747-400 747-8

 For Training purposes o
only B744 and 747-8 differences
GENERAL
The
airplane
The length
distance from
nose gear to
main gear
B747-8F
76.3M
29.7 M
19.4M
68.4M
B744
70.7M
27.3M
19.1M
64.9M
2.4M
0.3M
3.5M
The
5.6M
difference
The wing tip is racked.
height
Wing
span
THE COCKPIT DISPLAY
Each pilot console in the 747-8F is reconfigured with provision for the
Electronic flight bag.
The clocks and RMI are removed in the B747-8F.
The landing Gear lever is in two position lever.
An electronic checklist Cursor controls are added on the sides of the
control stands.
Some controls and lights have been removed and other have been
added.
The FMC control display units operate faster, hold more data and other
features are added.
The radio tuning panels have keypads to allow faster and easier
frequency selection.
All display units screens are liquid crystal display.
1
On the PDF, a Navigation Performance Scales(NPS) , an Integrated
Approach Navigation (IAN) , A Navigation Source Reference and, a
magenta speed band are added to provide additional information.
On the ND, a Vertical Situation Display (VSD) shows in the expanded map
mode, an Airport Map Display in the centre or expanded map mode
when the range is 5 miles or less, and a clock is added on the upper right
corner of the ND Display.
On the primary EICAS Display, a checklist icon shows for EICAS messages
that have a non-normal checklist, a single stabilizer trim indication to
replace the indicators on the control stand and, an ATC data block for
ATC messages replaced the Pressurization data block.
In the bottom of the STAT UTC time, DATE, and ELAPSED time are
displayed.
On the glareshield switches are added to accept or cancel ATC messages.
Inboard Display controls let you choose what to show on the inboard
displays, e.g. PFD, NAV, MFD, EICAS.
On the Display Select Panel three displays are designated as MFDs the
left inboard(L INBD), the lower EICAS(LWR CTR), the right inboard
displays (R INBD), for selecting the active MFD and the information
shown in it, an Electronic Checklist shows Normal and Non-Normal
checklist, a new Flight Control Synoptic shows control surface position
and status, also in the DSP the Status Page shows time and date
information at the bottom of the page.
2
Limitation
The FLAPS limit speed increased 5 knots as shown in the
placards.
Minimum width of pavement for 180 degrees turn:
52.4M on 747-8F and 46.6M on the 744.
The weight limitation
B747-8F
B744
Max taxi Weight
449,056 kg
395,986 kg
Max Takeoff Weight
447,695kg
394,625 kg
Max landing Weight
346,090kg
295,742 kg
Max Zero Weight
329,761kg
246,073 kg
HZ-AI3 (747-8)
Maximum Operating Altitude
42,100 feet pressure altitude
HZ-AI4 (747-8)
Maximum Operating Altitude
43,100 feet pressure altitude
Door Mounted Power Assists and Escape Slides (747-8)
The upper deck escape slide must be in the forward locked position during taxi,
takeoff, and landing whenever the upper deck cabin is occupied.
Ladder Enclosure Door (747-8)
The ladder enclosure door must be closed during taxi, takeoff, and
3
landing. The ladder enclosure door must be closed in-flight except when
entering or leaving the main deck cargo compartment.
Main Deck Occupancy (747-8)
Occupancy of the main deck cargo area is prohibited during taxi, takeoff,
and landing.
747-8
#The autopilot must not be engaged below 200 feet after takeoff.
#Without LAND 2 or LAND 3 annunciated, the autopilot must be
disengaged below 100 feet RA.
Autoland capability may only be used for operations into runways at or
below 9,500 feet airport field elevation.
SATCOM Phone (747-8)
Non-AFM Operational Information
Do not use Swift Broadband service for ATC communications.
747-8
The maximum tank fuel temperature for Jet A, Jet A–1, JP–5, JP-8 or
TS-1 is 54°C (130°F).
The use of JET B and JP-4 fuels is prohibited.
In-flight tank fuel temperature must be maintained at not less than
-48°C (-55°F) or 3°C (5.4°F) above the fuel freezing point of the fuel
being used, whichever is higher. The use of Fuel System Icing Inhibitor
additives does not change the minimum fuel tank temperature limit.
Tailwind and Crosswind Ground Operations (747-8)
Non-AFM Operational Information
For tailwinds above 15 knots, limit engine power levels to taxi power.
For 90 degree crosswind components between 45 and 55 knots, limit
engine power levels to taxi power.
CAUTION: Engines must be shut down when the 90 degree
crosswind component exceeds 55 knots.
Flight Maneuvering Load Acceleration Limits (747-8)
Flaps Up : +2.5g to -1.0g.
Flaps Down : +2.0g to 0.0g.
Note: With flaps at 25 and 30, positive limits vary linearly from
+2.0g at Maximum Landing Weight to +1.5g at Maximum
Takeoff Weight.
Flight Instruments, Displays (747-8)
Electronic Flight Bag (EFB)
The EFB portable keyboard and attaching cable must be stowed during
takeoff and landing.
ISFD
In the event of loss of primary air data, standby system corrections must
be provided to, and applied by, the flight crew.
4
Normal Procedures Chapter NP
Electronic Checklist Operation (747-8)
Operation with the electronic normal checklist is the same as the printed
normal checklist except that, there is no need to read aloud or visually
confirm items that are complete (green). For the BEFORE TAKEOFF
and LANDING checklists, the PM announces “___ CHECKLIST
COMPLETE,” the PF visually confirms that the CHECKLIST
COMPLETE indication is shown, and announces “CHECKLIST
COMPLETE.” Closed loop (sensed) checklist items change from white to
green when the action is taken. The PM is responsible to check off any
open loop (not sensed) item and to verify that all closed loop items are
green. See Chapter 10, Flight Instruments, Displays, for a complete
description of the electronic checklist system.
Checklist Content
The checklist has the minimum items needed to operate the airplane safely.
Normal checklists have items that meet any of the following criteria:
• items essential to safety of flight that are not monitored by an
alerting system, or
items essential to safety of flight that are monitored by an alerting
system but if not done, would likely result in a catastrophic event if
the alerting system fails, or
• items needed to meet regulatory requirements, or
• items needed to maintain fleet commonality between the
747-400,777, and 787, or
• items that enhance safety of flight and are not monitored by an
alerting system (for example the autobrake), or
• during shutdown and secure, items that could result in injury to
personnel or damage to equipment if not done
Checklist Construction
When a checklist challenge does not end with “switch or lever”, then the
challenge refers to system status. For example, “Landing Gear...Down”,
refers to the status of the landing gear, not just the position of the lever.
When a checklist challenge ends with “switch or lever”, then the challenge
refers to the position of the switch or lever. For example, “FUEL
CONTROL switches...CUTOFF” refers to the position of the switches.
CM2’s Preliminary Cockpit Preparation Procedure
747-8F (HZ-AI3, HZ-AI4; before SB, upgraded yaw dampers not installed)
YAW DAMPER switches .......................................................Verify Off.
(747-8F)
LOWER LOBE AFT CARGO HT selector.....................As needed.
TOWING POWER switch.........................................................OFF
Verify the ON BAT light is extinguished.
CM2’S CDU........................................................................Check and set
5
.........
NP.21.6
• *TAKEOFF line select key - PUSH.
•Make data entries on page 2/2 before page 1/2.
Enter (Normal Operation):
FLAP/ ACCEL HT- 10/1000 ft. or 20/1000 ft.As applicable.
E/O ACCEL HT - 800ft AGL or MFRH whichever is higher.
*Exterior Inspection
Right Wing Root, Pack, and Lower Fuselage( NP.21.10)
(747-8)
Ram Air Turbine Door....................................................................Check
Right Wing Tip and Trailing Edge (NP.21.11 )
(747-8)
Wing Tip Rear Facing Marker light................................................Check
Left Aft Fuselage (NP.21.12 )
(747-8F)
Side Cargo door and access panels (not in use)...........................Latched
CM2’s Cockpit Preparation Procedure
(747-8F) NP.21.14
APU GENERATOR 2 switch – Push when main deck cargo handling
equipment is no longer needed.
Verify that the ON light is illuminated.
(747-8F)
Note: If both external power 2 and APU generator 2 AVAIL lights
are illuminated, main deck cargo handling power is provided
by external power 2. Selecting external power 2 ON transfers
main deck cargo handling power to APU generator 2.
(747-8F)
CARGO INTERPHONE switch.............................................. As needed
(747-8F)
NP.21.15
• CARGO FIRE DEPRESS/DISCH lights - Extinguished
• Cargo Fire ARM switches - off
Verify FWD and AFT lights extinguished.
(747-8F)
Verify the MAIN DECK, FWD, and AFT lights are
extinguished.
(747-8)
NP.21.17
FUEL XFER RESERVE 1&4 switch .................................Guard closed
WARNING:Do not push the RAM AIR TURBINE switch. The
6
switch causes deployment of the ram air turbine.
RAM AIR TURBINE UNLOCK light .....................Verify extinguished
CENTER ADC selector ...............................................................NORM
(747-8)
NP.21.19
ELECTRONIC FLIGHT BAG .......................................................... Set
NP.21.20
INBOARD DSPL selector .............................................................MFD
(747-8)
NP.21.22
CHKL display switch - Push
RESETS - Select
Verify the CHECKLIST DATABASE is current.
RESET ALL - Select
CM1’s Cockpit Preparation Procedure
(747-8)
NP.21.24
ELECTRONIC FLIGHT BAG............................................................Set
(747-8)
NP.21.27
Integrated standby flight display .................................................. Set
Verify the approach mode display is blank.
Set the altimeter.
Verify the flight instrument indications are correct.
Verify no flags or messages are shown.
Before Start Procedure
(747-8F)
NP.21.29
• Ensure that the main deck nose cargo door Control Panel
(PF)
and Latch Annunciator Panel lights have been verified to
confirm nose cargo door closed, latched, and locked.
Ensure that both APUGENERATOR ON lights are
illuminated.
Obtain a clearance to pressurize hydraulic systems.
(747-8)
NP.21.31
Verify:
• main 1 + reserve 1 > main 2, or
• main 4 + reserve 4 > main 3, or
• main 2 or main 3 < approximately 20,700 kgs, and
• crossfeed valve 1 or 4 open
or, on ground and completion of one of the following and
• initial electrical power application, or
• refueling, or
• fuel system CMC ground test, and
• main 1 + reserve 1 + 500 kgs > main 2, and main 4 +
reserve 4 + 500 kgs > main 3, and crossfeed valve 1 or 4 open
7
OVERRIDE pumps 2 (both) switches - Off
OVERRIDE pumps 3 (both) switches - Off
CROSSFEED valve 1 and 4 switches - Off
• Cancel when review completed and Verify messages cancelled
(747-8F)
NP.21.32
• Ensure that the main deck nose cargo door closed, latched,
and locked.
Engine Start Procedure
NP.21.34
(747-8)
Autostart does corrective steps for:
• no EGT rise
• a hot start
• a hung start
• compressor stall
• no light-off
• starter shaft shear
• low/no starter pressure
• no N1 rotation
• starter duty cycle exceedance
• EGT exceedance
• no oil pressure rise
After All Engines are Started
Taxi
NP.21.36
NP.21.38
Airport Map Display
747-8
The ND airport map display is intended to enhance crew positional
awareness while planning taxi routes and while taxiing. The system is not
intended to replace normal taxi methods including the use of direct visual
observation of the taxiways, runways, airport signs and markings and
other airport traffic. Prior to taxi, NOTAMS and airport charts (using EFB
terminal charts or paper) should be consulted for the latest airport status to
include closed taxiways, runways, construction, etc., since these
temporary conditions are not shown on the airport map.
Note: Crews must avoid fixation on the display or distraction from
primary crew duties while using the airport map display.
Crews must use direct visual observation out flight deck windows as the
primary taxi navigation reference. Use the ND airport map mode to
provide enhanced positional awareness by:
• verifying taxi clearance and assisting in determining taxi plan (both
• pilots)
• monitoring taxi progress and direction (both pilots)
• alerting and updating the pilot taxiing with present position and
upcoming turns and required stops (pilot not taxiing).
8
In flight, the ND airport plan mode may be used to aid in runway exit
planning and anticipating the taxi route to the gate or parking spot.
Note: During takeoff and landing, low map ranges may cause the
airport map position to jump, rather than to move smoothly.
Note: GPS position must be available to use the ND airport map mode.
747-8F
• both pilots verify that the correct airplane position is in the FMC
and the ND airport map display shows correct placement
• brief applicable items from airport diagrams and related charts to
include the location of hold short lines
• ensure both crewmembers understand the expected taxi route
• write down the taxi clearance when received
• an airport diagram should be readily available to each crewmember
during taxi
Initiating Takeoff Roll
747-8F
• if cleared for takeoff before or while entering the runway, maintain
normal taxi speed. When the airplane is aligned with the runway
centerline ensure the nose wheel steering tiller is released and
apply takeoff thrust by advancing the thrust levers to
approximately 45% N1. Allow the engines to stabilize
momentarily then promptly advance the thrust levers to takeoff
thrust (autothrottle TO/GA). There is no need to stop the airplane
before increasing thrust.
NP.21.51
Verify the automatic V1 callout or call
“V1”.
NP.21.53:Full maneuver capability is available at all
weights at or above the “UP” symbol.
Maximum Rate Climb
747-8F
NP.21.54
• VREF 30 + 120 knots until intercepting 0.83M maneuver speed + 60
knots until intercepting 0.82 Mach
Maximum Angle Climb
747-8F -flaps up maneuver speed.
Climb and Cruise Procedure
When the FUEL TANK/ENG message
NP.21.56
747-8F
• main 1 + reserve 1 ≥ main 2,or
• main 4 + reserve 4 ≥ main 3,
9
and
• crossfeed valve 1 or 4 open
set both OVERRIDE pumps 2
switches - Off
set both OVERRIDE pumps 3
switches - Off
set CROSSFEED valve 1 and 4
switches - Off
Before the top of
Approach Requirements Relating to RNP
Approach Type
RNP
RNAV (GPS)/(GNSS)
747-400
747-8
NP.21.73
0.3 NM
0.1 NM
Landing Procedure - IAN (747-8F)
This procedure is not authorized using QFE.
Select the approach procedure on the ARRIVALS page. Do not manually build the approach
or add waypoints to the selected FMC procedure. Add cold temperature corrections to
waypoint altitude constraints as appropriate.
Pilot Flying
Pilot Monitoring
Notify supernumerary(s) to prepare
for landing. Verify that the cabin is
secure
. Call “FLAPS __” according to the
flap extension schedule.
Set the flap lever as directed.
When on Final Approach Course intercept heading:
• verify the intended approach is indicated on the PFD
• verify the LOC/FAC and and GP pointers are shown in the correct
position
Arm the APP mode.
Note: When using LNAV to intercept the final approach course, LNAV
might parallel the localizer without capturing it. Use HDG SEL or
HDG HOLD to intercept the final approach course if needed.
11
Pilot Monitoring
Pilot Flying
Use appropriate roll mode to capture
FAC.
Verify that the LOC/FAC is captured.
Approximately 2 NM before the final
approach fix, call “APPROACHING
GLIDE PATH.”
Approximately 2 NM before the final
approach fix, call:
•
• “GEAR DOWN”
“FLAPS 20”
Set the landing gear lever to DN.
Set the flap lever to 20.
Set the speedbrake lever to ARM.
At glidepath capture, call “FLAPS __” Set the flap lever as directed.
as needed for landing.
Set the missed approach altitude on the
MCP.
Call “LANDING CHECKLIST.”
Do the LANDING checklist.
At final approach fix or OM, verify the crossing altitude.
Monitor the approach.
If suitable visual reference is established at MDA(H), DA(H), or the missed
approach point, disengage the autopilot in accordance with regulatory
requirements, and disconnect the autothrottle at the same time.
Maintain the glide path to landing.
11
Secure Cockpit Procedure
(747-8F)
NP.21.97
APU GENERATOR 2 switch - Push when main deck cargo
handling equipment is not needed.
Verify that the ON light is illuminated
(747-8F)
EXTERNAL POWER 1 switch - Push
EXTERNAL POWER 2 switch - Push when main deck cargo
handling equipment is not needed.
(747-8F)
NP.21.98
Note:If both external power 2 and APU generator 2 AVAIL lights
are illuminated, main deck cargo handling power is provided
by external power 2. Selecting external power 2 ON
transfers main deck cargo handling power to APU generator 2.
(747-8F)
NP.21.99
EFB CLOSE FLIGHT ................................................................... Select
Flight Termination Procedures
(HZ-AI3, HZ-AI4; before SB, upgraded yaw dampers not installed)
NP.21.100
YAW DAMPER switches................................................OFF CM2
12
Maneuvers
Chapter MAN
Instrument Approach Using IAN
On RADAR vectors
• HDG SEL
• Pitch mode (as needed)
Approaching intercept heading
• Flaps 5
Enroute to fix
• LNAV or other roll mode
• VNAV or other pitch mode
• Flaps 1
• Flaps 5
Glide path intercept
• Landing flaps
• Set missed approach altitude
• Do the Landing checklist
Localizer/Final approach
course capture
• Final approach course
heading
Intercept heading
• Flaps 10 optional
• Radios tuned (as needed)
• Deviation pointers shown
• Arm APP
Fix
• (LOM, MKR, DME)
• Verify crossing
altitude
Glide path alive or
approximately 2 NM from
the FAF
• Gear down
• Flaps 20
• Arm speedbrake
180 Degree Minimum Radius Turn
At DA(H) or MDA(H)
• Disengage autopilot in
accordance with regulatory
requirements and
disconnect autothrottle
Man.2.9
Note: Minimum width of pavement for 180° turn with body gear
steering is
747-400 153 feet (46.6m)
747-8F 172 feet (52.4m)
13
Supplementary Procedures
Chapter SP
Low Gross Weight, Aft CG Takeoff (747-8F)
CM1
CM2
Before entering the departure runway, verify that the runway and runway entry
point are correct.
Confirm 15% (or greater) derate thrust
for takeoff, or the equivalent using
assumed temperature thrust reduction,
or the equivalent using any fixed
derate thrust and assumed temperature
thrust reduction.
Align airplane with runway
centerline*.
Position Inboard Landing Lights and
Strobe Light switches ON.
Position Transponder Mode selector to
TA/RA.
Verify that the airplane heading agrees with the assigned runway heading.
Release brakes*.
Advance Thrust levers to
approximately 45% N1.
Allow engines to stabilize.
Push TO/GA switch to advance Thrust
levers to takeoff thrust or manually
advance Thrst levers to takeoff thrust
Pilot Flying
Verify correct takeoff thrust set.
Apply full forward control column
deflection to approximately
80 knots to improve nose
wheel steering.
Pilot Monitoring
Monitor engine instruments throughout
takeoff.
. Adjust takeoff thrust prior to 80
knots if required.
After takeoff thrust is set, the captain’s hand must be on Thrust levers until
V1.
14
Call “80 KNOTS.”
Verify 80 knots.
Call “V1.”
Monitor airspeed noting V1.
At VR, call “ROTATE.”
Rotate at VR.
Monitor airspeed and vertical speed
Verify positive rate of climb; then,
position Landing Gear lever UP.
Establish a positive rate of climb.
. Call for “GEAR UP” when positive
rate of climb established.
Verify LNAV, VNAV active.
When above minimum altitude for
autopilot engagement, engage A/P.
Position Flap lever as directed.
Verify acceleration at acceleration
height.
Call for “FLAPS ____” according to
flap retraction schedule.
Verify climb thrust set.
Accomplish AFTER TAKEOFF
checklist.
Call for “AFTER TAKEOFF
CHECKLIST.”
* The airplane may be stopped (brakes set) after aligning with the runway and centerline,
but a rolling takeoff is recommended.
Air Conditioning Packs
APU-to-Pack Takeoff
After engine start:
LEFT and RIGHT ISOLATION valve switches - Off
Leave APU running to supply air to pack 2.
Before takeoff:
PACKS 1 and 3 switches - Off
After takeoff:
PACK switch (One only) - ON
15
After engine thrust is reduced from takeoff to climb, position one Pack switch to ON.
PACK switch (Remaining pack) - ON
When cabin pressurization stabilizes, position remaining Pack switch to ON.
LEFT and RIGHT ISOLATION valve switches - On
APU selector - OFF
Packs Off Takeoff
Before Takeoff:
Pack switches - Off
After takeoff:
Pack switch (One only) - ON
After engine thrust is reduced from takeoff to climb and prior to reaching 3,000 feet above
field elevation, position one Pack switch to ON.
Pack switches (Remaining packs) - ON
When cabin pressurization stabilizes, position remaining Pack switches to ON.
Ground Conditioned Air Use
SP.2.3
Before connecting ground air conditioning cart:
PACK switches - Off
Prevents pack operation if bleed air is supplied to the airplane.
After disconnecting ground air conditioning cart:
PACK switches - ON
Flight Deck Fan
SP.2.3
During preflight:
FLIGHT DECK FAN switch - As required
Turn Flight Deck Fan switch ON when extra cooling required.
Before takeoff:
FLIGHT DECK FAN switch - Off
During shutdown:
FLIGHT DECK FAN switch - As required
Turn Flight Deck Fan switch ON when extra
cooling required.
16
Weight and Balance (747-8F)
SP.5.1
The flight crew shall verify the Weight and Balance numeric and
alphabetical values are identical. If the Weight and Balance numeric and
alphabetical values are different, the flight crew must not accept the
Weight and Balance data.
Takeoff Data (747-8F)
The flight crew shall verify the Takeoff Data numeric and alphabetical
values are identical. If the Takeoff Data numeric and alphabetical values
are different, the flight crew must not accept the Takeoff Data message.
Engine/APU/Cargo Fire/Overheat Test
SP.8.1
(747-8F)
Note: EICAS warning message FIRE WHEEL WELL may
momentarily display. A CHKL OVRD, RESET ALL, or
RESET NON-NORMAL for the FIRE WHEEL WELL
checklist may be required after the completion of the
Engine/APU/Cargo Fire/Overheat Test.
Heading Reference Switch Operation
Use TRUE when operating in regions where true referencing is needed. Use NORM in all
other regions.
HEADING reference switch
NORM or TRUE
If using HDG SEL and the HDG reference switch position is changed, the AFDS roll
mode will change to HDG HOLD. HDG SEL can be reselected.
If the HDG reference switch position must be changed for an approach, it must be changed
before the APP mode is armed.
If the HDG reference switch position is changed after the APP mode is armed:
The AFDS roll mode will not change from HDG SEL to HGD HOLD
The AFDS will not follow the MCP-selected heading
LOC and FAC capture, and tracking performance may be degraded
Exiting the APP mode restores normal operation of the HDG reference switch
and the AFDS. APP mode can be reselected.
Weather Radar Test (747-8F)
SP.11.7
ND Mode selector............................................................................MAP
EFIS WXR switch ............................................................................Push
Weather Radar TEST switch ............................................................Push
Verify radar test pattern displays on ND.
Observe the following sequence (approximately 20 seconds).
Amber windshear caution light illuminates and the aural message
“monitor radar display” is initiated, then Master Warning lights
illuminate. The windshear fail message is displayed on the flight
deck, then Red windshear warning light will illuminate and the
aural message “go around, windshear ahead, windshear ahead,
windshear ahead” is initiated. During this time period the
17
“rainbow” (with embedded windshear icon) self-test is displayed.
EFIS WXR switch........................................................................... Push
Removes Captain’s and First Officer’s weather radar displays.
Weather Radar Mode selectorAs desired
Desired Mode switch........................................................................ Push
Cold Weather Operation
SP.16.2
747-8F
Preliminary Preflight Procedure - CM1 or CM2
Do the normal Preliminary Preflight Procedure - Captain or First Officer
with the following modifications:
If taxi-in on the previous flight occurred in visible moisture (fog with
visibility of one statute mile (1600 m) or less, rain, snow, sleet, ice
crystals, and so on), and the temperature stayed below 3°C, the taxi-in
time from the previous flight in the airplane logbook or other approved
document must be included in the total taxi time. If the engine is
considered free of ice before engine start, only the taxi-out time should
be included in the total taxi time. The engine is considered free of ice
before engine start if:
• the engine has been manually de-iced, or
• the engine has been visually inspected per the AMM
747-8F
SP.16.3
Preflight Procedure - CM2
Do the normal Preflight Procedure - CM2 with the following
modifications:
If the ambient temperature is at or below -18 degrees C, and running
the hydraulic demand or auxiliary pumps is desired to help maintain
hydraulic system temperature:
WARNING: Ensure personnel and equipment remain clear of
all flight control surfaces, landing gear, and thrust
reversers when any hydraulic pump is operating.
WARNING:Do not operate any hydraulic pump with the flight
deck unattended.
Note:The system 1 and 4 air driven demand
pumps generate significant ramp noise
Obtain a clearance to pressurize the hydraulic systems.
Hydraulic demand pump selectors .......................AUX or ON CM2
If the engines have been cold soaked for more than four hours at
ambient temperatures at or below -35°C:
GENERATOR CONTROL switches (all) ........................Off
Do not turn on the generator control switches until engines
have been at stable idle for a minimum of 2 minutes.
Before Taxi Procedure
SP.16.5
Do the normal Before Taxi Procedure with the following modifications:
747-8F
If the engines have been cold soaked for more than four hours at
18
ambient temperatures at or below -35°C:
After the engines have been at stable idle for a minimum of 2
minutes:
GENERATOR CONTROL switches (all)..........................ON
................................................
....................................................
747-8F
CAUTION: Precautions must be taken for:
• Jet blast up to 700 feet (220 m) behind the aircraft.
• Snow and ice at the edge of the taxiway that can be ingested by the
engines.
• Slippery taxi surfaces.
• Airport noise restrictions.
When both of the following exist, do an engine run-up to minimize ice
build-up: C
• OAT is 3°C or below
• Visible moisture (fog with visibility of one statute mile (1600 m)
or less, rain, snow, sleet, ice crystals, and so on)
Use the following procedure:
Check that the area behind the airplane is clear.
Run-up to a minimum of 40% N1 for at least 5 seconds duration at
intervals no greater than 60 minutes.
Note: Operation in icing conditions may result in engine vibration
indications above the normal operating range during ice
shedding. If engine vibration indications are available and
high engine vibration indications occur, run-up to 55% N1
or higher for at least 20 seconds duration.
If takeoff is not completed within 120 minutes total taxi time (including
taxi-in, taxi-out, and ground holds), the engines must be inspected
according to the AMM before takeoff and, if needed, manually de-iced.
Takeoff Procedure
747-8F
SP.16.8
Note:Operation in icing conditions may result in engine
vibration indications above the normal operating range
during ice shedding.
Run-up to a minimum of 55% N1 or higher for at least 20
seconds duration, confirm stable engine operation and,
if engine vibration indications are available, ensure engine
vibration indications are below 4 units before the start of the
takeoff roll
Wing Anti-ice Operation - In flight
747-8F
SP.16.9
Wing anti-ice must be AUTO or ON during all flight operations when
icing conditions exist or are anticipated.
WARNING: If using the wing anti-ice system manually do not
rely on airframe visual icing cues before activating wing anti-ice.
19
Use the temperature and visible moisture criteria because late
activation of wing anti-ice may allow ice to accumulate on the
wing.
After Landing Procedure (747-8F)
SP. 16.3
CAUTION: Precautions must be taken for:
• Jet blast up to 700 feet (220 m) behind the aircraft.
• Snow and ice at the edge of the taxiway that can be ingested
by the engines.
• Slippery taxi surfaces.
• Airport noise restrictions.
21
B747-400 to B747-8
Differences
Systems Overview
§2
B747- 400 to B747-8 Systems Differences
• Flight Deck
• Avionics
• Environmental Control Systems
• Primary Flight Controls
• Highlift
• Hydraulics
• Landing Gear
• Electrical Systems
• Propulsion
§4
B747 Flight Decks
B747-8
B747-400
Integrated Display System (IDS)
New Basic Features
Navigation Display
- Vertical Situation Display (VSD)
- Navigation Performance (ANP/RNP)
- Clock Functionality
Primary Flight Display
- Integrated Approach Navigation (IAN)
- Global Navigation Satellite System
(GNSS) Landing System (GLS)
- Navigation Performance Scales (NPS)
EICAS Display
- Stab Trim Information
- Dedicated ATC Datalink Block
Three Multifunction Displays (MFD)
- Electronic Checklists
- Flight Controls Synoptics
Display
Integrated Display System (IDS)
New Basic Features
Inboard Display Selector Switch (2
Places)
- Allows the crew to configure the
Navigation Display as a
PFD, MFD or EICAS display
Display Select Panel (DSP)
- Selects the display format
on the MFD
Rotary Cursor Control Panel
Wiring Provisions for
Graphical Flight Planning
(2 Places)
Integrated Approach Navigation (IAN)
SPD
FAC
§ Common crew procedures for all
approach types
§ Common safety features
§ Implements Navigation Performance
Scales (NPS) for precise LNAV / VNAV
path display and awareness of sensor
performance
§ New Terms for flight mode annunciators
Final Approach Course (FAC)
Glide Path (G/P) was G/S on the -400
Add ½ RNP index
G/P
Navigation Performance Scales (NPS)
Nav Source ID for Lateral and
Vertical Scales
§ Precise presentation of the lateral
and vertical paths
G/S Ghost Pointer
§ Concurrent display of allowable flight
technical error
VNAV Deviation Pointer
§ Indication of sensor performance
(RNP vs. ANP)
Vertical ANP Scale
§ Provides capability to fly precise RNP
or RNAV procedures
LOC Ghost Pointer
Lateral Deviation Pointer
Lateral ANP Scale
Global Navigation Satellite System (GNSS) Landing
System (GLS)
SPD
§ Path Indications - Common
§ Autoflight Status
- Common
§ Mode Annunciation - Common
LOC
G/S
Vertical Situation Display
§ Energy management
§ Terrain avoidance
§ More predictable approaches
§ Terrain corridor ahead of the
airplane
§ Increased safety
Electronic Checklist (ECL)
Electronic Checklist
NORMAL MENU
RESETS
NON-NORMAL MENU
PREFLIGHT
§ Primary purpose is to eliminate errors
associated with paper checklists
ü
ü
§ Faster checklist accomplishment
PASSENGER SIGNS . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FLIGHT INSTRUMENTS . . . . . . . . . . . . . . . . . . . . . . . . .SET
§ ECL crew coordination same as paper
§ Other benefits:
OXYGEN PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
AUTOBRAKE SELECTOR . . . . . . . . . . . . . . . . . . . . . . RTO
ü
ü
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
FUEL CONTROL SWITCHES . . . . . . . . . . . . . . . . . CUTOFF
§ Lower workload
§ Decreased training time
NORMAL
ITEM
OVRD
NOTES
CHKL
OVRD
CHKL
RESET
EXIT
MENU
ATS Datalink – New Basic Features
747 Advanced Additional Datalink Capability
New Accept/Reject/Cancel Switches
ATC Datalink
Message Block
On EICAS Display
(777 Shown)
Model Feature Comparison ATS Datalink
747-400
ATS-DL Optional on 747-400
747-8
New Features
ATC Accept/Reject/Cancel Switches
• ATC Message Block on EICAS
• AOC & ATS Basic Features
• FANS-2 (ATN) (Aeronautical
Telecommunications Network)
Display Select Panel
747-400
747-8
New Features
•
•
•
•
MFD Selection
Flight Controls Synoptics Display
Electronic Checklist
Combined CANC/RCL Switch
Display Management
747-400
747-8
New Features
• Multifunction Displays (MFD)
• 4 Position Inboard Display Switch
Stab Trim Indication
747-400
2 places
747-8
New Features
• Stab Trim Indicator on EICAS Display
• Stab Trim switch (Same
Location as 747-400)
Flight Controls Synoptic
747-400
747-8
777 Display Shown for Ref
Status Page
Optional on Secondary EICAS
Page
New Feature
• Flight Controls Synoptics Display
Clock Function on Navigation Display
747-8
747-400
UTC Time
ET (Auto)
or
Chrono
New Features
• GPS-Based Clock Functions on
Navigation Display
Pilot’s Main Panel Updates
Inboard Display Selector
Switch – 777 Style
Display Select Panel (DSP)
Accept/Cancel/Reject Switches
Clock Deletion
(Clock Functionality
Integrated on ND)
(2 Places)
(2 Places)
(2 Places)
Two Position Landing
Gear Lever
P5 Overhead Panel Updates
Ram Air Turbine
Switch
Engine Start Panel
ECS Control Panel
Ignition and Autostart Switch Deletion
Combines Pack Reset Switches & AVS
Studies:
L & R Trim Air, Recirculation Fan
& System Simplification
Hydraulic Control Panel
Bleed Air Control Panel
AC Pump Added to System 1
RAT Added to System 3
AC Pump Aux & Demand System 4
Two Position Pack Switches
Throttle Quadrant New Features
Updated
FMC CDUs
(3 Places)
Rotary Cursor Panel
(2 places)
Stabilizer Trim
Indicator Information
on EICAS
First Observer’s Side Console New Features
Airborne Data Loader
(ADL) Replaced by Laptop
Maintenance Terminal (MT)
Maintenance Terminal
• Portable Laptop device
• LRU Data loading
• Interface with CMCS
• LRU Software Storage
• Portable Maintenance Aid
Software
Flight Deck Installation of
Stowage Equipment that
meets latest Requirements
(Latches, Straps, etc..)
(Reference 747-400F Photo)
Pilot’s Consoles Electronic Flight Bag Partial Provisions
747-400
747-8
EFB Partial Provisions:
Relocates: Oxygen Masks, Heater Switches, Speaker and Hand Microphone Holder
Deletes:
Map/chart stowage, Jeppesen Manual Stowage, Weather Radar Indicator
Space Provisions
Differences Summary
•
•
•
•
•
•
•
IDS displays
IDS control & display functions
Landing Gear Lever
P5 overhead panel changes
P9/P8 panel changes
Misc F/D panels
Approximate teach time is 2 hours
Integrated Display System (IDS)
•Changes required to accommodate changes to other airplane systems:
– EFIS/EICAS Interface Unit (EIU):
• Buffer high speed engine data
• Add ARINC 615A high speed data load protocol
• Add discrete outputs to drive signals for the 2 position gear lever and the RAT
deployment solenoid
– EICAS:
• Add/Revise EICAS messages per various other airplane changes
• Add Flight Controls Synoptic
• Indicate spoiler retraction when required due to maneuver load alleviation (MLA)
• Display Stabilizer Trim and Stab Greenbands
• Revise gear indication to account for two position electric landing gear lever
• Revise Synoptics and Maintenance pages to accommodate airplane changes
– ND:
• Add display of GPS time and chronograph.
747 New FMC
n Enables planned upgrade
n World Wide Database
n Faster response time
n Designed for Retrofit
n FMC retrofittable
“Plug & Play”
747-8 functionality
Central Maintenance Computer Function (CMCF)
• Revise the CMC hardware and software to add:
•
•
•
•
Fault messages for new or revised systems
Ground test modifications for new or revised systems
New configuration menus
Trade study determined existing CMC hardware does not have
sufficient processor capability to process 747-8 fault messages →
New hardware required
Multi-mode Receiver (MMR)
• Upgrade MMR to provide differential-GNSS (DGNSS)
and GLS capability using a ground-based
augmentation system (GBAS) as follows:
– Add 3rd system: GPS antenna and coax cable connected
to a C MMR
– MMR wiring is revised for position program pin wiring of
the L-R-C MMR’s (approximately 5 wires for each MMR)
– Add (1) inertial bus input into MMR-C
– Delete the offside inertial input bus for MMR L and R
ARINC 781
SATCOM
– 6 MCU total (instead of 20 MCU for ARINC 741
systems)
– Flange mounted HPA
– Simplified LRU installation – fewer LRUs installed
in the main equipment rack
– A smaller and lighter antenna improves the
antenna installation
Air Data and Inertial Reference Unit (ADIRU)
• Replace three Inertial Reference Units
(IRU) and Air Data Computers (ADC) with
three ADIRUs and seven remote Air Data
Modules (ADMs).
• Replace the triple IRU rack with a triple
ADIRU rack.
Deleted Pitot/Static Tubes
LAOA
L
L
IRS
L TAT
L MAIN
C
C
AIR
DATA
R
L AUX
R
#1
}
AO A
#2
#1
STANDBY PS
R*
L*
L
DADC
L
ADIRU
To Standby
Air Speed &
Elevator Feel
Computer
CAPT
PITOT
TAT
AUX
PITOT 1
ADM
Pt
Ps
ADM
PITO T/
STATIC
SOUR CE
SE LECT
VA LVE
L/R
CAPT-AD
C
CAPT
STATIC
AUX
STATIC 1
AUX
STATIC 2
F/O
STATIC
FP
PITOT
Sec
}
AOA
Pri
C
R*
L*
AP 2
Pri
STAT IC
Sec
ADM
AP 2
TAT
C
DADC
C
ADIRU
L/
R
Pt
ADM
AP 1
ADM
Ps
FO-AD
To Elevator
Feel Computer
AO A
}
C
R*
L*
AUX
PITOT 2
TAT
R
ADIRU
R
DADC
L/R
ADM
Pt
ADM
Ps
#2
R
IRS
L
#1
To Standby
Altimeter and
Airspeed
Indicator
#1 #2
R
C
STANDBY PS
C
AIR
DATA
F/O
PITOT
L
R AOA
RTAT
RAUX
RMAIN
Service Interphone Jacks
Remove 13 under utilized Service Interphone Jacks
– 787 trade study results show a majority of service
interphone jacks are not used.
– Simplifies manufacturing and post delivery
maintenance
747- 8F / 8I Data Load Baseline
Boeing / Suppliers
A. Boeing/ Suppliers distribute software updates via
electronic feed or storage media.
B. Airlines receive software updates by validating
Boeing/Suppliers digital signature. Airlines apply digital
signature to match key loaded on the airplane.
C. Airline loads software to an on-board mass storage via:
•
Electronic feed via terminal wireless lan unit (TWLU)
OR
•
Media/Hard Drive via a maintenance laptop
Legacy Media
Parts
Software Parts
1001110
1001110
1001110
D. Airlines use the maintenance laptop to initiate data load to
Vault SW
systems
A
Electronic
feed
OR
On Airplane
Airlines
Portable
laptop
D
Data load
initiated
NFS
(Network
File Server)
B
C
OR
Ground
station
Load to mass
storage
ARINC 615A LRUs
747-8 ONS
Ethernet
Ethernet
ARINC 615-3/4 LRUs
20x3 Switch
A 429
Software Parts
1001110
1001110
1001110
Airline Software Vault
A 429
747- 8 Future Optional Data Load
Boeing / Suppliers
Legacy Media
Parts
Optional data loader (est late 2010)
•
Airline loads software to a mass storage via a
storage media through a mounted display terminal
Software Parts
•
1001110
1001110
1001110
Airlines use the mounted display terminal to initiate
dataload to systems
Vault SW
A
Electronic
feed
C
OR
Load to mass
storage
On Airplane
Airlines
load
D1 Data
initiated
NFS
(Network
File Server)
Portable
laptop
OR
B
1001110
1001110
1001110
option
OR
A 429
Airline Software Vault
D2
§BOEING PROPRIETARY
Mounted display terminal
Autopilot System
YSM – YAW DAMPER/STAB
TRIM/RUDDER RATIO
MODULE/PACS
ARINC 615-3/4 LRUs
20x3 Switch
A 429
Software Parts
ADIRU
Ethernet
Ethernet
Ground
station
ADIRU
ARINC 615A LRUs
747-8 ONS
Cabin & Network Systems Overview
Off board digital connectivity
• Larger Bandwidth connection
• More data traffic
E Enabled provision and Options
TWLN Terminal Wireless LAN
EFB
Electronic Flight Bag features (Opt)
ODN
Open Data Network
Differences Summary
• Flight Deck Approximate teach time is 2 hours
• Avionics
– Navigation Systems
– CMCF
– Communication Systems
– Data Loading
– Auto Flight
– Cabin Systems
– Approximate teach time is 4 hours
747- 8F ECS Walkaround
Changes Relative to 747-400F
CACTCS and Air Distribution
• Modify the flow control - rate based on Freighter
cargo volume.
• New Subfreezing Packs
• New recirc fans and filters
• Mix bay and recirc fan ducting
• New riser installation - additional pair of risers accommodate increased airflow requirements.
• New air distribution ducting to accommodate
added risers and airflow
• (New) CTC & additional temp sensors
• Change ducting lengths - body stretch
• Larger forward overboard valve/venturi
Cabin Pressure and Decompression
• Decompression analysis - strengthened wing
box, modified wheel well envelope.
• Relocate PPRVs and Remote Sensor Port
• Additional NPRV(s)
160-in forward stretch
E/E Cooling
• Revise Fwd E/E cooling supply and exhaust systems:
160” stretch, unique Freighter changes, and additions to
equipment racks in E/E bay
60-in aft stretch
Ice & Rain
Cargo Air Supply
• Modify FCAC & ACAC for larger cargo volume
• Modify Lower Lobe cargo heating systems for
larger volumes
• New duct routing, valves, and pressure
sensors to support new engine inlet
definition and lip-skin temperatures.
• Recertify wing anti-ice performance
Air Supply
• New Digital Bleed and Precooler
• New Ram Air Inlet / Outlet & reschedule
Cargo Fire Protection
• Revise main deck cargo smoke
detection - area type S/T 747-400SF
• Cargo smoke detection system –
area detection
• Additional cargo fire suppressant and
nozzles – stretch
CPCS Overview
CPCS Overview 747-8 and 747-8F
• Changes from 747-400:
– Relocate positive pressure relief valves and sensor
port due to the stretch of Section 42
– Install additional negative pressure relief valve(s)
due to larger interior volumes
– Change cabin pressure repressurization rate to
1000 fpm for the lower lobe cargo fire mode,
similar to 747-400 910k airplane
• Normal repressurization rate is 300 fpm
Crew Rest Smoke Detection System
Overview
•
747-8F
– Upper Deck Crew Rest
• No additional smoke detectors required
•
747-8F
– Ionization-type smoke detectors in crew rests are replaced with
photoelectric smoke detectors due to obsolescence, environmental
concerns, and regulatory requirements
Wing Anti-ice
747-8 F - Primary Flight Controls Changes
Section 41
Revise Aisle stand for CCD
Stab Trim Indicator on EICAS
Add FBW Control Wheel and Speed
Brake Handle Sensors
Primary Flight Controls
Elevator
Rudder
Lateral
Autoflight
• Update for new A/P Characteristics
• Add GLS and IAN
Cables
Flight Control Electronics
YSM
Combine SRM and YDM and add
PACS function
LCE
New Lateral Control Electronics for
FBW Spoilers and OB aileron
Add PACS, Revise Feel Computer, Add Feel Shift for
Stall I.D.
Re-sized upper and lower Rudder PCUs.
Re-sized Inboard Ailerons, new FBW Outboard
Aileron PCUs, new FBW Spoilers, Aileron Droop
Function, Outbd Aileron Limiting
Revised length and routing in wing and body
High Lift
Leading Edge
Trailing Edge
Re-size Drive System
Re-size Drive System, Add Flap Skew
Detection
Flap Control Unit Add Flap Skew Detection
Horizontal Trim System
YSM 1
YSM 2
Moved to EICAS
to allow room
for cursor
control device.
Trim control
moved from
SRM to YSM
Lateral System – Fly By Wire
Spd Bk Hndl
Sensor
Hyd Sys 1
F/O Whl
Sensor
Capt Whl
Sensor
Hyd Sys 2
Hyd Sys 3
P6
DC Bu s 3
Hyd Sys 4
Hot A P U B at Bus
DC Bu s 2
Ele. Power
DC Bu s 4
LCE
LCE
Gen Pwr Cntr Pnls
Gen Pwr Cntr Pnls
P514
P615
P61 4
IDG 2
OB rs
oile
Sp
IDG 1
I/B
Aileron
P515
IB Spoilers
5
7
8
I/B
Aileron
4
3
O/B
Aileron
IDG 3
IB Spoilers
6
9
OB
Spoil
ers
IDG 4
10
11
2
12
1
APU BAT
FBW Inboard Spoiler Actuator
•Design Features:
•Sized for 60 degree spoiler
deflection
•Based on 777 actuator
(biased to retract for hydraulic
and electrical failure)
•No surface droop
O/B
Aileron
747-8 F - High Lift Control System Changes
Section 41
Revise Aisle stand for CCD
Stab Trim Indicator on EICAS
Add FBW Control Wheel and Speed
Brake Handle Sensors
Autoflight
• Update for new A/P Characteristics
• Add GLS and IAN
Primary Flight Controls
Elevator
Rudder
Lateral
Cables
Flight Control Electronics
YSM
Combine SRM and YDM and add
PACS function
LCE
New Lateral Control Electronics for
FBW Spoilers and OB aileron
Add PACS, Revise Feel Computer, Add Feel Shift for
Stall I.D.
Re-sized upper and lower Rudder PCUs.
Re-sized Inboard and FBW Outboard Aileron PCUs,
new FBW Spoilers, Aileron Droop Function, Outbd
Aileron Limiting
Revised length and routing in wing and body
High Lift
Leading Edge
Trailing Edge
Re-size Drive System
Re-size Drive System, Add Flap Skew
Detection
Flap Control Unit Add Flap Skew Detection
Hydraulic System Changes
• Add tubing in tail (Section 48) for pitch
augmentation system actuator and
elevator feel shift
• Extend hydraulic tubing runs and wiring
associated with hydraulic system to
accommodate increased fuselage length
• Increase tubing size for new, larger
aileron PCUs, flight spoiler PCUs, and
rudder PCUs
• Revised aft engine strut installations
• Add electric demand pumps to Systems 1
and 4 to meet required landing gear
retract time
• Ram air turbine added for all-engine-out
controllability
• Add RAT ground deploy/stow module in
the right side-of-body area for on-ground
deployment
• Revision of hydraulic system routing to
accommodate changed airplane threats
Ram Air Turbine (RAT)
Interconnect valves
Ram Air Turbine (RAT)
§ Add RAT to System
3 in right wing leading edge to provide all-engine-out
controllability (windmilling power inadequate)
Wing leading edge
Landing Gear Systems Changes
Change Drivers
•
•
•
•
•
•
Increased Loads
Increased Hyd Flow Demands
Changed Kinematics
Fuselage Stretch
Airplane Threats
Cost and/or Weight Savings
Brake Control System
•
•
•
•
•
Component Installation
Antiskid Tuning - Revised
• Valves - Possibly Relocated
Brake Torque Limiting - Revised
• Tubing - Possibly Rerouted
TPIS & BTMS - Revised & Combined
Three System Loss SRP - Systems solution in-work
Steering System
Brake Control Cables - Lengthened & Possibly Rerouted
• No Changes
Landing Gear Door Integration
•
•
•
•
•
Body and Wing Gear Door Actuators - New
Door Operated Sequence Valves - New
Uplock Operated Sequence Valves - Revised
Downlock Operated Sequence Valves - Revised
Door Safety Valves - Revised
Increased Gear Retract Actuation Capability
•
•
•
•
•
•
•
•
Body and Wing Gear Retract Actuators - New
Main Gear Uplock Actuators - New
Body and Wing Gear Downlock Actuators - New
Main Gear Alternate Extend Systems - Revised
•Uplock Alt Ext Motors - New
•Uplock Alt Ext Mechanisms - New
•Cables & Pulleys - Revised & Possible Rerouted
LG Hydraulic Lines - New
LG Selector Valves - Using 777 MLG Valves
•737 Solenoid Valve - Accommodate 747 Alt Ext
•777 Two-Position LG Lever - Accommodate Electric Cmd
•Auto-Off Logic - Accommodate Two-Position LG Lever
Wing Gear Pressure Operated Restrictor Ck Valves - Revised
Body and Wing Gear Truck Positioners - Possible Overtravel Changes
Wheels, Tires & Brakes
•
•
•
•
•
50”x20” Radial Tire - New RRR NLG Delivery Tire
22” NLG Wheel - Lightened Delivery Wheel
52”x21” Radial Tire - New RRR MLG Delivery Tire
22” MLG Wheel - New
Carbon Brake - New
Overview – EE Subsystems
New integrated anticollision /
position light assembly
Main Deck – (Freighter Only)
Add Main Deck Signaling System
Additional Cargo PDUs
Additional Lighting
Flight Deck –
777 Dimmer Control Unit
777 Master Dim & Test
777 Style Window Heat
787 LED Position and
Anticollision Lights
787 LED
Anticollision
Lights
Lower Lobe (Fore & Aft)
Additional Lighting
Additional Cargo PDUs
90 KVA Generators
(same as 747-400)
Revised weight and
balance system
Relocate/Add Fuel Probes
Repackage engine electrical systems
Adapt electrical systems to interface with Digital
Bleed Air Controls
777/787 Service Light
Dual Taxi lights on
nose gear basic
48 amp-hour main
and APU battery