B744F/-8F

Summary

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Table of Content:

Chapter: Page:

General 3 Bleed Air Systems 4 to 5 Anti-ice, Rain 6 Automatic Flight 7 to 8 Communications 9 Electrical 10 to 11 Engines, APU 12 to 13 Fire Protection 14 to 15 Flight Controls 16 to 18 Fuel 19 to 20 Hydraulics 21 Landing Gear & Brakes 22 to 23 Electronic Checklist & Warning Systems 24 to 25

Please be aware that this unofficial technical summary is for Information Only and should not be used for actual flight operations.

The Airplane Flight Manual (AFM) is the only legal based document for the B747.

Please write your comment or suggestion to: korsslot@hotmail.com

General page 3 of 25

The B747F/-8F can transport 124/140 tons of cargo up to 4450/4390 NM. Maximum cruising altitude FL45.100, maximum operating speed 0.92/0.92. Maximum Weights: MZFW: 610.000/719.000 lbs, MTW: 877.000/978.000 lbs, MTOW: 875.000/975.000 lbs, MLW: 652:000/759.000 lbs Dimensions: Length 70.7m/76,3m / 231,9’ ; Width to wingtips 64.9m/68,4m / 213’/224’; Height of the tail 19.06m/19,4m / 62,5’ ; Height to the cockpit 9.89m / 32,4’ Eye height 8.66m / 28,4 ‘; Turning radius min 46.6m/52,4m / 152,9’/172’ ; the first 26.65m / 87,4’ are not visible from the cockpit. Alternate Action Switch (Positions On or Off): Positions On or Off, On: Button pressed, “ON” or a “Flow Bar” displayed. Off: “OFF” or nothing displayed; line in the upper or lower half means no label in this portion of the switch. Momentary Action Switch (spring loaded to the extended position): Activate or deactivate systems or reset system logic. The switch display indicates system status. EICAS (Engine Indication and Crew Alerting System): System synoptics and Status display selected in secondary EICAS. If one CRT fails primary EICAS has priority and will always be displayed on the remaining CRT. Only ENG, FUEL, GEAR can then be displayed in compressed form on the remaining EICAS CRT. Master mind is MAWEA Storm Light Switch: Storm Light Switch in ON position overrides controls and illuminates the following lights at maximum brightness: dome lights; aisle stand flood lights; glareshield lights, F/O’s and CMD’s lights! Outboard and Inboard Landing Lights: Light intensity at maximum only when LDG gear in down position otherwise reduced light intensity. Taxi Lights and Runway Turnoff Lights: The runway turnoff lights beam 65° to the left and right of the airplane centerline. Lights extinguish when air/ground sensing system in air mode. Beacon Lights: LOWER: activates only lower red anti-collision beacon light; BOTH: activates upper and lower red anti-collision beacon lights. No Smoking and Fasten Seatbelt Sign: Anytime passenger oxygen deploys, NO SMOKING and FASTEN SEAT BELTS signs illuminate. Alert Messages: Warnings: red (bell, siren, wailer) ; Cautions: amber (beeper); Advisories: amber and indented by one character. Messages preceded by a > means: no abnormal procedure, informative nature only, required crew action obvious. On the 747-8, a message that does not have a white checklist icon has the same meaning. New messages displayed on top of their message group. Cautions and Advisories can be cancelled by pressing CANC switch or recalled by using the RCL switch. Warnings are displayed on top of every page and can not be cancelled. Memo Messages: White in primary EICAS, show selected normal system condition, can’t be erased, always on the bottom of the list. Status Messages: Indicate faults which may affect airplane dispatch ability, on primary EICAS only the Status cue, the message itself will be found on the STAT page, as soon as shown the Status cue will disappear until after landing, inhibited from after engine start until 30 min after liftoff, inhibited by Secondary Engine Exceedance Cue. Secondary Engine Exceedance Cue VVVVVV Cyan engine parameter on secondary display is exceeded, displayed until parameter returns to normal inhibits display of Status cue.

Supernumerary Oxygen Switch: RESET: (spring-loaded) flow control units closed electrically when cabin altitude below 12000ft NORM: system activates if cabin altitude reaches approximately 14000ft. ON: (spring-loaded) cabin oxygen masks drop. Supernumerary oxygen flows for 195 min at cabin altitude 25000 ft

Cockpit Oxygen Masks: When mask is pulled 2 and left oxygen panel door is open microphone and oxygen flow is activated, yellow cross and “OXY ON” 1. is in view when oxygen flows. TO RESET: close left panel door and press RESET AND PRESS TO TEST button .3. oxygen is turned off and mask microphone is deactivated instead boom microphone is activated. Preflight check: drop of 30 psi or greater per mask indicates crew oxygen shutoff valve may be closed. .1. NORMAL/100% Switch: N - supplies an air/oxygen mixture on demand (the ratio depends on cabin altitude). 100% - supplies 100% oxygen on demand (not an air/oxygen mixture) for 3h 10 min. .2. Oxygen Mask Emergency/Test Selector: Rotate (in the direction of the arrow) - supplies 100% oxygen under positive pressure at all cabin altitudes (protects against smoke and harmful vapors). PRESS TO TEST- tests the positive pressure supply to the regulator. .3. Protective Strip: There is a protective strip of clear plastic on the top portion of the lens. In case of condensation build-up caused by rapid depressurization, vision can be restored by peeling off this strip using the tab on the right side.

747-400 747-8

Bleed Air Systems page 4 of 25

Air Conditioning System Users: Conditioned bleed air is used for: main deck cargo, lavatory, upper deck, flight deck, flight deck crew rest, aft cargo bay, equipment cooling. Air Conditioning System Description

The airplane is divided into seven (7) temperature zones, they are referred to as the flight

deck, upper deck, crew rest, forward main deck cargo, aft main deck cargo, forward lower

lobe cargo and aft lower lobe cargo. Bleed air is supplied from the bleed air system to 3 air

conditioning packs. The conditioned air from the packs is supplied to a conditioned air

manifold, and is distributed to the upper deck zones and main deck cargo. The forward lower

lobe cargo compartment can be supplied with conditioned air directly from Pack 3.The aft

lower lobe cargo compartment can be supplied with conditioned air directly from Pack 2.

Temperature requirements vary from zone to zone. Zone temperature control is maintained

throughout the airplane by adding warm trim air to the conditioned air. Two (2) pack

controllers, “A” and “B”, provide air conditioning pack control. With the pack control selector

in the “NORMAL” position, the system automatically selects controller “A” or “B” on an

alternating flight basis. Trim air is hot air obtained directly from the bleed air supply. With the

trim air switch “ON”, trim air can supplement conditioned air to satisfy the temperature

requirements of each individual zone. Trim air for the forward and aft lower lobe cargo zones

is supplied directly from the bleed air duct and is not controlled by the master trim air valve. With the trim air switch “OFF”, bleed air is not available for cabin zone temperature

adjustments and the pack output temperature is regulated to provide an average flight deck

temperature of 24 °C. Trim air AFT or FWD shut off automatically when Lower Lobe Cargo

Conditioner Air Flow Rate (LLCCAFR) selector OFF, pack 2 or 3 shutdown and AFT or FWD

lower cargo air conditioning supply duct overheat. On the 747-8, Conditioned air from all

three packs flows into the conditioned air manifold. The conditioned air manifold

supplies air only to the main cargo deck. To improve efficiency, three lower circulation

fans pull air from below the main deck and add it to mixers at each air condition pack.

The flight deck, upper deck and crew rest areas are supplied with unmixed air directly

Bleed Air Users: Bleed air is used for: Air conditioning (including Trim Air) & Pressurization, Equipment cooling (redirected cabin air), Wing anti-ice, Engine anti-ice, Engine start, Leading edge flaps, Aft cargo heat, Cargo smoke detection (not for -8), Hydraulic reservoir pressurization, Potable water tank pressurization, Air driven hydraulic demand pumps and nitrogen generation system. Bleed Air System description: Bleed air is taken from either intermediate pressure (IP) or high pressure (HP) engine section. HP air is used during low power setting conditions. The Pressure Regulating Valve (PRV) limits and regulates bleed pressure and bleed temperature. The NAI bleed air is taken before the Engine Bleed Valve (EBV). The bleed air temperature is controlled via a fan air precooler. The Engine Bleed Valve prevents reverse flow except for engine start. If an EBV switch is OFF the respective PRV is closed as well, however NAI is still available when switched on manually or automatically. In case an air overheat is detected the system logic closes EBV and PRV. At high altitude ozone concentration is reduced by two catalytic converters. The converters are fully automatic controlled by the system logic via a Bypass Valve and a Converter Valve. APU bleed air is available when the APU reaches 95% N1 through the APU Bleed Air Isolation Valve. A Check Valve prevents reverse flow. Isolation Valves: Two Isolation Valves allow to split the bleed air system into sections L, C, R. If the center duct section is isolated, pack 2 trim air (cabin temperature zones in backup control mode), potable water pressurization, cargo smoke detection, aft and bulk cargo heating are not available any more. If the left or right duct section is isolated, a maximum of one air conditioning pack on assures sufficient bleed air is available from the two engines which supply air to the unaffected duct sections. Controls and Indications: Bleed air duct pressure is indicated on the ECS synoptic page. Pressure is amber at 11 psi or below. The cabin altitude indications on the upper EICAS are only displayed if: ECS or ENG synoptic page is selected, the landing altitude is manually selected, cabin altitude or cabin differential pressure is in caution or warning range.

System Fault Light: Nacelle anti-ice may not be available (at low power settings) and Illuminated for: • Bleed air overheat • Bleed air overpressure • HP bleed valve open when commanded closed • PRV open when commanded closed NAI available with bleed switch ON or OFF except: •PRV Failed Closed * •PRV Closed due to Bleed OVHT * •Start Valve not closed * •HP Bleed Valve Failed Open (not available with Bleed switch OFF) Thrust REV available with bleed switch ON or OFF, Except: * asterisk On the 747-8, the Thrust Reversers are hydraulicaly operated

from pack 1 and 3. In the event that both packs 1 and 3 are failed or selected off,…a backup valve from pack 2 opens to allow mixed air to enter the flight deck, upper deck and crew rest area. Pack 2 supplies mixed conditioned air to the aft lower lobe cargo compartment when commanded on. Pack 3 supplies mixed conditioned air to the lower lobe cargo compartment when commanded on. If for some reason the trim air is not

available, backup modes control the temperature by regulating the output temperature of the packs.

Pressurization System Manual Operation:

With both outflow MAN switches to ON the system can be operated manually, all automatic functions are bypassed.

.

Equipment Cooling: A fully automatic, independent equipment cooling system uses cool air from the cabin for cooling of the flight deck equipment and the electronic compartment equipment racks. The warm air is exhausted into the forward cargo compartment, recirculated in a closed- loop mode or ducted overboard. On ground with the cooling selector in NORM, and moderate ambient temperatures (above 7°C) the air is ducted via the Ground Exhaust Valve overboard, below 7 ̊ C into the forward cargo compartment. With the LLCAFR selector in the FWD LOW, FWD HIGH, or BOTH position, and the forward temperature is selected below 10 ̊ C, the inboard valve is closed, and the equipment cooling exhaust air is re-circulated in a closed loop mode. Above 10 ̊ C, the air is ducted into the forward cargo compartment. With one or more engines running on each wing, the system is configured for flight, the Ground Exhaust Valve closed, Inboard Exhaust Valve open. The air is ducted into the forward cargo compartment. Same can be achieved with the cooling selector on STBY. Fan Failure: With the Equipment Cooling selector in NORM or STBY, the system normally configures to closed-loop mode if a single internal fan fails. In closed-loop mode, the Inboard Supply Valve and the Inboard Exhaust Valve and Ground Exhaust Valve are closed. An OVRD mode provides equipment cooling in flight if all internal fans are inoperative. Via the Smoke Override Valve, air is drawn with cabin differential pressure through the racks and vented overboard. The message EQUIP COOLING is displayed on the EICAS if:

•System airflow inadequate •Overheat or smoke detected •Ground Exhaust Valve not in commanded position •With selector in OVRD, differential pressure for reverse flow cooling is inadequate

If the message occurs during flight; cooling selector OVRD. If the message occurs on the ground; cooling selector STBY.

OFF: The Lower Lobe cargo compartments are not air conditioned. All of Pack 2 and Pack 3 air is diverted to the conditioned air manifold, which air conditions the Main Deck and Upper Deck. LOW-FWD: Pack 3 air conditions ⅔ output to the forward Lower Lobe cargo compartment and supplies air (⅓) to the conditioned air manifold. LOW-AFT: Pack 2 air conditions ⅔ output to the aft Lower Lobe cargo compartment and supplies air (⅓) to the conditioned air manifold. LOW-BOTH: Pack 2 and Pack 3 air condition both ⅔ of their output Lower Lobe cargo compartments and supply air (⅓) to the conditioned air manifold.

LLCCAFR:

HIGH-FWD: All of Pack 3 air conditions the forward Lower Lobe cargo compartment.

HIGH-AFT: All of Pack 2 air conditions the aft Lower Lobe cargo compartment.

Page 5 of 25

FLT Deck & Upper Deck: In the AUTO range, the flight deck temperature can be adjusted between 18° C and 29° C. In the MANual range it allows the trim air valve to be operated manually. Main Deck & Lower Lobes: In the AUTO range, the main deck and Lower Lobe Cargo Zone Temperatures can be adjusted between – 4 °C and 29° C . MANual range idem as above. Cargo Heat: The forward cargo is heated by air exhausted from the electric & electronic compartment. Aft cargo heat is provided by bleed air from the center section of the bleed air duct. A thermal switch in the compartment opens and closes the temperature control valve (TCV). TCV is normally closed when the aft cargo conditioning is ON but if the temperature decreases to 4 ̊ C the TCV opens and gives heat to the compartment.

Cargo Fire: With the Main Deck Fire Extinguishing Armed switch ARMED and the CARGO FIRE DEPRESSURIZE - DISCHARGE switch pushed, the airplane depressurizes to a cabin pressure altitude of 25.000 ft. The rate of depressurization is 9.000 ft/min to a cabin altitude of 20.000 ft, and then 2.500 ft/min to a cabin attitude of 25.000 ft. Cabin Pressurization System: Cabin pressurization is controlled by regulating the discharge of conditioned cabin air through the outflow valves. The valves normally operate in parallel and are controlled by two cabin altitude controllers. Only one controller is active, the other one is standby. Positive and negative pressure relieve valves protect the fuselage against excessive pressure differential. If pressure becomes excessive (over 9.4 psi), one or both valves open and pack 2 shuts down to assist in relieving excess cabin pressure. When the valves are closed again, pack 2 resets. The controllers calculate a cabin pressurization schedule according to actual values and FMC flight plan information. In MAN mode the FMC is bypassed and only actual rate and altitude information is processed. For T/O and LDG the system provides a small positive pressurization (max. 0.11 psi) to cause a smooth transition. At touch down the outflow valves open to depressurize the cabin. Maximum cabin altitude is 8’000 ft, max differential pressure 8.8 psi, above the indication is amber. Above 9.1 psi the indication turns red. Maximum descent rate is 450 ft/min. The cabin altitude limiter closes both outflow valves if cabin altitude exceeds 11’000 ft. Cautions triggered at 8.500 ft.

CABIN ALTITUDE Warning at 10.000 ft (resets at 9.500)

Origin Field elevation

Cruise Altitude

Time to Climb

Time to decent

Dest. Field elevation

CABIN

ALTITUDE

CONTROLLER

S

Anti-ice, Rain page 6 of 25

Nacelle Anti-Ice: For anti-icing the engine nacelles receive hot air out of the bleed air system Operation in-flight (ON and AUTO) and on ground (ON only) is possible. A spray duct in the engine cowl releases bleed air thereby providing ice protection. With nacelle anti-ice on, continuous ignition and approach idle is selected through EEC automatically. NAI is not available when: •PRV has been closed due to a Bleed OVHT •PRV has failed closed

•HP bleed valve failed to open •Start valve is not closed.

Anti-Ice Use: Wing and nacelle anti-ice should not be used above 10 °C. EICAS Display: WAI and NAI is indicated on the upper EICAS. It can be monitored on the ECS synoptic page as well. Ice Detectors: 2 Ice Detector probes, one on each side of the aircraft, provide information to the automatic ice detection system. The system controls the automatic operation of nacelle and wing anti-ice. It operates inflight only. Working Principle: The outer stick of the ice detector probe is flexible. With ice build up the frequency of its vibration changes. After a certain vibration change is sensed a heater turns on and melts the ice. When the frequency returns to its initial value the heater turns off. The length of the cycle is scale for the intensity of icing.

Primary Ice detecting System: The primary ice detection system does not operate on the ground. Therefore the nacelle anti-ice system must be manually controlled on the ground and during takeoff. The operation of wing anti-ice system is inhibited on the ground. Probe Heating: 4 pitot-static probes, 2 TAT probes, 2 AOA must be heated in order to receive proper information during adverse weather conditions. The pitot-static probes and the AOAs heating system operates automatically whenever any engine is running. The TAT heating system operates in flight only.

Trigger Points: The auto logic has different trigger points for WAI and NAI. Wing anti-ice will be commanded on at heavier icing conditions (10 probe cycles) than nacelle anti-ice (2 probe cycles). Windshield Heating: All cockpit windows are electrically heated. An electric controller maintains constant temperature for the windshields. The window heat switches control heating for the forward windshields only. Pushing a window heat switch off for 10s, then on, resets a windshield heat controller fault. Side windows are automatic controlled by thermostats and no flight deck controls are provided. Additionally all windows are defogged by conditioned air. The defogging is controlled by the windshield air switch at the CM1, CM2 auxiliary panels.

X

X

Wing Anti-Ice: Only the range outboard of the inboard engine is de-iced by hot bleed air ducted in a spray tube. -8; A larger portion of the inboard LE is heated on the 747-8. With leading edge flaps extended the auto logic prevents wing anti-ice even when entering icing conditions. Wing anti-ice is inhibited on ground.

Windshield Washer System: Both windshields are equipped with a washer system and are treated with a hydrophobic coating which causes water droplets to roll off with minimal wind. Windshield Wipers: 2 windshield wipers are installed. They have two speed settings to choose from. Drain Masts, Water Supply Lines: Electric heaters prevent formation of ice in drain masts and water supply lines. The water and waste heat system has no cockpit controls and indications. There are two power settings switched by the ground safety relay: low power setting for operation on ground and a high setting inflight.

Automatic Flight page 7 of 25

Modes: Mode selection on MCP is indicated in the FMA in the PFD. New Modes are green boxed for 10 s. Flight director source selector used to select an operational FCC. A/T System: Consists of thrust management functions of FMC, part of MCP, Thrust lever servos. A/T Override: Anytime possible by moving thrust levers. Levers revert to previous position after hands off, except in A/T HOLD mode. THR switch: The thrust switch is normally used during takeoff and climb as a method of thrust reduction (selected CLB, 1, 2 or CON with N-1) when VNAV is not used. During an approach the THR could function as a TO/GA switch.

THR REF HDG HOLD ALT

Autoflight System: Consists of: AFDS (Autopilot Flight Director System) and A/T (Autothrottle). Inputs are: MCP, FMC, Thrust levers, TO/GA switches, A/T disconnect switches, A/P disengage switches.

Flight Deck Preparation:

FD’s ON, TO/GA, TO/GA in the FMA; SPD, HDG, ALT is manually set

in the MCP.

Takeoff Preparation:

Holds

Selected Speed Will Not Exceed

Climb Thrust Limit

A/T on THR set passing 65 KIAS passing 50 ft passing 250 ft, A/P on passing 400 ft VNAV engaged

TO/GA switches pressed A/T commands THR REF, passing 65 kts the A/T reverts to the HOLD mode (for RTO), at lift off FD follows ground track until 50 ft where LNAV is engaged and followed. FD commands V2 + 10 kts pitch, if speed is more than V2 + 10 kts, target speed is reset to V2 + 25 kts.

Passing 400 ft VNAV is engaged, thrust changes to THR REF and actual SPD is indicated on the PFD.

……..│ TO/GA │ TO/GA

TO/GA TO/GA

LNAV VNAV

A/T armed, LNAV and VNAV armed, LNAV, VNAV displayed in white in the FMA (TO/GA switches are now hot).

Takeoff:

THR REF TO/GA TO/GA

LNAV VNAV

FD

HOLD TO/GA TO/GA

LNAV VNAV

FD

HOLD LNAV TO/GA

VNAV

FD

THR REF │LNAV│ VNAV SPD

CMD

HOLD LNAV TO/GA

VNAV

CMD

SPD switch: The speed switch is inactive in the FL CH, VNAV, or TO/GA mode. In the speed mode, the A/T holds the selected speed shown in the IAS MACH window, but will not exceed the selected thrust limit.

VNAV: A/T modes and target thrust setting selected by FMC. Modes: VNAV PTH, VNAV SPD, VNAV ALT. FL CH: In the FL CH mode, the A/T controls thrust for automatic climbs and descents while the AutoPilot Flight Director pitch maintains the selected speed set in the IAS MACH Window. TO/GA switch: Pushing the TOGA switch when inflight (windshear) cancels any takeoff reduced thrust (D-TO2). THR REF is still displayed on the PFD and the reference thrust becomes full takeoff thrust (TO). Pushing the TOGA switch when the F/Ds are not on, pop up the F/Ds when the airspeed is above 80 knots. Caution: Pressing a TO/GA switch while flaps are out of up will activates the A/T in THR REF mode during ground operations! Speed Protection: Available from the min maneuvering speed up to 5 knots below the lowest of the max speed for gear, flaps, VMO and MMO limits in all A/T modes, except in VS !

Page 8 of 25

FLCH: Flight level change is a coordinated pitch and thrust mode which provides automatic climbs and descents to preselected altitudes. Mode activation is indicated by “FLCH” appearing in the PFD. The flight level change mode ends with an automatic level-off. The result is level flight in the altitude mode at the preselected altitude (ALT). While in the FLCH mode, the autopilot uses the elevator to maintain the speed displayed in the IAS/mach window with a SPD in the pitch mode display. Adding thrust by A/T will allow the airplane to climb (THR). Reducing thrust will allow the airplane to descend (IDLE→ HOLD).

VNAV Climb: Activation occurs if VNAV is armed, the performance initialization is complete, and the radio altitude is above 400 ft. VNAV speed is computed by the FMC and is displayed on the FMS CDU climb page. The FMC also automatically displays the VNAV command speed on the PFD. When the FMC is controlling speed, the IAS/mach window is blank. During a VNAV climb, VNAV SPD is displayed on the PFD. This indicates that A/P pitch is maintaining VNAV climb speed. During a VNAV climb, THR REF is displayed on the PFD. This indicates that the A/T is maintaining reference thrust.

VNAV Climb, Level Off: During a VNAV level-off due to a FMS waypoint altitude constraint or reaching the FMS cruising level, the A/T maintains speed and the autopilot pitch maintains the FMS altitude. VNAV PATH is displayed. To accomplish speed intervention, push the IAS/mach selector. This displays the current VNAV target speed. Rotating the IAS/MACH selector increases or decreases the target speed without disengaging VNAV.

VNAV Alt. Intervention: To accomplish altitude intervention during a climb or a (late) descent, an intervention altitude can be set in the MCP. The airplane automatically levels off at the selected MCP altitude. VNAV ALT is displayed. Selecting a new altitude and pushing the altitude select knob initiates the continuation of the VNAV climb or descent profiles. Each push of the altitude selector deletes the next waypoint constraint.

VNAV Cruise: When the airplane reaches VNAV cruising altitude, the autothrottle maintains speed, the autopilot pitch maintains the FMS altitude. VNAV PTH and the cruise thrust reference is displayed on EICAS, cruize (CRZ) thrust reference is displayed.

VNAV Descent: A VNAV descent automatically begins at the top-of-descent point. During the descent the thrust levers retard to IDLE and the autopilot pitch maintains the VNAV descent path. HOLD is displayed on the PFD when the thrust levers are at idle.

Headwind: During a VNAV descent, an unforecasted headwind will cause the airplane to drop below the VNAV Path. As the airplane drops below the VNAV Path, the FMC directs an increase in pitch to maintain the path. As speed decreases, the FMC directs thrust to increase to maintain speed. The A/T mode changes to SPD.

Tailwind: During a VNAV descent, an unforecasted tailwind will cause the airplane to move above the VNAV Path. As the airplane moves above the VNAV path, the FMC directs a decrease in pitch to maintain the path, and speed will increase. The FMC message, “drag required”, is displayed when drag is required to maintain the VNAV path. If speed increase is excessive, or the airplane is too far above VNAV Path, the FMC directs a departure from the path. The FMC directs pitch to increase, and the autopilot pitch mode changes to VNAV SPD. During a VNAV descent, as the airplane reaches the speed transition altitude, the FMC directs pitch to increase for speed reduction. As the new speed is reached, the FMC directs a pitch change to maintain VNAV path at the new airspeed. LNAV: Pushing the LNAV switch arms the LNAV mode. LNAV is displayed on the PFD in white. There are three conditions required to engage LNAV. LNAV activates if an active flight plan has been entered into the FMS-CDU and the airplane is above 50 ft RA and within 2,5 NM of the active Leg. If the LNAV switch is pushed outside 2,5 NM, LNAV will arm. LNAV will engage at the point to turn to intercept the active leg. Once LNAV is engaged, the A/P is directed to fly the active route to the last route waypoint. If the airplane passes over the last route waypoint, LNAV remains active and commands the airplane to maintain the last heading. LNAV is terminated by capturing the localizer, or selecting another roll mode such as heading select or heading hold. HDG, Bank: To select a HDG press SEL on the HDG turning knob. Bank limit selector is active in HDG only. In AUTO bank varies between 15° - 25° depending on TAS, flap position and V2. LOC interception: Upon interception of ILS, the HDG is automatically set to LOC front course in the HDG window. Approach: Passing 2500 ft the rising RWY indication will be displayed. A captured approach mode can only be inhibited by selecting TO/GA or switching the A/P and FD off. Triple channel approach (LAND 3), AC and DC busses isolated, AC BUS 4 on synchronous bus will replace automatically any failed bus (fail operational). Triple channel operation starts after a pre-autoland test has been satisfactorily at 1500 ft RA. Should any AFDS failure occur in LAND 3 below 200 ft RA the LAND 2 (fail passive) annunciation is inhibited.

At 1500ft RA:

LAND 3 in the FMA, ROLLOUT and FLARE are armed. or or

Below 500 ft rudder control is active for RWY alignment.

At 40 – 60 ft RA:

A/P starts to FLARE, TDZ indication is active.

At 25 ft RA:

During flare A/T retards throttles, speed mode changes to IDLE.

At 5 ft RA:

LOC mode is replaced by ROLLOUT mode.

Touch down:

During touch down the approach switch bar is off, G/S indication on the FMA erased, MDA pointer visible are is no longer indicated. Activating thrust lever in

reverse disconnects A/T, mode changes from IDLE to blank. During rollout A/P controls rudder and nose wheel steering, manual steering is inhibited until A/P is

disengaged.

Go around:

The TO/GA mode is armed as long the flaps are out of up or G/S is captured. TO/GA switch pushed moves throttles forward and rotation starts for a rate of

climb of 2000 ft/min in the THR mode. Roll controlled to maintain ground track. The elevators are controlling pitch to maintain the selected speed which is the

higher of MCP speed or speed at go around initiation. Full G/A thrust is available with a second push in the THR REF mode. All three A/Ps still engaged. When

selecting any other mode (earliest at 400 ft) the triple channel A/P operation and the A/P rudder operation is cancelled.

SPD │LNAV │ VNAV PTH

HOLD │LNAV │ VNAV SPD

THR REF │LNAV│ VNAV SPD

SPD │LNAV│ VNAV PTH

SPD │LNAV │ VNAV ALT

SPD │LNAV│ VNAV PTH

IDLE │LNAV│ VNAV PTH HOLD

THR │LNAV│ FLCH SPD │ ALT

SPD │ LOC │FLARE

ROLLOUT

IDLE │ LOC │FLARE

ROLLOUT

IDLE │ ROLLOUT │FLARE

THR │TO/GA│ TO/GA

Communications page 9 of 25

Radio Tuning Panel: Consists of 3 VHF (L, C, R); 2 HF (L, R); AM (amplitude modulation). The HF sensitivity is direct wired to the corresponding HF radio. The panels can be switched off if faulty, HF remains active. If tuning is done from the offside the offside tuning light illuminates on all involved radio tuning panels. If any VHF or HF frequency is keyed for more than 30 sec, it is disabled by the stuck microphone protection. Dashes appear in the frequency window. Audio Panel: The transmitter select switch selects related transmitter and corresponding audio on if not selected manually. Only one transmitter at a time. Selcall monitors VHF and HF, if call received call light illuminates, reset by pushing the transmitter select switch or by transmitting on that radio. Audio off is not possible for selected transmitter or emergency frequency (121.50) transmitter. Sat Comm: Uses audio panels transmitter selectors, volume control and FMC CDU pages. ACARS is automatic. 3 channels are used (2 voice communication, 1 ACARS), they are set on VHF centre. Do not use VHF centre for ATC communication with ACARS operational. Public Address System: PA announcements can be made to the upper deck seating area, lavatory, and the crew rest areas. Observer Audio System: Allows CMD or F/O to use observer audio panel. Service and Cargo/Cabin Interphone Switches: Connects the service, cargo and upper deck interphones to the flight interphone. The service Interphone provides communication between numerous service jacks located throughout the airplane. The Cargo Interphone provides communication between loading personnel. The Upper Deck Interphone provides communication between the flight deck and the upper deck crew rest areas. Flight Deck CALL system: An incoming call from an upper deck crew rest area, the main deck cargo area, or the nose wheel well, will illuminate the respective switch and sound a chime on the flight deck. Pushing the Upper Deck or Crew Rest left or right switches on the pilot's call panel sounds a chime and illuminates a call light at the respective location. Pushing the Cargo call switch illuminates the fight deck call switches on the loadmaster amplifier panels and wing inspection stations on the main cargo deck. A tone also sounds on the main cargo deck. Pushing the Ground call switch sounds a three second horn in the nose wheel well.

Power Sources: AC power (115 V 400 Hz) sources are: 4 engine driven generators in flight, 2 APU driven generators, 2 external power units on ground only. DC power (28 V) is transformed from AC power or available from the MAIN BAT or APU BAT. The APU cannot provide electrical power in flight. Synchronous Bus: Each IDG (integrated drive generator) feeds its own AC bus, they are all connected to the synchronous bus. Bus Tie Switch: Connects the generator via the Bus Tie Breaker to the synchronous bus and controls the DC isolation relays. The isolation light monitors only the Bus Tie Breaker but not the DC isolation relay.

Standby Power Selector: In AUTO the STBY Bus is powered by any available source, in BAT position the STBY Bus is connected to the Hot Battery Bus, thereby the battery charger is disabled. The standby power is then available for approx. 30 min. Split System Breaker (SSB): APU and EXT PWR feed although in the synchronous bus. As they can not be synchronized, the bus is split by the SSB into a left and a right side if both are connected at the same time.

Transfer Busses: Essensial flight instruments and selected navigation equipment are connected to the transfer busses. F/O transfer bus is powered by AC bus 2, Capt transfer bus is powered by AC bus 3. AC bus 1 is backup. The Captain's transfer bus powers the APU standby bus.

Ground Handling Bus Main Deck Cargo Handling Bus

Electrical Page 10 of 25

Utility Bus: Each AC bus supplies a Utility Bus. They are monitored by an ELCU (electronic load control unit). If electrical loads exceed power available, the ELCU automatically shed utility bus loads as needed to ensure that power is available to critical and essential equipment. There is no EICAS message when shedding the load. Airplane systems powered by Utility busses include crew rest lighting, selected air conditioning components, lavatory equipment, galley power, two fuel boost pumps, three fuel override jettison pumps, miscellaneous equipment, and electrical outlets. Abnormalities: Only one attempt to reset a system should be made. Failure of a generator to synchronize: If a generator fails to synchronize the bus tie breaker opens and the ISLN light illuminates. IDG Drive Failure: When high oil temperature or low oil pressure in a generator with the engine running is sensed the amber DRIVE light illuminates. A generator drive disconnected in flight, either manually or automatically can only be reconnected on ground by maintenance.

28 V DC power syst: Two batteries: APU Battery, Main Battery. When AC power is available, DC busses 1 to 4 are supplied by the AC busses 1 to 4 via four TRU’s (transformer rectifier units). The 4 DC busses are interconnected by DC isolation relays to a DC tie bus, to cover for a TRU failure. Hot Battery Busses: Hot wired to the batteries, this assures that vital components are always powered, for example for fire fighting. Power is normally supplied by the battery chargers from the ground service bus. Battery status is displayed on the lower EICAS STAT page. Battery Busses: They are supplied by DC bus 3 in normal condition or via the Hot Battery Busses if DC bus 3 is powerless.

Standby Busses: Flight critical items are supplied ( PFD, ND, FMC) by the APU and Main standby bus, which itself is powered by Capt. transfer bus via AC bus 3, AC bus 1 (ground service bus) or the APU/Main battery (min 30 min) via the APU/Main hot battery bus and the standby inverter. Ground Handling Bus: It powers the fuelling system, lower cargo handling equipment, lower cargo doors and AUX HYD pump 1 and 4. It is only powered by APU GEN 1 or EXT PWR 1 are available or ON. If both are available EXT PWR is used. This bus is inhibited in flight. Main Deck Cargo Handling Bus: The main deck cargo handling bus is powered automatically whenever either EXT PWR 2 or APU GEN 2 is available only. If both power sources are available EXT PWR 2 powers the bus. EXT PWR 2 or APU GEN 2 cannot power main airplane electrical busses and the main deck cargo handling bus at the same time. Selecting the power source ON will de-energize the bus. If both EXT PWR 2 and APU GEN 2 are available, selecting EXT PWR 2 ON will transfer main deck cargo handling power to APU GEN 2. Ground Service Bus: The ground service bus is powered on the ground and in flight whenever AC bus 1 is powered. Provides power to cabin lighting, service outlets, upper deck doors, nav lights, main tank 2 and 3 aft fuel pumps (for APU) and battery chargers.

Engines, APU page 12 of 25

Fuel/Oil

Heat

Exchanger

B

Spar

Valve

Accessory

Gear Box

Fuel

Filter

1st

Stage

Pump

2nd

Stage

Pump

Oil

Engine

Fuel

Valve

Fuel

Metering

Unit

FUEL

Engine

accessory gearbox.The fuel is heated by engine oil as it flows through the engine's fuel/oil heat exchanger. After the fuel/oil heat exchanger, fuel passes through a filter where solid contaminants are removed. The filter has a bypass feature that prevents engine fuel starvation if the filter becomes clogged. From the bypass filter, fuel flows to the fuel metering unit. The engine fuel valve allows metered fuel to flow to the engine fuel nozzles. The EICAS advisory message, ENG FUEL VLV, is displayed when the position of the Fuel Control Switch and the position of the spar valve or the engine fuel valve disagree.

Fuel

Scavenge

Pump

B

Oil

Filter

Oil

PumpOil

Reser-

voir

Fuel/Oil

Heat

Exchanger

Accessory Drive

Engine Controls: Consist of: Two position fuel control switches with lever lock (they control spar valve and engine fuel valve), Thrust levers, Reverse thrust levers, Ignition controls, Engine start switches with integrated start valve light, Engine autostart switches, EEC mode control switches, EEC maintenance panel.

Engine Fire Switch: Closes: spar valve, engine fuel valve, engine bleed air valve, trips engine generator, shuts off hydraulic fluid to the engine-driven hydraulic pump, depressurizes engine-driven hydraulic pump, arms both engine fire extinguishers. Engine Fuel System: Fuel flows from the tank to the spar valve. With the spar valve open, fuel flows to the first stage fuel pump. The pump is driven by the engine's accessory gearbox. There after the fuel flows into the second stage fuel pump. This pump is also driven by the engine's.

Engine Oil System: The oil system is self-contained. It cools and lubricates the engine bearings and accessory gearbox. Oil is supplied from the reservoir to the oil pump. The pump is driven by the engine's accessory gearbox. The oil is distributed to the engine’s gear box and bearings. After the gearbox assembly and bearings have been lubricated, the oil is scavenged from the engine by a scavenge pump. The scavenge pump is driven by the accessory gearbox. The oil is cooled by fuel as it passes through the engine's fuel/oil heat exchanger. The oil passes through a filter to remove solid contaminants. The filter has a bypass feature which prevents engine oil starvation if the filter becomes clogged. The oil returns to the reservoir. The ENG OIL PRESS EICAS message and the oil pressure engine indications use separate sensors. Both sensors are located prior to oil distribution to the engine bearings. The oil quantity is displayed in magenta when the value is equal to or less than 4.0. The minimum oil pressure is 10 psi. The maximum oil temperature is 160 ̊ C for continuous operation, transient operation max 175 ̊C for 15 min. Specific indications during engine start: EGT start limit: displayed until engine is stabilized. Fuel on indicator: shows minimum N2 to switch the fuel control switch to run during a manual start. Red oil pressure indication: inhibited during engine start and shut down.

Engine Autostart:

Conditions: APU bleed 30 PSI, APU electricity, 2 packs off to reduce bleed consumption, autostart switch to AUTO. Sequence: 4, 3, 2, 1, simultaneous start of two engines approved. Process: Start switch pulled, bleed air valve open, start valve armed. Fuel control switch to RUN, spar valve opens, start valve opens (start valve light illuminated in start switch), starter running. 16% N2 EEC opens engine fuel valve and energizes one igniter. 50% N2 starter cut out, ignition off, starter switch pops in, starter valve and bleed air valve close (start valve light out). Engine continues to accelerate and stabilizes at approx. 64% N2. The EGT start limit line disappears. Limitations: EEC monitors EGT and N2 until engine stabilizes, crew monitors Oil Press and N1. -8; The EEC makes three attempts before aborting the autostart sequence. Engine Manual Start: Conditions: APU bleed, APU electricity, 2 packs off to reduce bleed consumption, autostart switch to OFF. Process: Start switch pulled, bleed air valve open, start valve open (start valve light illuminated in start switch), ignition armed, starter running, N2 increasing. When N2 rpm reaches the fuel-on indicator, the fuel control switch to RUN, spar valve and engine fuel valve open, one igniter energized. EGT increases within 25 sec. N1 begins turning and oil pressure increases. Starter cutout occurs automatically at 50% N2, ignition goes off, starter switch pops in, starter valve and bleed air valve close (start valve light out). Engine continues to accelerate and N2 stabilizes at approx. 64% N2. The EGT start limit line disappears. Limitations: crew monitors wet, hot, hung start, locked N1 and oil pressure.

Abort start when: • No EGT rise within 25 seconds

• EGT rising rapidly toward start limit (750 ̊C, 870 ̊ C max 40 sec)

• N2 RPM fails to stabilize at idle

• No N1 or oil pressure by idle N2 RPM (EGT start limit line disappears)

The 747-8 is equipped with a full time automatic engine start system. There is no manual

start procedure.

General Electric CF6-80C2-B1F/GEnx-2B67 (57,900/66,500 lbs takeoff thrust)

High bypass ratio turbofan engine, 2 rotor system. N1: fan, low pressure compressor, low pressure turbine N2: high pressure compressor, high pressure turbine. Fan produces about 80% of thrust. Bleeds at the 8

th and 14

th stage. HPT, LPT with active clearance

control. Engine control through fly by wire. FADEC, EEC, FMU equipped. EEC (Electronic Engine control): Controls: Ignition, Thrust, Reverse Thrust, BV’s (bleed valves), VSV’s (variable stator vanes), Active Clearance Control. Powered by its own generator. Supplemental Control Unit: Part of the EEC, controls autostart functions. Engine Indications: N1, EGT, N2, FF, OIL T, OIL P, OIL Q, VIB.

Page 13 of 25 :

Engine Limit Indications:

Normal Digital white White bar

Caution Digital amber Amber bar

Note: Caution indication is inhibited for 5 min after TO/GA switch pushed during T/O and G/A

>Maximum Digital red Red bar

Back to Normal after Exceedance

Digital white White bar Red box (exceedance reminder)

Note: Switching between CANC and RCL toggles the white box and the red exceedance reminder box.

.

Abnormal Engine Start in Autostart: During ground start before starter cutout., the EEC shuts off fuel and ignition if it detects no light off, an impending hot start, or a hung start. The engine continues to motor. The EEC resupplies fuel and ignition for a second start attempt, it makes three start attempts before aborting the autostart sequence. After starter cutout, the EEC immediately aborts the autostart sequence if it detects an impending hot start or a compressor stall. The EICAS caution message, ENGINE AUTOSTART, is displayed when the EEC aborts the autostart sequence. Engine In-Flight Start: When fuel control switch is cutoff and fire switch is in, in-flight start envelope is displayed in upper EICAS. Start envelope shows current FL or max. start altitude (FL 300), whichever is lower, and airspeed range for in-flight start FL 300 – 220-330 KTS. On the lower EICAS the X-BLD start indication is displayed whenever the in-flight start envelope is shown and airspeed (< 220 kts) is too low for wind milling start. Autostart will reacts to hung start or to EGT reaching the takeoff limit, both igniters are used. Hot start is allowed until max T/O EGT limit 960 ̊ C with Multiple Engine Flameout. Autostart will not abort automatically and will continue the in-flight start indefinitely. Do not manually abort the autostart when the EGT turns red. EGT turns red when EGT exceeds the start limit line (750 ̊C).

EEC Normal Control Mode: Thrust is set, based on thrust lever position. The EEC commands the fuel metering unit to adjust fuel flow until actual N1 equals commanded N1 and keeps thrust constant independent of OAT, pressure and bleed requirements. EEC Overspeed Protection: At thrust settings above idle, the EEC monitors N1 and N2 RPM to prevent rotor overspeed even though the thrust lever is commanding more thrust. EEC Alternate Control Mode: In ALT mode there is no thrust limiting, max. N1 is reached before full thrust lever position. Thrust does not change when EEC transfers control from NORMAL mode to ALT mode automatically. Thrust increases when ALT mode is selected manually. Moving the Thrust Levers aft before manually selecting the alternate mode prevents exceeding maximum N1. If control for any EEC transfers from normal to alternate, the A/P disconnects. The A/P can be activated after all EECs are manually transferred to alternate mode. EEC Thrust Regimes: Minimum Idle: Minimum thrust calculated by EEC, most phases of flight and ground ops.

Minimum idle is a lower thrust than approach idle. Approach Idle: Higher thrust as minimum idle to improve engine response, up to 5 sec after touch

down and during thrust reverser operation. Commanded when: • Flaps in landing position

• NAI ON • CON IGNITION ON.

Engine Ignition, (automatic for -8) SINGLE • EEC alternates igniter 1 and igniter 2 after every second ground start.

• EEC selects both igniters for in-flight start or flameout. BOTH • Selects all igniters. Selected igniters operate when any of the following occur: • during start, when N2 RPM is less than 50%

• trailing edge flaps out of up position. • nacelle anti-ice ON • engine flameout

Reverse Thrust:. Pneumatically/-8; hydraulicaly actuated. Raising the reverse levers to the idle reverse position (REV while in transit) disengages auto throttle and engages auto speedbrake if speedbrake was not armed. When reversers fully deployed (REV), full reverse thrust is available. Thrust limits are automatically controlled by the EEC when operating in reverse thrust mode. Reaching 60 kts, reverse thrust should be cancelled. Engine Shut Down: 3 min cooling must be observed. Fuel control switch to CUTOFF. APU: APU can be operated in flight up to 20’000 ft. Inflight start is not possible. APU has two generators for ground operation only. APU bleed air is available in the air for one pack only up to 15’000 ft. The APU can be started either via a transformer rectifier unit or via the APU battery. It consists of an inlet door, APU controller, APU fire detection system, APU fire extinguisher system, APU fuel valve, APU bleed valve, DC fuel pump and an APU starter. APU Run, APU Shutdown: The EICAS memo message APU RUNNING is displayed when the APU selector is ON and APU N1 RPM exceeds 95% N1. APU selector to OFF begins shutdown by closing APU bleed air valve. The APU continues running unloaded for a 1 min cool down period, the APU shuts down. The battery switch must remain ON for 2 min until shutdown is complete for fire detection and extinguishing. If battery is switched off the APU shuts down immediately.

TAT - 14c CRZ

95.2 95.2 95.2 95.2

117.5 105.2 95.2 95.2

N1

EGT

960 925 662 662

X

X-BLD

Fire Protection page 14 of 25

Lavatory Fire Fighting: The extinguisher bottle is automatically activated by the temperature sensor in the waste area. No EICAS message. The smoke detector triggers an aural warning and EICAS >SMOKE LAVATORY appears. Crew Rest Areas: Smoke detectors are installed in the crew rest areas. An aural warning sounds in the crew rest and an EICAS message >SMOKE CREW REST appears. Lower Cargo Compartment Each lower cargo compartment is equipped with 4 dual loop smoke detectors, both the A and B sensor loops must detect smoke to produce an EICAS fire signal FIRE CARGO AFT. Fault monitoring of the sensor loops occurs when the fire protection system is tested. If a fault is detected in one sensor, the system automatically configures itself for single loop operation. Main Deck Cargo Compartment The main deck cargo compartment is divided into three fire detecting areas, FWD, MID and AFT. Sixteen dual loop smoke detectors monitors the main deck and function in the same as in the lower cargo compartments. If smoke is detected, an EICAS master warning message FIRE MN DK appears.

Protected Systems: Engines, APU, Lower Cargo Compartments and Lavatory are equipped with fire detection and extinguishing systems. Detection only: Is granted for the four main gear wheel wells and the Main Deck. In case of fire of Main Deck, the method for extinguishing fire is by reducing the oxygen concentration. Detection Systems: Two different detection systems: Fire detector loops for Engines, APU and Main gear wheel wells. Additionally the Engines are equipped with dual overheat detector loops. Photo cell smoke detectors are installed throughout all Cargo compartments, Lavatory and Crew rest areas. Indications and Warnings: All indications and warnings are active as long as a fire, overheat or smoke condition is sensed. Extinguishers: Engine fire extinguishing by 2 bottles for each wing near inboard engine and fuselage. Any of the two bottles can be discharged to either engine. APU by 1 bottle installed at the APU fire wall. 4 bottles (A, B, C, D) located near the forward cargo compartment are available for FWD and AFT cargo fire fighting. NB: Once you discharge extinguishing agent into a cargo hold, the other hold no longer is protected. Automatic Test: An automatic test of all fire, overheat and cargo compartment smoke detection systems is performed, when initial power up occurs. The test is continued for engines and APU as long as electrical power is available. These test do not generate any indications. The wheel well and the bleed duct leak detector loops are only tested during manual test. Main Landing Gear Wheel Well: Each Landing gear wheel well contains a single loop detector. Engine Fire Detector Loop: Every engine is equipped with a dual loop fire detector (A and B). Both loops must sense a fire for activation FIRE ENG. Overheat Detector Loop: Each engine is equipped with a dual loop overheat detector (A and B) Both loops must sense an overheat for EICAS alerting OVHT ENG NAC. APU Fire Detector Loop: The APU is equipped with a dual loop fire detector (A and B). Both loops must detect a fire for an APU fire warning with any engine running. Any loop with all engines off.

.

Page 15 of 25

Fire Fighting: Cargo Fire Arm Switch MAIN DECK: Main deck fire suppression is enabled; two packs are turned off and one pack remains open with flow reduced; equipment cooling configured to closed loop and all airflow to main deck and airflow / heat into lower cargo compartment turned off; master trim air valve is closed.-8; turns off all recirculation fans, nitrogen generation system and shuts down galley chiller. Cargo Fire Arm Switch FWD or AFT: Two packs are turned off and one pack remains open with flow reduced; lower cargo compartment fire extinguishers are armed; equipment cooling configured to override and airflow-heat into lower cargo compartment turned off; master trim air valve is closed, -8; turns off all recirculation fans and the nitrogen generation system. Cargo Fire Depressurization/Discharge Switch: In case of fire of Main Deck, the method for extinguishing fire is by reducing the oxygen concentration. Main Deck initiates airplane depressurization to a cabin altitude of 25’000 ft. In case of fire of one of the lower lobes: Initiates the automatic discharge sequence to provide effective agent concentration for 210 minutes protection. Bottles A and B are discharged immediately. Bottles C and D +(E and F) discharge after a brief delay and maintain a metered flow (210 min). If not previously discharged, bottles C and D, +(E and F) will discharge upon touchdown. NB: Once you discharge extinguishing agent into a cargo hold, the other hold no longer is protected. Engine Fire Switch: All fire switches are protected by a mechanical lock against unintended pulling. The lock is released by a fire signal, the fuel control switch in cutoff. Fire Switch Pulled: • Bleed air valves close

• Fuel valves close • Generator field breaker trips • Arms the fire extinguisher bottle • Hydraulic pump depressurizes

If pulling the engine fire switch does not extinguish the fire, rotate the switch to the left or right and hold against the stop for one second and discharges one of the fire fire bottles. If the fire is not out after 30 sec, discharge the other bottle The fire warning indications are removed when the fire condition no longer exist. APU Ground Control Panel: Located near the right body gear wheel well. The panel contains: APU FIRE WARNING HORN, APU FIRE light, APU STOP switch, APU FIRE CONTROL switch, APU EXTINGUISHER DISCHARGE switch. Pulling the APU FIRE CONTROL switch has the same effect as pulling the APU fire switch in the cockpit. Silencing the fire bell in the cockpit, silences the warning horn too. APU Fire: APU fire detected with all engines shutdown: Only one detection loop is necessary to detect a fire, the APU shuts down and the bottle is discharged automatically. APU fire detected with any engine running: Both loops must detect a fire, the extinguisher bottle needs to be discharged manually. .

APU Fire Switch: The switch is electrically locked to the “in” position when no fire is detected. Fire switch pulled: • Fuel and Bleed air valves closes • Shuts down the APU • Air inlet door closes • Gen field breaker trips

• Fire bottle arms If the fire still exists, discharge the fire bottle by rotating the fire switch in either direction and hold against the stop for one sec. Loop Failures: For complete loop failures the warning massage “>FIRE TEST FAIL” is presented, the faulty loop is shown on the lower EICAS status page.

For single loop failures, the loop is configured to single loop operation

Flight Controls page 16 of 25

Primary Flight Controls: The primary flight controls are: Ailerons, Elevators, Rudder and are powered by all four hydraulic systems. Secondary Flight Controls: Secondary flight controls are: Stabilizer, Flaps, Spoilers. The stabilizer and flaps are powered by two systems, the spoilers by three systems. The TE and LE flaps increase the wing area by 20% and increase the lift by 90%. Control Input Transfer: Pilot inputs are transmitted to the Feel & Trim mechanism and from there via cable to the Hydraulic Actuators. Feel forces at the control wheel are produced by Feel & Trim mechanisms in all three axis. They are hydraulic powered.

Ailerons: Roll commands are executed by the inboard and outboard ailerons. The outboard ailerons are electrically locked out above 235 kts, with the inboard and midspan LE flaps logic. An override mechanism allows either control wheel to move should the other one jam. Roll control is then available through the ailerons on the wing corresponding to the free wheel. -8; The inboard ailerons are mechanical controlled and droop for takeoff and landing (FL10 or greater). The outboard ailerons are fly-by-wire controlled and droop only for takeoff (FL 10 and 20

only).

Elevators: Divided into inboard and outboard control surfaces. Inboard elevator position is used as control input for the respective adjacent outboard elevator actuator. Outboard elevators are actuated by only one hydraulic system each. Shearouts between inboard and outboard elevator allow movement of the healthy system should a jam occur. An elevator feel mechanism provides artificial feel force at the control column. The force increases as airspeed increases. The feel mechanism is powered by HYD SYS 2 and HYD SYS 3. The loss of one of the hydraulic systems does not affect feel forces. If both systems fail, feel forces are provided by mechanical springs and are no longer a function of airspeed.

Elevator Indication: Left and right outboard elevator position are indicated on the EICAS STAT page.

Stick Shaker: At Minimum airspeed indication (black-red)

RUDDER: Two rudders are installed for redundancy. The upper with three hydraulic actuators, the lower with two hydraulic actuators. -8; The lower rudder is double hinged and allows the rudder to increase its range of movement for better yaw control. Two rudder ratio changer gradually reduce each rudder surface’s response to pedal inputs as airspeed increases. Two yaw dampers, one for each rudder, provide dutch roll protection and turn coordination. Operation of the yaw dampers has no effect on the rudder pedals. They are powered by HYD SYS 2 and HYD SYS 3

page 17 of 25

InFlight Speedbrake

Horizontal Stabilizer: A movable horizontal stabilizer provides pitch trim. Trim inputs are transferred electrically into two separate stabilizer trim control modules. They are powered by HYD SYS 2 and HYD SYS 3. The actuator outputs are mechanically summed. One actuator only produces half trim rate. One A/P uses always only one actuator (half trim rate), multiple A/Ps use both actuators (normal trim rate). At high airspeed trim rate is automatically reduced. Each module is equipped with a brake. Which prevents the stabilizer from being moved by aero dynamical forces. The brakes are released when the respective hydraulic motor receives pressure from its module.

Leading Edge Flaps: 14 LE flaps on each wing provide lift increase, grouped into outboard, midspan and inboard. The inboard are Kruger Type Flaps, while the midspan and outboard are Variable Chamber Type Flaps. The inboard and midspan group will automatically retract when reverse thrust is applicated. Trailing Edge Flaps: On each wing are 2 trailing edge flap groups, inboard and outboard. Each flap group has its own flap drive unit. The flaps are triple slotted. The inboard flaps are powered by HYD SYS 1, the outboard flaps by HYD SYS 4. Opposite trailing edge flap groups are mechanically connected to maintain symmetry.

Spoilers: On each wing 6 spoiler panels are installed. Each spoiler panel is powered by a single hydraulic source. The spoiler system is grouped in flight and ground spoilers. Two separate spoiler mixers combine control wheel input and speed brake lever position into deflection of the spoiler panels. This function works with speed brakes as well as with ground spoilers. The 4 inboard spoiler panels on each wing act as Inflight speed brake. All except left and right inboard spoiler panels function as flight spoilers to support the ailerons.-8; All spoiler panels are used for roll control and fly-by-wire controlled. On ground all 12 panels act as ground spoilers. Large rudder inputs, during the takeoff roll above 100 kts, cause a pair of spoilers to extend momentarily to assist in yaw control. Flaps: 3 identical flap control units command and control the movement of both the leading and trailing edge flaps. They provide position information to EICAS and other systems. The FCUs provide asymmetry protection and a flap load relieve function against excessive air loads for the trailing edge flaps. Any one of the 3 FCUs is sufficient to fulfill all functions and to operate the whole system. The FCUs operate in two control modes, the Primary and the Secondary. Primary mode: LE Flaps are driven with bleed air, TE Flaps are driven with hydraulic. Secondary mode: LE Flaps and TE Flaps are driven electrically. Asymmetry protection is provided in primary and secondary mode, flap load relieve function in primary mode only. Alternate mode: All flaps may be extended and retracted by an alternate control mode bypassing the flaps control units. The system utilizes the electrical motors. The flaps can only be extended to FL25°.

Flight Spoilers

Ground Spoilers 3223-44 / 44- 3223

page 18 of 25

.

PRIMARY MODE → SECONDARY MODE → ALTERNATE MODE

Condition Normal mode If any group fails, secondary mode for failed group + corresponding group on other wing also in secondary mode

•If 3 FCUs would fail. or

•FL lever inoperative EICAS message FLAP DRIVE FLAP PRIMARY FLAP DRIVE FLAP CONTROL

Power source LE: Bleed Air TE: Hydraulic System 1, 4 All Electric

Sequencing

Flap 1: LE Flaps inboard + midspan, TE Flaps 0 ̊

Flap 5: All LE Flaps+ TE Flaps 5 ̊

Extention: All simultaneously. Retraction: Le FL retract when inboard TE Flaps are up.

Flap load relief Yes No TE asymmetric

protection Yes (by the FCUs) No

The gate at 20 prevents inadvertent retraction of TE flaps past G/A setting. When the flap lever is moved from UP to flaps 1 detent, only the inboard and midspan LE flap groups extend. -8; All LE flaps extend. The TE flaps remain UP. When flap 5 is selected the TE flaps move flaps 5 position and the outboard LE edge flap groups extend. The combined flaps position is displayed on the EICAS. In secondary mode flap indication on EICAS is changing to expanded display. The flap limit speeds are 5 kts higher then the -400. Flap Load Relief: Flap load relief protects the flaps from excessive airloads. Flap load relief is available with flaps 20, 25 or 30 selected. If airspeed is excessive at flaps 20, 25 or 30. The flaps automatically retract to flaps 10, 20 or 25. It does not function in the secondary or alternate mode. The EICAS advisory message >FLAP RELIEF is displayed when the flap Load relief system is active. Leading Edge Flaps Indication: White Box Outline - leading edge flap group retracted. White Crosshatch - leading edge flap group in transit. Solid Green Box - leading edge flap group extended. Amber Border - drive unit is inoperative with flap group retracted. Amber Solid Box - drive unit is inoperative with flap group extended. Amber Crosshatch - drive unit is inoperative with flap group partially extended. Trailing Edge Flaps Indication: White - position of inboard and outboard trailing edge flaps. Amber - asymmetry or drive failure has occurred in related group. Flap Malfunction Summary:

Aileron Trim Switches: The aileron should not be trimmed with an autopilot engaged. Two electrical aileron trim switches change the aileron neutral position inside the Feel & Trim mechanism. Trimming the aileron deflects the control wheels into the desired direction. The amount of deflection is shown on the aileron trim indicator on top of the control column. Aileron position is indicated on the EICAS STAT page. Rudder Trim: Rudder trim is activated by turning the spring loaded rudder trim selector. The rudder trim input changes the neutral position inside the Feel & Trim mechanism. Rudders and pedals move accordingly. Rudder position is displayed on the EICAS STAT page. Pickups for the position indicators are on the outboard elevators. Stabilizer Trim: There are 3 different stabilizer trim switches installed. One on each control wheel and an alternate stabilizer trim switch on the central pedestal. To trim the stabilizer both half of the trim switch have to be operated simultaneously. Activating the control wheel trim switch disconnects the A/P. With multiple A/P active the trim switches are inhibited. The Alternate Trim Switches control stabilizer movement via a different channel and will override, and do not deactivate the A/P. They provide an increased range of stabilizer travel. STAB TRIM CUTOUT switches: The Stabilizer Trim Cutout switches control the hydraulic power supply. The AUTO position allows automatic cutout of the respective hydraulic system in case of unscheduled stabilizer trim by holding the stick in opposite direction of trim. In case the automatic cutout does not occur and the stabilizer is moving without any command, the EICAS message STAB TRIM UNSCHD will appear. CUTOUT position shuts off hydraulic power. ON position overrides the automatic cutout function and supplies hydraulic power. Stabilizer Trim Indicator: They show the actual stabilizer position. A red stabilizer indicator OFF flag is in few should the indicator fail. A movable green band is incorporated. It indicates the acceptable range of trim for takeoff. There are 3 band positions: Mid band, Nose down band and Nose up band. The correct setting of the trim is crosschecked with an olio pressure switch indication in the nose gear. Speedbrake Lever: The speedbrake lever has 4 positions: Down, Armed, Flight Detent, Up. During flight speedbrake lever movement is limited to the mid travel Flight Detent position by an automatic stop. With an EICAS message SPEEDBRAKE AUTO , an automatic ground spoiler system fault occurs, the speedbrake might come up during flight! On ground full travel is available either automatic or manual. When the speedbrake lever is in the ARMED position, throttles 1 and 3 are near the closed position, and the main landing gear touch down, the speedbrake lever is automatically driven to the UP position. If the pilot does not arm the ground spoilers for landing, then the speedbrake lever is automatically driven to the UP position and the ground spoilers extend, when reverse thrust lever 2 or 4 are pulled to the idle detent. If the ground spoilers extended after landing, and a go-around must be made, the speed brake lever is automatically driven to the DN position and the spoilers retracted, when thrust lever 1 or 3 is advanced from the closed position. Spoiler Position Indication: On the EICAS STAT page the position of one spoiler on each wing is displayed. On the left wing it is the position of the fourth spoiler panel in from the wing tip. On the left wing it is the position of the most outboard spoiler panel. Flaps Lever: Has 7 fixed detents and controls LE as well as TE flaps. The flaps lever position is electrically transmitted to the FCU. Detents 1 and 20 are designed as gates. The gate at position 1 prevents inadvertent retraction of LE groups.

EICAS FLAP DRIVE : When a asymmetry is detected, the available flap groups can be positioned in the Primary or Secondary mode with additional approach speeds. Do not use alternate mode, which could result in FLT control or fuselage damage. Alternate Flaps Selector: During alternate flaps operation the flap lever is inoperative and the flaps indication on the EICAS changes into the alternate display. The alternate mode provides no asymmetry protection and uses simplified sequencing.

Fuel page 19 of 25

.

Tanks: The aircraft is equipped with a total of 7 fuel tanks and 2 surge tanks at the wing tips. The total fuel capacity is approximately 360.000 LB, 404.000 LB (depending on fuel density). Suction Feed: Each engine can draw fuel from its corresponding main tank through a suction feed line that bypasses the pumps. At high altitude, thrust deterioration or engine flameout may occur. Main Pumps: Each main tank contains 2 AC motor driven main fuel pumps, one pump provides fuel flow capacity for 1 engine at T/O thrust condition or 2 engines at CRZ thrust. Override Pumps: Main tank 2, 3 and the center tank contains 2 AC motor driven override pumps. 1 pump provides enough fuel for 2 engines at T/O or CRZ thrust conditions. The override 2 and 3 pumps are either controlled by the switch or system logic. The pressure output of the override pumps is higher than that of the main tank pumps. Therefore, with both the override- jettison pumps and main pumps operating, the override-jettison pumps will supply fuel to the engines. They operate to a fuel level of about 7’000 lbs in the respective tank and are also used as jettison pumps. APU fuel pump: Main pump 2 and 3 aft provides fuel to the APU if AC power is available. If AC power is not available, a DC pump in main tank 2 provides fuel to the APU. Scavenge Pumps: 4 jet scavenge pumps in the center tank, pump fuel to the main tank 2 and 3. Scavenge begins when main tank 2 or 3 fuel quantity decreases to approximately 60.000 lbs. Crossfeed Manifold: A common Crossfeed Manifold connects the four main and the center tank. There are 4 crossfeed valves in the fuel manifold. Crossfeed valve 2 and 3 are controlled by system logic. Tank Transfer Valves:

Main tank 1 and 4 contains a tank transfer valve which allows gravity fuel transfer from the outboard to the inboard main tanks. Each reserve tank contains 2 tank transfer valves which allow gravity fuel transfer from the reserve tank to the inboard main tanks. These valves are automatically controlled. Transfer is possible to a level of about 7’000 lbs remaining in the outboard tank. During fuel jettison the valves are opened automatically when the fuel quantity in main tank 2 or 3 decreases to about 20’000 lbs. Fuel jettison system: Two independent fuel jettison control systems are installed. They are in charge of the fuel jettison valves and jet pipes. Fuel jettison is only possible out of the main tanks 2, 3, and the center wing tank. The main override pumps, center tank override pumps act as fuel jettison pumps. The pumps are triggered by system logic. For safety reasons the main tanks cannot be emptied below 7’000 lbs each due to a standpipe. Selecting MLW displays the fuel to remain quantity which puts the airplane at maximum landing weight (652.000) plus 2.200 lbs, when jettison is complete. The jettison time will be indicated on the lower EICAS fuel synoptic page. Fuel Management Cards: Two identical fuel system management cards control the fuel valves and pumps according the fuel management logic. Refuelling: For refuelling a fuelling station with 2 hose connectors is located at each wing. Next to the left station a fuelling control panel is installed. Normally the distribution is controlled automatically but manual control of each refuelling valve is possible. Gravity refuelling of the main tanks is available via overwing fill ports.

652.000

- ZFW

To Remain

>FUEL IMBALANCE

1 + 4

2 + 3

2 3

1 4

Difference >

6000 lbs

>FUEL IMBAL 1-4

Differ by

3.000 lbs

Differ by

6.000 lbs

2 3

1 4

>FUEL IMBAL 2-3

Override Pumps

Indications: Total fuel quantity and fuel temperature is displayed in the lower right corner of the upper EICAS. The fuel temperature is measured in main tank 1. The fuel temperature must be maintained 3° C above the fuel freezing temperature. In case of a decrease below –37° C an EICAS message >FUEL TEMP LOW is triggered. The fuel system is shown on the fuel synoptic page of the lower EICAS. A quantity indication in compacted format is although available. Several fuel pages are accessible through the CDU of the FMC (PRF INIT page, PROG page 2/3). If there is a difference of 9.000 lbs or more between the Totalizer and Calculated fuel quantity, a CDU message is displayed FUEL DISAGREE – PROG 2. This discrepancy occurs between the FMC computed fuel used and the Fuel Quantity Indicating System (FQIS) totalizer fuel used. Imbalance: Main tank 2 and 3 are continuously monitored for fuel imbalance. If the imbalance exceeds 6’000 lbs an EICAS message >FUEL IMBALANCE is triggered. Main tank 1 and 4: If the imbalance exceeds 3’000 lbs an EICAS message is triggered. If the total fuel quantity of the outboard tanks against the inboard tanks exceeds 6’000 lbs an EICAS message is triggered. -8; Nitrogen Generation System The NGS coverts bleed air to nitrogen-enriched air in order to reduce the flammability of CWT and operates during all phases of flight. Automatic shutdown happens when a CARGO FIRE ARM switch is ARMED, engine out operations, and EQUIP COOLING

selector is positioned to OVRD.

On the -8 the reserve tanks feed fuel to main 1 & 4 instead of main 2 & 3. Therefore, the reserve tanks have been renamed 1 & 4.

page 20 of 25

Fuel Balancing:

Condition Limitation Balancing

Imbalance between tank 1 and 4 Max. allowable imbalance is 3’000 lbs Open the crossfeed valves 1, 4

Close the crossfeed valves 2, 3

Turn off the fuel pumps in the low tank

Turn off the override pumps in the main tank 2, 3

Imbalance between tank 2 and 3 Max. allowable imbalance is 6’000 lbs Turn off the fuel pumps in the low tank

Imbalance between outboard tanks 1,4 against inboard tanks 2,3

Max. allowable imbalance of total outboard fuel (more) against total inboard fuel (less) is 6’000 lbs

Open all crossfeed valves

Turn off the fuel pumps in the low tanks

After Engine Start: >17.000 lbs; After engine start, all engines will be fed from the CWT. All main pumps are operating, but they are overridden because the output pressure is lower than that of the CWT pumps. Override 2 & 3 pumps are inhibited from operating by system logic when pressure is detected from both CWT override pumps.

Takeoff, flaps down: The fuel system logic close automatically crossfeed valves 2 and 3 when the flaps are extended to takeoff position. Engines 1 & 4 are fed from the center tank. Engines 2 &3 are fed from respective main tank pumps. With less than 17.000 lbs in the CWT and CWT override pumps are switched off, the override pumps 2 & 3 are activated and provide fuel to engines 1 & 4. Engines 2 & 3 are fed from their respective main pumps.

After takeoff, flaps up:

After takeoff, when the flaps are retracted, crossfeed valves 2 and 3 open by fuel system logic automatically. All engines are fed from the center tank. Shared flow situation between CWT and outboard main tanks when CWT quantity drops below 5.000 lbs. When 2.000 lbs of fuel are consumed from each outboard tank an EICAS message >FUEL LOW CTR will appear when the CWT quantity is 7.000 lbs and > 5 ̊pitch in climb, 3.000 lbs and < 5 ̊pitch in cruise.

Center tank empty (244.000 lbs total fuel): If the CWT override pumps indicate low pressure, the main tank 2 &3 override pumps are activated automatically and an EICAS message >FUEL PRESS CTR will appear. Center tank override pumps should be switched off when quantity is below 3’000 lbs. Engines 1, 2, are now fed from main tank 2 via the crossfeed manifold. Engines 3, 4 are fed from main tank 3. An EICAS message >FUEL OVD CTR appears when CWT switches are OFF and the CWT quantity is 4.000 lbs or more with <5 ̊pitch. A scavenge system is activated to transfer the remaining fuel when main tank 2 or 3 fuel quantity decreases to approximately 60.000 lbs.

Main tanks at 40’200 lbs (164.000 lbs total fuel): The reserve tanks transfer valves open automatically. Fuel is transferred by gravity into the main tanks 2 and 3.

Main tanks equal (117.000 lbs total fuel): When the fuel quantity in the four main tanks is equal the EICAS message >FUEL TANK/ENG is displayed. First the override pumps 2 & 3 have to be switched off, thereafter the crossfeed valves 1 & 4 have to be closed. This configuration remains until the end of the flight.

Closeswith

T/O flaps

Closeswith

T/O flaps

O

N

O

N

1

2 3

4

C

R2 R3R2 R3

Either tank reaches

18,100 kgs

Turn Off

Turn Off

Turn Off

Turn Off

Either tank reaches

40.200 lbs

Fuel Quantity Low: The EICAS message FUEL QTY LOW is displayed if the tank quantity of any main tank decreased below 2’000 lbs. Crossfeed valve control: With the flaps selected to the T/O position, crossfeed valves 2 and 3 are closed by system logic. Therefore during T/O engine 1 and 4 are supplied by the center tank override pumps (if fuel in the center tank), engines 2 and 3 are supplied by main tank 2 and 3 pumps. Fuel consumption during flight:

Airborne,

flaps up,

Valve

opens

Airborne,

flaps up,

Valve

opens

Hydraulics page 21 of 25

Hydraulic Users Hydraulic System 1, 4 Hydraulic System 2, 3

.

Hydraulic System Controls Demand Pump Pressure Light Logic

Demand Pump activation Logic

Syst 1 & 4:

Air Demand Pump

Elec Aux Pump

General Description / Engine Driven pump EDP: Four independent hydraulic systems 1, 2, 3 ,4. The fluid reservoir is pressurized by regulated air from the pneumatic system. An engine driven pump pressurizes the system to 3000 psi. A SOV (Shut OFF Valve) is installed in the supply line operated by the engine fire switch. Demand Pump: Each hydraulic system is equipped with a Demand Pump, supporting the EDP during high demand conditions or failure of the EDP. Demand Pumps 1, 4 are driven by air from the bleed air system. Demand Pumps 2, 3 are electrically driven by AC power. Standpipe Level: Demand Pumps have a lower standpipe lever, therefore they may be still supplied, while the EDP is already running dry. This is a safety feature in case of a fluid leak of the EDP.

Syst 2 &3:

Elec Demand Pump

Pump

Demand Pump System Fault Light: The System Fault Light will illuminate at:

•low quantity •low system pressure •system overheat

With an EICAS message HYD PRESS DEM , the output pressure is low with a pump operation commanded in the AUTO position.

Auxiliary Pumps AUX: AUX AC motor pumps are installed in hydraulic system 1/4. The pumps are used on ground for breaking capabilities and steering while the engines are not running. They also used in order that more bleed air is available for engine start. They are connected to the ground handling Bus, which is only powered by the APU GEN 1 or EXT PWR 1 (ON and AVAIL).

Hydraulic Indications: The quantity is indicated on thy hydraulic synoptic page in percentage of the normal fluid level. Below ¾ of full quantity, magenta low LO appears, accompanied with the system fault light. At a level below 75% the magenta RF appears on ground, a refill is necessary. For quantity level above 115% a magenta OF indicates an overfill situation. Hydraulic pressure is indicated in psi. Hydraulic temperature is indicated in °C. An overheat condition exists when the temperature rises above 105 °C. These information are presented on the Hydraulic synoptic page and the Status page. Reservoir pressure is indicated next to the reservoir, if the bleed air pressure drops below normal level.

Demand Pumps 1, 4: During ground operation as soon as Trailing Edge Flaps are selected, the Demand Pumps 1 & 4 are activated while the flaps are traveling to the takeoff position. In flight, while Trailing Edge Flaps are not in up position, Demand Pumps 1 & 4 are continuously operating. . System Critical Loss Combinations: Sys ¾ loss - Landing Distance (loss of ground spoiler) Sys ¼ loss - Pilot workload (alt extension of LDG) Sys ⅔ loss - In-Flight (loss of stabilizer trim) Hydraulic Quantity Interface Module: A single Hydraulic Quantity Interface Module (HYQUIM) processes quantity inputs from each reservoir transmitter. Should the HYQUIM fail the following false indication may be experienced: SYS FAULT lights flashing, >HYD QTY LOW … advisory messages appearing and disappearing,

EICAS hydraulic quantity indications decreasing and increasing.

-8; Ram Air Turbine: The RAT automatically deploys if 3 or more engines have failed and provides emergency hydraulic power to system 3. If the RAT fails to deploy automatically, it can be manually deployed by pushing the RAT switch on the overhead panel. The left inboard and outboard elevators are transferred to system 3 when the RAT deploys.

Landing Gear & Brakes page 22 of 25

Brake Accumulator: If normal or alternate brake systems are not pressurized, a normal brake accumulator maintains the pressure. It is precharged with 800 psi. Brake Source Light: If this light illuminates, all hydraulic brake sources (HYD SYS 4, HYD SYS 1 and HYD SYS 2) are lost.

Gears: The aircraft is equipped with a steerable nose gear, two steerable body gears and two non-steerable wing gears. Gear Tilt: The main gears have to be tilted for retraction. The wing gear retracts with the trucks hydraulically tilted to 53° nose up. The body gear retracts to forward with the trucks tilted 8° nose up. The tilt is kept by hydraulic pressure while the gears are retracted. Additionally the wing gear tilt is mechanically locked. Gear Lock: The main gears are mechanically locked up and down by two mechanism. The nose gear uses one mechanical lock mechanism. Tilt Sensors: Tilt Sensors at all four main gears and at the nose gear extension sensing system switch the air ground mode. Tilt position Air Mode, not tilted Ground Mode. Gear Doors: They are partially closed with gear extended and fully closed with the gears retracted. They are either hydraulically operated or mechanically linked to the respective main gear. Steering, Body Gear Steering: Nose and body gear steering is powered by HYD SYS 1. The pedals steer the nose gear to a max. angle of 7°, thereafter the tiller must be used up to the max. angle of 70°. Tiller inputs override pedal steering. Body gear steering serves the purpose of reducing the turn radius (min 46.6 m) and reducing tire scrubbing. It is active when nose wheel angle exceeds 20° and speed is below 15 kts, then the body gear turn opposite to the nose gear. Maximum body gear deflection is 13°. Body gear steering is deactivated and the gear centred when wheel speed increases above 20 kts. Brakes, 4→1→2: HYD SYS 4 powers the normal brake system, the pedals control the pressure to the left and right main gear brakes. Autobrake system is available with system 4 only. In case HYD SYS 4 fails, the alternate brake system powered by HYD SYS 1 will be active. If HYD SYS 4 and HYD SYS 1 are low, HYD SYS 2 powers the alternate system. Automatic switching is performed by the Source Select Valves. Anti-Skid Protection: Each main gear wheel is individually provided with anti-skid protection when normal brake system is operative (4). When skidding is detected the anti-skid controller commands the respective anti-skid valve to reduce brake pressure. During alternate brake operation (1 & 2), the anti-skid is provided to wheel pairs only.

Main Gear Inflight Brake: An inflight brake system which is part of the normal brake system, forces the wheels of the wing and body gear to spin down during gear retraction. The systems uses hydraulic pressure of the wing gear up line for all main gear wheels. The nose gear wheels will be stopped by means of brake pads in the nose wheel well after retraction. Brake Torque Limiter: A brake torque limiting system is installed to prevent damage to the landing gear. A brake torque sensor is attached to each wheel, when excessive torque is detected the respective anti skid valve releases the brake pressure to that wheel. If the alternate braking system is used, brake torque is still sensed individually, the release signal is sent to the alternate antiskid valve and brake pressure is released for the whole wheel pair.

Page 23 of 25

Automatic Gear Lever Lock: The lever lock prevents the gear lever from being pulled from down to up, when the main landing gear are not tilted or the main body gear are not centred.

Autobrake System (HYD 4 only): The autobrake system needs anti-skid and normal brake system (HYD 4) to operate. Autobrake Selector: For landing 5 modes with different deceleration rates are available. The system provides braking to a complete stop or until it is disarmed. To maintain the selected deceleration rate, autobrake pressure is reduced as other controls (thrust reversers, spoilers) contribute to the total deceleration. However, on dry runways the maximum deceleration rate in the landing mode is less than that produced by full pedal braking. The deceleration rates for landing are 4 ft/sec² at position 1 to 11 ft/sec² at MAX AUTO. Only manual braking can apply greater brake pressure for landing. In RTO the system always applies maximum braking and does not follow any fixed deceleration rates. RTO mode is active if: • The airplane is on ground

•Groundspeed is above 85 kts •All thrust levers are closed.

Gear Lever OFF position: In OFF position the landing gear hydraulic system is depressurized. -8; UP or DWN position only. Alternate Gear Extension: All gears can alternatively be extended in case of a hydraulic power loss. The gear uplocks and gear door latches are electrically released, allowing the gear to free fall, springs pull the downlocks into the locked position. Thereby the EICAS displays the expanded gear position indication. Gear Synoptic Page: Shows information about the tire pressure, the brake temperature and the gear door status. Brake temperature indicates the relative value of the wheel brake temperature. Normal range from 1 to 4 (100-482 C) is displayed in white. High range from 5 to 9 (483-865 C) is displayed in amber with EICAS BRAKE TEMP. Tire pressure is indicated in PSI. Normal value are displayed in white, abnormals in amber, the pressure for NLG is approximate 180 psi and 200 psi for MLG. The gear door status show a hatched square if the door is not closed, otherwise it changes to closed. .

Advisory Message AUTOBRAKES: The message >AUTOBRAKES is displayed on the EICAS if: •System is disarmed •System is inoperative •System is armed but the selector is OFF •RTO is initiated > 85 kts but autobrakes have not been applied. Autobrake Disarm: The autobrake system can be disarmed by manual braking, advancing any thrust lever after landing, or moving the speed brake lever to the down detent after speedbrakes have been deployed on ground. Touchdown Protection: Touchdown protection of the anti-skid system prevents braking as long as the difference between IRS groundspeed and the speed of the aft trucks wheels exceeds 50 kts. Locked Wheel Protection: This is provided using a comparison with other wheel speeds.

Limitations: Extend/Retract: 270K/.82M Extended: 320K/.82M

Electronic Checklist & Warning Systems page 24 of 25

The checklist title FIRE ENGINE 1 is red because the warning message remains shown on EICAS. The Fire is not out! All memory items are closed loop and therefore automatically checked off Page indicators shows that this checklist has two pages. Page 1 key is white because this page is shown When all steps on a page are completed the page number changes to green. Conditional Statements: Closed loop statements are sensed by the aircraft to determine if they are true. True = Green Cyan = False Do not preform this step! In this example the conditional statement and step turned cyan because the FIRE ENG message did not stay shown

Page 25 of 25 5

Takeoff phase Inhibited Devices

At V1 until 400 ft RA or 25 sec after V1 •Master Warning Lights •Siren •Fire Bell

At 80 kts until 400 ft RA or 20 sec after rotation. If an RTO is initiated above 80 kt, the master caution lights and beeper inhibits are cancelled once groundspeed is below 75 kts.

•Master Caution Lights •Beeper

LDG gear lever up until 800 ft RA or 140 sec after LDG gear lever up.

•EICAS >CONFIG GEAR message •Master Warning light •Siren

Windshear Alerts: GPWS Windshear mode 7: Mode 7 is armed at rotation, up to 1500 feet RA, and provides an immediate alert when an actual excessive downdraft or tail wind is occurring. If windshear conditions are detected, an aural warning, consisting of a two-tone siren followed by “WINDSHEAR” 3x, activates. A red WINDSHEAR message displays on both PFD’s and the Master Warning lights illuminate. When the windshear alert is active, all other ground proximity modes are inhibited. Predictive Windshear System (PWS): The Predictive Windshear System, or PWS, uses wind velocity data gathered by the Doppler weather radar system to identify the existence of a windshear ahead of the plane. The PWS then provides pilots with cautions and warnings of windshear threats. PWS alerts are enabled below 1200 feet AGL. On the ground, the radar turns on automatically during takeoff, (WXR switch pushed or not pushed) using air-ground and takeoff thrust logic, to provide windshear warning coverage 3 nm ahead of the airplane. In flight, warning coverage is provides to 1.5 nm ahead of the airplane. PWS Caution: Caution coverage is provided to 3 nm. If a windshear condition is detected in the caution region, an aural alert “MONITOR RADAR DISPLAY” sounds. The amber WINDSHEAR appears on the ND, and the position of the detected windshear is shown on the MAP display. PWS Warning: If the windshear is detected in the warning area, an aural warning “GO AROUND WINDSHEAR AHEAD” sounds. The red WINDSHEAR appears on the ND, and the position of the detected windshear is shown on the MAP display. A red WINDSHEAR message displays on both PFDs and the Master Warning lights illuminate.

T/O Configuration Warning: There are five takeoff configuration warnings: •Flaps (not in T/O position)

•Body Gear (not centered) •Speedbrake lever (not in down detent) •Parking Brake (is set) •Stabilizer Trim (not in T/O range)

They will be triggered when airspeed is less than V1, the fuel control switches are in run, thrust lever 2 or 3 in T/O range and a configuration failure exists. LDG Configuration Warning: Sounds when the landing gear is not down and locked, when any thrust lever is in idle and radio altitude is less than 800 feet. The warning can be canceled. Airspeed Low, Overspeed: Airspeed is below the minimum manoeuvring speed band airspeed is in amber range. Airspeed is above the maximum operating speed. Altitude Alert Caution: Actual altitude deviates more then 300 ft from the selected altitude, the current altitude box changes to amber. The alert is cancelled at 900 ft deviation from the selected altitude, or when back within 300 ft. It is inhibited with glide slope captured or with landing flaps selected and with gear down.

EGPWS: Enhanced GPWS uses aircraft inputs such as position, attitude, airspeed and glideslope, which along with an internal terrain / obstacle / runway database to predict a potential conflict between the aircraft's flight path and terrain or an obstacle. It provides alerts for seven modes plus the enhanced feature, it is not armed above 2500 ft radio altitude. Warnings are given in voice and red letters in the PFD for the most serious ones. Crew Alertness Monitor: Generates an alert, when any crew activity has not been detected during the last 37 min. The alert is active above 20’000 ft. Schedule of inhibited Warnings:

Note: In case of a Windshear Escape Maneuver, TO/GA switch must be pushed for proper F/D commands! >WINDSHEAR SYS message:

The windshear alert system is faulty, windshear warning is completely lost.

CONFIG WARN SYS message: The takeoff configuration warning system has failed. Configuration messages may or may not be correct if displayed. GND PROX SYS message: One or all modes of the GPWS has failed.