Ba b747 Flying Manual Supplemental Information

British airways 747 FLYING MANUAL
OVERSEAS DIVISION
Engine Fire Severe Damage or Separation

Engine Failure and Shutdown
ENGINE Inadvertent Reverse Thrust In, Flight
Inflight Start
2 Engine Inoperative
Minimum Fuel Go-Around
Fuel Jettison
FUEL One/Two Boost Pumps in One Tank or
Inbd Crossfeed Valve Inop
Electrical Smoke or Fire

High or Rising CSD Oil Temperature
1 or 2 Generator(s) Inoperative
ELECTRICAL
3 Generators Inoperative
Loss of All Generators
Single Hydraulic System Leak or Loss

HYDRAULICS h ^17.11 ■ Pf.f i 11MIii»] p ngg
Unscheduled Stabiliser Trim

Re-establishment of Stabilizer Trim
Alternate Leading or Trailing Edge Flaps
FLIGHT Asymmetrical Trailing Edge Flaps
CONTROLS Split Trailing Edge Flaps
One or More Leading Edge Flaps Inop
Jammed Stabilizer Landing
Controllability With All Engines Windmillin
Partial Main Gear Landin3

LANDING Overweight Landing
GEAR Alternate Landing Gear Extension
Rapid Depressurization
Emergency Descent
Pneumatics - Duct Pressure Low
Air Wing Overheat/Strut Overheat
Conditioning- Loss of Equipment Cooling
Pack(s) Trip
Pressurization Auto Pressurization Control Failure
Air Conditioning Smoke
APU Fire
Fuselage Wheel Weil Fire
Fires-Smoke LWR Cargo Fire
Cockpit Smoke Evacuation
Evacuation Upper & Main Deck Smoke Evacuation
ALTERNATE OPERATIONS
CRASH LANDING CHECKLIST
PASSENGER EVACUATION (LAND)
DITCHING CHECKLIST
NORMAL CHECKLIST
BAOD
02.40.01
j 10 Mi.77
OVERSEAS DIVISION

ENGINE Inadvertent Reverse Thrust In Flight
inflight Start
Fuel Jettison
Inbd Crossfeed Valve I nop

1 or 2 Generator(s) Inoperative
ELECTRICAL
Loss of All Generators

HYDRAULICS Two Hydraulic Systems Inoperative
Unscheduled Stabilizer Trim

Alternate Leading or Trailing Edge Flaps
FLIGHT Asymmetrical Trailing Edge Flaps
CONTROLS Split Trailing Edge Flaps
One or More Leading Edge Flaps Inop
Jammed Stabilizer Lancfing
Controllability With All Engines Windmillin
Partial Main Gear Landin

Emergency Descent
Air Wing Overheat
Pack(s) Trip
APU Fire
Fuselage Wheel Well Fire
Fires-Smoke IM
Cock pit Smoke Evacuation
DITCHING CHECKLIST
NORMAL CHECKLIST
BAOD
23 OCT.75 02.40.01
British airways 747 FLYIN6 MANUAL
OVERSEAS DIVISION
Engine Fire Severe Damage or Separati

EN6INE
inflight Start

Fuel Jettison
fua One/Twfo Boost Pumps in One Tank or
tpbd Crossfeed Valve Inoo
7"
Electrieal Smoke or Fi
Hi^ or Rising CSD Oil Temperature
ELECTRICAL 1 or 2 Generator(s) Inofierative
3 Generators !no(>er9tive
Lobb of AW Generatoi^

Unscheduled Stabili?ei Trii

FLIGHT Alternate Leading or Trailing Edge Flaps
Asymmetrical/Split Trailing Edge Flaps
COHTROLS One or More Leading Edge Flaps Inop
ControiiabiiiTy With All Engines Windmilling
Partial Main Gear Landing

LANDING Overweight L.inrling
Rapid Depressiiri/atiun
Emergency Descent
Air Wing Overheat
Pack(s) Trip
Pressnrization Auto Pressurization Control Failure
APU Fire
Fires-Smoke
Evacuation Upper & Main Deck Srocke Evacuation
DITCHING CHECKLIST
NORMAL CHECKLIST
BAOD
27 IEB;76
02.40.01 1
I
OVERSEAS DIVISION

ENGINE Inadvertent Reverse Thrust In Flight
Inflight Start
+ Minimum Fuel Go-Around
Fuel Jettison
Inbd Crossfeed Valve I nop

1 or 2 Generatorls) Inoperative
rv ELECTRICAL
+ Loss of All Generators

+
Unscheduled Stabilizer Trim

FLIGHT Alternate Leading or Trailing Edge Flaps

Asymmetrical/Split Trailing Edge Flaps
CONTROLS One or More Leading Edge Flaps I nop
Controllability With All Engines Windmilling
Partial Main Gear Landing

Rapid Oepressurization
Emergency Descent
Pneumatics - Wing Overheat
Air Duct Pressure Low
Pack(s) Trip
APU Fire
Fires-Smoke
fS
DITCHING CHECKLIST
NORMAL CHECKLIST
BAOD
1 JUN.75 02.40.01
British airways 71+7 FLYING MANUAL
EAAEIIGENCY MOCEOUHeS
AMPURED BHERGBKY
ENGINE FIRE niOCBIURES
SEVERE DAMAGE OR SEPARATION
Thxs ^ condition is recognized by the fire warning bell ringing and an engine fire
warning light illuminated, and/or airframe vibration with abnormal and/or inconsistent
engine instrument indications with or without yaw. The steps of this procedure will
be methodically accomplished and monitored by one other crew member.
Thrust U;ver CLOSE P
Start Lever CUTOFF P
Positioning start lever to CUTOFF shuts off fuel to the

engine at the fuel shutoff valve. Check the ENG VALVE
light illuminates bright (in transit), then dim (valve
closed).
Engine Fire Switch PULL
Pull the engine fire switch. This arms the extinguishing

system and isolates the engine systems.
IF ENGINE FIRE SWITCH REMAINS ILLUMINATED:
Fire Bottle DISCHARGE
Press either BTL PUSH switch and hold until DISCHARGE light
illuminates.
NOTE: The en^ne fire switch will remain illuminated until fire
is extinguished and tenperature has decreased.
For airplanes with -524 engines, the engine fire switch
also illuminates for a turbine overheat. When the
tenperature decreases in the turbine area, the fire
switch will extinguish but the TURBINE OVERHEAT warning
light will remain illuminated until reset.
AFTER 30 SECONDS, IF ENGINE FIRE SWITCH REMAINS ILLUMINATED:
Other Fire Bottle DISCHARGE
Press other BTL PUSH switch and hold until DISCHARGE light
illuminates.
IF THE FIRE CONTINUES:
Do not lower flaps or use speed brakes unless emergency landing is imninent.
Landing Gear UP & OFF, LTS OUT P
Check gear lever OFF, DOOR OPEN and GEAR li^ts extinguished.
Flaps UP, light CUT P
Check flap lever in FLAP UP position, fl^ position indicators
UP and LE FLAPS lights extinguished.
Airspeed 280 KLAS MIN. C
Accelerate, if necessary. Do not exceed Vmo.
NOTE: When fire switch light extinguishes, test engine fire warning
system.
Cont'd.
23 JUL.79 BAOD
02-20-01
EMERGENCY PROCEDURES ^ .... .
AMPLIFIED EMERGENCY flying manual British airways
PROCEDURES
WHEN TIME PERMITS:
Turbine Overheat Warning Li^t if illuniinated (-524 cnly) . . . PEESS TO

RESET
With engine fire switch extinguished, press the TURBINE OVERHEAT
warning light to extinguish the ligjit and reset warning system.
Generator Field TRIPPED
If FIELD OFF light is not illuminated, momentarily place
generator field switch to TRIP.
Bleed Air Valve Switch CLOSE
VALVE CLOSED light should be illuminated.
Engine Fuel Shutoff Switch CLOSE
ENG VALVE li^t should be illuminated DIM.
Engine Driven Hydraulic Punp Switch SUPPLY OFF
Place switch to agree with valve position.
Engine Ignition Switch OFF
Place switch to agree with system cperaticxi.
Nacelle Anti-Ice Switch OFF
VALVE OPEN lights should be extinguished.
Cabin Crew INFORMED
NOTE 1: See Chapter I for anti-ice system limitations and check engine
out performance.
NOTE 2: Should the Fuel shut-off valve fail to Close the fuel flow will
be diminished by switching off the appropriate booster punps and
cross feed valve.
CD
CD
. 9^ -nn 7q
02-20-02 JUL.79
OVERSEAS OiVISlON
ENGINE FIRE, SEVERE DAMAGE OR

SEPARATION
Thrust Lever CLOSE

Engine Fire Switch PULL
If fire switch remains illuminated:

Fire Bottle DISCHARGE
After 30 seconds, if fire switch remains

i11umi nated:
Other Fire Bottle DISCHARGE
If fire continues:
Start Lever CUT OFF
•Do not lower flaps or use speed brakes unless
emergency landing is imminent.
Landing Gear UP & OFF

Flaps UP, NO LIGHTS
Airspeed 280 KIAS MIN
When time permits:

Start Lever CUT OFF
Generator Field TRIPPED
Bleed Air Valve CLOSE
Fuel Shutoff Valve CLOSE
Engine Driven Hydraulic Pump OFF
Engine Ignition OFF
Nacelle Anti-Ice OFF
Cabin Crew INFORMED
ENGINE FAILURE AND SHUTDOWN

Thrust Lever CLOSE
Start Lever - CUT OFF
Generator Breaker , TRIPPED
Bleed Air Valve CLOSE
Fuel Shutoff Valve CLOSE
Engine Ignition QPF
Nacelle Anti-Ice OFF
Fuel Control Unit Cooling . .3 MIN/30 MIN
T5
O)
a>
c:
+
o
5 DEC.75 BAOD
02.40.03
747 FLYING MANUAL British airways
OVERtEAt OIVItlOH
INFLIGHT START
Engine Condition and Start
Envelope CHECK C,E
Thrust Lever CLOSE C
Start Lever CUT OFF P
Fire Switch IN E
Fuel Shutoff Valve .OPEN E
Fuel Pressure AVAILABLE E
Bleed Air Valve OPEN E
Engine Ignition
Sys 1&2 (Windmilling Start) . FLT START E
(Crossbleed Start). ; . . . . GRD START E
Start Lever RICH/IDLE P
Engine Instruments .STABILISED ALL
Start Lever IDLE P
Engine Ignition AS REQUIRED E
Electrical and Hydraulic Power. . RESTORE E
CROSSBLEED START -► WINDMILLING START

lAS' .i,
'■0 180 200 220 240 250 260 280 300 320 340 360 380 ^MO
KTSi''''T
I— 14 15 16 18 18 19 20 22 23 24 25 26 26
0
LU 5
'
/i-'
! 'v 8 9 10 11 12 12 13 14 15 16 18 19 19 N2%
U. 22 24 25 26 27 27
18 20 20 23
o
o
5 i 'q * 15
9
16
10 11
19
12 13 13 14 15 17 18 19 20 20
o
16 17 19 20 21 21 23 24 25 26 27 28 29 ? +1
10
LU
Q 15 1
8 9
17
11
18
12
20
13
21
14
22
14
23
16
24
17
25
18
26
19
28
21
29
22
30
22
30 ii -7
D 10 12 13 14 15 16 17 18 20 21 23 25 25 2 2
h- ENGINE
K 20 21 22 23 24 25 26 28 29 30 31 32
20
-J
i vi 13 14 16 16 17 19 20 22 24 26 28 30
< CO
LU /.: /A 24 25 27 28 29 30 32 33 33
25 NOTE:
GC
—)
•13 18 19 20 22 25 27 30 34 35 i5
CD Q.
.RESTARTS Z CC
CO /./. 2r: 27 27 28 29 31 32 33 35 33
00 30 MAY BE
LU ATTEMPTED
/
20 21 23 25 28 31 35 33
o_ BUT NOT 2^ ':'i\ '/A 30 31 33 34 32

35 ASSURED IN f'
•j ?4 26 29 33 37 32
/. t 3'.) 32
40 AREA
/A 27 30 .'A 30
1
INADVERTENT REVERSE THRUST

IN FLIGHT
WITH REVERSER LIGHT ON AND:
No Yaw, Loss of Airspeed
or Buffet OPERATE NORMALLY - ALL]
WITH REVERSER LIGHT ON AND/OR
Yaw, Loss of Airspeed, Buffet and/or Thrust
Lever Restricted at Idle. . . .SHUT DOWN
AFFECTED ENGINE ALL
*A turbine reverser may be in the extend
position without a reverser light being
illuminated.
'The affected engine may be identified by, drop
in E.P.R., increased or fluctuating AVM read-
^ ing or by inspection from a cabin window.
'Buffeting may be'reduced by decreasing airspeed
'Set airspeed bugs at Vref+20 for landing.
Use flaps 25 for landing.
BAOD
02.40,04 5 DEC.75
OVtHSEAS DIVISION
F N GI f S I N OPERATIVE
'Complete ENGINE FIRE or ENGINE FAILURE/SHUTDOWN

Cheaklist.
•Complete I or 2 GENERATORS INOPERATIVE Checklist.

•Declare an emergency.
•Land at the nearest suitable airfield.
•Seriously consider re lighting an engine for the
approach and landing.
Air Conditioning Packs MAX ONE ON E
Fuel Jettison (Recommended down
to Safe reserves) COMPLETE E
4-
Auto Throttle Bugs ^REF+^0 ALL
Two Engine Inoperative Go-Around
Procedure . REVIEW ALL
Flaps 25 MAX
Rudder Trim (prior to touchdown). . . . ZERO
Complete NORMAL DESCENT-APPROACH and LANDING
Checklists.
2 ENGINES INOPERATIVE GO-AROUND REVIEW

Thrust GO-AROUND
Flaps . . . . RETRACT TO FLAPS 1 ON SCHEDULE
'DO NOT ATTEMPT TO GO-AROUND AFTER THE LANDING GEAR
IS EXTENDED^ UNLESS A GREATER EMERGENCY ARISES - IN
WHICH CASE RAISE GEAR AND CONTINUE DESCENT TO
ACCELERATE FOR FLAP RETRACTION TO 5 BEFORE
COMMENCING CLIMB OUT.
2 ENGINE LANDING - TECHNIQUE SUMMARY

DESIRED SPEED
Flap one with field approach chk A/T Bug + 60k
Flap 5 downwind or 12 miles «/t d >.rvi
straight in + 40k
Flap 10 on base leg or n/x d oni.
shortly before final descent '
Lower Gear at interception of «/r d om
glideslope ûg + 20k
Zero rudder trim above 500 ft A/T Bug + 20k
Flap 20 at 500 ft A/T Bug + 10k +
\ wind & gust
Flap 25 approaching threshold A/T Bug
| + wind
+ gust
Reverse thrust on symmetric
engines
Reverse idle if power
asymmetric
BAOD
12 AUG.76 02.40.05
OVERSEAS DIVISION
MINIMUM FUEL GO-AROUND

When a gcvaround is made with minimum fuel in any main
tank:
All Main Tank Boost Pumps _0N E

All Crossfeed Valves OPEN
• Avoid nose high attitude. ^
-t-
FUEL JETTISON
• Infomi A.T.C.
•Min. altitude 6000' except in emergency.
•Avoid areas of precipitation, static or
lightning discharge.
•Do not transmit on H.F. when jettisoning.
•No Smoking unless aircraft is pressurised.
Fuel Feed TANK TO ENGINE E

Fuel Crossfeed Valves CLOSE E
Override/Jettison Pumps ON E
Jettison Pumps ON E
Center Wing Jettison Valves OPEN E
Jettison Nozzle Valves OPEN E
When inbd main tank fuel quantity equals outbd main plus
reserve or G.W. below 263,000 kgs:
Jettison Transfer Valves OPEN E
Reserve Valves (Below 263,000 kgs G.W.). . . . OPEN E
Fuel Quantity MONITOR E
To stop fuel jettison:

• Repeat above steps (except reserve valves) placing
switches in opposite position.
Jettison rate 2180 kg/min.
O
ZT
O)
13
to
a>
Q.
BAOD
02.40.06 12 AUG.76
ovmstAS oiviiioH
f G OPER AnVt
'Complete EUgiNE FIRE or ENGINE FAILURE/SHUTDO'.^N

Cheakliat.
Incomplete I or 2 GENERATORS INOPERATIVE Checklist.

*DeQlccre an emergency.
'Land at the nearest suitable airfield.
^*Seriously consider re lighting an engine for the
Auto Throttle Bugs VreP+IO
+
Two Engine Inoperative Go-Around ...
Flaps 25
Checklists.

Thrust. GO-AROUND
njX) NOT ATTEWT TO. GO-'AROUND AFTER THE LANDING GEAR
DESIRED SPEED
+
Flap 5 downwind or 12 miles g^g ^ 40k
straight in
Flap 10 on base leg or gyg + 20k
shortly before final descent
Lower Gear at interception of g^g ^ 20k
glideslope
rs
MINIMUM SPEED TO 500 FT., COMMIT
+
POINT. 146k f-3A, -7)
157k (-524)
Flap^ 20 at 500 ft A/T Bug +1 Ok
+1 wind & gust
Flap 25 approaching threshold A/T Bug + gust
engines
Reverse idle if power asymmetric
+
BAOD
02-40-05
19 SEP.77
OVERGJÂS DIVISION

When a go-around is made with minimum fuel in any main
tank (900 kg.}:
ON
All Main Tank Boost Pumps
• Avoid nose high attitude.
FUEL JETTISON
• Inform A.T.C.
1ightning'discharge.
E
Fuel Feed TANK TO ENGINE
E
Fuel Crossfeed Valves CLOSE
E
Jettison Pumps ON
E
Center Wing Jettison Valves OPEN
E
Jettison Nozzle Valves OPEN
reserve or G.W. below 263,000 kg:
Jettison Transfer Valves OPEN
Reserve Valves — Below 263,000 kg. for
747 -7 or 289,391 kg. for
E
747-524
Fuel Quantity MONITOR E

n
rs V.
o
OJ
Z5
la
CO
CL
BAOD
02-40-06 19 SEP.77
747 FLYING MANUAL
British airways
OVIKtEAS DIVISION
ENGINFS INOPERATIVE
* Complete ENGINE FIFE or ENGINE FAILURE/

+ SHUTDOWN Checklist.
•Complete 1 or 2 GENERATORS INOPERATIVE Checklist.

'Declare an emergency.
•Land at the nearest suitable airfielA.
•Seriously consider re lighting an engine for
the approach and landing.

+.
Airspeed Bugs Vref+10 ALL
+
Procedure REVIEW ALL
Flaps 25 MAX
checkli sts.
+
Thrust GO-AROUND
•DO NOT ATTEMPT TO GO-AROUND AFTER THE LANDING
GEAR IS EXTENDED^ UNLESS A GREATER EMERGENCY
ARISES - IN WHICH CASE RAISE GEAR AND CONTINUE
DESCENT TO ACCELERATE FOR FLAP RETRACTION TO
5 BEFORE COmENCING CLIMB OUT.
Select flap one with field approach check

Select flap 5 downwind or 12 miles straight in
Select flap 10 on base leg or shortly before
final descent
Lower gear at interception of glideslope
Zero rudder trim above 500 ft
Select flap 20 at 500 ft
Select flap 25 approaching threshold
Reverse thrust on symmetric engines
Reverse idle if power asymmetric
BAOD
4 JUL,75 02,40.05
OVERSEAS DIVISION

tank:
+
All Main Tank Boost Pumps ON E
All Crossfeed Valves OPEN E
FUEL JETTISON
" Inform A.T.C.

•f
1ightning discharge.
I Do not transmit on H.F. when jettisoning.
* No Smoking unless aircraft is pressurised.

Jettison Pumps QN E
Reserve Valves (Below 263,000 kgs G.W.). ...OPEN
Fuel Ouantity MONITOR
•f
Jettison rate 2180 kg/min. +
3
O
3-
O)
3
IQ
fD
a.
BAOD 4 JUL.75
02.40.06
OVERSEAS DIVISION
2 fNGINES INOPERATIVE
Complete ENGINE FIRE or ENGINE FAILURE/SHUTDOUIJ

Cheaklist.
•Complete I or 2 GENERATORS INOPERATWE Cheaklist.

Land at the nearest suitable airfield.
Seriously consider re lighting an engine for the
Air Conditioning Packs MAX ONE ON
Auto Throttle Bugs Vref+10 ALL
Procedure REVIEW ALL
Flaps 25 MAX
Checklists.

Thrust GO-AROUND
'DO NOT ATTEMPT TO GO-AROUND AFTER THE LANDING An
IS EXTENDED^ UNLESS A GREATER EMERGENCY ARISES -■ IN
WHICH CASE RAISE GEAR AND CONTINm DESCENT TO

DESIRED SPEED
Flap 5 downwind or 12 miles A/T Bug + 40k
straight in
Flap 10 on base leg or A/T Bug + 20k
shortly before final descent
Lower Gear at interception of A/T Bug + 20k
glides lope
I wind & gust
Flap 25 approaching threshold A/T Bug + ^ wind
+ gust
Reverse thrust on synmetric
engines
-o
<0
cn
asymmetric
c
n3
-SZ
o
BAOD
02.40.05
10 JUN.77
OVERSEAS DIVISION

tank (900 kg.):
All Main Tank Boost Pumps
FUEL JETTISON
• Inform A.T.C.

Jettison Pumps ON E
reserve or G.W. below 263,000 kg:
Jettison Transfer Valves OPEN E
Reserve Valves — Below 263,000 kg. for
747 -7 or 289,391 kg. for
747-524 OPEN E
Fuel Quantity MONITOR £

BAOD
02.40.06 10 JUN.77
OVERSEAS DIVISION
2 FNGlNfS INOPERATIVE
'Complete ENGINE FIRE or ENGINE FAILURE/SHUTDOWN

Checklist.
rs
'Complete I or 2 GENERATORS INOPERATIVE Checklist.
+
'Land at the nearest suitable airfield.
'Seriously consider re lighting an engine for the
Air Conditioning Packs. MAX ONE ON E
Auto Throttle Bugs ALL
Flaps 25 r-lAX
Checklists.

Thrust . GO-AROUND
DO NOT ATTEMPT TO GO~AROUND AFTER THE LANDING GEAR

DESIRED SPEED
Flap 5 downwind or 12 miles
straight in
Flap 10 on base leg or g ^ Ôk
shortly before final descent ^
Lower Gear at interception of g^^ ^ 20k
glides lope
\ wind & gust
Flap 25 approaching threshold A/T Bug + | wind
+ gust
engines
■o

asymmetri c
c
03
-C
u
c
BAOD
23 OCT.76 02.40.05
OVERSEAS DiVtSION

tank (900 kgs):
E
All Main Tank Boost Pumps ON E
FUEL JETTISON
• Inform A.T.C.
Fuel Feed TANKTOENGINE E

Override/Jettison Pumps ON E.
Jettison Pumps ON E -t-

When inbd main tank fuel quantity equals ouxDa main plus
Reserve Valves (Below 263,000 kgs G.W.). . . . OPEN
Fuel Quantity , • • .MONITOR

BAOD 23 OCT.76
02.40.06
OVERSEAS DIVISION
ONE/TWO BOOST PUMPS IN ONE TANK

OR INBD CROSSFEED VALVE INOP
With oMtbd main tank boost pumps inop:
Jettison Transfer Valve (affected tank) OPEN E
• Fuel transfer capability limited to standpipe level.
With inbd main tank boost pump/pumps or inbd crossfeed

valve inop:
Jettison Pumps (affected tank) ON E
Center Wing Jettison Valve OPEN E
Fuel Crossfeed Valves AS REQUIRED E
• Fuel available with jettison pumps limited to standpipe

level.
•o
lU
(/>
r- *
>
<u
lU
1 JUN.75 BAOD
02.40.07
OVERSEAS DIVISION
ELECTRICAL SMOKE OR
Oxygen Mask and Regulators (if required). ON, 100% ALL

Crew Communications ESTABLISH ALL
Smoke Goggles (if required) ON ALL
Pack Valve Switches 1'
Cabin Altitude (Max 10,000 ft,
if required) INCREASE E
Pressurization Rate (if required)INCREASE E
If smoke source can be located:
Electrical Power (Affected Equipment). .REMOVE ALL
If smoke source cannot be located:

Galley Power OFF E
Humidifiers OFF E
Gasper and Recirculating Fans OFF E
If smoke continues:
Circuit Breaker Panels. CHECK
If smoke continues:
DC Bus Isolation Relays OPEN E

Bus Tie Breakers TRIP E
Pilots' Panels CHECK C,P
Flight Engineer's Panel . CHECK E
If smoke continues:
All Unnecessary Equipment OFF ALL
• LAND AT NEAREST SUITABLE AIRPORT.

• Main busses or radio and flight instrument busses may
be de-energized on an individual one at a time basis.
HIGH OR RISING CSD OIL TEMPERATURE

Generator Breaker TRIP E
CSD PRESS Light CHECK E
Generator Frequency CHECK E
CSD Oil Temperature CHECK E
If frequency or voltage low or erratic or if oil temperature is

increasing or reaches red radial (145<^C):
CSD DISCONNECT E
"O
re
rP
<
2.
BAOD 1 JUN.75
02.40.08
OVIRSEAS DIVISION
1 OR 2 GENERATOR(S) INOPERATIVE
Split System and Bus Tie Breakers CLOSE E
Electrical Loads WITHIN LIMITS E
High Load Items:

• Galley Power
• Recirculating Fans & Humidifiers
• Upper Deck Heat
• Passenger Entertainment
• Gasper Fan
• Passenger Cabin Lights
• Ovrd/Jett Pumps
• Window Heat
• Boost Pumps (one per engine required).
3 GENERATORS INOPERATIVE
All Unnecessary Equipment. ... , OFF ALL

Split System and Bus Tie Breakers, CLOSE E
V J
LOSS OF ALL GENERATORS |

Battery CHECK ON E
Standby Power. ON E
Fuel Crossfeed Valves OPEN E
1 If engine start required: (All engines inoperative)

Start Levers CUTOFF P
Airplane Altitude. 1 ELOW 30,000 FT
B C
Airspeed. . . . MIN 250KIAS C
Standby Ignition . . IGN 1 OR IGN 2 E
Start Levers IDLE P
If engines are running:

Split System and Bus Tie Breakers TRIP E
DC Bus Isolation Switches OPEN E
Generator Fields CLOSE E
"O
Essential Power . , ESTABLISH E
a;
(A
Generator Breakers. CLOSE E
>
DC Bus Isolation Switches CLOSE E
OJ V
<D
+J
<U
I'tt
C_}
1 JUN.75
02.4
British airways
747 FLYING MANUAL OVERSEAS DIVISION ^
SINGLE HYDRAULIC SYSTEM

LEAK OR LOSS
Air Pump OFF E
Engine Pump DEPRESSURI2E E
If leak continues:
Engine Pump SUPPLY OFF E
•If hydraulic fluid quantity steady restore hy-
(kauiic system using air pump only,provided
leek does not continue.
• Complete applicable checklist items and note
advisory items for the systems lost
System 1
Autopilot "C" OFF C
+
Grd Safety Relay ON Light CHECK E
(If illuminated use alternate procedure for Ground
Safety Relay Light Illuminated in Fiight).
Trailing Edge Flaps ALT EXT P

Nose Gear ALT EXT P
Body Gear ALT EXT P
• Nose and body gear steering inoperative.

• SEC SYS 1 brake source inoperative.
• Left outboard elevator inoperative.
System 2
Autopilot "B" OFF
• Stabilizer trim rate reduced.
• Spoilers inoperative as placarded.
• Reserve brakes inoperative.
System 3
Autopilot "A" OFF
e Stabilizer trim rate reduced.
System 4
Grd Safety Relay ON Light.. ....CHECK

Safety Relay Light iiiuminated in Flight).
Wing Gear ALT EXT P
Brake Pressorelndic'alor. .CHECK E
WITH BRAKE PRESSURE NORMAT o
Normal Brake Source SEC SYS 1 E o
3
WITH LOSS OF BRAKE PRESSURE T3
Reserve Brake Valve OPEN ro

C r+
ro
• Do not use auto-bfake system.

• Spoilers inoperative as placarded. 73
<0
• Right outboard elevator inoperative.
• PRm SYS 4 brake source inoperative. I/)
(0
a.
BAOU
1 JUN.75
02.40.10
OvmSIAS DIVISION
1 OR 2 GENERATOR(S) INOPERATIVE
Electrical Loads WITHIN LIMITS E
High Load Items;

• Galley Power
• Recirculating Fans & Humidifiers
• Upper Deck Heat
• Passenger Entertainment
• Gasper Fan
• Passenger Cabin Lights
• Ovrd/Jett Pumps
• Window Heat
• Boost Pumps (one per engine required).
3 GENERATORS INOPERATIVE
All Unnecessary Equipment OFF ALL

LOSS OF ALL GENERATORS
Battery CHECK ON E
Standby Power. ON E
Fuel Crossfeed Valves . .. . OPEN E
I If engine start required: (All engines inoperative)

Start Levers CUTOFF P
.28,000 FT OR BELOW C
Airplane Altitude
MIN 250 KIAS C
Airspeed . .
(-524) MAX 270 KIAS
AT 28,000 FT.
Standby Ignition (—7) . . . . . . IGN 1 OR IGN 2 E
Standby Ignition (—524) , . ON E
Start Levers IDLE P
if engines are running:

1 Split System and Bus Tie Breakers TRIP E
DC Bus Isolation Switches . OPEN E
Generator Fields CLOSE E
Essential Power ESTABLISH E
Generator Breakers CLOSE E
DC Bus Isolation Switches . CLOSE E
L A
10 JUN.77 02.40
British airways
lUl FLYING MANUAL OVERSEAS DIVISION
SINGLE HYDRAULIC SYSTEM

LEAK OR LOSS
Air Pump OFF E
Engine Pump DEPRESSURIZE E
If leak continues;
Engine Pump SUPPLY OFF
• If hydraulic fluid quarjtity steady restore hy
draulic system using air pump only, provided
leak does not continue.
• Complete applicable checklist items and note
advisory items for the systems lost.
System 1
Autopilot "C" OFF C
Grd Safety Relay ON Light CHECK E

Safety Relay Light Illuminated in Flight).

Nose Gear ALT EXT P
Body Gear ALT EXT P
• Nose and body gear steering inoperative.

• SEC SYS 1 brake source inoperative.
• Left outboard elevator inoperative.
System 2
Autopilot "B" OFF

• Reserve brakes inoperative.
System 3
Autopilot "A" OFF
System 4
Grd Safety Relay ON Light CHECK

Safety Relay Light Illuminated in Flight).

Wing Gear ALT EXT P
Brake Pressure Indicator CHECK E
WITH BRAKE PRESSURE NORMAL
Normal Brake Source SEC SYS 1 E
WITH LOSS OF BRAKE PRESSURE
3
Reserve Brake Valve OPEN C o
• Do not use auto-bralce system.

iO
• Spoilers inoperative as placarded. fD
Cl
• Right outboard elevator Inoperative.
• PRIM SYS 4 brake source inoperative
BAOD
10 JUN.77
02.40.10
OVERSEAS DIVISION
r\
++-"
• Complete SINGLE HYDRAULIC SYSTEM LEAK OR LOSS

Checklist.
• With two hydraulic systems inoperative, land at the nearest

suitable airport.
• With loss of systems 1 and 4:
Open reserve brake source before landing.
Use manual speed brake operation.
Use manual braking (if auto-brakes installed).
• Set airspeed bugs at Vpi^p + 20 for landing.
rs • Use flaps 25 for landing.
• Crosswind iimit is 20 knots.
T3
O)
</>
•i—
>
Q)
oe:
O)
o
o
-¥■
1 JUN.75
02.
OViRSEAS DIVISION
^ +
UNSCHEDULED STABILIZER TRIM
Stabilizer Hydraulic Shutoft Switches . . ..CUTOUT
Autopilot DISENGAGE
• Use JAMMED STABILIZER LANDING or RE-

ESTABLISHMENT OF STABILIZER TRIM
Checklists.
RE-ESTABLISHMENT OF STABILIZER TRIM

STAB TRIM Electric Control C/B
(P-12 Panel) PULL E
Stabilizer Hydraulic Shutoff
Switches EITHER SWITCH TO NORM C
Manual Trim Levers . . .CHECK TRIM OPERATION C
If trim not normal:

Stabilizer Hydraulic Shutoff Switches PLACE
SHUTOFF SWITCH TO CUTOUT AND OTHER
SWITCH TO NORM C
Manual Trim Levers ...CHECK TRIM OPERATION C
If trim still not normal:

Stabilizer Hydraulic Shutoff
Switches BOTH IN CUTOUT
•Use JAMMED STABILIZER LANDING checklist.
o
o
3
•a
<t>
d-
70
0)
<
V>
m
o.
BAOD
02.40.12 1 J11N.7S
OVERSEAS DIVISION
ALTERNATE LEADING EDGE FLAPS

Leading Edge Flaps ARM P
Alternate Extension/Retraction. .COMPLETE P
A
'Leave alternate leading edge flaps arm
switch in ARM and directional switches UP
or DOWN position to prevent inadvertent
pneumatic operation.
ALTERNATE TRAILING EDGE FLAPS

Do not use with an asymmetry trip.
Trailing Edge Alternate Flaps
Arm Switch ARM P
EXTENSION:
Flap Lever LANDING FLAPS P
•Observe placard limit speed of 160 KIAS

while extending flaps from 25 to 30
positions.
Alternate Flap Extension. , GREEN P/E

'LIGHTS
'Use Normal Landing Checklist.

RETRACTION:
Flap Lever UP DETENT P
Alternate Flap Retraction . UP, NO LIGHTS P/E
Arm Switch OFF
'Use Normal After Take-off Checklist.

A
5 DEC.75 BAOD
02.40.13
OVERSEAS DIVISION
ASYMMETRICAL/SPLIT TRAILING
EDGE FLAPS
Handling reference 101-64-02
IF OUTBOARD AND/OR INBOARD SETS OF FLAPS

FAIL TO EXTEND TO SELECTED POSITION AND
FLAP INDICATOR L & R NEEDLES ARE IN
AGREEMENT.:
Trailing Edge Alternate Arm Switch. . ARM P
Affected Trailing Edge Directional
Switch(es). . DOWN THEN OFF AT SELECTED
FLAP SETTING P
Trailing Edge Alternate Arm Switch. . OFF P
WITH AFFECTED FLAPS REPOSITIONED TO SELECTED
FLAP POSITION EXTEND T.E. FLAPS NORMALLY
OR IF DESIRED USE ALTERNATE EXTENSION.
•DO NOT USE ALTERNATE TRAILING EDGE FLAP
SYSTEM WITH AN ACTUAL ASYMMETRY TRIP.
IF INDICATION OF FLAP ASYMMETRY OR SPLIT

FLAP CONDITION STILL EXISTS:
Airspeed Bugs (landing) . . . . Vref+20 all
Leading Edge Flaps (as
necessary) EXTEND/RETRACT P
Operating Trailing Edge Flaps . . . . .30 P
I Observe inflight minimum idle RPM.

When selecting landing flaps with inboard
flaps inoperative, a nuisance stick shaker
may occur.
ONE OR MORE LEADING EDGE

FLAPS INOP
•Complete ALTERNATE LEADING EDGE FLAP

OPERATION Checklist.
If one or more leading edge flaps still inop:

Airspeed Bugs (Landing) Vref+20 ALL
Trailing Edge Flaps 25-25 P
BAOD 5 DEC.75
02.40.14
OVERSEAS DIVISION

•Leave alternate leading edge flaps arm


Do not use with an asymmetry trip.
Arm Switch ARM P
EXTENSION:

positions.

" LIGHTS
*Use Normal Landing Checklist.
RETRACTION:
Arm Switch OFF
*Use Normal After Take-off Checklist.
"O
0)
C;
c
(O
-C
u
c
BAOD
10 JUN.77 02.40.13
747 FLYING MAiiUAL British airways
OVERSEAS OIVISiON
ASYMMETRICAL TRAILING EDGE FLAPS

CAUTION: DO NOT USE ALTERNATE TRAILING EDGE FLAP SYSTEM.
Airspeed Bugs (for landing) VreF ^

Leading Edge Flaps EXTENDED P
If required, uSe alternate leading edge flap checklist
for extension.
Operating Trailing Edge Flaps 30 P

♦GRD IDLE light may be inoperative. Maintain
a minimum of 55' N-] (-7) or 40% N] (-524)
•With inboard flaps inoperative, limit bank angle on
final approach to 15 degrees or stick shaker opera
tion may occur,
NOTE: Do not exceed flap placards.
SPLIT TRAILING EDGE FLAPS

If required, use alternate leading edge flap check
list for extension.
Trailing Edge Flaps AS REQUIRED P

Use alternate trailing edge flap checklist to
extend/retract flaps to desired position.
* If TE flaps are retracted to zero, LE flaps may

be retracted by normal or alternate system.
NOTE: Do not exceed flap placards.
IF^PLIT FLAP CONDITION CANNOT BE CORRECTED:
Airspeed Bugs (for landing) Vref ■*" 20 ALL

*GRD IDLE light may be inoperative. Maintain a
minimum of 55% N] (-7) or 40% N] (-524)
•With inboard flaps inoperative, limit bank angle on
final approach to 15° or stick shaker operation may
occur.
O
g
-a
CD
ri"
CD
yo
a>
<
CO
Q-
BAOD
02.40.14 10 JUN.77
OVERSEAS DIVISION



' Do not use with an asymmetry trip.
Arm Switch ARM P
EXTENSION:

positions.

" LIGHTS

RETRACTION:
Arm Switch OFF
XJ
<D
cn
c
fO
sz
L)
c
23 OCT.76 BAOD
02.40.13
747 F LYING MANUAL British airways
OVfRSlAS DIVISION

Airspeed Bugs (for landing). Vref + 20 ALL

If required, use alternate leading edge flap
checklist for extension.
*GRD IDLE light may be inoperative. Maintain a

minimum of 55% N-].
•With inboard flaps inoperative, limit bank angle
on final approach to 15 degrees or stick shaker
operation may occur.
NOTE: DO NOT EXCEED FLAP PLACARDS.

Leading Edge Flaps EXTENDED

Trailing Edge Flaps AS REQUIRED

•if TE flaps are retracted to zero, LE flaps

may be retracted by normal or alternate
system.
IF SPLIT FLAP CONDITION CANNOT BE CORRECTED:
Airspeed Bugs (for landing) Vref + 20 ALL

O
O
•GRD IDLE light may be inoperative. Maintain B
■o
a minimum of 55% N-]. n>
•With inboard flaps inoperative, limit bank n>
angle on final approach to 15° or stick
shaker operation may occur.
Use DESCENT-APPROACH and LANDING Checklists o
<
on next page.
n>
o.
BAOD
02.40.14
23 OCT.76
OVERSEAS DIVISION



' Do not use with an asymmetry trip.
Arm Switch ARM P
EXTENSION:

positions.

" LIGHTS
RETRACTION:
Arm Switch OFF
-o
O)
o
o
c:
BAOD
28 JAN.77
02.40.13
OVERSEAS DIVISION
Airspeed Bugs (for landing) Vrep + 20 ALL

•GRD IDLE light may be inoperative. Maintain a

minimum of 55% N-].
•With inboard flaps inoperative, limit bank angle
on final approach to 15 degrees or stick shaker
operation may occur.

Leading Edge Flaps EXTENDED

Trailing Edge Flaps AS REQUIRED

*If TE flaps are retracted to zero, LE flaps

may be retracted by normal or alternate
system.
IF SPLIT FLAP CONDITION CANNOT BE CORRECTED:
Airspeed Bugs (for landing) Vref + 20 ALL

O
•GRD IDLE light may be inoperative. Maintain fD
a minimum of 55% N-]. CD

r+
•With inboard flaps inoperative, limit bank O
angle on final approach to 15° or stick 3
shaker operation may occur.

Use DESCENT-APPROACH and LANDING Checklists
on next page.
BAOD
02.40.14
28 JAN.77
British airways 747 flying manual
OVfRSEAS DIVISION

FLAPS INOP
•Complete ALTERNATE LEADING EDGE FLAP

Airspeed Bugs (landing) Vref + 20 ALL

Trailing Edge Flaps , 25-25 P
JAMMED STABILIZER LANDING
•Maintain in-trim airspeed

Handling reference 101-64-01.
Airspeed Vref + 20 ALL

Flaps 25, 25, GREEN LIGHT P
•Complete NORMAL DESCENT-AP'PROACH and

LANDING Checklists.
CONTROLLABILITY WITH ALL ENGINES

WINDMILLING
I Minimum airspeed 160 KIAS or maneuvering speed to
flap setting which ever is greater.
Do not attempt to operate flaps or landing gear.
BAOD
23 OCT.76 02.40.15
■747 FLYING MANUAL British airways
OVERSEAS DIVISION
PARTIAL MAIN GEAR LANDING
Complete ALTERNATE LANDING GEAR EXTEN

SION Checklist.
IF BODY GEAR NOT EXTENDED;

(Land on available gear)
Aural Warn Circuit Breaker {P-6) PULL

• If neither body gear Is extended the airplane may
tip tail dovyn when on the ground.
• Do not use AUTO-BRAKE system.
• Complete NORMAL DESCENT-APPROACH
and LANDING Checklists.
• Do not activate Body Gear Steering.
IF ONE WING GEAR NOT EXTENDED:

(Retract both wing gear)
Gear Lever DOWN

Hydraulic System 1 OEPRESSURIZE
Gear Lever UP
Gear Lever OFF
Hydraulic System 1 PRESSURIZE
Hydraulic System 4 DEPRESSURIZE
Gear Lever DOWN, IN
Body & Nose Gear DOWN, GREEN LIGHTS
Normal Brake Source SEC SYS 1
Aural Warn CB (P-6) PULL
Trailing Edge Flaps ALT EXT
Auto-Brake Switch OFF
(if installed)
• If the airplane is landed with one wing gear

retracted, the airplane tilts away from the
extended wing gear.
3
O
3"
CU
3
rD
CL
BAOD 23 OCT.76
02.40.16
iBritish aiiways 747 FLYING MANUAL
overseas division
FLAPS INOP
"Complete ALTERNATE LEADING EDGE FLAP


ALL
Airspeed Bugs (landing) Vref + 20 P
Trailing Edge Flaps 25-25
'Maintain in-trim airspeed
ALL
Airspeed 1/REF 20 P
Flaps . 25, 25. GREEN LIGHT
•Complete NORMAL DESCENT-APPROACH and
LANDING Checklists.

WINDMILLING
• Minimum airspeed 160 KIAS or maneuvering speed to
. Do not attempt to operate flaps or landing gear.
C
o
O)
O)
Q
BAOD
02.40.15
28 JAN.77
OVERSEAS DIVISION

SION Checklist.
IF BODY GEAR NOT EXTENDED:

Aural Warn Circuit Breaker (P-6) PULL

• If neither body gear is extended the airplane may
tip tail down when on the ground.

Gear Lever DOWN P

Hydraulic System 1 DEPRESSURIZE E
Gear Lever UP P
Gear Lever OFF P
Hydraulic System 1 PRESSURIZE E
Gear Lever DOWN, IN P
Body & Nose Gear DOWN,GREEN LIGHTS E
Aural Warn CB (P-6) PULL E
(if installed)
extended wing gear.
o
3-
OJ
3
m
<x>
a.
28 JAN.77
BAOD
02.40.16
OVERSEAS OIViSIOK
•Maintain in-trim airspeed

+
Handling reference 101-64-01.
Airspeed VreF+20 ALL

Flaps 25, 25, GREEN LIGHT P
•Complete NORMAL DESCENT-APPROACH and

LANDING Checklists.
r^
■+

WINDMILLING
• Minimum airspeed 160 KIAS or maneuvering speed to
• Do not attempt to operate flaps or landing gear.—
T3
Ol
</5
•r"
>
0)
C3C
>>
4->
o
r—"
Q.
1 JUN.7c BAOD
02.40.15
OVERSIAS DIVISION

SION Checklist.
IF BODY GEAR NOT EXTENDED:

Aural Warn Circuit Breaker (P-6) PULL

• If neither body gear is extended the airplane may
tip tail down when on the ground.

Gear Lever DOWN P

Gear Lever UP P
Gear Lever OFF P
Hydraulic System 1 PRESSURIZE E
Gear Lever DOWN,IN P
Body & Nose Gear DOWN,GREEN LIGHTS E
Aural Warn CB (P-6) PULL E
Trailing Edge Flaps. ALT EXT P
(if installed)

extended wing gear.
o
o
3
-a
(D
<-»■
n>
TO
n
<
l/>
ft)
o.
BAOD 1 JUN.75
02.40.16
OVmSEAS DIVISION
uVLR W f IGHT CANaiN G
•Avoid bank-angles greater than 30

•Set airspeed bugs at VREF+10 for landing.
•Use flaps 25 for landing.
ALTERNATE LANDING GEAR EXTENSION

Gear Lever . OFF P
Alternate Gear Extend . . . . HOLD IN EXT
Switches 5-10 SECONDS THEN ARM P
•If gear falls to extend repeat procedure

with Gear Lever DOWN.
Gear Lever DOWN
•Maximum airspeed 270 KIAS, with doors open.
I^
1
I cn
I c:
I <a
I JC
I o
I c
I =>
BAOD
27 IEB.76 02.40.17
■N
747 FLYING MANUAL
British airways
OVERSEAS DIVISION
RAPID DEPRESSURIZATION
Oxygen Masks & Regulators ON, 100% ALL

Crew Communications ESTABLISH ALL
Isolation Valve (either) CLOSE E
Pack Valves OPEN E
Outflow Valves CLOSE E
Emergency Descent (if required).. INITIATE C
Passenger Oxygen (if required) ON E
C^bin Signs c
PA Announcement ..IF REQUIRED •P
EMERGENCY DESCENT
Ignition (Sys 1 or Sys 2) ..f=LT START E

Thrust Levers CLOSE C
Speed Brakes FLIGHT DETENT C
Landing Gear(On Placard Speed) DOWN P
Autopilot DISENGAGE C
Descent INITIATE C
Jarget Speed M.82 OR 320 KIAS C
Safety Heights .CHECKED ALL
DUCT PRESSURE LOW
Pack Valves OPEN E

Isolation Valves CLOSE E
If both duct pressures return to normal:
No. 2 Pack Valve CLOSE E
• If required accomplish TRIM AIR VALVE(MAS
TER) CLOSED alternate operation.
If one duct pressure remains low:
Isolation Valve (normal side) OPEN E
Bleed Air Valves(low side) CLOSE E
Pack Valve (low side) CLOSE E
• Use ALTERNATE LEADING EDGE FLAP OPERA
TION checklist.
• Initiate LE. Extension just prior to T.E. Flaps. Ini
tiate L.E. Retraction just prior to retracting T.E. from
Flaps 5.
• Complete NORMAL DESCENT-APPROACH and
LANDING Checklists.
BAOD
02.40.18 27 JEB.76
OVIRSEAS DIVISION
OVER WET LANDING
•Avoid bank-angles greater than 30

•Set airspeed bugs at VREF+10 for landing.
Gear Lever . OFF P

•If gear fails to extend repeat procedure

with Gear LeVer DOWN.
Before initiating a second extension with landing
gear lever in the DOWN position, the Alternate
Gear extend switches should be left in the ARM
position at least 30 seconds for main and
90 seconds for the nose gear.
Gear Lever. .DOWN
TJ
o>
C
ns
JC
(_>
c
T
19 SEP.77 BAOD
02-40-17
OVERSEAS DIVISION
ALL
Oxygen Masks & Regulators. . . ON, lOO^^)
Crew Communications • .ESTABLISH ALL
E
Isolation Valve (either) CLOSE
E
Pack Valves OPEN
E
Outflow Valves CLOSE
C
Emergency Descent (if required) INITIATE
Passenger Oxygen (if required) - ON E
Cabin Signs ON C
P
PA Announcement REQUIRED
EMERGENCY DESCENT
Ignition (Sys 1 or Sys 2) ■ ■ .FLT START P

P
Landing Gear (On Placard Speed) DOWN
C
Descent INITIATE
c
Target Speed M.82 OR 3^0 KIAS
Safety Heights CHECKED ALL
DUCT PRESSURE LOW
Pack Valves ^
If both duct pressures return to normal:


TER) CLOSED alternate operation.

Bleed Air Valves (low side). CLOSE E

TION checklist.
• Initiate L.E. Extension )ust prior toT.E. Flaps. Ini
Flaps 5.
LANDING Checklists.
BAOD 19 SEP.77
02-40-18
OVCRSEAS DIVISION
[•Avoid bank-angles greater than 30"

O V E R W EIG HI i A N DING
•Set airspeed bugs at VREF+lO for landing.


Gear Lever OFF P
•If gear fails to extend repeat procedure

with Gear Lever DOWN.
Before initiating a second extension with landing
gear lever in the DOWN position, the Alternate
Gear extend switches should be left in the ARM
position at least 30 seconds for main and
90 seconds for the nose gear.
Gear Lever. .DOWN
BAOD
12 AUG.76
02.40.17
OVERSEAS DIVISION
Oxygen Masks & Regulators ON, 100% ALL

Crew Communications . . . .ESTABLISH ALL
Isolation Valve (either) CLOSE E
Pack Valves OPEN E
Outflow Valves CLOSE E
Emergency Descent (if required). . iTmitiate C
Passenger Oxygen (if required) ON E
Cabin Signs ON c
PA Announcement .. IF REQUIRED P
EMERGENCY DESCENT
Ignition (Sys 1 or Sys 2) FLT START E

Landing Gear (On Placard Speed) DOWN P
Descent INITIATE C
Target Speed M.82 OR 320 KIAS C
Safety Heights CHECKED ALL
-— y
DUCT PRESSURE LOW
Pack Valves OPEN E

if both duct pressures return to normal:


TER.* CLOSED alternate operation.

Bleed Air Valves (low side) CLOSE E
TION checklist.
• Initiate L.E. Extension just prior to T.E. Flaps. Ini
Flaps 5.
LANDING Checklists.
BAOD
02.40.18 12 .AUG.76
OVIRSfAl OIVIBION
WING OVERHEAT
Overheat Detector Switch - if fitted
(affected wing) SYS 1 then SYS 2
If light remains illuminated in both positions,
accomplish the Wing Overheat procedure
below.
If light extinguishes in either position,

leave detector switch in the extinguished
position and test system; if test is normal
operate in that position. If test is not
normal, accomplish the Wing Overheat
procedure below.
Pack Valves OPEN
Isolation Valve (affected side) CLOSE
Bleed Air Valves (affected side) CLOSE
IF STRUT OVERHEAT LIGHT EXTINGUISHED (-524) OR
IF WING OVERHEAT LIGHT EXTINGUISHES (-3A/-7)
•Use ALTERNATE LEADING EDGE FLAP
OPERATION checklist. Initiate L.E. Ex
tension just prior to T.E. Flaps. Initiate
L.E. Retraction just prior to retracting
T.E. from Flaps 5.
IF OVERHEAT CONTINUES AFTER 5 MINUTES
AND FLIGHT CONDITIONS PERMIT:
Engine Thrust Settings (affected
side) REDUCE ONE ENGINE AT A TIME
TO IDLE FOR 5 MINUTES
IF OVERHEAT IS ISOLATED TO ONE
ENGINE STRUT AREA:
•Restore pnuematic pressure to remainder of
system.
IF OVERHEAT CANNOT BE ISOLATED:
•Leave isolation and bleed air valves closed.
Reducing thrust settings will lower any pos
sibility of strut damage.
L.E. Retraction just prior to retracting T.E.
from Flaps 5.
STRUT OVERHEAT
Bleed Air Switch (affected engine) CLOSE
If flight conditions permit:

Thrust Lever (affected engine) . . REDUCE TO IDLE
•If STRUT OVHT light extinguishes operate at thrust
levels where light remains extinguished.
•If STRUT OVHT light remains illuminated operate
at reduced thrust settings.
BAOD
10 JUN.77 02.40.19
OVERSEAS DIVISION
LOSS OF EQUIPMENT COOLING

No airflow light iUuminated:
Blower Selector ALTERNATE E
No Airfknw Light RESET
If no airflow light remains illuminated or re-illuminates:
EciuiiKreot Cooling Valve SMOKE E
TR Unit Loads MAX 54 AMPS E
• Continue flight with no airflow light illuminated.
PACK(S) TRIP
Pack Valves OPEN E
Pack Selector Switch PRESS E
ACM Ootlet and Compressor Discharge
Temperatures MONITOR E
Bypass, inlet and Exit Door Indications . . .. CHECK E
If door and bypass valve positions and pack temperatures are

normal:
Pack Reset Switch PRESS E
If pack fails to reset, retrips, or door and bypass valve posi

tions are not normal:
Pack Control Switch MAN E
Turbine Bypass Valve . . .. POSITION MID RANGE E
Exit and Inlet Doors CHECK FULL COOL E
• If exit and inlei doors not in full COOL position dis

continue procedure for the affected pack. Close
pack valve and position inlet door to full heat.
Pack Reset Switcfi PRESS E

Manual Temperature Switch AS REQUIRED E
Pack Control Switch AUTO E
3
O
:3-
cu
fD
Cl
BAOD
02.40.20 10 JUN.77
British aimvays 747 FLYING MAfWAL
OVERSEAS DIVISION
WING OVERHEAT

below.

procedure below.
Pack Valves OPEN E
Isolation Valve (affected side) CLOSE E

Bleed Air Valves (affected side) CLOSE E
IF OVERHEAT LIGHT EXTINGUISHES:

• Use ALTERNATE LEADING EDGE FLAP
T.E.from Flaps 5.
IF OVERHEAT CONTINUES AFTER 5
MINUTES AND FLIGHT CONDITIONS
PERMIT:
side). . . . REDUCE ONE ENGINE AT A TIME
ENGINE STRUT AREA:
• Restore pneumatic pressure to remainder of
system.
• Leave isolation and bleed air valves closed.
13
Q) from Flaps 5.
M
-s
5
BADD
12 AUG.76 02.40.19
OVERSEAS DIVISION
LOSS OF EQUIPMENT COGLING

No airflow light illuminated;
No Airflow Light RESET E
f

Equipment Cooling Valve SMOKE E

PACK{S) TRIP
Pack Valves OPEN E
ACM Outlet and Compressor Discharge
Bypass, Inlet and Exit Door Indications . . . . CHECK E

normal:

Pack Control Switch MAN E

Turbine Bypass Valve . . . . POSITION MID RANGE E
4•
• If exit and inlet doors not in full COOL position dis
pack valve and position inlet door to full heat.

Manual Temperature Switch AS REQUIRED E
BAOD
02.40.20
12 AUG.76
P-.
&itish airwsvs 7U7 FLmG MAN^L
OVERSEAS DIVISION
AUTO PRESSURIZATION
CONTROL FAUURE
IF GROIWD SAIETY RELAy LXOir ILLUMINMTIl:
' Refer to GROUND SAIETY RELAf LIGHT TTJIIMTNATRTt
IN FLIGHr procedure before cojipleting this
pixxedure.
IF AUTO FAIL WARNING LIGHT lUiUMrNATED OR ABNORMAL
PRESSURIZATION CONTROL:
Pressurizaticn ^fc>de SviLtch
Oirtflow Valve Manual
Control Svdtches .OPEN/CLOSE
Initially position valves between
3/4 and full closed and then make
small adjustments to control cabin.
Cabin Altitude T^ ADJUST
Set to controlled cabin altitude.
Pressurizaticn Rbcte Selector AUTO
IF CABIN STABILIZES:
Cabin Altitude T^)e ADJUST

Select (jesired cabin altitvide.
IF AFTER 30 SECONES IN AUTO MDEE CABIN
ALTITUEE DOES NOT STABILIZE OR RECURR
ENCE OF PROBLEM IS EVIIENT:
Pressurizaticn Mode Selector MAN

Outflow Valve Manual
Control Switches OPEN/CLOSE
aIrIx^NDITIONING SMOKE
1 ^ Oxygen Masks and Regulators (if required) ON, 100% ALL
Crew Communication ESTABLISH ALL
r\ Pack Valves . OPEN E
Cabin Altitude âxl0,000 Ft) INCREASE Ê
Pressurizaticn Rate (if required) INCREASE E
Humidifiers ..OFF E
Gasper and Recirculating Fans OFF E
T)
(U Upper Deck Heat OFF E
CO
Pack Valve (overheated pack) CLOSE E
a If smoke continues:
Bleed Air Valves 1 and 2 CLOSE E
Pack Valve 1 CLOSE E
If smoke continues:
Bleed Air and Pack Valves OPEN E
Bleed Air Valves 3 and 4 CLOSE E
If smoke continues:
Bleed Air and Pack Valves OPEN E
BAOD
27 FEB.76 02.W.21
747 FLYING MANUAL British airwaiys
OVERSEAS DIVISION
APU FIRE
APU Fire Switch PULL E

Fire Bottle DISCHARGE E
WHEEL WELL FIRE
Landi ng Gear DCHVN P

Doors OPEN P/E
(Select UP momentarily, then OFF to OPEN
doors}.
Brake Overheat Indicators. ... . MONITOR E
S
%
o.
BAOO
02.40.22 27 IEB.76
British airways 747 mflNG MANUAL
OVIRSEAS OIVIKIOH
WING OVERHEAT

below.

procedure below.
Pack Valves 0PE3^ E
Isolation Valve (affected side) CLOSE E
Bleed Air Valves (affected side) CLOSE E
IF OVERHEAT LIGHT EXTINGUISHES:
T.E.from Flaps 5.
IF OVERHEAT CONTINUES AFTER 5
MINUTES AND FLIGHT CONDITIONS
PERMIT:
side). .. . REDUCE ONE ENGINE AT A TIME
ENGINE STRUT AREA:
• Restore pneumatic pressure to remainder of
system.
•Leave isolation and bleed air valves closed.
X}
(U
(0
from Flaps 5.
BADD
27 FEB.76
02.40.19
OVERSEAS DIVISION
+"
LOSS OF EQUIPMENT COOLING

No airflow light illuminated: +

No Airflow Light RESET ,E

Equipment Cooling Valve SMOKE E

PACK(S) TRIP
Pack OPEN g_
ACM Outlet and Compressor Discharge
Bypass, Inlet and Exit Door Indications....CHECK E
normal:
Pack Reset Switch PR gss E
Pack Control Switch (VIan E
Turbine Bypass Valve .... POSITION MID RANGE E
• If exit and inlet doors not in full COOL position dis
pack valve and position inlet door to fuel heat.

Manual Temperature Switch AS REQUI RED E
BAOD
02.40.20
27 FEB.76
OVERSEAS DIVISION
LOW ER FWD CARGO FIRE'
Compartment Selector . FWD

Fire Bottle No. 1 DISCHARGE
Airplane Altitude. . . . MEA, 14,000 FT OR BELOW

Air Conditioning Packs . , MAX ONE ON
Zone 1 Recirculating Fan .CHECK OFF
Pressurization Mode . . . , MAN
Cabin Altitude EQUAL TO AIRPLANE
Outflow Valves . . . . MINIMUM OPEN
.After one hour:
LOWER AFT CARGO FIRE
Compartment Selector AFT

Fire Bottle No. 1 . . . . DISCHARGE
Airplane Altitude. . . . 23,000 FT

Cabin Altitude .. . 10,000 FT
Air Conditioning Packs . . MAX ONE ON
Equipment Cooling Valve SMOKE
After one hour:
T5
(U
{/)
•r—
>
Q)
OC
O)
+->
<U
1 JUN.75 BAOD
02.40.23
747 FLYING MANUAL British ainvays
OVERSEAS DIVISION
COCKPIT SMOKE EVACUATION
Oxygen Masks & Regulators ON 100% ALL

Cockpit Door CLOSED E
Crew Cormunications ESTABLISH ALL
Auto Pilot (if required) ENGAGE C
'If smoke source is outside of cockpit area,

complete UPPER AND MAIN DECK SMOKE EVACUATION.
Cabin Signs ON E
Pack Valves OPEN E
Cabin Altitude (Max 10,000 ft) . , . .INCREASE E
Pressurisation Rate Switch INCREASE E
*If smoke source is identified as air conditi

oning or electrical smoke or fire, complete
appropriate drill. If smoke source cannot be
identified proceed as follows:
Bleed Air Valves Switches . . . .OPEN E

Duct Isolation Valves Switches . . . . . .OPEN E
Gasper Fan Switch E
No.l Recirculating Fan Switch
(if Installed) E
Equipment Cooling Valve Switch . . , . . SMOKE E
Gasper Outlets ALL
Foot Air, Windshield Air and
Overhead Air Outlets . .MAX FLOW ALL
*If smoke persists or is severe and smoke

source determined to be in cockpit:
Smoke Evacuation Port. .OPEN
*If smoke still severe;
Airplane Altitude. . BELOW 14,000 FT OR TO MEA C

Pressurisation Mode Switch MAN E
Outflow Valve Manual Control Switches. . .OPEN E
Airspeed BELOW 200 KIAS C
Crew Escape Hatch (when depressurised) . .OPEN E
'With smoke evacuated, close crew escape hatch

and smoke evacuation port, as applicable.
O
o
3
n>
a>
CO
<
CO
(0
CL
BAOD 1 JUN.75
02,40.24
OVERSEAS DIVISION
CHAPTER 6 AIR COND. AND PRESSURIZATION
For Pack Trip Procedure (Refer to Chapter 3)

One Pack Operation 06.20.01
Zone Overheat Light niuminated 06.20.01
Trim Air Valve (Master) Closed 06.20.01
Upper Deck Overheat Light Illuminated . . . 06.20.01
Equipment Cooling Smoke Light Illuminated . 06.20.02
Aft Cargo Overheat Light Illuminated . . . . 06.20.02
Trim Air Indicators Full Heat 06.20.02
Manual Pack Operation 06.20.02
Bypass, Inlet or Exit Doors Not In Preposition 06.20.03
Pressurization System - Man L Or Man R Mode
Operati on • • • • • • • • • • • • • • • • 06.20.03
Pressurization System - Man Mode Operation . . . 06.20.03
Unpressurized Flight 06.20.04
No,2. Pack Ram Air Inlet Duct Vibration ... . 06.20.04
Fwd or Aft Cargo Door Light On with Diff. below
0.5 P.S.I 06.20.04
CHAPTER 7 AUTOMATIC FLGIHT

Auto Stab Trim Light Illuminated 07.20.01
Autothrottle Light Illuminated 07.20.01
Yaw Damper Light Illuminated 07.20.01
ILS Deviation Warning Light Illuminated . . . 07.20.01
CHAPTER 8 AUXILIARY POWER UNIT

Auto Shut Down Due to Internal Fault . 08.20.01
CHAPTER 9 COMMUNICATIONS
VHF Operation After Power Failure 09.20.01
Dual H.F. System Failure 09.20.01
CHAPTER 10 ELECTRICAL
CSD Disconnect 10.20.01
CSD Oil Low Press Light Illuminated 10.20.01
Gen BRG Failure Light Illuminated 10.20.01
Generator Field Off and/or Open Light(s)
Illuminated 10.20.01
Bus Tie Open Light Illuminated 10.20.02
Ess Bus Off Light Illuminated 10.20.02
Generator Breaker Will Not Close when
Attempting to Parallel 10.20.02
APU Or External Power Will Not Disconnect
Automatically When Attempting to
Connect An Engine Gen 10.20.02
APU Or External Power Will Not Connect to Sync
Bus 10'20.03
Failed TR Unit, DC Ammeter Reads Zero 10.20.03
KW Oscillation Between Paralleled Generators
(Load Shuffling) 10.20.03
KW/KVAR Indications Unbalanced 10.20.03
4J
O)
CHAPTER 12 FIRE PROTECTION
O)
Q
Engine Nacelle Overheat 12.20.01
Nacelle Fire Detector Fault
Light/Lights Illuminated 12.20.01
BAOD
28 JAN.77 02-40-27
747 FLYING f^NUAL British airways
OVERSEAS DIVISION
CHAPTER 13 FLIGHT CONTROLS

Rudder Ratio Light Illuminated 13.20.01
Auto Spoilers Light Illuminated 13.20.01
Elevator Feel Light Illuminated 13.20.01
Unscheduled Stabilizer Trim (Refer to Chapter
Alternate Flap Operation (Refer to Chapter 3) 2)
CHAPTER 14 FLIGHT INSTRUMENTS
Flight with Erratic Airspeed 14.20.01
CHAPTER 15 FUEL
Corrective Action for an Inoperative

Fuel Quantity Indicator 15.20.01
Failure of one Boost Pump in a Fuel Tank . . . . 15.20.01
900 Kgs or Less in any Main Tank 15.20.01
Wide-cut And High Freeze Point Fuel Procedures . 15.20.02
CHAPTER 16 HYDRAULIC POWER
Engine Driven Hydraulic Pump Low
Pressure Light Illuminated . . . 16.20.01
Air Driven Hydraulic Pump Low
Pressure Light Illuminated 16.20.01
Hydraulic Fluid Temperature Over 104°C 16.20.01
CHAPTER 17 ICE AND RAIN PROTECTION
Overheated, Arcing, Delaminated/Shattered,
Or Cracked Window 17.20.01
Nacelle Anti-Ice Valve Open Light Fails to
Illuminate 17.20.01
Stator Anti-Ice Valve Open Light Fails to
Illuminate 17.20.01
Nacelle Anti-Ice Over Pressure Light Illuminates 17.20.01
Extinguish . '. 17.20.01
Extinguish 17.20.02
Wing Anti-Ice Valve Light Remains Illuminated
with Wing Anti-Ice Switched On 17.20.02
After Switching Anti-Ice Off 17.20.02
CHAPTER 18 LANDING GEAR
Manual Nose Gear Extension 18.20.01
Manual Nose Gear Door Release 18.20.01
Gear Not Centered Light Illuminated 18.20.02
Landing Gear Lever Will Not Move To Up Position 18.20.02
Gear Door Open Light Remains Illuminated . . . . 18.20.02
Red Gear Light Remains Illuminated 18.20.03
Anti-Skid Light Illuminated in Flight . '. . . . TS~.20.04
Anti-Skid Hydraulic Light Illuminated 18.20.04
Auto Brake Light Illuminated 18.20.04
Brake Overheat Light Illuminated 18.20.04
Ground Safety Relay Light Illuminated in Flight 18.20.04
Brake Low Pressure Light Illuminated - See
Chapter 3 Hydraulic System Leak or Loss
BAOD
02-40-28 28 JAN.77
OVfRtlAS DIVISION
CHAPTER 6 AIR COND. AND PRESSURISATION

Zone Overheat Light Illuminated . . . 06.20.01
Upper Deck Overheat Light Illuminated 06.20.01
Equipment Cooling Smoke Light Illuminated . . . 06.20.02
Aft Cargo Overheat Light Illuminated 06.20.02
Bypass, Inlet or Exit Doors Not in Preposition . 06.20.03
Pressurisation System - Man L or Man R Mode
Operation 06.20.03
Pressurisation System - Man Mode Operation . . . 06 20.03
Unpressurised Flight 06.20.04
iTo.2 Pack Ram Air Inlet Duct Vibration 06.20.04
Fwd or Aft Cargo Door Light On with Diff.
below 0.5 P.S.I 06.20.04
CHAPTER 7 AUTOMATIC FLIGHT
Auto Stab Trim Light Illuminated 07.20.01

ILS Deviation Warning Light Illuminated 07.20.01
Gust Response Suppression "Not Engaged" Light
Illuminated with Flaps Up 07.20.01
MSAS GRS Light Illuminated 07.20.01
Auto Shut Down Due to Internal Fault 08.20.01
VHF Operation After Power Failure 09.20.01
CSD Oil Low Pressure Light Illuminated 10.20.01
Gen BRG Failure Light Illuminated 10.20.01
Bus Tie Open Light Illuminated 1''.20.02
Generator Breaker will not Close when
APU or External Power will not Disconnect
Automatically when attempting to Connect
an Engine Gen 10.20.02
APU or External Power will not Connect to
Sync Bus 10.20.03
Failed TR Unit, DC Ammeter Reads Zero 10.20.03
(Load Shuffling)
KW/KVAR Indications Unbalanced .uj
BAOD
02-40-27
10 JUN.77
747 FLYING MANUAL BlltlshaifWayS
OVERMA* OIVtSION

Nacelle Fire Detector Fault Light/Lights
Turbine Overheat Fault Light Illuminated (-524) . . 12.20.02
Rudder Ratio Light Illuminated 13.20.01

Green 8and (Amber) Lights Illuminated 13.20.01
Unscheduled Stabiliser Trim (Refer to Chapter 2)
Alternate Flap Operation (Refer to Chapter 3)
CHAPTER 14 FLIGHT INSTRUMENTS

Flight with Erratic Airspeed 14.20.01
CHAPTER 15 FUEL
Corrective Action for an Inoperative Fuel

Quantity Indicator 15.20.01
Failure of One Boost Pump in a Fuel Tank . . . . . 15.20.01
900 Kg or Less in Any Main Tank 15.20.01
Wide-cut and High Freeze Point Fuel Procedures . . 15.20.02
Engine Driven Hydraulic Pump Low Pressure

Light Illuminated 16.20.01
Air Driven Hydraulic Pump Low Pressure
Light Illuminated 16.20.01
Hydraulic Fluid Temperature Over 104°C 16.20.01
Overheated, Arcing, Del aminated/Shattered, or
Cracked Window 17.20.01
Illuminate (-7) 17.20.01
Illuminate (-7) 17.20.01
Nacelle Anti-Ice Over Pressure Light
Illuminates (-7) 17.20.01
Extinguish (-7) 17.20.01
Extinguish (-7) 17.20.02
after Switching Anti-Ice Off 17.20.02
Illuminate (-524) 17.20.02
Extinguish (-524) 17.20.02
Cowl Overheat Light Illuminates (-524) 17.20.02
Probe Heat Power Off Light Illuminated (-524) . . . 17.20.02
BAOD
02-40-28
10 JUN.77
OVERSEAS DIVISION
CHAPTER 6 AIR COND. AND PRESSURIZATION
Zone Overheat Light niuminated 06.20.01
Upper Deck Overheat Light Illuminated .* 06.20.01
Equipment Cooling Smoke Light Illuminated . 06.20.02
Aft Cargo Overheat Light Illuminated . . . . 06.20.02
Bypass, Inlet or Exit Doors Not In Preposition 06.20.03
Pressurization System - Man L Or Man R Mode
Operation . . . . 06.20.03
Pressurization System - Map Mode Operation ! ! 06.20.03
Unpressurized Flight 06.20.04
No.2. Pack Ram Air Inlet Duct Vibration' .' ! .' 06.20.04
Fwd or Aft Cargo Door Light On with Diff. below
0.5 P.S.I 06.20.04
CHAPTER 7 AUTOMATIC FLGIHT
Auto Stab Trim Light Illuminated . . . . 07.20.01
ILS Deviation Warning Light Illuminated . . 07.20.01
Gust Response Suppression Not Engaged Light
Auto Shut Down Due to Internal Fault 08.20.01
VHF Operation After Power Failure . 09.20.01
CSD Oil Low Press Light Illuminated 10.20.01
Gen ERG Failure Light Illuminated 10.20.01
Bus Tie Open Light Illuminated 10.20.02
Generator Breaker Will Not Close when
APU Or External Power Will Not Disconnect
Automatically When Attempting to
Connect An Engine Gen 10.20.02
APU Or External Power Will Not Connect to Sync
Bus . 10.20.03
Failed TR Unit, DC Ammeter Reads Zero . . . . 10.20.03
(Load Shuffling) 10.20.03
KW/KVAR Indications Unbalanced i i 10.20.03
(/>
ac.
Nacelle Fire Detector Fault
Light/Lights Illuminated 12.20.01
1 JUN.75 BAOD
02-40-27
747 FLYING MANUAL British aiiways
OVERSEAS DIVISION

Rudder Ratio Light Illuminated ... 13.20.01
Unscheduled Stabilizer Trim (Refer to Chapter 2)
•F
Alternate Flap Operation (Refer to Chapter 3)
CHAPTER 15 FUEL
Corrective Action for an Inoperative

Fuel Quantity Indicator 15.20.01
Failure of one Boost Pump in a Fuel Tank . . . . 15.20.01
900 Kgs or Less in any Main Tank 15.20.01
Wide-cut And High Freeze Point Fuel Procedures . 15.20.02

Engine Driven Hydraulic Pump Low
Pressure Light Illuminated 16.20.01
Air Driven Hydraulic Pump Low
Pressure Light Illuminated . 16.20.01
Hydraulic Fluid Temperature Over 104 C 16.20.01
Overheated, Arcing, Delaminated/Shattered,

Or Cracked Window 17.20.01
Illuminate 17.20.01
Illuminate . 17.20.01
Nacelle Anti-Ice Over Pressure Light Illuminates 17.20.01
Extinguish . . . . . . . . . . . 17.20.01
Extinguish ' 17.20.02
After Switching Anti-Ice Off 17.20.02
Manual Nose Gear Door Release 18.20.01
Landing Gear Lever Will Not Move To Up Position 18.20.02
Anti-Skid Grd Mode Light Does Not Illuminate
During Ground Test .. . 18.20.03
Anti-Skid Light Illuminated in Flight 18.20.04
Anti-Skid Hydraulic Light Illuminated . \ 18.20.04
cn
Brake Overheat Light Illuminated . . . . . . . . 18.20.04
t/>
Ground Safety Relay Light Illuminated in Flight 18.20.04 to
Brake Low Pressure Light Illuminated - See •F
Chapter 3 Hydraulic System Leak Or Loss
B/ÔD
02-40-28 1 JUN.75
British airways
OVERSEAS DIVISION
747 FLYING MANUAL
CHAPTER 19 NAVIGATION
Navigation System Malfunction Indications . . . . 19.20.01
Restarting INS No.3 During Flight After
Automatic Shutdown 19.20.02
CHAPTER 20 PNEUMATICS
Bleed Air Overheat Light Illuminated 20.20.01
High Stage Bleed Air Valve Failure 20.20.01
Pressure Relief Light Illuminated 20.20.01
CHAPTER 21 POWER PLANT
Starting, Engine in Reverse 21.20.01
Engines(s) Stuck in Reverse During Ground
Operation 21.20.01
Manual Override Start 21.20.01
Aborted Start 21.20.02
Low Duct Pressure Start 21.20.02
No Indication of N1 Rotation 21.20.03
Start Valve Fails to Close 21.20.03
Engine Overtemperature on the Ground Other than
Start 21.20.03
Tail Pipe Fire 21.20.03
Ground Idle Light Illuminated In Flight 21.20.03
Fuel Heater Valve Failed Closed 21.20.04
Fuel Heater Valve Failed Open 21.20.04
Fuel Heater Light Inop 21.20.04
High Engine Oil Temperature 21.20.04
Oil Contents and Consumption 21.20.04
Low Oil Quantity Indication 21.20.04
Low Engine Oil Pressure 21.20.04
Excessive Oil Filter Differential Pressure . . . . 21.20.05
High Engine Breather Pressure 21.20.05
High Engine Vibration 21.20.05
Unexpected EPR Shortfall During Take-Off 21.20.06
Engine Overtemperature During Take-Off
and In The Air 21.20.06
In Flight Relight Following Shut Down Due
To Compressor Stall 21.20.06
Engine Run Down Or Loss Of Thrust With
No Previous Malfunction Or Stall 21.20.06
E.G.T. Monitoring . . 21.20.06
Windmilling Engine - Recordings Required 21.20.06
00
00
r 00
0:
1 JUN.75 BAOD
02-40-29
747 FLYING MANUAL
British airways
I ION
INTENTIONALLY LEFT BLANK
/-V
(A
U>
ui
BAOD
1 JUN.75
"02^-30
OVERSEAS DIVt'siON
Navigation System Malfunction Indications .... 19.20.01
Restarting INS No.3 During Flight After
High Stage Bleed Air Valve Failure . 20.20.01
CHAPTER 21 POWER PLANT
Engines(s) Stuck in Reverse During Ground
Operation 21.20.01
No Indication of N1 Rotation 21.20.03
Start Valve Fails to Close 21.20.03
Engine Overtemperature on the Ground Other than
Start 21.20.03
Ground Idle Light Illuminated In Flight 21.20.03
Fuel Heater Valve Failed Open 21.20.04
Fuel Heater Light Inop 21.20.04
Oil Contents and Consumption 21.20.04
Low Oil Quantity Indication 2r.2o!o5
High Engine Breather Temperature 21.20.05
Excessive RPM . . 21.20.06
High Engine Vibration. 21.20.06
Unexpected ERR Shortfall During Take-Off 21.20.06
Engine Overtemperature During Take-Off
and in the Air 21.20.06
In Flight Relight Following Shut Down Due
to Compressor Stall 21.20.07
Engine Run Down or Loss of Thrust With
No Previous Malfunction or Stall 21.20.07
E.G.T. Monitoring . 21.20.07
28 JAN.77 BAOD
02-40-29
747 FLYItlG MANUAL British airways
OVERSEAS DIVISION
o
3-
Q>
3
la
a>
Q.
B/\OD
02-40-30 28 JAN.77
BritishaJrwajs w flying manual
OVtRaCAS DIVISION

Manual Nose Gear Door Release . 18.20.01
Landing Gear Lever will not Move to Up Position 18.20.02
Anti-Skid Light Illuminated in Flight 18.20.04
Anti-Skid Hydraulic Light Illuminated 18.20.04
Brake Overheat Light Illuminated 18.20.04
Ground Safety Relay Light Illuminated in Flight 18.20.04
Brake Low Pressure Light Illuminated - See
Chapter 3 Hydraulic System Leak or Loss
Navigation System Malfunction Indications . . . 19.20.01

Restarting INS No.3 During Flight after
High Stage Bleed Air Valve Failure 20.20.01
CHAPTER 21 POWER PLANT (-3A, -7)

Engine(s) Stuck in Reverse During Ground
Operation 21.20.01
Manual Override Start 21 .20.01
No EGT Rise - Dual Ignition 21.20.01]
No Indication of N-j Rotation 21.20.02
Start Valve Fails to Close 21 .20.03
Bleed Air Valve Closed Light does not
Illuminate at Starter Cut-Off 21.20.03]
Engine Overtemperature on the Ground Other
than Start 21.20.03
Ground Idle Light Illuminated in Flight . . . . 21.20.04
Fuel Heater Valve Failed Open 21 .20.04
Fuel Heater Light Inop 21 .20.04
High Engine Oil Temperature 21 .20.04
Oil Contents and Consumption 21 .20.04
Low Oil Quantity Indication 21 .20.05
Excessive Oil Filter Differential Pressure . . . 21.20.05
High Engine Breather Temperature 21 .20.05
Excessive RPM 21.20.06
Unexpected EPR Shortfall During Take-off . . . . 21.20.06
Engine Overtemperature During Take-off and
in the 21.20.06
BAOD
10 JUN.77 02-40-29
747 FLYING MANUAL British airwiys
OVIII«l*)l OIVOiON
CHAPTER 21 POWER PLANT (-3A, -7) CONT.

In Flight Relight Following Shut Down due to
Compressor Stall 21.20.07
Engine Run Down or Loss of Thrust with no
Previous Malfunction or Stall 21.20.07
E.G.T. Monitoring 21.20.07
CHAPTER 21 POWER PLANT (-524)

Starting Engine in Reverse 21.20.08
Engine(s) Stuck in Reverse During Ground
Operation 21.20.08
Start Valve Open Light Remains Illuminated . . . . 21.20.10
Engine Overtemperature 21.20.10
Ground Idle Light Illuminated in Flight 21.20.10
Engine Fuel Low Pressure Light Illuminated . . . . 21.20.11
High Oil Consumption 21.20.11
Low Oil Quantity Indication 21.20.11
Excessive RPM 21.20.12
Fluctuating Thrust or Thrust Loss 21.20.13
O
o
3
TJ
a>
O)
*<
XJ
<
tn
o.
BAOD
02-40-30 10 JUN.77
British airwEiys 747 FLYING MANUAL
OVERSEAS DIVISION
DITCHING CHECKLIST
UJ
=>
C/J
CO
CO
a:
BAOD'
1 JDN.75 02-40-31
747 FLYING MANUAL British airway
OVENSEAS OIVIS'

+
Transponder A7700 P
Distress Message Transmitted P
BEFORE DESCENT CHECKLIST
Flight Deck Door Released and Open
Pressurisation Set & depressurise
below 10,000 E
Humidifiers Off E
Pressure Altimeters Cross Checked ALL
Flap Config.for landing Stated ALL
Landing Data Checked, indexed & bugged ALL
Cabin Signs ON E
Fuel Dumping As required E
HSI's Radio Mode C/P
Transfer Switches Guards Closed C/P
Flt.Dir.Comp.Sel Vertical C/P
Safety Harness Secure ALL
Safety Height Checked ALL
Cabin Crew & Passengers Bri efed C
Briefing for appropriate
Emergency and Approach Stated C
Before Descent Check Complete E
APPROACH CHECKLIST
Flaps Selected
Pressure Alt.and Bugs Min.Alt.Set & cross
checked ALL
Radio Alt. Bugs. D H set C/P
Annunciator Panels Checked ALL
Brake Pressure Checked C/E
Cabin Signs ' ON E
Outflow Valves Open E +
Galley Power Off E
Fuel Heat Checked and Off E
Boost Pumps Mains On, Lights Out E
Crossfeed Valves Closed except No.l E
Landing Briefing Stated C
QNH Set Q ALL
Flaps Set.. /... Green Light on P/E
Eight Greens
Approach Check Complete E
LANDING CHECKLIST
Landing Gear Selected Down P
Speedbrake Armed C
Landing Lights As required C
Ignition Flight Start E
Radar Standby E
Gear Check Down.In.Green ALL
Auto Brakes
Hydraulics
Emergency Lights On C
Safety Harness Locked ALL CO
Flaps Jt P/E
Landing Check
light '■'a"' o"
CO
Complete CO
Co-:Pilot to call "BRACE BRACE" at 200 or flash Cabin

Signs.
AFTER LANDING CARRY OUT PASSENGER EVACUATION CHECK LIST
BAOD
02-40-32
1 JUN.75
British aiiwB^s 747 FLYING MANUAL
OVERSEAS OIWISIOM
;
^ .f
■HS
' '' '^ \

' Hi-J f -
'ly I
■■ '-"-jRI
■nl
s i
DITCHING CHECKLIST ^ ,iy
ir
r.'y5
-O
cu
cn
c
to
-C
o
r—
i
I
I
'hi! i
I
I
I
2i} JAN.77 BAOD'

02-40-31
OVEMSEAS DIVISION
Transponder A7700 P

Flight Deck Door Released and Open E
below 10,000 E
Humidifiers Off E
Flap Config. for landing Stated ALL
Cabin Signs ON E
Fuel Dumping As required E
Fit. Dir. Comp. Sel Vertical C/P
Cabin Crew & Passengers Briefed C
Emergency and Approach Stated C
APPROACH CHECKLIST
Pressure Alt. and Bugs Set & cross checked ALL

Radio Alt. Bugs. Set & cross checked ALL
Brake Pressure Checked C/E
Cabin Signs ON E
Battery ON E
Galley Power Off E
Outflow Valves Open E
Fuel Heat Checked and Off E
Crossfeed Valves Set for Landing E
Landing Briefing Stated C
QNH Set ALL
Flaps Set..°/..."Green Light on P/E
Eight Greens E
LANDING CHECKLIST
Landing Gear Selected Down P
Speedbrake Armed C
Radar Standby E
Gear Check Down. In. Green ALL
Auto Brakes Set. Light Out C
Hydraulics Checked E
Emergency Lights On •C
Safety Harness Locked ALL
Flaps Set..°/..°Green Light on P/E
Eight Greens E
Landing Check Complete E
Co-Pilot to call "Take up Crash Landing Positions" on P.A. at
1000'.
Co-Pilot to call "BRACE BRACE" at 200' or flash Cabin Signs.
AFTER LANDING CARRY OUT PASSENGER EVACUATION CHECK LIST
BAUD
02-40-32 28 JAN.
Advise Cabin Crew/Passengers intent to evacuate

Notify Cabin Crew of any condition that may
affect evacuation.
Shut down inboard engines as soon as possible.
Tower/Ground crew Notify P

Parlcing Brakes Set C
Pressurisation Mode Switch MSn E
Outflow Valve
Jianual Control Switches Open E
Start Levers Cut Off C
Engine Fire Switches Pull E
Fire Bottles Discharge E
Emergency Lights On P
APU Fire Switch Pull " E
APU Fire Bottle Discharge E
Passenger Evacuation Initiate C
Battery Swi tch Off E
Crew and Passengers evacuate airplane
ENGINEER: Operate the Crew Service Door Slide
CREW: To evacuate by any available exit.
CAPTAIN: Control and direct passengers away

from left side of aircraft.
CO-PILOT: Check lounge clear. Control and

direct passengers away from right side
of aircraft.
ENGINEER: Direct passengers away from aircraft.
SUPERNUMERARY:
Direct passengers away from aircraft.
to
to
to
(X
. i-
BAOD
.1 JUN.75
02-40-33
747 FLYING MANUAL
British airways
OVERSEAS DIVISION
DITCHING CHECKLIST -1-
Transponder A7700 P
Flight Deck Door Released & Open
below 10,000' E
Humidifiers Off E
Landing Data Checked,indexed & bugged ALL
Cabin Signs On E
Fuel Dumping Completed E
Flt.Dir.Comp.Sel Vertical C/P
Loosen Ties and Collars
ALL
Lifejackets ALL
Emergency & Approach Stated C
BRIEFING:Configuration,Gear Up.Full Flap,Vref,rate of
descent less than 300 ft/min. Best ditching
heading parallel to major swell.
Flight Guide Supplement Search & Rescue refers.
Maintain normal speed until close to water.
Rotate aircraft to landing attitude and touchdown
with minimum speed and rate of descent. Maintain
power, closing thrust levers on contact with
water.
APPROACH CHECKLIST
Flaps Selected p
Pressure Alt. and Bugs Min.Alt.Set & Crosschecked ALL
Radio Alt. Bugs D H Set ALL
Landing Data Checked,Indexed & Bugged ALL
Cabin Signs On E
Aural Warning C/B(P6 Panel) Pulled E
Pressurisation Depressurised E
Pack Valves Closed E
Outflow Valves Closed E
Equipment Cooling Valve Ditch E
Galley Power Off
X
CO
E
Fuel Heat Checked & Off E
Boost Pumps Mains On, Lights Out CO
E CO
Crossfeed Valves Closed except No.l E
QNH Set ALL
Ditching Briefing Statedo, o C
Light On
Eight Greens
CONTINUED NEXT PAGE
BAOD
02-40-34
1 JUN.75
OVERSEAS DIVISION

Notify Cabin Crew of any condition that may affect
evacuation.
If smoke is present on the lower deck, instruct
Cabin Staff to deploy upper deck smoke barrier
(if installed)

Parking Brakes Set C
Pressurisation Mode Switch Man E
Outflow Valve
Manual Control Switches Open E
Fire Botfles Discharge E
APU Fire Switch Pull E
APU Fire Bottle Discharge E
Battery Switch Off E
CAPTAIN: Control and direct passengers away from

left side of aircraft.
CO-PILOT: Check lounge clear. Control and direct

passengers away from right side of
aircraft.
SUPERNUMERARY:
T3
(U
cn
c
nj
x:
o
c
BAOD
02-40-33
28 JAN.77
747 FLYING MANUAL British ainvaiys
OVERSEAS OIVIStON
DITCHING CHECKLIST
ransponder A7700 P
Transmitted P
DyStress Message
Released & Open E
night Deck Door
'ressurisation Set & depressurise
below 10,000' E
iumidifiers Off E
'ressure Altimeters Cross Checked ALL
]abin Signs On E
Loosen Ties and Collars ALL
Fit Lifejackets ALL
Cabin Crew & Passengers Bri efed C
BRIEFING: Configuration, Gear Up, Full Flap, Vref, rate of

heading parallel to major swell.
Rotate aircraft to landing attitude and touch
down with minimum speed and rate of descent.
Maintain power, closing thrust levers on
contact with water.
APPROACH CHECKLIST
Pressure Alt. and Bugs Set & Crosschecked ALL

Radio Alt. Bugs Set & Crosschecked ALL
Landing Data Checked, Indexed & Bugged ALL
Annunciator Panels Checked A LL
Cabin Signs On E
Battery On E
Galley Power Off E
Equipment Cooling Valve Di tch E
Crossfeed Valves Set for Landing E
QNH Set ALL
Ditching Briefing Stated C
Flaps Set...0/...°Green Light
On P/E
Eight Greens E
CONTINUED NEXT PAGE

BAOD
28 JAN.77
02-40-34
OVimiAt OIVIilON

Notify Cabin Crew of any condition that may affect
evacuation.
If smoke is present on the lower deck, instruct
Cabin Staff to deploy upper deck smoke barrier
(if installed)
Parking Brakes Set C
Pressurisation Mode Switch Man E
Outflow Valve
Manual Control Switches Open E
E
APU Fire Switch Pull
APU Fire Bottle ^ . Discharge E
Battery Switch Off E

CAPTAIN: Control and direct passengers away from
left side of aircraft.
CO-PILOT: Check lounge clear. Control and direct

passengers away from right side of
aircraft.

SUPERNUMERARY:
BAOD
02-40-33
23 OCT.76
OVERSEAS DIVISION
DITCHING CHECKLIST
Transponder A7700 P

F1ight Deck Door Released & Open E
below 10,000' E
Humidi fiers Off E
Cabin Signs On E
Loosen Ties and Collars ALL
Fit Lifejackets ALL
BRIEFING: Configuration, Gear Up, Full Flap, Vref, rate of

heading.parallel to major swell.
Rotate aircraft to landing attitude and touch
down with minimum speed and rate of descent.
Maintain power, closing thrust levers on
contact with water.
APPROACH CHECKLIST
Flaps Selected P
Pressure Alt. and Bugs Set & Crosschecked ALL
Radio Alt. Bugs Set & Crosschecked ALL r\
Landing Data Checked, Indexed & Bugged ALL +
Cabin Signs On E
Battery On E
Galley Power Off E
Equipment Cooling Valve Di tch E 3
O
■^ +
Crossfeed Valves Closed Except No.l E ro
Ol
QNH Set ALL
Ditching Briefing Stated C ^ +
Flaps Set...°/...°Green Light
On P/E
Eight Greens E
Approach Check Complete E n
CONTINUED NEXT PAGE

BAOD
02-40-34 23 OCT.76
OVERSEAS DIVISION
— X
DITCHING CHECKLIST - CONT'D
DITCHING CHECKLIST
Radar Standby E
Hydraulics Checked E
Emergency Lights On „ « C
Flaps Set... /...Green Light On P/E
Eight Greens E
Ditching Check Complete E
Co-Pi lot to call "Take up Ditching Positions
on P.A. at lOOO*-
Co-Pi lot to call "BRACE BRACE" at 200 ft or Flash
Cabin Signs.
AFTER DITCHING •
Speedbrake Lever Down C

Evacuation Signal Alarm On C/P
CAPTAIN: Supervise Evacuation at Doors 1 and 2

Check aircraft Clear.
CO-PILOT:Check Lounge Clear

Assist to launch liferafts at No.2 Doors
ENGINEER:Assist to Launch liferafts at No.l Doors
All crew members cotmand a liferaft and

keep liferafts together.
Ul
CO
CO
to
oc
rs
+
1 JUN.75
02-40-35
BRITISH TUT FLYING MANUAL AIRPLANE GENERAL
AIRWAYS PRINCIPAL DIMENSIONS
195 FT. 8 IN.
36 FT. »
2 IN.
63 FT
!25 FT. I
5 N. 1 89 FT
114 FT. 10 IN
225 FT. 2 IN.
72 FT.
231 FT. 10 IN.
PRINCIPAL DIMENSIONS
BA
2n sEP.sn 05.10.01
0 OJ > a
VJ1 > H a
1 a H
« -J
!«■ H
H W
o a a
ro
COCKPIT CEILING
PASSENGER ENTRY DOOR
.UPPER DECK (10 PLACES) Pre Mod
RADAR (8 PLACES) Post Mod
^ 0000000000
^19LVuuuoob uo wi;9i iSeeoeeseeosG, j£63£S3S3S6)0j 8 6 -Oijl! j £»ooB3flu68£tt3oi ^Bd£Bo53S688Sd8oBQ(£8G.

' £ s £ as s s itf fi e e e Q Iê-gesaeofl I E s S ff g ff t fi Q C g fl ff
APU
COMPARTMENT'
H FWD CARGO DOOR BULK CARGO DOOR

r AFT CARGO DOOR jr
STAIRWAY
> -~3
MAIN EQUIPMENT
9 CENTER (AVIONICS)
n PASSENGER AIRPLANE
<n
Pi
§
c/>
Si
99
C1 g
n r-
>-i
a
»
PI
r\9
c
T3
CO
-Cr
> ) ) ) ) ) ) )
747 FLYING MANUAL AIRPLANE GENERAL
COCKPIT PANELS
ia Is la la la
la la la la ia |
I
,8 Ha jta i'
Sliisi!; I I n I® © 91
U ^7 ^
□ma
c
Of ■©
It !l
I 1-1®.
|g§ ||
.ru 1
<2>- 3^^^ AiV\
IS
136 FLIGHT ENGINEER'S INSTRUMENT PANELS - UPPER

Dec 15/71 05.20.05
AIRPLANE GENERAL 747 FLYING MANUAL
COCKPIT PANELS
i G jf sO? JOi
oi,[
1 i0
iP 'i
r
sG; iG
0^'^T®i0r
03—® j- ®|—□ ©
□-© I- ©J
,-, "® bOi
E]—® r e
[13-0 !■ © 1©
[D-® - .-T>
1©
—d
_... V
h)Ol '.m®
:; I
f
u jfii'
FLIGHT EIMGIIMEER'S INSTRUMENT PANELS - LOWER 136

05.20.06 Sep 20/70
BRITISH 747 FLYING MANUAL AIRPLANE GENERAL
AIRWAYS COCKPIT PANELS
"<si' 0000 I 'Q'

<&
G
•6' O
fTTe"oo]
[p^LDEDEDO- © 0
ZJ[0)EDEIJE]lo]
U) ® ,o -LJ23 HlDOUa,
t uCîij03aa« 0 OODEiaoOOC
£ OOO0[300 ooouacjaon
I' 0000000 O0OU000CD u
oocâaaa oooouooa
ChZTZH:
® a g ^ h B ^ 'i'r © ® © © ®
r*"-* r ■ I' ■■ 1
-©* ® ® li'-ibr!S'ii iPCi^^lrir w

© <D (j) O ©
© © b"§ B@ B BEB '-© -^~
© B §
Q »»•» COW" Q
rBjîj-BEE O ~ o
|1I8.00|—(g)-[l35.<7| BEE
|llg.OO|—(g)-|l3i.97|
BEE
BED f
(c> ^ 10 A0
— ^
T; cr''uqf(<t OO-
PILOT'S CONTROL STAND

(DUAL FMS CDU INSTALLATION)
BA
24 SEP.84 05.20.05A
BRITISH 717 FLYING MANUAL
AIRWAYS
G ;'[■] iO'j'O'
Ol .n ;G ;'' :'^'0
• : h -* -} ! •!'
Ij] C ;![U ;0' !0'
fi|; )p«f;
'■!TpMy)!
li;:^
□ V0-' ®l
L'J—® r®1~lj:
D-®
(i-i—a ,.e
[0—® ' o 1®
-.(B
I»
FLIGHT ENGINEER'S INSTRUMENT PANELS - LOWER

(-52M A/C)
BA
24 SEP.84 05-20-08A
BRITISH 7U7 FLYING MANUAL
AIRWAYS
ri-">3^
'-T-irT-i
' Uf-T— ^
(jr.
cc
LU
5
o
CL
11 <
Q.
CM
a.
FMS MODIFIED AIRCRAFT
BA
05.20.08B 24 SEP.84
747 FLYING MANUAL AIRPLANE GENERAL
British side cargo door
airways
SIDE CARGO DOOR OPERATION
- The door can be operated from inside

or outside the airplane.
- Door motion can be stopped or reversed
at any point by releasing or repo
sitioning tlie contix)! switch.
TO OPEN DOOR:
POWER ON Light CHECK

ILLUMINATED
Main deck cargo handling bus must
be powered to operate door.
Interior or Exterior Latch
Lock Handle......RELEASE & EXTEND
- If operating from interior, pull
latch lock handle release then move
interior latch lock handle to the
extended position.
- If operating from exterior, press
release at top of handle then move
exterior latch 3.ock handle to the
extended position.
- LATCHES CLOSED light will illuminate.
- SIDE CARGO DOOR light on F/E's panel
will illuminate if DC BUS 1 power
is available.
Door ContixDl
Switch....HOLD IN OPEN POSITION
LATCHES CLOSED light will extinguish.
DOOR OPEN light will illuminate when
door is fully open.
TO CLOSE DOOR:
POWER ON Light ..CHECK

ILLUMINATED
Door Control
Switch..HOLT 113 CLOSE POSITION
DOOR OPEN light will extinguish
when door moves from full up
position and LATCHES CLOSED light
will illuminate wlien door is fully
closed and latched,
w Interior or Exterior Latch
^ Lock Handle MOVE TO LOCK POSITION
M SIDE CARGO DR light on F/E's panel
H and LATCHES CLOSED light will
extinguish.
H
(747F)
BA
05-110-05
31 Dec.80
AIRPLANE
*.r,m GENERAL 747 FLYING MANUAL Btitish
WEIGHT AND BAUNCE
airways
INFLIGm^ CHECK
Weight riiid Balance

System ON & CHECK
Check tliat POWER light illuminates.
N0TI7: Inflight check must be made in

straight and level flight, not
less than two hours after takeoff.
This check should be accomplished
on sector lengths exceeding
4 hours.
After a two minute warmrup place system

check switch to INST and channel check
switch to OPR.; check that NO GO light
illuminates until indicators drive to
preset values, then GO light illuminates.
Place system check switch to OPR.
Hold read/standby switch to READ; check

inflight indicated total reading on
gross weight indicator. If reading is
within tolerance placarded on auxiliary
panel cover, inflight check is complete.
If reading is out of tolerance continue
the procedure.
Place channel check switch to ZERO TEST.
Hold read/standby switch to READ; check

zero indication reading on gross weight
indicator is within tolerance placarded
on the auxiliary panel cover.
NOTE: If zero indication reading is out

of_tolerance discontinue test.
Maintenance action is required.
Open the auxiliary panel cover. Rotate
the channel check switch to each of
the LB, LW, LN, RN, RW and RB positions,
operating the read/standby switch to
READ^for each position. Check that each
reading on gross weight indicator is
within placarded readings on auxiliary
panel. Use the appropriate zero control
switch to adjust any out of tolerance
reading to the nominal placard reading. ^
CO
Place channel check switch to OPR; hold h

read/standby switch to READ. Check that ^
inflight indicated total reading is ^
within tolerance.
Weight and Balance
System OFF
(747F)
BA
05-110-06
31 Dec.80
OVERSEAS DIVISION AIRPLANE GENERAL
TABLE OF CONTENTS
CHAPTER 5
PAGE
TABLE OF CONTENrS 05.00.01

PRINCIPAL DIMENSIONS 05 10 01
AIRPLANE DECK STRUCTURE .* .* !! 05!10!02
TURNING RADIUS 05.10.03
rv COCKPIT PANELS
PILOTS' INSTRUMENT PANELS 05 20 01
PILETS' OVERHEAD PANEL 05*20*02
PILOTS' CONTROL STAND ] 05;2o!o3
PILOTS' AUXILIARY AND OBSERVERS' PANELS . . 05.20.04
F/E'S PANELS - UPPER 05.20.05
F/E'S PANELS - LOWER 05.20.06
FLIGHT ATTENDANTS PANELS 05.20.07
FLIGHT CREWMAN SEAT 05 30 01
LIGHTING
COCKPIT LIGHTING CONTROLS 05 40 01
PASSENGER SIGN CONTROLS .* 05*40*03
EXTERIOR LIGHTING [ 05*40*04
ajPPLEMENTARY INFORMATION ]! ] 05!4o!o5
WEIGHT AND BALANCE SYSTEM
CONTROLS AND INDICATORS 05.50.01
AUXILIARY PANEL 05 50 02
INFLIGHT CHECK Q5 03
SUPPLEMENTARY INFORMATION !]] 05.*5o!o4
DISINSECTION SYSTEM 05.60.01
BAOD
1 NOV.74
05.00.01
British airways 747 flying manual conditioning s
OVERSEAS DIVISION PRESSURIZATlOh
USING GROUND PRECONDITIONED AIR NORMAL operation;
The passenger.cabin and cockpit .. _ ..
my be air conditioned by attach
ing a preconditioned air source
to the ground service connections.
Supply goes directly into the con
ditioned air manifold for distri
bution to the cabins.
USE OF RECIRCUIAnNG FANS
FLIGHT DECK. ZONE 1 FAN
- May be used to increase the siipply of conditioned air to the Flight Deck
- Must be switched 'OFF' when the Flight Deck humidifier is switched 'ON'
r"-- ZONE 2, 3, 4 FANS
■U -
- be used to increase the circulation of air in the zones.
- Should be switched OFF vên maximum cooling is required, (i.e. on the
ground and during initial climb in warn ambient conditions).
-U -
FUEL ONSEFVATION - Two air conditioning pack operation
" - To be used only when cruise power has been established and all packs and
i^ , pressurisation are operating normally. Return to three pack operation
before descent.
Tsro Fade Operation

'••• TO SHUT DOWN PACK:
Any Pack Valve Switch CLOSE
Respective Pack Control Switch MAN
Exit Door should move to COOL.
, .Hv Manual Tonperature Switch HEAT
ifold switch in HEAT until
Inlet Door moves to HEAT. •
■ TO RE-ESTABLISH PACK:
Pack Control Switch AUTO

Check prepositions are normal.
Pack Valve Switch OPEN
NOTE: Prior to acconplishing the

following procedures re
establish the' shut down pack
using the above'procedure.
EMERGENCY PROCEDURES
Cockpit Snoke Evacuation
êctrical Smoke or Fire
ABNORMAL PROCEDURES
Pack(s) Trip
Duct Pressxire Low
Wing Overheat
BAOD
14 OCT.74 06-10-01
OVERSEAS DIVISION
USE OF HUMIDIFICLATION SYSTEM ■■

Use in Cruise only for period of 1 hour after Take-off to 1 hour before descent.
During this periodr-
PASSENGER SYSTEM
For passenger loads of 200 or less - use any two humidifiers

For passenger loads fran 200 to 300 - use any one humidifier
For passenger loads more than 300 - use no humidifiers
FLEGHT DECK SYSTEH
As required, any excessive 'humid conditions are readily apparent.
M
cn
BAOD
06-10-02 14 OCT.74
British airways 747 FLYING MMUAL AIR CONDITIONING &
OVERSEAS DIVISION PRESSURIZATION
ONE PACK OPERATION TRIM AIR VALVE (MASTER) CLOSED

Galley/Lav Fan AUTO (Duct temperatures not indicat
If desired cabin altitude ing addition of trim air with
cannot be maintained: trim air indicators showing re
Galley/Lav Fan ON quirement for heat.)
Recirculating Fans ON
Gasper Fan ON Trim Air Switch CLOSE
Fit Deck Humidifier OFF All Zone
Temperature Switches MANUAL
Remove any zone temperffture
ZONE OVEFHEAT LIGHT ILLUMINATED controller from controlling
(Includes ipper deck overheat on GBDPV and the packs,
later airplanes with 5 zone tenperature
switches).
NOTE: To prevent possible pack
trips, remain in MANUAL
Trim Air Indicator CHECK position at least 5 sec
Check that indicator has onds.
driven to the full cool
One Zone
position.
Temperature Switch AUTO
WITH TRIM AIR INDICATOR IN The zone temperature switch
FULL COOL: positioned to AUTO will con
Duet Temperature MONITOR trol the ACM outlet tempera
Duct temperature should ture of all packs operating
decrease. in AUTO mode.
Zone Overheat Reset Switch
(duct tenqjerature below
UPPER DECK OVERHEAT T.Tntrr
158°F (70°C) PRESS
ILLUMINATED
Check that OVERHEAT light
extinguishes and the duct
temperature stabilizes, Upper Deck Temperature
Switches OFF, ONE AT A TIME
IF TRIM AIR INDICATOR FAILS TO The OVERHEAT light will ex
DRIVE TO FULL COOL OR IF DUCT tinguish when the overheated
TEMPERATURE DOES NOT REMAIN IN side (L or R) is turned off,
NORMAL RANGE: and the system will be re
Zone Temperature Switch,,.MANUAL set,
Manually reposition trim air
valve to maintain desired NOTE: Upper deck heat may be
duct and compartment tem turned back on when duct
peratures, temperatures have lower
ed.
IF TRIM AIR INDICATOR REMAINS
IN HEAT POSITION ACC(»1PLISH
TRIM AIR VALVE (MASTER) CLOSED
PROCEDURE,
27 IEB.76 BADD
06.20.01
AIR CONDITIONING & 747 FLYING MANUAL British airways
PRESSURIZATION OVERSEAS DIVISION
EQUIPMENT COOLING SMOKE LIGHT MANUAL PACK OPERATION

ILLUMINATED
STARTING
With illumination of SMOKE detector Pack Valve Switch CHECK CLOSED
light, equipment cooling air will be Pack Selector Switch SELECT PACK TO
automatically vented overboard. BE OPERATED IN MANUAL
Pack Controls Switch MAN
Equipment Cooling Valve Switch...SMOKE
Check that the bypass valve and
Place switch in agreement with
inlet door position indicators
system operation.
maintain their postion, and the
NOTE: With the equipment cooling air exit door position indicator
being vented overboard, SMOKE moves to full COOL.
detector light should extin Manual Temperature Switch ADJUST
guish. Place the switch to COOL or HEAT
AFT CARGO OVERHEAT LIGHT ILLUMINATED
in order that the inlet door po
sition indicator reads full COOL
Check that the heat ON lights have and the bypass valve position in
extinguished indicating heated air dicator reads 1/4 out of COOL (on
supply has been shut off. If the aft the ground) or mid range (in the
cargo heat switch is left in normal air).
the system will cycle at a higher tem Pack Valve Switch • OPEN
perature (OVERHEAT/ON lights cycle al Allow approximately two minutes
ternately). for the pack to stabilize.
IE AFT CARGO fiEAT NOT REQUIRED:
Aft Cargo Heat Switch OEE NOTE: ACM outlet temperature of the
OVERHEAT light will extinguish pack in manual must not be al
when the compartment has cooled. lowed to go below the red line
as there is no automatic pro
NOTE: OVEREiEAT light may illuminate tection to prevent freezing.
during ground operations when
OPERATION
ambient temperatures are high.
Manual Temperature Switch.... ADJUST
TRIM AIR INDICATORS EULL HEAT (PRIOR Sequence the bypass valve position +
TO PACK OPERATION) indicator to agree with the other
This is caused by one of the pack bypass valve position indicators
valves failing to close completely. operating in AUTO. This will give
The trim air valves will remain acti
an ACM outlet temperature approxi
vated along with the zone temperature mately the same as the other packs.
All Indicators MONITOR
controllers. If the airplane zones
begin to cool down, the zone tempera It is necessary to anticipate the
ture controllers will drive the trim effects of changing ambient tem
air valves to full heat since no bleed perature, airspeed, and altitude
air is available. If the pack valves and adjust the inlet door and/or
are opened under these conditions, the the bypass valve accordingly.
zones may become too warm before the
system regains normal control. SWITCPilNG FROM MAN TO AUTO
Pack Controls Switch AUTO
Zone Temperature A time delay of approximately 18
Switches MANUAL; COOL seconds will elapse before any in
Drive the four trim air indicators dication is noticeable. The by
to full cool. Going to MANUAL pass valve, inlet and exit doors
also resets the zone temperature will then move to automatic prepo
controllers to command the tempeip- sition. The ACM outlet tempera Oq
ature of the duct rather than full ture will react accordingly until O
O.
heat. the automatic function can correct
Pack Valve Switches OPEN to the desired temperature by re
Zone Temperature Switches AUTO positioning the bypass valve, in
let and exit doors in the normal
BAOD sequence for AUTO operation.
06-20-02 27 FEB.76
747 FLYING MANUAL air conditioning &
British PRESSURIZATION
airwa)^ ALTERNATE OPERATIONS
UNSCHEDULED CABIN PRESSURE CHANGE If âhjji altitude and vertical speed

If the AUTO FAIL light is illunainated, descending: (ditterential pressu^
acccmplish the ATUG FAIL LIGHI increasing)
ILLUMINATED atnormal procedure. Pressurizaticn Mode Selector MAN
If the GRD SAF RELAY ON light is Outflow Valve Manual Control
illuniinated, acconplish the GROUND Switches qpEN
SAFETY RELAY LIGHT ILLUMINATED IN Monentarily place the Outflow
FLIGHT alternate operation. Valve Manual Control Switches
to OPEN; repeat as necessary
Pneumatic System CHECK until cabin altitude and vertical
Check duct pressure normal for speed reverse direction and start
the phase of flight, bleed air to indicate a positive rate of
and isolation valves open, and climb.
WING OVHT light extinguished.
Air Conditioning and NOTE: Do not return Pmssurization
Pressurizaticn Systems CHECK Mê Selector to AUTO with a
Check flight cabin altitude differential pressure indication
selector setting, outflow at or above 8.5 PSI or the out
valve position, pack valves flow valves will drive rîdly
all open, and PACK TRIP lights towards OPEN.
extinguished.
If cabin altitude and vertical
speed climbing": (differential
pressure decreasing)
Pressurizaticn Mode Selector MAN
Outflow Valve Manual
Control Switches CLOSE
Monentarily place the Outflow
Valve Manual Control Switches
to CLOSE; repeat as necessary
until cabin altitude and vertical
speed reverse direction and
indicate a positive rate of
descent.
If cabin altitude and vertical speed

continue to climb with outflow valves
closed:
GO Vent Valve Controls CHECK
M
Depending on the model and
configuration, check:
- Ram Air Vent Valve closed
(Freighter)
- With galley/lavatory exhaust
fan, place fan svdtch to ON.
- With no galley/lavatory exhaust
fan, have cabin attendant set
Galley/Lavatory vent to LOW.
If cabin altitude and vertical speed
still climbing:
At Captain's discretion consider
descending to a lower altitude to
maintain cabin altitude below 10,000 ft.
BA
20 AUG.80 06-20-05
BRITISH 7U7 FLYING MANUAL AUTOMATIC FLIGHT
AIR¥ATS TABLE OF COIITEirTS
CHAPTER 7
PAGE
TABLE OF CONTENTS 07.00.01
CONTROLS AND INDICATORS

FLIGHT MODE ANNUNCIATOR 07.30.01/01A
AUTOPILOT/FLIGHT DIRECTOR MODE SELECTOR PANEL 07.30.02/02A
ATTITUDE DIRECTOR INDICATOR (FLIGHT DIRECTOR) 07.03.04
HORIZONTAL SITUATION INDICATOR 07.30.05
YAW DAMPER AND GUST RESPONSE SUPPRESSION 07.30.06
LOW RANGE RADIO ALTIMETER 07.30.07
AUTOMATIC STABILISER TRIM LIGHTS 07.30.08
MISCELLANEOUS AUTOPILOT CONTROLS 07.30.09/09A
ILS DEVIATION 07.30.10
SCHEMATICS
AUTOPILOT SIGNAL FLOW . 07.40.01
AUTOPILOT/FLIGHT DIRECTOR UTILISATION - TRIPLE
INSTALLATION 07.40.03/03A
AUTOPILOT/FLIGHT DIRECTOR UTILISATION - DUAL
INSTALLATION 07.40.05
SUPPLEMENTARY INFORMATION
AUTOPILOT/FLIGHT DIRECTOR SYSTEM 07.50.01
MODE AVAILABILITY 07.50.01
ENGAGEMENT 07.50.02
AUTO FLIGHT COMPONENTS 07.50.02
AUTOPILOT ACTUATORS 07.50.03
YAW DAMPER/TURN CO-ORDINATOR . 07.50.06
GUST RESPONSE SUPPRESSION (-524) 07.50.06
AUTOPILOT WARNINGS AND PILOT RESPONSE 07.50.07
EXPANDED LOCALISER DEVIATION AND RISING RUNWAY
SYMBOL (ADD 07.50.09
CROSS REFERENCE
FOR REFER TO CHAPTER
Flight Controls FLIGHT CONTROLS 13

Flight Instrvmients FLIGHT INSTRUMENTS 14
Inertial Navigation System NAVIGATION 19
VHF Navigation System NAVIGATION 19
Instrument Switching NAVIGATION 19
BA
24 SEP.84 07-00-01
747 FLYING MANUAL
British
airways
F/D A/P
WHITE f— Illuminates when navigation mode switch
A/P A A/P B A/P C DUAL FMS a/t (Letters
| is in NAV. VOR LOG,ILS. or LAND,
P/RST P/RST P/RST TRIPLE A/T P/RST NAV only) I
GREEN Illuminates after desired function has
VNAV VNAV
(Lower I been captured, (white lights remain on)
ALT
o TEST
ALT (TYPICAL) half)
o
NAV G/S NAV WHITE f - Illuminates when navigation mode switch
G/S (letters is in ILS or LAND,
¥ G/S only)
GREEN Illuminates after glide slope capture,
(lower (white lights remain on)
FLARE FLARE
(TYPICAL) half)
- LEFT LIGHTS FOR FLIGHT DIRECTOR OPERATION

- RIGHT LIGHTS FOR AUTOPILOT OPERATION
'flashing red — Complete disengagement - no autopilot control.

A/PA A/P B Q STEADY RED — No assurance of A/P control. Camout in DUAL. Self test. Loss of valid signal.
P/RST P/RST P/RST (Single or dual only).
FLASHING AMBER — Loss of one channel with one or more channel still in control.
STEADY AMBER -(Triple channel only) Loss of valid signal.
DUAL GREEN — DUAL & TRIPLE — Illuminates after the respective channels (2nd or 3rd) engage.
TRIPLE
FLASHING RED — disengagement of either FMS or APPROACH autothrottles.

P/RST STEADY RED - Self Test
STEADY AMBER — Airspeed Error ± 10 knots with either APPROACH or VNAV engaged
(in VNAV, Amber will Illuminate even if the FMS autothrottles are not
engaged).
FMS GREEN — illuminates when FMS Autothrottles engaged.

A/T
VNAV VNAV GREEN — illuminates when VNAV engaged.
ALT ALT GREEN — illuminates when altitude in ALT SEL window captured.
LEFT LIGHT FOR FLIGHT DIRECTOR OPERATION

RIGHT LIGHT FOR AUTOPILOT OPERATION
LIGHT TEST — Pushing F/D light cap illuminates all amber, green and white annunciator lights.
V- - Pushing A/P light cap illuminates all red and blue annunciator lights.
WHITE - Illuminates below 1500 feet (modified autoland at 1,000 feet radio altitude), after
G/S capture, with LOG on course,for both flight director and multi channel
FLARE FLARE autopilot operation.
GREEN - Illuminates at flare altitude (approx. 53 feet). In autopilot operation, airplane
will automatically flare.
^RIGHT LIGHT FOR AUTOPILOT OPERATION
U M .
GREEN - Illuminate when go-around switches (No.2 or No.3 thrust levers) are pressed after
0 0 glide slope capture in ILS or LAND modes.
FLIGHT MODE ANNUNCIATOR
BA
07-30-01A 24SEP.84
747 FLYING MANUAL AUTOMATIC FLIGHT
British CONTROLS AND
airways INDICATORS.
F/D A/P
WHITE Illuminates when navigation mode switch
A/PA A/P B A/PC EPR DRMNT A/T (Letters is in NAV, VOR LOG, ILS, or LAND.
P/RST P/RST P/Rsr SPEED DESC P/RST
NAV /only)
VNAV DUAL VNAV "Screen Illuminates after desired function has
ALT TRIPLE
(Lower been captured, (white lights remain on)
TEST
AMBER
NAV
(f C~^)I ALT
NAV
TEST
RED (TYPICAL)[half)
GREEN
WHITE G/S 1> G/S
WHITE Illuminates when navigation mode switch
FLARE FLARE (letters is in ILS or LAND.
G/S only)
F/D A/P
GREEN Illuminates after glide slope capture,
(lower (white lights remain on)
(TYPICAL) half)
- LEFT LIGHTS FOR FLIGHT DIRECTOR OPERATION

- RIGHT LIGHTS FOR AUTOPILOT OPERATION
[flashing red — Complete disengagement - no autopilot control.

A/PC A/P B A/PC /STEADY RED - No assurance of A/P control. Camout in DUAL. Self test. Loss of valid signal.
(Single or dual only).
P/RST P/RST P/RST
IFLASHING AMBER — Loss of one channel with one or more channel still in control.
[steady amber — (Triple channel only) Loss of valid signal.
DUAL /green — DUAL & TRIPLE — Illuminates after the respective channels (2nd or 3rd) engage.
TRIPLE \pUAL AND TRIPLE LIGHTS WILL NOT ILLUMINATE SIMULTANEOUSLY.
A/T FLASHING RED - disengagement of either FMS or APPROACH autothrottles.

<STEADY RED Self Test
P/RST
STEADY AMBER - Airspeed Error± 10 knots with either APPROACH or VNAV engaged
(in VNAV, Amber will illuminate even if the FMS autothrottles are not
engaged).
^GREEN EPR FMS autothrottle is controlling to EPR as in the climb.

GREEN SPEED FMS autothrottle is controlling to SPEED as in CRZ or CRZ capture from CLB
EPR DRMNT WHITE DRMNT FMS autothrottle is dormant indicating lOOOft/min rate of descent has been
SPEED DESC achieved in CRZ DESC.
GREEN DESC FMS autothrottle is controlling to maintain descent profile in combination
with elevators.
VNAV VNAV GREEN - illuminates when VNAV engaged.
ALT ALT GREEN - illuminates when altitude in ALT SEL window captured.

[LIGHT TEST — Pushing F/D light cap illuminates all amber, green and white annunciator lights.
— Pushing A/P light cap illuminates all red annunciator lights.
WHITE — illuminates below 1500 feet (modified autoland at 1,000 feet radio altitude), after
G/S capture, with LOG on course,for both flight director and multi channel
FLARE FLARE autopilot operation.
GREEN — Illuminates at flare altitude (approx. 53 feet). In autopilot operation, airplane
' will automatically flare.
F/\D
"0' '0^ GREEN - Illuminate when go-around switches (No.2 or No.3 thrust levers) are pressed after
glide slope capture in ILS or LAND modes.
FLIGHT MODE ANNUNCIATOR

{MODIFIED AIRCRAFT)
BA
24 SEP.84 07-30-01
AUTOMATIC FLIGHT 747 FLYING MANUAL
CONTROLS AND
INDICATORS
British
airways
FLIGHT DIRECTOR SWITCH (CAPTAIN) AUTOPILOT ENGAGE SWITCHES
Controls output of flight director computer to Permit selection of A, B or C autopilot for MANUAL
Captain's attitude director indicator (ADI). or COMMAND operation or permit selection of any
two or all three for COMMAND operation after
APPROACH AUTOTHROTTLE ENGAGE SWITCH specific interlock conditions have been satisfied.
When switch is ON the adjacent light is illum COURSE SELECTOR

inated and the throttles are automatically re
ferenced to the airspeed set by the approach Rotation of the selector sets the desired course on the
autothrottle speed selector. digital display and sets the course pointer on the
Captain's HSI. Provides course error signals to auto
pilot/flight directors A, B and C and course signals to
APPROACH AUTOTHROTTLE SPEED SELECTOR No. 1 Nav Radio.
Rotation of the selector sets the desired auto

throttle airspeed on the adjacent digital HEADING SELECTOR
indicator. Also adjusts airspeed bug Provides heading select signals to the HSI's and heading
speed indicator. error signals to the autopilot and flight director
computers.
JOUR
H.T \ AUTOPItOT ENGAGE
om \ [\l1l2l3l I A B C
COMUNANO COIAMANO BACKBEAM SWITCH
Vcaf? i£)C For use when flying the reciprocal course

HfAOINC
of a localiser (B/B light on).
APPR Reverses sense of Roll Command Bar and

t 1 Atr Localiser Course Deviation Indicator
(Rising Runway Symbol).
FLIGHT DIRECTOR PITCH CONTROL
Provides pitch trim signal outputs to pitch command

bar on the AD I.
NAVIGATION MODE SWITCH
NAV — Arms or engages Autopilot/flight director in LNAV as follows:

— if aeroplane is more than 2.5 n.m. from active route then Nav arm (white) appears on FMA. HDG
mode remains active. With LNAV armed and aeroplane not on a heading which will intercept the
active leg, PMC MSG light illuminates and a scratch pad message of NOT ON INTERCEPT HEADING
appears on each CDU. If aeroplane is on an intercept heading, capture occurs as a function of ground-
speed and intercept angle.
— If aeroplane is at or within 2.5 n.m. from active route then Nav engaged (green) appears on FMA.
Autopilot/Flight Director then follows active route.
On un-modified aircraft the Autopilot/flight director system is coupled to the INS system.
On -524 aircraft, selection of C Autopilot/flight director couples INS 3. Capture of thelNS track starts at
7.5 n.m. from the track.
HDG — Autopilot or flight director coupled to a selected heading reference, as set by the heading selector.
VOR LOC — Either VOR or localizer signals will arm the autopilot and/or flight director for roll control,
depending on the selected frequency. Prior to course capture, control is referenced to the selected heading.
VOR capture varies with the intercept angle.
ILS — Selection of the ILS position will arm the autopilot (single channel only) and/or the flight director.
Capture of the localizer course is a function of airspeed and intercept angle so that close-in performance of
large intercept angles is possible. Prior to course capture, control is referenced to the selected heading.
Glide slope intercept can be made from above or below glide slope. Glide slope capture will be initiated at
approximately Vz dot deviation. Course transfer switch moves to MULTI position when I LS is selected.
LAND — For dual or triple channel autoland operation with flare mode. Multi channel operation requires
airplane to be on a glide slope beam and on the localizer below 1500 feet radio altitude (modified autoland
at 1,000 feet radio altitude). Any two or all three autopilot engage switches must be in the COMMAND
position. Course transfer switch moves to MULTI position when LAND is selected.
AUTOPILOT/FLIGHT DIRECTOR
MODE SELECTOR PANEL
(Sheet 1 of 2)
BA
07-30-02 24 SEP.84
747 FLYING MANUAL 'AUTOMATIC FLIGHT
CONTROLS AND
British INDICATORS
airways
COURSE SELECTOR H 2 SPEED MODE SWITCH
Same as course selector No.1 except sets course URB — Used for turbulence penetration with auto
pointer on F/O's MSI and provides course pilot in MAN only. Provides reduced gain commands.
signal to NO.2 Nav Radio. Not effective with navigation mode switch in I LS or
LAND. FD roll commands in compatible modes are
COURSE TRANSFER SWITCH retained. Automatic stabilizer trim is not operative
NO.1 — Autopilot/Flight Director computers on early airplanes. On late model airplanes the
A, B and C are referenced to No.1 VHF Nav] stabilizer is trimmed intermittently.
radio. V/S — Used in conjunction .with vertical speed control
NO.2 — Autopilot/Flight Director computers to set a fixed vertical speed over a range of +4000 to
A, B and C are referenced to No.2 VHF Nav —8000 feet per minute. Can be selected with naviga
radio. tion mode switch in any position, but cannot be en
MULTI — Autopilot/Flight Director computer gaged after glide slope capture.
A is referenced to No.1 VHF Nav radio. AS — Provides for automatic pitch axis control refer
Computer B is referenced to No.2 VHF Nav enced to the indicated air speed existing at the time
radio. Computer C is referenced to No.3 of engagement.
VHF radio when No.3 ILS frequency is VNAV — Engages Autopilot/Flight Director and FMS
tuned. Otherwise computer C is referenced A/T in V NAV mode
to No.1 VHF radio. — V NAV green and a FMS A/T caption appear on
Captain's VHF radio frequency selectors each FMA
(No.1) control the tuning of No.3 VHF — Autopilot/Flight Director and FMS A/T follow
radio. Will move to MULTI automatically vertical path and thrust guidance from FMCS
when ILS or LAND mode is selected. During climbs or descents Autopilot/Flight Director
captures and holds altitude displayed in Altitude
VERTICAL SPEED CONTROL Window or FMCS target altitude, whichever is
Used with vertical speed mode to set a desired reached first.
speed. When V/S (vertical speed) is not
selected the wheel is synchronized to follow V NAV mode is terminated by any one of the
the airplane vertical speed. following:
— selecting Speed Mode switch away from VNAV
ALTITUDE SELECTOR — selecting ALT Hold
Rotation of control sets the desired altitude in — G/S engagement
the indicator for altitude select altitude — select APPR A/T
reference.
COURSE VERT
SPEED
ALTU »HOLD
AIT SEl
QiMioiq i-r
LVL CHO
FLIGHT DIRECTOR FLIGHT DIRECTOR

TRIM CONTROL WHEEL SWITCH (FIRSTOFFICER)
(First Officer's ADD
ALTITUDE MODE SWITCH

ALT HOLD — (ALT HOLD light on) Provides for airplane to maintain the barometric altitude reference
existing at the time of selection. Can be selected with navigation pnode switch in any position,
but cannot be engaged after glide slope capture. Speed mode switch must be OFF.
SEL — Provides for intercept and capture of a selected altitude. Capture can begin within 1200 feet of
altitude. Flight path may be set up by using pitch wheel control, vertical speed control, or indic
ated air speed mode. Speed mode switch will return to OFF when altitude is captured, except with
VNAV selected.
LVL CHG — With speed mode switch in VNAV, momentary selection provides FMS commands to climb
or descend to the next FMS defined altitude constraint or the level set in the ALT SEL window
(whichever is reached first). The switch is spring loaded to SEL. LVL CHG only functions when
VNAV is engaged on the Speed Mode Switch.
AUTOPILOT/FLIGHT DIRECTOR
MODE SELECTOR PANEL
(Sheet 2 of 2)
BA
24SEP.84 07-30-03
CONTROLS AND British
INDICATORS aimiys
ATTITUDE WARNING FLAG
BANK ANGLE SCALE
In view when instrument power

Displays bank angle of airplane in fails or when attitude signal is
response to attitude signals from the not valid.
inertial navigation system.
FIXED AIRPLANE REFERENCE
FLIGHT DIRECTOR WARNING FLAG
Fixed symbol, rear view of
Appears when power fails to the airplane. Attitude reference
associated flight director computer. when related to horizon and
bank angle scales.
APPROACH AUTOTHROTTLE FAST-SLO' DECISION HEIGHT (DH)
INDICATOR LIGHT
Illuminates when the alti
Indicates amount of auto- tude pointer on the radio
throttle airspeed error. altimeter descends through
Referenced to command 2,500 feet (modified aircraft).
airspeed bug on airspeed
indicator. Illuminates when the alti
Sensitivity is reduced tude pointer on the radio
when auto throttle is altimeter descends to or
not engaged. below the altitude at
which the DH pointer is n
TEST SWITCH set. Can be tested by
pressing.
When depressed, the attitude
sphere will indicate a 20° GLIDE SLOPE POINTER
right bank and a 10° pitch up AND SCALE
attitude."ATT" flag will be
in view. Displays vertical position
relative to glide slope;
ROLL COMMAND BAR each dot represents approx
imately .35 degrees. Bar
Displays computed roll correction covers display when signal
which the airplane must make not valid. Pointer out of
to make good a desired course. view when ILS frequency
not tuned.
RUNWAY WARNING FLAG TURN AND BANK
INDICATORS PITCH COMMAND BAR
In view if signal to the localizer
course deviation indicator is not Displays computed pitch cor
valid; also in view if radio alti rection which the airplane
tude signal is not valid. must make to maintain a de
sired altitude or degree of
LOCALIZER COURSE DEVIATION INDICATOR AND pitch, or to track a glide
RISING RUNWAY SYMBOL slope beam.
Displays both localizer deviation (expanded scale) ATTITUDE HORIZON (HORIZON BAR)
and radio altitude. Lateral movement shows dis
placement from on-course. Vertical movement Sphere display, showing attitude in
shows radio altitude from 200' down to touchdown pitch and roll axes, referenced to
(symbol rises to meet fixed airplance reference). the appropriate attitude system (INS).
ATTITUDE DIRECTOR INDICATOR

(FLIGHT DIRECTOR)
BA
07-30-04 24 SEP.84
747 FLYING MANUAL
'AUTOMATIC FLIGHT
INDICATORS
airways
DRIFT ANGLE INDICATOR HEADING REFERENCE
Displays drift angle in either radio or INS Shows TRUE when RADIO/INS switch in INS; shows
navigation. Indicator is biased out of view MAG when switch in RADIO. HEADING warning
when power is lost to system being used for flag in view when heading reference is not valid.
navigation
GROUND SPEED INDICATOR
MILEAGE INDICATOR
Displays ground speed in knots, as computed
Shows mileage to-go to next way-point when in the inertial navigation system.
either RADIO or INS-FMS selected. Pre-
modified A/C shows DME distance when
RADIO/INS-FMS switch in RADIO.
DESIRED TRACK/COURSE
NAVIGATION WARNING FLAG POINTER
In view when radio input or n INS/FMS operation, displays

INS/FMS input is lost when desired track; in radio operation,
operating on the corresponding moves in response to rotation of
navigation system. course selector (on mode selector
panel) to desired position on
FIXED AIRPLANE REFERENCE azimuth card.
VOR/ILS-INS INDICATOR GLIDE SLOPE POINTER & SCALE

MllfS t. SP££D
Shows VOR/ILS when radio Displays vertical position relative

navigation system is being used; to glide slope. Flag covers display
shows INS when inertial navi when glide slope signal is not valid.
gation system is being used. Pointer out of view when ILS fre
quency not tuned.
DATA SOURCE INDICATOR
CROSS TRACK DISTANCE/COURSE
Shows the source (system 1, BAR
or 2) of data from either the
INS/FMS or the radio Moveable center portion of desired
navigation systems. track/course pointer. Shows both
angular and lateral displacement
ALERT LIGHT from VOR or ILS course (radio
operation) or from INS/FMS
Illuminates when airplane is within track (INS/FMS operation).
1 minute of a leg switch while navi
gating along an INS/FMS track. COURSE/TRACK DEVIATION
ALERT light on INS control/ SCALE
display unit appears at same time.
Both lights flash when waypoint is AZIMUTH CARD Shows deviation in degrees during
passed with IMS in MAN mode. radio operation; 2 dots—10
Light does not function at Displays airplane head degrees on VOR, 14 beam width
ground speed of less than ing (read against lub on ILS (localizer beam width is
250 knots. ber line). In INS/FMS 3 to 5 degrees depending on
operation, referenced to airport). Shows crosstrack
HEADING POINTER true north; in RADIO distance in miles during INS
(radio navigation) operation; 2 dots — 714 miles.
In INS/FMS operation pointer is operation, referenced
biased to the "six o'clock" position to magnetic north.
and does not function. In radio
operation the pointer moves in response
to rotation of the heading selector (on
mode selector panel); once set,
pointer moves with azimuth card.
HORIZONTAL SITUATION INDICATOR
24 SEP.84 BA
07 30-05
747 FLYING MANUAL
AUTOMATIC FLIGHT
British
CONTROLS AND
INDICATORS
airways
RATE-OF-TURN INDICATOR
— Captain's indicator posi

tioned by gyro in upper
yaw damper computer.
PILOT'S PANELS — First Officer's indicator
positioned gyro in by low
er yaw damper computer.
— Indicator out of view with
electrical power loss to
yaw damper.
YAW DAMPER TEST SWITCHES YAW DAMPER YAW DAMPER ENGAGE

SWITCHES
TCL — Provides turn coordin
ator test signal if on the ENGAGE — Hydraulic pres
ENCAGE OFF
ground. sure is available to yaw

YDR — Provides yaw damper damper and yaw damper
test signal if on the ground light is armed.
OFF — Hydraulic pressure
is shut off and yaw
OVERHEAD PANEL damper light disarmed.
PILOTS'
YAW DAMPER YAW DAMPER MSAS
CENTER
UPPER LOWER GRS
PANEL
MSAS GRS LIGHT (Amber)(-524)

Indicates a malfunction in the yaw damper/turn coordinator Indicates a malfunction. May
system. During automatic approaches the hydraulic pressure automatically disengage MSAS
would automatically shut off to associated system. system.
(-524 ONLY)
BETA NOT ENGAGED LIGHT MSAS SWITCH
(Blue)
OFF — Deactivates MSAS
Indicates GRS disengaged system and lights.
from upper yaw damper. ON — Arms system and lights.
GUST RESPONSE SUPRESSION
MSAE
System engages in flight
NOT with flaps up if no malfunc
ENCAGED ENGAGED
tions are detected.
PILOTS' OVERHEAD PANEL
TEST — Provides test signal
if on the ground.
BETA SWITCH
OFF — Deactivates BETA system and light. MSAS NOT ENGAGED LIGHT
ON — Arms system and light. System engages when flaps (Blue)
are up if no malfunctions are detected. Indicates GRS disengaged
TEST — Provides test signal if on the ground. from lower yaw damper.
YAW DAMPER AND GUST RESPONSE SUPPRESSION
BA
07-30-06 24SEP.84
CONTROLS AND
British INDICATORS
airways
RESET SWITCH {MODIFIED AIRCRAFT)
Cancels DM light on ADI following

a Terrain Warning (2,500 ft).
TEST SWITCH ALTITUDE POINTER

When pushed, altitude Reflects actual height above
pointer drives to 30 feet terrain up to 2500'.
and warning flag appears.
WARNING FLAG
In view when — Power is off,

test switch is pushed, or invalid
signal is present.
PILOTS'PANELS
DECISION HEIGHT (DH)BUG DH SELECTOR
Moves in response to movement Rotation causes DH bug to move

of DH selector. across face of instrument.
NOTE: The No. 1 Radio Altimeter on the

—524, and the No. 2 Radio Altimeter on the
—7, is used by the Auto throttle system to
close the throttles at 30 feet during auto-
land flare. If the respective Radio Altimeter
is inoperative the throttles must be closed
manually.
LOW RANGE RADIO ALTIMETER'
24 SEP.84 SA
07-30-07
AUTOMATIC FLIGHT
CONTROLS AND 747 FLYING MANUAL
British airways
INDICATORS
AUTO STAB AUTO STAB

TRIM A TRIM B
PILOT'S CENTER PANEL
STABILIZER TRIM LIGHTS (Amber)

(Amber)^
Lights function only when autopilot(s) engaged.
- Single channel autopilot operation:
Autopilot A utilizes AUTO STAB TRIM A
Autopilot B utilizes AUTO STAB TRIM B
Autopilot C utilizes AUTO STAB TRIM A or AUTO STAB TRIM B if A fails.
- Lights illuminate when corresponding automatic stabilizer trim unit fails or when an
out-of-trim condition is sustained for approximately 12 seconds.
- In multi-channel (DUAL or TRIPLE) autopilot operation, both stab trim units are
available for trimming; the stab trim unit associated with the first autopilot engaged
does the trimming. If the trimming unit fails, the corresponding light comes on, and
the other unit automatically assumes the trimming function.
AUTOMATIC STABILIZER TRIM LIGHTS

BA 24SEP.841
07.30.08
INDICATORS airways
.STABILISER TRIM SWITCH
In single channel operation, switch activation will

cause autopilot disengagement.
In multi-channel operation, (after G/S engage), switch
activation will result in stabiliser trimming without
autopilot disengagement.
AUTOPILOT DISENGAGE SWITCH
Pushing switch will cause autopilot to disengage, auto

pilot warning light to flash red, and the aural warning to
sound. Releasing the switch will extinguish the light and
silence the aural warning.
NOTE: If Autothrottle is engaged the Autothrottle switch

will go to off and the engaged light extinguish.
PILOTS'CONTROL WHEEL
AUTOTHROTTLE DISENGAGE SWITCHES (1 & 4 THRUST

LEVERS)
Depressing either switch will disengage the autothrottle

only and cause the autothrottle warning light to flash
red.
GO-AROUND SWITCHES (2 & 3 THRUST LEVERS)
In ILS or LAND mode (after glide slope capture),

depressing either switch will:
— Disengage the autothrottle (warning light flashes
red then extinguishes).
— Initiate automatic go-around. Ground track will
be maintained. A flap-programmed altitude rate
will be established (Gear, flaps and thrust levers must
be controlled manually).
Automatic go-around will continue until autopilot(s)
THRUST LEVERS
disengaged.
Flight director go-around commands will be displayed
until the navigation mode switch is cycled out of the
I LS or LAND position.
MISCELLANEOUS AUTOPILOT CONTROLS
(PRE-MODIFIED AIRCRAFT)
BA
07-30-09A 24 SEP.84
INDICATORS
airways TURN CONTROL
For use with autopilot in MANUAL Operation.

DESCEND In single channel operation (COMMAND), moving
CONTROL out of detent will disengage autopilot from
COMMAND to MAN.
In LAND mode prior to dual or triple engagement
annunciation the first in control autopilot will dis
engage to MAN and the second and third engaged auto
pilots will disengage to OFF.
In multi-channel operation, after dual or triple engage
PITCH CONTROLS ment is annunciated, moving control out of detent
will have no effect.
AFT
ELECTRONICS
AUTOPILOT MANUAL CONTROL MODULE
PANEL STABILISER TRIM SWITCH
In single channel operation, switch activation will
cause autopilot disengagement.
In multi-channel operation, (after G/S engage), switch
activation will result in stabiliser trimming without
autopilot disengagement.
AUTOPILOT DISENGAGE SWITCH
Pushing switch will cause autopilot to disengage, auto
pilot warning light to flash red, and the aural warning to
sound. Releasing the switch will extinguish the light and
silence the aural warning.
NOTE: — If Approach Autothrottle is engaged the
APPR A/T switch will trip OFF and the
engage light extinguish.
— If VNAV is engaged the FMS Autothrottle
will disengage and the FMS A/T caption on
PILOTS'CONTROL WHEEL the FMAs will extinguish.
APPROACH AUTOTHROTTLE
AUTOTHROTTLE DISENGAGE SWITCHES (1 & 4) THRUST
LEVERS)
Depressing either switch will disengage the approach
autothrottle and cause the autothrottle warning light to
flash red.
^GO-AROUND SWITCHES (2 & 3 THRUST LEVERS)
In ILS or LAND mode (after glide slope capture),
depressing either switch will:
— Disengage the APPR A/T (warning light flashes
red then extinguishes).
— Initiate automatic go-around. Ground track will
be maintained. A flap-programmed altitude rate
will be established (Gear, flaps and thrust levers must
be controlled manually).
Automatic go-around will continue until autopilot(s)
disengaged.
Flight director go-around commands will be displayed
until the navigation mode switch is cycled out of the
ILS or LAND position.
THRUST LEVERS
FMS AUTOTHROTTLE
— With VNAV engaged on the Speed Mode Switch,
depressing switches 1, 2, 3 or 4 will disengage FMS
A/T leaving VNAV engaged. TTI indicate changes
to GA below 10,000 ft.
MISCELLANEOUS AUTOPILOT CONTROLS

(MODIFIED AIRCRAFT)
BA
24 SEP.84
07-30-09
INDICATORS airways
ILS DEVIATION TEST
Flight Test:
— Set ILS frequency
— Select autopilot NAV or HDG mode
— Place autopilot in COMMAND
— Captain test UP/LT and DN/RT
for VHP NAV 1 and check for flashing
ILS DEV lights
— First Officer test UP/LT and DN/RT
ILS DEV lights
— First Officer test UP/LT and DN/RT VHP NAV
ILS DEV lights
108
&
(The Test Switch is on First Officer's NORM O'RIDE
side. However, Captain's Controller STBY \_/ TEST
Controls NAV 3). DN/RT
PILOTS' LIGHTSHIELD
ILS DEVIATION WARNING LIGHTS (Red)

ILS/DEV
in
ILS or LAND modes if:
ILS/DEV
% dot localizer or 1 dot glide slope be

low 500 feet radio altitude. PILOTS' PANELS
If airplane returns to I LS centerline be
fore reaching 200 feet altitude, the light
will extinguish.
Below 200 feet, returning to ILS center-
line will not extinguish the light.
ILS DEVIATION
BA
07.30.10 24 SEP.841
BRITISH 747 FLYING MANUAL AUTOMATIC FLIGHT
AIRWAYS SCHEMATIC
i V/»
NO 1 MO.J
A,! iFlED AUTOPH-OT ENGAGE JoxwtiJ VEST IAS
ar
RT
D&
4!
hIn »oc
AlV e JMOII)
SIStL
jyj| B
^4 A|A'
LVL CHG
rfTo<
L.
I
I
I
_j_
-_-:-AP/FD-:-:- -z-i-AP/FD-:-:-'
:;:rCbMPUTERFi; IjCOMPUTER-r- ZCOMPUTER-r-
b
I
—"I'
-♦
WFTR LT d4 Cci coMm

t T f
^■0:-
AUTOPILOT-FLIGHT DIRECTOR UTILISATION

TRIPLE INSTALLATION
(MODIFIED A/C)
PA
07.40.03A 24 SEP.P4
AIRWAYS SCHEMATIC
"""-fl NO 1
AUTQpaoT COUISI VEST TUII
liM
ii A B C
*na SMOto
T m
lAND
SEL "»CH
APPR
. LVL CHp
AP/FO AP/FD AP/FD

COMPUT COMPUTER COMPUTER
A C B
FL^ Dl'- CCMPTR Fl Dl" COVIPTR

i r t ir B
iis'Ar
w
_
_

TRIPLE INSTALLATION
(PHE-MOD A/C)
BA
24 SEP.84 07-140-03
BRITISH 747 FLYING MANUAL Automatic flight
AIRWAYS SCHEMATIC
.1 HO.J
A/T SPEED AUTOmOT ENGMX' <»«»«
MID
"
' I ' MT m
saai
iLVL CHG
I-I-AP/FD-:-:
IICpMPUTER^; :-COMPUTER-;
I
I
WRCOW COMMlt^
:ii

DUAL INSTALLATION
BA
24 SEP.84 07.40.05
BRITISH 747 FLHNG MANUAL AUTOMATIC FLIGHT
AIRWAYS SUPPLEMENTARY
INFORMATION
1. AP/FD/ SYSTEM
The system consists of a computer which receives information from the associated
source systems, i.e. INS., VHF NAV, RAD ALT, CADC and processes it.
The output of the computer is dependent on the selected mode and can be presented
on selection as:-
(a) FLIGHT DIRECTOR SWITCH "ON": VISUAL COMMAND indications to the

pilot via the COMMAND BARS of the A.D.I.
OR
(b) AUTO PILOT SWITCH ON: CONTROL COMMANDS to the hydraulically

powered AUTO PILOT actuators.
OR
(c) BOTH (a) and (b) simultaneously.

NOTE: It is important to remember that the A.P./F.D. computers are alive and
fully active whenever their respective AC and DC busses are powered. The
AUTO PILOT outputs of Pitch and Roll computers and L.C.L.U's will be
zeroed by synchronisation to prevent the presence of a standing control
demand when the A/P engage switch is moved from OFF to MANUAL or COMMAND.
2. MODE AVAILABILITY
A.P. MAN
A.P. COMMAND
FLIGHT FACILITY REMARKS
DIRECTOR
A.P. Turbulence Mode

MAN
Roll Attitude Auto Wing Levelling. Turn Knob Control
ONLY
Pitch Attitude Maintains engaged Pitch Attitude,
Pitch Wheel Control.
ALL Altitude Hold Mode Pitch Wheels Ineffective A.P. & F.D.
A.P. Altitude Select Mode Pitch Wheels Ineffective when

Command Captured A.P.' & F.D.
and
l.A.S. Hold Mode Pitch Wheels Ineffective A.P. & F.D.
Flight
Director V.S. (Vertical Speed) Mode Pitch Wheels Ineffective A.P. & F.D.
V.NAV Pitch wheels Ineffective A.P. & F.D
HDG (Heading) Mode

NAV Mode
V.O.R. Mode
l.L.S. Mode Pitch Wheels Ineffective when G/S

Captured A.P. & F.D.
Land Mode Pitch Wheel Ineffective when G/S
Captured A.P. & F.D.
Go-around Automatic Arming on G/S Capture
activated by throttle switches 2 or 3.
Flight
Director
Back Beam
Only
BA
24 SEP.84 07-50-01
BRITISH 7^7 FLYING MANUAL AUTOMATIC FLIGHT
INFORMATION
3. ENGAGEMENT
A. ENGAGE LEVER
(1) Holding solenoid - has three functions.

(a) HOLDS engage lever to OFF - Releases lever when all engage inter
locks are satisfied.
(b) MAN position;- Prevents lever returning to OFF except when

overridden by manual selection, or electrically
released by deliberate or fault disengagement.
(c) COMMAND position:- Prevents lever returning to OFF position except
when overridden by manual selection, or
electrically released by deliberate or fault
disengagement, or reversion to MAN on selection
of an incompatible COMMAND mode.
(2) Brake Solenoid - has one function.
Slows the passage of the engage lever when reverting to MAN from COMMAND
when mode incompatible. Brake is ON during movement from COMMAND to MAN
to allow time for HOLDING solenoid to re-set at the MAN position.
B. ENGAGE CONDTIONS
The Engage Lever is locked OFF until logic circuitry has checked that engage
conditions are valid. The holding solenoid is then powered to release the
lever lock.
Selection to MAN - The following interlocks must be satisfied.

(1) Computer Power - Valid
(2) Other A/P Off
(3) Turn Knob Detent
(1) I.N.S. Attitude - Valid
(5) Manual Stab.

Trim (Elect) Off
(6) Pitch Computer Synchronised Out
C. COMMAND
The engage lever can always be moved from MAN to COMMAND, but the ability of
the holding coil to HOLD the lever at COMMAND is dependent on the mode
condition.
n. AUTO FLIGHT COMPONENTS
A. ROLL COMPUTER
Contains circuits to provide control output for all lateral control modes
until conditions for LOC. APP (LOCALISER APPROACH) sub mode are satisfied.
NOTE: LOC. APP (LOCALISER APPROACH) is an internal switching function that
takes places when all the following conditions are satisfied
1. G/S captured
2. 1500 R.A. ALT (Modified autoland at 1,000 feet radio altitude).
3. LOC captured
B. PITCH COMPUTER
Contains circuits to provide control output for all pitch control modes until
G/S capture takes place.
BA I
07-50-02 SEP.81|
> ) ) > ) ) ) ) ) ) ) ) )
FLIGHT DIRECTOR SPEED MODE SWITCH
CONDITION AUTOPILOT FMS AUTOPILOT AUTOTHROTTLE PILOT RESPONSE

PITCH ROLL SELECTION MODE AUTO WARNINGS WARNINGS
THROTTLE
Press Autopilot VNAV NAV OFF VNAV OFF Momentary Red 2 sec. If desired, select
disconnect switch red flashing flash suitable Fit. Dir.
and wailer modes
Press Autothrottle VNAV NAV A OR B VNAV OFF NIL Red 2 sec. Manual throttle
or Go Around palm flash
switch
Select ALT HOLD Altitude NAV A OR B OFF OFF NIL Red flashing Reset Autothrottle
Hold warning.
Manual throttle
Glideslope engage G/S LOC A OR B OFF OFF NIL Red flashing Reset Autothrottle
warning.
Manual throttle or
engage Approach
A/T.
Engage Approach Pitch Trim NAV A OR B OFF OFF NIL NIL Approach Auto
Autothrottle Control throttle engaged
Wheels
Descent below Pitch Trim NAV OFF OFF OFF Red flashing Red flashing Press autopilot
650 ft. Radio Control and wailer disengage button,
Wheels select suitable
fit. dir. modes
No.1 FMC fail Pitch Trim Heading A OFF OFF Steady Red flashing Disengage A A/P and
Control Select red engage another
No.2 FMC fail Wheels B channel. Reset A/T
warn.
'C Autopilot VNAV NAV C VNAV Not Not Not V/S, IAS available
Engaged not (INS) not Available Applicable Applicable on speed mode
available available switch
Both on 'C VNAV NAV OFF VNAV Not Not Not V/S, IAS available
Fit. Dir. (no not (INS) not Available Applicable Applicable on speed mode
A/P engaged) available available switch
Captain's Fit. VNAV NAV OFF VNAV Engaged Not Not

Dir. on 'A' Applicable Applicable
Co-pilot on 'R'
(no A/P engaged)
AIRWAYS NORMAL OPEBATIOHS
TO GO AROUND FROM AN ILS (OR LAND) Altitude Mode Switch ALT SEL
APPROACH The autopilot will still maintain
See FLIGHT DIRECTOR, AUTOPILOT the pitch attitude at the time ALT
(DUAL CHANNEL) or AUTOPILOT SEL was selected if not within the
(TRIPLE CHANNEL). "capture" zone of the selected
altitude. The pitch control wheel,
(INS MODE) IAS or V/S speed mode may be used to
Preset Roll Information establish the pitch of the airplane
Captain's Radlo/INS Switch INS enabling capture of the selected
No. 1 INS altitude.
Control Module CHECK, SET
Check that the from/to indicator shows Entering the selected altitude capture
the desired number sequence to the zone, the autopilot will pitch to
next waypoint. capture the selected altitude and
INS Data Selector XTK/TKE will trip the speed mode switch to
Heading Indicator SET OFF.
Rotate the heading selector to set
the desired INS track intercept DESCENT INITIATION
heading. On receipt of descent clearance
Navigation Mode Switch INS Altitude Mode Switch ALT HOLD
Altitude Selector....CLEARED FLT LEVEL
ENGAGE AUTOPILOT When descent initiation required
Autopilot Engage Altitude Mode Switch ALT SEL
Switch "A" COMMAND Select V/S mode and dial appropriate
The autopilot will roll to the rate on V/S thumb wheel to achieve
selected heading (magnetic). The Mach 0.82.
autopilot will maintain the selected
heading until the INS track capture Select IAS mode on achieving 280 Kts.
point is reached, at which time the
autopilot will roll to and maintain NOTE: It is vital to monitor raw
the selected INS track. data during descent and
particularly approaching
The capture zone of the INS track altitude capture.
begins at approximately 7-1/2 miles
cross track distance (XTK), or 2 TO OPERATE WITH THE ALTITUDE MODE SWITCH
dots on the HSI. (FULL TIME ALTITUDE SELECT.)
TO OPERATE WITH THE ALTITUDE MODE SWITCH: (ALT HOLD MODE)

(ALT HOLD MODE)
Operation is the same as in MAN, except Operation is the same as in MAN, except
that the altitude mode switch will trip that the altitude mode switch will trip to
to OFF when the glide slope is captured SEL when the glideslope is captured in the
in the ILS or LAND mode. ILS or LAND mode.
(ALT SEL MODE) (SEL MODE)

PRESET PITCH INFORMATION
Altitude Indicator SET Pre-set Pitch Information
Rotate the altitude selector to set
the desired altitude. Altitude Indicator SET
ENGAGE AUTOPILOT Rotate the altitude selector to set the

Autopilot Engage Switch COMMAND desired altitude.
The autopilot will maintain the
pitch attitude existing at the time
of engagement.
BA
24 SEP.84 07.10.03
AIRWAYS
NORMAL OPEHATIOHS
Engage Autopilot TO OPERATE WITH THE SPEED MODE SWITCH:

(IAS MODE)
Autopilot Engage Switch COMMAND ENGAGE AUTOPILOT
A utopilot Engage
1. If not within the capture zone of Switch "A" COMMAND
the selected altitude - the auto The autopilot will maintain the
pilot will maintain the pitch pitch attitude existing at the
attitude existing at the time of time the autopilot is engaged.
engagement. The pitch control Speed Mode Switch IAS
wheel, V/S, IAS or VNAV modes may The autopilot will vary pitch to
be used to establish the pitch of maintain the airspeed existing at
the airplane enabling capture of the the time IAS was selected.
selected altitude.
(NAV MODE) - FMS aircraft
2. On entering the capture zone of the
selected altitude - the autopilot Refer to Section 19 for FMS operation.
will pitch to capture the selected
altitude and will trip the speed (V/S MODE)
mode switch to OFF (except VNAV Engage Autopilot
which remains engaged). Autopilot Engage
Switch ^'A*' .................... ..COMMAND
3. If within the capture zone of the The autopilot will maintain
selected altitude - the autopilot the pitch attitude existing
will pitch to capture the selected at the time of engagement.
altitude. Speed Mode Switch .V/S
The autopilot will vary
(LVL CHG MODE) pitch to maintain the verti
cal speed existing at the
Engage Autopilot time V/S was selected.
Vertical Speed Control .ADJUST
Speed Mode Switch VNAV Rotate the vertical speed
With Speed Mode Switch in VNAV, control up or down to pitch
momentary selection of LVL CHG the autopilot to the desired
commands the airplane to climb or vertical speed.
descend to the next FMS defined
altitude constraint or the level set (VNAV MODE)
in the ALT SEL window (whichever is
closer). Engage Autopilot
TO CHANGE ALTITUDE (VNAV NOT SELECTED) Autopilot Engage Switch A COMMAND

The autopilot will maintain the pitch
On receipt of clearance attitude existing at the time of
engagement.
Altitude Mode Switch ALT HOLD
Altitude Selector....CLEARED FLT. LEVEL Select appropriate page on FMS CDU (CLB,
Speed Mode Switch V/S or IAS CRZ, DES).
Selection of V/S or IAS trips Altitude Speed Mode Switch VNAV

Mode Switch to SEL. The autopilot will vary pitch according
to the requirements of the FMS.
To change altitude with VNAV selected
refer to section 19. NOTE:- VNAV is not approved for use in
CRZ DESC or DES.
NOTE: It is vital to monitor raw data
particularly approaching
altitude capture.
BA
07.10.04 24 SEP.84
747 FKONG MANUAL AUTOMATIC FLIGHT
British airways NORMAL OPERATIONS
OVERSEAS OIVISIOM
TO GO AROUND FROM AN ILS (OR LAND) Altitude Mode Switch ALT SEl
APPFDACH ^ ^ ' The autopilot will still maintain id-ie
See FLIGHT DIEECTOR, AUTOPILOT pitch attitude at the time ALT SEL
(EUAL CHANNEL) or AUTOPILOr was selected if not within the
V "■
(TRIPLE CHANNEL). "capture" zone of the selected
altitude. The pitch control wheel,
(INS MOEE) IAS or V/S speed mods may be used to
Preset Roll Infomaticn establish the pitch of the airplane
Captain's Radio/INS Switch INS enabling capture of the selecrted
No. 1 INS * altitude.
Control Module CHECK, SET
Check that the frcm/to indicator shows Entering the selecrted altitucje capture
the desired number seqijence to the zone, the autopilot will pitch to
next waypoint. c^ture the selected altitiode and
INS Data Selector XTK/TKE will trip the speed modle switch to OE'F.
Ifeading Indicator SET EESCENT ENniATIGN
Rotate the heading selector to set On receipt of descent clearance
the cfesired INS track intercept Altitude Mode Switch ALT HOLD
heading. Altitude Selector... .CLEARED FLT LEVEL
Navigation Mcde Switch. INS When descent initiation required
ENGAGE AUTOPILOT Altitude Mode Switch ALT SEL
Autopilot Engage Select V/S mode and dial appropriate
Switch "A" COMMAND rate on V/S thumb wheel to achieve
The autopilot wiH roll to the MachO.82.
selected heading (magnetic). The Select IAS mode cn achieving 340 Kts.
autopilot will.maintain the selected
heading until the INS track capture NOTE: It is vital to monitor raw data
point is reached, at which time the during desioent and particularly
■ autopilot will roll to and maintain approaching altitude craptijrs.
the selected INS track.
TO OPERATE WTIH THE SPEED MOIE SWITCH;
The capture zone of the INS track (IAS HDDE)
begins at approximately 7-1/2 miles ENGAGE AUTOPILOT
cross track distance (XIK), or 2 Autopilot Enga^
dots on the HSI. Switch "A" COMMAND
TO OPERATE WITH THE ALinUDE MODE "SWITCH: pitch attitude existing at the
(ALT HOLD MODE)
time the autopilot is engaged.
Operation is the same as in MAN, except Speed Mocfe Switch IAS
that the altitude mode switch will trip The autopilot will vary pitch to
to OFF when the glide slope is c^tured maintain the airspeed existing at
in the "US or LAND mode.
the time IAS was selected.
(ALT SEL MODE)
/
FRESET PITCH INEDRMAHON
Altitude Indicator SET
Rotate the altitude selector to set
the desired altitude.
DIGAGE AUTOPILOT
Autopilot Engage Switch COMMAND
pitch attitude existing at the time
of engagement.
v_
BAOD
28 JAN.77 07.10.03
AUTOMATIC FLIGHT
NORMAL OPERATIONS OVERSEAS OlVIStO*
-J
(v/s mode) Engage Autopilot
Engage Aut.:.:;llot Two Autopilot
Autopilot Engage Engage Switches COMMAND
Switch "A" COMMAND The first autopilot engaged
The autopilot will maintain will control the airplane.
the pitch attitude existing ^ If "C" autopilot is used, the
at the time of engagement. No, 3 glide slope receiver
Speed Mode Switch ,...V/S antenna is blanked out un
The autopilot will vary til the nose gear has been ex-
pitch to maintain the verti ended, As the second autopi
cal speed existing at the lot engage switch is placed
time V/S was selected. to COMMAND the DUAL arm light
Vertical Speed Control,,,,ADJUST (white) will illxmiinate.
Rotate the vertical speed
control up or down to pitch Autopilot response and inter
the autopilot to the desired cept procedures are the same
vertical speed, as in ILS mode.
TO OPERATE USING NAVIGATION, After glide slope capture,

ALTITUDE AND SPEED MODE SWITCHES and after passing through
SIMULTANEOUSLY: 1500 feet (radio altimeter),
- Select the navigation mode, The DUAL engage light (green)
- Engage the autopilot to COM will illuminate, indicating
MAND, the second autopilot is, en
This will trip the speed and gaged. The FLARE arm light
altitude mode switches to OFF, (white) will illuminate.
- Select the desired altitude
and/or speed modes, Laudins
At decision height on the radio
.J
AUTOPILOT (DUAL CHANNEL) altimeter, the decision height
lights will illuminate. At
Two autopilot engage switches flare height on the radio al
will engage onlv in the LAND timeter, the FLARE engage light
mode. (green) will illuminate and the
airplane will flare.
(land mode)
Preset Roll Information Throttle Retard
Both Radio/INS Switches,,,,RAD10 If autothrottles are used, the
Both Course Indicators,,,,,,,SET thrust levers will retard to the
Rotate both course indica aft limit starting at 30 feet on
tors to set the inbound the radio altimeter.
front course of the ILS, CD
Both VHF Navigation After Landing a
Frequency Indicators SET Autopilot •

Use frequency selectors to Disengage Switch ..PRESS
set the same ILS frequency (pilot's control wheel)
on both radios. Both engage switches, and Auto Throttle
Navigation Mode Switch LAND will trip to the OFF position. ^
Course
Transfer Switch,,,,,CHECK MULTI NOTE: The autopilot may be left
The switch will automati engaged until the nose
cally trip to MULTI when wheel is on the runway.
LAND mode is selected.
BAOD
07,10,04 28 JAi.i.77
British NORMAL OPERATIONS
airways
Go-Ajround Engage Autopilot

See AUTOPILOT (TRIPLE CHANNEL) Autopilot
Go-Around procedure. Engage Switches COMMAND
Place the A, B, and C switches
to COMMAND. The first autopilot
engaged controls the airplane
until FLARE is armed. The third
AUTOPILOT (TRIPLE CHANNEL) autopilot must be engaged prior
Two or three autopilot engage to glide slope capture or it
will be locked in OFF.
switches will engage only in the
LAND mode. Disengagement of the first in
NOTE: Prior to a CAT 3 Autoland control autopilot prior to
check that Three INS's are
triple or dual engage will
result in transfer of control
in navigate mode and the
Essential Power Switcih is
to the next autopilot in the
order A to B to C to A.
in NORMAL. Then, split
the AC and DC electrical The DUAL arm light and the
systems as follows: TRIPLE arm li^t will illuminate
Bus Tie Breaker No. 1 TRIP
successively as the second and
Bus Tie Breaker No. 2 TRIP
third autopilot engage switches
DC Bus
are placed to COMMAND.
Isolation Relay No. 1 OPEN
DC Bus
Isolation Relay No. 2 OPEN
(LAND MODE)
Preset Roll Information
Both
RADIO/INS Switches .RADIO
Both Course Indicators SET
Rotate both course selectors
to set the inbound front
course of the ILS.
Both VHF Navigation
Frequency Indicators SET
Use frequency selectors to
set same ILS frequency on
both indicators. The captain's
controls also set the frequency
for the No.'3 VHF navigaticn
radio.
Navigation Mcde Switch LAND
Course
Transfer Switch CHECK MULTI
The switch automatically
trips to MULTI when LAND
mode is selected.
BA
31 Dec.80 07-10-05
NORMAL OPERATIONS British
ainivays
Autopilot response aiid intercept After Landing

procedures are the same as in Autopilot Disengage Switch
single or dual channel operation. (pilot's control wheel)...PRESS
All engage switches and Auto Throttle
With localizer on course and glide will trip to the OFF position.
slope captured, and radio altitude
1,500 feet, the TRIPLE green light NOTE: The autopilot may be left
and FLARE white light will illuminate engaged until the nose
indicating all autopilots are wheel is on the ground.
engaged. A programmed localizer
approach test is performed auto
matically by each roll channel. Go Around
The blue TEST light illuminates Go Around Switches ... PRESS WHILE
as the airplane diverges momentarily ADVANCING THRUST LEVERS
to the left. The TEST light An automatic go-around may be
extinguishes and the airplane returns initiated after glide slope
to the localizer course. An capture by pressing the go-
unsatisfactory channel will be around switches on the number
disengaged automatically, which 2 and/or 3 thrust levers.
will cause that autopilot warning
light to flash amber. When automatic go-around is
initiated, the autothrottles
With all three channels engaged, are autcmatically disengaged.
subsequent control of the airplane Thrust levers, flaps, and
is determined by the autopilot which landing gear must be con
has neither the highest or lowest trolled manually.
signal input commanding a change
in pitch or roll. Ground track is maintained
and a flap-programmed rate
Landing of climb is established:
At decision height on the radio Flaps 25 or 30 - 300 ft/min
altimeter, the decision hei^t On the -524 for light wei^t'
lights will illuminate. At conditions and full go-around
flare height of 53 feet radio thrust, rates of climb less than
altimeter, the FLARE engage lights 300 ft/min may be experienced for
(green) will illuminate and the flaps 25 and 30.
airplane will flare. Flaps 20 or Less - 1000 ft/min
Throttle Retard NOTES: Moving the mode selector out

If autothrottles are used, the of LAND will trip all
thrust levers will retard to autopilot engage switches to
the aft lin^t starting at 30 OFF.
feet radio altitude.
The autopilot cannot
maintain roll control in
go around with an engine out.
After glide slope capture,

use of manual trim controller
or control wheel trim switches
will not disengage the auto
pilots.
BA
07-10-06 31 Dec.80
AUTOMATIC FLIGHT
OVERSEAS DIVISION
AUTO STAB TRIM LIGHT ILLUMINATED Autopilot Disengage
Switch PRESS
Autopilot DISENGAGE Check all autopilots dis
Hold control column in its engaged.
present position and press Below 200 feet radio altitude:
autopilot disengage switch. Autopilot Disengage Switch or
Check that AUTO STAB TRIM Go-Around Switche s PRESS
light extinguishes, Check all autopilots dis
engaged, or Go-Around has been
CAUTION A SUDDEN PITCH CHANGE activated.
CAN BE EXPECTED AS THE
AUTOPILOT ELEVATOR IN
PUTS ARE REMOVED, THE AUTO THROTTLE LIGHT ILLUMINATED
MINIMUM CHANGE OCCURS
WHEN THE CONTROL COL IF AMBER, SPEED ERROR IN EXCESS
I
UMN IS HELD IN POSI OF 10 KTS:
TION AS THE AUTOPILOT Airspeed CHECK
IS DISENGAGED, If autothrottle system
not correcting and/or
Stab Trim TRIM speed error is not de
Trim the airplane using creasing place auto
the stab trim switches on throttle switch to OFF,
the control wheel.
Autopilot ENGAGE CAUTION: ENGINE EPR LIMITS CAN
Engage other channel of BE EXCEEDED UNDER CER
autopilot and check AUTO TAIN CONDITIONS,
STAB TRIM light extin
guished, IF FLASHING RED, AUTOTHROTTLE
IS DISENGAGED:
NOTE: If one AUTO STAB TRIM Autothrottle Engage
light illviminates, with Switch (if required) OFF
single channel engaged, Check that autothrottle
disconnect autopilot and ON light is extinguished,
fly airplane manually or Autothrottle Light,, PRESS
engage another autopilot. Check that both auto
throttle lights extin
If either AUTO STAB TRIM guish, If desired, the
light illuminates, dur autothrottles may be re
ing dual or triple chan engaged.
nel operation, auto land
can be continued.
YAW DAMPER LIGHT ILLUMINATED
If both AUTO STAB TRIM
lights illuminate dis Yaw Damper Engage Switch
engage autopilots and (Upper or Lower) OFF
fly manually,
ILS DEVIATION WARNING LIGHT GUST RESPONSE SUPPRESSION
ILLLMINATF.n "NOT ENGAGED" LIGHT
ILLUMINATED WITH FLAPS UP
Above 200 feet radio altitude (when installed)
and not correcting back to ILS
centerline: Gust Response
Suppression Switch, .OFF
36
Aug 15/74 07,20,01
British airways 747 FLYING MANUAL AUTOMATIC FLIGHT
OVERSEAS DIVISION
SUPPLEMENTARY
INFORMATION
YAW DAMPER/TURN COORDINATOR GUST RESPONSE SUPPRESSION
Two independent yaw dampers are This system, when installed,

provided for the 747 yaw axis operates in conjunction with
stability augmentation system, the upper yaw damper to suppress
one for each of the rudders, up gust induced oscillations due
per and lower. to turbulence.
In addition to augmenting the The system is operative only

yaw axis stability, the yaw when engaged and with the trail
damper system has an added fea ing edge flaps retracted. Ex
ture designed to improve air tending the trailing edge flaps
plane response to turning maneu will automatically disconnect
vers in "flaps down" configura the system from the yaw damper.
tion. This system is called the This will be indicated by the
"turn coordinator" and deflects NOT ENGAGED light illuminating.
the rudders at a rate propor
tional to the roll rate, to im
prove the roll control response.
In "flaps up" configuration, the
roll rate signals are removed,
A monitoring circuit senses the

"flaps up" or "flaps down" con
dition, Failure of flap switch
ing signals to the yaw
damper/turn coordinator computer
is detected and displayed to the
pilots by illumination of the
amber yaw damper light.
During LAND mode an upper yaw
damper monitor is activated at
glide slope capture, and a
lower yaw damper monitor is
activated at FLARE armed. The
monitor will automatically
disengage its yaw damper and
illuminate the yaw damper light
when the rudder does not re
spond to yaw damper commands,
or the rudder responds without
proper commands.
Td
o
bO
BAOD
4 JUL.75
07.50.01
AUTOMATIC FLIGHT
SUPPLEMENTARY OVERSEAS DIVISION
INFORMATION
+
'
AUTOPILOT WARNINGS AND PILOT RESPONSES IN LAND AND ILS MODES AFTER GLIDE
SLOPE CAPTURE
WARNING WHEN IMMEDIATE PBDRABTE CAUSE

PILOT RESPONSE SINGLE DUAL IRIPI^
Steady red Above Disengage faulty LOG invalid LOC invalid Not applic
warning 200 ft autopilot channel. Radio alti Radio alti able: can
light Continue to Cate meter inval meter invalid, only occur
gory 1 minima id ",CADS CADS altitude after one
under single invalid, or rate invalid, channel has
channel control G/S invalid master moni already
(No autoland),or tor invalid, disengaged
manual control. G/S invalid, for some
failure to other
Steady red Below pass confid reason. +■
warning 200 ft. Disengage auto ence test.

light and pilot by pressing
wailer autopilot dis
engage button and
continue to manual
landing if visual
reference clearly
established.
Flashing Above Press auto Total auto Not applic Not applic
red 200 ft. pilot disengage pilot dis able able
warning button and revert connection
light and to minima for because LOC
wailer manual control. frequency
not selected,
Below Press autopilot
200 ft. disengage button
attitude Below 150"ft. Not applic
invalid, loss total auto able.
and continue to
of computer pilot dis Can only
manual landing
power, use of connection if occur after
if visual ref
electric trim. LOC frequency one channel
erence clearly
In "LAND" not selected lias dis
established.
autopilot attitude inval engaged
automatically id, loss of
disengaged computer power
below 150 ft.
Not applicable in ILS mode
M
(D
rh
H-
baod
07-50-02 4 JUL.75
OVERSEAS DIVISION
NORMAL OPERATIONS
AUTOPILOT (TRIPLE CHANNEL)
Go Around Two or three autopilot engage
Go Around Switches... PRESS WHILE switches will engage only in
ADVANCING THRUST LEVERS the LAND mode.
An automatic go-around may
be initiated after glide (LAND MODE)
slope capture by pressing Preset Roll Information
the go-around switches on Both Radio/INS Switches....RADIO
the number 2 and 3 thrust Both Course Indicators SET
levers. Rotate both course selectors
to set the inbound front
When automatic go-around is course of the ILS.
initiated, the autothrottles Both VHP Navigation
are automatically disengaged. Frequency Indicators SET
Thrust levers, flaps, and Use frequency selectors to
landing gear must be con set same ILS frequency on
trolled manually. both indicators. The cap
tain's controls also set the
Ground track is maintained frequency for the No. 3 VHF
and a flap-programmed rate navigation radio.
of climb is established: Navigation Mode Switch LAND
Flaps 25 or 30 - 300 ft/min. Course
Flaps 20 or Less - 1000 ft/min Transfer Switch CHECK MULTl
The Switch will automatic
NOTE: Moving the mode selector ally trip to MULTl when
out of LAND will trip all LAND mode is selected.
autopilot engage switches
to OFF. Engage Autopilot
Third Autopilot/Flight Director - Autopilot
Deletion Engage Switches COMMAND
■When the third channel is permanently Place the A, B and C
removed the following features will switches to COMMAND. The
apply although full Dual Channel first autopilot engage will
capability will be retained. control the airplane until
1. Autopilot 'C engage switch will FLARE is armed. The third
be locked at "OFF", and have an autopilot must be engaged
"Inoperative" placard. prior to glide slope capture
2 The Captain's and First Officer's or it will be locked out.
Flight Director Computer switches
will each have two positions only. Disengagement of the first
in con-frol autopilot prior
Captain to TRIPLE or DUAL ENGAGE
'A' computer will be vertical will result in transfer of
'B' computer will be to the right control to the next autopilot
First Officer in the order A to B to C to A.
'B' computer will be vertical
'A' conputer will be to the left The DUAL arm light (white)
and the TRIPLE arm light
Both Flight Mode Annunciators (white) will illuminate
"Triple Test" and 'C A/P dis successively as the second
engage light will have their and third autopilot engage
filaments removed and be switches are placed to COMMAND.
placarded inoperative.
All flag watcher windows with the
exception of No.3 INS will be
blanked off.
No.3 Radio Altimeter will be removed
and a blanking plate fitted.
No.3 VHF/NAV receiver "up left/down
right" test switches will be
placarded inoperative. BAOD
19 DEC.75 07.10.05
AUTOMATIC FLIGHT
NORMAL OPERATIONS 747 FLYING MANUAL British airways
OVERSEAS DIVISION
Autopilot response and inter After Landing

cept procedures are the same Autopilot Disengage Switch
as in single or dual channel (pilot's control wheel).,.PRESS
operation. All engage switches and Auto Throttle
will trip to the OFF position.
With localizer on course and
glide slope captured, and radio NOTE: The autopilot may be left
altitude 1,500 feet, the TRIPLE engaged until the nose
green light and FLARE -white wheel is on the ground.
light will illuminate indica
ting all autopilots are engaged. Go Around
A programmed localizer approach Go Around Switches,,.PRESS WHILE
test is performed automatically ADVANCING THRUST LEVERS
by each roll channel. The blue An automatic go-around may
TEST light illiminates as the be initiated after glide
airplane diverges momentarily slope capture by pressing
to the left. The TEST light ex the go-around switches on
tinguishes and the airplane re the number 2 and/or 3 thrust
turns to the localizer course. levers.
An unsatisfactory channel will
be disengaged automatically, When automatic go-around is
which will cause that autopilot initiated, the autothrottles
warning light to flash amber. are automatically disengaged.
Thrust levers, flaps, and
With all three channels engaged, landing gear must be con
subsequent control of the air trolled manually.
plane is determined by the auto
pilot which has neither the Ground track is maintained
highest or lowest signal input and a flap-programmed rate
commanding a change in pitch or of climb is established:
roll, Flaps 25 or 30 - 300 ft/min
Flaps 20 or Less - 1000 ft/min
Landing
At decision height on the radio NOTES: Moving the mode selector
altimeter, the decision height out of LAND will trip
lights will illuminate. At all autopilot engage
flare height of 53 feet radio switches to OFF,
altimeter, the FLARE engage
lights (green) will illuminate The autopilot cannot
and the airplane will flare. maintain roll control in
go around with an engine
Throttle Retard out.
If autothrottles are used, the
thrust levers will retard to
the aft limit starting at 30 After FLARE is armed,
feet radio altitude. use of manual trim cantroller
or control ^heel trim switches
0
will not disengage the p'
autopilots. 1
OP
o
BAOD
07,10.06
747 FLYING MANUAL
AUTOMATIC FLIGHT
NORMAL OPERATIONS
To Go Around From An ILS (or LAND) Altitude Mode Switch ALT SEL
A-p-proach The autopilot will still maintain
(See FLIGHT DIRECTOR, AUTOPILOT (DUAL the pitch attitude at the time ALT
CHAKlffiL) or AUTOPILOT (TRIPLE CHAMEL).) SEL was selected If not within the
"capture" zone of the selected al
(IMS MODE) titude. The pitch control wheel,
Preset Roll Information IAS or V/S speed mode may be used
Captain's Radio/INS Switch INS to establish the pitch of the air
No. 1 INS Control Module....CHECK, SET plane enabling capture of the se
Check that the from/to Indicator lected altitude.
shows the desired number sequence
to the next waypolnt. Entering the selected altitude
INS Data Selector XOK/IKE capture zone, the autopilot will
Heading Indicator SET pitch to capture the selected al-
Rotate the heading selector to tltiide and will trip the speed
set the desired INS track Inter-" mode switch to OFF.
cept heading.
Navigation Mode Switch INS TO OPERATE WITH THE SPEED MODE SWITCH:
(IAS MODE)
Engage Autopilot Engage Autopilot
Autopilot Engage Switch "A"....COMMAND Autopilot Engage Switch "A"....COMMAND
The autopilot will roll to the The autopilot will maintain the
selected heading (magnetic). The pitch attitude existing at the
autopilot will maintain the se time the autopilot la engaged.
lected heading until the INS track êed Mode Switch IAS
captvire point Is reached, at which The autopilot will vary pitch to
time the autopilot will roll to maintain the airspeed existing at
and maintain the selected INS the time IAS was selected.
track.
(V/S MODE)
The capture zone of the INS track Engage Autopilot
begins at approximately 7-1/2 Autopilot Engage Switch "A"....COMMAND
miles cross track distance (XTK), The autopilot will maintain the
or 2 dots on the HSI. pitch attitude existing at the
time of engagement.
TO OPERATE WITH THE ALTITUDE êed Mode Switch V/S
MODE SWITCH: The autopilot will vary pitch to
(ALT HOLD MODE) maintain the vertical speed exist
(deration Is the same as In MAN, ex ing at the time V/S was selected.
cept that the altitude mode switch Vertical Speed Control ADJUST
will trip to OFF when the glide slope Rotate the vertical speed control
Is captured In the ILS or LAND mode. up or down to pitch the autopilot
to the desired vertical speed.
(ALT SEL MODE)
Preset Pitch Information TO OPERATE USING NAVIGATION, ALTIIUDE
Altlttide Indicator SET AND SPEED MODE SWITCHES SIMULTANEOUSLY:
Rotate the altitude selector to - Select the navigation mode.
set the desired altitude. - Engage the autopilot to COMMAND.
This will trip the speed and
Engage Autopilot altitude mode switches to OFF.
Autopilot Engage Switch COMMAND - Select the desired altitude
The autopilot will maintain the and/or speed modes.
pitch attitude existing at the
time of engagement.
136
Dec 15/Tl 07.10.03
NORMAL OPERATIONS
Landing
AUTOPILOT (DUAL CHANNEL) At decision height on the radio altim
eter, the decision height lights will
Two autopilot engage switches will illuminate. At flare height on the
engage only in the LAND mode. radio altimeter, the FLARE engage
(lANL MODE) light (green) will illuminate and
Preset Roll Information the airplane will flare.
Both Radio/INS Switches RADIO
Both Courste Indicators SET Throttle Retard
Rotate both course indicators to If autothrottles are used, the thrust
set the inbound front course of levers will retard to the aft limit
the ILS. starting at 30 feet on the radio al
Both VHF Navigation timeter.
Frequency Indicators • SET
Use frequency selectors to set the After Landing
same ILS frequency on both radios. Autopilot Disengage Switch PRESS
Navigation Mode Switch LAND (Pilot's control wheel)
Course Transfer Switch ....CHECK MULTl Both engage switches, and Auto Throttle
The switch will automatically will trip to the OFF position.
trip to MULTl when LAND mode
is selected. NOTE; The autopilot may be left en
gaged until the nose wheel is
Engage Autopilot on the runway.
Two Autopilot Engage
Switches COMMAND Go Around
The first autopilot engaged will Go Around Switches PRESS WHILE
contrqil the airplane. If "C" ADVANCING THRUST LEVERS
autopilot is used, the No. 3 An autonatic go-around may be
glide slope receiver antenna is initiated after glide slope cap
blanked out until the nose gear ture by pressing the go-around
has been extended. As the sec switches on the number 2 or 3
ond autopilot engage switch is thrust levers.
placed to COMMAND and DUAL arm
light (white) will illuminate. When automatic go-around is
initiated, the autothrottles are
Autopilot response and intercept automatically disengaged. Thrust
procedures are the same as in ILS levers, flaps, and landing gear
mode. must be controlled manually.
At 1500 feet or less (radio altimeter), Ground track is maintained and a

providing G/S is captured, and flap-programmed rate of climb is
localizer is captured and ON COURSE established:
(bank angle less than 3 degrees Flaps 25 or 30 - 300 ft/min
and steady on localizer beam), the Flaps 20 or Less - 1000 ft/min
DUAL engage light (green) will
illuminate, indicating the second NOTE: Moving the mode selector out of
autopilot is engaged. The FLARE LAND will trip all autopilot en
am light (white)will illuminate. gage switches to OFF.
For satisfactory auto land operation

the DUAL GIÊEN and FLARE am (white)
lights should be lit by 1000 feet
(radio altimeter), otherwise the
autoland should be discontinued.
BOAC
07.10.04 6 DEC.73
OVERSEAS DIVISION
NORMAL OPERATIONS
To Go Around From An ILS (or (alt sel mode)

LAND) Approach Preset Pitch Information
[See FLIGHT DIRECTOR, AUTOPILOT Altitude Indicator SET
[DUAL CfiANNEL) or AUTOPILOT Rotate the altitude selector
.TRIPLE channel). to set the desired altitude.
(ins mode) Engage Autopilot

Preset Roll Information Autopilot Engage Switch..COMMAND
Captain's Radio/INS Switch...INS The autopilot will maintain
No. 1 INS the pitch attitude existing
Control Module CHECK, SET at the time of engagement.
Check that the from/to indi Altitude Mode Switch ALT SEL
cator shows the desired num The autopilot will still
ber sequence to the next way- maintain the pitch attitude
point. at the time ALT SEL was se
INS Data Selector XTK/TKE lected if not within the
Heading Indicator SET "capture" zone of the se
Rotate the heading selector lected altitude. The pitch
to set the desired INS track control wheel, IAS or V/S
intercept heading. speed mode may be used to
Navigation Mode Switch INS establish the pitch of the
airplane enabling capture
Engage Autopilot of the selected altitude.
Autopilot Engage
Switch "A" COMMAND Entering the selected alti
The autopilot will roll to tude capture zone, the auto
the selected heading (mag pilot will pitch to capture
netic). The autopilot will the selected altitude and
maintain the selected head will trip the speed mode
ing until the INS track cap switch to OFF.
ture point is reached, at
which time the autopilot TO OPERATE WITH THE SPEED
will roll to and maintain MODE SWITCH:
the selected INS track. (lAS mode)
Engage Autopilot
The capture zone of the INS Autopilot Engage
track begins at approximately Switch "A" COMMAND
7-1/2 miles cross track dis The autopilot will maintain
tance (xTK), or 2 dots on the pitch attitude existing
the HSl. at the time the autopilot is
engaged.
TO OPERATE WITH THE ALTITUDE Speed Mode Switch IAS
MODE SWITCH; The autopilot will vary
(alt hold mode) pitch to maintain the air-
Operation is the same as in MAN, • speed existing at the time
except that the altitude mode IAS was selected.
switch will trip to OFF when the
glide slope is captured in the
ILS or LAND mode.
36
Nov 20/72 07.10.03
AUTOMATIC FLIGHT
NORMAL OPERATIONS OVERSEAS DIVISION
(v/s mode) Engage Autopilot

Engage Autopilot Two Autopilot
Autopilot Engage Engage Switches COMMAND ^
Switch "A" COMMAND The first autopilot engaged
The autopilot will maintain will control the airplane.
the pitch attitude existing If "C" autopilot is used, the
at the time of engagement. No, 3 glide slope receiver
Speed Mode Switch,, V/S antenna is blanked out un-
The autopilot will vary til the nose gear has been ex-
pitch to maintain the verti ended, As the second autopi
cal speed existing at the lot engage switch is placed
time V/S was selected. to COMMAND the DUAL arm light
Vertical Speed Control,,,.ADJUST (white) will illuminate,
Rotate the vertical speed
control up or down to pitch Autopilot response and inter
the autopilot to the desired cept procedures are the same
vertical speed, as in ILS mode.
TO OPERATE USING NAVIGATION, After glide slope capture,

ALTITUDE AND SPEED MODE SWITCHES and after passing through
SIMULTANEOUSLY: 1500 feet (radio altimeter),
- Select the navigation mode, The DUAL engage light (green) ^
- Engage the autopilot to COM will illuminate, indicating
MAND, the second autopilot is en
This will trip the speed and gaged, The FLARE arm light
altitude mode switches to OFF, (white) will illuminate.
- Select the desired altitude
and/or speed modes, Landing
At decision height on the radio
AUTOPILOT (DUAL CHANNEL) altimeter, the decision height
lights will illuminate. At
Two autopilot engage switches flare height on the radio al-
will engage onlv in the LAND timeter, the FLARE engage light
mode, (green) will illuminate and the
airplane will flare.
(land mode)
Preset Roll Information Throttle Retard
Both Radio/INS Switches,,,.RADIO If autothrottles are used, the
Both Course Indicators SET thrust levers will retard to the
Rotate both course indica aft limit starting at 30 feet on
tors to set the inbound the radio altimeter.
front course of the ILS,
Both VHF Navigation After Landing
Frequency Indicators SET Autopilot
Use frequency selectors to Disengage Switch ..PRESS
set the same ILS frequency (Pilot's control wheel)
on both radios. Both engage switches, and Auto Throttle O
Navigation Mode Switch
Course
LAND will trip to the OFF position. |
Transfer Switch CHECK MULTI NOTE: The autopilot may be left
The switch will automati engaged until the nose
cally trip to MULTI when wheel is on the runway,
LAND mode is selected.
|BAOD
07.10,04
28 MAY 74
AUTOMATIC FLIGHT
OVERSEAS DIVISION
SUPPLEMENTARY
INFORMATION
YAW DAMPER/TURN COORDINATOR

Two independent yaw dampers are
provided for the 747 yaw axis
stability augmentation system,
one for each of the rudders, up
per and lower.
In addition to augmenting the
yaw axis stability, the yaw
damper system has an added fea
ture designed to improve air
plane response to turning maneu
vers in "flaps down" configura
tion, This system is called the
"turn coordinator" and deflects
the rudders at a rate propor
tional to the roll rate, to im
prove the roll control response.
In "flaps up" configuration, the
roll rate signals are removed,
A monitoring circuit senses the
"flaps up" or "flaps down" con
dition, Failure of flap switch
ing signals to the yaw
damper/turn coordinator computer
is detected and displayed to the
pilots by illumination of the
amber yaw damper light.
During LAND mode an upper yaw
damper monitor is activated at
glide slope capture, and a
lower yaw damper monitor is
activated at FLARE armed. The
monitor will automatically
disengage its yaw damper and
illuminate the yaw damper light
when the rudder does not re
spond to yaw damper commands,
or the rudder responds without
proper commands.
s
•H
+j
EAOD
28 JAN.77 07.50.01
AUTOMATIC FLIGHT
SUPPLEMENTARY OVERSEAS DIVISION
INFORMATION
AUTOPILOT WARNINGS AND PILOT RESPONSES IN LAND AND ILS MODES AFTER GLIDE
SLOPE CAPTUEE
WARNING WHEN IMMEDIATE PROBARTE CAIISI

PILOT RESPONSE SINGLE DUAL TRIPLE
Steady red Above Disengage faulty LOC invalid LOC invalid Not applic
warning 200 ft autopilot channel. Radio alti Radio alti able: can
light Continue to Cate meter inval meter invalid, only occur
gory 1 minima id >'SCADS CADS altitude after one
under single invalid, or rate invalid, channel has
channel control G/S invalid master moni already
(No autoland),or tor invalid, disengaged
manual control. G/S invalid, for some
failure to other
Steady red Below pass confid reason.
warning 200 ft. Disengage auto ence test.
light and pilot by pressing
wailer autopilot dis
engage button and
continue to manual 1-
landing if visual
reference clearly
established. **
Flashing Above Press auto Total auto Not applic Not applic
iped 200 ft. pilot disengage pilot dis able able
warning button and revert connection
light and to minima for because LOC
wailer manual control. frequency
not selected,
Below Press autopilot
200 ft. disengage button
attitude Below 150 ft. Not applic
invalid, loss total auto able.
and continue to
of computer pilot dis Can only
manual landing
power, use of connection if occur after
if visual ref
electric trim.LOC frequency one channel
erence clearly
In "LAND" not selected has dis
established.
autopilot attitude inval engaged
automatically id, loss of
disengaged computer power
below 150 ft.
Not applicable in ILS mode
09
(1)
CL
baod
07-50-02 28 JAN.77
OVCMSEAS DIVISION
automatic rilOMT
CONTROLS AND
INDICATORS
DRIFT ANGLE INDICATOR
HEADING REFERENCE
Displays drift angle in either radio or INS Shows TRUE when RADIO/INS switch
navigation. Indicator is biased out of in INS; shows MAG when switch in RA
view when power is lost to system being DIO. HEADING warning flag in view
used for navigation.
when heading reference is not valid.
INS MILEAGE INDICATOR
GROUND SPEED INDICATOR
Shows mileage-to-go to next way- Displays ground speed in knots, as
point when navigating with INS.
computed in the inertial navigation
Shows DME distance when RADIO/ system.
INS switch in RADIO.
DESIRED TRACK/COURSE
NAVIGATION WARNING FLAG POINTER
In view when radio input or INS In INS operation, displays
input is lost when operating on the desired track; in radio opera
corresponding navigation system. tion, moves in response to
rotation of course selector
FIXED AIRPLANE REFERENCE (on mode selector panel) to
desired position on azimuth
VOR/ILS-INS INDICATOR card.
Mdts L SPfEC
Shows VOR/ILS when radio
GLIDE SLOPE POINTER &
navigation system is being used;
SCALE
shows INS when inertial naviga
tion system is being used. Displays vertical position
relative to glide slope.
Flag covers display when
DATA SOURCE INDICATOR
glide slope signal is not
Shows the source (system 1, valid. Pointer out of view
or 2) of data from either when ILS frequency not
the INS or the radio naviga tuned.
tion systems.
CROSS TRACK DISTANCE/
INS ALERT LIGHT COURSE BAR
Illuminates when airplane is Moveable center portion of
within two minutes of a way- desired track/course pointer.
point while navigating along Shows both angular and lat
an INS track. ALERT light eral displacement from VOR
on INS control/display unit or ILS course (radio opera-
appears at same time. Both 'AZIMUTH CARD ation) or from INS track
lights flash when waypoint is Displays airplane head (INS operation).
passed with INS in MAN mode. ing (read against lub
Light does not function at ber line). In INS op COURSE/TRACK DEVIATION
ground speed of less than eration, referenced to SCALE
250 knots. true north; m RADIO
TJ
Shows deviation in degrees
<1> (radio navigation) op during radio operation; 2
bO HEADING POINTER eration, referenced to
& dots — 10 degrees on VOR,
In INS operation pointer is biased magnetic north.
Yz beam width on ILS (lo-
•s to the "six o'clock" position and calizer beam width is 3 to
§. does not function. In radio opera 5 degrees depending on
tion the pointer moves in response airport). Shows crosstrack
to rotation of the heading selector
distance in miles during
(on mode selector panel); once set, INS operation; 2 dots —
pointer moves with azimuth card. 7!4 miles.
HORIZONTAL SITUATION INDICATOR

5 DEC.75 BAOD
07.30.05
A British airways
.ÂUTOMATIC fL'GHT OVERSEAS DIVISION
747 FLYING MANUAL
^CONTROLS AND
imdicators
RATE-OF-TURN INDICATOR
— Captain's indicator posi
tioned by gyro in upper
yaw damper computer.
PILOT'S PANELS — First Officer's indicator
positioned gyro in by low
er yaw damper computer.
— Indicator out of view with
electrical power loss to
yaw damper.
YAW DAMPER
UPPER YAW DAMPER AND
TURN COORDINATOR TEST UPPER YAW DAMPER ENGAGE
SWITCH SWITCH
LOWER YAW DAMPER ENGAGE

SWITCH
LOWER YAW DAMPER AND
TURN COORDINATOR TEST
SWITCH OVERHEAD PANEL
,YAW DAMPER LIGHTS (Amber)

Illuminate when flap switch
ing signals (which result from
"flaps up" or "flaps down"
movement) fail to be trans
mitted to the yaw damper
computer. Indicates that cor
responding turn coordinator
YAW DAMPER YAW DAMPER function may be working in
PILOTS' CENTER PANEL
UPPER LOWER
a "flaps up" condition or
may not be working in a
"flaps down" condition.
Also illuminate during auto
matic approach when monitor
detects malfunction and auto
matically disengages yaw dam
per hydraulics. (See SUP
PLEMENTARY INFORMA
TION.)
GUST RESPONSE SUPPRESSION

NOT ENGAGED LIGHT (Blue) KIA
-GUST RESPONSE SUPPRESSION

ILLUMINATED
SWITCH
— With trailing edge flaps re
tracted, indicates system TEST — Tests system opera
disengagement due to a tion. Ground use only.
malfunction. PILOTS' OVERHEAD PANEL ON — System engaged and
— With trailing edge flaps ex (WHEN INSTALLED) operating with trailing edge
tended, disengagement is flaps retracted.
normal.
YAW DAMPER AND GUST RESPONSE SUPPRESSION

BAOD 5 DEC.75
07.30.06
OVERSEAS DIVISION
TABLE OF CONTENTS
CHAPTER 7
PAGE
NORMAL OPERATIONS
AUTOPILOT "A" (SINGLE CHANNEL) 07.10.01
AUTOPILOT (DUAL CHANNEL) 07.10.04
THIRD AUTO-PILOT FLIGHT DIRECTOR - DELETION 07.10.05
AUTOPILOT (TRIPLE CHANNEL) 07.10.05
FLIGHI DIRECTOR 07.10.07
YAW DAMPER 07.10.07
AUTO STAB TRIM LIGHI ILLUMINATED 07.20.01
AUTOTHROTTLE LIGHI ILLUMINATED 07.20.01
YAW DAMPER LIGHT ILLUMINATED 07.20.01
ILS DEVIATION WARNING LIGHT ILLUMINATED .. 07.20.01
GUST RESPONSE SUPPRESSION
NOT ENGAGED LIGHT ILLUMINATED 07.20.01

FLIGHT MODE ANNUNCIATOR 07.30.01
AUTOPILOT/FLIGHT DIRECTOR MODE
+ SELECTOR PANEL 07.30.02
ATTITUDE DIRECTOR INDICATOR (FLIGHT
DIRECTOR) 07.30.04
HORIZONTAL SITUATION INDICATOR 07.30.05
YAW DAMPER AND GUST RESPONSE SUPPRESSION . 07.30.06
LOW RANGE RADIO ALTIMETER 07.30.07
AUTOMATIC STABILISER TRIM LIGHTS 07.30.08
MISCELLANEOUS AUTOPILOT CONTROLS 07.30.09
SCHEMATICS
AUTOPILOT SIGNAL FLOW 07.40.01
AUTOPILOT-FLIGHT DIRECTOR UTILISATION -
TRIPLE INSTALLATION 07.40.03
AUTOPILOT-FLIGHT DIRECTOR UTILISATION -
DUAL INSTALLATION 07.40.05
YAW DAMPER/TURN COORDINATOR 07.50.01
GUST RESPONSE SUPPRESSION 07.50.01
AUTOPILOT WARNINGS AND PILOT RESPONSE . . . 07.50.02
EXPANDED LOCALISER DEVIATION AND RISING
RUNWAY SYMBOL (ADD 07.50.04
CROSS REFERENCE
FOR REFER TO CHAPTEE
Fli^t Controls FLIGHT CONTROLS 13

Fll^t Instruments FLIGHT INSTRUMENTS Ik
Inertial Navigation System MVIGATION 19
VHF Navigation ^stem MVIGATION 19
Instrument SvdLtching NAVIGATION 19
BAOD
19 DEC.75 07.00.01
AUXILIARY POWER UNIT
NORMAL OPERATIONS
APU GROUND START EGT and RPM , MONITOR

After ignition (at TL RFM)
Battery Switch ON EGT will increase rapidly
- Fire detection circuits are and may indicate in the
engaged. red band momentarily during
- APU battery is connected to start, but should stabilize
APU bus. in the green band at 1007°
- APU oil quantity indicator is RPM.
operative, DC Voltage .....CHECK
DC Meter Switch. APU BATT At 50% RPM the APU starter
APU Master Switch ..ON will disengage with a re
- APU FUEL VALVE light illumi sulting increase of APU
nates, and then extinguishes voltage to a nominal indi
when APU Fuel Shutoff Valve cation of 24V, (27V if AC
is fully open. (On early air power is available).
planes light will not illumi
nate unless AC power is avail NOTE: Failure of the voltage
able.) to return to a nominal
- APU DOOR light illuminates, indication after 50%
and then extinguishes when RPM is reached indicates
air inlet door reaches full that the starter has not
open position. disengaged and the APU
- DC PUMP ON light will illu should be shut down.
minate only if AC power is not
available.
- If AC power is available the APU bleed air switch
low PRESS light of the aft must be placed to OPET^
fuel boost pump in #2 main if operating APU in
tank will extinguish. icing conditions.
NOTE: IF APU is to be utilized
A.P.U. GROUND RUNNING - MONITORING
after landing do not po
sition APU Master Switch 1. PASSENGERS EMBARKING, ON BOARE' OR
to ON until completion DISEMBARKING
of landing roll. When the APU is running a member of
the flight crew or in their absence a
APU Oil
competent person delegated by the Sta
Quantity 1,9 IMP QUARTS MIN
(2 1/4 US quarts) tion Engineer must be on the flight
deck so as to be readily available to
APU Bleed Air Switch ..CLOSE
APU Master Switch .....START
deal effectively with an APU emergency
Momentarily position to or failure.
START and then release. Where this condition cannot be met the
APU must be stopped and ground elect
NOTE: The START position is de rical power established.
activated until the APU
^ Door has fully opened and In the event of an APU emergency con
the APU Door light is ex- dition arising which may necessitate
— tinguished. evacuation of passengers, the CABIN
STAFF must be informed IMMEDIATELY.
The DC ammeter will indi
2. NO PASSENGERS ON BOARD
cate discharge current
during the APU start. A person ccmpetent to deal with an APU
emergency or failure must be readily
available in the flight deck or at the
external ARJ control panel.
BA
08.10.01
20 AUG.80
747 FLYING mNUAL British airways
APU SHUTDOWN
APU Bleed Air Switch CLOSE

Observe APU EGT decreases 20" fj
and stabilizes.
APU Master Switch STOP
Fuel Valve light illuminates then
extinguishes when fuel valve fully
closed.
- FAULT li^t illuminates.
- RPM and EGT decreases.
- APU DOOR light illuminates at
50% RPM.
- FAULT light and APU DOOR light
extinguish, verifying that APU
Door is fully closed.
NOTC: Failure of the FAULT

light to illuminate when
the APU Master Switch is
positioned to STOP indi
cates a malfunctioning
of the overspeed protec
tion circuitry. However
the APU will shut down
due to fuel starvation
and the APU FUEL VALVE
and DOOR and associated
G
lights will function
o
normally.
(jq
Cl.~
BA
08.10.02 20-AUG.80
British airways
OVERSEAS DIVISION 7H7 FLYING MANUAL
AUXILIARY POWER UNIT
NORMAL OPERATIONS
APU GROlINn START EGT and RPM MONITOR

After ignition (at IL RPM)
Battery Switch ON EGT will increase rapidly
- Fire detection circuits are and may indicate in the
engaged. red band momentarily during
- APU battery is connected to start, but should stabilize
APU bus. in the green band at 1007o
- APU oil quantity indicator is RPM.
operative. DC Voltage CHECK
DC Meter Switch APU BATT At 50% RPM the APU starter
APU Master Switch ON will disengage with a re
- APU FUEL VALVE light illumi sulting increase of APU
nates, and then extinguishes voltage to a nominal indi
when APU Fuel Shutoff Valve cation of 24V, (27V if AC
is fully open. (On early air power is available),
planes light will not illumi
nate unless AC power is avail NOTE: Failure of the voltage
able ,) to return to a nominal
- APU DOOR light illuminates, indication before 100%
and then extinguishes when RPM is reached indicates
air inlet door reaches full that the starter has not
open position, disengaged and the APU
- DC PUMP ON light will illu should be shut down.
minate only if AC power is not
available.
- If AC power is available the
APU bleed air switch
low PRESS light of the aft
must be placed to OPEN
fuel boost pump in #2 main
tank will extinguish, if operating APU in
icing conditions,
NOTE: IF APU is to be utilized
after landing do not po A.P.U. GROUND RUNNING - MONITORING
sition APU Master Switch 1. PASSENGERS EMBARKING, ON BOARD OR
to ON until completion DISEMBARKING
of landing roll,
When the APU is running a member of
APU Oil the flight crew or in their absence a
Quantity 1.9 IMP QUARTS MIN competent person delegated by the Sta
(2 1/4 US quarts) tion Engineer must be on the flight
APU Bleed Air Switch CLOSE deck so as to be readily available to
APU Master Switch START deal effectively with an APU emergency
Momentarily position to or failure.
START and then release,
Where this condition cannot be met the
NOTE: The START position is de APU must be stopped and ground elect
rical power established.
activated until the APU
Door has fully opened and In the event of an APU emergency con
the APU Door light is ex dition arising which may necessitate
tinguished. evacuation of passengers, the CABIN
SIAFF must be informed IMMEDIATELY.
The DC ammeter will indi
cate discharge current 2. NO PASSENGERS ON BOARD
during the APU start. A person competent to deal with an APU
emergency or failure must be readily
available in the fli^t deck or at the
external APU control panel.
4 JyL,75 BAOD
08.10.01
OVERSEAS DIVISION
APU SHUTDOWN
APU Bleed Air Switch CLOSE

Observe APU EGT decreases
and stabilizes.
APU Master Switch STOP
- FAULT light illuminates.
- RPM and EGT decreases.
- APU DOOR light illuminates at
50% RPM.
- FAULT light and APU DOOR light
extinguish, verifying that APU
Door is fully closed.
NOTE: Failure of the FAULT

light to illuminate when
the APU Master Switch is
positioned to STOP indi
cates a malfunctioning
of the overspeed protec
tion circuitry. However
the APU will shut down
due to fuel starvation
and the APU FUEL VALVE
and DOOR and associated
lights will function
normally.
&
I
oq
S
a.
EAOD 4 JUL.75
08.10.02
BRITISH 717 FLHNG MANUAL COMMUNICATIONS
AIRWAYS CONTROLS AND
INDICATORS
STATION LOCATIONS & PHONE NUMBERS R. H

DOOR 5
L. H
R. H.
DOOR 5
DOOR 4
L. H.
R. H. DOOR 4
DOOR 3
R. H. Deleted when Door 3

STATEROOM
DOOR 2
STAIRWAY L. H. deactivated. Other phone
DOOR 3
no's remain the same.
PILOT R. H.
DOOR 1
L. H
DOOR 2
11 > U H.
flt. DOOR 1
INPH.
AMP CENTR
^WITCHING
:UNIT
AMPS CABIN INTERPHONE MODULE
PILOTS
Used to communicate between
CONTROL EARPHONE
stations having a handset.
STAND
PILOTS' HANDSET NUMBERED SWITCHES (5)
Used to talk to I- Used to call stations. For

attendants and to example, to call right hand
make PA announce door ^ 2, push "2", then "2".
ments. - All stations may be call sim
ultaneously by selecting "55".
DIRECTORY
OflO ô Lists numbers of IN USE

BO£lh^6Ce40OW-4
attendants and PA
lEsn
Inputs.
INlESfHONE
PUSH TO TALK SWITCH
Hold down to speak. CALL LIGHT

PUSH TO TALK
RESET SWITCH - Illuminates steady for normal call (31)

from cabin attendant.
Push to cancel call.
- Illuminates flashing for priority call
Same as placing hand
(PP or 55) from cabin attendant
set on hook.
- Single chime sounds for both types of
MICROPHONE calls.
- Light extinguishes when pilots' handset
PILOTS' HANDSET is lifted off hook.
To Call Attendant (Using Handset)

- This is the primary way of talking to the cabin attendants.
- Remove handset from hook; listen for tone. Lack of tone indicates the system
trunklines are busy. Tone must be present to call attendants even on priority
(55) call.
- Press station numbers. Chime will sound once and pink call light will illminate
steady at station called.
- Press push to talk switch to speak. Release when listening. If station called
is talking to another attendant, there will be no call light or chime; however,
pilot will "break into" their conversation and talk to both attendants. If
attendant is making a PA announcement, attendant will be able to hear pilot, but
must press reset switch to cancel PA and talk to pilot.
CABIN INTERPHONE (USING HANDSET)

BA
21 SEP.81 09.30.03
BRITISH 7^7 FLYING MANUAL COMMUNICATIONS
INDICATORS
FLIGHT lUTEHPHOHE
Used to communicate between stations having an audio selector panel plus the flight
interphone Jack at the nose gear. Isolates crew from other audio systems during
critical phases of operation such as engine start, electrical smoke and fire, etc.
PILOTS
ON OVERHEAD
GRD CREW PANEL
FLT DECK
CALL
CAU
"■T Sftv
FLIGHT INTERPHONE
JACK ^ ÎNOP GRD CREW CALL LIGHT
INT INT
WHEEL WELL
LIGHTS
- Used to call ground crew or alert
(0) flight crew.
- Pressing light will cause horn in
nose wheel well to sound as long as
light is held in.
- Chime sounds and light illuminates
when FLT DECK CALL switch is
NOSE GEAR pressed. Light extinguishes auto
matically in 30 seconds.
VHF VHF VHF HF HF
Mi l l
0 ® 0 0 0
BOOM/MASK SWITCH
PUSH TO TALK SWITCH

A © 0 0 0 ®
INT MKR
INT RECEIVE SWITCH- -0 0
AUDIO SELECTOR PANEL
To Talk On Flight Interphone;

- Select INT position with push-to-talk switch. Place BOOM/MASK switch to desired
position.
- Pilots can also talk on flight interphone by pressing the PTT switch on the
pilots' control wheels to the INT position.
To Listen To Flight Interphone:

- Press and adjust the INT receive switch.
FLIGHT INTERPHONE
BA
09.30.0U
2U SEP.8U
British airwao^ 747 FLYING MANUAL
OVERSEAS DIVISION COMMUNICATIONS
SUPPLEMENTARY
INFORMATION
VHF COMMUNICATIONS INTERPHONE
There are three complete VHF There are three interphone

communication systems, each systems: flight, service, and
with a separate antenna. When cabin. Flight interphone may
the satellite communications be connected to service and/or
(SATCOM) system is installed, cabin. However service inter
two of these units may be con phone, by itself, cannot be
nected to the SATCOM system, connected to cabin.
HF COMMUNICATIONS
FLIGHT INTERPHONE: For cockpit
stations exclusive intercommun
There are two complete HF com
ication. An additional station
munication systems, each with
a separate receiving antenna.
(nose gear) is on this circuit
for control of ground crew.
Each unit is capable of single
side band and amplitude modula SERVICE INTERPHONE: This sys
tion operation. Both systems
tem provides for communication
may be keyed simultaneously ex between all external service
cept aircraft with system inter jacks and if the FLT/SERV switch
lock on which only one system is ON, between service and
may be keyed at a time, flight stations.
AUDIO SELECTOR PANEL
CABIN INTERPHONE: This system
Serves as a selector for inter allows telephone-type communi
nal or external transmission cation between the cockpit (with
and reception at each cockpit handset) and passenger cabin
position. attendant stations, between
separate attendant stations,
and provides the primary means
HAND MICROPHONES for making passenger address
announcements. In addition,
Air Navigation Order's pro the system may be connected to
hibit the use of hand held
the flight interphone system
microphones by pilots and permitting cockpit-to-passenger
engineer officers "whilst
cabin (with boom or oxygen mask
mike) communication.
the aircraft is flying in
controlled air space at an
altitude less than 15000'
above mean sea level or is
taking off or landing".
EAGD
12 AUG.76
09.50.01
ELECTRICAL
British ainvays 747 FLYING MANUAL
OVERSEAS OIVlStOR NORMAL OPERATIONS
ESTABLISH SXTEBNAL POWER ESTABLISH APU POWER
o External Power AC COM AKJ "FIELD OFF'

Lights IIXUMMATEB Lights. •.BOTH EKIINGUiShlL
Lights indicate that external AC Meters CHECK
power is connected to the air Select APU GEN 1 then APU GSII 2.
plane and power is within pre Check voltage and frequency
r scribed limits. Ground, handl within limits.
ing busses will be powered by APU Generator 1 Breaker Switch...CLOSE
external power 1. APU generator 1 GEN OEEN light
AC Meters CHECK will extinguish. If BTB and
Select SXT PWR 1 then E:CT TOR- 2. SSB open lights are extin-
Q Check voltage and freqjiency. \ I guished, airplane main busses
External Power 1.Breaker will he powered. No. 2 aft
Switch CLOSE main tank fuel boost pump low
External PWR ON BUS light will PRESS light and APU "DC
illuminate, indicatir^ external ON" light will both extinguish,
power is connected to sync. bus. indicating operation of the No.
If BTB and SS3 open lights are 2 aft AC fuel boost pump.
•extinguished, airplane main Auxiliary Power Ammeter CHECK
busses will be powered. Check maximum continuous amper
Auxiliary Power Ammeter CHECK age is not exceeded.
Check maximum continuous amper APU Generator 2 Breaker Switch...CLOSE
age is not exceeded. Check GEN OPEN light extin
External Power 2 Breaker guished and split system
Switch. .'.CLOSE breaker OPEN light illumi- -
External TO"R ON BUS light will nated. Split system breaker
illuminate. Check split system will automatically trip.
breaker OESN light illuminated.
- Split system breaker will auto
matically trip.
! r
OVERVOLTAGE CHECK
When an aircraft is exposed to an

overvoltage whilst on the groimd
and it is suspected that the overvoltage
protection has not operated:
1) Make a sector defect entry in the
Maintenance Log.
2) Raise an Incident Report.
r:
^ kis
BAOD
10.10.01
5 DEC.75
7H7 iXYING IWJUAL ELECTRICAL
British ALTERNATE OPERATIONS
airways
CSD DISCONNECT
NOTE: CSD can be reset only on the GEN BRG FAILURE LIGHT ILLUMINAUD
ground.
IF AFFECTED GENERATOR IS ENGINE
CAUTION: DO NOT ACTIVATE CSD DISCONNECT DRIVEN DISCONNECT CSD.
SWITCH WHEN ENGINE SPEED IS
IF AFTECTED GENERATOR IS APU DRIVEN:
BELOW MINIMUM GROUND IDLE.
APU Generator Field
CSD MAY BE DAMAGED AS A RESULT
Switch TRIP
OF AN INCOMPLETE DISCONNECT.
Check FIELD OFF and GEN OPEN
CSD Disconnect lights illuminated.
Switch DISCONNECT
Momentarily place CSD disconnect NOTE: APU generators may be operated
switch to DISCONNECT.
with a faulty bearing up to 15
hours under no load.
Check CSD oil low PRESS light
illuminated. GENERATOR FIELD OFF AND/OR GEN OPEN
LIGHT(S) ILLUMINAIED
NOTE: Once disconnected, CSD oil
temperature may increase above KW Meters CHECK
the caution range. Check KW indications within
limits.
Appropriate AC Meter and Generator Test
Switches PRESS Appropriate AC Meter and Generator
Check CSD RPM and generator PMG TEST switches PRESS
. voltê have significantly decreased. Check CSD RPM (approx. 8000) and
NOTE: CSD rpm is completely erroneous generator PMG, voltage (approx.
and can vary between 1000 - 4200 85 volts).
rpm. IF CSD RPM AND GENERATOR PMG VOLTAGE
NORMAL:
PMG voltage should drop from approx
80 volts to 5 to 0 volts. Generator Field Switch CLOSE
Check generator FIELD OFF light
CSD oil temp will increase due to is extinguished and that freq
engine undercowl temp to within uency and voltage are within
the range 110-170°C. limits.
CSD "rise" temp should decrease IF FREQUENCY AND VOLTAGE WITHIN
to almost zero. LIMITS:
For airplanes with -524 engines, Generator Breaker Switch CLOSE
CSD RPM indications are not Check GEN OPEN and generator
TJ available. Use a drop in PMG FIELD OFF li^ts are extinguished.
(U
Cn voltage as an indication that CSD IF GENERATOR FIELD OFF'OR GEN OPEN
C is disconnected.
n5 LIGHT REMAINS ILLUMINATED DISCONNECT
IF INDICATIONS DO NOT VERIFY CSD CSD.
a
D
DISCONNECT:
Generator Field Switch TRIP
Continue normal operation of the
engine.
Acccn^jlish 1 OR 2 GENERATOR(S)
INOPERATIVE checklist.
CSD OIL LOW PRESS LIGHT ILLUMINATED
IF N2 INDICATION NORMAL DISCONNECT CSD.
22 PEC,78 BAOD
10-20-01
lELECTRICAL 747 FLYING MANUAL
liUS TIL OPEN LIGIfT ILLUMINATED GENIRATUR BREAKER WILL NOT CLOSE
™ A'lTmmNG m paraiÎ-ct:
Appropridte AC Meter
Switch I PRESS Appropriate AC Meter Switch PRESS
Check frequency and voltage within Check voltage and frequency within
limits. limits.
Bus Tie Breaker Switch TRIP
WV Meter CHECK Check BUS HE OPEN light illuminated.
Check KW indication within limits.
Generator Breaker Switch. CLOSE
IF FREQUENCY, VOLTAGE AND KW'S NORMAL: Check GEN OPEN light extinguished.
Bus Tie Breaker Switch CLOSE
Bus Tie Breaker Switch CLOSE
Check BUS TIE OPEN light extinguished.
Check BUS TIE OPEN light extinguishes.
If BUS TIE OPEN light remains
illuminated, leave■open.
APU OR EKTERNAL POWER WILL NOT DISCONNECT
Split System Bureaker AUTOMATICALLY WHEN AlTlMPiiNG TO CONNECT ^
OPEN Light CHECK EXTINGUISHED AN EUGINE GENERATOR
If illuminated close split system
breaker.
Appropriate Auxiliary
Power Breaker Switch TRIP
IF FREQUENCY, VOLTAGE OR KW'S ABNORMAL
Clieck that associated GEN OPEN light
DISCONNECT CSD.
illuminates or the PWR ON BUS light
extinguishes.
ESS BUS OFF LIGHT ILLUMINATED
Engine Generator Breaker
Switch CLOSE
NOTE:I With loss of essential AC power,
Check GEN OPEN light extinguished.
standby power ON light will
illuminate, ESS TR amps
CAUTION: IF THE GEN OPEN LIGHT DOES NOT
indication will be zero, engine
EXTINGUISH, DO NOT ATTEMPT TO
oil temperatures will indicate
CLOSE THE SPLIT SYSTEM BREAKER;
approximately -UO°C and SERIOUS lAMAGE COULD RESULT.
numerous flags will be displayed
on Captain's flight instruments.
NOTE: Power may be left en or may be
reapplied frcm the APU or
Essential Power Switch SELECT AN
external source to the side
OPERATING GENERATOR
of the SYNC BUS not affected.
Preferred selection: 3, 1, 2.
Check ESS BUS OFF and standby power
ON lights extinguished.
If after selecting to No.3 generator
the FAULT is transferred to No.3
generator select Ess Power Switch
OFF.
IF ESS BUS OFF LIGHT REMAINS

ILLUMINATED:
Essp.n-tlal Poi«r Switch OFF

1
'NOTE: Reference to Ess Bus groups of

circuit breakers will provide
guidance as to viiich Systems,
instruments, etc., have been
lost.
, BAOD 22 DEC.Vf!
I 10-20-02
747 ILYDJG MANUAL electrical
airways
APU OR EXTEFNAL POWER WIU. NOT KW Meters CHECK
CONNECT TO SYNC BUS Check KW indications within limits.
To reduce loads, see 1 OR 2
Split System GENERATOR(S) INOPERATIVE Checklist.
Breaker Switch TRIP
Appropriate Generator Appropriate AC Meter
Breaker Switches TRIP Switch PRESS
Check GEN OPEN li^ts Check frequency and voltage within
illuminated. limits.
Appropriate Auxiliary
Power Breaker Switch CLOSE IF FREQUENCY AND VOLTAGE NORMAL LEAVE
Check that associated GEN OPEN BUS TIE BREAKER OPEN.
li^t extinguishes or PWR ON BUS
li^t illuminates. IF FREQUENCY AND/OR VOLTAGE ABNORMAL
DISCONNECT CSD.
FATTUn TR UNIT. DC AMMETER READS
ZERO KW/KVAR INDICATIONS UNBALANCED
Check DC bus isolation switches KW/KVAR Meters CHECK

closed and DC isolation relay OPEN
lights are extinguished. If difference between KW meter readings
or KVAR neter readings for paralleled
NOTE: Limit remain;Lng TR readings generators exceeds 5 KW's or 5 KVAR's,
to 75 anps each. make a naintenance log entry. If the
difference exceeds 10 KW's or 10 KVAR's,
With loss of equipment operate the affected generator isolated.
cooling, see LOSS OF
EQUIPMENT COOLING checklist
for TR limits.
KM OST.TT.TATTON RETWFFN PARAT T ,FT .FTl

GENERATORS (LOAD SHUFFLING)
NOTES: -7/-3A A slight load oscillation

(jfSKW) between paralleled
generators at ground idle
speed is normal.
-524 A slight load oscillation
(jf5KW) that occurs after
the engine power settings
are changed, and then
diminishes after 10
seconds, is normal.
IF KW OSCILLATION MORE THAN +5KW:

Bus Tie Breaker Switch TRIP
Trip and reclose each bus tie
breaker until oscillation stops
on paralleled generators, then
leave affected bus tie breaker open.
BAOD
15 SEPT.78
10-20-03
747 FLYING MANUAL
ELECTRICAL
.s
CONTROLS AND
INDICATORS
KVAR SWITCH ESSENTIAL POWER SWITCH
Press to read KVAR on all KW/ Selects power source for the essential AC bus.
KVAR meters. External or APU can supply essential AC power if
connected to the sync bus when generator 4 bus tie
breaker is closed and essential AC bus switch is se
lected to NORMAL.
K\AXRS
AC BUS
(T)';
NOhMAI
KW/KVAR METER OEN J

ESS BUS PILOTS' CENTER
Normally reads KW OFF PANEL
output of the gener

ator. Reads KVAR ess BUS
while KVAR switch OfF ESSENTIAL BUS OFF LIGHTS

(Red)
is depressed.
ILLUMINATED - Indicates
VOITS
that the essential AC bus is
not powered.
FREQUENCY METER AC METERS AC VOLTMETER
Indicates frequency (Hz) out Indicates voltage output of

put of the selected generator GEN 2 GEN 3 GEN
the selected generator and
and CSD RPM when genera APU EXT
PMG when test switch pres
GEN } PWB 3
tor test switch pressed. sed.
FLIGHT ENGINEER'S PANEL

GENERATOR TEST SWITCH AC METERS SWITCHES (Blue)
Press in conjunction with selected engine driven or Press to select generator read
APU generator AC meter switch to read permanent out on AC voltage and fre
magnet voltage (PMG) on the AC voltmeter and quency meters. White ON I
CSD rpm on the frequency meter. If an APU gen light will illuminate in de
erator is selected, CSD rpm will read zero. pressed switch.
ELECTRICAL CONTROL MODULE
AC POWER INDICATORS
36
May 20/73 10.30.03
747 FLYING MANUAL
ELECTRICAL
CONTROLS AND
INDICATORS
DC VOLTMETER DC AMMETER
Indicates DC voltage at the ndicates DC current output

VOITS
selected source. AMPS
of selected source.
DC METIRS
BATTSS y
ON ON ON
ON
APU ESS
BAH TB BATT
ON ON ON
Tf 1 T* 2 Tl 3
BATTERY SWITCH DC METERS SWITCHES (Blue)

ON — Battery serves as back up to supply battery bus, DC Press to read voltage and am
standby bus and static inverter in event of essential pow perage on DC meters. White|
er failure. ON light will illuminate in
OFF depressed switch.
— Battery isolated from all loads except hot battery bus.
— Battery will continue to receive charge.
— APU will automatically shut down.
DC METERS MODULE
DC BUS 2 ISOLATION SWITCH DC ESSENTIAL BUS ISOLATION SWITCH

OPEN — DC bus 2 isolated. OPEN — Essential DC bus isolated.
CLOSE — Bus 2 paralleled with CLOSE — Essential DC bus paralleled
DC bus 1, 3, and essential if with DC bus 3 and busses 2 and 1
other isolation switches are if other isolation switches are closed.
closed.
DC BUS 1 ISOLATION SWITCH DC BUS ISOLATION

»US 3
OPEN — DC bus 1 isolated. BUS 1 BUS 2
CLOSE CLOSE CLOSE
CLOSE — DC bus 1 paral

leled with DC busses 2, 3, OPEN
and essential, if other iso

lation switches are closed.
OPEN OPEN
DC BUS ISOLATION RELAY OPEN LIGHT DC BUS 3 ISOLATION SWITCH

(Green)
OPEN — DC bus 3 and essential DC bus
Illuminates when corresponding isolation isolated from busses 1 and 2.
relay is open. CLOSE - Bus 3 paralleled with DC bus 1,
2, and essential bus if other isolation
switches are closed. Isolation relay 3
opens automatically (switch does not
move) when essential power switch is
moved to the 3, 2 or 1 position.
DC BUS ISOLATION MODULE
DC POWER CONTROLS AND INDICATORS

BOAC
10.30.04
8 OCT.73
British airways 747 FLYING MANUAL ELECTRICAL
OVERSEAS DIVISION
CONTROLS AND
INDICATORS
CSD DISCONNECT SWITCH- CSD OIL LOW PRESSURE LIGHT (Amber)

GUARD DOWN — Normal opera uminates when oil pressure within
tion. CSD is low.
DISCONNECT — Mechanically dis
connects CSD from engine. Re
set only on ground. Generator
breaker trips.
UISCONN6CT
CSD OIL a::

TEMP RISE
CSOOIL
TEMP
(Oi)
J''vi ij r-v p :J
CSD OIL TEMPERATURE INDICATOR CSD OIL TEMPERATURE RISE SWITCH

Normally reads temperature of oil When pressed indicator will read
leaving CSD (OIL OUT). With CSD RISE temperature.
CSD oil temperature rise switch
pressed, indicator reads oil tem
perature rise through CSD.
AC POWER MODULE
CONSTANT SPEED DRIVE CONTROLS

17
Aug 15/73 10.30.01
ELECTRICAL 747 FLYING MANUAL British airways
CONTROLS AND OVERSEAS DIVISION
INDICATORS
SPLIT SYSTEM BREAKER SWITCH
TRIP,— Opens circuit dividing electrical system into sepa

rate two-generator parallel systems. Will trip automati
SPLIT SYSTEM BREAKER OPEN
cally to isolate one-half of sync bus from sync bus LIGHT (Green)
faults. Will also trip automatically when two like aux
iliary generators are used to power the sync bus. The LLUMINATED — Indicates
SSB may be tripped manually if desired. split system breaker open.
F/E UPPER PANEL A'J/. rOV/^'i
BUS TIE BREAKER SWITCH
TRIP — Disconnects AC
BUS TIE BREAKER OPEN
bus from sync bus.
LIGHT (Amber) ^
Trips automatically due
ILLUMINATED - Gen SPIII SY
BREAK/B to electrical faults. Re-
erator disconnected closes automatically af
from sync bus. ter generator breaker
trips.
AC POWER
.In m.'.* 1^' M.
UAiMiyi
GENERATOR BREAKER
SWITCH
TRIP — Generator dis

GENERATOR BREAKER connected from its AC
OPEN LIGHT (Amber) bus. Trips due to
ILLUMINATED - Gen
CSD disconnect, engine
shutdown, CSD or elec
erator disconnected
trical faults, APU or ex
from its AC bus.
ternal power breaker
GENERATOR FIELD OFF closed.
LIGHT (Amber) CLOSE — Connects gener
ILLUMINATED - Indi
ator to its respective
bus. TRips external or
rates generator field
deactivated.
APU power if connected
to sync bus.
GENERATOR BEARING FAILURE GENERATOR FIELD SWITCH

LIGHT (Amber)
TRIP — Deactivates generator field and trips
U.LUMINATED - Indicates impend generator breaker. Trips automatically due
ing generator bearing failure. to electrical faults and when fire switch is
pulled.
AC POWER MODULE
GENERATOR CONTROLS
133
10.30.02 Jun 10/71
British airwa^ys 747 FLYING MANUAL
electrical
OVERSEAS DIVISION
SCHEMATIC
ESS AC BUS
NORMAL
GEN 3 OFF
CONDITION: NO ESSENTIAL AC OR DC
GEN 2
GEN 1
X
ppF
ESS AC
ESS TR C/B (1^^
ill P a
ESS
II
FROM
DC
DC 2
DC 3 i} [ ESS DC -CT5-
'""h
o-D ^
i|(—P
BATTERY
ON.
STATIC
INVERTER
OFF NORMAL-
-M 15
BATT;8tJ OFF
MANUAL
ON
HOT BATT BUS
STANDBY
POWER
ON
_115V AC
-28V DC
STANDBY POWER
36
Apr 15/76 10.40.03
airways 747 FLYING MANUAL
OVfRSEAS DIVISION
ELECTRICAL|
SUPPLEMENTARY
INFORMATION
STANDBY BUSSES RADIO AND FLIGHT INSTRUMENT

The standby AC and DC busses are BUSSES
normally supplied by the essen The essential radios and flight
tial aC and DC busses. In the instruments are powered from the
event of essential AC or DC essential AC and DC busses and
power failure, the main air the No. 2 radios from No. 2 AC
plane battery will supply the and DC busses. The flight in
standby DC bus directly and struments are tied directly to
the standby AC bus through the the bus and are not switchable.
static inverter when the standby Radios are powered when the ra
power switch is in either the dio master switches are on and
NORMAL or MANUAL ON position. AC/DC power is available from
the respective bus. The power
GALLEY POWER BUSSES source for essential radio and
The galley busses are supplied flight instruments is determined
power from the main airplane AC by the position of the essential
busses. The galley feeder cir power selector switch.
cuit protection system is de
signed to trip off the galleys
and illuminate appropriate AUXILIARY POWER SYSTEM
galley TRIP OFF lights when:
- The current demand from an The auxiliary power system con
APU generator or an external sists of the TÛ and external
power source exceeds a safe power units.
value.
- There is an electrical fault EXTERNAL POWER
in the feeder circuit. Two external power receptacles
- The galley feeder current ex are located in the lower nose
ceeds a safe value. section on the right side of the
The protective system is reset fuselage. Connecting external
by cycling the appropriate power to the sync bus will trip
galley power switches. the aPU or airplane generator
breakers if those units are pow
ering the sync bus at the time.
The paralleling of two external
power generators is prevented
by the split system breaker.
BAOD
19 SEP.77 10-50-03
747 FLYING MANUAL
British airways
OVERSfAS DIVISION
ELECTRICAL
SUPPLEMENTARY
INFORMATION
EXTERNAL POWER T-R

A T-R unit is provided to con o
vert AC from the 115V AC ground
handling bus to DC to power the
28V DC ground handling bus.
APU POWER
One APU driving two aC genera
tors provides auxiliary power for
ground operation of electrical
and pneumatic systems when the
airplane engines are not running.
The generators are identical to
and interchangeable with the en
gine driven generators. They are
rated at 90 KVA due to superior
cooling. The paralleling of two
APU generators is prevented by
the split system breaker. If ex
ternal power is connected to the
sync bus when APU generator power
is applied, the external power
breakers will trip; however, ex
ternal power will retain priority
over the ground handling relay
and will power the ground handl
ing busses.
NOTE: If the airplane is to be

powered by only one exter
nal power unit or one APU
generator, use number one
in both cases. Neither
number two external power
unit nor number two APU
generator can power the
ground handling busses.
23 ^
I 10.50.04 Jul 20/72
ELECTRICAL
SUPPLEMENTARY
OVERSEAS DIVISION
INFORMATION
AC POWER SYSTEM combination of generators can power
the busses of a dead generator, or
Primary AC power for the airplane is a bus or busses may be operated iso
supplied by four engine driven gener lated. System protection is pro
ators, controlled and monitored from vided to prevent generator connec
the control cabin. tion to the sync bus until power and
phasing requirements are satisfied,
GENERATORS and to prevent the paralleling of
The generators are rated 60 KVA (57 unlike power sources.
KW)j 115Vj UOO Hz (hertz, cycles per
second). They are identical to and KW/KVAR INDICATORS
interchangeable with the APU genera Combination KW/KVAR indicators in
tors. dicate the real and reactive loads
produced by the engine driven gen
CONSTANT SPEED DRIVE erators:
Each engine driven generator is con KW - The measure of real power
nected to its engine through a CSD. delivered. Balanced indications
The CSD maintains a constant genera among all generators indicates
tor speed throughout the normal var normal functioning of the load
iable operating range of the engine. controllers and CSD's. One
This provides a constant generator higher than the others indicates
frequency output. Each CSD is a com that the generator is contribut
plete self-contained \init consisting ing more than an equal share of
of oil supply, cooler, instrumenta the load and should be isolated
tion, and disconnect. The integral to supply only its own bus loads.
disconnect device provides for com
plete mechanical isolation of the KVAR - An indication of the amount
CSD and generator in the event of a of reactive load on the generator.
malfunction. Balanced readings are insurance
that voltage regulators are func
CONTROLS tioning properly. The system is
Generators are activated by closing automatically protected from out-
the associated generator field of-tolerance conditions.
switches. Power for the main busses
is obtained by closing the generator ESSENTIAL AC BUS
breaker switches, which connect gen The 115V AC essential bus normally
erator output to the individual AC is powered from 115V AC bus No.
busses. The main AC busses are con It may also be powered from the
nected to the synchronous bus loop by other three generators by using the
bus tie breakers for parallel opera essential power selector switch. The
tion. The synchronous (sync) bus is essential AC bus will still receive
provided with a split system breaker power from selected generators 1, 2
which allows physical division of the or 3 with the generator breakers
generator system into two sync busses. open. Generator breaker No. A must
The generators can be paralleled in be closed to power the essential AC
any combination, any generator or bus from main generator No. U.
21
Jul 1/69 10.50.01
ELECTRICAL
British airways
SUPPLEMENTARY 747 FLYING MANUAL OVERSEAS DIVISION
INFORMATION
GENERATOR BEARING FAILURE BATTERY POWER

DETECTION LIGHTS Two 24V, 34 ampere hour batter
Illijiaination of a generator ies supply DC power. The bat
bearing failure light indicates teries are identical and inter
that excessive generator bear changeable, Because of its
ing clearance exists in the location in an unpressurized
associated main airplane or APU area in the aft fuselage, the
generator. Operating time re APU battery is provided with an
maining on the generator will electrically heated blanket to
be proportional to generator prevent freezing,
load and observance of gener
ator bearing failure operating BATTERY CHARGER
limitations. Independent battery chargers
maintain the charge in the two
batteries at all times that the
DC POWER SYSTEM 115V AC ground service bus is
powered. The battery chargers
Primary DC power is supplied are capable of charging a com
to the DC busses from the 115V pletely discharged battery to a
AC busses through transformer- full charge in one hour. Ini
rectifier (t-R) units. Secon tial charge will produce a large
dary DC power is supplied by positive deflection of the
two batteries, needle in the DC ammeter which
will decrease as the battery
TRANSFORMER-RECTIFIERS approaches a full charge. After
T-R units supply DC power to DC the battery reaches full charge,
busses 1, 2, 3 and essential DC the charger will maintain a con
bus, and to the 28V DC ground stant potential miDde of suffi
handling bus, cient amplitude to sustain the
state of charge.
DC BUS ISOLATION
Isolation relays are installed Integral to the batteries is a
to provide for isolation of a DC thermal switch to protect the
bus or busses, as desired, DC battery from overheating during
busses 1, 2, 3, and essential charging. The thermal switch
may be operated in parallel. will disconnect the battery from
Automatic isolation of busses 1 the charger when overheat is
& 2 from bus 3 and essential is sensed.
provided when the essential AC
power switch is moved from the
NORMAL position to the 3, 2, or
1 position. In this situation,
the No, 3 DC bus isolation re
lay opens (the switch does not
move) and the associated OPEN
light illuminates.
36
10,50,02 Apr 15/76
ELECTRICAL
747 FLYING MANUAL
SUPPLEMENTARY
INFORMATION
the control cabin. tion to the sync bus until power and
KW), 115V, UOO Hz (hertz, cycles per
interchangeable with the ARJ genera Combination KW/KVAR indicators in
CONSTANT SPEED DRIVE erators:
This provides a constant genearator higher than the others indicates
plete self-contained iinit consisting ing more than an equal share of.
of oil supply, cooler, instrumenta - the load and should be isolated
erator output to the individual AC is powered from 115V AC bus No. U.
busses. The main AC busses are con It may also be powered from the
bus tie breakers for parallel opera- • essential power selector switch. The
generator system into two sync busses. open. Generator breaker No. U must
any combination, any generator or bus from main generator No. L.
21
Jul 1/69 10.50.01
747 FLYING MANUAL
ELECTRICAL
SUPPLEMENTARY
INFORMATION
GENERATOR BEARING FAILURE essential bus to supply power to

DETECTION LIGHTS the other busses, if required.
Illumination of a generator In addition, DC bus 3 and essen
bearing failure light indicates tial DC bus are automatically
that excessive generator bearing isolated from DC bus 1 and DC
clearance exists in the associ bus 2 when the essential AC
ated main airplane or APU gener power selector is moved from the
ator. Operating time remaining NORMAL to the 3, 2, or 1 posi
on the generator will be propor tion. This causes the DC bus 3
tional to generator load and ob isolation relay to open and the
servance of generator bearing corresponding OPEN light to il
failure operating limitations. luminate.
BATTERY POWER
DC POWER SYSTEM Two 24V, 34 ampere hour batter
ies supply DC power. The bat
Primary DC power is supplied to teries are identical and inter
the DC busses from the 115V AC changeable. Because of its
busses through transformer- location in an unpressurized
rectifier (T-R) units. Second area in the aft fuselage, the
ary DC power is supplied by two APU battery is provided with an
batteries. electrically heated blanket to
prevent freezing.
TRANSFORMER-RECTIFIERS
Five T-R units supply DC power BATTERY CHARGER
to DC busses 1, 2, 3 and essen Independent battery chargers
tial DC bus, and to the 28V DC maintain the charge in the two
ground handling bus. batteries at all times that the
115V AC ground service bus is
DC BUS ISOLATION powered. The battery chargers
Isolation relays are installed are capable of charging a com
to provide for isolation of a DC pletely discharged battery to a
bus or busses as desired. DC full charge in one hour. Ini
busses 1, 2 and 3 are operated tial charge will produce a
in parallel. The essential large positive deflection of the
transformer-rectifier powers the needle in the DC ammeter which
essential DC bus and is isolated will decrease as the battery ap
oy a diode. In the event of an proaches a full charge. After
essential T-R failure, the es the battery reaches full charge,
sential bus would then be paral the charger will maintain a con
leled with busses 1, 2 and 3 stant potential mode pf suffi
through the diode. The essen cient amplitude to sustain the
tial bus cannot supply power to state of charge.
busses 1, 2 or 3 due to the
blocking effect of the diode. Integral to the batteries is a
thermal switch to protect the
On later airplanes (S/N 19674 battery from overheating during
and on), the blocking diode is charging. The thermal switch
removed and DC bus 1 isolation will disconnect the battery from
switch installed with a corres the charger when overheat is
ponding relay (on earlier air sensed.
planes this will be accomplished
by retrofit). This permits the
36
10.50.02
Nov 20/72
ELECTRICAL
British airways 747 FLYING MANUAL ALTERNATE OPERATIONS
OVERSEAS DIVISION
APTT OR EXTERNAL POWER WILL NOT KW OSCILLATION BETWEEN PARALLE

CONNECT TO SYNC BUS LED GENERATORS (LOAD SHUFFLING)
Split System NOTE: A slight load oscilla

Breaker Switch TRIP tion T±5KW) between
Appropriate Generator paralleled generators
Breaker Switches TRIP at ground idle speed
Check GEN OPEN lights is normal,
illiaminated.
Appropriate Auxiliary IF KW OSCILLATION MORE THAN
Power Breaker Switch CLOSE ±5KW:
Check that associated GEN Bus Tie Breaker Switch TRIP
OPEN light extinguishes or Trip and reclose each bus
PWR ON BUS light illuminates. tie breaker until oscilla
tion stops on paralleled
FAILED TR UNIT. DC AMMETER generators, then leave af
READS ZERO fected bus tie breaker open,
Check DC bus isolation switches KW Meters,,,,,, .CHECK

closed and DC isolation relay Check KW indications within
OPEN lights are extinguished, limits. To reduce loads,
see 1 OR 2 GENERATOR(s) IN
NOTE: Limit remaining TR read OPERATIVE Checklist.
ings to 75 amps each,
Appropriate AC Meter
With loss of equipment Switch PRESS
cooling, see LOSS OF Check frequency and voltage
EQUIPMENT COOLING check within limits,
list for TR limits.
IF FREQUENCY AND VOLTAGE NORMAL
LEAVE BUS TIE BREAKER OPEN,
IF FREQUENCY AND/OR VOLTAGE

ABNORMAL DISCONNECT CSD,
KW/KVAR INDICATIONS UNBALANCED
KW/KVAR Meters CHECK

If difference between KW meter
readings or KVAR meter readings
for paralleled generators ex
ceeds 5 KW*s or 5 KVAR's, make
a maintenance log entry. If
the difference exceeds 10 KW's
or 10 KVAR's, operate the gen
erators isolated.
05
Feb 1/74 10.20,03
ELECTRICAL
British airways 747 FLYING MANUAL SUPPLEMENTARY
OVERSEAS DIVISION
INFORMATION
the control cabin. tion to the sync bus \intil power and
KW), 115V, ^00 Hz (hertz, cycles per
interchangeable with the AHJ genera Combination KW/KVAR indicators in
CONSTANT SPEED DRIVE erators;
This provides a constant generator higher than the others indicates
plete self-contained unit consisting ing more than an equal share of
of oil supply, cooler, instrumenta the load and should be isolated
erator output to the individual AC is powered from 115V AC bus No. U.
busses. .The main AC busses are con It may also be powered from the
bus tie breakers for parallel opera essential power selector switch. The
generator system into two sync busses. open. Generator breaker No. 'j- must
any combination, any generator or bus from main generator No. h.
21
Jul.1/69
10.50.01
ELECTRICAL 71+7 FLYING MANUAL British airways
OVERSEAS DIVISION
SUPPLEMENTARY
INFORMATION
GENERATOR BEAEING FAILUPE DETECTION Integral to the batteries is a thermal

LIGHTS switch to protect the battery from over
Illumination of a generator bearing failure heating during charging. The thermal
light indicates that excessive generator s.sitch will disconnect the battery from
bearing clearance exists in the assoc the charger when overheat is sensed.
iated main airplane or APU generator.
Operating time remaining on the genera BATTERY CHARGE INDICATIONS (NI-CAD
tor will be proportional to generator BATTERIES)
load and observance of generator 1. Battery voltages between 26V and 33V
bearing failure operating limitations. are normal.
■DC POWER SYSTEM 2. High voltage and zero charge will often
Primary DC power is supplied to the DC be observed.
busses from the 115V AC busses throu^ 3. Application of a load to a cool
transformer-rectifier (T-R) units. Secon battery by switching Standby Power to
dary DC power is supplied by two ON or placing APU switch to ON for a
batteries. few seconds should cause the battery
TRANSFORMER-RECTIFIERS
voltage to fall sufficiently for the
T-R units s'4)ply DC power to DC busses charger to operate in the constant
1, 2, 3 and essential DC bus, and to voltage mode for a short period.
the 28V DC ground handling bus. 4. If battery voltage is approximately
DC BUS ISOLATION 2 7.5 V to 2 Bv, pulling and re-setting
Isolation relays are installed to provide the charger circuit breaker will
for isolation of a DC bus or busses, as re-cycle the pulse mode which can then
desired. DC busses 1, 2, 3, and essential be checked on the ammeter.
may be operated in parallel. Automatic 5. Under normal circumstances the main
isolation of busses 1 & 2 from bus 3 and battery is seldom subject to any
essential is provided when the essential load and should therefore not exhibit
AC power switch is moved from the NORMAL a steady charge rate. If a main
position to the 3, 2, or 1 position. In battery is seen to be taking a constant
this situation, the No. 3 DC bus isolation charge rate in-flight the Battery
relay opens (the switch does not move) and Charger Main circuit breaker (Q5 on
the associated OPEN light illuminates. P. 6. AC Bus No.l) should be tripped
BATTERY POWER immediately.
Two 2W, 34 airpere hour batteries supply
DC power. The batteries are identical
and interchanâble. Because of its
location in an unpressurized area in the
aft fuselage, the APU- battery is provided
with an electrically heated blanket to
prevent freezing.
BATTERY CHARGER
Independent battery charters maintain the
charge in the two batteries at all times
that the 115V AC ground service bus is
powered. The battery chargers are capable
of charging a conpletely discharged
battery to a full charge in one hour.
Initial charge will produce a large
positive deflection of the needle in the
DC ammeter which will decrease as the
battery approaches a full charge. After
the battery reaches full charge, the
charger will maintain a constant poten
tial mode of sufficient amplitude to
sustain the state of charge.
BAOD
10.50.02 28 JAN.77
747 FLYING MANUAL ELECTRICAL
SCHEMATIC
ESS AC BUS
NORMAL
gen 3»^.-7k>ÔFF CONDITION: NO ESSENTIAL AC OR DC
GEN 2
ESS AC O M STBY AC K
ESS TR C/B ((C
FROM
DC 2 ESS DC Y DC
DC 3
3
BATTERY
STATIC
INVERTER
NORMAL
HOT BATT BUS
STANDBY
POWER
BATT
115V AC
28V DC
STANDBY POWER
136
Mar 25/71 10.40.03
747 FLYING MANUAL
AUTOMATIC FLIGHT
SUPPLEMENTARY
INFORMATION
STANDBY BUSSES RADIO AND FLIGHT INSTRUMENT

The standby AC and DC busses are BUSSES
normally supplied by the essen The essential radios and flight
tial aC and DC busses. In the Instruments are powered from the
I event of essential AC or DC essential AC and DC busses and
power failure, the main air the No. 2 radios from No. 2 AC
plane battery will supply the and DC busses. The flight In
standby DC bus directly and struments are tied directly to
the standby AC bus through the the bus and are not swltchable.
static Inverter when the standby Radios are powered when the ra
power switch Is In either the dio master switches are on and
NORMAL or MANUAL ON position. AC/DC power Is available from
the respective bus. The power
GALLEY POWER BUSSES source for essential radio and
The galley busses are supplied flight Instruments Is determined
power from the main airplane AC by the position of the essential
busses. The galley feeder cir power selector switch.
cuit protection system Is de
signed to trip off the galleys
and Illuminate appropriate AUXILIARY POWER SYSTEM
galley TRIP OFF lights when;
- The current demand from an The auxiliary power system con
APU generator or an external sists of the APU and external
power source exceeds a safe power units.
value.
- There Is an electrical fault EXTERNAL POWER
In the feeder circuit. Two external power receptacles
- The galley feeder current ex are located In the lower nose
ceeds a safe value. section on the right side of the
The protective system Is reset fuselage. Connecting external
by cycling the appropriate power to the sync bus will trip
galley power switches. the aPU or airplane generator
breakers If those units are pow
ering the sync bus at the time.
The paralleling of two external
power generators Is prevented
by the split system breaker.
22A
Nov 20/72 10.50.03
747 FLYING MANUAL
ELECTRICAL
SUPPLEMENTARY
INFORMATION
EXTERNAL POWER T-R

A T-R unit is provided to con
vert AC from the 115V AC ground
handling bus to DC to power the
28V DC ground handling bus.
APU POWER
One APU driving two aC genera
tors provides auxiliary power for
ground operation of electrical
and pneumatic systems when the
airplane engines are not running.
The generators are identical to
and interchangeable with the en
gine driven generators. They are
rated at 90 KVA due to superior
cooling. The paralleling of two
APU generators is prevented by
the split system breaker. If ex
ternal power is connected to the
sync bus when APU generator power
is applied, the external power
breakers will trip; however, ex
ternal power will retain priority
over the ground handling relay
and will power the ground handl
ing busses.
note: If the airplane is to be

powered by only one exter
nal power unit or one APU
generator, use number one
in both cases. Neither
number two external power
unit nor number two APU
generator can power the
ground handling busses.
I 10.50.04 20/72
BRITISH 747 FLYING MANUAL FIRE PROTECTION
AIRWAYS ALTERNATE OPERATIONS
ENGINE NACELLE OVERHEAT

If unaffected detector does not
A nacelle temperature indication test normally position Detector
between 2.5 and 7 should be monitored Switch to the detector indicating
closely. in "F" or 7-10 range and accomplish
ENGINE FIRE, SEVERE DAMAGE OR
NOTE; A maintenance log entry should SEPARATION checklist.
be made if nacelle temperatures TURBINE OVERHEAT FAULT LIGHT ILLUMINATED
stabilize between 2.5 and 7 (-524 enginel
or if A and B indicators
do not agree within 2.5 units. NOTE 1: The pilots nacelle fire
detector fault light will also
IF NACELLE TEMPERATURE INDICATION IS be illuminated.
APPROACHING 7.0:
Bleed Air Valve Switch CLOSE NOTE 2: A false fire warning will occur,
Check VALVE CLOSED light if the detector with the fault
illuminated. is selected.
Fuel Heat Switch (-7 engines)....CLOSE
Check HEATER light extinguished. To extinguish the FAULT light and reset
Nacelle Anti-Ice Switch OFF fault detection system:
Check VALVE OPEN lights
extinguished. Turbine Overheat Detector
Engine Thrust Switch (affected engine)...POSITION TO A

Lever RETARD TO IDLE IF FIRE ALARM SOUNDS REPOSITION
If nacelle temperature indication SWITCH TO B AND PRESS THE TURBINE
continues to rise, shut down the OVERHEAT WARNING LIGHT TO EXTINGUISH
engine. THE LIGHT.
See Chapter 2, INFLIGHT ENGINE Check turbine overheat FAULT light

FAILURE/SHUTDOWN. extinguished when the operative
detector is selected.
NACELLE FIRE DETECTION/FAULT
LOWER CARGO FIRE DETECTOR LIGHT
LIGHT ILLUMINATED.
ILLUMINATED (LATER A'IRPLANES)
Nacelle Temperature
Indicators CHECK
Illumination of a lower cargo DETECTOR.
Identify engine and detector "A" or "B" light without a subsequent
indicating in "F" or 7-10 fire warning indicates a detector
failure.
range.
Nacelle Fire Detector NOTE: There may be a delay before the
Switch POSITION TO UNAFFECTED second detector senses the smoke
DETECTOR condition. Do not test the
FIRE DETECTION and FAULT second detector until at least
lights should extinguish. five minutes after illumination
of the first detector light.
Test loops selected to confirm
proper operation. Lower Cargo Fire Detector
Switch (after five
Nacelle FIRE/FAULT
minutes) POSITION TO
Test Switch (unaffected
UNAFFECTED DETECTOR AND TEST
detector) POSITION TO FIRE
THEN FAULT Test detector selected to confirm
Check nacelle temperature proper operation. If test is
indicator within 7-10 range for satisfactory operate with that
FIRE TEST and "F" band for detector. If during test, the fire
FAULT TEST. Fire warnings should warning lights fail to illuminate or
occur in both positions. fail to extinguish after 20 seconds
- If unaffected detector test is following release of test switch,
normal leave Detector Switch as accomplish the appropriate LOWER
positioned and continue normal CARGO FIRE procedure.
engine operation.
BA
24 SEP.84 12-20-01
British airways 747 FLYING MANUAL FLIGHT CONTROLS
OVERSEAS OIVISIOH
RIIDDER RATIO LIGHT ILLITMINATED
Illumination of the RUDDER RATIO

light indicates a malfunction of
the rudder ratio changer. Avoid
large or abrupt rudder control
inputs at high indicated air
speeds. Crosswind landing capa
bility is reduced to 20 knots.
AUTO SPOILERS LIGHT ILLUMINATED
When illuminated, ground auto

speed brake system is inopera
tive. Do not ARM auto speed
brake system for landing; use
manual speed brake extension
after landing.
ET.EVATQR FEEL LIGHT ILLUMINATED
When elevator feel light is il

luminated, one of the two eleva
tor feel systems is inoperative.
Control forces or the operation
of the other elevator feel sys
tem will not be affected.
GREEN BAND (AMBER) LIGHTS ILLUMINATED

(if installed)
Illumination of the amber

stabilizer trim GREEN BAND lights
indicate that the green band select
switch position is not in agreement
with the existing airplane C. G.
Check take-off trim settings and
green band select switch position.
BAOD
10 JUN.77 13.20.01
AIRWAYS
FLIGHT WITH UNRELIABLE AIRSPEED/MACH

Probe Heat CHECK ON
INDICATIONS
Airspeed/Mach
Indicators CROSS CHECK
Erroneous or unreliable airspeed
indications may be caused by blocked Cross check airspeed/mach indicators
or frozen pitot-static systems, severely to determine, if possible, which
damaged or missing radomes and possibly indicator(s) and related systems are
by other causes. reliable. Continue flight using
reliable indicators if practicable.
A blocked or frozen Pitot and/or static
system may affect the following primary If erroneous or unreliable airspeed/mach
airplane systems: indications cannot be isolated to a single
instrument or system:
1. Airspeed/Mach Indicator
2. Vmo/Mmo warning Airplane Attitude and
3. Altimeter Engine Thrust .MONITOR
4. Vertical Speed
5. True Airspeed Maintain desired flight profile and
6. Static Air Temperature airspeed by maintaining appropriate
7. Flap Load Relief System attitude and thrust.
8. Elevator Feel System
9. Rudder Ratio Changer Gust Response Suppression
10. Stabiliser Trim Rate Controller System .OFF
11. Autopilot
12. Autothrottle TE Flap Load Relief
13. Ground Proximity Warning System C/B (P12) .PULL
14. Altitude Alert
15. Cabin Pressure Deactivate the flap load relief system
16. Flight Recorder in order to avoid unreliable retraction
17. Transponder Altitude Reporting inputs. Use normal landing flaps.
18. Flight Director Altitude Select
19. TAT/EPRL
20. Gust Response Suppression System
Early recognition of erroneous airspeed

indications is essential to maintaining
control of the airplane and avoiding
unsafe attitude and airspeed conditions.
A loss of radome may normally be
indentified by noise and low frequency
buffeting.
If erroneous or unreliable airspeed/mach

indications are detected or suspected:
EMS autothrottle/
Approach A/T .DISENGAGE
Airplane Attitude ADJUST
Return the airplane to the target

attitude and thrust setting for the
flight phase.
BA
24 SEP.84 14-20-01
BRITISH 7U7 FLYING MANUAL FLtGHT INSTRUMENTS
INDICATORS
BANE ANGLE SCALE BANK ANGLE INDICATOR
WARNING FLAG
FIXED AIRPLANE REFERENCE In view when electrical power

is not available to indicator.
PITCl SCALE CAGING CONTROL
- Pull out for caging.
NOTE: Powered from 28V DC Standby Bus.
NOTE: AIRLINE POOL UNITS ONLY
When caging control is 'in', rotation adjusts fixed airplane reference.

To be set to zero (centre scale) at all times.
STANDBY HORIZON INDICATOR
BA
SEP.8U 14.30.05
BRITISH 747 FLYING MANUAL FLtGHT INSTRUMENTS
INDICATORS
PILOTS'
LIGHTSHIELD
rjjf. V,5
A/T A;r«ror'!i,of jswo/.c CC»J<»i5 Vf5i:' r.;«
! I 5'
A 'i ugimj ^V,T-
10V,'*»AWi' COM*;
Alt 6n»!<OtC
r.rAJ'.KC .... i ALT SEl
Ct'fKJ
•ÎTCK
r ViJii
ALTITUDE SELECTOR
Rotation of selector sets the desired altitude in the adjacent indicator.

After altitude is set, the altitude alert system provides light and aural signals
when approaching the altitude or when deviating from the altitude.
ALTITUDE
ALERT
PILOTS' PANELS
ALTITUDE ALERT LIGHT (Amber)
- Illuminates steady (and 2 second aural tone sounds) when approaching (900 feet
above or below) selected altitude; remains illuminated until 300 feet above or
below altitude.
- Extinguishes when 300 feet above or below selected altitude and remains
extinguished while within that 300 feet above or below range.
- Illuminates flashing (and 2 second aural tone sounds) when deviating 300 feet
above or below selected altitude; light continues to flash until 900 feet above
or below, at which time the light extinguishes and the system is automatically
reset for subsequent altitude alerting.
- Altitude alert deviation signal is inoperative when landing gear is extended.
PILOTS' ALTITUDE
ALERT
CENTER
PANEL
(SEE CHAP 4 FOR TEST)
ALTITUDE ALERT
BA
14.30.05 24 SEP.84
747 FLYING MANUAL HYDRAULIC POWER
SUPPLEMENTARY
INFORMATION
HYDRAULIC POWER SYSTEM A standby hydraulic system, which uses

system 3 return fluid, provides standby
Hydraulic power is supplied by four in power for the stabilizer. The pump is
dependent systems. Each system incor automatically powered by hydraulic
porates an engine driven hydraulic system 1 when the pressure in system
pump and an air driven hydraulic pump. 3 is not sufficient for stabilizer
The pumps, reservoir and associated operation.
components are located at the engine
and nacelle area. An electric driven Hydraulic systems 1 and ^ provide
hydra-ulic pvnnp in system U is provided power for extending and retracting
primarily for operation of the brake the landing gear and doors, for brak
system during ground operations. ing, and for steering. A separate
reserve brake system is powered by
Hydraulic power is utilized for the system 2.
operation of the flight control system
including the trailing edge flaps and
the stabilizer, and the landing gear- ENGINE DRIVEN HYDRAULIC PUMP
system including braking and steering.
The engine driven hydraulic pump is a
The four hydraulic systems provide variable displacement type pump with
power for the primary control surfaces. the output pressure regulated to ap-
Each aileron, rudder, and inboard ele proxijnately 3000 psi. The pump is
vator s-urface is redundantly powered capable of operating at a reduced out
by two hydraulic systems and each of put with engines windmilling. Tne
the three areas of control (roll, switch should be in the NORMAL posi
pitch and yaw) is powered by all tion for all normjal operations. Op
four hydraulic systems. eration time in SUPPLY OFF position
should be limited to two minutes to
Flight and ground spoilers are indi prevent pump damage. Operational,
vidually powered, by one of three hy time in SUPPLY OFF position should
draulic systems. The inboard and out be entered in maintenance log.
board flaps are powered, by two
different hydraiiLic sources.
Trim movement and braking of the hori

zontal stabilizer is provided by two
independent hydraulic motors and
brakes, one pressurized from hydraulic
system 2, the other from system 3-
136
Jun 20/70 16.50.01
HYDRAULIC POWER 747 FLYING MANUAL
SUPPLEMENTARY
INFORMATION
AIR DRIVEN HYDRAULIC PUMP The hydraulic quantity indication sys

tem is temperature compensated to ac
The air driven hydraulic pump operates count for fluid density changes during
to supplement the engine driven hydrau cold soak. Except for landing gear ex
lic pimip during high demand periods. tension or retraction, hydraulic fluid
The air pump is capable of supplying quantity indication changes should be
the normal system demands in the event relatively small. Retraction of the
of engine driven pump failure. The landing gear will lower the quantity
air pump is driven by bleed air from in the No. h reservoir approximately
the pneumatic system; it can be sup 2 gallons. The green band on the hy
plied from engine or APU bleed air, draulic quantity indicator is primar
or a ground air source. With the air ily for use during servicing.
driven hydraulic pump switch in the
CONTINUOUS position, the air pump will Improper servicing can result in ab
run continuously whenever the pneuma normal changes in quantity indication.
tic duct is pressurized. With the Providing there is no low quantity in
switch in the AUTO position, the pump dication, the system should operate
will run as required to maintain a normally.
system pressure above 2600 psi.
The air pump has an overspeed trip HYDRAULIC FLUID SHUTOFF VALVES
circuit that will automatically close
off the pneumatic supply to the air A hydraulic fluid shutoff valve
pump. This condition will be re located in the nacelle area controls
flected by failure of the pirnip to op liydraulic fluid supply to the engine
erate normally in any switch position. driven hydraulic pump. This vadve
Reset capability is not provided. will close when the engine fire switch
is pulled or the flight engineer's en
gine driven hydraulic pump switch is
FLUID SUPPLY moved to the SUPPLY OFF position.
Each system has an independent reser

voir (no interconnect) with the capa HYDRAULIC FLUID COOLING
bility of supplying fluid at all times.
To prevent pump cavitation during high Heat exchangers are installed in the
demand, the reservoirs are pressurized main fuel tanks to cool the pump case
by air supplied from the pneimiatic drain fluid before returning it to the
system. reservoirs.
A hydraulic system should not be

operated for extended periods on the
ground when the associated fuel tank
is near empty.
136
16.50.02 Dec 15/71
BRITISH 747 FLYING MANUAL ICE AND RAIN
AIRWAYS PROTECTION
NORMAL OPERATIONS
GENERAL NOTE: The above minimum thrust

settings must also be
Operation of the NACELLE ANTI- maintained when operat
ICE and WING ANTI-ICE Systems ing in clouds at temper
Impose a heavy demand on the atures below -40°C SAT
engine pneumatic air supply. with nacelle anti-ice ON
To assure adequate anti-icing or OFF to prevent ice
during low thrust operation forming internally in
(descent or holding) the pneu the engine. Under these
matic duct pressure should be conditions, visible
maintained at or above 15 psig. moisture will normally
be in the form of ice
Duct pressure may be increased crystals (cirrus clouds)
by using either of the follow which do not adhere to
ing: the nacelle or other
airplane surfaces.
- Increase thrust to obtain
higher pressure and flow from Icing Conditions exist when:
the low stage bleed.
The OAT on the ground and for takeoff,
- Reduce air condition bleed to or TAT inflight is 10°C or below
TWO PACK OPERATION. and visible moisture in any form is
present (such as clouds, fog with
During holding, if any NACELLE visibility of one mile or less, rain,
VALVE OPEN or STATOR VALVE OPEN snow, sleet and ice crystals).
(-7) light extinguishes, re
duce thrust on two engines to Icing Conditions also exist when:
50? N1 RPM above 10,000 feet or
45? N1 (-7), 42? N1 (-524) below The OAT on the ground and for takeoff
10,000 feet and advance thrust is 10°C or below when operating on
on other engines to maintain ramps, taxiways or runways where
desired flight path. surface snow, ice, standing water,
or slush may be ingested by the
- The engines operated at 50? engines or freeze on engines,
(45?) N1 for -7 or 50? (42? nacelles or engine sensor probes.
N1) for -524 will be afforded
ice protection from hot CAUTION: THE APPROACH OR EMS
bleed air from the high AUTOTHROTTLE SHOULD BE
stage (HIGH STAGE light MONITORED CLOSELY OR
illuminated). The engines TURNED OFF DURING ICING
operated at the higher RPM CONDITIONS AS IT DOES NOT
will receive sufficient hot PROVIDE MINIMUM N1 FOR
bleed air from the low stage. WING AND/OR NACELLE ANTI-
ICE PROTECTION.
When penetrating or operating
in Icing Conditions inflight, THE APPROACH AUTOTHROTTLE
maintain a minimum of 50? N1 SHOULD BE OFF PRIOR TO
RPM at 10,000 feet and above, DESCENT INTO ICING
and 45? N1 (-7), 42? N1 (524) CONDITIONS.
RPM below 10,000 feet except
as required for landing.
BA
24 SEP.84 17-10-01
BRITISH 747 FLYING MANUAL ICE AND RAIN
AIRWAYS PROTECTION
NORMAL OPERATIONS
NACELLE ANTI-ICE WING ANTI-ICE
Nacelle anti-ice must be ON Operate wing anti-ice system by

during all ground and flight turning it on following an icing
operations when Icing Condi encounter.
tions exist or are anticipated,
except during climb and cruise CAUTION: DO NOT OPERATE WING
when the temperature is below ANTI-ICE WHEN THE TOTAL
-40°C SAT. Nacelle anti-ice AIR TEMPERATURE (TAT)
must be ON prior to and during IS ABOVE IQOC (50°F)
descent in all Icing Condi
tions, including temperatures Wing Anti-Ice Switch, .ON
below -40OC SAT.
Check Wing Anti-ice Valve Lights
CAUTION: DO NOT OPERATE illuminate then extinguish.
NACELLE ANTI-ICE
WHEN THE TOTAL AIR NOTE: If icing conditions exist
TEMPERATURE (TAT) IS turn wing anti-icing on
ABOVE 10^0 (50°F). after retracting leading
edge flaps or prior to n
Erratic EPR indications or abnormal extending leading edge
EPR relative to N1 may be an flaps. Anti-icing of
indication of engine icing. leading edge flaps is not
effective with flaps
When engine anti-ice required: extended.
Engine Ignition Switches FLT START RAIN REPELLENT
Nacelle Anti-Ice Switches ON Rain repellent may be used any time

rain intensity requires the use of n
Check NACELLE VALVE OPEN and windshield wipers. Apply repellent
(for -7) STATOR VALVE OPEN to one windshield at a time, allow
lights illuminated. ing fluid to be spread and visibility
to improve before applying to the
When engine operation is stabilized other windshield.
and flight conditions permit:
NOTE: Do not use rain repellent
Engine Ignition Switches. OFF on a dry windshield and
if inadvertently applied
When engine anti-ice no longer do not use windshield
required: wipers unless the wind
shield washer is activated
Nacelle Anti-Ice Switches OFF first.
Check NACELLE VALVE OPEN and

(For -7) STATOR VALVE OPEN
lights extinguish.
BA
17-10-02 24 SEP.84
747 FLYIKS; ifliNUAt
ICE AND RAIN
PROTECTION
CONTROLS AND
INDICATORS
LEFT PROBE HEAT SWITCH- NOTE: With the probe heat ,RIGHT PROBE HEAT SWITCH
ON — Applies heat to: ON, the total air and static
ON — Applies heat to:
— Captain's pitot-static probe.^ air temperature indicators will
— First officer's pitot-static
— No. 1 auxiliary pitot-static not give accurate indications
probe.
probe. on the ground.
— No. 2 auxiliary pitot-static
— No. 1 temperature probe. probe.
I PITOT ONLY — Same as PROBE HEAT — No. 2 temperature probe.
above except no heat to
PITOT ONLY - Same as
I temperature probe. lEFT
LEFT PROBE HEAT METER temperature probe.
Indicates current used to heat
probes selected by the probe
heat meter switch. PROBE HEAT METER SWITCHES
A positive reading indicates
Press switch to monitor cur
probes are being heated.
rent used to heat probes.
PILOT'S OVERHEAD PANEL
V'
PROBE HEAT
136
Dec 15/71
17.30.03
ICE AND RAIN British airways
PROTECTION OVERSEAS DIVISION
747 FLYING MANUAL
CONTROLS AND
INDICATORS
RAIN REPELLENT SWITCH LEFT WSHLD RIGHT WINDSHIELD WASHER SWITCH

WASHER WASHER
Press momentarily for one ON

ON — Applies washer fluid.
application. Use windshield wipers after
O initial application.
NOTE: Do not use on
dry windshield.
WINDSHIELD WIPER SWITCH Pi LOTS'

OVERHEAD
Use as required during rain
WIPER WIPER PANEL
or with washer fluid applied.
NOTE: Do not use on dry
windshield.
LOW LEVEL
REFILL BOTTLE
WASHER FLUID BOTTLE
CAPTAIN'S
LOWER SIDE
PANEL
RAIN REPELLENT CAN AFT OF SECOND

OBSERVER'S SEAT
RAIN REPELLENT RAIN REPELLENT LEVEL

SHUTOFF VALVE INDICATOR
(Shown in closed position) Red float indicates level. 5

Controls flow of repellent applications remain when in
between can and system dicator reaches replacement
plumbing. level.
RAIN REPELLENT PRESSURE

CAN INDICATOR
REPLACEMENT
LEVEL
Indicates can pressure when
shutoff valve is open.
RAIN REPELLENT, WINDSHIELD WASHER AND WIPER

04
17.30.04 Jul 31/75
ICE AND RAIN
British airways PROTECTION
OVERSEAS DIVISION 747 FLYING MANUAL
CONTROLS AND
INDICATORS
WING ANTI-ICE
ON
PILOTS'
OVERHEAD LEFT RIGHT
PANEL GBD
VALVE VALVE
WING ANTI-ICE SWITCH' WING ANTI-ICE VALVE LIGHTS

ON — Opens both valves and directs engine bleed air to (Blue)
wing leading edge areas. Operative only in flight. I lluminates when associated
OFF — Closes both valves. valve is in transit.
GRD TEST — Used for checking valve operation on
ground. The valves will automatically close when the
wing leading edge temperature becomes excessive.
Operative only on ground.
NACELLE ANTI-ICE SWITCHES
ON — Directs engine bleed air,

when available, to nacelle
cowl, engine 1st stage
stators and engine PT2 ERR
probe. Valves will automati
PILOTS' NACELLE ANTMCE cally close at low engine
OVERHEAD 1 2 3
bleed pressure.
PANEL
STATOR ANTI-ICE VALVE -NACELLE ANTI-ICE VALVE

OPEN LIGHTS (Green) OPEN LIGHTS (Green)
I lluminates when engine I lluminates when engine bleed
bleed air is being directed air is being directed to the na
to engine 1st stage stators. celle cowl and PT2 EPR probe.
>
r.y. k FKrf,
FLIGHT ENGINEER'S /NACELLE ANTI-ICE TAI VALVE

5i ;5 1 j r •! wi'i
PANEL LIGHTS (Amber)
^
' *. kNTOV I j ^ riNTO
Illuminate when nacelle anti-
I NAC 7 l( NAC 3 ice duct pressure is excessive.
pAI VALVEIItAI VALVt [TAI
WING AND ENGINE ANTI-ICE

79
Jul 1/74 17.30.01
ICE AND RAIN 747 FLYING MANUAL British airways
OVERSEAS DIVISION
PROTECTION
CONTROLS AND
INDICATORS
FIRST OFFICER'S NOS. 2 AND 3
CAPTAIN'S NO. 1 WINDOW- PILOTS' OVERHEAD PANEL ^WINDOW HEAT SWITCH
HEAT SWITCH
ON — Applies heat to windows
ON - Window heat controller for defogging.
applies heat to window as WINDOW HEAT
1 RIGHT 2-3
LEFT 1
required for anti-icing and ON
defogging.
OFF — Window heat not in OVRD OVRD
-WINDOW HEAT POWER ON
use or to reset after an LIGHTS (Green)
POWER POWER POWER
overheat trip.
POWER
onMn
POWER illuminated when window is
OVRD — A reduced constant
POWER POWER being heated. Lights can be
heat applied to window for LIGHTS
deactivated by power lights

anti-fogging only.
switch when desired.
NOTE: Under conditions of
WINDOW HEAT POWER TEST high ambient temperature,
SWITCH the lights may not illumin
ate when system is turned
Used to test No. 1 window POWER LIGHTS SWITCH
on.
heat systems if power on Press to activate or deactivate
lights do not illuminate when the six window heat power WINDOW OVERHEAT TEST
system is turned on. Systems on lights when desired. SWITCH (Guarded)
are operating normally when
Simulates an overheat condi
window heat power on lights
tion for both No. 1 windows.
(LI and R1) illuminate.
- LI, R1 POWER on lights
NOTE: Continued use of the i» one tv 1! » 1 a rU'f.l will extinguish.
j JaPiA'! CPjj s. , \ OP >
POWER TEST switch may re {1
•
f1 CKfR'. 1 S r,f - WINDOW 1 OVHT light
sult in an overheated window. OP !! i OP Y
IAN KKC * \ » L SN'PY 1 a pwar
will illuminate.
iEPV JJ 1 pa 5 1 OP i
era Picc 1 I 1 iNTPY } a pwtsr NOTE: After test, switch the
w 1 t { OP 4 ' Da »
L { { p w>;c r «NTP' 1 4 Crtrar No. 1 window heat switches to

LiCAfP SHJ |KCAP5 Of j rp i » Of. i
WINDOW NO. 1 OVERHEAT 1 1 '"'C r p.r, } PULP

OFF position momentarily to
}CAPGO OP
LIGHT (Amber)
» u >aoo OP
'1 WINDOW 1
iCAPOc ya
1
reset overheat trip circuits. Do
1 OVHT r
not operate in flight. In-flight
— Illuminates when either the NAC •. S 1 •? r rtAi*: j NAC 4
;/,! VAtVe} \r*'. V/AivP }tAi »'AiVC operation may result in win
Captain's or First Officer's
dow damage.
No. 1 window has an over
heat condition. POWER on FLIGHT ENGINEER'S PANEL
light for the overheated WINDOW OVERHEAT LIGHT
window will be extinguished. (Amber)
(Window heat power test Illuminates when either No. 1
switch now will not illumi WINDOW
window has an overheat con
nate the POWER on light OVHT
dition.
of the overheated window.)
— Switching the affected win PILOTS' CENTER PANEL
dow heat off will extin
guish both overheat lights.
— The lights may illuminate WINDSHIELD/FOOT AIR CON
when switching from air TROLS
plane power to APU or Applies conditioned air to the
WIND
external power. FOOT-AIR No. 1 windows for defogging.
Applies conditioned air at pilots
leg positions.
BELOW CAPTAIN'S AND
FIRST OFFICER'S PANELS
WINDOW HEAT 36
17.30.02 Aug 15/74
British airways ICE AND RAIN
OVmtlAt DIVISION
747 FLYING MANUAL PROTECTION
CONTROLS AND
INDICATORS
LEFT PROBE HEAT METER ,RIGHT PROBE HEAT SWITCH
Indicates current used to ON — Applies heat to:
PROSI HEAT
heat probes selected by the — First officer's pitot-static
probe heat meter switch. HKSHI /
NtOft / probe.
c-5
t:
— No. 2 auxiliary pitot-static
LEFT PROBE HEAT SWITCH r probe.
OM
ON - Applies heat to: — No. 2 temperature probe.

— Captain's pitot-static probe PITOTS ONLY - Same as
— No. 1 auxiliary pitot-static 1 MAIN
ON
IfMP
ON
AUI
IPHOTS PROM PIIOI*
probe.
— No. 1 temperature probe. 1«111 temperature probe.
^PROBE HEAT METER SWITCHES

PITOT ONLY - Same as
above except no heat to PILOTS' OVERHEAD PANEL
Press switch to monitor cur
temperature probe. (-7) rent used to heat probes.
NOTE: With the probe heat ON, the total air and static air
temperature indicators will not give accurate indications on the
ground and flags will normally appear.
-PROBE HEAT LIGHT (Amber)

PILOTS' CENTER PANEL PROBE
Illuminates if any probe heat
LATER AIRPLANES HEAT
light illuminates.
LEFT PROBE HEAT SWITCH MAIN OR AUX PITOT LIGHTS

(Amber)
ON — Applies heat to:
— Captain's pitot-static probe. Illuminate with failure of either
— No. 1 auxiliary pitot-static probe. of the two heaters in that
— No. 1 total air temperature probe if nose gear strut Is probe.
extended.
TAT TEST
Applies heat to No. 1 total air temperature probe re
gardless of nose gear strut condition.
PILOTS' OVERHEAD PANEL

PROBE HEATERS
LEFT B'rGHT (-524)
ON MAIN MAIN
PITOT PITOT
AUX AUX
PITOT PITOT
TAT TAT RIGHT PROBE HEAT SWITCH

TAT TAT
PROBE PROBE
TEST TEST ON — Applies heat to:
— First officer's pitot-static
probe.
TAT PROBE LIGHTS (Amber) — No. 2 auxiliary pitot-static
probe.
— Illuminates with failure of the single heater in that probe — No. 2 temperature probe if
providing the nose gear is extended or during test. nose gear strut is extended.
— Extinguished when nose gear strut compressed. TAT TEST
NOTE: Total air temperature probes are not heated Applies heat to No. 2 total
while on the ground. If probe heat switches are ON the air temperature probe re
total air temperature heaters will be turned on automati gardless of nose gear strut
cally on takeoff during rotation. condition.
PROBE HEATERS BAOD

10 JUN.77 17.30.03
ICE AND RAIN
PROTECTION British airways
747 FLYING MANUAL OVERSEAS DIVISION
CONTROLS AND
INDICATORS
RAIN REPELLENT SWITCH LEFT WSHLD RIGHT

-WINDSHIELD WASHER SWITCH
WASHER WASHER
Press momentarily for one ON ON
ON — Applies washer fluid.
REP
application. Use windshield wipers after
NOTE: Do not use on initial application.
dry windshield.
OFF
LOW
WINDSHIELD WIPER SWITCH HIGH I J-HIGH PI LOTS'

Use as required during rain OVERHEAD
or with washer fluid applied. WIPER WIPER PANEL
NOTE: Do not use on dry

windshield.
LOW LEVEL
REFILL BOTTLE
WASHER FLUID BOTTLE
CAPTAIN'S
LOWER SIDE
PANEL
RAIN REPELLENT CAN

AFT OF SECOND
OBSERVER'S SEAT
RAIN REPELLENT RAIN REPELLENT LEVEL

SHUTOFF VALVE INDICATOR
(Shown in closed position) Red float indicates level. 5
Controls flow of repellent applications remain when in
between can and system dicator reaches replacement
plumbing. level.
RAIN REPELLENT PRESSURE

CAN INDICATOR
REPLACEMENT
LEVEL Indicates can pressure when
shutoff valve is open.
RAIN REPELLENT, WINDSHIELD WASHER AND WIPER

04
17.30.04
Jul 31/75
OVERSEAS DIVISION
Anti-Icing Fluid Dilution Chart:
FLUID SHOULD BE ^ to 200°F
FLUID: SPECIFICATION MlL-A-8243 (APPROXIMATELY 90% GLYCOL)
FOR AMBIENT % FLUID BY % WATER BY APPROXIMATE FREEZING POINT

TEMPERATURE F VOLUME VOLUME OF MIXTURE °F
-10 and above 50 50 -30
-20 55 45 -45
-30 60 40 -55
o
00
O
FUEL ICE REMOVAL
Aviation fuels will normally contain little or no water, but the percentage of
water is governed to a great extent by storage and handling conditions of fuel.
Fuels exposed to dampness or ordinary atmospheric conditions contain a larger
percentage of water than_those kept in tightly sealed containers. This water
content, under poor conditions, can average as high as several gallons in every
thousand gallons of fuel. As temperatures are reduced, solubility of water
in fuel is also reduced, resulting in water separating from fuel and seeking
the lowest point in the tank and freezing if temperature is low enough. In
the event that water has collected and frozen in sumps (indicated by the lack
of flow from drain valves) heat (explosion-proof hot air or heat blankets)
should be applied to underside of wing in area of tank sumps until fuel drained
is free of water.
CAUTION: DO NOT ASSUME THAT ALL ICE HAS MELTED IF FT IS POSSIBLE TO DRAIN
FUEL FROM DRAIN COCK AFIER SEVERAL MINUTES OF HEATED AIR APPLIED
TO EXTERIOR OF AFFECTED COMPONENT. ICE ADJACENT TO INTERIOR OF
AFFECTED UNIT MAY MELT AND ALLOW SOME WATER AND FUEL TO FLOW
FROM DRAIN, BUT A LUMP OF ICE CAN STILL REMAIN. IF FUEL DOES FLOW,
FROM DRAIN COCK, CONTINUE TO APPLY HEATED AIR FOR A SHORT TIME,
CHECKING DRAIN COCK FLOW FREQUENTLY. THIS FUEL SHOULD BE CAUGHT
IN A CONTAINER AND INSPECTED FOR GLOBULES OF WATER UNTIL IT IS
EVIDENT THAT ALL WATER IS REMOVED FROM AREA.
tC
(D
bO
c
3
BAOD
4 JUL.75 17.101.09
747 FLYING MANUAL British aliways
OVERSEAS DIVISION
ENCOUNTERING EXCESSIVE WATER ON TAKE-OFF OR LANDING

If excessive standing water or slush is encountered on either the take-off
or landing roll, a sector defect must be raised calling for the appropriate
conditional check as outlined in Chapter 5 of the Maintenance Manual.
CO
n
CO
BAOD
17.101.10 ^ JUL.75
OVERSEAS DIVISION
Anti-Icing Fluid Dilution Chart
FLUID SHOULD BE HEATED TO 180^ to 200°F
FLUID: SPECIFICATION MIL-A-8243 (APPROXIMArELY 90% GLYCOL)
FOR AMBIENT % FLUID BY % WATER BY APPROXIMATE FREEZING POINT

TEMPERATURE F° VOLUME VOLUME OF MIXTURE °F
-10 and above 50 50 -30
-20 55 45 -45
-30 60 40 -55
6. FUEL ICE REMOVAL
Aviation fuels will normally contain little or no water, but the percentage of
water is governed to a great extent by storage and handling conditions of fuel.
Fuels exposed to dampness or ordinarry atmospheric conditions contain a larger
percentage of water than those kept in tightly sealed containers. This water
content, under poor conditions, can average as high as several gallons in every
thousand gallons of fuel. As temperatures are reduced, solubility of water
in fuel is also reduced, resulting in water separating frcm fuel and seeking
the lowest point in the tank and freezing if temperature is low enough. In
the event that water has collected and frozen in surtps (indicated by the lack
of flow from drain valves) heat (explosion-proof hot air or heat blankets)
should be applied to underside of wing in area of tank sumps until fuel drained
is free of water.
CAUTION: DO NOT ASSUME THAT ALL ICE HAS MELTED IF IT IS POSSIBLE TO DRAIN
FUEL FROM DRAIN COCK AFTER SEVERAL MINUTES OF HEATED AIR APPLIED
TO EXTERIOR OF AFFECTED COMPONENT. ICE ADJACENT TO INTERIOR OF
AFFECTED UNIT MAY MELT AND ALLOW SOME WATER AND FUEL TO FLOW
FROM DRAIN, BUT A LUMP OF ICE CAN STILL REMAIN. IF FUEL DOES FLOW
FROM DRAIN COCK, CONTINUE TO APPLY HEATED AIR FOR A SHORT TIME,
CHECKING DRAIN COCK FLOW FREQUENTLY. THIS FUEL SHOULD BE CAUGHT
IN A CONTAINER AND INSPECTED FOR GLOBULES OF WATER UNTIL IT IS
EVIDENT THAT ALL WATER IS REMOVED FROM AREA.
ENCOUNTERING EXCESSIVE WATER ON TAKE-OFF OR LANDING
If excessive standing water or slush is encountered on either the take-off

or landing roll, a sector defect must be raised calling for the appropriate
conditional check as outlined in Ch^ter 5 of the Maintenance Manual.
BAOD
23 OCT.76 17.101.09
747 FLYING MANUAL British aiTways
OVERSEAS DIVISION
MIRABEL EE-ICING PROCEDUEES

1. Pre-Flight (at Stand)
Increase taxi fuel by 2000 kg
Check undercarriage and underflaps clear of ice. De~icing these areas
will be carried out on the stand.
2. Engine Start Check List (at Stand)
The "Engine Start Checklist" must be coirpleted before taxying the
aircraft from the stand to the de-icing facility.
The APU must be stopped.
3. Before Take-off Checklist.
Do not commence "Before Take-Off Checklist".
PROCEDURE AT DE-ICING FACILITY

Two Engine Shutdown Checklist.
SSB Closed s Li^t OUT E
Galley Power OFF E
Air Conditioning Max 2 Packs 'ON' E
Air Driven Punps OFF E
Aft Cargo Heat OFF E
Brake Source Set, Lew Pressure Li^ts Out C/E

Prim SYS 4 selected prior to stepping Engines 1 and 2
SEC SYS 1 selected prior to stepping engines 3 & 4
Shut Down Engines as instructed E
Electrical Loads Check and Load Shed as necessary E
On oonpletion of Left (or Ri^t) side de-icing

Restart Engines using Cross Bleed Start C/E
Electrical Power Li^ts Out. Ess. Normal E
Brake Source Set, Low Pressure Light Out C/E

Prim SYS 4 selected prior to stopping Engines 1 and 2
SEC SYS 1 selected prior to stopping engines 3 & 4 ■
Air Conditioning Max two Packs 'ON' E
Shut Down Engines as instructed ^ E
On coirpletion of de-icing
Restart Engines using Cross Bleed Start C/E
Brake Source Prim SYS 4, lights out C/E
INS NAV Mode, Lights out ALL
COMPLEIE ENGINE START CHECK LIST EROM DOTIED UNE BEFORE TAXYING.
m
fD
d
BAOD
23 OCT.76
17-101-10
British airways 747 FLYING MANUAL NORMAL PROCEDURES
OVERSEAS DIVISION
ADVERSE WEATHER
+ DESCENT AND APPROACH Auto brake (when fitted) should be used
When descending throu^ visible mois when landing on slippery surfaces. MED
should be selected on the AUTO BRAKE
ture adjust thrust levers as required
^ to insure adequate bleed air for na- control which will give optimum braking
^ celle anti-ice s^/stem operation. If during deceleration. USE MAX ONLY WHEN
A MINIMUM DISTANCE STOP IS MANDATORY.
icing is unexpectedly encountered,
turn nacelle anti-ice on for one en
On slippery runways the A-uto brake system
gine at a time. The ingestion of ice
will not apply the brakes until the wheels
^ accumulation may result in engine spin up and anti-skid locked wheel
4. instability. protection is established.
If icing is encountered turn wing At slower speeds especially on slick

anti-ice ON as necessary to deice surfaces, the effect of the anti-skid
system brake releases are even more
wing and before extending leading
+ edge flaps. The wing anti-ice system pronounced. For these conditions the
is not effective with flaps extended anti-skid system is still effective
and should not be turned OFF until
and should be turned OFF.
a safe taxi speed is reached.
. LANDING
+ ' Aquaplaning speed is 129 kts. If a
Braking effectiveness will be signif landing is made in adverse conditions
icantly reduced on wet, slush covered with Anti-skid inoperative del^ the
or icy runways. To obtain optimum application of brakes until belcw this
braking from the 747 anti-skid system: speed. Occasional brake release m^
+ - Make a firm landing in order to be necessary to achieve optimum stopping
reduce the chances of aquaplaning. capability under these conditions.
- Smoothly apply full brake pressure
■K - Do not atteirpt to modulate. Flap and airframe damage can be caused
- Hold constant brake pressure \jntil by loose ice, thrown up on landing.
speed has been reduced to a safe This can occur when the full runw^
taxi speed. width has not been cleared. In these
conditions. Captains should consider
On initial brake application the anti- restricting reverse power on the outboard
_j. skid system modulates the applied engines, having regard to runway length
brake pressure to determine the skid and reported braking action.
threshold. On detecting a wheel de
celeration, iirpending skid, the anti AFTER LANDING
skid system releases brake pressure
If icing conditions exist or were
+ sufficient to avoid skid. Three or
four releases will occur in the pro encountered during approach, or if
cess of determining the optimum brake slush or wet snow is on the runway,
pressiire for the existing runway con do not retract flaps beyond the 25
ditions. When the brake pedals are position for taxi. A visual inspec
+ modulated or re-adjusted for additional tion should be accomplished to deter
or less braking this process is repeated. mine that the flaps and flap areas
are clear of ice before further re
Braking effectiveness during readjus
ts tment period is reduced. tracting flaps.
On slick surfaces the optimum applied If icing conditions exist do not

brake pressure is appreciably reduced. start APU until just prior to engine
The effect of the initial releases is
shutdown when APU bleed air may be
used.
^ more pronounced. Ihe varying runway
p ■ surface conditions associated with ice
and sncw will result in additional anti
skid system brake releases. These
^ combined with the reduce optimum brake
pressure will significantly increase
T stopping distances. Modulating the
brake pedals will only aggravate the
conditions.
BAOD
1 NOV.74 17.101.05
7U7 FLYING MANUAL British aiiways
OVERSEAS DIVISION
2. COLD WEATOER PARKING PROTECTION
A» GENERAL •
(1) Due to difficulty encountered when towing airplane in snowy or icy

conditions, the airplane will normally be taxied to the parking position.
Sand or cinders can be used to increase traction of towing vehicles, but,
care must be taken to prevent these materials being drawn into and
damaging any operating jet engine. Airplane will be towed only when
necessary and as lightly loaded as possible.
(2) The area in which an airplane is to be parked shall be cleaned of excess
snow and slush. If this is impractical the area around body, wing and
nose gear wheels only shall be cleaned of snow and slush to reduce
possibility of tyres being frozen to the ground.
B. PROTECT COLD WEATHER PARKED AIRPLANE
(1) Set flight control surfaces so that melting snow and rain will not run
into areas where subsequent freezing can lock control surfaces.
(a) Place wing flaps in full up position.
(b) Position stabilizer by manual control to full leading edge up
position. This is the zero units position as indicated by trim
position indicator on control stand. Then, to prevent possible ,
freezing of stabilizer limit switch in its open position, back off
trim control 1/2 units.
(2) Install all plugs and covers provided for intake or exhaust ducts and
various appendages such as pitot tubes.
CAUTION: EXAMINE ENGINE INTAKE AREAS IMMEDIATELY AFTER SHUTDOWN FOR
PRESENCE OF ICE FORMATION WHICH SHOULD BE REMOVED WHILE
ENGINE IS COOLING AND BEFORE ENGINE PROTECTIVE PLUGS AND
COVERS ARE INSTALLED; THE FAN SHOULD BE RESTRAINED WITH ONE OF
THE DOME DRAIN HOLES IN THE SIX O'CLOCK POSITION. IF PLUGS ARE *
INSTALLED BEFORE ENGINE HAS COOLED, RESIDUAL HEAT WITHIN
ENGINE WILL MELT ICE TO WATER WHICH RUNS TO BOTTOM OF COMPRESSOR
SECTION. THIS FREEZES AS ENGINE COOLS AND LOCKS COMPRESSOR LOWER
BLADE TIPS IN ICE.
NOTE: (a) If snow or rain is blowing into engine intake area, the intake
plug should be installed or a cover placed over intake to keep
moisture out until engine is cooled. After engine has cooled,
examine compression section for accumulation of water and remove
any water present. '
(b) If covers are provided for some areas of airplane, the covers
can be prevented frem freezing to ai:^lane by a li^t brush
application of anti-icing fluid applied to airplane surface
before installing cover. *
(3) Drain all water systems and humidifiers in freezing weather and if
a layover of any length without heat on airplane is expected. &
<1
(D >
d
BAOD 2, NOV.74
17.101.05
NORMAL PROCEDURES
ADVERSE WEATHER
COLD WEATHER OFERATION NOTE: Flight operation with the AHJ

door open is not recommended.
Operating the airplane in cold
weather conditions may present additional Turn zone 1 recirculating fan OFF when
problems as a result of the low packs are operating.
temperatures. The majority of cold
weather operating difficulties are CAUTION: DO NOT REMOVE ELECTRICAL
encountered on the ground. The POWER WITH PACKS OPERATING.
following instructions are intended CONTROLLERS AND PROTECTIVE
to supplement or amplify the normal CIRCUITS ARE INOPERATIVE.
procedures and should be observed
where applicable.
EXTERIOR INSPECTION
PRELIMINARY COCKPIT PREPARATIONS Although removal of surface snow, ice
or f2?ost is normally a maintenance
The operation of the APU is adversely function, the flight crew should be
affected by ice accumulations in the especially alert during preflight
inlet areas and by ingestion of ice preparation to areas where conditions
of foreign materials. Higher than could change and affect normal system
normal EGT indications with a reduction operations. Supplemental preflight
in duct pressure are in indication of checks should include the following:
inlet area icing. The condition of - All protective covers removed.
the APU battery and operation of the - Airplane exterior surface free of
battery heater is more critical during frost, ice or snow. Takeoff with
cold weather. light coating of frost up to 1/8 inch
The APU door must be free of impacted
on the lower surfaces of the wing will
snow or ice and unobstructed prior not affect takeoff performance.
- APU door, air conditioning inlet and
to APU start.
exit doors, outflow valves, landing
When operating APU during icing gear doors, and movable control sur
conditions, the APU bleed air switch faces free of impacted snow and
should be in the OPEN position. Bleed unobstructed.
air for APU anti-icing is supplied from - Engine inlet cowling and auxiliary
the pneumatic duct downstream of air inlet doors free of ice. Engine
the APU bleed air valve. N1 rotor free to rotate.
- Fuel tank vents free of all traces
In order to insure that adequate bleed air of ice, frost or snow.
is available for APU inlet anti-icing - Pitot Heads and Static Ports clear of
during cold temperatures with visible ice.
moisture present > operate the air cond- NOTE: Water rundown resulting frcm
THBrung packs as follows snow removal nay re-freeze
- OAT above 20°F(-7°C), operate packs immediately forward of static
normally. ports, and cause an ice build up.
- OAT 15° to 20°F (-9° to -7°C), operate This causes disturbed airflow
maximum of two packs. over the static ports, and
- OAT 0° to 15° F (-18° to -SOQ), operate erroneous static readings even
maximum of one pack. though static ports themselves
- OAT below 0°F (-18°C), operate packs are clear.
normally. Ensure engine nose dome is internally
Use all packs whenever possible. All free of ice accumulation by applying
doors to the airplane should be kept hot air to nose dome or if drain hole
closed as much as possible. had been positioned after shut down in
the six o'clock position that the
drain hole is clear.
BA
17-101-01
20 AUG.80
NORAAAL PRCXIEDURES 7it7 FLYINB MANUAL
ADVERSE WEATHER
British
airways
ENGINE START Place naoelle anti-ice switches ON after
engine start when visible moisture such
Normal procedures for engine starting as fog, rain or wet snow is present with
are applicable for cold weather oper static air temperature below +8°C (46°F).
ations. For engine start after pro Engine ignition should be turned on
longed cold soak periods at subzero prior to activating nacelle anti-ice.
temperatures idle engine for two minutes
before changing thrust lever position. NOTE: Normally adequate anti-ice is
Initial oil pressures may be above nor available providing the NACELLE
mal. For the (-524) engine initial oil and STATOR VALVE OPEN lights _ ^
pressure indication in excess of 100 indicate proper system operation.
psi can be expected. In addition oil However, it may be required to
quantity indications may decrease to advance the thrust slightly to
zero. provide sufficient bleed
pressure to open the nacelle ^
The engine should not be accelerated valve and/or illuminate the
above idle until quantity indication
NACELLE VALVE OPEN light(s).
starts to rise and oil pressure is in
the green band. Although no minimum If severe icing conditions are present
oil temperature limit need be observed during prolonged ground operation, ^
before commencing takeoff (-7) in seme periodic engine run-up to as high a
instances it may be necessary to allow thrust setting as practical (45% N1
sufficient warmup time to extinguish desired) may be performed to minimize
oil filter differential pressure lights the possibility of ice build-up. This
which can be activated by cold high visc rm-up need not be made more frequently
osity oil. The oil pressure must be than 10 minute intervals for a duration
in the normal range. of 10 to 15 seconds.
CAUTION: IF THERE IS NO INDICATION OF Subsequent take-off should be preceeded

OIL PRESSURE AFTER 30 SECONDS by a static run-up to as high a power
OF ENGINE OPERATION SHUT DOWN level as practical (minimum 45% Nl) for
THE ENGINE. 10 to 15 seconds and stable engine
AFTER ENGINE START
operation observed prior to brake
release.
In cold weather operation the electrical
generators may be slow to produce stab
ilized power. CSD should operate norm
ally and power should stabilize within
one minute, although up to five minutes
may be required. On -7 aircraft, after
a prolonged cold soak, it is possible
for the C.S.D. temperature to enter
the caution range. If this happens, carry
out the following:
1) Reduce electrical loads to a minimum.
2) Increase N2 to 80%.
3) Engine anti-icing "ON"
C.S.D. Tenperature should decrease
within 30-45 sees.
BA
17-101-02 20 AUG.80
OVERSEAS DIVISION NORMAL PROCEDURES
ADVERSE VÊATHER
COLD WEATHER OPERATION ICTE; Flight operation with the AHJ

door open is not reccmmended.
Operating the airplane in cold
weather conditions may present addi- To heat airplane use all packs when
tione^ problems as a result of the ever possible. Turn zone 1 recircu
low temperatures. The majority of lating fan OFF when packs are opera
cold weather operating difficulties ting.
are encountered on the grovmd. The
following instructions are intended CAUTION; DO NOT REMOVE ELECTRICAL
to supplement or amplify the normal POWER WITH PACKS OPERATING.
procedures and should be observed CONTROLLERS AND PROTECTIVE
•vdiere applicable. CIRCUITS ARE INOPERATIVE.
PRELIMINARY COCKPIT PREPARATIONS
The operation of the APU is adversely

affected by ice accumulations in the
inlet areas and by ingestion of ice
or foreign materials. Hiêr than
normal BGT indications with a reduc
tion in duct pressure are an iiviica-
tion of inlet area icing. The condi
tion of "^16 AHJ battery and operation
of "Hie battery heater is more criti
cal during cold weather.
When operating APU during icing condi-

tionSf the AP(J bleed air switch should
be in the OPEN position. Bleed air
for AHJ anti-icing is supplied from
the pneumatic duct downstream of
the APU bleed air valve.
■jy-
jci
a
cr
BOAC
20 MAR.74 17-101-01
NORMAL PROCEDURES British airways
747 FLYING MANUAL
ADVERSE WEATHER OVERSEAS DIVISION
EXTERIOR INSPECTION ACTER ENGINE START
Although removal of surface snow, ice In cold weather operation the electri
or frost is normally a maintenance cal generators may be slow to produce
function, the fli^t crew should be stabilized power. CED should operate
especially alert during prefli^t normally and power should stabilize
preparation to areas -vdiere conditions wyh.in one minute.
could change and affect normal system
operations. Supplemental prefli^t Place mcelle anti-ice switches ON af
checks should include the following: ter engine start when visible moisture
- Airplane exterior surface free of such as fog, rain or wet snow is pres
frost, ice or snow. Takeoff with ent with static air temperature below
light coating of frost up to 1/8 +6°C (U6°F). Engine ignition should
inch on the lower surfaces of the be turned on prior to activating na
wing will not affect takeoff per celle anti-ice.
formance.
- APU door, air conditioning inlet NOTE: Normally adequate anti-ice is
and exit doors, outflow valves, available providing the NACELLE
landing gear doors, and movable and STATOR VALVE OPEN lights
control surfaces free of impacted indicate proper system opera
snow and unobstructed. tion. However, it may be re
- Engine inlet cowling and auxiliary quired to advance the thrust
air inlet doors free of ice. En slightly to provide sufficient
gine 111 rotor free to rotate. bleed pressure to open the na
Ensure engine nose dome is internally
celle valve and/or illiiminate
free of ice accumulation by applying
the NACELLE VALVE OPEN li^t(s).
hot air to nose dome or if drain hole
If severe icing conditions are present
had been positioned after shut down in
the six o'clock position that the
during prolonged gixiund operation,
drain hole is clear.
periodic engine run-up to as hi^ a
thrust setting as practical N1
deSired) may be performed to minimize
the possibility of ice build-up. This
ENGINE START
ruA-up need not be made more fre
Normal procedures for engine starting quently than 10 minute intervals for
are applicable for cold weather oper a duration of 10 to 15 seconds.
ations. For engine start after pro
longed cold soak periods at subzero Subsequent takeoff should be preceded
temperatures idle engine for two min by a static run-up to as hi^ a power
utes before changing thrust lever leVel as practical (minimum Nl)
position. Initial oil pressures may for 10 to 15 seconds and stable engine
be above normal. Although no minimum operation observed prior to brake re
oil temperature limit need be observed lease.
before commencing takeoff, in some
instances it may be necessary to allow
sufficient warmup time to extinguish
oil filter differential pressure lights
which can be activated by cold high
viscosity oil. The oil pressure must be
in the normal range.
CAUTION: IF THERE IS NO INDICATION OF
OIL PRESSURE AFTER 30 SEC
ONDS OF ENGINE OPERATION
BOAC SHUT DOWN THE ENGINE.
17-101-02
20 MAR.74
British airways ICE AND RAIN
747 FLYING MANUAL
PROTECTION
ARCING/DELAMINATED/SHATTERED IF OVERHEAT LIGHT ILLUMINATES IN

OR CRACKED WINDOW OVERRIDE:
Affected Window
Affected Window
Heat Switch OFF
Heat Switch . OFF
Windshield Air Control PULL
Windshield Air Control .PULL
Applies conditioned air to the
Applies conditioned air to No.l windows for de-fogging.
the No. 1 windows for de-
Closing the foot air control will
fogging. Closing the foot increase airflow to windshields.
air control will increase
airflow to windshields. After landing with switch in OVRD:
Affected Window
NOTES: Rapid delamination and/or Heat Switch OFF
shattering of the outer Place affected window heat switch
glass ply DOES NOT affect to OFF unless required for visib
structural integrity of ility.
the window. No airplane NACELLE ANTl-lCE VALVE OPEN
or cabin altitude change LIGHT FAILS TO ILLUMINATE (-7)
is necessary. Vision my
be obstructed. Application If valve fails to open avoid icii^
of windshield washer fluid conditions. If failure occurs while
and/or BRIEF windshield in icing conditions buildup my occur
wiper operation my aid in at the nacelle. Damge to fan tip
removing shattered glass blades my be minimized if thrust
to improve visibility. reduction can be mde prior to ice
ingestion.
Windshield washing fluid STATOR ANTl-lCE VALVE OPEN LIGHT
should not be used when
FAILS TO ILLUMINATE (--7)
total air temperature is
below -18°C. If valve fails to open avoid icing
conditons if possible.. If failure
Exposure to low temperatures occurs in icing conditions mintain
will usually shed the glass. at least 70% N1 RPM when possible.
Caution should be applied During descent in prolonged icing
as speed decreases since conditions accelerate affected
visibility my be impaired engine to 70% N1 periodically to
by the formtion of clear residual ice from stator
T)
0)
bO
condensation. The windscreen vanes.
wipers should be used to NACELLE ANTl-lCE TAl VALVE

I
O
clear such formtion. LIGHT ILLUMINATES
Incident reports must include the If flight conditions permit re

standard of residual vision. duce thrust to extinguish NAC
WINDOW 1 OVERHEAT LIGHT TAl VALVE over-pressure light.
ILLUMINATED IN FLIGHT" Assure thrust reduction is short
of HIGH STAGE light illumination.
Power Light Switch. PRESS
Check ON light illijminates; NACELLE ANTl-lCE VALVE OPEN
POWER light for overheated windcw will LIGHT FAILS TO EXTINGUISH (-7)
be extinguished.
Affected Window Heat If a nacelle anti-ice valve
Switch OFF 10 SECS THEN ON fails to close, operate normlly
This will allow a normal warm-up cycle except reduce max continuous
and prevent full heat from being climb and cruise EPR limits by
applied to a cold window. .03 on the affected engine(s).
IF OVERHEAT LIGHT ILLUMINATES AGAIN: If nacelle anti-ice TAT VALVE
Affected Window Heat light illuminates see appropri
Switch OVRD ate alternate operations.
BA
17-20-01
20 AUG.80
ICE AND RAIN 747 FLYING MANUAL British airways
PROTECTION
STATOR ANTI-ICE OPEN

LIGHT FAILS TO EXTINGUISH (^7) COWL OVHT LIGHT ILLUMINATES (-5?U)
If a stator anti-ice valve fails NOTE: When a covl overheat is detected,

to close, operate normally except the nacelle anti-ice valve should ^
reduce max continuous, climb and automatically close.
cruise EPR limits by .04 on the VJien tenperature reduces below datum,
affected engine(s). cowl 0/HT is cancelled and valve re-opens.
WING ANTI-ICE VALVE LIGHT 4
REMAINS ILLUMINATED OR FAILS

If flight conditions permit, re
TO ILLUMINATE AFTER WING ANTI-
duce thrust keeping HIGH STAGE
ICE SWITCHED ON
light extinguished while engine
nacelle anti-ice is being used.
If anti-ice valve fails to open
avoid icing conditions. f
PROBE HEAT POWER OFF LIGHT
WING ANTT-ICE VALVE LIGHT REMAINS ILLUMINATED (-574)
ILLUMINATED OR FAILS TO ILLUMINATE
AFTER SWITCHING ANTI-ICE OFF Probe Heat Switches CHECK ON
If wing anti-ice valve fails to Pitot and TAT Probe Power off
close no action is required for Lights IDENTIFY UNHEATED
ihflight operation. probe(s)
DURING TAXI:
If a pitot probe is not heated, ^
CAUTION: ENSURE THAT AN OPERATING operation in icing conditions
HYDRAULIC SYSTEM WILL BE should be avoided.
SUPPLYING BRAKE PRESSURE
PRIOR TO ACCOMPLISHING note: The alternate operation
THE FOLLOWING PROCEDURE. for Flight with Un rv
Duct Isolation Valve Switch
reliable Airspeed/Mach
Indication identifies
(Affected wing) CLOSE other systems that would
Engine Bleed Air Valves be affected by pitot
(both engines on probe icing.
affected side) CLOSE
If a TAT probe is not heated,
NACET.T.E AMTI-ICE VALVE OPEN LIGHT icing could cause erroneous TAT
FAILS TO ILLUMINATE (-524) indications,
If valve fails to open, increase
power momentarily. If valve still NOTE: The TAT/EPRL system op
fails to open, select IQJ to FLT. erates from the left TAT
ST/Hr and climb or descend out of probe and the flight en
icing conditions. gineer's TAT indicator
from the right TAT probe.
NACELLE ANTI-ICE VALVE OPEN
LIGHI FAILS TO EXTINGUISH (-S74)
If the nacelle anti-ice valve

fails to close, operate normally
except reduce maximum continous,
climb and cruise EPR limits by
.01 on the affected engines.
If COWL OVHT light illuminates
complete appropriate alternate
operation.
BA
17-20-02 20 AUG.80
BRITISH 747 FLYING MANUAL LANDING GEAR
RED GEAR LIGHT REMAINS FOLLOWING GEAR EXTENSION:

ILLUMINATED Gear Annunciator
Switches PRESS PRIM THEN ALT
(Thrust lever(s) not at idle
Check condition of GEAR DN an
setting)
nunciator lights. Determine
for each gear (5) in both PRIM
FOLLOWING GEAR RETRACTION:
and ALT whether annunciator
Gear Annunciator
light is illuminated (green) or
Switches PRESS PRIMARY
NOT illuminated.
THEN ALTERNATE
Gear down annunciator If GEAR DN annunciator light for
lights should be extin any one gear fails to illuminate
guished. during both PRIM and ALT checks,
Gear Door Open that gear must be considered
Light CHECK EXTINGUISHED NOT down and locked. Use Alter
If illuminated, follow GEAR nate Landing Gear Extension/
DOOR OPEN LIGHT REMAINS IL Partial Gear Landing procedure.
LUMINATED alternate proce
If GEAR DN annunciator light for any
dure prior to completing
one gear illuminates during either
this procedure.
PRIM or ALT checks, that gear can be
considered down and locked.
With all doors closed and no
gear down indications, the gear NOTE: Depending on the flight
is retracted. crew's assessment of the
situation, the landing
WITH ANY GEAR DOWN INDICATION gear may be recycled
AND FLIGHT CONDITIONS PERMIT using the normal system
TING: prior to initiating the
Either Door Annun Alternate Landing Gear
ciator Switch PRESS AND HOLD Extension/Partial Main
DURING GEAR CYCLING Gear Landing procedure.
Landing Gear Lever
NOTE: If the aural warning horn cannot
(below Vlo) DOWN
be silenced after accomplishing
Monitor affected gear door
this procedure, at Captains
open annunciator light.
discretion the AURAL WARNING POWER
Light should illuminate
circuit breaker on P6 panel may be
while gear is in transit
pulled.
then extinguish with gear
extended. - all warning bells, horns, chimes
Landing Gear Lever UP wailers, and clackers will be
Monitor affected gear door inoperative.
NOTE: Although the GPWS sensing is from
the landing gear lever, certain
If the affected gear door open
faults which cause the gear red
annunciator light illuminate
light to illuminate may also cause
then extinguished, the gear is
a ground proximity warning at 500'.
retracted.
Landing Gear Lever OFF The probability of this occuring is
remote and therefore the GPWS circuit
If unable to verify that gear is breaker must not be pulled in
retracted observe landing gear anticipation of a ground proximity
extended placard. warning. If a warning does occur at
500' the GROUND PROXIMITY WARNING
drill must be carried out before
commencing an approach with the
GPWS circuit breaker pulled.
BA
24 SEP.84 18-20-03
BRITISH 747 FLYING MANUAL LANDING GEAR
ANTI-SKID LIGHT ILLUMINATED NOTE; An aircraft may be taxied with

IN FLIGHT one wheel removed but the other
Check F/E's anti-skid annunciator module wheel on the same axle must be
for wheel's affected. changed before the aircraft
continues in service.
Anti-Skid Switch LEAVE ON
n
Braking effectiveness could be If all brake temperatures are high,
reduced proportionally to the see Brake Energy Chart page 18-20-07
number of annunciator lights and if necessary use appropriate cool
illuminated. ing schedules to keep within the
NORMAL energy range as shown on the
To minimise the possibility of tire chart.
blowout, use moderate braking action,
consistent with runway conditions, BRAKE OVERHEAT LIGHT ILLUMINATED
for stopping. DURING TAKE-OFF
ANTI-SKID HYDRAULIC LIGHT Leave the gear down unless a greater

ILLUMINATED emergency arises (e.g. engine failure),
Monitor the brake temperature
If the anti-skid hydraulic light remains indicators, and do not raise the gear
illuminated after parking brakes are until the brake temperatures are in
released, the operation of the braking the green range.
system may be affected and the anti-skid
system should be considered inoperative.
BRAKE OVERHEAT LIGHT ILLUMINATED
NOTE 1: Do not use auto brake system. WHEN PARKED
AUTO BRAKE LIGHT ILLUMINATED Obtain ground crew confirmation that

If AUTO BRAKE light illiminates after the aircraft is securely chocked.
system has been armed, use manual braking. Release the brakes to obtain maximum
cooling and reduce possibility of
BRAKE OVERHEAT LIGHT ILLUMINATED welding hot brakes.
WHILST TAXYING
Stop the aircraft, and check all individ
ual brake temperature indicators.
If an individual wheel indicates an

excessive temperature compared with the
average of the wheels on the same gear, do
not continue taxying.
The wheels must be inspected as soon as

possible by a qualified ground engineer
with a fire truck in attendance.
If this inspection reveals evidence of

wheel bearing or tyre failure, brake
failure or overheat, then the aircraft
must not be moved until the wheel
assembly has been removed, UNLESS it
is prejudicial to other aircraft
movements.
In an extreme case where the captain

considers it necessary to move the air
craft, a fire truck and a ground
engineer must be in attendance
throughout.
BA
18-20-04 24 SEP.84
747 FLYING MANUAL LANDING GEAR
airways
B747-7
Hn-mHlr
iExanple 2
o7
Z 280
Example 1 O 260
400
REFiLINE
REF UNE
15 I 20 25 30 35
! BBIAKE!6NERGY t>ER BRAKfe MILLIONSiOlt f-OOT iPdl»iDS
NORMAL CAUtlON DANGER
-L
m
2 4 6 "*"8 10 12 14 1*6 18 20 ,
jNlfL)|GMT 0^ DOWN; gOOLlhlG TiME I MINUTES| wheel fuse L WHEEL FUSE PLUGS
- i 0.5 : i ' : -v.
1.0 : : I :. 1.5 p|_uGS MAY |; WILL MELT. POS-
NO : .T 1: SIBILITY OF WHEEL
SPECIAL GROUND COOLING TIME IN HOURS delay
TAKEOFF AT Iji;; FIRES.
PROCEDURE 0 1 2 3 4 1 5 6 LEAST ONE
i INFtKjHT GEAR RETRACT|ED COOLING
ilNE TIpdE NOOR? ■11
NOTE: If a second stop is made before canpletion of the specified cooling
time, the total brake energy is the sum of residual brake energy
and the second brake energy figure.
BRAKE COOLING SCHEDULE CHART (-7)
BA
31 Dec.80 18-20-07
LANDING GEAR 7147 FLYING MANUAL
ALTERNATE OPERATIONS British

airways
ma.: 521
■M WVa'
BlttMCa (ta:
Fn
aafltii
0 iH
;. »0D cooc eoofT Bit. «c:
ill
V
BBFIblW
l^tF! LIN
ti iiJ 2J
10: : " llli9 : : : i ; 2te' ; : P : : 389; ^ i ; ; ■ 3b: : I : : : ab : . ■ I ; i : 4C ^ : : i ; : ; îs '

■ BH.j^KE PHEI^GV" FEH'HRAJtE MILUOWS* DF 1=D0T'"ROUNDS"'
T)
norMai CAUIfpN DAIHGER'
cn
H
MQ aPEcmu WHEFiifuse WHtHE^tPlJSfe i
PROeEDURE rRFlli<it«I OEAR COOLjNG IjlME-i MlN|iTESi : PjlUGSiMAtC PLUGS
-Ufe Wlfcli;:
W(LL M: M
cn
REdVIRElp MELT. DELAY MELT- C/D
TAKE-'OFF POSStBlllTYOf!
. . i 1 ; ; ' ' ■ ■ lJ5 2f0 Al LEA'S! wheel fires .
OfJ WOUHt too LI NG tlME>-H0lW6 lONE.HQUR
T : ^ j—|—r—T j—-71—' r ■ ■ ' 1 '
IGHF Oeil^R ÊiTRÊD ICOoJl^G TIMEt HSMR)
INFUIGHT
LANDING ^ BRAKE .. ENERGY

^ . . .. FLAP 30 ;
' i ; ' I ■ • • i i • i i
! • • i ; i . . . ; \ '.
1 • : ; ; I • . . 1 j
i . ■ : lETpli'iols ■ i]"*
BA
18-20-08
31 Dec.80
airwa^
B747 - 524
-1:
alittRiSPl !ir ffm sppf;

hPC m.
W iilua itlBi Mon
BRXKE P'HEfifeV l*pfi i -"itiKiaNs

i:ii;i :;MlMiJ:vjiL:u:::ilMi
DAHÊI
NORMÂt d A«ir(t)N
NQ SPECIAL 2. .4.,.# .8- lii' a lA!-ti' i«'m!2^■ it.;^whEEUfuse t.Flia£

PRodEOiafes INFUGHT BEAR DOWN! COOLISG TIME -MINUtES PlUQS
—' MAT
RE MELT . qCLAV MELT
-M- &.AJt
1! ' . . i 1 . . ! . - L : . ! . : Ml tAKE^vTT
M H) 1-B , ZD , ZS . LEAST WHEEL rtlies
OM GRaUtO CDQLtaa TIME.-: HOURt OHE.MOUR
Iio
^ 1NRLI6HT* GEaI REfRACTlo cfelING TlMF^tOLJRS '
LANDING BRAKE ENERGY FLAP 25
iEtOlc
BA
31 Dec.80 18-20-09
LANDING GEAR 747 FLYING MANUAL
airways ^
BlLl - 524
f:
s.
N«ie (syiBt
■:1
ILuSS
JJtff'BfAyr-HllillONfi CP fCM WRlMS.

tFAfftTCT -r
^
CO
•
I I ' l l I :rt ' I 1 I 'rI ' I I ■ I'll ' I i I
1A 16 lie 20 221 » 26
WlkHTlidB EtTIMirMttiytES
UOSIMjid'
S^f ^ U °fRd(WB oooLiiTO TijMe-i-Hoy^s MtLl DtUt/

TAKt'Vr ■pOSSffllUlTT:'
Of WNC^t •
CO
s .
ij.LLU.a:. jixti oie,.Haufi
V 1: . r2 ;i : : i6. ,M:7: J
Wp- HQMRS i
Rin 8RAK£ EN^RGV ' ..

. WITH two fiNOlNes iN REVERSE tHRUST ' 4—4'.
jCAOC Wif
BA
18-20-10 31 Dec.80
airways
B7^7 - 524
BRAKES
L ENawcs late.
JHQO ifidtau FI11 RElUMlJ
HBSltxrAl READttdj: PRIOR;TO RJilO;
f lli ;
ReiF-ii
•t MIlLtoN'SlOf: I^r;POUNb"S'"
- -HOHMAA- iyiw
.TTTTTSTO »21 WHEEt.«i5€ WHEfeLPtlbE

Wtlj!
!Ni=lJ$tiT OEAR jeCWS CtxillBJjl TIME rWUflJ Tea
■'"Ip-sreciAt., .
w
s
; itiROTiEDuiE i
i iREOlilREQ ^tinjsrTj ^
c/] 1
M
: n j • • : (NFtlil|it qear;Rprsacteo^ oooufe* j
R70 BRAKE ENERGY
WITH NO: RgVERSg TUpS
BA
18-20-11
31 Dec. 80
flying manual landing gear
airways
GROUND SAFETY RELAY LIGHT
ILLUMINATED INFLIGHT
If auto pressurization controllers

operate normally no action is required.
If auto pressurization controllers not
operating normally:
GRD SAFE RELAY Circuit ^
Breaker (P6 panel) PULL
Check ground safety relay
light extinguished.
NOTE: - Engines will operate with
graund idle setting. GRD IDLE
light should illuminate with
flaps in landing configuration.
- Speed brake lever stop at flight
detent will not be active.
GRD SAFE RELAY Circuit
Breaker PUSH IN BEFORE
LANDING

light illuminated.
CAUTION: BODY GEAR STEERING WILL BE

INOPERATIVE WITH "GRD SAFE
RELAY" CIRCUIT BREAKER PULLED.
^ On unmodified airplanes. GRD SAFE

RELAY CIRCUIT BREAKER is on P12 panel
No. 1 & >4 Thrust Reversers and Body
Gear Steering will be inoperative
with the "GRD SAFE RELAY" circuit
breaker pulled.
ANTI-SKID GRD MODE LIGHT DOES NOT

ILLUMINATE DURING GROUND TEST
If the GRD MODE light does not

illuminate during both PRIM and ALT
TEST, turn anti-skid OFF for all
low speed taxi operations.
LOW SPEED BK REL LIGHT

ILLUMINATES ON THE GROUND.
Turn anti-skid OFF for all low speed

taxi operations.
T.D. PROT OFF LIGHT

ILLUMINATES IN FLIGHT^
Auto brakes may be used. When using

manual braking, avoid any brake
application at touch down.
BA
31 Dec.80 18-20-05
r
747 FLYING MANUAL ^ -

British
BRAKE COOLING SCHEDULE CHARTS
aiimys
GENERAL
1. Following any rejected take-off, brake energy levels must be obtained by

reference to the Brake Cooling Schedule Charts in this section. However, in
the event of a landing at heavy weight resulting in high brake temperatures, ^,
the chart should also be utilised to check on cooling times and possible fuse
plug melting.
2. THE CHART FOR THE -7 AIRCRAFT DOES NOT CONSIDER THE EFFECT OF REVERSE.
Charts for the -524 aircraft are provided for different flap configurations and ^
have corrections for reverse thrust. The reverse thrust correction on landing
assumes a constant deceleration rate of 6 ft/sec equivalent to use of MFD
Autobrake.
3. Use IAS plus tailwind, or minus 50% of headwind for "Brakes on" speed. Note ^
that this will require use of the correction for pressure altitude and OAT, —*
shown on the charts.
4. If INS GROUND SPEED is available, use "Brakes on" speed lines IGNORING WIND,
ALTITUDE and OAT EFFECTS.
5. If resultant brake energy level is in the *

A. NORMAL RANGE
Use cooling times "ON GROUND", "IN FLIGHT GEAR DOWN", or "IN FLIGHT GEAR ^
RETRACTED" (Singularly, or in combination) as necessary to remain within the
NORMAL brake energy range.
B. CAUTION RANGE
If airplane is parked, do not set parking brake. (Tires may deflate) ^

Do not approach wheels for one hour. Maintenance Inspection (visual)
required for brakes, wheels and tires.
C. DANGER RANGE
Clear runway as soon as possible. (Tires will deflate). Do not set

parking brake. Anticipate wheel fires (hydrailLic flnid, grease or tires).
Dry chemical extinguishers preferred, fog or foam acceptable. CAUTION
APPROACH WHEELS ONLY IF FIRE OCCURS. IF ONE OR MORE TIKES REMAIN INFLATED,
APPROACH FROM THE FRONT OR REAR. Avoid spraying extinguisher or coolant
directly on inflated tires or wheels. After one hour, fog or foam may be
used to reduce cooling time. If tires are deflated water may be used.
MAINTENANCE ACTION REQUIRED.
EXAMPLES
1. _2Z (Normal landing stop)

Gross weight, 258,000 kg.. Pressure Altitude 5000 ft.,
O.A.T. + 20^6, INS GROUND SPEED, 120 Kts. Resultant brake energy - 20 million
foot-pounds.
Cooling time:- ON GROUND - 1 hour. IN FLIGHT GEAR DOWN - 10 minutes.
IN FLIGHT GEAR RETRACTED - 3 hours 20 minutes.
2. 2Z (Rejected take-off) g
Gross weight, 350,000 Kg. Pressure Altitude 5000 ft.,
O.A.T. + 200c, HEADWIND COMPONENT, 10 Kts, l.A.S., 110 Kts. Resultant brake Q'—v
energy - 35 million foot pounds. CAUTION RANGE. ^ •
3. -524 (Normal landing stop Flap 30° with no reverse thrust) ^
Gross Weight 270,000 kg. Pressure Altitude 4,000 ft. OAT + 30°C. 0 Wind. IAS ^
130 kt at brakes on. Taxy distance 2 miles. Resultant Brake Energy 27.5 million
foot-pounds. Cooling time: ON GROUND 1 hr 46 mins. INFLIGHT GEAR DOWN 18 mins.
INFLH^HT GEAR RETRACTED 5 hrs 52 mins.
BA
18-20-06 31 Dec.80
^ , 747 FLYING MANUAL
British
airways
4. -524 (Nomal landing stop Flap 25° with reverse)
Gross Weight 285,000 kg. ^ssure Altitude 4,000 ft. lAT + 40^0. 0 Wind. IAS
155 kt at Brakes on.Taxy distance 1 mile. Resultant Brake Energy 24.5 million
Cooling time: ON GROUND 1 hr 27 mins. INFLIGHT GEAR DOWN 15 mins.
INFLIGHT GEAR RETRACTED 4 hr 50 mins.
(Rejected take-off with two engines in reverse)
Gross Weight 355,000 kg. fea Level OAT + 400C. HEADWIND COMPONENT 10 kt. IAS
140 kt. Ta^ distance 2 miles. Resultant Brake Energy 36 million foot-pounds.
Coolang tune: ON GROUND 2 hrs 36 mins. INFLIGHT GEAR DOWN 26 mins. INFLIGHT
GEAR RETRACTED 8 hrs 43 mins.
6. -524 (Rejected take-off no reverse thrust)
Gross Weight 350,000 kg. SL OAT + 20^0. 0 Wind. INS GROUND SPEED AT BRAKES
ON 140 kt. Taxy distance 1 mile. Resultant Brake Energy 39.5 million foot
pounds. CAUTION RANGE.
CO
cn
BA
31 Dec.80 18-20-06A
747 FLYING MANUAL
British
airways
•n
M
r-
r.
BA
18-20-06B 31 Dec.80
British airways LANDING GEAR
747 FLYING MANUAL
OVERSEAS DIVISION ALTERNATE OPERATIONS
RED GEAR LIGHT REMAINS NOTE : Landing gear warning horn

ILLUMINATED may sound if flaps are
not retracted,
setting) FOLLOWING GEAR EXTENSION:
Gear Annunciator
FOLLOWING GEAR RETRACTION: Switches,,..PRESS PRIM THEN ALT
Gear Annunciator
Switches PRESS PRIMARY Check condition of GEAR DN an
THEN ALTERNATE nunciator lights. Determine
Gear down annunciator for each gear (s) in both PRIM
lights should be extin and ALT whether annunciator
guished. light is illLominated (green) or
Gear Door Open NOT illuminated.
Light CHECK EXTINGUISHED
If illuminated, follow GEAR If GEAR DN annunciator light for
DOOR OPEN LIGHT REMAINS IL any one gear fails to illuminate
LUMINATED alternate proce during both PRIM and ALT checks,
dure prior to completing that gear must be considered
this procedure, NOT down and locked. Use Alter
i
nate Landing Gear Extension/
With all doors closed and no Partial Gear Landing procedure.
gear down indications, the gear
is retracted, If GEAR DN annunciator light for
any one gear illuminates during
WITH ANY GEAR DOWN INDICATION either PRIM or ALT checks, that
AND FLIGHT CONDITIONS PERMIT gear can be considered down and
TING: locked,
Either Door Annun
ciator Switch,,,,PRESS AND HOLD NOTE: Depending on the flight
DURING GEAR CYCLING crew's assessment of the
Landing Gear Lever situation, the landing
(below Vlo) DOWN gear may be recycled
Monitor affected gear door using the normal system
open annunciator light. prior to initiating the
Light should illuminate Alternate Landing Gear
while gear is in transit Extension/Partial Main
then extinguish with gear Gear Landing procedure.
extended.
Landing Gear Lever UP

retracted.
T5 Landing Gear Lever , , , .OFF
TJ
'■P
If unable to verify that gear is
retracted observe landing gear
extended placard.
BAOD
12 AUG.76 18,20,03
LANDING GEAR OVERSEAS DIVISION
ANTI-SKED LIGHT ILLUMINATED BRAKE OVERHEAT LIGHT ILLUMINATED
IN FLIGHT DURING TAKE-OFF
Check F/E's anti-skid annunciator module Leave the gear down unless a greater
for wheel's affected. emergency arises (e.g. engine failure).
Anti-Skid Switch LEAVE ON Monitor the brake tenperature indicators,
Braking effectiveness could be and do not raise the gear until the brake
reduced proportionally to the tenperatures are in the green range.
number of annunciator li^ts BRAKE OVERHEAT LIGHT ILLUMINATED
illuminated. WHEN PARKED
To minimize the possibility of tire Obtain ground crew confirmation that the
blowout, use moderate braking action, aircraft is secuirely chocked. Release
consistent with runway conditions, the brakes to obtain maximum cooling and
for stopping. reduce possibility of welding hot brakes.
ANTI-SKED HYDRAULIC LIGHT GROUND SAFETY RELAY LIGHT
ILLUMINATED IIEUMINATED INFLIGHT
If the anti-skid hydraulic li^t remains If auto pressurization controllers
illuminated after parking brakes are operate normally no action is required.
released, the operation of the braking
system may be affected and the anti-skid If auto pressurization controllers not
system should be considered inoperative. operating normally:
GRD SAFE RELAY Circuit \
NOTE: Do not use auto brake system. Breaker (P6 panel)
..PULE <JI
AUTO BRAKE LIGHT ILLUMINATED li^t extinguished.
(if installed)
NOTE: - Engines will operate with
If AUTO BRAKE li^t illuminates after ground idle setting. GRD IDLE
system has been armed, use manual light should illuminate with
braking. flaps in landing configuration.
- Speed brake lever stop at flight
BRAKE OVERHEAT LIGHT ILLUMINATED detent will not be active.
WHILST TAXYING GRD SAFE RELAY Circuit
Breaker PUSH IN BEFORE
Stop the aircraft, and check all individ LANDING
ual brake teirperature indicators. Check ground safety relay
If an individual wheel indicates an light illuminated.
excessive teirperature coirpared witli the
average of the wheels on the same gear, do CAUTION: BODY GEAR STEERING WILL BE
not continue taxying until the vdieels have INOPERATIVE WITH "GRD SALE
been inspected, unless acoompanied by a REIAY" CIRCUIT BREAKER PULLED.
fire truck.
On unmodified airplanes. GRD SAFE
If all brake teiiperatures are high, see RELAY CIRCUIT BREAKER is on P12 panel.
Brake Energy Chart page 18-50-05 for No.l & 4 Thrust Reversers and Body
equivalent brake energy level, and if Gear Steering will be inoperative
necessary use ^propriate cooling sch with the "GRD SAFE RELAY" circuit
edules to keep within the NORMAL energy breaker pulled.
range as shown on the diairt.
BAOD
18-20-04 12 AUG.76
British airways 747 FLYING MANUAL LANDING GEAR
OVERSEAS DIVISION
RED GEAR LIGHT REMATMS;

note: Landing gear warning horn
ILLIIMINATEn
may sound if flaps are
not retracted,
setting) FOLLOWING GEAR EXTENSION:
Gear Annunciator
FOLLOWING GEAR RETRACTION: Switches,,..PRESS PRIM THEN ALT
Gear Annunciator
Switches PRESS PRIMARY Check condition of GEAR DN an
THEN ALTERNATE nunciator lights. Determine
Gear down annunciator for each gear (5) in both PRIM
lights should be extin~ and ALT whether annunciator
guished. light is illuminated (green) or
Gear Door Open NOT illuminated.
Light CHECK EXTINGUISHED
If illuminated, follow GEAR If GEAR DN annunciator light for
DOOR OPEN LIGHT REMAINS IL any one gear fails to illuminate
LUMINATED alternate proce during both PRIM and ALT checks,
dure prior to completing that gear must be considered
this procedure. NOT down and locked. Use Alter
nate Landing Gear Extension/
With all doors closed and no Partial Gear Landing procedure.
gear down indications, the gear
is retracted, If GEAR DN annunciator light for
any one gear illuminates during
WITH ANY GEAR DOWN INDICATION either PRIM or ALT checks, that
AND FLIGHT CONDITIONS PERMIT gear can be considered down and
TING: locked,
Either Door Annun
ciator Switch,,,.PRESS AND HOLD note: Depending on the flight
DURING GEAR CYCLING crew's assessment of the
Landing Gear Lever situation, the landing
(below VIo) DOWN gear may be recycled
Monitor affected gear door using the normal system
open annunciator light. prior to initiating the
Light should illuminate Alternate Landing Gear
while gear is in transit Extension/Partial Main
then extinguish with gear Gear Landing procedure.
extended.
Landing Gear Lever UP
retracted.
X) Landing Gear Lever,,,,,,,,,,,OFF
0)
bO
If unable to verify that gear is
retracted observe landing gear
5 extended placard.
BAOD
27 FEB.76
18,20.03
LANDING GEAR
747 FLYING MMUAL British airwao^
OVERSEAS DIVISION
anti-skid t.ight illuminated If all brake tenperatunes are high, see

TN FT.TGRT . , Brake Energy Chart page 18-50-05 for
Check F/E's anti-skxd annuncia equivalent brake energy level, and if
tor module for wheel or wheel's necessary use appropriate cooling sch
affected. edules to keep within the NORMAL energy
range as shown on the chart.
Anti-Skid Switch LEAVE ON BRAKE OVERHEAT LIGHT ILLUMINATED
Braking effectiveness could DURING TAKE-OFF
be reduced proportionally
to the number of annuncia Leave the gear down unless a greater
tor lights illuminated. emergency arises (e.g. engine failure).
Monitor the brake tenperature indicators,
To minimize the possibil and do not raise the âr until the brake
ity of tire blowout, use tenperatures are in the green range.
moderate braking action,
consistent with runway GROUND SAFETY RELAY LIGHT
conditions, for stopping. ILLUMINATED INFLIGHT
If auto pressurization control

ANTI-SKID HYDRAULIC LIGHT lers operate normally no action
ILLUMINATED is required.
If the anti-skid hydraulic light If auto pressurization control
remains illuminated after park lers not operating normally;
ing brakes are released, the op
eration of the braking system GRD SAFE RELAY Circuit
may be affected and the anti Breaker (P6 panel) PULL
skid system should be considered Check ground safety relay
inoperative. ' light extinguished.
NOTE; Do not use auto brake NOTE: - Engines will operate
system. with ground idle set-
ting. GRD IDLE light
should illuminate with
AUTO BRAKE LIGHT ILLUMINATED
flaps in landing con
îf installed) figuration. ^
- Speed brake lever stop
If AUTO BRAKE light illuminates at flight detent will
after system has been armed, not be active.
use manual braking.
GRD SAFE RELAY Circuit
BRAKE OVERHEAT LIGHT TT .T.UMINATED Breaker PUSH IN BEFORE
WHILST TAXYING ' LANDING
Stop the aircraft, and check all individ light illuminated. ^
ual brake tenpemture indicators. O
If an individual wheel indicates an CAUTION: BODY GEAR STEERING WILL BE
excessive tenperature conpared with the INOPERATIVE WITH "GRD SAFE
average of the wheels on the sane gear, do RELAY" CIRCUIT BREAKER PULLED.
not continue tajQring until the wheels have
been inspected, unless acconpanied by a ^ On unmodified airplanes. GRD SAFE j
fire truck. RELAY CIRCUTr BREAKER is on PI2 panel.'
Nb.l & 4 Thrust Reversers and Boc^
Gear Steering will be inoperative
with the "GRD SAFE RELAY" circuit
breaker pulled. ,
BAOD
18.20.04
27 FEB.76
British airways 747 FLYING MANUAL LANDING GEAR
OVERSEAS DIVISION
CONTROLS AND
INDICATORS
GEAR DOOR OPEN LIGHT (Red) GEAR DOWN LIGHT (Green)

Illuminates with any one indica Illuminates when landing gear
tion of a door open. is down and locked.
NOTE: A door can be considered DOOR GEAR
closed if either the primary or the OPfiN DOWN
alternate annunciator lights indicate

GEAR -RED GEAR LIGHT
door closed.
FLAPS LIMIT (IAS) Illuminates for the following
1 - 165 KN 20 - 214 KN conditions:
5- 240 KN 25 - 205 KN
— Landing gear not down and
10 - 225 KN 30 - ISO KN
(30-160KN ALTDR)
locked and any thrust
LOG GEAR LIMIT (IAS) lever retarded to IDLE.
LANDING GEAR LEVER LATCH — OPERATING
— Landing gear in transit
EXTEND 270 KN-.82M
Locks landing gear lever out of UP^ RETRACT 270 KN-.82M
or not in agreement with
position when airplane is on the EXTENDED 320 KN -.S2M the landing gear lever.
ground. Automatically releases .LANDING GEAR Except light will not il
when body gears are centered and luminate with gear and
all primary or alternate tilt annun UP UP flaps up and landing gear
lever in OFF position.
ciator lights indicate airplane is in
flight. — Landing gear up with flaps
in 25 or 30 position.
NOTE: The lever latch can be re
leased manually by moving latch
1
to the right to clear landing gear LANDING GEAR LEVER
lever. OFF OFF
OFF — Depressurizes land
DN
WING
GEAR
ing gear hydraulic system.
PI LOTS' DN WING GEAR -
CENTER - Extends wiyg gear.
PANEL - Not to be used as
speedbrake.
DN DN
WARNING HORN
CUTOUT WARNING HORN CUTOUT SWITCH
Push to silence and reset horn. With the land

ing gear not down and locked a steady horn
will sound as follows:
PILOTS'
— With the flaps in a maneuvering detent (1
CONTROL thru 20), any time a thrust lever is retarded
STAND to IDLE. The horn can be silenced (reset)
CENTER FWD
PANEl
with the warning horn cutout switch.
— With flaps 25 or 30 and thrust levers in
any position, the warning horn cannot be
silenced.
LANDING GEAR
20 MAR.74 „ BOAC
18.30.01
LANDING GEAR 747 FLYING MANUAL British airways
INDICATORS
GEAR DOWN ANNUNCIATOR LIGHTS (Green)
Will illuminate when checked with gear down and locked.

NOTE:
DOOR ANNUNCIATOR LIGHTS
- Pilots' gear down light will illuminate if all primary or
(Amber)
all alternate gear down annunciator lights indicate gear
Will illuminate when down and locked.
checked with door open. — Pilots' red gear light will be illuminated with landing
gear lever in DN position and any one primary or alter
nate gear down annunciator light indicates gear not down
and locked.
LANDING GEAR
PRIMARY ANNUNCIATOR
SWITCHES .TILT ANNUNCIATOR LIGHTS
I WING L BODY R BODY R WING
(Amber)
PRESS AND HOLD - The^ DOWN
L WING
DOWN
L BODY
DOWN
R BODY R
DOWN
WING
response of selected pri OR OPEN DR OPEN DR OPEN Dl OPEN Will illuminate when checked
mary annunciator lights
L WING L BODY
TUT
R BODY
TILT
R WING
with airplane on ground (gear
will be displayed. not tilted).
NOTE: Airplane inflight (in
dicated by the tilt annunciator
lights extinguished).
— Releases landing gear lever
latch.
FLIGHT ENGINEER'S
— Deactivates takeoff warning.
PANEL
ALTERNATE ANNUNCIATOR^ — De-energizes the ground safety
SWITCH ES — relay.
PRESS AND HOLD - The — Activates auto ground spoilers
response of selected alter on landing.
nate annunciator lights — Activates anti-skid touchdown
will be displayed. protection.
GROUND SAFETY RELAY

LIGHT (Green)
Illuminates when in the
ground operations mode.
1
GRD SAF
1 RELAY ON 1 t-V > « 1 Ck. < 1
LRfvV \ }I t1 EM.-'.' *
;ERV Pi? , 1 !?»; ■> ,, pw 1
t'.JC •
SfiJV 1 5 FLIGHT
CVR Cl«- 1 1 ' tNIR" R 1
L IL *'* ■= 1 ENGINEER'S
" W'K'C- 1 j I [ j ic «NT»Jv 1
ex 1 r.p : I I LR i 5 PANEL
rw.n j jJ »
I '.ASoO PP P.*,
1
K..-C ■, I r;vVT"i i kTc "."1
'Xxxxxxxxxxxxxxxxxxxxxx'J
LANDING GEAR ANNUNCIATOR MODULE

136
l8.30.02 Dec 15/71
LANDING GEAR
British airways 747.FLYINCJ MANUAL CONTROLS AND
OVIRStA* DIVISIOH
INDICATORS
c
N.L.G. MANUAL EXTENSION N.L.G. MANUAL EXTENSION
OPLOCK
UP LOCK LINg
NOSE GEAR NOSE GEAR
ROTATION ROTATION
DIAGRAM
c DIAGRAM
FACING GEARBOX (INBD)

INDICATOR
ARROW ' iCtSO gearbox I1N81)1 tNOICATOR LINE
DOWN LOCK
LINE
&EAA DOWN ft LOCKED

GEAR DOWN & LOCKED: mOlCATOn LINE SHALL ALIGN WITM DOWN LOCK LINE
INDICATOR ARROW SHALL ALIGN WITH EDGE OF OR BE IN TC RELEASE GEAR
GREEN ZONf..
\ DISCONNECT ELECTRICAL PLUG
TO RELEASE GEAR: 2. REWOVE ELECTRICAL ACTUATOR & COVERPLATE.
3. INSERT CRANK IN LOWER DRIVE SOCKET. ^
1. DISCONNECT electrical PLUG. A ROTATE CRANK A MINIMUM OP 8 TURNS CCW J
2. REMOVE ELECTRICAL ACTUATOR & COVER PLATE. t- CNECK GEAR DOWN & LOCKE-O - INDICATOR LINE SHALL
align WITH DOWN LOCK LINE.
3. INSERT CRANK IN LOWER DRIVE SOCKET. __ ^
4. ROTATE CRANK A MINIMUM OF 8 TURNS CCW O - TO CCWN-LOCK GEAR IF NOT INDlCATgP
0O*fH AND LOCKED PER ITEM S ABOVE.
5. CHECK GEAR DOWN & LOCKED-INOICATOR ARROW SHALL L BAEAK LCX:XW(RE.
ALIGN WITH EDGE OF OR BE IN GREEN ZONE. 2, UNSCREW KNURLED KNOB.
J
ftACJTfCT tit
X REVERSE LOCK SHAPT ADAPTER I REO END OUTB'DI A RQIAIfc

TO DOWN-LOCK GEAR IF NOT INDICATED
DOWN AND LOCXEO PER ITEM 5 ASOVE. crank CCW UNTIL ADAPTER ENGAGES SLOTTED SHAFT
o
1.
Z
BREAK tOCKWme.
UNSCREW KNORCED KN08. ■*C**tCT-n9
J 4 REPLACE & TIGHTEN KNOB.
8 NOTE POSITION OF INDICATOR LINE ISEE NO. ROTATION
m.
3. REVERSE LOCK SHAFl ADAPTER (RED END OUTB'O) Si ROTATE DIAGRAM ABOVE! ^ ^
CRANK CCW O UNTIL ADAPTER ENGAGES SLOTTED SHAFT. A. IP INDICATOR LINE IS TO THE R'OHT OFTHE UP
LOCK POSITION - ROTATE CRan« CW ^ TO I'" 'W'v
LOCK GEAR
4. REPLACE & TIGHTEN KNOB. B. IF INDICATOR LINE »S TO THE LEFT OF Ê UP
5. NOTE POSITION OF INDICATOR ARROW (SEE N.G. ROTATION
LOCK POSITION - ROTATE CRANK CCW O TO THE
TRAVEL LIMIT. THEN ROTATE CRANK CW TO
DIAGRAM ABOVE); DOWN LOCK GEAR ^
la) IF INDICATOR ARROW IS TO THE RIGHT OF THE UP- 8. CONTINUE applying LOAD CW v. UNTIL THE H4DICATION
LOCK POSITION-ROTATE CRANK CW f" TO DOWN- LINt IS PAST THE DOWN LOCK LINE. SECURE CRANK BY
LOCK GEAR. inserting pin (WRENCH HANDLE) THROUGH MATCHING
HOLES IN CRANK FLANGE AND GEARBOX.
lb) )F INDICATOR ARROW IS TO THE LEFT OF THE UP-
LOCK POSITION-ROTATE CRANK CCW O TO THE CAUTION: RESTORE LOCK SHAFT ADAPTER TO NORMAL
G TRAVEL LIMIT. THEN ROTATE CRANK CW
DOWN-LOCK GEAR.
TO
POSITION IRBO ENO INB*Ol BEFORE RETRACTING NOSE GEAR.
6. CONTINUE AI>PLVING LOAD CW UNTIL THE INDICATOR

ARROW IS IN THE GREEN ZONE AND SECURE CRANK BY
INSERTING PIN (WRENCH HANDLEI THROUGH MATCHING v^âârd on G-AWNN and later airolanesi
MANUAL NOSE GEAR
(' CAUTION Z RESTORE LOCK SHAFT ADAPTER TO NORMAL EXTENSION CRANK
POSITION (RED END INBD) BEFORE RETRACTING NOSE GEAR.
(STOWED
* WRENCH
POSITION)
Placard on modified airplanes INSTRUCTION
PLACARD
G-AWNA - G-AWNM
LEFT SIDE OF NOSE WHEEL WELL COVER
( INDICATOR OR LOCK SHAFT BLACK ZONE OR UP
ADAPTER (SHOWN REMOVED) LOCK LINE ZONE
(IN RECESSED AREA)
NOTE: One end of indicator is
red and lock shaft indicator (red
G arrow or line) is on lug. GREEN ZONE OR DOWN
KNURLED KNOB — LOCK LINE
(SHOWN REMOVED) (IN RECESSED AREA)
ELECTRICAL LOWER DRIVE SOCKET

C/^ CONNECTOR
Remove by
WRENCH
turning con
nector and To lock after nose gear is
pulling plug. extended insert wrench through
crank flange and matching
ELECTRICAL ACTUATOR hole above lower drive shaft socket.
AND COVER PLATE
(SHOWN REMOVED) CRANK
Use wrench to remove Insert in lower drive shaft socket

the 4 mounting bolts. to manually lower nose gear.
NOSE GEAR MANUAL EXTENSION

19 SEP.77 BAOD
( 18-30-07
LANDING GEAR
747 FLYING iYANUAL
CONTROLS AND British airways
OVERSEAS DIVISION
INDICATORS
PRIM
PRIM
LB^CENTERED RB^ landing gear
tilted
CENTERED lever latch
BODY GEAR (Released when solenoid
'if- LANDING GEAR TILT is powered)
CEWTERED
RB.
ALT
ALT -/v.
AUTO
SPEED
AUTO SPEED BRAKES
(Auto speed brakes ,active in ground mode when No 1 & 3 brake
FLIGHT MODE CB(P-12)-
NOTE: - Autospeed brakes are in ground mode when hy
draulic system 1 or 4 are pressurized and the corresponding
3^. LB^tilt gear indicate not tilted.
tilted
tift systems have to Indicate airplane
PRIM ■TAKE OFF WARNING
(Deactivated in flight)
•AUTO BRAKES
LANDING GEAR TILT (Requirement for arming auto brake system.) ^
_RB/ NO. 2 & 3 THRUST REVERSERS
•A.
(Prevents thrust reverser operation inflight.) ~ ~
tilted NOTE: (On iater airplanes)
I
GROUND MODE ANTI-SKID TOUCH DOWN PROTECTIOW ^
(Releases brakes inflight to provide touchdown protection.) ^
^►GROUND SAFETY RELAY FUNCTIONS
{GROUND MODE OPERATION; GRD
(When any one gear on each side - No. 1 & 4 Thrust Reversers (On early Airplanes) SAFE
I of the airplane is not in the (prevents thrust reversers operation inflight)
JJILT position (ALT OR PRIM) I - Speed Brake Lever Inflict Stop —
(Prevents moving lever aft of flijît detent) RELAY

- Engines" CB (P-12)
(Provides FLIGHT IDLE setting when landing On later
flaps are extended inflight) airplanes
- Body Gear Steering (deactivated in flight) CB is on
FLIGHT MODE (OLEO EXTENDED) - Wing Anti-Ice (operates inflight only) P-6
- ^bin Pressurization (Provides auto control inflight)
t Miscellaneous Lighting and Mast Heater Functions
PRIM
OR GRD SAP
nose GEAR relay on Light Illuminates:
— For a main landing gear NOT
TILTED signal.
ALT - Or when nose gear signals are not
in agreement.
+\,
ground mode STALL WARNING
(OLEO COMPRESSED) (Active with any one nose gear in flight signal)
LANDING GEAR TILT FUNCTIONS
18.30.08 35
Feb 1/74
LANDING GEAR
British airways 747,FLYINQ MANUAL CONTROLS AND
OVIRSIAS DIVISION
INDICATORS
N.L.G. MANUAL EXTENSION N.LG. MANUAL EXTENSION

UP LOCK
UP LOCK L»N6
NOSE GEAR NOSE GEAR
ROTATION ROTATION
DIAGRAM •b /
DIAGRAM DOWN LOCK
POVW LOCK
LINE
20NE F ACiNG GEARBOX 'I INDICATOR LINE
FACING GEARBOX IINBOI
GEAR DOWN h LOCKED

GEAR DOWN & LOCKED: INOICATOR LINE SHALL ALIGN WITH DOWN LOCK LINE
INDICATOR ARROW SHALL ALIGN WITH EDGE OF OR BE IN TO RELEASE GEAR
GREEN ZONF..
1. DISCONNECT ELECTRICAL PLUG
TO RELEASE GEAR: 2. REMOVE ELECTRICAL ACTUATOR A COVERPLA'^'C-
3. INSERT CRANK IN LOWER DRIVE SOCKET. ^
1. DISCONNECT ELECTRICAL PLUG. A ROTATE CRANK A MINIMUM OF 8 TURNS CCW J
2. REMOVE ELECTRICAL ACTUATOR & COVER PLATE. B. CHECK GEAR DOWN A LOCKEO - INDICATOR LINE SHALL
ALIGN WITH DOWN LOCK LINE-
3. INSERT CRANK IN LOWER DRIVE SOCKET.
4. ROTATE CRANK A MINIMUM OF 8 TURNS COW O . TO DOWN-LOCK GEAR IF NOT INDICATED i
I
DOWN AND LOCKED PER ITiM 5 ABOVE.
5. CHECK GEAR DOWN & LOCKED-INDICATOH ARROW SHALL 1. BREAK LOCKWIRE.
ALIGN WITH EDGE OF OR BE IN GREEN ZONE.
^ 2. UNSCREW KNURLED KNOB.
J
TO DOWN-LOCK GEAR IF NOT INDICATED 3. REVERSE LOCK SHAFT ADAPTER I RED END OUTB'D) A POT Alt
DOWN ANO LOCKED PER ITEM S ABOVE. CRANK CCW UNTIL ADAPTER ENGAGES SLOTTED SHAFT
^ -m-
1.
t
BREAK LOCKWIRE.
UNSCREW KNURLED KNOB.
J
•Acs'scT.Taa
4 REPLACE A TIGHTEN KNOB.
S. NOTE POSITION OF INOICATOR LINE (SEE N.G. ROTATION
DIAGRAM ABOVE)
3. REVERSE LOCK SHAFT ADAPTER (RED END DUTB'OI & ROTATE
CRANK COW O UNTIL ADAPTER ENGAGES SLOTTED SHAFT. A. IF INDICATOR LINE IS TO THE R'QHT OF THE UP
LOCK POSITION - ROTATE CRAN« CW TO [v w .
■A■ LOCK GEAR
4. REPLACE & TIGHTEN KNOB. B IF INDICATOR LINE IS TO THE LEFT OF THE UP
LOCK POSITION - ROTATE CRANK CCW O Ô THE
5. NOTE POSITION OF INDICATOR ARROW (SEE N.G. ROTATION TRAVEL LIMIT THEN ROTATE CRANK CW ^ TO
DIAGRAM ABOVE): DOWN LOCK GEAR ^
III IF INDICATOR ARROW IS TO THE RIGHT OF THE UP- B. CONTINUE APPLYING LOAD CW ^ UNTIL THE INOICATION
LOCK POSITION-ROTATE CRANK CW f* TO DOWN- LINE IS PAST THE DOWN LOCK LINE. SECURE CRANK BY
LOCK GEAR.
INSERTING PIN (WRENCH HANDLE) THPOUOH MATCHING
Ibl IF INDICATOR ARROW IS TO THE LEFT OF THE UP-
LOCK POSITION-ROTATE CRANK CCW "O TO THE CAUTION: RESTORE LOCK SHAFT ADAPTER TO NORMAL
TRAVEL LIMIT. THEN ROTATE CRANK CW f TO
DOWN-LOCK GEAR. POSITION (RED END INB'D) BEFORE RETRACTING NOSE GEAR
6. CONTINUE APPLYING LOAD CW C UNTIL THE INDICATOR

ARROW IS IN THE GREEN ZONE ANO SECURE CRANK BY
INSERTING PIN (WRENCH HANDLE)THROUGH MATCHING Placard on G-AWNN and later aiirplanes
HOLES IN CRANK FLANGE ANO GEARBOX.
MANUAL NOSE GEAR
CAUTION 3 RESTORE LOCK SHAFT ADAPTER TO NORMAL EXTENSION CRANK
POSITION (RED END INBD) BEFORE RETRACTING NOSE GEAR.
(STOWED
WRENCH
POSITION)
Placard on modified airplanes INSTRUCTION
PLACARD
G-AWNA - G-AWNM
LEFT SIDE OF NOSE WHEEL WELL COVER
INDICATOR OR LOCK SHAFT- BLACK ZONE OR UP
ADAPTER (SHOWN REMOVED) LOCK LINE ZONE
(IN RECESSED AREA)
NOTE: One end of indicator is
red and lock shaft indicator (red
arrow or line) is on lug. GREEN ZONE OR DOWN
KNURLED KNOB — LOCK LINE
(SHOWN REMOVED) (IN RECESSED AREA)
ELECTRICAL LOWER DRIVE SOCKET

CONNECTOR
Remove by
turning con
0 WRENCH
nector and To lock after nose gear is

pulling plug. extended insert wrench through
crank flange and matching
ELECTRICAL ACTUATOR hole above lower drive shaft socket.
AND COVER PLATE
(SHOWN REMOVED) CRANK
Use wrench to remove Insert in lower drive shaft socket

the 4 mounting bolts. to manually lower nose gear.
NOSE GEAR MANUAL EXTENSION

19 SEP.77 BAOD
18-30-07
LANDING GEAR 747 FLYMG MANUAL British airways
PRIM NOT
PRIM
NOT LANDING GEAR
LB CENTERED RB^ LB 'TILTED LEVER LATCH
CENTERED tTlTJ (Released when solenoid
BODY GEAR is powered)
'If- LANDING GEAR TILT
CENTERED
RB
ALT ALT
AUTO
SPEED
- AUTO SPEED BRAKES —

(Auto speed brakes active in ground mode when No. 1 & 3 BRAKE
thrust levers are closed and speed brake lever is out of down CB(P-12)
FLIGHT MODE detent.)
NOTE: — Autospeed brakes are in ground mode when hy
draulic system 1 or 4 are pressurized and the corresponding
RB^ LB^^TILT gear indicate not tilted.
NOT — Both PRSM and ALT tilt systems have to indicate airplane
TILTED on ground. "
•TAKE OFF-WARNING —
PR M
(Deactivated Jn flight)
■ AUTO BRAKES -,rV
LANDING GEAR TILT (Requirement for arming auto brake system.)
'NO. 2 3 THRUST REVERSERS
RB^ LB^TILT
(Prevents thrust reverser operation inflight.)
NOT
TILTED
NOTE:(On later airplanes)
— The No. 1 & No. 4 thrust reversers are deactivated inflight by the
PRIM landing gear tilt system.
— The No. 2 & No. 3 thrust reversers are deactivated inflight by the" ALT
landing gear tilt system.
• ANTi-SKiD TOUCH DOWN PROTECTION
GROUND MODE (Rslaases brakes inflight to provide touchdown protection.)
-^■GROUND SAFETY RELAY FUNCTIONS GRD
! 1
I GROUND MODE OPERATION: ] — No. 1 & 4 Thrust Revereers (On early Airplanes) SAFE
I When any one gear on each side j (prevents thrust reversers operation inflight)
I of the airplane is not in the j — Speed Brake Lever Inflight Stop -<fV
I TILT position (ALT OR PRIM)| RELAY
(Prevents moving lever aft of flight detent)
— Engines CB (P-12)
On later
(Provides FLIGHT IDLE setting when landing
flaps are extended inflight) airplanes
CB is on
— Body Gear Steering (deactivated in flight)
P-6
FLIGHT MODE (OLEO EXTENDED) — Wing Anti-Ice (operates inflight only)
— Cabin Pressurization (Provides auto control inflight)
— Miscellaneous Lighting and Mast Heater Functions
t
PRIM
GRD SAF
OR
RELAY ON Light Illuminates:
NOSE GEAR
— For a main landing gear NOT
TILTED signal.
— Or when nose gear signals are not
ALT
in agreement.
GROUND MODE STALL WARNING

(OLEO COMPRESSED) (Active with any one nose gear in flight signal)
LANDING GEAR T3LT FUNCTSONS
35
18.30.08 Feb 1/74
BRITISH 747 FLYING MANUAL NAVIGATION
AIRHATS TABLE OF CONTENTS
CHAPTER 19
PAGE

INERTIAL NAVIGATION SYSTEM (MODE SELECTOR
MODULE) 19.30.01
INERTIAL NAVIGATION SYSTEM (CONTROL
MODULE) • . . . . 19.30.02
INERTIAL NAVIGATION SYSTEM CONTROL MODULE
(DATA SELECTOR) . 19.30.04
FMCS CONTROL DISPLAY UNIT (CDU) i 1 i ] 19.*3o!o4A
FMCS CDU/FMC LIGHT 19.3o!o4B
FMCS CDU FUNCTION AND MODE KEYS .* 19.*3o!o4C
AUTOMATIC DIRECTION FINDING 19*.3o!o5
ATC TRANSPONDER 19.*3o!o6
WEATHER RADAR 19.30.06B
CENTRAL INSTRUMENT WARNING ] 1 19.*3o!o8
INSTRUMENT SWITCHING & COMPASS CONTROLLER 19.3o!o9
VHF NAVIGATION RADIO, (DISTANCE MEASURING
EQUIPMENT, AND WARNING FLAG 19.30.10
SCHEMATICS
NAVIGATION SWITCHING (INS) 19.110.01
NAVIGATION SWITCHING (INS/FMS) 19.'ilo!o2
NAVIGATION SWITCHING (RADIO) 19.40.03
NAVIGATION SWITCHING (RADIO) MODIFIED A/C 19.4o!o4
COMPASS SWITCHING (TRUE & MAGNETIC) 19.4o!o5
ATTITUDE SWITCHING 19.40.07
FMCS's A/P F/D's INTERFACE 19.i4o!o8
INS NAVIGATION DATA 19.50.01
INS PROGRAM TAPES 19.50.02
INS SYSTEM 19.50.05
FMS CDU TYPICAL PAGES 19.50.11
CROSS REFERENCE
Autopilot AUTOMATIC FLIGHT 7

Other Navigation Instruments AUTOMATIC FLIGHT 7
and
FLIGHT INSTRUMENTS 14
BA
24 SEP.84 19.00.01
BRITISH 747 FLYING MANUAL NIVIGATIOH
AIRWAYS COWTROLS AND
INDICATORS
READY/NAVIGATE LIGHT (Green) BATTERY LIGHT (Red)
With the mode switch in ALIGN, This light illuminates only if while operating on
this light illuminates when the battery power the INS automatically shuts down
desired alignment status of the due to low battery unit voltage. The INS operates
INS is attained. Will remain il on battery power for one 10-second period during
luminated until NAV is selected. coarse leveling. If the battery unit charge is below
The READY/NAVIGATE light the required minimum level during this period, the
illuminates momentarily when INS will shut down and the red BAT and WARN
alignment is accomplished with lights will illuminate.
the mode selector in NAV.
PILOTS'
OVERHEAD
MOOl SEIECT PANEL
MODE SWITCH-
This switch selects the modes of the INS. The knob must be pulled for rotation across mechanical
stops between STBY and ALIGN and betweeri NAV and ATT.
STBY — Used only during ground operation; it starts fast warmup.
ALIGN — Used only during ground operation while the airplane is parked. Setting mode switch to
ALIGN will start gyro operation and automatic INS alignment provided the unit is warmed up.
Fine alignment will not start until present position is inserted at the control module.
NAV - Used for normal operation after automatic alignment is complete. This position must be
selected before moving the airplane. The INS will automatically sequence through the standby
and alignment modes of operation when the NAV position is selected from any other position,
provided the airplane is parked and present position is inserted. Going directly from OFF to
NAV will eliminate the automatic shutdown feature in the event of an overheat. The auto
matic battery check will also be eliminated.
ATT - Used to provide only INS attitude signals. This position shuts down the computer so that
navigation and steering signals are not provided. The ATT position can be selected from any
other position. Once the ATT position is selected, INS alignment is lost and it must be re
aligned on the ground before the navigation mode can again be used.
INS BATTERY PARALLEL SWITCH
INS BATTERY PARALLEL SWITCH.
Used to disconnect INS No.3 frcm INS Battery No.l in the

event of caiiplete- loss of airplane AC power, (amber BAT
lights on all three INS control modules illuminated) r\
ON - Increases battery powered life of INS No.l by dis - n-i

connecting INS No.3 from INS battery No.l.
- Standby power ON light must be illuminated to arm L
ON position.
- INS No.3 disconnected from ANY INS Battery. FLIGHT ENGINEER'S PANEL
NORMAL - INS No.l and INS No.3 connected to INS battery UPPER LEFT
No.l.
INERTIAL NAVIGATION SYSTEM

(MODE SELECTOR MODULE)
BA
24 SEP.84 19_30-01
INDICATORS
LEFT DATA INDICATOR RIGHT DATA INDICATOR
Displays latitude, track, heading, cross iDisplays longitude, ground speed, drift
track distance, distance, wind direc angle, track angle error, time, wind
tion, or desired track, as selected by speed, or system status, as selected by
the data selector. the data selector.
REMOTE SWITCH (Amber) lALERT LIGHT (Amber)
Permits simiiltaneous loading and in jllluminates when 1 minute from leg

serting of waypoint data and up [switch; flashes when past waypoint
dating present position in multiple in MAN mode when ground speed is in
system installations with a single excess of 250 knots; extinguishes when
control module. INS automatically switches to next
navigation leg in AUTO mode.
HOLD
RE
MOTE
j INSERI AifRT NAT WARN
"# f
I I I
I 'l l , 'I i 'l
I I
u..
INSERT SWITCH WARN LIGHT (Red)
Controls entry of key Illuminates when system self-

board data into the check circuits detect an out-
computer. of-tolerance condition.
HOLD SWITCH BAT LIGHT (Amber)
Used In conjunction with other controls Illuminates when system is operating

to stop displayed present position from on battery power. On ground, horn
changing, to perform a position update, in nose wheel well sounds if condition
to display inertial present position, to exists for over 30 seconds.
eradicate a position update, and to
display recorded malfunction codes.

(CONTROL MODULE)
(Sheet 1 of 2)
BA
1o_30-0?
2ii SEP.814
AIRWAYS
CONTROLS AND
INDICATORS
LINE SELECT KEY FMC DISPLAY

(momentary action)
- displays pages of FMC data containing
PUSH - duplicates moveable data on complete lines of data, or half lines
adjacent line into scratch pad - selected by Function and Mode Keys
when blank or moves scratch pad
data to selected line PAGE TITLE
- accesses data or function ident-,
ified on adjacent line with - indicates page key selected and type
< or > symbol of data displayed below
PAGE NUMBERS
- indicates number of pages of selected

data
BOXES
PER
t « 0 IS » »
00 uri.D - indicates data is required for

lAUKS fUEL
Q 52.3
minimum FMC operation
2ER0FUEI yr T/C 0A7 - entered from scratch pad using Line
(3 niD.iii Select Key
tCSERVCt ISA OEV
•C
(3 m.D
COS T I II I I I trans alt
(3 16000 DASHES
(—) \<1NDEX
-123.4/ABCDEF - indicates data entry is optional
- entered from scratch pad using Line
Select Key
INIT
REF
- entrys optimize full FMC operation
when all boxes filled
"dTr"
]E3CID E3
INTC
^SCRATCH PAD LINE

IBfEHIII lII III L
/ - bottom line of display
MPjE00B Q - displays FMCS generated messages for
©©©00000 crew, keyboard entries and data being
moved from one line to another
©@©00000
FMC DISPLAY BRIGHTNESS CONTROL
@©@00000 ,|
1©®©0D00B fr ROTATE - controls intensity of FMC
display.
FUNCTION AND MODE KEYS

(Momentary action)
PUSH - selects data for display or

executes changes
FMCS CONTROL DISPLAY UNIT (CDU)
BA
24 SEP.84
19.3O.04A
INDICATORS
FMC FAIL LIGHT (amber) NEXT PAGE KEY
ILLUMINATED - indicates a fault PUSH (momentary) - changes display to

is detected in related CDU or next higher page number in multiple
FMC page displays
DISPLAY LIGHT (white) PUSH (continuous) - changes one page

per second
[ILLUMINATED - indicates dis
played data is not related ,PREVIOUS PAGE KEY
to active route leg or
performance mode PUSH (momentary) - changes display to
next lower page number in multiple
page displays
]J3!0.M30B PUSH (continuous) - changes one page
0000 per second
i©® @100000 .MESSAGE LIGHT (white)

©@©00000 SN ILLUMINATED - indicates FMC contains
i®®®i000,00 message
- if non-message data is displayed on
i)® ©10 orBIBj scratch pad pushing CLR key displays
message
ALPHA KEYS'^ OFFSET LIGHT (white)

(momentary action)
ILLUMINATED - indicates L NAV based on
PUSH - enters alpha char a parallel offset to active route
acters on scratch pad. (this feature not incorporated)
/ key used to separate speed/
altitude, wind direction/speed CLEAR KEY
0^.
and similar type entries (momentary action)
NUMERIC KEYS PUSH - clears scratch pad line

(momentary action) - momentary push clears last character
or message
PUSH - enters numeric characters - holding down clears entire line
on scratch pad. First push of
+/- key enters - sign. Sub DELETE KEY
sequent push changes sign to + (momentary action)
PUSH - enters DELETE in scratch pad when

scratch pad is blank
FMCS CDU/FMC LIGHT
BA
19.30.04B 24 SEP.84
NAVIGATION 747 FLYING MANUAL
INDICATORS airways
^FLIGHT DIRECTOR COMPUTER

SWITCH
Selects computer to give pitch

and roll commands to captain's
flight director. Normal posi
tion "C".
pLT om coMPr
CAPTAIN'S PANEL
: a w a: TRIPLE INSTALLATION
INSTRUMENT SWITCHING
(PRE-MODIFIED AIRCRAFT)
BA
19.30.09A 24 SEP.84
747 FLYING MANUAL
NAVIGATION
airways INDICATORS
RADIO SWITCH INS SWITCH FLIGHT DIRECTOR COMPUTER SWITCH
Selects VHF navigation radio Selects inertial navigation Selects computer to give pitch and roll
to give VOR, LOG or GS in system to give navigation commands to captain's flight director.
formation to captain's HSI information (true heading, Normal position "A".
and AD I. Also selects DM drift angle, etc.) to
to give MILES on HSI captain's HSI.
HT MR COMTT/
A CAPTAIN'S PANEL
TRIPLE INSTALLATION
COMPASS SWITCH ATTITUDE SWITCH
— Selects compass system to provide magnetic heading Selects inertial navigation system to give
information to captain's HSI, RMI and A/P-F/D pitch and roll information to captain's
computers A and C. ADI.
NOTE: Magnetic heading for autopilots A & C (in MAN)

is from compass No. 1; magnetic heading for autopilot B
(in MAN) is from compass No.2 Not transferable. FLIGHT DIRECTOR COMPUTER
SWITCH
Compass switching action causes an autopilot in Selects computer to give pitch and
COMMAND to revert to MAN if: roll commands to captain's flight
1. The autopilot is using magnetic ht dw comp director. Normal position "A".
compass information. a
2. Magnetic compass input to the auto CAPTAIN'S PANEL
pilot in use is changed.
DUAL INSTALLATION
NOTE: First officer switching is similar
utilizing No. 2 systems primarily
and flight director computer "B". ATTITUDE SWITCH
Selects inertial navigation system to

give pitch and roll information to
captain's ADI.
INSTRUMENT SWITCHES
(MODIFIED AIRCRAFT)
SYNCHRONIZATION INDICATOR COMPASS SET HEADING CONTROL
When index marks are aligned Holding switch left or right rotates
as shown, indicates directional SIT HDG
compass card to set desired heading.
gyro function of compass system
is correctly slaved to magnetic PILOTS'OVERHEAD PANEL
flux valve.
DG/SLAVED SWITCH
DG — Directional gyro type information (not corrected by flux valve) being furnished to magnetic compass
system from INS.
SLAVED — Directional gyro type information (slaved to flux valve) being furnished to magnetic compass
system from INS.
COMPASS CONTROLLER
INSTRUMENT SWITCHING & COMPASS CONTROLLER
BA
24 SEP.84 19-30-09
NAVIGATION
747 FLYING MANUAL
INDICATORS airwaj^
^DME SWITCH
PILOTS' C? C C."" 1? ri fT n ri
STBY — System warm up; indicates dashes.
l'j Cj lj I'j LJ LJ LJ LJ
PANELS NORM — DME will search up to 200 miles.
O'RIDE — DME will search up to 385 miles.
TEST — Indicator goes blank for one second simu
lating loss of power.
VHP NAV-3 TEST SWITCH — Indicator displays dashed lines for one second
simulating loss of data.
Used to perform ILS Deviation Warn-
ina test
— Indicator displays 000.0 (not to exceed + 000.1)
AUTO
rlNi-
NORM AORtDE Ort/RT PILOTS'
FREQUENCY INDICATOR STBT \L/ TEST
LIGHTSHIELD
TEST SWITCH RADIO/FMS-INS SWITCH

Used to perform VOR, ILS, and RADIO — HSI referenced to the VHF navigation
ILS Deviation Warning tests. radio system and magnetic compass.
INS — HSI referenced to the inertial navigation
AUTO FLAG system /flight management system.
Flag in view indicates
AUTO/MNL switch is in AUTO FREQUENCY SELECTORS
and that FMS AUTO TUNING Rotation of selectors changes displayed frequency.
can take place.
AUTO/MNL SWITCH
AUTO - VHF NAVAID automatically

tuned by the FMS irrespective fINS 3 WARNING FLAG (Red)
of the frequency indicated in Flag in view indicates failure of pitch and roll at
the window. AUTO flag will titude signal from INS-3 to A/P-F/D "C".
be in view.
MN L - Manual control of frequency |G/S-3 WARNING FLAG (Red)

selection restored to pilot. AUTO Flag in view indicates failure of glide slope devia
flag will cleat. tion signal from VHF navigation radio No. 3 to
A/P-F/D "C".
INSfi O/f-3 LOCO LRRAO
LQC-3 WARNING FLAG (Red)- LRRA-3 WARNING FLAG (Red)

Flag in view indicates failure of localizer Flag in view indicates failure of Radio Altimeter
deviation signal from VHF navigation radio No. 3 altitude signal to A/P-F/D "C".
No. 3 to A/P-F/D "C".
VHF NAVIGATION RADIO, DISTANCE MEASURING EQUIPMENT,

AND WARNING FLAGS
BA
19. 30.10 24 SEP.84
AIRWAYS SCHEMATIC
GND SPEED
ONDSPtH
RADIO RADIO
DA, GS, XTK DA, GS, XTK

DSRTK. DIST DSRTK DIST
INS NO. 1 INS NO. 3 INS NO. 2
DA, TKE & XTK

DA, TKE & XTK
DA, TKE & XTK
JL
A/P-F/D F/D A/P-F/D
COMPUTER A COMPUTER C COMPUTER B
[J> THE SWITCHES ARE ELECTRICALLY

INTERLOCKED SO THAT ONLY ONE
PILOT CAN TRANSFER
NAVIGATION SWITCHING (INS)
BA
24 SEP.84 19.40.01
BRITISH 7U7 FLYING MANUAL NAVIGATION
AIRWAYS SCHEMATIC
if5 CjND SPiiP

€
GS IINSI
TRUE HEADING
IINS)
DA. XTK
DSRTR, GIST
IFMSI RADIO RADIO
INS/FMS INS/FMS
NS 1 INS 2
TRUE HEADING
TRUE HEADING
DA.XTK DA, XTK

DSRTK, DIST DSRTK, DIST
FMS1 , r INS NO. 3 j FMS 2
DA, ROLL STEERING

PITCH STEERING DA, TKE & XTK DA, ROLL STEERING
PITCH STEERING
A/P-F/D A/PF/D A/P-F/D

rT> THE SWITCHES ARE ELECTRICALLY

INTERLOCKED SO THAT ONLY ONE
PILOT CAN TRANSFER
NAVIGATION SWITCHING (INS/FMS)

(MODIFIED AIRCRAFT)
BA
19.40.02 24 SEP.84
AIRWAYS SCHEMATIC
LOC DEV G/S DEV LOC DEV G/S DEV
alia— —"■fct
G/S DEV
G/S DEV V/L DEV
RADIO RADIO
RADIO n> RADIO
VHP NAV VHP NAV

NO. 1 NO. 2
NO. 1-^ + ^NO. 2

j VHP NAV 3
mu'lti
NO. 1 ■ NO. 2
A/P-P/D A/P-F/D j A/P-F/D

A C B
[r> The switches are interlocked so that only one pilot can transfer.
A/P F/D "C" is connected to VHF NAV 3 whenever an ILS frequency and MULT! have been
set (VHF NAV 1 is disconnected from "C")
NAVIGATION SWITCHING (RADIO)
BA
24 SEP.84 19.40.03
BRITISH 7U7 FLYING MANUAL NAVIGATION
AIRWAYS SCHEMATIC
G/S DEV
LOC DEV G/S DEV
G/S D
G/S DEV
RADIO RADIO
INS/FMS INS/FMS
RADIO lT>» RADIO
VHF NAV
VHF NAV
NO. 2
NO 1
^NO. 2
NO. I"
VHF NAV 3
MULTI
NO. 1 ! NO. 2
A/P-F/D A/P-F/D A/P-F/D

A C B
[i> The switches are interlocked so that only one pilot can transfer.
!?> A/P-F/D "C" is connected to VHF NAV 3 where 'ir an ILS frequency and MULTI have been
set (VHF NAV 1 is disconnected from "C"}
NAVIGATION SWITCHING (RADIO)
(MODIFIED AIRCRAFT)
BA
19.40.04 24 SEP.84
AIRWAYS SCHEMATIC
WEATHER RADAR NO. 2

WEATHER RADAR NO. 1 LOWER YAW DAMPER
UPPER YAW DAMPER (ROLL ONLY)
(ROLL ONLY)
AUTOTHROTTLE
(PITCH ONLY)
I
PITCH & ROLL PITCH & ROLL
ATTITUDE ATTITUDE
3-*-
PITCH & ROLL PITCH & ROLL

2^
INS NO. 1 INS NO. 3 INS NO. 2
PITCH & ROLL PITCH & ROLL PITCH & ROLL
A/P-F/D A/P-F/D A/P-F/D

ATTITUDE SWITCHING
BA
24 SEP.84 19-1(0-07
A/P - F/D A BENDIX
> Qd
-» a3 ROLL PITCH COMP H SJ
^ > M H
I
■!= INITIALISE « ^
> M
0
h4 Ui
1
o C/1 O]
00
INITIALISE
DATA
DATA 0'
DATA A'
DATAX DATA *A': DESIRED COURSE

LATERAL DEVIATION
DATA'B
DISTANCE TO GO
-3
4=
NAV. WARN.
ALERT. ''d
r*
EPR FF DRIFT ANGLE
ENG BLEED ETC M
2!
RADIO EQUIVALENT n
OF DATA 'A'
DATA 'C: GRD SPD. THDG t VARN
a
/ DATA'S DRIFT ANGLE
c-
7 FROn INS
OATA'C" DATA 'D': GRD SPD. TIIDG. t WARN.
DATA A
OATA'D'
INITIALISE
[\J
4=
ROLL PITCH THROTTLE
C/J
w SERVO
A/P-F/D B
CO
FMCS's A/P F/D's INTERFACE
) ) ) ) ') ) () o ) ) () ()
AIRWAYS
SUPPLEMENTARY
INFORMATION
The following navigation measurement terms (DSRTK) Desired Track Angle is the angle
are used with the Inertial Navigation System between True North and an imaginary line
and the computed values are displayed on on the ground connecting successive position
the INS control module or on the pilots' points desired to overfly; this line being the
flight instruments. great circle segment that lies between two
successive waypoints.
(HDG) True Heading is the angle between
(XTK) Cross Track Distance is the shortest
the airplane center line and True North.
distance between the airplane's present po
(TAS) True Airspeed sition and the desired track.
(WS) Wind Speed in knots. (TKE) Track Angle Error is the angle be
(WD) Wind Direction Angle is the angle be tween the airplane's actual ground track
tween True North and the wind vector. and desired ground track. It is equal to
(TK) Ground Track Angle is the angle be the desired track angle minus the ground
tween True North and an imaginary line on track angle.
the earth's surface connecting successive po (POS) Present Position is the actual latitude
sition points over which the airplane has and longitude position of the airplane.
flown (ground track). (DIS) Distance is the great circle distance.
(GS) Ground Speed
(DA) Drift Angle is the angle between the
airplane's true heading and ground track.
TRUE NORTH
AIRPLANE CENTER LINE
NEXT WAYPOINT
OR DESTINATION
GREAT CIRCLE FROM LAST

WAYPOINT OR ORIGIN
DSRTK
TKE
LAST WAYPOINT (Additional supplementary information to

OR ORIGIN be supplied)
INS NAVIGATION DATA
BA
24 SEP.84 19.50.01
BRITISH 747 FLHNG MANUAL NAVIGATION
AIRWAYS SnPPLEMEHTART
INFORMATION
INS PROGRAMME It Is still possible to do a position

I
fix using HOLD on each CDU.
All BA aircraft are being modified to
accept the 333 FMS-22 programme which Is The HOLD Key will freeze displayed
specially designed to Interface with the and Inertlal position co-ordinates
Flight Management System. The following whenever the HOLD Key Is pressed to
covers the salient features of the No.3 Illuminate regardless of the data
INS on FMS equipped aircraft and all INS selector switch.
on non FMS aircraft.
f) Direct To
a) Loading of Present Position
Present position to a new waypolnt.
The alignment will not proceed After a course change has been
below 7 until present position Is manually Initiated and commanded
loaded. Present position may be the programme monitors track angle
loaded or changed whilst In error, when this becomes small the
alignment number 7 or 8. dynamic present position Is
automatically loaded Into waypolnt 0.
b) Alert Light This prevents the double bank of
previous programmes.
With selector switch at AUTO the
light will lllimilnate one minute g) Triple Mix
before leg switching and Is
Inhibited below 250 kts. Triple mix Is available by selecting
a mode Index of 4 and can be flushed
c) Data switch at Waypolnt by selecting mode Index 1.
With the Data Switch at WAYPOINT h) Along Track Acceleration (ATA)

and provided the Waypolnt Change
Key Is not Illuminated, the FROM ATA Is displayed by selecting TK/GS
side of the FROM - To will display and the HOLD key Is Illuminated. The
a number (0 through 9) which Is the numerical value of ATA Is shown In the
setting of the CDU waypolnt right data display In units of mllll
selector thumbwheel, while the TO g's. The left data display Is blank
side will be blank. This FROM If ATA Is positive; an N will be
number will flash If the waypolnt displayed for negative values.
selected Is either the active FROM
or TO waypolnt and the groundspeed 1) Wlnd-on-Nose (WON)
Is greater than 150 knots.
WON Is displayed by selecting WIND and
d) Programme Identity the HOLD key Is Illuminated. Wind
direction Is shown on the left data
The programme Identifier Is 25 - 13 display as -
(or 22) and Is displayed In the CDU
left data display when the HOLD Key N (Nose for headwind)
Is Illuminated and the data
selector at DSRTK/STS. S (Stern for tallwind)
e) Hold Key WON magnitude Is shown In the right

data display In knots.
In previous programmes, the HOLD
function could be remote loaded
from one INS to another provided
REMOTE was Illuminated on both
the sending and receiving CDU's.
This capability has been deleted.
BA
19.50.02 24 SEP.84
BRITISH 747 FLYING MANUAL NAVIGATIOW
AIRWAYS SUPPLEMEHTARI
INFORMATION
Logic has been added to WON for Flight crews should be aware of the
conditions which are indications of possibility of erratic instrument and radio
windshear. If the change in the operation in the vicinity of lightning or
longitudinal wind component exceeds heavy precipitation static. The autopilot
one knot per second the left data operation should be closely monitored. The
display will flash 8888 until the auto-pilot will only disengage (other than
WON is less than one knot per from use of the autopilot disengage or
second for a minimum of 3 seconds. stabilizer trim switches on the control
wheel) from loss of valid attitude
NOTE; Some pool spares may be to a information (attitude or gyro flag in view)
different programme. To or from loss of auto-pilot electrical
determine the programme of power. The autopilot, when receiving
the INS see Navigation Manual erratic or erroneous signals other than the
Section 5-20. above, will normally remain engaged and may
illuminate the autopilot warning light
ERRATIC OPERATION OF FLIGHT, NAVIGATION steady red.
AND ENGINE INSTRUMENTS DURING FLIGHT IN
THE VICINITY OF THUNDERSTORMS, OR AREAS
OF HEAVY PRECIPITATION STATIC.
There have been a minimum number of

reported instances of erratic operation
of flight in the vicinity of
thunderstorms or areas of heavy
precipitation static.
Equipment that has been affected at

various times are the ADl, HSl, RMl,
Autopilot, Navigation Receivers, MHRS,
VHF Communications, Fuel Flow and EPR
Indicators. The erratic indications
have cleared within 3 to 5 minutes.
One flight crew reported a series of

erratic operations during descent from
FL 240 to 4,000 feet MSL in the vicinity
of thunderstorms. The airplane was in
and out of heavy-to-severe turbulence,
heavy rain and large hail. The
autopilot disengaged, and the captain
used the standby horizon for attitude
reference during the intervals of
erratic instrument operation. The
airplane was struck by lightning several
times during the descent. After each
lightning strike, all instruments
returned to normal. The crew noted that
the VOR information was good when the
ILS information was unusable. In all
reported instances of erratic instrument
indications, the standby horizon has
been unaffected.
BA
24 SEP.84 19.50.02A
BRITISH 7M7 flying MANUAL NAVIGATION
INERTIAL NAVIGATION SYSTEM INFORMATION
1. The INS contains self-testing features which provide one or more warning indica
tions when a failure occurs. The W/L on the C.D.U. provides a master warning
for most malfunctions occurring in the N.U. Malfunctions occurring in the M.S.U.
or C.D.U. will normally be obvious because of abnormal indications on displays
and lamps. The INS also produces output voltages (flag voltages) to indicate
the validity of its outputs to interfaced systems.
The WARN lamp on the C.D.U. may light due to an Intermittent out of tolerance
condition or due to a continuous failure. Recommended action codes (01 through
05) and malfunction codes (10 through 63) indicating the cause of the warning
can be displayed on the C.D.U. as long as the Computer unit is functioning.
Pressing and releasing the TEST switch with the data selector switch at DSRTK/
STS will turn off the lamp if the cause is intermittent. The malfunction codes
will be available for display for continuous or intermittent failures until the
next fine alignment. To read intermittent faults experienced since previous
fine align HOLD & TEST Buttons must be pressed together.
2. A perfectly normal and recommended procedure for an apparently defective INS is
to attempt to load data several times. On the ground this could mean going back
to off and starting again three or four times.
3. INS will not turn ON. The appropriate battery must be in place and its circuit
breaker closed.
U. An overtemperature in the Nav' unit during Stby or Align will cause the INS to
shut down. The Warn light on the CDU will not go out until the Mode selector is
rotated of OFF. Malfunction codes 37, 38 or 39 MAY be displayed when system is
interrogated LATER. Check no airflow light on E/Os panel. If the Nav Unit has
to be replaced check the operation of the fans in the base of the Nav Unit.
5. A set will remain in 9 if left in Stby. Although Stby is a warm up mode during
which the computer will not coxmt down below 9, it is possible to load Present
position and Flight plan data in Stby.
6. A set will not count down below 7 during Alignment if Present Position has not
been inserted.
7. During Alignment the INS runs on its own battery for 10-12 sees. If the battery
is suspect switching from OFF to NAV will bypass the battery test. Switching
back to ALIGN after the battery test would have taken place, (PI.7) overheat
protection will be maintained.
8. The ground crew warning horn sounds if one or more of the INS have been running
on battery for an accumulative 30 sec' period. This same horn sounds if there
is No Equipment cooling. It is possible by switching on the INS at intervals to
accumulate a 30 sec battery in use discrete. This should only sound for a brief
period, ten seconds until the battery test is finished.
9. A low battery charge will cause an INS to shut down when the INS is operating on
battery power. The warn light on the C.D.U. and the battery lamp on the M.S.U.
will light and will not go out until the mode selector is set to OFF. Switch to
NAV, this will bypass the battery check and charge the battery.
NOTE: Have battery checked as soon as possible.
10. Each INS set as well as carrying out a continuous self testing programme, also
compares data with other INS sets. If there is 0.7 miles difference between
Present Position inserted on the other sets an Action code of 04 will be
indicated and a malfunction code of 43. Select Stby and reinsert Present
Position. Select DSRT/STS and clear out the Malfunction codes. Check correct
Present Position on the other sets.
BA
24 SEP.84 19.50.07
INERTIAL NAVIGATION SYSTEM INFORMATION
11. If the Latitude of the Inserted Present Position differs greatly from the INS
computed Latitude, Action Code 04 and Malfunction Code 41 & 45 will be
indicated.
12. During Alignment a Group of Malfunction Codes, 40, 45, 60 or several of the
group appearing together would indicate that the aircraft has previously been
moved whilst in Align. A realignment will normally correct these codes. If
Nav has been selected with Malfunctions present it may take several alignments,
and going to NAV each time to cure them.
13. A Navigation Unit should only be replaced if the system can be shown to
consistently either not accept or transmit data. The solution for a system
that intermittently rejects or alters data is to enter it several times.
14. Very basically the Navigation Unit is divided into three major components. One
is known as the Digital Computer which if it fails can cause a shut down of
this section of the Nav Unit. Warning will be given by a lamp on the C.D.U.
and all the other displays on the C.D.U. will be inoperative except the Battery
in-use lamp. Attitude mode will still be available but the Nav unit will have
to be changed.
15. Lamps and displays on the Control Display Unit and the Mode Selector Panel may
burn out causing abnormal indications on these units. Pressing the test switch
on the C.D.U. will check most of the lamps. Rotating the Selector switch with
the test switch pressed will bring on the decimal points. On aircraft with EMS
fitted the lamps on No's 1 and 2 Mode Selector Panels may be tested using the
Pilots Master Dim and Test switch.
16. All lamps and displays can be replaced while the INS is operating but it is
very important that the correct type lamp is fitted. There are three different
types and using an incorrect one can cause transistor failure in the Nav Unit.
17. Internal failures in the C.D.U. may cause an entire display to go out giving
the impression of multiple lamp or display failures.
18. Output (flag) voltages are produced by the INS to control warning-flags on
associated instruments and also the Auto Pilot warning light. Some failures
may produce a warning flag on an associated instrument with no warning on the
C.D.U., but will produce an action code of 03.
19. Each INS system consists of four units:

(1) Battery Unit.
(2) Mode Selector Panel.
(3) Control Display Unit.
(4) Navigation Unit.
Each unit may be replaced without replacing the other units and each component
may be interchanged with the same unit in either of the other two systems. This
is dealt with further in AMAGAS and is obviously not INFLIGHT rectification.
20. INS Triple Mix is a system that continuously amends the present position of
all three INS sets by in effect
(a) Taking the latitude of the INS set giving the mid latitude of all
3 INS sets, and
(b) taking the longitude of the INS set giving the mid longitude of all
3 INS sets, and displaying this single position on all 3 CDUs.
BA
19.50.08 24 SEP.84
AIRWAYS
FMS CDU TYPICAL PAGES
INIT/REF INDEX Page 1/1
displayed after pushing the INDEX line

select key on all other INIT/REF pages
INIT/RiF INDEX 1/1 provides access to pages of data re
« I DI NT NAV DATA ► quired for initialization of the FMCS
o
and INS plus other reference data.
CH) . POS - o
o •PERT INS/SENSORS ► o
G) •THRUST IIM o
Q • A PPRDACH o
Q MAINT >. o
V
,IDENT Page 1/1
- displayed automatically on power up

I DENT
when self test is satisfactory or after
HOII I Itt-lll/klACI pushing IDENT line select key on INIT/
O o REF INDEX page
a • • a • 1 a • c 1 I V I
BA47SI1-I MAR1IAPR17/12 (=) - provides a review of the FMC data base

(3
and program configuration
o APRIBMAYI7/12 Q
OP PROGRAM
1=) ACTIVE Dates - displays effective NAV
(3 PS 10982 DATA dates
DRAG FACTOR F-F FACTOR O
Q + 1.1 -3.5 - line selection permits activating
(H) <INDEX POS INIT> O applicable data base on the ground
- selecting clears any previously se
J lected flight plan
Typical for -524 INDEX - selection displays INIT/REF

INDEX page
POS INIT - selection displays POS INIT

page
DRAG FACTOR - display of Drag Factor

inserted on Maintenance page
F-F FACTOR -
display of Fuel Flow Factor inserted
on Maintenance page.
INITIALIZATION/REFERENCE
BA
24 SEP.84 19.50.11
AIRWAYS
GATE - displays gate position

- valid entries are five character maxi
PCS INIT 1/2
mum gate identifiers contained in the
I « I T r0s data base
NS1*Z9.2 W8B8V26.9
II E F « I II P 0• T
0 - display clears at lift-off or with a
0 REF AIRPORT entry
0 GMT - displays local or GMT time on both

III lit POS
aa'JpDa □ oaacpou a 0 CDIJs from the Captains clock when
valid
0 - input to the FMC can be GMT or local
INDEX ROUTE 0 time depending on which the Captain
uses in his clock. To ensure the FMC
has GMT, GMT hours can be entered
over the local hours, minutes cannot
be changed
- resynchronizes hours and minutes to
that on the captains clock after FMC
POS INIT Page 1/2 power interruptions
- displayed after pushing the POS line LAST POS - displays and retains last FMC
select key on INIT/REF INDEX page or, present position
POS INIT line select key on IDENT page SET INS POS - requires present position
or, PREV or NEXT page on POS REF 2/2 LAT/LON entry
page or, INIT/REF key when on the - entries can be via keyboard or line
ground prior to INS initilization selecting LAST POS or, REF AIRPORT
- displays reference position page for or, GATE
INS alignment - data line is cleared when all three
REF AIRPORT - displays reference airport INS are in NAV mode or in flight or
identifier and position power down
- valid entries are four character ICAO ROUTE- selection displays RTE 1 (2 if
airport identifiers contained in the active) page
data base
- entries delete previous gate numbers
- display clears at liftoff
INITIALIZATION/REFEREWCE
BA
19.50.12 24 SEP.84
AIRWAYS
-POS REF Page 2/2
- displayed after pushing NEXT or PREV

key from POS INIT page 1/2
fos Rir III
I M t r •I - displays current position data as com

(3 •«*0*38.1 W073*46.0 o puted by the FMC and each INS (in NAV
I at 1 090/04
o «*0*38.0 W073**4.3 (=) mode)
• a 072/12 - FMC POS line will be blank until NAV
»(40*3e.8 W073**5.5 V o
« ai s 085/01 mode selected on one INS
N40'38.8 W073*46.1
RADIO UPDATE>
r^,
C=) Bearing and Distance from computed
l)OUTE>
position
o < I N DEX
V - Radio updating can be cancelled by

line selecting DELETE onto 5R.
PURGING caption will be displayed
for 5 mins after which time radio
updating will recommence.
^PERF INIT Page 1/1
- displayed after pushing one of the

following: INIT/REF key on the
ground with INS initialized or,
P ERF INIT 1/1 PERF line select from INIT/REF INDEX
c A e 1 1 « « C•I Alt
page
G)' 1 1 1 i.n rrrm
TAWS FUEL C•I
•/
If I ■ • - provides for initialization of the
O 22.7 e) FMC for subsequent performance calcu
ISA Alt
O dD.D I / C
•t
•A f
O lations
- dashes and boxes prompts indicates
Q m.D ---• C
TRANS ALT helpful and required preflight entries
(3 rm 6000 O
COST INDEX - aids in FMC computations
<INDEX
V 1 I
for V-NAV optimization
- value (0-999) determined by operator
- TRANS ALT. display defaults to 18000.

Required transition can be line
selected from scratchpad.
BA
24 SEP.84 19.50.13
AIR¥ATS
'APPROACH REF Page 1/1
- displayed after pushing the APPROACH

REF APPROACH 1/1 line select key when on INIT/REF INDEX
GROSS WT FLAPS VREF
page or, INIT/REF key when inflight
229.7 25* U2KT
- displays reference data related to the
38" 13AKT approach
KJ FK
U572FT
GROSS VJT - displays FMC computed weight
or pilot entered weight
- leaving page causes FMC computed
<INDEX weights to replace any manually
entered weights
RUNWAY LENGTH - displays selected des
tination runway length as entered
VREF - displays computed VREF for up to
two indicated landing flap settings at
displayed landing gross weight
BA
19.50.14 24 SEP.84
AIRWATS
INTENTIONALLY LEFf BLANK
BA
21 SEP.81 19.50.15
AIRWAYS
RTF 1 Page 1/X
- displayed (unles RTE 2 is active)

X
after pushing the RTE key or; PREV PAGE
RTE 1
0 R 1 G I N 0 1!■
from RTE Page 2/X or; Route line select
EG L L K J fK
0 key from PCS INIT, POS REF or; RTE 1
0 CO R 0 U T f
line select key
0 0
R U N W A T - display provides for entering a desired
0 0 route into the FMC for subsequent
V 1 A T 0
0 DIRECT WO D 0 reference and guidance

0 G 1 SNN 0 ACTIVATE - displayed only on non-active
0 ACT 1 VAT E> 0 RTE pages
<RTE 2
- selection illuminates EXEC key. On
the ground pushing key activates the
displayed route and ACTIVATE prompt
is replaced with DEPARTURE. In flight,
RTE LEGS (DIR/INTC) Page 1/X is
displayed
RTE 1 Page 2/3
- displayed after pushing NEXT PAGE from

RTE page 1/3 or PREV PAGE from RTE
page 3/3.
RTE 1
V t A - display is continuation of RTE 1 1/3
Q PSK.MACEY1 Q - display illustrates a Route Discon
T N E N
O H Q tinuity. The route termination

-- •OUTE tliCOKI IKUI E II -
(=1 KINKY O identifier under TO is not a part of

the selected procedure.
Q RW26 O
This requires entries to link the
O TROYS defined route segments
Q <RTE 2 ACTIVATE> 0 - RTE 1 Page 3/3 is similar
RTE 2 - selection displays second entered
V route
ROUTE/LEGS
BA
19.50.16
24 SEP.84
AIRWAYS
WAYPOINT IDENTIFIER SPEED ALTITUDE
- small characters speed/altitude dis

LEG DIRECTION plays computed waypoint estimates
- large characters speed/altitude dis
plays indicate manually entered con
ACT RTE I lECS straints
V - 111*
I • I•
r=\ Von 77 0 I I •/' I I ••
\j 1 «• I■ H
WOO It!/ 4IIIA ACT RTE 1 LEGS Page 1/XX

III* Ilia
A lY 1 11/ H I 11
111* I J »■ - displayed (unless RTE 2 LEGS is active)
HTN 1 I 1/ I I HI after pushing the LEGS key or, PREV
III* Ilia
BCN PAGE from RTE LEGS Page 2/XX or, RTE 1
LEGS line select key on RTE 2 LEGS page
<RTE 2 LEGS RTE DATA>
- permits entering and displaying details
of each leg of the route
- displayed parenthetical waypoint
identifiers are non-geographic and
determined by the existing data base
-RTE 2 LEGS - selection displays RTE 2

LEGS page
COMPUTED LEG LENGTH (blank for active

leg)
,ACT RTE 1 LEGS Page 2/XX

ACT RTE 1 EEGS a/5
III* 1 I N M
ACT RTE 1 LEGS Page 1/XX or, PREV PAGE
SLANY . 14 / r 3 & • from ACT RTE 1 LEGS Page 3/XX
2 S • • 1 H M
- permits same as page 1/XX
* 1 4 / F 3 S •
CRK8I
2 S 1 * » 2 K M
- computed leg length is displayed
Q CML .14/1 3 9 1
except for active leg
2 11* S 7 N M
. 1 4 / f
.
3 1 •
f -j - magnetic leg direction is displayed
SNN
2 1 4 • 2 2 7 N M to the next waypoint
WPTB1 . 14/ 1 3 S •
<RTE 2 LEGS RTE DATA>
-RTE DATA - selection displays

ACT RTE 1 DATA
ROUTE LEGS
BA
2U SEP.84 19*50.17
AIRWAYS
ACT RTE 1 LEGS Page 3/XX
f ACT
III*
RTE 1 LEGS s / I•
ACT RTE 1 LEGS Page 2/XX or, PREV PAGE
Q AIL 250/ 5000 t=) from ACT RTE 1 LEGS Page 4/XX
lulu
Q rnrn Q - permits same as Page 1/XX

— •euil iitctiii lavlTi -
O KINKY 250/ 5000 Q

rioc luaa THEN - displayed when an entry is
Q KINKY 250/ 5000 O required to link a route dis
I I •• » a a
Q PANOL 250/ 3800 Q continuity
Q <RTE 2 LEGS RTE DATA> O
.ACT RTE 1 DATA Page
- displayed after pushing EXTENDED DATA

line select key on corresponding RTE
ACT RTE 1 DATA
I I < a• LEGS pages or PREV PAGE line select
(=) REDAN 13151 075' 45 Q key from RTE 1 DATA 2/XX
O RW26 13151 080' 45 Q - displays additional leg data and
O permits entry of forecast winds and
o
an offset
TROYS 13171 080*/140 Q
Q Q WIND - blank for non cruise waypoints

LEGS> O in the active route
- entries for top of climb winds on the
J PERF INIT page move to the RTE DATA
page
- 000°/000 indicates no top of climb
wind entry
- entries overwrite cruise waypoint
winds anytime. This entry propa
gates from the point entered to
the top of descent
- entrys optimize V NAV operation
LEGS - selection displays RTE LEGS page

relating to the same waypoint
identifiers
RODTE LEGS
BA
19.50.18 24 SEP.84
BRITISH 7^7 FLYING MANUAL
AIRWAYS
-ACT RTE 1 LEGS Page 5/XX
LEGS >/11 Vi
ACT
I r »•
RTE 1 - displayed after pushing NEXT PAGE from
o REDAN 133/ 2600 o ACT RTE 1 LEGS Page M/XX
I r «•
133 995 0 - permits same as page 1/XX
o RU26
J T I ••• » - displays subsequent or previous pages
(1A00»') 210/ 1 AOO Q
> •0 •
after pushing NEXT PAGE or PREV PAGE
TROYS 210/ 3500 (=) key
■< « I • • t
o TROYS 210/ 3500 O

HOLD AT - indicates a specific data based
o <RTE 2 LEGS RTE DATA> O
holding procedure exists at the active
J route waypoint
ROOTE/LEGS
BA
SEP.8U 19.50.19
AIRWAYS
SELECT DESIRED WPT Page
- displayed automatically when a data

fr SELECT DESIRED WPT based identifier is called for and has
o 114.8 N40*38.0 U06**31.5 0 more than one geographic location
112!4 H44*Z7.4 E101M5.7 Q - display permits selecting a specific
o
multiple location waypoint
o iU!6 H50*45.2 W070*12,2 0
- line selection results in returning
o O to the page from which this page was
o accessed and the selected waypoint is
O inserted where the operator had pre
o
viously attempted to do so
J
RODTE/LEGS
BA
19.50.20
24 SEP.84
AIRWAIS
-ACT RTE 1 LEGS Page 1/XX

(T RCT RTE 1 LEGS
.312* - displayed after pushing DIR/INTC key
CYN 25B/ 6Dt)0
o Q (creates a new modified form of active
3 ? e' 2 7 N n
END 3 2 0/1 0500 o route. Any existing modification in
?49■ 6 B N n
OTT .bee/F 1230 progress will be erased.)
?49 ' 7 I H « - display enables flying direct to or
GVE .0ee/FL3se o intercepting a course to any waypoint
?B?* 1 1 e N n
O PSK .Bee/FL3&e o in the data base or to any entered

D I R C C 1 T 0 I H T c L r c
r1 1 I t I y0 r r 111 j Q geographically defined point and sub
sequent linking to an existing active
route.
MOD RTE 1 LEGS Page 1/XX
- displayed after pushing DIR/INTC key

HOD RTE 1 LEGS
J 4 »• followed by entry of a "DIRECT TO"
o * YZ (=) waypoint that is not an existing down
1 •I ■
o Tn D C3 path waypoint
C YH O - permits entry of a direct course to a
o
> > 0' } r •R waypoint by line selecting the desired
o END O direct to waypoint into the scratch
I 4 «
o OT T Q pad.
<E RASE O - pushing the EXEC key activates the MOD
(3
RTE and initiates the "direct to"
V J flight
-MOD RTE 1 LEGS Page 1/XX
displayed after pushing DIR/INTC key

/T H OD
I 4 »•
RTE 1 LEGS
C3
and then pushing the INCT LEG TO
line select key
OTT permits entry of a course intercept to
» 4 *•
GVE
(3 a waypoint. After course entry and
o
til* appropriate waypoint line selection,
(3
o PSK
EXECuting activates the MOD RTE and
(3
(3 initiates the "intercept leg to" flight
O
O
<E R AS E 278* CBS TO OTT (3
(3
DIRECT TO/IIITERCEPT LEG TO
BA
24 SEP.84 19.50.21
BRITISH 7M7 FLYING MANUAL
AIRWAYS
ACT RTE 1 LEGS 1/XX
- displayed after pushing HOLD key when

(T act RTE 1 LEGS no previously entered holding pattern
3 1
C YK (=) exists
? I - displayed after pushing NEXT HOLD line
o ENO o
1 A select key on ACT RTE 1 HOLD pages
Q OTT
2 4 HOLD AT - invites selecting any geo
O GVE o
2 S graphical point as a holding fix
O PSK o
'M 0 L• PROS - selecting creates a holding
Q an PPOS> (=)
pattern with the fix at present
position when the EXEC key is pushed
HOLD
BA
19.50.22 2n SEP.BU
AIRWAYS
KJFK ARRIVALS Page 1/2
displayed after line selecting from

J KJFK ARRIVALS 1/? 1 DEP/ARR INDEX page
1 T A A t Rvittunvs
HARRYZ 4L 0 display provides an alphabetical list

0
(3 for selecting standard terminal arriv
0 HNK 1 4R
als, and approach runways for the
0 IGN1 1 3L
0 destination airport
0 KEN2 0 - selection of Stars and Runways are
'31!-
0 verified by the word (SEL) next to the
0 PROUD 2
desired item as on DEPARTURES page
0 RTEI RETURN> 0
<1NDEX „
runways and approaches are mutually

exclusive, one or the other may be
selected
- after selecting desired runway or
arrival procedure the EXEC light will
illuminate. Pressing EXEC key the
(SEL) display will change to (ACT)
INDEX/ERASE - Same as for DEPARTURES page
RTE 1 RETURN - Same as for DEPARTURES
page
kjfk arrivals 1/7
IT A n S noHklAVS
SAY03 «SEL> 41
Q 0
T H A N S
ENE 4R 0
O
O 1 3I 0
O I 3R 0
(=) E RASE> 0
INDEX nIE I RETURN >
0
KJFK ARRIVALS 1/2

STARS (AvHWAVS
SAY03 <ACT> «ACT> SIR 0
0 T A A N S
0 ENE <ACT» 0
0 0
0 0
0 0
0 <INDEX RYE 1 RETURN :
0
DEPARTURES/ARRIVALS
BA
24 SEP.84 19.50.25
AIRWAYS
.PROGRESS Page 1/2
fr - displayed after pushing PROG key or,

PROGRESS I /2
NEXT key when on page
10 010 tin F U( L
RLY ?SNr 151<7 I eo .0 o - displays dynamic flight progress data
C3 N t(T and permits tuning of VOR receivers
H1N 37Hn J.5177_ 99.0 o
E) via the CDU
KJFK 3074Nn 22207 1B.4 o
(3 coo sP0 W I H D
2S0.^ 1 250/23 G)
t=) 10 1 /c f P R
I 4027/ B2n n 3.5 G)

0n I I N S I 3 I one
BCN R116. 3 1 BY R 1 1 4 .6 Q
C3 MOD 15057 6000
Waypolnt identification, ATA and altitude

of last waypolnt crossing
M - Manually tuned via VOR control panel

R - Remotely tuned via manual Input to
FMC CDU (CDU keyboard entry)
A - Auto tuned via FMC
P - Auto tuned via FMC as mandated by
HEADWIND Instrument procedure stored In data
TAILWIND base
(Resolved on
Heading)
..PROGRESS Page 2/2
PROGRESS 2/7 displayed after pushing NEXT

PHIBfRI I position
N51 29.6 W123* 56.0
PAGE key from page 1/2
Q
N c
n R u 1 R 1 R0 t K displays current dynamic flight data.
V 282* . 275* No selections are possible.
\ IIP IK (RROR
O
[R R 0 R
\ 1Nn
>4i C Cl f
f R 0 H I NO
R 0.1*
CROSSHINO
O
20P r 12k 1 o
ORiri nNCi(
R 2.0" o
VTK (RROR FOIL BURNOIf
« i 0f T 3.1 Q
PROGRESS
BA
19.50.26 24 SEP.84
AIRWAYS
TOT SPD - displays a computed value for

performance modes other than Selectable
RC7 25BKT CLB I /
!
Speed Climb
1 c1 Bit R T - entry of a speed and/or mach and
1 BBE0 LOGflrJ (3 subsequent execution changes mode to
.1 c 1 sP D 10 Ie e e e
25Br. 1 B204 .Si'/'iSnr (3 Selectable Speed Climb at entered
t p p [RFOP R1 LOCRN value. Speed/mach may be entered;
).323 200L 0 1L0NC 3
e.g. 280/.80
<ECON MRX RNGLE> 3
3 EPR - displays computed EPR target value
3
ECON - selection displays ECON CLB page
JJ MAX ANGLE - selection displays MAX ANGLE

CLB page.
ACT 250 KT CLB Page 1/2
- displayed after pushing CLB key with

active route segment or, NEXT or PREV
PAGE keys, or entering a speed on any
of the climb pages
- display permits evaluating and sel
ecting current or planned Selectable
Speed Climb mode. Current climb
schedules are changeable but can not
exceed Vmo/Mmo
TGT ALT - entry format is 3, 4, or 5

character alpha-numeric (FLNNN or
NNNNN)
- default results in two pages:
page 1/2 - 250 Kts to 10,000 ft.,
page 2/2 - ECON to CRZ ALT
CLIMB
BA
24 SEP.84 19.50.29
BRITISH im FLYING MANUAL
AIRWAYS
_ÊCON CLB Page 2/2

\
PAGE key or, ECON line select key on
ECON CLB 2/2
any other climb pages
CRZ ALT
FL350 - display permits evaluating and select
TGI SPD TO FL358 ing current or planned ECON climbs
320/.80 2004.5Z/99NM
EPR
1 .323 CAPTURE - displayed only on non-active
CLB pages
MAX ANGLE> - selection illuminates EXEC key. On
CAPTURE pushing key activates the displayed
CLB page.
V J ERASE - displayed on MOD page only,
selecting ERASE will delete the
modification.
,ACT ECON CLB 1/1

\
- displayed as aircraft climbs above
10,000 ft.
ACT FCON CLB 1/1
CRZ ALT
FL350
T6T SPD TO FL358
320/.80 2004.5z/99NM
EPR
1.323
""max"angle>
V )
.ACT MAX ANGLE CLB 1/2
- displayed when MAX ANGLE selected and

EXEC key pressed.
ACT MAX ANGLE CLB 1/2
tgt ALT AT
6000 LOG AN
CMD SPD TO 6000
224KT 2004.3z/ 7NM
EPR ERROR AT LOGAN
1 .32 200LD 1L0NG
<ECON
CLIMB
BA
19.50.30 24 SEP.84
AIRWAYS
TGT SPD - displays cruise speed at the

selected altitude
- changed by line selection from the
>
scratch pad to a Selectable Speed
CRZ CLB 1/1 Climb
CRZ ALT
PT
1 1 1Mi
1 1 l1
TCI SPD
.78
IPD ACTUAL WIND

129*/U
<ECON
<ERASE
>
CRZ CLB Page 1/1
- displayed after pushing CLB key when in

a cruise or in descent mode or, enter
ing a higher CRZ ALT on a cruise page
while in Cruise mode
- display permits initiating a Cruise
Climb to a selected altitude
CRZ ALT - entry format same as TGT ALT

- value is forwarded from the CRZ pages
or may be entered through keyboard
- line selection of ERASE prior to
executing cancels altitude entries
- entries greater than current altitude
change CRZ ALT, forwards new altitude
to all pages displaying the current CRZ
ALT, and illuminates EXEC key. Pushing
the EXEC key commands FMC to provide
guidance to climb at next cruise speed
from present position to the CRZ ALT.
- after entry of new cruise altitude
and prior to EXEC key being pressed,
predictions of saving or penalty
associated with new altitude will be
displayed.
CLIMB
BA
24 SEP.84 19.50.31
BRITISH 7t7 FLYING MANUAL
AIRWAYS
CRUISE
General
The CRZ key Is used to select cruise

performance modes. Three cruise modes
are available; Economy (ECON), Selec
table Speed, Long Range Cruise (LRC).
These guidance modes may be part of a
pre-planned flight plan or may be selec
ted independent of any flight plan.
ECON CRZ is the default cruise mode.
BA
19.50.32 2U SEP.81
AIRWAYS
TGT SPD - displays computed value

/f RCT ECON CRZ
CRT fi ll OPT Sirp 10
- can be changed by line selection from
scratch pad. This action changes the
FL35t5 FL355 FL390
Q TC1 SPD ^ SItP POINT
o FMC performance mode to a Selectable
(=) .768 2004.5i/I00Nn o Airspeed (XXX KT CRZ) or a Selectable
CPN lURb RC1URL NINO
].250 87.32 129*/ 14 Mach (M.XX CRZ) cruise
(3 o
snviHCs ruCL ni kail - entries greater than Vmo/Mmo are
(=) 1 .32 N/sitP 12.3 (3 rejected
(3 LRC> 0
EPR - displays computed value required
O O
to hold CMD SPD
J TURB - displays a reference turbulence

penetration N1
ACT ECON CRZ Page 1/1
ACTUAL/EST WIND - displays current wind
- displayed after pushing CRZ key when direction and magnitude and is used
ECON mode is active or another mode is for computation. Pitot entered wind
not active or, ECON line select from estimate supersedes use of current
other cruise performance pages wind at step altitude for computation
- displayed after OLE page displayed and and is identified by the words EST
mode changes from CLB to CRZ and if WIND. "DELETE" function causes EST
ECON is the selected mode WIND data to be replaced by ACTUAL
- display permits evaluating and select WIND.
ing current or planned ECON cruise
mode. Current cruise schedule can be SAVINGS or PENALTY - displays the pre
changed by pilot dicted savings or penalty associated
with flying the displayed speed/
CRZ ALT - entry format is 3, 4 or 5 char altitude profile including climb or
acter alpha-numeric (FL NNN or NNNNN) descent to the entered step altitude
- value is forwarded from CLIMB, CRZ CLB, at the step point displayed as com
CRZ DES pages or may be entered through pared to flying the active speed
keyboard action if not in cruise schedule using current flight level
- changes to displayed cruise altitude to T/0.
switch page format to CRZ CLB or CRZ
DES as applicable. FUEL AT DEST - displays fuel at destina
tion assuming flight as per displayed
STEP TO - displays next quadrantal speed/altitude including climb or
altitude based on the displayed descent to entered step altitude at
altitude. Pitot entered step to the step point displayed.
altitudes supersedes the default
valve until a new cruise altitude LRC - selection displays LRC CRZ page.
is entered.
STEP POINT - with step to altitude dis

played, computed ETA and distance to
go to optimum step climb point is dis
played if present position is greater
than 100 NM from T/D. After optimum
point is passed NOW is displayed.
T^D POINT - displays computed ETA and

distance to go to T/0 when within
100 NM.
CRUISE
BA
24 SEP.84 19.50.33
AIRWAYS
ACT LRC CRZ Page 1/1
- displayed after pushing CRZ key when

LRC CRZ mode is active or, LRC line
ACT LRC CRZ 1 /I
STEP TO select from other cruise performance
CRZ ALT DPT
FL350 FL365 FL390 pages
STEP POINT
T6T SPO
200A.5z/100NM
- displayed after CLB page displayed and
.780
EPR TURB ACTUAL WIND mode changes from CLB to CRZ and if
1,260 87.3% 129*/ 14 LRC CRZ is the selected mode
SAVINGS FUEL AT KATL
1.3% W/STEP 12.3 - display permits evaluating and select
ing current or planned Long Range
<ECON Cruise modes. Current cruise schedule
can be changed by pilot
- information displayed same as for the
other cruise pages
ECON - selection displays ECON CRZ page.
NOTE:
LRC is the same as STANDARD
CRUISE in CRUISE CONTROL MANUAL
CRUISE
BA
19.50.34 24 SEP.84
AIRWAYS
,ACT M.81 CRZ Page 1/1
\
displayed after pushing CRZ key when
the Selectable Speed Cruise mode is
H.81 0 CRZ 1/1
active or, entering a speed from other
CRZ ALT DPI STEP TO cruise performance pages
FL350 FL365 FL390 displayed after CLB page is displayed
TGI SPD STEP POINT
200A.5z/100NM
and mode changes from CLB to CRZ and
.810
■ EPR TURB ACTUAL WIND if Selectable Speed is the selected
1.260 87.3% 129*/ 1A mode
SAVINGS FUEL AT KATL
1.3X W/STEP 12.3 display permits evaluating and select
ing current or planned Selectable
<ECON
Speed Cruise page
current cruise schedule can be changed
>
by pilot
information displayed same as for the
other cruise pages
ECON, LRC - selection displays either

ECON CRZ on LRC CRZ page.
A1
lo
tO£
1
CRUISE
BA
24 SEP.84 19.50.35
AIRWAYS
DESCENT
General
The DES key is used to select descent

performance modes. Three performance
modes are available: economy (ECON) and
selectable speed and cruise descent
(CRZ DES). These descent modes may be
part of a pre-planned route or may be
selected independently of any route.
CRZ DES provides the means of initiat
ing step descents during cruise.
A difference between the descent modes

and the climb modes is that most
descents are waypoint constraint
descents.
DES modes can only be defined with

respect to altitudes only.
The default descent consists of two

segments, ECON to 10,000 ft. followed
by a 250 knot descent to 1500 ft.
above destination airport elevation
with a 210 knot target speed.
BA
19.50.36 24 SEP.84
BRITISH FLYING MANUAL
AIRWAYS
TGT SPD - displays a computed value for

performance modes other than Select
f fiCT
I C T
1 0000
ECON DE5
fi ll
o
able Speed Descent
- entry of a speed and/or mach and
subsequent execution changes mode to
TCT SPD TO leeee
.780 2005.2z/ eiNfi e) Selectable Speed Descent at entered
EPR NEXT SPO value. Mach/Speed may be entered;
IDLE 250 Q
4eeeFi nr nncEt e.g. .80/280.
1500HI 20FnsT 4eonc G)
Q EPR - displays EPR to achieve desired
rate of descent (normally IDLE).
<FORECRST C=)
ORRG REQUIRED
J AT - displays waypoint at which the dis

played altitude constraint occurs.
Blank if no waypoint constraint for
that descent segment.
TO TGT or TO T/D - displays predicted

ETA and distance to go to TGT ALT or
target waypoint. When descent is
active and in level flight at an
intermediate altitude, the ETA and
distance to the next T/D point for
the computed descent profile is dis
played.
NEXT SPD - displays the computed speed

desired at the target altitude.
Subsequent pilot entered changes
result in a speed restriction dis
ACT ECON DES Page 1/2 played altitude.
- displayed after pushing DES key with TARGET ERROR - the label line displays
active route segment or, NEXT or PREV the first down-path waypoint contain
PAGE keys, or ECON line select key on ing an altitude constraint. The data
any other descent pages line displays an error relative to the
- display permits evaluating and sel first down-path waypoint constraint if
ecting current or planned ECON a deviation from the nominal descent
DESCENT mode. path will cause the down-path con
straint to be violated, otherwise it
TGT ALT - entry format is 3, 4, or 5 is blank. A scratchpad message is
character alpha-numeric (FLNNN or displayed indicating DRAG REQUIRED to
NNNNN) regain the path.
- default results in two pages:
page 1/2 - ECON from CRZ ALT to FORECAST - displays DESCENT FORECAST
10,000 ft. page.
page 2/2 - 250 kts from 10,000 ft
to 1,500 ft (AGL) with next speed
of 210 kts.
DESCENT
BA
24 SEP.84 19.50.37
AIR¥AIS
.250 KT DES Page 2/2

PAGE key
r t C T
250KT DES
« L T
2
n 1
- display permits evaluation, or revis
ing the current or planned Selectable
nRCE Y E) Speed Descent mode.
1 C T Sf0 10 4eee
250k 1 2011 .4r/ 8lKti E)
t P R M C X T sP D ECON - selection displays ECON DES page.
ED IDLE 210 E
E) E FORECAST - selection displays DESCENT

FORECAST page.
E) <ECDN E
<F0RECR5T CAPTURE: E CAPTURE - displayed only on non-active
E)
J DES pages.
- selection illuminates EXEC key. On
pushing key activates the displayed
DES page.
ERASE - displayed on MOD page only,

modification.
-ACT 250 KT DES Page 1/1

ACT 250KT DES 1/1
1 G T « L 1 fi 1 - displayed as aircraft descent below
E 4000 MRCEY E
10 4000
10,000 ft.
10 1 sP0
E 250k 1 201 1 4i / 81N n E
f P R N E X 1 sP0
E IDLE 210 E
E E
E <ECDN E
E <F0RECfl5T E
DESCENT
RA
19.50.38 24 SEP.84
AIRWAYS
TGT SPD - displays cruise speed at

original CRZ ALT.
- changed by line selection from the
scratchpad, this readjusts the
ACT CRZ D ES throttles to give 1,000 fpm descent
CHI ALT
o at the new speed.
FL320 G)
TOT S P0
.810 G) EPR - displays EPR to achieve desired
EP R
1 .320 G) rate of descent.
4e eeF T AT f1 A C £ r
CH) G)
TARGET ERROR - displays as per ECON DES.
O <ECON G)
O <FORECfiST G) TO T/D or TO FLXXX - displays ETA and
distance to go to T/D point when CRZ
J DES is active and when the descent
will intersect the pre-planned descent
path prior to reaching the cruise
altitude or displays ETA and distance
to go to selected FL.
ACT CRZ DES Page 1/1
ECON - selection changes display to
- displayed after pushing DES key when ECON CRZ DES.
in CRZ DES mode, or entering on
altitude less than the CRZ ALT on a FORECAST - displays Descent Forecast
cruise page. page.
- display permits means of initiating
an immediate en«-route descent at
current speed.
CRZ ALT - entry format same as TOT ALT

but only valid if lower than current
CRZ ALT forwards new altitude to all
pages displaying the current CRZ ALT,
and illuminates EXEC key. Pressing
EXEC key causes the system to provide
guidance along a 1,000 fpm descent
path at cruise speed consistent with
the selected cruise mode at the
current altitude from present posi
tion to the new CRZ ALT. After
obtaining a 1,000 fpm rate of descent
the Throttle Dormant discrete is set
enabling the pilot to re-adjust
thrust setting for different rates
of descent.
ERASE - displayed on MOD page only,

modification.
DESCENT
BA
24 SEP.84 19.50.39
AIRWAYS
displayed after FORECAST line

selection on ECON DES, SELECT
ABLE SPEED DES or CRZ DES pages.
DESCENT FORECRSTS i/i
E) TRANS
FL180
L V L
G
enables the crew to enter fore
G cast values of some specific
MIND 0 1 K /s r 0
ED ---•/---KT G parameters to more accurately
define the computed descent
/---kT
GD G profile.
---•/---HI
G) G
---'/---KT
G G
TRANS L\TL - defaults to FL180, the

DESCENT FORECRSTS i/i
G TRANS L V L value may be overwritten by pilot
FL180 G
entry in the format FLXXX or XXX.
G G
NINO 0 I R /SP D
G FL290 090*/105kt G WIND - provides for entry of forecast
FL210 078*/ 69kt winds at specific altitudes.
G G
5000 130*/ 29kt
G G
---•/---KT
G G
DESCENT
BA
19.50.40 24 SEP.84
AIRWAYS
CROSS LOAD - selection display the NAV

DATA CROSSLOAD Page 1/1 while the air
craft is on the ground, in the air
MAINTENANCE 1/1
selection has no effect.
DRAG FACTOR
+1.1
FUEL FACTOR
TEST - selection with aircraft on the
-3.5 ground will cause the DAU to perform
the SYSTEM OUTPUTS TEST, which will
<ANALOG IN CROSS LOAD> cycle 3 times, in the air selection
<DISCR IN TEST>
<INDEX TST COHPLETE> has no effect.
TST COMPLETE - selection with the SYSTEM

OUTPUTS TEST in progress will cause
the test to terminate.
MAINTENANCE Page 1/1
- displayed after selecting MAINTENANCE

on the INIT/REF INDEX page or select
ing INDEX from any of the analog input
or discrete input pages
- display permits a means for changing
the Drag Factor, and Fuel Factor, also
allows access to ANALOG and DISCRETE
input pages, INIT/REF INDEX page,
CROSS LOAD page and initiation/
termination of the system outputs
test.
DRAG FACTOR - allows the drag factor to

be changed when the aircraft is on the
ground only, and is not cleared on
power-up.
FUEL FACTOR - allows the Fuel Flow

Factor to be changed when the air
craft is on the ground only, and is
not cleared on power-up.
ANALOG IN - selection allows examination

of the various analog inputs inter
facing with the FMS.
DISCR IN - selection allows examination

of the various discrete inputs inter
facing with the FMS.
INDEX - selection displays INIT/REF

INDEX page.
MAINTENANCE
BA
19.50.41
Zn SEP.84
AIRWAYS
ANALOG INPUTS Page 1/3
r RNflLOG INPUTS I /s
- displayed on selecting ANALOG IN on
MAINTENANCE index page.
Q (3 - pages 1, 2 and 3 are all accessible
PRE 8 R L 1 3 3808
(ED
8RR0
ALT
ALT
RATE
•16 0 0
•2 8 0 0
(3 by selecting NEXT and PREV page keys.
alt BEL 3 7 000 - pages provide a display of active
Q P A CH .032 C3
CAS 3 20 analog input data.
(3 T A8 468 (3
TAT -1B.C
(3 O INDEX - selection displays the

<1NDEX MAINTENANCE index page.
Q O
r RNflLOG INPUTS 2/3

Q (3
K 0I L - 3 e .9
(3 r IT c M -1 e .6 (3
rL p fi 28
O MAC H 00 1 78 (3
r mo 112.3
O V0K B R0 1 73
Q
L D C 0E V • 1 .e
o OnE D ]8T i 56 .3 18 1 .2 Q
<INDEX Q
CED
/T
RNflLOG INPUTS
Q Q
Em 1.X3
Q 1.353 Q
1.363
1.363
O O
1350
O 1350
Q
1350
1350
O
<INDEX
o Q
V J
MAINTENANCE
BA
19.50.42 24 SEP.84
AIRVATS
^DISCRETE INPUTS Page 1/3
- displayed on selecting DISCR IN on

r MAINTENANCE index page
- pages 1, 2 and 3 are all accessible
DISCRETE INPUTS i/s
Q CE) by selecting NEXT and PREV page key
OFF ON
Pf C N0 - pages provide a display of active
O F D e N0 ON 0N Q
C
o/^ discrete input data
D F F
C3 ^ E N RIM
0F f
Q
INR V &E L
Q
V N R V BEL 0N
OF F Q INDEX - selection displays the
V N R V C
I VI CMC OF f MAINTENANCE index page
Ruio/nRH R U10 CE)
H ft N ft 6 C 1 0F F
<1NDEX (E)
CED
(E)
/T DISCRETE INPUTS s/s
CE)
OFF OFF OF F OFF
N R C L R I
FUEL HI 0N ON 0N ON (E)
nr/to OFF 0N OFF 0N
0F F OF f
CE) Rc r R c ft 0N
OFF
CE)
HIND R1 0N
T I r T R N ft E nr T T
(E) , 0 C R ft BEL 00 M N CE)
R 1 ft / 0 N D ft OND
(E) RIM 0I BC OF F CE)

R F 1 -I 1 n 0N
<1NDEX (E)
CE)
V J
r DISCRETE INPUTS s/s

CE)
CE) OFF OFF
INS 0 R1
CE) RR TRIP ON 0N (E)
N 0 ft OK
R R V RL
Oft
R T 1 V R L CE)
CE) IRS VRL
N 0 ft
ROC VRL Oft
CE) n H0D VRL

N D ft CE)
VDR/LOC < N D ft
CE) one VRL N 0 ft Oft CE)

S0 1 F ft C L
CE)
:1N0EX CE)
V J
MAIBTEHANCE
BA
24 SEP.84 19.50.43
AIRWAYS
NAV DATA CROSSLOAD Page 1/1
- displayed on selecting CROSS LOAD on

NRV DflTfl CR0S5L0RD I/I MAINTENANCE index page
o Q - automatically displayed in the dual
NAV DATA BASE No.. system on the CDU whose FMC was
o Q
powered up last if different NAV
C3 <TRRNSriIT RECE1VE> (3 data bases are present in the two
(3 Q FMC 3
- provides for the initiation and status
C3 O
display of a transfer of the Nav Data
C3 <INDEX Q base from one FMC to the other
J TRANSMIT/RECEIVE - used during main

tenance action during cross-load
INDEX - selection displays the MAIN

TENANCE index page
MAINTEWANCE
BA
19.50.44 24 SEP.84
AIRWAYS NORMAL OPERATIONS
Clear Switch PRESS NB. It is policy to update ONLY when

The WYPT CHG and INSERT switches operating with two serviceable INS
will extinguish. The DIST/TIME sets on navigation leg and a cross
displays will revert to indicat track error in excess of 20 nautical
ing the distance and time from miles, all updates must be voyage
the aircraft to the waypoint in reported, and any update MUST be
the TO display. removed before obtaining INS terminal
error.
TO UPDATE PRESENT POSITION

TO CONFIRM PRESENCE OF IN FLIGHT UPDATE
Hold Switch PRESS
Press HOLD switch when over (1) Press HOLD
known checkpoint. HOLD switch
will illuminate. (2) Select POS and then WAY PT.
Data Selector POS
Check latitude and longitude If position indicated does not
are frozen in data indicators. change, in flight update has been
Position UPDATE removed, or not performed since INS
Load and insert latitude and last aligned. If indications differ,
longitude of known checkpoint an inflight update is still current.
using the same procedure as
when inserting present posi
tion during preflight. HOLD TO DISPLAY INERTIAL PRESENT POSITION
switch will extinguish. Data AFTER UPDATING
indicators will drive and
display current updated Inertial present position is the position
position. that would have been displayed if the INS
had not been updated.
NOTE: If the position update
appears unreasonable to Hold Switch PRESS
the INS, the red WARN light HOLD switch will illuminate.
will illuminate and the HOLD Data Selector WAYPOINT
switch will remain illum Inertial present position will be
inated when the INSERT switch displayed in data indicators and
is pressed. The inserted will show the position at the time
latitude and longitude will HOLD switch was depressed.
remain displayed. Recheck
data. If incorrect, load
and insert correct position. TO REMOVE UPDATED PRESENT POSITION
If correct, reset WARN light
by: Data Selector DSRTK/STS
Hold Switch PRESS
HOLD switch will illuminate. There
Hold Switch PRESS is no need to press HOLD switch on
HOLD switch will extinguish. INS sets with 007 programme.
Data Selector DSRTK/STS Numbered Switch (keyboard) PRESS
Test Switch PRESS AND RELEASE INSERT switch will illuminate.
Press and release repeatedly Press number 1 and check number 1
until WARN light extinguishes. appears in last digit of right-hand
data indicator.
Insert Switch PRESS
Cent,
BA
24 SEP.84 19-10-03
HOLD switch and INSERT switch LIGHTS In the No. 1 position channel A, C
will extinguish. The last digit of and B computers are referenced to the
right-hand data indicator will show Captain's radio; the No. 2 position
the number 1. To re-insert desired uses the First Officer's radio
status, press number 5 (number 4 on similarly.
007 programme) and INSERT. Course Selector ROTATE TO SET
DESIRED COURSE
NOTE: Inertial present position may be Course Indicator (on
displayed with the data selector pilots' lightshield) ....DISPLAYS
in either POS or WYPT, with HOLD DESIRED COURSE
switch illuminated.
Rotation of the No. 1 course selector
TRIPLE MIX WITH A COMBINATION OF moves the course pointer on the
333 FMS-22 AND OTHER INS PROGRAMMES Captain's HSl; the No. 2 course
selector has the same action on
If due to unserviceability an INS unit the First Officer's HSl
other than the 333 FMS-22 programme is
fitted to the No.1 or No.2 position on NOTE: Some VOR transmitters, due to
FMS equiped aircraft, it will render the power variations, can produce
appropriate FMC inoperative. Triple mix false overhead signals with all
can only be accomplished when the INS is normal indications, followed by
installed in the No.3 position and the a reciprocal.
programme has the triple mix feature.
A VOR frequency if selected 0.05
TO SET VHF NAVIGATION RADIOS MHz in error can produce a flag
with-drawal and apparently normal
(Captain's and First Officer's controls identification, but with gross
are identical). bearing errors. Possible clues
to an inadvertent adjacent channel
RADIO/INS Switch RADIO selection are; no ME ident or
VHF Navigation Frequency indication if a VOR/DME; distor
Selector SET TO tion of the VOR ident: oscillation
DESIRED FREQUENCY of the TO/FROM pointer; and some
Frequency Indicator DISPLAYS instability of the deviation
DESIRED FREQUENCY indicator. Therefore, VOR
Audio Selector Panel ADJUST frequency selections and identi
Course Transfer Switch MULTl fications should be made with care
In the MULTl position. Autopilot/ and the indications cross-checked
Flight Director computer A is with the INS and/or by comparison
referenced to No. 1 VHF NAV radio. with the ETA over the facility.
Computer B is referenced to No. 2
VHF NAV radio. Computer C is
referenced to No. 3 VHF radio when
No. 3 ILS frequency is tuned.
Otherwise computer C is referenced
to No. 1 VHF radio.
BA
19-10-04 24 SEP.84
FLIGHT MANAGEMENT SYSTEM
IMPORTANT
The FMS allows entry of data through either CDU into both Flight Management
Computers. Consequently the non flying pilot's CDU can be used to insert data
that will directly affect the flying pilot's Flight Director/Autopilot. Hence -
IN FLIGHT, IT IS VITALLY IMPORTANT TO POSITIVELY CHECK DATA ENTRY AND EXECUTION.
Particular care should be exercised when "EXECUTING" data that immediately or

potentially affects the aircraft's flight path (e.g. speed, height, direction).
NAVIGATION Route Modification
Legs/Route Page - SELECT

LATERAL NAVIGATION USING CDU Line select waypoints in desired
sequence. Observe modified route
Proceeding Direct to Waypoint correctly displayed.
Direct/Intercept Key - PUSH Execute Key - PUSH

Observe DIRECT TO prompt Observe modified route change to
displayed. active route.
Direct To Waypoint - SELECT
Enter waypoint, desired to Linking Route Discontinuity
proceed direct to, on DIRECT TO
line. Observe modified route Correct discontinuity by Proceeding
correctly displayed. Direct to Waypoint, Intercepting A Leg
To Waypoint or Route Modification.
Execute Key - PUSH
Observe modified route Entering A Crossing Radial (Bearing)
change to active route. From A Fix As A Route Waypoint
Intercepting A Leg To Waypoint Fix Page - SELECT

Enter desired fix identifier on
Direct/Intercept Key - PUSH FIX line. Enter desired radial
Observe INTO LEG TO prompt from fix on RAD (RADIAL) line or
displayed. on ABM (abeam) line if desired
Leg's Waypoint - ENTER radial from fix is perpendicular
Enter waypoint, associated with to course.
leg, on INTO LEG TO line. RADIAL or ABEAM Line Select
Observe waypoint display on upper Key (Desired radial) - PUSH
left line and CRS TO prompt Observe fix/radial
displayed. (bearing)/distance displayed on
Leg's Inbound Course - ENTER scratch pad line.
Enter desired inbound course on Legs Page - SELECT
INTC CRS line. Observe modified Line select fix/radial
route correctly displayed. (bearing)/distance, displayed on
Execute Key - PUSH scratch pad line, to desired
Observe modified route waypoint sequence. Observe
change to active route. modified route correctly displayed.
Execute Key - PUSH
Observe modified route change to
active route.
BA
24 SEP.84 19.10.05
NAVIGATION
NORMAL OPERATIONS
AIRWAYS
Route 2 - EXECUTE
Holding
Observe route change to active
route.
Hold Key - PUSH
Observe HOLD AT and PPOS (present
Changing Destination
position) or NEXT HOLD prompt
displayed.
Route Page - SELECT
NEXT HOLD Line Select
Enter new destination on DEST line
Key (If displayed) - PUSH
Observe HOLD AT and PPOS (present and modify route as necessary using
the route or legs page.
position) prompt displayed.
Execute Key - PUSH
Holding Waypoint (Fix) - ENTER
Push PPOS then HOLD AT line
Select Arrival Procedure
select keys if desired to hold at
present position, or enter
waypoint (fix), desired to hold Dep/Arr Key - PUSH
DEP/ARR INDEX displayed.
at, on HOLD AT line. If holding
details displayed are incorrect ARR line Select key - PUSH
or inadequate, enter correct Push appropriate key.
information on appropriate line. XXXX ARRIVALS page displayed.
Execute Key - PUSH Push NEXT PAGE if necessary.
Observe active route correctly Appropriate Runway - PUSH
displayed. Observe (SEL)
Execute Key - PUSH
Exiting Holding Pattern Observe (ACT)
ROUTE Key - PUSH
Hold Key - PUSH Remove any route discontinuity.
Observe EXIT HOLD prompt
displayed.
EXIT HOLD Line Select Key - PUSH
Observe EXIT HOLD prompt change
to EXIT ARMED.
Execute Key - PUSH
Observe resumption of active
route.
Contingency Routing
Route Page - SELECT

Observe RTE 2 prompt displayed on
RTE 1 page.
RTE 2 Page - SELECT
Enter desired route information.
Observe route correctly displayed.
Route 2 (When desired) - ACTIVATE
Inflight, observe DIRECT TO and
INTO LEG TO prompts displayed.
Use these prompts, as appropriate,
to link present position with the
new route.
BA
19.10.06 24 SEP.84
BRITISH 747 FLHNG MANUAL NAVIGATION
AIR¥AIS NORMAL OPERATIONS
1. Radio Update (AUTO). NOTE:
AUTO/MNL Switches - AUTO The FMC position is normally updated

Select AUTO/MNL Switch on VHF by DME/DME. If one DME is
NAV Controllers to AUTO at Top of unsatisfactory VOR/DME updating will
Climb if in an area of suitable take place.
VOR/DME coverage.
Progress Page - SELECT Although current procedures require
Observe DME INS(3) DME, which AUTO/MNL switches to be selected to
indicates FMS.position being MNL at Top of Descent, at lower levels
updated by two DMEs. navigational accuracy may be improved
by selecting one VHF NAV controller to
NOTE; Radio updating commences 30 AUTO. (See Radio Update case 2).
mins after take-off. To enable
radio update to take place
select at least one of the
AUTO/MNL switches to AUTO.
2. Radio Update (AUTO-MNL)
AUTO/MNL Switches - AUTO-MNL

Select AUTO/MNL Sviltch on one VHF
NAV Controller to AUTO. Select
the other VHF NAV Controller
switch to MNL and tune to along
track VOR/DME
Progress Page - SELECT
Observe DME INS(3) DME, which
indicates FMC position being up
dated by two DMEs.
3. Flush Update
If a radio update is considered to

be unsatisfactory it may be "purged"
using the following procedure.
- Select POSITION page 2
- Push DELETE key
- line select DELETE to 5R and
observe caption PURGING appear.
Radio updating will then gradually
cancel during a 5 minute period.
After this period radio updating
will recommence. If updating is
not required ensure both AUTO/MNL
switches are at MNL.
BA
24 SEP.84 19.10.07
VERTICAL NAVIGATION USING CDU

If descent required before computed
Temporary Altitude Restriotion During T/D point use step Descent (CRZ DES)
Climb/Descent procedure.
Altitude Selector - SET If descent required after computed T/D

Set level off altitude in MS? point select:
altitude window. Observe
ALT Green on FMA when selected Altitude Switch - ALT HOLD.
altitude reached. To resume Use VNAV disengaged procedure. When
climb/descent reset altitude re-established on computed descent
selector to new level off path re-engage VNAV.
altitude and select LVL CHG.
Descent with VNAV Disengaged
Climb From Cruise (CRZ CLB)
If VNAV not being used:-
Altitude Selector - SET
Set level off altitude in MS? Altitude Switch - ALT HOLD
altitude window. VNAV drops to OFF FMS A/T is
Cruise/Climb Page (As disengaged.
desired) - SELECT Altitude Selector - SET
Enter selected altitude on CRZ Set level off altitude in MSP
ALT line. altitude window.
Execute Key - PUSH Cruise Page - SELECT
Observe appropriate climb Enter selected altitude on CRZ ALT
schedule. line (CRZ DES)
LVL CHG - PUSH Execute Key - PUSH
Observe initiation of climb. Speed Mode Switch - SELECT
Select V/S to initiate descent
Step Descent (CRZ DES) Altitude switch drops to SEL
Observe ALT green on FMA when selected
Altitude Selector - SET altitude reached.
Set level off altitude in MSP Check TGT speed on CRZ page
altitude window. Speed Mode Switch - VNAV.
Cruise Page - SELECT
Enter selected altitude on FMA Indications with FMS A/T Engaged
CRZ ALT line (CRZ DES).
Execute Key - PUSH Climb - EPR
Observe appropriate descent CRZ - SPEED
schedule. CRZ DES - DESC and EPR changing to
LVL CHG - PUSH DESC and DORM if lOOOft/min
Observe initiation of descent. R.O.D.
N.B. Thrust levers retard until a DES to DEST - DESC and EPR changing to
rate of descent of lOOOft/min is DESC and SPEED if power
achieved and then go dormant. required to maintain
profile.
Descent to Destination
Altitude Selector - Set

Set level off altitude in MSP
altitude window.
Cruise Page - OBSERVE
At computed T/D point, page
changes from CRZ to DES,
thrust levers close to IDLE,
A/C pitches down to maintain
computed descent path and
speed.
BA
19.10.08 24 SEP.84
PERFORMANCE AND PROGRESS FUNCTIONS OF Estimated Wind Entries For Cruise

CDU Waypoints
Flight Progress Data Check Legs Page - SELECT

Observe DATA prompt displayed.
Progress Page - SELECT Data Page - SELECT
Check distance to go, estimated Enter estimated wind
time of arrival, and fuel direction/speed on WIND line of
remaining for next two waypoints appropriate waypoint.
and final destination, as desired.
Check additional flight progress Step Climb Evaluation
information, as desired.
Cruise Page - SELECT
Determining ETA And Fuel Remaining Enter desired step climb altitude
For New Destination on STEP TO line. If known, enter
estimated average wind
Progress Page - SELECT direction/speed, for desired step
Enter new destination over climb altitude, on ACTUAL or EST
original destination and check WIND Line.
estimated time of arrival and Step Climb Savings - DETERMINE
fuel remaining. Observe fuel SAVINGS and FUEL
AT destination lines to determine
NOTE; Changing pages or using the if a higher cruise altitude is
delete function will cause advantageous.
the original destination to
return. If step climb fuel savings is
significant, use appropriate
Determining Distance to Cross Radial climb procedure to initiate climb
(Bearing) From a Fix to higher altitude when NOW is
displayed on STEP POINT line.
Fix Page - SELECT
Enter desired fix identifier on Entering Descent Forecast
FIX line. Enter desired radial
from fix on DNTKFX (down track Descent Page - SELECT
fix) line or on ABM (abeam) line Observe FORECAST prompt displayed.
if desired radial from fix is FORECAST Page - SELECT
perpendicular to course. Enter desired transition level
Time and Distance To Go - CHECK altitude, wind altitude and
Check ETA and DTG line as wind direction/speed on
desired. appropriate line.
BA
24 SEP.84 19.10.09
OPERATION OF FMS IN THE SCHEDULED

NAVIGATION AREAS
INS Servloeabillty
Refer to the Navigation Manual (or

Route Manual or Temporary Route
Manual, whichever is applicable).
ATC Clearance
Following receipt of ATC clearance

Ref Waypoint Data Page - SELECT
Check Latitude and Longitude
of appropriate waypoints against
clearance.
Approaching Waypoint
ACT ROUTE LEGS - SELECT

Line select next waypoint into
the scratchpad and check
Latitude, Longitude and
distance.
CLEAR the Scratchpad.
Start of Each Leg
Progress Page 1/3 - SELECT

Note Waypoint Identity, ATA,
and Altitude of last waypoint
crossing.
Next Page - SELECT

On Progress page 2/3 check
PRESENT POSITION corresponds to
waypoint crossing. When steady
on new course, check TRU TK
against Flight Plan.
BA
19.10.10 24 SEP.84
BRITISH m FLYING MANUAL NAVIGATION
FMCS (CONT)
ERROR CORRECTION
Mode Key
- Pushing wrong mode key. Push correct mode key.
- Pushing NEXT PAGE or PREV PAGE key. Use opposite key to display desired
page.
VNAV (performance)
- Line selecting, wrong performance Select desired mode, then push EXEC
mode. key. Entering wrong performance data,
- such as an altitude above present
altitude on a descent page, displays
a message with appropriate corrective
action.
- Entering incorrect data, but not Push ERASE line select key.
executed. Enter desired data and execute.
LNAV (performance)
- Flying into discontinuity. If LNAV desired, use DIR/INTC mode

key to enter clearance.
- Entering incorrect procedure or Push ERASE line select key. Enter

waypoint sequence, but not executed. desired route and execute.
After executing. Reenter route. Then, execute.
BA
24 SEP.84 19.10.13
BRITISH 747 FLYING MANUAL NAVIGATIOH
CDU ADVISORY OR ALERTING MESSAGES are inserted below Alerting messages

and data in the stack. As uncleared
General Advisory messages are pushed down in
the stack, they are added sequentially
Advisory or alerting messages are below any existing Alerting messages
generated by FMC software when a and data to form the bottom of the
condition exists which degrades the stack. Any alpha-numeric data
operation of the system. displayed in the scratch pad line
when an alerting message occurs is
Alerting messages appear in the pushed down below uncleared alerting
scratch pad regardless of the prior messages in the stack. As the CLR key
contents of the line. is pressed, the stack is displayed
sequentially from the top to the bottom.
Messages are cleared from the scratch
pad line by the reset logic defined Advisory and Alerting messages both
below. illuminate the CDU message (MSG)
annunciator light.
Uncleared messages and uncleared
alpha-numeric data are stored in a Alerting messages also illuminate
message stack. As Alerting messages FMS ALERT on P2 annuciator.
are received, they are displayed in
the scratch pad. As uncleared Clearing the message and/or correcting
Alerting messages are pushed down the condition cancels the message.
by other Alerting messages, they are
sequentially added to the top of the Refer to CDU ALERTING and ADVISORY
stack. As Advisory messages are MESSAGES for specific causes and actions.
received, they are displayed in the
scratch pad if an Alerting message or
data is not displayed; otherwise they
BA
19.10.14 24 SEP.84
CPU Alerting Messages
Messages should clear after correcting cause or pushing the CPU CLR key, otherwise
refer to ACTION.
MESSAGE CAUSE ACTION
ENP OF ROUTE NAV engaged and no Pisengage NAV or

next leg of route exists. execute a new route.
PISCONTINUITY NAV engaged and, way- Pisengage NAV or,

point sequence problems capture next leg.
exist.
NO ACTIVE ROUTE NAV selected, but no Peselect NAV or,

route is activated. activate a route.
NO VNAV -ENTER PERF PATA V NAV selected with no Peselect V NAV or,
gross weight or initial enter required data.
total fuel or cost index
or cruise altitude
entered.
NAV INVALIP - TUNE XXX A specific navaid is not Tune correct navaid
(XXX = Pesired navaid) tuned, but is required
for terminal area
procedure.
INS NAV ONLY FMC is navigating with Tune two VOR TAC, or
only INS inputs. VOR/PME or ILS/PME
stations.
CPU COOLING FAIL Cooling air to CPU is Select the other

not available. cooling fan.
RESYNC FAIL- SINGLE FMC resynchronization Clear CPU MSG.

FMC OP attempts are unsuccessful.
SINGLE FMC OPERATION Command FMC and dormant Allow offline FMC to
FMC output differs. auto-resynchronize.
VERIFY POSITION The difference between Check FMC/INS POSN

computed radio position (PCS P2). If radio
and mixed INS position is update suspect PURGE
greater than 12 N.M. radio update.
BA
24 SEP.84 19.10.15
CDU Alerting Messages (con't)
INS N STATUS Digital data from INS N Select INS STATUS page
(N = 1, 2 or 3) is invalid. and RESET Action/
Malfunction codes. If
unable to RESET, comply
with code.
INS N ON BATTERY INS N has lost main AC Comply with Flying

(N = 1, 2 or 3) power and has reverted Manual Procedures.
to battery power. (Note: This MSG will
appear during INS
alignment as part of
the normal INS count
down.)
TRANSITION ALTITUDE A/C approaching transition Check altimeter

altitude or level. baro-scale setting.
MAX ALT WARN For the current weight Do not climb above
and altitude the aircraft the altitude at which
is approaching its the warning occurs.
altitude ceiling.
CHECK ALT TGT V NAV is engaged when the Set altitude towards
airplane is between the or to target altitude.
MS? alt and FMC target
alt. V NAV then holds
level flight.
UNABLE NEXT ALT Next climb restriction in Clear CDU MSG.

climb profile cannot be
met due undershoot.
RESET MS? ALT 30 sees before top of Clear CDU MSG.

descent point without Select ALT HOLD, VNAV
lowering MS? alt. disengage, reset MSP
alt towards target
altitude.
BA
19.10.16 24 SEP.84
CPU Alerting Messages (con't)
INSUFFICIENT FUEL A change in flight Check correct route or

conditions occur or correct fuel loaded.
change in the route
is made which causes
the computed fuel
burn to exceed the
total fuel on board.
CHECK COMMAND SPEED Difference between Check CMD SPD in

the computed command FMCs clear CPU MSG.
speed in the 2 FMCs.
DRAG REQUIRED VNAV engaged, A/C Clear CPU MSG or

past TOD point with increase drag.
pre-computed descent
path and unable to
maintain VTK with
speed constraints.
THRUST REQUIRED VNAV engaged, but Clear CPU MSG or

A/T is not engaged advance Thrust Levers.
unable to maintain
pre-computed descent
path without
increasing thrust.
SURGE BLEED WARN -7 A/C only, if Clear CPU MSG or

command EPR goes increase TGT SPD.
below the current
surge bleed EPR.
TURB WARN A/C encounters Clear CPU MSG or turb

excessive accel no longer excessive
caused by turb for
at least 20 sees
while in level
flight and stable
speed.
BA
24 SEP.84 19.10.17
CPU Advisory Messages
Messages should clear after correcting cause or pushing the CPU CLR key, otherwise
refer to ACTION.
NOT IN PATA BASE Pata not in system. Clear CPU MSG.
RE-ENTER INS POSITION Error in set INS position Clear CPU MSG.
feedback to CPU has
occured.
SELECT RATING Performance Initialization, Select Rating 1 or 2.

it is required to select
proper Rating 1 or 2 for
thrust limit display.
ROUTE FULL Route is filled to Clear CPU MSG.

allowable capacity.
RUNWAY N/A FOR SIP Runway not compatible Clear CPU MSG.
with selected SIP.
MANUALLY TUNEP Attempt to remotely tune Clear CPU MSG or,

NAVAIP that is manually display any other CPU
tuned. page or, select
Autotune.
ARR N/A FOR RUNWAY Runway selected is not Clear CPU MSG or
compatible with selected select compatible
Arrival. procedures.
STANPBY ONE The FMC requires more Clear CPU MSG or,
than 6 seconds to wait for display.
display data.
BA 24 SEP.84
19.10.18
CPU Advisory Messages (Cont)
INVALID TUNE REQUEST Attempt to override Clear CPU MSG or

procedure specified display any other
NAVAID on Progress Page 1. CPU page.
NOT ON INTERCEPT HEADING NAV selected and Clear CPU MGS or,
airplace outside active align heading to
leg capture criteria and intercept active leg.
currecnt heading will not
intercept leg.
INVALID ENTRY Target Altitude on Clear CPU MSG

descent page greater or display any other
than current altitude page.
and Decent mode active
INVALID ENTRY Airway entered does Clear CDU MSG.

not connect to preceding
and following waypoint in
route.
DELETE DEL key is pressed. Line select key is

pressed adjacent
to line with select,
enter or delete
capability.
(last waypoint data as Information about the Clear CDU MSG or,
shown on Progress Page 1) last waypoint is display any other CDU
displayed when the first page.
Progress Page is
displayed.
NO ACTIVE ROUTE DIR/INTC Key pressed with Clear CDU MSG.

no active route.
/-s
BA
24 SEP.84 19.10.19
BRITISH 747 FLHNG MANUAL NAVIGATIOU
»
CDU Advisory Messages (Cent)
RE-SYNCING OTHER Dormant FMC has just FlC sync completed or

F.M.C. powered up or failed Clear CDU MSG.
ccanparison data check
and is being resync
to command FMC.
MAX ALT FL XXX Altitude Entry on Clear CDU MSG.

any page is aboe
the Performance
computed max Alt,
ALT CONSTRAINT An added or changed Clear CDU MSG.

ALTERED. altitude constraint
alters the
constraints altitude
at other wypts. in the
route.
UNABLE CRZ ALT. Performance predicts Clear CDU MSG.

a zero cruise time at
the entered cruise
altitude.
XXXX (Example EGLL) Ref Airport entered Clear CDU MSG or

on POS INIT page and display any other.
no Airport design
entered in line 1L
RTE 1 or RTE 2 page,
and RTE page 1
displayed.
VOR XXX INVALID VOR signal input is Clear CDU MSG or Valid
(where XXX is the lost frcan a remote signal received.
VOR identifier) turned VOR which is
not procedure
specified by an
approach procedure.
USE PREVIOUS PAGE In climb/descent Clear CDU MSG.

target attitude
entry attempted that
is lower/higher than
the target input/alt -
restriction already
present on the
previous page.
USE HOLD PAGE Entry of a target alt. Clear CDU MSG.

attempted on a climb
or descent page when
in hold.
BA
19.10.20 24 SEP.84
0VERSFA8 DIVISION
NAVIGATION
CONTROLS AND
INDICATORS
READY/NAVIGATE LIGHT (Green) battery light (Red)

ALIGN
PI LOTS'
OVERHEAD
MODE SELECT
PANEL
MODE SWITCH
stops between STBY and ALIGN and between NAV and ATT.
ALIGN — Used only during ground operation while the airplane is parked. Setting mode switch to
NAV — Used for normal operation after automatic alignment is complete. This position must be
provided the airplane is parked and present position is inserted. Going directly from OFF to
ATT — Used to provide only INS attitude signals. This position shuts down the computer so that

Used to parallel INS No. 1 and INS No. 3 batteries STANDBY
POWER
in the event of complete loss of airplane AC power INS BAT
(amber BAT lights on all three INS control modules PARAUEl
illuminated).
ON — Increases battery powered life of INS No. 1
by connecting INS No. 1 and 3 batteries to INS
No. 1.
— Standby power ON light must be illuminated
to arm ON position.
— INS No. 3 disconnected from INS No. 3 battery FLIGHT ENGINEER'S PANEL
NORMAL — INS No. 1 connected to INS No. 1 bat UPPER LEFT
tery.
— INS No. 3 connected to INS No. 3 battery.

146 (MODE SELECTOR MODULE)
Mar 20/72 19.30.01
NAVIGATION
British airways
CONTROLS AND
INDICATORS
HOLD SWITCH (LEFT DATA INDICATOR RIGHT DATA INDICATOR
Used in conjunction with Displays: position/waypoint/ Displays: position/waypoint/

other controls to stop dis DME latitude; track, heading; DME longitude; ground speed;
played present position from cross track distance; distance; drift angle; track angle error;
changing and to perform a wind direction; desired track; time; wind speed; system stat
manual position update. and DME station altitude as us; and DME frequency as se
selected by the data selector. lected by the data selector.
BAT LIGHT (Amber)
Illuminates when system is

operating on battery power.
Horn in nose wheel well
UL'Zinr N
IU_I I.D 1(50? sounds if condition exists for
over 30 seconds.
WARN LIGHT (Red)
Illuminates when system self-

check circuits detect an out-
of-tolerance condition.
REMOTE SWITCH (Amber) 'insert switch ALERT LIGHT (Amber)

Permits simultaneous loading Controls entry of key board Illuminates when 2 minutes
and inserting of waypoint or data into the computer. from waypoint; flashes when
DME data in multiple system past waypoint in MAN mode;
installations with a single con extinguishes when INS auto
trol module. matically switches to next
navigation leg in AUTO mode.
No illumination when ground
speed is less than 250 knots.

(CONTROL MODULE)
(Sheet 1 of 2) 04A
19.30.02 Apr 15/76
747 FLYING MANUAL
NAVIGATION
CONTROLS AND
INDICATORS
READY/NAVIGATE LIGHT (Green) BATTERY LIGHT (Red)

STBV
PILOTS'
OVERHEAD
MODI SElfCT
PANEL
MODE SWITCH
stops between STBY and ALIGN and between NAV and ATT.
ALIGN - Used only during ground operation while the airplane is parked. Setting mode switch to
NAV - Used for normal operation after automatic alignment is complete. This position must be
provided the airplane is parked and present position is inserted. Going directly from OFF to'
ATT - Used to provide only INS attitude signals. This position shuts down the computer so that
Used to parallel INS No. 1 and INS No. 3 batteries .ff'i'' STANDBY
POWER
in the event of complete loss of airplane AC power
INS BAT
(amber BAT lights on all three INS control modules PARAUEL
illuminated).
ON — Increases battery powered life of INS No. 1 'J'-
by connecting INS No. 1 and 3 batteries to INS

No. 1.
— Standby power ON light must be illuminated
to arm ON position.
— INS No. 3 disconnected from INS No. 3 battery FLIGHT ENGINEER'S PANEL
NORMAL — INS No. 1 connected to INS No. 1 bat UPPER LEFT
tery.
— INS No. 3 connected to INS No. 3 battery.

146 (MODE SELECTOR MODULE)
Mar 20/72 19.30.01
747 FLYING MANUAL
NAVIGATION
CONTROLS AND
INDICATORS
LEFT DATA INDICATOR RIGHT DATA INDICATOR
Displays latitude, track, heading, cross Displays longitude, ground speed, drift angle,
track distance, distance, wind direc track angle error, time, wind speed, or system
tion, or desired track, as selected by status, as selected by the data selector.
the data selector.
REMOTE SWITCH (Amber) ALERT LIGHT (Amber)
Permits simultaneous loading and in Illuminates when 2 minutes from waypoint;

serting of waypoint data and up flashes when past waypoint in MAN mode
dating present position in multiple when ground speed is in excess of 250
system installations with a single knots; extinguishes when INS automatically
control module. switches to next navigation leg in AUTO
mode.
r N
HOLD INSERT ALERT BAT WARN

MOTE
i i - f . i i 'Mi
INSERT SWITCH WARN LIGHT (Red)

Controls entry of key Illuminates when system self-check
board data into the circuits detect an out-of-tolerance
computer. condition.
HOLD SWITCH BAT LIGHT (Amber)

Used in conjunction with other controls to stop Illuminates when system is operating
displayed present position from changing, to per on battery power. On ground, horn
form a position update, to display inertial present in nose wheel well sounds if condition
position, to eradicate a position update, and to exists for over 30 seconds.
display recorded malfunction codes.

(CONTROL MODULE) 146
19.30.02 (Sheet 1 of 2) Mar 20/72
747 FLYING MANUAL NAVIGATION
BntlSh ALTERNATE OPERATIONS
airways
RESTARTING INS No.3 DURING FLIGHT

AFTER SHUTO^
INS Mode Switch OFF
Airplane Power ON
INS Bat Parallel NORMAL
INS No.3 Mode Switch ATT
Only attitude reference available.
INS BATT. LIGHT IIXUMINAIED ON GRD
If an INS Batt light remains illuminated
on the ground for a period in excess
of 30 sees, the INS should be switched
OFF or overheating may occur.
To provide satisfactory INS cooling
on the ground the appropriate
generator bus bar must be powered.
23 JUL.79 BADD
19-20-03
British airways NAVIGATION
747 FLYING MANUAL
OVERSEAS DIVISION CONTROLS AND
INDICATORS
RADIO SWITCH INS SWITCH ,FLIGHT DIRECTOR COMPUTER
Selects VHF navigation radio Selects inertial navigation SWITCH
to give VOR, LOG or GS in system to give navigation Selects computer to give pitch
formation to captain's HSI information (true heading, and roll commands to captain's
and ADI. Also selects DME drift angle, etc.) to cap flight director. Normal posi
to give MILES on HSI. tain's HSI. tion "C".
FIT DM COMFT/
C
CAPTAIN'S PANEL
TRIPLE INSTALLATION
COMPASS SWITCH
- Selects compass system to provide magnetic head ATTITUDE SWITCH

ing information to captain's HSI, RMI, and A/P- Selects inertial navigation sys
F/D computers A and C. tem to give pitch and roll in
NOTE: Magnetic heading for autopilots A & C formation to captain's ADI.
(in MAN) is from compass No. 1; magnetic head ,FLIGHT DIRECTOR COMPUTER
ing for autopilot B (in MAN) is from compass SWITCH
No. 2. Not transferable.
Selects computer to give pitch
and roll commands to captain's
Compass switching action causes an autopilot in
flight director. Normal posi
COMMAND to revert to MAN if:
tion "A".
1. The autopilot is using magnetic
conpass information. FIT DM coMrry
Am
2. Magnetic ccmpass input to the auto

pilot in use is changed. ;/ CAPTAIN'S PANEL
NOTE: First officer switching is similar

# DUAL INSTALLATION
utilizing No. 2 systems primarily

and flight director computer "B".
ATTITUDE SWITCH
Selects inertial navigation sys

tem to give pitch and roll in
formation to captain's ADI.
INSTRUMENT SWITCHES
SYNCHRONIZATION INDICATOR COMPASS

SET HEADING CONTROL
When index marks are aligned Holding switch left or right

as shown, indicates directional SIT HOG
rotates compass card to set
gyro function of compass sys desired heading.
tem is correctly slaved to mag
netic flux valve. PILOTS' OVERHEAD PANEL
DG/SLAVED SWITCH
DG — Directional gyro type information (not corrected by flux valve) being furnished to magne
tic compass system from INS.
SLAVED — Directional gyro type information (slaved to flux valve) being furnished to magnetic
compass system from INS.
COMPASS CONTROLLER
INSTRUMENT SWITCHING & COMPASS CONTROLLER

BAOD
19 DEC.75 19.30.09
NAVIGATION 747 FLYING MANUAL British airways
INDICATORS
+
DME SWITCH
PILOTS' [ ri n n ri' n n n ri
LJ LJ LJ LJ
STBY — System warm up; indicates dashes.
PANELS 1 LJ LJ IJ LJ
NORM — DME will search up to 200 miles.
O'RIDE — DME will search up to 385 miles.
TEST — Indicator goes blank for one second simu
lating loss of power.
VHF NAV 3 TEST SWITCH — Indicator displays dashed lines for one second
simulating loss of data.
Used to perform ILS Deviation Warn
— Indicator displays 000.0 (not to exceed 000,11
ing test.
ur IT VHF
TEST
DN RT
VOR
108.00
PILOTS'
UP IT NORM RORIDE
FREQUENCY INDICATOR STBY \f I TEST
LIGHTSHIELD
-I-
DN RT
YOR
TEST SWITCH RADIO/INERTIAL NAVIGATION SYSTEM (INS) SWITCH

Used to perform VOR, ILS, and RADIO - HSI referenced to the VHF navigation
ILS Deviation Warning tests. radio system and magnetic compass.
INS — HSI referenced to the inertial navigation
system.
'FREQUENCY SELECTORS
Rotation of selectors changes displayed frequency.
INS 3 WARNING FLAG (Red)

Flag in view indicates failure of pitch and roll at
titude signal from INS-3 to A/P-F/D "C".
G/S-3 WARNING FLAG (Red)

Flag in view indicates failure of glide slope devia
tion signal from VHF navigation radio No. 3 to
A/P-F/D "C".
LOC-3 llllA-3
LOC 3 WARNING FLAG (Red) LRRA-3 WARNING FLAG (Red)
Flag in view indicates failure of localizer Flag in view indicates failure of Radio Altimeter
deviation signal from VHF navigation radio No. 3 altitude signal to A/P-F/D "C".
No. 3 to A/P-F/D "C".
VHF NAVIGATION RADIO, DISTANCE MEASURING EQUIPMENT.

AND WARNING FLAGS s*
§ .
Oq '
(D
a -r
BAOD
19 DEC.75
19.30.10
OVERSEAS DIVISION
PNEUMATICS
CONTROLS AND
INDICATORS
BLEED AIR OVERHEAT LIGHT (Amber) BLEED AIR VALVE CLOSED LliSHT
Illuminates if bleed air temperature is excessive. (Amber)
NOTE: Bleed air valve has a temperature control I lluminated whenever engine bleed
function which should close the bleed air valve air valve is fully closed.
automatically for this condition.
DUCT ISOLATION
^tC'^CUiAT'NC- fAM.': VALVE SWITCH
Isolates wing ducts
-
/
/ ;J 1 X 1 J I \ , !j I \
from rest of pneu
i!: iI ' ■ ! i :y "•y' matic system.
I
FLIGHT \Zi PRESSURE RELIEF

ENGINEER
VAIVE
CLOSED
VALVE
CLOSED
VALVE VALVE LIGHT (Amber)
CLOSED CLOSED
ISOLATION VALVES
PANEL Indicates bleed pres
GRD sure upstream of
CART CART
BLEED
bleed valve is exces
BLEED
^RESS RRESS
PRESS PRESS
sive and relief valve
RELIEF RELIEF
HIGH HIGH
RELIEF
HIGH
RELIEF
has opened.
HIGH
STAGE STAGE
STAGE STAGE
BLEED AIR VALVE SWITCH DUCT PRESSURE HIGH STAGE LIGHT (Green)
Initiates engine bleed air valve operation. INDICATOR
Indicates high stage bleed
In open position the valve Displays left and right valve has automatically
— regulates engine bleed air pressure to pneumatic duct pressure. opened to replace low stage
45 psi maximum. Sensors are located out bleed. High stage bleed is
— modulates and if necessary closes for board of isolation valves. used for pneumatic air sup
excessive bleed air temperatures. ply during low thrust op
— prevents reverse flow except when eration.
ignition switch is in the start po
x; •
sitions.
u
a In close position
— shuts off engine bleed air supply.
1
— closes high stage bleed air valve.
— on modified A/C the valve
will allow reverse flow
with the ignition switch
in the start position.
PNEUMATIC SYSTEM
27 FEB.76
BAOD
20.30.01
PNEUMATICS
INDICATORS
WING U OVERHEAT

TEST
GBDPV and later airplanes
WING OVERHEAT LIGHTS WING OVERHEAT TEST WING OVERHEAT DETECTOR

(Amber) SWITCH SWITCHES
Indicates pneumatic duct SYS 1 — Momentary posi BOTH — Activation of any

leakage in associated wing or tion. Checks electrical overheat detector in assoc
engine struts. continuity to all detec iated wing or engine
tors in system 1. Both struts will cause wing
LEFT and RIGHT WING overheat light to illumi
OVHT lights illuminate if nate.
circuit is satisfactory. SYS 1 or SYS 2 - Acti
SYS 2 — Performs same vation of any overheat
function for system 2. detector in the selected
system will cause wing
overheat light to illumi
nate.
WING LE OVERHEAT
I]
TEST A
FLIGHT ENGINEER'S PANEL OVHT OVHT
Early Airplanes TEST B
WING OVERHEAT LIGHTS WING OVERHEAT TEST SWITCH

(Amber)
TEST A — Momentary position. Checks electrical continuity to
Indicates pneumatic duct all the detectors. Both LEFT and RIGHT WING OVHT lights
leakage in associated wing or will illuminate if circuit is satisfactory.
engine struts. TEST B — The wing overheat lights will illuminate for this test o
position, but no detector circuits are checked.
J
w
ft)
(C
a
WING LE OVERHEAT
BAOD
20.30.02
27 FEB.76
OVERSEAS DIVISION
PNEUMATICS
CONTROLS AND
INDICATORS
BLEED AIR OVERHEAT LIGHT (Amber) BLEED AIR VALVE CLOSED LIGHT
Illuminates if bleed air temperature is excessive. (Amber)
NOTE: Bleed air valve has a temperature control Illuminated whenever engine bleed
function which should close the bleed air valve air valve is fully closed.
automatically for this condition.
DUCT ISOLATION
e.f.aXC'Ji ATfi'iCr fAMfi VALVE SWITCH
WeVe*
Mi
A J Isolates wing ducts
from rest of pneu
VALVr?
matic system.
|| ✓ I f
FLIGHT \A PRESSURE RELIEF

VAIVE VALVE VALVE LIGHT (Amber)
ENGINEER CLOSED CLOSED CLOSED
PANEL
ISOLATION VALVES
Indicates bleed pres
sure upstream of
CART CART
bleed valve is exces
BLEED BLEED
PRESS PRESS
sive and relief valve
PRESS PRESS
RELIEF RELIEF RELIEF RELIEF
has opened.
HIGH HIGH HIGH HIGH
STAGE STAGE STAGE STAGE
DUCT Not installed on

later airplanes.
BLEED AIR VALVE SWITCH DUCT PRESSURE HIGH STAGE LIGHT (Green)
Initiates engine bleed air valve operation. INDICATOR Indicates high stage bleed
In open position the valve Displays left and right valve has automatically
— regulates engine bleed air pressure to pneumatic duct pressure. opened to replace low stage
45 psi maximum. Sensors are located out bleed. High stage bleed is
— modulates and if necessary closes for board of isolation valves. used for pneumatic air sup
excessive bleed air temperatures. ply during low thrust op
— prevents reverse flow except when eration.
ignition switch is in the start po
sitions.
In close position
— shuts off engine bleed air supply.
— closes high stage bleed air valve.
— on modified A/C the valve
will allow reverse flow
with the ignition switch
in the start position.
23 OCT.76 PNEUMATIC SYSTEM

BAOD
20.30.01
PNEUMATICS
INDICATORS
WINO U OVERHEAT

TEST
GBDP-V and latsr, airplanes •T1 I
WING OVERHEAT LIGHTS WING OVERHEAT TEST WING OVERHEAT DETECTOR

(Amber) SWITCH SWITCHES
Indicates pneumatic duct SYS 1 — Momentary posi BOTH — Activation of any

leakage in associated wing or tion. Checks electrical overheat detector in assoc
engine struts. continuity to all detec iated wing or engine
tors in system 1. Both struts will cause wing
LEFT and RIGHT WING overheat light to illumi
OVHT lights illuminate if nate.
circuit is satisfactory. SYS 1 or SYS 2 - Acti
SYS 2 — Performs same vation of any overheat
function for system 2. detector in the selected
system will cause wing
overheat light to illumi
nate.
WING LE OVERHEAT

TEST A
OVHT I]
Early Airplanes TEST B
WING OVERHEAT LIGHTS WING OVERHEAT TEST SWITCH

(Amber)
TEST A — Momentary position. Checks electrical continuity to
Indicates pneumatic duct all the detectors. Both LEFT and RIGHT WING OVHT lights
leakage in associated wing or will illuminate if circuit is satisfactory.
engine struts. TEST B — The wing overheat lights will illuminate for this test
position, but no detector circuits are checked.
WING LE OVERHEAT
BAOD 23 OCT.76
20.30.02
British airways flying manual
OVERSEAS DIVISION
CHAPTER 21
PAGE
TABLE OF CONIENTS 21.00.01
CROSS REFERENCE 21.00.02
NORMAL OPERATIONS
CROSSBLEED START 21.10.01
STARTING IN HlOl TAILWINDS 21.10.01
USE OF FUEL HEAT 21.10.01
USE OF IGNITION 21.10.02 '
STARTING, ENGINE IN REVERSE 21.20.01
ENGINE(S) STUCK IN REVERSE DURING GROIND OPERATION 21.20.01
MANUAL OVERRRIDE START 21.20.01
ABORTED START 21.20.02
LOW DUCT PRESSURE START 21.20.02
NO INDICATION OF N1 ROTATION 21.20.03
START VALVE FAILS TO CLOSE 21.20.03
ENGINE OVERTEMPERATURE ON THE GROLND OTHER THAN START 21.20.03
TAIL PIPE FIRE 21.20.03
GROUND IDLE LIGHT ILLUMLNALED IN FLIGHT 21.20.03
FUEL HEATER VALVE FAILED CLOSED 21.20.04
lUEL HEATER VALVE FAILED OPEN 21.20.04
FUEL HEATER LIGHTS INOPERATIVE 21.20.04
HIOL ENGINE OIL TEMPERATURE . 21.20.04
OIL CONTENTS AND CONSUMPTION 21.20.04
LOW OIL QUANTITY INDICATION 21.20.05 I
LOW ENGINE OIL PRESSURE 21.20.05 I
EXCESSIVE OIL ULTER DIFIERENTTAL PRESSURE 21.20.05
HIGH ENGINE BREATHER PRESSURE 21.20.05
HIGH ENGINE BREATHER TEMPERATURE 21.20.05
EXCESSIVE RPM 21.20.06
HIGH ENGINE VIBRATION 21.20.06
UNEXPECTED EPR SHORTFALL DURING TAKE OFF 21.20.06
ENGINE OVERTEMPERATURE DURING TAKE OFF AND IN THE AIR 21.20.06
IN FLIGHT RELIGHT FOLLOWING SHUT DOWN DUE TO COMPRESSOR STALL 21.20.07 |
ENGINE RUN DOWN OR LOSS OF THRUST WITH NO PREVIOUS MALFUNCTION
OR STALL- 21.20.07
E.G.T. MONITORING 21.20.07
WINDMILLING ENGINE - RECORDINGS REQUIRED 21.20.07
OONTROLS AND INDICATORS

PILOT'S ENGINE INDICATING INSTRUMENTS 21.30.01
ENGINE CONTROLS 21.30.02
F/E ENGINE INDICATING INSTRUMENTS 21.30,03
TAT/EPRL CONTROLS AND INDICATORS 21.30.04
SCHEMATICS
JT9D ENGINE 21.40.01
OIL SYSTEM 21.40.03
START & lailTION SYSTEM 21.40.05
ENGINE FUEL SYSTEM 21.40.07
SUPPLEMENTARY INFORMATION 21.50.01

EPR SHORTFALL 21.50.02
EPR FLUCTUATIONS 21.50.02
ENGINE SURGE BLEED VALVES 21.50.02
FUEL PUMP HYDRAULIC STAGE MALFUNCTION 21.50.04
ENGINE E.G.T. MONITORING AND FAULT ANALYSIS 21.101.01
9
28o JAN.77
TAM 77 BADD
21.00.01
POWER PLANT 747 FLYING MANUAL British airways
OVERSEAS DIVISION
TABLE OF CONTENTS
CROSS REFERENCE
Fire Protection FIRE PROTECTION 12
Fuel FUEL 15 rl
Icing and Antl-Iclng ICE AND RAIN PROTECTION 17
Pneumatics PNEUMATICS 20
Inflight Starting Envelope CRUISE CONTROL MANUAL
CL _
BAOD 28 JAN.77
21.00.02
British drways flymg manual • pow18 PUNT
NORMAL OPeATICNS
CBQSSBL^^ START (-7; -524.) BI FLIGCT (with msiual fuel heat cperaticn
If a crossbleed start is desired Qr_ any engine fuel teroeratuxe is 0°C
required utilising an operating engine: qj, below
- Insure that area to rear "of the . ^ qj^
operating engine is dear. If ^ icing light illuminates
~ Op^ bleed dr valve on OR
operating engine., apparent reason, a power loss,
"" Turn ,^11 pneuaadc bleeds not auto—acceleration or instability is
required, including air conditioning ej<perienced.
pad<3. OFF. . , All Fuel Heat Switches .OPEN'
X) — Advance thrust lever of operating Check for fuel tenperature rise and
enyne slowly until pneianati.c pres- HEAIER light operation.
'1 PSI ps2r IDOO of pt^ssurs■ al"*
operation at maxdEm climb or .
iBSxinnsn craise "thrust*
titude) aid HIGH SIAGE valve li^ Ihrust Levers... ' ADJUST
rem^ illundnatef 70% N2 ^ the Maintain ^ withiA'iiiiiii'iirit.
nomnal power setting required to • '
attain 40 PSI duct pressure C-7). After one minute (two nrLnutes if No. 1
For C-524) engines 1.03 EPR should "tsnk temperature is -40°C or below):
provide 40 psi duct pressure. ALL Fuel Heat Switches... CLOSE
^
NOTE: Power settings, above .,^0. N2
70% XT., may Check for fuel
and EEATEl lighttemDerature
ooeration. decrease
cut out high stage bleed (HTOi Thrust Levers ". AE PEQUIRED
STAiaE valve light will extin- REPEAT ABOVE PRC'CEDURE AT SO-MBlUTi ''
guish) and reduce duct pressure INTERVALS.
.below reciared minimum-
r^' T^ffl.WINDS /(-7)
.Tx NOTE: If ICING
ên fuel li^t
heat does not actinguish
is applied for cr,e
Motor "Bie eigine mdl Nq Potadon stops ninuta and the fuel teroerature is
and is observed to "be rotating in correct above freezing suspect fuel
drectLon. Move start lever to Rich contanination.
. Ccfflld engine) or Idle (warm engine) . A . xf ICEIG li^t does not extinguish
sligitly higher EGT should be anticipated. fuel heat is applied for one
USE OF FUEL HEAT (-7) tajroerature is
„ . „ , or below continue to anuly fuel
Prior to Take Off or Approach. heat every ûLrty minutss."
" tarperacure is 0°C &psrti.xg frou Middle East (eg

Fual Heat Switches OPEN Bateait) for destinations in Europ.
Chedc that angine fuel tesceratures vanation to the
rise and HEmE lights iUumnata. LnirialSrs^^tigit feed it ottisa
^ After one minute (two minutes if No. 1 and the tank tenperature is O^C or below,
gj tank tenperature is below -40^0): ^pply 3 minutes of fuel heat as normal.
JFuel Heat Switches CLOSE Thereafter, if 1±e engine fuel tenperature
Check that engine fuel tenperatures is 0°C or below, apply fuel heat every
£ return to ^jproxinHtely the previous minutes (for 1 minute ix the tank tamp is
^ reading and HEAIER lights extinguish. O^C to -40<^C, 2 minutes with tarJc
r_ iT X T- o. -.uu - temoerature below -40*^C).
NOTE: When lhe fuel heat switch is
placed to OPEN the fuel AFTER CRQSSf'iizi)
tenperati^ downstream After switching fuel feed to respective ■
^1 heater iw ^ceed 60 C. ^
Such a fading on the f^l taiterafure is 0°C or telow:
temDerature indicator should
,
att'-t t
all Fuel neat Switches
nurAr
UJriuN
not be regarded as abnormal. ^ , ur - , ■ -...u:
^ Check for ruel tenperarure rise ana
HEATER light operation.
Discontinue use of fuel heat if oil
tamcerature exceeds green■band.
EACI
23 FEB. 79 21-lG-xO:
POWER PLANT 747 FLYING MANUAL T> •j.* 1.
NORMAL OPERATIONS
. airways
AFTER THREE MINUTES:

AIL Fuel Heat Switc±es CLOSE
Check for fuel taaperature decrease
.and HEATER light operation.
USE OF IGNITION
Rotary' Switch
Switch, to "Flight Start" for;- ^
Take-off and Landing
Turbulence
Before use of nacelle Anti-icing • ^ --j
Air Start -'i
Emergency Descant
Single Ignition Switches
Use single ignition (System 1 outbound) ^
frcm London System 2 inbound to '
Londcn) fort-
Ground Start
Turbulence (-7/-3A ONLY)
Before use of nacelle anti-icing
Emergency descent
Use dual ignition (Systems 1 and 2)
for:-
Air Start
Restart after Aborted Start.
:y
BAOU
21-10-02 23 rZ3.79
British airways 747 flying manual POWER PIAHT
NORMAL OPERATIONS
CEOSSBLiiiiU START (-7, -524) IN FLIGHT (with manual fuel heat operatd-on)
If a crossbleed start is desired Qr_ when any engine fuel teiroeratur^ is 0°C
required utilising an operating engine: or below
- Insure that area to rear of the qj^
operating engine is clear. fuel icing light illuminates •
- Open bleed air valve on OR
operating engine. For no apparent reason, a power loss,
- Turn 1 pneumatic bleeds not a-uto—acceleration or instability is
required, including air conditioning experienced.
packs. OFF. • Switches OPFN
- Advance thrust lever of operating Check for fuel tenperature rise and
engine slcwly until pneumatic pres- HEATER light operation.
sure is approximately 40 FBI (less During operation at maximum or
1_PSI per 1000 ft. of pressure_al- maximum cruise thrust:
ri-tude) and fflIGH STAGE valve light Thrust Levers..................... AQJUST
remains illuminated. 70% N2 is the Maintain Em'^thin i , '■
nominal power setting required to
attain 40 PSI duct pressure (-7). After one minute (two minutes if No. 1
For (-524) engines 1.03 EPR should ânk temperature_is -40°C or below):
provide 40 psi duct pressure. Fuel Heat Switches CLOSE
Check for fuel temnerature decrease
NOTE: Power settings above 70 N2 may and HEATER light ooeration.
cut out high stage bleed (HIGH Thrust Levers '. AS REQUIRED
STAGE valve light will extim- - pEPEAT ABOVE PROCEDURE AT 30-MINUTE
guish) and reduce duct pressure INTERVALS,
below reauired minimum.
NOTE: If ICING light does not extinguish
STARTING IN HIGH TAILWIMDS (-7) ;dien fuel heat is aoplied for one
Motor the engine until Nq Rotation stops minute and -ê fuel tenperature is
and is observed to be rotating in correct above :ê:^g suspect fuel
direction. Move start lever to Rich contamination.
(oold engine) or Idle (warm engine). A jf iciNG li^t does not extinguish
sli^tly higher EGT should be anticipated. when fuel heat is applied for one
USE OF FUEL HEAT (-7) minute and the fuel tenperature is
—— f 0°C or below continue to apply fuel
Prior to Take Off or Approach. heat every thirty minutes.
tank tenperature is 0 C flints departing from Middle East (eg
or telow. ^ Miscat, Bahrain) for • destinations in Europe
Fuel Heat Swi^tcnes.............OOT ^ following variation to the "
Check ttet ftjl têrat^s appUes:
nse and HEATER li^ts illuminate. initiating straight feed in cruise
After one minute (two minutes if No. 1 and the tank tenperature is O^C or below,
"o tank temperature is below -40*^0: apply 3 minutes of fuel heat as normal.
g Fuel Heat Switches CLOSE Thereafter, if the engine fuel tenperature
^ Check that engine fuel tenperatures is 0°C or below, âpply_êl heat every ^
c return to aporoxinHtely the previous minutes (for 1 minute if the tank temp is
5 reading and HEATER li^ts extinguish. O^C to -40OC, 2 minutes with tank
, . temperature below -iO'^C).
NOTE: VJhen the fuel heat switch is .
placed to OPEN the fuel A±tjlR CROSSFEED
tenperature downstream of ê After switching fuel feed to respective
fuel heater may exceed 60 C. engine, if No. 1 fuel tank
Such a reading on ê temperature is 0°C or below:
tenperature in^cator should Switches OPEN
not be regarced as abnormal. tenperature rise and
HEATER light operation.
Discontinue use of fuel heat if oil
tenperature exceeds green band.
BADD
23 FEB.79 21-10-01
POWER PLANT FLYING MANUAL Ti t.
NORMAL OPERATIONS BntlSll
airways
AFIER TFiREE iMINUTES:

ALL Fuel Heat Switches..,. OLDSE
Check for fuel temperature decrease
and HEATER light operation.
; USE OF IGNITION
Rotary Switch
J
j Switch, to "Flight Start" for:-
1 Turbulence
Before use of nacelle Anti-icing
Air Start
] Emergency Descent
; Single Ignition Switches
I Use single ignition (System 1 outbound)
\ from London Syste.m 2 inbound to
1 London) for:-
1 Ground Start
i . Take-off and Landing
,1 Turbulence (-7/-3A ONLY)
1 _ Before use of nacelle anti-icing
i Emergency descent
for:- - - y
Air Start
\
,y
BAOD
21-10-02 23 FZ3.79
British airways 747 flying manual POWER PLANT
OVERSEAS p.v s o. NORAAAL OPERATIONS
^ CROSSBT.FFT) START IN FLIGHT (with manual fuel heat operation)
If a crossbleed start is desired or When any engine fuel temperature is 0°C
required utilising an operating engine: or below
- Insure that area to rear of the OR
^ operating engine is clear. If a fuel icing li^t illuminates
OR
+ Open bleed air valve on apparent reason, a power loss,
êra engine. auto-acceleration or instability is
- Turn all pneumatic bleeds not experienced.
^ required, including air conditioning ALL Fuel Heat Switches OPEN
packs. OFF. Check for fuel temperature rise
- Advance thrust lever of operating and HEATER light operation,
engine slowly until pneumatic pres- . . . ,. ,
^ sura is approximately 40 FBI (less operation at maxunum climb or
1 FBI per 1000 ft. of pressure al- . niaximum cruise thrust.
titude) and HIGH STAGE valve light Thrust Levers ./0JUBT
remains illuminated. 70% N2 is the Maintain EFR within maximum limit.
nominal power setting required to After one minute (two minutes if No. 1
attain 40 FBI duct pressure. tank temperature is -40°C or below):
NOTE: Power settings above 70% N2 may Fuel Heat Switches .....CLOSE
cut out high stage bleed (HIGH Check for fuel temperature decrease
STAGE valve light will extin- ^ HEATER li^t operation.
Quish) and reduce duct pressure Thrust Levers. ...AS RE^
below required minimum. REP^^T ABOVE PROCEDURE AT 30-MlNUTE
INTERVALS.
STARTING IN HIGH TAILWINDS __
NOTE: If ICING li^t does not extin-
Motor the engine until Nq Rotation stops guish when fuel heat is applied
^ and is observed to be rotating in correct for one minute and the fuel
direction. Move start lever to Rich teirperature is above freezing
(cold engine) or Idle (warm engine). A suspect fuel contamination.
slightly higher BGT should be anticipated. _
If ICING light does not extin-
USE OF FUEL HEAT guish when fuel heat is applied
Prior to Take off or Approach
Q temperature is 0 C or below
If No. 1 fuel tank temperature is 0 C continue to apply fuel heat
or below: every thirty minutes.
Fuel Ffeat Switches OPEN (ON)
Check that engine fuel temperatures AFTER CROSSl'LEL)
rise and FIEATER li^ts illuminate. After switching fuel feed to respective
After one minute (two minutes if No. 1 main tank toêngine, if No. 1 fuel tank
tank temperature is belcw -40°C): tenperature is 0^0 or below:
Fuel Heat Switches CLOSE (OFF) Fuel Heat Switches .....OPEN
Check that engine fuel temperatures Check for fuel temperature rise and
return to approximately the previous Fi^TER light operation,
reading and HEATER li^ts Discontinue use of fuel heat if oil
extinguish. tenperature exceeds green band.
NOTE: When the fuel heat switch is AFTER TFIREE MINUTES:
placed to OPEN (ON) the fuel Fuel Ifeat Switches CLOSE
temperature downstream of the Check for fuel temperature decrease
fuel heater may exceed 60°C. FiEATER light operation.
Such a reading on the fuel
temperature indicator should
not be regarded as abnormal.
Continued...
BAOD
23 DEC,74 21.10.01
OVERSEAS DIVISION
NORMAL OPERATIONS
+,
IN FLIGHT (with Autcmatic Fuel Heat)
If a fuel ICING li^t illuminates check
corrresponding HEATER li^t illuminates
for approximately one minute. Maintain
EPR within limits.
USE OF IGNITION
Rotary Switch
+
Switch to "Fli^t Start" for:-
Take off and Landing
Turbulence
Before use of nacelle Anti-icing
Air Start
Bnergency Descent
Single Ignition Switches
Use single ignition (system 1 outbound
from London System 2 inbound to
London) for:-
Ground Start
Take off and Landing
"il^jrbulence
Before use of nacelle anti-icing
liinergency descent
for;-
Air Start
Li
BAOD
21.10.02 23 I»C,74
OVERSEAS DIVISION POWER PLANT
STARTING. ENGINE IN REVERSE MANUAL OVERRUE START
Starting with engine thrust rever- A manual override start will be

ser(s) in reverse position is per required if:
missible: - BIEED AIR VALVE FAILS TO OPEN
Reverse Thrust This failure is indicated when the
Levers DOWN (FORWARD) POSITION bleed air VALVE CLOSED light does
Forward Thrust Levers....IDIE POSITION not extinguish when the engine ig
nition switch is positioned to GRD
Observe normal start procedures. When START.
bleed pneumatic pressure builds up - STARTER VALVE FAIIS TO OPEN
thrust reverser(s) should return to This failure is indicated when the
forward (stowed) position. starter VALVE OPEN light does not
illuminate when the engine ignition
switch is positioned to GRD START.
ENGINE(S) STUCK IN REVERSE
DURING GROUND OPERATION If one of the above failures occur
the start procedure must be coordi
If, after a reversing cycle or after nated between the flight and ground
a start in reverse, the engine fails crew. The ground crewman will, on
to return to forward thrust, monitor the Captain's command:
EGT closely and (in a clear area) re - "Open Bleed Air Valve" (VALVE
cycle the affected engine reverse Closed light should extinguish)
thrust lever to the reverse thrust po- OR
sition. Accelerate to 30^ N1 RPM and - "Oi)en Starter Valve" (VALVE
rapidly return the reverse thrust OPEN light should illuminate)
lever to the forward idle thrust posi Engine Ignition Switch GRD START
tion. If the engine fails to return, Observe normal starting indica
to the forward thrust position, shut tions and procedures.
down the affected engine. Engine Ignition Switch OFF
F/E calls "50% N2" and places |
NOTE: Do not give directional ignition switch to OFF.
command changes until the
reverser has had time to The ground crewman will, on the
complete its travel. Avoid Captain's command:
rapid cycling of the - "Release Bleed Air Valve" (if bleed
reverser system. Approximate air valve does not close pneumati
times for reverser travel cally the ground crewman will have
are: to close manually)
extend - 2 seconds OR
retract - 5 seconds - "Release Starter Valve" (Check that
VALVE OPEN light extinguistes.)
5 DEC.75 BAOD
21.20.01
ALTERNATE OPERATIONS OVERSEAS DIVISION
ABORTED START NOTE: 1. After an initial engine cooling

As a rough guide. The Aborted Start falls period, two consecutive start
into three general categories. attenpts and engine cooling
1. RAPID RISE IN E.G.T. ON LIGHT UP. periods may be performed without
Cause, basic engine parameters off disengag:^ the starter.
schedule i.e. Vane control. Igniters, If a satisfactory start is not
Fuel burners. Fuel control unit, or obtained on the second attempt,
8th stage N.R.V. failiire. place the ignition switch to
2. RAPID RISE IN E.G.T. BETWEEN 25-30% N2 OFF after cooling the engine.
Most likely cause High Stage bleed valve Allow N2 to decrease to zero to
not fully closed. The light being out provide starter cooling before
is not a positive indication that the attempting another start.
valve is closed. Manually lock the
valve closed if its any way suspect. 11. Where start-up conditions are
3. RAPID RISE IN E.G.T. AFTER STARTER adverse e.g. Strong Tail Winds,
CUTOUT. the next attenpt should be made
^tost likely caiase pylon bleed valve with aircraft into wind.
not functioning as a N.R.V. III. All aborted starts must be recor
Abort the start if any of the following ded in the maintenance log and
conditions occur: appropriate AMAGAS code given.
- No EGT rise wittiin 20 seconds after LOW DUCT PRESSURE START
start lever movement.
- If N2 acceleration is sluggish and/or No.4 engine should be started first to
EGT is climbing rapidly through 500°C. assure hydraulic brake pressure.
- Engine fails to accelerate to IDLE RFM If the recanmended mim'Tmim starting duct
within 90 seconds after start lever pressure (30 psi) cannot be maintained
movonent. starts may be attenpted if the duct pres
Engine Start Lever CUTOFF sure — after start valve is open — versus
Check fuel flow decreases; motor the ambient temperatures are within the
engine for 30 seconds or until EGT is following values:
less than 100°C, whichever is longer. SL to Above
If ignition switch has been released, QAT°C 5000* 5000'
do not re-engage until N2 is less than 20%.
+10 & above 21 psi 21 psi
If EGT did not exceed 593^0 and a restart +10 to -10 22 psi 21 psi
is desired: -10 to -20 23 psi 21 psi
Enginer Start Lever RICH/IDLE -20 to -30 25 psi 23 psi
Dleed Air Valve CLOSE Air Conditioning Packs ALL CLOSED
Close bleed air valve on starter release Igniticn Switch gRD START
Start Lever RICH/IDLE
Position start lever to RICH/IDLE
when at least 16% N2 RPM is attained.
A slower N2 acceleration and a more
If the above procedures are unsuccessful re rapid EGT rise should be anticipated.
start engine from 0% N2 placing start lever NOTE: Due to the variation in engine start
to IDLE/RICH at 17% N2
characteristics the inability to
The RICH position may be used under the foll obtain a satisfactory start on one
owing cmditicns even though the EGT is engine does not preclude a satis
above 0 C.
factory start on another. Cross-
a) For -3A engihe: If the initial fuel flow bleed start may be used on renaining
on the aborted start was observed to be engines after one engine has been
below noruel at sea level decreasing with started. t\flien a cross-bleed start
altitude to 315 kg/hr at 6000 ft. is to be acccgiplished and No.4 en
b) For -7 engine: If the initial fuel flow gine has not been started, place
en the aborted start was observed to be No. 4 ADP switch to AUTO during
below 270 kg/hr at any altitude. pushback or towing vdien electrical
c) For both engines: If the initial fuel flow power is provided by any engine
on the aborted start was observed to be generator.
below the starting fuel flow average
g^Qj^f engines that started normally.
5 DEC.75
21.20.02
British airways POWER PLANT
747 FLYING MANUAL
OVERSEAS DIVISION ALTERNATE OPERATIONS
NO INDICATION OF N1 ROTATION ENGINE OVERTEMPERATURE ON THE GROUND

OTHER THAN START:
- If normal N1 rotation is confirmed by
the ground crewman the engine may be
Engine Start Lever CUTOFF
pressurized and the start may be
Check fuel flow decreases. If
continued even though the EOT begins
fuel flow does not decrease,
to rise with no N1 rotation observed
place engine fuel shutoff switch
on the RPM indicator.
to CLOSE.
- If the ground crewman does not report Pack Valves CLOSED
N1 rotation and no N1 rotation is Place pack valve switches to
observed on the RPM indicator as the the close position
EGT begins to rise, immediately place Engine Ignition Switch GRD START
the start lever to CUTOFF but continue When N2 of the affected engine
to hold the ignition switch in GRD has decreased to below 20%,
START for no more than three minutes - place the engine ignition switch
+ to GRD START and motor the engine
If N1 rotation is observed during
until EGT is below 100°C. A re
the three-minute period and EGT
start may be made if desired and
is below 100°C continue with normal
engine limitations have not been
start:
exceeded.
Engine Start Lever IDLE
If N1 rotation is not observed TAIL PIPE FIRES
during the three-minute period A Tail pipe fire may occur after a surge,
discontinue the start: aborted start or a rapid shut down from
Engine Ignition Switch OFF high power. Such fires if easily exting
Request maintenance action. uished are not harmful to the engine or
airframe.
NOTE: It may be possible to remedy N1
turbine seizure by having the Start Lever CUT OFF
ground crewman manually rotate Check Engine valve light - DIM
the fan one or two turns in the Pack Valves CLOSED
reverse direction. Both N1 and Place pack valve switches to the closed
N2 of the affected engine must position.
be at a complete stop prior to
initiating this procedure and Engine Ignition Switch CND START
positive communication with the When N2 of the affected engine has de
ground personnel is mandatory creased to below 20% place engine ignition
throughout. If a subsequent restart switch to Cnd Start and motor the engine
does not provide N1 rotation this until fire is extinguished.
procedure may be repeated once.
If fire continues execute Engine Fire,
START VALVE FAILS TO CLOSE Severe damage a separation procedure.
Chapter 2, Emergency Procedures.
VALVE OPEN light remains illuminated
after engine ignition switch is re GROUND IDLE LIGHT ILLUMINATED IN FLIGHT
turned to OFF.
The GRD IDLE light illuminated in the
Engine Start Lever air, with trailing edge flaps at 25 or
(respective engine) .CUTOFF 30, indicates that one or more of the
Check fuel flow decreases. engines has remained at ground idle.
Maintain a minimum of 55% N1 RPM on
all engines to assure proper engine '
■o
0) acceleration capability.
+ S)
rcf
■s
c;
k. 13
14 FEB.75 BAOD
21-20-03
POWER PLANT British air>vays
747 FLYING MANUAL
ALTERNATE OPERATIONS OVERSEAS DIVISION
FUEL HEATER VALVE FAILED CLOSED Max Consumption

2.0. U.S. Quarts/HR
(Fuel teiipera±ure does not rise when fuel 1.6 Imp Quarts/HR
heat switch is in OPEN position or HEATER
li^t does not illuminate with switch in The oil contents gauge should not be
AUTO and ICING li^t illuminated. If used to determine oil consumption, they
automatic fuel heat is being used place will however indicate a trend.
fuel heat switch to ON and check for
Prior to an engine running out of oil, the
HEATER light operation.) filter inlet pressure (Diff. Pressure)
Fuel Temperature will fluctuate with increasing amplitude
and Engine Operation MONITOR and will then be followed by oil pressure
A possibility of engine flameout fluctuations. There will be little or no
exists if ICING li^t illuminates change in oil temperature.
and fuel heat cannot be applied. NOTE: It is usually impossible for the
FUEL HEATER VALVE FAILED OPEN fli^t crew to determine if the
excessive consumption is external
(Fuel ten^êrature does not decrease when
or internal to the engine. Abnor
fuel heat switch is in CLOSE position or mally hi^ b2?eather pressure
HEATER li^t does not extinguish at end
associated with high oil consum
of cycle with switch in AUTO and ICING ption may be evidence that an
light extinguished. If automatic fuel internal problem exists. In either
heat is being used place fuel heat
case thrust reduction on the
switch to OFF and check for HEATER
affected engine, if feasible may
light operation.)
decrease the consumption rate.
Engine Indicators MONITOR
LOW OIL QUANTITY INDICATION
Monitor engine indicators, particu
larly oil temperature, closely. If Oil Pressure MONITOR
allowable oil temperature cannot be If the oil quantity indication
maintained, shut down engine. decreases to one U.S. gallon the oil
FUEL HEATER^LIGHIS INOPERATIVE pressure must be monitored closely.
Monitor engine fuel temperature or oil If the oil pressure drops belcw the
temperature for heater operation. green band or begins to fluctuate
(a) when fuel heat selected (manual the Lew Engine Oil Pressure procedure
system)_ should be followed.
(b) when icii^ light illuminates LOW ENGINE OIL PRESSURE
+
(automatic system)
Refer to Dispatch Deviation. (Engine oil pressure indication below
HIGH ENGINE OIL TEMPERAIURE green band.)
Thrust Lever RETARD If oil pressure is in the yellow band, +
Oil temperature should rise momen imonitor other engine instruments and
tarily after thrust reduction and continue operation to the next landing.
then begin to return to green band. The ENG OIL PRESS li^t on the pilots'
- If temperature returns to green centre panel should illuminate when
band, hiêr thrust settings may the oil pressxjre is in the yellcw band +
be used as long as the temperature or below.

remains in green band.
- If temperature does not return to If the oil pressure drops below the
green band within twenty minutes, yellcw band, shut dcwn the engine, or
or if the red radial indication operate at the minimum thrust required
is exceeded, shut dcwn engine. to maintain fli^t.
OIL CONTENTS AND CONSUMPTION Illumination of the ENG OIL PRESS li^t,
with no other abnormal indication, does
Engine Tank Contents not reqiiire thrust reduction or shutdown.
Approx 7.5 U.S. Gallons (30 U.S. Hcwever other engine instruments should
(Quarts) Approx 6.4 Imp Galls (25.6 be observed frequently for any indication
Imp. CJuarts) which would require such action.
Normal Oil Consumption
.25 U.S. (Quarts to 1.0 U.S. Quart/HR
.2 liip Quarts to .8 Imp Quarts/HR
BAfB
21,,20.04 .14 FEB.75
British airways FLYING mNUAL POWER PLANT
OVINCIAI OIVItlON
NO DIDIQglON OF N1 HyTATION
- If normal N1 rotation is confirmed by duct pressurized from the APU or
the ground crewman the engine be external air.
pressurized and the start be Bleed Air Valve Switch OPEN
continued even though the EGT begins Valve Closed Li^t ILLUMINATED
to rise with no N1 rotation observed With this indication the reverse flow
on the RPM indicator. cheek function of the valve is satis
- If the ground crewnran does not report factory and no further action is
N1 rotation and no N1 rotation is necessary.
observed on the EPM indicator as the If the VALVE CLOSED li^t indications
EGT begins to rise, immediately place are not normal, the bleed air valve is
the start lever to CUTOFF but continue faulty and maintenance action is
to hold the ignition switch in GRD required.
START for no more than three minutes -
NOTE: Random illumination of the VALVE
If N1 rotation is observed during CLOSED light may occur with the en
the three-minute period and EGT gines pressurizing the pneumatic
is below lOO^C continue with normal manifold.
start:
INGINE OVERTEMPERATURE ON THE GROUND
Engine Start Lever. IDLE OTHER THAN START:
If N1 rotation is not observed Engine Start Lever CUTOFF
during the three-minute period Cheek fuel flow decreases. If
discontinue the start: fuel flew does not decrease, place
Engine Ignition Switch OFF engine fuel shutoff switch to CLOSE.
Pack Valves CLOSED
Request maintenance action.
Place pack valve switches to the
NOTE: It may be possible to remecfy N1 close position.
turbine seizure by having the Engine Ignition Switch GRD START
ground crewman manually rotate When N2 of the affected engine has
the fan one or two turns in the decreased to below 20%, place the engine
reverse direction. Both N1 and ignition switch to GRD START and motor
N2 of the affected engine must the engine until EGT is below 100°C. A
be at a complete stop prior to re-start may be made if desired and
initiating this procedure and engine limitations have not been
positive caramunication with the exceeded.
ground personnel is mandatory
TAIL PIPE FIRES
throLOôut. If a subsequent restart
does not provide N1 rotation this A Tail pipe fire may occur after a surge,
procedure may be repeated once. aborted start or a rîd shut dcwn frcm
START VALVE FAIIE TO CLOSE
high power. Such fires if easily exting
uished are not harmful to the engine or
VALVE OPEN li^t remains illuminated airframe.
after engine ignition switch is re
StSrt Lever CUT OFF
turned to OFF.
Check Engine valve li^t - DIM
Engine Start Lever Pack Valves CLOSED
(respective engine) CUTOFF
Check fuel flew decreases.
Place pack valve switches to the closed
position.
BLEED AIR VALVE CLOSED LIGHT
DOES NOT ILLUKENATE AT STARTER CUTOUT
Engine Ignition Switch GND START
When N2 of the affected engine has de
Bleed Air Valve Switch CLOSE
creased to below 20% place engine ignition
Valve Closed Light ILLUMINATED
To check the bleed air valve reverse
switch to Gnd Start and motor the engine
flew function, insure the engine is until fire is extinguished.
stabilized at idle and the pneumatic If fire continias execute Engine Fire,
duct pressure has recovered. Accomp Severe damage a separation procedure.
lish the following with the pneumatic Chapter 2, Emergency Procedures.
BAOD
23 OCT.76 21-20-03
OVERSEAS DIVISION
GROUND ID1£ LIGHT lUÛMINArED IN FLIGHT HIGH ENGINE OIL TEMPERATURE (CONT'D)
The GRD IDLE li^t illuminated in the If fuel heat has been used within the
air, with trailing edge flaps at 25 or previous minute, mionitor oil tempera^
30, indicates that one or more of the ture for decrease into green band.
engines has remained at ground idle. Thrust CLLECK
Maintain a minimum of 55% NI RPM on
If temperature rise occurred after
all engines to assure proper engine thrust reduction, resulting in less oil
acceleration câbility. cooling effectiveness:
RJEL HEAIER VALVE FAILED CLOSED Thrust INCREASE
Increasing thrust may lower oil
(Fuel tenperature does not rise when fuel temperature into green band by
heat switch is in OPEN position or HEATER increasing fuel flow throu^ the oil
light does not illuminate with switch in cooler. Do not exceed maximum
AUTO and ICING light illuminated. If
thrust limits.
automatic fuel heat is being used place
fuel heat switch to ON and check for If temperature rise was not due to thrust
HEATER li^t operation). reduction:
Thrust DECREASE
Fuel Temperature
Decreasing the thrust slowly msy
and Engine Operation IDNITOR lower oil temperature into green
A possibility of engine flameout band by reducing the amount of
exists if ICING light illuminates heat generated by the engine. Avoid
and fuel heat cannot be ^plied. abnpt thrust reduction.
FUEL HEATER VALVE FAILED OPEN ,
Temperature in yellow band exceeds 20
(Fuel temperature does not decrease when minute time limit:
fuel heat switch is in CLOSE position or Engine Failure and Shutdown
LLEATER light does not extinguish at end Checklist.., ACCOMPLISH
of cycle with switch in AUTO and ICING OIL CONTENTS AND CONSUMPTION
light extinguished. If automatic fuel
heat is being used plaoe fuel heat Engine Tank Contents
switch to OFF and check for HEATER Approx 7.5 U.S. Gallons (30 U.S.
ligiht operation). Quarts) Approx 6.4 Imp Galls (25.6
Imp. Quarts)
Engine Indicators IDNITOR
Monitor engine indicators, particu Normal Oil Consumption
larly oil temperature, closely. If .25 U.S. Quarts to I.O U.S. Quart/HR
allowable oil temperature cannot be .2 Imp Quarts to .8 Imp Quarts/HR
maintained, shut dcwn engine. Max Consumption
FUEL HEATER LIGHTS fNOPERATIVE 2.0. U.S. Quarts/HR
Monitor engine fuel temperature or oil 1.6 Imp Quarts/HR
temperature for heater operation. The oil contents gauge should not be used
(a) when fuel heat selected (manual to determine oil consumption, they will
system) however indicate a trend.
(b) when icing light illuminates
(automatic system) Prior to an engine running out of oil, the
Refer to Dispatch Deviation. filter inlet pressure (Diff. Pressure)
will fluctuate with increasing amplitude
LUGH ENGINE OIL TEMPERATURE
and will then be followed by oil pressure
Temperature at or above red radial:- fluctuations. There will be little or no
Engine Failure and Shutdown change in oil temperature.
Checklist ACCOMPLISH
NOTE: It is usually impossible for the
Temperature in yellow band: fli^t crew to determine if the
Fuel Heat. ".CHECK excessive consumption is external
If fuel heat is on, imonitor oil or internal to the engine. Abnor
temperature for decrease into green mally high breather pressure ass
band after fuel heat is off. ociated with hi^ oil consumption
may be evidence that an internal
problem exists. In either case
BAOD
23 OCT.76
21-20-04
British 747 FLYING MANUAL
?^,-7 ALTERNATEPOWER PLANT
airways OPERATIONS
LOW OIL QUANTITY INDICATION HIGH ENGINE BREATHER PRESSURE
Oil Pre£ •• •• I .MONITOR Breather pressure between 7.5 and 9.0 psi
If tlie oil quantity indicaticn for over two minutes or over 9.0 psi may
decreases to one U.S. gallon the oil indicate an abnormal engine condition.
pressure must be monitored closely.
If the oil pressure drt^ps below the Engine Indications MONITOR
green band or begins to fluctuate If oil quantity, pressure, tenperature or
the Low Engine Oil Pressure procedure other engine indications are not normal,
should be followed. accoirplish the appropriate procedure.
If all indications other than breather
LOW ENGINE OIL PRESSURE pressure are normal, no action is required
other than a maintenance log entry.
(Engine oil pressure indication below
green band). HIGH ENGINE BREATHER TEMPERATURE
If oil pressure is in the yellow band, Breather air tenperature above 195*^0 may
monitor other engine instruments and indicate an abnoniBJ. engine condition.
continue operation to the next landing. Max.. breather tenperatures will be
The ENG OIL PRESS li^t on the pilots' experienced after T/0 at approx. 1500 ft.
centre panel should illuminate when BREATHER TEMPERATURE 195°C-210°C
the oil pressure is in the yellow band
or belcw. Breather Tenp RECORD
If the oil pressure drops below the During initial climb, if the breather
yellow band, shut dcwn the engine, or tenperature is 195°C-210°C raise a
operate at the minimum thrust required Sector Defect "For Information" quoting
to maintain flight. maximum Breather Tenperature observed.
Illumination of the ENG OIL PRESS light, BREATHER TEMPERATURE AT OR ABOVE 210°C
with no other abnornal indication, does Thrust Lever RETARD
not require thrust reduction or shutdown. Retard the thrust lever to reduce
However other engine instruments should breather tenperature to belcw 210°C.
be observed frequently for any indication
which would require such action. - If tenperature stabilises below the
radial, operate at the reduced power
EXCESSIVE OIL FILTER DIFFERENTIAL setting. Raise Sector Defect "LOG ENTRY"
PRESSURE ~ quoting stabilised E.P.R., T.A.T., Oil
(At 50 PSI differential pressure the Temperature and Breather Tenperature.
ENG OIL PRESS light on the pilots' an ~ If tenperature cannot be stabilised
nunciator panel will illuminate for belcw the radial.
the affected engine, indicating an im
pending oil filter bypass). Oil Contents CHECK
Oil Tenperature CHECK
Thrust Lever RETARD Oil Pressures CHECK
Retard the thrust lever to reduce
filter differential pressure, fligjit - If oil contents and tenperature are
conditions permitting. normal, operate at normal thrust ratings,
- If DIFF pressure returns within monitor oil tenperature and contents.
limits, operate at the reduced Raise fector Defect quoting stabilised
power settings. E.P.R., T.A.T., Oil Tenp and Breather
- If DIFF pressure cannot be Tenp.
maintained within limits, shut ~ If there is a rapid loss of oil contents.
down the engine or operate at
the minimum thrust required to AND/OR
sustain flight. Oil Tenperature is in excess of 120°C AND
Oil Differential pressure exceeds 35 PSI
Engine Failure and Shut Down
Checklist ACCOMPLISH
BA
31 Dec.80 21-20-05
FOWCR PUNT 747 FLYING MANUAL
ainvays
NOTE l.High AVM indications are considered
valid when any of the following
EXCESSIVE RPM conditions exist:
Thrust Lever RETARD - Airframe or thrust lever
Maintain RPM within limits. vibration exist.
Flight ccnditions permitting, the - Engine indications on affected
engine should be shut down if RPM engine are abnormal.
cannot be maintained within limits - High indication exists on both
or if RPM exceeds the limit by 3% L.P. and H.P. positions.
RPM or more. If continued operation
is required, minimum thrust setting NOTE 2.Vibration an take-off following a
should be used.
prolonged step in low ambient
Excessive RPM RECORD temperature conditions may be due
to ice formation in the fan nose
Record any incident of excessive RPM
dome.
in flight log including max RPM
observed and duration of excessive UNEXPECTED E.P.R. SHORTFALL DURING lAKE-OFF
RPM.
For the purposes of this drill, shortfall
HIGH ENGINE VIBRATION is defined as:-
Actual or impending engine difficulties The difference between the EPR limit,
may be detected by the Airborne Vibration as extracted fron the Cruise Control
Monitor (AVM). However, AVM values may Manual, and the maximum EPR achiev
vary between engines. Therefore AVM values able without exceeding engine limita
should be observed and recorded (with tions.
stabilized thrust settings) periodically
during flight to detect significant The maximum shortfall permitted is
0.06 EPR.
vibration changes.
Any distinct trend of change of valid To recover the shortfall, the EPR bug
readings over one or more flights should cn the good engines can be exceeded by
be entered in the maintenance log. 0.02 EPR (0.01 EPR for Performance
Advantage Take-Off) or the take-off
Valves between 0.2 and 1.2 IPS are con abandoned if this does not ccnpensate
sidered normal values in either HIGH SPEED for the shortfall.
ROTOR (TURBINE) or LOW SPEED ROTOR (MEET)
position. ENGINE OVERTEMPERATURE DURING TAKE-OFF
IM THE MR
If, at any time with stabilized thrust
setting, a rapid increase in excess of Thrust ^ver RETARD
0.5 IPS from previous value occurs, and EGT in excess of 846°C for the -3A
the reading is considered valid.
or 915° for the -7 and -7A during
Thrust Lever RETARD
take-off, and 816°C for the -3A or
Retard the thrust lever of the
875°C for the -7 and -7A during
affected engine to return the AVM value
climb/cruise requires immediate thrust
to within 0.5 IPS of its previous value. reduction to return the EGT to within
normal operating limits.
The engine should, flight conditions
"If the thrust reduction returns the permitting, be shut down if the EGT
AVM value to within 0.5 IPS of its was 870°C or mor« for the -3A engine
previous value and all other engine or 940°C or more for the -7 and -7A
parameters are normal continue to engines. If continued operation is
operate at that thrust setting. required the minimum thrust setting
- If thrust reduction does not return necessary should be used, maintaining
the AVM value to within 0.5 IPS the EGT within normal operating limits.
of its previous value and is con
sidered valid or if other engine Overtemperature RECORD
abnormalities exist the engine should Record all incidents of over-
be shut dcwn, flight conditions temperature in the Flight log giving
permitting. the maximum EGT observed and. the
duration of the overtemperature.
BA
21-20-06
31 Dec.80
British ainvays 7^17 FLYING MANUAL POWER PLANT
OVERSEAS DIVISION
EXCESSIVE OIL FILTER DIFFERENTIAL HIGH ENGINE VIBRATION

PRESSURE
Actual or impending engine difficulties
(At 50 PSI differential pressure the may be detected by the Airborne Vibration
ENG OIL PRESS light on the pilots' an Monitor (AVM). However, AVM values may
nunciator panel will illuminate for vary between engines. Therefore AVM values
the affected engine, indicating an im should be observed and recorded (with
pending oil filter bypass). stabilized thrust settings) periodically
diuring flight to detect significant
Thrust Lever RETARD vibration changes.
Retard the thrust lever to reduce
filter differential pressure, Any distinct trend of change of valid
flight conditions permitting. readings over one or more flights should
- If DIFF pressure returns within be entered in the maintenance log.
limits, operate at the reduced
power settings. The following values are representative
- If DIFF pressure cannot be of the range of the normal values:
maintained within limits, shut HP: 0.2 to 0.7 IPS
down the engine or operate at IP: 0.2 to 1.2 IPS
the minimum thrust required to
sustain flight. If, at any time with stabilized thrust j
setting, a rapid increase in excess of
0.5 IPS from previous value occurs, and
HIGH ENGINE BREATHER PRESSURE
the reading is considered valid.
Thrust Lever RETARD
Retard the thrust lever of the
Breather pressure between 7.5 and 9.0
psi for over two minutes or over 9.0 affected engine to return the
AVM value to within 0.5 IPS of
psi may indicate an abnormal engine
condition.
its previous value.
- If the thrust reduction returns
the AVM value to within 0.5 IPS
Engine Indications. .MONITOR
of its previous value and all
If oil quantity, pressure, temperature other engine parameters are
or other engine indications are not normal continue to operate at
normal, accomplish the appropriate that thrust setting.
- If thrust reduction does not
procedure.
return the AVM value to within
If all indications other than
0.5 IPS of its previous value and
is considered valid or if other
breather pressure are normal, no
action is required other than a engine abnormalities exist the
engine should be shut down, flight
maintenance log entry.
conditions permitting.
N0TE:1 Hi^ AVM indications are considered

valid when any of the following con
ditions exist:
- Airframe or thrust lever vibration
exist.
- Engine indications on affected
engine are abnormal.
- Hi^ indication exists on both L.P.
and H.P. positions.
NOTE:2 Vibration on take-off following a
prolonged stop in low ambient temp
erature conditions may be due to ice
formation in the fan nose dome.
BAOD
4 UUL,75
21.20.05
OVERSEAS DIVISION
UNEXPECTED E.P.R. SHORTFALL DURING TAKE OFF NOTE: Engine bleed operation may cause a
sudden drop or E.P.R. of
'The EPR bug on the good engines should O.I to 0.15 E.P.R. above 23000'
be exceeded by 0,02 EPR, or the tahe-off 0.05 - 0.08 E.P.R. below 23000'
abandoned if this does not compensate
for the shortfall.
E.G.T. MONITORING
ENGINE OVERTEMPERATURE DURING TAKE OFF 1. E.G.T. 50 - lOO^C higher than engines
AND IN THE AIR of the same dash number.
Thrust Lever RETARD Shut down the engine - flight
EGT in excess of 846°C for the conditions permitting.
-3A or 915°C for the -7 and -7A 2. E.G.T. -50 - 150°C, Nq, fuelflow and N2
during take off, and 816°C for the higher than engines o"f the same dash ~
-3A or 875°C for the -7 and -7A
number.
during climb/cruise requires imm
ediate thrust reduction to return Trip C.B. 'T/R Seq. & Bleed' (P12) and
the EGT to within normal operating check for drop in E.G.T. back to normal.
limits. (Note: This C.B. must be reset for
The engine should, flight condi landing to obtain thrust reverse^
tions permitting, be shut down if If no change in E.G.T. with C.B. pulled
the EGT was 870°C or more for the
carry out the following bleed valve
check.
-3A engine or 940 C or more for
the -7 and -7A engines. If con Decelerate engine slowly - check sudden ■
tinued operation is required the decrease in E.P.R.
minimum thrust setting necessary
should be used, maintaining the Accelerate engine slowly to max. cont.-
EGT within normal operating check sudden increase in E.P.R.
limits. If there is no change in E.G.T. with
C.B. pulled and engine bleeds check
Overtemperature RECORD normal - shut down the engine.
Record all incidents of over-
temperature in the Flight Log 3. Delta E.G.T. difference between engines./*^
giving the maximum EGT greater than 150c
observed and the duration of Indicates possible engine deterioration.
the overtemperature. Complete an engine fault report form
IN FLIGHT RELIGHT FOLLOWING SHUT DOWN and a defect report in Maintenance Log.,^
DUE TO COMPRESSOR STALL
WINmiLLING ENGINE - RECORDINGS REQUIRED
- Do not relight if stall occured with
constant power set - thrust levers not The following in flight information after
being moved - unless a greater a precautionary engine shut down should ^
emergency occurs. , be recorded in the maintenance log.
- One relight attempt may be made if the WINDMILLING N2 R.P.M.
stall occured during acceleration or WINDMILLING ENG. OIL PRESSURE
deceleration providing the engine has WINDMILLING FILTER INLET PRESSURE.
not exhibited any prior malfunction If no oil pressure is registered, record
(thrust limited or high E.G.T.). Windmxiling N2 R.P.M. and time engine
If relight is satisfactory all engine windmilled without oil pressure indica fD
parameters must be checked for a tion. This information determines sub
significant shift. sequent action to be taken.
If a shift is apparent shut down the
engine.
ENGINE RUN DOWN OR LOSS OF THRUST

WITH NO PREVIOUS MALFUNCTION OR STALL
- ,-t
- Check fuelfeed configuration and fuel
pressure if a relight required:-
- One relight attempt may be made.
4 JUL.75
BAOD. 21.20.06
747 FLYING MANUAL POWER PLANT
British -7 ALTERNATE OPERATION
airways
IN FLIGHT RELIGHT FOLLOWING SHUT DOWN
- Do not relight if stall occured with

constant power set - thrust levers not
being moved - unless a greater
emergency occurs.
- One relict attempt may be made if the

stall occured during acceleration or 1
deceleration providing the engine has ENGINE INDICATIONS I- WITHIN
not exhibited any prior malfunction LIMITS
(thrust limited cr high E.G.T.).
NOT WITHIN LIMITS
If relight is satisfactory all engine
parameters must be checked for a
significant shift.
Inflight Engine Failure
and Shutdown
If a shift is apparent shut down the
Checklist .ACCOMPLISH
engine.
^ UNSCHEDULED THRUST LOSS OR ABNORMAL
RESPONSE TO THRUST LEVER ADVANCIMENr
Thrust Lever (affected
This proceduipe applies when abnormal engine) IDLE
engine indications occur with low EPR/Nl _L_
and high EGT following thrust lever EGT BELOW 500°C-
advancement fran a lower thrust level
cr when an unscheduled thrust loss occurs. 500°C AND ABOVE
This procedure must be followed in the
NOTE: Perform the following steps on
sequential steps listed below.
affected engines one at a time.
Complete each step in turn until the
problem is corrected or the engine is Start Lever CUTOFF
shutdown. Nacelle Anti-Ice OFF
Pneumatic Loads REDUCE
CAUTION: DO NOT ADJUST THRUST LEVER
Reduce pneumatic bleed loads
EXCEPT TO REDUCE AND MAINTAIN
to maintain a minimum of 21
ENGINE INDICATIONS WITHIN
PSl before attempting cross-
LTMITS OR AS REQUIRED BELOW.
bleed start or maintain a
Ignition Switches FLT START minimum of 250 knots before
Place both ignition switches to attempting windmilling start.
FLT START. Start Lever IDLE
Main Tank Fuel Boost
NOTE: If icing conditions were
Pumps Switches ALL ON
present and the start had
Assures fuel pressure is available to
to be aborted, another
all engines.
restart may be attempted
Fuel Heat AS REQUIRED
when clear of the icing
Check No.1 tank temperature and
conditions.
if tank tenperature is 0°C or below
apply fuel heat for 3 minutes.
Nacelle Anti-Ice AS REQUIRED
Check existing weather conditions
and if TAT is 8°C or below and if
visible moisture (fog, rain, snow,
sleet, ice crystals, etc) is
present, turn en nacelle anti-ice.
Cont
BA
25 JAN.82
21-20-07
POWER PLANT 747 FLYING MANUAL <
ALTERNATE OPERATION British
-7 airways
UNSCHEDULED THRUST LOSS OR ABNORMAL
HUNG/SLOW ENGINE ACCELERATION (N2
RESPONSE TO THRUST LEIVER ADVANCEMENT (CONT)
BELOW 80%, EGT NORMAL (IN FLI^)
Thrust Lever ADVANCE, 10% N2 This procedure applies when an engine
Advance the thrust lever slowly to does not respond or hangs or accelera
increase N2 RPM by 10% from that tes slowly between idle and 80% N2.
observed at idle. Closely monitor Relationship between engine indications
EGT and other engine indications. are normal. This condition generally
occurs above 25,000 feet.
I N1 I INCREASES 10%
Thrust Lever (affected engine)....IDLE
2 OR MORE
Bleed Air Valve Switch
DOES NOT INCREASE
(affected engine) CLOSE
10%
NOTE: At least two bleed air valves
Inflight Engine Failure must be open at all times for
and Shutdown airplane pressurization.
Checklist .ACCOMPLISH
Nacelle Anti-Ice Switch
(affected engine) OFF
CAUTION; NO FURTHER ATTEMPTS
SHOULD EE, MADE TO Thrust Lever (affected engine).ADVANCE
RESTART OR OPERATE
Advance thrust lever slowly and
THE ENGINE FOR THIS
check engine for normal response
CONDITION.
and indications.
NOTE: Failure of N1 to increase
NODE: If engine fails to respond,
proportionately to N2 during
increase airspeed and/or
the above check is indicative
decrease altitude, conditions
of a malfunction in the
permitting.
hydraulic stage of the
engine-driven fuel punp. If engine recovers:
Nacelle Anti-Ice AS REQUIRED
Bleed Air Valve Switch OPEN
Thrust Lever. .ADVANCE
If abnormal indications reoccur:
Advance thrust lever slowly to
two or three knobs ahead of any Bleed Air Valve Switch CLOSE
engine operating normally to
NOTE: It may be necessary to maintain
check for surge bleed valve
bleed air valve closure on the
operation. affected engine until below
25,000 feet altitude. At least
two bleed air valves must be
open at all times for airplane
EPR AND N1 INCREASE
pressurization.
ABRUPTLY
STARTER VALVE OPEN LIGHT ILLUMINATED
DO NOT INCREASE
If starter valve open light illuminates
ABRUPTLY
in fli^t and fli^t conditions permit:
Normal operation may be continued with Engine Failure and
surge bleed valve open as long as Shutdown checklist ACCOMPLISH
engine indications remain within
limits.
■k-k-kit-k
Maintain sufficient thrust to keep

surge bleed valves closed.
BA
21-20-08 25 JAN.82
British airways 747 FLYING mNUAL POWER PLANT
OVERSEAS DIVISION
NOTE; (Cont'd) HIGH ENGINE BREAIHER PRESSURE

thrust reduction on the affected
Breather pressure between 7.5 and 9.0
engine, if feasible may decrease psi for over two minutes or over 9.0
the consuirption rate. psi may indLcate an abnormal engine
'IDW OIL QUANTITY INDICATION condition.
Oil Pressure MONITOR Engine Indications MONITOR

If the oil quantity indication If oil quantity, pressure, teiiperature
decreases to one U.S. gallon the oil or Other engine indications are not
* pressure must be monitored closely. normal, accomplish the appropriate
If the pil pressure drops belcw the procedure.
green band or begins to fluctuate
the Low Engine Oil Pressure procedure If all indLcations other than breather
should be followed. pressure are normal, no action is required
other than a maintenance log entry.
LOW ENGINE OIL PRESSURE
EXCESSIVE RPM
(Engine oil pressure indication belcw
green band). Thrust Lever RETARD
Maintain RPM within limits.
'If oil pressure is in the yellow band, Flight ccnditions permitting, the
monitor other engine instruments and engine should be shut down if RPM
continue operation to the next landing. cannot be maintained within limits
The ENG OIL PRESS li^t en the pilots' or if RPM exceeds the limit by 3%
^centre panel should illuminate when RPM or imore. If continued operation
the oil pressure is in the yellcw band is required, minimum thrust setting
or belcw.
should be used.
If the oil pressure drops belcw the Excessive RPM RECORD
yellcw band, shut down the engine, or Record any incident of excessive RPM
'operate at the minimum thrust required in fli^t log including max RPM
to naintain fli^t. observed and duration of excessive
RPM.
Illumination of the ENG OIL PRESS light,
with no other abnormal indication, dees HIGH ENGINE VIBRATION
''not require thrust reduction or shutdown. Actual or impending engine difficulties
However other engine instruments should may be detected by the Airborne Vibration
be observed frequently for any indication Monitor (AVM). Hcwever, AVM values may
which would require such action. vary between engines. Therefore AVM values
ÊXCESSIVE OIL FILTER DIFFERENTIAL should be observed and recorded (with
PRESSURE stabilized thrust settings) periodically
during flight to detect significant
(At 50 PSI differential pressure the vibration' changes.
ENG OIL PRESS light en the pilots' an-
,nunciator panel will illuminate for Any distinct trend of change of valid
the affected engine, indicating an im readings over one or more flights should
pending oil filter bypass). be entered in the maintenance log.
Thrust Lever RETARD Valves between 0.2 and 1.2 IPS are con
Retard the thrust lever to reduce sidered normal values in either HIGH SPEED
filter differential pressure, fli^t ROTOR (TURBINE) or LOW SPEED ROTOR (TOLET)
conditions permitting. position.
- If DIFF pressure returns within If, at any time with stabilized thrust
limits, cperate at the reduced setting, a rîd incrrease in excess of
, power settings. 0.5 IPS from previous value occurs, and
- If DIFF pressure cennot be the reaching is considered valid.
maintained within limits, shut Thrust Lever RETARD
dcwn the engine or operate at Retard the thrust lever of the
the minimum thrust required to affecrted engine to return the AVM value
* sustain flight. to within 0.5 IPS of its previous value.
BAOD
23 OCT.76 21-20-05
K>WER PLANT
747 FLYING MANUAI. British airways
OVERSEAS DIVISION
HIGH LNGINE VIBEATIQN (CONT'D) IN FLlGlir RELian tULLOWING SHUT DOWN
- If the thrust reduction returns the
AVM value to within 0.5 IPS of its - Do not relict if stall occured with
previous value and all other engine constant power set - thrust levers not
parameters are normal continue to being moved - unless a greater
operate at that thrust setting. emergency occurs.
- If thrust reduction does not return
- One relict attempt may be made if the
the AVM value to within 0.5 IPS
stall occured during acceleration or
of its previous value and is con deceleration providing the engine has
sidered valid or if other engine not exhibited any prior malfunction
abnormalities exist the engine should (thrust limited or high E.G.T.).
be shut down, flight conditions If relict is satisfactory all engine
permitting. parameters must be checked for a
N0TE:1 Hi^ AVM indications are considered significant shift.
valid when any of the follcwing If a shift is apparent shut dcwn the
conditions exist; engine.
- Airfrane or thrust lever LOW THRUST OR THRUST LOSS
vibration exist.
CAUTION: DO NOT ADJUST THRUST LEVER
- Engine indications on affected except as REQUIRED BELOW.
engine are abnormal.
- High indication exists on both If engine parameters cannot be maint
L.P. and H.P. positions. ained within limits:
NOTE:2 Vibretion on take-off following a Engine Shutdown

prolonged stop in low ambient tenp- Checklist .ACCOMPLISH
erature conditions may be due to
If indications are within limits:
ice formation in the fan nose dome.
Ignition FLIGHT START
IIEXPECTED E.P.R. SHORTFALL DURING TAKE OFF Main Fuel Boost Pumps ALL ON
The EPR bug on the good engines should Check fuel temperatures and if fuel
be exceeded by 0.02 EPRj or the take-off heat is required, accomplish the
abandoned if this does not ooiipensate ^propriate procedure.
for the shortfall. Nacelle Anti-Ice AS REQUIRED
Check existing weather ccnditions
ENGINE OVERTEMPERATURE DURING TAKE OFF
and ^ply nacelle heat if required.
AND IN IHE AIR ■
If abnormal indications persist and if
Thrust Lever RETARD N1 INDICATES LESS THAN 10% BELOW THE
EGT in excess of 846°C for the -3A OIHER ENGINES:
or 915°C for the -7 and -7A during
take off, and 816°C for the -3A or Engine Bleed Check ACCOMPLISH
8750C for the -7 and -7A during Use the chart on Page 21-50-03 to
climb/cruise requires immediate thrust determine if the engine is in or
reduction to return the EGT to within near the surge bleed operating range.
normal operating limits.
If the engine is in the range which might
The engine should, flight conditions indicate early bleed valve opening:
permitting, be shut down if the EGT
was 870°C or more for the -3A engine Advance thrust lever two or three knobs
or 940°C or more for the -7 and -7A to close bleed valves.
engines. If continued operation is If EPR and N1 increase abnptly and flight
required the minimum thrust setting conditions permit:
necessary should be used, maintaining
the EGT within normal operating limits. Maintain sufficient thrust to keep
bleed valves closed.
Overtenperature RECORD
Record all incidents of over-
temperature in the Flight Log giving
the maximum EGT observed and the
duration of the overfemperature.
BAOD
23 OCT.76
21-20-06
747 FLYING MANUAL POmsi KAHT
British MJimm onmms
ainvays 524
STARTING, ENGINE IN REVERSE C524) If one of the above failures occurs

the start procedure must be coordinated
Starting with engine thrust reverser(s)
in reverse position is permissible: between the flight and ground crew.
Reverse Thrust
The ground crewman will, on the E/O's
CQmnand:
Levers DO»I (FORWARD) POSITION
Forward Thrust Levers.... IDLE POSITION
- "Open Bleed Air Valve" (VALVE CLOSED
light should extinguish)
Observe normal start procedures. When Engine Ignition
bleed pneumatic pressure builds vp Switch GRD START
thrust reverser(s) should return to Observe normal starting indications
forward (stowed) position. and procedures.
OR
'engine(s) stuck IN reverse during Engine Ignition
GROUND OPERATION (524) Switch GRD START
If, after a reversing cycle or after - "ên Starter Valve" (VALVE OPEN
a start in reverse, the engine fails light should illuminate)
to return to forward thrust, monitor Observe normal starting indications
EGT closely and (in a clear area) re and procedures.
cycle the affected engine reverse thrust Engine Ignition Switch OFF
lever to the reverse thrust position. F/E calls "50% N3" and places ignition
Accelerate to 30% N1 RPM and rapidly switch to OFF.
return the reverse thrust lever to the The ground crewman will, on the E/O's
forward idle thrust position. If the comirand:
engine fails to return to the forward - "Release Bleed Air Valve" (If bleed
thrust position, shut down the affected air valve does not close pneumatically
engine. the ground crewman will have to close
NOTE: Do not give directional comiand manually)
OR
change until the reverser has had
time to cQirplete its travel. - "Close Starter Valve"
Avoid rapid cycling of the (Check that VALVE OPEN li^t
reverser system. Approximate extinguishes)'.
times for reverser travel are:
extend 2 seconds NO EGT RISE - DUAL IGNITION
retract 5 seconds
If after 20 seconds of start lever
MANUAL OVERRIDE START (524) movement to idle/rich, no EGT rise
•3 has occured, select other ignitor
A manual override start will be required to FLT. START.
if:
- BLEED AIR VALVE FAILS TO OPEN If after 30 seconds no EGT rise has
I This failure is indicated when the occured, abort start.
bleed air VALVE CLOSED light does
not extinguish when the engine ignition
- STARTER VALVE FAILS TO OPEN
This failure is indicated when the
starter VALVE OPEN light does not
illuminate when the engine ignition
NOTE: Starter duct must be pressurised
before STARTER valve is manually
opened.
19 NOV.79
BA
21-20-09
PIANT 747 FLYING MANUAL
alternate operations 524
British
airways
ABORTED START
Ignition
tail winds, low pneumatic duct Switches. ..RELEASE AT 50% N3
pressure, abnormal fuel flows or no
ignition may result in an unsatisfactory If RICH position is used move start
start attempt. lever to IDLE when engine IDLE RPM
is reached.
Abort a ground/inflight start if any of
the following conditions occur;
NOTE; For no N1 or N2 rotation by
After starter valve opens: •
- Dense fogging (vaporized fuel) from 30% N3 RPM or no oil pressure
the tailpipe._ , , . conditions, ~ satisfactory
- If no indication of_N3_rotation in restart may e obtained by
10 seconds release ignition switch. allowing N3 PM to decrease
- No oil pressure indication in 30 seconds to zero bef e a restart
After start lever movement to idle: attempt, ^ other abort
- Instantaneous light up. conditions cwo consecutive
- No EGT rise in 30 seconds.
start attempts may be
(In flight, 90 seconds) performed providing the
- NO N1 or N2 rotation by 30% N3. starter operation time limit
- EGT excessive rate of rise (hot start).
is not exceeded.
- Engine fails to accelerate to IDLE
RPM in 90 seconds.
LOW DUCT PRESSURE START
NOTE: , A hot start can be anticipated No. 4 engine should be started first to
if EGT indication exceeds the
assure hydraulic brake pressure.
N3 RPM indication X 10 (exatiple
350°C EGT indicated before 35% If recommended minimum start duct
N3 RPM). pressure (30 psi) cannot be maintained,
starts may be attempted if duct
Start Lever ' CUTOUT pressure - after start valve is open -
Check fuel flow decreases. Cont versus ambient temperatures are within
inue to motor the engine (or the following values:
ihndmill) for at least 30 seconds OAT^ SL to 5000' Above 5000'
or until the E.G.T. is below 80°C .
whichever is lonver. +10 & above 21 psi 21 psi
+10 to -10 21 psi 21 psi
NOTE: If ignition switch is -10 to -20 23 psi 21 psi
inadvertently released do -20 to -30 25 psi 23 psi
not re-engage until N3 RPM Air Conditioning
is 20% or below. Packs ALL CLOSED
Ignition Switch GRD START
Start Lever.. T "CH/IDLE
If EGT did not exceed 550 C and a
On -524 engine position start lever
restart is desired:
to IDLE when N3 RPM is 22%, or max.
Sys 1 and Sys 2 Ignition obtainable (RICH at 15% N3).
Switches • BOTH IN GND START
NOTE: Due to variation in engine start
Start Lever .IDLE/RICH
characteristics the inability to
obtain a satisfactory start on
NOTE: The RICH position may be
one "engine does not preclude a
used to increase the rate
satisfactory start on another.
of N3 acceleration. Do
Crossbleed start may be used on
not use RICH for restart
attempt following a hot remaining engines after one engine
has been started. When a cross-
start.
bleed start is to be accomplished
and No. 4 engine has not been
started, place No. 4 ADP switch
to AUTO during pushback or towing
when electrical power is provided
by any engine generator.
BA
21-20-10 29 NOV.79
British airways 747 FLYING MANUAL POWER PLANT
OVERSEAS DIVISION
^ LOW THRUST OR THRUST LOSS (CONT'D)
If EPR and N1 do not increase abnptly:
Engine Shutdcwn
^ aiecklist ACCOMPLISH
If NI INDICATES 10% OR MORE BELOW THE
OTHER ENGINES:
Engine Shutdown
Checklist ACCDMPLISH
NOTE: This may be a failed hydraulic
stage of the engine-driven fuel
punp.
^ E.G.T. MONITORING
1. E.G.T. 50 - IOO°C higher than engines

of the same dash number.
Shut down the engine - flight

conditions permitting.
2. E.G.T. 50 - 150°C, Nl, fuelflow and N2
higher than engines of the same dash
number.
^ Trip C.B. 'T/R Seq. & Bleed' (P12) and

check for drop in E.G.T. back to normal.
(Note: This C.B. must be reset for
landing to obtain thrust reverse.)
If no change in E.G.T. with C.B. pulled
carry out the following bleed valve check.
Decelerate engine slowly - check sudden
decrease in E.P.R.
^ Accelerate engine slcwly to max. cont.-

check sudden increase in E.P.R.
If there is no change in E.G.T. with

C.B. pulled and engine bleeds check
^ normal - shut down the engine.
3. Delta E.G.T. difference between engines
greater idian IS^C
Indicates possible engine deterioration.
Complete an engine fault report form
and a defect report in Maintenance Log.
WINEMILLING ENGINE - RECORDINGS REQUIRED
The following in flight information after
a precautionary engine shut dcwn should
be recorded in the maintenance log.
WINI14ILLING N2 R.P.M.
. WINEMILLING ENG. OIL PRESSURE
^ WINEMILLING FILTER INLET PRESSURE.
If not oil pressure is registered, record
^ Windmilling N2 R.P.M. and time engine
^ windmilled without oil pressure indica-
tion. This information determines sub-
^ sequent action to be taken.
K
BADE
23 OCT.76 21-20-07
747 FLYING MANUAL POWER PLANT
British alternate operations
airways
EXCESSIVE RPM ENGINE VIBRATION S^YGTEM
Thrust Lever RETIARD If the selected channel becomes

Reduce thrust as required to inoperative i.e. any indication goes to
maintain RPM indications within zero inflight select other channel,
limits.
Ml, N2 or N3 Maximum Indication

Pointers DETERMINE RPM REACHED
If the overspeed condition was
less than 20 seconds and the
indicated RPM(s) did not exceed:
N1 - 104%
N2 - 107%
N3 - 98.3%
Continue normal operations.

rv
If the overspeed condition exceeded
20 seconds and either the T.0. or
continuous RPM limitations exceeded
the engine should be shut down,
flight conditions permitting.
Enter the Maximum RPM reached and time
in the airplane log.
ENGINE OVERTEMPERATURE
Thrust Lever RETARD

Reduce thrust until EGT is below^
the take-off or acceleration limits.
Maximum EGT Indication

Pointer DETERMINE EGT REACHED
If EGT did not exceed 800 C and
condition was limited to less than
20 seconds continue normal
operations.
If overtemperature condition
exceeded 20 seconds or PET exceeded
800°C the engine should be shut
down flight conditions permitting.
Enter the Maximum EGT and time in the
airplane log.
BA
21-20-13
24 Nov.81
POWER PLANT 747 n.YING MANUAL ^ ^
5^4 aimvays
FLUCTUATINC^ THRUST OR mUST LOSS
NT N2 RPM
Indicator DETERMTMC IF
OVERSPEED HAS OCCURI^
If an N1 and/or N2 over'speed is
indicated, use EXCESSIVE RPM
procedure in this section.
If an N1 and/or N2 overspeed is not
indicated:
Thrust
Lever RETARD TO IDLE
If engine stabilizes at reduced power:

Engine Limit Control
Switch OVERRIDE
Check engine response to

thrust lever movement.
If engine response is normal

continue operation of engine
with limit control deactivated.
If it is still not possible to
achieve required power reduce to
idle and reselect Engine Limit
control to NORMAL. Continue
operation using pcwer available
to coiiplete flight.
If engine does not stabilize at reduced
power:
Engine Failure and

Shutdown Checklist ACCOMPLISH
BA
21-20-14 24 Nov.81
OVERSEAS DIVISION
Bleed opening may occur during a thrust reduction enroute to a lower cruising
altitude or to a new target cruise EPR. After thrust readjustment bleed opening
on an individual engine(s) may be identified by a hiêr EGT with increased fuel
flow and N2.
To confirm that an EPR drop is caused by bleed valve opening, the thrust lever of
the affected engine(s) should be slowly advanced two or three knobs forward until
an abrupt EPR increase occurs. The thrust lever(s) may then be retarded to approxi
mately .05 EPR above the setting where the bleed valve opens. Flight conditions
permitting, flight at or near optimum altitude or a power setting sufficiently
high to close the bleeds will result in an overall saving of fuel.
Routine checks of the bleed valve operating schedule is not required. Reference to
the bleed operating schedule graph should only be made when there is an apparent
bleed valve defect.
ESTIMATED BLEED OPERATING SCHEDULE
JT^3A!
EPR
40,000
EXiMMPLE JraD-7
MAX EPR FOR iBLEEf) CLGSiriG 4-
35,000 M444"îFOR 6UEB| QP^
lU
O
D
o ■
1- bO^
30,000
5 i
25,000
BAOD
28 MAY 74
21.50.03
mi FLYING MANUAL , British airways
OVERSEAS DIVISION
FUEL PUMP HYDRAULIC STAGE MALFUNCTION

The function of the fuel pump hydraulic stage is to actuate the JT9D variable stator
system and engine surge bleed systems. In the event of hydraulic stage pressure loss
at a high engine thrust level, the main stage of the fuel pump takes over this
function and will provide sufficient pressure to maintain the variable stators on_
schedule and to assure that the start and surge bleeds remain closed. For this high
thrust condition, therefore, a hydraulic stage failure with resultant loss of
hydraulic pressure can go unnoticed. During a subsequent reductionîn engine thrust,
however, the main stage pump pressure will be reduced, permitting air loads to drive
the variable statore to the closed position; the reduced pressure will also allow
the surge and start bleeds to open.
During engine start a hydraulic stage malfunction will result in abnormally low N2
RPM and high EGT when the engine reaches idle.
In the other phases of engine operation the c±iaracteristic indications ofâ
hydraulic stage malfunction are abnormally low EPR and N1 with correspondingly high
N2 and EGT. There will be little if any N1 or EPR response to advancement of the
thrust lever although N2 and EGT values will increase rapidly. An additional
potential indication of hydraulic stage■ naifunction is a rapid drop in EPR without
thrust lever movement.
When a hydraulic stage malfunction is suspected, it is essential that the thrust

lever be retarded to IDLE as soon as possible and that no further power lever
excursions be nade, except as described below, until this suspicion is elniunated.
Following a suspected hydraulic stage mialfunction, inc^cated by the fore-going
described symptoms, the malfunction should be identified as follows:
1. Retard the thrust lever to IDLE as soon as possible after the abnormal response
or thrust loss is noted.
2. Make note of resultant NT and N2 idle speeds.
3. Advance thrust levere to obtain 10 percent N2 increase over the observed idle
N2 value.
i+. Note the resultant N1 increase over the observed idle N1 value.
5. If the N1 rotor speed increases less than 10 percent above the value noted at
idle, the hydraulic stage malfunction is identified.
6. On identifying fuel pump hydraulic stage malfunction, the "INFLIGHT ENGINE
FAILURE SHUTDOWN" abnormal procedure should be followed.
•ti
H
CO
BAOD 28 MAY 74
21,50.04
BRITISH 747 FLYING MANUAL WARNING SYSTEMS
AIRWAYS TABLE OP CONTENTS
CHAPTER 22
PAGE
PREFACE 22.10.01
ENGINE FIRE 22.10.01
APU FIRE 22.10.01
WHEEL WELL FIRE 22.10.01
LOWER CARGO COMPARTMENT FIRE 22.10.01
IMPENDING STALL 22.10.01
OVERROTATION ON TAKEOFF 22.10.01
UNSAFE TAKEOFF CONFIGURATION 22.10.01
EXCESSIVE OPERATING AIRSPEED 22.10.02
AUTOPILOT DISENGAGEMENT 22.10.02
AUTOTHROTTLE DISENGAGEMENT 22.10.02
EXCESSIVE INSTRUMENT DIFFERENCES 22.10.02
RADIO ALTIMETER,ADI OR HSI FLAGS 22.10.02
DECISION HEIGHT 22.10.02
LANDING GEAR DOOR OPEN 22.10.02
LANDING GEAR NOT DOWN AND LOCKED 22.10.03
EXCESSIVE CABIN ALTITUDE 22.10.03
INS ON BATTERY POWER 22.10.03
LOSS OF EQUIPMENT COOLING 22.10.03
GROUND PROXIMITY 22.10.03
BA
24 SEP.84 22.00.01
BRITISH 7U7 FLYING MANUAL WARNING SYSTEMS
AIRWAYS WARNING SUMMARY
WARNING SYSTEMS
This chapter contains a listing of the warning lights, annunciators, aural and
tactile warning devices that advise of a hazardous or potentially hazardous
situation.
The recommended procedure for dealing with warning lights or devices are contained
In the appropriate procedural or system chapters of this manual
AURAL VISUAL WARNING REMARKS

CONDITION
WARNING
Engine Fire Bell in cockpit Both red master fire warning lights on Push either of the master fire
pilots' lightshield illuminate. Respective warning lights or the fire bell
engine fire switch on pilots' overhead reset switch to silence the fire
panel illuminate. For —524 engine warning bell, extinguish the
a turbine overheat warning light may master fire warning lights and
also be illuminated. reset the warning circuits.
APU Fire Bell in cockpit. Both red master fire warning lights on
Horn in wheel pilots' lightshield illuminate. Red APU
well. light on pilots' overhead panel illuminates.
APU fire switch on F/E's panel illumin
ates. APU remote fire light in wheel
well illuminates.
Wheel Well Both red master fire warning lights on

Fire pilots' lightshield illuminate. Red WHEEL
WELL light on pilots' overhead panel il
luminates.
Lower Cargo Both red master fire warning lights on

Compartment pilots' lightshield illuminate. Red LWR
Fire
CARGO light on pilots' overhead panel
illuminates. Red FWD or AFT light on
F/E's panel illuminates.
Control column shakes, and, if

Impending
the flaps are retracted, the con
Stall
trol column moves forward to
improve the longitudinal
stability.
Control column shakes.

Overrotation
on Takeoff
Intermittent GREEN BAND light illuminates Horn sounds if ^3 thrust

Unsafe Takeoff
if selected green band does not lever is advanced over 50% of
Configuration horn in
travel and: (1) stabilizer
cockpit. correspond to airplane weight ■
trim not in selected green
and C.G.(—524 only).
band or (2) flaps not at 10
or 20, or (3) speed brake
lever not in DOWN detent,
or (4) body gear not cen
tered, or (5) leading edge
flaps not extended.
BA
22-10-01
24 SEP.84
BRITISH 7U7 FLYING MANUAL WARNING SYSTEMS
AIRWAYS WARNING SUMMARY
AURAL VISUAL WARNING REMARKS

CONDITION
WARNING
Excessive Oper Clacker sounds

ating Airspeed in cockpit
Autopilot Dis Wailer sounds in

engagement cockpit. Autopilot warning lights flash red Refer to Chapter 7.
Autothrottie Autothrottie warning lights flash red. Refer to Chapter 7.

Disengagement
Invalid Sub Refer to Chapter 7.

system Signal
to Autopilot
Excess ive At Instrument WARN lights flash red. Refer to Chapter 19.
titude Differ 'AJT lights illuminate steady amber.
ences.
Excessive Instrument WARN lights flash red. Refer to Chapter 19.

Heading HOG lights illuminate steady amber.
Differences
MSI Failure Instrument WARN lights flash red.

Radio Altime
ter, ADI or HSI
Flags
INS-3 and VHF Refer to Chapter 19.

Nav 3 Failure
Warnings
ILS Deviation Deviation warning lights illuminate Refer to Chapter 7.

red.
Reaching Deci DH lights (amber) on ADIs illuminate REFER TO CHAPTER 7.

sion Height when decision height is reached.
Landing Gear Landing gear DOOR OPEN light (red) OR OPEN light (amber) on
Door Open on pilots' center panel illuminates F/E panel will illuminate for
affected door when DOOR
PRIM and DOOR ALT switch
■ ■■# es depressed.
BA
22-10-02 24 SEP.84
747 FLYING MANUAL British
OVERSEAS DIVISION
WARNING SYSTEMS
WARNING SUMMARY
vABmm sYaTEMs
This chapter contains a listing of the warning lights, annunciators, qiitoI aivl
situation.
The recommended procedures for dealing with warning li^ts or devices are con
tained in the appropriate procedural or system chapters of this manual.
AURAL
CONDITION VISUAL WARNING
WARNING REMARKS
k
Engine Fire Bell in cockpit. Both red master fire warning lights on Push either of the master fire
panel illuminate. warning bell, extinguish the
master fire warning lights and
reset the warning circuits.
APU Fire Bell in cockpit. Both red master fire warning lights on
well illuminates.

luminates.

Fire CARGO light on pilots' overhead panel
Impending
Control column shakes, and, if
Stall
• the flaps are retracted, the con
•

stability.
Overrotation
Control column shakes.
•
on Takeoff
136
Dec 15/Tl 22.10.01
747 FLYING MANUAL
British airways.
OVERSEAS DIVISION '
WARNING SYSTEMS
WARNING SUMMARY
AURAL
CONDITION VISUAL WARNING REMARKS
WARNING
Unsafe Takeoff Intermittent horn Horn sounds if #3 thrust lever

Configuration in cockpit. is advanced over 50% of travel
and:(1) stabilizer not in green
band, or (2) flaps not at 10 or
20, or (3) speed brake lever not
in DOWN detent, or (4) body
gear not centered, or (5) on
modified airplanes if all leading
edoe flaps are not extended.
Autothrottle
REFER TO CHAPTER 7.
Disengagement
Autopilot Dis
REFER TO CHAPTER 7.
engagement
Invalid Sub
REFER TO.CHAPTER 7.
system Signal
to Autopilot
Excessive At Instrument warning lights on Captain and Lights illuminate when: (1) at
titude or Head F/0 panels flash red. ' HDG and/or ATT
ing Differences
titude differences of 4° -6° exist,
lights illuminate steady amber. or (2) heading difference of 6°
Between Cap
exists.
tain's and F/O's
Instruments Other appropriate annunciators
and failure warning flags con
currently indicate specific mal
function.
INS-3 and VHP

REFER TO CHAPTER 19.
Nav 3 Failure
Warnings
Autopilotis)
Exceed Pre REFER TO CHAPTER 7
scribed Locali-
zer and Glide
Slope Limits
Approaching Tone begins at

Decision Height 70-75 ft above Tone will sound for approxi
decision height mately 3 seconds when airplane
set on radio al
descends through 2500 feet on
the radio altimeter. r+
timeter. H-
8
Reaching Deci Tone stops. DH lights (amber) on ADIs illuminate
sion Height REFER TO CHAPTER 7.
when decision height is reached.
BAOD
22.10.02 5 DEC.75
OVERSEAS DIVISION
WARNING SYSTEMS
WARNING SUMMARY
WARNING SYCTEMS
This chapter contains a listing of the warning lights, annunciators, aural and
situation.
The recommended procedures for dealing with warning ll^ts or devices are con
tained In the appropriate procedural or system chapters of this manual.
AURAL
CONDITION VISUAL WARNING REMARKS
WARNING
Engine Fire Bell in cockpit. Both red master fire warning lights on Push either of the master fire
panel illuminate. For -524 engine warning bell, extinguish the
a turbine overheat warning light may master fire warning lights and
also be illuminated. reset the warning circuits.
/-V APU Fire Bell in cockpit. Both red master fire warning lights on
well illuminates.

luminates.

Fire CARGO light on pilots' overhead panel
Impending Control column shakes, and, if

Stall the flaps are retracted, the con
stability.
Overrotation Control column shakes.

on Takeoff
10 JUN.77 BAOD
22.10.01
British airways
WARNING SYSTEMS
WARNING SUMMARY
AURAL
WARNING REMARKS
Unsafe Takeoff Intermittent horn Horn sounds if #3 thrust lever

Configuration in cockpit. is advanced over 50% of travel
and: (1) stabilizer not in green
band, or (2) flaps not at 10 or
20, or (3) speed brake lever not
in DOWN detent, or (4) body
gear not centered, or (5) on
modified airplanes if all leading
edqe flaps are not extended.
Autothrottle
REFER TO CHAPTER 7.
Disengagement
Autopilot Dis
REFER TO CHAPTER 7.
engagement
Invalid Sub
REFER TO CHAPTER 7.
system Signal
to Autopilot
Excessive At Instrument warning lights on Captain and Lights illuminate when: (1) at
titude or Head F/0 panels flash red. HDG and/or ATT
ing Differences
titude differences of 4° -6° exist,
lights illuminate steady amber. or (2) heading difference of 6°
Between Cap
exists.
tain's and F/O's
Instruments Other appropriate annunciators
and failure warning flags con
currently indicate specific mal
function.
INS-3 and VHP

REFER TO CHAPTER 19.
Nav 3 Failure
Warnings
Autopilot(s)
Exceed Pre REFER TO CHAPTER 7
scribed Locali-
zer and Glide
Slope Limits
Approaching Tone begins at c!

Decision Height 70-75 ft above Tone will sound for approxi 3
mately 3 seconds when airplane n
decision height P'
descends through 2500 feet on
set on radio al
the radio altimeter. OQ
timeter. (D
a.
Reaching Deci Tone stops. DH lights (amber) on ADIs illuminate REFER TO CHAPTER 7.
sion Height when decision height is reached.
BAOD
10 JUN 77
22.10.02
747 FLYING MANUAL
WARNING SYSTEMS
WARNING SUMMARY
AURAL
WARNING REMARKS
Landing Gear Landing gear DOOR OPEN light (red) on DR OPEN light (amber) on F/E
Door Open pilots' center panel illuminates. panel will illuminate fa affected
door when DOOR PRIM or
DOOR ALT switches depressed.
Excessive Oper Clacker sounds
ating Speed in cockpit.
Landing Gear Red GEAR light on pilots' center panel Light on when; (1) landing gear
Not Down and illuminates. is not in agreement with landing
Locked gear lever, or (2) landing gear
lever is not in DN detent with
gear down and locked, or (3)
any thrust lever is retarded to
idle and landing gear is not down
and locked.
Landing Gear Steady horn in Horn sounds when: (1) landing

Not Down and cockpit. gear is not down and locked and
Locked any thrust lever is retarded to
idle with flaps at 1, 5, 10 or 20.
Horn can be silenced utilizing
the warning horn cutout switch
on pilots' control stand. (2)
Landing gear is not down and
locked with flaps at 25 or 30
and thrust levers in any position.
Horn can be silenced by pulling
aural warning power circuit break
er on P-6 panel.
Excessive Intermittent horn Red CABIN PRESSURE light on pilots' AUTO FAIL light will illumin
Cabin Altitude in cockpit when center panel illuminates. ate only on excessive rate of
cabin altitude cabin pressure change.
Amber AUTO FAIL light on F/E panel
exceeds 10,000 illuminates.
feet.
INS on Battery Horn in nose INS amber BAT MODE light illuminates.
Power with wheel well sounds
Airplane on if condition exists
Ground for 30 seconds.
Loss of Equip Horn in nose NO AIR FLOW light on F/E panel il

ment Cooling wheel well luminates.
with Airplane sounds.
on Ground
136
Dec 15/71 22.10.03
BRITISH 747 FLYING MANUAL AIRCRAFT HANDLING
AIR¥ATS AND CREW DRILLS
TABLE OF CONTENTS
CHAPTER 101
PAGE
GENERAL
Introduction 101-00-11
FLIGHT DECK DRILLS AND PROCEDURES

Check Lists 101-01-01
Crew Briefing 101-01-02
Crew Incapacity 101-01-02
Hijack 101-01-03
Bomb Threat 101-01-04
Use of Radio Aids 101-01-04
Instrument Settings, A.S.I. Indices 101-01-05
Altimeter Setting Procedure 101-01-06
Cross Checking, Monitoring and Call Outs 101-01-07
ENGINE HANDLING
Thrust Lever Handling (All Engines) 101-30-01
Engine Acceleration (-7) 101-30-01
Power Limitation 101-30-01
Reverse Thrust Operation (All Engines) 101-30-01
Engine Blast Effect (-7) 101-30-02
Compressor Surging (All Engines) 101-30-02
Engine Fire/Failure, etc (All Engines) 101-30-03
Engine In-Flight Relight (All Engines) 101-30-03
Engine Compressor Bleeds (-7) 101-30-03
Use of Nacelle Anti-Ice (All Engines) 101-30-04
Graduated EPR for Take-Off (All Engines) 101-30-04
Graduated EPR During Climb (All Engines) 101-30-04
EPR Setting in Cruise (All Engines) 101-30-04
Aircraft Yaw Accompanied by Buffet (-7) 101-30-04
Engine Handling (-524) 101-30-05
Engine Rundown after Cancellation of Reverse 101-30-05
Heavy Precipitation (524 engines) 101-30-05
Slick Runway Surface 101-30-05
Static and Rolling Take-offs (-7, -524) 101-30-05
Airborne Vibration Monitoring (-524) 101-30-05
AIRCRAFT HANDLING
Introduction 101-40-01
Speeds Vs Flap Settings 101-40-01
Pitch Attitudes 101-40-02
Turbulent Air Penetration 101-40-03
Wake Turbulence 101-40-04
Windshear 101-40-04
Approach to Stall 101-40-05
5th Pod Flights • 101-40-06
Landing Lights 101-40-06
Flight Operations in Volcanic Dust 101-40-06
BA
24 SEP.84 101-00-01
AIRWAYS
PAGE
FUEL CONSERVATION 101-50-01

GROUND MANOEUVRING
Towing and Pushback 101-60-01
Taxi-ing 101-60-01
Turning Radius 101-60-02
TAKE-OFF AND INITIAL CLIMB

Before Take-Off, During Take-Off, After Take-Off 101-61-01
Normal Take-Off 101-61-02
Abandoned Take-Off 101-61-03
1 Engine Fire or Failure on Take-Off 101-61-04
Low Fuel Operation (Trip fuel less than 40,000 Kg) 101-61-04
EN-ROUTE
Climb, Cruise Descent 101-62-01
Holding 101-62-01
APPROACH LANDING 4 OR 3 ENGINES

Normal Landing 101-63-01
Go-Around 101-63-03
Crosswlnd Landings 101-63-03
Bounced Landing 101-63-04
Landing Distance Requirements 101-63-04
Overweight Landings 101-63-04
INSTRUMENT APPROACH
General 101-65-01
ILS 101-65-01
ADF - VOR - ILSNGP - ILS Back Beam 101-65-03
Instrument/Radio Failure and Transfer 101-65-04
Rapid Alignment of Compasses 101-65-05
AUTOMATIC FLIGHT
General 101-66-01
Auto Coupled Approach and Auto-Land 101-66-01
Automatic Go-Around 101-66-02A
Auto Approach Pattern 101-66-03
Auto Approach - Monitor Cross-Checks and Call Outs 101-66-04
Auto Throttle 101-66-05
Cat 2 and Cat 3 Briefing 101-66-05
Auto Approach - Exceptions to Standard Call-Outs 101-66-05
Auto Approach - Warning Indications 101-66-07
BA
101-00-02 24 SEP.84
OVERSEAS DIVISION
(4) Declare an emergency to get maximum assistance from the ground.

(5) Any supernumerary crew member may be used to carry out any duties
consistent with his training and qualifications.
4. USE OF RADIO AIDS AND COMMUNICATIONS
The 747 switching of radio information to HSl, RMl, Auto-pilot and Flight
Director c^ lead to_confusion or error if adequate liaison between pilots is
not maintained. Navigation facility frequency changes must be announced
including confirmation of station identification and correct frequency. The
final approach aid must be identified by both pilots. Guarded transfer switches
will only be operated in the event of equipment unserviceability.
No.l VHF set should normally be used for primary communications with No.2
VHF set as the alternate.
5. INSTRUMENT SETTINGS
5.1. A.S.I. INDICES
A. AUTO THROTTLE INTEGRAL INDEX
When auto throttle is in use set the index to the desired airspeed for the
phase of flight. When not in use set the index to the minimum speed
for the configuration viz:-
a) Take-off Set to
^2
b) Normal 30 flap landing Set to V
REE
c) 25 flap landing Set to
^REF + 8
d) 5th pod flight Set to
^REF + 5
e) Combination (c) (d) Set to
^REF + 13
f) Overweight
o landing Set to
CO ^REF + 10
g) 2 engined landing Set to
^REF + 10
h) Jamjjied Stabiliser Set to
^REF + 20
i) Loss of 2 Hydraulic Systems Set to
^REF + 20
j) Inadvertent Rev. Thrust in flight Set to
^REF + 20
k) One or more L.E. flaps inop. Set to
^REF + 20
1) Split or Asymmetric T.E. Flap Set to
^REF + 20
m) Combination (k) (1) Set to
^REF + 40
'n) At cruise levels Set to Buffet Bo\
" Auto throttle should not be used for these landing configurations - the index
must always be set to the minimum speed for the configuration.
B. REFERENCE INDICES - 5 PERIPHERAL
(1) For Take--off

(a)
^1
(b)
^R
(c) 10
^2 ^
(d) 40
(e)
V2^
Continued..
BOAD
6 JAN.78
101-01-03
II 1^
OVERSEAS DIVISION
(2) For Landing

(a) V.
REF
(b) Min for landing configuration J- 10 (norroally + 10}
(c) Vp£p + 40
If the landing configuration is item Cd) (k).(1} or (ml above,
set this bug to the minimum for landing ccnfiguration a- 40.
(d) Vrep + 80
(e) Normally set to 80 kts, but set to 100 kts if one or more ■
-3A engines are installed.
5.2. ALTIMETER SETTING PROCEDURE
Barometric Radio
Subscale Moveable Pointer Moveable Pointer
(External) (Internal)
Take-Off Airfield QNH Airfield Elev. Zero (No tone)
Climb )
Cruise ) ATC setting N/A N/A
Descent)
Approach a) ILSC2 Approach Airfield QNH QNH Decision Tabulated "RA"

Check Height ILSH Decision Ifeight
b) ILSC Airfield QNH QNH Decision Tabulated RA
Approach Height (If not Decision Height
listed set ILSH (If not listed
QNH DH) set 'HAT')
c) Other Airfield QNH QNH Decision 300'

IFR app Hei^t
roaches
d) VFR /^proach Airfield QNH QNH Decision 300'

Hei^t or
Circling Minima
NOTES:
(1) All subscale readings and minima settings must be cross checked at
the time of setting.
(2) Barometric altimetersând subscale settings will be cross checked at each
10,000 ft level on climb and descent.
(3) Whenever a DH RA is published (always for ILSC2 and usually for ILSC) the
Radio Altimeter DH will always be the overriding Decision Height. The
pressure altimeter bug should be set to the appropriate ILSH DH QNH to
provide a reference for reversion.
(4) For all other approaches the DH QNH becomes the Decision Height and the
radio altimeter setting is advisory only. &
%
^ ^ ^ if '^n aircraft is passed a height clearance based on QFE, request must be Oq

CD
made for an altitude based on QNH. (X
BAOD
Continued.
101-01-04
6 JAN.78
AIRWAYS
TAKE-OFF AND INITIAL CLIMB
1. BEFORE TAKE-OFF
Good airmanship invites a quick final scan of instrument and switch panels just
prior to every take-off.
Stabilizer trim setting must be cross checked by the E/0 against the loadsheet.
Take-offs are schedule with Flaps 10° or 20°. Take-off data speeds will be
extracted from the manual by the co-pilot and the 72 will be checked by the
other crew members. The handling pilot should review his requirments for
flap retraction as part of his pre take-off briefing.
An Improved Take-off Climb procedure is authorised for the aircraft. This allows
7R and 72 speeds to be increased by up to 55? in order to obtain a better engine
failure climb gradient performance and hence a higher WAT weight at the expense
of greater runway usage. The values of the 7R and 72 improved climb increments
are given, when appropriate, at the foot of the RTOW (or NATOW) charts and must
be applied in order to achieve the RTOW's. All flap safety speeds should be
related to the 72 speed before the improved climb adjustment has been applied.
For corrections to R.T.O.W. for Abnormal conditions of weather, wind, runway or
aircraft, refer to the Performance Manual.
2. DURING TAKE-OFF
Elevator forces encountered during rotation, when 8.5 or more units of nose up
trim are required, will be approximately forty to fifty percent of the elevator
force experienced at lighter weights and mid'or aft C.G.'s.
Power must be set and checked at an early stage in the take-off and any
shortfall, which cannot be compensated, should be reported as an "ENGINE
FAILURE". The maximum permitted shortfall is 0.06 EPR.
Once the take-off roll is under way with power set, crew members must not
announce minor faults, instrument failures or lights on the forward annunciator
which could cause confusion or risk an unnecessary abandoned take-off.
Note; One engine parameter changing on its own is more likely to be an
instrument fault than an engine failure.
A single warning light on the pilots annunciator panel without other

failure indications is not normally sufficient reason to abandon the
take-off.
3. AFTER TAKE-OFF
If there are no restrictive S.I.D's, terrain clearances or state controls,

the aircraft clean-up is to commence at 1000' AGL. Select a rate of climb
of 500' per. min. (Approx half the initial climb out attitude) and retract
flaps on schedule, accelerating to the required climb speed (72 + 80 minimum).
On a flap 20° take-off, select flap to 10° at 1000 ft AGL (minimum speed
flap 20°, 72 + 20).
Whenever clean up is initiated at 1,000 ft AGL., climb power should be set
when the flaps are set at 5°.
When the initial flap retraction is delayed, set climb power at 1500 ft AGL.
BA
101-61-01
124 SEP.84
_» CO ro > tzi
0> H tX)
TAKEOFF FLAP RETRACTION SCHEDULE Ed H
1
<y\
I-I
25 > H
Takeoff Flaps At Select Flaps O
I H M
o U M
ro V2 + 20 10
• Best Angle or Enroute Climb V2 + 40 5
H
• Complete AFTER TAKEOFF Checklist V2 + 60 1
• Retract Flaps to 5 on V2 + 80* 0
I
Flap/Speed Schedule *Limit"bank angle to IS'' until reaching O
• Set Climb Thrust * V2 + 100.

• Retract Flaps on Flap/
Speed Schedule
* When the initial flap •Best Angle or

retraction is delayed, Enroute Climb
set climb power at •Complete AFTER
1500 ft AGL. Close-in Turn TAKEOFF Checklist
Maintain:
'Takeoff Flap Setting •->4
M
2:
O
'Maximum Bank 30"
2!
t-
•Vj +10
' Set Takeoff
•Vr •Positive Climb ' Altitude Selected Straight Climbout
Thrust - • Rotate Smoothly •Gear Up for Flap Retraction •Retract Flaps to 5 on
at 80 Kts ' to Rotation
Flap/Speed Schedule
Target Attitude
•Set Climb Thrust *
•Retract Flaps on Flap/
NORMAL TAKEOFF Speed Schedule
N)
•C-
M
•d
•
00
4S
) ) ) ) )
AIRWAYS
/ NOTES - APPLICABLE TO TAKE-OFF DIAGRAM
(1) To avoid damage to ground installations adhere rigidly to the runway centre
line.
(2) The body gear steering will normally be disarmed after the aircraft is turned
into position on the runway.
(3) The Pilot not flying will maintain a slight forward pressure on the control
column and maintain wings level by use of aileron if necessary. He will call
80 knots and relinquish the controls when the pilot flying calls out, "I have
control".
Cross-wind take-off handling is similar to previous swept wing transport

aircraft, aileron and opposite rudder being applied throughout the take-off
roll to maintain wings level and centre line tracking.
The pilot flying will maintain runway centre line with the steering tiller
until directional control is established with the rudder (at 40 - 60 knots).
The transition is normally completed by 80 knots. He should not hesitate to
use a very slight amount of differential thrust to maintain the centre line
prior to 80 knots in slippery runway and cross wind conditions.
^1^ If the runway surface is slippery careful consideration must be given to
reducing the maximum cross wind component, particularly if the runway is
limited to 150 feet width. Aircraft with an aft centre of gravity are
more likely to present directional control problems. In strong cross winds,
centre line tracking is best achieved by applying full rudder, in the
appropriate direction, at the commencement of the take-off run. A gradual
reduction of this input as airspeed increases produces smoother directional
control.
(4) Lift-off will occur at about 10° pitch up; over rapid rotation risks the
rear fuselage striking the runway. If the over rotation warning is heard
reduce rotation rate and angle as appropriate. If it is considered that an
excessive body pitch angle occurred during take-off or landing, or, if the
over rotation warning is heard, a sector defect report must be made.
(5) After take-off do not apply footbrakes.
(6) Refer to Standard Cross Check and Call Out Chart.
3. ABANDONED TAKE-OFF
If the take-off warning horn sounds or an emergency arises before VI the take-off
should be abandoned. The standard call "STOP" will be made.
NB Any engine malfunction must be regarded as a severe engine

failure and action only taken on the Captains command.
(a) Close thrust levers AND )

(b) Apply maximum footbrakes ) Simultaneously
NB Do not pump the brakes
(c) The Captain will operate the speedbrake lever to deploy the
spoilers.
(d) Apply reverse thrust (see under engine handling)
The E/0 will monitor the spoiler operation.
'i
After clearing the runway 'monitor the brake temperature gauge and overheat light.
The "Brake Energy" chart„must be consulted after ANY abandoned take-off and the
overheat and cooling preca^fions contained within 18-20-04 to 07 of this manual
complied with. If there'is Is^vere overheating, consideration must be given to
alerting the fire services'' and to the inadvisability of approaching the terminal
area on account of the risk of rapid tyre deflation and/or wheel fire.
BA
I24 SEP.84 101-61-03
AIRWAYS
4. ENGINE FIRE OR FAILURE ON TAKE-OFF -
In the event of engine failure or fire at any stage during the take-off or
initial climb, the E/0 will announce 'Engine Failure' or 'Engine Fire' as
appropriate.
Identification of the engine will be given subsequently to assist in the

performance of the drill.
For engine failure after V-]:-
(a) Maintain runway heading with rudder.
(b) Rotation for lift off should be slightly slower than normal and
the initial climb attitude will be 2° lower than normal. DO NOT
LET THE SPEED FALL BELOW
(c) Engine fire/failure drill should not be initiated until the landing
gear is selected up and the aircraft is safely established on the
initial climb.
(d) If an engine failure occurs prior to V2, maintain V2 up to the

3 engine clean up height.
If an engine failure occurs after V2 but less than V2 + 10

knots, maintain speed achieved at time of the engine failure.
If an engine failure occurs at V2 + 10 knots, maintain V2 + 10

knots.
If an engine failxare occurs at a speed higher than V2 + 10 knots

with flaps at take-off setting, and there are no obstacle clearance
requirements, climb at the achieved airspeed. Otherwise, increase
pitch attitude and reduce speed to and maintain V2 + 10 knots
up to the 3 engine clean-up height.
(e) Limit bank angles to 15° for manoeuvring at V2« After flap
retraction, climb at V2 + 80 knots (limit bank angles to 15°)
until terrain clearance is assured.
(f) It is imperative that the flaps should be fully retracted on

schedule before throttle back to climb power.
(g) If required, take-off power may be maintained up to a maximum of

10 minutes from start of roll, (-7 and 524 only).
(h) Always follow the appropriate SID routeing in full to ensure

adequate terrain clearance. If no SID is published, maintain
runway heading unless the Performance Manual specifically states
otherwise.
5. LOW FUEL OPERATION (TRIP FUEL LESS THAN 40,000 KG)
Avoid rapid acceleration/deceleration in both the horizontal and vertical planes.

15° is the maximum recommended body angle for take-off.
BA
101-61-04 24 SEP.84
British airways 7H7 FLYING MANUAL
OVERSEAS DIVISION
(4) Declare an emergency to get maximum assistance from the ground.

4. USE OF RADIO AIDS
The 747 switching of radio information to HSI, RMI, Auto-pilot and Flight Director
can lead to confusion or error if adequate liaison between pilots is not main
tained. Navigation facility frequency changes must be announced including confir
mation of station identification and correct frequency. The final approach aid
must be identified by both pilots. Guarded transfer switches will only be operated
in the event of equipment unserviceability.
5.1. A.S.I. INDICES
A. AUTO THROTTLE - INTEGRAL INDEX
phase of flight. When not in use set the index to the minimum speed for
the configuration - viz:-
(a) Take-off Set to V2
(b) Normal 30 flap landing Set to
(c) 25 flap landing Set to V|^p + 8
(d) 5th pod flight Set to Ypjjp + 5
(e) Combination (c) (d) Set to Vppp +13
(f) Overweight landing Set to t 10
0
OC
1
1—
(g) 2 engined landing Set to Vp^p + 10
(h) Jammed Stabiliser Set to Vppp + 20
(i) Loss of 2 Hydraulic Systems Set to Vppp +20
(j) Inadvertent Rev. Thrust in flight Set to Vppp + 20
(k) One or more L.E. flaps inop. Set to Vppp + 20
(1) Split or Asymmetric T.E. Flap Set to Vppp + 20
(m) Combination (k) (1) Set to Vppp + 40
(n) At cruise levels above 30,000 Set to Buffet Boundary speed
(101-40-06 refers)
"■ Auto throttle should not be used for these landing configuratioris - the
index must always be set to the minimum speed for the configuration.
B. REFERENCE INDICES - 5 PERIPHERAL
(1) For Take--off

(a)
(b) %
(c) V2 +
(d) V2 + 40
(e) V2 +
Continued
BAOD
12 AUG.76
101-01-03
OVERSEAS DIVISION
(2) For Landing

(a)
(b) Min for landing configuration J- 10 (nomally Vj^p + 10}
(c) Vppp + 40
If the_ landing configuration is item (d) (k) Q} or (m) above,
set this bug to the minimum for landing ccnfiguration d- 40.
(d) VÊF + 80
(e) Normally set to 80 kts, but set to 100 kts if one or more .
-3A engines are installed.
5.2, ALTIMETER SETTING PROCEDURE

Take-Off Airfield QNH Airfield Elev. Zero (No tone)
Climb )
Descent)
Approach a) 1LSC2 Approach Airfield QNH QNH Decision Tabulated "RA"

Check Height ILSH Decision Height
QNH DH) set 'HAT')
c) Other Airfield QNH QNH Decision 'HAT'

IFR app Height
roaches
d) VFR Approach Airfield QNH QNH Decision HAT or HAA

Height or
Circling Minima
(1) Ml si^scale readings and minima settings must be cross checked at

subscale settings till be omss checked at each
10,000 ft level on climb and descent.
(3) ênever a DH RA is published (always for 1LSC2 and usually for ILSC) the
press^ altmeter bug should be set to the appropriate ILSH DH QNH to
HAT set on
HAT °"ther
the appraaches^the
radio altimeterDHisQNHadvisory
becomesonly.
the Decision Height and the
(5) If an aircraft is passed a height clearance based on QPE, request must be
made for an altitude based on QNH. quesr must Pe
BAOD
Continued...
101-01-04
12 AUG.76
OVERSEAS DIVISION
4. USE OF RADIO AIDS
The 747 switching of radio infomntion to HSI, RMI, Auto-pilot and Flight Director
can lead to confusion or error if adequate liaison between pilots is not main
tained. Navigation facility frequency changes must be announced including confir
mation of station identification and correct frequency. The final approach aid
must be identified by both pilots. Guarded transfer switches will only be
operated in the event of equipment unserviceability.
5.1. A.S.I. INDICES
A. AUTO THROTTLE - INTEGRAL INDEX
phase of fligiit. When not in use set the index to the minimum speed for the
configuration - viz:-
(a) Take-off Set to
^2
(b) Normal 30 flap landing ' Set to
^REF
" (c) 25 flap landing Set to
^REF + 8
(d) 5th pod flight Set to
^REF + 5
(e) Canbination (c) (d) Set to
^REF + 13
(f) 2 engined landing Set to
^REF + 10
" (g) Janrned Stabiliser Set to
^REF + 20
(h) Loss of 2 Hydraulic Systems Set to
^REF + 20
(i) lnadvert:ent Rev. Thrust in flight Set to
^REF + 20
(j) One or more L.E. flaps inop. Set to
^REF + 20
(k) Split of Asynmetric T.E. Flap Set to
^REF + 20
(1) Combination (j) (k) Set to
^REF + 40
(m) At cruise levels above 30,000 Set to Buffet Bo;
(101-40-06 refers)
* Auto throttle should not be used for these landing configurations - the
index must always be set to the minimum speed for the configuration.
B. REFERENCE D®1CES - 5 PERlfflERAL
(1) For Take-off

(a)
(b)\
^2 + 10
(d) V2 + 40
^2+80
(2) For Landing
(a)
(b) Min for landing configuration + 10 (normally Vpp.p + pQ)
Co) Vref + 40
If the landing configiâtion is item (d) (j) (k) or (1) above,
set this bug to the minimum for landing configuration + 40.
(d) Vppp go
(e) Normally set to 80 kts, but set to 100 kts if one or mor« -3A
5 DEC 75 engines are installed. lOl-of^b'sl
OVERSEAS DIVISION
5.2 ALTIMETEK SETTING PROCEDUEE
Barometric Radio
Take-off Airfield QNH Airfield Elev. Zero (No tone)
Climb )
Descent)
Approach a) 1LSC2 Approach Airfield QNH QNH Decision Tabulated "RA"

Check Hei^t ILSH Decision Height
QNH DH) set 'HAT')
c) Other Airfield QNH QNH Decision 'HAT'

IFR app Height
roaches
d) VFR Approach Airfield QNH QNH Decision HAT or HAA

Height or
Circling Minima
NOTES:
siibscale readings and minuiH settings must be cross checked at

(2) Barometric altimeters and subscale settings will be cross checked at each
10,000 ft level on clunb and descent.
(3) ênever a DH RA is published (always for 1LSC2 and usually for ILSC) the
pressure altimeter bug should be set to the appropriate ILSH DH QNH to
other approaches the DH QNH beccmes the Decision Height and the
HAT set on the radio altimeter is advisory only.
(5) If an aircraft is passed a height clearance based on QFE, request must be
made for an altitude based on QNH.
(6) TheÂP/FD altitude selector must be set in sequence (as appropriate -
during the climb and descent) to:-
(a) the altitude clearance limit.
(b) the fli^t level clearance limit.
(c) the missed approach altitude limit when crossing the outer marker on §
final approach.
NOTE: Either pilot may change the altitude selected. The pilot who does
so MUST ENSURE THAT THE SETTING IS CHECKED AND CONFIRMED AS CORRECT fl)
a
BY AT LEAST ONE OTHER CREW MEMBER ON ALL OCCASIONS
^sten to ATC clearances in

andaltimeter monitoring and to this end must
familiarise himself with safety heights,
altitudes, levels and met minima as appropriate.
BAOD
101-01-04 5 DEC.75
OVERSEAS DIVISION
6. CROSS CHECKING, MONITORING, AND CALL OUTS

6.1. Safety demands that the 747 is operated strictly in accordance with recom
mended procedures and techniques, varied only as dictated by ccmmon sense and
airmanship, having regard to all the circumstances prevailing. The occupants
of the pilots' and E/O's seats must operate as an integrated crew, monitoring
and cross checking each others actions in so far as is practicable. Duties
may be delegated by the Captain to supernumerary or u/t crew members in
accordance with their qualifications and they should also assist in monitoring
the operation generally.
6.2. In order to avoid any possibility of error or misunderstanding all commands
given on the flight deck must be repeated back in the acknowledgement.
e.g. CAPTAIN "Gear Up". CO-PILOT "Gear Up".
Without superfluous wording, direct attention precisely to the item to be

changed by first naming the item and second the desired value e.g. "FLAP
4
30 ", "GEAR UP".
6.3. The navigation and flight progress indications must be cross checked and moni
tored continuously; any crew member must advise the Captain immediately if:-
(a) it appears that the aircraft is departing significantly from its

intended flight path OR
(b) any abnormal instrument indications, comparator, annunciator, flag
or light warnings are observed.
(c) any hazardous situation may be developing.
6.4. The radio altimeters must be monitored by both pilots at all times
that they are active - i.e. below 2500 ft AGL. On the approach the
signal that the radio altimeters are active is given by the terrain
warning tone.
6.5. During the take-off, climb and approach to land phases of flight, the non-
handling pilot will be responsible for monitoring and cross
checking the flight instruments, and calling out appropriate information;
the ensuing list covers the more important items under these headings.
On final approach it is vitally inportant that the non handling pilot
continues to monitor the aircraft flight path by reference to instruments,
even after becoming visual, until the threshold has been crossed.
BAOD
26 MAR.75 101-01-05
V8
o
M
J
747 STANDARD MONITORING CROSS-CHECKS AND CALL-OUTS
O
CT)
pmsE STAGE niM/INDICATION CROSS-CHECK CALLÔUT ROUTINE WARNING
Pre-Take-Off Pre-Start Pressure Altimeters - Both QNH; Indicating

Airfield Elevation
Stabo Trim Set (Both sides of

Pedestal).
A.S.I's. Indices Set

(Appropriate to
flap setting).
Take-Off Roll AoS.I's Both registering 'A/S Building' X
•-J
A.S.I's 80 knots X ,
-P
A.S.I, - V;i_ •V/ X
A.S.I, - Rotate Speed 'Rotate X 3

A,So I. — V<2 »V2« X M
Take-Off Initial Climb Rad.Alt, - Climb Positive Climb X
and Missed 1,500 ft. X
Rad.Alt, 1500 AGL
Approach
A.Sol, - Decaying to or 'Airspeed' X
below MIN.
V.Sol, - Negative R,0,C. 'Descending' X
Climb and Every 10,000 ft. Pressure Altimeter Subscale and Alt. 'Altimeter Check' X
sw
Descent Readings
V>
When Setting Changes Pressure Altimeters Subscale and Alt. 'Standard Setting - X >^
</) M
Readings or 'QNH Setting o
—MB'
Approaching Cleared Ht. Pressure Altimeters '1000 To Go' X
Approaching Cleared Ht. Altitude Alert - Tone Pressure Altimeters To Go' X

and Steacty Light (This call should
not be made if
'1000 to go' has
■iust been called
+" +•
) ) ) ) ) ) ) ) ^)
British airways 747 ilying manual
OVERSEAS DIVISION
(6) TheÂP/FD al"ti1:ude selector must: be set in sequence (as appropriabe

during the climb and descent) to:-
(a) the altitude clearance limit.
^1^ (b) the fli^t level clearance limit.
(c) the missed approach altitude Ixmit when crossing the outer marker on
final approach.
NOTE: Either pilot may change the altitude selected. The pilot who does
so MUST ENSURE IHAT THE SETTING IS CHECKED AND CONFIRMED AS CORRECT
BY AT LEAST ONE OTHER CREW MEMBER ON ALL OCCASIONS.
(7) The E/0 will participate in altimeter monitoring and to this end must
listen to ATC clearances and familiarise himself with safety heights,
transition altitudes, levels and met minima as appropriate.
6. CROSS CHECKING, MONITORING, AND CALL OUTS
6.1. Safety demands that the 747 is operated strictly in accordance with recom-
mended pirocedures and techniques, varied only as dictated by common sense and
airmanship, having regard to all the circumstances prevailing. The occupants
of the pilots' and E/O's seats must operate as an integrated crew, monitoring
and cross checking each others actions in so far as is practicable. Duties
may be delegated by the Captain to supernumerary or u/t crew members in
accordance with their qualifications and they should also assist in monitoring
the operation generally.
6.2. In order to avoid any possibility of error or misunderstanding all commands
given on the flight deck must be repeated back in the acknowledgement.
^ e.g. CAPTAIN "Gear Up". CO-PILOT "Gear Up".
Without superfluous wording, direct attention precisely to the item to be
ch^ged by first naming the item and second the desired value e.g. "FLAP
30"", "GEAR UP".
6.3. The^navigationând flight progress indications must be cross checked and
monitored continuously; any crew member must advise the Captain immediately
if
^ (a) it appears that the aircraft is departing significantly from its

intended flight path OR
(b) any abnormal instrument indications, comparator, annunciator, flag
or light warnings are observed.
(c) any hazardous situation may be developing.
6.4. The radio altimeters must be monitored by both pilots at all times
that they are active - i.e. below 2500 ft AGL. On the approach the
signal that the radio altimeters are active is given by the terrain
^ warning tone.
6.5. During the ^ take-off, climb and approach to land phases of flight, the non-
handling pilot will be responsible for monitoring and cross checking the
f^gjht instruments, and calling out appropriate information; the ensuing
list cove^ the more important items under these headings. On final
approach it is vitally important that the non handling pilot continues to
monitor the aircraft flight path by reference to instruments, even after
becoming visual, until the threshold has been crossed.
o>
V8
0
M
1 747 STANDARD MONITORING CROSS-CHECKS AND CALL-OUTS
O
CD
PH^SE STAGE ITEM/INDICATION CROSS-CHECK CALL-OUT ROUTINE WARNING

Pre-Take-Off Pre-Start Pressure Altimeters Both QNH: Indicating
Airfield Elevation
Stab. Trim Set (Both sides of
Pedestal).
A.S.I's. Indices Set
(Appropriate to
flap setting).
Take-Off Roll A.S.I's Both registering 'A/S Building' X
A.S.I's 80 knots -o
X
-p
A.S.I. - •<1
X
•-d
A.S.I. - Rotate Speed 'Rotate X
A.S.I. - V2 'V2' X i
Take-Off Initial Climb Rad.Alt. - Climb
and Missed Positive Climb X
Approach Rad.Alt. 1500 AGL 1,500 ft. X

A.S.I. - Decaying to or 'Airspeed' X
below MIN.
V.S.I. - Negative R.O.C. 'Descending' X

Climb and Every 10,000 ft. Pressure Altimeter Subscale and Alt. 'Altimeter Check' X
Descent °t3d
Readings "3
When Setting Changes (/)
Pressure Altimeters Subscale and Alt. 'Standard Setting' X
Readings ;;sr
or 'QNH Setting
□ B3
{=.
—MB' <3
M
Approaching Cleared Ht. ^Pressure Altimeters '1000 To Go'
ro X
Approaching Cleared Ht. Altitude Alert - Tone Pressure Altimeters
1*5
To Go' X
and Steacfy Light (This call should
i
(J)
not be made if
'1000 to go' has
"lUSi! llPPTl 1 P(i
(paSupqoun)
^) ) ) ^ ) I) ) ') M 7J ) > ) -
+. + +
-1-^ +\ ) ) ) ) ) ) ) )
) ) ^)
STAGE ITEM/INDICATION CROSS-CHECK CALL-OUT ROUTINE WARNING
PHASE
Approach Approach Check A.S.I's Indices Set

(Manual) Pressure Altimeters Minimum arrows set to
ONH DH
Pressure Altimeters Set QNH, Alts, agree °w
m -%
Rad. Altimeters DH pointer Set.
V)
Final Approach H.S.I. Beam Bar Off Stop 'Beam Bar Active' X
'Glide Slope X p.
H.S.I. Glide Bar Off
Stop Active'
H.S.I's Beam aiid G/S Bars o<<
z as
agree both sides
Final App at O.M. Altimeters Instruments 'Outer Marker - X
Height Checks'
1,000 ft. Altimeters ADI's & HSI's Instruments 'No flags Flap 30 X
Flap lever & Indicators Flap Setting (or 25) set.
'100 to decision' X -p
All Approaches Altimeter - DH + 100 Ft
•tI
All Approaches Altimeter - DH 'Decision Hei^t' X

Handling Pilot M
Replies'Continu
ing' or 'Over
shooting'
V.S.I. Exceeds 1,000 Fpm 'Rate of Descent' X
Final App. Below
600 ft. V.S.I. Exceeds 1,500 Fpm 'Rate of Descent X
Fpm'
I.A.S. near Min.Decaying 'Airspeed' X
Rapidly or approaching
Max. Threshold Speed.
VASI Indication Too High 'VASIS' X
or Low
H.S.I. Beam Bar Exceeds 'Beam Bar' X
One Dot Deflection
H.S.I. Glide Slope 'Glide Slope' X
Exceeds One Dot
Deflection
Rad. Alt. - 100 ft., '100 Ft.' '50 Ft.' X
50 Ft. 30 Ft. '30 Ft.'
M
0
J-- PHASE STAGE
1 8 TTEK/INDICATION CROSS-CHECK CALL-OUT ROUTINE WARNING
0
J-"
1 Au±o All Stages
o
All checks and calls as for ILS; PLUS those in Section 101-66-04
CD Approach Auto Approach and Autoland (Note exceptions tabulated on page
101-66-05).
Landing Deceleration Auto Brake Light Flashing 'Auto Brake' Y

ASI - 100 kts (Inteniiix 100 kts X
only)
ASI - 80 kts 80 kts X
ASI - 70 kts • 70 kts X
N^ - % E/0 calls % Ni X
immediately after
each speed call
H.S.I. - Grd. Speed Call each 10 kts. X
below 60 kts. down
-P
to taxi speed --J
All Phases as appropriate Flight Directors Selection, Commands Announce as each X g

and Annunciator mode light
Display Lights illuminates amber
I
or green
A.D.I's Excessive 'Attitude' X
Roll or Pitch
Altitude Alert Pressure Alt. - 'Altitude Alert' X
Tone and li^t flashing Deviation from
cleared height
Radio Altimeter Terrain Warning X
2,500 ft Tone
<5?
IE
Si
<'
H
K)
§
CT)
(paSueqoun)
) ^> ) ) ) ) ) )
) ) )
PHASE STAGE ITEM/INDICATION CROSS-CHECK CALL-OUT ROUTINE NARNING
Approach Approach Check A.S.I's Indices Set

(Manual) Pressure Altimeters Minimum arrows set to
QNH DH
Pressure Altimeters Set QNH, Alts, agree
Rad. Altimeters DH pointer Set.
Final Approach H.S.I. Beam Bar Off Stop 'Beam Bar Active' X
H.S.I. Glide Bar Off 'Glide Slope X
Stop Active'
H.S.I's Beam and G/S Bars
agree both sides
Final App at O.M. Altimeters Instruments 'Outer Marker - X
Height Checks'
1,000 ft. Altimeters ADl's & HSI's Instruments 'No flags X
Flap lever & Indicators Flap Setting Landing flap set'
All Approaches Altimeter - DH + 100 Ft '100 to decision' X
All Approaches Altimeter - DH 'Decision Hei^t' X

Handling Pilot
Replies'Continu
ing' or 'Over
shooting'
Final App. Below V.S.I. Exceeds 1,000 Fpm 'Rate of Descent' X
600 ft. V.S.I. Exceeds 1,500 Fpm 'Rate of Descent X
Fpm'
I.A.S. near Min.Decaying 'Airspeed' X
Rapidly or approaching
Max. Threshold Speed.
VASI Indication Too High 'VASIS' X
or Low
H.S.I. Beam Bar Exceeds 'Beam Bar' X
One Dot Deflection
H.S.I. Glide Slope 'Glide Slope' X
Exceeds One Dot
Deflection
^Rad. Alt. - 100 ft., '100 Ft.' '50 Ft.' X
50 Ft. 30 Ft. '30 Ft.'
8
0>
M O PHASE STAGE TTEM/indication CROSS-CHECK CALL-OUT ROUTINE EARNING
1 Auto All Stages

o
All checks and calls as for IDS; PLUS those in Section 101-66-0^
00 Approach Auto Approach and Autoland (Note exceptions tahulated on page
101-66-05).
Landing Deceleration • Auto Brake Light Plashing 'Auto Brake' X

ASI - 100 kts (Intermix 100 kts X
only)
ASI - 70 kts 70 ]<±s X
N]_ - % E/0 calls % Np X
immediately after
each speed call
H.S.I, - Grd. Speed Call each 10 k±s. X
below 60 kts. down
-P
to taxi speed
All Phases as appropriate Flight Directors Selection, Commands Announce as each X
and Annunciator mode li^t
Display Lights illuminates amber
i
or green
A.D.I's Excessive 'Attitude' X
Roll or Pitch
Altitude Alert Pressure Alt. - 'Altitude Alert' X
Tone and light flashing Deviation from
cleared height
Radio Altimeter Terrain Warning X
2,500 ft Tone
? td
m "-l
"(/)
^tr
oS2.
-^
cn
+
) ) )
British airways
OVERSEAS OIViSiON
7U7 flying ttwAL
evidenced by a loud bang followed shortly afterwards by the EGT rising very
»• + rapidly. If a surge occurs which does not autcmatically recover when taxying or
during reverse operation following a nomal landing, the start lever must be
iranediately placed to "cut-off" t; musL ue
In all other phases of flight action must only be taken on the Captains conmand.
•• + 7. ENGINE FIRE/FAILURE etc.
All engine failures will be considered as "Severe" for the purpose of determining
the appropriate drill. A crew member detecting a failure will immediately inform
the Captain of the nature of the failure i.e. Engine Fire, Engine Failure. The
> + standard call:-
"Engine Fire Drill No Engine.

^ will be made by the Captain when he reqioires the drill to be actioned.
The abnormal drill titled "Engine Failure/Shut Down" will only be used
for precautionary shut downs.
^ 8. ENGINE IN-FLIGHT RELIGHT
■f A. COMPRESSOR STALL: (Audible bang and rapid rising EGT)
(a) Constant power SET - Thrust levers not being moved do not relight
engine unless a greater emergency occurs.
(b) Engê being accelerated or decelerated.... providing the engine has not
exhibited any malfunction (i.e. persistant hot starting, thrust limited
on T/0, or abnormal high EGT) a relight may be attempted.
If the relight is not satisfactory, shut engine down and do not attempt
a second relight. If relight is satisfactory restore power and check all
P^^^meters far a significant shift in conparison with other engines. If
there is a significant shift, shut engine down.
B. ENGINE RUN DOWN
^ If an engine loses thrust or runs down without evidence of stall or

previous malfunction:
Check fuel feed configuration
Attempt a relict
If relight unsatisfactory do not attempt a second relict.
If relight satisfactory, restore power and check parameters for shift.
9. ENGINE COMPRESSOR BLEEDS
"Ph® J.T.9D is equipped with conpressor bleeds designed to open during engine de—
celeration and low thrust operation to maintain adequate surge margins.
The range of E.P.R. below which the bleeds are open varies with altitude and
Mach No.
^ i.e. Mach 0.86 ALT. 38,000 ft. 1.25 E.P.R.

Mach 0.83 ALT. 25,000 ft. 0.94 E.P.R
TJ
Q)
g
bO
Bleeds opening is indicated by a rapid drop in E.P.R. of approximately 0.06 to
^ 0.15 E.PoR. with an associated drop in N, RPM and fuel flow. There will be little
' ^ change in N^ and E.G.T.
When operating the engines with the bleeds closed, the E.P.R. may be adjusted into
the bleed open range with an apparent sudden loss of E.P.R. by
(a) thrust lever adjustment
. (b) opening a service bleed (anti-icing)
(c) change in fli^t condition (T.A.T.)
2/
27 FEB.76
FFR 7fi 101-30-03
OVERSEAS DIVISION
The_bleeds will not reclose until the bleed scheduled E.P.R. is exceeded. To
achieve this the thrust lever may have to be advanced two to three knobs beyond
the other thrust levers. During this acceleration the E.G.T. will give an
apparent high indication. Once the bleeds have closed and E.P.R. has increased,
the thrust lever will need to be retarded to establish the desired thrust.
10. USE OF NACELLE ANTl-lCE
Nacelle icing _c^ be ejected when the temperature is less than 8° with visible
moisture conditions, particularly when any ice accretion is detected near the
centre post between the pilots No. 1 windows. If nacelle anti icing is used,
maintain N^ rpm minima 45% at 10,000 ft or below, and 50% above 10,000 ft.
11. THROTTLE BAR
pre throttle bar must be in the high altitude thrust lever idle stop position
for normal operations under the following conditions;
(1) On airplanes with throttle bar placard referring to 35,000 feet: above
35,000 feet, and above 29,000 feet with any engine bleed air valve closed.
NOTE: Steady illumination of the throttle bar light is to remind the pilot
to actuate the high altitude thrust lever idle stop (throttle bar)
^d ti^ on _ ignition. The throttle bar light is calibrated to
illuminate in accordance with the associated throttle bar placard.
12. GRADUATED E.P.R. FOR TAKE-OFF
âduated Take-off Power may be used at the Captains Discretion within the
lu^tations quoted in the Performance Manual. It is reccramended that, in the
^ erest ofêngine life,^Graduated EPR be used whenever possible bearing in mind
. . margins will remain always to ensure that performance will be
significantly better th^ that experienced at RTOW. However if additional power
is required after reaching Vq speed, engines may be opened to 'Go Around' EPR
boosting) not be set above 80 kts as this would result in engine over-
13. GRADUAIED E.P.R. DURING CLIMB
interest of engine life, Graduated Climb Power must be used whenever
A.i.L. clearance permits.
A Clip)Ê.P.R. corrected by the Decrements in the Cruise Control Manual will
result m a minimum rate of climb of 500 ft per min.
14. EPR SETTINGS IN CRUISE
It is reconmended that in the cruise, the setting in the tpper window of the EPR
gauges should be as follows:-
No 1 to the target cruise EPR
No 4 to the maximum continuous EPR
Nos 2 & 3 to the maximum cruise EPR (only necessary if the lAT/EPR computer is
unserviceable or not fitted).
Wl-30-Oi,
OVERSEAS DIVISION
16. ENGINE HANDLING (-524)

Whilst the RB2II-524 engdjie is essentially the same type as the JT9D-3A -7
some variations in handling characteristics are worth noting. ''
The -524 IS less prone to surging than the -3A, -7, but care should still be
exercised.
the ttoist levers are "stood up" whieh will result in approximately
1.20 EPR. The take-off power application is as per -3A, -7. However, it will
be seen that EPR settings do not lag behind thrust lever settings, and that the
engine response is very positive at high levels of thrust, and altitude.
Unlike the -3A, -7 the EGT is very active in response to thrust lever change,
which can be disturbing when first observed.
The engine blast effect is still a problem to be borne in mind but the -524 a/c
application to maintain taxi speeds. If possible regarxl
1.08 EPR as the maximum for initial taxi.
The effect of engê compressor bleeds will not be normally noticed on the -524
engine, just a slight drop or rise in EGT. EPR readings are not affected.
17. ENGINE INSTABILITY (-524)
TMs condition can occur during steady state running, or very slow accelerations
bleed valve closure, and is manifested by fluctuating
parameters, (e.g. as much as + lOOc E.G.T. from steady state value). During
nomal ppansients it is passed through and not apparent. Pending modification
ction to elijninate this condition steady state running in the high set bleed
valve operating range (currently 1.35 to 1.46 EPR) should be avoided. Should
instability be encountered, this can be cleared by easing the thrust lever
forward to close the bleed valves, identified by a decrease in E.G.T. and N2 of
approximately 15^ and 3% respectively.
18. SLICK RUNWAY SURFACE
Wlien the runway is slick and there is a known throttle stagger or acceleration
engines should be opened up slowly to the stabilised position
BLJrORE releasing the wheel brakes.
6 JAN.78 BAOD
101-30-05
OVERSEAS DIVISION
AIRCRAFT HANDLING - GENERAL
1. INTRODUCTION
The basic rules for handling previous large jet transport aircraft apply equally .
to the 747: familiarity with the general recoinrrendations contained in the book
'Handling The Big Jets' by the Chief Test Pilot of the C.A.A. is essential to its
safe operation.
The main areas of difference that affect the pilot and require conplete understandr
ing and appreciation are as follows
A. TAXI-ING
(1) Very wide wing/engine spread giving much increased danger of ingesticn, blast
effect and problems with obstruction clearance.
(2) Wide gear spacing and remoteness of pilots from the wheels.
(3) Flight deck height above the ground is more than double VClO/707 - this can
cause gross under estimation of taxi-speed.
B. IN FLIGHT
The sheer mass and inertia of the 747 will naturally tend to make for stability
of flight path and speed thus accentuating the necessity for forward planning and,
for exanple, for early establishment of 'slot' conditions during the ^proach
for landing.
C. LANDING
Pilot eye hei^t will be about 70 feet at the flare. A normal VASI indication
will put the main gear on the ground short of the paved runway at many airfields.
To touch dcwn at the 1,000 foot runway marker, the eye level aiming point will be
approximtely 1,700 - 2,000 feet from the threshold according to the approach
glide slope.
2. SPEEDS vs FLAP SETTINGS
A. MINIMUM SPEEDS TAKE-OFF LANDING
^ Flap 10
Fl^ 0 + 80 80
^2 ^REF ^
1 + 60 60
^2 ^REF
5 + 40 40
^2 ^REF
10 20
^2 ^REF
20 10
^REF
25 8
REF
30
^REF
NOTE 1: Where speed minimum is quoted as V2, bank angles should be limited to
15 . For steeper manoeuvres during initial climb increase minimum to
V2 + 10.
For safety limit bank angles to 30°.
NOTE 2: When Inproved Climb VR/V2 speeds are used for take-off the speeds for
retraction of flaps to 5°, 1° and 0° should be based on the original
tabulated V2 speed.
B. FLAP RETRACTION AND EXTENSION PROCEDURE
When making a flap selection the non-handling pilot SHOULD CHECK THE AIRSPEED AND
ENSURE THE FLAPS HAVE STOPPED AT THE DESIRED POSITION before reporting the
selection conplete.
CAPTAIN "FLAP 20"
co-pilot! "SPEED OK, FLAP 20"
E/0 checks Co-Pilot makes correct selection and monitors. .
Co-Pilot reports "Flap 20 set". BAOD'
28 JAN.77 101-40-01
OVERSEAS DIVISION
AJRCRAFT HANDLING - GENERAL
c. DESIRED SPEEDS
The computed fatigue life of the flap structure assumes that the aircraft will
not be flown for long periods at speeds close to the flap placard limits,
particularly at the greater flap extension settings. Flaps should not be used
to increase en route descent rates unless necessitated by ATC speed restric
tions.
With flap at 0, 1 or 5 the quoted minima of VreF + 80, 60 or 40 are 'comfort

able' speeds to maintain; minina for flap 10 and 20 i.e. Vref + 20 and VreF +
10 are both well below Vmd and, althoiJi^ safe in terms of stall margin, they
are uncomfortable speeds. A speed of 80 is recommended for both config
urations.
It is essential to strike a reasonable balance between fuel conservation, and

the need to have the calm unhurried type of approach which is necessary for
a safe and properly monitored operation. The following table gives the recom
mended, and maximum speeds for various distance to touchdown.
DISTANCE TO RECOMMENDED MAXIMUM

TOUCHDOWN SPEED SPEED
15-20 miles 210 kts 250 kts
8-11 miles VREF + 30 kts 180 kts
5-7 miles VREF + 20 kts VREF + 30
0-4 miles SEE BELOW SEE BELOW
+
With landing flap set, the desired airspeed to maintain on the approach is
minimum + J headwind ccmponent + gust factor (maximum additive 20 Knots),
reducing at the flare to minimum + gust (ARB maximum threshold speed VpFp + 15
with flap 30). In calm conditions the desired threshold speed is minimum
+ 5 Knots. ■ Wind increments should not be added to the minimum speed for
approach and landing with jammed stabiliser or after loss of 2 hydraulic
systems.
For Auto-land using auto-throttle, when flap is lowered to 30, the final
approach should be stabilised throughout with an auto-throttle setting of
+
Vref + 5 knots.
3. PITCH ATTITUDES
A. TAKE-OFF
Initial climb (V2 + 10) IMPS 10

M
300,000 Kgs.) 14° O
r+
) Sea Level
250,000 Kgs.) 15°C 18" 3
As altitude and tenperature increase and using Improved Take off climb speed
a shallower initial attitude will be required. For Initial climb at after
engine failure, the attitude will be 2 less.
BAOD
101-40-02 28 JAN.77
British airways
OVERSEAS DIVISION
747 flying manual
r\ 1. INTRODUCTION
^ +
The basic rules for handling previous large jet transport aircraft apply equally
to the 747: familiarity with the general recommendations contained in the book
'Handling The Big Jets' by the Chief Test Pilot of the C.A.A. is essential to
its safe operation.
+
The main areas of difference that affect the pilot and require complete
understanding and appreciation are as follows
A. TAXI-ING
■. +
(1) Very wide wing/engine spread giving much increased danger of ingestion,
blast effect and problems with obstruction clearance. '
+
(3) Flight deck height above the ground is more than double VClO/707 - this
can cause gross under estimation of taxi-speed.
B. IN FLIGHT
^ The sheer mass and inertia of the 747 will naturally tend to make for stability
+ flight path and speed thus accentuating the necessity for forward planning
andy for example, for early establishment of 'slot' conditions during the
approach for landing.
^ C. LANDING •
+ Pilot eye height will be about 70 feet at the flare. A normal VASI indication
will put the main gear on the ground short of the paved runway at many air
fields. To touch down at the 1,000 foot runway marker, the eye level aiming
point will be approximately 1,700 — 2,000 feet from the threshold according
to the approach glide slope.
-I-

Flap 10
Flap 0 + 80 V + 80
^2 REF
1 + 60 V + 60
^2 REF
5 + 40 + 40
^2 \ef
10 V + 20
^2 REF
20 + 10
\ef
25 V + 8
RBF
30
^REF
NOTE 1: Where speed minimum is quoted as V^, bank angles should be
limited to 15 . For steeper manoeuvres during initial climb
i ncrease minimum to + 10.
For safety limit bank angles to 30°.
NOTE 2. ên Improved Climb VR/V2 speedsâre used for take-off the speeds
for retraction of flaps to 5 , 1 and 0 should be based on the
original tabulated V_ speed.
^
+ 0)
° - '2
S, B. FLAP RETRACTION AND EXTENSION PROCEDURE
G
When making a flap selection the Co-Pilot should check the airspeed and keep his
^ c hand on the selector until the flaps have stopped at the desired position before
S reporting the selection complete e.g.
"+
CAPTAIN "FLAP 20"
CO-PILOT "SPEED OK, FLAP 20"
E/0 checks Co-Pilot makes correct selection and monitors.
8 JAN.76 BADD 101-40-01
OVERSEAS DIVISION
AJRCRAFT HANDLING - GENERAL
Co-Pilot keeps hand on flap lever and watches indicators to check flaps operate
symmetrically and stop in correct position.
Co-Pilot reports "Flap 20 set".
C. DESIRED SPEEDS
The computed fatigue life of the flap structure assumes that the aircraft will
not be flov/n for long periods at speeds close to the flap placard limits,
tions.
With flap at 0, 1 or 5 the quoted minima of ^Rgp + 80, 60 or 40 are 'comfort

able' speeds to maintain; minima for flap 10 and 20 i.e. Vref +20 and Vref +
10 are both well below Vmd and, although safe in terms of stall margin, they
are uncomfortable speeds. A speed of + 30 is recommended for both config
urations.


minimm + ^ headwind component + gust factor (maximum additive 20 Knots),
reducing at the flare to minimum + gust (ARB maximum threshold speed Vref + 15
with flap 30). In cahn conditions the desired threshold speed is minimum
+ 5 Kiots. Wind increments should not be added to the minimum speed for
approach and landing with jammed stabiliser or after loss of 2 hvdraulic
systems.
Yref + ^ knots.
3. PITCH ATTITUDES
A. TAKE-OFF
Initial climb (V^ + 10) FLAPS 10

300,000 Kgs.) 14°
) Sea Level
250,000 Kgs.) 15°C 16'
^ teinperature
a sha_lwer initial attitudeincrease and using For
will be required. Improved Takeclimb
Initial off at
climb after
speed
engine failure, the attitude will be 2 less. 2
BAOD
101-40-02 8 JAN.76
British airways
OVERSEAS DIVISION
747 flying manual
1. INTRODUCTION
The basic rules for handling previous large jet transport aircraft apply equally
to the 747: familiarity with the general recommendations contained in the book
'Handling The Big Jets' by the Chief Test Pilot of the C.A.A. is essential to
its safe operation.
The main areas of difference that affect the pilot and require complete
understanding and appreciation are as follows
A. TAXI-ING
(1) Very wide wing/engine spread giving much increased danger of ingestion,
blast effect and problems with obstruction clearance.
(3) Flight deck height above the ground is more than double VClO/707 - this
can cause gross under estimation of taxi-speed.
B. IN FLIGHT
The sheer mass and inertia of the 747 will naturally tend to make for stability
of flight path and speed thus accentuating the necessity for forward planning
and, for example, for early establishment of 'slot' conditions during the
approach for landing.
C. LANDING •
Pilot eye height will be about 70 feet at the flare. A normal VASI indication
will put the main gear on the ground short of the paved runway at many air
fields, To touch down at the 1,000 foot runway marker, the eye level aiming
point will be approximately 1,700 - 2,000 feet from the threshold according
to the approach glide s-lope.
Flap 10
Flap 0 + SO V + 80
^2 REF
1 V JL
60 V + 60
2 REF
5 V + 40 V + 40
2 REF
10 V + 20
^2 REF
20 ir j. 10
•REF
25 V „ 8
rN P,BF
30 V
^REF
NOTE 1: Where speed minimum is quoted as bank angles should be
limited to 15 . For steeper manoeuvres during initial climb
increase minimum to + 10.' ^
For safety limit bank angles to 30 .
NOTE 2. When Improved Climb VR/V2 speeds are used for take-off the speeds
for retraction of flaps to 5 , 1 and 0° should be based on the
original tabulated speed,
B. FLAP RETRACTION AUD EXTENSION PROCEDURE
When making a flap selection the non-handling pilot SHOULD CHECK THE AIRSPEED
AND ENSiniE THE FLAPS HAVE STOPPED AT THE DESIRED POSITION before reporting
the selection complete.
CAPTAIN "FLA? 20" .
CO-PILOT... "SPEED OK, FLAP 20"
E/0 checks Co-Pilot makes correct selection and monitors.
^3 OCT.76 BAOD 101-40-01
7'+7 FLYING MANUAI. British airways
OV£RSEAS DIVISION
AIRCIÂFT HANDLING - GENEI^

Co-Pilot keeps hand on flap lever and ^watches indicators to check flaps op(;r'atc +
symiTietrically and stop in correct position.
Co-Pilot reports "Flap 20 set".
C. DESIRED SPEEDS
The coii5)uted fatigue life of the flap structure assumes that the aircraft will +
not be flown for long periods at speeds close to the flap placard limits,
tions.
With flap at 0, 1 or 5 the quoted minima of Vref + 80, 60 or 40 are 'comfort

able' speeds to maintain; minima for flap 10 and 20 i.e. Vref + 20 and Vref +
10 are both well below Vrad and, althou^ safe in terms of stall margin, they
are uncomfortable speeds. A speed of + 30 is recommended for both config
urations.


15-20 miles 210 kts 250 kts"
12-14 miles 180 k±s 210 kts
minimum + J headwind component + gust factor (maximum additive 20 Knots),
reducing at the flare to minimum + gust (ARB maximum threshold speed VpEp + 15
with flap 30). In calm conditions the desired threshold speed is minimum
+ 5 Knots. Wind increments should not be added to the minimum speed for
approach and landing with jammed stabiliser or after loss of 2 hydraulic
systems.
Vref + 5 knots.
3. PITCH ATTITUDES
A. TAKE-OFF
Initial climb (V^ + 10) ELAPS 10
300,000 Kgs.) 14°

) Sea Level
250,000 Kgs.) 15°C 16°
As altitude and temperature increase and using Improved Take off climb speed &
a shallower initial attitude will be required. For Initial climb at ^2 a-f"ter
engine failure, the attitude will be 2 less. I-
a +
BAOD
23 OCT.76
101-40-02
British airways 7»l7 FLYING MANUAL
OVERSEAS DIVISION
AIRCFAFT HANDLING - GENERAL
+
B. HOLDING - MLW
FLAPS 0 FLAPS I FLAPS 5
^^REF "ref ^ ^^REF

+
C. INTERMEDIATE APPROACH
FLAPS 10 FLAPS 20
^^REF
D. FINAL APPROACH
Gear Down FLAPS 30

3° Descent, 0 Wind
^^REF
E. MISSED APPROACH - 3 or 4 engines

Initial climb out attitude 10° - 12°.
Continued.
BAOD
27 FEB.76 101-40-03
"/47 FLYING MANUAL British aiiways
OVERSEAS DIVISION
4. ^MCG & ^MCA.
T^fycgrs- m-M cf^swwgw

APPyCABLE TP JT:»P-Â.-7:;Oft ANY |NTE>^Mt}<
^ EDiRiiiiEiAidED iNlFiaRMîiio^M NeeefI i^
-o- 3-0
r^
ni .rn
ABEUOW 100 t1!0 I s;

+ + < 1
: rnmc/nktr Tifrt:-: •Td
o
OJ
BAOD
101-40-04 27 FEB.76
British airways flying manual
OVERSEAS DIVISION AIRCRAFT HANDLING - GENERAL
B. HOLDING - MLW
FLAPS 0 FLAPS 1 FLAPS 5
"ref ^ "ref * "ref " '*0'

i»° 5° 7°
C. INTERMEDIATE APPROACH
FLAPS 10 FLAPS 20
(Vrep -h 30)
7° 6°
D. FINAL APPROACH
Gear Down FLAPS 30

3° Descent, 0 Wind ^^REF ^
21°
E. MISSED APPROACH - 3 or 4 engines

Initial climb out attitude 10° - 12°.
4. TURBULENT AIR PENETRATION
A. Severe air turbulence denotes a degree of turbulence in which it my be difficult

to maintain altitude, attitude, airspeed and heading. There will be large and
rapid variations in each of these parameters with attendant rîd variations in
'g' loading which may be of considerable magnitude, fluctuating in direction from
positive to negative.
B. The aircraft should never be operated above the maximum permitted weight/altitude
line shown on the gr.^h of Cruise Altitude Limits in the Cruise Control Manual.
This limit has been employed for compiling the cruise control tables and opera
tion within the confines of these tables will ensure protection against unexpec
ted turbulence.
C. If turbulence is forecast or anticipated, it is recommended that the sector be

planned or flown no higher than the wei^t/altitude line for optimum range given
in the Cruise Control Manual.
D. Areas of suspected turbulence should be avoided. However, when operating above

30,000 ft it is inadvisable to climb over thunder-storm activity unless it can be
overflown well in the clear. If turbulence is expected or encountered at any
time, the aircraft must be prepared and flown as follcws:-
(1) switch on ignition (Sys 1 or Sys 2) and passenger seat belt sign and obtain
confirmation from the C.S.O. that action has been taken.
(2) slow down to rough airspeed of Mach .82 - .85, or 280-290 kts whichever is
the lower. When climbing at 250 kts below 10,000ft, speed should be increased
to 280-290 kts. (ATC should be informed of the speed increase, where applic
able). If flying in excess of the desired speed make a SLIGHT and SM30TH
reduction in thrust. (Do not remove the throttle bar). Never advance the
thrust levers again whilst the engines are decelerating - the converse also
applies. If faster deceleration is required, use speed brakes. Engine stalls
or surges resulting in power loss and over-tenperatures have occurred due to
coarse thrust lever handling; therefore, do not make large thrust changes in
an attempt to correct deviations from desired altitude and airspeed. This
airspeed ensures the best possible margin above the stall commensurate with
structural integrity'. It is selected towards the hi^ side of the speed range
BAOD I
28 JA^'.77 101-4C^03 I
OVERSEAS DIVISION
defined by the C.A.R. gust criteria, since there is ccnsiderably mere toler
ance to structural failure than to stall. Severe turbulence will cause large
and often rapid variations in indicated airspeed. DO NOT CHASE AIRSPEED.
NOTE: Below 15,000 ft, and when below M.L.W. it is safe to reduce
airspeed further if the initial approach procedure so requires. ^
(3) Select "Turbulence" mode on the Auto-pilot.
(4) Check instrument lighting, pitot heat, de-icing equipment, safety
harness and engine thrust settings.
(5) If flying manually - FLY ATTITUDE, note stabiliser trim settings and do
not use stabiliser to adjust attitude. Keep control inputs smooth.
(6) A Buffet Boundary Chart for 1.4g to initial buffet has been provided
for information.
(7) If hail is encountered the engines should be handled with care for the re
mainder of the flight in case damage has occurred. Heavy rain or hail may re
duce indicated airspeed readings by partially blocking the pitot tubes.
5. WAKE TURBULENCE
Current IFR separations (3 miles) are considered adequate for aircraft heavier than
75,000 lbs, so the 747 should not encounter significant problems unless separation
standards are drastically reduced. However the following points should be borne in
mind when taking off or landing close behind a large jet transport.
A. There is little chance of encountering wake turbulence if the following aircraft
flies on or above the fli^t path of the leading aircraft, or more than 900 ft
below.
B. Wake turbulence is relatively weak near the runway in the landing flare or take
off rotation areas due to the ground effect.
C. Encounters away from the ground while not pleasant, should not present a control
or structural hazard at normal separations. The most critical area is at low
levels above the area of ground effect.
6. WINDSHEAR
A. Windshear is a sustained change in wind component along the aircraft fli^t path
which occurs significantly faster than the aircraft can accelerate or decelerate.
B. The danger inherent in an attempt to take-off or land in severe wmd shear con
ditions cannot be over-emphasised. If these conditions are forecast or reported,
consideration should be given to diverting to a more suitable airfield. In the
event of unexpected severe windshear being experienced on the approach, overshoot
action must be considered. Where line squalls or well developed thunderstorm
activity are present in the vicinity of airfields, take-offs and landings are
generally ill-advised.
C. Airspeed fluctuations in shear conditions can be considered to stem from two main
causes. The 'headwind decreasing' situation where there will be a loss of air-
speed and the 'headwind increasing' situation where the airspeed will increase.
In both cases rapid power corrections will be necessary to maintain the desired
airspeed and glideslope. Large changes of attitude should be avoided and the
pilot should anticipate his power requirements particularly approaching the
threshold. It should be borne in mind that landing distances are predicated on
correct threshold speeds and touchdoin/n in the target zone.
D. At 1000 ft above ground level the P2 should compare the difference between TAS and
INS G/S with the reported surface wind. If a significant difference exists, he
should make a warning call of 'wind shear'.
28 JAN.77
101-40-04
OVERSEAS DIVISION
^ 1. Severe air turbulence denotes a degree of turbulence in which it may be difficult

rapid variations in each of these parameters with attendant rapid variations in
1^ positive to negative.
2. The aircraft should never be operated above the maximum permitted weight/altitude
line shown on the graph of Cruise Altitude Limits in the Cruise Control Manual.
tion within the confines of these tables will ensure protection against unexpec-
^ ted turbulence.
3. If turbulence is forecast or anticipated, it is recommended that the sector be
planned or flown no higher than the weight/altitude line for optimum range given
4. Areas of suspected turbulence should be avoidedi However, when operating above

time, the aircraft must be prepared and flown as follows;-
^ (a) switch on ignition (Sys 1 or Sys 2) and passenger seat belt sign and obtain
confirmation from the C.S.O. that action has been taken.
(b) slow down to rough airspeed of Mach .82 - .85, or 280-290 kts whichever is
^ to 280-290 kts. (ATC should be informed of the speed increase, where applic
able). If flying in excess of the desired speed make a SLIGHT and SMOOTH
or surges resulting in power loss and over-temperatures have occurred due to
^ structural integrity. It is selected towards the high side of the speed range
defined by the C.A.R. gust criteria, since there is considerably more toler-^
ance to structural failure than to stall. Severe turbulence will cause large
and often rapid variations in indicated airspeed. DO NOT CHASE AIRSPEED.
■ NOTE: Below 15,000 ft, and when below M.L.W. it is safe to reduce
^ airspeed further if the initial approach procedure so requires.
(c) Select "Turbulence" mode on the Auto-pilot.
(d) Check instrument lighting, pitot heat, de-icing equipment, safety
(e) If flying manually - FLY ATTITUDE, note stabiliser trim settings and do
(f) A Buffet Boundary Chart for 1.4g to initial buffet has been provided
^ for information.
(g) If hail is encountered the engines should be handled with care for the re
j 6. WAKE TURBULENCE
QJ
0 Current IFR separations (3 miles) are considered adequate for aircraft heavier than
^ 75,000 lbs, so the 747 should not encounter significant problems unless separation
0 standards are drastically reduced. However the following points should be borne in
BAOD
23 OCT.76 101-40-05
747 FLYING MANUAL Biltish airways
OVERSEAS DIVISION
1. There is little chance of encountering wake turbulence if the following

aircraft flies on or above the flight path of the leading aircraft, or more
than 900 ft below.
2. Wake turbulence is relatively weak near the runway in the landing flare or
take off rotation areas due to the ground effect.
3. Encounters away frem tJie ground while not pleasant, should not present a
control or structural hazard at normal separations. The most critical area
is at low levels above the area of ground effect.
7. WINDSHEAR
1. Windshear is a sustained change in wind coiponent along the aircraft fligjit

path which occurs significantly faster than the aircraft can accelerate or
decelerate.
2. The danger inherent in an atteirpt to take-off or land in severe wind shear con
ditions cannot be over-eiiphasised. If these conditions are forecast or ^
reported, consideration should be given to diverting to a more suitable air
field. In the event of unej<pected severe windshear being experienced on the
^preach, overshoot action must be ccnsidered. Where line squalls or well
developed thunderstorm activity are present in the vicinity of airfields,
take-offs and landings are generally ill-advised.
3. Airspeed fluctuations in shear oonditions can be considered to stem from two
main causes. The 'headwind decreasing' situation where there will be a loss
of airspeed and the 'headwind increasing' situation where the airspeed will
increase. In both cases rîd power corrections will be necessary to maintain
the desired airspeed and glideslope. Large changes of attitude should be
avoided and the pilot should anticipate his power requirements particularly
^proaching the threshold. It should be borne in mind that landing distances
are predicated on correct threshold speeds and touchdown in the target zone.
4. At 1000 ft above ground level the P2 should compare the difference betwen TAS
and INS G/S with the reported surface wind. If a significant difference exists,
he should make a warning call of 'wind shear'.
5. The use of the auto-throttle in severe wind shear is not recommended on the 747.^^,
8. APPROACH TO STALL
A. GENERAL
The sea level stall speed graph is provided for information and attention is
drawn to the miarked rise in the apparent stall speed as flap is retracted from
1 to 0; this is because of the large amplitude heavy buffeting occurring at a
relatively hi^ speed in the clean configuration and this having been taken
and accepted as defining the stalling speed.
As speed reduces in the buffet longitudinal stability is very low with flap
extended and almost zero without flap.
B. PROCEDURE IN THE EVENT OF A STALL WARNING ^
(1) CHECK AIRSPEED AND CONFIGURATION.
(2) Decrease pitch attitude whilst simultaneously applying power.
(3) If in a turn level the wings.
(4) Should the warning occur during flap retraction, check that the flaps
have not retracted further than was intended. If they have, select
more flap extension immediately.
(5) Do not pitch up prematurely during recovery or a secondary stall
will be induced.
101-40-06 OCT.76
British airways ^47 flying manual
OVERSEAS DIVISION
1. Severe air turbulence denotes a degree of turbulence in which it may be difficult

rapid variations in each of these parameters with attendant rapid variations in
positive to negative.
2. The aircraft should never be operated above the maxim,um permitted weight/altitude
line shown on the graph of Cruise Altitude Limits in the Cruise Control Manual.
tion within the confines of these tables will ensu'ê protection against unexpec
ted turbulence.
3. If turbulence is forecast or anticipated, it is recommended that the sector be

planned or flown no higher than the weight/altitude line for optimum range given
4. Areas of suspected turbulence should be avoided. However, when operating above

time, the aircraft must be prepared and flown as follows;-
(a) switch on ignition (Sys 1 or. Sys 2) and passenger seat belt sign and obtain
confirmation from the Purser that action has been taken.
(b) slow down to rough airspeed of Mach .82 - .85, or 280-290 kts whichever is
to 280-290 kts. (ATC should be informed of the speed increase, where applic
able). If flying in excess of the desired speed make a SLIGHT and SMOOTH
or surges resulting in power loss and over-temperatures have occurred due to
structural integrity. It is selected towards the high side of the speed range
defined by the C.A.R. gust criteria, since there is considerably more toler
ance to structural failure than to stall. Severe turbulence will cause, large
and. often rapid variations in indicated airspeed. DO NOT CHASE AIRSPEED.
NOTE; Below 15,000 ft, and when below M.L.W. it is safe to reduce
airspeed further if the initial approach procedure so requires.
* - ■*
(c) Select "Turbulence" mode on the Auto-pilot.

(d) Check instrument lighting, pitot heat, de-icing equipment, safety
(e) If flying manually - FLY ATTITUDE, note stabiliser trim settings and do
(f) A Buffet Boundary Chart for 1.4g to initial buffet has been provided
for information.
(g) If hail is encountered the engines should be handled with care for the re
■vl-
o
6. WAKE TURBULENCE
<u
00
n) Current IFR separations (3 miles) are considered adequate for aircraft heavier than
rCM
75,000 lbs, so the 747 should not encounter significant problems unless separation
^ standatds are drastically reduced. However the following points should be borne in
BAOD
FEB.76 101-40-05
im n,YiNG MANUAL British airways
OVIR«EAS DIVISION
1. There is little chance of encountering wake turbulence if the following

aircraft flies on or above the flight path of the leading aircraft, or more
than 900 ft below.
2. Wake turbulence is relatively weak near the runway in the landing flare or
take off rotation areas due to the ground effect.
3. Encounters away from the ground while not pleasant, should not present a
control or structural hazard at normal separations. The most critical area
is at low levels above the area of ground effect.
A. GENERAL
drawn to the i^ked rise in the apparent stall speed as flap is retracted fron
1 to 0; this is because of the large amplitude heavy buffeting occurring at a
relatively high speed in the clean configuration and this having been taken
B. PROCEDURE IN THE EVENT OF A STALL WARNING
(1) CHECK AIRSPEED AND CONFIGURATION.
(2) Dec:rease pitch attitude whilst simultaneously applying power.
(4) Should the warning occur during flap retraction, check that the flaps
(5) Do not pitch up prematurely during recovery or a secondary stall
will be induced.
C. BUFFET BOUNDARY SPEEDS
Before reaching 30000 ft. on the climb the auto throttle integral index
should be set to the buffet boundary speed appropriate to the aircraft weight
and cruise flight level. The IAS should not be allowed to fall below this
setting, and particular care must be exercised in this respect during the
altitude capture manoeuvre.
8. 5TH POD FLIGHTS
The handling characteristics of the 747 are not changed when carrying
a 5th pod. For detailed performance limitations see the 747 Performance
Manual page 10-10-01.
fD
o
Cn
BAOD
101-40-06 27 FEB.76
British ainvays 7147 FLmc mmual
OVIRSEAS DIVISION
E. The use of the auto-throttle in severe wind shear is not recommended on the 747.
F. ATC must be informed of any significant wind shear encountered on final I
^proach. I
A. GEiNERAL
dram to the marked rise in the apparent stall speed as flap is retracted from
1 to 0; this is because of the larg;e anplitude heavy buffeting occurring at a
relatively high speed in the clean ccnfiguration and this having been taken
B. PROCEDURE IN THE EVENT OF A STALL WARNING
(1) CHECK AIRSPEED AND CONEEGURATION.
(2) Decrease pitch attitude whilst simultaneously applying power.
(4) Should the warning occur during fl^ retraction, check that the fl^s
(5) Do not pitch xjp prematurely during recovery or a secondary stall
will be induced.
C. BUFFET BOUNDARY SPEEDS

Before reaching 30000 ft. on the climb the auto throttle integral index should
be set to the buffet boundary speed appropriate to the aircraft weight and^
cruise flight level. The IAS should not be allowed to fall below this setting,
and particular care must be exercised in this respect during the altitude
capture manoeuvre.
8. 5TH POD FLIGHTS

The handling characteristics of the 747 are not changed when carrying a 5th pod.
For detailed perfomance limitations see the 747 Performance Manual.
BAOD j
28 JAN.77 101-40-05
747 FLYING MANUAL British airway
OVERSEAS DIVISION
9. ^MCG & ^MCA.
FDh ibtmiiED IN -aRKU. FEI^ TO HtGrii

%
tjt "SO
ABEUQW
IN Dim XTTr-:
BAOD 28 JAN.77
101-40-06
British airways 747 FLZING MANUAL
OVERSEAS DIVISION
9. ^MD/^ & BUFIET BOUNDARY SPEEDS
;'JS
EAGD
27 FEB.75 101-40-07
747 PLYING MANUAL British airways
OVERSEAS DIVISION
10. STALL SPEEDS
STALL
m 220 240 260 260 300 340

AmCRAFT ^VTEtOMT 11000KO.)
(S
(D
O
-J
BAOD I
101-40-08 27 EEB,76
/
British airways 747 E^YING mNUAL
OVERSEAS DIVISION
FLIGHT WITH ERRATIC AIRSFEED/MACH INDICATIONS

Whenever the Airspeed/Mach indicators, Altineters, VSIs show any marked discrepancy
either bel^/een systems or canpared with attitude and thrust setting - suspect icing
or water in the system and FLY ATTITUDE. Cross check flight instruments, verify
pitot heaters are on and operative by checking heater ammeters•
For every phase of flight there is a specific body attitude. Crews should be aware
of^the approximate attitude for any given manoeuvre. Any significant change from
this attitude should alert the crew to an, impending problem.
Attitudes and power settings for average conditions are shown on the following
diagram. If time permits these should be refined by reference to the tables
provided in the Cruise Cont^l Mûal, Section 10 for flight with Radone missing
or broken. The data listed in this section may be used any time airspeed indica
tions are inconsistent or erratic.
Climb and descent information in the charts is based on an average recomnended
turbulent ajjo penetration speed schedule of 290 KIAS/M.84 and will provide adequate
structural and airspeed nargins for airplane control. Thrust setting information
IS based on JT9D-7/7A engines and is also valid for JT9D-3A engines.
Avoid icing conditions if possible and land at a suitable VFR airport. The INS
ground speed can be used as a backup system at low altitude in the pattern. In
some areas, ATC can provide altitude and ground speed information. Conditions
permitting, a pace aircraft may be used, but caution must be observed not to fly
under or in the slipstream of the aircraft.
Use of autopilot is recommended but should be restricted to MAN mode. The
turbulence mode is unaffected and may be used vdien desired. Do not use altitude
hold.
Idle thrust descents can be made to 10,000 feet by flying body attitude and
checking rate of descent fron the tables. At 2,000 feet above selected altitude,
reduce rate of descent to 1000 FFM. On reaching selected altitude establish
attitude ^d thrust for the desired configuration. If possible, allow airplane
to stabilise before (Changing configuration and altitude.
If ILS is available, accomplish an ILS approach. Establish landing configuration
early on final approach. At glide slope intercept or beginning descent, set
thrust and attitude as listed.
OO
o
0)
fd
f9
BAOD
27 FEB.76 101-40-09
o >
Vo
g FLIGHT WITH UNRELIABLE AIRSPEED INDICATIONS
747
ALL JT9D ENGINES
I
;■ (
•APPROACH MANEUVERING ESTABLISH DESCENT ATTITUDE MINUS 1.5° NOTE:
I!
•ESTABLISH APPROPRIATE • GEAR AND FLAPS UP Attitudes and power settings shown repre X-
ATTITUDE THRUST •THRUST IDLE sent average conditions and should be re
FOR SELECTED fined by reference to appropriate charts as
FLAP SETTING soon as time permits.
IN LEVEL FLIGHT
PRIOR TO STARTING
DESCENT
ESTABLISH CRUISE ATTITUDE 3°

•GEAR AND FLAPS UP
-P
•THRUST - 86% N1
•tI
ESTABLISH FINAL APPROACH ATTITUDE VreF + 10

•FLAP 25 •FLAP 30
ESTABLISH CLIMB ATTITUDE a
CD
•THRUST N1 55% •THRUST 60% •SEA LEVEL = 8°
•ATTITUDE 30 •ATTITUDE 1° •10,000 FT = 6°
•DESCENT 780 •DESCENT 750 •20,000 FT = 50
(3° GLIDE SLOPE, NO WIND) •30,000 FT = 3°
GEAR AND FLAPS UP
P
THRUST = CLIMB THRUST
INITIAL CLIMB ATTITUDE

•PER TAKEOFF
DATA CARD
LOM <» THRUST = T.O.
•approx. attitudes level flight (A {2.
FLAf^ ATTITUDE N1% APPROX. MM «• Vi
AIRSPEED a
< '
0 50 59 VREF + 80
w;
1 6.50 60 VREF 60 oi
5 8° 63 VREF -^ 40
10 90 64 VREF -H 20
20 8° 66 VREF + 10
3nssi lsan (60 3PM)
) > J >
747 FLYING MANUAL
OVERSEAS DIVISION
FUEL CONSERVATION
V
QEiNERAL
In order_ to assist crews in their efforts to achieve the best possible

fuel savings, the recommended techniques and procedures are grerped
together in this section, under the appropriate phase of fli^t.
2. BEFORE TAKE-OFF
2.1. Do not iplift excess fuel, except under exceptional

circumstances.
2.2. Use the recommended fuel alternate, unless there are very
sound reasons for doing otherwise.
^ 2.3. Do not start the APU earlier than is necessary - normally
ETD minus 30 to 40 minutes is adequate, except in very hot
weather.
2.4. If when you board the aircraft, the APU is running for no
^parent reason, ask why.
3. CLIMB AND CRUISE
3.1. Clean \p the aircraft as soon as possible after passing

through 1500 ft (or 3000 ft if required by ATC or noise
k abatement), unless there aie terrain clearance problems.
3.2. Ask ATC for direct INS routeings whenever this will reduce
track mileage.
3.3. Fly at the optimum hei^t and mach number for the aircraft
wei^t whenever possible. Request the necessary level changes
even over_the Nortii Atlantic, but renember that it does not
p^ to clinib 4000ft less than 2 hours before top of descent.
3.4. Ensure that the aircraft is correctly trimmed, particularly at the
I start of stabilised cruise, using the following procedure:-
3.4.1. Using the ADl as the reference, hold the wings
level with the control wheel. Do NOT trim out wheel
force at this stage.
'' 3.4.2. Stop any wings-level skidding turn tendency with
rudder trim, reducing the wheel angle as required
to maintain wings level.
3.4.3. Trim out remaining wheel force with aileron trim.
* The wheel may not be centred depending ipon the
degree of lateral unbalance.
NOTE Do not rush the trim procedure. Allow tine for
the aircraft to stabilize after each trim change.
^ Do not pay too much attention to the ball in the
turn and bank indicator — this is a coarse device
for asymmetric fli^t.
3.5. Shut dcwn one air conditioning pack in the cruise
whenever conditions in the passenger cabin permit.
^ 4. lESCENT AND APPROACH
H
E-i • • 4.1. Always calculate the correct descent distance. If cleared

^ by ATC to descend too early ask for descent at pilots dis-
^K cretion.
27 FEB.76 BAOD
101-50-01
OVERSEAS DIVISION
4.2. Always hold clean if possihle, if necessary request a higher

^ ^ Speed than the nomnal nnaximum. For long holds ask for 20 mile
'legs, to reduce fuel wastage in turns.
4.3. Always be sMare of distance to run to touch-dcwn - ask the
radar controller if necessary.
4.4. Aim to stay clean until 18 to 20 nm from touch-dcwn, unless
you are above the normal approach profile, or are required
by ATC to fly at a speed below VEEF+80 kts. However, it is
essential to strike a reasonable balance between fuel
conservation, and the need to have the calm unhurried type
of approach which is necessary for a safe and properly
monitored operation. See the table of recommended and
maximum speeds on page 101-40-02 of this Manual.
4.5. Do not put the gear down, even on automatics, earlier than
1^ dots fly up on the glide slope. The glide slope flags will
normally clear before this.
4.6. Do not select landing flap above 1500 ft in normal circumstances,
but ensure that.the approach is fully stabilised with landing
flap set by 1000 ft.
AFIFR LANDING
5.1. Shut down No 3 engine after clearing the runway ixiless

iranoeuvring difficulties are anticipated.
5.2. If the transit is to exceed one hour, shut dcwn the APU when
ground power is established, (except in a hot climate with
passengers remaining on board).
5.3. Finally, if your best efforts have been thwarted by others,
coiplete the form "Did Someone Waste Your Fuel".
C/D
CO
BAOD
101-50-02 27 IEB.76
British airways 747 ilying manual
OVERSEAS DIVISION
GROUND MANOEUVRING
1. TOWING AND PUSHBACK
Interphone coinmunication between Fli^t Deck and Ground Crew must always be esta
blished for all towing and push back manoeuvres. Standard procedure is to maintain
the engine R.P.M. at forward idle setting, however it is permissible to use IDLE
reverse thrust to assist the tug in conditions of poor traction. Exercise extreme
caution to preclude engine surges.
On ooirpletion of towing or push back manoeuvre the parking brake must be set until
the tow bar is removed and ground crew give visual clearance to taxi.
To avoid the possibility of a misunderstanding between the ground and fli^t deck
crews, the standard phraseology which must be used is "Release Brakes" and "Set
Brakes to Park".
2. TAXI-ING
The minimum crew required for taxi-ing is one Captain and one Engineer Officer.
After the engines have been started the Engineer Officer must occupy the Co-
Pilot's seat.
Departing aircraft will always taxi using four engines. It is permitted for No.3.
engine to be shut down after landing, at the Captain's discretion, when the
aircraft has cleared the runway, provided that:
(i) The taxiway surfaces are not slippery and no other
taxi-ing problems are anticipated.
(ii) All the electrics axe serviceable and paralleled.
(iii) When operating on wide-cut fuel the three minute cooling period is
observed.
NOTE: Pratt & Whitney consider that an immediate shut down following a normal
approach and landing will not result in engine damage. The three minute
cooling period must still be observed in the case of precautionary shut
downs in flight, and following ground runs at high power. The cooling
period is also recommended when operating on wide-cut fuel to reduce the
possibility of internal fire after shut down.
Close liaison should be maintained with marshallers and all ground manoeuvring
should be carried out with extreme care. If in doubt as to the adequacy of clear
ance r«fer to the minimum turning radius chart and request ground assistance as
appropriate. Bear in mind that the wing tip can move up to 12 feet further out
during tiams.
If the aircraft will not nove forward with idle power, advance thrust levers in
small increments, pausing for effect. The possibility of damage from engine blast
cannot be over-emphasised and a maximum limit of 1.05 EPR should be observed in
terminal areas, For the same reason, the use of asymmetric power to assist turns
is not recommended.
Use smooth steering tiller inputs for all taxi-ing. If nose wheel scrubbing occurs
vîle turning, reduce steering angle and/or taxi speed. Foot brakes must not be
used to try to ti^ten a full lock steering turn. If possible, all steerable gear
should be aligned fore and aft before the aircraft comes to rest.
Adhere rigidly to the centre of taxiways. For body gear to straddle the centre
line, the pilot must track well outside during turns. Although the theroretical
iminimum runway width for a 180 turn under optimum conditions is 142 feet, for
obvious reasons the manoeuvre must not be attempted on a standard 150 foot runway.
BAOD
12 AUG.76 101-60-01
OVERSEAS DIVISION
Nose wheel tracrtion is poor on wet and slippery surfaces. Bear in mind flat body
gear steering can agâvate a sideway skid on an icy surface when the nose steering
is almost non-effective. KEEP TAXI SPEEDS MINIMAL. Taxi speeds can easily be
under-estimated particularly terminal speeds after the landing deceleration; INS
ground speed on the HSl will facilitate the gauging of speed (approx 10 knots is ' ^
recommended for cornering, slower if space is confined).
The danger of compressor surging and excessive EGT during taxi is referred to
under Engine Handling; maintain a close watch on EGT's at all times on the ground.
Use of reverse thrust for taxi manoeuvres is not permitted. If at any time during
ground manoeuvring the Brake Source Low Pressure Light illuminates, the Captain
will immediately operate his guarded changeover switch to activate the No.2. brake
system.
NEVER TAXI THE AIRCRAFT IF IT IS KNOWN OR SUSPECTED THAT A BODY GEAR STRUT IS ^
DEFLATED. ~
BAOD
101-60-02
12 AUG.76
OVERSEAS DIVISION
GROUND MANOEUVRING
1. TOWING AND FUSHBACK
Interphone communication between Flight Deck and Ground Crew must always be estab
lished for all towing and push back manoeuvres. Standard procedure is to maintain
the engine R.P.M. at forward idle setting, however it is permissible to use IDLE
reverse thrust to assist the tug in conditions of poor traction. Exercise extreme
caution to preclude engine surges.
On completion of towing or push back manoeuvre the parking brake must be set until
the tow bar is removed and ground crew give visual clearance to taxi.
2. TAXI-ING
The minimijm crew required for taxi-ing is one Captain and one Engineer Officer.
After the engines have been started the Engineer Officer must occupy the Co-Pilot's
seat.
Departing aircraft will always taxi using four engines. It is permitted for No.3.
engine to be shut down after landing, at the Captain's discretion, when the aircraft
has cleared the runway, provided that:
(i) The taxiway surfaces are not slippery and no other
taxi-ing problems are anticipated.
(ii) All the electrics are serviceable and paralleled.
(iii) When operating on wide-cut fuel the three minute cooling period is
observed.
NOTE:- Pratt & Whitney consider that an immediate shut down following a normal
approach and landing will not result in engine damage. The three minute
cooling period must still be observed in the case of precautionary shut
downs in flight, and following ground runs at high power. The cooling period
is also recommended when operating on wide-cut fuel to reduce the possib
ility of internal fire after shut down.
Close liaison should be maintained with marshallers and all ground manoeuvring
should be carried out with extreme care. If in doubt as to the adequacy of clearance
refer to the minimum turning radius chart and request ground assistance as approp
riate. Bear in mind that the wing,tip can move up to 12 feet further out during
turns.
If the aircraft will not move forward with idle power, advance thrust levers in
small increments, pausing for effect. The possibility of damage from engine blast
cannot be over-enphasised and a maximum limit of 1.05 EPR should be observed in
terminal areas. For the same reason, the use of asymmetric power to assist turns
is not recommended.
Use smooth steering tiller inputs for all taxi-ing. If nose wheel scrubbing occurs
while turning, reduce steering angle and/or taxi speed. Foot brakes must not be
used to try to tighten a full lock steering turn. If possible, all steerable gear
should be aligned fore and aft before the aircraft comes to rest.
Adhere rigidly to the centre of taxiways. For body gear to straddle the centre line,
the pilot must track well outside during turns. Although the theroretical minimum
runway width for a 180 turn under optimum conditions is 142 feet, for obvious
reasons the manoeuvre must not be attempted on a standard 150 foot runway.
Nose wheel traction is poor on wet and slippery surfaces. Bear in mind that body
gear steering can aggravate a sideway skid on an icy surface when the nose steering
is almost non-effective. KEEP TAXI SPEEDS. MINIMAL. Taxi speeds can easily be under
estimated particularly terminal speeds after the landing deceleration; INS ground
speed on the HSI will facilitate the gauging of speed (approx 10 knots is recom
mended for cornering, slower if space is confined).
BOAC
1 FEB.74 101-60-01
OVERSEAS DIVISION
The danger of conpressor surging and excessive EGT dirring taxi is referred to
under Engine Handling; maintain a close watch on EGT's at all times on the
ground. Use of reverse thrust for taxi manoeuvres is not permitted. If at any
time during ground manoeuvring the Brake Source Low Pressure Light illuminates,
the Captain will immediately operate his guarded changeover switch to activate
the No.2. brake system.
NEVER TAXI THE AIRCRAFT IF IT IS KNOWN OR SUSPECTED THAT A BODY GEAR STRUT IS
DEFLATED.
BOAC
'101-60-02 1 FEB.74
British airways 747 flying mNUAL
OVERSEAS DIVISION
NOTES - APPLICABLE TO TAKE-OFF DIAGRAM
(1) To avoid damage to groiond installations adhere rigidly to the runway

centre line.
(2) The body gear steering will normally be disarmed after the aircraft is
turned into position on the runway.
80 knots and relinquish the controls when the pilot flying calls out, "1 have
control".

aircraft, aileron and opposite rudder being applied throughout the take-off
The pilot flying will maintain runway centreline with the steering tiller
use a very slight amount of differential thrust to maintain the centreline
If the runway surface is slippery careful consideration must be given to
reducing the maximum crosswind component, particularly if the runway is
limited to 150 feet width.
(4) Lift-off will occur at about 10° pitch up; over rapid rotation risks the
reduce rotation rate and angle as appropriate.
should be abandoned. The standard call "ABANDON TAKE-OFF" will be made.
To achieve maximum deceleration if necessary, the pilot will

(a) Close thrust levers AND ) o-
(b) Apply maximum footbrakes ) aneous y
(c) Apply reverse thrust (see under engine handling)
The E/0 will monitor the auto spoiler operation and advise immediately if this
fails - in which case
■o
S) (d) Raise spoilers (Captain)
§ After clearing the runway monitor the brake temperature gauge and overheat light.
^ Observe overheat and cooling precautions. If there is severe overheating, consid-
5 eration must be given to alerting the fire services and to the inadvisability of
approaching the terminal area on account of the risk of rapid tyre deflation and/
or wheel fire. The cooling times and inspection requirements as per 18.50.03-05
V of this manual must be complied with.
4. ENGINE FIRE OR FAILURE ON TAKE-OFF
In the event of engine f^lure or fire at any stage during the take-off or
initial climb, the E/0 will announce 'Engine Failure' or 'Engine Fire' as
appropriate.
Continued....
14 FEB,75
101-61-03
« %

OVERSEAS DIVISION
Identification of the engine will be given subsequently to assist in the ^

perfomance of the drill.
For engine failure after V,

(b) Rotation for lift off should be slightly slower than normal and the
initial climb attitude will be 2 lower than normal. DO NOT LET" THE
SPEED FALL BELOW ^
(c) Climb at Vo to flap retraction height (800-1000 ft AAL or higher as +
noted on the RTOW Chart). limit bank angles to 15 fcr manoeuvring at ^2*
(d) Engine fire/failure drill should not be initiated until the landing ^
initial climb. +
(e) It is imperative that the flaps should be fully retracted on schedule

before throttle back to climb power. ^
(f) If required, take-off power may be maintained up to a maximum of 10
minutes from start of roll. +
(g) Always follow the appropriate SID routeing in full to ensure

adequate terrain clearance. If no SID is published, maintain runway
heading unless the Performance Manual specifically states othervase.
BAOD , '14 FEB.75

lQl-61-04
British airways 7^7 flying maniial
OVERSEAS DIVISION
NOTES - APPLICABLE TO TAKE-OFF DIAGRAM
(1) To avoid damage to ground installations adhere rigidly to the runway

centre line.
(2) The body gear steering will normally be disarmed after the airoraft is
turned into position on the runway.
(3) The Pilot not flying will maintain a sli^t forward pressure on the control
80 knots and relinquish the controls when the pilot flying calls out, "1 have
control".

aircraft, aileron and opposite rudder being ^plied tharouôut the take-off
The pilot flying will maintain runway centreline with the steering tiller
use a very sli^t amount of differential thrust to maintain the centreline
reducing the maximum crosswind component, particularly if the runway is
limited to 150 feet width.
(4) Lift-off will occur at about 10° pitch rp; over rapid rotation risks the
reduce rotation rate and angle as appropriate.
To achieve maximum deceleration if necessary, the pilot will
(b) ^ply maximum footbrakes )
The E/0 will monitor the auto spoiler operation and advise immediately if this
fails - in yrich case
(d) Raise spoilers (Captain)

^ After clearing the runway monitor the brake temperature gauge and overheat li^t.
The "Brake Energy" chart must be consulted after ANY abandoned take-off and the
overheat and cooling precautions contained within 18-50-03 to 05 of this manual
complied with. If there is severe overheating, consideration must be given to
^ alerting the fire services and to the inadvisabili"ty of approaching the terminal
— area on account of the risk of repid tyre deflation and/or wheel fire.
In the event of engine failure or fire at any stage during the take-off or
^ initial climb, the E/0 will announce 'Engine Failure' or 'Engine Fire' as
appropriate.
Continued
BAOD
23 OCT.76 101-61-03
"'^
747 FLYING MANUAL British aitways

OVERSEAS DIVISION

For engine failure after V^:-
initial climb attitude will be 2 lower than normal. DO NOT LET THE
SPEED FALL BELOW V^.
(c) Climb at V2 to flap retraction height (800-1000 ft AAL or higher as +
noted on the RTOW Chart). Limit bank angles to 15 for manoeuvring at V
(d) Engine fire/failure drill should not be initiated until the landing
initial climb.
(e) It is imperative that the flaps should be fully retracted on schedule

before throttle back to climb power. «
(f) If required, take-off power may be maintained up to a maximum of 10
minutes fran start of roll. +
(g) Always follow the appropriate SID routeing in full to ensure

adequate teirrain clearance. If no SID is published, maintain runway
heading unless the Performance Manual specifically states otherwise. /
?+
&
B
CL ^
BAOD
101-61-04 - 23 OCT.76
OVERSEAS DIVISION
NOTIZS - AITLTCARIJ: to TAKF-On' IJIAGMM

(1) To avoid d.jnvige to grYJund Inutallat Lorif; adtiere rigidly to the runway cent.rB
line.
(2) "Lie body gear steering will normally be disarmed after the aircraft is turned
into position on the runway.
column and matintain wings level by use of aileron if necessary. He will call
80 knots and relinquish the controls when the pilot flying calls out, "I have
control".

aircraft, ^leron ^d opposite laidder being applied throughout the take-off
The pilot flying will maintain runway centre line with the steering tiller
directional control is established with the rudder (at 40 - 60 knots).
use a very slight amount of differential thrqst to maintain the centre line
reducing the maximum cross wind canponent, particularly if the runway is
limited to 150 feet width. Aircraft with an aft centre of gravity are
more likely to present directional control problems. In strong cross v/inds,
centre line tracking is best achieved by applying full rudder, in the
appropriate direction, at the comiencement of the take-off run. A
gradual reduction of this input as airspeed increases produces smoother
directional control.
(4) Lift-off will occur at about 10° pitch up; over rapid rotation risks the rear
fuselage striking the runway. If the over rotation warning is heard reduce
rotation rate and angle as appropriate.
If the take-off warning hom sounds or an emergency arises before VI the take-off
(b) Apply maximum footbrakes ) Simultaneously
Hie E/0 will monitor the auto spoiler operation and advise immediately if this
fails - in which case
(d) Raise spoilers (Captain)

After clearing the runway monitor the brake temperature gauge and overheat light.
Tlie "Brake Energy" chart must be consulted after ANY abandoned take-off and the
overheat and cooling precautions contained within 18-50-03 to 05 of this manual
complied with. If there is severe overheating, consideration must be given to
alerting ttie fire services and to the inadvisability of approaching the terminal
area on account of the risk of rapid tyre deflation and/or wheel fir^.
In the event of engine failure or fire at any stage during the take-off or initial
cliinl), the E/O will announce 'Engine Failure' or 'Engine Fire' as appropriate.
BAOD
6 JAN.78 101-61-03
747 FLYING MANUAL British aifways
OVERSEAS DIVISION

For engine failure after Vq:-
initial climb attitude will be 2° lower than normal. DO NOT LET THE
SPEED FALL BELOW V2.
(c) Climb at V2 to flap retraction height (800-1000 ft AAL or higher as
noted on the RTOW Chart). Limxt bank angles to IS*^ for manoeuvring
at V2.
(d) Engine fire/failure drill should not be initiated until the landing
initial climb.
(e) It is iirpenative that the flaps should be fully retracted on schedule
befoiB throttle back to climb power.
(f) If required, take-off power may be maintained up to a maximum of
10 minutes from start of roll.
(g) Always follow the appropriate SID routeing in full to ensure adequate
terrain clearance. If no SID is published, maintain runway heading
unless the Performance Manual specifically states otherwise.
&
oq
(B
a
baod ^
101-61-04 6 JAN.78
OVERSEAS DIVISION
1. CLIMB, CRUISE, DESCENT

A. CLIMB
Flight_plans basedôn clirnb at 250 kts to 10,000 ft, then 300 'Jets/.82 Mach
to cruise altitude. Maintain a minumum rate of climb of 500 ft per min during
acceleration (if unable advise ATC).
Clmb speed below^10,000 ft should be increased from 250 kts to 280-290 kts
in turbulent conditions (advise ATC where necessary).
Three and two engined climb speeds should be at V 80 kts i.e. best angle/rate.
B. CRUISE
Three cruise procedures are provided in the Cruise Control Manual

(a) Standard Cruise which reduces from .85 Mach to a constant .83 Mach.
(ti) Height Restricted Econony Cruise which provides for a progressive
reduction of Mach No. throughout the weight range.
(c) A low level cruise procedure for use below 25,000 ft. of 340 kts.
In the event of engine^failure during cruise, increase thrust on the remaining
H- engines to maximum continuous EPR and establish the listed three engine cruise
procedure appropriate to height and temperature. A drift down to a lower level
may be unavoidable.
C. DESCENT (N.B. ATC clearance does not guarantee safe terrain clearance.)
"f"
determining_minimum safe hei^t for descent, the INS information must be
confirmed by visual reference or supported by radio navigation.
Descent is scheduled at .82 mach/340 kts above 10,000 ft, and 250 kts below
10509^ giving an average descent rate from cruising Altitude in clean config
uration of 2000 fpm approximately, however descent can be accelerated by use of
spoilers. Use of flap reduces the load factor limitation and is not permitted
above 20,000 feet or with spoiler extended in fli^t.
Speed should always be reduced to 250 kts below 10,000 ft on the descent unless
rv turbulence is_severe_enough to restrict the reduction to 280 kts. Approaching
very high altitude airfields such as Nairobi or Johannesbui:^ it is advisable to
make this reduction when 10,000 ft above airfield elevation.
2. HOLDING
In determining whether to hold with or without flap, consideration must be given

to the duration of hold, turbulence, ATC speed restrictions etc.
Recommended holding speeds are:
0 flap ^REF ~ ^REF (but not below buffet
boundary speed)
1 fla-P + 60 Kts. - + 70
5 flap + 40 Kts. - + 50
MAXIMUM SPEEDS FOR PROLONGED FLIGHT WITH FLAPS EXTENDED
For prolonged or holding flight with flaps extended the following limit speeds
must be observed:
^ Flap position 1 235 Knots IAS

Flap position 5 210 Knots IAS
NOTE: Flap position 10 or greater should not be used for prolonged holding
or other extended periods of flight.
BAOD
8 JAN.76 101-62-01
) \) ) V) ) ) o ) 'T) ^) o ) 1)
M SOVEAR Brit sh
a
o
a
$ NORMAL LAVIPINIX s
>
r
CD
s Flaps 5 r
Approach Check >
FOUR OR THREE ENGINED LANDING a
Turning Base: iFlaps 10 •\ef + D
1—f
»Start descent as required »V +20 min. 21
O
»Maximuin bank 30°
O
,Gear down - Landing Check 
•Go-around thrust o
a
•Rotate to go-around attitude -J
r
•Flaps 20 > <1
•Positive Climb § a
f
>-<
•Gear up § M
Final:
•Retract flaps on schedule above 1500' §
s Landing flaps i4-2 mi
o
»Reduce speed to a
VRef + gust + i headwind u
(Max. Vj^g^+20) M
§
l-H
Maximum bank 30 §
M
GO-AROUND FLAP
RETRACTIOll SCHEDULE After Touchdown:
•Thrust to idle Complete
At Select Flaps VRef + gust AFTER
•Speed brakes UP
VRef 20 800 ft. (Max V + 15) •Braking as required LANDING
Ref
VRef + 20 • 10 Stabilised •Reverse thrust checklist
VRef + 40 • 5 in slot
VRef + 60 1
etc
On 3 Engines 'Establish landing flap early on final approach
•Rudder trim should be centralised by 500ft on final approach
Oi
•Use only s^munetrical reyerse

2§
747 FLYING MANUAL British alTways
OVERSEAS DIVISION
NOTES - APPLICABLE TO NORMAL CIRCUIT AND LANDING DIAGRAM

(1) A flap setting of 5 or nnre is to be called for and extended as an integral
part of the approach check.
(2) Refer to pitch attitude chart for relevant information.
(3) Refer to Standard Cross-Check and Call-Out Chart.
(4) At start of final approach conpare wind conponent (from TAS and INS G/S) with
that expected at the threshold. The co-pilot should advise the (Saptain if it is
evident that a large wind shear can be expected on final approach. (Drift should
be monitored from the drift bug or by selecting HEXS/DA on the INS data
selector).
(5) Monitor rate of descent, altimeter and airspeed rigiht to the flare point and
pay neticulous care to prevent speed decay ^proaching the threshold and rate
of descent exceeding 1,000 :^m below 200 feet (7-800 fpm desirable at the
flare).
(6) Pilot eye hei^t at the flare 70 feet approx. will tend to cause undershooting
in the absence of 747 glide slope indication. Do not aim to touch down short
of the 1,000 foot point.
(7) Co-pilots must call at exactly 100 ft, 50 ft, and 30 ft (Rad. Alt). At the 50
foot point the nose of the aircraft should be very near the threshold and the
gentle flare manoeuvre should be initiated at 40 feet approximately.
(8) After the flara, ensure thrust levers fully closed and allow the aircraft to
sink gently onto the runway. Do not allow the aircraft to float and do not
strive for 'greased' landings.
(9) It is strongly recommended that whenever an aircraft is fitted with Auto brake, .
that it is used in preference to normal foot braking. Recommended settings are
as follows:
MAX - Use only when a minimum distance stop is mandatory.

MED - Use on wet or slippery runways or when the landing
distance is at all limiting. /-v
MIN - Use on all other occasions.
It shoiild be noted that after touch down and vêel spin-rp has occurred, auto
braking will be applied - this takes approximately 5 seconds. If the nosewheel
is not on the runway at this point, there will be a marked tendency for the
aircraft to pitch forward. This can be particularly noticeable following an
autoland.
Extreme care should be taken to ensure that the nosewheel is not allowed to
drcp unchecked after landing. A very smooth landing will cause the initial ^
braking to be heavier than that selected.
(10) Deceleration drill is as for abandoned take-off. Apply foot braking as dictated
by good airmanship (e.g. at high altitude airfields do not atteirpt to make a
turn off half way down the runway) DO NOT PUMP POOTBRAKES. See page 17-101-05 ^
for landing in adverse weather conditions.
(11) The E/0 will monitor the Auto Spoiler Operation and advise immediately if this ^
fails in which case the Captain will select spoilers UP. He will also monitor
■êÂUTOBRAKE light (when fitted) and will advise the Captain if it illuminates,
indicating the system is disarmed, during the landing roll.
(12) On the runway direction is maintained by use of rudder and if necessary ^
differential braking. Nose wheel steering is not normally required until below ^
40 knots and should not be used above 100 knots. The pilot not flying must
assist by keeping light forward pressure on the control column and the wings ^ '
level when nose wheel steering is being used.
(13) In the event of directional control problems return all engines to idle reverse.
BAOD
101-63-02- ■ - - 12 AUG.76
) .) ) ) •)
(Unchanged)
N5
00 o
S)
g
NORMAL LANPINfi
,Flaps 5 t-
Approach Check
Turning Base: FOUR OR THREE ENGINED LANDING iFlaps 10 •^Ref + ®
»Start descent as required »V„ ^ + 20 min.
§
«Maxinmm bank 30° o
<
,Gear dovm - Landing Check vt ;
_ O v)ind Flaps 1 o<
Z I
45 sees
1500 ft
•u
Flaps 20 w
Missed Approach: o
Vref + 10 min.
«Go-around thrust
.Rotate to go-around attitude <1
r
>
•Flaps 20
•Positive Climb §
I—I c
k;
•Gear up § i-i
Final: §
•Retract flaps on schedule above 1500'
c Landing flaps lJ-2 mi o
3)
»Reduce speed to
u
V + gust + i headwind
Ref ^ M
(Max. Vj^Qf+20) §
n
2:
0 Maximum bank 30 M
cn
GO-AROUND FLAP
After Touchdown:
RETRACTION SCHEDULE
•Thrust to idle .Complete
At Select Flaps Ref + •Speed brakes UP AFTER
VRef 20 (Max Vp „ + 15) .Braking as required LANDING
VRef + 20 * * * 10 Stabilised .Reverse thrust checklist
VRef + 40 * • • 5 in slot
VRef + 60 • 1 * 1
etc.
On 3 Engines •Establish landing flap early on final approach
•Rudder trim should be centralised by SOOft on final■approach
Q
•Use only symmetrical reyerse

2§
747 FLYING MANUAL British suTways
. . OVERSEAS DIVISION
NOTES - APPUCABLE TO NORMAL CIRCUIT AND LANDING DIAGRAM

(1) A flap setting of 5° or nore is to be called for and extended as an integral
(2) Refer to pitch attitude chart for relevant information. ^
(4) At start of final approach coripare wind conponent (from TAS and INS G/S) with^
that expected at the threshold. The co-pilot should advise the Captain_if it is
evident that a large wind shear can be expected on final approach. (Drift should
be manitor^d from the drift bug or by selecting HDG/DA on the INS data
selector).
(5) Monitor rate of descent, altimeter and airspeed rl^t to the flare point and
pay nBticulous care to prevent speed decay approaching the threshold and rate ^
of descent exceeding 1,000 :^m below 200 feet (7-800 fpm desirable at the
flare).
(6) Pilot eye height at the flare 70 feet approx. will tend to cause undershooting
in the absence of 747 glide slope indication. Do not aim to touch down short ^
of the 1,000 foot point.
(7) Co-pilots must call at exactly 100 ft, 50 ft, and 30 ft (Rad. Alt). At the 50
foot point the nose of the aircraft should be very near the threshold and the
gentle flare manoeuvre should be initiated at 40 feet approximately.
(8) After the flare, ensure thrust levers fully closed and allow the aircraft to
sink gently onto the runway. Do not allow the aircraft to float and do not
strive for 'greased' landings.
(9) It is strongly recommended that whenever an aircraft is fitted with Auto brake,
that it "is used in preference to normal foot braking.
It should be noted that after touch down and wheel spin-up has occurred, auto
braking will be applied - this takes approximately 5 seconds. If the nosewheel
is not on the runway at this point, there will be a marked tendency for the
aircraft to pitch forward. This can be particularly noticeable following an
autoland.
Extreme care should be taken to ensure that the nosewheel is not allowed to
drop unchecked after landing. A very smooth landing will cause the initial
(10) Deceleration drill is as for abandoned take-off. Apply foot braking as dictated
by gcod airmanship (e.g. at high altitude airfields do not attempt to make a
turn off half way down the runway) DO NOT PUMP FOOTBRAKES. See page 17-101-05
for landing in adverse weather conditions.
(11) The E/0 will monitor the Auto Spoiler Operation and advise immediately if this
fails in which case "the Captain will select spoilers UP. He will also monitor ^
the AUTOBRAKE light (when fitted) and will advise the Captain if it illuminates
indicating the system is disarmed, during the landing roll.
t
(12) On the runway direction is maintained by use of rudder and if necessary g

differential braking. Nose wheel steering is not normally required until below ^
40 knots and should not be used above 100 knots. The pilot not flying must
assist by keeping li^t forward pressure on the control column and the wings
level when nose wheel steering is being used.
(13) In "the event of directional control problems re"tum all engines to idle reverse.
BAOD 28 JAN.77
101-63-02
) (Unchanged)
^ ) ""O ) , ""O
cn
a
PI NORMAL LANPINfi
o
Ln
a Flaps 5 r
Approach Check <w
Turning Base: FOUR OR THREE ENGINED LANDING •Flaps 10 •\ef + VI BL
»Star'<: descent as required :\ef ^ 20 min. VI W
•Maxinitm bank 30° ♦ e
-Gear dewn - Landing Check <;

_ 0 viihd vi ;
Flaps 1 o«
45 sees
+ 60 min
REF
1500 ft
f Flaps 20 Missed Approach:

Vref + min.
§
•Go-around thrust
a
•Rotate to go-around attitude ■vl
f
•Flaps 20 > -j
p)
•Positive rate of climb r
k!
•Gear up M
Final:
•Retract flaps on schedule §
« Landing flaps li-2 mi
o
«Reduce speed to a
u
V f + gust + i headwind
pi i
(Max. Vj^gf+20)
B
Maximum bank 30
a
•v
go-arOund flap
After Touchdown:
RETRACTIOH SCHEDULE
•Thrust to idle • Complete
At Select Flaps •/
^Ref + •Speed brakes UP AFTER
VRef 20 800 ft. (Max Vj^g^ + 15) •Braking as required LANDING
VRef + 20 • • • 10 Stabilised^ •Reverse thrust checklist
VRef + 40 • • • 5 in slot
VRef + 60 • 1 • 1
etc.
On 3 Engines •Establish landing flap early on final approach
I •Rudder trim should be centralised by 500ft on final approach
0)
u •Use only synimetrical reyerse

Ms
747 FLYING MANUAL British alrways
OVERSEAS DIVISION
NOTES - APPLICABLE TO NORMAL CIRCUIT AND LANDING DIAGRAM ^

o
(1) A flap setting of 5 or more is to be called for and extended as an integral ^
(2) Refer to pitch attitude chart for relevant information.
(4) At start of final approach compare wind component (from TAS and INS G/S) with
that expected at the threshold. This will give warning of any large wind shear.
Select HDG/DA on the INS Data Selector, for instantaneous drift read-outs.
(5) Monitor_rate of descent, altimeter and airspeed right to the flare point and ^
pay meticulous care to prevent speed decay approaching the threshold and rate
of descent exceeding 1,000 fpm below 200 feet (7-800 fpm desirable at the
flare).
(6) Pilot eye height at the flare 70 feet approx. will tend to cause under-
shooting in the absence of 747 glide slope indication. Do not aim to touch
down short of the 1,000 foot point.
(7) Co-pilots must call at exactly 100 ft, 50 ft, and 30 ft (Rad. Alt). At the
50 foot point the nose of the aircraft should be very near the threshold and
the gentle flare manoeuvre should be initiated at 40 feet approximately.
(8) After the flare, ensure thrust levers fully closed and allow the aircraft to
sink gently onto the runway. Do not allow the aircraft to' float and do not
strive for 'greased' landings. ^
(9) It is strongly recommended that whenever an aircraft is fitted with Auto
brake., that it is used in preference to normal foot braking. Recommended
settings are as follows:
MAX - Use only when a minimum distance stop is mandatory.
MED - Use on wet or slippery runways or when the landing
distance is at all limiting.
MIN - Use on all other occasions. —
It should be noted that after touch down and wheel spin—up has occurred, +
auto braking will be applied - this takes approximately 5 seconds. If
the nosewheel is not on the runway at this point, there will be a marked
tendency for the aircraft to pitch forward. This can be particularly ^
noticeable following an autoland.
Extreme care sho^d be taken to ensiire that the nosewheel is not allowed to
^p unchecked after landing. A very smooth landing will cause the initial
(10) Deceleration drill is as for abandoned take—off. Apply foot braking as dic
tated by good airmanship (e.g. at high altitude airfields do not attempt to .
make a turn off hai^ way down the runway) DO NOT PUMP FOOTBRAKES. See page
17-101-05 for landing in adverse weather conditions.
(11) The E/0 will monitor the Auto Spoiler Operation and advise immediately if
this fails in which case the Captain will select spoilers UP. He will also
Janitor llie AUTOBRA^ light (when fitted) and will advise the Captain if "*■
it illuminates, indicating the system is disarmed, during the landing roll.
(12) On the runway direction is maintained by use of rudder and if necessary
Uiffsi^sntial braking. Nose wheel steering is not nonslly required until
below 40 knots and should not be used above 100 knots. The pilot not flying +
must assist by keeping li^t forward pressure on the control column and
the wings level when nose wheel steering is being used.
^13) In the event of directional control problems return all engines to idle
reverse.
BAOD
101-63-02
5 DEC.75
IMish airwaiys 747 flying manual
OVEKSEAS DIVISION
(14) The normal method of cancelling auto-brake is to switch it OFF - it is

not advisable to cancel it throi:igh the anti-skid switch as the speed
may often be too high for this.
(15) The body gear steering will be armed after the landing just prior to turning
off the runway.
As part of his pre-landing briefing the pilot should review any special 747
glide angle aids that may be available for the approach.
2. OVERSHOOT DRILL - (4 OR 3 ENGINES)
PILOT (X)-P1L0T
(1) Call 'Overshoot - flap 20' Select 20 flap inmediately on

hearing call 'Overshoot'
Switch off Flight Directors.
(2) Open thrust levers as requi^d'
AND Rotate A/C to 10 - 12
(E/0 trims EPR to required
setting). Call 'positive climb'.
(3) Call 'Gear Up' Select gear up.
(When positive climb).
(4) Accelerate in climb
(5) Retract flaps on schedule Retract flaps as requested - do not

retract to less than 10 until throijgh
1,500 ft. Corplete after Take-off
Check.
Missed Approach
- Flap Retraction Speed Minima Schedule.
MAX BANK Z.30° TNHTAL CIÎMB
MAX BANK ZJ-5°
Flaps 20 + 10 Kts.
Flaps 10 + 20 Kts.
Flaps 5 - + 40 Kts
Flaps 1 - + 60 Kts
Flaps 0 (L.E. Lights OUT) - 80 Kts
Refer to Standard Cross-Check and Call-Out Chart.
3. CROSSWIND LANDINGS (SEE BAOD LIMITATIONS)

The 747 handles very well in crosswinds, the problem being associated mainly with
size and geonetry. Extra care must be paid to ensiire that the aircraft does not
drift significantly off the runway centreline during the flare and landing. Touch
down may safely be made without removing the crab or this may be taken off at the
flare in the conventional manner.
If the aircraft touches down with a significant crab angle and the pilot is centred
on the runway, the leeward engines and gear will be adversely offset from their
normal track. Aileron control must bg used as necessary to control the lateral
attitude; bank aisles in excess of 8 risk pod scraping, the tolerance being
reduced if runway li^ts are not flush.
If differential braking is required for directional control, it should be noted
that on aircraft with Auto brake fitted (and a selectich made) the system will
disarm, requiring normal pedal braking procedures to be used.
5 DEC.75
101-63-03
747 FLYING MANUAL British alrways
OVERSEAS DIVISION
If the runway surface is slippery careful consideration must be given to reducing

the maximum crosswind component, particularly if the runway is limited to 150 foot
width. It must be borne in mind that reverse thrust application can aggravate
skidding and directional control problems during deceleration.
4. BOUNCED LANDING
A bounce or balloon is possible if the aircraft wheels strike the ground before
flare rotation is complete. To recover hold or establish the landing attitude and
allow the aircraft to sink gently onto the runway adding thrust if necessary to
control the speed decay. DO NOT PUSH HARD FORWARD ON THE CONTROL COLUMN.
If a large bounce occurs, carry out an immediate missed approach. (Apply power
smoothly to prevent asymmetry).
5. LANDING DISTANCE REQUIREMENTS
The summary of variation to landing weights and distance requirements for abnormal
surface conditions and unserviceable reverser(s), auto spoiler or anti-skid may
be found in the Performance Manual.
The normal scheduled landing distances allow for a wet runway. If a runway is
reported as having poor braking conditions, is covered with ice, snow or slush
or has standing water in excess of 3 irm, the slippery runway charts must be
used.
6. OVERWEIGHT LANDINGS
Should it be considered necessary to land soon after take-off at a weight well

above the normal maximum landing weight, adequate runway length will be assured
if the runway used for take-off is also used for the landing.
Flaps 25' should be used (with VREF + 10 kts) to ensure adequate performance.
Di
BAOD
101-63-04
5 DEC.75
British airways 747 ILYING MANUAL
OVERSEAS DIVISION
(14) The nomial method of cancelling auto-brake is to switch it OFF - it is

not advisable to cancel it through the anti-skid switch as the speed
may often be too high for this.
(15) The body gear steering will be armed after the landing just prior to turning
off the runway.
As^part of his pre-landing briefing the pilot should review any special 747
glide angle aids that may be available for the approach.
2. OVERSHOOT DRILL - (4 OR 3 ENGINES)
PILOT CO-PILOT
(1) Call 'Overshoot - flap 20' Select 20 flap immediately on
hearing call 'Overshoot'
Switch off Flight Directors.
(2) Open thrust levers as required
AND Rotate A/C to 10 - 12°
(E/0 trims EPR to required
setting). Call 'positive climb'.
(3) Call 'Gear Up' Select gear up.
(When positive clin±)).
(4) Climb at Vp^p +10 kts (or achieved
airspeed) to 1500ft with flaps at 20^
(5) Accelerate and retract flaps on Retract flaps
schedule as requested.
Missed Approach
- Flap Retraction Speed Minima Schedule.
MAX BANK Z.30° INITIAL CI^
MAX BANK Z-I5°
0^
Flaps 20 Vr^F ■*" 10 Kts. V.
REF
Flaps 10 Vref + 20 Kts.
Flaps 5 +40 Kts
Flaps 1 +60 Kts
Flaps 0 (L.E. Lights OUT) 80 Kts
Refer to Standard Cross-Check and Call-Out Chart.
3. CROSSWIND LANDINGS (SEE BAOD LIMITATIONS)

^ The 747 handles very well in crosswinds, the problem being associated mainly with
size and geometry. Extra care must be paid to ensure that the aircraft does not
drift significantly off the runway centreline during the flare and landing. Touch
down may safely be made without removing the crab or this may be taken off at the
flare in the conventional manner.
If the aircraft touches down with a significant crab angle and the pilot is centred
on the runway, the leeward engines and gear will be adversely offset fipom their
normal track. Aileron control must bg used as necessary to control the lateral
attitude; bank angles in excess of 8 risk pod scraping, the tolerance being
reduced if runway lights are not flush.
If differential braking is required for directional control, it should be noted
that on aircraft with Auto brake fitted (and a selection made) the system will
disarm, requiring normal pedal braking procedures to be used.
12 AUG. 76
101-63-03
OVERSEAS DIVISION
If the runway surface is slippery careful consideration must be given to reducing

the maximum crosswind component, particularly if the runway is limited to 150 foot
width. It must be borne in mind that reverse thrust application can aggravate
skidding and directional control problems during deceleration.
4. BOUNCED LANDING
A bounce or balloon is possible if the aircraft wheels strike the_ground_before

flare rotation is complete. To recover hold or establish the lanc^g attitude and
allow the aircraft to sink gently onto the runway adding thrust if necessary to
control the speed decay. DO NOT PUSH HARD FORWARD ON THE CONTROL COLUMN.
If a large bounce occurs, carry out an immediate missed approach. (Apply power
smoothly to prevent asymmetry).
5.- LANDING DISTANCE REQUIREMENTS
The sijmmary of variation to landing weights and distance requirements^for_abnormal
surface conditions and unserviceable reverser(s), auto spoiler or anti-skid may
be found in the Performance Manual.
■The normal scheduled landing distances allow for a wet runway. If a runway is
reported as having poor braking conditions, is covered with ice, snow or slush
or has standing water in excess of 3 irni, the slippery runway charts must be
used.
6. OVERWEIGHT LANDINGS
Should it be considered necessary to land soon after take-off at a weight well

above the normal maximum landing weight, adequate runway length will be assured
if the runway used for take-off is also used for the landing.
Flaps 25° should be used (with VREF + 10 kts) to ensure adequate performance.
^ 4
a
BAOD
101-63-04
12 AUG.76
OVERSEAS DIVISION
APPROACH AND LANDING - ABNORMAL CONFIGURATIONS
1. JAMMED STABILISER
(1) Select longer runway than normal.

(2) Vmc conditions preferred.
(3) Review Jammed Stabiliser procedure. Set ASI indices.
(4) As flaps are lowered observe normal speed minima EXCEPT when the flap
setting is increased beyond 10 continue to observe minimum + 20 Knots.
For final descent with flap 25 maintain V^p + 20; wind increments
should not be added to this figure.
There is no requirement to split spoilers or flaps even for the most adverse
situation. As speed is reduced the control column force will increase at
first but will reduce again as the deceleration continues to approach speeds.
During the intermediate stage the Co-pilot can assist in holding the control
column if necessary. The approach pattern is otherwise normal, 25 flap being
_ used throughout the final approach.
For missed approach observe speed minimum + 20 until higher figure called
for in the normal flap retraction schedule. In other respects the drill is
unchanged.
2. ASYMMETRIC OR SPLIT LEADING EDGE FLAP (One or more segments fail to extend)
Review Abnormal Procedure and Set ASI Indices.
Check Regulated Landing Wei^t. Section 4 or 9 Performance Manual.
With the exception of airspeeds the approach and landing procedure is as normal.
Beginning with flap 1, 20 Knots has been added to the approach and go-around
minimum speeds for each flap position; this will accommodate the most extensive
leading edge malfunction.
If the L.E. flaps are asymmetric, VreF + 20 with flap 25 provides a lateral 'in-
trim' airspeed for final approach; at higher speeds the aircraft will roll towards
the wing with more flap extended and vice versa at lower speeds. Both situations
are easily controlled with appropriate lateral control inputs.
NOTE: Loss of leading edge flap will make the aircraft less nose up for the
-g
•f~r
I—t
Q)
26 MAR.75 101-6^01
747 FLYING MANUAL British olfways
OVERSEAS DIVISION
3. ASYMMETRIC OR SPLIT TRAILING EDGE FLAP
(1) Review abnormal proeedures (03-20-07X

(2) Set the red auto throttle index to VREF+20 (minimum for landing configuration).
(3) Set the white ASI indices to VREF, VREF+30 VREF+60, and VREF+80.
(4) lower operable trailing edge flap fully, BUT DO NOT USE THE ALTERNATE TRAILING
EDGE FLAP EXTENSION SYSTEM WITH AN ACTUAL ASYMMETRY TRIP.
(5) If necessary, use the alternate leading edge flap extension system. If the
leading edge flaps also cannot be extended fully, the minimum speed for the
landing configuration becones VREF+40 and the white ASI indices should be set
to VREF, VREF+50} VREF+80 & VREF+80 (the last two bugs being placed together
at the same setting)„
(6) If the inboarxi trailing edge flap is not extended a nuisance stick shake may
occur; the stall warning circuit breakers on P„ should be pulled before
commencing the approach.
(7) Note that pitch trim may change markedly as split flap is lowered, and the loss
of scane trailing edge flap will make the aircraft more nose up for the approach
and landing.
(8) Refer to Performance Manual page 4-10-04 or 9-10-04 for instructions re
garding the reductions in Regulated Landing Weight made necessary by the
increased threshold speeds.
4. HYDRAULIC FAILURES
The various combinations of hydraulic failures are covered in the Abnormal or

Emergency Procedures. Under seme circumstances the lateral or directional
control may be inpaired, overriding cross-wind limits are quoted. If a double
system loss occurs the minimum approach speed must be increased by 20 Knots to
counter the decreased manoeuvrability at the flare (wind increments are not
additive to this adjusted figure).
If system 1 or 4 is lost, the trBiling edge flap will have to be lowered
electrically. When using the alternate procedure, to avoid over-running it is
reccmmended that the Co-=pilot keeps his hand on the switches until the desired
extension is achieved and the switches are placed to OFF; adequate time must be
allowed for alternate lowering of flap and gear in planning the approach.
If nose steering is lost, differential braking will be necessary during the
landing roll to maintain direction. Limited manoeuvring is possible to clear
the runway by use of differential brake and asymmetric thrust, however if the
runway turn-off is rather sharp a tractor may be required.
Do not attenpt prolonged taxi-ing or manoeuvring in a confined space without
nose steering.
5. FAILURE TO EXm© ONE miN GEAR
The drill for this situation is quoted in the emergency section. Guidance of a
more general nature is given in Flight Operntions Division Orders page 6.4.1,
In the event of landing with both wing gear retracted the remaining wheel base
will be extremely narrow. Any attempt to turn on the ground will risk the aircraft
tipping onto a wing. <+
K
CO
CD
Ob
moD
101-64-02 26 MAR.75
OVERSEAS DIVISION
INSTRUMENT APPROACH
GENERAL
(1) Review approach and go-around patterns, relevant data and minima before
conmencing an approach.
(2) Use all radio aids to optimum advantage.
(3) The Co-pilot (backed up by the E/0) must monitor meticulously and make all
call outs as specified in the drill including those applicable to the
Approach Annunciator Displays when the flight director is" in use.
(1+) Pitch Attitude information is provided in this section of the manual
relevant to the various phases of instrument approach.
(5) Using flight director bear in mind that a nav mode capture light will only
be extinguished if the Go-Around Switch is depressed or if the A.P./F.D. Mode
Switch is reselected.
ILS
(1) The diagram illustrates the normal ILS Noise Abatement Procedure.
(2) Use of flight director is optional for the intermediate approach but
coipulsory for a manually flown final approach to ILSH minima. If due
to Flight Director unserviceability it is necessary to carry out an ILS
approach using raw data, the appropriate ILSNGP minima will apply.
(3) When flap is selected to 20 on intercept heading, check F.D. mode
selector to ILS.
(4) Flight drrector off on initiation of overshoot.

(5) When executi^ a missed approach fran low level, to remain within the safe
corridor it is essential that the aircraft track adheres closely to the
runway QEM until a height of 300 feet above airfield level is reached.
CAUTION
FALSE GLIDE-SLOPES SCMETIMES EXIST ABOVE AND BELOW THE REAL
GLIDE-SLOPE. THE HEIGHI AT THE O.M. MUST BE CHECKED AND ON NO
ACCOUNT MAY DESCENT BELOW THE PUBLISHED O.M. HEIGHT BE MADE
BEFORE CROSSING THE O.M. BEACON.
BAOD
19.DEC.75 101-65-01
NJ
oig
pOl CO
I
2!
8 • Flaps 20 O
H
CO
•Flaps 5 W
• V Ref + 10 min
• F.D. - Select ILS Mode, •^Ref ^

H
^ - NAV & G/S Annunciators W
Approach Check
ARMED Flight Directors - Initial
•Flaps 10 SS
Approach H
*^Ref t 20 min^ Use Heading Mode and Altitude itJ
Select OR Hold as required §

until Loc and G/S Capture. s
a
c
•F.D.- NAV
Annun. GREEN^ Missed Approach: •v]
•F.D.-' Select Glide slope intercept: •Go-around thrust

<1
Hdg Ref to ,Rotate to go-around attitude
ILS QDM adjus •Flaps 20 r
• F.D.- G/S Annun, GREEN k:
M
for drift •Positive rate of climb
1500ft to lOOOft •Gear up
Landing Flap •Retract flaps on schedule
Set
Glide Slope
1 P
li Dots up
i F.D.'s OFF for Missed Approach,
•Gear down,
Landing Check.
GO-AROUND FLAP
RETRACTION SCHEDULE » Touchdown
a
At Select Flaps (Target, ILS
MM m I
. 20 touchdown point) > 1
VRef <0 I
VRef + 20 . . . 10 •VRof + gust O 1
VRef + 40 . , 5 + \ wind <;
C0 j
VRef -t 60 . . 1 (Max. Vfjef+20) •Vp o«
etc. (Max, Z I
CD
On 3 Engines * Establish landing flap early on final approach
o
• Rudder trim should be centralised by 500ft on final approach
^<1
cn • Use only symmetrical reverse
) ) ) > ) ) )
British airways 747 flying fWWAL
OVERSEAS DIVISION
APPROACH AND LANDING - AMORMAL CONFIGURATIONS
1. JAMMED STABILISER
(1) Check Regulated Landing Wei^t - see Performance Manual.

(2) Set Airspeed bugs, with auto-throttle bug at + 20kts.
KLr
(3) As flaps _ are lowered observe normal speed minima EXCEPT when the flap
setting is increased beyond 10 continue to observe minimum Vp£p + 20 Knots.
For final descent with flap 25 maintain Vpgp + 20; wind increments should
not be added to this figure.
(4) There is no requirement to split spoilers or flaps even for the most adverse
situation. As speed is reduced the control column force will increase at
first but will reduce again as the deceleration continues, to approach speeds.
During ttie intermediate stage the Co-pilot can assist in holding the control
column if necessary. The approach pattern is otherwise normal, 25 flap being
used throughout the final approach.
(5) For missed approach observe speed minimum Vppp + 20 until liigher figure called
for in the normal flap retraction schedule. In other rospects the drill is
unchanged.
2. ASYMMETRIC OR SPLIT LEADING EDGE FLAP (One or more segments fail to extend)
(1) Check Regulated Landing Weight - see Performance Manual.
(2) Set Airspeed bugs with auto-throttle bug to VpEp + 20 kts.
(3) With the exception of airspeeds the approach and landing procedure is as
normal. Beginning with fl^ 1, 20 Knots has been added to the ^proach and
go-around minimum speeds for each flap position; this will accommodate the
most extensive leading edge malfunction.
(4) If the L.E. flaps are asymmetric, VpEp + 20 with flap 25 provides a lateral
'intrim' airspeed for final approach; at hiêr speeds the aircraft will roll
towards the wing with more flap extended and vice versa at lower speeds. Both
situations are easily controlled with appropriate lateral control inputs.
3. ASYMMETRIC OR SPLIT TRAILING EDGE FLAP
(1) Check Regulated Landing Wei^t - see Performance Manual,
(2) Set airspeed bugs with auto-throttle bug to Vggp + 20 kts.
(3) Lower operable trailing edge flap fully, BUT DO NOT USE THE ALTERNATE TRAILING
EDGE FLAP EXTENSKN SYSTEM WITH AN ACTUAL ASYMMETRY TRIP.
Note placard limit speed of 160 kts when considering flap extension
beyond 25.
(4) If necessary, use the alternate leading edge f3.ap extension system. If the
leading edge flaps cannot be extended fully, refer to the next section,,
asymmetric or split trailing edge flap and one or more L.E. flaps inoperative.
(5) If the inboard trailing edge flap is not extended a nuisance stick shake may
occur; -ê stall warning circuit breakers on Py should be pulled before
o
in (6) Note that pitch trim may change markedly as split flap is lowered, and the loss
of some trailing edge flap will make the aircraft more nose up for the approach
- and landing.
0)
■I '
§
BAOD
12 AUG.76 101-64-01
OVERSEAS DIVISION
4. ASYMMETRIC OR SPLIT TRAILING EDGE FLAP ONE OR MORE L.E. FLAPS INOPERATIVE
(1) Check Regulated Landing Weight - see Performance Manual.
(2) Set Airspeed bugs vd.th Auto-throttle bug to + 40 kts.
(3) Lower operable trailing edge flap fully, BUT DO NOT USE THE ALTERNATE
TRAILING EDGE FLAP EXTENSION SYSTEM WITH AN ACTUAL ASYMMETRY TRIP. Note
placard limit speed of 160 kts when considering flap extension beyond 25.
(4) If the inboard trailing edge flap is not extended a nuisance stick shake
may occi^: the stall warning circuit breakers on P7 should be pulled before
(5)_ If the L.E. fl^s are asymmetric, with flap-25 the aircraft will tend to
, roll towards the wing with the fl^ extended.
5. HYDRAULIC FAILURES
The various combinations of hydraulic failures are covered in the Abnormal or
Emergency Procedures. Under some circumstances the lateral or directional control
nay be inpaired, overriding cross-wind limits are quoted. If a double system loss
occurs the minimum approach speed must be increased by 20 Knots to counter the
decreased manoeuvrability at the flare (wind increments are not additive to this
adjusted figure). Check Regulated Landing Wei^t - see Performance Manual.
If system 1 or 4 is lost, the trailing edge flap will have to be lowered electric-
° ally. When using the alternate procedure, to avoid over-running it is recommended
that the Co-pilot keeps his hand on the switches until the desired extension is
achieved and the Switches are placed to OFF; adequate time must be allowed for
alternate lowering of flap and gear in planning the approach.
If nose steering is lost, differential braking will be necessary during the landing
^11 maintain direction. Limited manoeuvring is possible to clear the runway by
use of differential brake and asymmetric thrust, however if the runway turn—off is
rather sharp a tractor may be required.
Do not attenpt prolonged taxi-ing or manoeuvring in a confined space without
nose steering.
6. FAILURE TO EXTEND ONE MAIN GEAR

The dnll for this situation is quoted in the emergency section. Guidance of a more
general nature is given in Fli^t Operations Division Orders page 6.4.1.
In the event of landing with both wing gear retracted the remaining wheel base
will ^ be extremely narrow. Any attenpt to turn on the ground will risk the aircraft
tipping onto a wing.
7. SPARE ENGINE CARRIAGE
For limitations and handling procedure - see Performance Manual.
I
H
fD
fD
a
BAOD
101-64-02
12 AUG.76
> -) ) ) ) ) ) )
(Unchanged)
Ln CO
O
w
o
•
Ln
I
<
APPROACH PREPARATIONS iS-

• Complete DESCENT-APPROACH check
• Flap 20 r
« Flap list w
o
• *Ref +1® N • VRef +®0 • Review approach and go-around proce <
• Flaps 5 dure
I i
o<
• Set radios and instruments as required Z I
• Flaps to • VRef + 40 min, \
a VRef + 20 mln. Ui
Missed Approach:
• Go-around thrust CO
• Descend in (B
• Rotate to go-around attitude (0
procedure turn S •>3
• Flaps 20
or on final
• Positive rate of climb
required 4 Minimum
a Gear up
altitude
• Retract flaps on schedule
I
a Gear down
Landing Check
a Start 'timing.
Runway in Sight:
• Initiate circling approach
-or-
a Landing Flaps
a Touchdown
target, minimum
' 1000 ft
A_
n
CO P
OVERSEAS DIVISION
3. ADF-VOR-ILNGP-ILSB
A. BEACON IN A COMPARABLE POSITION TO AN ILS OUTER MARKER

(1) Follcw as closely as possible the profile for a full ILS, selecting gear
and flap at the normal times.
(2) If on reaching the published minima the require visual reference has not
been established, an immediate overshoot must be carried out.
(3) The INS drift indicator on the HSl will provide a continuous track read
out during instrument approaches.
(4) Use of^the flight director is optional - it may be used as desired,
including the vertical speed mode to assist with maintaining descent rates.
(5) For ILS Back Beam set ILS QDM on the course i?eference indicators - if using
the flight director check back beam switch ON, and use VOR/LOC mode.
B. SECONDARY PROCEDURE
(1) The diagram overleaf illustrates the procedure to be used when an ILS
type profile cannot be followed.
(2) The position of gear lowering should be varied according to the circumstan-
ces avoid having to fly level for lengthy periods with the gear down. If
circling after break out, leave gear up until in base leg position.
(3) Leave flap at 20 until runway in sight.
4. INSTRUMENT/RADIO FAILURE AND TRANSFER
(1) ADl Attitude. For any malfunction in the attitude displays on an ADl, control
of the aircraft should be passed immediately to the pilot who has the correct
display. Transfer action may then be taken as necessary.
(a) CIWS 'ATT' warning light and no ADl 'ATI' flag - cross check with standby
horizon to establish which ADl is faulty. Operate Attitude transfer as
appropriate.
(b) Loss of INS attitude information:-
(i) Operate Attitude transfer.
(ii) Operate Compass transfer.
(iii) Operate INS transfer.
(iv) Check flight director computer selectors correctly positioned.
(v) One of the three autopilots will be unserviceable.
(2) F.D. flag on ADl - Select another F.D. computer preferably not the same as the
other pilot.
(3) RWY flag on ADl - Cross check with Radio Altimeters and with chequered NAV
flag on HSl; operate Radio transfer if appropriate.
(4) HSl heading. CIWS 'HDG' warning light ON and no HSl 'HI3G' flag - cross check
with the standby compass to establish which HSl is faulty; operate compass
transfer as appropriate.
BAOD
101-65-04 5 DEC.75
) ) ) ) )
w
K)
§ I
<T> <
APPROACH PREPARATIONS
• Complete DESCENT-APPROACH check
f
• Flap 20 « Flap list M
z
• *Ref +10 • Review approach and go-around proce
• VRef +®0 dure
• Flaps 5
• VRef + ^ \ • Set radios and instruments as required
• Flaps 10 r
VRef + 20 mln. m
cd
p
Missed Approach: w-
• Go-around thrust CD
• Descend in CD
• Rotate to go-around attitude P
procedure turn i 3 <1
• Flaps 20 •o-
or on final as • Positive climb
Minimum
required • Gear up
altitude
M
• Retract flaps on schedule Above 1500'
g
z
• Gear down
Landing Check
• Start 'timing.
Runway in Sight:
• Initiate circling approach
—or—
• Landing Flaps
• Touchdown
target, minimum
'1000 ft
il
CO P
7H7 FLYING MANUAL British aifways
OVERSEAS DIVISION
3. ADF-VOR-ILNGP-ILSB
A. BEACON IN A COMPARABLE POSITION TO AN ILS OUTER MARKER
(1) Follow as closely as possible the profile for a full ILS, selecting gear
and flap at the nortnal times.
(2) If on reach^g the published minima the require visual reference has not
been established, an immediate overshoot must be carried out.
(3) The INS^drift indicator on the HSl will provide a continuous track read
out during instrument approaches.
(4) Use of the flight director is optional ^ it may be used as desired,
including the vertical speed mode to assist with maintaining descent rates.
(5) For ILS Back Beam set ILS QDM on the course reference indicators - if using
the flight director check back beam switch ON, and use VOR/LOC mode.
B.- SECONDARY PROCEDURE
(1) The diagr^ overleaf illustrates the procedure to be used when an ILS
type profile cannot be followed.
(2) The position of gear lowering should be varied according to the circumstan—
ces - avoid having to fly level for lengthy periods with the gear down. If
circling after break out, leave gear up until in base leg position.
(3) Leave flap at 20 until runway in sight.
4. INSTRUMENT/RADIO FAILURE AND TRANSFER
(1) ADl Attitude. For any malfunction in the attitude displays on an ADl, control
of the aircraft should be passed immediately to the pilot who has the correct
display. Transfer action may then be taken as necessary.
(a) CIWS 'ATT' warning light and no ADl 'ATT' flag - cross check with standby
horizon to establish which ADl is faulty. Operate Attitude transfer as
appropriate.
(b) Loss of INS attitude information:-
(i) Operate Attitude transfer.
(ii) Operate Compass transfer.
(iii) Operate INS transfer.
(iv) Check flight director computer selectors correctly positioned.
+
(v) One of the three autopilots will be unserviceable.
(2) F.D. flag on ADl - Select another F.D. computer preferably not the same as the
other pilot.
(3) RWY flag on ADl - Cross check with Radio Altimeters and with chequered NAV +
flag on HSl; operate Radio transfer if appropriate.
(4) HSl heading. CIWS 'HDG' warning light ON and no HSl 'HDG' flag - cross check
with the standby compass to establish which HSl is faulty; operate ccmpass
transfer as appropriate. ,
a ^
BAOD
101-65-04
12 AUG.76
OVERSEAS DIVISION
(5) NAV failure - i.e. chequered flag on HSl (and 'RWY' flag on ADl if
localiser signal invalid.)
(a) Operate Radio or INS transfer according to position of RADIO/
INS Switch.
(6) G/S failure - i.e. G/S fl^ on HSl and ADl. Operate Radio transfer
and reselect autopilot/fli^t director coiûter as appropriate.
5. RAPID ALIGNMEOT OF COMPASSES
At any time that rapid alignment of the conpasses is required, the

correct drill is to select DG and back to SLAVED, and repeat if
necessary. DO NOT use Coiipass Set Heading Control
BAOD
12 AUG.76 101-65-05
Brltl^ ainvays 7^7 flying manual " :\ '■ •'
OVERSEAS OlviSIOH J
(5) NAV failure - i.e. chequered flag on HSI (and 'RWY' flag on ADI if
localiser signal invalid.)
(a) Operate Radio or INS transfer according to position of RADIO/
INS Switch.
(6) G/S failure - i.e. G/S fl^ on HSI and ADI. Operate Radio transfer
and reselect autopilot/fli^t director computer as appropriate.
I
8'JAN.76~ - BAOD
■ 101-65-05
British airways 71+7 flying manual
OVERSEAS DIVISION
AUTOMATIC FLIGHT
1. GENERAL
Mandatory limitations appropriate to the use of the Auto Pilot and Auto Throttle
appear in Section I. ( BAOP) Limitations override (. AFM ]limitations where the
former are more restrictive.
During normal route operation the automatic pilot will not be engaged after take
+
off until the flap is fully retracted.
During auto-flight and particularly during Auto Coupled Approach pilots must
monitor the flight path safety against raw data information and not exclusively
against flight director indications which any originate from the same computer
+ source.
When using manometric locks particular care must be exercised to check that
desired speeds are maintained, and it must be borne in mind that auto-throttle
selections may not be conpatible with speed locks.
While the automatic pilot (and/or flight director) remains engaged, it must be
remembered that an annunciator navigation mode capture green light will only be
extinguished if the A.P./F.D. mode switch is re-selected or if a go-around switch
is depressed whilst the G/S is captured.
+ The rudder trim will operate normally while the auto-pilot is engaged.
, 2. AUTO COUPLED APPROACH AND AUTO-LAND
(1) When Category 2 weather limits apply, advise A.T.C. on first contact
that the aircraft and crew have Category 2 capability and that an approach
.+
is required. This will expedite arrival.
(2) Auto coupled approach to 200 feet (Rad Alt) is permitted on 4 or 3 engines
using 1 or more auto-pilots. In conditions worse than ILSH coupled approach
is compulsory; the quoted R.A. ht then becomes the overriding decision height
except for certain ILSC approaches where the R.A. height is not available. In
these cases the quoted QNH height is the overriding decision height.
(3) Auto coupled approach below 200 feet (Rad.Alt) is permitted on 4 engines only
and using 2 or 3 auto-pilots.
(4) Autolanding is permitted on approved runways using 2 or 3 autopilots and is
compulsory in conditions lower than ILSC, except that a manual take-over is
permitted if the autopilot malfunctions after visual contact has been estab-
lished, and the pilot is satisfied that a manual landing can safely be
effected, providing:-
(a) The RVR is 600 metres or better OR
(b) The malfunction occurs when the aircraft is over the runway entering
the flare AND is at or below Decision Hei^t.
■+
(5) For satisfactory auto land operation the TRIPLE or DUAL GREEN and FLARE arm
(white) lights should be lit by 1000 feet (radio altimeter), otherwise the
auto-land, should be discontinued.
(6) Until otherwise approved all auto landings must be in 'see to land' conditions
Approaching the threshold the aircraft must be seen to be adequately aligned
with the runway; go-around must be initiated if contact is inadequate or if the
approach path does not look in every way normal.
(7) All available auto pilots should be used for coupled approach flying. Auto
throttle may be used provided all engines are operating normally. For Auto-
landing the Auto-throttle system requires No.2 Radio Altimeter to be service
able. If unserviceable use manual throttle control.
li TT TT 7R BAOD
^ '^7^ 101-66-01
747 FLYING MANUAL British alfways
OVERSEAS DIVISION
(8) Flight directors will be used if available when coupled to the ILS but must be
switched off in Imc on initiation of go-around or on descending through 300 *
ft. (Rad.Alt) which ever is the higher.
(9) After touchdown the auto-pilot will lower the nose wheel onto the runway. The
auto-pilot and auto-throttle must then be disengaged. Directional control on
the ground is as normal through the rudder pedals. -+
(10) Throughout coupled approaches the pilot must maintain hands on controls and
throttles. Co-pilots will monitor the auto approach by remaining on instru
ments exclusively down to and including the flare, making standard and auto-
approach call outs. Throughout the final approach the E/0 must closely monitor
the N2_ gauges, in order to give the Captain immediate notification of engine
failure. He should also call any red warning light, (A/P or ILS Deviation) if
the Co-pilot does not do so.
(11) For all low minima coupled and auto-land approaches the pilot will remain on
instruments until 100 feet above DH, he will then include the forward view
into his scan. At or above DH he will have decided whether to go-around or
continue with the landing and he should announce his decision accordingly.
(12) Below 200 ft on final approach the rising runway and expanded localiser
deviation display on the ADl can give a useful early warning of an unsatis- '
factory flight path developing.
The ILS Deviation Warning Lights illuminate at just over 5 dot on the-
expanded localiser deviation scale.
(13) The use of landing lights is optional for auto-approach into Category 2
touchdown zone carpet lighting. With RVR below 600 metres, the diffusion of
lights will tend to reduce the visual segment and the use of landing lights
is not recommended for final approach and landing.
AUTOMATIC GO-AROUND
The automatic go-around can be activated at any time in ILS or LAND mode after
glide slope capture and is safe right down to actual landing. The pilot must
apply power in the usual way simultaneously pressing either go-around switch.
Airspeed is limxted to 180 kts. in this mode. In addition to the normal overshoot
actions the Co-pilot must call "Go-around Green" as soon as this light illuminates.
For go-around on three engines the auto-pilot must be disconnected.
•+
Continued.
'■+
BAOD
101-66-02
4 JUL.75
>
^(Unchanged) ) ) ) )
t-H AUTO APPROACK
a
2 OR 3 AUTO PILOTS
On When in 'fly up' zone - Before Descent Check

•Mode Selector - LAND
•Autoland check.
•2nd & 3rd A/P's - 'COMMAND'
•All NAV and G/S Progress Lts - WHITE (Armed)
Initial Approach
•Triple Mode Lt - WHITE (Armed) •Both VHP Navs - ILS tuned.
(Dual Lt - ARMED if only 2 A/Ps). •Course selectors - Loc ODM.
•Course transfer - MULTI.
•Hdg selector - set as required.
•Mode selector - HDG.
•Autopilot - one in 'Command'.
•Fit Directors - ON.
•Auto-throttle speed selector -
-set as required.
•Auto-throttle switch - ON.
Localiser Capture:
All NAV Progress Lts
I'issed Approach 4>
•Auto tnrottle
- GREEN
Speed - + •Palm switches (2 or 3 thrust levers) - Press.
■n
•Go-around mode It - GREEN (Progress Its OUT). t-i
•A/C rotates to maintain 300 ft/min climb with

a
Idg flap and 1,000 ft/min with 20 flap or o
less.
•Maintain thrust manually to keep speed below
d
180 kts. >
Glide Slope Capture t-'
•All G/S Progress Lts - GREEN

(In triple mode all A/P
warning Its flash red).
A/P 3 will drop
out if nose gear After nose wheel touch
not locked down isengage
1 ,500 feet Rad Alt
• Triple (or dual) mode Lt - GREEN sengage
• Flare mode Lt - ^^^HITE (Armed)
53 feet
(In triple mode blue test It
• Flare mode Lt GREEN
illuminates for six sees approx,
aircraft rolls 5° port).
300 feet Imc

I o Flt.Dirs. - OFF
oo
U)
CALL-OUT ROUTINE CO-PILOT
STAGE ITEM/INDICATION CROSS CHECK
CO-PILOT OR E/0
i CALLS WARNING CALLS m CD g §
0
H Intercepting LOG Auto Pilots 1, 2 or 3 Engaged
1
CD Dual or Triple
CD
I Amed as
o
■p appropriate
All NAV. GREEN 'Nav. Green' X
Add. Progress
All G/S GREEN 'G/S Green' X
Intercepting G/S App. Progress
All FLARE ARM.Dual 'Flare Armed' X
Final Approach Rad. Alt. 1,500 ft. to
1000 ft. (minimum) or Triple Green
as appropriate.
Rad. Alt. 300 ft. Both Fit Dirs OFF
■
All FLARE GREEN 'Flare Green' X

Rad. Alt. 53 ft.
Flare Commences
App. Progress Warnings
a)'A/P Disengaged' X
a) A/P Flashing Red
b)'A/P No.-drop out' X
b) A/P Flashing Amber
c)'Steady Amber/Red' X
c) A/P Steady Amber/Red.
d)'A/T Disconnect' X
d) A/T Flash Red
e) '"Speed' X
e) A/T Steady Amber
f)'Deviation Lts' X
f) ILS Dev. Lts
g) ADI/HSI Flag g) Identify clearly e.g. CO
'Nav.Flag' 'Runway
Flag' etc. X
CO
X rf
h) 50 ft. - No Flare Green h)'No Flare' CD
a
Missed Approach Auto Pilots. Auto All OFF

Throttle, Flight Directors s-
Manual
CO
r+
Missed Approach Fit. Directors OFF
GREEN (A/Ps) "Go-Around Green" X
Automatic Go-Around Mode Lt.
App. Progress Lts. All OUT
Auto Throttle OFF
p
Landing Auto Throttle Idle Thrust

G
r DISCONNECTED.
After Landing Auto. Pilot, Auto Throttle
-j
CD
V \ \ \ ^ V V V \ t
>
(Unchangca) )
H
K) AUTO APPROACH - 2 OR 3 AUTO PILOTS
§ When in 'fly up' zone - Before Descent Check

CD •Mode Selector - LAND •Autoland check.
•All NAV and G/S Progress Lts - WHITE (Armed) Initial Approach
•Triple Mode Lt - WHITE (Armed) •Both VHP Navs - ILS tuned.
(Dual Lt - ARMED if only 2 A/Ps). •Course selectors - Loc QDM.
•Course transfer - MULTl.
-set as required.
Localiser Capture
30 flap
All NAV Progress Lts Missed Approach
Auto throttle
- GREEN
Speed - Vtj f + •Palm switches (2 or 3 thrust levers) - Press.
•Go-around mode It - GREEN (Progress Its OUT). f
Kl
•A/C rotates to maintain 300 ft/min climb with H
S
Idg flap and 1,000 ft/min with 20 flap or o
less.
•Maintain thrust manually to keep speed below
a
180 kts.
Glide Slope Capture
A/P 3 will drop
out if nose gear After nose wheel touch
not locked down • A/Ps disengage
1,500 Rad Alt
•Triple (or dual) mode Lt - GREEN
•A/T disengage
•Flare mode Lt - WHITE (Armed)
53 feet
(In triple mode blue test It
•Flare mode Lt GREEN
300 feet Imc

•Flt.Dirs. - OFF
oO
u>
CALL-OUT ROUTINE CO-PILOT
STAGE nm/INDICATION CROSS CHECK
CO-PILOT OR E/0
CALLS WARNING CALLS
1, 2 or 3 Engaged r+ Hi
Intercepting LOG Auto Pilots
Dual or Triple
Armed as Q »
appropriate
App. Progress All NAV. GREEN 'Nav. Green' X
App. Progress All G/S GREEN 'G/S Green' X

Intercepting G/S
Rad. Alt. 1,500 ft. to All FLARE ARM.Dual 'Flare /Vrmed' X
Final Approach
1000 ft. (minimum) or Triple Green
as appropriate.
Rad. Alt. 300 ft. Both Fit Dirs OFF
-
cn O
All FLARE GREEN 'Flare Green' X
Rad. Alt. 53 ft.
Flare Ccramences
App. Progress Warnings
a)'A/P Disengaged' X
a) A/P Flashing Red
b)'A/P No.-drop out' X
b) A/P Flashing Amber
c)'Steady Amber/Red' X
c) A/P Steady Amber/Red.
d)'A/T Disconnect' X I
d) A/T Flash Red
e)'Speed' X
e) A/T Steady Amber
f)'Deviation Lts' X
f) ILS Dev. Lts
g) ADI/HSI Flag g) Identify clearly e.g. cn
'Nav.Flag' 'Runway
Flag' etc. X
h)'No Flare' X
h) 50 ft. - No Flare Green
Missed Approach Auto Pilots. Auto All OFF &

Manual Throttle, Flight Directors
Missed Approach Fit. Directors OFF
GREEN (A/Ps) "Go-Around Green" X
Autcjnatic Go-Around Mode Lt.
App. Progress Lts. All OUT
Auto Throttle OFF
Call of 'Overshooting' 'No Go-Around Green' X
Landing Auto Throttle Idle Thrust
After Landing Auto Pilot, Auto Throttle DISCONNECTED
) > > y ) ) ) > ) > )

) () ) ) ) o ) ) I^
AUTO APPROACH - 2 OR 3 AUTO PILOTS
o
CD
o
,When in 'fly up' zone - Before Descent Cheek
•Mode Selector - LAND •Autoland check.
•All NAV and G/S Progress Lts - WHITE (Armed) Initial Approach
•Triple Mode Lt - WHITE (Armed) •Both VHF Navs - ILS tuned.
(Dual Lt - ARMED if only 2 A/Ps). •Course selectors - Loc QDM.
•Course transfer - MULTl.
-set as required.
Localiser Capture
30 flap ■IN
• All NAV Progress Lts Go-Around
•Auto throttle
- GREEN •Palm switches (2 or 3 thrust levers) - Press.
Speed - f +5
•Gk)-around mode It - GREEN (Progress Its OUT).
n
•A/C rotates to maintain 300 ft/min climb with Z
o
Idg flap and 1,000 ft/min with 20 flap or
less. (See NOTE below)
•Maintain thrust manually to keep speed below c:
180 kts. >
Glide Slope Capture

If gear lowered after
G/S capture one A/P After nose wheel touch
may drop out A/Ps disengage
1 ^500 feet Rad Alt A/T disengage
• Triple (or dual) mode Lt - GREEN
• Flare mode Lt - WHITE (Armed)
53 feet
(In triple mode blue test It •Flare mode Lt - GREEN
NOTE; On the -524 for light weight conditions
and full go-around thrust, rates of climb
less than 300 ft/min. may be experienced
I for flaps 25 and 30.
o^ 300 feet Imc
o^
• Flt.Dirs. - OFF
• w
o >
w.
747 FLYING MANUAL
British
airways
4, AUTO APPROACH - MONITOR CROSS CHECKS AND CALL-OUTS
The following calls are additional to the standaixi drills listed in standard
Monitoring cross checks and call outs.
W CP
CU pi X X X X X X X X X
q
ij ca
H U
cu q X X X X X X X
§_
Oi o
o a
X
bO
 C > W)
t—I G
H
o 1
(P 0) (U U ro O H c
mh p; cn Q TP s H s CP
p. bO- - - M- IP -
I—I O -rT '
I I—I o n
O 0) <U P IP CP X
■ u; 8E o fp rQ O TP Qj p bO
X Q) (U
o
a
CP
O P.
CP
CO
o fc o
o
g o
I—I X w I—I P-j cn
I—I p-i2iH fl| M
< oc3<o P
R
g
P g
P
1p C3
Nw'
CP -§)
H f§
X -P
P P
•
p
s, • • TP
o p w r
M P o P
O
oo
o O
H
O
ip
bO bO'
WO)
"^3 f
I
O LO O
"O
CO CM
CO
•g •§ >,' . .
X x q x q
8 Ch TP W 0) <
O O CO I—I I
M
10 H P B O - Q) u~> P M W fp W (P PS P P O
P rp rp 0) H dp 05
u ■ ^ bo'—I I—I P I—I p CO q S)o-
I—1 0) p p p CO p CO
8 in
1^ .
•H p ip
p ■< O p < -iPPPPEhCOH o
bO p O
0) fi <C • o ,
M
8 p '9
LO
I pp H
p <p H (p U
fp QJ '2 Q PB CP
p U (P '5 #«-N
< <fPX3OT3Q)pb0 C3<< O

o
3
-g bO
bO (p C
C O o H
•iH
9
g. Tp-p
i
C/3
g
u
II fp
'Jp
c 5 I
cS
BA 101-66-04 31 Dec.80
OVERSEAS DIVISION
4. AUTO-THROTTLE
The auto-throttle is authorised for use only during auto-flight for descent,
holding and approach and for auto-landing. Manual override of auto control is
provided. On initiation of go around the auto-throttle must be discontinued using
the throttle switches and the E/0 must monitor that the A/T switch trips off.
. . .
r Auto-throttle speed settings should be desired speeds appropriate to configuration.

For auto-land, on final approach the 5 headwind is not added to the desired
speed remaining at + 5 through the approach with flap 30.
^ For auto-land using A/T check that power is reduced after passing 30 feet. No.2
^ Radio Altimeter provides the necessary height signals
Use of Auto-Throttle for approaches not tied to an ILS glide slope is not permitted
an increase in descent rate will cause closing of the thrust levers (and vice versa)
thus compounding the deviation from the 'slot'.
. f Auto-throttles should not be used for landings which require an addition to VREF -
in these cases the auto-throttle index must always be set to the minimum speed
for the configuration.
^ 5. CAT 2 BRIEFING
Before commencing a Category 2 approach, a Captain must brief his co-pilot and
engineer making specific mention of the following:-
(1) The minimum DH/RVR for the approach, and the higher DH/RVR's required in the
event of reversion to Cat 1 approach. 1
^ (2) The overshoot procedure - AUTOMATIC except in the case of engine failure or
auto-pilot wailer sounding, when a MANUAL overshoot is mandatory. In the case
of an automatic overshoot the Co-Pilot must call "go around green", when this
light illuminates.
^ (3) Overshoot action will be initiated, if below 200 ft., the ILS deviation warning
lights, an A/P steady red or the Instrument Warning light illuminates or the
wailer sound. However, if the malfunction occurs when the aircraft is at or
below the DH, and the pilot is satisfied that a landing can be safely effected
he may elect to disconnect the auto-pilots and land manually.
(4) The E/0 must be briefed to monitor closely the N1 gauges during the final
approach, in order to give the Captain immediate notification of an engine
failure. He should also call any red warning light (A/P or ILS DEV.) should
the Co-pilot fail to do so.
(5) The Co-Pilot must be briefed to remain on instruments throughout and to call:
100 to Decision
Decision Height
^ Flare Green
30 feet.
5. AUTO APPROACH - EXCEPTIONS TO STANDARD CALL-OUTS
^ • In order to reduce the number of routine calls made on final approach the 50 ft call
should be omitted on all autolands, the standard call at this height being "flare
green".
In addition, when Category 2 Autolands (practice or actual) are being carried
out, the call 100 ft should be omitted.
The following is a summary of the routine calls required on short final approach,
both manual and autoland.
^ MANUAL LANDING - INCLUDING COUPLED APPROACH

+
100 ft to Decision Height
Decision Height
BAOD
4 JUL.75 30 ft 101-66-05
747 FLYING MANUAL
British airways
OVERSEAS DIVISION
ALL AUTOLANDS EXCEPT CATEGORY 2

+
100 ft to Decision Height
Decision Height
100 ft
Flare Green ■>
30 ft +
CATEGORY TWO CALLS - PRACTICE OR ACTUAL
100 to Decision
Decision Height
+
Flare Green
30 feet.
NOTE (]): Whenever an autoland is carried out, the Decision Height and associated
calls used should be the lowest published for that runway that the crew ^
and aircraft are cleared for - irrespective of the weather conditions
at the time.
BAOD
4 JUL,75
101-66-06
) ) > ) ) )
' CO
No. of Autoland
A/P's Indication Ifeight Required Drill Pilot Procedure
Permitted
Engaged
-4
CO
Below Disconnect faulty A/P using Continue IMC to ILSC 2 Yes

(a) 3 Steady <w
amber paddle switch. Press resid. Limits
150 ft
flashing amber to cancel Lt. > S£-
dJUUtii'
Press light to cancel As above Yes
(b) 3 Flashing lights 05.
amber Q tf);
< JJ |.
inhib Continue Imc to ILSC limits No
(c) 2 Flashing Press li^t to cancel
ited only.
amber
a
If persistent or repeatedly Continue IMC to ILSC limits only No I

(d) 2 Steady red
(Below intermittent, disccnnect
200ft. faulty A/P using paddle switch
wailer
A/P may be re-engaged if If indications normal with both
s
Q
sounds) A/P's engaged, continue Imc. to Yes
above 800 ft.
ILSC 2 limits
1
(e) Any Flashing red - Press control wheel disconnect Continue manually Imc to No
aural wailer to cancel warning and auto ILSH limits
throttle.
A/P may be re-engaged if If 3 or 2 A/Ps re-engaged cont- 3 or 2

above 800 ft. tinue IMC to ILSC2 limits. A/P's Yes
If 1 continue IMC to ILSC 1 A/P No. I
H
limits only. s
W
If 2 A/Ps engaged continue 2 A/P's
(f) Any Nav or G/S Disconnect associated A/P Vpc
mC to ILSC 2 limits. If 1 A/P
failure flag using the paddle switch. continue IMC to ILSC limits 1 A/P No.
on H.S.I only.
before capture
O
H"
?8
(7)
<T>
I
o
00 No. of Indicâtion Height Required Drill Pilot Procedcjre Autoland
Permitted -p
A/P's
Engaged o
Q
(g) Any Engine Above Disconnect A/T, adjust If approach remains stabilised
Failure 600 ft. power and rudder control continue IMS to ILSC limits No
as necessary oldierwise manual go-around
OR disconnect A/P, adjust If approacdi remains stabilisedj
power and rudder control continue IMC to ILSH limits - No I
3
as necessary. otherwise manual go-around
Below Disconnecrt A/P, adjust If apprcacih remains stabilised
600 ft power and rudder control cxntinue IMC to ILSH limits -
as necessary otherwise manual go-around, No
followed if necessary by coupled
approach to ILSC limits
cô Any ILS Dev'^, 500 ft Monitor raw data and Dev^, Continue autcanatic approacih
SEE
Lights to lights - unless light is sustained or raw CD
200 ft deviations show unsatisfactory BELOW
flight path developing.
- if lights extinguish Continue approacdi as planned 2 c*r 3 A/P
Yes CD
2 or 3 ILS Dev^. Below GO AROUND

Lights 200 ft OR
(Lights §
If visual reference clearly estab H
locked
lished, and if visually confirmed S
ON) No CO
that the approach path is nomal,
press disengage button and con gsw
tinue to a manual landing. tf)
(i) 2 or 3 CIWS Below If Lnc or Wx worse than ILSC,

warning 200 ft go-around. o
red li^t <^

If in adequate visual contact,
No o<
land manually. Z I
CD
2 or 3 No 'flare 50 ft Co-Pilot calls - Land manually or go-around No

Ch (j)
Green'. approx. 'NO FLARE'
00 Pilot Disconnects A/P's

and A/T
I I I ) >
;) -'■> /V ;> +
1 +
^ +
1 +
O ) > >
+ + + + +
No. of
•A/P's Indication Autoland
Height Reqiaired Drill Pilot Procedure
Engaged Permitted
(a) 3 Steady Below Discx)nnect faulty A/P using Continue IMC to ILSC 2 Yes a
amber paddle switch. Press resid. Limits 3.
150 ft
flashing amber to cancel Lt. S5'
amber cr
■■ o
&9
(b) 3 Flashing Press light to cancel As above Yes
amber
lights o< ,
O </) ;
are
inhib
(c) 2 Flashing Press li^t to cancel Continue Imc to ILSC liniits No
I
ited
amber only.
(d) 2 Steady red If persistent or repeatedly Continue IMC to ILSC limits cnly No
--0
(Below intermittent, disconnect
i 4=-
*-0
200ft. faulty A/P using paddle switch
wailer •n
A/P may be re-engaged if If indications normal with both ir;
sounds) 1
above 800 ft. A/P's engaged, continue Imc. to Yes
ILSC 2 limits
i
-
(e) Any Flashing red Press control wheel disconnect Continue manually Imc to No
aural wailer to cancel warning and auto ILSH limits
CD
throttle.
A/P may be re-engaged if If 3 or 2 A/Ps re-engaged cont- 3 or 2

above 800 ft. tinue IMC to ILSC2 limits. A/P's Yes
If 1 continue IMC to ILSC 1 A/P No.
limits only.
i
. .
Q>
CT)
C7^
I
cx> No. of Indication Height Required Drill Pilot Procedure Autoland

A/P's
Permitted
Engaged
(f) Any Engine Above Disconnect A/T, adjust If approach remains stabilised
Failure 600 ft. power and rudder control continue IMC to ILSC limits No
as necessary otherwise manual go-around
OR disconnect A/P, adjust If approach remains stabilised^
power and rudder control continue IMC to ILSH limits - No
as necessary. otherwise manual go-around
Below Disconnect A/P, adjust If approach remains stabilised
600 ft power and rudder control continue IMC to ILSH limits -
as necessary otherwise manual go-aix)und, No
followed if necessary by coupled
O -J
approach to ILSC limits It*
5> ^
Cg) Any ILS Dev", 500 ft Monitor raw data and Dev^, Continue automatic approach
Lights to lights - unless light is sustained or raw SEE
200 ft deviations show unsatisfactory BELOW
flight path developing.
- if lights extinguish Continue approach as planned 2 or 3 A/P
Yes
2 or 3 ILS Dev". Below GO AROUND
Lights 200 ft OR
(Lights
locked If visual reference clearly estab
ON) lished, and if visually confirmed
that the approach path is normal, No
press disengage button and con
E1l»
tinue to a manual landing. p;3
(h) 2 or 3 CIWS Below If Imc or Wx worse than ILSC,
warning 200 ft go-around.
red light
If in adequate visual contact,
land manually. No
(i) 2 or 3 No 'flare 50 ft Co-Pilot calls - Land manually cr go-around No
Gr«en'. approx. 'NO FLARE'
Pilot Disconnects A/P's

■nd A/T
(psSwimiin)
* < J "■ ) } ) * ) } )

Ba b747 Flying Manual Supplemental Information

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Ba b747 Flying Manual Supplemental Information

Uploaded by

Copyright:

Available Formats

British airways 747 FLYING MANUAL

Engine Fire Severe Damage or Separation

Electrical Smoke or Fire

Single Hydraulic System Leak or Loss

Unscheduled Stabiliser Trim

Partial Main Gear Landin3

PASSENGER EVACUATION (LAND)

Engine Fire Severe Damage or Separation

Electrical Smoke or Fire

Single Hydraulic System Leak or Loss

Unscheduled Stabilizer Trim

Partial Main Gear Landin

PASSENGER EVACUATION (LAND)

Engine Fire Severe Damage or Separati

Minimum Fuel Go-Around

Single Hydraulic System Leak or Loss

Unscheduled Stabili?ei Trii

Partial Main Gear Landing

PASSENGER EVACUATION (LAND)

Engine Fire Severe Damage or Separation

Electrical Smoke or Fire

Single Hydraulic System Leak or Loss

Unscheduled Stabilizer Trim

FLIGHT Alternate Leading or Trailing Edge Flaps

Partial Main Gear Landing

Thrust U;ver CLOSE P

Start Lever CUTOFF P

Positioning start lever to CUTOFF shuts off fuel to the

Engine Fire Switch PULL

Pull the engine fire switch. This arms the extinguishing

IF ENGINE FIRE SWITCH REMAINS ILLUMINATED:

Fire Bottle DISCHARGE

AFTER 30 SECONDS, IF ENGINE FIRE SWITCH REMAINS ILLUMINATED:

Other Fire Bottle DISCHARGE

IF THE FIRE CONTINUES:

WHEN TIME PERMITS:

Turbine Overheat Warning Li^t if illuniinated (-524 cnly) . . . PEESS TO

ENGINE FIRE, SEVERE DAMAGE OR

Thrust Lever CLOSE

If fire switch remains illuminated:

After 30 seconds, if fire switch remains

Other Fire Bottle DISCHARGE

Landing Gear UP & OFF

When time permits:

ENGINE FAILURE AND SHUTDOWN

CROSSBLEED START -► WINDMILLING START

o_ BUT NOT 2^ ':'i\ '/A 30 31 33 34 32

INADVERTENT REVERSE THRUST

'Complete ENGINE FIRE or ENGINE FAILURE/SHUTDOWN

•Complete I or 2 GENERATORS INOPERATIVE Checklist.

2 ENGINES INOPERATIVE GO-AROUND REVIEW

2 ENGINE LANDING - TECHNIQUE SUMMARY

MINIMUM FUEL GO-AROUND

All Main Tank Boost Pumps _0N E

Fuel Feed TANK TO ENGINE E

To stop fuel jettison:

'Complete EUgiNE FIRE or ENGINE FAILURE/SHUTDO'.^N

Incomplete I or 2 GENERATORS INOPERATIVE Checklist.

2 ENGINES INOPERATIVE GO-AROUND REVIEW

MINIMUM FUEL GO-AROUND

To stop fuel jettison:

* Complete ENGINE FIFE or ENGINE FAILURE/

•Complete 1 or 2 GENERATORS INOPERATIVE Checklist.

Air Conditioning Packs MAX ONE ON E