GIA B744 Quick Reference Guide

QUICK REFERENCE GUIDE
Q.R.G
P.T. GARUDA INDONESIA

Preface
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
B747-400 QRG
Date
Issue
: July, 2009
:2
Issued by : CGKOFSGA
Page
:-i-
AMMENDMENT SHALL BE STUDIED IMMEDIATELY UPON RECEIPT

AND BE INSERTED AT FIRST OPPORTUNITY
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
Update texts
Update texts
53-54
New chapter Over Flying Permit
59
Amended the Performance Inflight
60
61-87
88-89
Alternate HLM move page
90-91
New chapter alternate MED procedure
FLIGHT OPERATION DEPARTEMENT

Prepared by:
Approved by
Sumarhudojo.
Deputy Technical Pilot B747-400
Capt. Marsjad Ibnu Marto

Chief Pilot B 747-400

LIST OF REVISION
Amandment
Amandment
Insertion
No
Date
Date.
By
B 747-400 QRG
Date : 10 November 2006
Issue : 1
Issued By
Page
: CGKOFSGA
: iv
To: Documentation and Reproduction (OSE-3)

rd
GOC 3 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

LOG OF PAGES
QRG Ref
Page
Issue
Preface
Content
Company Channel
QRG Ref
Page
34
35
36
37
38
39
40
41
Performance factors
42
Std Piloting Limitation
43
9
10
Low Temp Alt Corrctn
43
11
Low Press Alt Corrctn
43
12
Temp Convertion
43
Hold Over Time
13
Climb Gradient
44
Holding procedure
14
Vert Speed
44
Runway Report
15
Multiplication Factor
45
16
Conversion Table
45
17
Altimeter Conversion
45
Aircraft General
18
ICAO-ATS Airspace
46
Limitation
19
Unreliable Airspeed
47
Oxygen Requirement
20
48
21
49
22
50
23
51
24
Max Climb Thrust
52
Obs.seat Briefing
25
Over Flying Permits
53
System Operation
26
54
27
Pre Departure
Clearance
55
28
List of fuel Suppliers
56
29
Take Off speed
57
30
58
31
32
59
33
60
61
Stockholm Radio
Cold Wx Operation
Modify Procedure DDG

02.36.11-4
Modify Procedure
Issue
Inflight Performance
B 747-400 QRG
Date : 01 DEC 10
Issue : 5
Issued By
Page
: CGKOFS
: - ii -

LOG OF PAGES
QRG Ref
Performance Inflight
Alternate HLM proc
Alternate MED Proc
Page
Issue
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
88
89
90
91
B 747-400 QRG
Date : 01 DEC 10
Issue : 5
Issued By
Page
: CGKOFS
: - iii-

AOM, BOM, FRG OVERRIDING
747-400 QUICK REFERENCE GUIDE

CONTENTS:
Contents.
Company Channel & Weather Info.

Stockholm Radio .
Cold Weather / Low Visibility .
Hold Overtime .
13
Holding Procedure.
Runway Report (SNOWTAM) Code.
14
15
18
Dimensions (Aircraft General) .
Limitations .
19
Oxygen.
20
Observer Seat Briefing Checklist .
25
System Operations (Abnormal Engine Start) .
26
Modify Procedure (DDG 02.36.11-4) .
30
Performance Factors (FMS CDU) .
Standard Piloting Limitations.
Low Temperature Altitude Correction .

Low Pressure Altitude Correction .
Temperature Conversion ( C F) .
.
.
42
43
43
43
43
. .
All Engine Climb Gradient (G/S vs. Rate of Climb) .
44
Vertical Speed (Glide Slope vs. Approach Angle) .
44
Conversion (Multiplication Factors) .
ICAO ATS Airspace Classification .
Flying with Unreliable Airspeed / Altitude .

Maximum Climb Thrust %N1.
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52
Alternate HLM procedure
53
Pre Departure Clearance
55
List of Fuel Supplier .

Take Off Speed.
Performance In-flight.
Date : 01 JUN 10
Issue : 4
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B747- 400 QRG
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59

COMPANY CHANNEL & WEATHER INFORMATION

STATION
COMP.CHANNEL & CALL SIGN
FREQUENCY
* Bangkok
BKK VTBS
Thai Dispatch
135.10
WX Info from:
Bangkok ATIS
Bangkok Radio
H+(10-15) & (40-45)
Air China Dispatcher
127.80
2965; 6676; 11387
Gapura Bali
131.95
Bali ATIS
Singapore Radio
H+(20-25) & (50-55)
126.20
6676; 11387
Dammam ATIS
128.05
*Hongkong
HKG VHHH
Jardine Airways
131.80
WX Info from:
Hongkong ATIS
Hongkong Volmet
Hongkong
H + (15-20) & (45-50)
Gapura Cengkareng
Garuda Operation
Echo Alpha (Flt Monitoring)
Mike Oscar (Maint)
Garuda Operation
128.20
338 (NDB) H24
2863; 6679;
8828; 13282
131.95
131.95
131.95
131.95
8996;13384.
Sukarno Hatta ATIS

Jakarta Volmet
Singapore Radio
H + (20-25) & (50-55)
Attar Jeddah
126.85
128.25
6676; 11387
WX Info from:
* Medina
MED - OEMA
* Medan
MES WIMM
Jeddah ATIS
Medina Operation
126.20 , 114.90
131.50
Gapura Polonia
131.95
WX Info from:
Polonia ATIS
Jakarta Volmet
126.00
128.25
* Beijing
PEK - ZBAA
* Denpasar
DPS WADD
WX Info from:
*Dammam
DMM - OEDF
* Jakarta
Soekarno Hatta
CKG WIII
WX Info from:
* Jeddah
JED OEJN
Date : 01 JUN 10
Issue : 4
B747- 400 QRG
SEQ
132.00
129.65
Page
: -2-

* Riyadh
RUH OERK
WX Info from:
* Seoul
ICN RKSI
Riyadh ATIS
Korean Air Operation
127.15 , 113.30
131.00
WX Info from:
Incheon ATIS
128.65
128.20
Narita ATIS
* Shanghai
VPG ZAPD
Donghai
128.25
127.65
2863; 6679 H24
8828; 13282 H24
129.80 / 130.50
WX Info from:
Shanghai ATIS
127.85
* Singapore
SIN WSSS
CIAS Operation
131.50
WX Info from:
Singapore ATIS
Singapore Radio
H + (20-25) & (50-55)
Qantas Sydney
128.60
6676; 11387
Sydney ATIS
Sydney Volmet
H + (00-05) & (30-35
Garuda Operation
JAL Operation
126.25
2965(NotSSB) H24
6676,11387 H24
131.75
131.75
WX Info from:
Narita ATIS
Fukuoka Volmet
Tokyo H+(10-15) & (40-45)
128.25
127.65
2863; 6679 H24
8828; 13282 H24
Taipei
TPE-RCTP
China Airlines
131.30
* Sydney
Kingsford Smith
SYD YSSY
WX Info from:
* Tokyo
NRT RJAA
131.70
WX Info from:
-o0o-
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: -3-

STOCKHOLM RADIO
Post Address
: PO Box 41242
SE - 13128 Necks strand, Sweden
Telephone
Telefax
Telex
AFTN
SITA
:
:
:
:
:
+ 46-8 6017910
+ 46-8 6017969
12426 STORDO S
ESKRYFYX
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 :
3493
5541
kHz
kHz
8930
kHz
11345
13342
17916
23210
kHz
kHz
kHz
kHz
(night)
H24 (day)
(night)
H24 (day)
(night)
H24
H24
H24 (day)
(day only)
- Short / Medium range

- Short range
- Long range
- Medium range
- Long range
- Medium / Long range
- Medium / Long range
- Long range
- Long range.
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
companys 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.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: -4-

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
Operator
: INDONESIA 981 STOCKHOLM RADIO ROGER, SATND BY
INDONESIA 981 REQUERT PHONE PATCH WITH GARUDA

OPERATION 062-21-550.7229, OR 550.1899, OR 550.1823
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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 5-

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)
Advisory (if
reported)
Advisory (if
reported)
Use Mid if TDZ

RVR is Inop
VIS 800m (1,5 SM)
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)
Date : 01 JUN 10
Issue : 4
B747- 400 QRG
Page
: - 6-

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
ON
NACELLE ANTI ICE
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.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 7-

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).
: Open Thrust Levers: RUN UP, Hands lift, Looking outside.
: Set the thrust to at least 60% N1, then SET and timing.
: Hold Thrust Levers.
PF
PM
PF
After 30 seconds
PM
PF
: RUN UP COMPLETED
: 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).
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 8-

Wind limitation - (AOM II 2.8.1).

Braking Action
GOOD
MEDIUM
POOR
Runway Condition
X - Wind
Tail Wind
25 kt
5 kt
15 kt
5 kt
5 kt
. Wet, good surface.

. Mod-Heavy rain
. Snow / Ice but
sanded rwy
. Slush / snow / ice
covered rwy
. Freezing rain
. Drizzle on dusty rwy
. Standing water
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).
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 9-

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)

Decision
Type of
Height
Appr&Land ( DH )HAT
Runway Visual Range

( RVR )
A
B
C
Vis.
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
20
ft
125 m
75 m
75 m
75 m
75 m
75 m
*CAT III B
Fail opersnl
(with DH)
* CAT III B
Fail opersnl
(No DH)
* 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 NonPrecision approach/landing.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 10 -

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
Head wind
25 kt
Cross wind
Tail
wind
Med
Poor
25 kt
25 kt
25 kt
25 kt
25 kt
15 kt
5 kt
10 kt
10 kt
5 kt
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).
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 11 -

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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 12 -

HOLD OVER TIME TABLES

The tables for use in departure planning only, and should be used in conjunction with Pre-Takeoff Check procedure.
0
The freeze point (FP) of Type I fluid mixture must be at least 10 C below OAT
TYPE I
0AT
0
Above 0
0 to -10
Below-10
TYPE II
Above 0
0 to -3
below -3
to -14
below -14
to -25
below -25
Above 0
TYPE IV
VOL%
NEATFLUID
WATER
0 to -3
below -3
to -14
below -14
to -25
below -25
100/0
75/25
50/50
100/0
75/25
50/50
100/0
75/25
100/0
100/0
100/0
75/25
50/50
100/0
75/25
50/50
100/0
75/25
100/0
100/0
Approximate Holdover Time Under Various Weather Conditions-Hrs:

minutes
Freezing
Freezing
Light Freezing
Rain on Cold
1
FROST
Snow
Fog
Drizzle
Rain
Soaked Wing
0;45
0:11-0:17
0:06-0:15
0:09-0:13
0:04-0-06
0:02-0:05
0:45
0:08-0:13
0:06-0:15
0:05-0:09
0:04-0-06
Clear ice confirmation
0:45
0:06-0:10
0:06-0:15
may require touch for
12:00
6:00
4:00
8:00
5:00
3:00
8:00
5:00
0:35-1:30
0:25-1:00
0:15-0:30
0:35-1:30
0:25-1:00
0:15-0:30
0:20-1:05
0:20-0;55
0:20-0:55
0:15-0:40
0:05-0:15
0:20-0:45
0:15-0:30
0:05-0:15
0:15-0:35
0:15-0:25
0:30-0:55
0:15-0;30
0:20-0:40
0:20-0:45
0:10-0;25
0:05-0:25
0:05-0:15
0:05-0:10
0:30-0:55
0:15-0;30
CAUTION :
0:20-0:45
0:10-0;25
No holdover
0:05-0:15
0:05-0:10
time
3
3
Guidelines
0:15-0:45
0:10-0:25
3
3
exist
0:15-0:30
0:10-0:20
Clear ice may require touch for
8:00
0:15-0:20
0:15-0:30
confirmation
0
Type II Fluid may be used below -25 C provided the freezing point of the fluid is at
0
least 7 below OAT and aerodynamic acceptance criteria are met. Consider use of
Type I when Type II can not be used
18:00
6:00
4:00
12:00
5:00
3:00
12:00
5:00
1:05-2:15
1:05-1:45
0:15-0:35
1:05-2:15
1:05-1:45
0:15-0:35
0:20-1:20
0:25-0:50
0:35-1:05
0:30-1:05
0:05-0:20
0:30-0:55
0:25-0:50
0:05-0:15
0:20-0:40
0:20-0:35
0:40-1:10
0:25-0:40
0:10-0:50
0:35-0:50
0:15-0:30
0:05-0:35
0:10-0:20
0:05-0:10
0:40-1:10
0:25-0:40
CAUTION :
0:35-0:50
0:15-0:30
No holdover
0:10-0:20
0:05-0:10
time
3
3
0:20-0:45
0:10-0:25
Guidelines
3
3
0:15-0:30
0:10-0:20
exist
Clear ice may require touch for
12:00
0:15-0:40
0:15-0:30
confirmation
0
Type II Fluid may be used below -25 C provided the freezing point of the fluid is at
0
least 7 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
0
3 The lowest use temperature of these holdover times is limited to -10 C
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:
0
For Type I fluid, OAT between 0 to -10 C 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
Date : 01 SEP 09
Issue : 3
HEAVY
:09
MODERATE
B747- 400 QRG
:12
:15
LIGHT
Page
: - 13 -

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
Date : 01 JUN 10
Issue : 4
B747- 400 QRG
Page
: - 14 -

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
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.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 15 -

R/W designator ( Code A )

1st to 3rd figures
19L
08R
27C
88
99
Type of Deposit ( Code B )

4th figure
0
1
2
3
4
:
:
:
:
Clear and dry

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

5th figure
1
2
5
9
/
: Rwy 19 L
: Rwy 08 R
: Rwy 27 C
: All Runways at the airport
: The previous report is repeated.
:
:
:
:
:
10% or less
runway covered
11% up to 25%

26% up to 50%

50% up to 100%

Not reported, eg due to runway clearance in progress.
Depth of Deposit ( Code D )

6th and 7th figures
00
01- 90
92
94
96
99
/ /
:
:
:
:
:
:
:
less than 1 mm
the actual depth of deposit, eg. 08 = 8 mm; 76 = 76 mm
10 cm ;
93
: 15 cm
20 cm ;
95
: 25 cm
30 cm ;
97
: 35 cm
Runway not operational, depth not reported
Depth operationally not significant.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 16 -

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)

91
92
93
94
95
99
/ /
means Braking Action
POOR
MEDIUM / POOR
MEDIUM
MEDIUM / GOOD
GOOD
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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 17 -

AIRCRAFT GENERAL
AOM 1.1.1
DIMENSIONS.
Span :
- Winglet tip to winglet tip
- Horizontal stabilizer
64.94 m
22.17 m
Length:
- nose radome to rear end of fin tip..
- nose radome to rear tip of the fuselage.
- nose radome to nose gear axle.

- nose gear axle to body gear axle
- nose radome to body gear axle..
70.67 m
68.60 m
l7.60 m
27.30 m
34.90 m
Height :
- ground to fin tip
- ground to upper deck top.

- ground to main body top
- ground to winglet tip
- ground to wing tip
- ground to upper deck floor..

- ground to main deck floor
19.58 m (max)
10.39 m (max)
9.43 m (max)
7.57 m (max)
5.11 m (min)
8.36 m (max)
5.36 m (max)
Clearance:
- ground to bottom of outboard engine..
- ground to bottom of inboard engine
- ground to bottom of a/c (forward cargo)
- ground to bottom of a/c (rear cargo)
1.82 m (min)
1.14 m (min)
3.25 m (max)
3.15 m (max)
Width :
- Aircraft body axis to inboard engine axis
- Aircraft body axis to outboard engine axis
- Inboard eng. Axis to outboard eng.axis
- Wing gear axles LH to RH ..
- Body gear axles LH to RH
11.94 m
21.19 m
9.25 m
11.00 m
3.84 m
-oO0Oodhg
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 18 -

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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 19 -

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.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 20 -

PRESSURE to LITER conversion

OXYGEN
CYLINDER
PRESS
at 21 C
psi
800
900
1,000
1,100
1,200
1,300
1,400
1,500
1,600
1,700
1,800
1,900
Notes :
AVAILABLE QUANTITY
OF OXYGEN
IN SYSTEM
( liters )
10 cyl (bottles)
5 cyl (bottles)
7 cyl (bottles)
12,300
6,100
8,600
14,100
7,000
9,800
15,800
7,900
11,100
17,500
8,700
12,300
19,300
9,600
13,500
21,000
10,500
14,700
22,700
11,300
15,900
24,500
12,200
17,100
26,200
13,100
18,300
27,900
13,900
19,500
29,700
14,800
20,800
31,400
15,700
22,000
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.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 21 -

- PASSENGER
ACTIVATED SYSTEM (PK-GSI) :
NUMBER
OF
PERSON
IN
CABIN
100
200
300
400
500
TOTAL
POST
DECOMPRS
TIME
hrs / mins
LITERS OXYGEN REQUIRED
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
0:17
1:00
2:00
3:00
0:17
1:00
2:00
3:00
0:17
1:00
2:00
3:00
0:17
1:00
2:00
3:00
0:17
1:00
2:00
3:00
1020
1265
1715
2165
2040
2530
3430
4330
3060
3795
5145
6495
4080
5060
6860
8660
5100
6325
8575
10825
1160
1435
1885
2335
2280
2830
3730
4630
3400
4225
5575
6925
4520
5620
7420
9220
5640
7015
9265
11515
1340
1650
2100
2550
2620
3240
4140
5040
3900
4830
6180
7530
5180
6420
8220
10020
6460
8010
10260
12510
1525
1880
2330
2780
2965
3675
4575
5475
4405
5470
6820
8170
5845
7265
9065
10865
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
100
200
300
400
500
600
Note:
ADDITIONAL OXYGEN REQUIRED

Liter per minute above 14,000 ft
INTERMEDIATE PRESSURE ALTITUDE (Feet)
15,000
17,000
21,000
25,000
18
123
198
288
36
245
395
540
54
368
593
793
72
490
790
1045
90
613
988
1298
108
735
1185
1550
30% cabin occupants using oxygen.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 22 -

- 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)
20,000
100
200
300
400
500
600
830
1660
2490
3320
4150
4980
PRESSURE ALTITUDE AT DECOMPRESSION

27,000
31,000
35,000
39,000
43,000
LITERS REQUIRED
990
1020
1160
1340
1525
1980
2040
2280
2620
2965
2970
3060
3400
3900
4405
3960
4080
4520
5180
5845
4950
5100
5640
6460
7285
5940
6120
6760
7740
8725
45,000
1610
3120
4630
6140
7650
9160
- ADJUSTMENT FOR LEVEL-OFF AT INTERMEDIATE ABOVE 15,000 FT PRESS.ALT.
NUMBER OF
OXYGEN
MASKS IN
PAX.CABIN
100
200
300
400
500
OXYGEN REQUIRED FOR HOLDING

ABOVE 15,000 FT
INTERMEDIATEPRESSURE ALTITUDE FT
17,000
21,000
25,000
LITERS PER MINUTES
130
205
295
260
410
555
390
615
815
520
820
1075
650
1025
1335
- OXYGEN REQUIREMENT FOR POST DECOMPRESSION CRUISE 10,100 FT PRESS.ALT.

NUMBER OF
OCCUPANT
IN
PAX.CABIN
100
200
300
400
500
600
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
LITERS REQUIRED
510
960
1410
1665
3185
4715
1020
1920
2820
3330
6370
9430
1530
2880
4230
4995
9555
14145
2040
3840
5640
6660
12740
18860
2550
4800
7050
8325
15925
23575
3060
5760
8460
9990
19110
28290
* 10% of occupants using oxygen.

** 30% of occupants using oxygen.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 23 -

- FLIGHT CREW SYSTEM
No. of
crew
Oxygen
Reqrd
( ltr )
2
680
3
1020
4
1340
Table 1
Oxygen required for

Level-off at 14,000 ft
Total post decompression time

(hr)
2
3
4
5
650
960
1260
1570
980
1440
1900
2360
1310
1920
2530
3150
Table 2
Additional liter req.each minutes held at

intermediate altitude other than 14,000 ft
Intermediate Press.Alt ( ft )
8000
14,001 18,000 22,000
to
14,000
to
to
to
13,999
17,999 21,999 25,000
Regulator on NORMAL or (100%)
0 (22) 0 (16) 1 (16) 3 (12) 4 (11)
0 (33) 0 (24) 1 (24) 4 (18) 6 (16)
0 (43) 0 (32) 2 (32) 5 (25) 8 (21)
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
SYSTEM
Crew
oxygen
1,800 psi
Passenger
Oxygen
(AOM II 2.4.7)
CABIN ALT.
NORMAL
100% OXY
22,000 25,000 ft
13.8 man hours
8.4 man hours
18,000 21,000 ft
16.9 man hours
7.2 man hours
13,000 17,000 ft
19.1 man hours
5.8 man hours
8,000 - 12,000 ft
25.7 man hours
4.8 man hours
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 .
Other stations:
2 or 3 cockpit crew
4 cockpit crew .
Passenger Oxygen:
CGK
Other stations:
200 pax or less
300 pax or less .
400 pax or less .
500 pax or less .
Note: Correction should be applied
1500 psi
700 psi
875 psi
1650 psi
810 psi
1100 psi
1400 psi
1650 psi
ADD
1% for each 3 C ABOVE 21 C
SUBSTRACT
BELOW
--oo0oo
dhg
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 24 -

OBSERVER SEAT BRIEFING CHECKLIST
ADMISSION TO FLIGHT DECK

FLIGHT DECK ADMISSION DOCUMENTS :
Cockpit authorization by OF
Or
Checked
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.
OBSERVER BRIEFING
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.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 25 -

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.
Date : 01 JUN 10
Issue : 4
B747- 400 QRG
Page
: - 26 -


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.
Date : 01 JUN 10
Issue : 4
B747- 400 QRG
Page
: - 27 -


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
Before starting affected engine
CALL
Start approval by ATC and

ground engineer
N2 rotation
N2 reaches Fuel-On-Command
Indicator
EGT rising
At 50% N2
N1 rotation
OPEN START VALVE

(to ground engineer on
interphone)
N TWO
FUEL ON
LIGHT UP
CLOSE START
VALVE (to ground
engineer on interphone)
N ONE
ACTION / LIMITATION
AUTOSTART P/B ..OFF
ENGINE BLEED P/B .ON
SERV.INTERPHONE SW. ON
START Switch .PULL
. The light in the start switch will
not illuminate.
. Disregard the ENG(..) STARTTER VLV alert if displayed.
FUEL CONTROL switchRUN

Start timing.
Within 25 seconds
N1 rotation should be present

when engine is stabilized.
EGT Maximum Start Indicator
Engine stabilized
ENGINE ()
disappeared and no engine
STABILIZED
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).
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 28 -


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
Before starting affected
engine(s)
Start approval by ATC
and ground engineer
N2 rotation
N2 reaches Fuel-OnCommand indicator
CALL
ACTION / LIMITATION
AUTOSTART P/B OFF
STARTING ENGINE (..)

on interphone
N TWO
FUEL ON
EGT rising
N1 rotation
LIGHT UP
N - ONE
Engine stabilized
ENGINE (..)STABILIZED
Repeated procedure if
applicable
Affected engine(s)
stabilized
START sw (..) . PULL
FUEL CONTROL
Switch ....RUN
Start timing.
Within 25 seconds
N1 rotation should be present when eng. stabilized
EGT Maximum Start Indicator disappeared and no
engine related EICAS alerts
AUTOSTART P/B ..ON
END.
--o0o-dhg
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 29 -

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)..
Smoke goggles (as needed).
Crew and Cabin communications
[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).
APU SELECTOR
PASSENGER SIGNS
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 Captains discretion.
Restore unpowered items at the 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.
RIGHT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . .
PACK 3 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . . . .
Wait 2 minutes unless the smoke or fumes are increasing
[Allows time for the smoke to clear.
ON, 100%
ON
Establish
OFF
OFF
ON
OFF
OFF
Continue.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 30 -


ATA
11-4
ITEM
(Left and Right)
SMOKE FIRE OR FUMES

(L ISLN VALVE inop open)(Contd)
If the smoke or fumes continue or are increasing:
PACK 3 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . .
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . .
RIGHT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . . .
TRIM AIR SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . .
NORM
OFF
NORM
OFF
OFF
OFF
OFF
ON
NORM
NORM
ON
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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 31 -


ATA
ITEM
11-4

(Left and Right)
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)
Smoke goggles (as needed)
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)
APU SELECTOR
PASSENGER SIGNS
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 Captains 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 . . . . . . . . . . . . . . . . . .
PACK 1 CONTROL SELECTOR . . . . . . . . . . . . . . . . . . . .
Wait 2 minutes unless the smoke or fumes are increasing
[Allows time for the smoke to clear.]
ON, 100%
ON
OFF
OFF
ON
OFF
OFF
Continue..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 32 -


ATA
11-4
ITEM
(Left and Right)
SMOKE FIRE OR FUMES

(Contd)
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.
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
ON
NORM
NORM
ON
END OF MODIFY PROCEDURE NO.2

Continue..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 33 -

ATA
11-4
ITEM
(Left and Right)
3. Modified BLEED DUCT LEAK L, C, R Non-Normal procedure for L ISLN VALVE

deactivated open:
BLEED DUCT LEAK L, C, R
Condition: Bleed air leak or overheat along left, center, or right duct section
If BLD DUCT LEAK L or C message displayed:
OFF
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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC DEMAND PUMP 1 SELECTOR . . . . . . . . . . . . OFF
OFF
WING ANTI-ICE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . .
SET
PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . .
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.
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..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 34 -

ATA
ITEM
11-4

(Left and Right)
4. Modified BLEED DUCT LEAK L, C, R Non-Normal procedure for R ISLN VALVE
deactivated open:
BLEED DUCT LEAK L, C, R
Condition: Bleed air leak or overheat along left, center, or right duct section.
If BLD DUCT LEAK C or R message displayed:
OFF
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 . . . . . . . . . . . . . . . . . . . . . . . . . . .
PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . . . SET
SET
FLIGHT DECK TEMPERATURE SELECTOR. . . . . . . . . . . .
1 and either SB 747-21-2338 Task 1 or Ham. Std. 21-205.

is less than 70% at or above 10,000 feet or less than 55% below
10,000 feet.
BLEED OFF
HYD PRESS DEMAND 3, 4
CARGO DET AIR
TEMP ZONE
TRIM AIR OFF
LE flaps operate in secondary mode. Allow additional time
during approach for flap extension.
FLAPS PRIMARY
rolling moment results when LE flaps are extended or
retracted.
If BLD DUCT L is displayed accomplish the published

Emergency checklist.
Continue..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 35 -


ATA
11-4
ITEM
(Left and Right)
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
Condition: Wing anti-ice valve not in commanded position.

Light: VALVE
If wing anti-ice switch ON:
WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . .
[Valve failed closed.]
If wing anti-ice switch OFF:
WING ANTI-ICE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . .
[Valve failed open.]
After landing:
ENGINE BLEED AIR 1 AND 2 SWITCHES. . . . . . . . . . . . . . .
LEFT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . . .
If BLEED ISLN message displayed:
RIGHT ISOLATION VALVE SWITCH . . . . . . . . . . . . . . . . . . .
APU Bleed Air Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OFF
ON
OFF
OFF
OFF
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]
HYD PRESS DEM
PACK
AUX
Continue..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 36 -

ATA
ITEM
11-4

(Left and Right)
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
Condition: Wing anti-ice valve not in commanded position.
Light: VALVE
If wing anti-ice switch ON

WING ANTI-ICE SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . .
[Valve failed closed.]
If wing anti-ice switch OFF

[Valve failed open.]
After landing:
OFF
ON
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]
HYD PRESS DEM
PACK
AUX
:
:
Continue..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 37 -

ATA
ITEM
11-4

(Left and Right)
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)
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.]
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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.
ON
ACCOMPLISH
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 . . . . . . . . . . .

temperature when not modified by SB 747-21-2337 Task 1
and either SB 747-21-2338 Task 1 or Ham.Std. 21-205.
SET
Continue..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 38 -


ATA
11-4
ITEM
(Left and Right)

(L ISLN VALVE inop open)(Contd)

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.
FLAPS PRIMARY
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..
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 39 -

ATA
ITEM
11-4

(Left and Right)
8. Modified CABIN ALTITUDE (RAPID DEPRESSURIZATION) Non-Normal Procedure for
R ISLN VALVE deactivated open for airplanes without Center Bleed Duct Leak
Detection:
( R 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.]
If cabin altitude uncontrollable:
CHECK
PASSENGER OXYGEN SWITCH. . . . . . . . . . . . . . . . . . . .

[Backs up automatic activation of the passenger oxygen
system.]
DESCENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ON
.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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AFT CARGO HEAT SWITCH . . . . . . . . . . . . . . . . . . . . . . . . .
OFF
TRIM AIR SWITCH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OFF
OFF
Airplanes with ADP installed in Hydraulic Demand Pump 2

position:
OFF
OFF
PASSENGER TEMPERATURE SELECTOR . . . . . . . . . . . . . .
SET
FLIGHT DECK TEMPERATURE SELECTOR . . . . . . . . . . . . .
SET
OFF
Continue.
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 40 -


ATA
11-4
ITEM
(Left and Right)

(R ISLN VALVE inop open)(Contd)
1 and either SB 747-21-2338 Task 1 or Ham. Std. 21205.

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.
FLAPS PRIMARY
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
END OF MODIFY PROCEDURE
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 41 -

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
1L
OPTION CODE
1111
000001000B84
DRAG / F F
2L
+ 0.0 / + 0.0
300
TO 1 / TO 2
3L
CRZ / 300
MNVR MARGIN
1500
MIN CRZ TIME
4R
ACCEL HT
5
1500 / 3000
------------------------------------------------------------------------------< INDEX
ARM
6L
3R
THR RED
1.30
5L
2R
THR / CRZ
-5 / -15
4L
1R
R / C CLB
5R
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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 42 -

STANDARD PILOTING LIMITATIONS

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

Speed in Kts:
A/C Category
D
Initial Approach
Min.IAS Max IAS
185
250
Final Appr
Max IAS
185
Circling Appr
Max IAS
205
Missed Appr
Max IAS
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
- 15
- 20
- 25
- 30
- 35
- 40
- 45
Height above aerodrome / terrain in feet

200
0
20
20
20
20
40
40
300
20
20
20
40
40
40
60
400
20
40
40
60
60
80
80
500
20
40
40
60
60
80
80
600
40
40
60
80
80
100
100
800
40
60
80
100
100
120
140
1000
60
80
100
120
140
160
180
1500
80
120
140
180
200
240
260
2000
120
160
200
240
280
320
360
3000
180
240
300
360
420
480
540
4000
240
320
400
480
560
640
720
5000
300
400
500
600
700
800
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
140
136
132
128
124
120
116
112
108
C
60.0
57.7
55.5
53.3
51.1
48.8
46.6
44.4
42.2
F C
104
40.0
100
37.7
96
35.5
92
33.3
88
31.1
84
28.8
80
26.6
76
24.4
72
22.2
F
68
64
60
56
52
48
44
40
36
C
20
17.7
15.5
13.3
11.1
8.9
6.6
4.4
2.2
F
32
28
24
20
16
12
8
4
0
C
0
- 2.2
- 4.4
- 6.6
- 8.8
- 11.1
- 13.3
- 15.5
- 17.7
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 43 -

ALL ENGINES CLIMB GRADIENT

From climb gradient (percentage or ft / NM) to Rate of Climb (ft / min):
GROUND SPEED / RATE of CLIMB
CLB. GRADIENT
%
Ft / nm
140
160
180
200
220
240
260
2.5
3.3
3.5
4.0
4.5
5.0
5.5
6.0
6.5
7.0
8.0
9.0
10.0
150
200
210
240
270
300
330
360
390
430
490
550
600
350
470
500
570
640
710
780
850
920
990
1130
1270
1420
410
530
570
650
730
810
890
970
1050
1130
1300
1460
1620
460
600
640
730
820
910
1000
1100
1190
1280
1460
1640
1830
510
670
710
810
910
1020
1120
1220
1320
1420
1620
1830
2030
560
740
780
900
1000
1120
1230
1340
1450
1560
1790
2010
2230
610
800
850
980
1100
1220
1340
1460
1580
1700
1950
2190
2430
660
870
920
1060
1190
1320
1450
1580
1710
1850
2110
2370
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
110
120
130
140
150
160
170
180
2.5
480
540
580
620
660
700
760
800
2.6
500
560
600
640
680
740
780
820
2.7
520
580
620
660
720
760
820
860
2.8
540
600
640
700
740
800
840
900
2.9
560
620
660
720
760
820
880
920
3.0
580
640
680
740
800
860
900
960
3.1
600
660
720
760
820
880
940
980
3.2
620
680
740
800
840
900
960
1020
3.3
640
700
760
820
880
940
1000
1060
CONVERSION MULTIPLICATION FACTORS

- Temperature C
to F
:
- Distance
Ft
to Meter :
StM to NM :
KM to NM :
KM to StM :
Meter to Inch :
- Weight
Lbs to Kgs :
- Volume
USG to Ltr
:
USG to ImpG :
ImpG to Ltr
:
(C x 9/5) + 32
0.3048
0.868976
0.539957
0.6214
39.4
0.453592
3.78531
0.832674
4.54596
and
and
and
and
and
and
and
and
and
and
F
to C
Meter to Ft
NM to StM
NM to KM
StM to KM
Inch to Metr
Kgs to Lbs
Ltr to USG
ImpG to USG
Ltr to ImpG
: (F 32) x 5/9
: 3.28084
: 1.15078
: 1.852
: 1.609
: 0.0254
: 2.204622
: 0.264179
: 1.20095
: 0.219975
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 44 -

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
3
3.5
4
4.5
5
5.5
6
6.5
2
3
4
5
6
7
8
9
10
11
12
13
197
295
394
492
591
689
787
885
984
1082
1181
1279
11
11.5
12
12.5
13
13.5
14
14.5
15
15.5
16
16.5
22
23
24
25
26
27
28
29
30
31
32
33
2165
2263
2362
2460
2559
2657
2756
2854
2953
3051
3150
3248
7
7.5
8
8.5
9
9.5
10
10.5
14
15
16
17
18
19
20
21
1378
1476
1575
1673
1772
1870
1969
2067
17
17.5
18
18.5
19
19.5
20
20
34
35
36
37
38
39
40
40
3346
3444
3543
3641
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
Date : 01 SEP 09
Issue : 3
B747- 400 QRG
Page
: - 45 -

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
clearance
IFR
All aircraft
ATC Service
Not applicable
Not applicable
Yes
Yes
IFR
VFR
IFR
ATC Service
ATC Service
ATC Service
Not applicable
Note 1 + 2
Not applicable
Not applicable
Not applicable
Not applicable
Yes
Yes
Yes
Yes
VFR
All aircraft
All aircraft
IFR from IFR
IFR from VFR
VFR from IFR
ATC Service for

separation from IFR.
VFR/VFR traffic info
(and traffic avoidance
advice on request)
Note 1 + 3
250 kt IAS
below 10,000 ft /
3050 m AMSL
Yes
Yes
IFR
IFR from IFR
ATC Service including

traffic into about VFR
flights (and traffic
avoidance advice o/r)
Not applicable
250 kt IAS
below 10,000 ft /
3050 m AMSL
Yes
Yes
VFR
Nil
Traffic info between

VFR and IFR flights
(and traffic avoidance
advice on request)
Note 1 + 3
250 kt IAS
below 10,000 ft /
3050 m AMSL
Yes
Yes
IFR
IFR from IFR
ATC Service and

traffic information
about VFR flights
as far as practicable
Not applicable
250 kt IAS
below 10,000 ft /
3050 m AMSL
Yes
Yes
VFR
Nil
Traffic information
as far as practical
Note 1 + 3
250 kt IAS
below 10,000 ft /
3050 m AMSL
No
No
IFR
IFR from IFR

As far as
practical
Air traffic advisory

service. FIS
Not applicable
250 kt IAS
below 10,000 ft /
3050 m AMSL
Yes
No
VFR
Nil
FIS
Note 1 + 3 + 4
250 kt IAS
below 10,000 ft /
3050 m AMSL
No
No
IFR
Nil
FIS
Not applicable
250 kt IAS
below 10,000 ft /
3050 m AMSL
Yes
No
FIS
Note 1 + 3 + 4
250 kt IAS
below 10,000 ft /
3050 m AMSL
No
No
VFR
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.
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 46 -

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 !! Dont 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.
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 47 -

PITOT/STATIC ANOMALY INFORMATION TABLE
TABLE
AVAILABLE RELIABLE INFORMATION
System / Indicator
Pitch and Roll - ..
Engine thrust indication -
Radio altitude - .
Basic GPWS - ..
Stick shaker- .
Ground speed -.
Airplane position -
Track and heading -
Radio navigation aid signals -
TABLE
UNRELIABLE INFORMATION
System / Indicator
Autopilot
..
Auto throttle
..
Airspeed indicator
..
Altimeter
..
Vertical speed
..
Wind information
..
Vertical navigation
..
EGPWS/Terrain avoidance ..
Overspeed warning
Windshear warning
Elevator feel
EICAS messages
NOTE:
Notes
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.
-
Notes
Operational if only pitot system blocked.
Initial version of EGPWS warning system.
May not identify the basic problem.
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).
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 48 -

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)
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 49 -

TABLE FOR PITCH / BODY ATTITUDE TARGET

FLIGHT
PHASE
En-Rte CLB
. CRUISE
. VB
FLAPS
0
Adjust pwr
to maintain
Body Att for
level flt.
DESCENT
. No spoiler
Fly to body
attitude.
PRESS
ALT.
(Ft)
30,000
APPROX
IAS
GROSS
WT
(Ton)
390 T
350 T
300 T
250 T
200 T
TARGET
PITCH
( degr)
5.0
4.9
4.7
4.7
5.3
NOMINAL
R of CL
(Ft/min)
700
1000
1500
2100
2900
-----------------
-----------------
-----------------
-----------------
20,000
390 T
350 T
300 T
250 T
200 T
6.6
6.6
6.9
7.1
7.9
1500
1900
2500
3300
4400
-----------------
-----------------
-----------------
-----------------
10,000
390 T
350 T
300 T
250 T
200 T
8.7
8.8
9.1
9.9
11.3
2400
2900
3600
4500
5900
-----------------
-----------------
-----------------
-----------------
SEA
LEVEL
390 T
350 T
300 T
250 T
200 T
350 T
300 T
250 T
200 T
10.1
10.4
11.0
12.2
14.3
3.2
2.5
1.8
1.1
2900
3400
4100
5100
6700
0
290 kt
AVER.
REQRD.
%N1/Eng.
Max
CLB
thrust
35,000
Mach 0.84
-----------------
-----------------
-----------------
-----------------
-----------------
30,000
290 kt
From
30,000
290 kt
390 T
350 T
300 T
250 T
200 T
350 T
300 T
250 T
200 T
4.2
3.6
2.8
2.0
1.3
1.0
0.1
-0.8
-1.9
-------------1.1
0.5
-0.5
-1.8
- 2100
- 2100
- 2300
- 2500
-------------- 1800
- 1900
- 2000
- 2200
93.9
90.6
87.5
84.6
82.1
IDLE
-----------------
-----------------
1.2
0.2
-0.8
-2.0
- 1600
- 1700
- 1800
- 2000
-----------------
-----------------
20,000
350 T
300 T
250 T
200 T
-----------------
-----------------
10,000
350 T
300 T
250 T
200 T
96.4
91.6
88.4
86.1
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 50 -

TABLE FOR PITCH / BODY ATTITUDE TARGET contd

FLIGHT
PHASE
HOLDING
PRESS
ALT.
( Ft)
10,000
TERMINAL
AREA
. Gear Up
. Level flt
5,000
---------1
-------------5,000
---------5
-------------5000
---------10
-------------5000
---------20
-------------5000
Adjust pwr
to maintain
body attitude
for level flt.
FLAPS
FINAL APPR 20
.Based on 3
Glide Slope
---------.Gear down
25
Fly to GlideSlope
---------or if not
30
available
Fly to Rate of
Descent and
VREF + 10
SEA
LEVEL
APPROX
IAS
242 kt
224 kt
207 kt
GROSS
WT
(Ton)
300 T
250 T
200 T
TARGET
PITCH
(degr)
5.3
5.1
4.6
NOMINAL
R of CL
(Ft/min)
0
AVER.
REQRD.
%N1/Eng.
70.0
64.4
59.9
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
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
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
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 51 -

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)
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
-25
-30
-35
-40
0
340
99.4
99.9
100.3
99.7
99.0
98.2
97.4
96.6
95.8
95.0
94.1
93.3
92.5
91.6
90.7
89.9
89.0
88.1
87.2
5000
340
100.8
101.3
101.9
102.5
102.3
101.6
100.8
99.9
99.1
98.3
97.4
96.6
95.7
94.8
93.9
93.0
92.1
91.2
90.3
Pressure Altitude (FL) / Speed (KIAS or MACH)

10000 FL150 FL200 FL250 FL300 FL350
340
340
340
340
0.84
0.84
FL400
0.84
FL450
0.84
102.0
102.6
103.1
103.7
103.9
103.2
102.4
101.6
100.7
99.9
99.0
98.1
97.2
96.3
95.4
94.5
93.6
92.6
100.9
101.5
102.3
103.2
104.1
105.0
105.4
104.6
103.8
102.8
101.8
100.8
101.1
101.9
102.8
103.7
104.5
105.1
104.3
103.5
102.5
101.5
100.4
101.1
101.6
102.1
102.8
103.4
104.1
103.5
102.7
101.8
100.9
100.0
99.1
98.2
97.3
96.4
95.5
94.5
93.6
102.0
102.6
103.2
103.6
104.3
104.1
103.3
102.6
101.7
100.8
99.9
90.0
98.1
97.1
96.2
95.2
103.2
104.1
104.9
105.9
105.8
105.0
104.2
103.2
102.3
101.3
100.4
99.4
98.4
97.4
101.9
102.7
103.6
104.4
105.2
106.3
105.7
104.9
104.0
103.0
102.1
101.1
100.1
99.0
101.1
101.9
102.7
103.7
104.6
105.6
105.5
104.7
103.9
102.9
101.8
100.8
% N1 Adjustment for Engine Bleeds

BLEED
CONFIGURATION
Engine Anti Ice ON
Eng. & Wing Anti Ice ON
0
- 0.5
- 0.9
5
- 0.5
- 1.0
PRESSURE ALTITUDE (1000 FT)

10
15
20
25
30
35
- 0.6 - 0.6 - 0.7 - 0.8 - 0.9 - 1.1
- 1.2 - 1.1 - 1.3 - 1.5 - 1.7 - 2.0
40
- 1.6
- 3.0
45
- 2.0
- 4.0
END.
B747-400 QRG
Date
Issue
: 01Jul 09
:2
Page
: - 52 -

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
REFF AIP HONGKONG PAGE ENR 1.10
8. JAPAN
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
2. SINGAPORE
3. MALAYSIA
4. SRILANKA
5. INDIA
6. UAE
7. OMAN
8. BAHRAIN
9. YEMEN
10. SAUDI ARABIA
JEDDMGA/JEDKKGA/JEDSSGA
AU/7141/DAU.1735/IX/2010
DGCA/AT/4501/9/10
SL/OC688-10/AS/21/02
7/36/2009-IR
DGMAN/DATS 003 DATED 25 OCT 2010
AT/09/O/168
CAMA07/OF/WS/2010-2011
LANDING PERMIT ARRANGE BY
B747-400 QRG
Date
Issue
: 01 DEC 2010
: 04
Page
: - 53-

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
8. RUMANIA
9. HUNGARY
10.SLOVAKIA
11.CZECH REPUBLIC
12.GERMANY
13.LEBANON
C03658 18/10/10
14.CYPRUS
GRANTED BY DGCA CYPRUS REFF 180653 LCNCYAYX
15.GREECE
16.ITALY
17.AUSTRIA
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
Issue
: 01 DEC 2010
: 04
Page
: - 54-

2.5.2
ACARS (A.O.M 1.5.4)

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.
ACARS PREFLT MENU
< PREFLIGHT
ETA
WEATHER
REQUEST
>
>
< REPORT
1
VOICE / DATA
< ATC
CONTROL
VOICE
< TELEX
CONTACT
RECEIVED
< MISC
MESSAGES
>
>
>
ACARS ATC REQUEST

FORMAT FOR
PRINTER
>
PRE DEPARTURE
< CLRNC REQUEST

OCEANIC
< CLRNC REQUEST

ATIS
< REQUEST
RETURN TO
< ACARS MENU
ACARS PDC REQUEST
3
5
ORG / DEST
<- - - - / - - - <
GATE NUMBER
FLIGHT NO
-----ATIS ID
>
>
ENTER OPTIONAL FREE TXT
]
A/C TYPE
< A330
9
FORMAT FOR
>
SEND >
PRINTER
RETURN TO
< ACARS MENU
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
7
8
ACARS PREFLT MENU
< PREFLIGHT
ETA
WEATHER
REQUEST
ACARS MSG DISPLAY01/02
>
VHHH PDC 107
CLD 0726 080406 VHHH PDC

107
GIA863 CLRD TO WIII OFF
07R VIA OCEAN
>
< REPORT
VOICE / DATA
< ATC
CONTROL
VOICE
< TELEX
CONTACT
RECEIVED
< MISC
MESSAGES
2A
>
SQUAWK A9999 NEXT FREQ

129.900 ATIS Z
>
>
12
10
* ACCEPT
RETURN TO
< ACARS MENU
PRINT *
ACARS REC MSGS
11
VHHH PDC 107
RETURN TO
< ACARS MENU
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.
B747-400 QRG
Date
Issue
: 01JUN 10
:3
Page
: - 55 -

ACARS (A.O.M 1.5.4)
LIST OF FUEL SUPPLIER
CITY
IATA
CODE
ICAO
CODE
DOMESTIC (excl. TIM)
FUEL SUPPLIER
TWO
LETTER
CODE
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
B747-400 QRG
Date
Issue
: 01JUN 10
:3
Page
: - 56 -

TAKE OFF SPEED - A.O.M 4.2.2.
B747-400 QRG
Date
Issue
: 01JUN 10
:3
Page
: - 57 -

B747-400 QRG
Date
Issue
: 01 JUN 10
: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)
40000
35000
30000
20000
10000
SEA LEVEL
PITCH ATT
V/S (FT/MIN)
PITCH ATT
V/S (FT/MIN)
PITCH ATT
V/S (FT/MIN)
PITCH ATT
V/S (FT/MIN)
PITCH ATT
V/S (FT/MIN)
PITCH ATT
V/S (FT/MIN)
200
250
WEIGHT (1000 KG)

300
350
390
4.0
+1700
4.5
+3000
5.0
+2900
7.0
+1600
11.5
+5900
14.5
+6700
4.0
+800
4.0
+2000
5.0
+2100
7.0
+300
10
+4500
12-5
+5200
4.0
+1200
5.0
+1500
7.0
+2500
9.5
+3500
11.5
+4100
4.0
+600
5.0
+1000
7.0
+1900
9.0
+2900
11
+3400
5.0
+700
7.0
+1600
9.0
+2400
10.5
+2900
200
250
WEIGHT (1000 KG)

300
350
390
2.0
88.3
1.0
85.8
1.0
81.8
1.5
74.2
1.5
67.0
1.5
59.9
3.0
92.9
2.0
88.2
2.0
84.5
2.5
76.7
2.5
69.3
2.5
62.2
3.5
101.1
2.5
91.6
3.0
87.4
3.0
79.6
3.5
71.9
3.5
64.5
3.0
96.4
3.5
90.8
4.0
82.7
4.5
74.8
4.5
67.3
4.0
94.3
4.5
85.3
5.0
77.4
5.0
69.6
200
250
WEIGHT (1000 KG)

300
350
390
-1.5
-3000
-3.5
-3900
-2.0
-2500
-1.5
-2200
-2.0
-2000
-2.0
-1800
-0.5
-3000
-2.0
-3500
0.5
-2300
-0.5
-2000
-0.5
-1800
-1.0
-1600
0.0
-3100
-1.5
-3300
0.0
-2100
0.5
-1900
0.5
-1700
0.5
-1500
-0.5
-3300
1.0
-2100
1.5
-1800
1.5
-1600
-2.0
-1500
1.5
-2100
2.0
-1800
2.0
-1600
2.5
-1500
Cruise (.84/290)
Flaps Up, %n1 for Level flight
PRESSURE
ALTITUDE (FT)
40000
35000
30000
20000
10000
SEA LEVEL
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
Descent (.84/290)
Flaps Up, Set Idle Thrust
PRESSURE
ALTITUDE (FT)
40000
35000
30000
20000
10000
SEA LEVEL
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
PITCH ATT
% N1
B747-400 QRG
Date
Issue
: 01 DEC 10
:4
Page
: - 59-

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)
PRESSURE
ALTITUDE (FT)
200
250
300
PITCH ATT
% N1
KIAS
10000
5.5
59.7
208
6.0
65.3
224
6.0
70.0
242
350
390
5.5
74.2
266
5.5
77.2
283
Terminal Area(5000)
%N1 for Level Flight
WEIGHT (1000 KG)
300
350
FLAPS POSITION
(VREF + INCREMENT)
200
250
FLAPS UP PITCH ATT

(VREF30+80)
% N1
(GEAR UP)
KIAS
5
56.6
208
5.5
62.4
224
5.5
67.5
239
FLAPS 1
PITCH ATT
(VREF30+60)
% N1
(GEAR UP)
KIAS
6.5
58.9
188
7
64.6
204
FLAPS 5
PITCH ATT
(VREF30+40)
% N1
(GEAR UP)
KIAS
7.5
62.1
168
FLAPS 10 PITCH ATT

(VREF30+20)
% N1
(GEAR UP)
KIAS
FLAPS 20 PITCH ATT
(VREF30+10)
% N1
(GEAR DOWN)
KIAS
4000
410
6
71.8
253
6.5
75.8
266
6.5
76.4
269
7
69.6
219
7.5
74.0
233
7.5
77.7
246
7.5
78.4
249
7.5
68.3
184
8
73.5
199
8
78.0
213
8
81.9
226
8
82.6
229
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
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
4000
410
2
71.7
203
2
72.4
205
Final Approach (1500 FT)

Gear Down, %N1 for 3 Glideslope
FLAPS POSITION
(VREF + INCREMENT)
200
250
WEIGHT (1000 KG)

300
350
FLAPS 25
(VREF25+10)
PITCH ATT
% N1
KIAS
2
53.3
143
2
58.8
159
2
63.7
175
2
68.0
189
FLAPS 30
(VREF30+10)
PITCH ATT
% N1
KIAS
0.5
59.2
138
1
65.2
154
1
70.2
168
1
74.7
182
B747-400 QRG
Date
Issue
: 01 DEC 10
:3
Page
: - 60-

2. MAX CLIMB % N1
TAT
(C)
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
-25
-30
-35
-40
0
340
99.4
99.4
100.3
99.7
99.0
98.2
97.4
96.6
95.8
95.0
94.1
93.3
92.5
91.6
90.7
89.9
89.0
88.1
87.2
PRESSUE ALTITUDE (1000 FT0 / SPEED (KIAS OR MACH)

5
10
15
20
25
30
35
40
340
340
340
340
340
0.84
0.84
0.84
100.8
101.3 102.0 101.1
101.9 102.6 101.6
102.5 103.1 102.1 102.0
102.3 103.7 102.8 102.6
101.6 103.9 103.4 103.2 103.2 101.9
100.8 103.2 104.1 103.6 104.1 102.7
99.9
102.4 103.5 104.3 104.9 103.6 101.1 100.9
99.1
101.6 102.7 104.1 105.9 104.4 101.9 101.5
98.3
100.7 101.8 103.3 105.8 105.2 102.7 102.3
87.4
99.9
100.9 102.6 105.0 106.3 103.7 103.2
96.6
99.1
100.0 101.7 104.2 105.7 104.6 104.1
95.7
98.1
99.1
100.8 103.2 104.9 105.6 105.0
94.8
97.2
98.2
99.9
102.3 104.0 105.5 105.4
93.9
96.3
97.3
99.0
101.3 103.0 104.7 104.6
93.0
95.4
96.2
98.1
100.4 102.1 103.9 103.8
92.1
94.5
95.5
97.1
99.4
101.1 102.9
02.8
91.2
93.6
94.5
96.2
98.4
100.1 101.8 101.8
90.3
92.6
93.6
95.2
97.4
99.0
100.8 100.8
45
0.84
101.1
101.9
102.8
103.7
104.5
105.1
104.3
103.5
102.5
101.5
100.4
% N1 Adjustments for Engine Bleed

BLEED
CONFIGURATION
ENGINE ANTI ICE ON
ENGINE & WING ANTI ICE ON
PRESSURE ALTITUDE (1000 FT )

0
5
10
15
20
25
30
35
40
45
- 0.5 -.05 - 0.6 - 0.6 - 0.7 - 0.8 - 0.9 - 1.1 - 1.6 - 2.0
- 0.9 - 1.0 - 1.2 - 1.1 - 1.3 - 1.5 - 1.7 - 2.0 - 3.0 - 4.0
3. VREF (KIAS)
FLAPS
WEIGHT
(10000 KG)
30
25
400
380
360
340
320
300
280
260
240
184
179
174
168
163
157
152
146
140
192
187
181
176
170
164
158
152
146
220
200
133
127
139
132
END 4.9.1
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 61-

PERFORMANCE INFLIGHT (A.O.M VOL III 4.9.2)

1. NON-NORMAL CONFIGURATION LANDING DISTANCE
a. Dry Runway
LANDING DISTANCE AND ASJUSTMENT (FT)
LANDING
CONFIGURATION
VREF
REF
DIST
WT
ADJ
ALT
ADJ
WIND
ADJ
PER
10 KTS
SLOPE
ADJ
PER
1%
TEMP
ADJ
PER
10C
APP
SPD
ADJ
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
REVERSE
THRUST
ADJ
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
FLAPS 30
VREF30
3620
100/
-80
150
-220/
740
90/
-80
130/
-120
370
210
480
ONE WING GEAR

UP
FLAPS 30
VREF30
3660
100/
-70
160
-220/
710
90/
-80
130/
-120
390
220
500
TWO WING GEAR

UP
FLAPS 30
VREF30
4360
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.
B747-400 QRG
Date
Issue
: 01 JUN10
:2
Page
: - 62-

b. Good Reporting Breaking Action

LANDING
CONFIGURATION
VREF
REF
DIST
WT
ADJ
ALT
ADJ
WIND
ADJ
PER
10 KTS
SLOPE
ADJ
PER
1%
TEMP
ADJ
PER
10C
APP
SPD
ADJ
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
REVERSE
THRUST
ADJ
TWO
REV
NO
REV
AIR/GROUND
LOGIC IN AIR
MODE
FLAPS 30
VREF30
5820
90/
-90
220
-340/
1140
290/
-230
200/
-180
760
ANTI-SKID
INOPERATIVE
FLAPS 30
VREF30
5910
110/
-100
290
-400/
1440
320/
-250
220/
-190
560
790
1970
ASYMMETRIC/
SPLIT TRAILING
EDGE FLAPS
FLAPS 25
VREF30+
25
5590
90/
-90
250
-290/
990
160/
-140
200/
-180
500
500
1180
FLAPS UP
VREF30+
70
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
LEADING EDGE
FLAPS INOP
FLAPS 25
VREF30+
25
5550
90/
-90
250
-290/
990
170/
-150
200/
-180
510
520
1220
ONE BODY GEAR

UP
FLAPS 30
VREF30
4380
70/
-70
190
-260/
910
140/
-120
150/
-140
480
340
790
ONE WING GEAR

UP
FLAPS 30
VREF30
4670
80/
-80
210
-280/
950
160/
-140
170/
-150
560
430
1010
TWO WING GEAR

UP
FLAPS 30
VREF30
4400
140/
-70
270
-280/
1290
160/
-140
200/
-150
570
400
940
TWO
HYDRAULIC
SYSTEMS INOP
FLAPS 25
VREF30+
20
6130
100/
-100
300
-320/
1080
230/
-200
230/
-200
700
780
1960
REVERSER
UNLOCKED
FLAPS 25
VREF30+
20
5690
90/
-90
230
-310/
1040
200/
-170
200/
-180
550
7710
630

B747-400 QRG
Date
Issue
: 01 JUN10
:2
Page
: - 63-

c. Medium Reporting Breaking Action

LANDING
CONFIGURATION
VREF
REF
DIST
WT
ADJ
ALT
ADJ
WIND
ADJ
PER
10 KTS
SLOPE
ADJ
PER
1%
TEMP
ADJ
PER
10C
APP
SPD
ADJ
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
REVERSE
THRUST
ADJ
TWO
REV
NO
REV
AIR/GROUND
LOGIC IN AIR
MODE
FLAPS 30
VREF30
8720
150/
-150
340
-560/
1950
880/
-610
320/
-260
950
ANTI-SKID
INOPERATIVE
FLAPS 30
VREF30
7510
150/
-140
400
-590/
2310
840/
-500
290/
-240
610
1520
4200
ASYMMETRIC/
SPLIT TRAILING
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
LEADING EDGE
FLAPS INOP
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
FLAPS 30
VREF30
5830
120/
-110
290
-400/
1440
330/
-260
220/
-190
560
830
2090
TWO
HYDRAULIC
SYSTEMS INOP
FLAPS 25
VREF30+
20
7820
150/
-150
440
-460/
1640
480/
-370
320/
-270
750
1590
4390
REVERSER
UNLOCKED
FLAPS 25
VREF30+
20
7890
140/
-140
370
-480/
1690
520/
-400
300/
-260
660
1700

B747-400 QRG
Date
Issue
: 01 JUN10
:2
Page
: - 64-

d. Poor Reporting Breaking Action

LANDING
CONFIGURATION
VREF
REF
DIST
WT
ADJ
ALT
ADJ
WIND
ADJ
PER
10 KTS
SLOPE
ADJ
PER
1%
TEMP
ADJ
PER
10C
APP
SPD
ADJ
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
REVERSE
THRUST
ADJ
TWO
REV
NO
REV
AIR/GROUND
LOGIC IN AIR
MODE
FLAPS 30
VREF30
13020
210/
-200
520
-960/
3480
3040/
-1470
490/
-320
1090
ANTI-SKID
INOPERATIVE
FLAPS 30
VREF30
11010
180/
-120
540
-1160/
6020
4940/
-1480
400/
-180
650
3600
1206
ASYMMETRIC/
SPLIT TRAILING
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
LEADING EDGE
FLAPS INOP
FLAPS 25
VREF30+
25
9110
180/
-170
520
-630/
2460
960/
-580
370/
-290
640
2160
6230
ONE BODY GEAR

UP
FLAPS 30
VREF30
7390
150/
-140
400
-580/
2300
850/
-510
290/
-240
600
1560
4310
ONE WING GEAR

UP
FLAPS 30
VREF30
7670
160/
-150
430
-600/
2350
910/
-540
300/
-250
650
1750
4940
TWO WING GEAR

UP
FLAPS 30
VREF30
7470
150/
-140
410
-590/
2320
870/
-510
290/
-240
620
1610
4400
TWO
HYDRAULIC
SYSTEMS INOP
FLAPS 25
VREF30+
20
9650
200/
-190
600
-670/
2570
1100/
-670
400/
-320
770
2750
8510
REVERSER
UNLOCKED
FLAPS 25
VREF30+
20
190/
-190
540
-750/
2820
1450/
-830
420/
-320
740
10560
3790

B747-400 QRG
Date
Issue
: 01 JUN10
:2
Page
: - 65-

2.
RECOMMENDED BRAKE COOLING SCHEDULE

Reference Brake Energy per Brake (Millions of Foot Pounds)
80
WEIGHT OAT
(1000 KG) (C)
450
400
350
300
250
200
BRAKES ON SPEED (KIAS)

120
140
100
160
180
PRESS ALT
PRESS ALT
PRESS ALT
PRESS ALT
PRESS ALT
PRESS ALT
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
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
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
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
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
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 15C.
B747-400 QRG
Date
Issue
: 01 JUN10
:2
Page
: - 66-

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

No Reverse Thrust
REFERENCE BRAKE ENERGY PER BRAKE(MILLIONS OF FOOT POUND)
LANDING
EVEN
RTO MAX MAN
MAX MAN
MAX AUTO
AUTOBRAKE 4
AUTOBRAKE 4
AUTOBRAKE 4
AUTOBRAKE 4
10
20
30
40
50
60
70
80
90
10
4.2
4.2
3.6
3.5
3.5
3.1
20
12.9
12.4
11.7
11.2
10.6
9.6
30
21.9
30.8
19.5
18.5
17.4
15.7
40
30.8
29.3
27.4
25.8
24.1
21.6
50
39.8
38.1
35.4
33.2
30.9
27.3
60
48.8
47.0
43.6
40.8
37.8
33.0
70
58.0
56.3
52.4
48.8
45.1
39.1
80
67.4
65.7
61.7
57.4
52.9
45.5
90
77.0
75.5
71.8
66.8
61.4
52.4
Four Engines Reverse Thrust

REFERENCE BRAKE ENERGY PER BRAKE(MILLIONS OF FOOT POUND)
LANDING
EVEN
RTO MAX MAN
MAX MAN
MAX AUTO
AUTOBRAKE 4
AUTOBRAKE 4
AUTOBRAKE 4
AUTOBRAKE 4
10
20
30
40
50
60
70
80
90
10
2.7
1.4
0.0
20
11.2
8.9
6.5
4.6
3.0
1.8
30
19.5
16.1
12.6
9.6
7.0
4.7
40
27.6
23.4
18.7
14.4
10.6
7.2
50
35.7
30.7
24.9
19.3
14.1
9.6
60
43.7
38.3
31.5
24.6
18.0
12.1
70
51.9
46.4
38.8
30.6
22.5
15.2
80
60.1
55.0
47.0
37.8
28.2
19.3
90
68.6
64.3
56.5
46.4
35.3
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
GROUND
BTMS
NO SPECIAL
PROCEDURE
REQUIRED
UP TO 2
10
2
28
2
42
3
55
4
65
4
70
4
CAUTION
FUSE FLUG
MELT ZONE
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
Issue
: 01 JUN10
:2
Page
: - 67-


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
KIAS
M
-50
200
.66
100.4
240
.78
100.0
280
.89
96.8
37000 FT PRESS ALT
KIAS
M
-50
200
.63
100.4
240
.74
100.4
280
.86
97.7
35000 FT PRESS ALT
KIAS
M
-50
200
.60
100.4
240
.71
100.4
280
.82
98.8
33000 FT PRESS ALT
KIAS
M
-45
200
.58
101.5
240
.68
101.5
280
.79
100.3
320
.89
97.5
31000 FT PRESS ALT
KIAS
M
-45
200
.55
101.5
240
.65
101.5
280
.76
100.6
320
.85
97.5
29000 FT PRESS ALT
KIAS
M
-40
200
.53
102.6
240
.63
102.6
280
.72
101.5
320
.82
98.7
360
.91
96.5
-45
101.5
101.1
97.8
-40
102.6
102.1
98.9
-35
103.6
103.2
99.9
-30
104.7
104.2
100.9
-25
105.8
105.0
102.0
-20
106.8
105.8
102.9
-45
101.5
101.5
98.7
-40
102.6
102.6
99.7
-35
103.6
103.6
100.8
-30
104.7
104.7
101.8
-25
105.8
105.8
102.8
-20
106.8
106.4
103.6
-45
101.5
101.5
99.9
-40
102.6
102.6
100.9
-35
103.6
103.6
102.0
-30
104.7
104.7
103.0
-25
105.8
105.8
104.0
-20
106.8
106.8
104.9
-40
102.6
102.6
101.4
98.5
-35
103.6
103.6
102.4
99.5
-30
104.7
104.7
103.5
100.5
-25
105.8
105.8
104.5
101.5
-20
106.8
106.8
105.4
102.5
-15
107.9
107.9
106.2
103.5
-40
102.6
102.6
101.6
98.6
-35
103.6
103.6
102.7
99.6
-30
104.7
104.7
103.7
100.6
-25
105.8
105.8
104.7
101.6
-20
106.8
106.8
105.7
102.6
-15
107.9
107.9
106.5
103.5
-35
103.6
103.6
102.5
99.8
97.5
-30
104.7
104.7
103.5
100.8
98.5
-25
105.8
105.8
104.5
101.7
99.5
-20
106.8
106.8
105.5
102.7
100.5
-15
107.9
107.9
106.4
103.7
101.4
-10
108.9
108.6
107.3
104.6
102.4
TAT (C)
-15
-10
106.0 105.0
105.5 104.7
103.6 104.3
TAT (C)
-15
-10
106.0 105.1
105.6 104.7
104.4 104.2
TAT (C)
-15
-10
106.9 106.0
106.7 105.7
105.6 105.2
TAT (C)
-10
-5
107.2 106.3
106.9 106.0
106.5 105.4
104.3 105.1
TAT (C)
-10
-5
108.3 107.4
107.9 107.0
107.4 106.5
104.4 105.2
TAT (C)
-5
0
108.0 107.1
107.6 106.8
107.4 106.3
105.4 106.3
103.3 104.1
-5
104.2
103.7
103.8
0
103.4
102.8
102.9
5
102.9
102.1
101.9
-5
104.3
103.7
103.4
0
103.6
102.9
102.5
5
101.4
102.1
101.5
-5
105.1
104.7
104.3
0
104.3
103.9
103.3
5
102.7
103.1
102.4
0
105.4
105.0
104.6
104.6
5
104.7
104.2
103.6
103.7
10
100.9
103.5
102.8
102.8
0
106.5
106.1
105.6
105.4
5
105.7
105.3
104.8
104.3
10
104.4
104.4
103.9
103.5
5
106.2
105.9
105.5
105.2
104.9
10
105.5
105.0
104.6
104.4
104.9
15
102.3
104.2
103.8
103.5
103.9
%N1 Adjustments for Engine Bleed

BLEED CONFIGURATION
PACKS OFF
ENGINE ANTI-ICE ON
ENGINE & WING ANTI-ICE ON
29
0.4
-0.8
-1.6

31
33
35
37
0.4
0.4
0.5
0.6
-0.9
-1.0
-1.1
-1.3
-1.8
-1.9
-2.1
-2.5
39
0.6
-1.5
-2.9
B747-400 QRG
Date
Issue
: 01 DEC10
:2
Page
: - 68 -

Max Continuous %N1

27000 FT PRESS ALT
KIAS
M
-35
200
.50
103.6
240
.60
103.6
280
.69
101.6
320
.79
99.5
360
.87
97.5
-30
104.7
104.7
102.6
100.5
98.5
-25
105.8
105.8
103.6
101.5
99.5
-20
106.8
106.8
104.6
102.5
100.4
-15
107.9
107.9
105.6
103.4
101.4
-10
108.9
108.8
106.4
104.4
102.3
-5
108.1
107.8
107.3
105.2
103.2
25000 FT PRESS ALT

KIAS
M
-35
200
.48
103.6
240
.57
103.2
280
.66
100.6
320
.75
98.8
360
.84
97.3
24000 FT PRESS ALT
KIAS
M
-30
200
.47
104.7
240
.56
103.7
280
.65
101.3
320
.74
99.3
360
.82
97.9
22000 FT PRESS ALT
KIAS
M
-30
200
.45
104.5
240
.54
102.5
280
.62
100.5
320
.71
98.4
360
.79
97.0
20000 FT PRESS ALT
KIAS
M
-25
200
.43
104.0
240
.51
102.1
280
.60
100.3
320
.68
98.4
360
.76
97.0
18000 FT PRESS ALT
KIAS
M
-25
200
.41
103.0
240
.49
101.1
280
.57
99.4
320
.65
97.9
360
.72
96.4
TAT (C)
0
5
107.2 106.3
106.9 106.0
106.4 105.5
106.1 105.8
104.1 104.9
10
105.5
105.1
104.6
104.9
105.5
15
104.9
104.3
103.8
104.0
104.5
20
100.0
103.7
102.9
103.2
103.7
10
105.4
105.1
104.5
104.9
105.5
15
104.7
104.2
103.6
104.1
105.0
20
102.6
103.5
102.8
103.2
104.1
15
104.8
104.4
103.9
104.1
104.9
20
103.9
103.6
103.1
103.3
104.1
25
99.2
103.0
102.3
102.5
103.3
15
105.0
104.6
104.2
104.0
104.6
20
104.4
103.9
103.5
103.3
103.8
25
102.0
103.2
102.8
102.7
103.2
20
104.4
103.9
103.6
103.2
103.4
25
103.8
103.2
102.9
102.7
102.9
30
99.9
102.7
102.3
102.1
102.4
20
104.8
104.2
103.9
103.7
103.9
25
104.1
103.6
103.3
103.2
103.2
30
102.6
102.8
102.7
102.7
102.8
TAT (C)
-30
104.7
104.2
101.6
99.8
98.3
-25
105.8
105.2
102.6
100.7
99.2
-20
106.8
106.2
103.6
101.7
100.2
-15
107.9
107.1
104.5
102.7
101.1
-10
108.9
108.0
105.4
103.6
102.1
-5
108.1
107.8
106.3
104.5
103.0
-25
105.8
104.7
102.3
100.3
98.8
-20
106.8
105.7
103.2
101.3
99.8
-15
107.9
106.6
104.2
102.2
100.7
-10
108.9
107.4
105.1
103.2
101.6
-5
108.1
107.8
105.9
104.1
102.5
0
107.3
106.9
106.5
104.9
103.4
-25
105.5
103.5
101.4
99.4
97.9
-20
106.4
104.5
102.4
100.3
98.9
-15
107.3
105.4
103.3
101.3
99.8
-10
108.1
106.2
104.2
102.2
100.7
-5
108.0
107.1
105.1
103.1
101.6
0
107.2
106.7
105.9
103.9
102.5
-20
104.9
103.1
101.2
99.3
97.9
-15
105.9
104.0
102.1
100.3
98.8
-10
106.7
104.9
103.0
101.2
99.7
-5
107.4
105.7
103.9
102.1
100.6
0
106.8
106.3
104.7
102.9
101.4
5
106.2
105.6
105.3
103.7
102.3
-20
103.9
102.1
100.4
98.8
97.3
-15
104.8
103.0
101.3
99.7
98.2
-10
105.7
103.9
102.2
100.6
99.1
-5
106.6
104.8
103.1
101.5
100.0
0
107.2
105.7
104.0
102.4
100.9
5
106.5
105.9
104.8
103.2
101.7
0
5
107.2 106.3
106.8 105.9
106.4 105.4
105.3 105.9
103.9 104.7
TAT (C)
5
10
106.4 105.6
106.0 105.2
105.5 104.7
105.7 104.9
104.3 105.1
TAT (C)
5
10
106.5 105.8
106.0 105.3
105.6 104.9
104.7 104.8
103.3 104.1
TAT (C)
10
15
105.7 105.1
105.1 104.5
104.6 104.1
104.4 103.7
103.0 103.8
TAT (C)
10
15
106.0 105.5
105.3 104.8
104.9 104.3
104.1 104.3
102.6 103.4

BLEED CONFIGURATION
PACKS OFF
ENGINE ANTI-ICE ON
18
0.4
-0.6
-1.2

20
22
24
25
0.4
0.4
0.4
0.4
-0.7
-0.7
-0.7
-0.8
-1.4
-1.4
-1.4
-1.6
27
0.4
-0.8
-1.6
Max Continuous %N1
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 69 -


16000 FT PRESS ALT
KIAS
M
-25
-20
200
.39
101.5 102.4
240
.47
100.2 101.1
280
.54
98.8
99.7
320
97.3
98.2
.62 .69
360
95.8
96.7
14000 FT PRESS ALT
KIAS
M
-20
-15
200
.37
100.0 100.9
240
.45
99.4 100.3
280
.52
98.7
99.6
320
.59
97.7
98.6
360
.67
95.9
96.8
12000 FT PRESS ALT
KIAS
M
-20
-15
200
.36
99.2 100.1
240
.43
98.7
99.6
280
.50
98.0
98.9
320
.57
97.3
98.2
360
.64
95.6
96.5
10000 FT PRESS ALT
KIAS
M
-15
-10
200
.34
99.3 100.2
240
.41
98.8
99.7
280
.48
98.2
99.1
320
.54
97.5
98.4
360
.61
96.1
97.0
5000 FT PRESS ALT
KIAS
M
-10
-5
200
.30
97.3
98.2
240
.36
96.9
97.7
280
.42
96.4
97.2
320
.48
95.8
96.7
360
.55
95.2
96.0
-15
103.4
102.0
100.6
99.1
97.6
-10
104.3
103.0
101.5
100.0
98.5
-5
105.2
103.9
102.4
100.9
99.4
0
106.0
104.7
103.3
101.8
100.3
-10
101.8
101.2
100.5
99.5
97.7
-5
102.7
102.1
101.4
100.4
98.6
0
103.6
103.0
102.3
101.3
99.4
5
104.4
103.9
103.2
102.1
100.3
-10
101.0
100.5
99.8
99.1
97.4
-5
102.0
101.4
100.7
100.0
98.3
0
102.8
102.3
101.6
100.9
99.2
5
103.7
103.1
102.5
101.7
100.0
-5
101.1
100.6
99.9
99.3
97.9
0
102.0
101.4
100.8
100.1
98.8
5
102.8
102.3
101.7
101.0
99.6
10
103.6
103.1
102.5
101.9
100.5
0
99.1
98.6
98.1
97.5
96.9
5
99.9
99.5
99.0
98.4
97.7
10
100.8
100.3
99.8
99.2
98.6
15
101.6
101.2
100.7
100.1
99.4
TAT (C)
5
10
106.0 105.4
105.6 105.2
104.2 105.0
102.7 103.5
101.1 102.0
TAT (C)
10
15
103.9 103.3
104.4 103.8
104.0 104.3
103.0 103.8
101.2 102.0
TAT (C)
10
15
104.2 103.6
103.9 104.0
103.3 104.1
102.6 103.4
100.9 101.7
TAT (C)
15
20
103.7 103.1
103.9 103.5
103.3 103.9
102.7 103.4
101.3 102.1
TAT (C)
20
25
102.3 102.1
101.9 102.4
101.4 102.2
100.9 101.6
100.2 101.0
15
104.8
104.6
104.4
104.3
102.8
20
104.2
104.0
103.8
103.8
103.6
25
103.6
103.4
103.2
103.2
103.3
30
102.9
102.8
102.7
102.6
102.7
20
102.6
103.1
103.7
104.0
102.8
25
102.1
102.5
103.0
103.4
103.1
30
101.5
101.9
102.4
102.8
102.5
35
100.8
101.4
101.9
102.1
101.9
20
103.0
103.4
103.9
104.2
102.5
25
102.3
102.8
103.3
103.8
103.3
30
101.8
102.2
102.7
103.2
102.9
35
101.2
101.6
102.1
102.6
102.3
25
102.6
103.0
103.4
103.9
102.9
30
102.0
102.4
102.8
103.3
103.2
35
101.4
101.8
102.3
102.8
102.7
40
100.9
101.3
101.7
102.2
102.2
30
101.5
101.8
102.2
102.3
101.8
35
100.9
101.2
101.6
102.3
102.5
40
100.3
100.6
101.0
102.1
102.0
45
99.7
100.1
100.4
101.5
101.4

BLEED CONFIGURATION
PACKS OFF
ENGINE ANTI-ICE ON
5
0.2
-0.5
-1.0

10
12
14
0.2
0.3
0.3
-0.6
-0.6
-0.6
-1.2
-1.2
-1.2
16
0.4
-0.6
-1.2
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 70 -

2. DRIFTDOWN SPEED/LEVEL OFF ALTITUDE (MAX CONTD THRUST)

WEIGHT (1000 KG)
START
DRIFT
DOWN
400
380
360
LEVEL OFF ALTITUDE (FT)
LEVEL
OFF
OPTIMUM
DRIFTDOWN
SPEED
(KIAS)
ISA + 10C
& BELOW
ISA + 15C
ISA + 20C
392
372
353
305
299
291
26800
28300
29700
25400
27100
28700
23600
25600
27500
333
314
294
274
255
235
216
196
284
276
268
259
249
240
230
219
31100
32500
34000
35400
36800
38400
40100
41900
30200
31700
33200
34800
36200
37800
39500
41300
29200
30700
32300
33900
35400
37100
38800
40600
340
320
300
280
260
240
220
200
Altitude reduced by 1000 ft for additional margin
LONG RANGE CRUISE ALTITUDE CAPABILITY (MAX CONTD THRUST)
Base on Engine Bleed for Packs On or Off

PRESSURE ALTITUDE (FT)
WEIGHT (1000 KG)
400
390
380
370
360
350
340
330
320
310
300
290
280
270
260
250
240
230
220
210
200
ISA + 10C
& BELOW
24800
25700
26500
27300
28100
28900
29700
30400
31200
32000
32800
33600
34300
35100
35800
36500
37300
38100
39000
39800
40700
ISA + 15C
ISA + 20C
22100
23300
24400
25300
26200
27100
28000
28900
29700
30500
31400
32200
33100
34000
34800
35600
36400
37300
38200
39000
39900
19200
20400
21600
22700
23800
24900
26000
27000
28000
29000
29900
30800
31700
32600
33500
34400
35300
36100
37000
38000
38900
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.
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 71 -

4.
LONG RANGE CRUISE CONTROL (MAX CONTD THRUST)

WEIGHT
(1000 KG)
400
380
360
340
320
300
280
260
240
220
200
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG

10
14
15
20
25
29
31
33
35
37
89.0
.647
360
4627
88.0
.640
356
4430
86.5
.625
347
4167
85.0
.608
338
3911
83.4
.591
328
3662
81.7
.573
318
3422
80.0
.555
308
3191
78.0
.536
297
2968
76.0
.517
287
2749
73.8
.498
276
2535
71.5
.479
265
2332
92.0
.694
360
4706
90.9
.687
356
4502
89.5
.671
348
4233
88.0
.654
338
3969
86.4
.636
329
3707
84.7
.617
319
3451
83.0
.598
308
3204
81.1
.577
297
2963
79.0
.556
286
2730
76.8
.534
274
2505
74.4
.512
263
2286
92.7
.707
360
4724
91.6
.699
356
4514
90.2
.683
348
4245
88.7
.666
338
3979
87.1
.648
329
3717
85.5
.629
319
3460
83.8
.609
308
3209
81.9
.588
297
2965
79.8
.566
286
2729
77.6
.544
274
2500
75.2
.521
262
2280
96.7
.772
359
4818
95.3
.759
353
4539
93.9
.744
345
4262
92.4
.727
337
3986
90.8
.710
328
3720
89.2
.690
319
3463
87.5
.669
309
3213
85.6
.647
298
2964
83.7
.624
287
2718
81.5
.599
275
2478
79.1
.573
262
2247
100.6
.819
347
4835
99.0
.809
342
4552
97.6
.798
337
4282
96.1
.785
331
4023
94.6
.770
324
3765
93.0
.753
316
3506
91.2
.733
307
3245
89.4
.711
298
2987
87.4
.687
287
2737
85.3
.661
275
2492
83.0
.633
263
2248
101.4
.832
324
4310
99.4
.822
320
4039
97.6
.810
315
3772
96.0
.797
309
3516
94.3
.781
302
3267
92.5
.762
294
3017
90.5
.740
285
2761
88.3
.714
275
2504
86.0
.686
263
2256
99.6
.828
309
3786
97.6
.816
304
3520
95.8
.802
298
3265
94.0
.785
291
3020
92.0
.765
283
2773
89.9
.741
273
2520
87.6
.713
262
2265
99.9
.832
297
3544
97.6
.820
292
3268
95.5
.806
287
3011
93.6
.788
280
2773
91.5
.766
271
2530
89.2
.740
261
2279
100.1
.837
286
3295
97.4
.824
281
3014
95.1
.809
275
2758
93.0
.790
268
2526
90.7
.766
259
2287
97.6
.827
269
2791
95.0
.810
263
2529
92.7
.790
256
2296
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 72 -

5. LONG RANGE CRUISE DIVERSION FUEL AND TIME

Long Range Cruise Diversion Fuel and Time Ground to Air Miles Conversion
AIR DISTANCE (NM)
HEADWIND COMPONENT (KTS)
100
692
1389
2092
2801
3518
4242
4973
5713
6460
7217
80
643
1290
1942
2598
3259
3925
4596
5273
5955
6645
60
600
1202
1808
2416
3027
3642
4260
4882
5507
6137
40
562
1126
1693
2260
2829
3401
3974
4549
5126
5706
20
530
1060
1591
2123
2656
3190
3724
4260
4796
5334
GROUND
DISTANCE
(NM)
500
1000
1500
2000
2500
3000
3500
4000
4500
5000
AIR DISTANCE (NM)

TAILWIND COMPONENT (KTS)
20
479
960
1440
1920
2401
2881
3361
3840
4320
4800
40
460
923
1384
1846
2308
2770
3231
3692
4152
4613
60
442
888
1333
1777
2222
2666
3110
3553
3996
4439
80
426
856
1285
1714
2143
2571
2998
3425
3852
4278
100
411
827
1241
1656
2070
2483
2896
3308
3720
4130
Reference Fuel and Time Required at Check Point

AIR
DIST
(NM)
500
1000
1500
2000
2500
3000
3500
4000
4500
5000

22
29
33
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 KG) (HR:MIN) (1000 KG) (HR:MIN) (1000 KG) (HR:MIN) (1000 KG) (HR:MIN) (1000 KG) (HR:MIN)
13.5
1:26
12.4
1:22
10.6
1:15
9.5
1:11
9.1
1:10
27.1
2:51
25.4
2:42
22.2
2:26
20.3
2:16
19.6
2:12
40.5
4:18
38.0
4:04
33.5
3:38
30.8
3:21
29.8
3:16
53.5
5:47
50.3
5:27
44.5
4:51
41.1
4:27
39.6
4:19
66.3
7:18
62.3
6:52
55.3
6:05
51.0
5:34
49.2
5:24
78.7
8:51
74.0
8:19
65.7
7:21
60.7
6:42
58.5
6:29
90.8
10:26
85.5
9:49
75.9
8:38
70.1
7:51
67.6
7:34
102.6
12:03
96.6
11:20
85.8
9:57
79.2
9:01
76.4
8:41
114.1
13:43
107.4
12:54
95.5
11:18
88.1
10:13
85.0
9:48
125.4
15:26
118.0
14:30
104.9
12:41
96.7
11:26
93.3
10:56
10
14
Fuel Required Adjustment (1000 KG)

REFERENCE FUEL REQUIRED
(1000 KG)
10
20
30
40
50
60
70
80
90
100
110
120
130
140
200
-1.6
-3.4
-5.1
-6.9
-8.6
-10.4
-12.1
-13.9
-15.7
-17.4
-19.2
-20.9
-22.7
-24.5
WEIGHT AT CHECK POINT (1000 KG)

250
300
350
-0.8
0.0
3.9
-1.7
0.0
6.9
-2.6
0.0
9.6
-3.4
0.0
12.0
-4.3
0.0
14.1
-5.2
0.0
15.9
-6.0
0.0
17.5
-6.9
0.0
18.7
-7.8
0.0
19.7
-8.7
0.0
20.4
-9.6
0.0
20.8
-10.4
0.0
20.9
-11.3
0.0
20.7
-12.2
0.0
20.3
400
11.6
19.1
25.7
31.5
36.4
40.5
43.7
46.1
47.6
48.3
48.1
47.1
45.2
42.5
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 73 -

6. HOLDING
Flaps Up
WEIGHT
(1000 KG)
400
380
360
340
320
300
280
260
240
220
200
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G
%N1
KIAS
FF/EN
G

1500
5000
10000
15000
20000
25000
30000
35000
40000
79.0
286
4120
81.7
286
4090
85.8
286
4120
89.8
286
4190
94.3
304
4360
99.2
308
4580
77.5
280
3900
80.3
280
3880
84.3
280
3890
88.3
280
3940
92.7
297
4080
97.4
300
4250
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
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
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
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
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
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
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
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
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
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 74 -

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)
55
50
45
40
35
30
25
20
15
10
5&BELOW
-2000 -1000
280
297
313
330
348
367
371
371
371
371
371
268
286
303
320
338
357
368
368
368
368
368
1000
252
275
293
309
326
344
362
363
363
363
363
262
282
298
314
332
351
358
358
358
358
AIRPORT PRESSURE ALTITUDE (FT)

2000 3000 4000 5000 6000 7000
253
271
287
303
320
338
352
352
352
352
239
260
275
291
308
326
343
347
346
346
247
264
280
296
313
330
339
339
339
233
252
268
283
299
316
332
332
332
236
256
271
286
302
318
324
323
222
244
259
274
288
304
315
315
8000
9000 10000
211
232
247
262
276
290
305
307
218
233
249
263
276
290
299
201
220
235
249
263
276
290
Anti ice adjustments

WEIGHT ADJUSTMENT (KG)
PACKS OFF
PACKS ON
BLEED CONFIGURATION
ANTI ICE OFF
ENGINE ANT ICE ON
ENGINE AND WING ANTI ICE ON
+2150
-6100
-14900
0
-9650
-17250
2. LANDING CLIMB LIMITS

Weight (1000 kg)
AIRPORT
OAT(C)
55
50
45
40
35
30
25
20
15
10&BELOW
-2000 -1000
320
340
355
370
383
383
383
383
383
383
300
332
349
364
380
383
383
383
383
383
1000
299
325
343
358
373
382
382
382
382
382
285
310
332
348
362
377
377
377
377
377
AIRPORT PRESSURE ALTITUDE (FT)

2000 3000 4000 5000 6000 7000
270
295
320
336
350
365
372
372
372
372
279
303
321
336
350
364
364
364
364
264
286
307
322
336
350
356
356
356
272
295
311
325
338
349
349
349
259
281
300
314
326
337
342
342
243
365
386
301
314
325
333
333
8000
9000 10000
249
272
289
302
313
323
325
235
256
284
287
299
309
315
240
260
274
286
296
306
Applicable for flaps 25 or 30 landing

Anti ice Adjustments
BLEED CONFIGURATION
ENGINE ANT ICE ON
ENGINE AND WING ANTI ICE ON
WEIGHT ADJUSTMENT (KG)

3 A/C PACKS ON
1 A/C PACKS ON
A/C PACKS OFF
0
+6150
+9250
-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.
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 75-

3. MAX CLIMB %N1
TAT
(C)
55
50
45
40
35
30
25
20
15
10
5
0
-5
-10
-15
-20
0
240
97.8
98.4
99.0
99.6
100.1
100.1
99.4
98.7
97.8
97.0
96.2
95.3
94.5
93.6
92.8
91.9
5
240
99.7
100.3
100.8
101.4
102.0
102.6
102.1
101.3
100.5
99.7
98.8
97.9
97.0
96.1
95.2
PRESSURE ALTITUDE (1000 FT) / SPEED(KIAS OR MACH)

10
12
14
16
18
20
22
24
26
240
240
240
240
240
240
240
240
240
101.0
101.5
102.0
102.6
103.2
103.7
104.2
103.4
102.6
101.7
100.8
99.9
99.0
98.1
101.3
101.9
102.5
103.1
103.7
104.3
104.2
103.4
102.6
101.7
100.8
99.9
99.0
101.0
101.7
102.3
102.8
103.5
104.1
104.8
104.2
103.3
102.5
101.6
100.6
99.7
102.4
103.2
103.7
104.3
105.0
105.6
105.9
105.0
104.2
103.3
102.4
101.4
103.2
103.9
104.6
105.1
105.6
106.2
106.0
105.1
104.2
103.3
102.3
103.0
103.6
104.3
104.9
105.4
105.9
106.7
106.0
105.2
104.3
103.4
103.6
104.2
105.0
105.7
106.4
107.1
107.4
106.6
105.7
104.8
103.4
104.0
104.8
105.6
106.4
107.2
108.2
107.8
107.0
106.8
104.0
104.7
105.5
106.4
107.3
108.2
108.9
107.9
106.8
28
.60
30
.60
104.8
105.6
106.4
107.3
108.2
108.9
107.9
106.8
105.5
106.4
107.3
108.1
108.9
107.9
106.8
% N1 Adjustments For Engine Bleed

BLEED CONFIGURATION
ENGINE ANTI ICE ON
ENGINE & WING ANTI ICE ON

0
5
10 12 14 16 18 20 22 24 26 28 30
-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
-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)
400
390
380
370
360
350
340
330
320
310
300
290
280
270
260
250
240
230
220
210
200
PRESURE ALTITUDE
ISA +10C
& BELOW
21000
21800
22500
23100
23700
24400
25100
26000
26900
27800
28700
29500
20400
31100
31900
32800
33600
34500
35400
36300
37300
ISA + 15C
ISA + 20C
19500
20200
20900
21700
22300
23000
23600
24700
25700
26800
27800
28800
29900
30700
31600
32500
22400
24400
35400
36300
37200
18300
18900
19500
20100
20800
21400
22100
23200
24300
25400
26600
27800
28900
30100
31000
32000
32900
33900
34900
35900
36800
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 76-

5. LONG RANGE CRUISE CONTROL
WEIGHT
(1000 KG)
400
380
360
340
320
300
280
260
240
220
200
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG

10
91.4
.488
270
4772
90.5
.488
270
4607
89.7
.488
270
4469
88.7
.485
268
4314
87.1
.472
261
4054
85.3
.459
254
4799
83.4
.444
246
3540
81.4
.429
237
3278
79.2
.412
227
3012
76.8
.394
218
2750
74.1
.376
208
2493
15
17
19
21
23
25
27
29
31
33
95.6 97.5 99.6 102.1
.535 .556 .578 .600
270
270
270
270
4850 4887 4952 5036
94.5
963
983 100.5
.535 .556 .578 .600
270
270
270
270
4666 4694 4741 4816
93.6
953
971
993 101.6
.535 .556 .578 .600 .624
270
270
270
270
270
4512 4527 4559 4621 4710
92.6 94.2 96.0 98.0 100.2 102.8
.532 .553 .575 .598 .623 .627
268
269
268
269
270
269
4352 4362 4374 4422 4513 4612
90.9 92.5 94.2
960
98.1 100.4 103.3
.517 .538 .559 .581 .605 .631 .654
260
261
261
261
261
262
261
4064 4067 4075 4096 4155 4251 4347
89.1 90.7 92.3 94.0 95.9 98.1 100.5 103.8
.501 .521 .542
564
.586 .612 .637 .660
252
252
253
253
253
254
254
252
3785 3378 3781 3797 3820 3888 3982 4078
87.2 88.8 90.3 92.0 93.8 95.7 98.0 100.5 104.3
.486 .504 .524 .546 .568 .591 .618 .643 .666
244
244
244
245
245
245
245
245
244
3519 3501 3491 3505 5322 3547 3620 3706 3812
85.3 86.8 88.3 89.9 91.6 93.4 95.4 97.7 100.4
.470 .487 .506 .527 .549 .571 .595 .622 .647
236
236
235
236
236
236
236
237
236
3264 3237 3214 3216 3235 3248 3272 3347 2434
83.1 84.7 86.2 87.8 89.4 91.1 92.9 95.0 97.3 100.2
.454 .470 .488 .507 .528 .551 .573 .598 .625 .650
228
227
227
226
227
227
227
227
228
227
3011 .2985 2954 2940 2948 2965 2974 2998 3066 3141
80.8 82.4 83.9 85.4 87.0 88.7 90.4 92.2 94.3 96.7
.435 .452 .469 .487 .506 .528 .551 .574 .599 .627
218
218
218
217
217
217
218
217
218
218
2752 2735 2706 2682 2675 2682 2696 2702 2727 2780
78.2 79.8 81.4 83.0 84.5 86.1 87.8 89.5 91.3 93.5
.415 .432 .450 .467 .485 .504 .526 .549 .573 .598
208
208
208
208
207
207
207
208
208
208
2490 2481 2459 2439 2421 2413 2417 2430 2436 2458
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 77-

6. LONG RANGE CRUISE ENROUTE FUEL AND TIME
Ground to Air Mile Conversion
AIR DISTANCE (NM)
AIR DISTANCE (NM)
100
80
60
40
20
GROUND
DISTANCE
(NM)
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
HEAD WIND COMPONENT (KTS)
TAIL WIND COMPONENT (KTS)

20
40
60
80
100
Reference fuel and Time Required at Check Point

AIR
DIST
NM
10
PRESSURE ALTITUDE (1000)

18
14
22
25
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
(1000 KG) (HR;MIN) (1000 KG) (HR;MIN) (1000 KG) (HR;MIN) (1000 KG) (HR;MIN) (1000 KG) (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)
10
15
17
19
21
23
25
27
29
31
33
35
37
DIATNCE (NM)
19
29
38
46
50
54
58
63
67
71
74
78
81
TIME (MIN0
10
11
11
12
13
13
14
15
16
16
17
17
B747-400 QRG
Date
Issue
: 01 DEC10
:2
Page
: - 78-

7. HOLDING
Flaps Up
WEIGHT
(10000 KG)
400
380
360
340
320
300
280
260
240
220
200
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG

1500
5000
10000
15000
20000
25000
30000
84.8
270
4990
84.0
270
4840
83.2
270
4710
81.3
261
4400
79.4
251
4100
77.3
242
3810
75.1
233
3530
73.4
228
3320
71.3
221
3090
69.4
215
2880
67.1
208
2660
87.5
270
4980
86.6
270
4820
85.8
270
4680
84.0
261
4380
82.1
251
4070
80.1
242
3780
78.0
233
3510
76.2
228
3300
74.2
221
3060
72.2
215
2850
69.9
208
2630
91.4
270
5010
90.5
270
4840
89.7
270
4690
87.8
261
4380
85.9
251
4070
84.0
242
3780
81.9
233
3500
80.3
228
3280
78.3
221
3050
76.3
215
2840
74.0
208
2620
95.6
270
5090
94.5
270
4900
93.6
270
4740
91.7
261
4410
89.8
251
4080
87.9
242
3780
85.8
233
3500
84.1
228
3280
82.2
221
3040
80.3
215
2830
78.1
208
2610
100.7
270
5240
99.4
270
5020
98.2
270
4820
97.1
270
4650
96.3
270
4500
94.3
262
4180
92.2
252
3840
90.1
244
3530
87.8
233
3210
85.5
223
2920
82.8
212
2640
103.0
270
4870
101.5
270
4680
99.5
264
4350
97.2
255
3970
94.8
246
3610
92.2
235
3260
89.6
224
2940
87.1
214
2640
100.9
248
3830
97.6
237
3400
94.7
227
3020
91.6
215
2680
END 4.9.4
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 79-

GEAR DOWN AND ONE ENGINE OUT
1. DRIFT DOWN SPEED/LEVEL OFF ALTITUDE
Base on engine bleed for 3 packs on
WEIGHT (1000 KG)
START
DRIFT
DOWN
LEVEL
OFF
OPTIMUM
DRIFTDOWN
SPEED
(KIAS)
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
ISA + 10C
& BELOW
ISA + 15C
ISA + 20C
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 80-
4.9
4.9.5
PERFORMANCE INFLIGHT
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
ISA + 15C
ISA + 20C
& BELOW
400
8300
6100
3200
390
9100
7000
4400
380
9800
7800
5300
370
10500
8500
6200
360
11100
9200
6900
350
11900
10100
8200
340
13100
11300
9500
330
14300
12500
10800
320
15800
13700
12000
310
17100
15200
13200
300
18300
16700
14600
290
19600
18000
16400
280
21100
19300
17800
270
22400
20900
19100
260
23600
22400
20800
250
24600
23700
22300
240
25800
25100
23800
230
26700
26300
25300
220
27700
27400
26700
210
28700
28600
28000
200
29800
29700
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.
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 81-

3. LONG RANGE CRUISE CONTROL
WEIGHT
(10000 KG)
400
380
360
340
320
300
280
260
240
220
200
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
%N1
MACH
KIAS
FF/ENG
10
13
96.7
.454
270
6418
95.7
.454
270
6195
94.8
.453
270
5997
93.0
.440
262
5620
91.2
.428
254
5259
89.4
.415
247
4911
87.5
.402
239
4573
85.5
.389
231
4246
83.3
.377
224
3930
81.1
.364
216
3623
78.7
.351
209
3326
99.3
.488
270
6304
98.2
.488
270
6094
96.5
.476
263
5719
94.5
.461
255
5320
92.5
.447
247
4943
90.5
.432
238
4582
88.4
417
230
4233
86.3
.402
222
3897
83.9
.387
214
3573
81.4
.391
204
3261
99.5
.505
265
5837
97.4
.490
257
5420
95.2
.474
248
5008
93.0
.458
239
4617
90.8
.441
230
4250
88.5
.424
221
3899
86.2
.408
212
3559
83.6
.391
204
3233

15
17
19
21
23
99.4
.510
257
5488
97.2
.494
249
5071
94.9
.477
240
4662
92.5
.459
231
4268
90.1
.441
221
3902
87.7
.423
212
3554
85.1
.405
203
3218
25
27
99.3 101.5
.514 .532
249
248
5133 5198
96.9 99.0 101.3
.497 .517 .536
241
241
240
4710 4774 4831
94.4 96.5 98.6 101.0
.479 .499 .519 .538
232
232
232
231
4300 4345 4406 4469
91.9 93.8 95.9 98.0 100.5
.459 .479 .500 .520 .540
222
223
223
223
213
3906 3932 3978 4028 3734
89.3 91.0 93.0 95.1 97.3 99.8
.440 .458 .479 .500 .520 .540
212
213
213
214
214
213
3540 3541 3568 3607 3652 3734
86.7 88.3 90.0 91.9 94.1 96.2
.420 .437 .456 .476 .498 .519
202
202
203
204
204
204
3195 3177 3184 3209 3239 3282
29
98.7
.539
203
3355
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 82-
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)
100
304
616
932
80
276
558
842
60
252
508
764
40
232
466
700
20
215
431
647
1250
1571
1896
2224
2556
2892
3231
1128
1416
1706
1999
2294
2592
2892
1022
1282
1542
1804
2067
2332
2599
936
1172
1408
1646
1884
2124
2364
864
1081
1298
1515
1733
1951
2170
AIR DISTANCE (NM)
GROUND
DISTANCE
(NM)
200
400
600
20
190
380
570
40
181
362
543
60
173
245
518
80
166
330
495
100
159
317
475
800
1000
1200
1400
1600
1800
2000
760
949
1139
1328
1517
1706
1895
723
903
1083
1262
1441
1620
1799
690
860
1032
1202
1372
1542
1711
659
822
986
1148
1310
1472
1633
632
788
944
1100
1254
1409
1563
Reference Fuel and Time Required at Check Point

PRESSURE ALTITUDE (1000)
AIR
10
14
18
25
DIST
FUEL
TIME
FUEL
TIME
FUEL
TIME
FUEL
TIME
NM
29
FUEL
TIME
(1000 KG) (HR;MIN) (1000 KG) (HR;MIN) (1000 KG) (HR;MIN) (1000 KG) (HR;MIN) (1000 KG) (HR;MIN)
200
400
600
800
1000
1200
1400
1600
1800
2000
9.4
19.6
29.5
39.3
48.9
58.2
67.4
76.4
85.2
93.8
0:44
1:27
2:12
2:56
3:41
4:28
5:15
6:03
6:51
7:41
8.7
18.3
27.7
37.1
46.1
55.0
63.8
72.3
80.7
88.8
0:42
1:22
2:04
2:45
3:28
4:11
4:55
5:40
6:26
7:12
Fuel required Adjustment (1000 kg)

REFERENCE FUEL
REQUIRED
(1000 KG)
10
20
30
40
50
60
70
80
90
100
8.0
17.3
26.3
35.2
43.8
52.3
60.5
68.6
76.5
84.2
0:40
1:18
1:56
2:35
3:15
3:55
4:36
5:18
6:00
6:43
7.4
16.7
25.4
34.2
42.5
50.5
58.3
65.9
73.2
80.4
0:37
1:11
1:46
2:21
2:57
3:33
4:09
4:46
5:24
6:02
7.4
17.2
26.3
35.4
43.9
52.1
60.0
67.5
74.8
81.9
0:36
1:07
1:40
2:13
2:46
3:20
3:54
4;29
5:05
5:41

200
250
300
350
400
-1.8
-3.8
-5.8
-7.8
-9.9
-11.9
-13.9
-16.0
-18.0
-20.1
-0.9
-1.9
-2.9
-3.9
-4.9
-5.9
-6.9
-7.9
-8.9
-9.9
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.1
4.3
6.5
8.6
10.7
12.7
14.7
16.6
18.4
20.2
4.6
9.3
13.8
18.2
22.4
26.6
30.6
34.5
38.2
41.9
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 83-

5. HOLDING
Flaps Up
WEIGHT
(10000 KG)
400
380
360
340
320
300
280
260
240
220
200
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG
%N1
KIAS
FF/ENG

1500
5000
10000
15000
20000
25000
93.1
270
6700
92.1
270
6490
91.3
270
6300
89.4
261
5870
87.4
251
5450
85.3
242
5050
83.1
233
4670
81.3
228
4390
792
221
4070
77.2
215
3790
74.8
208
3490
95.8
270
6720
94.9
270
6490
94.0
270
6300
92.1
261
5870
90.1
251
5440
88.1
242
5040
85.9
233
4660
84.2
228
4370
82.0
221
4060
80.0
215
3770
77.7
208
3470
99.3
270
6620
98.2
270
6400
96.1
261
5930
94.0
251
5490
92.0
242
5080
89.8
233
4680
88.1
228
4390
86.1
221
4070
84.1
215
3770
81.8
208
3470
98.7
251
5590
96.3
242
5150
94.0
233
4730
92.1
228
4410
90.1
221
4080
88.1
215
3780
85.8
208
3480
99.4
224
4940
96.4
233
4420
93.6
223
3980
90.7
212
3550
103.5
235
4370
99.2
224
4150
95.7
214
3640
This table includes 5%additional fuel for holding in a racetrack pattern
END 4.9.5
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 84-

TWO ENGINE OUT
1. DRIFT DOWN SPEED/LEVEL OFF ALTITUDE (MAX CONTINUOES THRUST)
WEIGHT (1000 KG)
START
DRIFT
DOWN
LEVEL
OFF
OPTIMUM
DRIFTDOWN
SPEED
(KIAS0
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
ISA + 10C
& BELOW
ISA + 15C
ISA + 20C
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 85-

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

100
80
60
40
20
670
1332
1992
627
1249
1869
590
1176
1761
556
1111
1664
527
1053
1578
2650
3308
3970
2488
3107
3729
2345
2929
3515
2217
2771
3325
4637
5310
5993
6687
4354
4984
5620
6264
4104
4695
5291
5892
3881
4438
4998
5561

20
40
60
80
100
500
1000
1500
476
952
1429
454
909
1365
434
870
1307
416
834
1253
399
800
1203
2103
2628
3154
2000
2500
3000
1907
2384
2860
1821
2277
2733
1744
2180
2616
1672
2091
1509
1606
2009
2411
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

FUEL REQUIRED (1000 KG)
AIR
DIST
(NM)
200
500
1000
1500
TIME
(HR:MIN)
220
WEIGHT AT START OF DRIFTDOWN (1000 KG)

240
260
280
300
320
340
360
380
400
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
B747-400 QRG
Date
Issue
: 01 DEC10
:2
Page
: - 86-

4. LONG RANGE CRUISE CONTROL (MAX CONTINUOES THRUST)
WEIGHT
(10000 KG)

10
14
17
20
23
25
27
29
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
31
101.3
.713
262
3652
END 4.9.5
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 87-

MEKANISME PELAKSANAAN DAN PENANGANAN DIVERSION FLIGHT

DI ALTERNATE STATION HALIM PERDANAKUSUMA AIRPORT
PT GARUDA INDONESIA
(GIA)
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
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
DEPARTURE
CGKKOGA
Berkoordinasi dengan unit Pax
Handling memonitor : penumpang
dan bagasinya yang turun di HLP
dan di CGK
JKTOMGA
Monitor movement flight tsb.
P.T PELITA ( PAS )
AIRPORT
Authority(PAPII )
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
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
1. Mengirimkan Movement ke
JKTOMGA copy CGKKOGA
CGKKDGA, JKTMLGA
2. Membuat Report ke JKTOGL
Remark
Ref:
ANNEX B
SGHA
No:DS/PER
J/DC3171/2007
Memberikan Clearance
keberangkatan pesawat.
B747-400 QRG
Date
Issue
: 01 DEC 10
:2
Page
: - 88 -

Date : 01 DEC 10
Issue : 04
B747- 400 QRG
Page
: - 89 -

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
1. Keep contact with PiC at

131.5 Mhz in case any
request for assistances
ATC will instruct

and direct a/c to
land and parking
position
.
Ref:
ANNEX B SGHA
No:DS/PERJ/DC3171/2007
2. Saudi Arabian
AirlinesMadinah by Coy
Channel 131.5 MHZ
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
2. Inform GIA Operations

Center In Jakarta (SITA
Addr: JKTOMGA) and
Representative GIA in
JEDDAH (JEDKKGA)
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
ATC Clearance
Passenger Handling
Provide refreshment if
necessary
Technical Handling
Contact Apsco for refueling
and report to JEDKKGA cc
JEDMMGA
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
Sent movement message

to JKTOMGA
Taxi out and T/O

Clearance
copy JEDKKGA , JKTMOGA ,

JEDMMGA CGKMLGA,
CGKOWGA , JKTGLGA
JKTOGMGA
Monitoring and adjust flight
schedule concerning the
irregularities
B747-400 QRG
Date
Issue
: 01 DEC 2010
: 01
Page
: - 90-

B747-400 QRG
Date
Issue
: 01 DEC 2010
: 01
Page
: - 91-

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.
Date
Issue
: 01 6(309
:
B747-400 QRG
Page
: - 62 -

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QUICK REFERENCE GUIDE

P.T. GARUDA INDONESIA

QUICK REFERENCE GUIDE

Jakarta, November 10, 2006.

Capt. Marsjad Ibnu Marto

AMMENDMENT SHALL BE STUDIED IMMEDIATELY UPON RECEIPT

Amendment No.5 to GARUDA QRG B747-400 .

New chapter Over Flying Permit

Amended the Performance Inflight

Amended the Performance Inflight

Amended the Performance Inflight

Alternate HLM move page

New chapter alternate MED procedure

FLIGHT OPERATION DEPARTEMENT

Capt. Marsjad Ibnu Marto

QUICK REFERENCE GUIDE

To: Documentation and Reproduction (OSE-3)

QUICK REFERENCE GUIDE

Std Piloting Limitation

Low Temp Alt Corrctn

Low Press Alt Corrctn

Hold Over Time

Max Climb Thrust

Over Flying Permits

List of fuel Suppliers

Take Off speed

Modify Procedure DDG

QUICK REFERENCE GUIDE

Alternate HLM proc

Alternate MED Proc

QUICK REFERENCE GUIDE

747-400 QUICK REFERENCE GUIDE

Company Channel & Weather Info.

Cold Weather / Low Visibility .

Runway Report (SNOWTAM) Code.

Dimensions (Aircraft General) .

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 .

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 .

Alternate HLM procedure

Pre Departure Clearance

List of Fuel Supplier .

B747- 400 QRG

QUICK REFERENCE GUIDE

COMPANY CHANNEL & WEATHER INFORMATION

COMP.CHANNEL & CALL SIGN

Sukarno Hatta ATIS

B747- 400 QRG