GIA B744 Quick Reference Guide

QUICK REFERENCE GUIDE

Q.R.G

P.T. GARUDA INDONESIA

QUICK REFERENCE GUIDE Preface

B747-400 QRG Date : July, 2009 Issued by : CGKOFSGA Issue : 2 Page : - i -

PREFACE The contents of this booklet are compiled from many books and/or Manuals in the cockpit as well as outside cockpit for frequent used by pilots in the cockpit. And it is far from perfect but still it is useful – at least for this moment – for pilots especially for two-men operations. Of course to many pilots, the contents of this booklet is not new (especially B747- 400 pilots) but it will take time for them to find a specific information in the Jeppesen Manual for example in a limited time, space and lightings in the cockpit during night flight. It is our idea to call this booklet as it is to make quick and easy access for us and we realized as we begin the work to compile this booklet that it may contain misspelled words, incorrect sentences etc. Company BOM, AOM, DDG (MEL) and other official Manuals are always overriding this booklet. At last we would like to apologize and eager to hear critics from colleague for improvements of this booklet in the near future until the official manuals have been issued. Finally we would like to ask your attention to keep this booklet always in the cockpit; the take-over crew may need it on the next stretch. We as pilots should always do our best to fly safe in efficient way. “ Pilots are men who start out knowing a great deal about very little thing and go on learning more and more until they know everything about nothing.” Jakarta, November 10, 2006. BOEING 747 - 400 Chief Pilot

Capt. Marsjad Ibnu Marto

Date : 01 DEC 2010

Amendment No.5 to GARUDA QRG B747-400 .

Please find attached the following amendments to your copy of the above mention QRG.

Please insert this Amendment Letter in front of your QRG B747-400.

Check that you have received the previous amendment.

Any question with respect to this manual or information contained here in shall be directed to :

For Technical or Procedural contents to: CGKOFSGA (Chief Pilot B747-400 ), Phone 5501284 or 5501771 ext. 2212.

For Printing and Distribution to: CGKOSPGA , Phone 5501771 ext. 2315/2316

Pages Issue

Notes Out In

ii 4 5 − Update texts

1 4 5 − Update texts

53-54 3 4 − New chapter Over Flying Permit

59 3 4 − Amended the Performance Inflight

60 2 3 − Amended the Performance Inflight

61-87 1 2 − Amended the Performance Inflight

88-89 1 2 − Alternate HLM move page

90-91 1 2 − New chapter alternate MED procedure

FLIGHT OPERATION DEPARTEMENT

Prepared by: Approved by

Sumarhudojo. Capt. Marsjad Ibnu Marto Deputy Technical Pilot B747-400 Chief Pilot B 747-400

AMMENDMENT SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND BE INSERTED AT FIRST OPPORTUNITY

QUICK REFERENCE GUIDE LIST OF REVISION

B 747-400 QRG Date : 10 November 2006 Issued By : CGKOFSGA Issue : 1 Page : iv

Amandment

No

Amandment

Date

Insertion

Date.

By

To: Documentation and Reproduction (OSE-3) GOC 3rd Floor Room 317 FAX (021)559 0119

Revision no. 5 has been compiled properly and marked on the Record of Revision page of this

manual

Name/ID no :……………………………….. Signature :………………………………………

Office Code :………………………………. Date :………………………………………

EVALUATION FORM Your feedback will contribute to the development of the Quick Reference Guide. Please write down

any suggestion / input / or comment in block letter, use backspace as necessary and forward to :

Chief Pilot Boeing 747 – 400 (OFS)

Garuda Operation Center 3rd Floor, Room 206.

Phone (021) 550 1284 / FAX (021) 550 1284

Name/ID no :……………………………….. Function :………………………………………

Date :………………………………. Sign :………………………………………

QUICK REFERENCE GUIDE LOG OF PAGES

B 747-400 QRG Date : 01 DEC 10 Issued By : CGKOFS Issue : 5 Page : - ii -

QRG Ref Page Issue

Preface i 1

Content 1 5

Company Channel 2

3

4

3

Stockholm Radio 4

5

3

3

Cold Wx Operation 6

7

8

9

10

11

12

3

3

3

3

3

3

3

Hold Over Time 13 3

Holding procedure 14 4

Runway Report 15

16

17

3

3

3

Aircraft General 18 3

Limitation 19 3

Oxygen Requirement 20

21

22

23

24

3

3

3

3

3

Obs.seat Briefing 25 3

System Operation 26

27

28

29

4

4

3

3

Modify Procedure DDG 02.36.11-4

30

31

32

33

3

3

3

3

QRG Ref Page Issue

Modify Procedure 34

35

36

37

38

39

40

41

3

3

3

3

3

3

3

3

Performance factors 42 3

Std Piloting Limitation 43 3

Low Temp Alt Corrctn 43 3

Low Press Alt Corrctn 43 3

Temp Convertion 43 3

Climb Gradient 44 3

Vert Speed 44 3

Multiplication Factor 45 3

Conversion Table 45 3

Altimeter Conversion 45 3

ICAO-ATS Airspace 46 2

Unreliable Airspeed 47

48

49

50

51

2

2

2

2

2

Max Climb Thrust 52 3

Over Flying Permits 53

54

3

3

Pre Departure Clearance

55 3

List of fuel Suppliers 56 3

Take Off speed 57

58

3

3

Inflight Performance 59

60

61

4

3

2

QUICK REFERENCE GUIDE LOG OF PAGES

B 747-400 QRG Date : 01 DEC 10 Issued By : CGKOFS Issue : 5 Page : - iii-

QRG Ref Page Issue

Performance Inflight 61

62

63

64

65

66

67

68

89

70

71

72

73

74

75

76

77

78

79

80

81

82

83

84

85

86

87

1

1

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

2

Alternate HLM proc 88

89

2

2

Alternate MED Proc 90

91

2

2

QUICK REFERENCE GUIDE AOM, BOM, FRG OVERRIDING

Date : 01 JUN 10 Issued by : CGKOFSGA Issue : 4 Page : - 1 -

B747- 400 QRG

747-400 QUICK REFERENCE GUIDE CONTENTS: Contents. . . . . . . . . . . . . . . . . . . . . . . . . .

Company Channel & Weather Info. . . . . . . . . . . . . . . . . .

Stockholm Radio . . . . . . . . . . . . . . . . . . . . . . .

Cold Weather / Low Visibility . . . . . . . . . . . . . . . . . . . .

Hold Overtime . . . . . . . . . . . . . . . . . . . . . . . .

Holding Procedure. . . . . . . . . . . . . . . . . . . . . . . .

Runway Report (SNOWTAM) Code. . . . . . . . . . . . . . . . .

Dimensions (Aircraft General) . . . . . . . . . . . . . . . . . . .

Limitations . . . . . . . . . . . . . . . . . . . . . . . . . .

Oxygen. . . . . . . . . . . . . . . . . . . . . . . . . . .

Observer Seat Briefing Checklist . . . . . . . . . . . . . . . . . .

System Operations (Abnormal Engine Start) . . . . . . . . . . . . . . .

Modify Procedure (DDG 02.36.11-4) . . . . . . . . . . . . . . . . .

Performance Factors (FMS – CDU) . . . . . . . . . . . . . . . . .

Standard Piloting Limitations. . . . . . . . . . . . . . . . . . .

Low Temperature Altitude Correction . . . . . . . . . . . . . . . . .

Low Pressure Altitude Correction . . . . . . . . . . . . . . . . . .

Temperature Conversion ( C F) . . . . . . . . . . . . . . . .

All Engine Climb Gradient (G/S vs. Rate of Climb) . . . . . . . . . . . . . .

Vertical Speed (Glide Slope vs. Approach Angle) . . . . . . . . . . . . . .

Conversion (Multiplication Factors) . . . . . . . . . . . . . . . . .

ICAO – ATS Airspace Classification . . . . . . . . . . . . . . . . .

Flying with Unreliable Airspeed / Altitude . . . . . . . . . . . . . . . . .

Maximum Climb Thrust %N1. . . . . . . . . . . . . . . . . . . .

Alternate HLM procedure . . . . . . . . . . . . . . . . . . . .

Pre Departure Clearance . . . . . . . . . . . . . . . . . . . .

List of Fuel Supplier . . . . . . . . . . . . . . . . . . . . . . .

Take Off Speed. . . . . . . . . . . . . . . . . . . . . . . .

Performance In-flight. . . . . . . . . . . . . . . . . . . . . . .

1

2

4

6

13

14

15

18

19

20

25

26

30

42

43

43

43

43

44

44

45

46

47

52

53

55

56

57

59



B747- 400 QRG

COMPANY CHANNEL & WEATHER INFORMATION

STATION COMP.CHANNEL & CALL SIGN FREQUENCY SEQ

* Bangkok BKK – VTBS WX Info from:

“Thai Dispatch” Bangkok ATIS Bangkok Radio H+(10-15) & (40-45)

135.10 127.80 2965; 6676; 11387

* Beijing PEK - ZBAA

“Air China Dispatcher”

132.00

* Denpasar DPS – WADD WX Info from:

Gapura Bali” Bali ATIS Singapore Radio H+(20-25) & (50-55)

131.95 126.20 6676; 11387

*Dammam DMM - OEDF

Dammam ATIS

128.05

*Hongkong HKG – VHHH WX Info from:

“Jardine Airways” Hongkong ATIS Hongkong Volmet Hongkong H + (15-20) & (45-50)

131.80 128.20 338 (NDB) H24 2863; 6679; 8828; 13282

- 5

* Jakarta Soekarno – Hatta CKG – WIII WX Info from:

“Gapura Cengkareng “Garuda Operation” “Echo Alpha” (Flt Monitoring) ―Mike Oscar‖ (Maint) ―Garuda Operation‖ Sukarno Hatta ATIS Jakarta Volmet Singapore Radio H + (20-25) & (50-55)

131.95 131.95 131.95 131.95 8996;13384. 126.85 128.25 6676; 11387

* Jeddah JED – OEJN WX Info from:

“Attar Jeddah” Jeddah ATIS

129.65 126.20 , 114.90

* Medina MED - OEMA

―Medina Operation‖ 131.50

* Medan MES – WIMM WX Info from:

“Gapura Polonia” Polonia ATIS Jakarta Volmet

131.95 126.00 128.25


Date : 01 SEP 09 Issued by : CGKOFSGA Issue : 3 Page : - 3 -

B747- 400 QRG

* Riyadh RUH – OERK WX Info from:

Riyadh ATIS

127.15 , 113.30

* Seoul ICN – RKSI WX Info from:

― Korean Air ― Operation Incheon ATIS Narita ATIS

131.00 128.65 128.20 128.25 127.65 2863; 6679 H24 8828; 13282 H24

* Shanghai VPG – ZAPD WX Info from:

―Donghai‖ Shanghai ATIS

129.80 / 130.50 127.85

* Singapore SIN – WSSS WX Info from:

“CIAS Operation” Singapore ATIS Singapore Radio H + (20-25) & (50-55)

131.50 128.60 6676; 11387

* Sydney Kingsford Smith SYD – YSSY WX Info from:

“Qantas Sydney” Sydney ATIS Sydney Volmet H + (00-05) & (30-35

131.70 126.25 2965(NotSSB) H24 6676,11387 H24

* Tokyo NRT – RJAA WX Info from:

“Garuda Operation” “JAL Operation” Narita ATIS Fukuoka Volmet Tokyo H+(10-15) & (40-45)

131.75 131.75 128.25 127.65 2863; 6679 H24 8828; 13282 H24

Taipei TPE-RCTP WX Info from:

China Airlines

131.30

-o0o-



B747- 400 QRG

STOCKHOLM RADIO

Post Address : PO Box 41242

SE - 13128 Necks strand, Sweden Telephone : + 46-8 6017910 Telefax : + 46-8 6017969 Telex : 12426 STORDO S AFTN : ESKRYFYX SITA : STO OOYF

Stockholm Radio can be requested: to provide for a phone patch connection to

FLIGHT FOLLOWING CKGOGWGA phone nr. (62.21)- 550.7229, 550.1889, 550.1823, 550.1013

CGKOFGA phone nr. (62.21)- 550.1909

fax nr. (62.21)- 550.1879

CGKOFSGA phone nr. (62.21)-550.1284 to relay via telex to CGKOFGA or via SITA.

Stockholm Radio Frequencies : Notes: - Weather (TAFOR / METAR) of all airports in Europe are available for pilots

upon request using one of the above frequencies. - Any urgent messages (Operational) can be sent to appropriate address on company’s charge. - After using this facility, the pilots are requested to make a log / note in the AFL

- Radio check and SELCAL check are free of charge.

GARUDA ACARS TELEX Utilizing the cockpit ACARS the Flight Crew is able to send telex / message to B744 Chief Pilot (CGKOFSGA) via address JKTEOGA.

3493 kHz (night) - Short / Medium range 5541 kHz H24 (day) - Short range (night) - Long range 8930 kHz H24 (day) - Medium range (night) - Long range 11345 kHz H24 - Medium / Long range 13342 kHz H24 - Medium / Long range 17916 kHz H24 (day) - Long range 23210 kHz (day only) - Long range.



B747- 400 QRG

Phone Patch Connection

Flight crew should initially determine the aircraft position and time of the day in reference to Stockholm Radio Propagation forecast chart for selecting an optimum frequency before radio check or relay message to Garuda Operation Center (Flight Following).

e.q.: ― STOCKHOLM RADIO (3X), THIS IS INDONESIA 981 POSITION AT 12 SOUTH 108.53 EAST RADIO CHECK HOW DO YOU READ.‖

(When reply come i n, proceed with SELCAL check)

To relay message through phone patch to Garuda Operation Center (Flight Following): e.q.:

Aircraft : ― STOCKHOLM RADIO (3X), THIS IS INDONESIA 981‖

Operator : ― INDONESIA 981, STOCKHOM RADIO GO AHEAD‖

Aircraft : ― INDONESIA 981 REQUERT PHONE PATCH WITH GARUDA

OPERATION 062-21-550.7229, OR 550.1899, OR 550.1823‖

Operator : ― INDONESIA 981 STOCKHOLM RADIO ROGER, SATND BY ‖

When the call is answered Operator : ― THIS IS STOCKHOLM RADIO, I HAVE INDONESIA 981 STANDING

BY, YOU MAY GO AHEAD AND CALL THE FLIGHT‖

Garuda Operation : ― INDONESIA 981 THIS IS GARUDA OPERATION GO AHEAD‖

--oo0oo—



B747- 400 QRG

COLD WX OPERATION / LOW VISIBILITY (AOM II 2.4.12; 2.5 - BOM 3.1.7 - FRG 1.5; 1.4; 1.9; 5.1.6)

I. PREFLIGHT * Flight Planning - Check Weather FORECAST/METAR for Departure, Destination, Alternates and En-route Alternate. - Check Wx minima for T/O and Ldg at Departure Apt. - Decide Total Fuel on Board, including extra / prolonged taxiing - Confirm crew qualification. STANDARD TAKE-OFF MINIMA

TDZ RVR or Visibility

Mid RVR Roll out RVR Remark

VR 750m (2400ft)

VIS 800m (1,5 SM)

Advisory (if reported)

Advisory (if reported)

Use Mid if TDZ RVR is Inop

Lowest VIS for F/O to Take-off

For lower than Standard Take-off Minima Refer to B.O.M 3.2.1 - 06

* TAKE-OFF PERFORMANCE ON CONTAMINATED RUNWAY:

WET Rwy if contamination is less than: 3 mm Slush/ Standing water 5 mm Wet Snow 15 mm Dry Snow

- T/O Power deration is permissible. (AOM III 4.1.2 -4,5 p2.) - Prepare T/O Data for WET runway.

CONTAM Rwy if contamination is between: 3 - 12 mm Slush/ Standing water 5 - 25 mm Wet Snow 15 - 100 mm Dry Snow

- Full T/O Power, NO deration. (AOM III 4.1.2 -07 p3, 4). - Prepare T/O Data accordingly. (AOM III 4.1; 4.2)

NO TAKE OFF if contamination is more than: 12 mm Slush/ Standing water 25 mm Wet Snow 100 mm Dry Snow (AOM III 4.1.2)



B747- 400 QRG

II. IN FLIGHT OPERATION

* Preparation. Ref. to AOM II 2.5.1

- Prefer to use APU bleed air for air cond. packs rather than ground equipment. - Air condition pack operation should be optimized to keep convenient cabin temp. - General reviews for engine start during cold weather and the use of Nac.Anti-ice. - Review flight controls operation including Flaps, Stabilizer selections etc. - Ice & Snow removal. Ref. to AOM II 2.5.1-04 p2; 2.5.1 -12 p6

. Before flight ensures the airplane is free from ice & snow. . Keep in contact with ground engineer before and during de-icing airplane. . Hold over time (BOM 3.1.7) table may be found on this guide. . Nice to know: One step de-icing, Two-step de-icing, Anti-icing the aircraft. * Aircraft Handling Before Engine Starting: - STABILIZER……………………………………………… FULL NOSE DOWN Push back & engine starting. AOM II 2.5.1 -05 . Consider: Slippery surface. AOM II 2.3.2-01 p1

. Silent push-back . Double chocks (in front & behind) the wing-wheel . Engine starting after push back. Use normal start procedures, oil press may be slow to rise. . Cold soak engine. AOM II 2.3.2.-05 p3 - NACELLE ANTI – ICE…………………………………..ON - NOTE: If aircraft deicing required after all engines running):

FLAPS… … … … … … UP THRUST LEVER … … … … CLOSED NACELLE ANTI ICE… … … … ON PACKS … … … … … … OFF APU … … … … … … OFF (One minute after completion of deicing) PACKS (ALL)… … … … … NORMAL (one by one)

Before Taxi Out - STABILIZER ……………………………………………… FULL NOSE UP then SET for T/O Taxi-Out (AOM II 2.5.1 -06 p3) . All engines stabilized for 2 mins before open thrust. . Avoid thrust in excess of idle as far as possible. . Delay TAXI-OUT checklist . Adjust taxi speed and distance from preceding traffic. . Avoid sharp turn on slippery/slush covered surface to prevent nosewheel-skidding especially when Low Gross Weight. . Beware of cross wind especially on narrow taxiway.



B747- 400 QRG

When approaching Rwy Holding Point or “line-up” position:

- FLAPS ………………………………………………. 30, then SELECT 20 - FLIGHT CONTROL………………………………… CHECKED FULL TRAVEL - SPOILER …………………………………………… CHECKED; (UP- EXTEND then RETRACTED) - PF:‖TAXI-OUT CHECKLIST‖ . Complete ―TAXI OUT‖ checklist. Line-up

. Follow yellow line. . Do not make sharp turn. - PF: ―BEFORE TAKE-OFF‖ CHECKLIST . Complete ―BEFORE TAKE OFF‖ checklist. Take Off. (AOM II 2.5.1 –07) . Line-Up & Run-Up. Ref. AOM II 2.4.12 -2.3 p 1-2 . Run-up Crew coordination: (AOM II 2.4.12). PF : Open Thrust Levers: ―RUN UP‖, Hands lift, Looking outside. PM : Set the thrust to at least 60% N1, then ―SET‖ and timing. PF : Hold Thrust Levers. After 30 seconds PM : ―RUN UP COMPLETED‖ PF : ―TAKE-OFF‖ and Press TOGA Notes: Whenever NAC anti-ice is ON, engines run up is required prior to T/O. Consider run-up symmetric engines if the airplane is skidding. TO/GA may directly be activated from 60% N1. . PF ensures the tiller remain neutral and PM holds the control until ground speed 40 kts (AOM II 2.3.3). . Observe Cross & Tail wind limitation (AOM II 2.8.1).



B747- 400 QRG

Wind limitation - (AOM II 2.8.1).

Braking Action

Runway Condition

X - Wind

Tail Wind

GOOD . Wet, good surface. 25 kt 5 kt

MEDIUM

. Mod-Heavy rain

. Snow / Ice but sanded rwy

15 kt

5 kt

POOR

. Slush / snow / ice covered rwy . Freezing rain . Drizzle on dusty rwy . Standing water

5 kt 0

Notes: - When Braking Action is POOR, the take-off is prohibited or SCD (AOM II 2.5.1-07) - Freezing Rain / Drizzle? The take-off is only permitted under certain condition. (Ref. BOM 3.1.7). Climb, Cruise and Descent.

. With Nacelle and Wing Anti-ice in AUTO, full protection for icing condition Is provided. Note: Prolonged flight in Moderate / Severe icing with N1 below 70% and/or Fan icing suspected (by Eng. vibration), increase thrust to 70 % N1 or more for 30 second every 10 minutes. (AOM II 2.5.1).

. Avoid areas where icing with expected severe turbulence. If encountering turbulence: - CONT. IGNITION P/B: ON - Turbulence speed: M.820 – M.850 . Icing condition: TAT 10 deg C or below and visible moisture. (AOM II 2.4.12) Enter the altitude where TAT is required ON to the VNAV DESC page at the LSK-1 R at the FORECAST- page to provide point of descent (T/D) correction. Nice to know: - Cruise at High altitude above Tropopause - Exposure to Ozone (O3) concentration and their effect to human body especially during winter. (FRG 5.1). - Weather phenomena of high altitude during winter; ie.Jet stream; clear air

turbulence (CAT), Icing, Canopy static etc. (FRG 5.3). Holding - Flight in holding pattern should be in the clean config. as long as practicable. - Wing Anti-Ice (WAI) is only effective with LE flaps retracted. (AOM II 2.5.1-08).



B747- 400 QRG

Approach Crew Briefing

- To be completed before commencing descent. - The Crew Briefing should include the crew coord. as required. (AOM II 2.3.5). Approach & Landing.

- Crew qualification for Low Visibility Appr./Ldg: CAT II. (BOM 3.1.6)

- Observe the Weather Minima for CAT II. (AOM II; BOM 3.2.1)

- ―Noise Abatement‖ procedures will automatically not in force when the weather is lower than CAT I.

- Complete ―APPROACH CHECKLIST‖ Weather Minima (BOM 3.2.1)

Type of Appr&Land

Decision Height ( DH )HAT

Runway Visual Range ( RVR )

Vis.

A B C CAT I

200 ft

600 m

-

-

800 m

CAT II

100 ft

*350 m

175 m

175 m

-

* CAT III A Fail passive

50 ft

300 m

125 m

125 m

-

* CAT III A Fail opersnl

20 ft

200 m

125 m

125 m

-

*CAT III B Fail opersnl (with DH)

20 ft

125 m

75 m

75 m

-

* CAT III B Fail opersnl (No DH)

0

75 m

75 m

75 m

-

* CAT III - Minima is derived from GIA - BOM.

Crew coordination. AOM II 2.3.5 p 8,9,10 . ACCP (Automatic Crew Coordination Procedure) is compulsory for all CAT II/III approach/landing. . MCCP (Manual Crew Coordination Procedure) is compulsory for all Non- Precision approach/landing.



B747- 400 QRG

Type of landing. AOM II 2.3.5 p5. . Auto-land is compulsory if the weather condition is below CAT I. . Auto-land is recommended if the weather conditions are below 500 ft HAA / 2500 m. CAT II / III Operation. (AOM II 2.3.5) Note: Any failure of a system requiring extra attention during approach or landing, precludes CAT II / III operation. . Set DH (Decision Height) on upper right of the PFD as stated RA on the CAT II

approach chart . Set MDA/ DA (Min.Decision Altitude) on the lower right of the PFD as stated

DA/MDA of the ILS approach chart. (Rounding up to upper ten feet). . Review Minimum Airplane Equipment and reset the Appr.Minima as necessary.

(AOM II 2.8.3). . Calculate the Required Landing Distance and apply correction accordingly and check

the runway length available. (Normal Checklist). . Observe Surface Wind Limitation.

- WIND limitation. (AOM II 2.8.1)

Braking Action: Good/Dry Good Med Poor

Head wind 25 kt 25 kt 25 kt 25 kt

Cross wind 25 kt 25 kt 15 kt 5 kt

Tail wind 10 kt 10 kt 5 kt 0

Landing run . For CAT II / III operation the use of autoland is mandatory. . Auto brakes selection 3 or 4. (AOM 2.3.5 -22). If Autobrakes is inoperative, manual braking should be used. (AOM II 2.5.1-10). . Auto Go-around is compulsory. . Reverse on landing is normal, but transition to idle-reverse should be halted at 50% N1 and at safe taxi speed return to forward idle. (AOM II 2.5.1 -10 p 5,6).



B747- 400 QRG

Autoland . After touch down, use reverser normally.

If the airplane swing inadvertently, returns all reversers to idle reverse, keep straight by rudder.

. Need more concentration to keep in centerline. Beware of the snow banks, if any along the runway edges. Prefer to use inboard-engine reverser.

Nice to know: Snowtam, Runway report and/or MOTNE.(FRG 1.9); Slush (FRG 1.5). See other page of this QRG.

Taxi in and Parking.

. Vacate the runway safely and not too hurry. Taxi speed should be well below 10 kts especially during tight turn to prevent nose-wheel skidding on slippery surface. . Retract flaps to 25 after landing on slush/ice-covered runway. Maintain this condition to allow inspection of flaps mechanism by ground engineer. . Start the APU when approaching the parking gate; possibility for a successful start is greater than starting just after landing. . Advice the ground mechanic to provide double chocks in front & rear of the nosewheel when the surface is slippery, otherwise keep the parking-brake on. . Keep cabin temperatures as warm as convenient.

END.

-=o0o=- dhg



B747- 400 QRG

HOLD OVER TIME TABLES

The tables for use in departure planning only, and should be used in conjunction with Pre-Takeoff Check procedure. The freeze point (FP) of Type I fluid mixture must be at least 10

0C below OAT

TYPE

I

0AT VOL% NEATFLUID

WATER

Approximate Holdover Time Under Various Weather Conditions-Hrs: minutes

0 C FROST1 Freezing Fog Snow Freezing

Drizzle Light Freezing

Rain Rain on Cold Soaked Wing

Above 0 0;45 0:11-0:17 0:06-0:15 0:09-0:13 0:04-0-06 0:02-0:05 0 to -10 0:45 0:08-0:13 0:06-0:15 0:05-0:09 0:04-0-06 Clear ice -

confirmation Below-10 0:45 0:06-0:10 0:06-0:15 may require touch for

TYPE

II

Above 0 100/0 12:00 0:35-1:30 0:20-0:55 0:30-0:55 0:15-0;30 0:20-0:40 75/25 6:00 0:25-1:00 0:15-0:40 0:20-0:45 0:10-0;25 0:05-0:25 50/50 4:00 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10

CAUTION : No holdover

time Guidelines

exist

0 to -3 100/0 8:00 0:35-1:30 0:20-0:45 0:30-0:55 0:15-0;30 75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0;25 50/50 3:00 0:15-0:30 0:05-0:15 0:05-0:15 0:05-0:10

below -3 to -14

100/0 8:00 0:20-1:05 0:15-0:35 0:15-0:453 0:10-0:253

75/25 5:00 0:20-0;55 0:15-0:25 0:15-0:303 0:10-0:203

below -14 to -25 100/0 8:00 0:15-0:20 0:15-0:30 Clear ice may require touch for

confirmation

below -25 100/0 Type II Fluid may be used below -250C provided the freezing point of the fluid is at least 70 below OAT and aerodynamic acceptance criteria are met. Consider use of Type I when Type II can not be used

TYPE

IV

Above 0 100/0 18:00 1:05-2:15 0:35-1:05 0:40-1:10 0:25-0:40 0:10-0:50 75/25 6:00 1:05-1:45 0:30-1:05 0:35-0:50 0:15-0:30 0:05-0:35 50/50 4:00 0:15-0:35 0:05-0:20 0:10-0:20 0:05-0:10

CAUTION : No holdover

time Guidelines

exist

0 to -3 100/0 12:00 1:05-2:15 0:30-0:55 0:40-1:10 0:25-0:40 75/25 5:00 1:05-1:45 0:25-0:50 0:35-0:50 0:15-0:30 50/50 3:00 0:15-0:35 0:05-0:15 0:10-0:20 0:05-0:10

below -3 to -14

100/0 12:00 0:20-1:20 0:20-0:40 0:20-0:453 0:10-0:253

75/25 5:00 0:25-0:50 0:20-0:35 0:15-0:303 0:10-0:203

below -14 to -25 100/0 12:00 0:15-0:40 0:15-0:30 Clear ice may require touch for

confirmation

below -25 100/0 Type II Fluid may be used below -250C provided the freezing point of the fluid is at least 70 below OAT and aerodynamic acceptance criteria are met. Consider use of Type I when Type IV can not be used

NOTE: 1 During conditions that apply to the aircraft protection for overnight frost 2 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible 3 The lowest use temperature of these holdover times is limited to -10

0C

CAUTION: Times of protection represented in above tables are for guidance & planning purposes only. When holdover time exceeded, a Pre Takeoff Contamination Check is required. CAUTION: Times of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content, high wind velocity, or jet blast may reduce holdover time below the lowest time stated in range. Holdover time may be reduced when aircraft skin temperature is lower than OAT EXAMPLE: For Type I fluid, OAT between 0 to -10

0C and snowing, the holdover time is 6 to 15 minutes. A heavy snow fall would

have an approximate holdover time of 6 to 9 minutes, a moderate snow fall approximately 9 to 12 minutes, and light snow fall approximately 12 to 15 minutes, as illustrated by the following graph

:06 :09 :12 :15

HEAVY MODERATE LIGHT



B747- 400 QRG

HOLDING (FCTM Boeing 747-400 4.20)

General Start reducing to holding airspeed 3 minutes before arrival time at holding fix so that the airplane crosses the fix, initially, at or below the maximum holding airspeed. If the FMC holding speed is greater than ICAO or FAA maximum holding speed, holding may be conducted at flaps 1, using flaps 1 maneuvering speed. Flaps 1 uses approximately10% more fuel than flaps UP. Holding speeds in the FMC provide an optimum holding speed based upon fuel burn and speed capability; but are never lower than flaps UP maneuvering speed. Maintain clean configuration if holding in icing condition or in turbulence In extreme wind conditions or at high holding speeds, the defined holding pattern protected airspace may be exceeded. However, the holding pattern depicted on the map display will not exceed the limits. Holding Airspeed Advice ATC if an increase airspeed is necessary due to turbulence, if unable to accomplish any part the holding procedure, or if unable to comply with speeds listed in the following tables: ICAO Holding airspeeds (Maximum)

Altitude Speed Through 14,000 feet 230 knots

Above 14,000 to 20,000 feet MSL 240 knots

Above 20,000 to 34,000 feet MSL 265 knots

Above 34,000 feet MSL 0.83

FAA Holding airspeeds (Maximum)

Altitude Speed Through 6,000 feet MSL 200 knots

6,001 MSL through 14,000 feet MSL

230 knots (210 knots Washington D.C. & New York FIR)

14,000 feet MSL and above 265 knots

-=o0o=-

dhg



B747- 400 QRG

RUNWAY REPORT (SNOWTAM; MOTNE)

Ref: JEPPESEN General Information – Meteorology Runway Report (if any) is reported in the form of 8 figures and located at the end part of a METAR. - Example: METAR EHAM 28/0510 ……230/04 600M R19R/500M R27/600M FOG SCT004 BKN0025 5/-2 1017 BCMG0545 1200M 19R490192

1

9

R

4

9

0

1

9

2

Runway designator ----------- (Code A ) Type of deposit------------------------------- (Code B ) Extent of contamination----------------------------- (Code C ) Depth of Deposit---------------------------------------------------- (Code D ) Braking effect / action -------------------------------------------------------------- (Code E ) Special Cases : (Code F ) i.e R/W Clearance, Report not updated, Clearance Report and Special Report.



B747- 400 QRG

R/W designator ( Code A )

1st to 3rd figures 1 9 L : Rwy 19 L 0 8 R : Rwy 08 R 2 7 C : Rwy 27 C 8 8 : All Runways at the airport 9 9 : The previous report is repeated.

Type of Deposit ( Code B ) 4th figure

0 : Clear and dry 5 : Wet snow 1 : Damp 6 : Slush 2 : Wet and Water patches 7 : Ice 3 : Rime or Frost covered 8 : Compacted or Rolled snow (less than 1 mm) 9 : Frozen ruts or ridges 4 : Dry Snow / : Not reported, eg due to rwy clearance in progress. Extent of Contamination ( Code C )

5th figure 1 : 10% or less runway covered 2 : 11% up to 25% ― ― 5 : 26% up to 50% ― ― 9 : 50% up to 100% ― ― / : Not reported, eg due to runway clearance in progress. Depth of Deposit ( Code D )

6th and 7th figures 0 0 : less than 1 mm 0 1 - 9 0 : the actual depth of deposit, eg. 08 = 8 mm; 76 = 76 mm 9 2 : 10 cm ; 9 3 : 15 cm 9 4 : 20 cm ; 9 5 : 25 cm 9 6 : 30 cm ; 9 7 : 35 cm 9 9 : Runway not operational, depth not reported / / : Depth operationally not significant.



B747- 400 QRG

Braking effect / action ( Code F ) 8th and 9th figures

- Reported as Friction Coefficient (FC) 0 1 up to 9 0 means as FC report, e.g. 0 5 means FC = 0.05 3 7 means FC = 0.37 - Reported as Braking Action (BA) 9 1 means Braking Action POOR 9 2 ― ― ― MEDIUM / POOR 9 3 ― ― ― MEDIUM 9 4 ― ― ― MEDIUM / GOOD 9 5 ― ― ― GOOD

9 9 ― ― ― unreliable, BA or FC not possible to asses or misleading, eg in case of aquaplaning (hydroplaning).

/ / ― ― ― Runway not operational, BA or FC not reported. Special Cases ( Code F )

- Runway Clearance : When a Rwy is being cleared, this is reported as, example: 1 4 / / 9 9 / /

- Report Not Updated : If Rwys are contaminated but reports are not updated, this is reported as, example: 8 8 / / / / / / (for all runways) - Clearance Report : If contamination conditions have ceased, this is reported as, example: 1 4 C L R D / / for Rwy14 or 14L or 8 8 C L R D / / for all runways - Note : S N O C L O / / means the Aerodrome is closed due to snow, ice etc.

--oo0oo– dhg



B747- 400 QRG

AIRCRAFT GENERAL AOM 1.1.1

DIMENSIONS. Span :

- Winglet tip to winglet tip … … … 64.94 m - Horizontal stabilizer … … … 22.17 m

Length:

- nose radome to rear end of fin tip.. … 70.67 m - nose radome to rear tip of the fuselage…. 68.60 m

- nose radome to nose gear axle. … … l7.60 m - nose gear axle to body gear axle… … 27.30 m - nose radome to body gear axle.. … … 34.90 m

Height :

- ground to fin tip… … … … … 19.58 m (max) - ground to upper deck top…. … … 10.39 m (max) - ground to main body top… … … 9.43 m (max) - ground to winglet tip… … … … 7.57 m (max) - ground to wing tip… … … … 5.11 m (min) - ground to upper deck floor.. … … 8.36 m (max) - ground to main deck floor… … … 5.36 m (max)

Clearance:

- ground to bottom of outboard engine.. … 1.82 m (min) - ground to bottom of inboard engine … … 1.14 m (min) - ground to bottom of a/c (forward cargo)… 3.25 m (max) - ground to bottom of a/c (rear cargo) … … 3.15 m (max)

Width :

- Aircraft body axis to inboard engine axis… 11.94 m - Aircraft body axis to outboard engine axis… 21.19 m - Inboard eng. Axis to outboard eng.axis…… 9.25 m - Wing gear axles LH to RH .. … … 11.00 m - Body gear axles LH to RH… … … 3.84 m

-oO0Oo- dhg



B747- 400 QRG

B 747- 400 LIMITATIONS AOM 2.4.17

POWER PLANT

LIMITATIONS AND SYSTEM DATA

Condition Max.Duration Max.EGT(1) Max.N1 Max.N2

Ground start (3) Continuous 750C - -

Single eng.inflt start Continuous 750C - -

Multiple eng.inflt start Continuous 960C - -

Minimum/Appr.Idle Continuous - - -

T/O & GA 5 or 10 mins (2) 960C 117.5% 112.5%

Max.Continuous Contin.InEmerg 925C 117.5% 112.5%

Max.Climb Continuous 890C 117.5% 112.5%

Max.Cruise Continuous 835C 117.5% 112.5%

NOTE: 1. If maximum EGT limits are exceeded, ACMS will record the duration and temperature values. An AML entry of the events is required. 2. Only in case of engine failure. 3. Light up should occur within 25 sec. After selecting fuel on.

OIL QUANTITY. - Minimum quantity (before engine start) ………………… 14 liters

The difference between the lowest and the highest oil quantity indication may be 5 ltr maximum. - Maximum consumption …………………………………… 0.5 lt./hr

OIL PRESSURE. Oil pressure varies directly with N2 RPM.

During engine start oil pressure must be indicating by idle N2. Oil pressure in caution area (amber indication): . Aircraft on the ground: Take-off not permitted . Aircraft in flight : Continued normal engine operation is permitted as long as temperature remains within limits, If temperature increases above limits, the engine must be shut down. Oil pressure in warning area / red indication, (Min.Oil Press is 10 psi): . Engine must be shut down.

OIL TEMPERATURE - Minimum for starting …………………………… - 40C

- Normal range …………………………………… 65C -160C

- Caution range ……………………………………160C -175C

- Operating limit ……………………………………175C (Transient ops limit for max.15 mins).

--o0o– dhg



B747- 400 QRG

BOEING 747-400 OXYGEN REQUIREMENT

Cockpit Crew System Oxygen bottles installed : 2 @ 114 cubic feet. Minimum required cylinder pressure : 680 psi

Maximum cylinder pressure : 1850 psi at 21 C

Temperature correction for each 1 above or below 21 C (See note at page 27). For Operational Limitation See page 27

Passenger System Oxygen bottles installed : 10 @ 114 cubic feet (*) Minimum required cylinder pressure : 640 psi Maximum cylinder pressure : 1850 psi

Temperature correction for each 1 above or below 21C (See note at page 27) Note:

1. PASSENGER ACTIVATED SYSTEM (PK-GSI) After oxygen masks deployed automatically during decompression, the oxygen will flow / available ― when the mask is pulled‖ down.

2. FREE FLOW SYSTEM (PK-GSG, PKGSH)

After oxygen masks deployed automatically during decompression, the oxygen will also available at the same time.



B747- 400 QRG

PRESSURE to LITER conversion

OXYGEN CYLINDER

PRESS at 21 C

AVAILABLE QUANTITY OF OXYGEN IN SYSTEM

( liters ) psi 5 cyl (bottles) 7 cyl (bottles) 10 cyl (bottles) 800 900

6,100 7,000

8,600 9,800

12,300 14,100

1,000 1,100

7,900 8,700

11,100 12,300

15,800 17,500

1,200 1,300

9,600 10,500

13,500 14,700

19,300 21,000

1,400 1,500

11,300 12,200

15,900 17,100

22,700 24,500

1,600 1,700

13,100 13,900

18,300 19,500

26,200 27,900

1,800 1,900

14,800 15,700

20,800 22,000

29,700 31,400

Notes : Garuda B747-400 Oxygen System consists of: 10 cylinders (bottles) @ 114 cubic-feet for Pax System. 2 cylinders (bottles) @ 114 cubic-feet for Cockpit System`

This table is derived from Boeing Manual ―Flight Plan and Performance.‖



B747- 400 QRG

- PASSENGER ACTIVATED SYSTEM (PK-GSI) : LITERS OXYGEN REQUIRED

NUMBER OF

PERSON IN

CABIN

TOTAL POST

DECOMPRS TIME

hrs / mins

LITERS OF OXYGEN REQUIRED WHEN DESCEND TO 14,000 FT OR BELOW

DECOMPRESSION OCCUR AT ALTITUDE (FT) 31,000 35,000 39,000 43,000

100

0:17 1:00 2:00 3:00

1020 1265 1715 2165

1160 1435 1885 2335

1340 1650 2100 2550

1525 1880 2330 2780

200

0:17 1:00 2:00 3:00

2040 2530 3430 4330

2280 2830 3730 4630

2620 3240 4140 5040

2965 3675 4575 5475

300

0:17 1:00 2:00 3:00

3060 3795 5145 6495

3400 4225 5575 6925

3900 4830 6180 7530

4405 5470 6820 8170

400

0:17 1:00 2:00 3:00

4080 5060 6860 8660

4520 5620 7420 9220

5180 6420 8220 10020

5845 7265 9065

10865

500

0:17 1:00 2:00 3:00

5100 6325 8575 10825

5640 7015 9265 11515

6460 8010 10260 12510

7285 9060

11310 13560

The Total Post Decompression Time include : Descent, Level-Off at Intermediate altitude and Flight at Final level-off altitude.

Time to shut-down 90% masks at 14,000 ft is 11 minutes. Minimum Post Decompression Time (10 minutes) approximates direct descent to 10,000 ft. ADJUSTMENT FOR LEVEL-OFF AT INTERMEDIATE ALTITUDE ABOVE 14,000 FT PRESSURE ALTITUDE.

NUMBER OF OCCUPANT IN

PAX CABIN

ADDITIONAL OXYGEN REQUIRED Liter per minute above 14,000 ft

INTERMEDIATE PRESSURE ALTITUDE (Feet) 15,000 17,000 21,000 25,000

100 200

18 36

123 245

198 395

288 540

300 400

54 72

368 490

593 790

793 1045

500 600

90 108

613 735

988 1185

1298 1550

Note: 30% cabin occupants using oxygen.



B747- 400 QRG

- FREE FLOW PASSENGER SYSTEM (PK-GSG; PK-GSH) : LITERS REQUIRED

NUMBER

OF OXYGEN MASKS IN

PAX.CABIN

LITERS OF OXYGEN REQUIRED FOR DESCENT TO 10,000 FT

IN 10 MINUTES (MINIMUM FAA REQUIREMENT)

PRESSURE ALTITUDE AT DECOMPRESSION 20,000 27,000 31,000 35,000 39,000 43,000 45,000

100

LITERS REQUIRED

830 990 1020 1160 1340 1525 1610

200 1660 1980 2040 2280 2620 2965 3120

300 2490 2970 3060 3400 3900 4405 4630

400 3320 3960 4080 4520 5180 5845 6140

500 4150 4950 5100 5640 6460 7285 7650

600 4980 5940 6120 6760 7740 8725 9160

- ADJUSTMENT FOR LEVEL-OFF AT INTERMEDIATE ABOVE 15,000 FT PRESS.ALT.

NUMBER OF

OXYGEN MASKS IN

PAX.CABIN

OXYGEN REQUIRED FOR HOLDING

ABOVE 15,000 FT

INTERMEDIATEPRESSURE ALTITUDE FT 17,000 21,000 25,000

100

LITERS PER MINUTES

130 205 295

200 260 410 555

300 390 615 815

400 520 820 1075

500 650 1025 1335

- OXYGEN REQUIREMENT FOR POST DECOMPRESSION CRUISE 10,100 FT PRESS.ALT.

NUMBER OF OCCUPANT

IN PAX.CABIN

LITERS OF OXYGEN REQUIRED

FOR POST DECOMPRESSION CRUISE ABOVE 10,000 FT PRESS.ALT.

10,001 TO 14,000 FT * 14,001 TO 15,000 FT **

1 HR 2 HRS 3 HRS 1 HR 2 HRS 3 HRS

100

LITERS REQUIRED

510 960 1410 1665 3185 4715

200 1020 1920 2820 3330 6370 9430

300 1530 2880 4230 4995 9555 14145

400 2040 3840 5640 6660 12740 18860

500 2550 4800 7050 8325 15925 23575

600 3060 5760 8460 9990 19110 28290

* 10% of occupants using oxygen. ** 30% of occupants using oxygen.



B747- 400 QRG

- FLIGHT CREW SYSTEM

No. of crew

Oxygen Reqrd ( ltr )

Oxygen required for Level-off at 14,000 ft

Additional liter req.each minutes held at intermediate altitude other than 14,000 ft

Intermediate Press.Alt ( ft )

Total post decompression time

(hr)

8000 to

13,999

14,000

14,001 to

17,999

18,000 to

21,999

22,000 to

25,000

2 3 4 5 Regulator on ―NORMAL‖ or (100%)

2 680 650 960 1260 1570 0 (22) 0 (16) 1 (16) 3 (12) 4 (11)

3 1020 980 1440 1900 2360 0 (33) 0 (24) 1 (24) 4 (18) 6 (16)

4 1340 1310 1920 2530 3150 0 (43) 0 (32) 2 (32) 5 (25) 8 (21)

Table 1 Table 2 Table 3

Instructions: 1. Determine protective breathing requirements from Table 1. 2. Determine sustenance requirements for level-off at 14,000 ft from Table 2 and correct for level-off other than

14,000 ft using Table 3. 3. Flight Crew system oxygen requirements are the larger of protective breathing (Table 1) or sustenance

requirements (Table 2).

ENDURANCE (AOM II 2.4.7)

SYSTEM CABIN ALT. NORMAL 100% OXY Crew

oxygen 1,800 psi

22,000 – 25,000 ft 18,000 – 21,000 ft 13,000 – 17,000 ft 8,000 - 12,000 ft

13.8 man hours 16.9 man hours 19.1 man hours 25.7 man hours

8.4 man hours 7.2 man hours 5.8 man hours 4.8 man hours

Passenger Oxygen

With minimum pressure before departure, in case of cabin depressurized & emergency descent from

43,000 ft: 10 MINUTES

OPERATION LIMITATION (AOM II 2.4.7) Minimum Oxygen Pressure for Dispatch (at 21C)

Cockpit Crew Oxygen:

CGK ………………………………………. 1500 psi Other stations:

2 or 3 cockpit crew…………… 700 psi 4 cockpit crew ………………. 875 psi

Passenger Oxygen: CGK……………………………………… 1650 psi Other stations:

200 pax or less ……………… 810 psi 300 pax or less ………….…… 1100 psi 400 pax or less ………………. 1400 psi 500 pax or less ………………. 1650 psi

Note: Correction should be applied ADD 1% for each 3 C ABOVE 21 C SUBSTRACT BELOW

--oo0oo– dhg



B747- 400 QRG

OBSERVER SEAT BRIEFING CHECKLIST FLIGHT DECK ADMISSION DOCUMENTS : Cockpit authorization by OF …………………………………………………………… Checked Or Request for access to aircraft by DGAC …………………………………………….. Checked Note : Consider of safety, PIC has final authorization to allow observer admission and Responsible to supervise of his/her behaviors. Remain silent during critical phase of flight ………………………………………… Checked

Review use of seat belt and harness ……………………………………………….. Checked

Review of emergency assign exit door ……………………………………………… Checked

Review of availability Life Vest & its use ……………………………………………. Checked

Review of availability oxygen mask & its use ………………………………………. Checked

Review of extension or retraction of jump seat (if any) ……………………………. Checked

Note : Observer need to refrain from distracting or interrupting the Flight Operation, Manipulating with Flight Control, Switches, Instruments or Circuit Breakers, And any other behavior that might interfere the Operation securities.

ADMISSION TO FLIGHT DECK

OBSERVER BRIEFING



B747- 400 QRG

SYSTEM OPERATION / Power Plant AOM 2.4.17 2.1 ENGINE START WITH EXTERNAL ELECTRICAL/PNEUMATIC POWER.

Before engine start, with marginal operating electrical ground unit the EXT POWER may be trip to of line due to high load demand(e.g Fuel Pumps). Elllectrical load can then be reduced by switching the MAIN POWER P/B OFF in all galleys and then switching the Right Utility P/B OFF. NOTE: With Right Utility P/B OFF, several EICAS alarms will be displayed, the galley control

panel lighs are extinguished and the cabin video system (Flight Safety) is not operationa. When Right Utility bus power is restoreed, it will take approximately 10 minutes before the cabin video system is operatiive again Switching the Left Utility P/B OFF is not advisable, as cabin light will extinguis. When switching OFF the Left Utility Bus is inevitable, advise Cabin Attenants to switch the cabin light to nightlighting first.

For engine starting sufficient ground power must be available. This may require more than one

ground cart. The recommended pneumatic duct pressure is 30 psi with the start valve open (less 1 psi/1000 ft

pressure altitude). The auto start feature of the EEC will guard against a possible hot or hung start that may result from the low duct pressure. If pneumatic pressure drops below 20 psi during engine start, the remaining engines should be started according the Crossbleed Start Procedure, AOM 2.4.17-2.2.

When towinig with a single engine running is required, select Hyd Demand Selectors 1 and 4 to

AUTO prior to towing. Hydraulic Aux Pumps 1 and 4 are unusable due to unpowered Ground Handling Bus.

Procedure

In case of marginal operating electrical round unit:

Request Purser to switch MAIN Power OFF in all galeys.

Switch Right Utility P/B OFF

Complete the BEFORE STARTINGchecklist

Select all Pack Selectors OFF

Suply external pneumatic air.

Start engine(s) (one by one)

Remove all equipment.

For remaining engnine(s) start refer to Crossbleed Start Procedure, AOM 2.4.17-2

Prior to towing select the Hydraulic Demand Pumps 1 and 4 to AUTO.

If applicable switch the Right Utility P/B ON. Request Purser to switch the MAIN POWER ON in all galleys.

Procedure completed.



B747- 400 QRG

SYSTEM OPERATION / Power Plant AOM 2.4.17 2.2 CROSSBLEED START

When towing with a single engine running is required, select the Hydraulic Pump Selectors 1 and 4 to AUTO prior to towing. AUX Pumps 1 and 4 are unusable due to unpower Ground Handling Bus. Procedure:

At least one engine should be started at the parking position.

Prior to towing select the DEMAND Pumps 1 and 4 to AUTO.

Start the engines on the opposite of the running engine(s) to ensure pneumatic air in case of Tail Pipe Fire has to be performed.

Select one Pack ON

Start the remaining engine(s) one by one.




B747- 400 QRG

SYSTEM OPERATION / Power Plant AOM 2.4.17

2.4 OPERATION WITH ENGINE START VALVE UNSERVICEABLE This procedure shall be performed when the engine start valve fails to open or close pneumatically.

- The affected start valve must be operated manually. - The procedure should be discussed with the ground engineer prior to start the engine. - Whenever possible, start the affected engine first. - Unsatisfactory engine start are not automatically corrected. Refer to Aborted Engine Start (Autostart Off) Procedure, AOM .4.17-3.13 - In case dry motoring is required (e.g.Tailpipe Fire), inform the ground engineer to keep the starter valve open until further command.

PHASE CALL ACTION / LIMITATION Before starting affected engine AUTOSTART P/B …………..OFF

ENGINE BLEED P/B ……….ON SERV.INTERPHONE SW…. ON

Start approval by ATC and ground engineer

START Switch …………….PULL . The light in the start switch will not illuminate. . Disregard the ENG(..) START- TER VLV alert if displayed.

―OPEN START VALVE‖ (to ground engineer on interphone)

N2 rotation ―N TWO‖

N2 reaches Fuel-On-Command Indicator

―FUEL ON‖ FUEL CONTROL switch……RUN Start timing.

EGT rising ―LIGHT UP‖ Within 25 seconds

At 50% N2 ―CLOSE START VALVE‖ (to ground engineer on interphone)

N1 rotation ―N ONE‖ N1 rotation should be present when engine is stabilized.

Engine stabilized

―ENGINE (…) STABILIZED‖

EGT Maximum Start Indicator disappeared and no engine related EICAS alerts. AUTOSTART P/B……………..ON SERV INTERPHONE……….OFF

Start the remaining engines after clearance from the ground engineer has been obtained.

NOTE:

1. If the ground engineer is unable to close the start valve manually, the STARTER CUTOUT (…) alert will be displayed. Take action according ECL procedure. Dispatch is not allowed. 2. If an in-flight start becomes necessary, starter assist will not be available. The airspeed should be high enough to allow a windmill start i.e. X-BLD Indication not displayed. (AOM 2.4.17-3).




B747- 400 QRG

SYSTEM OPERATION / Power Plant AOM 2.4.17 2.5 OPERATION WITH AUTOSTART SYSTEM OFF

- Start affected engine(s) first. - Combined engine start is not allowed. - Unsatisfactory engine starts are not automatically corrected.

Refer to Aborted Engine Start (Autostart Off) Procedure, AOM 2.4.17-3

PHASE

CALL

ACTION / LIMITATION

Before starting affected engine(s)

AUTOSTART P/B …… OFF

Start approval by ATC and ground engineer

―STARTING ENGINE (..)― on interphone

START sw (..) ……. PULL

N2 rotation ―N TWO‖

N2 reaches Fuel-On-Command indicator

―FUEL ON‖ FUEL CONTROL Switch ……………..…..RUN Start timing.

EGT rising ―LIGHT UP‖ Within 25 seconds

N1 rotation ― N - ONE‖ N1 rotation should be present when eng. stabilized

Engine stabilized

―ENGINE (..)STABILIZED‖

EGT Maximum Start Indica- tor disappeared and no engine related EICAS alerts

Repeated procedure if applicable

Affected engine(s) stabilized

AUTOSTART P/B ……..ON


END.

--o0o-- dhg



B747- 400 QRG

MODIFY PROCEDURE DDG 02-36-11-4 ATA ITEM REMARK AND DESCRIPTION 11-4 Wing Isolation Valves

(Left and Right) Modify Non-Normal Procedures are necessary for SMOKE, FIRE OR FUMES and BLEED DUCT LEAK L, C, R. For airplanes without Center Bleed Duct Leak Detection, modify Non-Normal Procedures for WAI VALVE LEFT L, R and CABIN ALTITUDE (RAPID DEPRESSURIZATION).

1. Modified SMOKE, FIRE OR FUMES Non-Normal Procedure for L ISLN VALVE

deactivated open: SMOKE FIRE OR FUMES

(L ISLN VALVE inop open)

Condition: Smoke, fire or fumes is identified.

Diversion may be need.

Oxygen masks (as needed)……………………………………….. ON, 100%

Smoke goggles (as needed)………………………………………. ON

Crew and Cabin communications………………………………… Establish

[Option - PRR 85515 and S/B 747-24-2246 not incorporated] – Advise the cabin crew to turn off main IFE and PC power switches (as installed).

Instruct cabin crew to turn on cabin night lighting

UTILITY POWER SWITCHES (Both)……………………………. OFF

APU SELECTOR…………………………………………………… OFF

PASSENGER SIGNS……………………………………………… ON

Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist.

If the source of the smoke, fire or fumes is obvious and can be extinguished quickly:

Source - Isolate and extinguish

If possible remove power from the affected equipment by switch or circuit breaker in the flight deck or cabin.

If source is visually confirmed to be extinguished, and the smoke or fumes are decreasing (both true), then

Continue the flight at the Captain’s discretion.

Restore unpowered items at the Captain’s discretion.

Do the SMOKE OR FUMES REMOVAL checklist if needed.

Initiate a diversion to the nearest suitable airport while continuing the checklist.

Consider an immediate landing if the smoke, fire or fumes situation becomes uncontrollable.

Do not delay landing in an attempt to complete the following steps.

RIGHT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . OFF

PACK 3 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing [Allows time for the smoke to clear.

Continue….



B747- 400 QRG

MODIFY PROCEDURE DDG 02-36-11-4 ATA

ITEM

REMARK AND DESCRIPTION

11-4 Wing Isolation Valves (Left and Right)

SMOKE FIRE OR FUMES

(L ISLN VALVE inop open)(Cont‟d)

If the smoke or fumes continue or are increasing:

PACK 3 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . NORM

PACK 1 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing [Allows time for the smoke or fumes to clear.] then do the following:





If the smoke or fumes are increasing:


TRIM AIR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF



RIGHT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . . . ON



TRIM AIR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . .

ON

Consider an immediate landing.

Do the SMOKE OR FUMES REMOVAL checklist if need.

Do not accomplish the following checklists:

ELEC UTIL BUS L, R FUEL OVRD 2, 3 FWD FUEL PUMP 2, 3 FWD CARGO DET AIR TEMP ZONE TRIM AIR OFF

END OF MODIFY PROCEDURE NO1

Continue……



B747- 400 QRG

MODIFY PROCEDURE DDG 02-36-11-4 ATA ITEM REMARK AND DESCRIPTION


2. Modified SMOKE AIR CONDITIONING Non-Normal Procedure for R ISLN VALVE

deactivated open:

SMOKE FIRE OR FUMES (R ISLN VALVE inop open)

Condition: Smoke, fire or fumes is identified.

Diversion may be need.

Oxygen masks (as needed) ON, 100%

Smoke goggles (as needed) ON

Crew and Cabin communications - Establish

[Option - PRR 85515 and S/B 747-24-2246 not incorporated] - Advise the cabin crew to turn off main IFE and PC power switches (as installed).

Instruct cabin crew to turn on cabin night lighting.

UTILITY POWER SWITCHES (Both) OFF

APU SELECTOR OFF

PASSENGER SIGNS ON

Anytime the smoke or fumes becomes the greatest threat, do the SMOKE OR FUMES REMOVAL checklist.

If the source of the smoke, fire or fumes is obvious and can be extinguished quickly:

Source - Isolate and extinguish

If possible remove power from the affected equipment by switch or circuit breaker in the flight deck or cabin.

If source is visually confirmed to be extinguished, and the smoke or fumes are decreasing (both true), then

Continue the flight at the Captain’s discretion.

Restore unpowered items at Captains discretion.

Do the SMOKE OR FUMES REMOVAL checklist if needed.

Initiate a diversion to the nearest suitable airport while continuing the checklist.

Consider an immediate landing if the smoke, fire or fumes situation becomes uncontrollable.

Do not delay landing in an attempt to complete the following steps.

LEFT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . OFF

PACK 1 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . . OFF

Wait 2 minutes unless the smoke or fumes are increasing [Allows time for the smoke to clear.]

Continue…..



B747- 400 QRG


ITEM



SMOKE FIRE OR FUMES

(R ISLN VALVE inop open) (Cont‟d)


PACK 1 CONTROL SELECTOR …………………………………



NORM OFF





NORM OFF



TRIM AIR SWITCH ………………………………………………..

AFT CARGO HEAT SWITCH …………………………………….


OFF OFF OFF


LEFT ISOLATION VALVE SWITCH ……………………………

PACK 2 CONTROL SELECTOR ……………………………….

PACK 3 CONTROL SELECTOR ……………………………….

TRIM AIR SWITCH ………………………………………………

Consider an immediate landing.

ON NORM NORM ON

Do the SMOKE OR FUMES REMOVAL checklist if need.


ELEC UTIL BUS L, R FUEL OVRD 2, 3 FWD FUEL PUMP 2, 3 FWD CARGO DET AIR TEMP ZONE TRIM AIR OFF

END OF MODIFY PROCEDURE NO.2

Continue…..



B747- 400 QRG



3. Modified BLEED DUCT LEAK L, C, R Non-Normal procedure for L ISLN VALVE

deactivated open: BLEED DUCT LEAK L, C, R (L ISLN VALVE inop open)

Condition: Bleed air leak or overheat along left, center, or right duct section

If BLD DUCT LEAK L or C message displayed:

R ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE BLEED AIR 1 & 2 SWITCHES . . . . . . . . . . . . . . . . OFF

PACK 1 & 2 CONTROL SELECTORS . . . . . . . . . . . . . . . . . OFF

APU SELECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . OFF

TRIM AIR SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

HYDRAULIC DEMAND PUMP 1 SELECTOR . . . . . . . . . . . . OFF

WING ANTI-ICE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . . SET

FLIGHT DECK TEMPERATURE SELECTOR . . . . . . . . . . . .

SET

Note: All passenger zones are maintained at a moderate temperature when not modified by SB 747-21-2337 Task 1 and either SB 747-21-2338 Task 1 or Ham. Std. 21-205.

Do not use wing anti-ice.

Sufficient bleed air may not be available for nacelle anti-ice if N1 is less than 70% at or above 10,000 feet or less than 55% below 10,000 feet.

Cargo smoke detection no longer available.

Do not use ground pneumatic air.

Do not accomplish the following checklists: BLEED OFF HYD PRESS DEMAND 1, 2 CARGO DET AIR TEMP ZONE TRIM AIR OFF

LANDING PREPARATION:

LE flaps operate in secondary mode. Allow additional time during approach for flap extension.

Do not accomplish the following checklist: FLAPS PRIMARY

Note: A temporary LE flap asymmetry, accompanied by a mild rolling moment results when LE flaps are extended or retracted.

If BLD DUCT R is displayed accomplish the published Emergency Checklist


Continue…..



B747- 400 QRG



4. Modified BLEED DUCT LEAK L, C, R Non-Normal procedure for R ISLN VALVE

deactivated open: BLEED DUCT LEAK L, C, R (R ISLN VALVE inop open)

Condition: Bleed air leak or overheat along left, center, or right duct section.

If BLD DUCT LEAK C or R message displayed:

L ISOLATION VALVE SWITCH. . . . . . . . . . . . . . . . . . . . . . . OFF

ENGINE BLEED AIR 3 & 4 SWITCHES . . . . . . . . . . . . . . . . OFF

PACK 2 & 3 CONTROL SELECTORS . . . . . . . . . . . . . . . . . OFF

APU SELECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . OFF

TRIM AIR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

HYDRAULIC DEMAND PUMP 4 SELECTOR. . . . . . . . . . . . OFF

WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . . . SET

FLIGHT DECK TEMPERATURE SELECTOR. . . . . . . . . . . . SET Note: All passenger zones are maintained at a moderate

temperature when not modified by SB 747-21-2337 Task 1 and either SB 747-21-2338 Task 1 or Ham. Std. 21-205.


Sufficient bleed air may not be available for nacelle anti-ice if N1 is less than 70% at or above 10,000 feet or less than 55% below 10,000 feet.



Do not accomplish the following checklists: BLEED OFF HYD PRESS DEMAND 3, 4 CARGO DET AIR TEMP ZONE TRIM AIR OFF LANDING PREPARATION:

LE flaps operate in secondary mode. Allow additional time during approach for flap extension.

Do not accomplish the following checklist: FLAPS PRIMARY

Note: A temporary LE flap asymmetry, accompanied by a mild rolling moment results when LE flaps are extended or retracted.

If BLD DUCT L is displayed accomplish the published Emergency checklist.


Continue…..



B747- 400 QRG


ITEM



5. Modified WAI VALVE L, R Non-Normal Procedure for L ISLN VALVE deactivated open

for airplanes without Center Bleed Duct Leak Detection:

WAI VALVE L, R (L ISLN VALVE inop open)

Condition: Wing anti-ice valve not in commanded position.

Light: VALVE

If wing anti-ice switch ON:

WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . [Valve failed closed.]

OFF


If wing anti-ice switch OFF:

WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . [Valve failed open.]

ON

After landing:

ENGINE BLEED AIR 1 AND 2 SWITCHES. . . . . . . . . . . . . . . OFF

LEFT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . . OFF

If BLEED ISLN message displayed:

RIGHT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . OFF

APU Bleed Air Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Note: If WAI VALVE LEFT message displayed, do not shut down

engine 1 when towed into a gate. Shutting down engine 1 depressurizes hydraulic system 1, and body gear steering is inoperative. Tight turns may cause tire scrubbing.

If WAI VALVE LEFT message displayed when towed into the gate with engines shut down:

HYDRAULIC DEMAND PUMP 1 SELECTOR. . . . . . . . . . . . . . [Provides hydraulic power for body gear steering]

AUX

Do not accomplish the following checklists: HYD PRESS DEM PACK


Continue…..



B747- 400 QRG



6. Modified WAI VALVE L, R Non-Normal Procedure for R ISLN VALVE deactivated open

for airplanes without Center Bleed Duct Leak Detection:

WAI VALVE L, R (R ISLN VALVE inop open)

Condition: Wing anti-ice valve not in commanded position.

Light: VALVE

If wing anti-ice switch ON

WING ANTI-ICE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . [Valve failed closed.]

OFF


If wing anti-ice switch OFF

WING ANTI-ICE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . [Valve failed open.]

ON

After landing:

ENGINE BLEED AIR 3 AND 4 SWITCHES . . . . . . . . . . . . . . . OFF

RIGHT ISOLATION VALVE SWITCH. . . . . . . . . . . . . . . . . . . . OFF

If BLEED ISLN message displayed:

LEFT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . . OFF

APU Bleed Air Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

Note: If WAI VALVE LEFT message displayed, do not shut down

engine 1 when towed into a gate. Shutting down engine 1 depressurizes hydraulic system 1, and body gear steering is inoperative. Tight turns may cause tire scrubbing.

If WAI VALVE LEFT message displayed when towed into the gate with engines shut down:

HYDRAULIC DEMAND PUMP 1 SELECTOR . . . . . . . . . . . . . [Provides hydraulic power for body gear steering]

AUX

Do not accomplish the following checklists: HYD PRESS DEM PACK

: :


Continue…..



B747- 400 QRG



7. Modified CABIN ALTITUDE (RAPID DEPRESSURIZATION) Non-Normal Procedure for

L ISLN VALVE deactivated open for airplanes without Center Bleed Duct Leak Detection:

CABIN ALTITUDE (RAPID DEPRESSURIZATION) (L ISLN VALVE inop open)

Condition: Cabin altitude excessive.

OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH

ISOLATION VALVE SWITCHES (Both) . . . . . . . . . . . . . . . . . . OFF

CABIN ALTITUDE AND RATE . . . . . . . . . . . . . . . . . . . . . . . . . [Confirms pressurization problem.]

CHECK

If cabin altitude uncontrollable:

PASSENGER OXYGEN SWITCH. . . . . . . . . . . . . . . . . . . . [Backs up automatic activation of the passenger oxygen system.]

ON

DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH

Without delay, close thrust levers, extend speedbrakes, and descend at VMO/MMO. Level off at lowest safe altitude or 10,000 feet, whichever is higher. If structural integrity in doubt, limit airspeed and avoid high maneuvering loads.

If cabin altitude can be controlled and right duct pressure remains low:

Accomplish the BLEED DUCT LEAK R Emergency checklist.

If cabin altitude can be controlled and left duct pressure remains low:

ENGINE BLEED AIR 1 & 2 SWITCHES . . . . . . . . . . . . . . . OFF

PACK 1 & 2 CONTROL SELECTORS . . . . . . . . . . . . . . . . OFF

APU SELECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . OFF

TRIM AIR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

HYDRAULIC DEMAND PUMP 1 SELECTOR. . . . . . . . . . . OFF

WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . SET

Note: All passenger zones are maintained at a moderate temperature when not modified by SB 747-21-2337 Task 1 and either SB 747-21-2338 Task 1 or Ham.Std. 21-205.

Continue…..



B747- 400 QRG


ITEM



CABIN ALTITUDE (RAPID DEPRESSURIZATION)

(L ISLN VALVE inop open)(Cont‟d)


Sufficient bleed air may not be available for nacelle anti-ice if N1 less than 70% at or above 10,000 feet or less than 55% below 10,000 feet.

Cargo smoke detection no longer available



BLEED ISLN L BLEED OFF CARGO DET AIR HYD PRESS DEM 1 TEMP ZONE TRIM AIR OFF


LE flaps operate in secondary mode. Allow time during approach for secondary flap operation.

Do not accomplish the following checklist:

FLAPS PRIMARY

Note: A temporary LE flap asymmetry, accompanied by a mild rolling moment, results when LE flaps are extended or retracted.

If OUTFLOW VALVE L, OUTFLOW VALVE R, and CABIN ALT AUTO messages displayed:


FLAPS PRIMARY OUTFLOW VALVE L, R


Continue…..



B747- 400 QRG



8. Modified CABIN ALTITUDE (RAPID DEPRESSURIZATION) Non-Normal Procedure for

R ISLN VALVE deactivated open for airplanes without Center Bleed Duct Leak Detection:

CABIN ALTITUDE (RAPID DEPRESSURIZATION) ISLN VALVE inop open)

Condition: Cabin altitude excessive.

OXYGEN MASKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON

CREW COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . ESTABLISH

ISOLATION VALVE SWITCHES (Both) . . . . . . . . . . . . . . . . . . . OFF

CABIN ALTITUDE AND RATE . . . . . . . . . . . . . . . . . . . . . . . . . . [Confirms pressurization problem.]

CHECK

If cabin altitude uncontrollable:

PASSENGER OXYGEN SWITCH. . . . . . . . . . . . . . . . . . . . [Backs up automatic activation of the passenger oxygen system.]

ON

DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .ACCOMPLISH

Without delay, close thrust levers, extend speedbrakes, and descend at VMO/MMO. Level off at lowest safe altitude or 10,000 feet, whichever is higher.

If structural integrity in doubt, limit airspeed and avoid high maneuvering loads.

If cabin altitude can be controlled and left duct pressure remains low:

Accomplish the BLEED DUCT LEAK L Non-Normal procedure Emergency checklist.

If cabin altitude can be controlled and right duct pressure remains low:

ENGINE BLEED AIR 3 & 4 SWITCHES . . . . . . . . . . . . . . . . . OF F

PACK 2 & 3 CONTROL SELECTORS . . . . . . . . . . . . . . . . . . . OFF

APU SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . OFF

TRIM AIR SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

HYDRAULIC DEMAND PUMP 1 SELECTOR . . . . . . . . . . . . . OFF

Airplanes with ADP installed in Hydraulic Demand Pump 2 position:

HYDRAULIC DEMAND PUMP 3 SELECTOR . . . . . . . . . . . . . OFF

WING ANTI-ICE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . . . . SET

FLIGHT DECK TEMPERATURE SELECTOR . . . . . . . . . . . . . SET

Continue….

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B747- 400 QRG


ITEM



CABIN ALTITUDE (RAPID DEPRESSURIZATION)

(R ISLN VALVE inop open)(Cont‟d)

Note: All passenger zones are maintained at a moderate temperature when not modified by SB 747-21-2337 Task 1 and either SB 747-21-2338 Task 1 or Ham. Std. 21-205.


Sufficient bleed air may not be available for nacelle anti-ice if N1 less than 70% at or above 10,000 feet or less than 55% below 10,000 feet.




BLEED ISLN L BLEED OFF CARGO DET AIR HYD PRESS DEM 4 TEMP ZONE TRIM AIR OFF


LE flaps operate in secondary mode. Allow time during approach for secondary flap operation.

Do not accomplish the following checklist:

FLAPS PRIMARY

Note: A temporary LE flap asymmetry, accompanied by a mild rolling moment, results when LE flaps are extended or retracted.

If OUTFLOW VALVE L, OUTFLOW VALVE R, and CABIN ALT AUTO messages displayed:

Do not accomplish the following checklists: FLAPS PRIMARY OUTFLOW VALVE L, R

END OF MODIFY PROCEDURE



B747- 400 QRG

FMS: PERFORMANCE FACTORS The required flight performance of the FMC had been loaded in the performance data base; the pilots may check the content in the PERF FACTORS page. It is available when the airplane on the ground only. - Select < MAINT prompt ( LSK 6R) of the INIT / REF INDEX page.

MAINTENANCE INDEX

< CROSS LOAD

< PERF FACTORS

< IRS MONITOR

< INDEX

- Select < PERF FACTORS (LSK 2L) of the MAINTENANCE INDEX page - Check LSK 4 L, LSK 5L, LSK 2R, LSK 3R, LSK 4R and LSK 5R should be as follows:

PERF FACTORS PERF CODE OPTION CODE

1L 1111 000001000B84 1R DRAG / F – F R / C CLB

2L + 0.0 / + 0.0 300 2R T O 1 / T O 2 THR / CRZ

3L - 5 / - 1 5 CRZ / 300 3R MNVR MARGIN THR RED

4L 1.30 1500 4R MIN CRZ TIME ACCEL HT

5L 5 1500 / 3000 5R -------------------------------------------------------------------------------

6L < INDEX A R M 6R

ARM

- If any item has to be changed, type ARM to the scratch-pad and LSK 6R. - Type the appropriate correct data and line select to its LSK.

--o0o-- Dhg



B747- 400 QRG

STANDARD PILOTING LIMITATIONS - Tracking tolerance: VOR + 2.5 , NDB + 3 , Heading + 15.

Speed in Kts: Initial Approach Final Appr Max IAS

Circling Appr Max IAS

Missed Appr Max IAS A/C Category Min.IAS Max IAS

D 185 250 185 205 265

- Bank angle: Min 25 bank in initial /intermediate approach Min 15 bank in Missed Approach Min 20 bank during Circling - Minimum climb gradient : Missed Approach: 2.5% (150 ft/ NM) all conditions. Departure : 3.3% (200 ft/ NM) all conditions.

„LOW TEMPERATURE‟ ALTITUDE CORRECTION In case of temperature is below standard, INCREASE published altitudes by the amount as indicated

below: (C)

Aerodrome temp.dev from ISA

Height above aerodrome / terrain in feet

200

300

400

500

600

800

1000

1500

2000

3000

4000

5000

- 15 0 20 20 20 40 40 60 80 120 180 240 300

- 20 20 20 40 40 40 60 80 120 160 240 320 400

- 25 20 20 40 40 60 80 100 140 200 300 400 500

- 30 20 40 60 60 80 100 120 180 240 360 480 600

- 35 20 40 60 60 80 100 140 200 280 420 560 700

- 40 40 40 80 80 100 120 160 240 320 480 640 800

- 45 40 60 80 80 100 140 180 260 360 540 720 900

Rule of thumb: For each C below STD temp., subtract 4 ft per 1000 ft from altimeter reading.

„LOW PRESSURE‟ ALTITUDE CORRECTION Rule of thumb: For each hPa that QNH is below 1013.2, subtract 30 ft from altimeter reading.

TEMPERATURE CONVERSION

F C F C F C F C

140 60.0 104 40.0 68 20 32 0

136 57.7 100 37.7 64 17.7 28 - 2.2

132 55.5 96 35.5 60 15.5 24 - 4.4

128 53.3 92 33.3 56 13.3 20 - 6.6

124 51.1 88 31.1 52 11.1 16 - 8.8

120 48.8 84 28.8 48 8.9 12 - 11.1

116 46.6 80 26.6 44 6.6 8 - 13.3

112 44.4 76 24.4 40 4.4 4 - 15.5

108 42.2 72 22.2 36 2.2 0 - 17.7



B747- 400 QRG

ALL ENGINES CLIMB GRADIENT

From climb gradient (percentage or ft / NM) to Rate of Climb (ft / min):

CLB. GRADIENT

GROUND SPEED / RATE of CLIMB

% Ft / nm 140 160 180 200 220 240 260 2.5 150 350 410 460 510 560 610 660

3.3 200 470 530 600 670 740 800 870

3.5 210 500 570 640 710 780 850 920

4.0 240 570 650 730 810 900 980 1060

4.5 270 640 730 820 910 1000 1100 1190

5.0 300 710 810 910 1020 1120 1220 1320

5.5 330 780 890 1000 1120 1230 1340 1450

6.0 360 850 970 1100 1220 1340 1460 1580

6.5 390 920 1050 1190 1320 1450 1580 1710

7.0 430 990 1130 1280 1420 1560 1700 1850

8.0 490 1130 1300 1460 1620 1790 1950 2110

9.0 550 1270 1460 1640 1830 2010 2190 2370

10.0 600 1420 1620 1830 2030 2230 2430 2630

Rule of thumb: Gradient (%) X GS (kt) = Rate of climb (ft / min).

VERTICAL SPEED (Ground Speed vs Approach Angle vs Rate of descent)

AA GS

2.5

2.6

2.7

2.8

2.9

3.0

3.1

3.2

3.3

110 480 500 520 540 560 580 600 620 640

120 540 560 580 600 620 640 660 680 700

130 580 600 620 640 660 680 720 740 760

140 620 640 660 700 720 740 760 800 820

150 660 680 720 740 760 800 820 840 880

160 700 740 760 800 820 860 880 900 940

170 760 780 820 840 880 900 940 960 1000

180 800 820 860 900 920 960 980 1020 1060

CONVERSION MULTIPLICATION FACTORS

- Temperature C to F : (C x 9/5) + 32 and F to C : (F – 32) x 5/9 - Distance Ft to Meter : 0.3048 and Meter to Ft : 3.28084 StM to NM : 0.868976 and NM to StM : 1.15078 KM to NM : 0.539957 and NM to KM : 1.852 KM to StM : 0.6214 and StM to KM : 1.609 Meter to Inch : 39.4 and Inch to Metr : 0.0254 - Weight Lbs to Kgs : 0.453592 and Kgs to Lbs : 2.204622 - Volume USG to Ltr : 3.78531 and Ltr to USG : 0.264179 USG to ImpG : 0.832674 and ImpG to USG : 1.20095 ImpG to Ltr : 4.54596 and Ltr to ImpG : 0.219975



B747- 400 QRG

CONVERSION METRES PER SECOND TO KNOTS AND FEET PER MINUTES

m/sec

kts

ft/m

m/sec

kts

ft/sec

1 1.5 2 2.5

2 3 4 5

197 295 394 492

11 11.5 12 12.5

22 23 24 25

2165 2263 2362 2460

3 3.5 4 4.5

6 7 8 9

591 689 787 885

13 13.5 14 14.5

26 27 28 29

2559 2657 2756 2854

5 5.5 6 6.5

10 11 12 13

984 1082 1181 1279

15 15.5 16 16.5

30 31 32 33

2953 3051 3150 3248

7 7.5 8 8.5

14 15 16 17

1378 1476 1575 1673

17 17.5 18 18.5

34 35 36 37

3346 3444 3543 3641

9 9.5 10 10.5

18 19 20 21

1772 1870 1969 2067

19 19.5 20 20

38 39 40 40

3740 3838 3937 3937

DECIMAL CONVERSION MILLIMETRES TO HECTOPASCAL

Millimetres

0.1

0.2

0.3

0.4

0.5

0.6

0.7

0.8

0.9

Hectopascal

0.1

0.3

0.4

0.5

0.7

0.8

0.9

1.1

1.2

ALTIMETER CONVERSION

FEET METER

FEET METER

FEET METER

500 150 20.000 6.100 31.000 9.450

1000 300 21.000 6.400 32.000 9.760

1500 450 22.000 6.700 33.000 10.060

2500 762 23.000 7.010 34.000 10.370

3.000 915 24.000 7.320 35.000 10.670

5.000 1524 25.000 7.620 36.000 10.980

10.000 3.050 26.000 7.930 37.000 11.280

11000 3.350 27.000 8.230 38.000 11.590

13.000 3.960 28.000 8.540 39.000 11.890

15.000 4.570 29.000 8.840 40.000 12.195

18.000 5.490 30.000 9.250 41.000 12.500


B747-400 QRG Date : 01Jul 09 Issued by : CGKOFSGA Issue : 2 Page : - 46 -

ICAO ATS AIRSPACE CLASSIFICATION

Class

Type

of flight

Separation provided

Service provided

VMC visibility & distance from

cloud minimum

Speed limitation

(Note 1)

Radio comm

ATC clear-ance

A IFR All aircraft ATC Service Not applicable Not applicable Yes Yes

B IFR VFR

All aircraft All aircraft

ATC Service ATC Service

Not applicable Note 1 + 2

Not applicable Not applicable

Yes Yes

C

IFR VFR

IFR from IFR IFR from VFR VFR from IFR

ATC Service ATC Service for separation from IFR. VFR/VFR traffic info (and traffic avoidance advice on request)

Not applicable Note 1 + 3

Not applicable 250 kt IAS below 10,000 ft / 3050 m AMSL

Yes Yes

Yes Yes

D

IFR

VFR

IFR from IFR

Nil

ATC Service including traffic into about VFR flights (and traffic avoidance advice o/r)

Traffic info between VFR and IFR flights (and traffic avoidance advice on request)

Not applicable

Note 1 + 3

250 kt IAS below 10,000 ft / 3050 m AMSL


Yes

Yes

Yes

Yes

E

IFR

VFR

IFR from IFR

Nil

ATC Service and traffic information about VFR flights as far as practicable

Traffic information as far as practical

Not applicable

Note 1 + 3



Yes

No

Yes

No

F

IFR

VFR

IFR from IFR As far as practical

Nil

Air traffic advisory service. FIS

FIS

Not applicable

Note 1 + 3 + 4



Yes

No

No

No

G

IFR

VFR

Nil

FIS

FIS

Not applicable

Note 1 + 3 + 4



Yes

No

No

No

Note 1: When the Tr.Alt is lower than 10,000 ft / 3050m AMSL, FL 100 to be used iso 10,000 ft. Note 2: 8 km at and above 10,000 ft / 3050m AMSL; 5 km below 10,000 ft / 3050m AMSL; clear of cloud. Note 3: 8 km at and above 10,000 ft / 3050m AMSL; 5 km below 10,000 ft / 3050m AMSL; 1500 M horizontal and 300 m vertical distance from cloud. Note 4: At and below 900 m AMSL or 300 m above terrain (whichever is higher): 5 km; clear of cloud and in sight of ground or water. Lower visibilities by ATS, see BOM 3.2.1.



FLYING WITH UNRELIABLE AIRSPEED AND ALTITUDE General The pitot probes and static ports remains critical sources for flight deck information. Both sources are used for multiple flight deck indications, such as displayed altitude and displayed airspeed. Displayed altitude is directly related to static pressure corrected for the current barometric setting. Displayed airspeed is related to the difference between total pressure and static pressure. A. Complete plugged (blocked) pitot probes. Its sense line likely contains air trapped at a pressure equal to field elevation static pressure. During TAKE-OFF run: (if not rejected): - the airspeed on the indicator stay on the lower stop. After lift-off:

- the airspeed indicating, but NOT correct and - the altimeter operates almost correct.

During initial climb: - the airspeed continue to increase as altitude increases and will exceed the Vmo and the overspeed warning will be triggered.

Consequences If the pilots rely and trust this faulty Indicated Airspeed, he will: . pull the nose UP . reduce thrust to reduce the (faulty) airspeed; This could cause the airplane to exceed the stall angle of attack. Stick shaker will be triggered and real STALL will occur !! Don’t let the a/c stall. Watch out, fly attitude !! Observe PITCH / POWER table. B. Complete plugged (blocked) static ports. The trapped static pressure is that of the field elevation. The sensed dynamic pressure fail to Increase as it should be during climb. During TAKE-OFF run:

- altimeter operate correctly - airspeed operate correctly After lift-off: - altimeter remain at the field elevation - airspeed indication decays

During initial climb: - airspeed continue decays reaching the the lower end

Consequences If the pilot rely and trust this faulty airspeed, he will: . push the nose down to reduce pitch attitude . thrust still on T/O . aircraft will possibly exceed the speed limitation but the speed warning (on the same side) not come ON. The blockage of the pitot or static systems rarely occurs. However many anomalies are associated with partial blockages of parts of the system. Several reasons include: Pitot covers not removed, Pitot static hose not connected, Hose leaking, Water trapped in lines, Ports blocked by ashes (from volcano), etc.



PITOT/STATIC ANOMALY INFORMATION TABLE

TABLE

1

AVAILABLE RELIABLE INFORMATION

System / Indicator Notes Pitch and Roll - ……………………………….. Engine thrust indication - ……………………… Radio altitude - …………………………………. Basic GPWS - ………………………………….. Stick shaker- ……………………………………. Ground speed -…………………………………. Airplane position - ……………………………… Track and heading - …………………………… Radio navigation aid signals - …………………

- -

When within normal activation limits (2500‟) EGPWS/Terrain avoidance warning system may not be available. May not always be available, but reliable if activated. Uses inertial information. Uses inertial information.

- -

TABLE

2

UNRELIABLE INFORMATION

System / Indicator Notes Autopilot ………………….. Auto throttle ………………….. Airspeed indicator ………………….. Altimeter ………………….. Vertical speed ………………….. Wind information ………………….. Vertical navigation ………………….. EGPWS/Terrain avoidance ………………….. Overspeed warning …………………… Windshear warning …………………… Elevator feel …………………… EICAS messages ……………………

- - -

Operational if only pitot system blocked. - - -

Initial version of EGPWS warning system. - - -

May not identify the basic problem.

NOTE: 1. Pilot may need to recover the airplane from an upset condition:

- unintentional pitch 25 nose up / high

- unintentional pitch 10 nose down / low

- bank angle 45 2. If Overspeed warning comes ON together with the Stickshaker activation at the same time, the pilots first action is to recover from the stall. Do not let the airplane stall, it is real. Stickshaker activation is depending on the stall-vane position only (not by airspeed).



RECOGNITION AND RECOVERY Regardless of the nature of erroneous flight instrument indications, some basic actions are key to survival. The longer the erroneous instruments are allowed to cause a deviation, the more difficult recovery will be. Good crew communication is essential and some basic actions are paramount: - Recognizing an unusual or suspect indication

by cross checking with each other instrument including stand by instrument, inertial data etc to identify which instruments are reliable.

- Keeping control of the a/c with basic pitch and power setting. if anomaly occur during descent, fly straight and level or climb to a safe altitude. Do not let the stickshaker activated. - Taking inventory of reliable information. (FLY TARGET PITCH & POWER). Standard pitch and Power settings for common phases of flight can be found in the AOM.

For example: Set Climb Thrust with Pitch at 8 - 10 nose up at a medium altitude will provide solution for simultaneous “stick shaker and overspeed” warning.

- Find or Maintaining favorable flying conditions (VISUAL FLYING) Find or remain in daylight visual condition as far as possible. Avoid flying in IMC, get visual and stay visual if possible. If this is not possible, climb and proceed to good weather area. Do not try to make any approach for landing at night; fly several hours more to achieve visual conditions or day light.

- Getting assistance from other. Seek help from ATC, other nearby airplane, etc.

- Use checklists The crew should not trust instruments that previously provided suspect information. The crew should discuss the cross-check to be used. Do the checklist and review items related to the problem.

(EMERGENCY CHECKLIST Tab 29 b, 29a)



TABLE FOR PITCH / BODY ATTITUDE TARGET

FLIGHT PHASE

FLAPS

PRESS

ALT. (Ft)

APPROX

IAS

GROSS

WT (Ton)

TARGET PITCH ( degr)

NOMINAL R of CL (Ft/min)

AVER.

REQRD. %N1/Eng.

En-Rte CLB

0

30,000 -----------------

20,000 -----------------

10,000 -----------------

SEA LEVEL

290 kt 390 T 350 T 300 T 250 T 200 T -----------------

390 T 350 T 300 T 250 T 200 T -----------------

390 T 350 T 300 T 250 T 200 T -----------------

390 T 350 T 300 T 250 T 200 T

5.0 4.9 4.7 4.7 5.3 -----------------

6.6 6.6 6.9 7.1 7.9 -----------------

8.7 8.8 9.1 9.9 11.3 -----------------

10.1 10.4 11.0 12.2 14.3

700 1000 1500 2100 2900 -----------------

1500 1900 2500 3300 4400 -----------------

2400 2900 3600 4500 5900 -----------------

2900 3400 4100 5100 6700

Max CLB thrust

. CRUISE

. VB

Adjust pwr to maintain Body Att for level flt.

0 35,000 -----------------

30,000

Mach 0.84 -----------------

290 kt

350 T 300 T 250 T 200 T -----------------

390 T 350 T 300 T 250 T 200 T

3.2 2.5 1.8 1.1 -----------------

4.2 3.6 2.8 2.0 1.3

0 96.4 91.6 88.4 86.1 -----------------

93.9 90.6 87.5 84.6 82.1

DESCENT . No spoiler Fly to body attitude.

0 From 30,000 -----------------

20,000 -----------------

10,000

290 kt 350 T 300 T 250 T 200 T -----------------

350 T 300 T 250 T 200 T -----------------

350 T 300 T 250 T 200 T

1.0 0.1 -0.8 -1.9 -------------- 1.1 0.5 -0.5 -1.8 -----------------

1.2 0.2 -0.8 -2.0

- 2100 - 2100 - 2300 - 2500 -------------- - 1800 - 1900 - 2000 - 2200 -----------------

- 1600 - 1700 - 1800 - 2000

IDLE



TABLE FOR PITCH / BODY ATTITUDE TARGET cont‟d

FLIGHT PHASE

FLAPS

PRESS

ALT. ( Ft)

APPROX

IAS

GROSS

WT (Ton)

TARGET PITCH (degr)

NOMINAL R of CL (Ft/min)

AVER.

REQRD. %N1/Eng.

HOLDING

0

10,000

242 kt 224 kt 207 kt

300 T 250 T 200 T

5.3 5.1 4.6

0 70.0 64.4 59.9

TERMINAL AREA . Gear Up . Level flt Adjust pwr to maintain body attitude for level flt.

0 ---------- 1 ---------- 5 ---------- 10 ---------- 20

5,000 -------------- 5,000 -------------- 5000 -------------- 5000 -------------- 5000

242 kt 224 kt 207 kt -------------- 218 kt 204 kt 187 kt -------------- 198 kt 184 kt 167 kt ------------- 178 kt 164 kt 147 kt -------------- 168 kt 154 kt 137 kt

300 T 250 T 200 T -------------- 300 T 250 T 200 T -------------- 300 T 250 T 200 T -------------- 300 T 250 T 200 T -------------- 300 T 250 T 200 T

5.8 5.4 5.0 -------------- 7.4 7.0 6.6 -------------- 8.3 8.0 7.6 -------------- 8.9 8.8 8.7 -------------- 8.0 8.0 8.0

0 67.4 62.3 56.5 -------------- 69.4 64.4 58.5 -------------- 73.1 67.8 61.6 -------------- 73.1 67.8 66.5 -------------- 76.1 70.7 64.3

FINAL APPR .Based on 3 Glide Slope .Gear down Fly to Glide- Slope or if not available Fly to Rate of Descent and VREF + 10

20 ---------- 25 ---------- 30

SEA LEVEL

168 kt 154 kt 137 kt -------------- 174 kt 158 kt 142 kt -------------- 167 kt 153 kt 136 kt

300 T 250 T 200 T -------------- 300 T 250 T 200 T -------------- 300 T 250 T 200 T

5.1 5.1 5.1 -------------- 2.6 2.6 2.6 -------------- 1.4 1.4 1.4

59.4 54.6 49.2 -------------- 63.7 58.7 52.9 -------------- 70.0 64.8 58.6



MAXIMUM CLIMB THRUST %N1 USED IN THE EVENT OF BOTH FMCs FAILURE

Based on engine bleed for 3 packs on, engine and wing anti-ice off

TAT (C)

Pressure Altitude (FL) / Speed (KIAS or MACH) 0 5000 10000 FL150 FL200 FL250 FL300 FL350 FL400 FL450

340 340 340 340 340 340 0.84 0.84 0.84 0.84

50 45 40

99.4 99.9 100.3

100.8 101.3 101.9

102.0 102.6

101.1 101.6

35 30 25

99.7 99.0 98.2

102.5 102.3 101.6

103.1 103.7 103.9

102.1 102.8 103.4

102.0 102.6 103.2

103.2

101.9

20 15 10

97.4 96.6 95.8

100.8 99.9 99.1

103.2 102.4 101.6

104.1 103.5 102.7

103.6 104.3 104.1

104.1 104.9 105.9

102.7 103.6 104.4

101.1 101.9

100.9 101.5

101.1

5 0 -5

95.0 94.1 93.3

98.3 97.4 96.6

100.7 99.9 99.0

101.8 100.9 100.0

103.3 102.6 101.7

105.8 105.0 104.2

105.2 106.3 105.7

102.7 103.7 104.6

102.3 103.2 104.1

101.9 102.8 103.7

-10 -15 -20

92.5 91.6 90.7

95.7 94.8 93.9

98.1 97.2 96.3

99.1 98.2 97.3

100.8 99.9 90.0

103.2 102.3 101.3

104.9 104.0 103.0

105.6 105.5 104.7

105.0 105.4 104.6

104.5 105.1 104.3

-25 -30 -35 -40

89.9 89.0 88.1 87.2

93.0 92.1 91.2 90.3

95.4 94.5 93.6 92.6

96.4 95.5 94.5 93.6

98.1 97.1 96.2 95.2

100.4 99.4 98.4 97.4

102.1 101.1 100.1 99.0

103.9 102.9 101.8 100.8

103.8 102.8 101.8 100.8

103.5 102.5 101.5 100.4

% N1 Adjustment for Engine Bleeds

BLEED CONFIGURATION

PRESSURE ALTITUDE (1000 FT) 0 5 10 15 20 25 30 35 40 45

Engine Anti Ice ON - 0.5 - 0.5 - 0.6 - 0.6 - 0.7 - 0.8 - 0.9 - 1.1 - 1.6 - 2.0

Eng. & Wing Anti Ice ON - 0.9 - 1.0 - 1.2 - 1.1 - 1.3 - 1.5 - 1.7 - 2.0 - 3.0 - 4.0

END.


B747-400 QRG Date : 01 DEC 2010 Issued by : CGKOFSGA Issue : 04 Page : - 53-

I. OVERFLY PERMIT FOR ASIA PASIFIC SERVICES DURING WINTER

SCHEDULE EFF 31 OCT 2010 TO MARCH 26 2011 AS FOLLOW

-------------------------------------------------------

1. INDONESIA AU/7141/DAU.1735/IX/2010

ALL FLIGHTS

2. SINGAPORE OVERFLY PERMIT NOT REQUIRED

ALL FLIGHTS

3. MALAYSIA DGCA/AT/4501/9/10

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

4. PHILIPPINES 3op20101336

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

5. TAIPEI KUNG YIN KUAN TZE NO. 0990032072

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

6. VIETNAM O/F*58/W/2010

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

7. HONGKONG OVERFLY PERMIT NOT REQUIRED

REFF AIP HONGKONG PAGE ENR 1.10

8. JAPAN OVERFLY PERMIT NOT REQUIRED

9. THAILAND KOH.KOH 0504/7985 DTD 26 OCT 2010

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

10. CHINA LANDING PERMIT ARRANGE BY BJSDMGA/ PEKKKGA

PVGKKGA/CANKKGA

11. LAOS DCA 3556/10/2010

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

12. CAMBODIA still on process(Only for contingency route)

NB GIA 880 882 884 886 888 870 878 890 894 898 856 860 874

SB GIA 881 883 885 887 889 871 879 891 895 899 857 863 875

13. USA overfly permit not required

II . OVERFLY PERMIT FOR GIA-980/981 982/983 AND 984/985

DURING WINTER SCHEDULE EFF OCT 31. 2010 TO MARCH 26.2011 AS FOLLOW

--------------------------------------------------

1. INDONESIA AU/7141/DAU.1735/IX/2010

2. SINGAPORE OVERFLY PERMIT NOT REQUIRED

3. MALAYSIA DGCA/AT/4501/9/10

4. SRILANKA SL/OC688-10/AS/21/02

5. INDIA 7/36/2009-IR

6. UAE OVERFLY PERMIT NOT REQUIRED

7. OMAN DGMAN/DATS 003 DATED 25 OCT 2010

8. BAHRAIN AT/09/O/168

9. YEMEN CAMA07/OF/WS/2010-2011

10. SAUDI ARABIA LANDING PERMIT ARRANGE BY

JEDDMGA/JEDKKGA/JEDSSGA



III. OVERFLY PERMIT FOR GIA-88/89 DURING WINTER SCHEDULE

EFF OCT 31. 2010 TO MARCH 26.2011 AS FOLLOW

---------------------------------------------------------- CGK-DXB-AMS VV

1. UAE LANDING PERMIT ARRANGE BY AMSDMGA/DXBKKGA

2. BAHRAIN AT/09/O/168

3. SAUDI ARABIA GACA 9081 4. JORDANIA JOR5/0007

5. SYRIA SCAA 6993 VALID UNTIL 31 DEC 2010

6. TURKEY CAT 9260

7. BULGARIA OVERFLY PERMIT NOT REQUIRED

8. RUMANIA OVERFLY PERMIT NOT REQUIRED

9. HUNGARY OVERFLY PERMIT NOT REQUIRED

10.SLOVAKIA OVERFLY PERMIT NOT REQUIRED

11.CZECH REPUBLIC OVERFLY PERMIT NOT REQUIRED

12.GERMANY OVERFLY PERMIT NOT REQUIRED

13.LEBANON C03658 18/10/10

14.CYPRUS GRANTED BY DGCA CYPRUS REFF 180653 LCNCYAYX

15.GREECE OVERFLY PERMIT NOT REQUIRED

16.ITALY OVERFLY PERMIT NOT REQUIRED

17.AUSTRIA OVERFLY PERMIT NOT REQUIRED

18.YUGOSLAVIA/BEOGRAD OVERFLY PERMIT NOT REQUIRED

19.NETHERLAND GRANTED BY DGCA NETHERLAND

NOTE FOR EURO CONTROL OVERFLY PERMIT NOT REQUIRED

AND JUST FILING ATS FLIGHT PLAN ONLY


B747-400 QRG Date : 01JUN 10 Issued by : CGKOFSGA Issue : 3 Page : - 55 -

ACARS (A.O.M 1.5.4) 2.5.2 PRE-DEPARTURE CLEARANCE (PDC)

Currently, the Pre-Departure Clearance (PDC) procedure is applied only in HKG (VHHH) and ICN (RKSI) Airport while other using voice for departure clearance.

<

<

<

PREFLIGHT

TELEX

MISC

< REPORT

< ATC

>

>

>

>

ETA

WEATHER

REQUEST >

RECEIVED

MESSAGES

VOICE

CONTACT

VOICE / DATA

CONTROL

ACARS PREFLT MENU

1

PROCEDURE : 1. Press LSK-4L for ATC REQUEST PAGE 2. Press LSK-2L for PDC REQUEST PAGE 3. Check the ORG/DEST 4. Enter FLIGHT NUMBER as stated in the flight plan

(GIAxxx or GIAxxxD are acceptable) 5. Enter GATE NUMBER with the actual gate

number 6. Enter ATIS ID with current ATIS info 7. Check LSK-5R FORMAT FOR PRINTER is on

display, if display FORMAT FOR MCDU, then press LSK-5R until FORMAT FOR PRINTER appear

8. Press SEND after all fields are filled 9. Press LSK-6L to RETURN TO ACARS MENU 10. Press LSK-6R to go to RECEIVED MESSAGES

page 11. Press LSK-1L TO receive PDC message(s) 12. Press LSK-5L TO ACCEPT your Departure

Clearance Request

* ACCEPT

ACARS MSG DISPLAY01/02

<RETURN TO

ACARS MENU PRINT *

VHHH PDC 107

CLD 0726 080406 VHHH PDC

107

GIA863 CLRD TO WIII OFF

07R VIA OCEAN

2A

SQUAWK A9999 NEXT FREQ

129.900 ATIS Z

12

<

<

PRE DEPARTURE

CLRNC REQUEST

<OCEANIC

CLRNC REQUEST

<A T I S

REQUEST

ACARS ATC REQUEST

RETURN TO

ACARS MENU

FORMAT FOR

PRINTER >

2

<

<

<

ACARS PDC REQUEST

<ORG / DEST

- - - - / - - - -

GATE NUMBER

>FLIGHT NO

- - - - - -

>ATIS ID

-

E N T E R O P T I O N A L F R E E T X T

[

[

]

]

A/C TYPE

A330FORMAT FOR

PRINTER >

>SENDRETURN TO

ACARS MENU

3

5

4

6

89

7

<

<

<

PREFLIGHT

TELEX

MISC

< REPORT

< ATC

>

>

>

>

ETA

WEATHER

REQUEST >

RECEIVED

MESSAGES

VOICE

CONTACT

VOICE / DATA

CONTROL

ACARS PREFLT MENU

10

ACARS REC MSGS

VHHH PDC 107

RETURN TO

ACARS MENU<

11

NOTE : 1. This procedure shall be started 25 minutes before ready to start. 2. Do not fill flight number with 2 digits of prefix (e.q GAxxx). 3. Please be sure that all fields are filled correctly before SEND is pressed, otherwise the request

will be rejected automatically and will be revert to VOICE. 4. If clearance delivery (CLD) is not received within 5 (five) minutes or there is any problem with

the datalink exchange, the Flight crew shall contact ATC by voice via VHF to request ATC clearance.

5. If the clerance is not accepted by flight crew, contact ATC by voice for new clearance. 6. No voice readback is required.



ACARS (A.O.M 1.5.4)

LIST OF FUEL SUPPLIER

CITY IATA CODE

ICAO CODE FUEL SUPPLIER

TWO LETTER CODE

DOMESTIC (excl. TIM)

PERTAMINA PT

TIMIKA TIM WABP FREEPORT FP

SINGAPORE SIN WSSS EXXON EX

SAIGON SGN VVTS COSMO OIL CO

KUALA LUMPUR KUL WMKK SHELL SH

BANGKOK BKK VTBD EXXON EX

HONG KONG HKG VHHH PETRO CHINA PC

CANTON CAN ZGGG COSMO OIL CO

PEKING BJS ZBAA COSMO OIL CO

SHANGHAI PVG ZSPD COSMO OIL CO

PERTH PER YPPH SHELL SH

DARWIN DRW YPDN SHELL SH

MELBOURNE MEL YMML AIR BP BP

SYDNEY SYD YSSY AIR BP BP

TOKYO NRT RJAA COSMO OIL CO

NAGOYA NGO RJGG COSMO OIL CO

OSAKA KIX RJBB COSMO OIL CO

SEOUL ICN RKSI HYUNDAI HY

JEDDAH JED OEJN APSCO AP

RIYADH RUH OERK ARAMCO AR



TAKE OFF SPEED - A.O.M 4.2.2.


B747-400 QRG Date : 01 JUN 10 Issued by : CGKOFSGA Issue : 3 Page : - 58 -



PERFORMANCE INFLIGHT (A.O.M VOL 4.9.1) 1. FLIGHT WITH UNRELIABLE AIRSPEED / TURBULENT AIR PENETRATION Altitude and/or vertical speed indications may also be unreliable. Climb (290/.84) Flaps Up, Set Max Climb Thrust

PRESSURE ALTITUDE (FT)

WEIGHT (1000 KG)

200 250 300 350 390

40000 PITCH ATT

V/S (FT/MIN) 4.0

+1700 4.0

+800

35000 PITCH ATT

V/S (FT/MIN) 4.5

+3000 4.0

+2000 4.0

+1200 4.0

+600

30000 PITCH ATT

V/S (FT/MIN) 5.0

+2900 5.0

+2100 5.0

+1500 5.0

+1000 5.0

+700

20000 PITCH ATT

V/S (FT/MIN) 7.0

+1600 7.0

+300 7.0

+2500 7.0

+1900 7.0

+1600

10000 PITCH ATT

V/S (FT/MIN) 11.5

+5900 10

+4500 9.5

+3500 9.0

+2900 9.0

+2400

SEA LEVEL PITCH ATT

V/S (FT/MIN) 14.5

+6700 12-5

+5200 11.5

+4100 11

+3400 10.5

+2900

Cruise (.84/290) Flaps Up, %n1 for Level flight


WEIGHT (1000 KG)

200 250 300 350 390

40000 PITCH ATT

% N1 2.0 88.3

3.0 92.9

3.5 101.1

35000 PITCH ATT

% N1 1.0 85.8

2.0 88.2

2.5 91.6

3.0 96.4

30000 PITCH ATT

% N1 1.0 81.8

2.0 84.5

3.0 87.4

3.5 90.8

4.0 94.3

20000 PITCH ATT

% N1 1.5 74.2

2.5 76.7

3.0 79.6

4.0 82.7

4.5 85.3

10000 PITCH ATT

% N1 1.5 67.0

2.5 69.3

3.5 71.9

4.5 74.8

5.0 77.4

SEA LEVEL PITCH ATT

% N1 1.5 59.9

2.5 62.2

3.5 64.5

4.5 67.3

5.0 69.6

Descent (.84/290) Flaps Up, Set Idle Thrust


WEIGHT (1000 KG)

200 250 300 350 390

40000 PITCH ATT

% N1 -1.5

-3000 -0.5

-3000 0.0

-3100

35000 PITCH ATT

% N1 -3.5

-3900 -2.0

-3500 -1.5

-3300 -0.5

-3300

30000 PITCH ATT

% N1 -2.0

-2500 0.5

-2300 0.0

-2100 1.0

-2100 1.5

-2100

20000 PITCH ATT

% N1 -1.5

-2200 -0.5

-2000 0.5

-1900 1.5

-1800 2.0

-1800

10000 PITCH ATT

% N1 -2.0

-2000 -0.5

-1800 0.5

-1700 1.5

-1600 2.0

-1600

SEA LEVEL PITCH ATT

% N1 -2.0

-1800 -1.0

-1600 0.5

-1500 -2.0

-1500 2.5

-1500



Flight With Unreliable Airspeed / Turbulent Air Penetration Altitude and/or vertical speed indications may also be unreliable. Holding (VREF30+80) Flaps Up, %N1 for Level Flight


WEIGHT (1000 KG)

200 250 300 350 390

10000 PITCH ATT

% N1 KIAS

5.5 59.7 208

6.0 65.3 224

6.0 70.0 242

5.5 74.2 266

5.5 77.2 283

Terminal Area(5000) %N1 for Level Flight

FLAPS POSITION (VREF + INCREMENT)

WEIGHT (1000 KG)

200 250 300 350 4000 410

FLAPS UP (VREF30+80) (GEAR UP)

PITCH ATT % N1 KIAS

5 56.6 208

5.5 62.4 224

5.5 67.5 239

6 71.8 253

6.5 75.8 266

6.5 76.4 269

FLAPS 1 (VREF30+60) (GEAR UP)

PITCH ATT % N1 KIAS

6.5 58.9 188

7 64.6 204

7 69.6 219

7.5 74.0 233

7.5 77.7 246

7.5 78.4 249


PITCH ATT % N1 KIAS

7.5 62.1 168

7.5 68.3 184

8 73.5 199

8 78.0 213

8 81.9 226

8 82.6 229


PITCH ATT % N1 KIAS

8.5 69.2 148

8.5 75.7 164

8.5 81.1 179

9 85.6 193

9 89.5 206

9 90.3 209

FLAPS 20 (VREF30+10)

(GEAR DOWN)

PITCH ATT % N1 KIAS

7.5 73.9 138

7.5 80.5 154

7.5 86.0 169

7.5 90.8 183

7.5 94.8 196

7.5 95.6 199

Final Approach (1500 FT) Gear Down, %N1 for 3° Glideslope

FLAPS POSITION (VREF + INCREMENT)

WEIGHT (1000 KG)

200 250 300 350 4000 410


PITCH ATT % N1 KIAS

2 53.3 143

2 58.8 159

2 63.7 175

2 68.0 189

2 71.7 203

2 72.4 205


PITCH ATT % N1 KIAS

0.5 59.2 138

1 65.2 154

1 70.2 168

1 74.7 182



2. MAX CLIMB % N1

% N1 Adjustments for Engine Bleed

BLEED CONFIGURATION

PRESSURE ALTITUDE (1000 FT )

0 5 10 15 20 25 30 35 40 45

ENGINE ANTI ICE ON - 0.5 -.05 - 0.6 - 0.6 - 0.7 - 0.8 - 0.9 - 1.1 - 1.6 - 2.0

ENGINE & WING ANTI ICE ON - 0.9 - 1.0 - 1.2 - 1.1 - 1.3 - 1.5 - 1.7 - 2.0 - 3.0 - 4.0

3. VREF (KIAS)

WEIGHT (10000 KG)

FLAPS

30 25

400 380 360

184 179 174

192 187 181

340 320 300

168 163 157

176 170 164

280 260 240

152 146 140

158 152 146

220 200

133 127

139 132

END 4.9.1

TAT

(C)

PRESSUE ALTITUDE (1000 FT0 / SPEED (KIAS OR MACH)

0 5 10 15 20 25 30 35 40 45

340 340 340 340 340 340 0.84 0.84 0.84 0.84

50 45 40

99.4 99.4 100.3

100.8 101.3 101.9

102.0 102.6

101.1 101.6

35 30 25

99.7 99.0 98.2

102.5 102.3 101.6

103.1 103.7 103.9

102.1 102.8 103.4

102.0 102.6 103.2

103.2

101.9

20 15 10

97.4 96.6 95.8

100.8 99.9 99.1

103.2 102.4 101.6

104.1 103.5 102.7

103.6 104.3 104.1

104.1 104.9 105.9

102.7 103.6 104.4

101.1 101.9

100.9 101.5

101.1

5 0 -5

95.0 94.1 93.3

98.3 87.4 96.6

100.7 99.9 99.1

101.8 100.9 100.0

103.3 102.6 101.7

105.8 105.0 104.2

105.2 106.3 105.7

102.7 103.7 104.6

102.3 103.2 104.1

101.9 102.8 103.7

-10 -15 -20

92.5 91.6 90.7

95.7 94.8 93.9

98.1 97.2 96.3

99.1 98.2 97.3

100.8 99.9 99.0

103.2 102.3 101.3

104.9 104.0 103.0

105.6 105.5 104.7

105.0 105.4 104.6

104.5 105.1 104.3

-25 -30 -35 -40

89.9 89.0 88.1 87.2

93.0 92.1 91.2 90.3

95.4 94.5 93.6 92.6

96.2 95.5 94.5 93.6

98.1 97.1 96.2 95.2

100.4 99.4 98.4 97.4

102.1 101.1 100.1 99.0

103.9 102.9 101.8 100.8

103.8 02.8 101.8 100.8

103.5 102.5 101.5 100.4


B747-400 QRG Date : 01 JUN10 Issued by : CGKOFSGA Issue : 2 Page : - 62-

PERFORMANCE INFLIGHT (A.O.M VOL III 4.9.2) 1. NON-NORMAL CONFIGURATION LANDING DISTANCE

a. Dry Runway

LANDING DISTANCE AND ASJUSTMENT (FT)

REF DIST

WT ADJ

ALT ADJ

WIND ADJ PER

10 KTS

SLOPE ADJ PER 1%

TEMP ADJ PER

10C

APP SPD ADJ

REVERSE THRUST

ADJ

LANDING CONFIGURATION

VREF 250 TON LANDING WEIGHT

PER 5 TON

ABOVE/ BELOW 250TON

PER 1000FT ABOVE

SEA LEVEL

HEAD/ TAIL

DOWN HILL/

UPHILL

ABV ISA/ BLW ISA

PER10 KTS ABV

VREF

TWO REV

NO REV

AIR/GROUND LOGIC IN AIR

MODE FLAPS 30

VREF30 4150 70/ -70

150 -220/ 730

110/ -90

130/ -130

580

ANTI-SKID INOPERATIVE

FLAPS 30 VREF30 5920

120/ -110

290 -400/ 1440

320/ -250

220/ -190

560 790 1970

ASYMMETRIC/ SPLIT TRAILING

EDGE FLAPS FLAPS 25

VREF30+25

4420 70/ -60

170 -210/ 680

80/ -70

150/ -140

440 220 480

FLAPS UP VREF30+

70 6160

210/ -110

410 -310/ 1270

140/ -120

320/ -280

690 500 1150

JAMMED STABILIZER

FLAPS 25

VREF30+20

4050 90/ -60

160 -200/ 670

70/ -70

140/ -130

360 190 430

LEADING EDGE FLAPS INOP

FLAPS 25

VREF30+25

4290 90/ -70

160 -210/ 680

80/ -70

140/ -130

390 210 460

ONE BODY GEAR UP


100/ -80

150 -220/ 740

90/ -80

130/ -120

370 210 480

ONE WING GEAR UP


100/ -70

160 -220/ 710

90/ -80

130/ -120

390 220 500

TWO WING GEAR UP


150/ -110

270 -280/ 1290

160/ -140

200/ -150

570 400 940

TWO HYDRAULIC

SYSTEMS INOP FLAPS 25

VREF30+20

4820 80/ -80

210 -230/ 740

120/ -110

170/ -150

640 350 810

REVERSER UNLOCKED FLAPS 25

VREF30+20

4220 100/ -70

160 -210/ 700

90/ -80

140/ -130

390 230

Actual (unfactored) distance are shown Includes distance from 50 ft above threshold (4.22 sec flare time) Assumed max manual breaking and maximum available reverse thrust.



b. Good Reporting Breaking Action


REF DIST

WT ADJ

ALT ADJ

WIND ADJ PER

10 KTS

SLOPE ADJ PER 1%

TEMP ADJ PER

10C

APP SPD ADJ

REVERSE THRUST

ADJ



PER 5 TON

ABOVE/ BELOW 250TON

PER 1000FT ABOVE

SEA LEVEL

HEAD/ TAIL

DOWN HILL/

UPHILL

ABV ISA/ BLW ISA

PER10 KTS ABV

VREF

TWO REV

NO REV


MODE FLAPS 30

VREF30 5820 90/ -90

220 -340/ 1140

290/ -230

200/ -180

760



110/ -100

290 -400/ 1440

320/ -250

220/ -190

560 790 1970


EDGE FLAPS FLAPS 25

VREF30+25

5590 90/ -90

250 -290/ 990

160/ -140

200/ -180

500 500 1180

FLAPS UP VREF30+

70 7710

100/ -110

340 -330/ 1110

200/ -180

280/ -250

520 800 1900

JAMMED STABILIZER

FLAPS 25

VREF30+20

5260 80/ -80

230 -280/ 970

160/ -140

190/ -170

490 470 1100


FLAPS 25

VREF30+25

5550 90/ -90

250 -290/ 990

170/ -150

200/ -180

510 520 1220

ONE BODY GEAR UP


70/ -70

190 -260/ 910

140/ -120

150/ -140

480 340 790

ONE WING GEAR UP


80/ -80

210 -280/ 950

160/ -140

170/ -150

560 430 1010

TWO WING GEAR UP


140/ -70

270 -280/ 1290

160/ -140

200/ -150

570 400 940

TWO HYDRAULIC


VREF30+20

6130 100/ -100

300 -320/ 1080

230/ -200

230/ -200

700 780 1960


VREF30+20

5690 90/ -90

230 -310/ 1040

200/ -170

200/ -180

550 630




c. Medium Reporting Breaking Action


REF DIST

WT ADJ

ALT ADJ

WIND ADJ PER

10 KTS

SLOPE ADJ PER 1%

TEMP ADJ PER

10C

APP SPD ADJ

REVERSE THRUST

ADJ



PER 5 TON

ABOVE/ BELOW 250TON

PER 1000FT ABOVE

SEA LEVEL

HEAD/ TAIL

DOWN HILL/

UPHILL

ABV ISA/ BLW ISA

PER10 KTS ABV

VREF

TWO REV

NO REV


MODE FLAPS 30

VREF30 8720 150/ -150

340 -560/ 1950

880/ -610

320/ -260

950



150/ -140

400 -590/ 2310

840/ -500

290/ -240

610 1520 4200


EDGE FLAPS FLAPS 25

VREF30+25

7100 130/ -130

360 -420/ 1520

360/ -280

270/ -240

550 1060 2680

FLAPS UP VREF30+

70 10280

170/ -170

550 -500/ 1750

480/ -390

410/ -350

640 1920 5100

JAMMED STABILIZER

FLAPS 25

VREF30+20

6900

130/ -130

350 -420/ 1520

370/ -290

270/ -230

570 1080 2780


FLAPS 25

VREF30+25

7250

130/ -130

370 -430/ 1550

380/ -300

280/ -240

590 1170 3020

ONE BODY GEAR UP

FLAPS 30 VREF30

5780

120/ -120

290 -390/ 1430

330/ -260

220/ -190

550 810 2030

ONE WING GEAR UP

FLAPS 30 VREF30

6080

120/ -120

320 -410/ 1480

370/ -280

230/ -200

620 950 2440

TWO WING GEAR UP


120/ -110

290 -400/ 1440

330/ -260

220/ -190

560 830 2090

TWO HYDRAULIC


VREF30+20

7820 150/ -150

440 -460/ 1640

480/ -370

320/ -270

750 1590 4390


VREF30+20

7890 140/ -140

370 -480/ 1690

520/ -400

300/ -260

660 1700




d. Poor Reporting Breaking Action


REF DIST

WT ADJ

ALT ADJ

WIND ADJ PER

10 KTS

SLOPE ADJ PER 1%

TEMP ADJ PER

10C

APP SPD ADJ

REVERSE THRUST

ADJ



PER 5 TON

ABOVE/ BELOW 250TON

PER 1000FT ABOVE

SEA LEVEL

HEAD/ TAIL

DOWN HILL/

UPHILL

ABV ISA/ BLW ISA

PER10 KTS ABV

VREF

TWO REV

NO REV


MODE FLAPS 30

VREF30 13020 210/ -200

520 -960/ 3480

3040/ -1470

490/ -320

1090



180/ -120

540 -1160/ 6020

4940/ -1480

400/ -180

650 3600 1206


EDGE FLAPS FLAPS 25

VREF30+25

8750

170/ -160

480 -610/ 2400

880/ -530

340/ -280

580 1860 5170

FLAPS UP VREF30+

70 12980

240/ -230

800 -730/ 2770

1180/ -750

550/ -430

730 3650 11210

JAMMED STABILIZER

FLAPS 25

VREF30+20

8710 170/ -160

490 -620/ 2430

930/ -560

350/ -280

630 2030 5820


FLAPS 25

VREF30+25

9110 180/ -170

520 -630/ 2460

960/ -580

370/ -290

640 2160 6230

ONE BODY GEAR UP


150/ -140

400 -580/ 2300

850/ -510

290/ -240

600 1560 4310

ONE WING GEAR UP


160/ -150

430 -600/ 2350

910/ -540

300/ -250

650 1750 4940

TWO WING GEAR UP


150/ -140

410 -590/ 2320

870/ -510

290/ -240

620 1610 4400

TWO HYDRAULIC


VREF30+20

9650

200/ -190

600 -670/ 2570

1100/ -670

400/ -320

770 2750 8510


VREF30+20

10560 190/ -190

540 -750/ 2820

1450/ -830

420/ -320

740 3790




2. RECOMMENDED BRAKE COOLING SCHEDULE Reference Brake Energy per Brake (Millions of Foot Pounds)

BRAKES ON SPEED (KIAS)

80 100 120 140 160 180

WEIGHT (1000 KG)

OAT

(C)

PRESS ALT PRESS ALT PRESS ALT PRESS ALT PRESS ALT PRESS ALT

0 4 8 0 4 8 0 4 8 0 4 8 0 4 8 0 4 8

450

0 22.0 24.2 26.7 32.0 35.6 39.7 43.5 48.7 54.6 56.2 63.1 70.9 69.4 77.9 87.4 82.5

15 23.0 25.4 28.0 33.6 37.4 41.8 45.7 51.1 57.5 59.0 66.1 74.5 72.7 81.5 91.5 86.3

20 23.4 25.8 28.5 34.1 38.0 42.4 46.4 51.9 58.4 59.9 67.2 75.6 73.9 82.7 92.9 87.5

40 24.2 26.7 29.6 35.5 39.6 44.3 48.5 54.3 61.1 62.7 70.4 79.1 77.4 86.7 97.2 91.7

60 24.2 26.8 29.6 36.0 40.2 44.9 49.6 55.6 62.5 64.5 72.5 81.4 79.8 89.5 100.0 94.8

400

0 20.0 22.0 24.2 29.1 32.3 36.0 39.4 44.0 49.3 50.9 57.0 64.2 62.9 70.5 79.4 74.9 83.9 94.1

15 21.0 23.1 25.5 30.5 33.9 37.8 41.4 46.2 51.9 53.4 39.8 67.4 65.9 73.9 83.1 78.4 87. 7 98.3

20 21.3 23.4 25.8 31.0 34.4 38.4 42.1 47.0 52.8 54.2 60.8 68.4 67.0 75.0 84.5 79.6 89.0 99.8

40 22.0 24.2 26.7 32.2 35.8 40.0 43.9 49.1 55.1 56.7 63.6 71.6 70.2 78.6 99.4 83.4 93.2 104.2

60 22.0 24.2 26.7 32.6 36.3 40.5 44.8 50.2 56.3 58.2 65.4 73.5 72.2 81.1 90.9 86.1 96.4 107.4

350

0 18.1 19.8 21.7 26.1 28.9 32.1 35.3 39.3 44.0 45.4 50.8 57.1 56.1 63.0 70.8 67.0 75.1 84.5

15 18.9 20.7 22.7 27.4 30.3 33.7 37.0 41.3 46.2 47.6 53.3 59.9 58.9 66.0 74.3 70.2 78.7 88.4

20 19.2 21.0 23.1 27.8 30.8 34.3 37.6 41.9 47.0 48.4 54.1 60.9 59.8 67.1 75.5 71.3 79.9 89.9

40 19.8 21.7 23.9 28.9 32.0 35.7 39.2 43.7 49.1 50.6 56.6 63.8 62.6 70.3 79.0 74.7 83.7 93.9

60 19.6 21.6 23.6 29.1 32.3 36.0 39.9 44.6 50.0 51.7 58.1 65.2 64.4 72.4 81.2 77.0 86.4 96.7

300

0 16.1 17.5 19.1 23.1 25.5 28.2 31.1 34.6 38.5 39.9 44.5 50.0 49.3 55.2 62.1 58.9 66.1 74.3

15 16.8 18.3 20.0 24.2 26.7 29.6 32.6 36.3 40.5 41.8 46.7 52.4 51.7 57.9 65.2 61.8 69.3 78.0

20 17.1 18.6 20.4 24.6 27.2 30.1 33.2 36.8 41.3 42.5 47.5 53.3 52.5 58.8 66.2 62.8 70.3 79.2

40 17.5 19.1 20.9 25.5 28.1 31.3 34.5 38.4 43.0 44.4 49.6 55.8 55.0 61.6 69.4 65.7 73.7 82.9

60 17.3 19.0 20.7 25.6 28.3 31.4 34.9 39.0 43.5 45.2 50.7 56.8 56.3 63.3 71.0 67.6 76.0 85.2

250

0 14.2 15.3 16.7 20.2 22.1 24.4 26.9 29.8 33.1 34.2 38.1 42.6 42.1 47.0 52.8 50.3 56.3 63.4

15 14.8 16.1 17.5 21.1 23.2 25.6 28.2 31.3 34.8 35.9 40.0 44.8 44.2 49.4 55.5 52.8 59.1 66.6

20 15.0 16.3 17.7 21.5 23.6 26.1 28.7 31.8 35.4 36.5 40.7 45.6 44.9 50.2 56.4 53.6 60.0 67.6

40 15.4 16.7 18.2 22.1 24.4 26.9 29.7 33.0 36.7 48.0 42.4 47.5 46.9 52.4 59.0 56.1 62.9 70.7

60 15.1 16.5 17.9 22.1 24.4 26.9 30.0 33.4 37.1 38.6 43.2 48.3 47.9 53.7 60.3 57.5 64.6 72.6

200

0 12.4 13.4 14.4 17.3 18.9 20.7 22.7 25.0 27.7 28.5 31.6 35.2 34.6 38.5 43.1 40.9 45.7 51.3

15 13.0 14.0 15.2 18.2 19.8 21.8 23.8 26.3 29.1 29.9 33.2 37.0 36.3 40.4 45.3 42.9 47.9 53.9

20 13.2 14.2 15.4 18.4 20.1 22.1 24.2 26.7 29.6 30.4 33.7 37.6 36.9 41.1 46.1 43.6 48.7 54.9

40 13.5 14.5 15.8 19.0 20.7 22.9 25.0 27.6 30.6 31.5 35.0 39.1 38.4 42.8 48.0 45.5 50.9 57.2

60 13.1 14.2 15.3 18.8 20.7 22.6 25.1 27.8 30.8 31.9 35.5 39.6 39.0 43.6 48.8 46.4 52.1 58.4

To correct for wind, enter table with the brakes on speed minus one half the headwind or plus 1.5 times the tailwind. If ground speed is used for brakes on speed, ignore wind, altitude, and OAT effects, and enter the table at sea level and 15°C.



3. ADJUSTED BRAKE ENERGY PER BRAKE (MILLIONS OF FOOT POUNDS)

No Reverse Thrust

REFERENCE BRAKE ENERGY PER BRAKE(MILLIONS OF FOOT POUND)

EVEN 10 20 30 40 50 60 70 80 90

RTO MAX MAN 10 20 30 40 50 60 70 80 90

LA

ND

ING

MAX MAN 4.2 12.9 21.9 30.8 39.8 48.8 58.0 67.4 77.0

MAX AUTO 4.2 12.4 30.8 29.3 38.1 47.0 56.3 65.7 75.5

AUTOBRAKE 4 3.6 11.7 19.5 27.4 35.4 43.6 52.4 61.7 71.8

AUTOBRAKE 4 3.5 11.2 18.5 25.8 33.2 40.8 48.8 57.4 66.8

AUTOBRAKE 4 3.5 10.6 17.4 24.1 30.9 37.8 45.1 52.9 61.4

AUTOBRAKE 4 3.1 9.6 15.7 21.6 27.3 33.0 39.1 45.5 52.4

Four Engines Reverse Thrust

REFERENCE BRAKE ENERGY PER BRAKE(MILLIONS OF FOOT POUND)

EVEN 10 20 30 40 50 60 70 80 90

RTO MAX MAN 10 20 30 40 50 60 70 80 90

LA

ND

ING

MAX MAN 2.7 11.2 19.5 27.6 35.7 43.7 51.9 60.1 68.6

MAX AUTO 1.4 8.9 16.1 23.4 30.7 38.3 46.4 55.0 64.3

AUTOBRAKE 4 0.0 6.5 12.6 18.7 24.9 31.5 38.8 47.0 56.5

AUTOBRAKE 4 4.6 9.6 14.4 19.3 24.6 30.6 37.8 46.4

AUTOBRAKE 4 3.0 7.0 10.6 14.1 18.0 22.5 28.2 35.3

AUTOBRAKE 4 1.8 4.7 7.2 9.6 12.1 15.2 19.3 24.5

Cooling Time (Minutes)

ADJUSTED BRAKE ENERGY PER BRAKE (MILLIONS OF FOOT POUNDS)

15 & BELOW 16 20 24 28 32 34 35 TO 45 45 & ABOVE

INFLIGHT GERA DOWN

NO SPECIAL PROCEDURE REQUIRED

1 3 5 6 8 8 CAUTION

FUSE FLUG MELT ZONE

GROUND 10 28 42 55 65 70

BTMS UP TO 2 2 2 3 4 4 4 5 TO 6 7 & ABOVE

Observe maximum quick turnaround limit. Table shows energy per brake added by a single stop with all brakes operating. Energy is assumed to be equally distributed among the operating brakes. Total energy is the sum of residual energy plus energy added. Add 1.0 million foot pounds for each taxi mile. For one brake deactivated, increase brake energy by 7 percent. For two brakes deactivated, increase brake energy by 15 percent. When in caution zone, wheel fuse plugs may melt. Delay takeoff and inspect after one hour. If overheat occurs after takeoff, extend gear soon for at least 8 minutes. When in fuse plug melt zone, clear runway immediately. Unless required, do not set parking brake. Do not attempt to taxi for one hour. Tire, wheel, and brake replacement may be required. If overheat occurs after takeoff, extend gear soon for at least 12 minutes. Brake temperature monitor system (BTMS) indication on EICAS may be used 10 to 15 minutes after airplane has come to a complete stop, or inflight with gear retracted, to determine recommended cooling schedule.

END 4.9.2


B747-400 QRG Date : 01 DEC10 Issued by : CGKOFSGA Issue : 2 Page : - 68 -

PERFORMANCE INFLIGHT (A.O.M VOL III 4.9.3) ONE ENGINE INOPERATIVE

Max Continuous %N1 39000 FT to 29000 FT Pressure Altitudes Based on engine bleed for 3 packs on 39000 FT PRESS ALT TAT (°C)

KIAS M -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5

200 240 280

.66

.78

.89

100.4 100.0 96.8

101.5 101.1 97.8

102.6 102.1 98.9

103.6 103.2 99.9

104.7 104.2 100.9

105.8 105.0 102.0

106.8 105.8 102.9

106.0 105.5 103.6

105.0 104.7 104.3

104.2 103.7 103.8

103.4 102.8 102.9

102.9 102.1 101.9

37000 FT PRESS ALT TAT (°C)

KIAS M -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 200 240 280

.63

.74

.86

100.4 100.4 97.7

101.5 101.5 98.7

102.6 102.6 99.7

103.6 103.6 100.8

104.7 104.7 101.8

105.8 105.8 102.8

106.8 106.4 103.6

106.0 105.6 104.4

105.1 104.7 104.2

104.3 103.7 103.4

103.6 102.9 102.5

101.4 102.1 101.5


KIAS M -50 -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5

200 240 280

.60

.71

.82

100.4 100.4 98.8

101.5 101.5 99.9

102.6 102.6 100.9

103.6 103.6 102.0

104.7 104.7 103.0

105.8 105.8 104.0

106.8 106.8 104.9

106.9 106.7 105.6

106.0 105.7 105.2

105.1 104.7 104.3

104.3 103.9 103.3

102.7 103.1 102.4


KIAS M -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10

200 240 280 320

.58

.68

.79

.89

101.5 101.5 100.3 97.5

102.6 102.6 101.4 98.5

103.6 103.6 102.4 99.5

104.7 104.7 103.5 100.5

105.8 105.8 104.5 101.5

106.8 106.8 105.4 102.5

107.9 107.9 106.2 103.5

107.2 106.9 106.5 104.3

106.3 106.0 105.4 105.1

105.4 105.0 104.6 104.6

104.7 104.2 103.6 103.7

100.9 103.5 102.8 102.8


KIAS M -45 -40 -35 -30 -25 -20 -15 -10 -5 0 5 10

200 240 280 320

.55

.65

.76

.85

101.5 101.5 100.6 97.5

102.6 102.6 101.6 98.6

103.6 103.6 102.7 99.6

104.7 104.7 103.7 100.6

105.8 105.8 104.7 101.6

106.8 106.8 105.7 102.6

107.9 107.9 106.5 103.5

108.3 107.9 107.4 104.4

107.4 107.0 106.5 105.2

106.5 106.1 105.6 105.4

105.7 105.3 104.8 104.3

104.4 104.4 103.9 103.5


KIAS M -40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15

200 240 280

.53

.63

.72

102.6 102.6 101.5

103.6 103.6 102.5

104.7 104.7 103.5

105.8 105.8 104.5

106.8 106.8 105.5

107.9 107.9 106.4

108.9 108.6 107.3

108.0 107.6 107.4

107.1 106.8 106.3

106.2 105.9 105.5

105.5 105.0 104.6

102.3 104.2 103.8

320 360

.82

.91 98.7 96.5

99.8 97.5

100.8 98.5

101.7 99.5

102.7 100.5

103.7 101.4

104.6 102.4

105.4 103.3

106.3 104.1

105.2 104.9

104.4 104.9

103.5 103.9

%N1 Adjustments for Engine Bleed

BLEED CONFIGURATION PRESSURE ALTITUDE (1000 FT)

29 31 33 35 37 39

PACKS OFF 0.4 0.4 0.4 0.5 0.6 0.6

ENGINE ANTI-ICE ON -0.8 -0.9 -1.0 -1.1 -1.3 -1.5

ENGINE & WING ANTI-ICE ON -1.6 -1.8 -1.9 -2.1 -2.5 -2.9


B747-400 QRG Date : 01 DEC 10 Issued by : CGKOFSGA Issue : 2 Page : - 69 -

Max Continuous %N1 27000 FT to 18000 FT Pressure Altitudes Based on engine bleed for 3 packs on


KIAS M -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20

200 240 280

.50

.60

.69

103.6 103.6 101.6

104.7 104.7 102.6

105.8 105.8 103.6

106.8 106.8 104.6

107.9 107.9 105.6

108.9 108.8 106.4

108.1 107.8 107.3

107.2 106.9 106.4

106.3 106.0 105.5

105.5 105.1 104.6

104.9 104.3 103.8

100.0 103.7 102.9

320 360

.79

.87 99.5 97.5

100.5 98.5

101.5 99.5

102.5 100.4

103.4 101.4

104.4 102.3

105.2 103.2

106.1 104.1

105.8 104.9

104.9 105.5

104.0 104.5

103.2 103.7


KIAS M -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20

200 240 280

.48

.57

.66

103.6 103.2 100.6

104.7 104.2 101.6

105.8 105.2 102.6

106.8 106.2 103.6

107.9 107.1 104.5

108.9 108.0 105.4

108.1 107.8 106.3

107.2 106.8 106.4

106.3 105.9 105.4

105.4 105.1 104.5

104.7 104.2 103.6

102.6 103.5 102.8

320 360

.75

.84 98.8 97.3

99.8 98.3

100.7 99.2

101.7 100.2

102.7 101.1

103.6 102.1

104.5 103.0

105.3 103.9

105.9 104.7

104.9 105.5

104.1 105.0

103.2 104.1


KIAS M -30 -25 -20 -15 -10 -5 0 5 10 15 20 25

200 240 280

.47

.56

.65

104.7 103.7 101.3

105.8 104.7 102.3

106.8 105.7 103.2

107.9 106.6 104.2

108.9 107.4 105.1

108.1 107.8 105.9

107.3 106.9 106.5

106.4 106.0 105.5

105.6 105.2 104.7

104.8 104.4 103.9

103.9 103.6 103.1

99.2 103.0 102.3

320 360

.74

.82 99.3 97.9

100.3 98.8

101.3 99.8

102.2 100.7

103.2 101.6

104.1 102.5

104.9 103.4

105.7 104.3

104.9 105.1

104.1 104.9

103.3 104.1

102.5 103.3


KIAS M -30 -25 -20 -15 -10 -5 0 5 10 15 20 25

200 240 280

.45

.54

.62

104.5 102.5 100.5

105.5 103.5 101.4

106.4 104.5 102.4

107.3 105.4 103.3

108.1 106.2 104.2

108.0 107.1 105.1

107.2 106.7 105.9

106.5 106.0 105.6

105.8 105.3 104.9

105.0 104.6 104.2

104.4 103.9 103.5

102.0 103.2 102.8

320 360

.71

.79 98.4 97.0

99.4 97.9

100.3 98.9

101.3 99.8

102.2 100.7

103.1 101.6

103.9 102.5

104.7 103.3

104.8 104.1

104.0 104.6

103.3 103.8

102.7 103.2


KIAS M -25 -20 -15 -10 -5 0 5 10 15 20 25 30

200 240 280

.43

.51

.60

104.0 102.1 100.3

104.9 103.1 101.2

105.9 104.0 102.1

106.7 104.9 103.0

107.4 105.7 103.9

106.8 106.3 104.7

106.2 105.6 105.3

105.7 105.1 104.6

105.1 104.5 104.1

104.4 103.9 103.6

103.8 103.2 102.9

99.9 102.7 102.3

320 360

.68

.76 98.4 97.0

99.3 97.9

100.3 98.8

101.2 99.7

102.1 100.6

102.9 101.4

103.7 102.3

104.4 103.0

103.7 103.8

103.2 103.4

102.7 102.9

102.1 102.4


KIAS M -25 -20 -15 -10 -5 0 5 10 15 20 25 30

200 240 280

.41

.49

.57

103.0 101.1 99.4

103.9 102.1 100.4

104.8 103.0 101.3

105.7 103.9 102.2

106.6 104.8 103.1

107.2 105.7 104.0

106.5 105.9 104.8

106.0 105.3 104.9

105.5 104.8 104.3

104.8 104.2 103.9

104.1 103.6 103.3

102.6 102.8 102.7

320 360

.65

.72 97.9 96.4

98.8 97.3

99.7 98.2

100.6 99.1

101.5 100.0

102.4 100.9

103.2 101.7

104.1 102.6

104.3 103.4

103.7 103.9

103.2 103.2

102.7 102.8



18 20 22 24 25 27

PACKS OFF 0.4 0.4 0.4 0.4 0.4 0.4

ENGINE ANTI-ICE ON -0.6 -0.7 -0.7 -0.7 -0.8 -0.8

ENGINE & WING ANTI-ICE ON -1.2 -1.4 -1.4 -1.4 -1.6 -1.6

Max Continuous %N1



16000 FT to 5000 FT Pressure Altitudes Based on engine bleed for 3 packs on


KIAS M -25 -20 -15 -10 -5 0 5 10 15 20 25 30

200 240 280

.39

.47

.54

101.5 100.2 98.8

102.4 101.1 99.7

103.4 102.0 100.6

104.3 103.0 101.5

105.2 103.9 102.4

106.0 104.7 103.3

106.0 105.6 104.2

105.4 105.2 105.0

104.8 104.6 104.4

104.2 104.0 103.8

103.6 103.4 103.2

102.9 102.8 102.7

320 360

.62 .69 97.3 95.8

98.2 96.7

99.1 97.6

100.0 98.5

100.9 99.4

101.8 100.3

102.7 101.1

103.5 102.0

104.3 102.8

103.8 103.6

103.2 103.3

102.6 102.7


KIAS M -20 -15 -10 -5 0 5 10 15 20 25 30 35

200 240 280

.37

.45

.52

100.0 99.4 98.7

100.9 100.3 99.6

101.8 101.2 100.5

102.7 102.1 101.4

103.6 103.0 102.3

104.4 103.9 103.2

103.9 104.4 104.0

103.3 103.8 104.3

102.6 103.1 103.7

102.1 102.5 103.0

101.5 101.9 102.4

100.8 101.4 101.9

320 360

.59

.67 97.7 95.9

98.6 96.8

99.5 97.7

100.4 98.6

101.3 99.4

102.1 100.3

103.0 101.2

103.8 102.0

104.0 102.8

103.4 103.1

102.8 102.5

102.1 101.9


KIAS M -20 -15 -10 -5 0 5 10 15 20 25 30 35

200 240 280

.36

.43

.50

99.2 98.7 98.0

100.1 99.6 98.9

101.0 100.5 99.8

102.0 101.4 100.7

102.8 102.3 101.6

103.7 103.1 102.5

104.2 103.9 103.3

103.6 104.0 104.1

103.0 103.4 103.9

102.3 102.8 103.3

101.8 102.2 102.7

101.2 101.6 102.1

320 360

.57

.64 97.3 95.6

98.2 96.5

99.1 97.4

100.0 98.3

100.9 99.2

101.7 100.0

102.6 100.9

103.4 101.7

104.2 102.5

103.8 103.3

103.2 102.9

102.6 102.3


KIAS M -15 -10 -5 0 5 10 15 20 25 30 35 40

200 .34 99.3 100.2 101.1 102.0 102.8 103.6 103.7 103.1 102.6 102.0 101.4 100.9

240 .41 98.8 99.7 100.6 101.4 102.3 103.1 103.9 103.5 103.0 102.4 101.8 101.3

280 .48 98.2 99.1 99.9 100.8 101.7 102.5 103.3 103.9 103.4 102.8 102.3 101.7

320 .54 97.5 98.4 99.3 100.1 101.0 101.9 102.7 103.4 103.9 103.3 102.8 102.2

360 .61 96.1 97.0 97.9 98.8 99.6 100.5 101.3 102.1 102.9 103.2 102.7 102.2


KIAS M -10 -5 0 5 10 15 20 25 30 35 40 45

200 240 280

.30

.36

.42

97.3 96.9 96.4

98.2 97.7 97.2

99.1 98.6 98.1

99.9 99.5 99.0

100.8 100.3 99.8

101.6 101.2 100.7

102.3 101.9 101.4

102.1 102.4 102.2

101.5 101.8 102.2

100.9 101.2 101.6

100.3 100.6 101.0

99.7 100.1 100.4

320 360

.48

.55 95.8 95.2

96.7 96.0

97.5 96.9

98.4 97.7

99.2 98.6

100.1 99.4

100.9 100.2

101.6 101.0

102.3 101.8

102.3 102.5

102.1 102.0

101.5 101.4



5 10 12 14 16

PACKS OFF 0.2 0.2 0.3 0.3 0.4

ENGINE ANTI-ICE ON -0.5 -0.6 -0.6 -0.6 -0.6

ENGINE & WING ANTI-ICE ON -1.0 -1.2 -1.2 -1.2 -1.2



2. DRIFTDOWN SPEED/LEVEL OFF ALTITUDE (MAX CONT’D THRUST)

WEIGHT (1000 KG) OPTIMUM DRIFTDOWN

SPEED (KIAS)

LEVEL OFF ALTITUDE (FT)

START DRIFT DOWN

LEVEL OFF

ISA + 10C & BELOW

ISA + 15C ISA + 20C

400 380 360

392 372 353

305 299 291

26800 28300 29700

25400 27100 28700

23600 25600 27500

340 320 300

333 314 294

284 276 268

31100 32500 34000

30200 31700 33200

29200 30700 32300

280 260 240

274 255 235

259 249 240

35400 36800 38400

34800 36200 37800

33900 35400 37100

220 200

216 196

230 219

40100 41900

39500 41300

38800 40600

Altitude reduced by 1000 ft for additional margin

3 LONG RANGE CRUISE ALTITUDE CAPABILITY (MAX CONT’D THRUST) Base on Engine Bleed for Packs On or Off

Altitude reduced by 1000 ft for additional margin. With engine bleed for one pack on, increase altitude capability by 1300 ft. With engine and wing anti-ice on, decrease altitude capability by 2400 ft.

WEIGHT (1000 KG)


ISA + 10°C & BELOW

ISA + 15°C ISA + 20°C

400 390 380

24800 25700 26500

22100 23300 24400

19200 20400 21600

370 360 350

27300 28100 28900

25300 26200 27100

22700 23800 24900

340 330 320

29700 30400 31200

28000 28900 29700

26000 27000 28000

310 300 290

32000 32800 33600

30500 31400 32200

29000 29900 30800

280 270 260

34300 35100 35800

33100 34000 34800

31700 32600 33500

250 240 230

36500 37300 38100

35600 36400 37300

34400 35300 36100

220 210 200

39000 39800 40700

38200 39000 39900

37000 38000 38900



4. LONG RANGE CRUISE CONTROL (MAX CONT’D THRUST)

WEIGHT (1000 KG)

PRESSURE ALTITUDE (1000 FT)

10 14 15 20 25 29 31 33 35 37

400

%N1 MACH KIAS

FF/ENG

89.0 .647 360 4627

92.0 .694 360 4706

92.7 .707 360 4724

96.7 .772 359 4818

100.6 .819 347 4835

380

%N1 MACH KIAS

FF/ENG

88.0 .640 356 4430

90.9 .687 356 4502

91.6 .699 356 4514

95.3 .759 353 4539

99.0 .809 342 4552

360

%N1 MACH KIAS

FF/ENG

86.5 .625 347 4167

89.5 .671 348 4233

90.2 .683 348 4245

93.9 .744 345 4262

97.6 .798 337 4282

101.4 .832 324 4310

340

%N1 MACH KIAS

FF/ENG

85.0 .608 338 3911

88.0 .654 338 3969

88.7 .666 338 3979

92.4 .727 337 3986

96.1 .785 331 4023

99.4 .822 320 4039

320

%N1 MACH KIAS

FF/ENG

83.4 .591 328 3662

86.4 .636 329 3707

87.1 .648 329 3717

90.8 .710 328 3720

94.6 .770 324 3765

97.6 .810 315 3772

99.6 .828 309 3786

300

%N1 MACH KIAS

FF/ENG

81.7 .573 318 3422

84.7 .617 319 3451

85.5 .629 319 3460

89.2 .690 319 3463

93.0 .753 316 3506

96.0 .797 309 3516

97.6 .816 304 3520

99.9 .832 297 3544

280

%N1 MACH KIAS

FF/ENG

80.0 .555 308 3191

83.0 .598 308 3204

83.8 .609 308 3209

87.5 .669 309 3213

91.2 .733 307 3245

94.3 .781 302 3267

95.8 .802 298 3265

97.6 .820 292 3268

100.1 .837 286 3295

260

%N1 MACH KIAS

FF/ENG

78.0 .536 297 2968

81.1 .577 297 2963

81.9 .588 297 2965

85.6 .647 298 2964

89.4 .711 298 2987

92.5 .762 294 3017

94.0 .785 291 3020

95.5 .806 287 3011

97.4 .824 281 3014

240

%N1 MACH KIAS

FF/ENG

76.0 .517 287 2749

79.0 .556 286 2730

79.8 .566 286 2729

83.7 .624 287 2718

87.4 .687 287 2737

90.5 .740 285 2761

92.0 .765 283 2773

93.6 .788 280 2773

95.1 .809 275 2758

97.6 .827 269 2791

220

%N1 MACH KIAS

FF/ENG

73.8 .498 276 2535

76.8 .534 274 2505

77.6 .544 274 2500

81.5 .599 275 2478

85.3 .661 275 2492

88.3 .714 275 2504

89.9 .741 273 2520

91.5 .766 271 2530

93.0 .790 268 2526

95.0 .810 263 2529

200

%N1 MACH KIAS

FF/ENG

71.5 .479 265 2332

74.4 .512 263 2286

75.2 .521 262 2280

79.1 .573 262 2247

83.0 .633 263 2248

86.0 .686 263 2256

87.6 .713 262 2265

89.2 .740 261 2279

90.7 .766 259 2287

92.7 .790 256 2296



5. LONG RANGE CRUISE DIVERSION FUEL AND TIME

Long Range Cruise Diversion Fuel and Time Ground to Air Miles Conversion

AIR DISTANCE (NM) GROUND DISTANCE

(NM)

AIR DISTANCE (NM)

HEADWIND COMPONENT (KTS) TAILWIND COMPONENT (KTS)

100 80 60 40 20 20 40 60 80 100

692 1389 2092

643 1290 1942

600 1202 1808

562 1126 1693

530 1060 1591

500 1000 1500

479 960 1440

460 923 1384

442 888 1333

426 856 1285

411 827 1241

2801 3518 4242

2598 3259 3925

2416 3027 3642

2260 2829 3401

2123 2656 3190

2000 2500 3000

1920 2401 2881

1846 2308 2770

1777 2222 2666

1714 2143 2571

1656 2070 2483

4973 5713 6460 7217

4596 5273 5955 6645

4260 4882 5507 6137

3974 4549 5126 5706

3724 4260 4796 5334

3500 4000 4500 5000

3361 3840 4320 4800

3231 3692 4152 4613

3110 3553 3996 4439

2998 3425 3852 4278

2896 3308 3720 4130

Reference Fuel and Time Required at Check Point

AIR DIST (NM)


10 14 22 29 33

FUEL (1000 KG)

TIME (HR:MIN)

FUEL (1000 KG)

TIME (HR:MIN)

FUEL (1000 KG)

TIME (HR:MIN)

FUEL (1000 KG)

TIME (HR:MIN)

FUEL (1000 KG)

TIME (HR:MIN)

500 1000 1500

13.5 27.1 40.5

1:26 2:51 4:18

12.4 25.4 38.0

1:22 2:42 4:04

10.6 22.2 33.5

1:15 2:26 3:38

9.5 20.3 30.8

1:11 2:16 3:21

9.1 19.6 29.8

1:10 2:12 3:16

2000 2500 3000

53.5 66.3 78.7

5:47 7:18 8:51

50.3 62.3 74.0

5:27 6:52 8:19

44.5 55.3 65.7

4:51 6:05 7:21

41.1 51.0 60.7

4:27 5:34 6:42

39.6 49.2 58.5

4:19 5:24 6:29

3500 4000 4500 5000

90.8 102.6 114.1 125.4

10:26 12:03 13:43 15:26

85.5 96.6 107.4 118.0

9:49 11:20 12:54 14:30

75.9 85.8 95.5 104.9

8:38 9:57 11:18 12:41

70.1 79.2 88.1 96.7

7:51 9:01 10:13 11:26

67.6 76.4 85.0 93.3

7:34 8:41 9:48 10:56

Fuel Required Adjustment (1000 KG) REFERENCE FUEL REQUIRED

(1000 KG)

WEIGHT AT CHECK POINT (1000 KG)

200 250 300 350 400

10 20 30

-1.6 -3.4 -5.1

-0.8 -1.7 -2.6

0.0 0.0 0.0

3.9 6.9 9.6

11.6 19.1 25.7

40 50 60

-6.9 -8.6

-10.4

-3.4 -4.3 -5.2

0.0 0.0 0.0

12.0 14.1 15.9

31.5 36.4 40.5

70 80 90

-12.1 -13.9 -15.7

-6.0 -6.9 -7.8

0.0 0.0 0.0

17.5 18.7 19.7

43.7 46.1 47.6

100 110 120

-17.4 -19.2 -20.9

-8.7 -9.6 -10.4

0.0 0.0 0.0

20.4 20.8 20.9

48.3 48.1 47.1

130 140

-22.7 -24.5

-11.3 -12.2

0.0 0.0

20.7 20.3

45.2 42.5



6. HOLDING

Flaps Up

WEIGHT (1000 KG)


1500 5000 10000 15000 20000 25000 30000 35000 40000

400

%N1 KIAS

FF/ENG

79.0 286 4120

81.7 286 4090

85.8 286 4120

89.8 286 4190

94.3 304 4360

99.2 308 4580

380

%N1 KIAS

FF/ENG

77.5 280 3900

80.3 280 3880

84.3 280 3890

88.3 280 3940

92.7 297 4080

97.4 300 4250

360

%N1 KIAS

FF/ENG

76.0 271 3680

78.7 271 3660

82.7 271 3660

86.7 271 3700

91.2 288 3810

95.7 291 3950

101.9 296 4250

340

%N1 KIAS

FF/ENG

74.3 261 3470

77.0 261 3440

81.0 261 3440

85.1 261 3460

89.6 280 3560

93.9 283 3670

99.4 286 3900

320

%N1 KIAS

FF/ENG

72.5 251 3250

75.4 251 3230

79.3 251 3220

83.4 251 3230

87.9 271 3310

92.1 273 3400

97.1 277 3570

300

%N1 KIAS

FF/ENG

70.7 242 3050

73.6 242 3020

77.5 242 3010

81.6 242 3020

86.1 262 3080

90.3 264 3140

95.0 268 3260

280

%N1 KIAS

FF/ENG

68.6 233 2840

71.6 233 2820

75.6 233 2810

79.7 233 2810

84.2 252 2850

88.5 255 2890

92.9 258 2980

99.0 261 3200

260

%N1 KIAS

FF/ENG

66.6 228 2650

69.6 228 2620

73.7 228 2610

77.7 228 2600

82.2 244 2630

86.5 246 2660

90.8 248 2730

96.0 251 2860

240

%N1 KIAS

FF/ENG

64.5 221 2450

67.3 221 2430

71.5 221 2410

75.5 221 2400

80.0 233 2410

84.3 235 2420

88.6 237 2470

93.4 240 2570

220

%N1 KIAS

FF/ENG

62.2 215 2270

65.1 215 2240

69.3 215 2220

73.3 215 2200

77.7 223 2210

81.9 224 2210

86.3 227 2230

90.8 229 2300

98.9 233 2530

200

%N1 KIAS

FF/ENG

59.8 208 2090

62.6 208 2060

66.7 208 2030

70.9 208 2010

75.2 212 2010

79.4 214 2000

83.8 215 2000

88.1 218 2050

95.1 221 2200

This table includes 5% additional fuel for holding in a racetrack pattern.

END 4.9.3



PERFORMANCE INFLGHT (A.O.M VOL III 4.9.4)

GEAR DOWN 1. TAKE OFF CLIMB LIMITS Base on engine bleed for 3 packs on and anti ice off Weight (1000 kg)

AIRPORT

OAT(C)

AIRPORT PRESSURE ALTITUDE (FT)

-2000 -1000 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

55 50 45

280 297 313

268 286 303

252 275 293

262 282

253 271

239 260

247

233

40 35 30

330 348 367

320 338 357

309 326 344

298 314 332

287 303 320

275 291 308

264 280 296

252 268 283

236 256 271

222 244 259

211 232 247

218 233

201 220

25 20 15

371 371 371

368 368 368

362 363 363

351 358 358

338 352 352

326 343 347

313 330 339

299 316 332

286 302 318

274 288 304

262 276 290

249 263 276

235 249 263

10 5&BELOW

371 371

368 368

363 363

358 358

352 352

346 346

339 339

332 332

324 323

315 315

305 307

290 299

276 290

Anti ice adjustments

BLEED CONFIGURATION WEIGHT ADJUSTMENT (KG)

PACKS OFF PACKS ON

ANTI ICE OFF +2150 0

ENGINE ANT ICE ON -6100 -9650

ENGINE AND WING ANTI ICE ON -14900 -17250

2. LANDING CLIMB LIMITS Base on engine bleed for 3 packs on and anti ice off Weight (1000 kg)

AIRPORT

OAT(C)

AIRPORT PRESSURE ALTITUDE (FT)

-2000 -1000 0 1000 2000 3000 4000 5000 6000 7000 8000 9000 10000

55 50 45

320 340 355

300 332 349

299 325 343

285 310 332

270 295 320

279 303

264 286

272

259

243

40 35 30

370 383 383

364 380 383

358 373 382

348 362 377

336 350 365

321 336 350

307 322 336

295 311 325

281 300 314

365 386 301

249 272 289

235 256 284

240 260

25 20 15

10&BELOW

383 383 383 383

383 383 383 383

382 382 382 382

377 377 377 377

372 372 372 372

364 364 364 364

350 356 356 356

338 349 349 349

326 337 342 342

314 325 333 333

302 313 323 325

287 299 309 315

274 286 296 306

Applicable for flaps 25 or 30 landing Anti ice Adjustments

BLEED CONFIGURATION WEIGHT ADJUSTMENT (KG)

3 A/C PACKS ON 1 A/C PACKS ON A/C PACKS OFF

ENGINE ANT ICE ON 0 +6150 +9250 ENGINE AND WING ANTI ICE ON -5700 -350 +2750

Reduce landing climb limit weight by 35450 kg when operating in icing condition during any part of the flight with forecast landing temperature below 8C.



3. MAX CLIMB %N1 Base on engine bleed for 3 packs on and anti ice off

TAT

(C)

PRESSURE ALTITUDE (1000 FT) / SPEED(KIAS OR MACH)

0 5 10 12 14 16 18 20 22 24 26 28 30

240 240 240 240 240 240 240 240 240 240 240 .60 .60

55 50 45

97.8 98.4 99.0

99.7 100.3

101.0

40 35 30

99.6 100.1 100.1

100.8 101.4 102.0

101.5 102.0 102.6

101.3 101.9 102.5

101.0 101.7 102.3

102.4 103.2

103.2

103.0

25 20 15

99.4 98.7 97.8

102.6 102.1 101.3

103.2 103.7 104.2

103.1 103.7 104.3

102.8 103.5 104.1

103.7 104.3 105.0

103.9 104.6 105.1

103.6 104.3 104.9

103.6 104.2 105.0

103.4 104.0 104.8

104.0 104.7

104.8

10 5 0

97.0 96.2 95.3

100.5 99.7 98.8

103.4 102.6 101.7

104.2 103.4 102.6

104.8 104.2 103.3

105.6 105.9 105.0

105.6 106.2 106.0

105.4 105.9 106.7

105.7 106.4 107.1

105.6 106.4 107.2

105.5 106.4 107.3

105.6 106.4 107.3

105.5 106.4 107.3

-5 -10 -15 -20

94.5 93.6 92.8 91.9

97.9 97.0 96.1 95.2

100.8 99.9 99.0 98.1

101.7 100.8 99.9 99.0

102.5 101.6 100.6 99.7

104.2 103.3 102.4 101.4

105.1 104.2 103.3 102.3

106.0 105.2 104.3 103.4

107.4 106.6 105.7 104.8

108.2 107.8 107.0 106.8

108.2 108.9 107.9 106.8

108.2 108.9 107.9 106.8

108.1 108.9 107.9 106.8

% N1 Adjustments For Engine Bleed


0 5 10 12 14 16 18 20 22 24 26 28 30

ENGINE ANTI ICE ON -0.5 -0.5 -0.6 -0.6 -0.6 -0.6 -0.6 -0.7 -0.7 -0.7 -0.8 -0.8 -0.8

ENGINE & WING ANTI ICE ON -0.9 -1.0 -1.2 -1.2 -1.1 -1.2 -1.2 -1.3 -1.4 -1.5 -1.6 -1.6 -1.7

4. LONG RANGE CRUISE ALTITUDE CAPABILITY Max Climb Thrust, 1000ft/min residual rate of climb

WEIGHT (1000 KG)

PRESURE ALTITUDE

ISA +10C & BELOW

ISA + 15C ISA + 20C

400 390 380

21000 21800 22500

19500 20200 20900

18300 18900 19500

370 360 350

23100 23700 24400

21700 22300 23000

20100 20800 21400

340 330 320

25100 26000 26900

23600 24700 25700

22100 23200 24300

310 300 290

27800 28700 29500

26800 27800 28800

25400 26600 27800

280 270 260

20400 31100 31900

29900 30700 31600

28900 30100 31000

250 240 230

32800 33600 34500

32500 22400 24400

32000 32900 33900

220 210 200

35400 36300 37300

35400 36300 37200

34900 35900 36800



5. LONG RANGE CRUISE CONTROL

WEIGHT (1000 KG)


10 15 17 19 21 23 25 27 29 31 33

400

%N1 MACH KIAS

FF/ENG

91.4 .488 270

4772

95.6 .535 270

4850

97.5 .556 270

4887

99.6 .578 270

4952

102.1 .600 270

5036

380

%N1 MACH KIAS

FF/ENG

90.5 .488 270

4607

94.5 .535 270

4666

963 .556 270

4694

983 .578 270

4741

100.5 .600 270

4816

360

%N1 MACH KIAS

FF/ENG

89.7 .488 270

4469

93.6 .535 270

4512

953 .556 270

4527

971 .578 270

4559

993 .600 270

4621

101.6 .624 270

4710

340

%N1 MACH KIAS

FF/ENG

88.7 .485 268

4314

92.6 .532 268

4352

94.2 .553 269

4362

96.0 .575 268

4374

98.0 .598 269

4422

100.2 .623 270

4513

102.8 .627 269

4612

320

%N1 MACH KIAS

FF/ENG

87.1 .472 261

4054

90.9 .517 260

4064

92.5 .538 261

4067

94.2 .559 261

4075

960 .581 261

4096

98.1 .605 261

4155

100.4 .631 262

4251

103.3 .654 261

4347

300

%N1 MACH KIAS

FF/ENG

85.3 .459 254

4799

89.1 .501 252

3785

90.7 .521 252

3378

92.3 .542 253

3781

94.0 564 253

3797

95.9 .586 253

3820

98.1 .612 254

3888

100.5 .637 254

3982

103.8 .660 252

4078

280

%N1 MACH KIAS

FF/ENG

83.4 .444 246

3540

87.2 .486 244

3519

88.8 .504 244

3501

90.3 .524 244

3491

92.0 .546 245

3505

93.8 .568 245

5322

95.7 .591 245

3547

98.0 .618 245

3620

100.5 .643 245

3706

104.3 .666 244

3812

260

%N1 MACH KIAS

FF/ENG

81.4 .429 237

3278

85.3 .470 236

3264

86.8 .487 236

3237

88.3 .506 235

3214

89.9 .527 236

3216

91.6 .549 236

3235

93.4 .571 236

3248

95.4 .595 236

3272

97.7 .622 237

3347

100.4 .647 236

2434

240

%N1 MACH KIAS

FF/ENG

79.2 .412 227

3012

83.1 .454 228

3011

84.7 .470 227

.2985

86.2 .488 227

2954

87.8 .507 226

2940

89.4 .528 227

2948

91.1 .551 227

2965

92.9 .573 227

2974

95.0 .598 227

2998

97.3 .625 228

3066

100.2 .650 227

3141

220

%N1 MACH KIAS

FF/ENG

76.8 .394 218

2750

80.8 .435 218

2752

82.4 .452 218

2735

83.9 .469 218

2706

85.4 .487 217

2682

87.0 .506 217

2675

88.7 .528 217

2682

90.4 .551 218

2696

92.2 .574 217

2702

94.3 .599 218

2727

96.7 .627 218

2780

200

%N1 MACH KIAS

FF/ENG

74.1 .376 208

2493

78.2 .415 208

2490

79.8 .432 208

2481

81.4 .450 208

2459

83.0 .467 208

2439

84.5 .485 207

2421

86.1 .504 207

2413

87.8 .526 207

2417

89.5 .549 208

2430

91.3 .573 208

2436

93.5 .598 208

2458


B747-400 QRG Date : 01 DEC10 Issued by : CGKOFSGA Issue : 2 Page : - 78-

6. LONG RANGE CRUISE ENROUTE FUEL AND TIME Ground to Air Mile Conversion

AIR DISTANCE (NM) GROUND

DISTANCE (NM)

AIR DISTANCE (NM)

HEAD WIND COMPONENT (KTS) TAIL WIND COMPONENT (KTS)

100 80 60 40 20 20 40 60 80 100

762 1547 2353

692 1400 2121

630 1271 1920

580 1166 1757

538 1078 1620

500 1000 1500

476 951 1425

454 905 1356

433 864 1293

414 826 1236

397 792 1185

3183 4041 1929

2860 3616 4392

2580 3249 3931

2353 2955 3564

2165 2731 3263

2000 2500 3000

1898 2371 2843

1805 2252 2698

1719 2144 2567

1643 2047 2448

1574 1960 2343

5851 6812

5191 6015

4626 5335

4180 4803

3816 4373

3500 4000

3314 3784

3143 3585

2987 3405

2847 3244

2723 3100

Reference fuel and Time Required at Check Point

AIR DIST NM

PRESSURE ALTITUDE (1000)

10 14 18 22 25

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

500 1000 1500

24.5 48.6 71.6

1:46 3:35 5:30

22.8 45.7 67.5

1:41 3:23 5:10

21.1 42.6 63.0

1:36 3:12 4:52

19.7 40.0 59.3

1:30 3:00 4:33

18.9 28.5 57.1

1:27 2:52 4:21

2000 2500 3000

93.5 113.9 133.4

7:30 9:36

11:48

88.2 107.8 126.4

7:01 8:58

11:01

82.5 101.0 118.7

6:35 8:23

10:16

77.6 95.1

111.7

6:10 7:51 9:35

74.7 91.5

107.5

5:52 7:27 9:06

3500 4000

151.8 169.2

14:08 16:35

144.0 160.6

13:10 15:26

135.6 151.6

12:14 14:18

127.6 142.8

11:23 13:17

122.7 137.3

10:48 12:35

Fuel Required Adjustment (10000 KG)

REFERENCE FUEL REQUIRED (1000 KG)


200 250 300 350 400

20 40 60

-3.8 -8.0 -12.3

-1.8 -3.9 -6.0

0.0 0.0 0.0

3.4 6.7 9.8

7.5 14.6 21.1

80 100 120

-16.5 -20.8 -25.0

-8.1 -10.2 -12.3

0.0 0.0 0.0

12.6 15.2 17.5

27.0 32.3 37.1

140 160

-29.2 -33.5

-14.5 -16.7

0.0 0.0

19.5 21.3

41.3 45.0

DESCENT.66/240

PRESSUREALT (1000 FT) 5 10 15 17 19 21 23 25 27 29 31 33 35 37

DIATNCE (NM) 19 29 38 4 46 50 54 58 63 67 71 74 78 81

TIME (MIN0 5 8 10 11 11 12 13 13 14 15 16 16 17 17



7. HOLDING Flaps Up

WEIGHT (10000 KG)


1500 5000 10000 15000 20000 25000 30000

400 %N1

KIAS FF/ENG

84.8 270 4990

87.5 270 4980

91.4 270 5010

95.6 270 5090

100.7 270 5240

380 %N1

KIAS FF/ENG

84.0 270 4840

86.6 270 4820

90.5 270 4840

94.5 270 4900

99.4 270 5020

360 %N1

KIAS FF/ENG

83.2 270 4710

85.8 270 4680

89.7 270 4690

93.6 270 4740

98.2 270 4820

340 %N1

KIAS FF/ENG

81.3 261 4400

84.0 261 4380

87.8 261 4380

91.7 261 4410

97.1 270 4650

103.0 270 4870

320 %N1

KIAS FF/ENG

79.4 251 4100

82.1 251 4070

85.9 251 4070

89.8 251 4080

96.3 270 4500

101.5 270 4680

300 %N1

KIAS FF/ENG

77.3 242 3810

80.1 242 3780

84.0 242 3780

87.9 242 3780

94.3 262 4180

99.5 264 4350

280 %N1

KIAS FF/ENG

75.1 233 3530

78.0 233 3510

81.9 233 3500

85.8 233 3500

92.2 252 3840

97.2 255 3970

260 %N1

KIAS FF/ENG

73.4 228 3320

76.2 228 3300

80.3 228 3280

84.1 228 3280

90.1 244 3530

94.8 246 3610

100.9 248 3830

240 %N1

KIAS FF/ENG

71.3 221 3090

74.2 221 3060

78.3 221 3050

82.2 221 3040

87.8 233 3210

92.2 235 3260

97.6 237 3400

220 %N1

KIAS FF/ENG

69.4 215 2880

72.2 215 2850

76.3 215 2840

80.3 215 2830

85.5 223 2920

89.6 224 2940

94.7 227 3020

200 %N1

KIAS FF/ENG

67.1 208 2660

69.9 208 2630

74.0 208 2620

78.1 208 2610

82.8 212 2640

87.1 214 2640

91.6 215 2680

END 4.9.4



PERFORMANCE INFLIGHT (A.O.M VOL III 4.9.5) GEAR DOWN AND ONE ENGINE OUT

1. DRIFT DOWN SPEED/LEVEL OFF ALTITUDE Base on engine bleed for 3 packs on


SPEED (KIAS)


START DRIFT DOWN

LEVEL OFF

ISA + 10C & BELOW

ISA + 15C ISA + 20C

400 390 380

384 375 366

266 264 261

10100 11100 12000

8300 9400 10400

6300 7500 8600

370 360 350

356 346 337

258 255 253

13100 14100 15200

11400 12400 13400

9700 10700 11700

340 330 320

327 319 309

251 248 237

16300 17200 18100

14600 15700 16900

12800 13800 15200

310 300 290

298 289 280

243 240 237

19200 20400 21400

17900 18900 20100

16600 17600 18600

280 270 260

271 262 252

235 232 228

22500 23400 24300

21300 22400 23500

19900 21100 22300

250 240 230

242 233 223

225 222 219

25300 26100 26900

24600 25600 26600

23400 24600 25700

220 210 200

213 204 194

215 212 209

27800 28700 29500

27600 28500 29500

26900 28000 29100


4.9 PERFORMANCE INFLIGHT 4.9.5 Gear Down, One Engine Inoperative


2. LONG RANGE CRUISE ALTITUDE CAPABILITY Base on engine bleed for 3 packs on

WEIGHT (1000 KG)

PRESURE ALTITUDE

ISA +10C & BELOW

ISA + 15C ISA + 20C

400 390 380

8300 9100 9800

6100 7000 7800

3200 4400 5300

370 360 350

10500 11100 11900

8500 9200

10100

6200 6900 8200

340 330 320

13100 14300 15800

11300 12500 13700

9500 10800 12000

310 300 290

17100 18300 19600

15200 16700 18000

13200 14600 16400

280 270 260

21100 22400 23600

19300 20900 22400

17800 19100 20800

250 240 230

24600 25800 26700

23700 25100 26300

22300 23800 25300

220 210 200

27700 28700 29800

27400 28600 29700

26700 28000 29300

Altitude reduced by 1000 ft for additional margin. With engine bleed for 1 pack on increase altitude capability by 300 ft With engine anti ice on, decrease altitude capability by 1900 ft. With engine and wing anti ice on, decrease altitude capability by 3600 ft.



3. LONG RANGE CRUISE CONTROL

WEIGHT (10000 KG)


6 10 13 15 17 19 21 23 25 27 29

400

%N1 MACH KIAS

FF/ENG

96.7 .454 270

6418

380

%N1 MACH KIAS

FF/ENG

95.7 .454 270

6195

99.3 .488 270

6304

360

%N1 MACH KIAS

FF/ENG

94.8 .453 270

5997

98.2 .488 270

6094

340

%N1 MACH KIAS

FF/ENG

93.0 .440 262

5620

96.5 .476 263

5719

99.5 .505 265 5837

320

%N1 MACH KIAS

FF/ENG

91.2 .428 254

5259

94.5 .461 255

5320

97.4 .490 257

5420

99.4 .510 257

5488

300

%N1 MACH KIAS

FF/ENG

89.4 .415 247

4911

92.5 .447 247

4943

95.2 .474 248

5008

97.2 .494 249

5071

99.3 .514 249

5133

101.5 .532 248

5198

280

%N1 MACH KIAS

FF/ENG

87.5 .402 239

4573

90.5 .432 238

4582

93.0 .458 239

4617

94.9 .477 240

4662

96.9 .497 241

4710

99.0 .517 241

4774

101.3 .536 240

4831

260

%N1 MACH KIAS

FF/ENG

85.5 .389 231

4246

88.4 417 230

4233

90.8 .441 230

4250

92.5 .459 231

4268

94.4 .479 232

4300

96.5 .499 232

4345

98.6 .519 232

4406

101.0 .538 231

4469

240

%N1 MACH KIAS

FF/ENG

83.3 .377 224

3930

86.3 .402 222

3897

88.5 .424 221

3899

90.1 .441 221

3902

91.9 .459 222

3906

93.8 .479 223

3932

95.9 .500 223

3978

98.0 .520 223

4028

100.5 .540 213

3734

220

%N1 MACH KIAS

FF/ENG

81.1 .364 216

3623

83.9 .387 214

3573

86.2 .408 212

3559

87.7 .423 212

3554

89.3 .440 212

3540

91.0 .458 213

3541

93.0 .479 213

3568

95.1 .500 214

3607

97.3 .520 214

3652

99.8 .540 213

3734

200

%N1 MACH KIAS

FF/ENG

78.7 .351 209

3326

81.4 .391 204

3261

83.6 .391 204

3233

85.1 .405 203

3218

86.7 .420 202

3195

88.3 .437 202

3177

90.0 .456 203

3184

91.9 .476 204

3209

94.1 .498 204

3239

96.2 .519 204

3282

98.7 .539 203 3355

4.9 PERFORMANCE INFLIGHT 4.9.5 Gear Down, One Engine Inoperative


4. LONG RANGE CRUISE DIVERSION FUEL AND TIME

Ground to Air Miles Conversion AIR DISTANCE (NM) GROUND

DISTANCE (NM)

AIR DISTANCE (NM)


100 80 60 40 20 20 40 60 80 100

304 616 932

276 558 842

252 508 764

232 466 700

215 431 647

200 400 600

190 380 570

181 362 543

173 245 518

166 330 495

159 317 475

1250 1571 1896

1128 1416 1706

1022 1282 1542

936 1172 1408

864 1081 1298

800 1000 1200

760 949 1139

723 903 1083

690 860 1032

659 822 986

632 788 944

2224 2556 2892 3231

1999 2294 2592 2892

1804 2067 2332 2599

1646 1884 2124 2364

1515 1733 1951 2170

1400 1600 1800 2000

1328 1517 1706 1895

1262 1441 1620 1799

1202 1372 1542 1711

1148 1310 1472 1633

1100 1254 1409 1563

Reference Fuel and Time Required at Check Point

AIR DIST NM

PRESSURE ALTITUDE (1000)

10 14 18 25 29

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

FUEL (1000 KG)

TIME (HR;MIN)

200 400 600

9.4 19.6 29.5

0:44 1:27 2:12

8.7 18.3 27.7

0:42 1:22 2:04

8.0 17.3 26.3

0:40 1:18 1:56

7.4 16.7 25.4

0:37 1:11 1:46

7.4 17.2 26.3

0:36 1:07 1:40

800 1000 1200

39.3 48.9 58.2

2:56 3:41 4:28

37.1 46.1 55.0

2:45 3:28 4:11

35.2 43.8 52.3

2:35 3:15 3:55

34.2 42.5 50.5

2:21 2:57 3:33

35.4 43.9 52.1

2:13 2:46 3:20

1400 1600 1800 2000

67.4 76.4 85.2 93.8

5:15 6:03 6:51 7:41

63.8 72.3 80.7 88.8

4:55 5:40 6:26 7:12

60.5 68.6 76.5 84.2

4:36 5:18 6:00 6:43

58.3 65.9 73.2 80.4

4:09 4:46 5:24 6:02

60.0 67.5 74.8 81.9

3:54 4;29 5:05 5:41

Fuel required Adjustment (1000 kg) REFERENCE FUEL

REQUIRED (1000 KG)


200 250 300 350 400

10 20 30

-1.8 -3.8 -5.8

-0.9 -1.9 -2.9

0.0 0.0 0.0

2.1 4.3 6.5

4.6 9.3 13.8

40 50 60

-7.8 -9.9 -11.9

-3.9 -4.9 -5.9

0.0 0.0 0.0

8.6 10.7 12.7

18.2 22.4 26.6

70 80 90

100

-13.9 -16.0 -18.0 -20.1

-6.9 -7.9 -8.9 -9.9

0.0 0.0 0.0 0.0

14.7 16.6 18.4 20.2

30.6 34.5 38.2 41.9



5. HOLDING Flaps Up

WEIGHT (10000 KG)


1500 5000 10000 15000 20000 25000

400 %N1

KIAS FF/ENG

93.1 270 6700

95.8 270 6720

380 %N1

KIAS FF/ENG

92.1 270 6490

94.9 270 6490

99.3 270 6620

360 %N1

KIAS FF/ENG

91.3 270 6300

94.0 270 6300

98.2 270 6400

340 %N1

KIAS FF/ENG

89.4 261 5870

92.1 261 5870

96.1 261 5930

320 %N1

KIAS FF/ENG

87.4 251 5450

90.1 251 5440

94.0 251 5490

98.7 251 5590

300 %N1

KIAS FF/ENG

85.3 242 5050

88.1 242 5040

92.0 242 5080

96.3 242 5150

280 %N1

KIAS FF/ENG

83.1 233 4670

85.9 233 4660

89.8 233 4680

94.0 233 4730

260 %N1

KIAS FF/ENG

81.3 228 4390

84.2 228 4370

88.1 228 4390

92.1 228 4410

99.4 224 4940

240 %N1

KIAS FF/ENG

792 221 4070

82.0 221 4060

86.1 221 4070

90.1 221 4080

96.4 233 4420

103.5 235 4370

220 %N1

KIAS FF/ENG

77.2 215 3790

80.0 215 3770

84.1 215 3770

88.1 215 3780

93.6 223 3980

99.2 224 4150

200 %N1

KIAS FF/ENG

74.8 208 3490

77.7 208 3470

81.8 208 3470

85.8 208 3480

90.7 212 3550

95.7 214 3640

This table includes 5%additional fuel for holding in a racetrack pattern

END 4.9.5



PERFORMANCE INFLIGHT (A.O.M VOL III 4.9.6) TWO ENGINE OUT

1. DRIFT DOWN SPEED/LEVEL OFF ALTITUDE (MAX CONTINUOES THRUST)


SPEED (KIAS0


START DRIFT DOWN

LEVEL OFF

ISA + 10C & BELOW

ISA + 15C ISA + 20C

400 390 380

386 376 366

297 294 290

12300 13300 14300

10700 11700 12700

9000 10000 11000

370 360 350

357 347 338

287 283 279

15300 16300 17300

13700 14800 15900

12000 13100 14400

340 330 320

328 319 309

275 272 268

18400 19600 20700

16900 17900 19200

15600 16700 17700

310 300 290

300 290 281

264 260 256

21800 22800 23800

20400 21600 22800

19000 20200 21500

280 270 260

271 262 252

252 248 243

24800 25700 26600

23900 25000 26100

22700 23900 25100

250 240 230

242 233 223

238 234 229

27500 28400 29300

27100 28100 29100

26300 27500 28600

220 210 200

214 204 194

224 219 213

30200 31100 32100

30000 31000 32000

29600 30700 31800



B747-400 QRG Date : 01 DEC10 Issued by : CGKOFSGA Issue : 2 Page : - 86-

2. DRIFT DOWN/LONG RANGE CRUISE CAPABILITY (MAX CONTINUOES THRUST) Ground to Air Miles Conversion

AIR DISTANCE (NM) GROUND

DISTANCE (NM)

AIR DISTANCE (NM)


100 80 60 40 20 20 40 60 80 100

670 1332 1992

627 1249 1869

590 1176 1761

556 1111 1664

527 1053 1578

500 1000 1500

476 952 1429

454 909 1365

434 870 1307

416 834 1253

399 800 1203

2650 3308 3970

2488 3107 3729

2345 2929 3515

2217 2771 3325

2103 2628 3154

2000 2500 3000

1907 2384 2860

1821 2277 2733

1744 2180 2616

1672 2091 1509

1606 2009 2411

4637 5310 5993 6687

4354 4984 5620 6264

4104 4695 5291 5892

3881 4438 4998 5561

3680 4208 4736 5266

3500 4000 4500 5000

3336 3812 4286 4760

3187 3641 4092 4542

3051 3484 3915 4343

2926 3341 3752 4160

2811 3208 3602 3993

Driftdown/Cruise Fuel and Time

AIR DIST (NM)

FUEL REQUIRED (1000 KG) TIME

(HR:MIN) WEIGHT AT START OF DRIFTDOWN (1000 KG)

200 220 240 260 280 300 320 340 360 380 400

500 1000 1500

8.7 16.9 24.8

9.4 18.5 27.2

10.1 20.0 29.5

10.8 21.5 31.7

11.4 22.8 33.9

12.2 24.4 36.2

12.9 25.9 38.5

13.7 27.5 40.9

14.3 29.0 43.3

15.2 30,7 45,8

15.8 32.3 48.2

1:16 2:30 3:42

2000 2500 3000

32.4 39.7 46.8

35.5 43.6 51.3

38.6 47.3 55.8

41.6 51.1 60.2

44.5 54.7 64.5

47.5 58.5 69.1

50.7 62.4 73.8

53.9 66.5 78.6

57.1 70.4 83.4

60.5 74.6 88.3

63.6 78.5 93.0

4:54 6:06 7:20

3500 4000 4500 5000

53.6 60.2 66.6 72.8

58.8 66.0 73.0 79.8

63.9 71.7 79.3 86.7

69.0 77.5 85.7 93.7

74.0 83.2 92.1 100.7

79.3 89.2 98.7 108.0

84.7 95.3 105.6 115.5

90.3 101.7 112.7 123.3

95.9 108.0 119.7 131.1

101.6 114.5 126.9 139.0

107.0 120.6 133.8 144.6

8:35 9:52 11:13 12:37

Driftdown at optimum driftdown speed and cruise at Long Range Cruise Speed 3. Long Range Cruise Altitude Capability

WEIGHT (1000 KG)


ISA + 10C & BELOW

ISA + 15C ISA + 20C

400 380 360

5700 7600 9900

2900 5200 8000

2100 5600

340 320 300

12100 14600 17100

10200 12500 15200

8400 10700 13100

280 260 240

19800 22600 25500

17600 20600 23600

16200 18700 21800

220 200

27900 30000

26800 29400

25200 28400



4. LONG RANGE CRUISE CONTROL (MAX CONTINUOES THRUST)

WEIGHT (10000 KG)


10 14 17 20 23 25 27 29 31

360

%N1 MACH KIAS

FF/ENG

98.4 .625 347 6432

340

%N1 MACH KIAS

FF/ENG

98.7 .608 338 6015

100.2 .654 338 6163

320

%N1 MACH KIAS

FF/ENG

95.0 .591 328 5611

98.3 .636 329 5734

300

%N1 MACH KIAS

FF/ENG

93.1 .573 318 5215

96.4 .617 319 5314

99.0 .653 319 5394

280

%N1 MACH KIAS

FF/ENG

91.2 .555 308 4828

94.5 .598 308 4912

97.0 .633 309 4970

99.8 .669 309 5055

260

%N1 MACH KIAS

FF/ENG

89.2 .536 297 4452

92.4 .577 297 4521

94.9 .611 298 4557

97.5 .647 298 4616

100.5 .685 298 4444

240

%N1 MACH KIAS

FF/ENG

87.0 .517 287 4088

90.1 .556 286 4143

92.6 .588 286 4155

95.1 .624 287 4193

97.9 .66.1 287 4268

100.0 .687 287 4338

102.7 .714 286 4444

220

%N1 MACH KIAS

FF/ENG

84.7 .498 276 3738

87.8 .534 274 3759

90.2 .565 274 3768

92.7 .599 275 3784

95.3 .636 275 3839

97.2 .661 275 3953

99.3 .688 275 3953

102.2 ,714 275 4053

200

%N1 MACH KIAS

FF/ENG

82.3 .479 265 3416

85.2 .512 263 3397

87.6 .540 262 3393

90.1 .573 262 3389

94.4 .633 263 3429

96.3 ,659 263 3462

96.3 .659 263 3500

98.4 .686 263 3562

101.3 .713 262 3652

END 4.9.5



MEKANISME PELAKSANAAN DAN PENANGANAN DIVERSION FLIGHT

DI ALTERNATE STATION HALIM PERDANAKUSUMA AIRPORT

PT GARUDA INDONESIA (GIA)

P.T PELITA ( PAS ) AIRPORT Authority(PAPII )

Remark

IN - FLIGHT Pilot in Command (PiC) memutuskan diversion ke HLP, melakukan komunikasi dengan 1. ATC ‘mendapatkan izin mendarat 2. Ground Handling PAS melalui

Coy Channel untuk mendapatkan Ground Services

1. Menyiapkan SDM dan GSE sesuai

dengan MOU 2. Koordinasi dengan PIC melalui

Company Channel 3. Menginformasikan diversion flight

ke unit Operation Control Centre Garuda ( JKTOMGA )

1. ATC akan

mengarahkan pendaratan dan

posisi parkir pesawat. 2. Mengantisipasi

penggunaan fasilitas landasan dan terminal

Ref: ANNEX B SGHA No:DS/PERJ/DC-3171/2007

ON GROUND 1.< 1 hour 1.1 Penumpang Stay On Board,

tetapi Pax Door opened karena prosedur refueling with passenger on board

( B.O.M 3.3.4 para 5 page 6 ). 1.2. FSM berkoordinasi dengan

PIC memberikan Annoucement penumpang turun ke terminal dan Informasi tentang Form Indemnity bila ada yang menghendaki untuk tidak melanjutkan penerbangannya ke Soeta Airport

> 1 hour 1.3 Penumpang diturunkan di Terminal

2. CGKOGWGA Mengirimkan Computer Flight

Plan ( CFP ) dan ATS Flight Plan ke PAS

3. CGKKOGA Berkoordinasi dengan Load

Control untuk mengirimkan Load sheet ke PAS, jika ground time > 1 hrs berkoordinasi dengan Pax Handling dan mengirimkan petugasnya ke HLP

4. CGKMLGA Monitor pesawat, apabila

diversion terjadi karena technical, maka menyiapkan petugas untuk dikirim ke HLP guna me-release flight

Operations Control & Flight Dispatching 1. Berkoordinasi dengan OGW untuk

pembuatan ( CFP) dan ATS flight plan serta fuel yang dibutuhkan untuk sector HLP-CGK

2. Berkoordinasi dengan PERTAMINA untuk refueling

3 Berkoordinasi dengan CGKKOGA untuk pembuatan Loadsheet

4. Menyerahkan CFP, loadsheet dan dokumen lainnya kepada Pilot dan membuat file ATS flight plan ke Briefing Office

Passenger Handling Menyiapkan passenger lounge >1 hrs ground time 1.Memberikan pelayanan & escort

kepada penumpang menuju lounge yang disiapkan.

2.Menyiapkan dan memberikan kepada penumpang Form Indemnity jika penumpang domestik ingin turun di HLP

3.Berkoordinasi dengan CGKKO apabila ada penumpang yang berkeinginan turun di HLP

1. Mengarahkan pilot ke parking area di South Apron dengan posisi Nose-out ( pararel runway)

2. Menyiapkan Lounge penumpang di terminal

3. Memberikan informasi up to date dan trend weather stasiun CGK kepada Pilot Garuda

DEPARTURE CGKKOGA Berkoordinasi dengan unit Pax Handling memonitor : penumpang dan bagasinya yang turun di HLP dan di CGK JKTOMGA Monitor movement flight tsb.

1. Mengirimkan Movement ke

JKTOMGA copy CGKKOGA CGKKDGA, JKTMLGA

2. Membuat Report ke JKTOGL

Memberikan Clearance keberangkatan pesawat.


Date : 01 DEC 10 Issued by : CGKOFSGA

Issue : 04 Page : - 89 -

B747- 400 QRG



OGL.FLWCHRT.MCH.REV1.DOC/2010

MECHANISM OF HANDLING COORDINATION DURING DIVERSION FLIGHT AT MADINAH (OEMA)

PT GARUDA INDONESIA (GIA)

SAUDI ARABIAN AIRLINES CORP.

AIRPORT Authority

Remark

IN - FLIGHT Pilot in Command (PiC) has decision to divert, may contact 1. ATC ‘MADINAH TOWER’

118.3 MHZ

2. Saudi Arabian AirlinesMadinah by Coy Channel 131.5 MHZ

1. Keep contact with PiC at

131.5 Mhz in case any request for assistances

2. Inform GIA Operations

Center In Jakarta (SITA Addr: JKTOMGA) and Representative GIA in JEDDAH (JEDKKGA)

ATC will instruct and direct a/c to land and parking position .

Ref: ANNEX B SGHA No:DS/PERJ/DC- 3171/2007

ON GROUND 1. JEDKKGA 1.1 As a final destination to

Keep coordination with G/H Saudi at Medinah to handle a/c, crew, passengers and responsible until the irregularity back to normal.

1.2. Provide Load sheet sector MED-JED

2. CGKOGWGA

As Dispatch Center, to provide remote Computerized Flight Plan (CFP) MED-JED after get payload info from JEDKKGA

3.CGKMLGA

Monitoring technical aspects

Operations Control & Flight Dispatching 1. Maintain communication with

JEDKKGA to inform progress of aircraft handling

2. Assist crews for operational assistances

3 After received CFP and Loadsheet deliver it to PiC

4. ATC plan file to ATC Brief.Office

Passenger Handling Provide refreshment if necessary Technical Handling Contact Apsco for refueling and report to JEDKKGA cc JEDMMGA

ATC Clearance

Fuel supplier: APSCO Ref MOU GA Fueller dd: 1 Apr 2009 – 1 Apr 2011

DEPARTURE JEDKKGA After ensure the flight has been back to normal , shall give authorization for Dispatch Release to JED as original destination JKTOGMGA Monitoring and adjust flight schedule concerning the irregularities

Sent movement message to JKTOMGA copy JEDKKGA , JKTMOGA ,

JEDMMGA CGKMLGA, CGKOWGA , JKTGLGA

Taxi out and T/O Clearance




B747-400 QRG Date : 01 SEP 09 Issued by : CGKOFSGA Issue : 1 Page : - 62 -

AUSTRALIA RULE AND PROCEDURES

JEPPESEN AIR TRAFFIC CONTROL TRAFFIC INFORMATION BROADCAST BY AIRCRAFT (TIBA) TIBA Procedures are intended to permit reports and relevant supplementary information of an advisory nature to be transmitted by Pilots for the information of Pilots of other aircraft in the vicinity. Australia procedures comply with ICAO Annex 11 to DOC 7300, also published in the Jeppesen airways manual. Notable clarifications follow. Frequency Aircraft must maintain listening watch on the appropriate TIBA frequency. Where VHF is used for air-ground communications with ATS and an aircraft has two serviceable VHF sets, one must be tuned to the appropriate ATS frequency and the other to the TIBA frequency. The TIBA frequencies are:

a. At or above FL 200, 128.95MHz b. Below FL 200:

1. In class G airspace other than Oceanic areas , the Flight Information Area frequency 2. Otherwise 126.35 MHz

Collision Avoidance If on receipt traffic information broadcast from another aircraft, a Pilot decides an immediate action is necessary to avoid imminent collision risk to the aircraft, and this cannot be achieved in accordance with the right of way provisions or TCAS Resolution, the pilot should : unless an alternative maneuver appears more appropriate, immediately descend 1000 ft if above FL 410, or 500 ft if at or below FL 410.

GIA B744 Quick Reference Guide

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