTO
OFF:
Respective recirculation fans are switched off.
AFT CARGO HeaT P/B (alternate action)
ON:
Override valve opens to provide bleed air to
the aft cargo compartment.
Temperature control valve closes and opens
automatically to maintain selected
temperature (5_C or 20_C).
MAN
ALTN
ZONE RST
TRIM AIR
UPR--RECIRC--LWR
ON
ON
AFT CARGO HT
ON
ON
SYS
FAULT
TEMP
EQUIP COOLING
NORM
STBY
HI FLOW
PACK RST
GASPER
OVRD
ON
OFF:
Shuts off all bleed air to the compartment.
ON
SYS
FAULT
PACKS
1
A
OFF
PACKS
NORM
NORM
NORM
A
OFF
OFF
B
B
R ISLN
L ISLN
VALVE
VALVE
WING
TAI
WING
TAI
TEMP (amber):
Illuminated when:
S Compartment temperature exceeds 32C.
S Override valve closes.
NOTE: Light is inhibited on the ground or if the aft
cargo temperature control valve is in the
closed position.
APU
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
ON
VALVE
ENGINE
BLEED
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
GASPER P/B (alternate action)

ON:
Turns Gasper Fan on to recirculate cabin air
through individual gasper outlets.
OFF:
Gasper Fan is switched off.
1.2.1
Page 14
15 OCT 1996
Issue 4
747-400
1.2
1.2.1
Airconditioning
A
FOOT Heater Switch
HI:
Electric heater in floor panels under pilots
feet is switched to high heat.
LO:
Electric heater is switched to low heat.
OFF:
Electric heater is switched off.
A
HEATERS
WSHLD AIR
NOTE: The heaters operate only in flight,

when the floor temperature is below
15C.
FOOT
SHOULDER
HI
ON
LO
SHOULDER Heater Switch
OFF
OFF
HI:
Electric heater adds heat to conditioned air
flowing to the side windows at high setting.
LOWER AUXILIARY PANEL
LO:
Electric heater adds heat to conditioned air
flowing to the side windows at low setting.
OFF:
Electric heater is switched off.
NOTE: The heaters operate only in flight.
oOo
22 FEB 2001
Issue 2
1.2.1
Page 15
747-400
1.2
1.2.1
Airconditioning
1.2.1
Page 16
1 MAR 1994
Issue 1
747-400
1.
1.2
1.2.1
Airconditioning
FREIGHTER
GENERAL DESCRIPTION
The Forward and Aft Lower Lobe Cargo Compartments are provided with a temperature-and
airflow-controlled airconditioning system.
The aircraft is divided into seven temperature zones: the Flightdeck, Crew Rest, Upper Deck, Forward
and Aft Maindeck, Forward and Aft Lower Lobe Cargo zones.
2.1
AIRCONDITIONING PACKS
The airconditioning flow rate to the forward and aft lower lobe cargo compartments can be controlled by a
flow rate selector on the overhead maintenance panel in the cockpit. Possible settings are : OFF, FWD
LOW, AFT LOW, BOTH LOW, FWD HIGH and AFT HIGH.
When the Lower Lobe Cargo Conditioned Air Flow Rate Selector is positioned in OFF, the pack outlet
temperature of all packs is determined by the zone requiring the coolest duct temperature.
When the Lower Lobe Cargo Conditioned Air Flow Rate Selector is not OFF, the Flight Deck, Upper
Deck, Crew Rest or Main Deck zones requiring the coolest temperature controls pack 1 outlet
temperature.
With the forward lower lobe cargo airconditioning system operating in FWD LOW or BOTH LOW, pack 3
outlet temperature is determined by the zone requiring the coolest duct temperature including the FWD
lower lobe cargo compartment.
With the forward lower lobe cargo airconditioning system operating in FWD HIGH, pack 3 outlet
temperature is controlled to maintain the FWD lower lobe cargo compartment at the temperature set by
the FWD lower lobe Temperature Selector.
With the aft lower lobe cargo airconditioning system operating in AFT LOW or BOTH LOW, pack 2 outlet
temperature is determined by the zone requiring the coolest duct temperature including the aft lower lobe
cargo compartment.
With the aft lower lobe cargo airconditioning system operating in AFT HIGH, pack 2 outlet temperature is
controlled to maintain the aft lower lobe cargo compartment at the temperature set by the aft lower lobe
Temperature Selector.
With the forward lower lobe cargo airconditioning system operating, pack 3 will be in high flow during all
flight phases.
With the aft lower lobe cargo airconditioning system operating, pack 2 will be in high flow during all flight
phases.
Pack 2 & 3 valves close if FWD, AFT or MAINDECK Cargo Fire Armed P/B is ARMED.
Pack flow schedule is as follows:
HI FLOW
P/B
15 MAR 2003
Issue 2
Fwd Cargo
Airflow Selection
Aft Cargo
Airflow Selection
Pack Flow during

ground, climb,
descent
Pack Flow
during cruise
#1
#2
#3
#1
#2
#3
OFF
OFF
OFF
OFF
LOW
LOW
HIGH
OFF
LOW
HIGH
OFF
LOW
OFF
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
HI
NORM
NORM
HI
NORM
HI
HI
NORM
HI
HI
NORM
HI
HI
NORM
NORM
HI
HI
HI
HI
ON
OFF,LOW or
HIGH
OFF,LOW or
HIGH
HI
HI
HI
HI
HI
HI
1.2.1
Page F1
747-400
1.2
1.2.1
Airconditioning

Airconditioning Pack Schematic
2.2
DISTRIBUTION SYSTEM
Conditioned air is delivered by three packs into a common duct from which it is distributed to 7 zones:
the Flight Deck, Upper Deck, Crew Rest and forward and aft Main Deck. The forward lower lobe cargo
compartment is supplied with conditioned air directly from pack 3. The aft lower lobe cargo compartment
is supplied with conditioned air directly from pack 2.
2.3
ZONE TEMPERATURE CONTROL

Automatic Temperature Control
The target temperature for the flight deck, forward and aft lower lobe cargo compartments and the
forward and aft main deck is set at the flight deck. The target temperature for the upper deck and crew
rest can be set at the Upper Deck Cabin Services Module.
1.2.1
Page F2
1 MAR 2003
Issue 1
747-400
FREIGHTER
1.2
1.2.1
Airconditioning
With the Flight Deck Temperature Selector on the overhead panel in AUTO, range, a temperature is set
from 18C to 29C. The temperature for the Crew Rest and the Upper Deck can be set from 18C to 29C
at the Upper Deck Cabin Services Module.
After engine start all settings on the Upper Deck Cabin Serives Control Temperature Selector Panel are
reset to 24C.
The temperature of the forward and aft Main Deck is controlled independantly of the Flight Deck, Upper
Deck and Crew Rest zones and can be set from 4C to 29C by means of a temperature selector located
on the overhead panel.
With the Lower Lobe Cargo conditioned Air Flow Rate Selector in OFF, the pack temperature controller
regulates the pack outlet temperature of all packs to satisfy the zone requiring the coolest duct
temperature.
With the Lower Lobe Cargo conditioned Air Flow Rate Selector not in OFF, the Flight Deck, Upper Deck,
Crew Rest or Main Deck zone requiring the coolest temperature controls pack 1 outlet temperature.
When Pack 2 or Pack 3 is not supplying conditioned air to its respective cargo zone, the outlet pack
temperature is the same as pack 1.
Backup Temperature Control
In the event of a system failure on the Flight Deck, Upper Deck or Main Deck, a backup mode will activate
automatically. In this case the zone temperature controller is bypassed, the master trim air valve is driven
closed and trim air is no longer added to the conditioned air.
In the backup mode, using the Flight DeckTemperature Selector in the AUTO range, the pack outlet
temperature can be regulated to achieve an average temperature between 18C and 29C.
Manual control of the flightdeck zone trim air is not available.
In the event of a system failure in a lower lobe cargo compartment, the respective cargo compartment
zone trim air valve will close and the backup mode is activated in the respective cargo compartment.
Positioning the temperature selector from AUTO to MAN, from MAN to AUTO, or the flow rate selector to
OFF resets the lower cargo air conditioning. This allows the respective zone trim air valve to reopen and
enables automatic temperature control to be reselected.
The cabin temperature cannot be controlled through the Upper Deck Cabin Services Module.
2.4
SUPPLEMENTAL HEATING SYSTEMS

Cockpit Crew Rest Heating System
Conditioned air is supplied to the bunks by a conditioned air outlet. Temperature can be set on the Upper
Deck Cabin Services Module.
Overhead Crew Rest Airconditioning System
An overhead crew rest is not installed.
1 MAR 2003
Issue 1
1.2.1
Page F3
747-400
1.2
1.2.1
Airconditioning
Zone Temperature Control Schematic
F/D
C/R
U/D
AFT MAINDECK
FWD MAINDECK
FORWARD LOWER LOBE CARGO

COMPARTMENT
FAN ___FLT ___ TMP

DECK AUTO
AFT LOWER LOBE CARGO

COMPARTMENT
FWD ___MAIN ___ AFT

AUTO DECK AUTO
TEMPERATURE
ACTUAL TEMP
ON
C
W
MAN
C
W
MAN
C
W
MAN
ZONE
23
TEMPERATURE
CONTROLLER
RESET
ZONE
TARGET TEMP
24
U
ZONE
SELECT
COOLER
WARMER
FWD__LOWER__AFT
AUTO LOBE AUTO
TEMP
UPPERDECK CABIN SERVICES MODULE

C
W
MAN
C
W
MAN
PACK
TEMP
CONTROLLER
A
PACK
TEMP
CONTROLLER
B
PACKS
NORM
OFF
A
B
OVERHEAD PANEL
RAM AIR EXIT
OZONE
CONVERTER
CONDITIONED AIR
BLEED
AIR
AIRFLOW
RAM AIR INLET
1.2.1
Page F4
1 MAR 2003
Issue 1
747-400
2.5
1.2
1.2.1
Airconditioning
FREIGHTER
RECIRCULATION AND GASPER AIR SYSTEM

Not installed.
2.7
FORWARD LOWER LOBE CARGO COMPARTMENT HEATING AND AIRCONDITIONING

Cargo Air Conditioning
With the Lower Lobe Cargo Conditioned Air Flow Rate Selector positioned in FWD LOW or BOTH LOW,
2/3 of the pack 3 conditioned air is routed to the forward lower lobe cargo compartment, and 1/3 to the
other zones.
With the Lower Lobe Cargo Conditioned Air Flow Rate Selector in the FWD HIGH position, all pack 3
conditioned air is routed to the forward lower lobe cargo compartment.
2.9
AFT LOWER LOBE CARGO COMPARTMENT HEATING

Aft cargo compartment heat is provided by bleed air from the center section of the pneumatic duct.
Two temperature selections can be made by a switch located inside the bulk compartment near the door.
With the Lower Lobe Cargo Conditioned Air Flow Rate Selector in AFT LOW, BOTH LOW or AFT HIGH,
AFT Cargo Heat ON and the P/B selected ON, control of the aft cargo heat system is automatically
transferred from the compartment side wall thermostatic switch to a thermostatic switch located beneath
the cargo compartment floor. This ensures that the temperature beneath the compartment floor is at least
a minimum of 0C.
1 MAR 2003
Issue 1
1.2.1
Page F5
747-400
1.2
1.2.1
Airconditioning

Aft Cargo Compartment Heating Schematic
AFT CARGO HT
ON
BLEED AIR SUPPLY
TEMP
TEMPERATURE
CONTROL
VALVE
32C
AFT CARGO
COMPARTMENT
BULK CARGO
COMPARTMENT
OVERRIDE
VALVE
CONDITIONED AIR
5C
OFF
FWD
FWD
LOW
AUTO
HIGH
AFT
AFT
20C/65F
BOTH
MAN
CARGO CONDITIONED
AIR FLOW RATE
SELECTOR
OVERHEAD
MAINTENANCE PANEL
1.2.1
Page F6
20C
AFT CARGO
TEMPERATURE
SELECTOR
5C/40F
CARGO
HEAT
BULK CARGO
COMPARTMENT
15 MAR 2003
Issue 2
747-400
1.2
1.2.1
Airconditioning
2.10 AFT CARGO COMPARTMENT AIRCONDITIONING

With the Cargo Conditioned Air Flow Rate Selector in AFT LOW or BOTH, 2/3 of pack 2 conditioned air is
routed to the aft cargo compartment and 1/3 to the Main Deck distribution system. With the Lower Lobe
Cargo Conditioned Air Flow Rate Selector in AFT HIGH all pack 2 conditioned air is routed to the aft
cargo compartment.
Actual and target temperatures are displayed on the ECS synoptic page. The target temperature is not
displayed when the Lower Lobe Cargo Conditioned Air Flow Rate Selector is set in OFF, FWD HIGH or
pack 2 is not operating.
2.11 FLIGHT DECK FAN

On the ground, the Flight Deck Fan increases the flow of conditioned air to the flight deck when at least
one pack is operating and supplies recirculated air to the flight deck when all packs are off.
The Flight Deck fan is inhibited when airborne.
2.12 FIRE ARMING AND CREW REST SMOKE DETECTION MODES

In the fire arming mode, pack operation and air distribution is configured to starve the affected zone of
fresh air, minimalize air movement, purge smoke from the flight deck and upper deck, and increase the
supply of fresh air to the flight deck.
The increase of fresh air to the flight deck prevents smoke from reaching te upper deck areas.
If smoke is detected in the crew rest area, the crew rest air supply valves close and remain closed until
reset. Pushing the Crew Rest Reset Push button on the Upper deck Cabin Services Module resets the
valves if smoke is no longer detected.
1 MAR 2003
Issue 1
1.2.1
Page F7
747-400

3.
1.2
1.2.1
Airconditioning
A
FLIGHT DECK Temperature Selector
AUTO:
Provides automatic control of Flight Deck
temperature.
Selector range from C to W adjusts
MAN:
Manual control of Flight Deck trim air valve.
Rotating the selector towards C (cool) or W
(warm) sets desired temperature.
NOTE: In MAN the selector is springloaded to the
6 oclock position.
FLIGHT DECK FAN
ON :
Flight Deck Fan operates automatically.
Inhibited when airborne.
OFF:
Flight Deck Fan is switched off.
A
LDG ALT
OP
OP
CABIN ALTITUDE
CONTROL
OUTFLOW
PUSH ON
CL
CL
MAX
P
.11 PSI
T/O & LDG
MAN L
NORM
A
MAN R
OPEN
ON
ON
CLOSE
FAN ______ FLT _______ DECK

AUTO
DECK
FWD _______ MAIN _______ AFT

AUTO
DECK
AUTO
TEMP
ON
C
ZONE RST
MAN
C
W
W
MAN
MAN
FWD ______ LOWER ______ AFT
AUTO
LOBE
AUTO
TEMP
TRIM AIR
ON
SYS
FAULT
TRIM AIR P/B (alternate action)
EQUIP COOLING
NORM
OVRD
HI FLOW
ON:
Master trim air valve is open and zone trim air
valves operate automatically.
OFF:
Master trim air valve is closed.
Pack output temperature regulated in backup
mode to provide average cabin temperature
between 18C and 29C as selected by the Flight
Deck Temperature Selector in AUTO.
Upper Deck panel temperature control of Crew
Rest, Upper Deck, forward, mid, and aft Main
Deck is inhibited.
1.2.1
Page F8
MAN
PACK RST
ON
SYS
FAULT
PACKS
OFF
TEMP
PACKS
NORM
NORM
A
AFT CARGO HT
ON
MAN
NORM
A
OFF
OFF
B
B
R ISLN
L ISLN
VALVE
VALVE
WING
TAI
WING
TAI
APU
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
ON
VALVE
ENGINE
BLEED
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
1 MAR 2003
Issue 1
747-400
1.2
1.2.1
Airconditioning
A
ZONE ReSeT P/B (momentary action)
SYS FAULT (amber):
Illuminated when:
Any zone supply duct temperature above
85C or other zone temperature controller
fault has occurred.
Trim Air P/B switched OFF.
Master trim air valve has failed in the closed
position.
PUSH:
Resets zone temperature controller if fault no
longer exists.
Re-opens master trim air valve if duct
overheat no longer exists.
A
LDG ALT
OP
OP
CABIN ALTITUDE
CONTROL
OUTFLOW
PUSH ON
AFT CARGO HeaT P/B (alternate action)
CL
CL
MAX
P
.11 PSI
T/O & LDG
MAN L
NORM
ON:
Override valve opens to provide bleed air to
the aft cargo compartment.
Aft Airconditioning OFF:
S Temperature control valve closes and
opens automatically to maintain selected
temperature (5_C or 20_C) controlled by a
thermostatic switch at the compartment
sidewall.
Aft Airconditioning ON:
S Temperature is controlled by a thermostatic
switch beneath the compartment floor.
MAN R
OPEN
ON
ON
CLOSE
FAN ______ FLT ______ DECK

AUTO
DECK
FWD _______ MAIN _______ AFT

AUTO
DECK
AUTO
TEMP
ON
C
ZONE RST
MAN
C
W
MAN
MAN
FWD ______ LOWER ______ AFT
AUTO
LOBE
AUTO
TEMP
TRIM AIR
ON
SYS
FAULT
C
EQUIP COOLING
NORM
OVRD
MAN
PACK RST
HI FLOW
PACKS
TEMP
PACKS
NORM
NORM
OFF
TEMP (amber):
Illuminated when:
S Compartment temperature exceeds 32C.
S Override valve closes.
ON
SYS
FAULT
OFF:
Shuts off all bleed air to the compartment.
AFT CARGO HT
ON
MAN
NORM
A
OFF
OFF
B
NOTE: Light is inhibited on the ground or if the aft

cargo temperature control valve is in the
closed position.
B
R ISLN
L ISLN
VALVE
VALVE
WING
TAI
WING
TAI
APU
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
ON
VALVE
ENGINE
BLEED
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
oOo
1 MAR 2003
Issue 1
1.2.1
Page F9
747-400
1.2
1.2.1
Airconditioning
1.2.1
Page F10
1 MAR 2003
Issue 1

1.
747-400
1.2
1.2.2
Pressurization
GENERAL DESCRIPTION
The cabin is pressurized with conditioned air from the packs.
Cabin altitude is controlled by regulating the discharge of conditioned air through two outflow valves at
the rear of the cabin. The system operates fully automatic and maintains the cabin differential pressure at
approx. 8.8 psi.
There are two identical cabin pressure controllers, designated A and B.
Although both controllers simultaneously receive identical information, only one controller is active at a
time. Controller change-over takes place automatically between flights and in the event of a failure of the
active controller. The system can be operated manually by switching either one or both outflow valves to
manual control. The outflow valve not selected for manual operation remains under the control of the
cabin pressure controller.
The active cabin pressure controller uses origin airport elevation, cruise altitude and landing altitude
information from the FMS and automatically positions the outflow valves to conform to cabin altitude
climb and descent rate limits, differential pressure limits, and to achieve the correct landing cabin
altitude. Barometric correction for automatic pressure control is dependent on either pilots altimeter
setting. The initial pressurization, slightly above ambient pressure, begins when the airplane reaches
65 knots ground speed during take-off.
The cabin pressure controller automatically sets cabin altitude slightly below destination field elevation,
so that the cabin is slightly pressurized on landing. At touchdown, the outflow valves are driven to the full
open position, depressurizing the cabin.
Landing altitude can also be selected manually from 2000 feet below sea level to 14.000 feet above sea
level using the Landing Altitude Selector. In cruise, if the landing altitude is manually set to an altitude
higher than the cabin altitude, the cabin altitude will climb, at a rate set by the cabin pressure controller,
to the selected altitude or 8000 feet maximum.
With the system in the automatic mode, the outflow valves close automatically when cabin altitude
exceeds 11.000 feet.
2.
2.1
OUTFLOW VALVES
Two identical flapper door type valves are located on the underside of the fuselage aft of the bulk cargo
compartment. The valves control the discharge rate of compartment air and are driven by 2 actuators,
one for the AUTO mode and one for the MAN mode. Valve position is indicated on the pilots overhead
panel and ECS page on the lower EICAS display.
2.2
POSITIVE PRESSURE RELIEF VALVES

Two positive pressure relief valves located on the LH side of the forward cargo compartment, protect the
airplane structure against overpressure.
At 9.25 psi cabin differential pressure, one or both valves will open. The valves close automatically at
normal differential pressure. If all three packs are in high flow, pack 2 shuts down automatically to assist
in relieving excessive cabin pressure, if either cabin pressure relief valve opens.
Pack 2 resets when both cabin pressure relief valves are closed.
2.3
NEGATIVE PRESSURE RELIEF VALVES

Four negative pressure relief valves are installed, 2 in each forward and aft cargo door. On combi
airplane two additional relief valves are installed in the main deck cargo door.
The valves protect the aircraft structure against negative pressure.
15 MAR 1999
Issue 4
1.2.2
Page 1
747-400
1.2
1.2.2
Pressurization
Cabin Altitude Control Schematic
LDG ALT
OP
OP
PUSH ON
CABIN ALTITUDE
CONTROL
OUTFLOW
-- VALVES --
AUTO SELECT
CL
MAX
CL
NORM
MAN L
.11 PSI
MAN R
T/O & LDG
OPEN
ON
ON
CLOSE
FMS
BAROMETRICALLY CORRECTED
ALTITUDE
AIR/GROUND SIGNAL
CABIN PRESSURE
CABIN PRESS.
CABIN PRESS.
CONTROLLER
CONTROLLER
DC
OUTFLOW
VALVE
1.2.2
Page 2
AC
ACTUATOR
AC
DC
ACTUATOR
OUTFLOW
VALVE
1 MAR 1994
Issue 3

3.
747-400
1.2
1.2.2
Pressurization
A
CABIN ALTITUDE AUTO SELECTOR
NORM:
Automatically selects cabin pressure
controller A or B on alternate flights.
Automatically selects the other controller in
the event of a failure of active controller.
A:
OUTFLOW VALVES MANUAL CONTROL SWITCH

(springloaded to center)
Selects cabin pressure controller A as the

primary controller (Automatically selects B if
A fails).
B:
Selects cabin pressure controller B as the
primary controller (Automatically selects A if
B fails).
Controls position of outflow valve(s) in manual

mode.
OPEN:
Valve(s) move towards open.
CLOSE:
Valve(s) move towards closed.
OUTFLOW VALVE POSITION INDICATOR

Indicates position of outflow valve.
A
LDG ALT
OP:
Open.
OP
OP
CABIN ALTITUDE
CONTROL
OUTFLOW
PUSH ON
--VALVES--
CL:
AUTO SELECT
Closed.
LANDING ALTITUDE P/B

(alternate action)
CL
CL
MAX
P
.11 PSI
T/O & LDG
MAN L
NORM
A
MAN R
OPEN
ON
ON
CLOSE
PUSH ON:
Overrides any landing altitude inputs to cabin
pressure controllers from the FMS.
When pushed ON, landing altitude must be
set manually and is displayed on EICAS
followed by MAN.
PUSH OFF:
Automatic landing altitude input to cabin
pressure controllers comes from the FMS.
Landing altitude information from the FMS is
displayed on EICAS followed by AUTO.
PASS TEMP
FLT DECK
AUTO
AUTO
ALTN
MAN
ZONE RST
TRIM AIR
UPR--RECIRC--LWR
ON
ON
TEMP
EQUIP COOLING
NORM
STBY
HI FLOW
PACK RST
ON
SYS
FAULT
PACKS
1
A
OUTFLOW VALVE MANUAL P/B

(alternate action)
PACKS
NORM
NORM
OFF
1 MAR 1994
Issue 3
GASPER
OVRD
ON
ROTATE: Sets landing altitude when in MAN.
OFF:
Associated outflow valve is automatically
controlled by cabin pressure controllers.
ON
SYS
FAULT
LANDING ALTITUDE SELECTOR
ON:
Bypasses automatic outflow valve control and
cabin altitude limiter.
Arms associated outflow valve manual
control.
AFT CARGO HT
ON
NORM
A
OFF
OFF
B
B
R ISLN
L ISLN
VALVE
VALVE
WING
TAI
WING
TAI
APU
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
ON
VALVE
ENGINE
BLEED
SYS
FAULT
SYS
FAULT
ON
ON
OFF
OFF
1.2.2
Page 3
747-400
1.2
1.2.2
Pressurization
In the maindeck cargo compartment two panels are installed, one on each side.
Both panels are equipped with a horn and one panel with a DECOMP warning light.
When the passenger oxygen system is actuated, both horns will sound for approx. one minute and the
DECOMP light will be illuminated.
The aural warning can be silenced by the horn cancel P/B.
PARTITION
HORN
DECOMP WARNING LIGHT (yellow)
HORN
CARGO
SMOKE
DECOMP
PRESS TO TEST
HORN CANCEL
HORN CANCEL P/B
oOo
1.2.2
Page 4
15 OCT 1996
Issue 5

1.
747-400
1.2
1.2.3
Equipment Cooling
GENERAL DESCRIPTION
The equipment cooling system provides cooling air for flightdeck equipment and the electrical and
electronic (E & E) compartment equipment racks. The system uses internal cooling fans and valves to
direct cool cabin air from inside the lower fuselage into the equipment racks. The warm exhaust air is
ducted overboard, or into the forward cargo compartment.
The system has three modes of operation: NORM mode, STBY mode and OVRD mode.
The NORM and STBY mode are used on the ground and in flight.
The OVRD mode is only used in flight.
With the Equipment Cooling Selector in NORM, both the supply and exhaust fan operate and the bypass
and smoke/override valves are closed. With engines not running and the forward cargo A/C system OFF,
warm exhaust air is ducted either through the inboard exhaust valve into the forward cargo compartment,
or through the ground exhaust valve overboard, depending on outside air temperature.
On the ground, with one or more engines running on each wing, the system configures for flight. In the
flight configuration, exhaust air is ducted into the forward cargo compartment and the ground exhaust
valve is closed to allow cabin pressurization after take-off. If the equipment cooling system is not
correctly configured for flight after engine start, the STBY mode may be used.
With the Equipment Cooling Selector in STBY, the system functions the same as in NORM mode, except
that the ground exhaust valve is always closed and the exhaust air is ducted into the forward cargo
compartment, regardless of outside air temperatures.
The OVRD mode can provide equipment cooling in flight and can be selected in case of inadequate
cooling airflow (fan failure), overtemperature or smoke detection.
With the Equipment Cooling Selector in OVRD, both cooling fans are turned off, the inboard supply and
inboard exhaust valves are closed and the smoke/override valve opens to an overboard vent, allowing
cabin differential pressure to create a reverse air flow through the equipment racks.
The equipment cooling system automatically configures to the OVRD mode when the FWD or
AFT CARGO FIRE ARM P/B is set to the ARMED position.
With the Equipment Cooling Selector in either NORM or STBY, the system compensates for a single
cooling fan failure, by closing the inboard supply and inboard exhaust valves and by opening the bypass
valve to allow internal circulation of the cooling air through the flight deck and main equipment racks.
There will be no airflow to the forward cargo compartment.
When the forward cargo A/C system is selected ON, the equipment cooling system will operate as
follows:
During ground operation equipment cooling air is ducted overboard through the ground exhaust
valve, irrespective of the outside air temperature, until engine start.
After engine start, and inflight until an altitude of 15.000 ft is reached, and from top of descent,
equipment cooling air circulates internally (inboard supply valve and inboard exhaust valve closed,
bypass valve open).
Above 15.000 ft until top of descent, the system operates normally, with cooling air exhausting in the
Smoke and no-airflow detection devices will generate the EICAS warning alert EQUIP COOLING.
22 FEB 2001
Issue 7
1.2.3
Page 1

2.
747-400
1.2
1.2.3
Equipment Cooling

SCHEMATIC SHOWN DURING FLIGHT IN NORMAL OR STANDBY MODE
(FORWARD CARGO A/C SYSTEM OFF)
INBOARD EXHAUST VALVE
SMOKE
DETECTOR
EXHAUST
COOLING FAN
FWD CARGO
COMPARTMENT
FLIGHT DECK
E & E COMPT
HEATERS (2x)
GROUND EXHAUST VALVE

AREA AROUND PANELS
CRTs
COCKPIT
PANELS
AREA AROUND PANELS
CENTER
EQUIP. CENTER
E&E
RACKS
OVERBOARD
E6 / E9
RACKS
BYPASS VALVE
E6/E9 VALVE
SUPPLY
COOLING FAN
CLEANER
CABIN AIR
SMOKE/OVERRIDE VALVE
INBOARD SUPPLY VALVE
OVERBOARD
SCHEMATIC SHOWN DURING FLIGHT IN OVERRIDE MODE

SMOKE
DETECTOR
EXHAUST
COOLING FAN
FWD CARGO
COMPARTMENT
FLIGHT DECK
E & E COMPT
HEATERS (2x)

AREA AROUND PANELS
CENTER
EQUIP. CENTER
AREA AROUND PANELS
OVERBOARD
CRTs
COCKPIT
PANELS
E&E
RACKS
E6 / E9
RACKS
BYPASS VALVE
E6/E9 VALVE
SUPPLY
COOLING FAN
CLEANER
OVERBOARD
1.2.3
Page 2
15 MAR 1999
Issue 5

3.
747-400
1.2
1.2.3
Equipment Cooling
PASS TEMP
FLT DECK
AUTO
AUTO
A
C
W
MAN
ALTN
ZONE RST
TRIM AIR
ON
UPR--RECIRC--LWR
ON
AFT CARGO HT
ON
ON
SYS
FAULT
TEMP
EQUIP COOLING
NORM
STBY
HI FLOW
PACK RST
GASPER
OVRD
ON
ON
SYS
FAULT
EQUIPment COOLING Selector

(Forward Cargo A/C System OFF)

(Forward Cargo A/C System ON)
STBY:
Ground exhaust valve closes.
Inboard exhaust valve opens.
Bypasses automatic control to reconfigure
system for flight.
With a single cooling fan failure:
S Inboard supply and inboard exhaust valves
are closed and the bypass valve opens to
allow internal circulation of equipment
cooling air.
STBY:
Bypasses automatic control to reconfigure
system for flight.
S Equipment cooling valves close to allow
internal circulation of equipment cooling
air.
NORM:
Equipment cooling airflow from both cooling
fans.
On the ground and engines not running:
S Equipment cooling air is exhausted
overboard. Inboard supply valve open and
inboard exhaust valve closed.
With two or more engines running:
S Ground exhaust valve closes.
S Inboard supply valve closes and bypass
valve opens. Equipment cooling air
circulated internally until 15.000 ft.
Above 15.000 ft until top of descent:
S Equipment cooling air exhausted into
Top of descent until landing:
S Equipment cooling air circulated internally.
Landing until engine shutdown:
S Equipment cooling air exhausted
overboard.
are closed and bypass valve opens to allow
internal circulation of equipment cooling
air.
OVRD:
Inboard exhaust valve closes, if open.
Ground exhaust valve closes, if open.
Inboard supply valve closes, if open.
Smoke/override valve opens.
Differential pressure exhausts equipment
cooling air overboard.
Both cooling fans are off.
NORM:
Equipment cooling airflow from both cooling
fans.
Ground operation with engines not running is
based on OAT:
S Equipment cooling air is exhausted
overboard above 7C OAT, or into forward
cargo compartment below 7C OAT.
S Equipment cooling air is exhausted into
are closed and the bypass valve opens to
allow internal circulation of equipment
cooling air.
OVRD:
Inboard exhaust valve closes.
Inboard supply valve closes.
Differential pressure exhausts equipment
cooling air overboard.
oOo
1 FEB 2002
Issue 8
1.2.3
Page 3
747-400
1.2
1.2.3
Equipment Cooling
1.2.3
Page 4
1 MAR 1994
Issue 1
747-400

1.
1.2
1.2.3
Equipment Cooling
GENERAL DESCRIPTION
On the ground, with one or more engines running on each wing, the system configures for flight. Flight
configuration depends on the position of the Lower Lobe Cargo Conditioned Air Flow Rate Selector and
the temperature selected by the Forward Lower Lobe Cargo Temperature Selector.
With FWD Airconditioning in FWD HIGH, FWD LOW or BOTH LOW and the temperature selected is
lower than 10 C, the equipment cooling air is recirculated in a closed loop mode. With higher selected
temperatures or forward airconditioning not selected on the inboard exhaust valve is open and the warm
equipment cooling exhaust air discharges into the forward cargo compartment.
With the Equipment Cooling Selector in STBY, the system functions the same as in NORM mode.
The OVRD mode can provide equipment cooling in flight and can be selected in case of inadequate
cooling airflow (fan failure), overtemperature or smoke detection.
With the Equipment Cooling Selector in OVRD, both cooling fans are turned off, the inboard supply and
inboard exhaust valves are closed, flight deck equipment cooling source valve opens to the E/E
equipment cooling duct, and the smoke/override valve opens to an overboard vent, allowing cabin
differential pressure to create a reverse air flow through the equipment racks.
The equipment cooling system automatically configures to the OVRD mode when the FWD, AFT or MAIN
CARGO FIRE ARM P/B is set to the ARMED position, and turns off all airflow and heat into lower cargo
compartments.
With two or three packs operating, the Flight Deck Equipment Cooling Source Valve directs conditioned
air into the Flight Deck electrical equipment
When the forward cargo A/C system is selected ON, the equipment cooling system will operate as
follows:
During ground operation equipment cooling air is ducted overboard through the ground exhaust
valve, irrespective of the outside air temperature, until engine start.
After engine start, and inflight until an altitude of 15.000 ft is reached, and from top of descent,
equipment cooling air circulates internally (inboard supply valve and inboard exhaust valve closed,
bypass valve open).
Above 15.000 ft until top of descent, the system operates normally, with cooling air exhausting in the
Smoke and no-airflow detection devices will generate the EICAS warning alert EQUIP COOLING.
1 MAR 2003
Issue 1
1.2.3
Page F1
747-400

2.
1.2
1.2.3
Equipment Cooling
SCHEMATIC SHOWN DURING FLIGHT IN NORMAL OR STANDBY MODE

SMOKE
DETECTOR
EXHAUST
COOLING FAN
FWD CARGO
COMPARTMENT
FLIGHT DECK
E & E COMPT
HEATERS (2x)

AREA AROUND PANELS
CRTs
AREA AROUND PANELS
COCKPIT
PANELS
CENTER
EQUIP. CENTER
E&E
RACKS
OVERBOARD
E6 / E9
RACKS
BYPASS VALVE
E6/E9 VALVE
SUPPLY
COOLING FAN
CLEANER
CABIN AIR
FLIGHT DECK
EQUIPMENT COOLING
SOURCE VALVE

CONDITIONED
AIR
OVERBOARD
SCHEMATIC SHOWN DURING FLIGHT IN OVERRIDE MODE

SMOKE
DETECTOR
EXHAUST
COOLING FAN
FWD CARGO
COMPARTMENT
FLIGHT DECK
E & E COMPT
HEATERS (2x)

AREA AROUND PANELS
CENTER
EQUIP. CENTER
AREA AROUND PANELS
OVERBOARD
CRTs
COCKPIT
PANELS
E&E
RACKS
E6 / E9
RACKS
BYPASS VALVE
E6/E9 VALVE
SUPPLY
COOLING FAN
CLEANER
FLIGHT DECK
EQUIPMENT COOLING
SOURCE VALVE
CONDITIONED
AIR
OVERBOARD
1.2.3
Page F2
1 MAR 2003
Issue 1
747-400

3.
1.2
1.2.3
Equipment Cooling
PASS TEMP
FLT DECK
AUTO
AUTO
A
C
W
MAN
ALTN
ZONE RST
TRIM AIR
ON
UPR--RECIRC--LWR
ON
AFT CARGO HT
ON
ON
SYS
FAULT
TEMP
EQUIP COOLING
NORM
STBY
HI FLOW
PACK RST
GASPER
OVRD
ON
ON
SYS
FAULT

(Forward Cargo A/C System OFF)
STBY:
Inboard exhaust valve opens.
Bypasses automatic control to reconfigure system for flight.
S Inboard supply and inboard exhaust valves are closed and the bypass valve opens to allow internal
circulation of equipment cooling air.
NORM:
Equipment cooling airflow from both cooling fans.
Ground operation with engines not running is based on OAT:
S Equipment cooling air is exhausted overboard above 7C OAT, or into forward cargo compartment
below 7C OAT.
S Equipment cooling air is exhausted into forward cargo compartment.
S Inboard supply and inboard exhaust valves are closed and the bypass valve opens to allow internal
circulation of equipment cooling air.
Flight Deck Equipment Cooling Source Valve directs conditioned air into flight deck electrical equipment
OVRD:
Inboard exhaust valve closes.
Inboard supply valve closes.
Differential pressure exhausts equipment cooling air overboard.
Flight Deck Equipment Cooling Source Valve opens to E/E equipment cooling duct
oOo
1 MAR 2003
Issue 1
1.2.3
Page F3
747-400
1.2
1.2.3
Equipment Cooling
1.2.3
Page F4
1 MAR 2003
Issue 1
747-400

1.
1.2
1.2.4
EICAS Interface
SYSTEM DISPLAY
ECS P/B (momentary action)
PUSH:
Displays environmental control system (ECS)
synoptic on the secondary EICAS display.
Displays duct pressure and cabin altitude
indications on the primary EICAS display.
SECOND PUSH:
Secondary EICAS display blanks.
Duct pressure and cabin altitude indications
no longer displayed.
EICAS SELECT PANEL
Zone Temperatures
F/D, U/D, A, B, C, D and E:
Zone target temperatures (magenta) on the left
and actual temperatures (white) on the right for
the respective air conditioning zone.
Target temperatures not displayed when:
S ALTN mode is selected.
S All Packs are in OFF.
S Operating in the Back-up mode.
TEMP C
F/D
22
U/D
22
24
A
24
23
MASTER
22
24
24
24
24
23
24
25
24
24
OUTFLOW VALVES
L
FWD
R
OP
AFT
20
10
CL
MAN
AUTO
HI FLOW
1
OFF
PACK CONTROL
PACK CONTROL
DUCT
DUCT
PSI
EXT
PSI
AIR
30
WING
WING
TAI
TAI
MASTER:
Temperature setting of Passenger Temperature
Selector.
FWD:
Zone target temperature on the left and actual
temperature on the right when Cargo A/C
system is selected ON.
Target temperature not displayed when:
S Cargo A/C system is selected OFF.
S Pack 3 is selected OFF, with Cargo A/C
system selected ON.
AFT:
Actual temperature of aft cargo compartment.
APU
OFF
OUTFLOW VALVE POSITION

NAC
NAC
TAI
1
ENG
TAI
3
ENG
FLOW LINES
Air flow through duct
No air flow
OUTFLOW VALVE CONTROL SOURCE

HI FLOW
Pack operating in HI FLOW mode.
Indication removed in normal flow or when pack
is OFF.
Inhibited for Pack 3 when FWD Cargo
Compartment A/C system is operating.
PACK CONTROL
The air flow displayed is generated by the displayed

valve positions, switch positions, and pack status. It
does not display actual air flow, therefore the display
may not represent the actual system operation.
OFF:
Pack valve closed.
A or B:
Indicates pack controller in use.
AIR CONDITIONING AND PRESSURIZATION SYNOPTIC DISPLAY
22 FEB 2001
Issue 5
1.2.4
Page 1
747-400
1.2
1.2.4
EICAS Interface
BLEED AIR PRESSURE

Left and right wing duct pressures (psi).
White : Duct pressure normal.
Amber : Duct pressure 11 psi or below.
CABIN ALTITUDE
White : Cabin altitude normal.
Amber : Cabin altitude above 8500 ft.
Red
: Cabin altitude above 10.000 ft.
30 DUCT PRESS 30
CAB ALT 6250
RATE 0
LDG ALT 118 AUTO P 8.8
PRIMARY EICAS DISPLAY
CABIN RATE OF CLIMB/DESCENT

CABIN DIFFERENTIAL PRESSURE
White : Diff. pressure normal.
Amber : Diff. pressure 9.0 psi and above.
Red
: Diff. pressure 9.2 psi and above.
AUTOMATIC LANDING ALTITUDE
SELECTION (white)
LANDING ALTITUDE
Automatic altitude input comes from FMS.
Initially displays origin field elevation.
Switches over to the destination landing alt
at 400 NM from the origin or halfway the
route, whichever comes first.
Inhibited if both cabin pressure controllers
A and B fail.
Inhibited if both left and right outflow
valves are in manual control.
Default value is 2000 without airport entry
in FMS.
LDG ALT
5333MAN
MANUAL LANDING ALTITUDE SELECTION

(amber)
LANDING ALTITUDE
Duct Pressure, Cabin Altitude, Rate, Landing Altitude and

Differential Pressure are displayed automatically when:
Altitude manually selected using landing

altitude selector.
Inhibited if both cabin pressure controllers
A and B fail.
Inhibited if both left and right outflow
valves are in manual control.
Landing altitude control in manual.

Cabin altitude in caution (amber) or warning (red) range.
Cabin differential pressure in caution (amber) or warning
(red) range.
ECS or ENG synoptic selected on secondary EICAS
display.
Either duct pressure 11 psi or less.
Following EICAS alerts displayed:
S CABIN ALT AUTO
S LANDING ALT
S OUTFLOW VLV
S BLD DUCT LEAK
1.2.4
Page 2
22 FEB 2001
Issue 5

2.
747-400
1.2
1.2.4
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
CABIN ALTITUDE
CABIN ALT AUTO
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
W
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
WARNING
Local
Condition
--
Cabin altitude exceeds 10.000 ft.
--
CAUTION
EQUIP COOLING
--
CAUTION
Loss of input from or failure of

both cabin pressure controllers.
Manual mode selected.
Low flow in equipment cooling
air supply duct.
Low flow in flightdeck supply
duct.
Smoke detected in equipment
cooling air exhaust.
Equipment cooling air supply
overtemp.
Equipment cooling air exhaust
fan fail with either the inboard
exhaust valve or bypass valve
not in the commanded position.
No flow through rack when
system in override mode.
Ground exhaust valve not in
commanded position.
Inhibited when any cargo fire
armed P/B is activated.
> E/E CLNG CARD
--
--
--
Control card failure.

Invalid or missing data.
LANDING ALT
--
--
--
Disagreement between FMC

landing altitude selected and
cabin pressure controller target
altitude.
Landing altitude control
selected in manual mode.
OUTFLOW VLV L (R)
--
--
--
22 FEB 2001
Issue 6
Auto control of L or R outflow

valve inoperative.
Manual selected.
1.2.4
Page 3
Message
PACK 1
747-400
1.2
1.2.4
EICAS Interface
Level
MWL/
MCL
Aural
--
--
Local
Condition
SYS
FAULT
PACK 2
--
--
SYS
FAULT
PACK 3
--
--
SYS
FAULT
PACK CONTROL
--
-SYS
FAULT
PRESS RELIEF
--
--
TEMP CARGO HEAT
--
--
--
Neither pack temp controller is

in control of pack 2 for
30 seconds.
Pack 2 high pack outlet temp.
High compressor outlet temp.
Out of sequence of turbine
bypass valve and ram air inlet
and exit doors.
Either pressure relief valve
actuated and pack 2 shut down.
Pack valve closed and selector
ON.
in control of pack 3 for 30
seconds.
and exit doors.
Any cargo fire armed P/B
activated and pack 3 shutdown
ON.
Automatic temperature control of all

packs has failed.
One or both pressure relief valves
open and pack 2 fails to shutdown
with all 3 packs operating in high
flow.
TEMP
1.2.4
Page 4

in control of pack 1 for
30 seconds.
and exit doors.
ON.
Aft cargo compartment temp

above 32C (when aft cargo
heat system is operating).
Inhibited if the aft cargo
temperature control valve is in
the closed position.
22 FEB 2001
Issue 7
Message
TEMP ZONE
747-400
1.2
1.2.4
EICAS Interface
Level
MWL/
MCL
Aural
--
--
Local
Condition
SYS
FAULT
> TEMP CARGO A/C
--
--
--
Any zone supply duct temp

above 85C.
Critical zone temp controller
failure.
Master trim air valve failed
closed.
Fwd cargo a/c duct temp above
85C.
Fwd cargo compartment temp
above 32C.
Inhibited on the ground.
> TRIM AIR OFF
--
--
--
Master trim air valve commanded

closed.
PACK 1 (2) (3) OFF
--
--
--
PACKS HIGH FLOW
--
--
--
Packs high flow manually selected

by HI flow P/B.
PACKS OFF
--
--
--
PACK 1 + 2 OFF
--
--
--
Packs 1 and 2 selected off.
PACK 2 + 3 OFF
--
--
--
PACK 1 + 3 OFF
--
--
--
Pack 1, 2 or 3 selected off.

Inhibited by pack 1, 2 or 3
advisory message.
All 3 packs switched off.

All 3 pack valves closed.
Inhibited by pack 1, 2, 3
advisory messages. Inhibits all
other pack off memos.
oOo
15 MAR 1999
Issue 6
1.2.4
Page 5
747-400
1.2
1.2.4
EICAS Interface
1.2.4
Page 6
15 MAR 1999
Issue 5
747-400

1.
1.2
1.2.4
EICAS Interface
SYSTEM DISPLAY
ECS P/B (momentary action)
PUSH:
Displays environmental control system (ECS)
synoptic on the secondary EICAS display.
Displays duct pressure and cabin altitude
indications on the primary EICAS display.
SECOND PUSH:
Secondary EICAS display blanks.
Duct pressure and cabin altitude indications
no longer displayed.
Zone Temperatures
EICAS SELECT PANEL
F/D
22
C/R
U/D
22
23
24
24
23
FWD
AFT
24
22
24
F/D, U/D, C/R,FWD Main Deck and AFT Main

Deck:
Zone target temperatures (magenta) on the left
and actual temperatures (white) on the right for
the respective air conditioning zone.
Target temperatures not displayed when:
S All Packs are in OFF.
S Operating in the Back-up mode.
24
OUTFLOW VALVES
L
10
16
R
OP
AFT
FWD
10
CL
MAN
AUTO
HI FLOW
1
OFF
PACK CONTROL
PACK CONTROL
DUCT
DUCT
PSI
EXT
PSI
AIR
30
WING
WING
TAI
TAI
APU
OFF
NAC
NAC
TAI
1
ENG
FWD:
S Cargo airconditioning system is selected
OFF, AFT LOW or AFT HIGH
system selected ON.
AFT:
S Cargo airconditioning system is selected
OFF, FWD LOW or FWD HIGH
system selected ON.
TAI
3
ENG
OUTFLOW VALVE POSITION

OUTFLOW VALVE CONTROL SOURCE

HI FLOW
FLOW LINES
Air flow through duct
No air flow
Pack operating in HI FLOW mode.

Indication removed in normal flow or when pack
is OFF.
PACK CONTROL
The air flow displayed is generated by the displayed

valve positions, switch positions, and pack status. It
does not display actual air flow, therefore the display
may not represent the actual system operation.
OFF:
Pack valve closed.
A or B:
Indicates pack controller in use.
AIR CONDITIONING AND PRESSURIZATION SYNOPTIC DISPLAY
1 MAR 2003
Issue 1
1.2.4
Page F1
747-400

2.
1.2
1.2.4
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
MESSAGE
TEMP ZONE
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Aural
B - Bell
b - Beeper
S - Siren
LEVEL
MWL/
MCL
Aural
--
--
Local
CONDITION
SYS
FAULT
Any zone supply duct temp

above 85C.
Critical zone temp controller
failure.
Master trim air valve failed
closed.
Forward cargo compartment
trim air valve failed close.
Aft lower cargo compartment
trim air valve failed close
Forward cargo compartment
overheat.
Aft lower cargo compartment
overheat.
oOo
1.2.4
Page F2
1 MAR 2003
Issue 1
1.3
AUTOMATIC FLIGHT
747-400
Contents:
1.3.1
1.3.2
GENERAL
1. General Description
2.
MCP Mode Selector Switches
3.
Mode Annunciation
4.
Mode Failures
5.
Land 2 / Land 3
6.
Flare
7.
8.
No Autoland
Stabilizer Trim Bias
9.
Speed Control / Protection
AUTO PILOT FLIGHT DIRECTOR SYSTEM

1. Main Components and Subsystems
2.
1.3.3
1.3.5
2.1
AFDS Engagement/Disengagement
2.2
Roll Modes
2.3
Pitch Modes
2.4
Common Modes
2.5
2.6
Go-Around
Windshear Recovery Guidance
3.
Altitude Alerting
4.

4.1
PFD - Flight Mode Annunciation (FMA)
4.2
Flight Director Bars
4.3
Annunciations during an Automatic Landing
AUTOTHROTTLE SYSTEM
1.
2.
Functions and Modes
3.
1.3.4
Functions and Modes
2.1
2.2
Thrust
A/T Engagement/Disengagement
2.3
Modes

3.1
PFD - Flight Mode Annunciation (FMA)
3.2.
THR Rating Indications
YAW DAMPER
1.
General Description
2.
3.
EICAS INTERFACE
1.
Alerts
oOo
1 JUN 1999
Issue 6
1.3 CNT
Page 1
1.3
AUTOMATIC FLIGHT
747-400
1.3 CNT
Page 2
1 SEP 1993
Issue 1

1.
747-400
1.3
AUTOMATIC FLIGHT
1.3.1
General
GENERAL DESCRIPTION
The Autoflight System consists of the Autopilot Flight Director System (AFDS) and the Autothrottle
System (A/T). The Flight Management System (FMS) automatically manages pitch, roll and thrust
through simultaneous control of the AFDS and A/T to optimize lateral and vertical flight path guidance
through all flight phases.
The AFDS is a triple system consisting of three individual Flight Control Computers (FCCs) and a single
Mode Control Panel (MCP). The MCP provides coordinated control of autopilot, flight director, altitude
alert and autothrottle functions.
Input signals to the system (Air Data, IRS, Radio Altimeter, selected FMS, MCP) are processed through
three FCCs. Computer information can then simultaneously provide commands to aircraft control
surfaces and flight director display.
The three FCCs, identified as left, center and right, send control signals to their respective A/P control
servos which operate the flight controls through three separate hydraulic systems. The selected A/P
controls the ailerons and elevator continuously.
The rudder is only controlled during an ILS approach with two or three A/Ps engaged.
During an ILS approach with all three A/Ps engaged, the three FCCs are powered by separate electrical
sources.
Nose wheel steering is added during automatic rollout following an automatic landing.
A/P, F/D and A/T control modes are selected on the MCP.
Mode of operation is annunciated on the Primary Flight Display (PFD).
The system provides the following path control functions for automatic and/or manual (flight director)
control of the airplane:
Flight Level Change
(FLCH)
Heading Select
(HDG SEL)
Heading Hold
(HDG HOLD)
Vertical Speed
(V/S)
Altitude
(ALT)
Localizer
(LOC)
Attitude
(ATT)
Takeoff/Go-Around
(TO/GA)
Approach
(APP)
S Includes LOC, G/S, FLARE and ROLLOUT.
Lateral Navigation
(LNAV)
Vertical Navigation
(VNAV)
2.
MCP MODE SELECTOR SWITCHES

MCP switches are pushed to select a mode. A light bar in the lower half of each switch illuminates to
indicate that the mode has been selected and not more than that. Engagement is annunciated on the
PFD. See sub para 3.
Typical example:
SPD
-- -- --
1 JUN 1999
Issue 6
1.3.1
Page 1

3.
747-400
1.3
AUTOMATIC FLIGHT
1.3.1
General
MODE ANNUNCIATION
Mode arming (white) and engagement (green) are shown at the Flight Mode Annunciation (FMA) on the
PFD divided into three display segments defined as A/T, Roll and Pitch.
At initial engagement, an attention box around the mode is displayed for 10 seconds.
e.g.:
4.
LOC
MODE FAILURES
When the AFDS detects an invalid input signal a mode failure is generated.
Mode failures are indicated by an AMBER line drawn through the respective mode on the FMA, and are
accompanied by the caution alert >AUTOPILOT on EICAS.
The A/P will not disengage.
e.g.:
LOC
Any mode failure in either pitch or roll causes the respective FD command bar to disappear.
As long as the mode failure exists, the autoflight system will operate in the attitude stabilizing mode.
The pitch and/or roll attitude will be stabilized at the value which exists at the moment of mode failure.
The Inertial Reference Units, which normally calculate the aircrafts magnetic heading and track, will
compute these parameters referenced to true north as outlined according the figure in AOM 1.13.2-3.
Whenever selecting either the HDG HOLD or HDG SEL mode in this area, a mode failure will occur.
Selecting the HDG REF switch - located on the EICAS control panel - to the TRUE position will restore
normal system operation.
NOTE: The LNAV mode is not affected when flying north (south) of 73N (60S) because of an automatic
function in the Flight Management Computer (FMC) which is independent of the HDG REF switch
position.
5.
LAND 2 / LAND 3
The Autoflight System is certified for automatic approaches down to CAT IIIB landing minima, including
N-1.
Autoland status, which is displayed below the FMA on the PFDs, provides information relative to the
status of the AFDS systems for CAT 2 and CAT 3 approaches with automatic landing and rollout.
With LAND 3 annunciated, the level of redundancy is such that the occurrence of any single fault would
not prevent the system from making an automatic landing. (fail operational).
Any fault, which downgrades the level of redundancy, is shown as LAND 2 or NO AUTOLAND
With LAND 2 annunciated, the level of redundancy is such that any single fault does not cause a
significant deviation from the flight path. (fail passive).
Degradation of system redundancy is also annunciated on EICAS. Either > NO LAND 3 or
> NO AUTOLAND alert can be displayed.
The autoland system does not have to be in the approach mode nor in the multi-channel operation for
these alerts to be displayed.
The alerts will be displayed as a caution between 1500 and 200 ft and as an advisory for all other flight
phases. These alerts may be generated from the moment of power up.
Whenever during a stabilized approach, while LAND 3 is annunciated, a total ILS failure occurs resulting
in a mode failure of LOC and GS, the aircraft will follow a path in space based on inertial system signals.
Faults that do not require immediate crew action or recognition and are related to a degradation which
occurs below 200 ft RA, will appear as an EICAS STATUS message upon autopilot disconnect after
touchdown.
1.3.1
Page 2
22 FEB 2001
Issue 6

6.
747-400
1.3
AUTOMATIC FLIGHT
1.3.1
General
FLARE
The land capability manoeuvres the aircraft within a very strictly defined touchdown zone on the runway.
To accomplish this requirement, the flare control law is based on a path in space concept.
To minimize the touchdown dispersion within the touchdown zone, tight vertical path control is required.
System control requires a certain signal offset, necessary in order to establish the aircraft on the required
vertical path and intended touchdown point.
Since the system does not utilize any direct lift-control devices, pitch is entirely achieved through
elevator. This can imply abrupt pitch activity at low altitudes.
Flare will be initiated between 60 and 40 ft AGL, depending on sinkrate. Target sinkrate upon touchdown
is 90 ftm, while the target touchdown point is situated 450 ft beyond the glideslope/runway intercept
point. Average touchdown pitch attitude is 4.0 degrees.
Parameters used in the flare calculation are groundspeed, vertical speed, pitch attitude, pitch attitude
rate, radio altitude, radio altitude rate, and calculated vertical and longitudinal position with respect to the
ILS signals.
7.
NO AUTOLAND
Changes in autoland status, which occur below 200 ft RA, are not annunciated on the PFDs except for
the message NO AUTOLAND.
If at 600 ft AGL the autoflight system has not transitioned to LAND 3 or LAND 2 when APProach has been
selected, the message NO AUTOLAND will be annunciated on the PFD.
8.
STABILIZER TRIM BIAS

A stabilizer trim-up bias will be introduced below 200 ft during a dual channel approach (LAND 2
annunciated), to induce a pitch-up manoeuvre in case of an inadvertent autopilot disconnect during flare.
A trim-up bias will not be induced during a triple channel approach and landing.
Should an autopilot disconnect during a triple channel flare than the flare will be conducted normally by
the remaining channels.
During a single channel approach a flare manoeuvre is not certified.
9.
SPEED CONTROL/PROTECTION
Speed control and protection prevents the aircraft from exceeding the speed envelope as calculated by
the FMS when in VNAV mode, or the FCC in any other mode except the Vertical Speed mode (V/S).
V/S is the only mode during which there is no speed protection other than the basic autopilot warning
indicating that the minimum manoeuvring or maximum operating speed has been reached (VMO/MMO and
Flap placard speed).
The basic autopilot warning consists of:
AFDS mode failure indication (amber bar drawn through the mode annunciation).
EICAS Caution alert >AUTOPILOT.
Aural tone (beeper).
Without interference, the aircraft will continue to accelerate or decelerate.
oOo
1 JUN 1999
Issue 4
1.3.1
Page 3
747-400
1.3
AUTOMATIC FLIGHT
1.3.1
General
1.3.1
Page 4
1 SEP 1993
Issue 1

1.
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Auto Pilot Flight Director System

The system consists of the following parts:
Three (3) Flight Control Computers (FCC)
One (1) Mode Control Panel (MCP)
Nine (9) FCC controlled hydraulic servos.
Control of the AFDS is via:
MCP on the glareshield
TO/GA switch on the throttle levers
A/P disengage switch on the control wheels
Multi-purpose Control Display Unit (MCDU)
FD source selectors on pilots panels
AFDS visual and aural indications are:
F/D pitch/roll bars on PFDs.
Flight Mode Annunciators (FMA) on the PFDs
Master warning and caution lights on the glareshield
EICAS alerts
Siren and Beeper.
1 SEP 1993
Issue 3
1.3.2
Page 1
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
MODE CONTROL PANEL (GLARESHIELD)

A/T ARM
ON
2 0 0
OFF
THR
HDG
VERT SPD
ALT
A/P ENGAGE
C
2 7 0
+ 2 3 0 0
1 7 0 0 0
CMD
CMD
CMD
IAS/MACH
F/D
L NAV
5
SEL
V NAV
AUTO
SEL
OFF
SPD
FL CH
BANK
LIMIT
ON
F/D
ON
25
LOC
OFF
HOLD
V/S
HOLD
APP
DISENGAGE
UP
R
FMC
L
FMC
FMC
MASTER
SELECTOR
FMC
L
FCC
C
FCC
R
FCC
ADC
FD CMD
BARS
L HYD
SERVOS
IRS
C HYD
SERVOS
HYD 3
R HYD
SERVOS
HYD 1
HYD 2
HYDRAULIC
FLIGHT CONTROL
ACTUATORS
ILS
LRRA
FLIGHT CONTROL
SURFACES
DATA BUS
ANALOG SIGNAL
MECHANICAL LINKAGE
1.3.2
Page 2
1 JUN 1999
Issue 4

2.
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
FUNCTIONS AND MODES
A
A/T ARM
IAS/MACH
F/D
ON
2 0 0
L NAV
HDG
VERT SPD
ALT
A/P ENGAGE
C
2 7 0
+ 2 3 0 0
1 7 0 0 0
CMD
CMD
CMD
OFF
5
SEL
THR
V NAV
AUTO
OFF
SPD
FL CH
F/D
ON
25
SEL
BANK
LIMIT
ON
LOC
OFF
HOLD
V/S
HOLD
APP
DISENGAGE
UP
AFDS Modes
In all modes to be discussed, subsystems are to be considered operative and properly set.
Three types of modes can be distinguished:
Roll
Pitch
Common.
2.1
AFDS ENGAGEMENT/DISENGAGEMENT
Flight Director Switch
A/T ARM
F/D
ON
OFF
THR
OFF
SPD
ON (F/D engagement):
Respective pilot command bars in view
Command bars operational in current AFDS mode
F/D annunciation appears on respective PFD
A/P not engaged:
S On ground:
Pitch/Roll annunciation:
TO/GA | TO/GA
S In flight:
More than 5 bank:
ATT | V/S
Steering commands maintain present attitude
Less than 5 bank:
HDG HOLD | V/S
A/P engaged:
S On ground and in flight:
Active Autopilot mode remains annunciated.
OFF (F/D disengagement):
Command bars not in view.
Command bars in view when after pushing TO/GA P/B the
airspeed is greater than 80 KTS and the flaps are out of up.
Pitch/Roll annunciation:
TO/GA | TO/GA
15 OCT 1996
Issue 5
1.3.2
Page 3
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Autopilot ENGAGE P/B

PUSH:
CMD annunciation appears on both PFDs.
A/P ENGAGE
C
CMD
CMD
CMD
If both F/Ds off:

S Vertical Speed window is synchronized with current V/S
ATT | V/S
S More than 5 bank, PFD annunciation:
S Less than 5 bank, PFD annunciation:
HDG HOLD | V/S
If either F/D on:
S Active F/D mode annunciations remain displayed
Remaining P/Bs will illuminate automatically when APP P/B is
pushed prior to and during approach.
DISENGAGE
Autopilot DISENGAGE Bar

PUSH DOWN:
Exposes amber stripe
Disengages all engaged A/Ps from Flight Control Servos.
Prevents A/P engagement.
LIFT UP:
Conceals amber stripe
Permits A/P engagement.
Autopilot Disengage P/B

(Momentary action)
PUSH:
Disengages all engaged A/Ps (normal disengagement)
Master Warning Lights illuminate
EICAS alert AUTOPILOT DISC displayed.
Aural warning siren sounds
S When the A/P has been disengaged automatically:
Resets EICAS alert.
Silences aural warning
SECOND PUSH:
Resets Master Warning Lights and EICAS alert.
Silences aural warning when A/P has not been disengaged
automatically
Pressing the control wheel disengage P/B twice (short interval), will
sound the aural warning for one (1) second even when the A/P is
not engaged.
1.3.2
Page 4
15 OCT 1996
Issue 5

2.2
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
ROLL MODES
Heading Window
Displays selected heading
Initializes to 000 when power is first applied
Automatically changes to selected ILS front course heading at LOC
capture.
Heading Select (HDG SEL)
Inner selector (push)
AFDS controls roll to acquire and maintain heading.
Not active if engaged in APP roll mode.
Middle selector (turn)
Airplane will turn in the direction of turning the HDG SEL knob even if
turned more than 180.
When HDG SEL is selected after the knob is rotated first, a turn is
commanded along the shortest route towards the selected heading.
HDG
2 7 0
5
AUTO
25
SEL
HOLD
BANK
LIMIT
Outer selector (turn)

Allows to choose five fixed bank limits or an automatic function.
The fixed limits are applicable in Heading Select only.
S Auto:
Varies between 25-15 degrees when true airspeed (TAS) is
between 332-381 knots. When TAS is more than 381 knots,
bank limit is 15 degrees.
Limits to 15 degrees during TO when:
S Flaps up and CAS < V2+90.
S One engine out and flaps not up and CAS < V2+20.
S Fixed: - 5, 10, 15, 20, 25.
Selected value is the maximum, regardless of airspeed or flap
position.
Engagement
Pushing heading select knob (inner knob).
A mode failure occurs when operating at latitudes as outlined in the
figure of AOM 1.13.2-3 and the HDG REF switch, located on the EICAS
control panel, is not switched to TRUE.
If the HDG REF switch, located on the EICAS control panel, position is
changed the AFDS changes to HGD HOLD.
Disengagement
When any other roll or common mode becomes active.
Heading Hold (HDG HOLD)
A/P rolls wings level and then holds present heading.
Engagement
By pushing the HDG HOLD P/B
When either F/D is engaged while no A/P in CMD (< 5 bank).
If an AP is engaged in CMD while the associated FD is not operational
(< 5 bank).
When any active roll or common mode is disengaged and is not
replaced by another (armed) mode.
A mode failure occurs when above 73N (60S) and the HDG REF
switch, located on the EICAS control panel, is not switched to TRUE
If the HDG REF switch, located on the EICAS control panel, position is
changed, the AFDS commands a heading change.
Disengagement
When any other roll or common mode becomes active.
15 OCT 1996
Issue 6
1.3.2
Page 5
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Lateral Navigation P/B (LNAV)

The FMS fully controls the aircraft along a predetermined route.
Guidance is available with up to two engines inoperative.
L NAV
V NAV
FL CH
Bank angle is limited to:

17.5 when within 2.5 NM distance to the active leg and the
intercept angle is 45 or less.
25 during normal leg change.
30 when a holding pattern is active.
Armed
Airplane is more than 2.5 NM from active leg
Localizer mode not engaged
LNAV mode arming is displayed in white below the active roll
mode.
Engaged
Active flightplan has been entered into FMS and
At 50 ft RA when armed prior to T/O
Airplane is at or within 2.5 NM on turning radius from active leg
and on intercept heading.
LNAV mode engagement is displayed in green in the roll mode
window.
Disarmed
By pressing a second time the LNAV P/B on the MCP
By arming another roll mode.
Disengaged
When any other roll mode becomes active.
Localizer Mode (LOC)

Armed
LOC mode arming is displayed in white below the active roll
mode.
Engaged
Within capture criteria based on speed and intercept angle
Intercept track angle within 120 of Localizer course
Selected heading cursor and MCP heading window slews to the
inbound heading allowing a missed approach heading to be set
LOC
APP
Disarmed
Second push of LOC P/B
Selecting other roll mode.
Disengaged
Selecting other roll mode
Engaging TO/GA
S Before LOC capture aircraft maintains present track.
S After LOC capture the aircraft maintains the localizer course.
Disengage AP and turn both FD/s off
When engaging an A/P with only F/D in the LOC mode, HDG HLD
will be displayed momentarily after which LOC will be the active
mode again.
1.3.2
Page 6
22 FEB 2001
Issue 6

2.3
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
PITCH MODES
Vertical Speed Mode (V/S)

Engagement
By pushing the V/S P/B.
When an A/P is engaged in CMD and no F/D is switched on.
In flight, when either F/D is switched on and no A/P is in CMD.
The existing V/S value will be displayed in the V/S window.
VERT SPD
+ 2 3 0 0
Disengagement
When a selected altitude is reached.
When G/S, VNAV, FLCH or ALT HLD mode is engaged.
By engaging TO/GA.
The window will go blank.
DN
V/S
UP
UP/DN
Sets vertical speed in Vertical Speed Window.

Selection range limit: - 8000 to +6000 fpm in 100 fpm increments
Mode is used to ascend or descend at a selected rate of climb.
The AFDS maintains the current V/S at moment of engagement.
The selected V/S is displayed as a magenta stripe on the V/S
indicator which is located on the PFD.
Speed Protection
Speed protection prevents the aircraft from exceeding the speed
envelope for the current configuration based on calculations of the
FMC or the FCC in case of invalid FMC data.
V/S is the only mode during which there is NO SPEED
PROTECTION other than the protection by the AFDS warning,
indicating that the minimum manoeuvring or maximum operating
speed has been reached. (VMO/MMO and Flap placard speed)
The warning consists of:
AFDS mode failure indication (Bar drawn through the mode
annunciation)
EICAS caution alert >AUTOPILOT
Aural tone (beeper).
Amber speed box (low speed) around speed indication on
PFD.
Without interference, the aircraft will continue to accelerate or
decelerate into the EICAS warning alert OVERSPEED or the
caution alert AIRSPEED LOW.
1 JUN 1999
Issue 7
1.3.2
Page 7
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
ALTITUDE (ALT)
This mode acquires and maintains the altitude selected and is
divided in a control (select) and hold mode.
For both modes there is only one annunciation: ALT
Altitude Window
Displays selected altitude.
Indication reads 10.000 ft when power is first applied.
Displayed altitude is reference altitude for altitude alerting and
level off.
ALTITUDE SELECTOR
ALT
1 7 0 0 0
HOLD
ROTATE:
Changes the displayed value in the altitude window and on the
PFD in 100 ft increments.
Range from 0 to 50.000 Ft.
PUSH:
During climb or descent, each push of the alt select knob
deletes the next FMS waypoint constraint between the
airplane and the selected altitude.
During cruise, or when no constraint exist, setting the altitude
window above/below the FMS cruise altitude resets the FMS
displayed cruise altitude.
When operating in VNAV PTH or VNAV ALT mode, a climb or
descent will be initiated.
If within 50 NM from the T/D and with the altitude window set
below the cruise altitude, the DES NOW will be initiated in the
FMS.
ALTITUDE HOLD (ALT)

Engagement
Captures and holds altitude at time of P/B operation.
Automatically when reaching the desired altitude when not in
VNAV mode.
Disengagement
When any other pitch mode had been selected either manual or
automatic.
1.3.2
Page 8
15 OCT 1996
Issue 5
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Flight Level Change (FLCH)
L NAV
V NAV
FL CH
Combines the A/T and pitch control of the AFDS to cause the
airplane automatically to climb or descent to a new selected altitude
with selected airspeed controlled through elevator.
A/T controls thrust to maintain a vertical speed proportional to the
requested altitude change.
Engagement
By pressing FLCH P/B.
Selects FLCH mode and sets IAS/MACH Window to the FMC
target speed (window open).
AFDS pitch channel holds target airspeed.
A/T is controlling thrust.
The thrust limit changes to CLB when in CRZ or to CON when in
N-1.
FLCH SPD is annunciated in the pitch window on the PFD.
Selecting a new speed or altitude is always possible.
At selected altitude the pitch mode changes to ALT.
Disengagement
When selecting an other pitch mode.
When the selected altitude is reached.
S The pitch mode changes to ALT mode and A/T changes to
SPD mode.
15 OCT 1996
Issue 5
1.3.2
Page 9
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Vertical Navigation (VNAV)

Combines the A/T and pitch control of the AFDS to cause the
airplane to acquire and maintain vertical path and thrust guidance
commands generated by the FMS.
Guidance is available with up to two engines inoperative.
VNAV can be divided into three sub-modes:
VNAV SPD:
S commands pitch to hold target speed.
S A/T engages in THR REF, THR, IDLE or HOLD as required by
phase of flight.
L NAV
V NAV
VNAV PTH:
S commands pitch to maintain target altitude calculated by FMC
(VNAV profile).
S A/T engages in SPD mode.
VNAV ALT:
S commands pitch to maintain MCP selected altitude
(intermediate level-off).
S A/T engages in SPD mode.
During climb or descent, AFDS captures and holds either the
altitude displayed in the Altitude Window or the FMS target altitude,
whichever is reached first
FL CH
Armed
When VNAV P/B is pushed and
Airplane altitude is less than 400 ft AGL.
Glideslope mode not engaged.
Disarmed
Second push before engagement.
Selecting APP mode.
Engaged
Automatically at 400 ft AGL when VNAV is armed prior to T/O.
At acceleration height, pitch commands a reduced climb rate
to achieve the greater of:
S 250 kts
S VREF + 100
S Speed transition.
When pushing VNAV P/B and airplane altitude is more than 400
ft AGL and G/S mode is not engaged.
Engagement will not occur when VNAV is armed prior to IRS
alignment completion.
Disengaged
When any other pitch mode becomes active.
1.3.2
Page 10
15 OCT 1996
Issue 4

2.4
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
COMMON MODES
These modes are combinations of pitch and roll modes.
Take Off Mode (TO/GA)

Take-off is a F/D only function of the AFDS system which
displays pitch and roll commands for climb out while the
autothrottle maintains take-off thrust.
TO/GA is annunciated in both the pitch and roll window on the
PFD.
Windshear recovery is provided by means of trading speed for
attitude proportional to the shear rate under decreasing
headwind conditions.
At 250 Ft. AGL A/P may be engaged.
DN
ARM
FLIGHT
DETENT
UP
FUEL CONTROL
1
RUN
RUN
CUT OFF
CUT OFF
Pitch Take-Off mode (TO/GA)

S Target airspeed is 10 kts above V2 as set on MCP.
S During take-off the pitchbar is commanded to a fixed attitude
of approximately 8 degrees up.
S At liftoff pitch commands an attitude of 15 degrees or below
PLI.
S Commands pitch attitude to maintain V2 + 10.
S The target airspeed will reset to the current airspeed at VNAV
capture with a maximum of 25 kts, whenever above the target
for 5 sec.
S If an engine failure occurs, pitch commands will be:
10. V2 if airspeed below this value.
11. Existing speed if between V2 and V2 + 10.
12. V2 + 10 if airspeed is above this value.
Roll Take-Off mode (TO/GA)
S Commands rollbar to wings level prior to liftoff.
S Maintains ground track after liftoff.
Armed
With all A/Ps disengaged and both FDs off, selection of TO/GA
occurs when the first F/D is positioned on.
Engaged
Pushing a TO/GA switch starts the take--off phase when the flaps
are out of UP.
Disengaged
TO/GA mode is terminated by engaging any other pitch or roll
mode.
If LNAV/VNAV were armed prior to T/O:
S Roll : at 50 ft RA, LNAV will engage.
S Pitch : at 400 ft RA, VNAV will engage.
1 JUN 1999
Issue 7
1.3.2
Page 11
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Approach Mode (APP)

This mode captures and tracks the ILS and guides the airplane
during flare, alignment for, and rollout on the runway centerline.
The approach mode can be used when:
Only the F/D is engaged.
Only one A/P is in command (CMD on the PFD) and;
S Two A/Ps are available (NO LAND 3 annunciated on EICAS
and LAND 2 annunciated on the PFD).
S Three A/Ps are available (LAND 3 annunciated on the PFD).
The approach mode comprises the following flight phases:
LOC and G/S arming
LOC and G/S capture
Alignment
Flare
Rollout.
LOC
APP
Arming/Engaging
Pushing APP P/B causes:
The other A/P systems to arm for subsequent automatic
engagement which occurs when localizer and glide slope are
captured and radio alt. goes through 1500 ft.
The remaining A/P CMD P/B light bars to illuminate.
LOC and GS annunciation to be displayed in either white or
green for arm and capture respectively.
Either LOC or GS can capture first.
GS capture to occur if intercept angle is within 80 degrees to the
localizer course.
Localizer capture to occur based on speed and intercept track
angle within 120 of localizer course.
Upon engagement
LAND 2 or LAND 3 can be annunciated.
NO AUTOLAND or LAND 2 will be annunciated when applicable
system failures exists.
ROLLOUT and FLARE appear in white below the active roll and
pitch modes on the PFD.
Rudder control is engaged when LAND 2 or LAND 3 is
annunciated.
Disarming/Disengaging
Before LOC and G/S capture:
Push APP P/B a second time
Select other pitch or roll mode.
LOC captured and G/S armed:
Select other roll mode.
G/S captured and LOC armed:
Select other pitch mode.
After LOC and G/S captured:
Engage TO/GA mode or disengage A/Ps and switch off both
F/Ds.
1.3.2
Page 12
1 SEP 1993
Issue 4
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Rudder Control and Runway Align Operation

Rudder control is accomplished by the AFDS during a multi-channel approach. Automatic rudder
compensation is provided for an asymmetric thrust condition resulting from an engine failure condition
during a coupled approach and the eventual Go-around. Rudder inputs are also necessary for runway
alignment.
When LAND 3 or LAND 2 is annunciated, rudder control is active from each individual A/P through a
dedicated actuator.
When an engine-out is detected prior to the annunciation of LAND 2 or LAND 3, a sideslip manoeuvre
might be initiated at 1300 ft, dependant on the direction and the magnitude of the existing crosswind.
When the engine fails during the annunciation of LAND 2 or LAND 3, the sideslip manoeuvre will be
initiated instantaneously.
NOTE: If the A/Ps are disconnected or disconnect in an asymmetric thrust condition with rudder control
active, the rudder will return to the trimmed position, unless the pilot exerts the rudder pedal force
required to maintain the required rudder position.
Align
Runway alignment is operative during a multi-A/P approach.
Its purpose is to reduce the crab angle established during a
crosswind condition on an approach prior to an automatic landing.
LOC
APP
1 AUG 1997
Issue 6
Operation is as follows:
When the crab angle is greater than 5, alignment will start at
500 ft RA (1300 ft during N-1) when LAND 2 or LAND 3 is
annunciated.
A/P systems initiate a forward slip to reduce the crab angle to 5.
At 200 ft. RA remaining crab angle is reduced until the bank
angle reaches 5.
When the required crab angle is less than 5, runway alignment
occurs at 200 ft AGL.
Wing leveling from the slip is initiated when the ROLLOUT mode
is engaged at 5 ft. RA.
Activation is not displayed.
1.3.2
Page 13
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Flare
The FLARE mode is a multi-A/P mode. It is not intended for single
A/P or F/D only operation.
Armed
When LAND 3 or LAND 2 is annunciated on both the PFDs.
FLARE is displayed in white below the active pitch window on
both PFDs.
Engaged
Between 40 and 60 ft RA, depending on sinkrate prior to flare,
reduces the rate of descent to approx. 100 ft/min.
The FLARE engaged annunciation replaces the G/S captured
annunciation on both the PFDs.
At 30 feet RA the A/T starts retarding the Thrust Levers to idle
and the A/T annunciation changes from SPD to IDLE at 25 ft.
If a slip exists due to runway alignment, the wings are levelled
when ROLLOUT mode is engaged.
The A/Ps start lowering the nose smoothly towards the runway at
5 feet RA plus 2 seconds.
LOC
APP
Disengaged
At touchdown.
Annunciation disappears.
Rollout
Rollout is a multi-A/P approach mode that provides runway
centerline rollout guidance following touchdown.
It is not intended for single A/P or F/D only operation.
Armed
When LAND 3 or LAND 2 is annunciated on both PFDs.
ROLLOUT is displayed in white below the active roll mode on the
PFDs.
Engaged
At approximately 5 feet RA.
Wing leveling from a slip is initiated.
ROLLOUT replaces the LOC captured annunciation.
Localizer centerline is maintained by A/P control of rudder and
nose wheel steering.
Disengaged
Upon A/Ps disconnect.
1.3.2
Page 14
1 SEP 1993
Issue 5
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
Go-around Mode (TO/GA)

A fully automatic go-around is normally performed with multi-A/P
operation. However, a single A/P or a F/D only go-around can also
be made.
With the TO/GA mode engaged, the AFDS controls pitch and roll
while the A/T increases thrust, as required, to establish a 2000 fpm
climb.
If a touchdown occurs after initiation, the go-around will continue.
Armed
Upon G/S capture.
When flap 1 is set during approach.
T.E. flaps in landing position.
Arming is not annunciated on the PFD although the thrust
reference mode on the primary EICAS display will change into
GA.
DN
ARM
Disarmed
The TO/GA mode remains armed until 2 seconds below 5 feet
RA during approach.
FLIGHT
DETENT
UP
FUEL CONTROL
1
RUN
RUN
CUT OFF
CUT OFF
Engaged
Pushing either or both TO/GA switches during the approach,
engages the TO/GA mode for the pitch and roll mode and the
THR mode for A/T.
TO/GA appears on both the pitch and roll FMAs on the PFDs.
Pitch increases to hold selected speed as thrust increases.
Roll channel control maintains ground track present at mode
engagement.
AFDS maintains the number of A/P channels in CMD at the time
of G/A engagement.
Disengaged
Below 400 feet RA only when disengaging AFDS.
At selected go-around altitude.
Pitch mode changes to ALT.
At LNAV and VNAV engagement.
When armed after G/A engagement and a missed approach
procedure was added to the FMS approach path.
FIRST ENGAGED A/P remains in CMD when multi channel was
engaged.
TO/GA remains the roll mode until another mode is selected.
Maintains current groundtrack except when LOC was the previous
mode, then the runway localizer course will be maintained.
22 FEB 2001
Issue 6
1.3.2
Page 15
747-400

2.5
1.3
AUTOMATIC FLIGHT
1.3.2
WINDSHEAR RECOVERY GUIDANCE

AFDS provides windshear protection during flight whenever TOGA is annunciated in the FMA on the
PFDs.
Guidance is accomplished gradually according values in the following table.
ACTUAL V/S
1.3.2
Page 16
Pitch Command
ALL ENG OPER
E/O
> 1200ft/m
> 600ft/m
Speed control.
1200 - 600ft/m
600-0ft/m
Trading speed control for attitude control.
600 - 0ft/m
--
Attitude 15 or slightly below PLI.
1 SEP 1993
Issue 4

3.
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
ALTITUDE ALERTING
Altitude alerting occurs when approaching or deviating the altitude selected on the MCP.
The selected altitude appears as a magenta display above the altitude indicator on the PFD.
Approaching a selected Altitude
At 900 ft prior to the selected altitude, a white box will be displayed around each of the selected altitude
and current altitude displays.
At 300 ft prior to the selected altitude, the white boxes are no longer displayed.
+900
ALT
1 7 0 0 0
AURAL ALERT (CAUTION)
+300
SELECTED
ALTITUDE
AURAL ALERT (CAUTION)
--300
--900
AFDS
MCP
FLIGHT PROFILE CLARIFICATION
DDD
VVV
No indications.
White box displayed around the selected altitude and current altitude displays.
EICAS caution message >ALTITUDE ALERT is displayed.
The box around the current altitude changes to amber.
Master caution lights will illuminate.
Beeper will sound.
Deviating from a Selected Altitude by 300 Feet:

Master Caution Lights illuminate.
Beeper sounds.
EICAS caution alert >ALTITUDE ALERT is displayed.
Current altitude box changes to amber.
Upon returning to within 300 ft from the selected altitude:
Master Caution lights extinguish
EICAS caution alert is no longer displayed.
Current altitude box changes to white.
Altitude deviation alert can be reset by changing the selected altitude.
NOTE: 1. Altitude alerting is inhibited in flight upon glide slope capture or with landing flaps selected
and gear down.
2. EICAS Advisory alert >ALT ALERT SYS is displayed for a system failure.
1 SEP 1993
Issue 5
1.3.2
Page 17
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
4.
4.1
PFD - FLIGHT MODE ANNUNCIATION (FMA)
AFDS ROLL MODES ENGAGED (green)
TO/GA
HDG HOLD
HDG SEL
LNAV
LOC
ROLLOUT
ATT
LOC amber line = mode fail

Mode changes are emphasized for 10
seconds by a green box drawn around the
mode.
AFDS PITCH MODES ENGAGED (green)
SPD
LOC
GS
ROLLOUT FLARE
LAND 3
TO/GA
ALT
V/S
VNAV PTH
VNAV SPD
VNAV ALT
G/S
FLARE
FLCH SPD
AFDS PITCH MODES ARMED (white)

G/S
FLARE
VNAV
AFDS ROLL MODES ARMED (white)
AFDS ENGAGED/AUTOLAND STATUS
(green)
1.3.2
Page 18
FD
CMD
LAND 2
LAND 3
NO AUTOLAND (amber)
LOC
ROLLOUT
LNAV
22 FEB 2001
Issue 4

4.2
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
FLIGHT DIRECTOR BARS
A
FLIGHT DIRECTOR COMMAND BARS
FD
15 OCT 1996
Issue 4
10
10
10
10
20
20
Displayed any time the respective F/D

switch on the MCP is in ON and the
respective Inertial Reference Unit (IRU) is in
the NAV mode of operation.
Biased out of view when:
S Respective IRU is switched to the ATT
mode of operation on the IRS Mode
Select Panel when the groundspeed is
below 60 Kts.
S The FCC has detected a dual IRU failure
when the groundspeed is above 60 kts.
S A mode failure has been detected.
S The selected FLT DIR (FCC) fails which
will be accompanied by a FD flag.
1.3.2
Page 19

4.3
747-400
1.3
AUTOMATIC FLIGHT
1.3.2
AUTOLAND ANNUNCIATIONS
APP
Selected
SPD HDG SEL VNAV PTH
LOC
G/S
CMD
LOC CAPTURE
LOC
SPD
VNAV PTH
G/S
CMD
(MCP heading window, PFD, and ND selected
heading move to selected course.)
TO/GA Armed but not displayed

500 ft. RA
Runway align
starts when crab angle > 5
25 ft. RA
IDLE
G/S CAPTURE
SPD
LOC
40 -- 60 ft. RA
SPD
G/S
LOC
ROLLOUT
FLARE
CMD
LOC
ROLLOUT
FLARE
LAND 3
5 ft.RA
LAND 3
IDLE
ROLLOUT
FLARE
Below 1500 ft. RA

SPD
LAND 3
LOC
G/S
ROLLOUT FLARE
LAND 3
200 ft. RA
LAND 2 annuciation inhibited.
Runway align starts when crab angle < 5
oOo
1.3.2
Page 20
1 JUN 1999
Issue 5

1.
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System

A/T ARM
IAS/MACH
2 0 0
OFF
THR
SEL
SPD
FL CH
MODE CONTROL PANEL

FADEC
TO EIUs
ENGINE TRIM
MCDUs
1
INIT
REF
FIX
D
S
RTE
DEP
ARR
LEGS
HOLD
MENU
NAV
RAD
PREV
PAGE
NEXT
PAGE
ATC
BRT
VNAV
FMC
4
1
FMC
A/T
SERVO
G
O
Y
1
EXEC
PROG
COMM
FLIGHT
MANAGEMENT
COMPUTERS
+/--
SP
DEL
CLR
S
T
CTR INST PNL
TAT --8c
99 2
99.2
--
> ENG 4 SHUTDOWN
CRZ
99 2
9 2
99.2
99 2
99.2
11.1
714
57
N1
714
714
PRIMARY
EICAS
DISPLAY
EGT
CAB ALT 6250 RATE

LDG ALT 200 AUTO
EFIS/EICAS
INTERFACE
UNITS
0
P
8. 8
TOTAL FUEL 100

TEMP +10c
UPPER EICAS CRT
96.2
96.2
96.2
96.2
3.3
3.3
N2
3.3
FF
3.3
SECONDARY
EICAS
DISPLAY
OI L P
86
98
86
98
86
OI L T
98
86
98
RUD
12
12
FAN
LPT
1.7
1.1
OI L Q
VI B
12
12
N2
BB
0.7
1.1
SPL
AIL
DATA BUS
SPL
ELEV
AIL
LOWER EICAS CRT
ANALOG SIGNAL
MECHANICAL LINKAGE
1 NOV 1995
Issue 3
1.3.3
Page 1

2.
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
FUNCTIONS AND MODES

The autothrottle (A/T) system provides automatic thrust control from take off initiation through climb,
cruise, descent, approach and landing or go-around. The A/T system consists of the Thrust Management
Function of the Flight Management Computer (FMC), a portion of the controls and indicators on the
AFDS MCP and a single electric servo system which actuates all the thrust levers simultaneously.
A/T operation is controlled through mode and speed selection from the MCP and thrust limits selection on
the MCDU. When in VNAV, the FMC selects A/T modes and target thrust values.
The system can be used with or without either AP or FD and is available up to one engine inoperative.
In case of a dual FMC failure, or with two or more engines inoperative, the autothrottle is inoperative.
A/T warnings and thrust limit values are displayed on EICAS.
Mode annunciation is displayed on both PFDs.
The A/T system moves all thrust levers to the selected thrust reference value as displayed on primary
EICAS. The thrust levers then remain stationary while the Full Authorized Digital Electronic Control
(FADEC), generally called Electronic Engine Control (EEC), trims each engine to equalize the thrust
through control by the master FMC, as selected with the FMC master selector.
This trim margin is 1.5% N 1 (equals 5% thrust) below 20.000 ft.
Above 20.000 ft this trim authority is expanded to 2.5% N 1 (equals 10% thrust)
The thrust levers may be manually positioned without disengaging the A/T during all flightphases.
However, except for thrust HOLD mode, the system shall reposition the thrust levers to the appropriate
target thrust after hands off, except when one engine remains operating at the thrust limit.
The A/T system can be armed by the A/T ARM switch on the MCP.
Mode engagement is either manual or automatic.
Modes can be disengaged (A/T disconnect) by using either A/T disconnect switch on the outboard side of
power levers 1 and 4, or by switching the arming switch on the MCP to OFF.
2.1
THRUST
The autothrottle operates in response to manual mode requests made on the MCP as well as automatic
mode requests through the FMS when the autoflight VNAV mode is active.
Reference thrust limits can be selected on the FMS THRUST LIM(it) page.
Limit values are calculated for maximum thrust and assumed temperature derated thrust.
Adjustments are made for:
N1 equalization via the EECs to prevent throttle stagger (Engine trim).
Approach idle when the anti-ice system is operating or CON Ignition is selected ON.
Thrust Reference
The Thrust Management Function calculates a Reference N 1 based on existing pressure altitude and
either entered FMC assumed temperature or ambient temperature data from the air data computer, for
the following Thrust Rating Modes:
TO
-- take-off
D-TO -- assumed temperature take-off (derated)
CLB
-- climb
CLB 1 -- climb one
CLB 2 -- climb two
CRZ
-- cruise
CON -- continuous
GA
-- go-around
1.3.3
Page 2
1 JUN 1999
Issue 6
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
These modes can be selected manually on the FMS Thrust Limit Page. The selected Thrust Reference
as well as the Thrust Rating Mode is displayed above the N1 indicators on EICAS.
Thrust Reference Mode Transition
When in VNAV, the Thrust Reference Mode will automatically transition for the respective phase of flight.
When an engine failure is detected during take-off, before transition to CLB thrust at 1500 ft, CON thrust
will be automatically selected when flaps are selected UP and speed > VREF + 98.
Obtaining CON thrust limit when an engine failure occurs after the 1500/climb thrust transition, requires a
manual selection by means of the ENG OUT prompt.
When VNAV is not active and an engine out is activated, CON thrust limit mode is selected through the
FMS THRUST LIMIT page, by selecting FLCH mode or pushing the THR button.
Climb Thrust Schedule
CLB rating as well as CLB 1 and CLB 2 derates are automatically determined and selected depending on
the selected assumed temperature as follows:
Take-off thrust reduction up to 5% results in - CLB
Take-off thrust reduction of 5 - 15% results in - CLB 1, which is a fixed 10% reduction of CLB.
Take-off thrust reduction above 15% results in - CLB 2, which is a fixed 20% reduction of CLB.
CLB 1 and CLB 2 derates are gradually removed from 10.000 feet upwards to reach full CLB thrust at
15.000 feet.
In cruise, thrust reference defaults to CRZ.
These schedules are airline policy and set as default values on the FMS PERFormance FACTORS page.
Thrust Lever Control
To prevent hunting thrust levers during periods of stable flight, the system consist of a low activity control
mode during stabilized cruise flight (long term) and a high activity control mode during transitions (short
term).
In the low activity control mode the autothrottle sets N1 to the estimate for the flight condition, with
adjustment to track the selected speed (or mach) target over the long term. It will tend to ignore
short-term disturbances (turbulence).
The conditions for the low activity mode are:
Altitude above 20.000 ft.
Vertical speed less than 100 fpm.
Operation is not within 5 knots of the applicable min. and max. speed limits as indicated on the PFD.
Autothrottle is operating in SPD.
Flaps are up.
Bank angle less than 4 degrees.
If these conditions are not met, regular speed control (more aggressive) will be provided to obtain the
required autothrottle response in order to maintain speed.
15 JUL 2000
Issue 8
1.3.3
Page 3

2.2
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
A/T ENGAGEMENT/DISENGAGEMENT
A/T Engagement/Disengagement
Armed
By selecting A/T arm switch on the MCP to arm position.
Allows for EEC engine thrust equalization, controlled through the
FMS.
Engaged
By selecting either manually, or automatically via FMS, one of
the following modes:
S THR:
First push of TO/GA switch for GO-AROUND or selection
of FLCH. A/T applies thrust necessary to establish a
required vertical speed of 2000 ft/min.
S THR REF:
A/T controls thrust to the selected limit displayed on
primary EICAS except for GO-AROUND where it indicates
full rated thrust after the second push of the TO/GA switch.
S SPD:
A/T controls thrust to maintain speed selected in Speed
Window or, if VNAV mode engaged, the speed as
programmed by the FMC.
S IDLE:
A/T retards thrust levers fully aft in VNAV mode or during
flare (autoland).
S HOLD:
A/T servo deactivated at 65 KTS in T/O or when thrust
levers reach aft stop in FLCH and VNAV mode. Manual
override during FLCH or VNAV idle mode. (Thrust levers
remain in existing position or where manually placed.)
A/T ARM
OFF
THR
SPD
For Go-Around with no A/P and F/D engaged, first push of the
TO/GA switch engages A/T in THR REF mode to provide full rated
thrust.
Disengaged
Manually by:
positioning the A/T arm switch to OFF,
pushing either A/T Disconnect P/B on thrust levers 1 and 4.
Automatically when:
a fault in the operating mode is detected.
any reverse thrust lever is moved to the reverse position.
10 sec. after reverse thrust levers are down, autothrottle is
armed until flaps are UP. Pushing TOGA activates autothrottle
in THR REF mode.
more than one engine is inoperative,
the FMC master selector is selected from one FMC to the
other,
the (selected) master FMC fails.
EICAS caution alert to be reset by a second push of the
disconnect switch or selecting an other A/T mode.
The EICAS caution alert and aural alert are inhibited when the
disengage occurs due to the selection of reverse thrust.
DN
ARM
FLIGHT
DETENT
AUTOTHROTTLE DISCONNECT SWITCH

(momentary action)
UP
FUEL CONTROL
1
1.3.3
Page 4
RUN
RUN
CUT OFF
CUT OFF
1 AUG 2002
Issue 8

2.3
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
MODES
IAS/MACH Window
IAS/MACH P/B (momentary action)
PUSH:
Alternately changes IAS/MACH window display
between current IAS and current MACH value.
THRUST P/B
Operative above 400 ft RA only.
Not active in VNAV, FLCH, TOGA mode or when
A/T is disengaged.
PUSH:
When pitch mode is ALT or V/S and thrust
limit is not GA:
S THR REF will be annunciated on the
PFD.
S The thrust limit will change to reference
CLB thrust limit, when not already as a
result of FLCH or VNAV mode, or CON for
engine out.
When pitch mode is ALT or V/S and thrust
limit is GA while autothrottle is SPD:
S First push changes the thrust limit to CLB.
S Second push changes the autothrottle
mode into THR REF. Speed will be
maintained through elevator.
OPEN:
When SPD, FLCH, V/S or TOGA is the active
mode.
Displays selected speed when IAS/MACH
selector controls command speed.
Display range from 100 - 399 kts and .40 .95 Mach.
S During climb, changes from IAS to Mach
at approximately .84.
S In descent, changes from Mach to IAS at
approximately 310 kts.
CLOSED (blank):
When FMS controls command speed.
A/T ARM
IAS/MACH
2 0 0
L NAV
OFF
THR
SEL
SPD
V NAV
FL CH
SPEED/MACH P/B
Operative above 400 ft RA only.
Not active in VNAV, FLCH, TOGA mode or when
A/T is disengaged.
PUSH:
SPD will be annunciated on the PFD.
A/T controls thrust to maintain the command
speed displayed in the IAS/MACH window
and on the PFD. Subject to minimum and
maximum speed limits.
IAS/MACH Selector (revolving and momentary

action)
ROTATE:
Sets speed in speed window and the
command speed on the PFD.
Not operative if speed window is blank.
PUSH:
In VNAV, alternately opens and closes the
speed window display between blank and the
current FMC VNAV target speed.
Thrust can be up to the current limit.
1 AUG 2002
Issue 9
Flight Level Change (FLCH) P/B

Combines the A/T system and the pitch control of
the AFDS to cause the airplane automatically climb
or descent to a new selected altitude with speed
controlled through elevator and thrust by A/T.
Engaged
By pressing FLCH P/B.
A/T is controlling thrust and engages in THR
mode.
When the throttle levers reach the aft stop,
HOLD is annunciated.
During takeoff and climb the thrust limit will be
the current limit.
Thrust limit changes to CLB, or CON if in N-1,
when in cruise.
FLCH SPD is annunciated in the pitch window
on the PFD.
At selected altitude, A/T engages from thrust
mode to SPD mode.
Disengaged
When selecting another pitch mode.
When the selected altitude is reached.
S The pitch mode changes to ALT mode and
A/T changes to SPD mode.
1.3.3
Page 5
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
TO/GA
Takeoff is a F/D only function of the AFDS system which displays
pitch and roll commands for climb out while the autothrottle
maintains takeoff thrust.
Take-off
Selected on ground by switching any F/D to ON.
TO/GA is annunciated on both pitch and roll windows on the
PFDs.
The desired thrust limit is selectable on the FMS THRUST LIM
page during preflight and is indicated on primary EICAS.
Pushing the TO/GA switch(es) at an IAS less than
50 kts engages A/T in Thrust Reference (THR REF) and
advances the thrust levers to the limit as indicated on primary
EICAS. Flap position must be out of UP.
At 65 KTS IAS, A/T servo disengages and HOLD mode is
displayed.
If not engaged by 50 kts IAS, it cannot be engaged until above
400 ft AGL.
Second push of the TO/GA switch(es) in flight cancels any T/O
thrust derate. THR REF remains displayed and EICAS displays
full rated thrust limit: TO.
During the HOLD phase of the take-off, thrust must be manually
adjusted, if necessary.
DN
ARM
FLIGHT
DETENT
UP
FUEL CONTROL
1
RUN
RUN
CUT OFF
CUT OFF
HOLD is terminated when:

At 400 ft RA and in VNAV.
Pushing THR P/B above 400 ft RA when not in VNAV.
Second push of the TO/GA switch(es) in flight.
Upon FLCH mode engagement.
When a non take-off thrust limit is selected on the FMS THRUST
LIM page.
Go-Around
Armed whenever the thrust reference mode on the primary
EICAS display indicates G/A.
Pushing either TO/GA switch during the approach engages the
TOGA mode for pitch and roll and THR mode for A/T.
Thrust is set to aim for 2000 ft/m climb.
If a touchdown occurs after the initiation, the go-around will
continue.
A second push of the TO/GA switch(es) selects full go-around
thrust. THR REF is annunciated on the PFD.
With no A/P in command and with the F/D off, pushing the
TO/GA switch(es) once, engages A/T in the THR REF mode to
provide full go-around thrust.
Go-Around termination
At selected go-around altitude.
When any other mode is selected above 400 ft RA
At LNAV and VNAV engagement.
When armed after G/A engagement and a missed approach
procedure is added to the FMS approach path:
S A/T mode changes from THR into THR REF.
S EICAS thrust limit display changes to CLB.
When LNAV and VNAV not engaged THR P/B has to be selected
to obtain CLB thrust limit and subsequent SPD mode.
When the flaps are not retracted beyond flap 5 after a missed
approach and subsequent a non precision approach will be
accomplished, the G/A THR LIM will appear again when the
landing flap position is reached.
1.3.3
Page 6
1 JUN 1999
Issue 6
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
3.
3.1
PFD - FLIGHT MODE ANNUNCIATION (FMA)
AUTOTHROTTLE MODES
(Green)
Mode changes are emphasized for 10

seconds by a green box drawn around the
mode.
THR
THR REF
HOLD
IDLE
SPD
A
HOLD
SELECTED TARGET SPEED

Indicates airspeed as manually selected
with IAS/Mach selector on the MCP.
Computed by FMC when IAS/Mach
indicator on the MCP is blank.
TO/GA
LNAV
VNAV
180
200
2 200
FD
400
180
160
COMMAND AIRSPEED CURSOR

Same as selected Target Speed.
TO/GA
6
2
VR
V1
10
10
10
10
140
120
200 1
20
0 100
80
000
2
6
--8
100
--200
80
132
MAG
29.83
IN
PFD
1 NOV 1995
Issue 4
1.3.3
Page 7

3.2
747-400
1.3
AUTOMATIC FLIGHT
1.3.3
Autothrottle System
THR RATING INDICATIONS
THRUST REFERENCE MODE (GREEN)

Displays thrust reference mode selected by the
FMS for the particular flightphase.
TAT (C, WHITE)

Displays total air temperature.
TAT +15c
D-TO
+38c
REV
95.2
95.2
95.2
40.2
76.8
76.8
76.8
Modes:
TO
D-TO
:
:
CLB
CLB 1
:
:
CLB 2
CON
CRZ
G/A
:
:
:
maximum take-off thrust.

assumed temperature derated
take-off thrust (variable thrust
derate).
maximum climb thrust.
fixed derate climb thrust
(10% reduction of CLB).
fixed derate climb thrust
(20% reduction of CLB).
maximum continuous thrust.
maximum cruise thrust.
maximum go-around thrust.
REFERENCE N1 (%, GREEN)

Displays reference thrust selected by the
FMS.
Not displayed when reverse thrust is
activated.
N1
REFERENCE/TARGET N1 INDICATOR
Green
ASSUMED TEMPERATURE (C, GREEN)

Displays assumed temperature as selected by
crew in FMS.
THRUST REVERSER STATUS (REV)
: Displays reference N1 when the

FMS is commanding thrust to a
level required to hold the
commanded airspeed.
Autothrottle mode is SPD.
When in descent while FLCH
SPD is the autopilot mode and
autothrottle is in HOLD mode.
Magenta : Displays target N1 when
the FMS is commanding thrust
to a target. Autothrottle mode
THRUST REF.
Not displayed when reverse thrust is
activated.
NOTE: When the autothrottle is not
engaged, display will be in magenta
only.
Displayed when reverse thrust is activated.

Amber : reverser unlocked or in transit.
Green : reverser fully deployed.
oOo
1.3.3
Page 8
1 AUG 1997
Issue 6

1.
747-400
1.3
AUTOMATIC FLIGHT
1.3.4
Yaw Damper
GENERAL DESCRIPTION
Yaw control is provided by the rudder control system.
Two independent yaw damper systems operate in flight continuously to improve airplane directional
stability and turn coordination. The upper and lower yaw damper actuators are powered by hydraulic
systems 3 and 2 respectively. Yaw damper inputs do not result in rudder pedal motion.
With the yaw damper switches ON, the systems are powered. If a yaw damper fault exists, hydraulic
power is removed automatically from the system, the EICAS advisory alert >YAW DAMPER UPR (LWR)
is displayed and the respective yaw damper inoperative light illuminates. The alert is displayed and both
the lights illuminate during IRU alignment or if all three IRUs are inoperative.
The alert messages disappear and the lights extinguish when only one IRU has been aligned.
If one yaw damper is inoperative, the remaining yaw damper is capable of providing the required control
inputs through its respective rudder, although yaw damper performance at low airspeeds in turbulence
may be reduced.
Pushing the yaw damper switch OFF removes hydraulic power from the system.
The >YAW DAMPER UPR (LWR) alert is displayed and the INOP light illuminates.
15 OCT 1996
Issue 4
1.3.4
Page 1

2.
747-400
1.3
AUTOMATIC FLIGHT
1.3.4
Yaw Damper
YAW DAMPER
UPPER
LOWER
INOP
ADC
IRS
INOP
TAS
IAS
AOA
ROLL ATT
ROLL RATE
YAW RATE
LAT ACCEL
GND SPD
>YAM DAMPER UPR

>YAM DAMPER LWR
MODAL
SUPPRESSION
ACCLRM
EIU
YAW DAMPER
MODULE
EICAS DISPLAY
YAW DAMPER SYSTEM
1.3.4
Page 2
15 OCT 1996
Issue 3

3.
747-400
1.3
AUTOMATIC FLIGHT
1.3.4
Yaw Damper
YAW DAMPER
(alternate action)
YAW DAMPER
UPPER
LOWER
INOP
INOP
ON:
P/B pushed ON.
INOP (amber):
Illuminates when;
Yaw damper P/B OFF.
Yaw damper inoperative.
No hydraulic power in system 3 and 2
for upper/lower system respectively.
IRS Alignment in progress.
Extinguished (ON legend visible)
Yaw damper operative.
When on ground after power up and any
IRS has been aligned. (In NAV)
oOo
1 SEP 1993
Issue 4
1.3.4
Page 3
747-400
1.3
AUTOMATIC FLIGHT
1.3.4
Yaw Damper
1.3.4
Page 4
1 SEP 1993
Issue 1

1.
747-400
1.3
AUTOMATIC FLIGHT
1.3.5
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
> AUTOPILOT DISC
> AUTOPILOT
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
W
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
WARNING
Local
Condition
--
Loss of all engaged autopilots.
--
CAUTION
> AUTOTHROT DISC
--
CAUTION
> NO AUTOLAND
--
CAUTION
> NO LAND 3
> NO AUTOLAND
--
--
--
--
> YAW DAMPER UPR

(LWR)
--
--
Loss of autoland system during

approach between 1500 ft and
200 ft.
When at 600 ft the AFDS has
not transitioned to LAND 3 or
LAND 2 when APP has been
selected.
Degradation in autoland system

during approach between 1500 ft
and 200 ft.
--
> NO LAND 3
Manual or automatic
disengagement of autothrottle
system.
Failure to remove power from
A/T servo.
--
CAUTION
Active autopilot control mode

failure.
Autopilot is in ground test.
--
Loss of autoland system prior to

approach.
Inhibited when all 3 IRUs not in
NAV.
Degradation in autoland system

prior to approach.
INOP
Upper or lower yaw damper

inoperative.
Actuator fault.
IRUs off or in align.
Engage switch off.
Module power off.
oOo
1 JUN 1999
Issue 7
1.3.5
Page 1
747-400
1.3
AUTOMATIC FLIGHT
1.3.5
EICAS Interface
1.3.5
Page 2
1 JUN 1999
Issue 7
1.4

1.4.1
General Description
SYSTEM DETAILS
1.
1.4.3
Contents
747-400
GENERAL
1.
1.4.2
AUXILIARY POWER UNIT
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
15 MAY 1995
Issue 3
1.4 CNT
Page 1
1.4
747-400
1.4 CNT
Page 2
15 MAY 1995
Issue 1

1.
747-400
1.4
1.4.1
General
GENERAL DESCRIPTION
The Pratt & Whitney PW901A Auxiliary Power Unit (APU) is a self-contained, twin spool turbine engine
located in the unpressurized tailcone of the airplane. A fire wall isolates the APU from flight critical
structures and control surfaces.
The unit has a self-contained oil system. The oil quantity indication is displayed on the EICAS status
display.
Fuel is supplied to the APU from main tank 2.
A full authority electronic APU Controller (APUC) monitors APU starting, operation and shutdown. It
keeps APU operation within limits and shuts down the APU automatically, when any operating limit is
exceeded.
The APU drives two 90 KVA generators which are capable of supplying the entire electrical system of the
airplane for normal ground operations.
Electrical power supply is not available in flight.
On ground the APU provides air to the pneumatic system for operation of components which require
bleed air. The APU has adequate bleed air capacity to run all air conditioning packs except during engine
start. With no pneumatic load on the APU, pneumatic pressure is approx. 25 psi.
During engine start the APU increases the pneumatic pressure to approx. 40 psi.
In flight the APU can provide pneumatic pressure for one pack up to 15.000 ft.
The APU may be operated in flight up to 20.000 ft.
Start
The Battery P/B must be ON for start and operation of the APU.
An APU start requires both MAIN and APU batteries.
During APU start, the 28 Volt APU battery supplies power to the starter, the air inlet door on the right side
of the fuselage, the DC fuel pump, the APU controller and the APU fire detection system.
The APU battery charger is disconnected during APU starter engagement.
The MAIN battery supplies power for the APU fire extinguisher, the APU fuel valve and standby power for
the APU controller.
Rotating the APU selector momentarily from OFF to START initiates the automatic start sequence.
The APU fuel valve and the APU inlet door open simultaneously. Either the APU DC fuel pump or, if AC
power is available, the main tank 2 aft fuel pump starts running. On later aircraft also main tank 3 aft fuel
pump starts running. When the inlet door is sensed fully open, starter engages and following light-up the
APU accelerates to its operating speed.
The APU cannot be started in flight.
Run
The EICAS memo message APU RUNNING is displayed whenever the APU selector is in the ON position
and the APU N1 exceeds 95%. The AVAIL lights in the APU generator P/Bs illuminate when both the
frequency and voltage are within limits.
22 FEB 2001
Issue 8
1.4.1
Page 1
747-400
1.4
1.4.1
General
Shutdown
The automatic shutdown sequence is initiated by rotating the APU selector to OFF. If open, the APU
bleed air isolation valve closes and the APU generators automatically shed their electrical load and they
are not available during the shutdown cycle. The APU bleed VALVE light illuminates while the valve is in
transit and the APU generator AVAIL lights extinguish.
The APU controller incorporates a time delay of 60 seconds to permit APU cooling before shutdown. This
cooldown sequence protects the unit from thermal shock. If a limit is exceeded or a fire is detected, the
APU shuts down immediately without delay.
When the cooling cycle is completed, the APU decelerates, the APU fuel valve closes and at 20% N 2, the
APU air inlet door closes. When the door is closed, power is removed and shutdown is completed.
The Battery P/B should remain ON until APU cooldown cycle is completed.
If the Battery P/B is positioned OFF prior to completion of the 60 seconds cooldown cycle, the APU shuts
down immediately in order to prevent APU operation without fire detection.
For a description of the APU panel in the RH Body Gear Wheel Well, refer to AOM 1.8.2.
oOo
1.4.1
Page 2
15 MAY 1996
Issue 3
747-400

1.
1.4
1.4.1
General
GENERAL DESCRIPTION
Start
The APU can be started using either battery power or through a dedicated APU transformer/ rectifier
which is powered by utility bus 4.
The APU start Source Selector is located on the aft maintenance panel.
If the transformer/ rectifier should overheat during an APU--T/R start, starting power is transferred to the
battery and start is continued. Any further start attempts with an overheated TR are inhibited.
oOo
1 MAR 2003
Issue 1
1.4.1
Page F1
747-400
1.4
1.4.1
General
1.4.1
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.4
1.4.2
System Details
APU SELECTOR
ON:
Energizes control and protective
circuits.
Opens APU fuel valve and air inlet door.
Arms APU bleed air isolation valve.
Energizes either APU DC fuel pump or,
if AC power is available, main tank 2 aft
fuel pump (on later aircraft also main
tank 3 aft fuel pump).
START:
Initiates automatic start sequence. It is
a momentary position, springloaded to
ON.
OFF:
Closes the APU bleed air isolation
valve.
Disconnects the APU generators from
the electrical busses.
Initiates automatic shutdown sequence.
Shutdown occurs when cooling cycle is
completed.
Resets fault circuitry.
oOo
15 OCT 1996
Issue 5
1.4.2
Page 1
747-400
1.4
1.4.2
System Details
1.4.2
Page 2
15 MAY 1995
Issue 1

1.
747-400
1.4
1.4.3
EICAS Interface
SYSTEM DISPLAY
APU parameters may be read on the Status page on the secondary EICAS display.
EGT, N1 and N2 RPM and oil quantity are displayed. When the APU is off, no values are displayed
(blank).
EGT
APU exhaust gas temperature in C.
N1 and N2 RPM (%)
APU rotation speeds in percent.
OIL QUANTITY
APU : EGT 500 N1 100.0 N2 92.6 OIL QTY 0.85
15 MAY 1995
Issue 4
APU oil quantity:

1.00 indicates full.
RF or LO appears next to the oil quantity
indication.
S RF (magenta):
Immediate servicing not required.
APU operation is unrestricted.
APU controller monitors if oil limits are
not exceeded.
S LO (magenta):
Low oil quantity exists.
Unit requires servicing.
1.4.3
Page 1

2.
747-400
1.4
1.4.3
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
APU
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Aural
B - Bell
b - Beeper
S - Siren
Level
MWL/
MCL
Aural
Local
--
--
--
Condition
APU fire handle pulled with APU

selector in on position.
APU automatic fault detection
shutdown occurred with APU
selector in on position.
APU selector in off position, cool
down cycle completed and APU
N1 remains above 95%.
APU DOOR
--
--
--
APU door disagrees with

commanded position.
APU FUEL
--
--
--
APU RUNNING
--
--
--
APU fuel valve disagrees with

commanded position.
APU fuel pump low pressure
when commanded on.
APU selector in on position and

APU N1 above 95%.
oOo
1.4.3
Page 2
1 JUN 1999
Issue 5
1.5
COMMUNICATIONS
747-400
Contents:
1.5.1
1.5.2
GENERAL
1.
General Description
2.
Audio Control Panel
3.
Antenna Location
4.
Backup Audio System
VHF AND HF COMMUNICATION

1.
1.5.3
1.5.4
VHF Communication
2.
HF Communication
3.
RTP
4.
SATCOM
1.
System Description
2.
3.
4.
MCDU Pages
ACARS
1.
General
2.
Data Exchange
3.
Alert Messages
4.
MCDU Pages
4.1
ACARS MENU
4.2
FLIGHT LOG 1/2
4.3
FREE TEXT MESSAGE
4.4
MSGS RCVD LIST
4.5
MSGS SENT LIST
4.6
MET REPS
4.7
TIME BASE
1.5.5
OPEN (INTENTIONALLY)
1.5.6
SELCAL
1.5.7
1.
General
2.
INTERPHONE SYSTEM
1.
Flight Interphone
2.
Service Interphone
3.
Cabin Interphone
4.
Call System
5.
22 FEB 2001
Issue 12
1.5 CNT
Page 1
1.5

1.5.8
1.5.9
747-400
PASSENGER ADDRESS SYSTEM

1.
General Description
2.
MISCELLANEOUS COMPONENTS AND CONTROLS

1.
1.5.10
COMMUNICATION
EICAS INTERFACE
1.
Alerts
oOo
1.5 CNT
Page 2
1 JUN 1999
Issue 2

1.
747-400
1.5.
COMMUNICATIONS
1.5.1
General
GENERAL DESCRIPTION
A digitally controlled communications system is installed, consisting of the following:
Three VHF radios.
Two HF radios.
SELCAL.
Aircraft Communications Addressing and Reporting System (ACARS).
Flight interphone system.
Service interphone system.
Passenger Address System (PAS).
Satellite Communication (SATCOM).
An Audio Management Unit (AMU) provides control of the system.
Three Audio Control Panels (ACPs), located at captains, F/Os and first observer station, are used to
select any system for monitoring and/or transmission.
Each pilot station, as well as the first observer station, consists of a jackbox, boomset, handmic. and
an Audio Control Panel (ACP).
The second observer station consists of jackbox and headset.
The jackboxes provide connection of a boomset and headset with the Audio Management Unit.
In addition, the oxygen masks each have a microphone.
Three Radio Tuning Panels (RTP), installed on the pedestal, provide tuning control for the VHF and HF
radios.
Only one radio can be selected at a time on an individual RTP.
Two speakers are installed in the cockpit.
Each speaker monitors individual audio signals selected on the captains and F/Os ACP.
The speakers will be muted when keying captains (F/Os) hand or boom microphone for radio or
interphone.
2.
AUDIO CONTROL PANEL

The audio control panels (ACPs) are used to transmit and receive on any communication radio, the flight,
service and cabin interphone sytems and the passenger address system.
A
22 FEB 2001
Issue 8
1.5.1
Page 1
747-400
1.5.
COMMUNICATIONS
1.5.1
General
MIC INDICATION (10x) (white)

ILLUMINATED:
Indicates respective transmitter selected.
CALL INDICATION (9x) (white)

ILLUMINATED:
Indicates call has been received by
SELCAL, ground crew, cargo
loadmaster, flight attendant or SATCOM
on the respective receiver.
High tone chime sounds.
Resets when transmitter is selected or,
if already selected, when PTT switch is
pushed.
Not applicable for SAT.
PA does not have CALL indication.
Pushing twice on CAB will call door 11.
PILOT PRIOR will be displayed on the
interphone station indicator when the
phone at door 11 is lifted off hook.
NOTE: When PA MIC indication is
illuminated, calling the flightdeck
from the cabin using 31 is not
possible.
ILLUMINATED:
Indicates respective receiver audio is
selected on manually.
Automatically when 121.5 is selected on
the respective VHF set.
RECEIVER SELECTOR/VOLUME CONTROL
(10x) (momentary action)
MIC
CALL
MIC
CALL
L
MIC
CALL
VHF
MIC
CALL
MIC
MIC
CALL
FLT
CAB
MIC
CALL
MIC
CALL
MIC
CALL
HF
TRANSMITTER P/Bs (10x)

(momentary action)
R
SAT
SPKR
INT
L
ADF
R
PUSH:
Selects respective receiver audio OFF or
ON.
ROTATE:
Varies respective receiver volume.
MIC
CALL
VOR R
L
PA
VHF
VHF
R/T
R
APP
C R
MKR
For Navigation Receiver Audio Control,

refer to AOM 1.15.
PUSH-TO-TALK SWITCH
R/T:
Keys boom or oxygen mask mic on
selected transmitter.
INT:
Keys boom or oxygen mask mic on flight
interphone system.
Remains active when OBS AUDIO SYSTEM
switch on overhead panel is in the CAPT or
F/O position.
1.5.1
Page 2
RECEIVER SELECTED LIGHT (10x) (green)
PUSH:
Selects respective radio or system for
transmission from this crew
station.
Only one can be selected at a time.
Illuminates respective MIC
indication.
Automatically selects the respective
receiver although without the receiver
selected light to be illuminated.
SPEAKER SELECTOR/VOLUME CONTROL
(momentary action)
PUSH:
Selects speaker audio OFF or ON.
ROTATE:
Varies speaker volume.
Muted at both sides when a hand or boom
mike is used.
22 FEB 2001
Issue 4

3.
747-400
1.5.
COMMUNICATIONS
1.5.1
General
ANTENNA LOCATION
LOC CAPTURE + VOR
HF
WEATHER RADAR TCAS
VHF
ATC
ADF
SATCOM
VHF
ATC
ILS G/S TRACK

TCAS
ILS G/S CAPTURE
22 FEB 2001
Issue 3
DME
(TRANSMIT)
(RECEIVE)
LOC
TRACK
ANT
MARKER BEACON
VHF
LRRA (3x2)
1.5.1
Page 3
747-400

4.
1.5.
COMMUNICATIONS
1.5.1
General
BACKUP AUDIO SYSTEM
CAPTAIN AUDIO SYSTEM SWITCH

(if installed) (lever locked)
If a loss of communications occurs, allows
Captains side to communicate on VHF-L
transceiver directly, if operable.
NORM:
Audio control in normal operation.
VHF-L DIRECT:
Connects Captains Boom Mike/headset,
Control Wheel and ACP PTT switches
directly to VHF-L. Volume control not
available.
A
CAPT AUDIO SYSTEM
VHF--L DIRECT
OBSERVER AUDIO SYSTEM SWITCH

(lever locked)
Allows Captain or F/O to use Observers
Audio Control panel.
NORM
CAPT and F/O ACP push to talk switch

remain operable.
OBS AUDIO SYSTEM

NORM
CAPT
CAPT:
Connects Captains Hand Mike, Boom
Mike/headset, Headphone, Oxygen Mask
Mike, Speaker and Control Wheel PTT
switch to the Observers Audio Control
Panel.
F/O
NORM:
Audio control in normal operation.
F/O:
Connects F/Os Hand Mike, Boom
Mike/headset, Headphone, Oxygen Mask
Mike, Speaker and Control Wheel PTT
switch to the Observers Audio Control
Panel.
The second observer headset is normally

connected to First Observers ACP.
oOo
1.5.1
Page 4
1 JUN 1999
Issue 4
747-400

1.
1.5.
COMMUNICATIONS
1.5.1
General
GENERAL DESCRIPTION
Each pilot station consists of a jackbox, boomset, handmic and an Audio Control Panel. The first
observers Audio Control Panel is located on the aft pedestal.
2.
AUDIO CONTROL PANEL

Three audio control panels (ACPs) are located on the pedestal.
1 MAR 2003
Issue 1
1.5.1
Page F1
747-400
1.5.
COMMUNICATIONS
1.5.1
General
MIC INDICATION (10x) (white)

ILLUMINATED:
Indicates respective transmitter selected.
CALL INDICATION (9x) (white)
ILLUMINATED:
Indicates call has been received by
SELCAL, ground crew, cargo
loadmaster or SATCOM on the
respective receiver.
Resets when transmitter is selected or,
if already selected, when PTT switch is
pushed.
Not applicable for SAT.
PA does not have CALL indication.
RECEIVER SELECTED LIGHT (10x) (green)

ILLUMINATED:
Indicates respective receiver audio is
selected on manually.
Automatically when 121.5 is selected on
the respective VHF set.
RECEIVER SELECTOR/VOLUME CONTROL

(10x) (momentary action)
MIC
CALL
MIC
CALL
MIC
CALL
VHF
MIC
MIC
CALL
FLT
INOP
MIC
CALL
MIC
CALL
MIC
CALL
ROTATE:
R
SAT
ADF
R
R
APP
TRANSMITTER P/Bs (10x)

(momentary action)
SPKR
INT
L
PA
MIC
CALL
HF
VOR R
L
PUSH:
Selects respective receiver audio OFF or
ON.
VHF
VHF
R/T
MIC
CALL
C R
MKR
For Navigation Receiver Audio Control,

refer to AOM 1.15.
PUSH-TO-TALK SWITCH
R/T:
Keys boom or oxygen mask mic on
selected transmitter.
PUSH:
Selects respective radio or system for
transmission from this crew
station.
Only one can be selected at a time.
Illuminates respective MIC
indication.
Automatically selects the respective
receiver although without the receiver
selected light to be illuminated.
SPEAKER SELECTOR/VOLUME CONTROL
(momentary action)
PUSH:
Selects speaker audio OFF or ON.
INT:
Keys boom or oxygen mask mic on flight
interphone system.
ROTATE:
Varies speaker volume.
Remains active when OBS AUDIO SYSTEM

switch on overhead panel is in the CAPT or
F/O position.
Muted at both sides when a hand or boom

mike is used.
oOo
1.5.1
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.5
COMMUNICATIONS
1.5.2
VHF and HF Communication
VHF COMMUNICATION
Three VHF communication radios, designated L (left), R (right) and C (center) are installed and each
radio consists of a transceiver and an antenna. VHF L uses an antenna on top of the fuselage.
Each VHF radio may be tuned by any of the three Radio Tuning Panels (RTPs). Selection of a VHF radio
for transmitting and monitoring is through the Audio Control Panel (ACP).
A keyline interlock function prevents the keyline from blocking the selected frequency (sticking mike) by
disconnecting the keyline after 30 seconds of continuous transmission.
A beeping sound will be heard to warn for pending disconnect, 25 sec. after the PTT switch is pressed.
Releasing the PTT switch momentarily enables transmission again.
2.
HF COMMUNICATION
Two HF communication radios, designated L (left) and R (right) are installed. Each HF radio may be
tuned by any of the three RTPs. Selection of a HF radio for transmitting and monitoring is through the
ACP.
Simultaneous transmission is not possible because of the installation of only one antenna for both
systems. This implies blockage of reception on one system while the other is transmitting.
HF sensitivity is adjusted on the RTP. The left HF sensitivity is adjusted on the Captains RTP. The right
HF sensitivity is adjusted on the First Officers RTP.
AM can be selected for Amplitude Modulation. When AM is not selected the HF system operates in
theUSB mode.
3.
RTP
The frequency selector knobs are used to select the desired frequency, which is displayed in the Liquid
Crystal Display (LCD) STANDBY indicator.
By depressing the frequency transfer P/B, the standby frequency becomes active and the active
frequency becomes the standby.
The RTPs are designated Left, Center and Right and are located on the aisle stand.
An Offside Tuning Light on each RTP indicates that a communication radio normally associated with that
RTP is being tuned by another RTP or this RTP is tuning a radio associated with another RTP.
If a RTP fails, the RTP can be disconnected from the radios.
The left RTP is normally associated with VHF L and HF L. The right RTP is normally associated with VHF
R and HF R.
The OFF button is pressed to disable a failed panel (e.g. when blocking the other Radio Tuning Panels).
22 FEB 2001
Issue 9
1.5.2
Page 1

4.
747-400
1.5
COMMUNICATIONS
1.5.2
VHF and HF Communication

VHF and HF frequencies can be changed independently. The last selected frequency will stay active,
but any radio set can be monitored when either VHF or HF is selected. When an RTP is selected to
off-side, frequency will change to off-side selected. If all RTPs are selected to the same radio and
frequency is changed on either one, the other two will change simultaneously.
Active Frequency Indicator

Displays tuned frequency of selected radio.
HF SENSitivity Control
Offside Tuning Light (white)
ROTATE:
Adjusts sensitivity of
respective HF, also when
respective RTP has been
switched off by pushing the
RTP OFF P/B.
ILLUMINATED:
Radio normally associated with this RTP
is being tuned by another RTP.
This RTP is tuning a radio associated
with another RTP.
Standby Frequency Indicator
Displays preselected frequency of selected

radio.
.
ACTIVE
Frequency Selector
ROTATE:
Selects standby frequency of the selected
radio.
STANDBY
VHF L
VHF C
VHF R
HF L
AM
HF R
HF SENS
O
F
F
OFF
Frequency Transfer P/B (momentary

action)
PUSH:
Transfers standby frequency to active
frequency indicator and retunes selected
radio.
RADIO TUNING PANEL (RTP)
Radio Selection P/Bs (momentary action)
PUSH:
Selects HF to AM or USB.
PUSH:
Selects radio to be tuned.
Tuned frequency is displayed in the
active frequency indicator.
ILLUMINATED:
AM is selected.
Radio Selection Indicator (white)
AM P/B (momentary action)
ILLUMINATED:
Indicated radio selected.
Tuned frequency is displayed in the
active frequency indicator.
EXTINGUISHED:
USB is selected.
RTP OFF P/B (white, momentary action)
PUSH:
Turns respective RTP OFF/ON.
Light illuminates when off.
1.5.2
Page 2
oOo
22 FEB 2001
Issue 8
747-400

1.
1.5
COMMUNICATIONS
1.5.3
SATCOM
SYSTEM DESCRIPTION
A global coverage multi channel (6) single SATellite COMmunication system (SATCOM) provides
company voice and data communication through Ground Earth Stations (GES) via orbiting satellites.
SATCOM is used for:
Duplex voice communication to (pre) selected addresses (telephone numbers), controllable through
all three MCDUs and accessible through the ACP.
ACARS data communication when VHF service is not available (no coverage) or VHF C is not
selected to ACARS in the active window.
Cabin/Passengers telephone services.
Basic MCDU control and display functions/philosophy/rules, as described in AOM 1.15.9 apply.
Only two symbols are added:
pressing the adjacent LSK will activate a function of the system
indicates entering data in this field is optional.
2.

The systems architecture consists of a Satellite Data Unit (SDU) which provides for the overall control
and monitoring of voice/data signals and selections, antenna steering, interface to ACARS and the audio
management system. Control is through the MCDUs and the ACPs.
In order to determine aircraft position for log-on to the appropriate satellite, both the Left and Right
Inertial Reference Unit provide position and attitude information to the SDU.
3.

Access for the various SATCOM options is obtained through the SATCOM MAIN MENU page by
selecting < SAT via LSK 3L on the MCDU MENU page.
A PASS TEL ON/OFF interrupt switch is located on the cockpit overhead panel.
<SAT
Selects the Multi-Channel SATCOM system for
access to typical pages.
INIT
REF
FIX
MENU
RTE
LEGS
DEP
ARR
HOLD
ATC
FMC
COMM
BRT
VNAV
PROG
EXEC
MENU Key
Selects MCDU MENU page to allow for interface
with systems that utilize the MCDU.
NAV
RAD
CENTER MCDU
PASS TEL Switch (guarded)
PASS
TEL
ON
OFF
ON:
Passenger telephone services connected to
SATCOM.
OFF:
Passenger telephone services selected OFF.
OVERHEAD PANEL
22 FEB 2001
Issue 7
1.5.3
Page 1
747-400
1.5
COMMUNICATIONS
1.5.3
SATCOM
Channel Status Indicator (Title line of LSK 2L & 4L on MAIN MENU page)
The following annunciations can be the contents of the channel status indicator (title line 2L and 4 L) on
the SATCOM MAIN MENU page.
SAT (.) AVAILABLE
System ready to support a call.
SAT (.) NOT AVAILABLE
Either the system is not ready to support a call, due to system failures, or not logged-on.
SAT (.) DIALING/CONNECTED
Displayed from the time an air-to-ground call is initiated until the connection has been establish, at which
time the status changes to CONNECTED.
SAT (.) INCOMING CALL
A ground-to-air call has been received.
SAT (.) CAMPED-ON
Displayed when a cockpit initiated call is waiting for an available channel.
SAT (.) CALL FAIL
A call in progress has been terminated by the system due to a higher priority ground-to-air call or an
equipment failure.
Data line 2L will display the following messages when appropriate:
GRND FAILURE
(GES equipment failure)
GRND CONGEST (No ground circuits available)
INVAL NUMBER (Invalid number dialled)
SERVICE N/A
(Service not available).
Additional Status Indicator (Title line of LSK 2L & 4L on MAIN MENU page)
Air-to-Ground;
Mnemonic or manually dialed number of the selected phone number is displayed.
Ground-to-Air;
GND-AIR CALL displayed when channel status is CONNECTED.
PRIORITY (.) displayed when channel status is INCOMING CALL.
Priority Levels
PRI 1: for EMERGENCY and distress calls only.
PRI 2: for regulatory and flight safety related calls which are referred to as Aeronautical Operational
Communication (AOC).
PRI 3: for non flight safety related calls such as Aeronautical Administration Communication (AAC).
PRI 4: for Aeronautical Passenger Communication (APC).
WARNING: Do not use priority 1 (PRI 1) for calls other than EMERGENCY.
Alarms will be activated in GESs all around the world.
1.5.3
Page 2
22 FEB 2001
Issue 3

4.
747-400
1.5
COMMUNICATIONS
1.5.3
SATCOM
MCDU PAGES
SATCOM MAIN MENU
Access is obtained through the MCDU MENU page by selecting <SAT
Provides for means of establishing, answering and terminating calls.
Call Termination/Priority
CANCEL CAMP
Previous activated call, which is cued-up or
camped-on, will be cancelled.
END CALL
Air-to-Ground call will be terminated.
Disappears automatically whenever the ground
party terminates the call (goes on-hook).
REJECT
Ground-to-Air call will be rejected.
Air-to-Ground call:
WARNING: Do not use priority 1 (PRI 1) for calls
other than EMERGENCY.
Alarms will be activated in GESs all
around the world.
Channel Status Indicator

Indicates the channel status and the state of the
call in progress.
After power-up the page will show only SAT 1 (2)
AVAILABLE in the label line 2L and 4L
respectively.
PRI 1, 2, 3 or 4.
Default is 4.
Displayed when MAKE CALL is displayed in 2L
after phone number preselection via the
DIRECTORY page.
S SMALL font;
Protected numbers.
S LARGE font;
Manual entered and unprotected numbers.
Call Initiation/Termination
MAKE CALL
Initiates a cal when pushed.
Displayed when a manual or preset phone
number is selected.
PREEMPT
Terminates any call in progress.
ANSWER CALL
An ground-to-air call is established and waiting
to be answered.
ACK CALL
An air-to-ground call is acknowledged.
Additional Status Indicator

Displays indepth information to call in progress.
SUBMENU LSK
Provides access to the SATCOM SUBMENU
page.
Reverts to pages which are not for operational
use.
15 JAN 1995
Issue 2
DIRECTORY LSK
Provides access to the DIRECTORY page.
1.5.3
Page 3
747-400
1.5
COMMUNICATIONS
1.5.3
SATCOM
DIRECTORY
Access is obtained through the SATCOM MAIN MENU page by selecting DIRECTORY>.
Provides the means of selecting a category list from which a predefined number can be selected or a
telephone number can be entered for manual dialing.
Category Phone Number Lists

Provides access to the required category list page.
SAT 1
Alteration between channel 1 and 2 possible.
PRI 1 (2, 3, 4)
Phone call priority.
Can be altered.
around the world
RETURN>
Causes the display to return to the SATCOM MAIN
MENU page.
MANUAL DIAL
Preselects the manually entered telephone number
in the scratchpad after which the page
automatically reverts to the SATCOM MAIN MENU
page, where the number appears in the Additional
Status Indicator.
The last entered number is displayed in label line
5L when this page is accessed.
A valid phone number consists of:
SATCOM access code (00)
Country code
Area code
Local phone number
18 characters allowed.
1.5.3
Page 4
1 FEB 2002
Issue 4
747-400
1.5
COMMUNICATIONS
1.5.3
SATCOM
CATEGORY NUMBER LIST

Access is obtained through the DIRECTORY page by selecting the LSK adjacent to the applicable
category list.
Enables the initiation of a phone call from a pre-defined phone number list.
Also provides a means of modifying, adding and sorting numbers within the present list.
Basically, all the numbers in the category lists are protected, however numbers that are unprotected and
that can be altered will be indicated by brackets surrounding the applicable mnemonic.
PRI 1 (2, 3, 4)
MAKE CALL (label line)
Indicates that selecting a number will cause the
page to switch to the MAIN MENU page for actual
calling.
Blank if selecting a call for the given SAT channel
indicated at LSK 1R is not possible.
Phone Number List
Available phone numbers and their associated
mnemonics within the category list.
Phone call priority.

Can be altered for both protected an unprotected
numbers.
Appears in small font for protected numbers.
Appears in large font for unprotected numbers.
around the world
SAT 1 (2)
Pressing the LSK adjacent to the required number

results in:
Pre-selection of the number and automatic
reversion to the SATCOM MAIN MENU page.
The scratchpad message PROMPT
REQUIRED when the prompt is not present
indicating the absence of satellite log-on.
Active SATCOM channel.

SAT 1 refers to SAT L and
SAT 2 refers to SAT R on ACP.
Brackets
Only displayed when the maximum (25) number of
allowed phone numbers for that category is not
reached.
Allows for entry of a new phone number, including
mnemonic and priority in any order.
All numeric characters will be treated as a phone
number.
An entry with at least one alpha character will be
interpreted as a mnemonic.
The maximum characters for a mnemonic is 14.
If the number is entered before the mnemonic, a
system generated mnemonic, using the category
name followed by an index number and priority 4,
will be assigned.
SORT
RETURN>
Phone numbers will be sorted within the category

in alphabetic order by their mnemonic.
Causes the display to return to the DIRECTORY

page.
oOo
1 FEB 2002
Issue 5
1.5.3
Page 5
747-400
1.5
COMMUNICATIONS
1.5.3
SATCOM
1.5.3
Page 6
1 NOV 1994
Issue 1

1.
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
GENERAL
The Aircraft Communication Addressing and Reporting System (ACARS) provides a two-way digital
communication between the aircraft and ground data networks via a VHF or SATCOM channel. This
feature is referred to as Uplink and Downlink. Part of the downlink communication happens automatically
and requires no crew action.
Operating the system is through the center MCDU.
System Overview
The system consists of a management unit only.
This unit interfaces with existing systems for control, communication and printing via the C-MCDU,
VHF-C and the cockpit printer.
Other inputs are derived from the captains clock and the FMS.
At aircraft power up, VHF-C will default to an ACARS controlled frequency and the RTP-C will default to
VHF-C. The ACTIVE window of RTP-C will read ACARS.
With ACARS displayed in the active window, the ACARS management unit is basically connected to
VHF-C and will automatically tune VHF-C in a predeterminate sequence through four dedicated DATA
frequencies until data exchange from a groundstation has been established.
Automatic data exchange through SATCOM will be established when communication through VHF-C is
lost.
Rotating the frequency selector on the RTP with ACARS displayed in the STANDBY window will replace
ACARS for a frequency. ACARS can be retuned to the standby window by selecting a frequency higher or
lower than the VHF communication frequency range.
Options
Various types of data can be exchanged such as:
CMC stored system faults
ACMS determined limit exceedances from various systems
Movement events
ETA and diversions
Weather information
ATC (Ocean clearances)
Freetext (Company messages)
2.
DATA EXCHANGE
The reason for communication can be divided in:
Automatic:
S At predetermined moments such as:
Take-off
Landing
ETA Amsterdam minus 4 hours. (CMC stored system fault download).
S When certain sub-systems exceed their limit, which is detected by ACMS.
E.g.: Hard Landing, Turbulence, Flap Overspeed and Engine parameters.
Semi-automatic:
S following an uplink request by maintenance for reading CMC fault history.
Manual:
S initiated by the crew to obtain a weather report.
S initiated by the crew/ground to send a freetext message
NOTE: 1. All messages, both uplink and downlink and stored in memory for display and print, will be
cleared at flight completion.
2. Any downlink message will automatically contain doc. data like flight number, aircraft
registration and time. Data remains stored in a ground database.
22 FEB 2001
Issue 9
1.5.4
Page 1

3.
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
ALERT MESSAGES
When the C-MCDU is not logged-on to ACARS, relevant scratchpad messages are suppressed.
Therefore, certain system conditions which require crew attention will be displayed as an EICAS advisory
alert or memo message. For advisory alerts, refer to AOM 2.4.5.
Memo messages
VHF DATA OFF

This message is displayed as long as VHF-C is not tuned to an ACARS controlled frequency; either
ACARS is not displayed in the ACTIVE window of the C-RTP or a voice frequency is selected via the
ACARS page VOICE SELECT.
This message has priority over all other ACARS related memo messages.
ACARS MESSAGE
Will be displayed together with the scratchpad message MESSAGE RECEIVED when an uplink has
been received.
Clearing the scratchpad message also clears the memo message.
PRINTER MESSAGE
Will appear together with the scratchpad message MESSAGE PRINTING when a print uplink has
been sent which causes an instant print on the cockpit printer.
The messages disappear automatically 5 minutes after the print cycle has been completed.
4.
MCDU PAGES
4.1
ACARS MENU
This page can be accessed by selecting the C-MCDU MENU key and pushing the LSK adjacent to the
ACARS prompt, or by selecting LSK 6L when on a sub menu page.
NOTE: VOICE and ACARS STAT selections

are not for operational use.
1.5.4
Page 2
15 OCT 1996
Issue 8

4.2
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
FLIGHT LOG 1/2

This page can be accessed by selecting the < FLT LOG prompt on the ACARS MENU page, or by
selecting the PREV page mode key if on FLIGHT LOG 2/2 page.
It contains FMS data displayed in small font prior to take-off. If not loaded through FMS automatically,
manual entry of FLT NO, ORIGIN and DEST is possible during ground operation only.
Data will then appear in large font.
When a diversion is entered, either manually or derived from entering a new destination in the FMS, a
downlink message with the new destination will be sent automatically.
FLT NO - ORIGIN - DEST
Those fields will reflect the FMS entered flight
number, origin and destination. Otherwise
box prompts will be displayed. Cannot be
changed manually when loaded through FMS
initialization
Contents will be frozen after liftoff.
ALT 1, 2, 3
Basic purpose not in use for KLM.
Entered stations will be propagated to the
MET REPS page.
DIVERTED
PRINT
After lift-off this field will be filled with the

diverted destination either manual or derived
from entering a new destination in the FMS.
A copy of the joined contents of both the

FLIGHT LOG pages will be printed on the
cockpit printer.
Once this field is filled a downlink will be sent

automatically.
22 FEB 2001
Issue 8
1.5.4
Page 3
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
FLIGHT LOG 2/2

This page can be accessed by selecting the NEXT page when on FLIGHT LOG 1/2 page.
It reflects the movement time events which reflect:
PUSH BACK : All doors closed and parking brakes released.
OFF BLOCKS : The moment of last parking brake release before (first) flap selection during taxi-out.
AIRBORNE
: Liftoff.
TOUCH DOWN : Touch down.
ON BLOCKS : Last parking brake set event which will be filled in at first door open.
Any time an event field is updated either manual or automatic, an automatic downlink message of that
event will be generated.
DATE and UTC

Derived from the captains clock. If data is
invalid or not available, box prompts will be
displayed.
Manual override is not possible.
BLOCKTIME
Time between off blocks and on blocks
events.
Dashes will remain displayed until the on
blocks time has been determined.
AIRTIME
Time the aircraft has been airborne.
Dashes will remain displayed until the touch
down time has been determined.
ETA
Estimated Time of Arrival which is derived
from the FMS active route ETA. A downlink
will be generated when the ETA is first
acquired after liftoff. A downlink is also sent
when a new ETA differs more than 15 minutes
from the previous ETA or, when time to go is
less than one hour, differs more than 5
minutes from previous ETA. Manually entered
ETA will no longer be updated automatically.
1.5.4
Page 4
Movement Time Events
PRINT
Will display 4 dashes prior to the event.

Actual events will be displayed automatically.
Manual entry is allowed although a
subsequent detected event will overwrite the
manual entry.
Once an event is determined and the field is
updated, manual entry will cause the
scratchpad message FIELD LOCKED to be
displayed.
A copy of the joined contents of both the

FLIGHT LOG pages will be printed on the
cockpit printer.
15 JAN 1995
Issue 6

4.3
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
FREE TEXT MESSAGE

This page can be accessed by selecting the <FREE TEXT prompt on the
ACARS MENU page or when selecting LSK 6L on the FREE TEXT ADDRESS page.
Freetext provides a means of datalink communication with a selectable department within the ground
organization at Amsterdam and outstations.
The amount of text that can be entered and downlinked is 20 text lines of 24 characters each.
The first 10 characters of the text will be used as a title in the messages sent list (MSGS SENT LIST).
<TO
Title Line
Selection will call up the FREE TEXT

ADDRESS page.
The address field next to the TO prompt will
be blank until an address has been entered in
the scratchpad and subsequently selected or
a pre-defined address is selected on the
FREE TEXT ADDRESS page.
LSK 6R title line will reflect either the sent

message status or the system status.
QUEUED, the message has been queued.
SENDING, the message has been
transmitted.
ACKD, the message has been
acknowledged.
VHF COMM, VHF communication link is
available.
VOX MODE, voice mode selected.
SATCOM, when;
S VHF communication is not available.
S ACARS has been de-selected on the
RTP (ACARS in STANDBY window).
NO COMM, communication not available.
NO COMM will not be shown when
communication is lost while in the sending
sequence (QUEUED, SENDING, ACKD)
except when leaving the page.
Free Text Lines
SEND
24 characters per line possible.

20 lines per message.
Page overflow will create a new line
automatically unless it is the last line
possible.
Selection will generate the downlink of the

message.
If no address has been entered on the FREE
TEXT ADDRESS page, the scratchpad
message NO ADDRESS will appear
TITLE LINE
The first text line is used to enter the
message title.
This title may be up to 10 characters and will
be used in the MSGS SENT LIST to
distinguish all the messages sent.
1 JUN 1999
Issue 5
1.5.4
Page 5
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
FREE TEXT ADDRESS

This page can be accessed by selecting the <TO prompt on the FREE TEXT MESSAGE page.
The first two addresses are defaulted to Movement control and Maintenance Control.
Two entry fields are available for entering the following selectable addresses:
SPLOSKL (Flight Technical Dept)
SPLNMKL (Chief Pilot)
SPLKKKL (Flight Ops)
SPLNTKL (Flight training)
NOTE: For KLM enroute stations refer to regional ROM.
The selected address will be reflected in the address field adjacent to the <TO prompt on the FREE TEXT
MESSAGE page.
AMSLM and SPLTO

Selecting either address causes the display
to return to the FREE TEXT MESSAGE page
showing the selected address in the address
field.
KL will be appended to the selected address
on the FREE TEXT MESSAGE page.
Selectable Addresses
Entry of any address is allowed and will
automatically return the display to the
FREE TEXT MESSAGE page showing the
selected address in the <TO field
(e.g. SPLOSKL).
Entered addresses will be cleared after
flight completion.
Can be overridden.
<RETURN TO MSG
Returns display to the FREE TEXT
MESSAGE page.
1.5.4
Page 6
1 JUN 1999
Issue 3

4.4
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
MSGS RCVD LIST

This page can be accessed by selecting the < MSGS RCVD prompt on the
ACARS MENU page, or by pressing LSK 6L on the ACARS MSG RCVD page.
Uplinked messages will have predetermined titles.
These titles consist of a prefix and a suffix and depend on the originator of the message and the contents.
Orginators
PREFIX
MAINT
FLTTEC
AMS/LM
CH PIL
FLOPS
FLT TR
Maintenance Support Centre

(SPLTO)
Flight Technical Department
(SPLOS)
Movement Control
(AMSLM)
Chief Pilot
(SPLNM)
Flight Ops
(SPLKK)
Flight training
(SPLNT)
Enroute station prefixes will be
preceeded by the three letter station
code (e.g. SINTEC = Singapore
Maintenance Department)
The suffix indicates the contents as follows:

REQ = Request
ADV = Advice
MSG = Random message except for request and advice
DEF = Deficiency (Can be sent by Maintenance Support Centre only).
The title of the latest message received will be displayed adjacent to LSK 1L.
If the contents of a message has not been displayed yet, its title will appear in large font.
Messages Received Summary List
Displays the message title and the time the
message has been originated. Title will
appear in large font until the message has
been displayed once. The latest received
message will appear adjacent to LSK 1L.
Selection will cause the ACARS MSG RCVD
page to be displayed.
The message will be deleted when the
adjacent LSK is selected while DELETE is
displayed in the scratchpad.
The scratchpad message VOICE MODE will
be displayed when ACARS has been
de-selected on the RTP (ACARS in
STANDBY window).
1 JUN 1999
Issue 3
1.5.4
Page 7
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
ACARS MSG RCVD

This page can be accessed by selecting the LSK adjacent to the required message on the MSG RCVD
LIST page.
FROM
DTG
Displays the originator. (E.g.: SPL/OS)
Date and Time group.

Displays Date, Hour and Minute of the
originator uplink initiation.
TITLE
Title as indicated on the MSGS RCVD LIST
page.
E.g.: Flight Technical Dept. Advice.
Message Text Lines
PRINT
If the message contains more than 7 lines,

page numbering will be displayed.
Selection will print all pages of the message

on the cockpit printer.

STANDBY window).
1.5.4
Page 8
15 JAN 1995
Issue 2
747-400
AC/DC/SWITCHING RELAYS

1.2
SPLIT SYSTEM BREAKER (SSB)
Closes automatically when:
Both synchr. busses are powered by an
IDG.
Only one APU or one EXT power is
selected to one side of the SYNC BUS.
Opens automatically when either side of the
synchr. bus is powered by an APU GEN or
EXT PWR at the same time.
GROUND HANDLING BUS XFER RELAY
Selects the available power source.
EXT 1 has priority over APU GEN 1 when
both AVAIL legend are illuminated.
GROUND SERV BUS SELECT RELAY
both AVAIL legends are illuminated.
Can be selected either by GND SERV P/B
at DR12 or by a P/B located on the cockpit
overhead maintenance panel.
GROUND SERV BUS XFER RELAY
Selects power source for ground service bus:
Ground power (either APU or EXT PWR).
AC bus 1.
Energized when AC bus 1 is not powered.
Can be selected either by GND SERV P/B
at DR12 or by a P/B located on the cockpit
overhead maintenance panel.
DC ISOLATION RELAY (DCIR) 4x
Connect DC bus to the tie bus.
Closes:
automatically when the AC busses are
powered and bus tie switch is in AUTO.
Opens when:
S BUS TIE P/B is pushed to OFF.
S In autoland operation.
(Except for DCIR 4)
S A fault is detected.
MAIN BATTERY BUS RELAY
Connects APU/ MAIN HOT BAT BUS to its
respective BAT BUS.
Closes when:
S BATTERY P/B is ON.
S Battery busses not powered from DC
BUS 3 when AC BUS 3 is unpowered.
Opens when:
S BATTERY P/B is OFF.
S AC BUS 3 powered.
15 MAR 1999
Issue 5
GND HDLG BUS

4
APU
GEN 1
GEN
CONT
DRIVE
DISC
APU
GEN 2
EXT PWR 2
EXT PWR 2
RH SYNC BUS
AUTO
APU GEN 2
A
V
A
I
L
AUTO
UTILITY
GALLEY
ON
AC BUS 4
ON
AC BUS 3
11
IDG 4
TRU 4
IDG 3
TRU 3
CAPT XFER BUS
F/O XFER BUS
BUS
TIE
SPLIT
SYSTEM
BREAKER
ENGINES AND APU RUNNING. EXT PWR NOT CONNECTED. NO FAULTS.

EXT PWR 1
AUTO
A
V
A
I
L
APU GEN 1
LH SYNC BUS
EXT PWR 1
AUTO
UTILITY
GALLEY
ON
AC BUS 2
ON
AC BUS 1
IDG 2
TRU 2
DC BUS 4
IDG 1
TRU 1
DC BUS 3
MAIN BAT BUS
APU BAT BUS
DC TIE BUS
10
DC BUS 2
DC BUS 1
GND SERV BUS
APU HOT BAT BUS
MAIN HOT BAT BUS
APU BAT
APU
BAT
CHARGER
MAIN
BAT
CHARGER
MAIN BAT
ON
BATTERY
1.6
ELECTRICAL
AC BUS 3 VOLTAGE SENSE RELAY
Connects APU and MAIN BAT BUS to DC

BUS 3.
Closes when:
S STBY PWR selector is in OFF or AUTO.
S AC BUS 3 powered.
S DC BUS 3 powered.
Opens when:
S AC BUS 3 unpowered.
S DC BUS 3 unpowered.
BATTERY BUS XFER RELAY
Switches power source for the respective

standby bus automatically when the primary
power source fails.
MAIN/APU STBY BUS XFER RELAY

De--energizes when the primary power
source becomes unpowered.
CAPT/ F/O XFER BUS RELAY

both AVAIL legends are illuminated.
MAIN DECK CGO HANDLING XFER RELAY
System Details
10
1.6.2
APU STBY BUS
MAIN
STBY
INV
MAIN STBY BUS
MAINDECK CGO HDLG BUS
AUTO
BAT
STANDBY POWER
OFF
APU
STBY
INV
11
De-energizes when AC BUS 3 becomes

unpowered.
1.6.2
Page 3
1.6.2
Page 4
747-400
ELECTRICAL
System Details
1.6
1.6.2
1 FEB 1993
Issue 3

4.5
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
MSGS SENT LIST

This page can be accessed by selecting the <MSGS SENT prompt on the ACARS MENU page.
It displays all free text messages, which are to be sent or have been sent.
After pressing SEND on the FREE TEXT MESSAGE page, time and title will be added to this list.
QUEUED will be displayed i.s.o. time until communication has been (re)established.
MSGS SENT Summary LIST
Selection will display required message to be
viewed. Each message in memory will be
displayed in order of age.
The title is the first 10 characters entered in
text line 1 of the free text message.
Messages queued for transmission will be
displayed in small font with the text QUEUED
above the title.
QUEUED will be replaced by hhmm while the
title will change into large font indicating that
the message has been sent and
acknowledged by the groundbase system.
DELETE is possible, but only when the
message has been sent and acknowledged.
ACARS MSGS SENT

This page can be accessed by selecting the LSK adjacent to the required message on the MSGS SENT
LIST page.
The message will be displayed with seven lines of text per message in large font if not yet transmitted.
After acknowledgement, the lines will change into small font.
TO
Displays the address which is selected on the
FREE TEXT ADDRESS page.
E.g.: SPL/OS (Flight Techn. Dept.)
ACARS Message Sent

Message text lines. If the message contains
more than 7 lines, page numbering will be
displayed.

STANDBY window).
PRINT
Selection will print all pages of the message
on the cockpit printer.
1 JUN 1999
Issue 3
1.5.4
Page 9

4.6
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
MET REPS
This page can be accessed by selecting the MET REPS> prompt on the ACARS MENU page.
Three types of weather information report requests will be displayed.
The actual destination station is preset at LSK 1R.
Four individual airport identifiers can be entered at LSKs 2-5R for each type of the selected weather
report.
TAF-FC
Terminal Aerodrome Forecast
Forecast valid for 9 to 12 hours.
Update every 3 hours.
Applicable for each individual entered
station at the righthand LSKs.
METAR
STA-1
Meteorological Aerodrome Report.

Station actual weather report
Displays actual destination station.

Can be overwritten.
STA-2/STA-5
Any station identifier in ICAO format can
be entered.
ALT stations from the FLIGHT LOG 1/2
page will be propagated, when entered.
Title Line
TAF-FT
Terminal Aerodrome Forecast
Forecast valid for more than 12 hours.
Update every 6 hours.
SEND
Selection will generate a downlink
transmission when communication is
available otherwise it will be queued, until
communication has been re-established after
which sending will be performed.
1.5.4
Page 10

message status or the system status.
transmitted.
acknowledged.
VHF COMM, communication link is
available.
SATCOM, when ACARS has been
STANDBY WINDOW).
15 JAN 1995
Issue 2

4.7
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
TIME BASE
This page provides accurate time and can be accessed by selecting the <TIME BASE prompt on the
ACARS MENU page.
Title Line
Indicated time reflects the UTC derived from

the service provider (ACARS ground system).

message status or the system status..
transmitted.
acknowledged.
VHF COMM, communication link is
available.
SATCOM, when;
S VHF communication not available.
S ACARS has been de-selected on the
RTP (ACARS in STANDBY window).
NO COMM will not be shown when
communication is lost while in the sending
sequence (QUEUED, SENDING, ACKD)
except when leaving the page.
DIFFERENCE
TIME RQST
Indicates difference between time indication

of both clocks.
Initiates a downlink and a subsequent uplink

to update the indicated ACARS TIME.
CLOCK
Displays UTC of Captains clock.
ACARS TIME
The scratchpad message TIME BASE

DISCREPANCY appears whenever on
blocks and the difference between CLOCK
and ACARS TIME is greater than 2 minutes.
oOo
1 MAR 1996
Issue 2
1.5.4
Page 11
747-400
1.5
COMMUNICATIONS
1.5.4
ACARS
1.5.4
Page 12
15 JAN 1995
Issue 1
747-400

1.
1.5
COMMUNICATIONS
1.5.6
SELCAL
GENERAL
Ground Stations desiring communication with the cockpit can use SELCAL. The incoming call illuminates
the respective radio CALL indication on the ACP and a hi-tone chime sounds. The Call indication is reset
by selecting the respective Transmitter Selector or by using any MIC PTT switch when respective
Transmitter Selector has already been selected.
The SELCAL decoder accepts inputs from the three VHF and two HF communication systems, when
tuned to appropriate frequencies as incorporated in the route documentation.
The hi-chime is inhibited at:
Take-off : Application of take-off power (75% N1) until altitude is above 400 ft AGL.
Approach : Below 800 ft AGL and speed greater than 80 kts.
2.
MIC
CALL
MIC
CALL
MIC
CALL
VHF
MIC
MIC
CALL
FLT
CAB
MIC
CALL
CALL Indication (white)

MIC
CALL
MIC
CALL
MIC
CALL
HF
R
SAT
SPKR
INT
VOR R
L
PA
VHF
VHF
R/T
MIC
CALL
ADF
R
R
APP
C R
MKR
ILLUMINATED:
A call has been received by the
respective receivers.
Resets when the respective Transmitter
Selector is selected or by using any MIC
PTT switch when respective Transmitter
Selector has already been selected.
AISLE STAND
AND
OBSERVERS PANEL
1 JUN 1999
Issue 3
1.5.6
Page 1
747-400
1.5
COMMUNICATIONS
1.5.6
SELCAL
1.5.6
Page 2
1 NOV 1994
Issue 1
747-400

1.
1.5
COMMUNICATIONS
1.5.7
Interphone System
FLIGHT INTERPHONE
The Flight Interphone System permits communication between flight crew members. Ground personnel
can access the interphone system through a jack in the nose wheel well.
The Flight Interphone System is accessed by using the Boom or Oxygen Mask Microphone and the INT
position of a Push-To-Talk Switch. The system may also be accessed by selecting the FLT Transmitter
Selector and using the R/T position of a Push-To-Talk Switch, or the Hand Microphone. The system is
monitored by selecting the FLT Receiver Selector/Volume Control on the ACP.
2.
SERVICE INTERPHONE
The Service Interphone System is used for communication between maintenance personnel at various
locations around the airplane. The service interphone system can be connected to the Flight Interphone
System with the Service Interphone Switch located on the overhead panel.
On COMBI aircraft a Cargo Interphone System is installed to establish communication with the
loadmaster.
The Cargo Interphone System can be connected to the Flight Interphone System with the Cargo
Interphone Switch located on the overhead panel.
SERVICE INTERPHONE Switch
ON:
Connects service interphone and flight
interphone together.
INTERPHONE
SERV
OFF:
Allows independent operation of the
service and flight interphone systems.
CARGO
ON
CARGO INTERPHONE Switch (combi)

ON:
Connects cargo interphone and flight
interphone together
OFF
OFF:
Independent operation of cargo and flight
interphone system.
1 NOV 1994
Issue 1
1.5.7
Page 1

3.
747-400
1.5
COMMUNICATIONS
1.5.7
Interphone System
CABIN INTERPHONE
The cabin interphone system permits communication between the flight deck and flight attendant
stations.
The cabin interphone system is accessed by using the Boom or Oxygen Mask Microphone, the Hand
Microphone. The Boom or Oxygen Mask Microphone is used by selecting the CABIN Transmitter
Selector and using the R/T position of a Push-To-Talk Switch. The Hand Microphone is also used with the
CABIN transmitter selected. The system can then be monitored by selecting the CABIN Receiver
Selector/Volume Control.
Selecting the CABIN Transmitter Selector activates the Pilots Call Panel (PCP). The PCP is located on
the aisle stand and is used to select the desired station to be called.
Codes for the desired stations to be called from the cockpit can be found in the PCP DIRECTORY which is
shown below. At the receiving cabin station a pink call light illuminates and a chime sounds once.
CODE
11
12
13
14
15
21
22
23
24
25
16
33
34
INTERPHONE DIRECTORY
ADDRESS
CODE
ADDRESS
DOOR 1 LEFT
41
PA C-CLASS (Business Mn and Upr Deck)
DOOR 2 LEFT
42
PA M-CLASS (Economy Class)
DOOR 3 LEFT
44
PA CREW REST (CCR and OCR)
DOOR 4 LEFT
46
PA ALL AREAS (excl. CCR and OCR)
DOOR 5 LEFT
4P
PA ALL PRIOR (excl. CCR and OCR)
DOOR 1 RIGHT
52
GALLEY M/D (Maindeck)
DOOR 2 RIGHT
55
ALL CALL
DOOR 3 RIGHT
56
GALLEY U/D (Upperdeck)
DOOR 4 RIGHT
61
OHD CREW REST (OCR)
DOOR 5 RIGHT
U/D LEFT DOOR
P1
GRD CREW CALL
PILOT PRIOR
P2
CARGO CALL (Maindeck)
PURSER STA (Purser Station) P3
U/D CREW REST (CCR)
Message
PILOT ALERT
PILOT PRIOR
PA IN USE
PARTY LINE
VIDEO IN USE
DIRECTORY
W (..)
ADDITIONAL INTERPHONE DISPLAY

Description
PP is dialed from any cabin station.
When phone at cabin door 11 is lifted off hook after pushing twice on CAB
transmitter P/B on the ACP.
PA announcement is in progress from any cabin station and the PCP has
been activated. Can be overridden by using the direct PA selection on the
Audio Control Panel or 4P via the PCP.
A second station is called in sequence while the first called station is still on
line. (Only possible when the cabin attendant uses code 31). Up to three
parties can access the party line.
Numbers of calls waiting to be answered.

MIC
CALL
MIC
CALL
MIC
CALL
VHF
VHF
R/T
MIC
CALL
MIC
MIC
CALL
FLT
CAB
MIC
CALL
MIC
CALL
MIC
CALL
HF
MIC
CALL
R
SAT
SPKR
INT
VOR R
L
1.5.7
Page 2
PA
VHF
L ADF
R
V B
R
APP
C R
MKR
22 FEB 2001
Issue 3

4.
747-400
1.5
COMMUNICATIONS
1.5.7
Interphone System
CALL SYSTEM
The call system informs the flight crew that communication is desired from a ground station, the ground
crew, the cargo loadmaster or a flight attendant. The respective CALL indication on the ACP illuminates.
There is no PA CALL indication on the ACP.
Cabin Call
Flight attendants desiring communication with the flight deck use the Flight Attendant Handsets. The
incoming call illuminates the CAB CALL indication on the ACP and sounds a hi-tone chime. The CALL
indication is reset by selecting the CAB Transmitter P/B.
The hi-chime is inhibited at:
Take-off;
Application of take-off power (75% N1) until altitude is above 400 ft AGL.
Approach;
Below 800 ft AGL and speed greater than 80 knots.
Three (3) incoming calls can be stored for subsequent handling.
The Interphone Station Indicator will display a W and the number of the stored location which placed the
call.
Ground Crew Call
Ground Crew desiring communication with the flight crew uses the Flight Deck Call Switch on the nose
wheel panel. The incoming call illuminates the FLT CALL indication and sounds a hi-tone chime. The
CALL indication is reset by selecting the FLT Transmitter P/B.
Cargo Loadmaster Call
Cargo loadmaster desiring communication with the flight crew uses the Flight Deck Call Switch on the
cargo loadmaster panel near the Side Cargo Door. The incoming call illuminates the FLT CALL indication
and sounds a hi-tone chime. The CALL indication is reset by selecting the FLT Transmitter P/B.
The cargo interphone switch on the overhead panel must be switched on to connect the loadmaster with
the flight interphone.
1 JUN 1999
Issue 2
1.5.7
Page 3
747-400

5.
1.5
COMMUNICATIONS
1.5.7
Interphone System
Interphone Station Indicator

Displays location and code for station calling
or being called.
RESET P/B
PUSH:
Cancels call or incorrectly selected mode.
A
NXT
RST
PILOT CALL PANEL
Interphone Keys
Selecting the two digit code calls the
respective station/PA area provided the
CABIN Transmitter P/B on the ACP is
selected.
NEXT P/B
PUSH:
Connects the flight deck with the next
caller, provided the next caller has not
hung up. W (..) displayed.
If no other calls in progress or on hold,
scrolls through the code directory.
1.5.7
Page 4
22 FEB 2001
Issue 3
747-400
1.5
COMMUNICATIONS
1.5.7
Interphone System
Cabin Interphone Keys (momentary action)

Selecting the two digit code calls the
respective station or PA area.
Flight Attendants Handset

Provides communication with other handsets
or the PA system.
1
P
T
P
T
Reset P/B (momentary action)

PUSH:
Cancels call or incorrectly selected code.
Push-To-Talk P/Bs (momentary action)

PUSH:
Connects handset mike to selected PA
area for announcement. Only required for
PA use.
FLIGHT ATTENDANTS PANELS
oOo
1 NOV 1994
Issue 1
1.5.7
Page 5
747-400
1.5
COMMUNICATIONS
1.5.7
Interphone System
1.5.7
Page 6
1 NOV 1994
Issue 1
747-400

2.
1.5
COMMUNICATIONS
1.5.7
Interphone System
CARGO INTERPHONE SYSTEM

On the main deck two Loadmasters Amplifier Panels and four Wing Inspection Station Call panels have
two--way call capability with the flight deck.
An incoming call illuminates the FLT CALL indication on the ACP, sounds a chime and illuminates the
CARGO Call indication on the Interphone panel.
The cargo Interphone system can be connected to the flight interphone system with the Cargo/Cabin
Interphone Switch on the overhead panel.
From these stations two--way interphone communication with the flightdeck is possible via the Cargo
Interphone System.
When using the wing inspection station call panels, a handset has to be taken from an other location.
LOADMASTER AMPLIFIER PANEL AND

LOADMASTER HANDSET
WING INSPECTION STATION CALL PANEL
LOADMASTER AMPLIFIER PANEL AND

LOADMASTER HANDSET
1 MAR 2003
Issue 1
1.5.7
Page F1
747-400

3.
1.5
COMMUNICATIONS
1.5.7
Interphone System
UPPER DECK INTERPHONE

The upper deck interphone system permits communication between the flight deck and the left or right
crew rest bunk.
LEFT or RIGHT CREW REST Call indication on the interphone panel.
The upper deck interphne system can be connected to the flight interphone system with the Cargo/Cabin
Interphone switch on the overhead panel.
4.
CALL SYSTEM
The call system informs the flight crew that communication is desired from a crew rest bunk, cargo
loadmaster station or ground crew.
related Call indication on the interphone panel.
The call indication is reset after a 60 seconds time delay.
Upper deck call system
There is no interphone communication possible between the flight deck and the upper deck seating area.
Flight crew desiring communication with crew members in the seating area can activate the call light and
chime installed in this area by pressing the U/D Call Switch on the Interphone Panel.
1.5.7
Page F2
1 MAR 2003
Issue 1
747-400
1.5
COMMUNICATIONS
1.5.7
Interphone System
Gargo Call switch

PUSH:
Illuminated (white):
a call has been received from
the main deck cargo area.
To speak, select the FLT transmitter

selector on the ACP. The Cargo/Cabin
Interphone switch must be in ON to
connect the cargo interphone system with
the flight interphone.
Crew Rest Call switch

PUSH:
Illuminates the Flight Deck Call

switch on Loadmaster Amplifier
panels and Wing Inspection
Station Call panels and sounds a
tone in main cargo deck area.
Calls left or right Crew Rest

bunk area
A call has been received from
the left/right Crew Rest bunk
area.
To speak, select the FLT transmitter
selector on the ACP. The Cargo/Cabin
Interphone switch must be in ON to
connect the upper deck interphone
system with the flight interphone.
Ground Call switch

PUSH:
Sounds three seconds horn in

nose wheel well
A call has been received from
nose wheel well.
A
CALL
CREW REST
U/D
LEFT
RIGHT
CARGO
GND
INTERPHONE PANEL
Upperdeck Call switch
PUSH:
1 MAR 2003
Issue 1
Illuminates call light and sounds

chime in upper deck seating
area. The call light is reset after
a time delay of 20 seconds.
1.5.7
Page F3
747-400
1.5
COMMUNICATIONS
1.5.7
Interphone System
1.5.7
Page F4
1 MAR 2003
Issue 1

1.
747-400
1.5
COMMUNICATIONS
1.5.8
Passenger Address System
GENERAL DESCRIPTION
The Passenger Address System (PAS) allows cabin announcements to be made from the flight deck or
Flight Attendant Handsets. The PA system is accessed by using the Boom, Oxygen Mask Microphone or
Hand Microphone. The Boom or Oxygen Mask Microphone is used by selecting the PA Transmitter
Selector and using the R/T position of a Push-To-Talk Switch. The Hand Microphone is also used with the
PA Transmitter Selector. The system is monitored by selecting the PA Receiver Selector/Volume Control.
Selecting the PA Transmitter Selector provides direct access to all PA areas, overriding all other
conversations. A specific PA area as well as all other PA codes can be selected using the CAB
Transmitter Selector and the Pilot Control Panel.
Flight Attendants can use any of the Flight Attendant Handsets to access the PA system.
When the PAS is used by a cabin attendant handset, PA IN USE will be displayed on the Pilot Control
Panel.
The EICAS status message PASS ADDRESS 1 or PASS ADDRESS 2 will be displayed in case one PA
controller has failed.
Pushing the ALTERNATE SYSTEMS/PASSENGER ADDRESS P/B on the Cabin Configuration
Test Module (CCTM) at cabin door 22 will select the alternate controller for operation.
The P/B will illuminate during operation of the alternate controller.
2.
CABIN CONFIGURATION
MENU SELECT
ENTER
CLEAR
MODE SELECT
TEST
PROGRAM
NORMAL
FUNCTION SELECT
ALTERNATE SYSTEMS
TEST
MODE
PASSENGER CABIN
PASSENGER CABIN
ADDRESS INTERPHONE SERVICES SERVICES
Cabin Configuration / Test Module (CCTM)

(located at cabin door 22)
oOo
1 JUN 1999
Issue 2
1.5.8
Page 1
747-400
1.5
COMMUNICATIONS
1.5.8
Passenger Address System
1.5.8
Page 2
1 NOV 1994
Issue 1

1.
747-400
1.5
COMMUNICATIONS
1.5.9
Miscellaneous Components and Controls
MIC
INT
CONTROL WHEEL
C
Control Wheel (PTT) Switch (springloaded
to center)
MIC:
Keys oxygen mask or boom microphone
on selected transmitter.
INT:
Keys oxygen mask or boom microphone
on flight interphone system.
Boom Mike
Transmits on the selected transmitter
when PTT switch is used.
Deactivated when LH door of oxygen mask
container is open.
Hand Mike
Transmits on the selected transmitter.
Has integral push-to-talk P/B.
Deactivated when VHF-L DIRECT is
selected (refer to AOM 1.5.1).
Oxygen Mask Mike
Transmits on the selected transmitter
when LH door of oxygen mask container is
open and PTT switch is used.
Deactivated when:
S The LH door of the oxygen mask
container is closed and the RESET
lever is pushed.
S VHF-L DIRECT is selected (refer to
AOM 1.5.1).
NOTE: For description of the Oxygen Mask

Container, refer to AOM 1.7.2-3.
SIDEWALL PANELS
1 JUN 1999
Issue 3
1.5.9
Page 1
747-400
1.5
COMMUNICATIONS
1.5.9
Miscellaneous Components and Controls
C
B
Headset Jack
Provides audio system output for headset.
HEADPHONE
BOOM MIC/
HEADSET
Boom Mic/Headset Jack

PILOTS SIDEWALLS
Provides system input/output for boom

microphone and headset.
B
Handmic Jack
Provides system, input/output for hand mike.
PILOTS SIDEWALLS
C
Speaker Assembly
Controlled by speaker control on respective ACP.
SIDE PANELS
oOo
1.5.9
Page 2
1 NOV 1994
Issue 1

1.
747-400
1.5
COMMUNICATIONS
1.5.10
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Aural
B - Bell
b - Beeper
S - Siren
Level
MWL/
MCL
Aural
Local
> DATALINK AVAIL
--
--
--
Datalink available again after a

temporary loss.
> DATALINK LOST
--
--
--
Datalink feature has been lost.
> DATALINK SYS
--
--
--
Total loss of datalink capability due

to ACARS MU failure.
> RADIO TRANSMIT
--
--
--
Any HF or VHF transceiver is keyed

for longer than 30 seconds.
ACARS MESSAGE
--
--
--
An uplinked message has been

received.
PRINTER MESSAGE
--
--
--
An uplinked message is being

routed to the printer.
>SATCOM
--
--
--
SATCOM system has failed.
>SATCOM DATA
--
--
--
ACARS data communications

through SATCOM system not
available.
>SATCOM VOICE
--
--
--
SATCOM voice communication not

available due to SATCOM voice
system failure. ACARS data
communication through SATCOM is
available.
>SATVOICE AVAIL
--
--
--
SATCOM voice capability

reestablished after a temporary
loss.
>SATVOICE LOST
--
--
--
SATCOM voice capability

temporarily lost due to a reason
other than SATCOM system failure.
SATCOM CALL
--
--
--
Ground-to-air voice call received.
SATCOM MESSAGE
--
--
--
Information of voice call status

available on CDU SATCOM pages.
VHF DATA OFF
--
--
--
VHF-C selected to voice frequency.
Message
Condition
oOo
28 JUN 2004
Issue 5
1.5.10
Page 1
747-400
1.5
COMMUNICATIONS
1.5.10
EICAS Interface
1.5.10
Page 2
1 NOV 1994
Issue 1
1.6

1.6.1
ELECTRICAL
Contents
747-400
SYSTEM DESCRIPTION
1.
General Description
2.
AC Power Supply
2.1
IDG
2.2
Bus Tie System
2.3
Auxiliary Power
2.4
Power Switching at Engine Start
2.5
Power Switching at Engine Shutdown
2.6
Transfer Busses
2.7
Standby Power
2.8
Ground Handling Bus
2.9
Maindeck Cargo Handling Bus
2.10 Ground Service Bus

2.11 Utility and Galley Busses
2.12 Load Shedding
3.
4.
1.6.2
DC Power Supply
3.1
Primary DC Power
3.2
Secondary DC Power
Autoland Bus Isolation
SYSTEM DETAILS
1.

1.1
AC/DC/Power Busses
1.2
AC/DC/Switching Relays
1.3
Standby Power
1.4
2.
1.6.3
1.3.1
Main Standby Bus on Standby Power
1.3.2
APU Standby Bus on Standby Power
Utility and Galley Busses
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
1 FEB 1993
Issue 3
1.6 CNT
Page 1
1.6
747-400
ELECTRICAL
Contents
1.6 CNT
Page 2
1 FEB 1993
Issue 1

1.
747-400
1.6
ELECTRICAL
1.6.1
General
GENERAL DESCRIPTION
The electrical power system provides generation and distribution of AC and DC power.
It is designed to be automatic in normal operation. Faults in any part of the system are automatically
detected and isolated.
The system can be divided in AC power supply, DC power supply, auxiliary power and standby power.
Auxiliary power consists of external power and APU generated power.
Switches in the AC system allow to establish normal operating conditions and to override some automatic
functions, if required.
The fully automatic DC system is normally powered by the AC system through transformer/rectifier units.
Simplified system behaviour can be seen on the EICAS synoptic display.
2.
AC POWER SUPPLY
2.1
IDG
Each engine drives an Integrated Driven Generator (IDG) which contains the generator and the constant
speed drive in one housing. The IDGs supply the primary AC power and are connected to four AC busses
through the Generator Control Breaker (GCB).
With the Generator Control P/Bs pushed ON, and IDG power quality acceptable, system logic
automatically closes the GCBs.
2.2
BUS TIE SYSTEM

Each AC bus is connected to a synchronous bus through a Bus Tie Breaker (BTB). This allows parallel
operation through the synchronous bus. The IDGs can be paralleled in any combination.
In case of a failure the IDG can be disconnected from its engine and the respective AC bus will be
powered from the synchronous bus through the BTB.
If the power of an AC bus becomes unsynchronized, the respective BTB opens automatically, leaving the
bus to be powered by its own generator.
The synchronous bus is divided into two independent parts by a Split System Breaker (SSB) to allow the
aircraft to be powered by two separate auxiliary power sources for load distribution. The SSB will close
automatically whenever either side of the synchronous bus becomes unpowered.
Each selected power source will synchronize with the previous source (if any) for a period of time, to
provide for an uninterrupted power transfer.
2.3
AUXILIARY POWER
Two APU driven generators and/or two external power sources can be connected to the aircraft while on
the ground. The two external power receptacles are located on the RH side of the fuselage in the vicinity
of the nose landing gear.
The external power sources and the APU generators cannot be paralleled. Therefore, the SSB will open
automatically when an auxiliary power source is selected on each side of the synchronous bus.
However, when one APU generator is not available (AVAIL legend not illuminated) and the remaining
APU generator is powering the whole synchronous bus, the SSB will open upon selection of an external
power source on the side of the failed APU generator. The APU generator initially powering the
synchronous bus will remain powering its side of the synchronous bus. Although, when an external power
source powers the entire aircraft, selecting the opposite APU GEN will result in the SSB to remain closed
and the external power source to be disconnected.
Auxiliary power must be available on each side of the synchronous bus on a combi aircraft for
groundhandling purposes.
15 OCT 1996
Issue 3
1.6.1
Page 1

2.4
747-400
1.6
ELECTRICAL
1.6.1
General
POWER SWITCHING AT ENGINE START

When an engine is started with an auxiliary power source selected on either side of the synchronous bus
while the respective Generator Control P/B is ON and the Bus Tie P/B is in AUTO, the IDG will be
connected to its side of the synchronous bus through the AC bus.
The previous power source is disconnected automatically and the SSB will remain open.
Starting an engine on the other side causes the IDG to power that side of the synchronous bus and the
SSB to be closed automatically.
When only one auxiliary power source is powering the synchronous bus the SSB will remain closed,
allowing the IDG to power both sides of the synchronous bus, and the auxiliary power source will be
disconnected.
2.5
POWER SWITCHING AT ENGINE SHUTDOWN

Selecting either auxiliary power source will open the SSB and power its side of the synchronous bus.
The relevant IDGs will be disconnected automatically.
Selecting any auxiliary power source on the opposite side leaves the SSB open and disconnects the
IDGs on that side as well.
2.6
TRANSFER BUSSES
Many of the Captains and F/Os flight instruments receive AC power from their respective transfer bus.
The Captains transfer bus (CAPT XFER BUS) is normally powered by AC bus 3 and the F/Os transfer
bus (F/O XFER BUS) is normally powered by AC bus 2. AC bus 1 provides automatic back-up power for
both transfer busses.
2.7
STANDBY POWER
Several flight critical systems are powered by the main and APU standby busses (MAIN/APU STBY BUS)
which will be powered when:
BATT P/B is ON.
STBY power selector in AUTO.
Normal power for the MAIN STBY BUS is AC BUS 3, for the APU STBY BUS the CAPT XFER BUS.
If AC power is totally lost, the standby busses are powered by their respective batteries and standby
inverters.
The capacity of the batteries will guarantee the standby bus power for 30 minutes.
For equipment powered by the respective standby busses, refer to AC Bus Equipment List (2.13).
1.6.1
Page 2
15 MAR 2001
Issue 5

2.8
747-400
1.6
ELECTRICAL
1.6.1
General
GROUND HANDLING BUS

The ground handling bus can only be powered on the ground. Power sources are either EXT PWR 1 or
APU GEN 1.
There are no flightdeck controls or indications for this bus.
The Ground Handling Bus powers:
The fueling system.
The lower cargo compartments handling equipment.
The lower AFT & FWD cargo doors.
The lower cargo compartments lights.
The auxiliary hydraulic pumps 1 and 4.
2.9
MAINDECK CARGO HANDLING BUS

The Maindeck Cargo Handling Bus can only be powered on the ground. Power sources are either EXT
PWR 2 or APU GEN 2.
There are no flightdeck controls or indications for this bus.
The Main Deck Cargo Handling Bus powers the entire maindeck cargo handling equipment and the side
cargo door.
2.10 GROUND SERVICE BUS

The Ground Service Bus is powered automatically:
On the ground, if;
AC Bus 1 is powered.
AC Bus 1 is not powered, the same source powering the ground handling bus can be connected by
means of a Ground Service P/B on the flight attendant panel at door 12 or by the Ground Service P/B on
the cockpit overhead maintenance panel.
In flight, if;
The Ground Service Bus powers:
The main and APU battery chargers.
An APU fuel pump.
The horizontal stabilizer pumps for de-fueling.
The upperdeck doors.
The flightdeck floodlights.
The cabin and service lighting.
Miscellaneous service outlets and equipment.
22 FEB 2001
Issue 7
1.6.1
Page 3
747-400
1.6
ELECTRICAL
1.6.1
General
2.11 UTILITY AND GALLEY BUSSES

Each main AC bus powers a utility bus and a galley bus. Each utility and galley bus is controlled by a
separate Electrical Load Control Unit (ELCU) which protects the electrical system from utility and galley
bus faults and provides load shedding functions in case of overload.
The Utility Busses power, amongst others:
Passengers Lighting
Passengers Video
Passengers Entertainment
Recirculation Fans
Several Fuel Pumps
2.12 LOAD SHEDDING
Electrical system overload protection is provided by a load management system which monitors the
number of operating generators and their load.
When an overload condition is sensed, the system reduces power demand on the operating generators
by commanding individual ELCUs to shed their respective loads.
Loads are shed one at the time until the overload condition is relieved. Galley busses are shed first,
followed by utility busses.
During load shedding the EICAS advisory alert ELEC UTIL BUS L(R) and the Utility OFF lights in the
UTILITY P/Bs on the overhead panel are inhibited.
However, the following EICAS alert messages may be displayed in the order shown and dependent on
the number of shedded busses:
FUEL PUMP 3 FWD
FUEL OVRD 2 FWD
FUEL OVRD 3 FWD
FUEL OVRD CTR L
FUEL PUMP 2 FWD
If the overload condition is relieved, the load management system automatically restores utility and galley
busses in the reverse order of shedding.
1.6.1
Page 4
1 FEB 1993
Issue 6
747-400
1.6
ELECTRICAL
1.6.1
General
2.13 AC BUS EQUIPMENT LIST

This list gives a summary of the most essential items and/or systems which are powered by the
respective busses.
MAIN STANDBY BUS
Left MCDU
Left EIU & ADC
Left VOR & ILS
Left EFIS control panel
Upper EICAS
TE Flap primary control
MAWEA power A
Standby Ignition (all engines)
APU STANDBY BUS
AC 1
Center AFDS
Center IRS, FCC & MCDU
Center ILS & Radio Altimeter
Ground Proximity Warning Sys
Transformer Rectifier 1
Wing Gear alternate extend
LE Flap Alt/Sec drive group 4
Scavenge Pump
INB Landing lights
Probe Heat Pitot Left & AUX Pitot Left
Probe Heat AOA Right
Backup power for both Captains and F/Os
Transfer busses
Ground Service bus
S Main 2 AFT boost pump
S STAB pump Left & Right
S MAIN & APU Battery chargers
S BEACON, NAV & LOGO lights
Part of Left Utility bus
S Main 3 FWD Boost pump
S Various galley equipment and cabin lights
15 MAR 2001
Issue 8
Left FMC
Left PFD & ND
AC 2
Right AFDS
Right IRS & FCC
Right VOR, ILS, DME & ADF
Right ATC XPDR & Radio Altimeter
Right Weather Radar
Main 1 AFT boost pump
Main 4 FWD boost pump
Hyd DEMAND pump 2
Body Gear Steering Arm
F/Os Transfer bus (normal power)
ACARS
Probe Heat TAT Left
Window Heat 1R, 2L & 3R
S CTR pump Left
S OVRD pumps 2 FWD & 3 FWD
S Captains seat electric power
S Gasper Fan
S Various galley equipment and cabin lights
1.6.1
Page 5
747-400
1.6
ELECTRICAL
1.6.1
General
AC 4
AC 3
Left AFDS
Left IRS & FCC
Left DME & ADF
Left ATC XPDR & Radio Altimeter
Left Weather Radar
CTR pump Right
Hyd DEMAND pump 3
TE Flaps OUTB Alt/Sec drive
LE Flaps Alt/Sec drive group 2
Captains Transfer bus (normal power)
Satcom
OUTB Landing lights
Probe Heat AUX Pitot Right
Window Heat 2R & 3L
Flight Recorder
Cockpit Printer
Pack Temperature Controller A
Part of Utility bus Right
S Right MCDU
S Main 2 FWD boost pump
S Upper Recirc fans
S F/Os Seat electric power
S Various galley equipment
CAPTAINs TRANSFER BUS
1.6.1
Page 6
Center EIU & ADC

MAWEA power B
HF Left
Main 1 FWD boost pump
OVRD pumps 2 AFT & 3 AFT
Probe Heat TAT Right & Pitot Right
Probe Heat AOA Left
Window Heat 1L
Nose and Body Gear alternate extend
TE Flap INB Alt/Sec drive
Pack Temperature Controller B
Windshield Washer
Part of Utility bus Right
S Lower Recirc fans
F/Os TRANSFER BUS
Right FMC & MCDU

Right EIU
Right PFD & ND
Right EFIS control panel
Right ADF
Lower EICAS
HF Right
FMC Auto Throttle servo
15 MAR 2001
Issue 3

3.
DC POWER SUPPLY
3.1
PRIMARY DC POWER
747-400
1.6
ELECTRICAL
1.6.1
General
Primary power for the DC busses is obtained from the main AC busses through four
Transformer/Rectifier Units (TRUs).
The four main DC busses are normally interconnected with a DC tie bus through DC Isolation Relays
(DCIRs), when the BUS TIE P/Bs are in AUTO.
This DC tie bus causes each DC bus to remain powered if the respective AC bus or TRU fails.
DC isolation relay opens when BUS TIE P/B is in OFF or during autoland bus isolation.
3.2
SECONDARY DC POWER
The secondary DC power system is divided into a MAIN hot battery bus and a MAIN battery bus
respectively an APU hot battery bus and an APU battery bus.
The hot battery busses are normally powered from AC bus 1 through a dedicated battery charger for
each hot battery bus.
The MAIN and APU battery busses are normally powered from DC bus 3.
Secondary DC power is obtained from the MAIN and APU battery which are always connected to their
respective hot battery bus.
The MAIN and APU hot battery busses will automatically power their respective MAIN and APU battery
busses if a failure is detected in the DC bus 3 power source.
The following systems are powered by the respective hot battery busses:
MAIN HOT BATTERY BUS
4.
APU HOT BATTERY BUS
Engine 1-2-3-4 fire extinguishers A and B

Engine 1-2-3-4 fuel shutoff valves
APU fire extinguisher
APU fuel shutoff valve
Lower and Maindeck cargo fire extinguishers
Fire Switch unlock
Evacuation Signal
IRU Left, Center and Right

Left and Right Outflow valves
APU inlet door
APU primary control
AUTOLAND BUS ISOLATION

When the Autoflight Director System is engaged in the autoland mode, AC and DC busses 1, 2 and 3 are
automatically isolated from the synchronous bus.
This provides an independent power source for each of the three autopilots.
AC bus 4 continues to power the synchronous bus and will automatically power any other bus in the
event that its generator fails.
During autoland bus isolation the AC Bus Isolation Lights do not illuminate, the EICAS advisory alert
ELEC BUS ISLN (...) is inhibited and the ELEC synoptic is not available.
Any failure in the autoland bus isolation will cause the EICAS advisory alert NO LAND 3.
oOo
22 FEB 2001
Issue 1
1.6.1
Page 7
747-400
1.6
ELECTRICAL
1.6.1
General
1.6.1
Page 8
22 FEB 2001
Issue 1
747-400

2.7
1.6
ELECTRICAL
1.6.1
General
STANDBY POWER
The Integrated Standby Flight Display is powered by a dedicated battery/ charger.
The battery is capable of providing power for up to 150 min. after loss of power to the main battery bus.
2.9
MAINDECK CARGO HANDLING BUS

The Main Deck Cargo Handling bus is powered on the ground when external 2 or APU generator 2 is
available. An interlock prevents either source from powering main electrical busses and the main deck
cargo handling bus simultaneously.
When both External or APU power sources are available, selecting only the number one auxiliary power
source ON ensures the Main Deck Cargo Handling Bus remains powered by the number two auxiliary
power source.
Pushing the available Power Source 2 switch ON de--energizes the main deck cargo handling bus. When
both external power 2 and APU generator 2 are available, external power is used. Pushing External
Power 2 switch ON transfers Main Deck cargo handling loads to APU generator 2.
The Main Deck Cargo Handling Bus powers the entire maindeck cargo handling equipment, Nose Door
and the side cargo door.
2.10 GROUND SERVICE BUS

The Ground Service Bus is powered automatically:
On the ground, if;
AC Bus 1 is not powered, the same source powering the ground handling bus can be connected by
means of a Ground Service P/B on the Ground Service Panel at door 11
In flight, if;
The Ground Service Bus powers:
The main and APU battery chargers.
An APU fuel pump.
The Flight Deck floodlights.
The upperdeck lighting.
Miscellaneous service outlets and equipment.
2.11 UTILITY BUSSES
Galley busses are not installed on the 747--400 Freighter
Each main AC bus powers an utility bus.
The Utility Busses power, amongst others:
Galley equipment
Several Fuel Pumps
28 JUN 2004
Issue 2
1.6.1
Page F1
747-400
1.6
ELECTRICAL
1.6.1
General
2.13 AC BUS EQUIPMENT LIST
AC 2
AC 1
Ground Service bus

S Upperdeck Lights
S Crew Rest Lights
S Aft Dome Light
Taxi Lights
AC 3
3.2

AC 4
Cargo Handling Bus

S Maindeck Ceiling lights
S Maindeck Sidewall lights
S Loading lights
S Ramp lights
S Threshold lights
Part of Right Utility bus

Flight deck FAN
SECONDARY DC POWER
MAIN BATTERY BUS
Integrated Standby Flight Display
oOo
1.6.1
Page F2
28 JUN 2004
Issue 2

1.3
1.3.1
747-400
1.6
ELECTRICAL
1.6.2
System Details
STANDBY POWER
MAIN STANDBY BUS ON STANDBY POWER

Description of standby power source switching when AC BUS 3 is unpowered.
The normal power source for the MAIN STBY BUS is AC BUS 3.
When the AC BUS 3 becomes unpowered, the following sequence of events will take place:
The next relays will de-energize;
S MAIN STBY BUS XFER RELAY. 10
S AC BUS 3 VOLTAGE SENSE RELAY. 13

S BATTERY BUS XFER RELAY. 12
DC BUS 3 will be disconnected from the MAIN and APU BAT BUS.
The MAIN BATTERY RELAY 6 will be energized through the BATTERY P/B and the
de-energized BATTERY XFER RELAY 12 , connecting the MAIN and APU BAT BUSses to their
respective HOT BAT BUS.
The MAIN STBY BUS is now powered from the GND SERV BUS (originally AC BUS 1) through the
MAIN BAT CHARGER, MAIN HOT BAT BUS, MAIN BAT BUS and the MAIN STBY INV.
AC BUS 3 UNPOWERED
BUS
TIE
AUTO
AUTO
ISLN
AC BUS 1
AC BUS 3
STANDBY POWER
AUTO
OFF
BAT
GEN
CONT
OFF
DRIVE
DISC
DRIVE
GND SERV BUS

10
MAIN STBY BUS

CAPT XFER BUS
TRU
DC BUS 3
MAIN
STBY
INV
DC TIE BUS
10
APU
BAT
CHARGER
MAIN
BAT
CHARGER
APU HOT BAT BUS
APU BAT BUS
MAIN HOT BAT BUS
MAIN BAT BUS
APU STBY BUS
APU
BAT
MAIN
BAT
APU
STBY
INV
12
13
6
BATTERY
ON
BUS POWERED
BUS UNPOWERED
15 MAR 1999
Issue 5
1.6.2
Page 5

1.3.2
747-400
1.6
ELECTRICAL
1.6.2
System Details
APU STANDBY BUS ON STANDBY POWER

Description of standby power sources when AC BUS 1 & 3 are unpowered.
The normal power source for the APU STBY BUS is the CAPT XFER BUS.
An unpowered AC BUS 3 will have no effect on the CAPT XFER BUS since it automatically switches
over to AC BUS 1.
When also AC BUS 1 becomes unpowered, the APU STBY BUS XFER RELAY 10 de-energizes
allowing the APU STBY BUS to be powered from the APU BATTERY through the APU HOT BAT BUS
and the APU STBY INV.
The main and APU battery are now the ultimate power source for the respective standby bus.
Utilization time is 30 minutes.
AC BUS 1 & 3 UNPOWERED
BUS
TIE
AUTO
ISLN
AUTO
ISLN
AC BUS 1
AC BUS 3
STANDBY POWER
AUTO
BAT
OFF
GEN
CONT
OFF
GND SERV BUS
OFF
DRIVE
3
DRIVE
DISC
DRIVE
10
MAIN STBY BUS

CAPT XFER BUS
TRU
DC BUS 3
MAIN
STBY
INV
DC TIE BUS
10
APU
BAT
CHARGER
APU HOT BAT BUS
MAIN
BAT
CHARGER
APU BAT BUS

APU STBY BUS
APU
BAT
MAIN
BAT
APU
STBY
INV
MAIN BAT BUS
MAIN HOT BAT BUS
12
13
6
BATTERY
ON
BUS POWERED
BUS UNPOWERED
1.6.2
Page 6
15 MAR 1999
Issue 5

1.4
747-400
1.6
ELECTRICAL
1.6.2
System Details
UTILITY AND GALLEY BUSSES
L -- UTILITY -- R
UTILITY BUS
UTILITY BUS
UTILITY BUS
UTILITY BUS
ELCU
ELCU
ELCU
ELCU
AC BUS 1
AC BUS 2
AC BUS 3
AC BUS 4
ELCU
GALLEY BUS
ELCU
ELCU
GALLEY BUS
GALLEY BUS
ELCU
GALLEY BUS
GEN
CONT
Electrical Load Control Unit (ELCU) (8x)
Protects the load of the generator system.

Sheds its respective load, in a specified priority, until the load is within the capacity of the generating
system. No alert will be generated other than a color change of the respective bus on the ELEC
synoptic page.
Protects the bus against overload.
Galley located emergency switches are installed to switch off an entire galley block, which will
generate an EICAS advisory alert ELEC UTIL BUS L (R) and illuminate the OFF legend in the
UTILITY P/B on the overhead panel.
15 OCT 1996
Issue 4
1.6.2
Page 7

2.
747-400
1.6
ELECTRICAL
1.6.2
System Details
STANDBY POWER Selector

OFF (push to turn):
Main and APU standby bus
disconnected from all power sources.
Standby power not available.
AUTO:
Allows main and APU standby bus to be
powered from available standby sources.
BAT:
Powers main and APU standby bus
from batteries with battery switch on.
Not for operational use.
Generator Control P/B (4x)
(alternate action)
ON:
Closes generator field.
Allows generator control breaker to
close automatically when system logic
permits.
BLANK:
Opens field and generator control
breaker.
Resets fault trip circuitry.
OFF (amber):
Generator control breaker is open.
BATTERY P/B (alternate action, guarded)
Generator Drive Disconnect P/B (4x)

(momentary action, guarded)
PUSH:
Disconnects IDG from the engine.
Can only be reconnected on the ground
with engines not running.
DRIVE (amber):
Generator drive has low oil pressure.
Excessive oil temperature.
Generator control breaker open due to
uncorrectible generator frequency fault.
1.6.2
Page 8
ON:
Batteries available as a backup power
source for battery busses and AC standby
busses.
BLANK:
Disconnects batteries from battery busses.
OFF (amber):
Battery P/B is OFF and battery is isolated.
1 FEB 2002
Issue 5
747-400
1.6
ELECTRICAL
1.6.2
System Details
APU GENERATOR CONTROL P/B

(momentary action)
ON (white):
APU GEN is connected to the synchronous
bus.
AVAIL (white):
APU generator output voltage and
frequency are within normal limits.
Extinguished when in use.
EXTERNAL POWER CONTROL P/B
(momentary action)
ON (white):
The external power is connected to the
synchronous bus.
AVAIL (white):
External power is plugged in and
voltage and frequency are within normal
limits.
Extinguished when in use.
BUS TIE P/B (4x) (alternate action)
AUTO (white):
Enables the bus tie breaker and respective
DC isolation relay to close or open
automatically when system logic requires.
BLANK:
Opens the bus tie breaker and respective
DC isolation relay and resets fault circuitry.
ISLN (amber):
Respective AC bus is isolated from the
synchronous bus.
P/B is OFF.
15 OCT 1996
Issue 3
1.6.2
Page 9
747-400
1.6
ELECTRICAL
1.6.2
System Details
B
A
UTILITY POWER P/B

(alternate action)
ON (white):
Powers two galley ELCUs and two utility
ELCUs.
BLANK:
Opens and resets all four ELCUs.
Resets fault circuitry.
OFF (amber):
One or more ELCUs are opened
automatically by protection circuits.
If selected to OFF.
Galley located emergency P/B in OFF.
SPLIT SYSTEM BREAKER SWITCH

(springloaded toggle, guarded)
PUSH:
Opens or closes the split system
breaker.
Only operative on the ground.
SPLIT SYSTEM
BREAKER
SPLIT SYSTEM BREAKER LIGHT (white)

ILLUMINATED:
Split system breaker is open.
OPEN
oOo
1.6.2
Page 10
22 FEB 2001
Issue 4

1.
747-400
1.6
ELECTRICAL
1.6.3
EICAS Interface
SYSTEM DISPLAY
STATUS P/B
(momentary action)
PUSH:
Displays status page on secondary
EICAS.
EICAS CONTROL PANEL
BATTERY VOLTAGE (V)

Main and APU battery voltage.
BATTERY CURRENT (A)
APU:
EGT
Main and APU battery current in amps.
OXY PR:
CREW
MAIN BATT
V-DC
APU BATT
V--DC
BATTERY CHARGE STATUS
28 A-DC 15
27 A-DC 10 CHG
22 FEB 2001
Issue 5
DIS
DIS:
Indicates respective battery is
discharging
CHG:
Indicates respective battery is
charging.
When battery current is zero charge
status is blank.
1.6.3
Page 1
747-400
1.6
ELECTRICAL
1.6.3
EICAS Interface
ELECTRICAL P/B
(momentary action)
PUSH:
Displays electrical synoptic on
secondary EICAS.
SPLIT SYSTEM BREAKER
EICAS CONTROL PANEL
CLOSED:
Connects both sides of the synchronous
bus.
EXT 1
APU 1
APU 2
EXT 2
SSB
ISLN
BUS TIE
ISLN
OPEN:
Splits synchronous bus into two
separate busses.
ISLN
(amber):
Indicates respective BTB is open.
BUS 1 (2,3,4)
UTILITY
GALLEY
UTILITY
GALLEY
UTILITY
GALLEY
UTILITY
GALLEY
GEN CONT
(amber):
Respective bus unpowered.
OFF
(green):
Respective bus powered.
OFF
(amber):
Respective utility bus unpowered.
Utility bus is load shedding
DRIVE
1
UTILITY
(green):
Respective utility bus powered.
DRIVE TEMP/PRESS
POWER FLOW
NO POWER FLOW
(amber):
High oil temperature.
Low oil pressure.
GALLEY
NOTE: Synoptic displays represents each system

in any possible condition
AC Bus 1 isolated from synchronous bus
AC Bus 2 normal operation
AC Bus 3 powered from synchronous bus
Generator 3 off
AC Bus 4 unpowered, IDG 4 disconnected
and BTB 4 isolated
During autoland the message
ELECTRICAL SYNOPTIC INHIBITED
FOR AUTOLAND will be displayed when
ELEC synoptic is selected.
1.6.3
Page 2
(amber):
Respective galley bus unpowered.
Galley bus is load shedding
(green):
Respective utility bus powered.
15 OCT 1996
Issue 5

2.
747-400
1.6
ELECTRICAL
1.6.3
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
ELEC AC BUS (...)
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
--
CAUTION
ELEC GEN OFF (...)
Local
CAUTION
ON
OFF
Condition
AC BUS (...) unpowered.

Inhibits ELEC GEN OFF (...)
and ELEC BUS (...) ISLN.
GEN (...) control breaker open and

engine (...) running.
> BAT DISCH APU
--
--
--
APU battery discharging.
> BAT DISCH MAIN
--
--
--
Main battery discharging.
> BATTERY OFF
--
--
Battery P/B off.

OFF
> DRIVE DISC (...)
--
--
DRIVE
ELEC BUS ISLN (...)
ELEC DRIVE (...)
--
--
--
ISLN
BUS (...) TIE breaker open.

Inhibited during autoland and
ELEC AC BUS (...).
DRIVE
IDG (...) low oil press.

Oil temp above 185C and
engine (...) running.
GCB open due to uncorrectable
generator fault.
AUTO
--
> ELEC SSB OPEN
--
--
DRIVE DISC P/B pressed and

frequency under 200 hz.
Inhibits ELEC DRIVE (...).
Aft overhead
panel
The split system breaker is tripped.
OPEN
ELEC UTIL BUS L
--
--
ON
OFF
ELEC UTIL BUS R
--
--
ON
OFF
15 MAR 1999
Issue 6
Utility BUS 1 or 2 unpowered.

Galley BUS 1 or 2 unpowered
(not load shed).
Entire galley block switched off
by the galley located emergency
switch.
Utility BUS 3 or 4 unpowered.
Galley BUS 3 or 4 unpowered
(not load shed).
Entire galley block switched off
by the galley located emergency
switch.
1.6.3
Page 3
747-400
1.6
ELECTRICAL
1.6.3
EICAS Interface
Level
MWL/
MCL
Aural
Local
> STBY BUS APU
--
--
--
APU standby BUS unpowered.
> STBY BUS MAIN
--
--
--
MAIN standby BUS unpowered.
Message
Condition
oOo
1.6.3
Page 4
15 MAR 1999
Issue 6
1.7
EMERGENCY EQUIPMENT
747-400
Contents:
1.7.1
GENERAL
1.
1.7.2
OXYGEN SYSTEM
1.
1.7.3
1.7.4
1.7.5
1.7.6
1.7.7
General Description
General Description
1.1
Cockpit Crew Oxygen System
1.2
Passenger Oxygen System
2.
3.
EVACUATION SIGNAL SYSTEM

1.
General Description
2.
SMOKE EVACUATION HANDLE

1.
General Description
2.
EMERGENCY ESCAPE DEVICE

1.
General Description
2.
FIXED EMEGENCY LOCATOR TRANSMITTER

1.
General Description
2.
EICAS INTERFACE
1.
Alerts
oOo
1 MAY 2002
Issue 4
1.7 CNT
Page 1
1.7
EMERGENCY EQUIPMENT
747-400
1.7 CNT
Page 2
1 AUG 1994
Issue 1

1.
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.1
General
GENERAL DESCRIPTION
This chapter contains only descriptions of aircraft systems.
For operation and location of loose emergency equipment refer to:
AOM 6.2.1 -- Emergency Equipment Description
AOM 6.2.2 -- Emergency Equipment Location.
For operation of emergency lights refer to AOM 1.1.5 -- Lighting.
oOo
1 AUG 1994
Issue 3
1.7.1
Page 1
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.1
General
1.7.1
Page 2
1 AUG 1994
Issue 1

1.
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
GENERAL DESCRIPTION
Oxygen is available from two independent systems:
Cockpit Crew Oxygen System.
Passenger Oxygen System.
The oxygen cylinders for both systems are located in the Lower Forward Cargo Compartment and are
provided with a blow-out plug for protection against excessive pressure.
A green oxygen blow-out disc is located at the right forward fuselage to permit outside visual inspection
of the blow-out plug condition.
Oxygen system pressures are displayed on the EICAS Status page.
1.1
COCKPIT CREW OXYGEN SYSTEM

The Cockpit Crew Oxygen System uses diluter demand regulators with full face quick donning oxygen masks
at each cockpit station.
Pure (100%) oxygen may be selected.
In N(normal) the demanded oxygen is mixed with ambient air. The mixing ratio is dependent on cabin
altitude.
The higher the cabin altitude, the more oxygen is supplied.
Selecting EMERGENCY will supply 100% oxygen under pressure at any cabin altitude.
1.2
PASSENGER OXYGEN SYSTEM

The Passenger Oxygen System provides oxygen masks at all crew rest areas (CCR/OCR), cabin crew
stations, passenger seats (in Passenger Service Units (PSU) above the seats), galleys, and in all lavatories.
The system activates automatically, if the cabin altitude reaches 14.000 ft or more. It can also be activated
manually from the cockpit at any cabin altitude.
Upon activation of the system, the flow control units produce a pressure surge, which releases the oxygen
mask stowage doors and permits the masks to drop within reach of crew and passengers. Additionally, the
NO SMOKING and FASTEN SEAT BELT signs will illuminate, the RETURN TO CABIN signs in the
lavatories are inhibited, video monitors in the cabin will switch off and the cabin lights will come on bright.
When oxygen is presented in the CCR bunk area, the occupying crew is alerted by an Oxygen Alert Indicator
Light next to each bunk. An aural warning will sound. Masks will be dropped in the aisle. In the CCR seat
area, masks will be dropped from overhead PSUs.
The oxygen flow to a mask begins when the mask is pulled down. The system provides a continuous flow of
pure oxygen. The flow is controlled as a function of cabin altitude. The user of the mask inhales pure oxygen
until the reservoir bag on the mask is empty, then inhales ambient air during the remainder of the inhalation
cycle.
System logic enables reset of passenger oxygen supply only if the cabin altitude is below 12.000 ft.
13 AUG 2001
Issue 4
1.7.2
Page 1

2.
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
MASK
CREW &
OBSERVER
REGULATORS
> CREW OXY LOW

PASS OXYGEN
ON
PRIMARY EICAS
NORM
OXY PR:
CREW
RESET
OVERHEAD
PANEL
1850
PASS
1850
SECONDARY
EICAS
P
OXYGEN CYLINDER
SHUTOFF VALVE
PSU
BLOW OUT
PLUGS
MASK DROP
NO SMOKING
OVERBOARD
DISCHARGE
PORT (WITH
GREEN DISC)
FASTEN SEAT BELTS
PSU
PASS
OXYGEN
CYLINDERS
CREW
OXYGEN
CYLINDER
FLOW
CONTROL
UNITS
14,000 FT
PNEUMATIC
RELEASE
HIGH PRESSURE
MEDIUM PRESSURE
LOW PRESSURE
OXYGEN SYSTEM DIAGRAM
1.7.2
Page 2
15 MAY 1996
Issue 4

3.
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
MASK RELEASE LEVERS (red)

If squeezed and pulled:
Mask releases from stowage box.
Mask harness inflates.
Oxygen flows to regulator.
Flow indicator momentarily shows a yellow
cross.
If released again:
Mask harness contracts, fitting to head and face.
A
FLOW INDICATOR
Yellow cross:
Oxygen flow.
Black:
No oxygen flow.
TEST/RESET LEVER (springloaded)

If pushed and mask stowed (TEST):
Short burst of oxygen flows to mask.
Flow indicator momentarily shows yellow cross.
Mask mike is activated, boom mike is
de-activated. When a PTT switch is pushed,
oxygen flow can be heard over the cockpit
speakers.
If pushed after mask is restowed and the left
container door is closed (RESET):
Oxygen supply is shut-off and OXY ON flag is
removed.
Boom mike is activated, mask mike is
de-activated.
A
N
OXYGEN
MASK
100%
PUSH
TEST
AND
RESET
OXYGEN MASK CONTAINER

A transparent protective cover plate is installed on
top of the oxygen mask container.
If left container door is open:
Oxygen flows to regulator and OXY ON flag is
displayed.
Mask mike is activated, boom mike is
de-activated.
STOWED OXYGEN
MASK/REGULATOR
Left container door
Right container door
If left container door is closed and TEST/RESET

lever pressed:
Oxygen supply is shut-off, OXY ON flag
removed.
Boom mike is activated, mask mike is
de-activated.
15 MAY 1996
Issue 4
1.7.2
Page 3
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
MASK MICROPHONE
HARNESS (shown inflated)
The mask mike is activated according to left

container door logic.
Inflates when Mask Release Levers are squeezed.

MASK VISOR
Equiped with a protective strip of clear
clean plastic
plastic on
on
the top portion of the lens. Strip can be removed
using the tab on the right side in case of icing
cauded by rapid
caused
special
depressurisation.
depressurisation.
REGULATOR
DILUTER LEVER
EMERGENCY/TEST SELECTOR
N(ormal):
Diluted oxygen is available on demand.
The higher the cabin altitude, the more oxygen is
supplied.
Rotation in direction of arrow provides 100%

oxygen under positive pressure.
PRESS TO TEST:
When pushed, oxygen flows through regulator.
100%:
Pure oxygen is available on demand.
1.7.2
Page 4
1 AUG 2002
Issue 5
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
C
A
B
A
STAT P/B
PUSH:
Displays status page on secondary EICAS
display.
GLARESHIELD
OXY PR:
CREW
OXYGEN PRESSURE
1850
PASS
1850
Pressure (in PSI) in the oxygen cilinders.
PASSENGER OXYGEN SWITCH

(guarded and springloaded to NORM)
ON:
Oxygen masks are dropped and oxygen flow
will be initiated.
PASS OXYGEN
ON
NORM:
Passengers oxygen will be activated
automatically if the cabin altitude is at or
above 14.000 feet.
NORM
RESET
RESET:
Oxygen will be shut-off electrically, if cabin
altitude is below 12.000 feet.
OVERHEAD PANEL
oOo
1 AUG 1994
Issue 1
1.7.2
Page 5
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
1.7.2
Page 6
1 AUG 1994
Issue 1
747- 400

1.
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
GENERAL DESCRIPTION
Oxygen is available from two independent systems:
Cockpit Crew Oxygen System.
Supernumerary Oxygen System.
1.2
SUPERNUMERY OXYGEN SYSTEM

The supernumerary Oxygen System provides oxygen masks at all crew rest seats, crew rest bunks, and
lavatory.
When oxygen is presented in the crew rest bunk area, the occupying crew is alerted by an Oxygen Alert
Indicator Light next to each bunk. An aural warning will sound. Two masks will be dropped above the each
bunk.
The supernumerary oxygen system provides 195 minutes of oxygen at a cabin altitude of 25000 ft.
1 MAR 2003
Issue 1
1.7.2
Page F1
747- 400
1.7.
EMERGENCY EQUIPMENT
1.7.2
Oxygen System
C
A
B
A
STAT P/B
PUSH:
display.
GLARESHIELD
OXY PR:
CREW
OXYGEN PRESSURE
1850
PASS
1850
Pressure (in PSI) in the oxygen cilinders.
SUPERNMRY OXYGEN SWITCH

(guarded and springloaded to NORM)
ON:
Oxygen masks are dropped and oxygen flow
will be initiated.
SUPRNMRY OXY
ON
NORM:
Supernumerary oxygen will be activated
automatically if the cabin altitude is at or
above 14.000 feet.
NORM
RESET
RESET:
Oxygen will be shut-off electrically, if cabin
altitude is below 12.000 feet.
OVERHEAD PANEL
oOo
1.7.2
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.7
EMERGENCY EQUIPMENT
1.7.3
Evacuation Signal System
GENERAL DESCRIPTION
An Evacuation Signal System will provide evacuation alerts in the cockpit, at all cabin attendant stations and
at the load masters station. The alerts consist of:
A pulsating horn at all stations.
A flashing amber EVAC light in the cockpit.
A highlighted EVACUATE prompt at each cabin attendant panel, located near each cabin door.
The system is activated when the Evac Signal Command switch in the cockpit is ON.
If this switch is in ARM, the system is activated when the Evacuate Command P/B on the cabin attendant
panel at door 11 is pushed.
If the Evac Signal Command switch in the cockpit is OFF, the system is de-activated. However, if in this case
the Evacuate Command P/B on the cabin attendant panel at door 11 is pushed, the evacuation signals will
be activated in the cockpit only, as an indication that an evacuation may be required.
2.
EVACUATION SIGNAL COMMAND SWITCH

(guarded)
ON:
Evacuation signals are activated at all stations.
ARM:
Pushing the Evacuate Command P/B on the cabin
attendant panel at door 11 activates evacuation
signals at all stations.
OFF:
Evacuation signals are de-activated.
Pushing the Evacuate Command P/B on the
cabin attendant panel at door 11 only
activates evacuation signals in the cockpit.
EVAC LIGHT
COMMAND
EVAC
ON
PRESS TO TEST
ARM
OFF
P
U
HORN
SHUTOFF
EVACUATION SIGNAL
Flashes amber if:

Evac Signal Command switch ON.
Evac Signal Command switch ARM or OFF and
Evacuate Command P/B on the cabin attendant
panel at door 11 pushed.
The light is PRESSed TO TEST.
HORN
Produces a pulsating audio tone if:
Evac Signal Command switch ARM or OFF and
Evacuate Command P/B on the cabin attendant
panel at door 11 pushed.
HORN SHUTOFF P/B
When pushed silences horn.
1 AUG 1994
Issue 4
1.7.3
Page 1
747-400
1.7
EMERGENCY EQUIPMENT
1.7.3
LIGHTS/CHIME
WORK
LIGHT
TRESHOLD
LIGHT
CHIME OFF
EVACUATE PROMPT
Highlighted if:
Evac Signal Command switch ARM and
Evacuate Command P/B is pushed.
EVACUATE
COMMAND
EVACUATE COMMAND P/B (guarded)

PUSH:
Activates evacuation signals, provided the
Evac Signal Command switch is in ARM.
Activates evacuation signals in cockpit only
when EVAC SIGNAL command switch in OFF.
CABIN ATTENDANT PANEL AT DOOR 11
oOo
1.7.3
Page 2
15 MAR 1998
Issue 3
747-400

1.
1.7
EMERGENCY EQUIPMENT
1.7.3
GENERAL DESCRIPTION
An Evacuation Signal System is not installed.
oOo
1 MAR 2003
Issue 1
1.7.3
Page F1
747-400
1.7
EMERGENCY EQUIPMENT
1.7.3
1.7.3
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.4
Smoke Evacuation Handle
GENERAL DESCRIPTION
The smoke evacuation handle provides means for smoke removal from the flightdeck when the airplane
is pressurized. When pulled, it opens a shutter located in the AFT of the flightdeck ceiling. Smoke is
removed due to differential pressure.
2.
A
SMOKE EVACUATION HANDLE
PULL:
Opens flightdeck smoke evacuation shutter.
Effective only if airplane pressurized.
oOo
1 AUG 1994
Issue 3
1.7.4
Page 1
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.4
Smoke Evacuation Handle
1.7.4
Page 2
1 AUG 1994
Issue 1

1.
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.5
Emergency Escape Device
GENERAL DESCRIPTION
Six devices are stowed above the first observer station.
Removing one from the container will cause the internally spring-loaded handle to extend and permits
exit without feeling resistance initially, until the device has been carried through the cockpit escape hatch.
Inertial reels limit the speed of descent.
2.
A
DESCENT LINE CABLE
ATTACHED TO
THE AIRCRAFT
STRUCTURE
HANDLE GRIP
oOo
1 AUG 1994
Issue 4
1.7.5
Page 1
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.5
1.7.5
Page 2
1 AUG 1994
Issue 1
747-400

1.
1.7.
EMERGENCY EQUIPMENT
1.7.5
GENERAL DESCRIPTION
Eight devices are stowed above the first observer station.
Six emergency escape harnasses are stowed in the Upper Deck cabin. The descent harness is used by
donning the garment, attaching the hook to a descent device, and departing through the overhead
escape hatch. The harnesses are stowed in a pouch on the lavatory wall.
2.
A
DESCENT LINE CABLE
ATTACHED TO
THE AIRCRAFT
STRUCTURE
HANDLE GRIP
FASTENING EYE FOR ESCAPE HARNAS
oOo
1 MAR 2003
Issue 1
1.7.5
Page F1
747-400
1.7.
EMERGENCY EQUIPMENT
1.7.5
1.7.5
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.7
EMERGENCY EQUIPMENT
1.7.6
Fixed Emergency Locator Transmitter
GENERAL DESCRIPTION
An ELT is installed forward of door 5 on airplanes delivered after 2001. The ELT is activated by high
deceleration forces, or by setting the ELT switch to ON. The ELT can be deactivated by placing the ELT
switch to RESET.
2.
A
EMERGENCY LOCATOR TRANSMITTER Switch
(guarded)
ON:
Transmits emergency locator signal.
ELT
ON ARMED RESET
1 AUG 2002
Issue 7
ARMED:
Transmits emergency locator signal if activated by
high deceleration forces.
RESET:
Ends transmission of emergency locator signal.
1.7.6
Page 1
747-400
1.7
EMERGENCY EQUIPMENT
1.7.6
Fixed Emergency Locator Transmitter
1.7.6
Page 2
1 MAY 2002
Issue 2

1.
747-400
1.7
EMERGENCY EQUIPMENT
1.7.7
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Aural
B - Bell
b - Beeper
S - Siren
Level
MWL/
MCL
Aural
Local
PASS OXYGEN ON
--
--
--
Passenger oxygen flow control unit

actuated.
> CREW OXY LOW
--
--
--
Pressure of crew oxygen at or

below 500 psi.
> ELT ON
--
--
--
Fixed Emergency Locator

Transmitter activated.
Message
Condition
oOo
1 MAY 2002
Issue 1
1.7.7
Page 1
747-400
1.7
EMERGENCY EQUIPMENT
1.7.7
EICAS Interface
1.7.7
Page 2
1 MAY 2002
Issue 1
747- 400

1.
1.7
EMERGENCY EQUIPMENT
1.7.7
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
SUPRNMRY OXYGEN
ON
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Aural
B - Bell
b - Beeper
S - Siren
Level
MWL/
MCL
Aural
Local
--
--
--
Condition
Supernumerary oxygen flow control
unit actuated.
oOo
1 MAR 2003
Issue 1
1.7.7
Page F1
747- 400
1.7
EMERGENCY EQUIPMENT
1.7.7
EICAS Interface
1.7.7
Page F2
1 MAR 2003
Issue 1
1.8

1.8.1
1.3
Fire Extinguishing System
APU FIRE PROTECTION

General Description
1.1
Fire Detection System
1.2
2.
3.
CARGO COMPARTMENT FIRE PROTECTION

General Description
1.1
Smoke Detection System
1.2
2.
3.
WHEEL WELL FIRE PROTECTION

General Description
LAVATORY FIRE PROTECTION

General Description
1.1
Lavatory Smoke Detection System
1.2
Lavatory Fire Extinguishing System
2.
3.
CREW REST FIRE PROTECTION

1.
1.8.7
Overheat Detection System
1.
1.8.6
Fire Detection System
1.2
3.
1.
1.8.5
1.1
1.
1.8.4
General Description
2.
1.
1.8.3
Contents
ENGINE FIRE PROTECTION

1.
1.8.2
747-400
FIRE PROTECTION
General Description
1.1
Cockpit Crew Rest
1.2
Overhead Crew Rest
EICAS INTERFACE
1.
Alerts
oOo
15 MAY 1995
Issue 3
1.8 CNT
Page 1
1.8
747-400
FIRE PROTECTION
Contents
1.8 CNT
Page 2
15 MAY 1995
Issue 1

1.
747-400
1.8.
FIRE PROTECTION
1.8.1
Engine Fire Protection
GENERAL DESCRIPTION
Each individual engine is provided with a Fire Protection System. The system is divided in a Fire Detection
System, an Overheat Detection System and a Fire Extinguishing System. Both detection systems work
independently of each other.
1.1
FIRE DETECTION SYSTEM

The Fire Detection System is composed of two loops (designated loop A and B). The loops are installed
parallel to each other in the engine nacelle.
The detector loops are automatically tested during initial airplane power-up and can also be tested manually
by maintenance.
The detector loops are continuously monitored by a Fire/Overheat Detection Unit:
In normal operation, both loops must detect a fire condition to activate the FIRE ENG (...) warning
alert (AND logic).
If a fault is detected in one of the two loops, the system automatically reconfigures for single loop
operation. The remaining operable loop is then able to provide the necessary signals.
If both fire loops detect a fault, the system is not capable of generating a fire warning alert and the
EICAS advisory alert >DET FIRE/OHT (...) will be displayed.
1.2
OVERHEAT DETECTION SYSTEM

The Overheat Detection System is composed of two loops (designated loop A and B). The loops are
installed parallel to each other in the engine nacelle.
The detector loops are automatically tested during initial airplane power-up and can also be tested manually
by maintenance.
The detector loops are continuously monitored by a Fire/Overheat Detection Unit:
In normal operation, both loops must detect an overheat condition to activate the OVHT ENG (...)
NAC caution alert (AND logic).
If a fault is detected in one of the two loops, the system automatically reconfigures for single loop
operation. The remaining operable loop is then able to provide the necessary signals.
If both overheat loops detect a fault, the system is not capable of generating an overheat caution alert
and the EICAS advisory alert >DET FIRE/OHT (...) will be displayed.
1.3
FIRE EXTINGUISHING SYSTEM

Two fire extinguisher bottles (designated A and B) are installed in each wing. They are located in the wing
leading edge, just inboard of the inboard engine.
The bottles in the left wing provide extinguishing agent for engines 1 and 2. The bottles in the right wing
supply engines 3 and 4.
One or both bottles may be discharged into either engine on a wing.
15 MAY 1995
Issue 5
1.8.1
Page 1
747-400

2.
1.8.
FIRE PROTECTION
1.8.1

DISCH
DISCH
2
NOTE: Left wing shown,
right wing similar.
BTL A
DISCH
BTL B
DISCH
A
FIRE
EXT
BTL
B
FIRE
EXT
BTL
FIRE/OVERHEAT DETECTOR
LOOPS
FIRE EXTINGUISHER BOTTLES

Two bottles are installed in each
wing.
Each bottle can be discharged
into either engine.
Two parallel fire detector loops and

two parallel overheat detector
loops are installed in each engine
nacelle.
ENGINE 1
ENGINE 2
FIRE/FAULT
SIGNALS
OVERHEAT/FAULT SIGNALS
A
FIRE/OVHT
DETECTION
UNIT
OVERHEAT/FAULT SIGNALS
FIRE/OVERHEAT DETECTION UNIT

Tests the fire and overheat detector loops during initial power-up and during
manual test.
Monitors the fire and overheat detector loops continuously after power-up.
The following alerts can be generated:
S FIRE ENG (...) warning alert if:
Both fire detector loops sense a fire.
One fire detector loop senses a fire and the other senses a fault.
S OVHT ENG (...) NAC caution alert if:
Both overheat detector loops sense an overheat.
One overheat detector loop senses an overheat and the other senses a fault.
S >DET FIRE/OHT (...) advisory alert if:
Both fire detector loops sense a fault.
Both overheat detector loops sense a fault.
No alerts are generated when only one of the loops is triggered and the other
gives no response.
1.8.1
Page 2
15 MAY 1995
Issue 5

3.
747-400
1.8.
FIRE PROTECTION
1.8.1

ENGINE FIRE HANDLE
IN:
Normal position, mechanically locked.
Lock will be removed automatically:
S In case of an engine fire or,
S After the Fuel Control Switch has been
selected to CUTOFF.
Lock can be removed manually by pushing the
Lock Override Button.
OUT:
Closes associated Fuel Spar and Engine Fuel
Valves.
Closes associated PRSOV.
Isolates associated IDG from the electrical
system.
Depressurizes and shuts off hydraulic fluid to
associated EDP.
Arms associated squibs in fire extinguisher
bottles.
B
A
DISCH
DISCH
DISCH
2
BTL A
DISCH
DISCH
BTL B
DISCH
BTL A
DISCH
APU BTL
DISCH
BTL B
DISCH
CARGO FIRE
ARMED
DISCH
ROTATE (hold for at least 1 sec):

Discharges selected fire extinguisher bottle into
respective engine nacelle.
Rotating all Engine Fire Handles in the same
direction, will discharge a different fire
extinguisher bottle into each engine nacelle.
DISCH
MAIN
DECK
APU
FWD
ARMED
FWD
AFT
DISCH
ARMED
AFT
Illuminates red as long as a fire is detected,

irrespective of Engine Fire Handle position.
BTL A(B) DISCH LIGHT (amber)

Illuminates if pressure of the respective fire
extinguisher bottle is low.
B
FUEL CONTROL
1
2
RUN
4
RUN
FUEL CONTROL SWITCH

CUTOFF

irrespective of Fuel Control Switch position.
CUTOFF
C
LOCK OVERRIDE BUTTON
PUSH and HOLD:
Manually unlocks the associated Engine Fire
Handle.
oOo
15 MAY 1995
Issue 7
1.8.1
Page 3
747-400
1.8.
FIRE PROTECTION
1.8.1
1.8.1
Page 4
15 MAY 1995
Issue 1

1.
747-400
1.8.
FIRE PROTECTION
1.8.2
APU Fire Protection
GENERAL DESCRIPTION
Fire protection for the APU is provided by a Fire Detection System and a Fire Extinguishing System.
Controls and indicators are provided:
In the cockpit
On the APU Ground Control Panel in the RH Body Gear Wheel Well, to alert ground personnel.
1.1
FIRE DETECTION SYSTEM

The Fire Detection System is composed of two loops (designated loop A and B). The loops are installed
parallel in the APU compartment.
The detector loops are automatically tested during initial airplane power-up and can also be tested
manually by maintenance.
The detector loops are continuously monitored by a Fire Detection Unit:
In normal operation, either loop detecting a fire condition will activate the FIRE APU warning alert
(OR logic).
If a fault is detected in one of the two loops, the system automatically isolates the faulty loop.
The OR logic implicates that the remaining loop is able to provide the necessary signals.
If both fire loops detect a fault, the system is not capable of generating an APU fire warning alert and
the EICAS advisory alert >DET FIRE APU will be displayed.
When a fire is detected, the APU will shutdown automatically.
1.2

One fire extinguisher bottle is installed just in front of the APU firewall. It discharges into the APU
compartment.
If an APU fire is detected on the ground, the fire extinguisher bottle will automatically discharge 10
seconds after automatic shutdown.
15 MAY 1995
Issue 5
1.8.2
Page 1

2.
747-400
1.8.
FIRE PROTECTION
1.8.2
APU Fire Protection

FIRE DETECTOR LOOPS
FIRE EXTINGUISHER BOTTLE
Two parallel fire detector loops (A and B) are

installed in the APU compartment.
One bottle is installed in front of the APU firewall.
APU FIRE
EXT BTL
FIRE
DETECTION
UNIT
FIRE DETECTION UNIT

Tests the fire detector loops during initial power-up
and during manual test.
Monitors the fire detector loops continuously after
power-up.
The following alerts can be generated:
S FIRE APU warning alert if either fire detector
loop senses a fire.
S >DET FIRE APU advisory alert if both fire
detector loops sense a fault.
1.8.2
Page 2
15 MAY 1995
Issue 4

3.
747-400
1.8.
FIRE PROTECTION
1.8.2
APU Fire Protection
APU FIRE HANDLE

IN:
Normal position, mechanically locked.
Lock will be removed automatically in case of
an APU fire.
Lock can be removed manually by pushing the
Lock Override Button.
OUT:
Closes APU Fuel Valve.
Closes APU Bleed Air Valve.
Isolates both APU Generators from the
electrical system.
Shuts down APU immediately, if automatic
shutdown has not occurred.
Arms squib in APU fire extinguisher bottle.
Silences horn in wheel well.
ROTATE (hold for at least 1 sec):

Discharges fire extinguisher bottle into APU
compartment.
Handle may be rotated in either direction.
DISCH
DISCH
DISCH
2
BTL A
DISCH
DISCH
BTL B
DISCH
4
BTL A
DISCH
APU BTL
DISCH
BTL B
DISCH
APU

irrespective of APU Fire Handle position.
CARGO FIRE
ARMED
DISCH
DISCH
APU BTL DISCH LIGHT (amber)
DISCH
Illuminates if pressure of the APU fire extinguisher

bottle is low.
MAIN
DECK
FWD
ARMED
FWD
AFT
ARMED
AFT
C
LOCK OVERRIDE BUTTON
PUSH AND HOLD:
Manually unlocks the APU Fire Handle.
15 MAY 1995
Issue 6
1.8.2
Page 3
747-400
1.8.
FIRE PROTECTION
1.8.2
APU Fire Protection
APU GROUND CONTROL PANEL

(RH BODY GEAR WHEEL WELL)
APU FIRE WARNING HORN

An aural warning sounds intermittently if an APU
fire is detected on the ground.
The aural warning can only be silenced by:
S Extinguishing the fire.
S Pulling the APU Fire Control Handle.
S Pulling the APU Fire Handle (cockpit).
APU FIRE SHUTDOWN MODULE M 869
APU FIRE LIGHT (red)

APU FIRE
Illuminates as long as an APU fire is detected.

APU FIRE CONTROL HANDLE
APU FIRE
WARNING HORN
APU
STOP
APU
EXTINGUISHER
DISCHARGE
PULL:
Shuts down APU immediately, if automatic
shutdown has not occurred.
Arms squib in APU fire extinguisher bottle.
Silences APU Fire Warning Horn.
APU FIRE
CONTROL
PULL DOWN
PUSH BUTTON
APU BOTTLE DISCHARGE P/B

PUSH:
Discharges armed APU fire extinguisher bottle into
APU compartment.
HOLD 5
SECONDS
MINIMUM
APU STOP P/B

PUSH (minimum 5 sec):
Shuts down APU immediately.
oOo
1.8.2
Page 4
1 JUN 1999
Issue 6

1.
747-400
1.8.
FIRE PROTECTION
1.8.3
Cargo Compartment Fire Protection
GENERAL DESCRIPTION
Fire protection for the Forward, the Aft and (on combi aircraft) the Main Deck Cargo Compartments is
provided by a Smoke Detection System and a Fire Extinguishing System.
1.1
SMOKE DETECTION SYSTEM

The Smoke Detection System is a draw-through air sampling system. Bleed air from the pneumatic
system is used to create a vacuum, which pulls the sample air through Smoke Detector Modules.
Multiple sample air pick-up points are provided in each cargo compartment. The EICAS advisory alert
>CARGO DET AIR is displayed if there is insufficient air flow for smoke detection.
Each Smoke Detector Module has two photo-cell detector loops (designated loop A and B).
The Smoke Detector Modules are automatically tested during initial airplane power-up and can also be
tested manually by maintenance. Only if during a test a fault is detected in one of the loops, the affected
module automatically reconfigures for single loop operation. The loops are not monitored for faults after
the test.
Consequently if a loop fails after a test is completed the module cannot provide a smoke signal. After the
next test the module is reconfigured.
During normal operation, both loops of any module must sense smoke to activate a cargo fire warning
alert (AND logic). If operating in single loop configuration, the remaining operable loop of that module is
capable of providing the necessary signals.
Forward and Aft Cargo Compartment
Both the Forward and Aft Cargo Compartment are provided with two Smoke Detector Modules.
Main Deck Cargo Compartment (Combi aircraft only)
The Main Deck Cargo Compartment is divided into two zones: MID and AFT. Each zone is provided with
two Smoke Detector Modules.
Four Cargo Smoke Warning Modules are installed:
Two are installed in the passenger cabin, located in the lowered ceiling at the first luggage bin near Door
12 and above the LH Cargo Partition Door. Both provide a red light and an intermittent tone whenever
smoke is detected in the Main Deck Cargo Compartment.
Two are installed in the Main Deck Cargo Compartment. Both provide an intermittent tone and one
provides a red light at the loadmaster station when smoke is detected in the Main Deck Cargo
Compartment.
1.2

Four fire extinguisher bottles (designated A, B, C and D) are installed in the Forward Cargo
Compartment. They provide extinguishing agent for either the Forward or Aft Cargo Compartment.
Effective concentration is provided for 195 minutes.
Main Deck Cargo Compartment (Combi aircraft only)
Ten additional fire extinguisher bottles (designated E, F, G, H, J, K, L, M, N and P) are installed in the Aft
Cargo Compartment. Together with the bottles A, B, C and D, they provide extinguishing agent for the
Main Deck Cargo Compartment. Effective concentration is provided for 90 minutes.
1 JUN 1999
Issue 6
1.8.3
Page 1

2.
747-400
1.8.
FIRE PROTECTION
1.8.3

A
R
M
MAIN
ARMED
MAIN
DECK
SMOKE DETECTION UNIT
A
R
M
FWD
AFT
ARMED
ARMED
FWD
AFT
Tests the smoke detector loops

automatically during initial power-up
and during manual test.
Generates FIRE CARGO FWD (AFT)
warning alert if in either Smoke
Detector Module:
S Both loops detect a smoke condition
(normal operation).
S One loop detects a smoke condition
and the other is deactivated (single
loop operation).

FORWARD CARGO COMPARTMENT
SMOKE
DETECTOR
MODULE
PHOTO-CELL
DETECTOR
LOOPS
SAMPLE AIR
PICK-UP POINT
NOTE: Forward Cargo Compartment shown.

Aft Compartment similar.
FROM CENTER
BLEED AIR DUCT
FORWARD AND AFT CARGO COMPARTMENT SMOKE DETECTION SYSTEM
CARGO FIRE
MAIN
ARMED
MAIN
DECK
FWD
AFT
ARMED
ARMED
FWD
AFT
DISCH
DISCH
FIRE
FIRE
FIRE
FIRE
EXT
EXT
EXT
EXT
TIMER
TIMER
FWD
CARGO
COMPARTMENT
AFT
CARGO
COMPARTMENT
FORWARD AND AFT CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM
1.8.3
Page 2
15 MAY 1995
Issue 5
MAIN
747-400
1.8.
FIRE PROTECTION
1.8.3
ARMED
MAIN
DECK
FWD
AFT
ARMED
ARMED
FWD
AFT
Tests the smoke detector loops automatically

during initial power-up and after manual test.
Generates FIRE MAIN DECK warning alert if, in
both zones, in either Smoke Detector Module:
S Both loops detect a smoke condition (normal
operation).
S One loop detects a smoke condition and the
other is deactivated (single loop operation).
Generates FIRE MN DK MID (AFT) warning alert
if, in MID (AFT) zone, in either Smoke Detector
Module:
S Both loops detect a smoke condition (normal
operation).
S One loop detects a smoke condition and the
other is deactivated (single loop operation).
ZONE E
SMOKE
DETECTOR
MODULE
A B
A B
A B
A B
SAMPLE AIR
PICK-UP POINT
PHOTO-CELL
DETECTOR
LOOPS
FROM CENTER
BLEED AIR DUCT
MAIN DECK CARGO COMPARTMENT SMOKE DETECTION SYSTEM
CARGO FIRE
MAIN
A
A
R
ARMED
MAIN
DISCH
DECK
FWD
AFT
ARMED
ARMED
FWD
AFT
DISCH
ZONE E
MID
P
FIRE
EXT
BTL
N
FIRE
EXT
BTL
M
FIRE
EXT
BTL
L
FIRE
EXT
BTL
K
FIRE
EXT
BTL
J
FIRE
EXT
BTL
H
FIRE
EXT
BTL
AFT
G
FIRE
EXT
BTL
F
FIRE
EXT
BTL
E
FIRE
EXT
BTL
TIMER
A
FIRE
EXT
BTL
B
FIRE
EXT
BTL
C
FIRE
EXT
BTL
D
FIRE
EXT
BTL
MAIN DECK CARGO COMPARTMENT FIRE EXTINGUISHING SYSTEM
22 FEB 2001
Issue 6
1.8.3
Page 3

3.
747-400
1.8.
FIRE PROTECTION
1.8.3
FWD/AFT/MAIN DECK CARGO FIRE

EXTINGUISHING ARMED P/B
(alternate action)
A
DISCH
DISCH
DISCH
2
BTL A
DISCH
DISCH
BTL B
DISCH
4
BTL A
DISCH
APU BTL
DISCH
BTL B
DISCH
CARGO FIRE
ARMED
DISCH
APU
DISCH
MAIN
DECK
FWD
ARMED
FWD
AFT
DISCH
ARMED
AFT
CARGO FIRE BOTTLE DISCHARGE P/B

PUSH:
Discharges armed fire extinguisher bottles into
respective Cargo Compartment.
S Forward or Aft Cargo Compartment:
Bottles A and B immediately.
Bottles C and D after approximately 30
minutes or upon landing, whichever
comes first.
Bottles C and D maintain a metered flow.
Effective extinguishing agent
concentration is provided for 195 minutes.
S Main Deck Cargo Compartment:
Bottles A, B, C and D immediately.
Bottles E, F, G, H, J, K, L, M, N and P
after approximately 8 minutes.
Bottles E through P maintain a metered
flow.
Effective extinguishing agent
concentration is provided for 90 minutes.
Closes Zone E Distribution Duct Flapper
Valve. (This valve cannot be reset from
the flight deck.)
PUSH:
All:
S Arms respective squibs in fire extinguisher
bottles.
S Selects Pack 3 OFF.
S Deactivates Upper and Lower Recirculating
Fans
S Deactivates Gasper Fan.
S Deactivates Galley and Lavatory Ventilation
Fans.
Additionally FWD:
S Closes Forward Overboard Valve.
S Configures Equipment Cooling to OVRD
mode and shuts off airflow and heat into
Forward Cargo Compartment.
S Shuts off Forward Cargo Airconditioning.
NOTE: Target temperature remains
displayed.
Additionally AFT:
S Opens Forward Overboard Valve.
Forward Cargo Compartment.
S Shuts off Forward Cargo Airconditioning.
NOTE: Target temperature remains
displayed.
S Shuts off Aft Cargo Heat.
Additionally MAIN DECK:
ARMED (white):
Illuminates when arming circuit of the respective
squibs in the fire extinguisher bottles is complete.
FWD/AFT/MAIN DECK (red):
Illuminates as long as a smoke condition is
detected in the associated cargo compartment,
irrespective of the position of the Extinguishing
Armed and/or Bottle Discharge P/Bs.
DISCH (amber):
Illuminates if pressure of any fire extinguisher
bottle is low.
1.8.3
Page 4
13 AUG 2001
Issue 5
747-400
1.8.
FIRE PROTECTION
1.8.3
PARTITION
DOOR 12
SIDE CARGO
DOOR
HORN
HORN
CARGO
SMOKE
DECOMP
PRESS TO TEST
CARGO SMOKE LIGHT (red)

Illuminated when:
Smoke is detected in the main deck cargo
compartment.
The light is pressed to test.
HORN CANCEL
CARGO SMOKE WARNING MODULES IN

MAIN DECK CARGO COMPARTMENT
HORN CANCEL P/B

PUSH:
Silences horn.
CARGO SMOKE WARNING LIGHT / TEST P/B

(red, guarded)
Illuminated when smoke is detected in the main
deck cargo compartment.
PUSH (minimum 3 sec.):

Tests warning tone.
HORN
RESET P/B (momentary action)

PUSH (when tone sounds):
Silences horn.
CARGO SMOKE WARNING MODULE IN CABIN
oOo
1 JUN 1999
Issue 2
1.8.3
Page 5
747-400
1.8.
FIRE PROTECTION
1.8.3
1.8.3
Page 6
15 MAY 1995
Issue 1
747- 400

1.
1.8.
FIRE PROTECTION
1.8.3
GENERAL DESCRIPTION
Fire protection for the Forward and the Aft Cargo Compartments is provided by a Smoke Detection
System and a Fire Extinguishing System.
Fire protection for the Main Deck Cargo Compartment is provided by a smoke Detection System and a
Fire Suppression System
1.1
SMOKE DETECTION SYSTEM

Both the Forward and Aft Cargo Compartment are provided with four Smoke Detector Modules.
Main Deck Cargo Compartment
The Main Deck Cargo Compartment is divided into three zones: FWD, MID and AFT.The Main Cargo
Deck is equipped with sixteen Smoke Detector Modules.
Crew Rest Smoke Detection
Smoke detectors are installed in crew rest bunk areas. An aural warning sounds in the crew rest
compartment when smoke is detected in that compartment. Furthermore the crew rest airconditioning will
be shut down. The system can be reset at the Upper Deck Cabin Services Module.
Lavatory smoke detection
A smoke detector is installed in the lavatory. An aural warning sounds when smoke is detected in the
lavatory
1.2

Forward and Aft Cargo Compartment fire extinguishing system
Four fire extinguisher bottles (designated A, B, C and D) are installed in the Forward Cargo
Compartment. They provide extinguishing agent for either the Forward or Aft Cargo Compartment.
Effective concentration is provided for 210 minutes.
Main Deck Cargo Compartment suppression system
The Main Deck cargo compartment is not equipped with fire extinguishing equipment. Pushing the the
switch configures equipment cooling to a closed loop and turns off two packs and airflow to all cargo
compartments. Subsequently pushing the CARGO FIRE DEPRESS/DISCH switch opens the outflow
valves to initiate a controlled cabin depressurisation of 2000 ft/min to an altitude of 25000 ft.
1 MAR 2003
Issue 1
1.8.3
Page F1
747- 400

3.
1.8.
FIRE PROTECTION
1.8.3
FWD/AFT/MAIN DECK CARGO FIRE

EXTINGUISHING ARMED P/B
(alternate action)
A
DISCH
DISCH
DISCH
2
BTL A
DISCH
DISCH
BTL B
DISCH
APU
4
BTL A
DISCH
APU BTL
DISCH
DISCH
BTL B
DISCH
MAIN
CARGO FIRE
A ARMED A
R
R
M MAIN
M
DECK
DEPRESS/ DISCH
FWD
ARMED
FWD
AFT
DEPRESS
DISCH
ARMED
AFT
CARGO FIRE DEPRESS/DISCH P/B

PUSH:
Maindeck Cargo Compartment:
S Opens both outvlow valves
S Controlled cabin depressurization to an
altitude of 25000 ft
Forward or Aft Cargo Compartment:
S Discharges armed fire extinguisher bottles
into respective Cargo Compartment.
S Bottles A en B immediately.
S Bottles C and D after approximately 30
minutes or upon landing, wichever comes
first.
S Bottles C and D maintain a metered flow.
S Effective extinguishing agent concentration
is provided for 210 minutes.
PUSH:
All:
S Shuts down two packs.
S Deactivates Galley and Lavatory Ventilation
Fan.
Forward and AFT Lower Lobe Cargo
Compartment.
Additionally FWD & AFT:
S Arms respective squibs in fire extinguisher
bottles.
S Closes Forward Overboard Valve.
S Shutts off AFT Cargo Heat.
Additionally MAIN DECK:
ARMED (white):
Illuminates when arming circuit of the respective
squibs in the fire extinguisher bottles is complete.
FWD/AFT/MAIN DECK (red):
Illuminates as long as a smoke condition is
detected in the associated cargo compartment,
irrespective of the position of the Extinguishing
Armed and/or Bottle Discharge P/Bs.
DISCH (amber):
Illuminates if pressure of any fire extinguisher
bottle is low.
1.8.3
Page F2
1 MAR 2003
Issue 1
747- 400
1.8.
FIRE PROTECTION
1.8.3
Main Deck Cargo compartment Fire Warning

On the Main Deck, eight warning units are installed (forward of the wing, on left and right sidewall
panels).
Each warning unit has the following functions:
The rotating beacon is illuminated and the horn produces a continuous HI--HI chime in case of a Main
Deck smoke warning or in case of a decompression.
The rotating beacon is illuminated when the seat belts sign is selected ON.
All eight horns can be silenced simultaneously with a reset switch, which is installed on each unit.
Main Deck Cargo Compartment Fire Warning Horn and Switch
oOo
28 JUN 2004
Issue 2
1.8.3
Page F3
747- 400
1.8.
FIRE PROTECTION
1.8.3
1.8.3
Page F4
1 MAR 2003
Issue 1

1.
747-400
1.8.
FIRE PROTECTION
1.8.4
Wheel Well Fire Protection
GENERAL DESCRIPTION
The body and wing gear wheel wells are provided with a Fire Detection System, consisting of a single
detector loop.
The detector loop can only be tested manually.
If during this test a fault is detected in the loop, no back-up loop is available.
If a fire condition in any main gear wheel well is sensed by the detector loop, a FIRE WHEEL WELL
warning alert is activated. No extinguishing system is installed in the wheel wells.
oOo
15 MAY 1995
Issue 4
1.8.4
Page 1
747-400
1.8.
FIRE PROTECTION
1.8.4
Wheel Well Fire Protection
1.8.4
Page 2
1 MAY 1993
Issue 1
747-400
1.
GENERAL DESCRIPTION
1.1
LAVATORY SMOKE DETECTION SYSTEM
1.8.
FIRE PROTECTION
1.8.5
Lavatory Fire Protection
An ionization-type smoke detector is installed in the ceiling of each lavatory. A smoke detector is
connected to its associated Lavatory Smoke Detection Panel.
Depending on the configuration of the aircraft, four (All pax aircraft) or three (Combi aircraft) Lavatory
Smoke Detection Panels are installed in the cabin.
The first panel is located in the Upper Deck Galley and monitors the Upper Deck lavatories.
The second, third (and fourth) panels are located above the door of the cartlift in Galley 4 and monitor
the Main Deck lavatories.
If smoke in a lavatory is detected, the cabin crew is alerted by:
A flashing red warning light on the outside of the affected lavatory.
A red indicator light on the Lavatory Smoke Detection Panel, identifying the affected lavatory.
An intermittent high pitch tone from the horn on the Lavatory Smoke Detection Panel.
The EICAS caution alert >SMOKE LAVATORY will be displayed.
1.2
LAVATORY FIRE EXTINGUISHER SYSTEM

All lavatory waste containers are equipped with a fire extinguisher bottle. It is installed beneath the
lavatory wash basin. The bottle will automatically discharge its extinguishing agent, whenever a fire is
detected in the waste container. A temperature strip inside the waste container indicates if the bottle has
been discharged.
A lavatory Fire Bottle Low Pressure Indication Light is installed in conjunction with a Lavatory Fire Bottle
Low Pressure Indication.
The system consists of a low pressure sensor in the extinguisher bottle and an amber low pressure light
above the lavatory door.
The illumination of the light will not activate the smoke detection panels in the galleys nor generate an
aural warning.
1 JUN 1999
Issue 7
1.8.5
Page 1

2.
747-400
1.8.
FIRE PROTECTION
1.8.5
Lavatory Fire Protection

LAVATORY SMOKE
DETECTOR
WASTE CONTAINER
FIRE EXTINGUISHER BOTTLE
ACCESS TO WASTE
CONTAINER
LAVATORY
3.

INDICATOR LIGHT (RED)
Horn
Illuminates if smoke is detected at the respective

position.
LAVATORY SMOKE DETECTION
horn-off
reset
test
POS
POS
POS
POS
Position of related toilet can be verified on decal

next to detection panel.
POS
HORN-OFF P/B
POS
LAVATORY POSITION
PUSH:
Silences the horn after a minimum of 3 tone
cycles.
LAVATORY SMOKE DETECTION PANEL
RESET P/B
PUSH:
Resets detection system only if horn-off P/B is
pushed first.
TEST P/B
PUSH:
Tests the smoke detection system connected to
the panel.
oOo
1.8.5
Page 2
1 JUN 1999
Issue 3
747-400
1.
GENERAL DESCRIPTION
1.1
COCKPIT CREW REST
1.8.
FIRE PROTECTION
1.8.6
Crew Rest Fire Protection
The Cockpit Crew Rest (CCR) is provided with a Smoke Detection System. Fire extinguishing can only be
accomplished by means of portable equipment.
The Smoke Detection System consists of two battery operated ionization-type smoke detectors. They are
installed on the ceiling of the CCR, one in the seat area, the other in the bunk area. A low battery
condition is indicated by an intermittent pitch tone, sounding once a minute.
If smoke in the CCR is detected, the occupying crew will be alerted by a pulsating high pitch tone from the
smoke detector.
There is no cockpit indication on EICAS and no indication on the smoke detection panel in the upper deck
galley. There is no horn-off function on the smoke detector.
1.2
OVERHEAD CREW REST

The Overhead Crew Rest (OCR) is provided with a Smoke Detection System. Fire extinguishing can only
be accomplished by means of portable equipment.
The Smoke Detection System consists of five ionization-type smoke detectors:
Four are installed on the ceiling of the OCR.
One is installed in the OCR entry closet of the stairway area.
All smoke detectors are connected to:
An Alert Signal Panel, located in the OCR on the RH side top of the stairway.
An OCR Smoke Detection Panel, located above the door of the cartlift in Galley 4.
The EICAS caution alert > SMOKE CREW REST.
If smoke in the OCR is detected, the cabin crew is alerted by:
A SMOKE WARNING sign on the Alert Signal Panel.
Red indicator lights on the OCR Smoke Detection Panel and above the OCR entry door.
Aural warnings from the horns on the Alert Signal Panel and the Smoke Detection Panel.
The OCR ceiling lights coming on bright.
oOo
1 FEB 2002
Issue 7
1.8.6
Page 1
747-400
1.8.
FIRE PROTECTION
1.8.6
1.8.6
Page 2
1 MAY 1993
Issue 2
747- 400

1.
GENERAL DESCRIPTION
1.1
UPPER DECK CREW REST BUNK AREA
1.8.
FIRE PROTECTION
1.8.6
The Upper Deck Crew Rest Bunk Area is provided with a Smoke Detection System.
Fire extinguishing can only be accomplished by means of portable equipment.
Each crew rest bunk is equipped with a smoke detection unit.
If smoke in the Upper Deck Crew Rest Bunk Area is detected, the occupying crew will be alerted by a
pulsating high pitch tone from the smoke detector.
The EICAS caution alert >SMOKE CREW REST will be displayed.
oOo
1 MAR 2003
Issue 1
1.8.6
Page F1
747- 400
1.8.
FIRE PROTECTION
1.8.6
1.8.6
Page F2
1 MAR 2003
Issue 1

1.
747-400
1.8
FIRE PROTECTION
1.8.7
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Message
Level
FIRE APU
FIRE CARGO FWD

(AFT)
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
WARNING
Local
DISCH
WARNING
Condition
APU fire.
APU
ARMED
FWD
Smoke detected in forward or aft

cargo compartment.
ARMED
AFT
FIRE ENG (...)
FIRE MAIN DECK
FIRE WHEEL WELL
OVHT ENG (...) NAC
WARNING
WARNING
MAIN
DECK
Smoke detected in any zone of

main deck cargo compartment
(combi aircraft only).
--
Fire in main gear wheel well.
--
Engine (...) nacelle overheat.
CAUTION
> BOTTLE LOW APU
--
--
> BTL LO L (R) ENG A

(B)
--
--
28 JUN 2004
Issue 8
ARMED
CAUTION
> SMOKE LAVATORY
CAUTION
> SMOKE CREW REST
Engine (...) fire.
DISCH
B
A
WARNING
in OCR.
above
OCR
door.
galley 4.
outside
above
toilet
door
Smoke detected in lavatory.
Low pressure of APU fire

extinguisher bottle.
APU BTL
DISCH
BTL A
DISCH
Smoke detected in OCR.
BTL B
DISCH
Low pressure of A (B) engine fire

extinguisher bottle in left (right)
wing.
1.8.7
Page 1
747-400
1.8
FIRE PROTECTION
1.8.7
EICAS Interface
Level
MWL/
MCL
Aural
Local
> CARGO DET AIR
--
--
--
> CGO BTL DISCH
--
--
Message
Condition
Insufficient vacuum for cargo
smoke detection system
(requires any two engines
running).
DISCH
Low pressure of A and B

cargo fire extinguisher
bottles.
Low pressure of any
individual cargo fire
extinguisher bottle when on
the ground.
> DET FIRE APU
--
--
--
APU fire loops A and B failure.
> DET FIRE/OHT (...)
--
--
--
Fire loops A and B engine (...)

failure.
Overheat loops A and B
engine (...) failure.
oOo
1.8.7
Page 2
1 JUN 1999
Issue 8
747- 400
1.
FREIGHTER
1.8
FIRE PROTECTION
1.8.7
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
FIRE MAINDECK
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
W
FIRE MN DK FWD (MID)

(AFT)
> SMOKE CREW REST
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
WARNING
WARNING
B
b
CAUTION
Local
ARMED
MAIN
DECK
ARMED
MAIN
DECK
above
cockpit
crew
rest
bunk.
Condition
Smoke detected in more than two
zones of main deck cargo
compartment.
Smoke detected in fwd (mid) (aft)
zone of main deck cargo
compartment.
Smoke detected in the crew rest
bunk area.
oOo
28 JUN 2004
Issue 2
1.8.7
Page F1
747- 400
1.8
FIRE PROTECTION
1.8.7
EICAS Interface
1.8.7
Page F2
1 MAR 2003
Issue 1
1.9

1.9.1
1.9.3
1.9.4
1.9.5
1.9.6
1.9.7
General Description
2.
3.
ROLL CONTROL
1.
General Description
2.
3.
PITCH CONTROL
1.
General Description
2.
3.
YAW CONTROL
1.
General Description
2.
3.
FLAPS
1.
General Description
2.
3.
SPEEDBRAKES AND GROUND SPOILERS

1.
General Description
2.
3.
STALL WARNING
1.
1.9.8
Contents
747-400
GENERAL
1.
1.9.2
FLIGHT CONTROLS
General Description
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
1 SEP 1993
Issue 4
1.9 CNT
Page 1
1.9
FLIGHT CONTROLS
747-400
1.9 CNT
Page 2
1 SEP 1993
Issue 1

1.
747-400
1.9.
FLIGHT CONTROLS
1.9.1
General
GENERAL DESCRIPTION
Control of the aircraft is achieved by:
The primary flight controls:
S
S
S
S
Inboard and outboard ailerons.

Flight spoilers.
Inboard and outboard elevators.
Upper and lower rudder.
The secondary flight controls:

S
S
S
S
S
Horizontal stabilizer.
Leading edge flaps.
Inboard and outboard trailing edge flaps.
Speedbrakes.
Ground spoilers.
All flight controls (except the leading edge flaps) are actuated by independent hydraulic systems.
S The ailerons, elevators and rudders use hydraulic systems 1, 2, 3 and 4.
S The spoiler system uses hydraulic systems 2, 3 and 4.
S The horizontal stabilizer uses hydraulic systems 2 and 3.
S The trailing edge flaps use hydraulic systems 1 and 4.
There is no manual backup for ailerons, elevators and rudders. Load feel is artificial.
The mechanical control linkages of ailerons, elevators and rudders incorporate shear-outs. If a flight
control jam occurs, control may be partially regained after a significant force is applied to the controls.
No trim tabs are installed on the control surfaces. Aileron and rudder trim is accomplished by electrical trim
actuators, which shift the neutral position of the associated feel mechanisms.
Pitch trim is accomplished by repositioning of the horizontal stabilizer.
The leading edge flaps are pneumatically actuated.
As a backup, trailing edge and leading edge flaps can be operated electrically.
Flight control surface positions are displayed on the EICAS SEC ENG page. A full scale indication
corresponds to the maximum surface deflection.
The autopilots send electrical commands to their associated hydraulic actuators. Actuator output is
introduced into the mechanical linkage of the primary flight controls. Autopilot actuator output can be
overridden with some force by the cockpit crew.
Eight guarded Flight Control Shutoff Switches, located on the overhead maintenance panel, control hydraulic
pressure to:
S the elevators and rudders (tail switches).
S the ailerons and spoilers (wing switches).
In the NORM position (guarded), hydraulic pressure is available for the respective flight controls.
22 FEB 2001
Issue 7
1.9.1
Page 1

2.
747-400
1.9.
FLIGHT CONTROLS
1.9.1
General
LEADING EDGE FLAPS
SPEED BRAKES
INBOARD
AILERON
OUTBOARD
AILERON
OUTBOARD
TE FLAP
FLIGHT
SPOILERS
INBOARD
TE FLAP
UPPER
RUDDER
GROUND SPOILERS
LOWER
RUDDER
STABILIZER
INBOARD
ELEVATOR
OUTBOARD
ELEVATOR
FLIGHT CONTROL SURFACE LOCATIONS
1.9.1
Page 2
1 NOV 1994
Issue 4

3.
747-400
1.9.
FLIGHT CONTROLS
1.9.1
General
A
FLT CONTROL HYD POWER
1
TAIL SWITCHES (Guarded)
SHUT
OFF
Control respective hydraulic system pressure to

elevators and rudders.
TAIL
NORM
VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
WING SWITCHES (Guarded)

SHUT
OFF
Control respective hydraulic system pressure to

ailerons and spoilers.
WING
NORM
VALVE CLOSED LIGHTS (Amber)

VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
VALVE
CLOSED
Illuminate when the respective hydraulic system

Flight Control Shutoff Valve is not fully open.
oOo
1 JUN 1999
Issue 3
1.9.1
Page 3
747-400
1.9.
FLIGHT CONTROLS
1.9.1
General
1.9.1
Page 4
1 JUN 1999
Issue 1

1.
747-400
1.9
FLIGHT CONTROLS
1.9.2
Roll Control
GENERAL DESCRIPTION
The roll control surfaces on each wing are:
Two ailerons, one inboard and one outboard, each powered by two hydraulic actuators.
Five flight spoilers, each powered by one hydraulic actuator.
Control wheel inputs are mechanically transmitted via a trim and feel mechanism to:
the actuators of the inboard ailerons directly.
the actuators of the outboard ailerons via an electrically operated aileron lockout system.
the spoiler mixers.
The aileron lockout system unlocks the outboard ailerons when the leading edge flaps are extended or the
airspeed is below 232 kt IAS/M.51. The outboard ailerons are locked again, when the leading edge flaps are
retracted and the airspeed is above 238 kt IAS/M.53.
The spoiler mixers mechanically transmit control wheel inputs and speedbrake lever signals to the flight
spoiler actuators. Control wheel movement in excess of approximately 8 degrees from neutral, or 1 unit of
trim, activates flight spoilers. The spoiler actuators are designed to allow spoiler blow down with increasing
speed and prevent spoiler float when no hydraulic pressure is available.
In case of a jammed cable system on one side, an override mechanism enables normal operation of the
ailerons of the opposite side and operation of half of the flight spoilers. This may require application of a
significant force to the unaffected control wheel.
Two Aileron Trim Switches are located on the pedestal. When both switches are pushed in the desired
direction, electrical trim actuators reposition the neutral point of the trim and feel mechanism.
With hydraulic pressure available, the control wheels will respond accordingly.
If hydraulic pressure is not available, the neutral point will still be repositioned, however the control
wheels will not move. When hydraulic pressure is restored, this will result in a control wheel deflection.
An Aileron Trim Indicator is located on both control columns.
Position transmitters are installed on all four ailerons and spoilers panels 4 and 12.
Autopilot actuators drive the complete roll control linkage.
22 FEB 2001
Issue 5
1.9.2
Page 1
747-400

2.
1.9
FLIGHT CONTROLS
1.9.2
Roll Control
TRIM
SWITCHES
OVERRIDE
AILERON
M
LEFT
WNG
DOWN
RIGHT
WING
DOWN
FEEL
AND
TRIM
SPEEDBRAKE
LEVER
RIGHT
AUTOPILOT
LEFT
AUTOPILOT
CENTER
AUTOPILOT
LEFT
SPOILER
MIXER
RIGHT
SPOILER
MIXER
LOCKOUT
DEVICE
LOCKOUT
DEVICE
ROLL CONTROL DIAGRAM
Position Transmitter
Override mechanism
2
1.9.2
Page 2
Actuator with associated hydraulic system pressure
1 NOV 1994
Issue 3

3.
747-400
1.9
FLIGHT CONTROLS
1.9.2
Roll Control
A
A
AILERON
AILERON TRIM SWITCHES

(Springloaded to neutral)
LEFT
RIGHT
WING
WING
DOWN
DOWN
Both switches must be pushed simultaneously to

trim ailerons in desired direction.
AISLE STAND
B
AILERON TRIM INDICATOR
Indicates units of aileron trim.
oOo
1 SEP 1993
Issue 3
1.9.2
Page 3
747-400
1.9
FLIGHT CONTROLS
1.9.2
Roll Control
1.9.2
Page 4
1 SEP 1993
Issue 4

1.
747-400
1.9.
FLIGHT CONTROLS
1.9.3
Pitch Control
GENERAL DESCRIPTION
The pitch control surfaces on the aircraft are:
S Four elevators, two inboard and two outboard. Each inboard elevator is powered by a dual hydraulic
actuator. Each outboard elevator is powered by one hydraulic actuator.
S One adjustable horizontal stabilizer, powered by two hydraulic actuators.
Elevators
Control column inputs are transmitted by mechanical linkage through a feel mechanism to a dual hydraulic
actuator at each inboard elevator. Each dual actuator uses two hydraulic systems.
Each inboard elevator is mechanically linked to the actuator of its adjacent outboard elevator, resulting in
simultaneous movement of all surfaces. Shear-outs rivets are only installed between the inboard and
outboard elevator, which allow regaining control after a jammed outboard elevator.
Artificial feel is provided by the elevator feel mechanism. A dual computer modulates hydraulic pressure
inputs from hydraulic systems 2 and 3 to modify existing spring forces in the feel mechanism proportional to
airspeed and stabilizer position. Failure of one hydraulic system does not affect feel forces. If both hydraulic
systems fail, feel force degrades to basic spring force reaction.
Position transmitters are installed on the left and right outboard elevator.
Autopilot actuators drive the complete elevator control linkage.
Horizontal Stabilizer
Control Wheel Stabilizer Trim Switch inputs are processed by two Stabilizer trim/Rudder ratio Modules
(SRMs). The SRMs provide protection against unscheduled stabilizer trim and determine rate of trim,
dependent on airspeed.
Output of each SRM controls solenoid valves in its associated Stabilizer Trim Control Module (STCM).
Hydraulic pressure to the STCMs is controlled by two guarded Stab Trim Cutout Switches located on the
pedestal. Each STCM routes hydraulic pressure to a trim actuator. Outputs of the two trim actuators are
mechanically summed to drive the stabilizer.
The trim rate determined by the SRMs, is high when the airspeed drops below 220 kt IAS and low when the
airspeed exceeds 230 kt IAS. If only one STCM is operating (single channel trim), trim rate is half of the trim
rate with both STCMs operating (dual channel trim).
Alternate Stabilizer Trim Switches, located on the pedestal, bypass the SRMs and directly control both
STCMs. They also provide an increased range of stabilizer travel.
Movement of the control columns opposite to a trim command will stop stabilizer trim. This control column
cutoff function does not affect alternate stabilizer trim inputs.
Left and right autopilot commands are introduced into the left and right SRMs respectively. Center autopilot
commands are normally introduced into the left SRM, but when this one fails, into the right SRM.
Single and triple autopilot engagement results in single channel trim.
Dual autopilot engagement results in dual channel trim to insert a trim bias in order to assure a pitch up
movement when one or both channel(s) disconnect below 500 ft.
Stabilizer position is shown on electrically operated Stabilizer Trim Indicators located on either side of the
pedestal. An green band indicator displays three bands to indicate allowable stabilizer position range for
take-off.
The individual bands (aircraft-nose-down / mid / aircraft-nose-up) are automatically selected when the pilot
inserts aircraft center of gravity, weight and take-off thrust deration data into the FMC. To crosscheck that the
correct stab green band has been selected, the selection is then compared with inputs from a nose gear
pressure switch.
If the stabilizer is trimmed outside the displayed green band, the Take-off Configuration Warning will be
activated when thrust on engine 2 or 3 is increased to the take-off range.
22 FEB 2001
Issue 6
1.9.3
Page 1

2.
747-400
1.9.
FLIGHT CONTROLS
1.9.3
Pitch Control
HYD SYS 2
LEFT
AUTOPILOT
ELEVATOR
FEEL
CENTER
AUTOPILOT
AIRSPEED
STABILIZER POSITION
RIGHT
AUTOPILOT
HYD SYS 3
1
2
ELEVATOR CONTROL DIAGRAM
2
1.9.3
Page 2
1 NOV 1994
Issue 3
747-400
1.9.
FLIGHT CONTROLS
1.9.3
Pitch Control
CONTROL WHEEL
STABILIZER
TRIM SWITCHES
AIRSPEED
AIRSPEED
LEFT
AUTOPILOT
LEFT
STAB TRIM/
RUDDER RATIO
MODULE
(SRM)
CONTROL
COLUMN
CUTOFF
CENTER
AUTOPILOT
RIGHT
AUTOPILOT
AUTO
RIGHT
STAB TRIM/
RUDDER RATIO
MODULE
(SRM)
AUTO
AUTO
AUTO
HYD SYS 3
CONTROL
COLUMN
CUTOFF
HYD SYS 2
STAB TRIM
ON
CUTOUT
LEFT
STABILIZER
TRIM
CONTROL
MODULE
(STCM)
A
U
T
O
ON
CUTOUT
CUT OUT
TRIM
ACTUATOR
TRIM
ACTUATOR
RIGHT
STABILIZER
TRIM
CONTROL
MODULE
(STCM)
ALTERNATE STABILIZER
TRIM SWITCHES
STABILIZER CONTROL DIAGRAM
1 NOV 1994
Issue 3
1.9.3
Page 3

3.
747-400
1.9.
FLIGHT CONTROLS
1.9.3
Pitch Control
CONTROL WHEEL STABILIZER TRIM SWITCHES

STAB TRIM
2 -- ON -- 3
APL NOSE DN
CUT OUT
Both switches on a control wheel must be moved

simultaneously to trim the stabilizer in the desired
direction.
No trim is commanded if the trim switches on the
left and right control wheel are moved to opposite
directions.
Trim signals are processed by both SRMs.
If a single autopilot is engaged, switch operation
causes autopilot disengagement.
In case of multi autopilot engagement, trimming
with these switches is inhibited.
APL NOSE UP
STAB TRIM CUTOUT SWITCHES (Guarded)

ON:
Respective hydraulic system pressure is
admitted to the STCM.
No automatic cutout occurs if unscheduled
stabilizer trim is detected.
AUTO (guarded position):
Respective hydraulic system pressure is
admitted to the STCM.
System pressure is automatically cut out if
unscheduled stabilizer trim is detected.
If automatic cutout has occurred, system
pressure remains shut off, until the switch is
placed in ON.
CUTOUT:
Respective hydraulic system pressure to the
STCM is cutout.
STABILIZER TRIM INDICATOR
Indicates stabilizer position in units of trim.
Green bands indicate allowable stabilizer position
range for take-off.
Mid green band continuously displayed.
Aircraft-nose-down or aircraft-nose-up green
bands displayed, depending on FMS inserted
TOMAC (on ground only).
Off flag is in view, if the trim indicator is
inoperative.
ALTERNATE STABILIZER TRIM SWITCHES

Both switches must be moved simultaneously to
trim stabilizer in desired direction.
Bypass the SRMs.
Override autopilot trim commands and do not
cause A/P disengagement.
C
APL
NOSE
DN
S
T
A
B
T
R
I
M
APL O
NOSE F
UP F
0
2
4
6
8
10
12
14
15
oOo
1.9.3
Page 4
1 JUN 1999
Issue 5

1.
747-400
1.9.
FLIGHT CONTROLS
1.9.4
Yaw Control
GENERAL DESCRIPTION
The vertical stabilizer is provided with an upper and lower rudder, powered by respectively three and two
hydraulic actuators. One actuator can adequately control its related rudder. The actuators are mechanically
controlled by dual interconnected and adjustable rudder pedals.
Artificial feel is provided by a single feel and trim mechanism.
Airspeed information from the Air Data Computers is provided to the Stabilizer trim/Rudder ratio Modules
(SRMs). The Rudder Ratio Changer (RRC) control circuits in the SRMs command the RRC actuators to vary
the input from the rudder pedals to the hydraulic rudder actuators. So, as airspeed increases, rudder
deflection is gradually reduced, while rudder pedal travel is not limited. This way the aerodynamic effect of a
certain rudder pedal input is always the same, irrespective of airspeed, and the vertical stabilizer is protected
against stresses which can result from large rudder deflections at high airspeed.
If an RRC fails, the response of the respective rudder to pedal inputs remains the same as it was when the
failure occurred, regardless of changes in airspeed. For the affected rudder, full deflection may not be
available at low airspeeds or excessive deflection could result from pedal inputs at high airspeeds. The
operable RRC still fully controls its associated rudder.
Position transmitters for EICAS surface position indicator are installed on the upper and lower rudder.
A Rudder Trim Selector on the pedestal electrically changes the neutral position of the feel and trim
mechanism. Rudder trim is indicated on the Rudder Trim Indicator. A Rudder Trim Center P/B returns, if
activated, the rudder trim to zero. Maximum trim is 80% of available rudder travel.
Each rudder is provided with an independent yaw damper system.
(For system description, refer to AOM 1.3.4)
15 MAR 2001
Issue 6
1.9.4
Page 1
747-400

2.
1.9.
FLIGHT CONTROLS
1.9.4
Yaw Control

10
RUDDER TRIM
0
UNITS
NOSE LEFT
10
NOSE RIGHT
NOSE
NOSE
LEFT
R
U
D
D
E
R
RIGHT
UPPER
ON
INOP
CTR
AIRSPEED
CENTER
UPPER
RUDDER
RATIO
CHANGER
(SRM-L)
UPPER
YAW
DAMPER
CONTROLLER
FEEL
AND
TRIM
2
LEFT
AUTOPILOT
CENTER
AUTOPILOT
RIGHT
AUTOPILOT
M
LOWER
RUDDER
RATIO
CHANGER
(SRM-R)
LOWER
YAW
DAMPER
CONTROLLER
AIRSPEED
LOWER
ON
INOP
1.9.4
Page 2
RUDDER CONTROL DIAGRAM
1 JUN 1999
Issue 5

3.
747-400
1.9.
FLIGHT CONTROLS
1.9.4
Yaw Control
RUDDER TRIM INDICATOR
10
RUDDER TRIM
0
Indicates units of rudder trim.

OFF is displayed when electrical power is not
available.
10
OFF
NOSE LEFT
UNITS
NOSE RIGHT
RUDDER TRIM SELECTOR

NOSE
NOSE
LEFT
R
U
D
D
E
R
RIGHT
ROTATE:
Trims rudder in desired direction.
If Rudder Trim Center P/B was pushed, stops
rudder trim movement.
RUDDER TRIM CENTER P/B
CTR
When pushed, moves rudder trim to zero.

When pushed again, stops rudder trim movement.
When rudder trim is zero, P/B is deactivated.
CTR light illuminates when trim is moving to zero.
CENTER
AISLE STAND
oOo
15 MAY 1996
Issue 4
1.9.4
Page 3
747-400
1.9.
FLIGHT CONTROLS
1.9.4
Yaw Control
1.9.4
Page 4
1 SEP 1993
Issue 4

1.
747-400
1.9.
FLIGHT CONTROLS
1.9.5
Flaps
GENERAL DESCRIPTION
Each wing is provided with Leading Edge (LE) flaps and Trailing Edge (TE) flaps.
S The LE flaps consist of three groups on each wing. The outboard section is designated group 1, the
midspan section is group 2 and the inboard section is group 3.
Groups 1 and 2 are formed by eleven sets of variable camber flaps on each wing.
Group 3 is formed by three sets of Krueger flaps on each wing.
S The TE flaps consist of two groups on each wing. Both the inboard and outboard sections are triple
slotted Fowler flaps.
Flap lever position is transmitted to three identical Flap Control Units (FCUs), which sequence and monitor
flap operation. They provide asymmetry protection, control the flap load relief function and provide flap
position information to EICAS and other systems. Normally the FCUs operate in the Primary control mode,
but will automatically revert to Secondary control mode when a failure occurs. Secondary mode operation is
much slower than Primary mode operation.
Flap and flap lever position are indicated on the primary EICAS display.
10 Seconds after all flaps are fully retracted, the entire indication is removed from view,
Primary and Secondary LE flap operation
In the Primary control mode:
S the LE flaps are driven pneumatically from the bleedair duct.
S the LE flap groups 2 and 3 retract, if reverse thrust levers 2 & 3 or 1 & 4 are pulled to the interlock
position.
If any LE flap group fails to move to the commanded position, the FCUs automatically switch after 35
seconds to the Secondary mode for the respective LE flap group and its opposite group, driving the flaps
through electric motors. If a failure occurs in LE flap group 2 or 3, both groups 2 and 3 and their opposite
groups switch to the Secondary mode.
However, due to the rapid rate of Primary mode flap movement, the non-affected side will already be fully
extended or retracted, before switching to Secondary mode. This configuration will require only a slight
control wheel action.
The LE flap groups remain in the Secondary mode, until the flaps reach the commanded position.
Primary and Secondary TE flap operation
In the Primary control mode the inboard TE flaps are operated by hydraulic system 1 and the outboard
TE flaps by hydraulic system 4.
If any inboard or outboard TE flap fails to move to the commanded position, the FCUs automatically switch to
the Secondary mode for the respective TE flap and its opposite group, driving the flaps through electric
motors.
If the inboard or outboard TE flaps are driven in the Secondary mode due to a lack of hydraulic system
pressure, the FCUs automatically switch back to Primary mode operation when hydraulic pressure is
restored.
However, if the respective TE flaps are driven in the Secondary mode with hydraulic pressure available, the
FCUs will switch back to Primary mode operation, after the applicable TE flap group is fully retracted.
If a TE flap asymmetry is detected, operation of the asymmetric flap group is immediately shut down,
whether in Primary or Secondary mode.
The flap load relief function of the FCUs protects the TE flaps from excessive structural loads.
If flap airspeed limits are exceeded with the flap lever in the 25 or 30 position, the flaps automatically retract
to the 20 or 25 position. They extend back to the selected position when the airspeed is sufficiently reduced.
Flap load relief is only available in the Primary control mode.
15 MAY 1996
Issue 5
1.9.5
Page 1
747-400
1.9.
FLIGHT CONTROLS
1.9.5
Flaps
Alternate flap operation

An Alternate control mode, which bypasses the FCUs, can be selected manually.
All flaps are electrically operated by a simplified control system.
Maximum TE flap extension is 25. No asymmetry protection and no flap load relief are provided.
2.

ALTN FLAPS
OFF
RET
EXT
ARM
ALTN
FLAP
GROUP 3
CONTROL
UNITS
(3)
GROUP 2
GROUP 1
BLEED
AIR
PRIMARY MODE
(PNEUMATIC)
TO
FLAPS
SECONDARY/ALTERNATE MODE
(ELECTRIC)
LEADING EDGE
FLAP DRIVE UNIT
LEADING EDGE FLAPS CONTROL DIAGRAM
1.9.5
Page 2
1 JUN 1999
Issue 5
747-400
1.9.
FLIGHT CONTROLS
1.9.5
Flaps
ALTN FLAPS
OFF
RET
EXT
ARM
ALTN
HYD SYS 4
OUTBD
FLAP
DRIVE
UNIT
TO RIGHT
OUTBD FLAP
FLAP
CONTROL
UNITS
(3)
TO RIGHT
INBD FLAP
INBD
FLAP
DRIVE
UNIT
HYD SYS 1
HYD
PRESS
PRIMARY MODE
(HYDRAULIC)
TO
FLAPS
SECONDARY/ALTERNATE MODE
(ELECTRIC)
TRAILING EDGE
FLAP DRIVE UNIT
TRAILING EDGE FLAPS CONTROL DIAGRAM
15 MAY 1996
Issue 4
1.9.5
Page 3

3.
747-400
1.9.
FLIGHT CONTROLS
1.9.5
Flaps
ALTERNATE FLAP SELECTOR

If activated, LE and TE flaps are electrically
driven, if ALTN FLAPS ARM P/B is in ALTN.
EXT:
All LE and TE flaps begin extending
immediately. TE flaps extend to max 25.
A
FLAP LIMIT
1 -- 280K
5 -- 260K
10 -- 240K
20 -- 230K
25 -- 205K
30 -- 180K
RET:
All LE flaps retract after the inboard TE flaps
are retracted.
ALTN FLAPS
OFF:
Alternate flaps are deactivated.
OFF
RET
EXT
ALTN FLAPS ARM P/B

ALTN:
Arms the Alternate control mode.
Bypasses the FCUs.
The flap lever is inoperative.
Arms the Alternate Flaps Selector.
Shuts off bleed air to LE flap drive units.
Shuts off hydraulic power to TE flap drive
units.
ARM
ALTN
FLAP LEVER
B
INBOARD AND MIDSPAN
LEADING EDGE FLAP
GROUPS EXTENDED.
TRAILING EDGE
FLAPS RETRACTED
ALL LEADING
EDGE FLAP
GROUPS
EXTENDED
TAKEOFF
RANGE
LANDING
RANGE
Positions LE flaps pneumatically and TE flaps

hydraulically (Primary control mode).
Positions LE and/or TE flaps electrically
(Secondary control mode) if flaps fail to drive
pneumatically or hydraulically.
Secondary mode sequencing is the same as
Primary mode sequencing.
When the flap lever is moved:
S from UP to 1:
LE flap groups 2 and 3 extend.
S from 1 to 5:
LE flap group 1 extends and the TE flaps
move to the 5 position.
S to 10, 20, 25 and 30:
TE flaps move to the selected position.
The reverse sequence occurs during flap
retraction.
FLAP GATES
ALL FLAPS
RETRACTED
1.9.5
Page 4
Prevent inadvertent retraction of:

At 1 gate : LE flap groups 2 and 3.
At 20 gate : the flaps past go-around flap
setting.
15 MAY 1996
Issue 5
747-400
1.9.
FLIGHT CONTROLS
1.9.5
Flaps
FLAP POSITION INDICATION

(Primary control mode)
Combination display of LE and TE flap positions.
Indicates position of slowest flaps (white).
Indication removed from view, 10 seconds after all
LE and TE flaps are fully retracted.
F
L
A
P
FLAP LEVER POSITION
20
Magenta:
Flaps are in transit to position selected by flap
lever.
LE flap groups 2 and 3 are in transit during
reverse thrust operation.
Green:
All LE and TE flaps are in the selected position.

(Secondary control mode)
Automatically expands to display all individual flap
positions, if any flap position is non-normal or
when flap control is in the Secondary mode.
If LE or TE flap position data are invalid, an amber
X will appear inside the respective tape.
L
A
P
S
LE FLAP POSITION INDICATION

Outline indication:
White:
LE flap group retracted.
Amber:
LE flap group retracted and disagrees with flap
lever position.
Solid indication:
Green:
LE flap group extended.
Amber:
LE flap group extended and disagrees with flap
lever position.
Striped indication:
White:
LE flap group in transit.
Amber:
LE flap group still in transit after normal in-transit
time.
FLAP LEVER POSITION
TE FLAP POSITION INDICATION
Magenta:
Flap(s) position not in agreement with selected
flap lever position.
White:
Normal indication.
Green:
All LE and TE flaps are in the selected position.
Amber:
Respective TE flaps disagree with flap lever
position after normal in-transit time.
Flap asymmetry exists.
15 MAY 1996
Issue 3
1.9.5
Page 5
747-400
1.9.
FLIGHT CONTROLS
1.9.5
Flaps

(Alternate control mode)
Automatically expands to display all flap positions
when:
S Alternate control mode is armed.
S All 3 FCUs fail.
Same indications as in Secondary mode, except:
S Flap lever position not indicated.
S Flap position index marks indicated next to the
outer tapes.
S Maximum flap position is flaps 25.
F
L
A
P
S
25
25
oOo
1.9.5
Page 6
15 MAY 1996
Issue 1

1.
747-400
1.9.
FLIGHT CONTROLS
1.9.6
Speedbrakes and Ground Spoilers
GENERAL DESCRIPTION
Each wing is equipped with 6 spoiler panels, each powered by one hydraulic actuator.
The 5 outboard panels function as flight spoilers and assist the ailerons to provide roll control.
(Refer to Roll Control, AOM 1.9.2.)
The 4 inboard panels function as speedbrakes.
All 6 spoilers panels function as ground spoilers.
The spoiler panels are numbered 1 thru 6 (left wing) and 7 thru 12 (right wing).
Speedbrake lever and control wheel roll inputs are combined by the spoiler mixers to extend or retract spoiler
panels, when speedbrakes or ground spoilers are in use.
In flight, a solenoid actuated lock limits speedbrake lever input to the FLIGHT DETENT position. This limits
spoiler deflection to a mid-travel position. During speedbrake lever movement towards FLIGHT DETENT
spoiler panels 3, 4, 9 and 10 gradually extend to full travel position (45). Panels 5 and 8 gradually extend to
maximum of 20. Just forward of the FLIGHT DETENT position, panels 6 and 7 extend from zero to 20 .
The lock is de-activated on the ground, allowing the speedbrake lever to be moved fully aft to the UP
position, extending all spoiler panels to their full travel positions.
Position transmitters are installed on spoiler panels 4 and 12.
Panel 4 functions as a flight spoiler, speedbrake and ground spoiler. Panel 12 functions only as a flight
spoiler and ground spoiler. Therefore, speedbrake extension is not indicated on the right wing spoiler position
indication on EICAS.
SPEED BRAKES
12
9 10 11
7
8
INBOARD
AILERON
OUTBOARD
AILERON
OUTBOARD
TE FLAP
FLIGHT
SPOILERS
6
5
4
3
2
GROUND SPOILERS
1 JUN 1999
Issue 3
1.9.6
Page 1

2.
747-400
1.9.
FLIGHT CONTROLS
1.9.6
DN
ARM
FLIGHT
DETENT
UP
RIGHT
SPOILER
MIXER
LEFT
SPOILER
MIXER
SPOILER CONTROL DIAGRAM
2
1.9.6
Page 2
1 NOV 1994
Issue 4
747-400

3.
1.9.
FLIGHT CONTROLS
1.9.6
A
SPEEDBRAKE LEVER
DN (detent):
Automatic movement to UP will occur after landing
or rejected T/O if all of the following conditions are
fulfilled:
S Thrust levers 1 and 3 retarded to less than 50%
of their travel.
S Reverse thrust lever 2 or 4 pulled to the
interlock position.
S Both wing gears not tilted with hydraulic system
4 pressurized or both body gears down and
locked and not tilted with hydraulic system 1
pressurized.
A
DN
ARM
ARM:
Automatic movement to UP will occur on the
ground if all of the following conditions are fulfilled:
S Thrust levers 1 and 3 retarded to less than 50%
of their travel.
S Both wing gears not tilted with hydraulic system
4 pressurized or both body gears down and
locked and not tilted with hydraulic system 1
pressurized.
FLIGHT
DETENT
FLIGHT DETENT:
Spoiler panels extend to their maximum in-flight
positions.
In-flight speedbrake lever movement is manual
and limited to FLIGHT DETENT by a solenoid
actuated lock.
UP
CONTROL STAND
UP:
Spoiler panels extend to their full travel
positions.
Provides indication of automatic ground spoiler
extension.
Can manually be selected in the event of
automatic system failure.
Movement from UP to DN can be performed
manually or automatically by advancing thrust
lever 1 or 3 beyond 50% of its travel.
oOo
1 JUN 1999
Issue 5
1.9.6
Page 3
747-400
1.9.
FLIGHT CONTROLS
1.9.6
1.9.6
Page 4
1 SEP 1993
Issue 4

1.
747-400
1.9
FLIGHT CONTROLS
1.9.7
Stall Warning
GENERAL DESCRIPTION
The Stall Warning System comprises two identical Stall Warning Computers, which receive signals from:
Source
Parameter(s)
Angle of attack sensors

Air Data Computers (ADCs)
Inertial Reference Units (IRUs)
Flight Management Computers (FMCs)
Flap Control Units (FCUs)
Speedbrake lever
Landing gear
angle of attack
airspeed and altitude
acceleration, pitch and pitch rate
initial low speed buffet onset
LE and TE flap position
position
position and ground/flight mode
When approaching the stall, a signal from either Stall Warning Computer activates stick shakers on both
control columns. The Stall Warning System function is enabled when the airspeed is > 140 kts or the pitch
is > 5. Disabling occurs when speed drops below 40 kts.
oOo
1 JUN 1999
Issue 4
1.9.7
Page 1
747-400
1.9
FLIGHT CONTROLS
1.9.7
Stall Warning
1.9.7
Page 2
1 NOV 1994
Issue 1

1.
747-400
1.9
FLIGHT CONTROLS
1.9.8
EICAS Interface
SYSTEM DISPLAY
ENG
STAT
ENG P/B
ELEC
FUEL
ECS
HYD
DRS
GEAR
CANC
PUSH:
Displays SEC ENG page on the secondary
EICAS display.
Flight Control Surface Position Indications will
not be displayed when in Compacted display
mode in case of LWR CRT failure.
(Refer to AOM 1.17.8).
RCL
EICAS CONTROL PANEL
Rudder Position
RUD
Indicates upper and lower rudder position.
Spoiler Position
Indicates position of spoilers panels 4 and 12.
SPL
SPL
Aileron Position
Indicates inboard and outboard aileron position.
AIL
ELEV
AIL
Elevator Position
Indicates left and right outboard elevator position.
1 JUN 1999
Issue 5
1.9.8
Page 1

2.
747-400
1.9
FLIGHT CONTROLS
1.9.8
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
FLAPS CONTROL
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
Condition
--
Left, center and right FCU not in

control of both LE and TE flaps.
--
CAUTION
FLAPS DRIVE
Local
CAUTION
FLAPS PRIMARY
--
CAUTION
STAB TRIM UNSCHD
--
CAUTION
1.9.8
Page 2
Inboard or outboard TE flap

asymmetry.
shutdown.
disagrees, while operating in
secondary control mode.
LE flap shutdown.
Any LE flap group disagrees,
while operating in secondary
control mode.
Inhibited by FLAPS CONTROL
alert.
disagrees, while operating in
primary control mode.
Any LE flap group disagrees,
while operating in primary
control mode.
Inhibited by FLAPS CONTROL
or FLAPS DRIVE alert.
Any uncommanded stabilizer
motion without automatic trim
cutout action.
alternate stabilizer trim has
been used with autopilot
engaged.
AILERON LOCKOUT
--
--
--
Either or both aileron lockout

actuator unlocked when it should be
locked, or locked when it should be
unlocked, or failed.
RUD RATIO DUAL
--
--
--
Upper and lower rudder ratio

function fail.
RUD RATIO SNGL
--
--
--
Upper or lower rudder ratio function

fail.
1 AUG 2002
Issue 6
747-400
Message
SPEEDBRAKE AUTO
1.9
FLIGHT CONTROLS
1.9.8
EICAS Interface
Level
MWL/
MCL
Aural
Local
--
--
--
Condition
> SPEEDBRAKES EXT
--
Speedbrake lever beyond arm

detent and one (or more) of the
following conditions:
1. Airplane between 15 ft and
800 ft radio altitude.
2. Landing flaps set (FLAPS 25
or 30).
3. Airplane above 15 ft and two or
more thrust levers forward of the
closed position.
--
Load relief in progress.
CAUTION
> FLAP RELIEF
--
--
> FLT CONT VLV
--
--
VALVE
CLOSED
Aft overhead panel
> STAB GREENBAND
--
--
--
One or more hydraulic system flight

control valves closed.
> STAB TRIM 2 (3)
--
--
Air/ground disagreement.
Autospeedbrake actuator not
retracted when handle is not
armed.
Control circuit fault.
--
Nose gear pressure switch

disagrees with FMC computed
greenband (on ground only).
Invalid CG entered into MCDU.
Stabilizer trim automatic cutout has

occurred, or stabilizer trim cutout
switch in CUTOUT, or no trim action
when commanded.
oOo
28 JUN 2004
Issue 6
1.9.8
Page 3
747-400
1.9
FLIGHT CONTROLS
1.9.8
EICAS Interface
1.9.8
Page 4
1 JUN 1999
Issue 4
1.10
FUEL
747-400
Contents:
1.10.1
GENERAL
1.
Fuel Storage
2.
Fuel Management
2.1
Automatic Fuel Management

(All tanks containing fuel)
2.2

(CWT empty and quantity in main tank 2 or 3 > main tank 1 or 4)
2.3

(CWT empty and quantity in main tank 2 or 3 < main tank 1 or 4)
1.10.2
3.
Fuel Transfer
4.
Fuel Jettison
5.
Fueling
SYSTEM DETAILS
1.
2.
3.
1.10.3

1.1
Fuel Supply System
1.2
Refuel/Defuel System

2.1
Fuel Quantity Indication Diagram
2.2
Fuel Panel
System Overview
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
1 JUN 1999
Issue 4
1.10 CNT
Page 1
1.10
FUEL
747-400
1.10 CNT
Page 2
1 FEB 1993
Issue 1

1.
747-400
1.10
FUEL
1.10.1
General
FUEL STORAGE
In the non-convertible all pax configuration the fuel is stored in three tanks in the left wing, in three tanks
in the right wing and in a center wing tank (CWT). In the convertible configuration (combi to pax and vice
versa), an extra horizontal stabilizer tank (HST) is installed.
In the tip of each wing and in the right hand horizontal stabilizer tip, a vent surge tank is installed. It is
connected to the atmosphere and to the tanks by vent pipes. During flight positive air pressure on the fuel
is supplied through an airscoop, located underneath each surge tank. On ground it prevents tank
overpressure during refueling. In case of high thermal expansion or a refuel/defuel valve failure, these
tanks serve as expansion chambers. Each wing tank is connected to the vent tank in its own wing. The
center wing tank vents into the left or right wing vent tank.
Tank Location and Capacity
VENT SURGE TANK
VENT SURGE TANK

RESERVE TANK 3 (RES 3)
3960 kg
MAIN TANK 3 (MAIN 3)

37640 kg
HOR. STAB TANK (HST)
9900 kg

13100 kg
VENT SURGE TANK

37640 kg

13100 kg
RESERVE TANK 2 (RES 2)

3960 kg
CENTER WING TANK (CWT)

51500 kg
TOTAL USABLE FUEL (based on SG of .793 kg/ltr)

170.800 kg (HST installed)
160.900 kg (HST not installed)
1 JUN 1999
Issue 7
1.10.1
Page 1

2.
747-400
1.10
FUEL
1.10.1
General
FUEL MANAGEMENT
Introduction
Fuel management system cards (FMSCs) automatically control crossfeed valves, fuel transfer valves and
fuel pumps according to normal fuel management logic.
Pumps
Each main tank contains two AC motor driven main (MAIN) fuel boost pumps. A single MAIN pump has the
flow capacity to provide adequate fuel to one engine at take-off thrust conditions or two engines at cruise
conditions.
Main tanks 2 and 3 also contain two AC motor driven override/jettison (OVRD) pumps. They will override the
two MAIN pumps in the main tanks, due to higher output pressure. Each OVRD pump is capable of supplying
fuel to two engines during take-off and cruise conditions and operates to a standpipe level of approx. 3200 kg
remaining fuel in the associated main tank.
The CWT contains two AC motor driven override/jettison (CTR) pumps. Each pump is capable of supplying
fuel to two engines during take-off and cruise conditions. A single CTR pump does not provide enough
pressure to override the main tanks 2 and 3 OVRD pumps or the MAIN tank pumps in main tanks 1 and 4.
The horizontal stabilizer tank contains two AC motor driven transfer/jettison pumps. Each pump has the
ability to transfer all HST fuel to the CWT.
Both CWT and HST fuel pump operation are subject to minimum fuel quantity restrictions. These restrictions
prevent a possible dry-running of the fuel pumps. EICAS alerts provide indication for the switching of the
CWT and HST fuel pumps. These alerts are generated using fuel tank quantity and aircraft pitch angle. Pitch
angles of 5 are considered to be climb attitudes, while pitch angles < 5 are considered to be cruise
attitudes. During climb, minimum fuel quantities for fuel pump operations for both tanks are higher than
those during cruise. This is caused by the fuel moving to the aft parts of a tank when the pitch increases,
thereby increasing the chance of a dry running pump.
MAIN 2 AFT fuel pump supplies the APU. With the APU running, the PRESS light of this pump will be
extinguished when the airplane is on AC power, even with the pump P/B in the OFF position.
On airplanes with a hydromechanical scavenge system in the CWT, MAIN 3 AFT fuel pump also operates
when the APU is running to prevent tank to tank transfer.
Fuel Transfer Logic
After engine start with the TE flaps still in the up position, all crossfeed (X FEED) valves are open and
provided the CTR pump P/Bs were selected on, the engines are fed from the CWT.
If the CWT was left empty or the CTR pump P/Bs were not selected on, the OVRD pumps in main tank 2
provide fuel to the engines 1 and 2 and the OVRD pumps in main tank 3 provide fuel to the engines 3 and
4.
The X--FEED valves 2 and 3 will close automatically 40 sec. after the TE flaps have reached the take--off
position. Engines 2 and 3 are fed from respectively main tanks 2 and 3, while engines 1 and 4 are fed
either from the CWT, from main tanks 2 and 3 when the CWT is empty or with CTR pump P/Bs not
selected on, or from main tanks 1 and 4 when in tank to engine configuration.
After take--off, X FEED valves 2 and 3 are opened automatically when the TE flaps have reached the 5
position. If the CWT contains fuel and with CTR pump P/Bs selected on, all engines are fed from the
CWT.
When fuel quantity in the CWT reaches aproximately 3200 kg with pitch 5 (climb) or 1300 kg with
pitch < 5 (cruise), the EICAS alert >FUEL LOW CTR L (R) will be activated, indicating that both CTR
pump P/Bs must be switched off.
Switching off the CTR pump P/Bs will activate the main 2 and 3 override/jettison pumps.
1.10.1
Page 2
28 JUN 2004
Issue 9
747-400
1.10
FUEL
1.10.1
General
If the CTR pump P/Bs were selected off during climb, the EICAS alert >FUEL OVRD CTR L (R) will be
activated during cruise, indicating that the CTR pump P/Bs must be selected on again.
When during cruise the EICAS alert >FUEL PMP STAB L (R) is activated, the applicable STAB pump
P/Bs must be switched on. When the CWT fuel quantity reaches aproximately 36.500 kg, the transfer
valves in the CWT and HST are opened and the STAB pumps are activated and fuel is transferred from
the HST to the CWT. When the EICAS alert >FUEL LO STAB L (R) is activated, the applicable STAB
pump must be switched off and the transfer valve closes automatically.
When fuel quantity in the CWT decreases below aproximately 2300 kg, it is possible that, in addition to
the feeding from the CWT, fuel is used from main tanks 1 and 4. This amount can be about 900 kg per
tank.
The CWT has an automatic scavenge system installed to transfer residual fuel from the CWT to main
tank 2 or to main tank 2 and 3 depending on aircraft registration.
On earlier aircraft the system consist of an electrical scavenge pump, wich is activated when fuel transfer
from the reserve tanks to main tanks 2 and 3 is initiated. The activation terminates after 120 minutes or
no flow for 5 minutes, whichever occurs first. An arrow will appear on the fuel synoptic when the
scavenge pump is operating.
On later aircraft a hydromechanical system scavenges the fuel from the CWT to main tank 2 and 3 by
means of four jet pumps. The scavenge operation is controlled by float valves. Scavenge will start when
main tank 2 or 3 quantity decreases to aproximately 27.200 kg.
With this system installed there is no arrow displayed on the fuel synoptic when fuel scavenge takes
place.
When the fuel quantity in main tanks 2 and 3 becomes less than approximately 18.150 kg, the reserve
tank transfer valves are automatically opened and reserve tanks 2 and 3 are emptied by gravity into main
tanks 2 and 3.
When the fuel quantity in main tank 2 or 3 is equal to or less than the fuel quantity in main tanks 1 or 4,
the EICAS alert >FUEL TANK/ENG will be displayed. The OVRD pumps in main tanks 2 and 3 have to be
switched off manaully and X FEED valves 1 and 4 have to be closed.
Each engine is than fed from its associated tank.
When before departure the fuel quantity in main tank 2 or 3 is less than or equal (+500 kg) to the fuel
quantity in main tanks 1 or 4, X FEED valves have to be closed and all MAIN pumps have to be switched
on. Each engine will be supplied from its associated main tank for the whole flight (tank to engine
configuration). The interface between the TE flaps and crossfeed valves 2 and 3 will remain active.
Acceleration Effects on Fuel Distribution
With low fuel loads in the main tanks a temporary display of the FUEL PUMP FWD alert(s) may occur
during take--off, climb or go--around.
The alert(s) will no longer display after the airplane is level and no longer accelerating.
28 JUN 2004
Issue 12
1.10.1
Page 3

2.1
747-400
1.10
FUEL
1.10.1
General
AUTOMATIC FUEL MANAGEMENT

Initial condition: all tanks containing fuel, HST installed.
Pump P/B OFF
Pump P/B ON
Pump logic armed
Pump operating
Fuel flow
No fuel flow
AFTER ENGINE START AND FLAPS RETRACTED

All pumps ON/except STAB pumps.
All X FEED valves open.
CTR pumps feeding all engines.
3
CTR
CWT
MAIN
MAIN
OVRD
OVRD
MAIN 3
MAIN 2
MAIN
MAIN 1
MAIN
RES 2
RES 3
STAB
MAIN 4
HST
T.E. FLAPS AT TAKE-OFF POSITION

X FEED valves 2 + 3 closed automatically.
CTR pumps feeding engine 1 and 4.
MAIN pumps 2 feeding engine 2.
3
CTR
CWT
MAIN
MAIN
OVRD
OVRD
MAIN 3
MAIN 2
MAIN
MAIN 1
MAIN
RES 2
STAB
RES 3
MAIN 4
HST
1.10.1
Page 4
28 JUN 2004
Issue 7
747-400
1.10
FUEL
1.10.1
General
AFTER TAKE-OFF AND T.E. FLAPS NOT IN TAKE-OFF POSITION
X FEED valves 2 and 3 open automatically.

3
CTR
CWT
MAIN
MAIN
OVRD
OVRD
MAIN 3
MAIN 2
MAIN
MAIN 1
MAIN
RES 2
RES 3
STAB
MAIN 4
HST
> FUEL PUMP STAB (L and/or R) EICAS ALERT DISPLAYED
Switch applicable STAB pump P/B(s) to ON.

Transfer valves in CWT and HST open.
STAB pump(s) are activated.
When >FUEL LO STAB L EICAS alert is displayed:

Switch Left STAB pump P/B to OFF.
When >FUEL LO STAB R EICAS alert is displayed:
Switch Right STAB pump P/B to OFF.
3
CTR
CWT
MAIN
MAIN
OVRD
OVRD
MAIN 3
MAIN 2
MAIN
MAIN 1
MAIN
RES 2
STAB
RES 3
MAIN 4
HST
28 JUN 2004
Issue 10
1.10.1
Page 5
747-400
1.10
FUEL
1.10.1
General
>FUEL LOW CTR (L and/or R) EICAS ALERT DISPLAYED
CTR pumps must be switched OFF.

OVRD pumps in main tanks 2 and 3 are automatically
activated and feeding all engines.
3
CTR
CWT
MAIN
MAIN
OVRD
OVRD
MAIN 3
MAIN 2
MAIN
MAIN 4
MAIN
MAIN 1
RES 2
RES 3
STAB
HST
MAIN TANK 2 OR 3 CONTAINS APPROX. 27.000 KG

With a hydromechanical scavenge system installed, four jet pumps scavenge the remaining CWT fuel to
main tank 2 and 3.
Reserve tanks transfer valves open automatically.

Valves remain open for remainder of flight.
Electrical scavenge pump in the CWT starts to operate
to transfer the remaining CWT fuel into
main tank 2. Pump stops automatically after 120 minutes
or when no flow is sensed for more than 5 minutes.
1) Only displayed with an electrical
scavenge system installed.
3
CTR
CWT
1)
MAIN
MAIN
OVRD
OVRD
MAIN 2
MAIN 3
MAIN
MAIN 1
MAIN
RES 2
STAB
RES 3
MAIN 4
HST
1.10.1
Page 6
28 JUN 2004
Issue 8
747-400
1.10
FUEL
1.10.1
General
>FUEL TANK/ENG EICAS ALERT DISPLAYED

(quantity in main tank 2 or 3 main tank 1 or 4)
Switch OVRD pumps in main tanks 2 and 3

OFF manually.
Close X FEED valves 1 and 4 manually.
Each engine is fed from
its associated main tank.
>FUEL TANK/ENG
EICAS alert no longer displayed.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN
MAIN 1
OVRD
MAIN 2
RES 2
MAIN 3
STAB
MAIN
RES 3
MAIN 4
HST
28 JUN 2004
Issue 8
1.10.1
Page 7

2.2
747-400
1.10
FUEL
1.10.1
General

Initial condition: CWT empty and quantity in main 2 or 3 > main 1 or 4. HST installed.
All MAIN pumps ON.

OVRD pumps main 2 and 3 on.
All X FEED valves open.
OVRD pumps in main tanks 2 and 3 are
automatically activated and feeding all engines.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN 1
OVRD
MAIN 3
MAIN 2
MAIN
MAIN
RES 2
RES 3
STAB
MAIN 4
HST
X FEED valves 2 and 3 automatically closed.

MAIN pumps 2 feeding engine 2,
OVRD pumps in main tank 2 feed
engine 1 and OVRD pumps in main tank
3 feed engine 4.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN
MAIN 1
OVRD
MAIN 3
MAIN 2
MAIN
RES 2
RES 3
MAIN 4
STAB
HST
1.10.1
Page 8
28 JUN 2004
Issue 7
747-400
1.10
FUEL
1.10.1
General
X FEED valves 2 and 3

open automatically.
OVRD pumps
in main tanks 2 and 3 are
feeding all engines.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN
MAIN 1
OVRD
MAIN 3
MAIN 2
MAIN
RES 2
RES 3
STAB
MAIN 4
HST

With a hydromechanical scavenge system installed, four jet pumps scavenge the remaining CWT fuel to
main tank 2 and 3.
Reserve tanks transfer valves open automatically.

Electrical Scavenge pump in the CWT starts to operate
to transfer the remaining CWT fuel into
main tank 2. Pumps stops automatically after120 minutes
or when no flow is sensed for more than 5 minutes.

3
CTR
CWT
1)
MAIN
MAIN
OVRD
OVRD
MAIN 2
MAIN 3
MAIN
MAIN 1
MAIN
MAIN 4
RES 2
STAB
RES 3
HST
28 JUN 2004
Issue 8
1.10.1
Page 9
747-400
1.10
FUEL
1.10.1
General
>FUEL TANK/ENG EICAS ALERT DISPLAYED

(quantity in main tank 2 or 3 main tank 1 or 4)
Switch OVRD pumps in main tanks 2 and 3

OFF manually.
Close X FEED valves 1 and 4 manually.
>FUEL TANK/ENG
EICAS alert no longer displayed.
3
CTR
CWT
MAIN
MAIN
OVRD
OVRD
MAIN 2
MAIN 3
MAIN
MAIN 1
MAIN
RES 2
STAB
RES 3
MAIN 4
HST
1.10.1
Page 10
28 JUN 2004
Issue 9

2.3
747-400
1.10
FUEL
1.10.1
General

Initial condition: CWT empty and quantity in main 2 or 3 main 1 or 4
(Tank/Engine configuration). HST installed.
All MAIN pumps ON.

X FEED valves 1 and 4 closed.
X FEED valves 2 and 3 open.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN
MAIN 1
OVRD
MAIN 2
MAIN 3
RES 2
MAIN
RES 3
MAIN 4
STAB
HST
All MAIN pumps ON.

closed automatically.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN
MAIN 1
OVRD
MAIN 2
MAIN 3
RES 2
MAIN
RES 3
MAIN 4
STAB
HST
28 JUN 2004
Issue 9
1.10.1
Page 11
747-400
1.10
FUEL
1.10.1
General
All MAIN pumps ON.

open automatically.
3
CTR
CWT
MAIN
MAIN
OVRD
MAIN
MAIN 1
OVRD
MAIN 2
MAIN 3
RES 2
MAIN
RES 3
MAIN 4
STAB
HST
1.10.1
Page 12
28 JUN 2004
Issue 7

3.
747-400
1.10
FUEL
1.10.1
General
FUEL TRANSFER
A common fuel manifold connects all main tanks and the center wing tank. There are four crossfeed
(X FEED) valves installed in the fuel manifold.
Each reserve tank contains two transfer valves. These valves are automatically controlled to transfer fuel
to the inboard tanks. The fuel is transferred by gravity.
Main tanks 1 and 4 each contain one transfer valve which allows fuel transfer from the outboard to the
inboard main tanks. The fuel is transferred by gravity.
When during fuel jettison either main tank 2 or 3 fuel quantity decreases below 9070 kgs, both main tanks
1 and 4 transfer valves open automatically.
If transfer of fuel from outboard main tanks to inboard main tanks is required, the valves may be opened
manually using the fuel transfer main 1 & 4 P/B on the overhead panel.
In both cases minimum transfer level for main tanks 1 and 4 each is approx. 3200 kg.
1 JUN 1999
Issue 6
1.10.1
Page 13

4.
747-400
1.10
FUEL
1.10.1
General
FUEL JETTISON
When required the fuel jettison system dumps fuel overboard. The fuel jettison system automatically
jettisons fuel down to a preselected level. The jettison control system controls fuel balancing between
main tank 2 and 3 during jettisoning. If fuel balancing is necessary between main tanks 2 and 3, the
OVRD pumps in the low tank deactivate automatically until the tanks are balanced. When the system is
activated, by selections on the fuel jettison panel, the override/jettison pumps in main tank 2 and 3 and
the CWT (OVRD and CTR pumps) and the transfer/jettison pumps in the HST (STAB pumps) start to
operate, provided they are armed for operation (P/Bs ON). The (required) jettison valves, jettison/transfer
valves and the respective wingtip jettison nozzle valves are opened and EICAS will show the
preselected fuel to remain. On the fuel synoptic display the jettison time will be shown. This jettison time
will vary as it is related to the actual dump rate. Average dump rate is approximately 2000 kg/min.
When dumping to minimum fuel remaining, HST, CWT, RES 2 and 3 will be empty.
Main tank 1 and 4 minimum transfer level is approximately 3200 kg each.
Main tank 2 and 3 minimum OVRD pump level is approximately 3200 kg each.
Total minimum remaining is approximately 12.800 kg.
During dumping, fuel supply to the engines is provided by the MAIN pumps only.
Fuel jettison is terminated automatically, when total fuel quantity decreases to the fuel to remain quantity.
The fuel to remain quantity indication flashes for 5 sec. and changes color from magenta to white. The
jettison control system deactivates all operating OVRD, CTR and STAB pumps.
The respective pump EICAS advisory messages are displayed until the Fuel Jettison Selector is OFF.
OVERRIDE/JETTISON
(CTR) PUMP
OVERRIDE/JETTISON
(OVRD) PUMP
CWT
JETTISON VALVE
MAIN TANK 2
MAIN TANK 3
TRANSFER
VALVE
MAIN TANK 1
MAIN TANK 4
TRANSFER
VALVE
RES 2
JETTISON/TRANSFER
VALVE
TRANSFER
VALVE
RES 3
TRANSFER/JETTISON
VALVE
JETTISON NOZZLE
VALVE
TRANSFER/JETTISON (STAB)
PUMP
HST
DUMPING IN PROGRESS
5.
FUELING
The pressure fueling system provides a rapid means of filling the fuel tanks. The system distributes fuel
either automatically according a predetermined schedule or manually by valve selection on the refuel
panel. The normal method of refueling and defueling is at two couplings under each wing and controlled
from the fueling panel located at the lefthand wing.
Overwing gravity refueling is possible for the individual main tanks. The fuel quantity indicating system
provides automatic overfill protection.
For fueling procedure, refer to AOM 7.4.3.
oOo
1.10.1
Page 14
1 JUN 1999
Issue 3
747- 400
1.10
FUEL
1.10.1
General

1.
FUEL STORAGE
A horizontal stabilizer tank (HST) is not installed.
oOo
15 APR 2003
Issue 2
1.10.1
Page F1
747-400
1.10
FUEL
1.10.1
General
1.10.1
Page F2
1 MAR 2003
Issue 1
747-400
1.10
FUEL
1.10.2
System Details
1.
1.1
FUEL SUPPLY SYSTEM (simplified schematic)

MAIN PUMP (8x)
X FEED VALVE (4x)
The pump is controlled by the MAIN pump

P/B.
The X FEED valve is installed in the fuel

supply manifold. By opening all valves any
engine can be supplied from any tank.
ENG 2
ENG 3
MAIN 2
CTR
MAIN 3
ENG 1
ENG 4
OVRD 3
OVRD 2
APU
MAIN 4
MAIN 1
STAB
OVERRIDE/JETTISON PUMP (6x)

(OVRD and CTR pumps)
APU FUEL PUMP (1x)

The pump installed in main tank 2 is DC
powered and provides fuel to the APU if AC
power is not available.
The pump is controlled by the OVRD or CTR

pump P/B. There are 2 pumps installed in the
CWT and in main tank 2 & 3.
The pump has a greater capacity than the
main tank pump.
The pumps are controlled automatically by
the fuel jettison system.
Main tanks 2 and 3 OVRD pumps are also
controlled automatically by the fuel
management computer.
HST TRANSFER/JETTISON VALVES (2x)

(convertible only)
HST TRANSFER/JETTISON (STAB) PUMP

(2x) (convertible only)
The valve is automatically controlled by the

fuel management computer and the fuel
jettison system.
Each pump is capable of transferring fuel to

the CWT. The pumps are controlled
automatically by the fuel jettison system and
fuel management computer.
The pumps can be deactivated by manually
switching the P/Bs.
1 JUN 1999
Issue 5
1.10.2
Page 1
747-400
1.10
FUEL
1.10.2
System Details
LH SIDE SHOWN
(RH SIDE SIMILAR)
1.10.2
Page 2
Reserve Tank Transfer Valve (4x)
Main Tank Transfer Valve (2x)
The transfer valves are automatically

controlled to transfer fuel from the reserve
tank to the inboard main tank.
The valve can be opened and closed by

pushing the fuel transfer main 1 & 4 P/B.
The valve is automatically controlled by the
fuel jettison system.
1 FEB 1993
Issue 3
747-400

1.2
1.10
FUEL
1.10.2
System Details
REFUEL/DEFUEL SYSTEM
A
A
CWT SCAVENGE
PUMP 1)
OFF
ON
reserve 2 & 3
XFER
CLOSE
SEE OPERATIONS
MANUAL PRIOR
TO USING ON
GROUND
OPEN
MAINTENANCE PANEL
1) Only installed when elec scavenge pump system is installed.
TEST
GAGES
POWER
VALVE POSITION/CONTROL (MANUAL)
OVERFILL
SYS
BATT
OPEN
CLOSED
NORM
CENTER
RESET
SEC. VAL.
MAIN 2
MAIN 1
MAIN 3
MAIN 4
RESERVE 2
TOTAL FUEL
ACTUAL
PRESELECT
TOTAL
OPEN
CENTER
RESERVE 3
ISOL
VALVE
CLOSED
OPEN
ALL VALVES
PRESELECT
CONTROL
H. STAB
STAB.
POSITION
CLOSED
QTY X 1000
FUELING PANEL
FUELING STATION (2)
CENTER
MAIN 2
SECONDARY
REFUEL
VALVE
MAIN 3
PILOT
FLOAT
VALVE
MAIN 1
RESERVE 2
MAIN 4
RESERVE 3
VENT
VENT
SURGE
SURGE
BOX
ISOLATION VALVE
BOX
PRESSURE
FUELING VALVE
PUMP
H. STAB
B
1 JUN 1999
Issue 5
1.10.2
Page 3
747-400
2.
2.1
FUEL QUANTITY INDICATION DIAGRAM
TEMP -10C
1.10
FUEL
1.10.2
System Details
PRIMARY
EICAS DISPLAY
FUEL TEMP
SENSOR
51500 KG
CENTER
WING
TANK
37640 KG
MAIN TANK 2
37640 KG
MAIN TANK 3
13100 KG
MAIN TANK 1
13100 KG
MAIN TANK 4
3960 KG
RES 2
3960 KG
RES 3
VENT BOX
VENT BOX
9900 KG
HOR. STAB TANK
FUEL QUANTITY PROCESSOR
TOTAL FUEL
TOTAL
FUEL
FMC
170.8
51.5
CWT
MAIN 2
MAIN 3
37.6
37.6
RES 2
RES 3
MAIN 1
13.1
MAIN 4
4.0
13.1
4.0
9.9
HST
1.10.2
Page 4
1 JUN 1999
Issue 6
747-400

2.2
1.10
FUEL
1.10.2
System Details
FUEL PANEL
OVERRIDE/CENTER (CTR) PUMP P/B (2x)
ON:
Pump operates.
OFF:
Pump is switched off.
PRESS:
Illuminates amber, when pump output
pressure is low and system logic requires
pump to operate.
FUEL X FEED VALVE 2 AND 3 P/B (2x)
(guarded)
Activated by automatic system logic.
Flow bar in view:
Valve is controlled automatically.
Flow bar not in view:
Valve closed.
MAIN PUMP P/B (8x)

ON:
Pump operates.
VALVE:
Comes on amber, when valve position
does not agree with system logic position
as well as valve is in transit.
OFF:
PRESS:
Comes on amber, when pump output
pressure is low or when pump is switched
off.
FUEL X FEED VALVE 1 AND 4 P/B (2x)

Flow bar in view:
Valve open.
Flow bar not in view:
Valve closed.
VALVE:
Comes on amber, when valve position
does not agree with P/B position as well as
valve is in transit.
A
1
FUEL
X FEED
2
VALVE
VALVE
CTR
ON
PRESS
MAIN 1
OVRD
PRESS
ON
PRESS
F
W
D
A
F
T
PRESS
MAIN
STAB
PRESS
PRESS
ON
ON
ON
ON
PRESS
PRESS
PRESS
PRESS
ON
ON
PRESS
PRESS
OFF:
PRESS:
pump to operate.
MAIN 4
OVRD
ON
ON:
Pump operates, when system logic
requires.
VALVE
ON
STABILIZER (STAB) PUMP P/B (2x)

(convertible only)
1 AUG 2002
Issue 9
VALVE
ON
MAIN
L
ON
FUEL
X FEED
ON
ON
PRESS
PRESS
F
W
D
PRESS
A
F
T
PRESS
ON
ON
OVERRIDE (OVRD) PUMP P/B (4x)

ON:
Pump operates, when automatic system
logic requires.
OFF:
PRESS:
pump to operate.
1.10.2
Page 5
747-400
1.10
FUEL
1.10.2
System Details
A
B
FUEL X FER MAIN 1 & 4 (guarded)

ON:
Transfer valves are opened.
BLANK:
Transfer valves are closed and only
opened when automatically required.
FUEL JETTISON CONTROL SELECTOR

The jettison control system consists of two
seperate systems A or B:
FUEL XFER
MLW:
The jettison system is armed. When the
fuel jettison nozzle valves are selected
open, the system will dump until the Max.
Landing Weight + 1000 kg is reached.
MAIN 1 & 4
ON
OFF:
The system is disarmed. The remaining
value is removed from EICAS.
SEL:
The jettison system is armed.and allows
fuel to remain value to be changed by
rotating the Fuel To Remain selector.When
the fuel jettison nozzle valves are opened,
the system will dump, until the selected
EICAS value is reached.
B
FUEL
OFF
TO REMAIN
MLW
MLW
SEL
SEL
L--NOZZLE--R
FUEL
ON
ON
VALVE
VALVE
JETTISON
DO NOT JETT
WITH FLAPS
IN TRANSIT
BETWEEN
1&5
FUEL TO REMAIN SELECTOR

Rotating the selector will select the fuel to
remain after jettison. This quantity will be
displayed on EICAS, after the fuel jettison
system has been armed.
1.10.2
Page 6
FUEL JETTISON NOZZLE VALVE

L AND R P/B
ON:
All OVRD, CTR and STAB pumps start
running, provided pump P/Bs are on, the
tanks contain fuel. The system is armed by
the fuel jettison control selector. The
jettison valves, transfer/jettison valves and
the respective wingtip jettison nozzle valve
are opened.
OFF:
All override/jettison pumps and transfer/
.jettison pumps are deactivated.
The wingtip jettison nozzle valves,
transfer/jettison valves and jettison
valves are closed.
VALVE:
Comes on amber, when the valve position
disagrees with P/B position.
1 JUN 1999
Issue 8
747-400

3.
1.10
FUEL
1.10.2
System Details
SYSTEM OVERVIEW
FUEL MANAGEMENT PANEL

1
FUEL
X FEED
2
VALVE
VALVE
CTR
PRESS
MAIN 1
VALVE
F
W
D
PRESS
PRESS
PRESS
A
F
T
PRESS
PRESS
VALVE
MAIN 3 OVRD
ENG 2
PRESS
PRESS
PRESS
PRESS
MAIN 4
F
W
D
A
F
PRESS
PRESS
ENG 3
CWT
ENG 1
PRESS
OVRD 2 MAIN
PRESS
FUEL
X FEED
MAIN TANK 2
ENG 4
MAIN TANK 3
MAIN TANK 1
MAIN TANK 4
RES 2
RES 3
HOR. STAB. TANK
CONVERTIBLE ONLY
CTR
PRESS
PRESS
STAB
PRESS
PRESS
CONVERTIBLE ONLY
oOo
1 FEB 1993
Issue 5
1.10.2
Page 7
747-400
1.10
FUEL
1.10.2
System Details
1.10.2
Page 8
1 FEB 1993
Issue 1
747-400

1.
1.10
FUEL
1.10.3
EICAS Interface
SYSTEM DISPLAY
ENG
STAT
ELEC
FUEL
HYD
FUEL P/B
ECS
DRS
PUSH:
Displays fuel system synoptic on secondary
EICAS display, or compacted fuel quantity
indications on the primary EICAS display if
secondary EICAS display fails.
GEAR
CANC
RCL
EICAS CONTROL PANEL
TOTAL FUEL QUANTITY

Fuel Temperature
Fuel temperature from main tank 1.
During jettison operation, fuel to remain is
displayed i.s.o. fuel temperature
Color changes to amber if fuel temperature is
less than -37 C.
TOTAL FUEL 170.0 KGS X

--10c 1000
TEMP
FUEL SYNOPTIC DISPLAY
BALLAST
FUEL
2.4
TOTAL FUEL
KGS X 1000
TOTAL FUEL QUANTITY
170.0
CENTER
51.5
MAIN 2
MAIN 3
37.1
37.1
MAIN 1
Fuel Quantity
MAIN 4
13.1
13.1
RES 2
RES 3
4.0
4.0
Amber:
Displayed amber when a fuel
imbalance situation exist
White:
Displayed white when normal
STAB
10.0
Fuel flow
No fuel flow
1 JUN 1999
Issue 6
NOTE: 1. All quantities are shown in thousands and in kgs.

2. The fuel flow displayed on the synoptic is generated
by the displayed valve positions and pump status.
It does not display actual fuel flow, therefore the
display may not represent the actual system
operation.
1.10.3
Page 1
747-400
1.10
FUEL
1.10.3
EICAS Interface
TOTAL FUEL QUANTITY
TOTAL FUEL
TO REMAIN
170.0
48.0
KGS X
1000
SELECTED REMAINING FUEL QUANTITY

DURING FUEL JETTISON
FUEL SYNOPTIC DISPLAY DURING DUMPING
BALLAST
FUEL
2.4
TOTAL FUEL
KGS X 1000
170.0
JETTISON TIME
45
TIME
TIME TO COMPLETE JETTISON

(VARIES WITH DUMP RATE)
CTR PUMP
CROSSFEED VALVE
CENTER
51.5
1)
OVRD PUMP
MAIN PUMP
MAIN 2
MAIN 3
37.1
37.1
MAIN 1
MAIN 4
13.1
13.1
RES 2
RES 3
4.0
4.0
SCAVENGE PUMP ACTIVE

JETTISON NOZZLE
STAB
JETT
JETT
10.0
STAB PUMP
NOTE: All quantities are shown in thousands and in kgs.
Fuel flow
No fuel flow
COMPACTED FUEL QUANTITY INDICATIONS
FUEL QTY
52.2
38.1
4.0
KGS X
1000
13.3
38.1
4.0
TANK QUANTITY
13.3
10.0
TOTAL FUEL 173.0 KGS X

--10c 1000
TEMP
TOTAL FUEL QUANTITY
FUEL TEMPERATURE
1.10.3
Page 2
1 JUN 1999
Issue 6

2.
747-400
1.10
FUEL
1.10.3
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
> FUEL BALLAST
FUEL BALLAST
FUEL BALLAST QTY
FUEL BALLAST SYS
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
C
CAUTION
CAUTION
CAUTION
CAUTION
Local
Condition
--
Center tank pumps on and only

ballast fuel remaining.
--
Center wing tanks pumps ON with

Center wing tanks pump switches
OFF and only ballast fuel remains in
Center wing tank.
--
Current fuel ballast quantity differs

from previous value and CTR pump
P/Bs are ON.
--
FUEL JETT SYS
-CAUTION
FUEL PRES STAB L(R)
ON
CAUTION
FUEL PRESS CTR L(R)
ON
CAUTION
FUEL PRESS ENG (...)
C
CAUTION
ON
PRESS
2x
28 JUN 2004
Issue 9
Advisory alert >FUEL LO STAB

L(R) has been displayed for 30
seconds
CWT Pump P/B ON and low

Fuel Pump pressure for 3
seconds.
Advisory alert >FUEL LOW CTR

L(R) has been displayed for 60
seconds.
PRESS
-CAUTION
Stab Pump P/B ON and low Fuel

Pump pressure for 5 seconds.
Fuel total is less than fuel to

remain and at least one nozzle
valve open.
Both jett cards fail.
Both busses fail.
PRESS
-CAUTION
CWT fuel quantity variable invalid

and either fuel ballast variable
valid.
FQIS totalizer fuel quantity
exceeds FMC calculated fuel
quantity by 2000 kg or more with
the CTR pumps P/Bs ON
Both pumps in tank (...) low

pressure and X FEED VALVE
closed.
1.10.3
Page 3
747-400
Message
FUEL QTY LOW
FUEL STAB XFR
Level
1.10
FUEL
1.10.3
EICAS Interface
MWL/
MCL
Aural
C
CAUTION
CAUTION
Local
Condition
--
Less than 900 kg in any main tank.
--
APU FUEL
--
--
--
APU fuel valve disagrees with

commanded position.
APU fuel pump low pressure
when commanded on.
FUEL IMBAL 1-4
--
--
--
Fuel difference of 1360 kg between

main tanks 1 and 4.
FUEL IMBAL 2-3
--
--
--
Fuel difference of 2720 kg between

main tanks 2 and 3.
FUEL IMBALANCE
--
--
--
FUEL OVRD 2 (3) FWD

(AFT)
FUEL PUMP (...) AFT
--
--
ON
PRESS
--
--
--
--
--
ON
PRESS
FUEL PUMP (...) FWD
--
--
ON
PRESS
FUEL PUMP (1) 4 FWD
--
--
ON
PRESS
FUEL RES XFR 2 (3)
1.10.3
Page 4
Horizonal stabilizer fuel fails to

transfer.
Both fuel management cards
functional logic failed and fuel
quantity in stabilizer tank
greater than 680 kg.
Inhibited until 35 minutes in air.
Inhibited for 15 minutes at < 5
pitch.
--
--
--
Total quantity of tanks 2 and 3 is

2720 kg higher or lower than
total quantity of tanks 1 and 4,
when tank to engine config is
reached.
Inhibited 15 min from take-off.
Disappears when summation
< 450 kg.
Low fuel pump output pressure

FWD or AFT OVRD pump tank 2 or
3 with pump switched on and
commanded on by fuel
management.
Pump switched off and main tanks
not equal.
Low fuel pump output pressure tank
(...), AFT pump.
Low fuel pump output pressure tank
(...), FWD pump.
Quantity in main tank 1 or 4 is
< 6800 kg and pitch angle is >15
ANU.
Reserve tank 2 or 3 transfer valves
closed when commanded open.
28 JUN 2004
Issue 8
747-400
1.10
FUEL
1.10.3
EICAS Interface
Level
MWL/
MCL
Aural
Local
FUEL TEMP LOW
--
--
--
Fuel temperature less than -37C.
FUEL TEMP SYS
--
--
--
Fuel temperature indication not

available.
FUEL X FEED (...)
--
--
> FUEL JETT A (B)
--
--
--
> FUEL LO STAB L
--
--
--
Stab Tank quantity 3600 kg and
Message
VALVE
Condition
FUEL X FEED valve disagrees with

command, tank (...).
Jettison system A or B failure.
Bus failure.
pitch 5 or Stab Tank quantity

1200 kg and pitch < 5 and Stab
Pump P/B selected on with the
transfer valve open or Stab XFER
commanded.
Inhibited during Jettison.
Inhibited by Caution alert FUEL
PRES STAB L.
> FUEL LO STAB R
--
--
--
Stab Tank quantity 3600 kg and

pitch 5 or Stab Tank quantity
600 kg and pitch < 5 and Stab
Pump P/B selected on with the
transfer valve open or Stab XFER
commanded.
Inhibited by Caution alert FUEL
PRES STAB R.
> FUEL LOW CTR L (R)
--
--
--
Fuel Pump P/B ON, all engines

OFF and Less than 7700 kg fuel
in CTR tank.
In air, Pump P/B ON and 5

pitch with 3200 kg or < 5
> FUEL OVD CTR L (R)
28 JUN 2004
Issue 9
--
--
--
pitch with 1300 kg CWT fuel.

On Ground, Fuel Pump P/B OFF

and more than 7700 kg Fuel in
CWT Tank.
In Air, Pump P/B OFF with

1800 kg fuel and < 5 pitch for at
least 10 minutes and either
CWT Fuel Qty greater than FMC
Fuel Ballast input Qty or No Fuel
Ballast Quantity entered in
FMC.
1.10.3
Page 5
Message
> FUEL PMP STB L
747-400
1.10
FUEL
1.10.3
EICAS Interface
Level
MWL/
MCL
Aural
Local
--
--
--
Condition
> FUEL PMP STB R
--
--
-- --
On Ground, L Stab Pump P/B is

selected ON.
In Air for at least 30 minutes and
L Stab Pump P/B is selected
OFF with > 1600 kg fuel and <
5 pitch for at least 10 minutes.
On Ground, R Stab Pump P/B is
selected ON.
In Air for at least 30 minutes and
R Stab Pump P/B is selected
OFF with > 1000 kg fuel and <
5 pitch for at least 10 minutes.
> FUEL TANK/ENG
--
--
--
Main tanks 2 or 3 less than or equal

to main tanks 1 or 4 fuel quantity
(on ground: + 500 kg) and tank
1 or 4 crossfeed valves not closed.
In air inhibited during fuel jettison or
low fuel quantity.
> FUEL XFER 1 + 4
--
--
--
P/B pressed in while:

Quantity in outer main tank is
smaller than quantity in inner
main tank.
On the ground.
> JETT NOZ ON
--
--
--
Both nozzle valves open.
> JETT NOZ ON L (R)
--
--
--
Left or right nozzle valve open.
> JETT NOZZLE L (R)
--
--
ON
VALVE
L or R jettison nozzle valve

disagrees with command position.
> SCAV PUMP ON
--
--
--
CWT fuel scavenge pump selected

on with overhead maintenance
panel switch.
> X FEED CONFIG
--
--
--
X FEED 1 or 4 valves closed and

main tanks not equal or X FEED 2
or 3 valves closed and flaps not in
the take-off position.
oOo
1.10.3
Page 6
28 JUN 2004
Issue 7
1.11

1.11.1
1.11.3
Contents
747-400
GENERAL
1.
1.11.2
HYDRAULICS
General Description
SYSTEM DETAILS
1.
2.
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
15 MAY 1996
Issue 3
1.11 CNT
Page 1
1.11
747-400
HYDRAULICS
Contents
1.11 CNT
Page 2
15 MAY 1996
Issue 1

1.
747-400
1.11.
HYDRAULICS
1.11.1
General
GENERAL DESCRIPTION
The airplane is equipped with four independent hydraulic systems which power the primary flight
controls, autopilot servos, spoilers, stabilizer trim, elevator feel, landing gear, flaps, brakes and
nose & body gear steering.
Each system is powered by an engine driven pump and a demand pump installed in parallel. The
systems operate at 3000 psi and are numbered by the engine which normally power it.
The pumps, reservoirs and associated components are located at the engine and engine pylon areas.
Each system is supplied by its own hydraulic reservoir and has an engine driven pump (EDP) as the
primary source of power, and a demand pump which supplements the EDP during high demand
conditions.
The demand pump is also capable of supplying normal system demands if an engine or EDP fails.
The hydraulic reservoirs are pressurized by the pneumatic system to prevent pump cavitation and to
ensure positive hydraulic fluid supply to the pump during high demand conditions.
A hydraulic fluid shutoff valve is installed in the fluid supply line to each EDP.
If an Engine Fire handle is pulled, the respective hydraulic fluid shutoff valve closes.
Systems 1 and 4 have air driven demand pumps. Pneumatic power for the air driven pumps is provided
from the bleed air manifold fed by all four engines, APU, or ground source.
Systems 2 and 3 have electric motor driven demand pumps.
All four hydraulic systems can be pressurized without the engines running.
In addition to an EDP and a demand pump, systems 1 and 4 have an auxiliary electric pump which can be
used for ground handling operations like operation of the body gear steering system and the brake
system.
The auxiliary pumps are powered by the ground handling bus, and will consequently not operate without
APU GEN 1 or EXT PWR 1 electrical power.
When the EDP pressurizes the system, the auxiliary pump stops running, but the Demand Pump Selector
does not trip from AUX to the OFF position.
The EDPs are pressurized by pushing the Engine Pump P/B ON. The EDP is depressurized when either
the Engine Pump P/B is OFF or the Engine Fire handle is pulled. The Demand Pump Selectors have
three positions. In the ON position, the respective pump operates continuously and in the OFF position
the pump is inoperative. In AUTO, the demand pumps operate if the respective EDP output pressure is
low or the respective Fuel Control Switch is selected in CUTOFF. Additionally, the demand pumps for
systems 1 and 4 operate when TE flaps are out of the UP position during flight or when TE flaps are in
transit during ground operation.
Hydraulic system quantity, temperature and pressure information is displayed on the EICAS status
display and hydraulic synoptic display.
A single Hydraulic Quantity Interface Module (HYQUIM) processes quantity inputs from each reservoir
transmitter. A failure of the HYQUIM may result in erroneous hydraulic quantity indications for all four
hydraulic systems.
Hydraulic quantity levels will fluctuate as devices that use hydraulic power are activated, and will also
fluctuate with variations in temperature.
oOo
1 AUG 2002
Issue 5
1.11.1
Page 1
747-400
1.11.
HYDRAULICS
1.11.1
General
1.11.1
Page 2
15 MAY 1996
Issue 1
747-400
1.11.
HYDRAULICS
1.11.2
System Details
FUEL CONTROL
RUN
BLEED
AIR
FROM
PUMPS
T
CUTOFF
FROM USING
COMPONENTS
Q
FLAPS
RESERVOIR
D
SYS
FAULT
M
A
PRESS
D
AUTO
&
A
OFF
ON
DEMAND PUMP
(AIR DRIVEN)
P
TO
USING
COMPONENTS
X
M
AUX
E
4
N
G
AUX PUMP
(ELECTRIC)
ON
I
PRESS
DISCH
4
SHUTOFF VALVE
ENGINE
DRIVEN
PUMP
SYSTEM 1 AND 4 HYDRAULIC DIAGRAM
22 FEB 2001
Issue 5
Temperature sensor
Quantity sensor
Pressure sensor
1.11.2
Page 3
747-400
1.11.
HYDRAULICS
1.11.2
System Details
FUEL CONTROL
RUN
BLEED
AIR
FROM
PUMPS
T
CUTOFF
FROM USING
COMPONENTS
Q
RESERVOIR
SYS
FAULT
PRESS
P
E
M
A
AUTO
OFF
ON
DEMAND
PUMP
M
(ELECTRIC)
N
D
TO
USING
COMPONENTS
DISCH
N
G
ON
I
PRESS
N
E
SHUTOFF VALVE
ENGINE
DRIVEN
PUMP
SYSTEM 2 AND 3 HYDRAULIC DIAGRAM
1.11.2
Page 4
Temperature sensor
Quantity sensor
Pressure sensor
15 OCT 1996
Issue 4

2.
747-400
1.11.
HYDRAULICS
1.11.2
System Details
SYS FAULT LIGHT (amber) (4x)

Illuminated when:
System pressure is low.
Fluid level in reservoir is low.
Fluid temperature is high.
DEMAND PUMP LOW PRESS LIGHT
(amber) (4x)
Illuminated when:
Demand pump selector positioned to OFF
or AUX.
Demand pump operates and output
pressure is low.
Demand pump fails to operate.
A
HYD
SYS
FAULT
SYS
FAULT
SYS
FAULT
SYS
FAULT
PRESS
PUMPS
PRESS
PRESS
PRESS
AUTO
AUTO
AUTO
OFF
ON
OFF
ON
OFF
DEMAND
AUX
AUTO
ON
OFF
ON
OFF:
AUX
ON
ON
ON
ON
PRESS
PRESS
PRESS
PRESS
ENGINE
DEMAND PUMP SELECTOR (4x)
ENGINE PUMP P/B (4x)

(alternate action)
ON:
Pump pressurizes system when engine is
running.
AUTO:
Pump operates when:
S Engine Pump output pressure is low.
S Fuel control switch in CUTOFF.
Pumps 1 and 4 also operate when:
S TE flaps out of UP during flight.
S TE flaps in transit during ground
operation.
ON:
Pump operates continuously.
AUX:
Auxiliary pump (system 1 and 4)
Pump operates on the ground only
when APU or EXT electrical power is
available (Ground handling bus
powered) until engine pump pressurizes
hydraulic system.
Demand pump is disabled.
OFF:
Pump is switched off. Hydraulic fluid
circulates internally for pump cooling and
lubricating.
PRESS (amber):
Illuminated when pump output pressure is
low.
oOo
15 MAY 1996
Issue 3
1.11.2
Page 5
747-400
1.11.
HYDRAULICS
1.11.2
System Details
1.11.2
Page 6
15 MAY 1996
Issue 1
747-400

1.
1.11
HYDRAULICS
1.11.3
EICAS Interface
SYSTEM DISPLAY
HYD P/B
PUSH:
Displays hydraulic system synoptic on
secondary EICAS display.
EICAS CONTROL PANEL
EDP
EDP
OFF
DEM
AUX
OFF
SOV
EDP
EDP
OFF
DEM
OFF
SOV
DEM
ENGINE DRIVEN PUMP
OFF
OFF
OFF
DEM
AUXILIARY
AUX
PUMP PUMP
AUX
DEMAND PUMP
SOV
SOV
SHUTOFF VALVE
RSVR
PRESS
0.70 RF
2950
50
1
0.99
2975
50
2
QTY
PRESS
TEMP
0.10
0
10
3
LO
FLUID LEVEL
Displays relative hydraulic
fluid level in the hydraulic
reservoir.
1.00
2950
50
4
HYDRAULIC RESERVOIR
RSVR PRESS is displayed
when reservoir bleed air
pressure is low.
FLOW LINES
HYDRAULIC FLUID QUANTITY

Hydraulic power flow
No power flow
The hydraulic power flow displayed is

generated by the displayed valve positions,
pump status and fluid levels. It does not
display actual hydraulic power flow, therefore
the display may not represent the actual
system operation.
Reservoir quantity of each system.

1.00 indicates normal service level.
Value displayed is a percentage of the
normal service level.
RF displayed when reservoir requires refill
(inhibited in flight).
LO displayed when a low reservoir quantity
condition exists (at or below 0.34).
HYDRAULIC SYNOPTIC DISPLAY
22 FEB 2001
Issue 5
1.11.3
Page 1
747-400
1.11
HYDRAULICS
1.11.3
EICAS Interface
STAT P/B
PUSH:
display.
EICAS CONTROL PANEL
HYDRAULIC FLUID QUANTITY

Reservoir quantity of each system.
1.00 indicates normal service level.
Value displayed is a percentage of the
normal service level.
RF displayed when reservoir requires refill
(inhibited in flight).
LO displayed when a low reservoir quantity
condition exists (at or below 0.34).
SECONDARY EICAS STATUS DISPLAY
1
HYD QTY
HYD PR
HYD TEMP
1.11.3
Page 2
1.00
3000
50
0.75 RF 0.95
3000
950
50
50
0.33LO
3000
108
HYDRAULIC SYSTEM PRESSURE
HYDRAULIC SYSTEM TEMPERATURE
Hydraulic pressure (psi) of each system.
Hydraulic fluid temperature (C) of each system.
22 FEB 2001
Issue 5

2.
747-400
1.11
HYDRAULICS
1.11.3
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
HYD PRESS SYS (...)
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
SYS
FAULT
CAUTION
HYD CONTROL 1 (4)
Local
--
--
--
Condition
Pressure in hydraulic system (...)
less than 1200 psi.
Hydraulic interface module

(HYDIM) inoperative.
Demand pump automatic
switching and/or hydraulic
system indications may not be
available.
HYD OVHT SYS 1 (4)
--
--
SYS
FAULT
EDP, demand pump, and/or

auxiliary pump case drain temp
above 105C.
HYD OVHT SYS 2 (3)
--
--
SYS
FAULT
EDP, and/or demand pump case

drain temp above 105C.
HYD PRESS DEM (...)
--
--
PRESS
Hydraulic system (...) demand

pump selector is off.
Outlet pressure less than 1400
psi when demand pump is
commanded to run.
Demand pump selector in aux
(sys 1 and 4).
Pump is not powered.
Inhibited by hydraulic pressure
system message and on ground
with engine not running.
HYD PRESS ENG (...)
--
--
ON
PRESS
> HYD QTY LOW (...)
--
--
SYS
FAULT
Engine pump (...) output

pressure less than 1400 psi.
Inhibited with engine not
running or by hydraulic pressure
system message.
Hydraulic quantity in reservoir (...)

at or below 0.34.
oOo
1 AUG 2002
Issue 6
1.11.3
Page 3
747-400
1.11
HYDRAULICS
1.11.3
EICAS Interface
1.11.3
Page 4
15 MAR 1999
Issue 3
1.12

1.12.1
1.12.2
1.12.3
1.12.4
1.12.5
1.12.6
1.12.7
ICE AND RAIN PROTECTION

Contents
747-400
ICE DETECTION
1.
General Description
2.
NACELLE ANTI-ICE (NAI)

1.
General Description
2.
3.
WING ANTI-ICE (WAI)

1.
General Description
2.
3.
WINDOW HEAT
1.
General Description
2.
3.
PROBE HEAT
1.
General Description
2.
RAIN PROTECTION
1.
General Description
2.
3.
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
15 MAY 1995
Issue 3
1.12 CNT
Page 1
1.12
747-400

Contents
1.12 CNT
Page 2
15 MAY 1995
Issue 1
747-400

1.
1.12.
1.12.1
Ice Detection
GENERAL DESCRIPTION
Two ice detectors are installed on the left and right forward fuselage. Each ice detector contains a
cylindrical sensing element mounted on a strut attached to the fuselage. The sensing element is axially
vibrated at its natural frequency by a property known as magnetostriction which allows the sensing
element to produce a very low amplitude vibration. As the probe accretes ice, the frequency of vibration
decreases due to increased mass which is used to create a signal. This signal is the primary means to
detect the presence of ice in flight. When ice is detected, the sensing elements are electrically heated to
melt off the accreted ice. When its natural frequency is restored, a new cycle is started. For the activation
of the Nacelle Anti-Ice (NAI) and/or the Wing Anti-Ice (WAI) valves a specific logic within a prescribed
time has to be exceeded, and the nacelle and wing anti-ice switches on the overhead panel must be in
the AUTO position. Once icing conditions are no longer detected by the sensors for more than 180
seconds, the NAI and WAI valves will be closed automatically.
2.
ICE DETECTOR
(ONE ON EACH SIDE)
PROBE
ICE DETECTOR
SELFTEST
PROBE HEAT
DRIVER
40 KHZ
WING ANTI-ICE
(WAI) VALVES
COMPARATOR
LOGIC
TIMER
AUTO
AUTO
NACELLE ANTI-ICE
(NAI) VALVES
REFERENCE
OSCILLATOR
ICE DETECTOR SYSTEM
oOo
15 MAY 1995
Issue 4
1.12.1
Page 1
747-400
1.12.
1.12.1
Ice Detection
1.12.1
Page 2
15 MAY 1995
Issue 1

1.
747-400
1.12
1.12.2
Nacelle Anti-Ice
GENERAL DESCRIPTION
The engine nose cowls are anti-iced by means of engine bleed air. Whenever bleed air is required for this
purpose, FADEC will automatically adjust minimum N 2 to approach idle to ensure sufficient pressure.
This bleed air is dissipated in the nose cowl leading edge through a spray duct. The heated air circulates
inside the cowl and is discharged overboard through a vent in the cowl.
Primary control of the Nacelle Anti-Ice (NAI) valves is by signals received from either ice detector.
Activation requires two ice detection cycles, or one if ice detector heat is on for more than 15 seconds.
The system is armed when airborne with the control switches in the AUTO position. The ON position of
the switches overrides the AUTO position. After landing, with the system manually or automatically
energized, the engines will re-schedule to minimum N 2 idle RPM limit 5 seconds after touchdown and the
Nacelle Anti-Ice valves will automatically close at engine shutdown.
2.

TO PNEUMATIC
MANIFOLD
NACELLE ANTI-ICE
(NAI) VALVE
NACELLE
PRE-COOLER
FAN
OVERBOARD
FROM ENGINE
BLEED SYSTEM
SPRAY
DUCT
OVERBOARD
VENT
NACELLE ANTI-ICING
15 MAY 1995
Issue 4
1.12.2
Page 1
747-400

3.
1.12
1.12.2
Nacelle Anti-Ice
A
NACELLE ANTI-ICE Switches
(lever locked)
ON:
Opens Nacelle Anti-Ice valves,
irrespective of icing conditions.
Opens PRV, if closed by Engine Bleed
P/B, unless PRV has been closed by:
S HP shutoff valve failed open.
S Bleed air overheat condition has
occurred.
S Start valve is not closed.
Engine igniters selected by the Auto
Ignition Selector and by the EEC
operate continuously.
Minimum idle setting adjusted to
approach idle when airborne.
A
NACELLE
2
ON
AUTO:
Nacelle Anti-Ice valves controlled by
signals from ice detectors. Active when
airborne.
When commanded open:
PRV opens, if closed by Engine Bleed
P/B, unless PRV has been closed by:
S HP shutoff valve failed open.
S Bleed air overheat condition has
occurred.
S Start valve is not closed.
Engine igniters selected by the Auto
Ignition Selector and by the EEC
operate continuously.
Idle setting will adjust to approach idle
and re-schedule to minimum idle 5
seconds after touchdown.
If valves are open during landing they
remain open until engine shutdown.
ANTI-ICE
4
AUTO
OFF
WING ANTI-ICE
AUTO
OFF
ON
OFF:
Nacelle Anti-Ice valves closed.
93.5
93.5
93.5
93.5
N1
NAI
NAI
NAI
Nacelle Anti-Ice Status (green)

NAI
Displayed when Nacelle Anti-Ice valve is

open.
oOo
1.12.2
Page 2
1 FEB 2002
Issue 5

1.
747-400
1.12.
1.12.3
Wing Anti-Ice
GENERAL DESCRIPTION
The wing leading edges (outboard of engines 2 and 3) are anti-iced by means of engine bleed air taken
from the pneumatic manifold. The bleed air is dissipated in the wing leading edges through a spray duct.
Primary control of the control valves (one per wing) is by signals received from the ice detectors.
Activation requires ten ice detector cycles. The system is armed when airborne and leading edge flaps
retracted with the control switches in the AUTO position. The ON position of the switches is active when
airborne, irrespective of leading edge flaps position. Wing anti-ice is ineffective when leading edge flaps
are extended. On the ground the wing anti-ice system is deactivated.
2.
ICE DETECTOR
(ONE ON EACH SIDE)
WAI VALVE
SPRAY DUCT
PNEUMATIC
MANIFOLD
WING ANTI-ICE
(WAI) VALVE
FWD
SPRAY
DUCT
SPRAY
HOLES
AIR OUTLET
(6 PER WING)
SPRAY
DUCT
WING ANTI-ICE SYSTEM
15 MAY 1995
Issue 3
1.12.3
Page 1
747-400

3.
1.12.
1.12.3
Wing Anti-Ice
A
NACELLE
2
ON
WING ANTI-ICE SWITCH

(lever locked)
ANTI-ICE
ON:
Wing Anti-Ice valves open, irrespective of
icing conditions, provided:
Airborne
Bleed air pressure available.
AUTO
OFF
WING ANTI-ICE
AUTO:
Wing Anti-Ice valves controlled by signals
from ice detectors, provided:
Airborne
LE flaps retracted
Bleed air pressure available.
AUTO
OFF
ON
OFF:
Wing Anti-Ice valves closed.
93.5
93.5
93.5
93.5
N1
WAI
WING ANTI-ICE STATUS (green)

Displayed when WING Anti-Ice valve is open.
WAI
oOo
1.12.3
Page 2
1 FEB 2002
Issue 4

1.
747-400
1.12.
1.12.4
Window Heat
GENERAL DESCRIPTION
Electric Control
All six flightdeck windows are electrically heated.
Window Heat P/Bs, located on the overhead panel, control heating for the windshields
(windows 1L and 1R).
Electric power for the windshields is thermostatically modulated to maintain a constant temperature as
required for anti-ice and anti-fogging protection. An EICAS advisory alert is displayed when heating to
the respective windshield is failed or selected off.
Heating for the side windows (2L, 2R, 3L and 3R) for anti-fogging protection is automatic. No flightdeck
controls and EICAS alerts are provided. Electric power is available for side window heating whenever the
AC electrical system is powered. Power for the side windows is thermostatically controlled, but not
modulated. Heating is either on or off.
Pneumatic Control
Additional anti-fogging is provided by air, drawn from the flightdeck conditioned air supply and directed
across the windshields and side windows.
Windshield Air Switches, located near the Captains and F/Os sidewall, control anti-fogging air to the
respective windshields.
Shoulder Air Flow Selectors, located at the Captains and F/Os sidewall, control the airflow to the side
window air outlets. Additional heating of side window air is provided by electric shoulder heaters
(Ref: AOM 1.2.1). To prevent an overheat condition, the amount of side window air that is not required,
is dumped in an area behind the flightdeck panels.
2.
NO. 3L
NO. 2L
NO. 1L
NO. 1R
NO. 2R
NO. 3R
FLIGHTDECK WINDOWS
(viewed from inside)
1 JUN 1999
Issue 4
1.12.4
Page 1
747-400

3.
1.12.
1.12.4
Window Heat
A
C
WINDOW HEAT P/B (alternate action)
A
WINDOW HEAT
RAIN REP
ON
ON:
Controlled anti-ice and anti-fogging heat
applied to respective windshield.
RAIN REP
OFF (blank):
Electric heat to respective windshield
switched off.
ON
INOP
INOP
OFF
OFF
LO
LO
WASHER
ON
HI
WIPER
HI
L--WINDSHIELD--R
WINDOW HEAT INOPERATIVE LIGHT

(amber)
Illuminated:
Windshield overheat or controller fault
has been detected.
Power disconnected from respective
windshield.
WIPER
WINDSHIELD AIR SWITCH

(lever locked)
WSHLD AIR
ON:
Supplemental anti-fogging air is supplied
to window 1.
ON
OFF
OFF:
Anti-fogging air is switched off.
SHOULDER AIR FLOW SELECTOR

Rotate anti-clockwise:
Airflow increases.
AIR
Rotate clockwise:
Airflow decreases.
oOo
1.12.4
Page 2
1 JUN 1999
Issue 4

1.
747-400
1.12.
1.12.5
Probe Heat
GENERAL DESCRIPTION
A probe and sensor anti-icing system prevents formation of ice on the pitot-static probes, Angle Of Attack
(AOA) sensors and Total Air Temperature (TAT) probes.
The system consists of electric heaters incorporated into each probe and sensor. No flightdeck controls
are provided.
Four pitot-static probes and two AOA sensors are heated when airborne. On the ground they are heated
whenever any engine is running. An EICAS advisory alert is displayed if any heater fails or power to the
heater is not present.
Two TAT probes are heated when airborne. On the ground the heaters are not operating. An EICAS
advisory alert is displayed if any heater fails or power to the heater is not present. The alert is also
displayed if the air/ground logic has failed to remove power and a TAT probe is heated on the ground.
2.
TOTAL AIR
TEMPERATURE
PROBES
ANGLE OF
ATTACK SENSOR
(ONE ON EACH SIDE)
PITOT-STATIC
PROBES
(TWO ON EACH SIDE)
15 MAY 1995
Issue 3
1.12.5
Page 1
747-400
1.12.
1.12.5
Probe Heat
1.12.5
Page 2
15 MAY 1995
Issue 1

1.
747-400
1.12.
1.12.6
Rain Protection
GENERAL DESCRIPTION
Wipers
Both windshields are equipped with independently controlled, two speed windshield wipers with
self-parking facilities.
Windshield Washer System
A washer solution, pumped from a common container, is available individually to the windshields
(1L and 1R). In conjunction with the wipers it provides a means of windshield cleaning.
2.

Windshield Washer System
LOW LEVEL
REFILL
BOTTLE
LOW LEVEL REFILL BOTTLE

Minimum level for normal operation.
CAPTAINS LOWER SIDE PANEL
15 OCT 1996
Issue 4
1.12.6
Page 1

3.
747-400
1.12.
1.12.6
Rain Protection
A
WINDSHIELD WIPER SELECTOR
WINDOW HEAT
ON
OFF:
Associated wiper turned off and
sequenced to stowed position.
ON
INOP
INOP
OFF
OFF
LO
LO
WASHER
HI
WIPER
ON
L--WINDSHIELD-R
HI
LO:
Associated wiper operate at low speed.
HI:
Associated wiper operate at high speed.
WIPER
WINDSHIELD WASHER SWITCH

(spring loaded)
ON:
Applies washer fluid.
Use wiper on associated windshield
after application.
oOo
1.12.6
Page 2
15 OCT 1996
Issue 4
747-400

1.
1.12
1.12.7
EICAS Interface
SYSTEM DISPLAY
ENG
STAT
ECS P/B
ELEC
FUEL
HYD
ECS
DRS
CANC
PUSH:
Displays environmental control system
synoptic on secondary EICAS display.
Displays duct pressure on primary
EICAS display.
GEAR
RCL
GLARESHIELD
OFF
PACK CONTROL
DUCT
PSI
EXT
PACK CONTROL
B
DUCT
PSI
AIR
30
WING
TAI
WING
TAI
WING ANTI-ICE
APU
OFF
OFF
NAC
NAC
TAI
TAI
ENG
ENG
NACELLE ANTI-ICE
4
FLOW LINES
Air flow through duct green
No air flow
The air flow displayed is generated by the
displayed valve positions, switch positions
and pack status. It does not display actual air
flow, therefore the display may not represent
the actual system operation.
15 MAY 1995
Issue 3
1.12.7
Page 1

2.
747-400
1.12
1.12.7
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
> ICING NAC
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
Local
--
Left and right ice detector detects

ice and any nacelle anti-ice system
is off while airborne or the valve
fails to open.
CAUTION
Condition
> ANTI-ICE NAC
--
--
--
Any nacelle anti-ice system

selected on and tat above 12c and
ice detector does not detect ice.
> ANTI-ICE WING
--
--
--
Wing anti-ice system selected on

and tat above 12c and ice detector
does not detect ice.
HEAT L (R) AOA
--
--
--
Left or right angle of attack probe

heat power or continuity loss.
HEAT L (R) TAT
--
--
--
Left or right total air temperature

probe heat power or continuity
loss.
On ground when probe is
heated.
HEAT P/S CAPT (F/O)
--
--
--
Captains or first officers main pitot

heat power or continuity loss.
HEAT P/S L (R) AUX
--
--
--
Left or right auxiliary pitot heat

power or continuity loss.
HEAT WINDOW L (R)
--
--
ON
INOP
Left or right controller fault.

Left or right heater fault.
Left or right sensor fault.
Left or right P/B off.
> ICE DETECTORS
--
--
--
Left and right ice detector failed.
> ICING WING
--
--
--
Ice detector detects ice and wing

anti-ice system is off while airborne.
NAI VALVE (...)
--
--
--
Engine (...) anti-ice valve disagrees

with command with engine running.
WAI VALVE LEFT

(RIGHT)
--
--
--
Left or right wing anti-ice valve

disagrees with command.
oOo
1.12.7
Page 2
22 FEB 2001
Issue 7
1.13
INSTRUMENTS AND RECORDERS
747-400
Contents:
1.13.1
AIR DATA SYSTEMS

2.1 Pitot/Static Source Select Diagram
2.2 Location of Probes and Ports
2.3 ADC Signal Flow
3. Controls and Indicators
1.13.2
INTEGRATED DISPLAY SYSTEM

3.1 EFIS Controls
3.2 Source Selectors
3.3 PFD -- General and Failure Flags
3.4 PFD -- Attitude and Guidance
3.5 PFD -- Speedscale
3.6 PFD -- Altimeter
3.7 PFD -- Vertical Speed Indicator
3.8 PFD -- Heading Indicator
3.9 ND -- General and Failure Flags
3.10 ND -- Symbology
3.11 ND -- VOR/ADF Switches
3.12 ND -- Approach Mode
3.13 ND -- VOR Mode
3.14 ND -- MAP Mode
3.15 ND -- PLAN Mode
3.16 ND -- MAP P/Bs
3.17 EFIS Control Panel -- Option Availability Matrix
3.18 Alternate EFIS Control
3.19 CRT Display Switching
3.20 CRT Display Option Table
1.13.3
SECONDARY INSTRUMENTS
2.1 Electronic Clock
1.13.4
STANDBY INSTRUMENTS
2.1 Standby Horizon
2.2 Standby Airspeed Indicator
2.3 Standby Altimeter
2.4 Standby Compass
22 FEB 2001
Issue 7
1.13 CNT
Page 1
1.13

1.13.5
1.13.6
1.13.7
747-400
RECORDERS
1.
General Description
2.
WEIGHT AND BALANCE SYSTEM

1.
General Description
2.
AIRCRAFT CONDITION MONITOR SYSTEM

1.
1.13.8
General Description
EICAS INTERFACE
1.
Alerts
oOo
1.13 CNT
Page 2
22 FEB 2001
Issue 5

1.
747-400
1.13
1.13.1
Air Data Systems
GENERAL DESCRIPTION
Air Data Sources
The airplane is equipped with 5 independent air data systems consisting of:
Captain/First Officer pitot
Captain/First Officer static
Auxiliary pitot 1/2
Auxiliary static 1/2
Alternate static.
Air Data Source Select
Two Air Data Computers (L/R-ADC) receive inputs from the Captains and First Officers pitot and static
systems respectively.
The Center ADC (C-ADC) is a hot standby, with inputs from the AUX 2 pitot and AUX 1 static system.
If the Captain selects the C-ADC, it remains referenced to the AUX 2 pitot and AUX 1 static system. If the
First Officer selects the C-ADC, the C-ADC references to the First Officers pitot and AUX 2 static system.
Once the Captains side is selected to the C-ADC, selecting the First Officers source selector to the
C-ADC has no effect on the pitot/static system source but only on the data retrieval.
Sub Systems
Each ADC processes additional inputs from:
Total Air Temperature (TAT) probe
Angle of Attack Sensor (AOAS)
Baro correction from the EFIS control panel with the MCDU as a backup, in case of an EFIS control
panel failure.
Outputs
Processed signals supplied to the related flight instruments are:
MACH
SAT
IAS
AOA
ALT
ALT RATE
TAT
OVERSPEED
Standby Instruments
The standby instruments (airspeed and altimeter) are directly connected to the AUX 1 Pitot and Alt static.
Static Air Temperature
Static Air Temperature (SAT) is displayed on the MCDU PROG page 2/2.
Total Air Temperature
Total Air Temperature (TAT) is displayed on EICAS. TAT indication on the ground approximates OAT.
1 JUN 1999
Issue 5
1.13.1
Page 1

2.
747-400
1.13
1.13.1
Air Data Systems

PITOT
2.1
PITOT/STATIC SOURE SELECT DIAGRAM
CAPTAINS STATIC AND

FIRST OFFICERS STATIC
AUXILIARY STATIC
ALTERNATE STATIC
ELEVATOR FEEL STATIC
STANDBY
AIRSPEED
STANDBY
ALTIMETER
RH SOURCE SELECT
AIR DATA
R
C
L
CAPTAIN SOURCE
SEL TO ANY POSITION
AND F/O SOURCE SEL
NOT TO C.
F/O SOURCE
SEL TO C.
TAT-R
TAT-L
BARO
CORR.
AOA (R)
CENTER AIR DATA

COMPUTER
CAPTAIN SOURCE
SEL TO ANY POSITION
AND F/O SOURCE
SEL NOT TO C.
F/O SOURCE
SEL TO C.
UPPER
LEFT AIR DATA

COMPUTER
BARO
CORR.
RIGHT AIR DATA

COMPUTER
AIRCRAFT SYSTEMS
UPPER
AOA (L)
AIRCRAFT SYSTEMS
FIRST OFFICERS STATIC
LOWER
LOWER
CAPTAINS STATIC
AUX STATIC 1
AUX PITOT 2
AUX
PITOT 1
AUX STATIC 2
ELEVATOR FEEL
COMPUTER
STATIC LEFT
STATIC
RIGHT
ALTERNATE STATIC SOURCE
PITOT STATIC DIAGRAM
1.13.1
Page 2
13 AUG 2001
Issue 6

2.2
747-400
1.13
1.13.1
Air Data Systems
LOCATION OF PROBES AND PORTS
TOTAL AIR TEMPERATURE

PROBES
ALTERNATE STATIC PORT

ANGLE OF ATTACK SENSOR
PITOT-STATIC PROBES
UPPER/LOWER
TOTAL AIR TEMPERATURE

PROBES
ALTERNATE STATIC PORT

ANGLE OF ATTACK SENSOR
PITOT-STATIC PROBES
UPPER/LOWER
1 APR 1994
Issue 3
1.13.1
Page 3

2.3
747-400
1.13
1.13.1
Air Data Systems
ADC SIGNAL FLOW

C ADC
CAPTAIN
F/O
AIR DATA
L
C
L ADC
AIR DATA
R
C
R
R ADC
EIU
FLT TRK
CAPTAIN
F/O
EIU
AUTO
CAPT
PFD/ND
1.13.1
Page 4
EIU
AUTO
C
C
R
F/O
PFD/ND
IRS
ATC
FMC
CABIN
PRESS
CTRL
FCC
EEC
(FADEC)
YAW
DAMPER
STAB TRIM
RUDD RATIO
MODULE
STALL
WRNG
CPTR
FLT
DATA
REC
GRND
PROX
FLAP
CTRL UNIT
ALT
ALERT
AURAL
WRNGS
1 JUN 1999
Issue 4
747-400

3.
1.13
1.13.1
Air Data Systems

Baro setting
BARO SELECTOR (outer)

Selects either IN (INCHES Hg) or HPA
(Hectopascals) as the barometric reference.
A
BARO
IN
HPA
MTRS
DH
MDA
RST
VOR
MAP
40
PLN
APP
80
CTR
OFF
10
ROTATE:
Selects the barometric value on the respective
PFD.
If STD is displayed and a barometric value is
selected, the barometric value will be
displayed as a preset value below STD.
160
20
VOR L
320
TFC
VOR R
640
OFF
ADF R
ADF L
WXR
BARO CONTROL (middle)
STD
STA
WPT
ARPT
DATA
POS
BARO STANDARD P/B (inner)

(momentary action)
EFIS CONTROL PANELS
LEFT AND RIGHT
(GLARESHIELD)
PUSH:
Selects/deselects the standard barometric
setting (29.92 in Hg/1013 hPa) as the altimeter
reference on the respective PFD.
STD or barometric value will be displayed.
oOo
1 APR 1994
Issue 2
1.13.1
Page 5
747-400
1.13
1.13.1
Air Data Systems
1.13.1
Page 6
1 APR 1994
Issue 1

1.
747-400
1.13
1.13.2
GENERAL DESCRIPTION
The Integrated Display System (IDS) consists of three (3) identical EFIS/EICAS Interface Units (EIUs),
which receive airplane systems information. The EIUs then create the following displays on six (6) CRTs.
PFD
Primary Flight Display
ND
Navigation Display
EICAS Engine Indicating Crew Alerting System
Cathode Ray Tubes (CRT)
The CRTs are referred to as the outboard CRTs, inboard CRTs, upper CRT and lower CRT. The outboard
and inboard CRTs are located on the Captains and First Officers panel. These CRTs normally display
the flight and navigation information (PFD and ND). The upper and lower CRTs are on the center panel
and normally display EICAS information. If a CRT fails, either automatic and manual switching allows the
displays to be transferred to an operable CRT. If a CRT color fails, the display changes color but all
indications remain distinguishable and none of the information is lost.
Electronic Flight Instrument System (EFIS)
The Electronic Flight Instrument System (EFIS) consists of the Primary Flight Display (PFD) and the
Navigation Display (ND).
Primary Flight Display (PFD)
The PFD presents a dynamic color display of all the parameters necessary for flight path control. Source
selectors determine the source of information to the PFD. The PFD contains the flight mode
annunciation, airspeed, attitude, altitude, vertical speed and heading indications.
The airspeed indication displays current airspeed/mach, selected airspeed/mach, airspeed limits,
recommended airspeeds and reference speeds, as well as speed trends.
The attitude indication displays the airplanes attitude as referenced to the horizon.
Glideslope, localizer and other approach information are also displayed.
Flight director bars are displayed when selected on the Mode Control Panel (MCP).
A pitch limit indication is displayed when flaps are out of up.
The altitude indication displays current altitude and selected altitude in feet. Current and selected
altitude are displayed in meters as well, when selected on the respective EFIS control panel.
Decision height, radio altitude and minimum descent altitude are displayed to the left of the altitude
indication. Barometric setting is displayed below the altitude indication.
A touchdown zone (TDZ) indicator is displayed on the altitude scale indicating the landing altitude.
Decision height, minimum descent altitude and barometric setting are adjusted using the respective EFIS
control panel.
The vertical speed indication displays current inertial vertical speed damped by baro vertical speed
from the ADC. When vertical speed is greater than, or equal to 400 feet per minute, a digital display is
added. The readout is above the vertical speed indication if climbing and below if descending.
Also the selected vertical speed is displayed.
The heading indication displays current heading, selected heading, heading reference and drift angle.
When the attitude signals from the IRSs differ by more than 3 degrees, an amber ROLL and/or PITCH
legend will be annunciated in the lower right and left corner of the attitude display.
1 AUG 1997
Issue 4
1.13.2
Page 1
747-400
1.13
1.13.2
Navigation Display (ND)

The ND presents a (selectable) dynamic color display of flight progress.
Source selectors provide the source of information to the ND. The various display modes are labeled
MAP, VOR, APP (approach), and PLN (plan).
1.13.2
Page 2
The MAP mode presents information against a moving map background. Displayed information
includes track, heading, route, trend vector, range to altitude, wind, time to align, distance to and
estimated time of arrival over the next waypoint and selected navigation data points. MAP mode is
the recommended display for most phases of flight.
The VOR and APP modes are similar to the MAP mode. The selected navigation radio displays either
VOR or Approach navigation information.
The PLN mode presents a static map background with route data oriented to true north. The active
route can be viewed using the MCDU LEGS pages (ref AOM 1.15.9 for details).
Heading is supplied by the selected IRS. The ND compass rose can be referenced to magnetic north
or true north.
The compass display is automatically referenced to true north beyond certain latitudes. If the ND is
referenced to true north, either manual or automatic, and the airplane descends 2000 feet with more
than 800 feet per minute, the heading reference box changes to amber and flashes for 10 seconds.
The box returns to white when the airplane climbs 2000 feet with more than 500 feet per minute.
Passing 84N flying northbound, the IRS/FMC update (status) annunciation on the left and right ND
will change into either IRS(L), IRS(C) or IRS(R) provided IRS(3) has been the previous mode.
Internal voting (a comparison of each IRS position with the other two) will determine which IRS will be
used by each FMC as the reference for navigation.
This also causes the scratchpad message SPLIT IRS OPERATION.
Annunciation will return to IRS(3) automatically when passing 84N again flying southbound.
Track is supplied by the FMC as by the NAV Source Selector.
Weather radar information may be displayed on the ND. Weather radar information is available in
MAP, MAP center, VOR and Approach.
Radar range is limited to 320 NM.
Various failure conditions may be displayed on each ND. A blank screen results when a power failure
or CRT overtemperature occurs. Partial loss of color capability may cause an odd color presentation.
Invalid information results in the display of a failure flag.
No computed information removes alphanumeric information and replaces numeric information with
dashes.
The message EXCESS DATA will be displayed when required data exceeds computer capacity.
1 JUN 1999
Issue 4

2.
747-400
1.13
1.13.2
OUTBOARD
CRT
INBOARD
CRT
UPPER
CRT
INBOARD
CRT
OUTBOARD
CRT
LOWER
CRT
WEATHER
RADARS
MCDUs
NAV
FMC L
NAV
FMC R
CDU L
FMCs
CDU C
MCDUs
FMC L
FMC R
EIUs
CDU R
CDU C
CAPTAIN
FMCs
F/O
FLIGHT CONTROL
COMPUTERS
IRUs
AUTOPILOT/
FLIGHT DIRECTORS
NAVIGATION
RADIOS
AIR DATA
COMPUTERS
MAWEA
(SEE NOTE)
ICE/RAIN
PROTECTION
STALL WARNING
COMPUTERS
AIR CONDITIONING/
PRESSURIZATION
ELECTRICAL
DOORS
FUEL
LANDING GEAR
FIRE PROTECTION
HYDRAULICS
ENGINES
FLIGHT
CONTROLS
APU
INTEGRATED DISPLAY SYSTEM PRINCIPLE DIAGRAM
NOTE:
1 APR 1994
Issue 3
MAWEA = Modularized Avionics and Warning Electronics Assembly
1.13.2
Page 3
747-400
3.
3.1
EFIS CONTROLS
1.13
1.13.2
EFIS Control Panel

The EFIS control panel provides control of symbology options, modes and range for the respective
PFD and ND.
In the event of an electrical malfunction of the EFIS control panel, the functions can be controlled
through the respective MCDU. On later MCDU models, control of EFIS functions can also be
transferred to the MCDU at pilots discretion.
Source Select Switching
The information sources for each PFD and ND are selected with the source selectors.
Selections can be made on either side of the main instrument panel for:
Flight director
NAV source
EFIS/EICAS Interface Unit (EIU)
Inertial Reference System (IRS)
Air Data Computer (ADC)
CRT Brightness Controls
The brightness of each CRT can be varied. The outboard and inboard CRT brightness controls are
located on the glareshield. The upper and lower CRT brightness controls are located on the EICAS
control panel.
Light sensors located above the glareshield and near each CRT measures ambient light level at each
unit and automatically adjusts CRT brightness.
Heading Reference Switch
A Heading Reference Switch is installed on the EICAS control panel. It permits selection of a
magnetic or true reference for the NDs, PFDs, Autopilot Flight Director System (AFDS) and FMCs .
Automatic Heading Reference Change
An Automatic Heading Reference Change of the PFD and ND will occur as outlined in the figure
below. When operating in the shaded area, the PFD and ND will reference to true north.
82 N
60 S
120 E
True North Pole
160 E
True South Pole
130 W
80 W
70 N
1.13.2
Page 4
82 S
22 FEB 2001
Issue 6
747-400
1.13
1.13.2
METRIC ALTITUDE SELECTOR

PUSH:
Displays meters, additionally to feet, on the
respective PFD altitude indication.
DH/MDA SELECTOR (outer)
Allows either DH (Decision Height) or MDA
(Minimum Descent Altitude) altitude selecting on
respective PFD.
A
DH/MDA CONTROL (middle)
ROTATE:
Selects the DH or MDA altitude on the respective
PFD.
MDA
RST
STD
VOR
MAP
APP
40
PLN
80
20
VOR L
DH RESET SWITCH (inner)

(momentary action)
BARO
IN
HPA
MTRS
DH
CTR
OFF
10
160
320
TFC
OFF
ADF R
ADF L
WXR
VOR R
640
STA
WPT
ARPT
DATA
POS
PUSH:
Resets the DH alert on respective PFD.
GLARESHIELD
TRAFFIC P/B (TFC)

(Alternate action)
PUSH:
Enables TCAS symbol display on the ND.
Cancels TCAS FAIL on the ND when
displayed.
A TA/RA condition or an EFIS control panel failure
will result in automatic symbol display.
1 FEB 2002
Issue 5
EFIS CONTROL PANEL

Left EFIS control panel controls Capts PFD and ND.
Right EFIS control panel controls F/Os PFD and ND.
1.13.2
Page 5
747-400
1.13
1.13.2
ND MODE SELECTOR (outer)

Selects desired Navigation Display.
Ground speed is displayed in all modes.
Controls only respective ND.
APP
Displays heading up (HDG), expanded compass
rose, and ILS navigation information.
Displays selected ILS receiver, ILS frequency,
DME and ILS course.
APP CTR
VOR/ADF SWITCH
Displays VOR or ADF information on respective ND.
VOR:
Displays VOR pointer and VOR tuned.
Displays heading up (HDG), full compass rose,

and ILS navigation information.
Displays selected ILS receiver, ILS frequency,
DME and ILS course.
Weather radar display is inhibited.
VOR
OFF:
Removes VOR and ADF displays.

rose, and VOR navigation information.
Displays selected VOR, VOR frequency, VOR
course, and TO/FROM indication.
ADF:
Displays ADF pointer and ADF tuned.
VOR CTR
A
BARO
IN
HPA
MTRS
DH
MDA
RST
STD
VOR
MAP
APP
40
PLN
80
20
VOR L
CTR
OFF
10
MAP
160
320
TFC
VOR R
640
OFF
ADF R
ADF L
WXR
STA
WPT
ARPT

and VOR navigation information.
Displays selected VOR, VOR frequency, VOR
course, and TO/FROM indication.
DATA
POS

rose, and FMC generated map information,
airplane position, and heading.
Displays active waypoint data.
Displays vertical path deviation at TOD.
GLARESHIELD
MAP CTR
ND RANGE SELECTOR
Selects desired nautical mile range on the
respective ND.

and FMC generated map information, airplane
position, and heading.
Displays active waypoint data.
Displays vertical path deviation at TOD.
PLN (PLAN)
CENTER P/B (inner)

PUSH:
Displays full compass rose for APP, VOR and
MAP positions.
1.13.2
Page 6
Displays a static, true north up, route depiction.

Allows route step-through using the MCDU legs
page.
1 APR 1994
Issue 3

3.2
747-400
1.13
1.13.2
SOURCE SELECTORS
FLIGHT DIRECTOR SOURCE SELECTOR
Selects Flight Control Computer (FCC) providing for

Flight Director (FD) command bar operation.
L: Left FCC selected.
C: Center FCC selected.
R: Right FCC selected.
NAVIGATION SOURCE SELECTOR
Selects FMC providing information to the
respective PFD and ND.
Selects CDU providing information to the
respective ND during standby navigation*.
FLT DIR
L
C
FMC L: Left FMC selected.

R
FMC R: Right FMC selected.

CDU L: Left CDU selected (standby navigation).
NAV
FMC L
FMC R
* See for Standby Navigation AOM chapter 1.15.

CDU L
CDU C
EIU
AUTO
O
U
IRS
L
E
C
EIU SOURCE SELECTOR

Selects EIU providing information to the respective
PFD and ND.
CDU C: Center CDU selected (standby navigation).
L: Left EIU selected.

AUTO: Automatically switches to an operable EIU.
Captains automatically selects left, then
center, then right. First Officers
automatically selects right, then center,
then left.
C: Center EIU selected.
AIR DATA
L
R: Right EIU selected.
IRS SOURCE SELECTOR

Selects IRS providing attitude and vertical speed
information to the respective PFD.
PILOTS PANELS (LH SIDE SHOWN)
L: Left IRU selected.
AIR DATA SOURCE SELECTOR
C: Center IRU selected.
Selects ADC providing airspeed and altimeter

information to the respective PFD, TAT probe data to
the primary EICAS and input to respective A/P and to
the EECs.
R: Right IRU selected.
L: Left ADC selected.

Left TAT probe data on EICAS.
C: Center ADC selected.
Right TAT probe data on EICAS.
R: Right ADC selected.
Left TAT probe data on EICAS.
1 AUG 1997
Issue 4
The source for heading, wind direction and

speed, slip/skid, track angle, drift angle, and
ground speed displayed on the PFD and ND
depends on the status of the IRUs, FMCs and
position of the IRS and NAV Source Selectors.
To provide uninterrupted display information,
IRU selection is automatic and independent of
the Source Selector Position.
Captains selector selects IRU for autobrakes
reference.
1.13.2
Page 7
747-400
1.13
1.13.2
INBOARD CRT SELECTOR

Selects display on the inboard CRT.
EICAS:
Displays secondary or primary EICAS display.
NORM:
Normally displays ND.
Displays PFD automatically if outboard CRT fails.
B
CRT SELECTORS AND BRIGHTNESS CONTROLS
PFD:
Displays associated PFD.
LOWER CRT SELECTOR

INBD CRT
LWR CRT
NORM
NORM
EICAS
PFD
EICAS
PRI
PILOTS PANELS
Selects display on the lower CRT

ND
EICAS PRI:
Displays primary EICAS display.
NORM:
Displays synoptic as controlled through the EICAS
control panel.
Displays primary EICAS functions if upper CRT
fails.
ND:
Displays associated ND.
OUTBOARD CRT BRIGHTNESS KNOB
ROTATE:
Adjusts respective outboard CRT brightness.
B
OUTBD
-- CRT --
INBD
INBOARD CRT BRIGHTNESS KNOB

ROTATE (outer):
Adjusts respective inboard CRT brightness.
GLARESHIELD
ROTATE (inner):
Adjusts weather radar brightness on respective
inboard CRT.
UPPER CRT BRIGHTNESS KNOB
C
EICAS
BRT
UPR
LWR
ROTATE:
Adjusts upper CRT brightness.
LOWER CRT BRIGHTNESS KNOB
ROTATE (outer):
Adjusts lower CRT brightness.
EICAS CONTROL PANEL
1.13.2
Page 8
ROTATE (inner):
Adjusts weather radar brightness when selected
on the lower CRT
1 AUG 1997
Issue 4
747-400
1.13
1.13.2
Heading Reference Switch (lever locked)

Selects heading reference for PFDs, NDs, AFDS and
FMC.
HDG
TRUE:
References true north.
TRUE
NORM:
References magnetic or true north depending on
latitude.
NORM
HEADING REFERENCE SWITCH

CENTER PANEL
PFD
ND
322 TAS 315

350 /15
HDG
085 TRUE
ILS L 110.0
CRS 055
DME 13.5
HDG
090 MAG
ILS L 110.0
CRS 055
DME 13.5
GS
110
TRU
TRUE
NORM
322 TAS 315

355 /15
GS
110
22 FEB 2001
Issue 5
MAG
1.13.2
Page 9

3.3
747-400
1.13
1.13.2
PFD - GENERAL AND FAILURE FLAGS

FLIGHT MODE ANNUNCIATOR
AIRSPEED INDICATION
ATTITUDE INDICATION
V
E
R
T.
ALTITUDE INDICATION
D
E
V
HOR. DEV
VERTICAL SPEED INDICATION
HEADING INDICATION
DECISION HEIGHT
PFD FAILURE FLAGS (amber)

RADIO ALTITUDE
ATTITUDE
SELECTED SPEED
DH
RA
SEL SPD
NO
V
SPD
SPD
LIM
SPEED LIMIT
FLIGHT DIRECTOR
GLIDE SLOPE
FD
V
E
R
T
ATT
SPEED (Airspeed)
S
P
D
G
/
S
A
L
T
VERTICAL SPEED
ALTITUDE
LOC
NO
TDZ
MACH
MACH
HDG
NO TOUCHDOWN ZONE
LOCALIZER
NOTE: 1. Flags appear for the failure of the respective source.

Explanation in chapter concerned.
2. SPD flag inhibits: SEL SPD, NO V SPD, SPD LIM and MACH flags.
1.13.2
Page 10
HEADING
1 AUG 2002
Issue 5
747-400
1.13
1.13.2
A
SPD
137
LOC
G/S
ROLL OUT
FLARE
IBFI
DME 13.5
200
3000
DH200
560
LAND 3
800
MM
180
6
2
160
10
10
600
20
143
0 500
20
80
REF
120
10
400
10
100
CRS 128
MDA
800
MAG
128
200
29.89
1
2
6
700
IN
PFD TYPICAL EXAMPLE
22 FEB 2001
Issue 5
1.13.2
Page 11

3.4
747-400
1.13
1.13.2
PFD - ATTITUDE AND GUIDANCE

Attitude Indication (blue/brown)
Bank Scale (white)
Displays aircrafts attitude.

Entire indication is removed and ATT flag
displayed if selected IRU fails.
Specific indication is removed if information for
that indication is not computed or invalid.
Scale marks at 0, 10, 20, 30, 45.
Bank Indicator or Skypointer

Indicates aircrafts bank. Top points to sky.
Slip Indication (white)

Displaces to indicate a slip.
Pitch Limit Indication (yellow)
10
Indicates pitch limit above which stick shaker

occurs for existing flight conditions.
Displayed when flaps are selected out of UP.
Maximum indication 32 .
10
Airplane Symbol (black) (border white)

10
10
20
20
PITCH
Indicates the airplane attitude.
ROLL
Flight Director Command Bars (magenta)

WINDSHEAR
Indicates selected flight director commands.

Removed if respective Flight Director switch is
OFF or Flight Director selected and respective
flight control computer fails, or selected flight
mode is invalid.
PFD
Attitude Comparator (amber)
Horizon Line and Pitch Scale (white)
Either PITCH and/or ROLL may be displayed when

the captains and F/O pitch and roll attitude differ by
more than 3.
Indicates the selected IRU horizon relative to the

airplane symbol.
Pitch scale is in 2.5 increments.
NOTE: For TCAS symbology refer to AOM 1.18.3.
1.13.2
Page 12
22 FEB 2001
Issue 6
747-400
1.13
1.13.2
Approach Reference (white)
Displays receiver identifier or frequency and DME.

Information provided by the approach receiver.
If tuned only, frequency is displayed.
If the frequencies from the L, C or R ILS
receivers are not identical, a yellow horizontal
line is drawn through the center of the frequency
read out.
IBFI
DME 13.5
Marker Beacon Annunciation

IM (white):
Indicates over airways or inner

marker beacon.
MM (yellow): Indicates over middle marker
beacon.
OM (cyan): Indicates over outer marker
beacon.
Glide Slope Deviation and Scale (magenta)

OM
10
10
10
10
CRS 128
WINDSHEAR
Indicates glide slope position relative to the

airplane.
Scale and pointer not displayed when ILS is not
tuned.
Diamond fills in solid when within 2 dots.
Not displayed and G/S flag displayed with invalid
information.
Turns amber and diamond flashes for excessive
deviation.
Localizer Deviation and Scale (magenta)
Indicates localizer position relative to the airplane.
Scale and pointer not displayed when ILS is not
tuned.
Not displayed and LOC flag displayed with invalid
information.
Diamond fills in solid when within 2 dots.
Expands when AFS LOC mode is active.
Turns amber and diamond flashes for excessive
deviation.
Ground Proximity Warnings (red)
Refer to 1.18.
Approach Course (white)

Selected approach course is displayed.
Information provided by the FMS.
15 OCT 1996
Issue 4
1.13.2
Page 13

3.5
747-400
1.13
1.13.2
PFD - SPEEDSCALE
Airspeed Indication (white)
Command Speed (magenta)
Displays indicated airspeed (IAS) in knots.

Entire indication is removed and SPD flag
displayed if respective ADC fails.
Displays 30 knots with no computed data.
Displays airspeed selected in IAS/MACH Window

on the MCP (V2 during Take-off).
Displays FMC target airspeed when IAS/MACH
Window is blank.
Not displayed and SEL SPD flag displayed in case
source information is invalid.
Maximum Speed (red)
240
300
Indicates maximum operating speed as limited by

the lowest of the following:
S VMO/MMO
S Landing gear placard speed
S Flap placard speed.
Not displayed and SPD LIM flag displayed with no
computed data or invalid information.
280
Maximum Manoeuvring Speed (amber)
260
Indicates manoeuvre margin to high speed or

Mach buffet.
Not displayed with no computed data, invalid
information, or when VMO/MMO restricted.
242
220
Current Airspeed (white/amber)

Indicates indicated airspeed (IAS) in knots.
Not displayed if selected ADC fails.
Airspeed box changes to amber if current airspeed
is less than the minimum manoeuvring speed.
Command Speed (magenta)

200
.532
Indicates airspeed selected in IAS/MACH Window

on the MCP.
Indicates FMC target airspeed when IAS/MACH
Window is blank.
Not displayed when source data not available.
Minimum Manoeuvring Speed (amber)
Indicates manoeuvre margin to stick shaker or low
speed buffet.
Not displayed with no computed data or invalid
ADC information.
Minimum Speed (red)

Current Mach (white)
Displays ADC Mach.
Not displayed with no computed data.
Mach flag displayed with invalid information.
1.13.2
Page 14
Indicates airspeed at which stick shaker or low

speed buffet occurs.
Not displayed and SPD LIM flag displayed with no
computed data or invalid ADC information.
1 JUN 1999
Issue 6
747-400
1.13
1.13.2
NO
V
SPD
NO V SPD (amber)
SPD
LIM
SPD LIM (amber)
VR
TAKE-OFF REFERENCE SPEEDS (green)
V1
Indicates V1 and VR as validated on the MCDU

TAKE-OFF REF page.
Displayed for take-off.
160
140
V-speeds not yet validated on the MCDU

(TAKE-OFF REF page).
PFD detected signal failure or no computed data of

min/max speed display.
TREND INDICATION (green)

Indicates rate of acceleration or deceleration
towards indicated speed which will be reached
after 10 seconds. Longer arrow denotes a larger
rate.
120
110
V1
155
220
UP
V1 speed value displayed at top of speed scale

when selected and value is off scale.
202
1
FLAP MANOEUVRING SPEEDS (green)
5
5
180
Indicates current flap setting speed and next flap

setting speed.
Displayed below 20200 feet.
10
10
20
160
180
1 APR 1994
Issue 4
LANDING REFERENCE SPEED (green)

REF
REF
156
Indicates VREF as selected on the MCDU.
REF speed value displayed at bottom of speed

scale when selected and value is off scale.
1.13.2
Page 15

3.6
747-400
1.13
1.13.2
PFD -- ALTIMETER
ALTITUDE INDICATION (white)
DECISION HEIGHT (DH) (green)
Displays aircrafts altitude.

Entire indication is removed and ALT flag
displayed if selected ADC fails.
Specific indication is removed if information for
that indication is not computed or invalid.
Displays decision height selected on the

respective EFIS Control Panel (ECP).
Not displayed when negative DH is selected or
no computed data.
Not displayed and DH flag displayed when DH
information is invalid.
When the RA is at or below the set DH, the
display is replaced with a 3 sec. flashing large
amber DH, then a steady amber indication.
Alert function resets:
S Automatically on go-around when 75 ft above
selected decision height.
S Upon landing.
S Manually by pushing RST on the EFIS
Control Panel.
SELECTED ALTITUDE (magenta)

Displays altitude selected in Altitude Window on
the MCP.
Altitude box changes to bold white when within
900-300 ft and approaching the selected
altitude.
RADIO ALTITUDE INDICATOR (white)
1 400
DH200
1400
1 800
1 600
1 500
1 400
Displays radio altitude below 2500 ft AGL.

Turns amber when at DH.
Not displayed with no computed data.
Not displayed and RA flag displayed with invalid
information.
CURRENT ALTITUDE (white)

Indicates aircrafts altitude.
Altitude box changes to bold white when within
900-300 ft and approaching the selected
altitude.
Altitude box changes to amber when deviating
from the selected altitude and altitude alert is
activated.
Not displayed if selected ADC fails.
SELECTED ALTITUDE (magenta)
Indicates altitude selected in Altitude Window on
the MCP.
MDA
1310
1 200
STD
29.89 IN.
MINIMUM DESCENT ALTITUDE (MDA) (green)

Displays MDA selected on the EFIS Control
Panel.
Not displayed when MDA selected below -100 ft.
1.13.2
Page 16
BAROMETRIC SETTING INDICATOR (green)

(amber)
Indicates barometric setting as selected on the
EFIS control panel.
STD is displayed when the Baro Standard P/B
on the EFIS control panel is pushed.
If STD is selected, a barometric setting can be
preselected. The preset barometric setting is
displayed in white below STD and is selected
with the STD P/B. Blank until BARO selector is
rotated.
Display changes to amber and is boxed when
the barometric setting is displayed and climbing
300 ft above transition altitude or if STD is set
and descending 300 ft below transition level and
provided the MCP altitude is selected
accordingly.
1 JUN 1999
Issue 5
747-400
1.13
1.13.2
SELECTED METRIC ALTITUDE (magenta)

3000M
Displays altitude in meters as selected in feet in

the Altitude Window on the MCP.
Selected by Metric Altitude Selector (MTRS P/B)
on the EFIS control panel.
10 000
6
2
1
12M
0 0 40
20
CURRENT METRIC ALTITUDE (white)

Indicates altitude in meters when selected by MTRS
P/B on respective EFIS control panel.
TOUCHDOWN ZONE INDICATOR (amber)

2
6
Displays hatch mark with the upper edge

indicating the landing altitude.
Not displayed when there is no FMC or Cabin
Altitude Control information.
NO
TDZ
29.89 IN.
NO TOUCHDOWN ZONE FLAG (amber)

Displayed when there is no FMC or cabin altitude
information, and touchdown zone indicator not
displayed.
3.7
PFD -- VERTICAL SPEED INDICATOR

VERTICAL SPEED INDICATION (white)
6
2
Displays vertical speed derived from reference

IRU and also reference ADC for damping.
Entire display is removed and VERT flag appears
when a failure is detected.
SELECTED VERTICAL SPEED (magenta)

Indicates vertical speed selected in Vertical Speed
Window on the MCP.
Display is removed when not in V/S mode.
1
VERTICAL SPEED (white)

2
6
2000
22 FEB 2001
Issue 6
Indicates vertical speed.

VERTICAL SPEED (white)
Displays vertical speed when greater than 400
feet per minute.
Display is above vertical speed indications when
climbing and below when descending.
1.13.2
Page 17
747-400

3.8
1.13
1.13.2
PFD -- HEADING INDICATOR
CURRENT HEADING POINTER (white)
HEADING INDICATION (white)
Indicates current heading.
Displays IRS heading.

Entire indication is removed and the HDG flag
displayed if the selected IRU fails.
SELECTED HEADING (magenta)

Indicates heading selected in the Heading Window
on the MCP.
Indicates inbound course when localizer is
captured.
TRACK POINTER (white)
132
MAG
Displays current track computed by the FMC or

selected IRU when FMC data are invalid.
HEADING REFERENCE (green)

PFD
1.13.2
Page 18
Displays selected heading reference.

MAG -- Magnetic.
TRU -- True.
1 APR 1994
Issue 4

3.9
747-400
1.13
1.13.2
ND -- GENERAL AND FAILURE FLAGS
A
GS
TAS
TIME TO ALIGN
L 7+ MIN
C 7+ MIN
R 7+ MIN
GS 338
110 /40
TAS
350
HDG
GRH
0838.4 Z
13.5 NM
140 MAG
E/D
20
FRED
GRH
WXR
+5
VOR L
ELN
DME 18.5
DD
IRS(3)
VOR R
DKK
DME 22.3
TYPICAL EXAMPLE (MAP mode shown)
1 JUN 1999
Issue 4
1.13.2
Page 19
747-400
1.13
1.13.2
ND
FAILURE FLAGS (amber)
S Loss of valid information removes the
affected symbol and displays failure flag as
appropriate.
S Location varies depending on ND mode
selected.
FAILURE INDICATIONS
S No computed data will replace the number with
dashes.
S The message EXCESS DATA will be
displayed on the ND when the amount of
selected data is in excess of display capacity.
FLAG
Mode in which
they may appear.
TRACK
HEADING
MAP, VOR, APP
DME L
DME R
VOR, APP
MAP
MAP
EXCESS DATA
MAP, PLAN
GLIDE SLOPE
MAP, VOR, APP
VERTICAL TRACK
MAP
VOR OR LOCALIZER
VOR, APP
VOR RIGHT OR ADF RIGHT
MAP, VOR, APP
DME RIGHT
MAP, VOR, APP
VOR LEFT OR ADF LEFT
MAP, VOR, APP
DME LEFT
MAP, VOR, APP
TRK
HDG
DME
MAP
G V
/
S K
EXCESS DATA
VOR L
VOR R
VORL
ADFL
DME L
1.13.2
Page 20
LOC
VORR
ADFR
DME R
22 FEB 2001
Issue 5
747-400

1.
NON RETURN VALVE
AUX(ILIARY) PUMP (2x)
ENGINE
DRIVEN
PUMP
A low capacity electrically driven pump is

installed in system 1 and 4.
Pump operates on the ground only.
APU GEN 1 or EXT PWR 1 must be AVAIL.
DEMAND
PUMP
(electric)
DEMAND
PUMP
(electric)
ENGINE
DRIVEN
PUMP
BLEED AIR
SYSTEM
SYSTEM
SYSTEM
AUX
PUMP
(electric)
LEFT
AUTOPILOT
1.11.2
1.11.
System Details
HYDRAULICS
DEMAND
PUMP
(air driven)
HYDRAULIC RESERVOIR (4x)
ENGINE
DRIVEN
PUMP
FLUID SHUTOFF VALVE (4x)
DEMAND
PUMP
(air driven)
RIGHT
AUTOPILOT
RIGHT OUTBD
ELEVATOR
WING GEAR
ACTUATION
SYSTEM
AUX
PUMP
(electric)
BODY GEAR
STEERING
RIGHT INBD
ELEVATOR
OUTBD TE
FLAPS
SPOILERS
5, 6, 7, 8
RIGHT OUTBD
AILERON
NORMAL
BRAKES
1.11.2
Page 1
Supplements the EDP during high demand

conditions.
Supplies normal system demands if an engine or
EDP fails.
System 1 and 4 have air driven demand pumps.
System 2 and 3 have electric motor driven
demand pumps.
Demand pumps system 1 and 4 are identical and
interchangeable with the engine driven pumps.
DEMAND PUMP (4x)
A fluid shutoff valve in the supply line of each

engine driven pump isolates fluid supply to the
pump, when respective engine fire handle is pulled.
ENGINE
DRIVEN
PUMP
NOSE GEAR
STEERING
STABILIZER
TRIM
ELEVATOR
FEEL
SPOILERS
1, 4, 9, 12
RIGHT INBD
AILERON
SPOILERS
2, 3, 10, 11
LEFT INBD
AILERON
LOWER RUDDER
ALTERNATE
BRAKES
UPPER RUDDER
LEFT INBD
ELEVATOR
BODY GEAR
ACTUATION
ALTERNATE
BRAKES
LEFT OUTBD
AILERON
INBD TE
FLAPS
LEFT OUTBD
ELEVATOR
NOSE GEAR
ACTUATION
CENTER
AUTOPILOT
A hydraulic reservoir is installed in each system.

The reservoirs are airpressurized to avoid pump
cavitation and to ensure hydraulic fluid supply
during high demand conditions. This air pressure
is supplied by the pneumatic system.
Each reservoir is provided with sensors for:
S Low fluid level.
S Low air pressure.
ENGINE DRIVEN HYDRAULIC PUMP (EDP 4x)

Each engine drives a variable displacement type
pump, which is the primary power source to the
systems.
When electrical power is lost the pumps continue
to pressurize the systems.
Pump is depressurized when:
S Fire handle is pulled.
S Engine pump P/B is in OFF.
22 FEB 2001
Issue 5
1.11.2
Page 2
747-400
HYDRAULICS
System Details
1.11.
1.11.2
15 MAY 1996
Issue 3
747-400
1.13
1.13.2
3.10 ND - SYMBOLOGY
The following symbols can be displayed on each ND depending on EFIS control panel switch selection.
General color presentation is as follows:
GREEN
(G) : Indicates engaged flight mode displays, dynamic conditions.
WHITE
W) : Indicates present status situation, scales, armed flight mode displays.
MAGENTA (M) : Indicates command information, pointers, symbols, fly-to condition.
BLUE
(B) : Indicates non-active or background information.
RED
(R) : Indicates warning.
AMBER
(A) : Indicates cautionary information, faults, flags.
TOP PART (CORNER)
Symbol
Name
Applicable Mode(s)
Remarks
WIND BEARING/ SPEED

and
(W)
DIRECTION
(W)
MAP, MAP CTR

VOR, VOR CTR
APP, APP CTR
PLAN
L 7+ MIN
C 7+ MIN
R 7+ MIN
TIME TO ALIGN
ALL
Windspeed indication will be

displayed when IAS is over
100 kts and windspeed is over
6 kts. Removed at 4 kts. The
wind vector value is computed
as the vector between the
velocity vector and the
groundtrack vector. The velocity
vector value has a magnitude
equal to the TAS and a direction
equal to the current heading.
The groundtrack vector has a
magnitude equal to the FMS
groundspeed and a direction
equal to the current track. The
indication is unreliable when a
yaw or sideslip is present.
Direction is magnetic or true,
depending on ND heading
orientation.
Time remaining until IRS
alignment is completed.
GS 310
GROUND SPEED
INDICATION
(W)
TRUE SPEED
INDICATION
(W)
ACTIVE WAYPOINT
IDENTIFIER
(M)
RECEIVER
REFERENCE
(G)
ILS/VOR FREQUENCY
or IDENTIFIER DISPLAY
ALL
Current ground speed.
ALL
Current true airspeed.

Displayed above 100 kts.
Indicates active flight plan
waypoint currently navigating to.
Indicates receiver referenced
for the display.
Frequency displayed before
identifier is decoded. Decoded
identifier replaces the
frequency.
Indicates distance to the active
waypoint.
Indicates DME distance to the
referenced navaid.
Indicates FMC calculated ETA
for the active waypoint based on
the actual wind (thus GS).
350 /15
TAS 312
GRH
VOR L, R
ILS L, C, R
116.80
or
Color
SEA
124 NM
(G)
DISTANCE DISPLAY
(W)
DME 24.6
0835.4z
DME DISTANCE
DISPLAY
ETA DISPLAY
(W)
(W)
1 JUN 1999
Issue 6
MAP, MAP CTR

PLAN
VOR, VOR CTR
APP, APP CTR
VOR, VOR CTR
APP, APP CTR
MAP, MAP CTR

PLAN
VOR, VOR CTR
APP, APP CTR
MAP, MAP CTR
PLAN
1.13.2
Page 21

COMPASS ROSE
Symbol
747-400
1.13
1.13.2
CRS 135
Name
Color
COURSE DISPLAY
(W)
TRACK INDICATOR
(W)
SELECTED HEADING
MARKER (M)
DASHED HEADING
LINE (M)
VOR or
(G)
ADF BEARING
-- LEFT
(B)
VOR or
(G)
ADF BEARING
-- RIGHT
(B)
PRESENT TRACK LINE
and RANGE SCALE
(W)
40
HDG
263
MAG or
TRU
MAG
Applicable Mode(s)
Remarks
VOR, VOR CTR

APP, APP CTR
VOR, VOR CTR
APP, APP CTR
Indicates VOR course or FMC

runway course.
Indicates airplane track when
selected mode has heading
orientation.
ALL, except PLAN
Indicates the heading set by the

MCP.
Line is displayed from the
selected heading marker to the
airplane symbol. In MAP mode
with LNAV, LOC, or ROLLOUT
engaged, the line is removed
10 seconds after the selected
heading is moved.
MAP, MAP CTR

VOR
APP
MAP, MAP CTR

VOR VOR CTR
VOR,
APP, APP CTR
Displays bearing to (head) or

from (tail) tuned station, if
selected on the respective
EFIS
p
control panel.
MAP, MAP CTR

VOR, APP
Instantaneous track resulting

from present heading and wind.
Displayed in VOR or APP mode
when weather radar or TCAS is
selected.
HEADING
ORIENTATION,
(G)
INDICATION and
(W)
REFERENCE
(G)
HEADING REFERENCE
(G)
MAP, MAP CTR

VOR, VOR CTR
APP, APP CTR
PLAN
ALL
Indicates number under pointer

is a heading. Box displays
actual heading.
EXPANDED COMPASS
(W)
MAP, APP,
VOR, PLAN
Indicates heading/track is
referenced to magnetic north or
true north.
Switching from TRU to MAG
displays a box around MAG for
10 seconds.
360 are available but only 90
are displayed.
Name
Applicable Mode(s)
Remarks
MAP, MAP CTR

PLAN
Displayed when selected as

origin or destination and ND
range is 80, 160, 320 or 640 nm.
When ARPT MAP P/B is
selected, airports within the map
area are displayed. Origin and
destination airports are always
displayed independent of ARPT
P/B.
MAP DISPLAY
Symbol
KABC
22L
KTEB
1.13.2
Page 22
Color
AIRPORT IDENTIFIER
AND RUNWAY
(W)
AIRPORT
(B)
MAP, MAP CTR
22 FEB 2001
Issue 7
747-400
1.13
1.13.2
MAP DISPLAY
Symbol
Name
Color
Applicable Mode(s)
Remarks
AIRPORT AND RUNWAY

(W)
MAP, MAP CTR

PLAN
Displayed when selected as

origin or destination and ND
range is 10, 20 or 40 nm.
Dashed runway centerline
extend outward 14.2 nm.
WAYPOINT:
ACTIVE
INACTIVE
(M)
(W)
MAP, MAP CTR

PLAN
OFF ROUTE
WAYPOINT
(B)
Active - Represents the

waypoint the airplane is
currently navigating to.
Inactive - Represents waypoint
on the active route.
When WPT MAP P/B is
selected, data base waypoints
not on the selected route are
displayed in ND ranges of 10,
20 or 40 nm.
22L
AMBOY
MLF
AMBOY
MAP, MAP CTR
FLIGHT PLAN ROUTE:

ACTIVE
(M)
MODIFIED
(W)
INACTIVE
(W)
MAP, MAP CTR

PLAN
The active route is displayed

with a continuous line (M)
between waypoints. Active route
modifications are displayed with
short dashes (W) between
waypoints. Inactive routes are
displayed with long dashes (B)
between waypoints.
ROUTE DATA:
ACTIVE WPT
INACTIVE WPT
MAP, MAP CTR
When the DATA MAP P/B is

selected, altitude and ETA for
route waypoints are displayed,
based on the predicted wind
and dynamic performance data.
HOLDING PATTERN:
ACTIVE ROUTE
(M)
MODIFIED ROUTE (W)
INACTIVE ROUTE (B)
PROCEDURE TURN:
ACTIVE ROUTE
(M)
MODIFIED ROUTE (W)
INACTIVE ROUTE (B)
OFFSET PATH AND
IDENTIFIER:
ACTIVE ROUTE
(M)
MODIFIED ROUTE (W)
MAP, MAP CTR

PLAN
A fixed size holding pattern

appears when in the flight plan.
This pattern increases to correct
size when holding.
A fixed size procedure turn
appears when in the flight plan.
It increases to correct size for
the procedure turn.
Presents a dashed line parallel
to and offset from the active or
modified route. Selected on the
MCDU ACT RTE page.
ALTITUDE RANGE
ARC
MAP, MAP CTR
KILMR
PARBY
KILMR
12000
0835Z
(M)
(W)
(G)
1 AUG 1997
Issue 4
MAP, MAP CTR

PLAN
MAP, MAP CTR

PLAN
Displays the range where the

MCP altitude will be reached.
Based on vertical speed and
ground speed.
1.13.2
Page 23
747-400
1.13
1.13.2
MAP DISPLAY
Symbol
Name
T/D
ABC
Color
Applicable Mode(s)
Remarks
ALTITUDE PROFILE
POINT AND IDENTIFIER
(G)
MAP, MAP CTR
Represents a FMC calculated

T/C (top-of-climb), T/D
(top-of-descent), S/C (step
climb) and E/D
(end-of-descent). Deceleration
and predicted altitude/ETA
points have no identifier.
ENERGY
MANAGEMENT
CIRCLES:
CLEAN
SPEED BRAKE
VOR
DME/TACAN
VORTAC
MAP, MAP CTR
Displays clean and speedbrake

energy management circles as
selected on OFFPATH DES
page.
MAP, MAP CTR
When STA MAP P/B is selected,

appropriate navaids are
displayed. Tuned VHF navaids
are displayed in green,
regardless of the STA P/B. A
manually selected course and
reciprocal are displayed.
MAP, MAP CTR

PLAN
Displays the reference point

selected on the MCDU FIX
page. Bearing and/or distance
from the Fix are displayed with
dashes.
Indicates IRS position relative to
FMC position, when POS MAP
P/B selected ON.
When POS MAP P/B selected
on, radial extends from airplane
toward navaid used for
updating. If co-located DME
data received, tick mark
displayed at DME distance;
radial extends to edge of display
if no valid DME data received.
(B)
(W)
(B, G)
(B, G)
(B, G)
SELECTED
REFERENCE POINT
and
BEARING DISTANCE
INFORMATION
(G)
IRS POSITION
(W)
VOR/DME RAW DATA
RADIAL and
DISTANCE
(G)
MAP, MAP CTR
MAP, MAP CTR
WEATHER, AIRCRAFT POSITION AND DEVIATION

Symbol
Name
Applicable Mode(s)
Remarks
WEATHER RADAR
RETURNS
(R, A, G, M)
Color
MAP, MAP CTR

VOR, APP
When the Weather Radar is

selected ON, weather returns
are displayed. Most intense
areas are displayed in red.
Lesser intensity amber and
lowest intensity green.
Turbulence is displayed in
magenta.
AIRPLANE SYMBOL
MAP, MAP CTR

VOR, APP
Current airplane position is at

the apex of the triangle.
(W)
1.13.2
Page 24
1 JUN 1999
Issue 7
747-400
1.13
1.13.2
WEATHER, AIRCRAFT POSITION AND DEVIATION

Symbol
Name
Color
Applicable Mode(s)
Remarks
(W)
VOR CTR,
APP CTR
Current airplane position is at

the center of the symbol.
(W)
MAP, MAP CTR
Predicts airplane directional

trend at the end of 30, 60 and 90
second intervals. Each segment
represents 30 seconds. Based
on bank angle and ground
speed. Vector exist of 1, 2 or 3
segment for 10, 20, 40 NM and
greater range selection
respectively.
VERTICAL POINTER
and DEVIATION SCALE
(W)
MAP, MAP CTR
Displays vertical deviation from

selected vertical profile (pointer)
during descent only. Scale
indicates plus or minus 400 ft
deviation. Digital display
provided when pointer over 400
ft deviation.
COURSE DEVIATION
INDICATOR
(M)
DEVIATION SCALE (W)
VOR, VOR CTR

APP, APP CTR
Displays LOC or VOR deviation.

Relative to the VOR or ILS
selected course.
SELECTED COURSE
POINTER and
(W)
LINE
(M)
VOR, VOR CTR

APP, APP CTR
Displays selected course set on

the NAV RAD page in the
MCDU.
GLIDESLOPE
POINTER and
(M)
DEVIATION SCALE (W)
APP, APP CTR
Displays glideslope position and

deviation in ILS mode.
AIRPLANE SYMBOL
TREND VECTOR
1 AUG 1997
Issue 4
1.13.2
Page 25
747-400
1.13
1.13.2
BOTTOM PART (L/R CORNERS)

Symbol
Name
NORTH POINTER
Color
(G)
TO/FROM
INDICATOR
Applicable Mode(s)
Remarks
PLAN
Indicates map background is

oriented and referenced to true
north.
VOR CTR
Located near airplane symbol.

Displays VOR TO/ FROM
indication.
Displays VOR TO/FROM
indication.
Displays map data as selected
on the respective EFIS control
panel using the respective P/B.
(W)
TO
FROM
WXR
STA
WPT
ARPT
TFC
TA ONLY
VOR L, R
ADF L, R
TO/FROM
DISPLAY
MAP OPTIONS
SELECTION
(W)
(B)
VOR or
ADF REFERENCE
(G)
(B)
MAP, MAP CTR

VOR, VOR CTR
APP, APP CTR
116.80
VOR FREQUENCY or
IDENTIFIER DISPLAY
(G)
MAP, MAP CTR

VOR, VOR CTR
APP, APP CTR
DME 24.6
DME DISTANCE
DISPLAY
CDU
L, C, R
MAP SOURCE
ANNUNCIATION
MAP, MAP CTR

VOR, VOR CTR
APP, APP CTR
MAP, MAP CTR
or
SEA
VOR, VOR CTR
(G)
MAP, MAP CTR
(G)
1.13.2
Page 26
IRS (3)
IRS (L)
IRS (C)
IRS (R)
IRS/FMC UPDATE
STATUS
MAP, MAP CTR
DD
VD
LOC
LOC-DD
LOC-VD
FMC- RADIO UPDATE

STATUS
(G)
(G)
MAP, MAP CTR
Located at lower left or right

corner. Represents positions of
VOR/ADF switches on the EFIS
control panel.
Frequency displayed before
identifier is decoded. Decoded
identifier replaces the
frequency. Small font indicates
only DME information is being
received.
Indicates DME distance to the
referenced navaid.
Displays ND source if CDU is
selected on respective NAV
source select switch.
Displays IRS/FMC update
status based on the IRSs
validity.
Transition from IRS (3) to any
other annunciation highlighted
by a green box for 10 seconds.
Displays FMC radio update
mode.
DD
= DME-DME
VD
= VOR-DME
LOC
= Localizer
LOC-DD = Localizer and
DME-DME
LOC-VD = Localizer and
VOR-DME
22 FEB 2001
Issue 6
747-400
1.13
1.13.2
3.11 ND - VOR/ADF SWITCHES

BARO
IN
HPA
MTRS
DH
MDA
RST
STD
VOR
MAP
40
PLN
APP
80
160
20
VOR L
CTR
OFF
10
320
TFC
OFF
ADF R
ADF L
WXR
VOR R
640
STA
WPT
ARPT
DATA
POS
ADF L
VOR R
(BLUE)
(GREEN)
GS 355 TAS 350

010 /40
HDG
GRH
0838.4z
13.5 NM
140 MAG
DKK
WXR
+5
ADF L
395
VOR R
DD
DKK
IRS(3)
DME
22.3
MAP CTR
GS 355 TAS 350

010 /40
HDG
140 MAG
GRH
0838.4 Z
13.5 NM
MAP
22 FEB 2001
Issue 5
1.13.2
Page 27
747-400
1.13
1.13.2
3.12 ND - APPROACH MODE

BARO
IN
HPA
MTRS
DH
MDA
RST
STD
VOR
MAP
APP
40
PLN
80
20
VOR L
CTR
OFF
10
160
320
TFC
OFF
ADF R
ADF L
WXR
VOR R
640
STA
WPT
ARPT
DATA
POS
Current Heading
and Reference
322 TAS 315
350 /15
GS
HDG
090 MAG
ILS L 110.0
CRS 055
DME 13.5
Heading Pointer
Compass Rose
Selected Heading
Track Indicator
(WX radar not selected)
Course Pointer
(selected runway heading)
Glide Slope Pointer

and Deviation Scale
Localizer Deviation
Indicator and Scale
APP
Airplane Symbol
True Airspeed
Groundspeed
322 TAS 315

350 /15
GS
HDG
090 MAG
ILS L 110.0
CRS 055
DME 13.5
ILS Frequency
Selected localizer course
ILS/DME Distance
Approach Receiver
Reference (source)
Wind Bearing/Speed
and Direction
Track Indicator
Airplane Symbol
APP CTR
1.13.2
Page 28
22 FEB 2001
Issue 4
747-400
1.13
1.13.2
3.13 ND - VOR MODE

BARO
MTRS
DH
MDA
IN
RST
STD
VOR
MAP
APP
40
PLN
80
160
20
VOR L
CTR
OFF
10
320
TFC
VOR R
640
OFF
ADF R
ADF L
WXR
HPA
STA
WPT
ARPT
DATA
POS
Current Heading
and Reference
322 TAS 315
350 /15
GS
HDG
090 MAG
VOR L 116.80
CRS
055
DME 13.5
Heading Pointer
Selected Heading
Compass Rose
Track Indicator
(WX radar not selected)
Course Pointer (selected

course to NAVAID)
Course Deviation
Indicator and Scale
FROM
To/From Indicator
VOR
Airplane Symbol
True Airspeed
Groundspeed
322 TAS 315

350 /15
GS
HDG
090 MAG
VOR L 116.80
CRS 055
DME 13.5
VOR Freguency
Selected Course
Distance to NAVAID
VOR Receiver
Reference (source)
Wind Bearing/Speed
and Direction.
or
Time remaining (in minutes) as long as IRSs
are in align mode when
on ground.
Track Indicator
Airplane Symbol
FROM
To/From Indicators
VOR CTR
22 FEB 2001
Issue 5
1.13.2
Page 29
747-400
1.13
1.13.2
3.14 ND - MAP MODE

BARO
IN
HPA
MTRS
DH
MDA
RST
STD
VOR
MAP
APP
40
PLN
80
20
VOR L
CTR
OFF
10
160
320
OFF
ADF R
ADF L
WXR
VOR R
640
TFC
STA
WPT
ARPT
DATA
POS
GS 338 TAS 350

110 /40
HDG
GRH
0838.4 Z
13.5 NM
140 MAG
Current Heading
and Reference
Compass Rose
Present Track Line

and Range Scale
E/D
Selected Heading
Active Route
20
FRED
Active Waypoint
GRH
Weather Radar Status

For details, ref AOM 1.15.8
Vertical Pointer
and Deviation
Scale
WXR
+5
VOR L
ELN
DME 18.5
DD
IRS(3)
VOR R
DKK
DME 22.3
Trend Vector
Airplane Symbol
MAP
FMC Radio Update Status
IRS/FMC Update
Status
True Airspeed
338 TAS 350
110 / 40
GRH
0838.4 Z
13.5 NM
GS
Groundspeed
HDG
140 MAG
Active Waypoint Identifier

ETO
Distance to go
Left VOR/ADF Pointer
10
GRH
Right VOR/ADF Pointer
DKK
ELN
10
WXR
+5
RH NAV Radio
LH NAV Radio
VOR L
ELN
DME 18.5
DD
IRS(3)
VOR R
DKK
DME 22.3
MAP CTR
1.13.2
Page 30
22 FEB 2001
Issue 5
747-400
1.13
1.13.2
3.15 ND - PLAN MODE
BARO
IN
HPA
MTRS
DH
MDA
RST
STD
VOR
MAP
APP
40
PLN
80
20
VOR L
CTR
OFF
160
320
TFC
10
OFF
ADF R
ADF L
WXR
VOR R
640
STA
WPT
ARPT
GS
DATA
POS
HDG
140 MAG
Top portion same as MAP display
BERKS
SAU
OSTER
19L
BRIJJ
Flight Plan
True north up depiction of the route.

Flight Plan
Waypoint
HADLY
TAILS
PLN
Runway
Holding pattern
North Up Identifier
NOTE: PLAN mode has no CTR option.
1 APR 1994
Issue 3
1.13.2
Page 31
747-400
1.13
1.13.2
3.16 ND - MAP P/Bs
MAP P/Bs (momentary action)

Selects information to be displayed on respective
ND.
P/Bs may be selected simultaneously.
A second push removes the information.
The message EXCESS DATA will be displayed
on the ND when the amount of selected data is
in excess of display capacity.
POS
A
BARO
IN
HPA
MTRS
DH
MDA
RST
STD
VOR
MAP
40
PLN
APP
80
20
VOR L
CTR
OFF
10
160
320
TFC
DATA
VOR R
640
ADF L
WXR
OFF
ADF R
STA
WPT
ARPT
Displays IRS positions and raw data radials

extended from the airplane toward the VOR
stations displayed on the MCDU NAV RAD page.
If co-located DME data received, tick mark
displayed at DME distance.
Radial extends to edge of display if no valid DME
data received.
Displayed in MAP and MAP CTR ND modes.
DATA
POS
Displays estimated time over waypoint and

constraint altitude at each waypoint.
ARPT
Displays airports in nav data base.
All airports with runways longer than 2000 m are
shown.
Runway bearing strength not taken into account.
WPT
Displays waypoints in data base if ND Range
Selector in 10, 20, or 40 NM range.
STA
Displays low altitude NAVAIDs if ND Range
Selector is in 10, 20, or 40 NM range.
Displays high altitude NAVAIDs if ND Range
Selector is in 80, 160, 320, or 640 NM range.
WXR
Powers radar transceiver selected on Weather
Radar Control Panel.
With WXR FAIL displayed on ND, cancels WXR
FAIL message.
Reflection up till 320 NM when range selector is
at 640 NM.
1.13.2
Page 32
1 APR 1994
Issue 3
747-400
MDA
RST
1.13.2
STD
VOR
MAP
PLN
APP
VOR L
40
80
160
20
CTR
OFF
10
320
VOR R
640
TFC
ADF L
WXR
BARO
IN
HPA
MTRS
DH
1.13
OFF
ADF R
STA
WPT
ARPT
DATA
POS
A B C D E F
A
GS 352 TAS
338
HDG
140 MAG
GRH
0835.4 Z
32.5 NM
336 /15
RANGE DISAGREE DISPLAY

When a range disagree is detected between
selected and displayed range the message
RANGE DISAGREE will be displayed and
the MAP information will be removed.
40
WEATHER RETURN
FREQ
WX RADAR FAILURE DISPLAY

Applicable weather radar failure messages
which can be displayed are:
WXR WEAK
WXR ATT
WXR FAIL
RSTR INOP
For details, refer to AOM 1.15.8.
GRH
WXR
+5
VD
IRS(3)
WX MODES DISPLAY
The following weather radar mode
annunciations can be displayed depending on
mode selection (ref AOM 1.15.8).
WXR
WXR + T
MAP
WXR
GS 352
TAS 338
HDG
336 /15
140 MAG
GRH
0835.4 Z
32.5 NM
SBJ
FREQ
40
GRH
VORTAC
YKM
Selected Option
STA
ELN
VD
IRS(3)
STA
22 FEB 2001
Issue 5
1.13.2
Page 33
747-400
1.13
1.13.2
C
GS 352 TAS
338
HDG
140 MAG
GRH
0835.4 Z
32.5 NM
336 /15
ANVIL
MATTH
FREQ
20
Waypoints not on
the Selected Route
BISSL
SEA24
Selected Option
GRH
WPT
VD
IRS(3)
WPT
D
GS 352 TAS
338
HDG
140 MAG
GRH
0835.4 Z
32.5 NM
336 /15
KKWK
KDKK
FREQ
40
KMAT
Airport(s)
within the
Map Area
Selected Option
GRH
KYKM
ARPT
VD
IRS(3)
APRT
1.13.2
Page 34
22 FEB 2001
Issue 4
747-400
1.13
1.13.2
E
GS 352 TAS 338
HDG
140 MAG
GRH
0835.4 Z
32.5 NM
336 /15
40
FREQ
18870
0839Z
Altitude and
ETO at Route
Waypoints based on
predicted wind
GRH
24000
0835Z
DATA Selected.
No option
displayed
VD
IRS(3)
DATA
F
GS 352 TAS 338
HDG
140 MAG
GRH
0835.4 Z
32.5 NM
336 /15
FREQ
40
Raw Data
Radial
GRH
POS Selected.
No Option displayed
IRU POS
Indication
YKM
ELN
VOR/DME Raw Data

Position Indication
*
* *
VD
IRS(3)
POS
22 FEB 2001
Issue 5
1.13.2
Page 35
747-400
1.13
1.13.2
3.17 EFIS CONTROL PANEL - OPTION AVAILABILITY MATRIX

RANGE (NM
10
20
40
80
160
320
640
WXR
X **
STA *
WPT
ARPT
DATA
POS
X
X
X
X
X
X
X
X
X
X
X
X
-X
X
X
-X
X
X
-X
X
X
-X
X
X
MAP
SWITCHES
X = available
-- = not available
* = 10 - 20 - 40 nm Low level NAVAIDS

80 640 nm High level NAVAIDS
** = till 320 nm
1.13.2
Page 36
22 FEB 2001
Issue 4
747-400
1.13
1.13.2
3.18 ALTERNATE EFIS CONTROL

Earlier MCDU models
In the event of an electrical malfunction of the EFIS control panel, control of EFIS options can be
obtained via the MCDU by pushing the EFIS CP line select key (1R) on the MENU page.
TCAS symbol presentation cannot be controlled but will be displayed automatically if selected OFF prior
to the control panel failure.
A
BARO SET
Sets barometric setting.
Entry of S or STD displays 29.92 IN or
1013 HPA on the BARO SET line and
displays STD on the PFD.
DH SET
Sets the DH.
DH RESET
A
E F I S
B A R O
D H
M O D E
< S E L >
2 9 . 9 2 I N
MA P >
MODE
P L N>
Operation same as ND Mode Selector.

See EFIS CONTROL PANEL (ND).
S E T
3 5 0 F T
< DH
Resets DH alert.
CONT ROL
S E T
RE S E T
M D A
A P P >
S E T
1 0 0 0 F T
< RA NGE
V OR>
I NCR
1 6 0 N M
< RA NGE
DE CR
< S E L >
CT R>
-- -- -- -- -- -- -- -- -- -- -OP T I ONS >
MDA SET
Sets the MDA.
OPTIONS
Selects EFIS OPTIONS page below.
RANGE INCREASE
Subsequent pressing increases ND displayed
range.
RANGE DECREASE
Subsequent pressing decreases ND
displayed range.
EFIS OPTIONS PAGE

E F I S
< WX R
< S E L >
OP T I ONS
< S E L >
< P OS
< MT R S
WP T >
S T A >
< S E L >
< S E L >
A RP T >
Controls PFD and ND options if EFIS

control panel fails.
See EFIS CONTROL PANEL (PFD) and
EFIS CONTROL PANEL (ND) for detailed
description of individual options.
DA T A >
< S E L >
A DF >
< V OR
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -CONT ROL >
CONTROL
Returns to EFIS CONTROL page above.
NOTE: WXR option functions only when WXR is initially selected ON on the operable EFIS Control
Panel.
1 FEB 2002
Issue 6
1.13.2
Page 37
747-400
1.13
1.13.2
Later MCDU models

In the event of an electrical malfunction of the EFIS control panel, control of EFIS options can be
obtained via the MCDU by pushing the EFIS CP line select key (1R) on the MENU page. In case of a
mechanical failure of one or more options, control can be transferred to the MCDU by pushing the CTL
PNL line select key (3R) on the MENU page.
BARO SET
Sets barometric setting.

Entry of I or H changes the displayed value
to inches Hg or hPa respectively.
Entry of S or STD displays 29.92 IN or
1013 HPA on the BARO SET line and
displays STD on the PFD.
RAD/BARO SEL
PUSH:
Alternately selects radio altimeter (RAD) or
barometric altimeter (BARO) as the
minimums reference on the PFD. Selected
mode displays in large font.
MINS SET
A
E F I S
B A R O
CONT ROL
S E T
M O D E
< S E L >
2 9 . 9 2 I N
MA P >
RAD/BARO SEL
<RAD BARO
P L N>
MINS SE T
3 5 0 FT
A P P >
< MINS RESET
V OR>
< RA NGE
I NCR
1 6 0 N M
< RA NGE
DE CR
Entered minimums display on respective

PFD.
BARO selected in 2L, valid entries are
-1001 to 15000 feet.
RAD selected in 2L, valid entries are -20 to
999 feet.
< S E L >
CT R>
-- -- -- -- -- -- -- -- -- -- -OP T I ONS >
MODE
Operation same as ND Mode Selector.
See EFIS CONTROL PANEL (ND).
MINS RESET
PUSH:
Resets the minimums alert on the PFD.
OPTIONS
Selects EFIS OPTIONS page below.
RANGE DECREASE
Subsequent pressing decreases ND
displayed range.
RANGE INCREASE
Subsequent pressing increases ND displayed
range.
EFIS OPTIONS PAGE
E F I S
< WX R
< S E L >
OP T I ONS
< S E L >
< P OS
< MT R S
WP T >
S T A >
< S E L >
< S E L >
A RP T >
DA T A >
SEL ADF/VOR
< T F C
< T ERR
Controls PFD and ND options if EFIS

control panel fails.
See EFIS CONTROL PANEL (PFD) and
EFIS CONTROL PANEL (ND) for detailed
description of individual options.
O F F
ADF VOR>
-- -- -- -- -- -- -- -- -- -- -- -CONT ROL >
SEL ADF/VOR
PUSH:
Sequentially selects ADF, VOR or OFF for
the pointer display on the ND.
CONTROL
Returns to EFIS CONTROL page above.
1.13.2
Page 38
22 FEB 2001
Issue 4
747-400
1.13
1.13.2
3.19 CRT DISPLAY SWITCHING

The Cathode Ray Tube source switching is either automatic or manual, all depending on the nature of the
fault. Manual switching is done by the inboard and lower CRT selectors on either pilots instrument panel.
If both lower CRT selectors are out of NORM position, the Captains selection will have priority over the
lower CRT except for primary EICAS display. Captains selections also available when on standby power.
Normal
INBD CRT
NORM
EICAS
LWR CRT
NORM
PFD
EICAS
PRI
INBD CRT
NORM
LWR CRT
NORM
ND
EICAS
PRI
ND
EICAS
PFD
PRIMARY
PFD
ND
EICAS
ND
PFD
DISPLAY
SECONDARY
EICAS
DISPLAY
LH Inbd CRT Failure

INBD CRT
NORM
EICAS
LWR CRT
NORM
PFD
EICAS
PRI
LWR CRT
NORM
ND
ND
INBD CRT
NORM
EICAS
PRI
PFD
EICAS
PRIMARY
EICAS
PFD
ND
PFD
DISPLAY
ND
LH Outbd CRT Failure

Automatic switching of PFD to inbd CRT
INBD CRT
NORM
EICAS
LWR CRT
NORM
PFD
EICAS
PRI
LWR CRT
NORM
ND
ND
INBD CRT
NORM
EICAS
PRI
PFD
EICAS
PRIMARY
PFD
EICAS
ND
PFD
DISPLAY
SECONDARY
EICAS
DISPLAY
22 FEB 2001
Issue 5
1.13.2
Page 39
747-400
1.13
1.13.2
Lower CRT Failure

LWR CRT
NORM
INBD CRT
NORM
EICAS
PFD
EICAS
PRI
SECONDARY
PFD
INBD CRT
NORM
LWR CRT
NORM
ND
EICAS
PRI
ND
EICAS
PFD
PRIMARY
EICAS
EICAS
DISPLAY
DISPLAY
ND
PFD
Upper CRT Failure

Automatic switching of Primary EICAS Display to lower CRT
INBD CRT
NORM
EICAS
LWR CRT
NORM
PFD
EICAS
PRI
LWR CRT
NORM
ND
ND
INBD CRT
NORM
EICAS
PRI
PFD
EICAS
SECONDARY
EICAS
PFD
ND
PFD
DISPLAY
PRIMARY
EICAS
DISPLAY
Upper and Lower CRT Failure

INBD CRT
NORM
EICAS
LWR CRT
NORM
PFD
EICAS
PRI
PRIMARY
PFD
1.13.2
Page 40
INBD CRT
NORM
LWR CRT
NORM
ND
ND
EICAS
PRI
PFD
EICAS
SECONDARY
EICAS
EICAS
DISPLAY
DISPLAY
PFD
22 FEB 2001
Issue 4
747-400
1.13
1.13.2
3.20 CRT DISPLAY OPTION TABLE

All options of display are contained in the table below.
Example for use:
PFD display:
Normal on LH/RH outboard CRT.
Option for display on LH/RH inboard CRT either automatically or manual.
Impossible to be displayed on UPR/LWR CRT.
CRT
LH OUTBD
LH INBD
PFD
NORMAL
AUTO
MAN
ND
--
PRIMARY EICAS
SECONDARY EICAS
DISPLAY
UPPER
LOWER
RH INBD
--
--
AUTO
MAN
NORMAL
--
MAN
3) NORMAL
--
--
MAN
NORMAL
AUTO
MAN
2) MAN
2)
--
--
MAN
--
NORMAL
1)
1)
RH OUTBD
1) NORMAL
1)
-MAN
For explanation of 1), 2) and 3), see Failure Related Switching below.
FAILURE RELATED SWITCHING
AUTO
MANUAL
1)
LH/RH OUTBD FAILURE
LH/RH INBD CRT SELECTOR TO PFD
2)
UPPER FAILURE
LOWER CRT SELECTOR TO POSITION EICAS PRI (CAPTAIN PRIORITY)
3)
Not applicable
LH/RH LWR CRT SELECTOR TO POSITION ND
EICAS on INBD CRT Selector has priority over LWR CRT Selector.
LH EFIS control has priority over RH EFIS control when selecting both LWR CRT Selectors to ND.
oOo
22 FEB 2001
Issue 1
1.13.2
Page 41
747-400
1.13
1.13.2
1.13.2
Page 42
22 FEB 2001
Issue 1
747-400
3.4
1.13
1.13.2
PFD - GENERAL AND FAILURE FLAGS
Approach Reference
Approach Course displayed next to the
receiver identifier.
Bank and Slip Indicator
Bank Indicator fills amber when bank
angle 35. When bank angle 33,
amber color and fill are removed.
Slip Indicator fills amber when maximum
deflection is reached for one second and
bank angle 35. When bank angle 33
fill color is white.
When slip is reduced, fill is removed.
NO V SPD Flag
NO V SPD displayed vertically.
Flight Mode Annunciation

Background color gray.
Selected Metric Altitude
Metric M displayed in cyan.
914M
3000
IBFI/128
DME 13.5
800
Marker Beacon Annunciation

Circle around Marker Beacon annunciation
displayed in white, yellow or cyan.
Background color black.
MM
NO
V
S
P
D
Bank Scale
600
152M
Scale marks at 0, 10, 20, 30, 45 and

50.
20
0 500
80
400
Current Metric Altitude

Metric M displayed in cyan.
200
ILS Localizer and Glideslope Indication

MAG
128H
ILS Localizer and Glideslope scales and

pointers displayed outside attitude display.
Selected Heading
PFD TYPICAL EXAMPLE
Selected Heading indicated by V-notched

symbol.
Heading Reference
Heading Reference indicated by suffix H.
22 FEB 2001
Issue 1
1.13.2
Page F1
747-400
FREIGHTER
1.13
1.13.2
3.16 ND -- PLAN MODE

MINS
RADIO
BARO
FPV
BARO
IN
HPA
MTRS
RST
STD
VOR MAP
80
20
CTR
OFF
10
ADF L
WXR
40
PLN
APP
VOR L
TFC
160
320
ARPT
WPT
OFF
ADF R
5
STA
VOR R
640
DATA
TERR
POS
North Up Identifier
N
320
GS 352 TAS 338

336 /15
SAU
0835.4
150.5 NM
160
BERKS
SAU
OSTER
19L
160
BRIJJ
HADLY
320
S
PLN
NOTE: Airplane symbol represents current position and heading.
1.13.2
Page F2
15 MAR 2003
Issue 2
747-400
1.13
1.13.2
3.10 ND - SYMBOLOGY
The following symbols can be displayed on each ND when a Predictive Windshear (PWS) alert occurs:
RED and BLACK (R/B): Indicates Warning (PWS).
AMBER
(A): Indicates cautionary information (PWS).
MAP DISPLAY
Symbol
WINDSHEAR
15 MAR 2003
Issue 1
Name
Color
Applicable Mode(s)
Remarks
PREDICTIVE
WINDSHEAR RADIALS
(A)
PREDICTIVE
WINDSHEAR
(R/B)
MAP, MAP CTR,

VOR, APP
Will be displayed when a PWS

alert is occuring
Location and approximate
geometric size (width and
depth) will be displayed in
alternating red and black arcs.
PWS radials extend upwards
from the PWS symbol to help
locate the windshear area.
WINDSHEAR
WARNING:
CAUTION
WARNING
MAP, MAP CTR

VOR, APP
Will be displayed when a PWS

Alert is occuring.
(A)
(B)
1.13.2
Page F3
747-400
FREIGHTER
1.13
1.13.2
1.13.2
Page F4
15 MAR 2003
Issue 1

1.
747-400
1.13.
1.13.3
Secondary Instruments
GENERAL DESCRIPTION
Electronic Clock
A clock is located on each pilots panel. The clock provides UTC, date, elapsed time and a chronograph.
If power is removed, the display blanks but the time and data remain powered.
UTC is provided to the FMC, ACARS, ACMS and the flight recorder by the Captains clock.
The chronograph switch located on the glareshield controls the respective clock chronograph.
If the captains clock fails, time is derived from the F/O clock.
1 AUG 1997
Issue 3
1.13.3
Page 1
747-400
2.
2.1
ELECTRONIC CLOCK
1.13.
1.13.3
Secondary Instruments
A
B
CLOCK
GLARESHIELD
DATE SWITCH
PUSH:
Displays alternately day and month, then year
on GMT display.
Subsequent selection will display UTC on the
GMT display.
CHRONOGRAPH (CLOCK) P/B

PUSH:
Subsequent pushing starts, stops, resets the
chronograph.
GMT DISPLAY
Displays UTC.
Displays day and month, then year, alternately, if
DATE switch depressed.
A
DATE
CHR
60
CHRONOGRAPH SECOND HAND

Indicates chronograph seconds.
10
50
GMT
ET/CHR DISPLAY
ET/CHR
40
Displays Elapsed Time or Chronograph minutes.

Chronograph display overrides ET display.
ET continues to run and will display after
Chronograph is reset.
20
RUN
RUN
30
RESET
GMT/DATE SET SWITCH
PILOTS PANELS
Sets UTC and Date for clock reference.

HSD (Hours Slew, Day):
Advances UTC hours or days as selected by Date
switch.
ELAPSED TIME SWITCH
MSM (Min Slew, Month):

Advances UTC minutes or month as selected by
Date switch.
Controls the elapsed time function.

RESET:
Returns ET display to zero (spring loaded to HLD).
HLD (HOLD):
Stops ET display at indicated ET.
HLDY (Hold, Year):

Stops UTC indicator time and sets seconds to
zero, or advances year as selected by Date
switch.
RUN:
Starts ET display counting.
RUN:
Starts UTC indicator counting.
oOo
1.13.3
Page 2
1 APR 1994
Issue 2

1.
747-400
1.13.
1.13.4
Standby Instruments
GENERAL DESCRIPTION
Standby Horizon
The self-contained standby horizon is installed on the center instrument panel. The standby horizon is
powered by the main battery bus.
Standby Airspeed Indicator
The standby airspeed indicator is installed on the center instrument panel. It receives pitot pressure from
auxiliary pitot source 1 and static pressure from the alternate static source.
Standby Altimeter
The standby altimeter is installed on the center instrument panel. It receives static pressure from the
alternate static source.
Standby Compass
The standby compass is installed on the centerpost above the glareshield. A deviation correction card is
attached.
1 APR 1994
Issue 2
1.13.4
Page 1
747-400
2.
2.1
STANDBY HORIZON
1.13.
1.13.4
Standby Instruments
BANK ANGLE SCALE

Provides indication of aircraft bank angle.
Scale marks at 0, 10, 20, 30, 45 degrees
BANK ANGLE INDICATOR / SKYPOINTER

Indicates aircraft bank angle.
OFF FLAG (red)
Appears when:
Instrument fails.
Power supply fails.
PITCH SCALE
Provides indication of aircraft pitch attitude.
Freedom in pitch is 90 degrees.
Pitch scale is in 5 increment.
CENTER PANEL
CAGING CONTROL
AIRPLANE SYMBOL
PULL:
Provides for fast erection (caging) of the gyro.
Levels horizon with airplane symbol.
Indicates aircrafts position.
1.13.4
Page 2
22 FEB 2001
Issue 4
747-400

2.2
1.13.
1.13.4
Standby Instruments
STANDBY AIRSPEED INDICATOR
B
A
0
60
80
400
AIRSPEED POINTER
100
350
IAS
120
Indicates uncorrected airspeed.
300
140
KNOTS
250
240
160
220
180
200
CENTER PANEL
2.3
STANDBY ALTIMETER
ALTITUDE INDICATOR
Displays uncorrected altitude.
0
1
ALTITUDE POINTER
2
Indicates uncorrected altitude.

One full rotation is 1000 feet.
ALT
7
MB/HPA
IN. HG
1013
29 92
BAROMETRIC SETTING INDICATOR
5
BARO
Indicates barometric setting.

CENTER PANEL
BAROMETRIC SETTING CONTROL

ROTATE:
Selects barometric setting.
1 APR 1994
Issue 2
1.13.4
Page 3
747-400

2.4
1.13.
1.13.4
Standby Instruments
STANDBY COMPASS
A
15
12
STANDBY MAGNETIC COMPASS
Displays magnetic heading.
CENTERPOST ABOVE GLARESHIELD
oOo
1.13.4
Page 4
1 APR 1994
Issue 2
747-400

1.
1.13.
1.13.4
Standby Instruments
GENERAL DESCRIPTION
The self contained Integrated Standby Flight Display is installed on the center instrument panel. The
ISDFD is powered by the main battery bus. Airspeed information is derived from auxiliary pitot source 1
and the alternate static source. Altimeter information is derived from the alternate static source. ILS
information is derived from the left ILS receiver.
2.
2.1
INTEGRATED STANDBY FLIGHT DISPLAY (ISFD)
28 JUN 2004
Issue 2
1.13.4
Page F1
747-400

2.2
1.13.
1.13.4
Standby Instruments
integrated standby flight display
APPROACH MODE P/B
BAROMETRIC SETTING UNITS P/B
Push to select approach mode.
Push to change the units of the barometric pressure setting.
APPROACH MODE DISPLAY
BAROMETRIC SETTING
BLANK:
No approach deviation data
displayed.
AMBIENT LIGHT SENSOR

Automatically adjust display intensity for
ambient lighting condition.
APP:
ILS localizer and glideslope
deviation data displayed.
GLIDESLOPE POINTER AND DEVIATION

SCALE
BCRS:
Reverses sensing for localizer
pointer during back course
approaches.
POINTER:
Indicates glideslope position.
Is in view when APP mode selected
and the glideslope signal is received.
Is not displayed when BCRS mode is
selected.
ATTITUDE DISPLAY
Displays aircraft attitude. Red
chevrons show during unusual
attitutes. Chevrons point toward
the horizon line.
SCALE:
Indicates deviation.
Is in view when APP mode is
selected.
Is not displayed when BCRS mode is
selected.
DISPLAY
BRIGHTNESS P/B
+:
Used to increase
display intensity.
APP
-- :
Used to decrease
display intensity.
29.92 IN
240
220
Scales ranges from 30

knots to 520 knots in
ten knot increments.
Current airspeed is
boxed and indicates
airspeed in one knot
increments.
ATTITUDE RESET P/B

Aligns horizon line with
aircraft attitude.
Push at least two
seconds to initiate.
Reset takes
approximately 10
seconds.
1.13.4
Page F2
180
Current altitude is boxed and indicates

altitude in increments of thousands,
hundreds and twenty feet.
13000
40
12 7 20
12600
10
160
14
13
AT T
13200
10
1
20 0
AIRSPEED
INDICATIONS
ALTITUDE INDICATIONS
HP/IN
APP
RST
15
16
17
BARO
CENTER INSTR UMENT PANEL
LOCALIZER POINTER AND DEVIATION

SCALE
POINTER:
Indicates localizer position relative to
aircraft.
Is in view when APP mode selected
and the localizer signal is received.
Is displayed when BCRS mode is
selected.
SCALE:
Indicates deviation.
Is in view when APP mode is
selected.
Is displayed when BCRS mode is
selected.
BAROMETRIC SELECTION KNOB

Rotate to change barometric setting.
Push center of knob to select standard
barometric setting. STD is displayed in the
upper right corner of the display.
28 JUN 2004
Issue 2

1.
747-400
1.13
1.13.5
Recorders
GENERAL DESCRIPTION
Two recorder systems are installed:
Cockpit Voice Recorder (CVR)
Digital Flight Data Recorder (DFDR).
CVR
The CVR is a sealed, fire and impact resistant unit located just aft of cabin door 15. The CVR records:
Cockpit conversation
All communications via the audio selector panel
Aural warnings
P/A.
Recording is either on a continuous loop magnetic tape for 30 minutes, or on a digital solid state recorder
for 2 hours. Solid state recorders comply with JAR requirements for new delivered airplanes from 1999
onwards.
The control panel, which has test and erase buttons, is located on the aft overhead panel.
The cockpit area microphone is on the forward overhead panel.
The complete recording can be erased/deleted on the ground with parking brake set.
Control of the recorder is via a two position switch on the overhead panel.
ON:
Solenoid held until first engine start, then springloaded to auto.
AUTO: Recorder runs from first engine start until 5 minutes after last engine shutdown.
In order to save evidence for incident investigation a safe guarded ON/OFF switch is located on the
cockpit overhead panel.
DFDR
The DFDR is a sealed, fire and impact resistant unit located just aft of cabin door 15.
Mandatory data of the last 25 hours of flight history is continuously recorded for post flight accident
analysis.
The flight recorder runs automatically from first engine start until last engine shutdown and records data
from the Aircraft Condition Monitoring System (ACMS).
22 FEB 2001
Issue 5
1.13.5
Page 1

2.
747-400
1.13
1.13.5
Recorders
Monitor Indicator
Used for test purpose only. Pointer moves twice into the
green arc. Indicates that all channels are recording properly.
Magnetic Tape CVR Control Panel
TEST Button (momentary action)

If pressed and held will activate selftest of the CVR. The
pointer moves into the green arc indicating that recording is
correct.
ERASE Button (momentary action)

TEST
With the airplane on the ground and parking brake set, all
recordings are erased when this button is pressed for 3
seconds.
ERASE
HEADSET Jack
HEADSET
600 OHMS
COCKPIT VOICE RECORDER
Possibility to connect headset to monitor playback of

voice audio.
TEST Button (green, momentary action)

PUSH:
After a slight delay and no fault are detected, a tone
may be heard through a headset plugged into
HEADSET jack.
Solid State CVR Control Panel
TEST Light (green)

ILLUMINATED (green):
When the TEST switch is depressed for 5 seconds or
more with voice recorder ON.
ERASE Button (red, momentary action)
COCKPIT VOICE
RECORDER
With the airplane on the ground and parking brake set, all
recordings are erased when this button is pressed for 3
seconds.
HOLD
5 SEC
TEST
HEADSET
ERASE
HEADSET Jack
Possibility to connect headset to monitor tone
transmission during test, or to monitor playback of
voice audio.
1.13.5
Page 2
22 FEB 2001
Issue 5
747-400
1.13
1.13.5
Recorders
VOICE REC Switch (guarded)

VOICE
REC
ON
OFF
ON:
Voice recorder is operating under control of the VOICE
RECORDER switch.
OFF:
Voice recorder is off.
C
VOICE RECORDER
ON
AUTO
VOICE RECORDER
ON:
Solenoid held until first engine start, then springloaded to
AUTO.
AUTO:
Recorder operates from first engine start until 5 minutes
after last engine shutdown.
D
Voice Recorder Microphone
Area microphone for the magnetic tape voice recorder.
Voice Recorder Microphone

Area microphone for the solid state voice recorder.
oOo
22 FEB 2001
Issue 2
1.13.5
Page 3
747-400
1.13
1.13.5
Recorders
1.13.5
Page 4
1 SEP 1999
Issue 1
747-400

1.
1.13
1.13.6
Weight and Balance System
GENERAL DESCRIPTION
The Weight and Balance System (WBS) determines the aircrafts gross weight and center of gravity,
using signals of 18 gear mounted load sensors.
The systems information is displayed on the MCDU.
Gross weight is indicated on the performance initialization page - PERF INIT - while the center of gravity
is indicated on the takeoff reference page - TAKE-OFF REF -.
If the WBS is not available, the GR WT field will appear in box prompts and the CG field shall be
displayed with dashes.
2.

MCDU
PERF
GR
Gross Weight Line
WT
360. 3
I NI T
A DV
3 5 8 . 3
CRZ
1 / 1
A L T
F UE L
FMC calculated GW using WBS inputs is

displayed in small font with a caret.
Line selection of computed GW or pilot entry of
GW changes display to large font, with FMC/WBS
computed GW displayed adjacent in small font.
Entered automatically in large font if ZFW is
entered.
96. 8
CA L C
Z F W
264. 0
RE S E RV E S
.
COS T
I NDE X
CRZ
CG
8 . 5 %
S T E P
S I Z E
I CAO
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -T H R U S T L I M>
< I NDEX
Trim/Center of Gravity Line

T A K E OF F
F L A P / A C
3 0 0 0 F
E / O A CC
1 5 0 0 F T
RE D
T HR
20/
1 5 0 0
REF
CE L
HT
T
E L
HT
RE F
CG is displayed in small font with a caret.

Calculated by FMC using WBS inputs.
Line selection or pilot entry displays CG in large
font.
Dash prompts are displayed if required WBS
inputs are not available.
Trim field is blank until CG and GR WT are
selected or entered.
FMC computed trim is displayed in small font if
within the Stab Trim Green Band range.
Otherwise, the trim field remains blank.
V 1
1 2 9 KT>
RE F
V R
1 4 1 KT>
UC T I ON
CL B
WI ND/ S L OP E
H0 0 / U0 . 0
R WY
COND
RE F
V 2
1 4 8 KT>
T RI M
C
2 2
6 . 3
P OS
S HI F
0 0 0
R W3 1 L
%
T
DRY
M
-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -T H R U S T L I M>
< I NDEX
oOo
1 JUN 1999
Issue 4
1.13.6
Page 1
747-400
1.13
1.13.6
Weight and Balance System
1.13.6
Page 2
1 APR 1994
Issue 1

1.
747-400
1.13
1.13.7
Aircraft Condition Monitor System
GENERAL DESCRIPTION
The Aircraft Condition Monitor System (ACMS) records over thousand (1000) parameters for post flight
analyses such as engine trend, performance, autoland and system behaviour.
Also certain system limitations, once exceeding the maintenance limit, will generate exceedance reports
to facilitate maintenance in determining the cause.
Some system exceedances require maintenance actions before the next flight.
Therefore a particular set of reports will be printed in the cockpit after engine shutdown (to prevent
distraction) whenever the maintenance limit for these particular parameters have been exceeded.
These reports are:
FLAP/GEAR OVERSPEED REPORT
OVERWEIGHT LANDING REPORT
HARD LANDING REPORT
TURBULENCE REPORT
CLEAN OVERSPEED REPORT
130392 20:30:05
B747-400 FLAP/GEAR OVERSPEED REPORT
RPRTID
AAA 440 00
FLCT
0007
ACID
FLT
DEP
PH--BFX KL641 EHAM
FM
AL
GMT
200215
ISC
1225
DEST DATE
KJFK 130392
DMUSN
NNNN
SWID
AAAA
RPRTID
AAA 400 00
FLCT
0007
ACID
FLT
DEP
PH--BFX KL641 EHAM
FM
RO
GMT
201225
ISC
1825
ACTUAL VALUES AT TOUCH DOWN:
:
A FLAP POSITION
A NOSE GEAR IN TRANSIT
:
A NOSE GEAR DOWN/LOCKED :
05.0 DEG
NO
DNL
:
IVV
MAX VERT ACC :
MIN VERT ACC :
265 KTS
0.452 MACH
+ 5000 FEET
:
FLAPLI
GROSS WEIGHT :
:
:
:
PARAMETERS WHICH CAUSED THIS EXCEEDANCE

ARE MARKED WITH A >
130392 20:30:05
RPRTID
AAA 430 00
FLCT
0007
ACID
FLT
DEP
PH--BFX KL641 EHAM
FM
ER
GMT
172530
ISC
1018
DEST DATE
KJFK 130392
DMUSN
NNNN
NN.N
NNNNNN
DATE
130392
SWID
AAAA
ISC
FT/MIN
G
G
NNNN
NNNN
DEG
KG
LIMIT VALUES AT TOUCH DOWN:

IVV
B747-400 TURBULENCE REPORT
SNNNN
SN.NN
SN.NN
DEST
KJFK
DMUSN
NNNN
ACTUAL VALUES AT EXCEEDANCE:
A CAS
A MACH NUMBER
PRESSURE ALTITUDE
130392 20:30:05
B747-400 HARD LANDING REPORT
-- 900
FLAPS
MAX VERT ACC : + 2.10
MIN VERT ACC :
-- 0.50
FT/MIN
UP
G
G
:
FLAPLI
< 0.5 DEG
GROSS WEIGHT : NOT APPLICABLE
FLAPS DOWN
+ 1.60 G
-- 0.50 G
> 0.5 DEG
SWID
AAAA
MAX/MIN VERT ACC VALUE OF TOTAL FLIGHT:
MAX VERT ACC

FLAPLI
MIN VERT ACC
FLAPLI
: SN.NN
: NN.N
: SN.NN
: NN.N
G
DEG
G
DEG
GMT
ZZZZZZ
ISC
NNNN
ZZZZZZ
NNNN
LIMIT VALUES:
MAX VERT ACC :
MIN VERT ACC :
FLAPLI
:
15 MAR 1999
Issue 3
FLAPS
+ 2.5
-- 1.0
< 0.5
UP
G
G
DEG
FLAPS
+ 2.00
-- 0.00
> 0.5
DOWN
G
G
DEG
1.13.7
Page 1
747-400
1.13
1.13.7
Aircraft Condition Monitor System
B747-400 OVERWEIGHT LANDING REPORT
190592 15:45:00
B747-400 CLEAN OVERSPEED REPORT
RPRTID
AAA 420 00
RPRTID
AAA 450 00
130392 20:30:05
FLCT
0007
ACID
FLT
DEP
PH--BFX KL641 EHAM
FM
RO
GMT
201225
ISC
1825
DEST DATE
KJFK 130392
DMUSN
NNNN
SWID
AAAA
FLCT
0003
ACID
FLT
DEP
PH--BFX KL641 EHAM
FM
ER
GMT
140610
ISC
2058
DEST DATE
KJFK 190592
DMUSN
NNNN
SWID
NNNN
ACTUAL PALT AT EXCEEDANCE: SNNNNN FEET
ACTUAL VALUES AT TOUCH DOWN:
MAXIMUM VALUES OF EXCEEDANCE:

290800 KG
-- 0150 FT/MIN
+1.15 G
+0.99 G
GROSS WEIGHT :
IVV
:
MAX VERT ACC :
MIN VERT ACC
FLAPLI
:
:
: NNN.N
MAX CAS
: N.NNN
MAX MACH NUMBER
CORRES PRESSURE ALTITUDE : SNNNNN
30.0 DEG
LIMIT VALUES:
LIMIT VALUES:
GROSS WEIGHT : 285800 KG

IVV
: NOT APPLICABLE
MAX VERT ACC : NOT APPLICABLE
CAS
:
MAX NUMBER :
MIN VERT ACC

FLAPLI
: NNN
TIME IN EXCEEDANCE
NNN.N KTS
N.NNN MACH
KTS
MACH
FEET
SECS
PALT
<27500 FEET
>27500 FEET
: NOT APPLICABLE
: NOT APPLICABLE
Abbreviations:
RPRTID
FLCT
ISC
DMUSN
SWID
IVV
:
:
:
:
:
:
Report Identification
Flightcount
Input Subframe Count
Data Management Unit Serial Number
Software Identification
Inertial Vertical Velocity
FM
S CL
S ER
S DC
S AL
S RO
S GA
:
:
:
:
:
:
:
Flight Mode
Climb
Enroute
Descent
Approach/Land
Roll Out
Go Around
EVENT RECORD P/B (momentary action)

EICAS
EIU SEL
Possibility of recording up to 5 events including a special mark to

simplify identification.
AUTO
LWR
EVENT
RCD
PUSH:
ACMS will record sorted data for a period of time.
A snapshot of all CMC maintenance pages will be taken
and stored for postflight analyses.
oOo
1.13.7
Page 2
1 SEP 1999
Issue 4

1.
747-400
1.13
1.13.8
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
> ATTITUDE
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
> AIRSPEED LOW
--
Failure of the respective ADC.
--
Current airspeed is below the

minimum manoeuvring speed.
--
Captain and F/O altitude indication

differ by more than 200 ft.
--
Captain and F/O airspeed indication

differ by more than 5 kt.
--
b
b
CAUTION
> AOA RIGHT
--
CAUTION
IAS DISAGREE
Captain and F/O pitch and or roll

IRS attitude readouts differ by 3
degrees or more.
CAUTION
CAUTION
ALT DISAGREE
Condition
--
CAUTION
> ADC (LEFT)

(CENTER) (RIGHT)
Local
--
Right angle off attach sensor

failure.
ADC-C selected on the F/O
source select.
Effective on the ground only.
> BARO DISAGREE
--
--
--
Captain and F/O using different

barometric reference settings for
more than 1 minute.
> EFIS/EICAS C/P
--
--
--
Both EFIS control panels have

failed or MCDU control of EFIS
control panel is active.
> EFIS CONTROL L (R)
--
--
--
Left or right EFIS control panel has

failed or MCDU control of EFIS
control panel is active.
> EIU LEFT
--
--
--
> SOURCE SEL ADC
--
--
--
Both pilots PFD/ND on same ADC.
> SOURCE SEL EIU
--
--
--
Both pilots PFD/ND on same EIU.
> SOURCE SEL F/D
--
--
--
Both pilots on same flight director

source (FCC channel).
> SOURCE SEL IRS
--
--
--
Both pilots PFD/ND on same IRS.
> SOURCE SEL NAV
--
--
--
Both pilots PFD/ND on same FMC

or same MCDU.
Left EIU failed or off.

Effective on the ground only.
oOo
22 FEB 2001
Issue 8
1.13.8
Page 1
747-400
1.13
1.13.8
EICAS Interface
1.13.8
Page 2
15 MAR 1999
Issue 4
1.14

1.14.1
1.14.3
1.14.4
General Description
RETRACTION AND EXTENSION

1.
2.
NOSE AND BODY GEAR STEERING

1.
2.
BRAKE SYSTEM
1.
1.14.5
Contents
747-400
GENERAL
1.
1.14.2
LANDING GEAR

1.1
Normal Brake System
1.2
Alternate Brake System
1.3
Parking Brake System
1.4
Autobrakes System
1.5
Antiskid System
1.6
Brake Temperature and Tire Pressure System
2.
3.
System Overview
EICAS INTERFACE
1.
System Display
2.
Alerts
oOo
15 MAY 1996
Issue 3
1.14 CNT
Page 1
1.14
747-400
LANDING GEAR
Contents
1.14 CNT
Page 2
15 MAY 1996
Issue 1

1.
747-400
1.14.
LANDING GEAR
1.14.1
General
GENERAL DESCRIPTION
The 747-400 has four main gear and a steerable nose gear. The main gear consist of two steerable body
gear and two non-steerable wing gear. The nose and body gear steering systems are powered by
hydraulic system 1.
Each main gear has four wheels per truck while the nose gear has two wheels. The nose and main gear
wheels are interchangeable and fitted with fusible plugs which protect against tire and wheel burst in
case of overheated brakes. Each main wheel is equipped with a carbon brake unit. No brake units are
installed on the nose gear.
All gear assemblies are equipped with an oil/nitrogen shock absorber.
The nose and body gear must be centered and all main gear trucks must be tilted to allow retraction into
the wheel wells. Gear truck tilting is accomplished by hydraulic actuators which rotate the trucks to a
nose-up attitude at airplane lift-off.
Nose and body gear extension and retraction is powered by hydraulic system 1 while hydraulic system 4
provides power to retract and extend the wing gear.
Alternate gear extension is provided by free-fall capability of all gear.
The forward nose wheel doors, inboard wing gear doors and outboard body gear doors are hydraulically
operated while the remaining gear doors are mechanically operated by their respective gear.
The operating mode of various airplane systems is controlled by an air/ground sensing system.
Ground/Flight sensing is provided by:
tilt position sensors on the main gear.
a nose gear strut extension sensing system.
When a combination of main gear tilt sensors indicate that the gear are tilted (air mode) or not tilted
(ground mode), an air respectively ground signal is provided to control various system functions.
The nose gear strut extension sensing system provides a signal to control functions in the stall warning
and nose gear steering systems.
Normal and alternate brake systems are installed. The normal brake system is powered by hydraulic
system 4 while the alternate brake system is powered by systems 1 or 2.
Autobrakes are only available through the normal brake system.
Anti-skid protection is provided in both brake systems.
A brake temperature monitoring system and a tire pressure monitoring system are installed. Indications
are displayed on the EICAS gear synoptic.
15 MAY 1996
Issue 3
1.14.1
Page 1
747-400
1.14.
LANDING GEAR
1.14.1
General
HYDRAULICALLY
OPERATED DOORS
WING GEAR
HYDRAULICALLY
OPERATED DOORS
GEAR OPERATED DOORS
NOSE GEAR
BODY GEAR
GEAR OPERATED DOORS
WING GEAR
GEAR AND DOOR LOCATION
17
18
NOSE GEAR
13
14
15
16
LEFT
WING GEAR
RIGHT
WING GEAR
10
11
12
LEFT
BODY GEAR
RIGHT
BODY GEAR
WHEEL POSITION NUMBERING
oOo
1.14.1
Page 2
15 MAY 1996
Issue 1

1.
747-400
1.14.
LANDING GEAR
1.14.2
Retraction and Extension

Operation is controlled by the Landing Gear Lever located on the center main instrument panel. The lever
operates two selector valves via a mechanical linkage. One valve controls the nose and body gear, the other
valve the wing gear. The selector valves direct hydraulic pressure in accordance with UP or DOWN selection
of the Landing Gear Lever.
On the ground, the landing gear lever is prevented from being moved to UP by an automatic lever lock. The
lever lock is controlled by main gear tilt sensors and body gear steering sensors. When any main gear is not
tilted or either body gear is not centered, the lever lock is engaged and the landing gear lever cannot be
moved beyond the OFF position.
In flight, with the main gear tilted, and both body gear centered, the lever lock is automatically released. If the
lever lock fails to release, it can manually be overridden by pushing the LOCK OVRD button.
The landing gear operation is sequenced in such a way that a landing gear door must be fully open before its
gear retracts or extends. A door closes only when its gear is fully retracted or extended.
The nose and main gear are hydraulically locked down. The down locks are released hydraulically when the
landing gear lever is selected UP. After retraction, the gear are held in the up position by uplocks.
The gear doors are kept in the closed position by hydraulic pressure.
If hydraulic pressure is lost, the gear and doors are held in the up position by mechanical latches.
When selecting the landing gear lever in the DOWN position, the gear and gear doors are hydraulically
unlocked.
With the landing gear lever in the OFF position the landing gear retraction/extension system is
depressurized. The main gear truck tilting system remains pressurized.
Alternate gear extension is activated by pushing the respective ALTN GEAR EXTEND P/Bs. The gear
uplocks and gear door latches are released by individual electric motors, allowing the gear to free fall.
Gravity and air loads extend the gear and springs pull the downlocks into the locked position.
The associated hydraulically actuated gear doors remain open after alternate extension.
Two independent sensor systems are used for gear and door position indication on EICAS.
If any gear position disagrees with the landing gear lever position after the normal gear transit time, the
EICAS caution alert GEAR DISAGREE will be displayed.
The EICAS advisory alert GEAR DOOR is displayed if any hydraulically actuated gear door is not closed
after the normal gear transit time. This alert is inhibited if alternate gear extension is selected.
15 MAY 1996
Issue 3
1.14.2
Page 1

2.
747-400
1.14.
LANDING GEAR
1.14.2
LANDING GEAR LEVER

The lever must be pulled out of its detent before
selecting any of the following three positions:
UP:
Commands gear retraction.
Down locks are released and up side of gear
actuators are pressurized.
Up selection is only possible when all main
gears are in the tilted position and both body
gears are centered.
During gear retraction main gear wheel rotation
is automatically stopped by the brake system.
At the end of the nose gear retraction cycle, the
nose wheels are slowed down by snubber pads.
A
UP
RETRACT
270K-.82M
OFF:
Landing gear hydraulic system is depressurized.
EXTEND
270K-.82M
EXTENDED 320K-.82M
DN:
Commands gear extension.
Uplocks are released and downside of gear
actuators are pressurized.
OFF
LEVER LOCK OVERRIDE BUTTON

LOCK
OVRD
ALTN GEAR
EXTEND
NOSE/BODY
ALTN
DN
WING
ALTN
CENTER PANEL
1.14.2
Page 2
PUSH:
Releases the landing gear lever lock
mechanically.
ALTERNATE GEAR EXTENSION P/Bs (2x)

(alternate action, guarded)
ALTN:
Nose and Body gear or Wing gear uplocks
and related gear doors are released.
Landing gear will extend by gravity.
After gear extension, hydraulically actuated
gear doors remain open.
15 MAY 1996
Issue 3
747-400
1.14.
LANDING GEAR
1.14.2
GEAR POSITION INDICATION (NORMAL)

DOWN Green:
All gear down and locked.
A
White:
Gear in transit.
DOWN
GEAR
UP
White:
All gear up and locked.
Indication disappears 10 seconds
after all gear are up and locked.
GEAR POSITION INDICATION (NON-NORMAL)

Expands automatically to display all gear positions
if:
any gear position is non-normal.
an alternate gear extend P/B is activated.
the normal indication system is inoperative.
A
UP
GEAR
DN
UP
White:
Gear in transit.
DN
UP
White:
Gear up and locked.
DN
Green:
Gear down and locked.
A
GEAR
Amber X symbols within white boxes

for all five gears are displayed when no
valid landing gear position indication
data is available.
oOo
15 MAY 1996
Issue 3
1.14.2
Page 3
747-400
1.14.
LANDING GEAR
1.14.2
1.14.2
Page 4
15 MAY 1996
Issue 1

1.
747-400
1.14.
LANDING GEAR
1.14.3
Nose and Body Gear Steering

The nose and body gear steering systems are powered by hydraulic system 1.
Low speed directional control is through use of the nose wheel steering tillers located at each pilots
station. The tillers can turn the nose wheel 70 degrees in either direction.
A pointer on the tiller shows in which direction the nose wheel is turned. Two yellow marking stripes
indicate a nose wheel steering angle of approximately 40 degrees in either direction.
Tiller inputs override rudder pedal steering inputs. The rudder pedals provide limited nose wheel steering
with a maximum angle of 7 degrees in either direction.
Body gear steering is automatically armed when ground speed decreases through 15 knots. As speed
increases through 20 knots, the body gear is centered and body gear steering is deactivated.
When the nose wheel steering angle exceeds 20 degrees, both body gear turn opposite to the nose gear
direction to decrease turn radius and reduce tire scrubbing. When the nose wheel steering angle is less
than 20 degrees, the body gear remain centered.
If either body gear is not centered and engine 2 or 3 thrust is in take-off range, the EICAS warning alert
> CONFIG GEAR CTR is displayed.
13 AUG 2001
Issue 4
1.14.3
Page 1

2.
747-400
1.14.
LANDING GEAR
1.14.3
Nose and Body Gear Steering
A
A
RUDDER PEDALS
Nose wheel steering up to 7 in either direction
is possible by means of the rudder pedals.
Interconnection with nose wheel steering is
disengaged when nose gear strut is extended.
Steering by means of the rudder pedals will drive
the tillers.
NOSE WHEEL STEERING TILLER (2x)
The nose wheel steering tillers are

interconnected and control the nose wheels to
70 in either direction.
The tillers override rudder pedal inputs.
MARKING STRIPES (yellow)
When nose wheel indicator is aligned with marking
stripes, nose gear steering angle is approx. 40.
NOSE WHEEL INDICATOR
Indicates steering direction.
PILOTS SIDEWALL
oOo
1.14.3
Page 2
15 MAY 1996
Issue 4
747-400
1.
1.1
NORMAL BRAKE SYSTEM
1.14.
LANDING GEAR
1.14.4
Brake System
The normal brake system is powered by hydraulic system 4.

The pilots brake pedals provide independent control of pressure to the left and right main gear brakes.
In flight, during gear retraction, the main gear wheels are automatically braked.
The nose wheels are braked at the end of the retraction cycle by means of snubber pads located in the
nose wheel well.
1.2
ALTERNATE BRAKE SYSTEM

The alternate brake system is powered by hydraulic system 1 or 2. In the event that hydraulic system 4
pressure is low, alternate brake system power is provided by hydraulic system 1. If hydraulic pressure in
systems 4 and 1 are low, hydraulic system 2 powers the alternate brake system. Pressure-operated
selector valves provide brake source selection.
1.3
PARKING BRAKE SYSTEM

The parking brake can be set with either the normal or alternate brake systems pressurized. When the
normal and alternate brake systems are not pressurized, brake pressure is maintained by the parking brake
accumulator which is charged by hydraulic system 4. When hydraulic system 4 pressure is low, and system 1
or 2 pressure is normal, the accumulator isolation valve closes, storing pressure in the parking brake
accumulator. If hydraulic systems 4, 1 and 2 are not pressurized, the isolation valve opens and the normal
brake system is pressurized by the accumulator. Sufficient pressure is stored in the accumulator to set and
hold the parking brake, but the accumulator is not designed to stop the airplane. When the parking brakes
are set, the pedals are locked in the depressed position and the parking brake valve will be closed.
1.4
AUTOBRAKES SYSTEM
The autobrakes system is powered by hydraulic system 4.
The system permits automatic braking during landing rollout or during a rejected take-off (RTO).
Anti-skid protection is provided during autobrakes operation.
Autobrakes are armed for landing by positioning the Autobrakes Selector to one of the five landing
deceleration rates. Brakes are automatically applied when thrust levers are closed, the ground mode is
sensed and wheel speed is in excess of 60 kts.
The system provides braking to a complete stop or until autobrakes are disarmed.
A new deceleration rate may be selected without disarming the system.
With autobrakes selected to RTO before take-off, maximum brake pressure (3000 psi) is applied
automatically when all thrust levers are closed and ground speed is above 85 knots. When the RTO is
initiated below 85 knots, autobrakes are not activated.
The autobrakes system disarms immediately if an autobrake or normal anti-skid system fault occurs.
Disarming also occurs if any of the following actions are taken during autobrakes operation:
Manual braking.
Advancing any Thrustlever after a rejected take-off or after landing.
Moving the Speedbrake Lever to the DN detent after speedbrakes have been deployed on the
ground.
Selecting the Autobrakes Selector to DISARM or OFF.
When the autobrakes system disarms, the selector moves to DISARM, except for RTO, where the
selector remains in the RTO position.
Selecting the Autobrakes Selector to OFF removes power from the system. After take-off, the selector
automatically moves to OFF.
The EICAS advisory alert AUTOBRAKES is displayed if the autobrakes system is disarmed or inoperative,
the Autobrakes Selector is OFF but the system is armed, or an RTO is initiated above 85 kts but brakes have
not been applied.
22 FEB 2001
Issue 4
1.14.4
Page 1

1.5
747-400
1.14.
LANDING GEAR
1.14.4
Brake System
ANTISKID SYSTEM
Each main gear wheel is individually provided with anti-skid protection when normal brakes are
operative. Wheel speed is compared with airplane inertial deceleration and the speed of the other
wheels. When skidding is initially detected, the anti-skid controller commands the respective anti-skid
valve to reduce brake pressure.
During alternate brake operation, anti-skid is provided to wheel pairs instead of individual wheels.
To prevent damage to the landing gear, a brake torque sensor is provided at each wheel brake to detect
excessive torque during braking. When excessive torque is detected on an individual wheel, a signal is
sent to the related anti-skid valve to release brake pressure to that wheel.
If the alternate brake system is used and brake torque is sensed on an individual wheel, the signal is sent
to the alternate anti-skid valve and brake pressure is released on a paired wheel basis.
In addition to skid protection, touchdown braking protection is provided by comparing wheel speed to
IRS groundspeed.
Before landing, all anti-skid valves are closed preventing pressure supply to the brake units. At
touchdown, wheel speed signals remove the touchdown protection and brake pressure is supplied.
During ground roll the speed of each wheel is compared with a wheel on the same side of each truck.
Detection of a locked wheel results in brake pressure release of the slow wheel until spin-up recurs.
1.6
BRAKE TEMPERATURE AND TIRE PRESSURE SYSTEM

Main gear wheel brake temperatures are displayed in units on the EICAS gear synoptic. If secondary
EICAS is not available, wheel brake temperatures are displayed on primary EICAS when the Gear
Synoptic P/B is pushed. The EICAS advisory alert BRAKE TEMP is displayed when any brake
temperature is equal to or greater than 5 units.
A tire pressure indicating system displays all 18 tire pressures on the EICAS gear synoptic page.
The EICAS caution or advisory alert TIRE PRESSURE is displayed if one or more tire pressure are out of
limits. The caution alert is displayed on the ground if take-off thrust has not been applied. The advisory
alert is only displayed after take-off thrust has been applied as well as during flight.
1.14.4
Page 2
22 FEB 2001
Issue 4

2.
747-400
1.14.
LANDING GEAR
1.14.4
Brake System
A
NORMAL BRAKE
ACCUMULATOR
BRAKE SOURCE LIGHT (amber)

4
HYD
BRAKE PRESS
0
3
BRAKE
SOURCE
Illuminated when:
No active brake source is available.
PSI X 1000
2
BRAKE ACCUMULATOR PRESSURE

INDICATOR
Indicates brake accumulator pressure.
CAPTAINS PANEL
B
PARKING
BRAKE
PULL
PARKING BRAKE LEVER

To set parking brake:
S Fully depress both brake pedals.
S Pull lever.
S Release brake pedals.
To release parking brake:
S Depress both brake pedals simultaneously.
CONTROL STAND
15 MAY 1996
Issue 3
1.14.4
Page 3
747-400
1.14.
LANDING GEAR
1.14.4
Brake System
AUTOBRAKES SELECTOR
The Selector must be pushed to rotate from OFF to
DISARM position and vice versa. The Selector is
springloaded to DISARM and solenoid held in the
selected position.
A
AUTOBRAKES
3
4
DISARM
MAX
AUTO
OFF
RTO
CAPTAINS PANEL
The autobrakes system is armed by selecting the

desired mode; the positions 1, 2, 3, 4 or MAX
AUTO can be armed in flight or on the ground with
all Thrust Levers retarded. RTO can only be
armed on the ground.
Arming is only possible when:
S Normal Anti-skid system is serviceable.
S Hydraulic system 4 pressure is available.
S No failure exists in the autobrake system.
Activation of the RTO mode is accomplished when
thrust levers are closed, the ground mode is
sensed and ground speed is above 85 kts.
The Autobrakes Selector will return to OFF
automatically when aircraft leaves the ground.
Activation of the autobrakes after landing is
accomplished when thrust levers are closed, the
ground mode is sensed and wheel speed is
above 60 kts.
After touchdown the autobrakes system controls
the deceleration according to the selected mode:
S 1 -- (4.0 ft/sec2)
S 2 -- (5.0 ft/sec2)
S 3 -- (6.0 ft/sec2)
S 4 -- (7.5 ft/sec2)
S MAX AUTO - (11 ft/sec2)
In case of RTO the autobrakes system applies
maximum brake pressure (3000 psi).
The selected mode is displayed as a memo
message on EICAS.
At any time, the autobrakes system can be
deactivated by:
S Operating the brake pedals.
S Advancing any thrust lever.
S Moving the speedbrake lever to the DN detent
after speedbrakes have been deployed on
ground.
S Moving the Autobrakes Selector to DISARM or
OFF.
The first three actions cause the autobrakes system
to disarm and the Autobrakes Selector will return to
DISARM when in landing mode. The Autobrakes
Selector remains in the RTO position after system
disarms during a rejected take-off.
1.14.4
Page 4
22 FEB 2001
Issue 4
747-400

3.
1.14.
LANDING GEAR
1.14.4
Brake System
SYSTEM OVERVIEW
PARKING
BRAKE
AUTOBRAKES
1
DISARM
PULL
3
4
MAX
AUTO
OFF
RTO
RETURN
HYD
4
HYD
BRAKE PRESS
SYS 4
MANUAL BRAKE PRESSURE
0
3
PSI X 1000
2
AUTOBRAKE PRESSURE
RETURN PRESSURE
BRAKE
ACCUMULATOR
PARKING
BRAKE
VALVE
ACCUMULATOR
ALT BRAKE SYST
ISOLATION
PRESS
VALVE
NORMAL
NORMAL
METERING
VALVE
METERING
VALVE
AUTOBRAKE
CONTROL
SHUTTLE
SHUTTLE
MODULE
VALVE
VALVE
ANTISKID VALVES
ANTISKID VALVES
ANTISKID VALVES
ANTISKID VALVES
LEFT
RIGHT
WING GEAR
WING GEAR
ANTISKID
CONTROLLER
LEFT
RIGHT
BODY GEAR
BODY GEAR
NORMAL BRAKE SYSTEM DIAGRAM
15 MAY 1996
Issue 3
1.14.4
Page 5
747-400
1.14.
LANDING GEAR
1.14.4
Brake System
MANUAL BRAKE PRESSURE

RETURN PRESSURE
HYD SYS 2
HYD SYS 1
RETURN
RETURN
RETURN
SOURCE
SOURCE
SELECT
SELECT
VALVE
VALVE
RETURN
ALTN
ALTN
METERING
METERING
VALVE
VALVE
ALTN
ALTN
ANTISKID
ANTISKID
VALVES
VALVES
ALTN
ANTISKID
ALTN
ANTISKID
VALVES
VALVES
LEFT
RIGHT
BODY GEAR
BODY GEAR
ANTISKID
CONTROLLER
LEFT
RIGHT
WING GEAR
WING GEAR
ALTERNATE BRAKE SYSTEM DIAGRAM
1.14.4
Page 6
15 MAY 1996
Issue 3
HYD SYS 4
747-400
RETURN
1.14.
LANDING GEAR
1.14.4
Brake System
HYD SYS 1
RETURN
HYD SYS 2
RETURN
PRESSURE
OPERATED
SOURCE
SELECT VALVE
BRAKE ACCUMULATOR
PRESSURE
OPERATED
SOURCE
SELECT VALVE
ACCUMULATOR
ISOLATION
VALVE
BRAKE
SOURCE
NORMAL
METERING
ALTERNATE
METERING
VALVES
VALVES
NORMAL
ALTERNATE
ANTISKID
ANTISKID
VALVES
VALVES
SHUTTLE
VALVES
BRAKES
BRAKE SOURCE SELECTION DIAGRAM
oOo
15 MAY 1996
Issue 2
1.14.4
Page 7
747-400
1.14.
LANDING GEAR
1.14.4
Brake System
1.14.4
Page 8
15 MAY 1996
Issue 1
747-400

1.
1.14
LANDING GEAR
1.14.5
EICAS Interface
SYSTEM DISPLAY
GEAR P/B (momentary action)

PUSH:
Displays gear synoptic on secondary EICAS
display.
Displays brake temperature indications and tire
pressure indications.
Displays landing gear door positions.
Displays compacted brake temperature
indications on the primary EICAS if only one
CRT is available for EICAS.
EICAS CONTROL PANEL
BRAKE TEMPerature
185
Indicates a relative value of main

gear wheel brake temperature.
Values range from 0 to 9 units.
0 to 4 units (white) - Normal range.
5 to 9 units (amber) - High range.
185
CLOSED
BRAKE TEMP
TIRE PRESSure
TIRE PRESS
200 2
50
200 2
200
200 2
200
200 2
200
CLOSED
GEAR DOORS
CLOSED
200 2
200
200
200
200
200
200
200
Indicates tire pressure in psi.

Normal tire pressure displayed in
white.
Non normal tire pressure displayed
in amber.
GEAR DOOR Status
CLOSED
CLOSED
Door not closed or

Prim and/or Alt position
sensor failed.
Door closed.
BRAKE TEMP
BRAKE TEMPERATURE IN UNITS
COMPACTED BRAKE TEMPERATURE INDICATIONS
22 FEB 2001
Issue 5
1.14.5
Page 1

2.
747-400
1.14
LANDING GEAR
1.14.5
EICAS Interface
ALERTS
EICAS
(...) - either (1), (2), (3) or (4)
Message
AIR/GND SYSTEM
Level
W - Warning
C - Caution
A - Advisory
M - Memo
Level
MWL/
MCL
Aural
B - Bell
b - Beeper
S - Siren
Aural
--
CAUTION
> BRAKE SOURCE
BRAKE
SOURCE
CAUTION
GEAR DISAGREE
Local
--
Condition
Air/Ground logic failure due to
primary and/or alternate power
supply failure.
All hydraulic brake pressure
sources (no. 4, no. 1 and no. 2) are
below 1400 psi.
CAUTION
GEAR TILT
--
CAUTION
TIRE PRESSURE
ANTISKID
--
--
Abnormal tire pressure condition

detected by the tire pressure
indication system, when on the
ground and take-off thrust is not
applied.
--
ANTISKID OFF
--
--
--
AUTOBRAKES
1.14.5
Page 2
--
--
Primary and alternate systems

both indicate any gear not tilted
when airborne.
Inhibited when hyd press
system 1 or 4 alert is displayed.
--
CAUTION

both indicate any gear
disagrees with gear lever
position up or down.
Any gear down with gear lever
position off.
--
Antiskid fault for one or more

wheels in active brake system
(normal or alternate).
Inhibited by antiskid off
message.
Antiskid power off on all 16
wheels.
Parking brake valve not fully
open with parking brake
released.
Autobrakes disarmed.
Autobrakes inoperative.
Solenoid valve open when
autobrake switched off.
15 MAR 1999
Issue 4
Message
> BODY GEAR STRG
747-400
1.14
LANDING GEAR
1.14.5
EICAS Interface
Level
MWL/
MCL
Aural
Local
--
--
--
Condition
BRAKE LIMITER
--
--
--

both indicate any body gear
steering actuator unlocked
when system not armed.
System pressurized when not
armed.
Brake torque limiter failure on
more than one wheel for any
truck.
Parking brake valve not fully
open with parking brake
released.
Brake control system power
loss.
BRAKE TEMP
--
--
--
Any brake temp is equal to or

greater than 5 units.
GEAR DOOR
--
--
--

both indicate any landing gear
door open while the gear is not
in transit.
Inhibited when alternate gear is
selected.
TIRE PRESSURE
--
--
--
Abnormal tire pressure condition

detected by the tire pressure
indication system, during take-off,
flight and until 30 sec after landing.
AUTOBRAKES ( )
--
--
--
Autobrakes (1) (2) (3) (4) selected.
AUTOBRAKES MAX
--
--
--
Autobrakes MAX AUTO selected.
AUTOBRAKES RTO
--
--
--
Autobrakes RTO selected.
PARK BRAKE SET
--
--
--
Parking brake set (handle set and

parking brake valve closed).
oOo
15 MAR 1999
Issue 4
1.14.5
Page 3
747-400
1.14
LANDING GEAR
1.14.5
EICAS Interface
1.14.5
Page 4
15 MAR 1999
Issue 4
1.15
NAVIGATION
747-400
Contents:
1.15.1
1.15.2
IRS
1.
General Description
2.
3.
ADF
1.
1.15.3
1.15.4
1.15.5
1.15.6
1.15.7
1.15.8
General Description
DME
1.
General Description
2.
ILS
1.
General Description
2.
3.
VOR/MKR
1.
General Description
2.
3.
ATC
1.
General Description
2.
RADIO ALTITUDE
1.
General Description
2.
WEATHER RADAR
1.
General Description
2.
1 JUN 1999
Issue 6
1.15 CNT
Page 1
1.15

1.15.9
NAVIGATION
747-400
FMS - GENERAL
1.
2.
3.
General Description
1.1
Flight Management Functions
1.2
Master/Slave Concept

2.1
System Interface
2.2
Display Interface
2.3
Data Base
Controls and Indications

3.1
MCDU Keys
3.2
MCDU Display
3.3
FMC Master Selector
1.15.10 FMS - FUNCTIONAL OVERVIEW

1.
System Terminology
2.
Notations
3.
2.1
Runway Related Fixes
2.2
Turn Points
2.3
Airport Reference Points
2.4
Duplicate Identifiers
2.5
Conditional Waypoints
2.6
Pilot Defined Waypoints - Identifier Assigned by FMC
MCDU Scratchpad Messages
1.15.11 FMS - LATERAL GUIDANCE (LNAV)

1.
General
2.
Position Determining
3.
Navigation Radio Tuning
4.
Polar Region
5.
Bank Angle Limits
1.15.12 FMS - VERTICAL GUIDANCE (VNAV)

1.
General
1.1
Take-off
1.2
Climb and Cruise
1.3
Descent
2.
Maximum and Optimum Altitude
3.
Engine-out
4.
Speed Control
1.15.13 FMS - WIND, FUEL AND TIME
1.15 CNT
Page 2
1.
Wind
2.
Fuel
3.
Time
1 JUN 1999
Issue 7
1.15
NAVIGATION
747-400
1.15.14 STANDBY NAVIGATION SYSTEM (SNS)

1.
General
2.
System Components
3.
Memory
4.
Lateral Navigation
5.
ND/PFD Corner Display
6.
MCDU Pages
6.1
ACT IRS LEGS Page
6.2
IRS PROGRESS Page
6.3
ALTN NAV RADIO Page
1.15.15 FMS - MENU PAGE

1.15.16 FMS - INIT/REF PAGES
1.
Page Access Overview On Ground
2.
Page Access Overview In Flight
3.
INIT/REF INDEX Page
4.
IDENT Page
5.
POS INIT Page
6.
POS REF Page
7.
PERF INIT Page
8.
THRUST LIMIT Page (on ground)
9.
THRUST LIMIT Page (in flight)
10. TAKE-OFF REF Page

11. APPROACH REF Page
12. REF NAV DATA Page
1.15.17 FMS - RTE PAGE
1.
RTE 1 Page
1.15.18 FMS - DEP/ARR PAGES

1.
Pages Overview
2.
DEP/ARR INDEX Page
3.
DEPARTURES
4.
ARRIVALS
1.15.19 FMS - ATC PAGE

1.15.20 FMS - VNAV PAGES
1.
ACT XX KT CLB Page
2.
ENGINE OUT CLIMB Page
3.
CRUISE Page
4.
ENGINE OUT CRUISE Page
5.
DESCENT Page
6.
DESCENT FORECAST Page
7.
OFFPATH DESCENT Page
1 JUN 1999
Issue 2
1.15 CNT
Page 3
1.15
NAVIGATION
747-400
1.15.21 FMS - FIX PAGE

1.15.22 FMS - LEGS PAGES
1.
RTE LEGS Page
2.
DIRECT/INTERCEPT Page
3.
APPROACH INTERCEPT Page
4.
ROUTE DATA Page
5.
WAYPOINT WIND Page
6.
SELECT DESIRED WAYPOINT Page
1.15.23 FMS - HOLD PAGES

1.
ROUTE HOLD Page
2.
RTE 1 LEGS (HOLD) Page
1.15.24 FMS - FMC COMM PAGE

1.15.25 FMS - PROG PAGES
1.
PROGRESS Page
2.
POSITION REPORT Page
1.15.26 FMS - NAV RAD PAGE

1.
NAVIGATION RADIO Page
1.15.27 EICAS INTERFACE
oOo
1.15 CNT
Page 4
1 JUN 1999
Issue 2

1.
747-400
1.15
NAVIGATION
1.15.1
IRS
GENERAL DESCRIPTION
The Inertial Reference Systems (IRS) consist of three Inertial Reference Units (IRU) and are controlled via a
single control panel which is located on the overhead panel. When operating in the navigation mode, each
IRU provides:
attitude
acceleration
ground speed and track
true and magnetic heading
present latitude and longitude
wind speed and direction.
Alignment and Navigation (NAV)
About 10 seconds after positioning the IRS Mode Selector to the NAV position the EICAS memo message
IRS ALIGN MODE (..) is displayed indicating the start of alignment. Alignment requires approximately ten
minutes. Remaining alignment time, when less than 7 minutes, is displayed in the LH upper corner of the
Navigation Display.
Alignment can be accomplished only while the airplane is parked.
Present position (latitude and longitude) must be entered during alignment.
This entry is made on the POS INIT page of the MCDU.
The FMS will compare inserted position against last computed position. Large differences between positions
will not be accepted (e.g. East instead of West) unless consistently inserted three times.
When the entered present position differs with the last known position as stored in memory, by more than
one (1) degree latitude or longitude, than the MCDU scratchpad message ENTER IRS POSITION appears.
In addition, when the distance between the entered present position and the origin airport as activated in the
FMS, differ by 6 nm or more, than the scratchpad message IRS POS/ORIGIN DISAGREE appears.
The system automatically enters the NAV mode when the selector is in NAV, present position has been
entered and alignment is complete. Position can be re-entered until any IRU is in the NAV mode.
The memo message IRS ALIGN MODE (..) will disappear when the respective IRS has entered the NAV
mode.
The airplane should not be moved during alignment. If the airplane is moved during alignment, the EICAS
advisory alert IRS MOTION is displayed and the alignment stops until the motion stops. Then the alignment
continues.
Dealing with errors
During a trip of several flights, accumulated IRS errors can be removed by a thirty-second realignment,
accomplished while the airplane is parked. It is accomplished by selecting ALIGN and entering latitude and
longitude. Then the selector is repositioned to NAV. However NAV POS (FMC) will not update. If during the
subsequent flight leg nav updating is lost, the FMC will gradually flush all updates and refer back to the last
entered position during a full alignment cycle. As the KLM route structure is mostly long haul, and full
alignment takes not more than 10 minutes, this procedure is not used in day to day operation, in order to
prevent large accumulated errors.
Attitude (ATT)
If alignment is lost when inflight, indicated by the EICAS advisory alert IRS LEFT (CENTER) (RIGHT), the
respective IRS NAV mode is inoperative for the remainder of the flight. However, attitude information can still
be obtained by moving the selector to ATT. This relevels the system and provides attitude display on the
PFD. Some attitude errors may occur during acceleration. After acceleration, errors are slowly removed. The
attitude mode can also provide magnetic heading signals, but a magnetic input is required to initialize the
IRS heading. This heading entry is made on the POS INIT page of the MCDU and must be updated
periodically.
1 AUG 2002
Issue 7
1.15.1
Page 1
747-400
1.15
NAVIGATION
1.15.1
IRS
Electrical Power
The system can operate on AC or DC power.
At system initialization, after positioning the mode selector to NAV, the system goes through a test cycle to
ensure that the unit can be powered from the APU battery.
When AC power is lost (aircraft on STBY PWR), the IRUs are powered by the APU battery.
IRU left and right remain powered from the APU battery for at least 30 minutes.
The center IRU will shutdown after 5 minutes to preserve reserve power.
If an IRU loses both AC and DC power, alignment is lost.
The EICAS advisory alerts >IRS AC LEFT (CENTER)(RIGHT) and/or >IRS DC LEFT(CENTER)(RIGHT) will
be displayed when the respective power source is not available.
1.15.1
Page 2
15 MAR 1999
Issue 5

2.
747-400
1.15
NAVIGATION
1.15.1
IRS

IRS
MODE
SELECTOR
L FMC
L IRU
R FMC
C IRU
R IRU
L EIU
1 AUG 1997
Issue 5
C EIU
UPR YD
R EIU
LWR YD
L FCC
C FCC
R FCC
L CDU
C CDU
R CDU
GPWC
WXR
WXR
1.15.1
Page 3

3.
747-400
1.15
NAVIGATION
1.15.1
IRS
A
L
IRS
NAV
ALIGN
OFF
IRS
NAV
ATT
ALIGN
OFF
NAV
ATT
ALIGN
ATT
OFF
IRS Mode Selector (3x)

Controls operating mode of related IRU.
Must be pulled out to move from NAV position.
OFF:
Alignment is lost.
All updates removed.
ALIGN (When parked and momentarily selected):
Initiates alignment.
Removes sensor errors when selected from
navigation mode.
NAV:
Permits system to enter NAV mode after
completing alignment.
Sends IRU data to airplane system for normal
operations.
ATT:
Permits system to enter attitude mode.
Position and velocity data are lost until
system realigned on ground.
Requires magnetic heading input from
MCDU.
1.15.1
Page 4
1 NOV 1995
Issue 3
747-400
1.15
NAVIGATION
1.15.1
IRS
B
B
ND
GS
TAS
TIME TO ALIGN
L 7+ MIN
C 7+ MIN
R 7+ MIN
TIME TO ALIGN
IRS remaining alignment time when less than
7 minutes.
A
Reference Airport Line
Valid entry is four character ICAO airport identifier
contained in the data base.
Entry displays airport reference point latitude and
longitude.
Entry deletes previous gate numbers and allows
another gate entry, if contained in the Navigation
Database (NDB).
Blank at liftoff.
Last Position Line

Displays position as calculated by flight management
computer at previous IRU shutdown.
Set IRS Position Line

Boxes displayed when any IRU in align mode and
present position not yet entered.
Entry can be via the keyboard or line selecting
LAST POS, REF AIRPORT or GATE.
Entering latitude and longitude sends present
position to all inertial reference systems.
Position can be re-entered until any IRU is in the
NAV mode.
Blank except when an IRU is in align mode.
Gate Line
Entering reference airport displays dashes and
allows gate entry.
Valid entry is gate identifier contained in the NDB
for reference airport.
Entry displays gate latitude and longitude.
Blanks at liftoff or returns to dashes with a different
REF AIRPORT entry.
1 AUG 2002
Issue 7
Set IRS Heading Line

Entering heading resynchronizes (updates) IRU
magnetic heading signal for all IRUs in attitude
mode. Returns to dashes when the IRUs have
accepted the update.
Valid entry is three character heading.
Blank except when an IRU is in attitude mode.
1.15.1
Page 5
747-400
1.15
NAVIGATION
1.15.1
IRS
A
TAT -- 8c
CRZ
99.2
99.2
99.2
99.2
99.2
99.2
99.2
11.1
N1
EICAS Memo Messages

IRS ALIGN MODE L
IRS ALIGN MODE C
IRS ALIGN MODE R
714
714
714
57
Memo message IRS ALIGN MODE (L), (C), (R)

displayed during alignment until respective IRU
has entered the NAV mode.
E GT
oOo
1.15.1
Page 6
1 NOV 1995
Issue 2

1.
747-400
1.15.
NAVIGATION
1.15.2
ADF
GENERAL DESCRIPTION
A dual ADF system is installed. Each system consist of an integral sense loop antenna and a receiver. The
antennas are mounted on top of the fuselage and the receivers are installed in the center equipment center.
Tuning the ADF receivers is accomplished using the Flight Management System (FMS) Multifunction Control
Display Units (MCDUs). If the MCDU is interfaced with an operating Flight Management Computer (FMC),
tuning is accomplished using the NAV RAD key to access the NAV RADIO page. The FMC master selector
on the center instrument panel selects the FMC that is responsible for tuning the ADF receivers. ADF
bearing is displayed on the ND.
ADF audio selection and volume control is through the audio control panel.
The receiver is tuned by entering a valid ADF frequency. The ADF receiver is defaulted to the ADF mode of
operation. If the ANT(enna) mode is desired, requiring an omni directional reception, enter the letter A after
the frequency.
Entering the letter B will result in the BFO mode of operation.
1 NOV 1995
Issue 4
1.15.2
Page 1
747-400
1.15.
NAVIGATION
1.15.2
ADF
345
350
250 /50
GS
GRH
0838.4z
13.5
TAS
HDG
140
MAG
NM
WXR
+5
ADF L
1304.5
ADF R
11L
DD
OA
IRS(3)
ADF (L/R) LINE

Valid entries are (XXXX.X).
Frequencies are followed by tuning mode status
A (ANT), B (BFO) and Blank (ADF).
NORMAL TUNING CONTROL DISPLAY

(FMS OPERATIONAL)
ALTERNATE TUNING CONTROL DISPLAY

(FMS NOT OPERATIONAL)
PRESELECT LINE
Valid entries are VOR, VOR/COURSE, ADF,
ILS/COURSE.
Entries are retained through power interrupt and
flight completion.
VOR/ADF RECEIVER SELECTOR

MIC
CALL
MIC
CALL
MIC
CALL
VHF
MIC
MIC
CALL
FLT
CAB
MIC
CALL
MIC
CALL
MIC
CALL
HF
ROTATE:
R
SAT
ADF
R
R
APP
NAV FILTER SELECTOR
SPKR
INT
L
VOR/ADF RECEIVER VOLUME CONTROL
PA
PUSH:
Selects respective receiver ON or OFF.
MIC
CALL
VOR R
L
Selects required receiver to be monitored.
VHF
VHF
R/T
MIC
CALL
C R
Filters VOR, ADF or ILS audio.

V(Voice): Only voice audio can be heard.
B(Both): Voice and range audio can be heard.
R(Range): Only range audio can be heard
(NAVAID identifier).
MKR
oOo
1.15.2
Page 2
NOTE: ADF audio may not be heard using

RANGE due to frequency deviations in
excess of the filter range.
15 OCT 1996
Issue 4

1.
747-400
1.15
NAVIGATION
1.15.3
DME
GENERAL DESCRIPTION
Two DME systems are installed, each consisting of a five channel interrogator and an antenna.
Tuning of the five independent channels is through the FMCs.
Tuning
Both DMEs will be automatically tuned either by the left or right FMC, depending on the position of the FMC
master selector on the center instrument panel. Manual tuning is through the FMC via the NAV RADIO page
on the MCDU.
If neither FMC is operating, tuning is accomplished using the ALT NAV RADIO page accessible via the NAV
RAD key on the MCDU. Manual tuning of the left and right DME is then performed exclusively by the left and
right MCDU.
Frequency Scanning
Each DME has five independent tuning channels which can be controlled through either FMC.
Two channels are dedicated for autotune, two will be used for manual, route and procedure tuning, while the
fifth channel is for ILS/DME.
The FMS is continuously looking for the best pair via the autotune channels to establish DME-DME radio
update.
This channel tuning scenario implies that the displayed DMEs on the ND are not necessarily those used for
radio updating.
Indication
Visual:
DME is displayed on the ND in the APPROACH, VOR and MAP mode.
ILS/DME distance is displayed on the PFD during approach when the ILS receivers are tuned to an
ILS/DME frequency.
The display will show dashes when the receiver output is valid but no signals are received which
indicates No Computed Data (NCD).
The display will turn blank on both NDs and both PFDs when the selected FMC (Master) fails.
Audible:
DME audio can be heard by using the VOR receiver control on an audio select panel.
When an ILS with a co-located DME has been tuned, DME audio is heard by using the APP receiver
control.
15 MAR 1999
Issue 5
1.15.3
Page 1

2.
747-400
1.15
NAVIGATION
1.15.3
DME
SPD
LOC
ROLL OUT
HDG
G/S
FLARE
GRH
0838.4 Z
13.5 NM
MAG
IBFI
DME 13.5
VOR L
ELN
DME 18.5
PFD
VOR R
116.80
DME 28.5
DD
IRS(3)
ND
VOR R
SEA
DME -- -- --
VOR
FREQUENCY
VOR AND DME

IDENTIFIERS INVALID
SMALL FONT = DME

LARGE FONT = VOR
(EITHER FREQUENCY OR IDENT)
VOR R
SEA
DME
DISTANCE
3 DASHES
DME NCD
VOR R
DKK
DME 22.3
DME
DISTANCE
BLANKED
DME DISTANCE INVALID
DME DISTANCE -- ND MAP MODE DISPLAY
SEA
CRS 055
DME 13.5
VOR
IDENTIFIER
116.30
CRS 055
DME 13.5
SEA
CRS 055
DME -- -- --
VOR
FREQUENCY
SEA
CRS 055
DME
DISTANCE
BLANKED
DME
DISTANCE
NORMAL DISPLAY
DME INVALID
DME NCD
VOR AND DME IDENTIFIERS

INVALID
DME DISTANCE -- ND VOR MODE DISPLAY
ISEA
CRS 055
DME 13.5
NORMAL DISPLAY
110.10
CRS 135
DME -- -- --
110.10
CRS 135
ILS
FREQUENCY
DME NCD
DME
DISTANCE
BLANKED
DME DISTANCE -- ND APPROACH MODE DISPLAY
137
200
SPD LNAV
LOC
IBFI
DME 4.5
137
200
LAND 2
180
NORMAL DISPLAY
SPD LNAV
LOC
IBFI
DME -- -- --
137
200
LAND 2
180
SPD LNAV
LOC
DME
DISTANCE
BLANKED
IBFI
LAND 2
180
DME NCD
DME DISTANCE -- PFD APPROACH MODE DISPLAY
1.15.3
Page 2
15 MAR 1999
Issue 4
747-400
1.15
NAVIGATION
1.15.3
DME
B
C
TUNING MODE:
A = AUTOTUNE
M = MANUAL TUNING
R = ROUTE TUNING
P = PROCEDURE TUNING
A
RIGHT VOR/DME
STATION
LEFT VOR/DME
STATION
ILS/DME FREQUENCY
PRESELECTED
STATION
PRESELECTED
STATION
NORMAL TUNING CONTROL DISPLAY
(FMS OPERATIONAL)
B
ON SIDE VOR/DME
STATION
ILS/DME STATION
PRESELECTED
STATION
ALTERNATE TUNING CONTROL DISPLAY
15 OCT 1996
Issue 4
1.15.3
Page 3
747-400
1.15
NAVIGATION
1.15.3
DME
C
MIC
CALL
MIC
CALL
MIC
CALL
VHF
MIC
MIC
CALL
FLT
CAB
MIC
CALL
MIC
CALL
MIC
CALL
MIC
CALL
HF
R
SAT
SPKR
INT
VOR R
L
PA
VHF
VHF
R/T
MIC
CALL
ADF
R
R
APP
C R
MKR
NAV Filter Selector

Filters VOR, ADF or ILS audio.
V(Voice):
Only voice audio can be heard.
B(Both):
Voice and range audio can be heard.
R(Range):
Only range audio can be heard
(NAVAID identifier).
oOo
1.15.3
Page 4
15 OCT 1996
Issue 2

1.
747-400
1.15
NAVIGATION
1.15.4
ILS
GENERAL DESCRIPTION
ILS, GPS (and MLS) signals are processed through three independent Multi Mode Receivers
(MMR L, C and R). LOC and G/S signals are obtained either from the capture antenna or the track antenna.
The antenna location is:
S underneath the radome for both the localizer track and glideslope capture.
S in the vertical fin for localizer capture.
S on the nosegear doors for glideslope track.
Switching over from the capture antenna to the track antenna is accomplished at the selection of the APP or
LOC mode for localizer and gear down for glideslope. The EICAS alert ILS ANTENNA will be displayed
when either LOC or G/S antennas fail to switch over to the track antennas.
Tuning
The three independent ILS receivers in the MMRs are normally auto-tuned by the FMCs whenever a flight
plan has been entered including an arrival and a ILS equipped runway.
The FMC will auto-tune the ILS when either:
within 150 miles of the destination airport.
within 50 miles of T/D.
Manual tuning is through the FMC by entering a frequency and course on the NAV RADIO page on the
MCDU. In the event that both FMCs fail, the MCDUs are used as a standby tuning source by using the NAV
RAD key to obtain the ALTN NAV RADIO page on the L/C/R MCDU for ILS L/C/R respectively.
The tuned frequency is displayed on the PFD and on the ND when in the Approach mode.
Whenever the signal is identified, by a decoder within the ILS receiver, the decoded identifier is displayed.
If the tuned ILS frequencies or courses disagree between the ILS receivers, an amber horizontal line is
drawn through the associated frequency and/or course.
Tuning inhibition
Manual and autotuning is inhibited after LOC or G/S capture when either:
An A/P is engaged.
The FD is engaged and the altitude is less than 500 ft RA.
Indication
The PFD provides localizer and glideslope deviation. When the ND is in APP mode, localizer and glideslope
deviation and selected frequency and course are displayed.
Localizer deviation is normally displayed by a white, four-dot scale and solid magenta diamond pointer.
This display will change into a two mark expanded scale when the AFDS is engaged in LOC and subsequent
ROLLOUT mode where either mark represents half a dot-deflection.
When ground speed is less than 30 kts or RA is greater than 200 ft and neither AFDS mode is armed,
display will revert back to standard localizer scale.
The magenta diamond deviation pointers for LOC and G/S changes from solid to open when the deviation is
off scale.
1 AUG 2002
Issue 7
1.15.4
Page 1
747-400
1.15
NAVIGATION
1.15.4
ILS
Deviation warning
Localizer or Glideslope display will change from white to amber and the deviation pointers (diamonds) will
flash 4 times a second for:
Excessive deviation;
When either the autopilot or FD is engaged in the APP mode and:
S The G/S deviation is more than .8 dot for more than one second and the HAT is between 500 ft
and 100 ft RA.
S The LOC deviation is more than .3 dot for more than one second and the HAT is between 500 ft
and 0 ft RA.
Localizer not captured;
S Active when descending below 950 ft RA in approach, with LNAV engaged and LOC armed.
System fault indication
Antenna switching position is monitored by AFDS and EICAS.
The caution alert ILS ANTENNA is displayed when two or more antennas fail to switch.
In case of no computed data (receiver valid but no signal received) the LOC and G/S deviation pointers are
removed but the scale is retained.
2.

PFD
FMC
MCDU
MCDU
MCDU
ND
FMC
ILS
ILS
ILS
receiver
ILS
ILS
EIU
PRIMARY
EICAS
FMC
SECONDARY
EICAS
1.15.4
Page 2
1 AUG 2002
Issue 3

3.
747-400
1.15
NAVIGATION
1.15.4
ILS
B
ILS Line Select Key
Valid entries are ILS frequency and course.
Prompt caret and frequency/course displayed
after ILS, LOC, or Back Course approach
selected and:
S greater than 50 miles of T/D and
S within 200 miles of T/D or more than halfway
along the route, whichever comes first.
S prior to FMC descent; line selection changes
tuning status to M.
PARK and prompt caret are no longer displayed
when radio is tuned.
Entry of frequency/course is automatic with
selection of an approach.
Radio tunes within set range of station.
ILS Line
Valid entries are ILS frequency and course.
Deletion of ILS will return display to PARK.
VOR, CRS and ADF lines are

blanked when on center MCDU.
NORMAL TUNING DISPLAY

(FMS OPERATIONAL)
ALTERNATE TUNING DISPLAY

Preselect Line
Valid entries are VOR, VOR/COURSE, ADF, ILS/
COURSE.
Entries are retained through power interrupt and
flight completion.
15 OCT 1996
Issue 4
1.15.4
Page 3
747-400
1.15
NAVIGATION
1.15.4
ILS
322 TAS 315

350 /15
GS
HDG
090
MAG
ILS L 110.0
CRS 055
DME 13.5
B
C
ND
Glideslope and Localizer Deviation and Scale
Diamonds fill in solid when 2 dots from center.
Localizer or Glideslope display will change from white to amber and the deviation
pointers (diamonds) will flash 4 times a second at:
Excessive deviation;
When either the autopilot or FD is engaged in the APP mode and:
S The G/S deviation is more than .8 dot for more than one second and the HAT is
between 500 ft and 100 ft RA.
S The LOC deviation is more than .3 dot for more than ones second and the HAT is
between 500 ft and 0 ft RA.
Localizer not captured alert;
S Active when descending below 950 ft in approach, with LNAV engaged and LOC
armed.
A
IBFI
DME 13.5
OM
10
10
Expanded Localizer Deviation and Scale
10
10
Displayed when LOC is captured with an

A/P or F/D engaged, to provide a more
sensitive display.
Rectangle equals one half dot deviation.
CRS 128
1.15.4
Page 4
22 FEB 2001
Issue 6
747-400
1.15
NAVIGATION
1.15.4
ILS
C
MIC
CALL
MIC
CALL
MIC
CALL
VHF
MIC
MIC
CALL
FLT
CAB
MIC
CALL
MIC
CALL
MIC
CALL
MIC
CALL
Approach Receiver Selector

L
HF
R
SAT
ADF
R
R
APP
Selects ILS Left (L), Center (C), Right (R) or Marker

(MKR) receiver to be monitored.
SPKR
INT
VOR R
L
PA
VHF
VHF
R/T
MIC
CALL
C R
MKR
Approach Receiver Volume Control

PUSH:
Selects respective receiver ON or OFF.
ACP
ROTATE:
oOo
1 NOV 1995
Issue 1
1.15.4
Page 5
747-400
1.15
NAVIGATION
1.15.4
ILS
1.15.4
Page 6
1 NOV 1995
Issue 1

1.
747-400
1.15.
NAVIGATION
1.15.5
VOR/MKR
GENERAL DESCRIPTION
Two independent systems, designated VOR-L (left) and VOR-R (right), are installed.
Each system consist of a receiver and an antenna.
Output is used for indication on the Navigation Display (ND) and by the Flight Management Computer (FMC)
for position updating.
Tuning
The VOR receivers are automatically tuned by the FMCs if a flight plan has been previously entered and
when at least one of the FMCs is operational.
Manual tuning is through the FMC via the NAV RADIO page on the MCDU, by means of ident or frequency
tuning.
Because the FMS needs present position to determine the NAVAID frequency paired to an ident, ident tuning
is inhibited when the IRS is OFF or the align phase is active. Course selection is also through the MCDU.
In the event that both the left and right FMC fail, the MCDUs are used as a standby tuning device by using
the NAV RAD key to call up the ALTN NAV RADIO page. The VOR receiver is then frequency tuned from the
onside MCDU.
Tuning Status
Tuning status options, which will be displayed on the FMS NAV RADIO page adjacent to the frequencies, can
be as follows:
A -- Auto
: Automatic tuning by the master FMC relative to the aircraft present position.
R -- Route
: FMC selects navaids on the active route. The navaid is the next VOR, previous VOR or a
downpath VOR on the active route and within 250 NM of aircraft position.
P -- Procedure: When the tunable NAVAID is a waypoint on the active DEP/ARR procedure.
M -- Manual : Manual tuned via the NAV RADIO page. M prevents A, R and P.
Indication
VOR parameter display is on the ND when:
The ND is selected to VOR. They consist of:
VOR bearing, deviation, system source annunciation, TO/FROM indication, tuned frequency, course and
flag warning for the on-side VOR.
The ND is selected to MAP. They consist of:
System source annunciation, ident or frequency.
Raw data pointers and frequency or ident can be called up for by selecting either VOR-OFF-ADF switch to
VOR on the EFIS control panel.
Station ident audio is through the ACPs.
System Self Monitoring
When no-computed data has been determined (absence of signals while system is healthy), the course
arrow and TO/FROM annunciation are removed from view and dashes replace the alphanumeric
displays.
In case of invalid data (system not healthy) or when the selected FMC (Master) fails, deviation bar and
scale, TO/FROM annunciation, course arrow and alphanumeric displays will be blank.
Marker Beacon
The marker beacon receiver is part of each VOR receiver, but is activated only in the LH VOR.
Displays of the outer (OM), middle (MM) and inner/airways (IM) marker is on the PFD in the RH upper corner
of the attitude sphere. The associated aural can be monitored via the ACP.
1 FEB 2002
Issue 7
1.15.5
Page 1

2.
747-400
1.15.
NAVIGATION
1.15.5
VOR/MKR
MKR BEACON ANTENNA

LOWER FUSELAGE
L
VOR
REC
AUTO
TUNING
FMC
EIU
R
GS305TAS312
350 / 15
VOR L 116.80
HDG
090 MAG
CRS 055
DME 13.5
L FMC
VOR FREQ
SEL CRS
FROM
VOR L
116.80
VOR L
116.80
CAPT ND
VOR/LOC ANT
VERT STAB TIP
MCDU
TO L ILS RCVR
EIU
TO R ILS RCVR
MCDU
GS305TAS312
HDG
350 / 15
VOR FREQ
SEL CRS
L
R
VOR
REC
AUTO
TUNING
FMC
VOR L 116.80
090 MAG
CRS 055
DME 13.5
R FMC
EIU
FROM
VOR L
116.80
VOR L
116.80
F/O ND
1.15.5
Page 2
22 FEB 2001
Issue 4

3.
747-400
1.15.
NAVIGATION
1.15.5
VOR/MKR
15 OCT 1996
Issue 3
1.15.5
Page 3

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329 VEL WIT A4

interne correspondentie / interoffice correspondence

This amendment will be effective as from June 28, 2004

Please find attached the following pages of the above-mentioned AOM.

Log of pages updated. Amendment letters upto and

EICAS message logic according IDS software

Paragraph re-written to incorporate new fuel

Paragraph re-written to incorporate new fuel

ICAS message logic according IDS software Load

Incorporated new fuel pump EICAS

alerts in EICAS interface list.

Changed ISFD position depiction.

Updated display options of the ISFD.

Changed description of predictive windshear alert

Changed description of predictive windshear alert

Editorial due overflow.

Intentionally Left Blank.

Deleted. Problem solved in latest FMS software load.

Removed caret (>) from WINDSHEAR SYS alert and

Crew alertness alert now possible as an advisory,

EICAS message logic .

Aircraft Operations Manual

Aircraft Operations Manual

AOM ON BOARD THE AIRCRAFT

CONTENTS AND INDEXING SYSTEM

each Chapter is divided into Sections.

each Section is divided into Sub-sections.

each Sub-section is divided into Paragraphs.

each Paragraph is divided into Sub-paragraphs

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Aircraft Operations Manual

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Aircraft Operations Manual

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Index sheet Volume I

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Aircraft Operations Manual

AIRFRAME AND INTERIOR

Cockpit Crew Rest Controls and Equipment

Main Deck Acces Ladder (Freighter only)

System Operation Philosophy