b747-400mel英文r9 含临时版至tr747-r9-e01(附cdlr10)[1]

BOEING 747-400

MINIMUM EQUIPMENT LIST

REVISION: 9

AIR CHINA

DATE: 2007.11.01

AIR CHINA B747-400 MINIMUM EQUIPMENT LIST PREAMBLE

REV NUMBER: 9 DATE: 2007.11.01

RECORD OF REVISION

REV. NO.

ISSUE DATE

DATE FILED BY REV.

NO. ISSUE DATE

DATE FILED BY


REV NUMBER: 9 DATE: 2007.11.01

VERSION COMPARISON

AIR CHINA MEL MMEL

1 15c 2 16

3 16a/17

4 17a/17b

5 18/18a

6 19/19a/19b/19c

7 19d/19e/19f/19g/20/20a/20b/

20c/20d/21 8 /

9 R21a /R21b /R21c /R21d /R22/ R23/R23a


REV NUMBER: 9 DATE: 11/01/2007 PAGE: i

LOG OF TEMPORARY REVISIONS

TEMPORARY REV.NO.

DATE FILED BY DATE

REMOVED BY


REV NUMBER: 9 DATE: 11/01/2007 PAGE: 1

PREAMBLE

This Revision 9 of Minimum Equipment List was developed based on the FAA issued Master Minimum Equipment List R21a /R21b /R21c /R21d /R22/ R23/R23a, according to the corresponding regulations, and referring to all kinds of efficient documents.

This Minimum Equipment List was approved by CAAC flight standards division, apply to Air China B747-400 ONLY.

The document is distributed to all concerned departments, all related personnel was required to obey.

In case of incorrectness, please do not hesitate to point out.

Air China 2007.11.01



INSTRUCTION

Air China established and published own Minimum Equipment List (MEL) for the aircraft

dispatch foundation according to the Federal Aviation Administration (FAA) Master

Minimum Equipment List (MMEL) and Air China operation characteristics.

The part of MEL includes all the items in the latest MMEL and has the same sequence,

and the unapplicable items are remained with the mark of “not applicable”.

Usually,MEL is used with CDL together.The CDL is extracted and then established

from the appendix to the FAA Approved Aircraft Flight Manual (AFM) and includes

the secondary airframe and engine parts which may be missing for dispatch.

Items that need to be accomplished the maintenance and operation procedure identified

with (M) and (O) in MEL. The maintenance and flight operation procedures for (M)

and (O) are included in Boeing's DDG（R21） which is provided when MEL published.

The maintenance and flight crew could follow procedures in DDG（R21）. Besides

DDG, the Aircraft Maintenance Manual (AMM) and AFM could be referred also.



DEFINITIONS

This Minimum Equipment List represents a list of equipment related to airworthiness

and operating regulations and other items of equipment which the Administrator

finds may be inoperative and yet maintain an acceptable level of safety by appropriate

conditions and limitations. It is important to remember that all equipment related

to the airworthiness and the operating regulations of the aircraft not listed

on this document must be operative.

Each inoperative item must be placarded to inform and remind the crewmembers and

maintenance personnel of the equipment condition. In order to maintain an acceptable

level of safety and reliability, the inoperative item should be repaired within

the limitations and conditions established by the MEL or may be deferred per approved

means acceptable to the Administrator.

System numbers are based on the Air Transport Association (ATA) Specification

Number 100 and items are numbered sequentially.

a. "Item"(Column 0) means the equipment, system, component, or function listed in the "Item" column.

b. “Repair Intervals” (Column 1) means the inoperative system or components should be repaired at or prior to the repair times established by the following letter

designators:

Category A. Items in this category shall be repaired within the time interval

specified in the remarks column of the MEL.

Category B. Items in this category shall be repaired within three (3)

consecutive calendar days (72 hours), excluding the day the

malfunction was recorded in the aircraft maintenance

record/logbook. For example, if it were recorded at 10 a.m. on

January 26th, the three day interval would begin at midnight

the 26th and end at midnight the 29th.

Category C. Items in this category shall be repaired within ten (10)

consecutive calendar days (240 hours), excluding the day the

malfunction was recorded in the aircraft maintenance

record/logbook. For example, if it were recorded at 10 a.m. on

January 26th,the 10 day interval would begin at midnight the

26th and end at midnight February 5th.

Category D. Items in this category shall be repaired within one hundred and

twenty (120) consecutive calendar days (2880 hours), excluding



DEFINITIONS

(CONT’D)

the day the malfunction was recorded in the aircraft maintenance

log and/or record.

c. "Number Installed"(Column 2) is the number (quantity) of items normally

installed in the aircraft.

d. "Number Required for Dispatch"(Column 3) is the minimum number (quantity)

of items required for operation provided the conditions specified in Column

4 are net.

e. "Remarks or Exceptions"(Column 4) in this column includes a statement either prohibiting or permitting operation with a specific number of items inoperative,

provisos (conditions and limitations) for such operation, and appropriate

notes.

f. A vertical bar (change bar) in the margin indicates a change, addition or deletion in the adjacent text for the current revision of that page only.

The change bar is dropped at the next revision of that page.

MEL Terms:

Terms covered by this document are defined as follows:

1. "Flight Day" means a 24 hour period (from midnight to midnight) Beijing Time,

during which at least one flight is initiated for the affected aircraft.

2. "Icing Conditions" means an atmospheric environment that may cause ice to

form on the aircraft or in the engine(s).

3. "Inoperative" means a system and/or component malfunction to the extent that

it does not accomplish its intended purpose and/or is not consistently

functioning normally within its approved operating limit(s) or tolerance(s).

4. Inoperative components of an inoperative system:

Inoperative items which are components of a system which is inoperative are

usually considered components directly associated with and having no other

function than to support that system. (Warning/caution systems associated with

the inoperative system must be operative unless relief is specifically.

authorized per the MEL).

5. "(M)"symbol indicates a requirement for a specific maintenance procedure which

must be accomplished prior to operation with the listed item inoperative.



DEFINITIONS

(CONT’D)

6. "(O)"symbol indicates a requirement for a specific operations procedure which

must be accomplished in planning for and/or operating with the listed item

inoperative.

7. "Deactivated" and" Secured" means that the specified component must be put

into an acceptable condition for safe flight. The maintenance person should

implement corresponding procedures according to appropriate document (e.g. .MM

or DDPG)

8. "Visual Flight Rules"(VFR) is as defined in CCAR 91.This precludes a pilot

from filing an Instrument Flight Rules (IFR) flight plan. Air China specific

requirements refer “Air China Operation Manual” chapter 5.1.

9. "Visual Meteorological Conditions"(VMC) means the atmospheric environment is

such that would allow a flight to proceed under the visual flight rules applicable

to the flight. This does not preclude operating under Instrument Flight Rules.

Air China specific requirements refer “Air China Operation Manual” chapter 5.1.

10. "Visible Moisture" means an atmospheric environment containing water in any

form that can be seen in natural or artificial light, for example, clouds,

fog, rain, sleet, hail, or snow.

11. "Passenger Convenience Items" means those items related to passenger

convenience, comfort or entertainment such as, but not limited to, galley

equipment, movie equipment, ash trays, stereo equipment, overhead reading lamps,

etc.

12. "Day of Discovery" is the calendar day an equipment/instrument malfunction was recorded in the aircraft maintenance log and or record. This day is excluded

from the calendar days or flight days specified in the MEL for the repair of

an inoperative item of equipment.

13. "Deleted" means that this item has been deleted from MMEL, or MMEL item is not adopted by Air China.

14. “Not Applicable” means that this item is not applicable to Air China fleet at present.

15. “#” symbol, in front of MEL item number, indicates this item is different from MMEL (include rectification intervals change and REMARKS OR EXCEPTIONS rewrite),

“ ” symbol, in front of MEL item number, indicates this item is established



by airline based on JAR or CCAR regulations. “***” symbol, under MEL item number,

indicates the item which is not listed in MMEL but which have been required

by Air China MEL.



TABLE OF CONTENTS

ATA SYSTEM PAGE 21 Air Conditioning 21-1 through 21-49 22 Auto Flight 22-1 through 22-7 23 Communications 23-1 through 23-21 24 Electrical Power 24-1 through 24-6 25 Equipment/Furnishings 25-1 through 25-21 26 Fire Protection 26-1 through 26-24、24a 27 Flight Control 27-1 through 27-5 28 Fuel 28-1 through 28-31 29 Hydraulic Power 29-1 through 29-8 30 Ice and Rain Protection 30-1 through 30-6 31 Indicating/Recording Systems 31-1 through 31-3 32 Landing Gear 32-1 through 32-8 33 Lights 33-1 through 33-8 34 Navigation 34-1 through 34-14 35 Oxygen 35-1 through 35-3 36 Pneumatic 36-1 through 36-12 38 Water/Waste 38-1 through 38-2 45 Central Maintenance Computer 45-1 49 APU 49-1 52 Doors 52-1 through 52-25 53 Fuselage 53-1 56 Windows 56-1 73 Engine Fuel & Control 73-1 through 73-4 74 Ignition 74-1 through 74-2 75 Bleed Air 75-1 through 75-2 77 Engine Indicating 77-1 78 Engine Exhaust 78-1 through 78-3 79 Engine Oil 79-1 through 79-3 80 Starting 80-1



CONTROL PAGE

CONTENT PAGE CURRENT DATE

COVER PAGE - 11/01/2007 RECORD OF REVISION - 11/01/2007 VERSION COMPARISON - 11/01/2007 LOG OF TEMPORARY REVISIONS i 11/01/2007 PREAMBLE 1 11/01/2007 INSTRUCTION 2 11/01/2007 DEFINITIONS 3、4、5、6 11/01/2007 TABLE OF CONTENTS 7 11/01/2007

CONTROL PAGE 8、9、10、11、12、13、14、15

11/01/2007

SYSTEM PAGE REV NO CURRENT DATE MMEL REV CURRENT DATE

21 21-1 9 11/01/2007 21b 05/04/2006 21-2 9 11/01/2007 21b 05/04/2006 21-3 9 11/01/2007 21b 05/04/2006 21-4 9 11/01/2007 21b 05/04/2006 21-5 9 11/01/2007 21b 05/04/2006 21-6 9 11/01/2007 21b 05/04/2006 21-7 9 11/01/2007 20b 03/22/2004 21-8 9 11/01/2007 20b 03/22/2004 21-9 9 11/01/2007 20b 03/22/2004 21-10 9 11/01/2007 20b 03/22/2004 21-11 9 11/01/2007 20b 03/22/2004 21-12 9 11/01/2007 20b 03/22/2004 21-13 9 11/01/2007 20b 03/22/2004 21-14 9 11/01/2007 20b 03/22/2004 21-15 9 11/01/2007 21 03/25/2005 21-16 9 11/01/2007 20b 03/22/2004 21-17 9 11/01/2007 20b 03/22/2004 21-18 9 11/01/2007 21b 05/04/2006 21-19 9 11/01/2007 20b 03/22/2004 21-20 9 11/01/2007 20b 03/22/2004 21-21 9 11/01/2007 20b 03/22/2004 21-22 9 11/01/2007 20b 03/22/2004 21-23 9 11/01/2007 20b 03/22/2004 21-24 9 11/01/2007 20b 03/22/2004 21-25 9 11/01/2007 20b 03/22/2004



CONTROL PAGE (CONT’D)


21-26 9 11/01/2007 21b 05/04/2006 21-27 9 11/01/2007 21b 05/04/2006 21-28 9 11/01/2007 21b 05/04/2006 21-29 9 11/01/2007 21b 05/04/2006 21-30 9 11/01/2007 21b 05/04/2006 21-31 9 11/01/2007 21b 05/04/2006 21-32 9 11/01/2007 21b 05/04/2006 21-33 9 11/01/2007 21b 05/04/2006 21-34 9 11/01/2007 21b 05/04/2006 21-35 9 11/01/2007 21b 05/04/2006 21-36 9 11/01/2007 21b 05/04/2006 21-37 9 11/01/2007 21b 05/04/2006 21-38 9 11/01/2007 21b 05/04/2006 21-39 9 11/01/2007 21b 05/04/2006 21-40 9 11/01/2007 21b 05/04/2006 21-41 9 11/01/2007 21b 05/04/2006 21-42 9 11/01/2007 21b 05/04/2006 21-43 9 11/01/2007 21b 05/04/2006 21-44 9 11/01/2007 21b 05/04/2006 21-45 9 11/01/2007 21b 05/04/2006 21-46 9 11/01/2007 21b 05/04/2006 21-47 9 11/01/2007 21b 05/04/2006 21-48 9 11/01/2007 21b 05/04/2006 21-49 9 11/01/2007 22 07/31/2007

22 22-1 9 11/01/2007 18 06/27/2000 22-2 9 11/01/2007 21 03/25/2005 22-3 9 11/01/2007 19 06/25/2002 22-4 9 11/01/2007 19 06/25/2002 22-5 9 11/01/2007 19 06/25/2002 22-6 9 11/01/2007 21 03/25/2005 22-7 9 11/01/2007 21 03/25/2005

23 23-1 9 11/01/2007 21c 07/13/2006 23-2 9 11/01/2007 21c 07/13/2006 23-3 9 11/01/2007 21c 07/13/2006 23-4 9 11/01/2007 21c 07/13/2006 23-5 9 11/01/2007 21c 07/13/2006 23-6 9 11/01/2007 21b 05/04/2006 23-7 9 11/01/2007 21c 07/13/2006 23-8 9 11/01/2007 21c 07/13/2006 23-9 9 11/01/2007 22 05/31/2007





23-10 9 11/01/2007 22 05/31/2007 23-11 9 11/01/2007 22 05/31/2007 23-12 9 11/01/2007 22 05/31/2007 23-13 9 11/01/2007 22 05/31/2007 23-14 9 11/01/2007 22 05/31/2007 23-15 9 11/01/2007 22 05/31/2007 23-16 9 11/01/2007 22 05/31/2007 23-17 9 11/01/2007 22 05/31/2007 23-18 9 11/01/2007 22 05/31/2007 23-19 9 11/01/2007 22 05/31/2007 23-20 9 11/01/2007 22 05/31/2007 23-21 9 11/01/2007 22 05/31/2007

24 24-1 9 11/01/2007 23 08/13/2007 24-2 9 11/01/2007 23 08/13/2007 24-3 9 11/01/2007 23 08/13/2007 24-4 9 11/01/2007 23 08/13/2007 24-5 9 11/01/2007 23 08/13/2007 24-6 9 11/01/2007 23 08/13/2007

25 25-1 9 11/01/2007 21 03/25/2005 25-2 9 11/01/2007 19 06/25/2002 25-3 9 11/01/2007 21 03/25/2005 25-4 9 11/01/2007 21c 07/13/2006 25-5 9 11/01/2007 21c 07/13/2006 25-6 9 11/01/2007 22 05/31/2007 25-7 9 11/01/2007 22 05/31/2007 25-8 9 11/01/2007 22 05/31/2007 25-9 9 11/01/2007 22 05/31/2007 25-10 9 11/01/2007 22 05/31/2007 25-11 9 11/01/2007 22 05/31/2007 25-12 9 11/01/2007 22 05/31/2007 25-13 9 11/01/2007 22 05/31/2007 25-14 9 11/01/2007 23 08/13/2007 25-15 9 11/01/2007 22 05/31/2007 25-16 9 11/01/2007 23 08/13/2007 25-17 9 11/01/2007 23 08/13/2007 25-18 9 11/01/2007 23 08/13/2007 25-19 9 11/01/2007 23 08/13/2007 25-20 9 11/01/2007 23 08/13/2007 25-21 9 11/01/2007 23 08/13/2007

26 26-1 9 11/01/2007 19 06/25/2002





26-2 9 11/01/2007 21c 07/13/2006 26-3 9 11/01/2007 20b 03/22/2004 26-4 9 11/01/2007 21c 07/13/2006 26-5 9 11/01/2007 23 08/13/2007 26-6 9 11/01/2007 21c 07/13/2006 26-7 9 11/01/2007 21c 07/13/2006 26-8 9 11/01/2007 21c 07/13/2006 26-9 9 11/01/2007 23 08/13/2007 26-10 9 11/01/2007 21c 07/13/2006 26-11 9 11/01/2007 23 08/13/2007 26-12 9 11/01/2007 21b 05/04/2006 26-13 9 11/01/2007 21b 05/04/2006 26-14 9 11/01/2007 22 05/31/2007 26-15 9 11/01/2007 21c 07/13/2006 26-16 9 11/01/2007 21c 07/13/2006 26-17 9 11/01/2007 21c 07/13/2006 26-18 9 11/01/2007 21c 07/13/2006 26-19 9 11/01/2007 21c 07/13/2006 26-20 9 11/01/2007 21c 07/13/2006 26-21 9 11/01/2007 21c 07/13/2006 26-22 9 11/01/2007 21c 07/13/2006 26-23 9 11/01/2007 21c 07/13/2006 26-24 9 11/01/2007 21c 07/13/2006 26-24a 9 11/01/2007 21c 07/13/2006

27 27-1 9 11/01/2007 21 03/25/2005 27-2 9 11/01/2007 21 03/25/2005 27-3 9 11/01/2007 19 06/25/2002 27-4 9 11/01/2007 21 03/25/2005 27-5 9 11/01/2007 22 07/31/2007

28 28-1 9 11/01/2007 21 03/25/2005 28-2 9 11/01/2007 20a 12/10/2003 28-3 9 11/01/2007 20a 12/10/2003 28-4 9 11/01/2007 20a 12/10/2003 28-5 9 11/01/2007 20a 12/10/2003 28-6 9 11/01/2007 20a 12/10/2003 28-7 9 11/01/2007 20a 12/10/2003 28-8 9 11/01/2007 20b 03/22/2004 28-9 9 11/01/2007 23 08/13/2007 28-10 9 11/01/2007 23 08/13/2007 28-11 9 11/01/2007 23 08/13/2007





28-12 9 11/01/2007 23 08/13/2007 28-13 9 11/01/2007 23 08/13/2007 28-14 9 11/01/2007 23 08/13/2007 28-15 9 11/01/2007 23 08/13/2007 28-16 9 11/01/2007 23 08/13/2007 28-17 9 11/01/2007 23 08/13/2007 28-18 9 11/01/2007 23 08/13/2007 28-19 9 11/01/2007 23 08/13/2007 28-20 9 11/01/2007 23 08/13/2007 28-21 9 11/01/2007 23 08/13/2007 28-22 9 11/01/2007 23 08/13/2007 28-23 9 11/01/2007 23 08/13/2007 28-24 9 11/01/2007 23 08/13/2007 28-25 9 11/01/2007 23 08/13/2007 28-26 9 11/01/2007 23 08/13/2007 28-27 9 11/01/2007 23 08/13/2007 28-28 9 11/01/2007 23 08/13/2007 28-29 9 11/01/2007 23 08/13/2007 28-30 9 11/01/2007 23 08/13/2007 28-31 9 11/01/2007 23 08/13/2007

29 29-1 9 11/01/2007 17b 10/04/1999 29-2 9 11/01/2007 19 06/25/2002 29-3 9 11/01/2007 19 06/25/2002 29-4 9 11/01/2007 21 03/25/2005 29-5 9 11/01/2007 19 06/25/2002 29-6 9 11/01/2007 19 06/25/2002 29-7 9 11/01/2007 21 03/25/2005 29-8 9 11/01/2007 21 03/25/2005

30 30-1 9 11/01/2007 19 06/25/2002 30-2 9 11/01/2007 21c 07/13/2006 30-3 9 11/01/2007 19 06/25/2002 30-4 9 11/01/2007 21c 07/13/2006 30-5 9 11/01/2007 21c 07/13/2006 30-6 9 11/01/2007 21b 05/04/2006

31 31-1 9 11/01/2007 21b 05/04/2006 31-2 9 11/01/2007 19 06/25/2002 31-3 9 11/01/2007 19 06/25/2002

32 32-1 9 11/01/2007 17b 10/04/1999 32-2 9 11/01/2007 19 06/25/2002 32-3 9 11/01/2007 19 06/25/2002





32-4 9 11/01/2007 21 03/25/2005 32-5 9 11/01/2007 17b 10/04/1999 32-6 9 11/01/2007 18 06/27/2000 32-7 9 11/01/2007 22 05/31/2007 32-8 9 11/01/2007 21 03/25/2005

33 33-1 9 11/01/2007 21b 05/04/2006 33-2 9 11/01/2007 21 03/25/2005 33-3 9 11/01/2007 21 03/25/2005 33-4 9 11/01/2007 21 03/25/2005 33-5 9 11/01/2007 21b 05/04/2006 33-6 9 11/01/2007 23 08/13/2007 33-7 9 11/01/2007 21 03/25/2005 33-8 9 11/01/2007 21 03/25/2005

34 34-1 9 11/01/2007 19 06/25/2002 34-2 9 11/01/2007 20 10/21/2003 34-3 9 11/01/2007 19 06/25/2002 34-4 9 11/01/2007 20b 03/22/2004 34-5 9 11/01/2007 19d 03/10/2003 34-6 9 11/01/2007 22 05/31/2007 34-7 9 11/01/2007 23 08/13/2007 34-8 9 11/01/2007 23 08/13/2007 34-9 9 11/01/2007 23 08/13/2007 34-10 9 11/01/2007 23 08/13/2007 34-11 9 11/01/2007 23 08/13/2007 34-12 9 11/01/2007 23 08/13/2007 34-13 9 11/01/2007 23 08/13/2007 34-14 9 11/01/2007 23 08/13/2007

35 35-1 9 11/01/2007 20 10/21/2003 35-2 9 11/01/2007 20 10/21/2003 35-3 9 11/01/2007 20 10/21/2003

36 36-1 9 11/01/2007 21 03/25/2005 36-2 9 11/01/2007 21 03/25/2005 36-3 9 11/01/2007 21 03/25/2005 36-4 9 11/01/2007 21 03/25/2005 36-5 9 11/01/2007 21 03/25/2005 36-6 9 11/01/2007 21 03/25/2005 36-7 9 11/01/2007 21 03/25/2005 36-8 9 11/01/2007 21 03/25/2005 36-9 9 11/01/2007 21 03/25/2005 36-10 9 11/01/2007 21 03/25/2005 36-11 9 11/01/2007 21b 05/04/2006





36-12 9 11/01/2007 21b 05/04/2006 38 38-1 9 11/01/2007 18a 01/29/2001 38-2 9 11/01/2007 19 06/25/2002

45 45-1 9 11/01/2007 23 08/13/2007 49 49-1 9 11/01/2007 19 06/25/2002 52 52-1 9 11/01/2007 19 06/25/2002 52-2 9 11/01/2007 19 06/25/2002 52-3 9 11/01/2007 19 06/25/2002 52-4 9 11/01/2007 19 06/25/2002 52-5 9 11/01/2007 22 05/31/2007 52-6 9 11/01/2007 23a 10/04/2007 52-7 9 11/01/2007 23a 10/04/2007 52-8 9 11/01/2007 23a 10/04/2007 52-9 9 11/01/2007 23a 10/04/2007 52-10 9 11/01/2007 23a 10/04/2007 52-11 9 11/01/2007 23a 10/04/2007 52-12 9 11/01/2007 23a 10/04/2007 52-13 9 11/01/2007 23a 10/04/2007 52-14 9 11/01/2007 23a 10/04/2007 52-15 9 11/01/2007 23a 10/04/2007 52-16 9 11/01/2007 23a 10/04/2007 52-17 9 11/01/2007 23a 10/04/2007 52-18 9 11/01/2007 23a 10/04/2007 52-19 9 11/01/2007 23a 10/04/2007 52-20 9 11/01/2007 23a 10/04/2007 52-21 9 11/01/2007 23a 10/04/2007 52-22 9 11/01/2007 23a 10/04/2007 52-23 9 11/01/2007 23a 10/04/2007 52-24 9 11/01/2007 23a 10/04/2007 52-25 9 11/01/2007 23a 10/04/2007

53 53-1 9 11/01/2007 19 06/25/2002 56 56-1 9 11/01/2007 17b 10/04/1999 73 73-1 9 11/01/2007 21b 05/04/2006 73-2 9 11/01/2007 17b 10/04/1999 73-3 9 11/01/2007 19 06/25/2002 73-4 9 11/01/2007 21 03/25/2005

74 74-1 9 11/01/2007 19 06/25/2002 74-2 9 11/01/2007 19 06/25/2002

75 75-1 9 11/01/2007 17b 10/04/1999 75-2 9 11/01/2007 23 08/13/2007





77 77-1 9 11/01/2007 17b 10/04/1999 78 78-1 9 11/01/2007 19 06/25/2002 78-2 9 11/01/2007 21 03/25/2005 78-3 9 11/01/2007 21 03/25/2005

79 79-1 9 11/01/2007 17b 10/04/1999 79-2 9 11/01/2007 21 03/25/2005 79-3 9 11/01/2007 17b 10/04/1999

80 80-1 9 11/01/2007 17b 10/04/1999

No. TR747-R9-E01

B747MEL Temporary Revision List

ATA-Page Revised Date Revision 34-7 2008-07-28 9-TEMP-01

34-10 2008-07-28 9-TEMP-01

34-11 2008-07-28 9-TEMP-01

Issued Date：2008-07-28 Page 1 of 1

AIR CHINA MINIMUM EQUIPMENT LIST

AIRCRAFT: REVISION NO: 9 PAGE:

BOEING 747-400 DATE: 11/01/2007 21-1

0 1. REPAIR INTERVALS 2. NUMBER INSTALLED ITEM 3. NUMBER REQUTRED FOR DISPATCH

SYSTEM & SEQUENCE NUMBERS 4. REMARKS OR EXCEPTIONS

21 AIR CONDITION

★

-20-1 -24-1 -25-1 -25-2 -26-1 -26-2 -26-3

A/C Ozone Converters 1) Passenger/Combi 2) Not applicable Gasper Fan Recirculation Fans Not applicable Not applicable Not applicable Not applicable

C

D

C

3

1

4

0

0

0

One or more can be inoperative (M)(O) May be inoperative provided:

a)Fuel burn penalty is observed, and

b)Associated fan is deactivated.



BOEING 747-400 DATE: 11/01/2007 21-2



21 AIR CONDITION

-26-4 -26-5

Not applicable ECS Misc Card

C 1 0

(M) (O) May be inoperative provided:

a )Forward Overboard Valve is

deactivated closed, b) Operation is limited to two Air

Conditioning Packs, c)The aft cargo compartment remains

empty or no pay load, d) For Combi, main deck cargo

compartment remain empty or no pay load,

e) For Passenger/Combi, one Lavatory/ Galley fan is verified to operate normally,

f)Aft Cargo Heat remains OFF g)Not applicable,

(Continued)



BOEING 747-400 DATE: 11/01/2007 21-3



21 AIR CONDITION

-26-5

ECS Misc Card (Cont’d)

C 1 0

h) Not applicable, i) Not applicable.

(M)(O) May be inoperative provided:

a) Forward Overboard Valve is deactivated open,

b) Extended overwater flight is prohibited

c) Operation is limited to two Air Conditioning Packs,

d) The forward lower lobe cargo compartment remains empty or no pay load,

e) Not applicable, (Continued)



BOEING 747-400 DATE: 11/01/2007 21-4



21 AIR CONDITION

-26-5 -26-6

ECS Misc Card (Cont’d) Chiller Boost Fan

C 1 0

f) For Passenger/Combi, one Lavatory/ Galley fan is verified to operate normally,

g) Aft Cargo Heat remains OFF, h) Not applicable, i) Not applicable, j) Not applicable.

(M) May be inoperative deactivated.



BOEING 747-400 DATE: 11/01/2007 21-5



21 AIR CONDITION

-28-1 -28-2

Cargo A/C Card Cargo A/C Shutoff Valves A and B

C

C

C

C

C

1

1

2

2

2

0

0

1

0

0

(M)(O) May be inoperative provided: a) Valves A, B, and Trim Shutoff are

secured closed, b) Cabin shutoff valve is secured

open, and c) Cargo A/C FLOW RATE remains OFF.

(M) May be inoperative provided Pack 3 Flow Control & Shutoff Valve is secured closed. (M) One may be inoperative secured closed. (M)(O) May be inoperative provided:

a) Valves are secured closed, b) Cargo A/C FLOW RATE Selector

remains OFF, and c) Cabin shutoff valve is secured

open.

(M) May be inoperative provided Pack 3 Flow Control & Shutoff Valve is secured closed.



BOEING 747-400 DATE: 11/01/2007 21-6



21 AIR CONDITION

-28-3

Lower Lobe Cargo A/C Cabin Shutoff Valve(s) 1) Passenger/Combi 2) Not applicable

C

C

1

1

0

0

(M) May be inoperative provided valve is secured open. (M) May be inoperative provided Pack 3 Flow Control & Shutoff Valve is secured closed.



BOEING 747-400 DATE: 11/01/2007 21-7



21 AIR CONDITION

-28-4 -28-5

Lower Lobe Cargo A/C Trim Shutoff Valve(s) 1) Passenger/Combi 2) Not applicable Lower Lobe Cargo A/C Trim Modulating Valve(s) 1) Passenger/Combi 2) Not applicable

C

C

C

C

C

1

1

1

1

1

0

0

0

0

0

(M) May be inoperative secured closed. . (M) May be inoperative provided lower lobe cargo A/C is operated in MAN mode and it is verified that operation in MAN mode is normal. (M) May be inoperative provided valve is secured closed. (M) May be inoperative provided Trim Shutoff Valve is secured closed. (M) May be inoperative provided lower lobe cargo A/C FLOW RATE remains OFF.



BOEING 747-400 DATE: 11/01/2007 21-8



21 AIR CONDITION

-28-6 -28-7 -28-8

Aft Cargo A/C Flapper Valve(s) 1) Passenger/Combi 2) Not applicable Cargo/Combi Temperature Selector(s) 1) Passenger/Combi 2) Not applicable Lower Lobe Cargo A/C FLOW RATE Selector 1) Passenger/Combi 2) Not applicable

C

C

C

1

2

1

0

0

0

(M) May be inoperative closed. (M) May be inoperative deactivated OFF.



BOEING 747-400 DATE: 11/01/2007 21-9



21 AIR CONDITION

-28-9 -28-10

Lower Lobe Cargo A/C Duct Overheat Protective System 1) Passenger/Combi 2) Not applicable Aft Cargo A/C Underfloor Heat Control Switch 1) Passenger/Combi

(40 Degree F Switch)

2) Not applicable

C

C

C

1

1

1

0

0

0

(M) May be inoperative provided Cargo A/C Trim SOV is secured closed. (M) May be inoperative provided Cargo A/C Trim Modulating valve is secured closed. May be inoperative provided AFT CARGO HT remains OFF during cargo conditioning operations.



BOEING 747-400 DATE: 11/01/2007 21-10



21 AIR CONDITION

-28-11 -28-12 -28-13 -28-14

Not applicable Not applicable (Freighter) Not applicable (Freighter)

Not applicable (Freighter)



BOEING 747-400 DATE: 11/01/2007 21-11



21 AIR CONDITION

-31-1

Outflow Valves

C

C

2

2

2

1

0

2

(M)(O) One valve may be inoperative provided:

a) A maximum of two packs are used throughout flight,

b) Valve is deactivated closed, andc) Both automatic and manual

controls operate normally on the remaining valve.


a) Flight is conducted in an unpressurized configuration,

b) The main deck and lower lobe cargo compartments remain emptyor no pay load,

c) Extended overwater flight is prohibited, and

d) Not applicable Two must be operative for polar en-route operations.



BOEING 747-400 DATE: 11/01/2007 21-12



21 AIR CONDITION

-31-2 Automatic Cabin Pressure Controllers (A and B)

C

C

C

2

2

2

1

1

0

One may be inoperative provided both outflow valves operate normally in manual mode (M) One may be inoperative provided:

a) If one outflow valve is inoperative in the manual mode, it must be deactivated closed, with a maximum of two packs used throughout flight, and

b) Cabin altitude backup sensor system (CPCS BACKUP SENS) operates normally.



b) Main deck and lower lobe cargo compartments remain empty or no pay load,


d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-13



21 AIR CONDITION

-31-3

Cabin Pressure Control Systems (Manual L and R)

C

C

2

2

1

0

(M)(O) One may be inoperative provided:a) Associated outflow valve is

deactivated closed, and b) A maximum of two packs are used

throughout flight. (M)(O) May be inoperative provided:


b) Main deck and lower lobe cargo compartments remain empty or no pay load,


d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-14



21 AIR CONDITION

-31-4 Forward Overboard Valve (Lower 41 Section) 1) Models without

auxiliary fuel tank provisions

C 1 0

(M)(O)May be inoperative deactivated closed provided:

a) The aft lower lobe cargo compartment remains empty, or no pay load,

b) For Combi, main deck cargo compartment remains empty or no pay load,

c) Not applicable. (Continued)



BOEING 747-400 DATE: 11/01/2007 21-15



21 AIR CONDITION

-31-4

Forward Overboard Valve (Lower 41 Section) (Cont’d) 1) Models without

auxiliary fuel tank provisions (Cont’d)

C 1 0

(M)(O) May be inoperative deactivated open provided:

a) Extended overwater flight is prohibited,

b) The forward lower lobe cargo compartment remains empty or no pay load,

c) Not applicable, d) Not applicable.

(Continued)



BOEING 747-400 DATE: 11/01/2007 21-16



21 AIR CONDITION

-31-4

Forward Overboard Valve (Lower 41 Section) (Cont’d) 2) Not applicable

(Continued)



BOEING 747-400 DATE: 11/01/2007 21-17



21 AIR CONDITION

-31-4

Forward Overboard Valve (Lower 41 Section) (Cont’d) 2) Not applicable

(Cont’d)



BOEING 747-400 DATE: 11/01/2007 21-18



21 AIR CONDITION

-31-5

Not applicable



BOEING 747-400 DATE: 11/01/2007 21-19



21 AIR CONDITION

-32-1 Positive Pressure Relief Valves

C

C

2

2

1

0

(M)One may be deactivated closed. (M)（O）May be inoperative provided:


b) The main deck and lower lobe cargo compartments remain empty or no pay load,


d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-20



21 AIR CONDITION

-33-1

Cabin RATE Indication

C

C

1

1

0

0

(O) May be inoperative provided all remaining components and functions of the pressurization system operate normally. (M)(O) May be inoperative provided:




d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-21



21 AIR CONDITION

-33-2

Cabin Differential Pressure Indication

C

C

1

1

0

0

(O) May be inoperative provided: a) Cabin altitude indication

operates normally, and b) A chart is provided for the flight

crew to convert cabin altitude to differential pressure.





d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-22



21 AIR CONDITION

-33-3

CAB ALT Indication OUTFLOW VALVES

C

C

1

1

0

0

(O) May be inoperative provided: a) Cabin differential pressure

indication operates normally, and

b) A chart is provided for the flight crew to convert cabin differential pressure to cabin altitude.





d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-23



21 AIR CONDITION

-33-4

OUTFLOW VALVES Position Indicators (Overhead Panel)

C

C

2

2

0

0

May be inoperative provided all remaining components and functions of the pressurization system operate normally. (M)(O) May be inoperative provided:




d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 21-24



21 AIR CONDITION

-33-5 -33-6 -40-1 -40-2 -41-1

Cabin Altitude Primary Sensors Cabin Altitude Backup Sensor (CPCS BACKUP SENS) System Side Cargo Door Heat Not applicable Door 5 Overhead Crew Rest Environmental Control System 1) Temperature

Control 2) Ventilation 3) Temperature

Indicator

C

C

C

D

C

C

D

2

2

1

1

1

1

1

1

0

0

0

0

0

0

One primary sensor may be inoperative provided the Cabin Altitude Backup Sensor (CPCS BACKUP SENS) system operates normally. (O) May be inoperative provided flight remains at or below 10,000 feet MSL. May be inoperative provided both automatic cabin pressure controllers operate normally. (M) May be inoperative deactivated. (M) May be inoperative provided heater is deactivated. (M) May be inoperative provided:

a) Heater is deactivated, and b)Supply/boost fan is deactivated.



BOEING 747-400 DATE: 11/01/2007 21-25



21 AIR CONDITION

-41-2 -41-3 *** -41-4 -41-5

Not applicable Zone B Crew Rest Environmental Control System 1) Temperature

Control 2) Ventilation 3) Temperature

Indicator

Not applicable Not applicable

C

C

D

1

1

1

0

0

0

(M) May be inoperative provided heater

is deactivated. (M) May be inoperative provided:

a) Heater is deactivated, and b) Supply/boost fan is deactivated.



BOEING 747-400 DATE: 11/01/2007 21-26



21 AIR CONDITION

-42-1 -42-2 *** -42-3 *** -43-1 ***

Flight Crew Auxiliary Heat System (Foot and Shoulder) Flight Deck Crew Rest Area Heat Control System 1) Temperature

Control Functions (LOW/MED/ HIGH)

2) Crew Rest Bunk

Heaters 3) Crew Rest Seat

Heater Aft Upper Deck Crew Rest Area Heat Control System 1) Temperature

Control Functions (LOW/MED/HIGH)

2) Crew Rest Bunk Heaters

3) Crew Rest Seat Heater

Forward Cargo Compartment Heating System (Electric)

C

C

C

C

C

C

C

C

C

D

1

1

3

1

1

1

3

1

1

1

0

0

0

0

0

0

0

0

0

0

May be inoperative OFF. (M) May be inoperative deactivated. (M) May be inoperative deactivated. (M) May be inoperative deactivated. (M) May be inoperative deactivated. (M) May be inoperative deactivated. (M) May be inoperative deactivated. (M) May be inoperative OFF.



BOEING 747-400 DATE: 11/01/2007 21-27



21 AIR CONDITION

-44-1 *** -44-2 -44-3

Aft Cargo Heating System 1) Not applicable 2) Three Valves

Installation Aft Cargo TEMP Light Aft Cargo Heat 90 Degree F Overheat Switch(es)

C

C

C

C

1

1

1

1

0

0

0

0

(M) May be inoperative provided override valve is secured closed. (M) May be inoperative provided bulk and container control valves are secured closed. May be inoperative provided AFT CARGO HT remains OFF.



BOEING 747-400 DATE: 11/01/2007 21-28



21 AIR CONDITION

-44-4 *** -51-1

Aft Cargo Compartment Heat Temperature Control (Sidewall Switches) 1)Not applicable 2)Three-Valve Installation Packs

C

C

C

4

4

3

3

2

0

2

3

(M) One switch per compartment may be inoperative provided operative switches are selected and used. All switches may be inoperative provided AFT CARGO HT remains OFF. (M) May be inoperative provided:

a) Associated pack is selected OFF,b) Lower lobe cargo A/C FLOW RATE (if

installed) remains OFF, and c) Associated Pack Flow Control &

Shutoff Valve is secured closed. Three must be operative for polar en-route operations.



BOEING 747-400 DATE: 11/01/2007 21-29



21 AIR CONDITION

-51-2

Pack Flow Control and Shutoff Valves 1) Normal Flow Mode 2) High Flow Mode

a) Models Without Auxiliary Fuel Tank Provisions

C

C

C

C

3

3

3

3

2

0

2

0

(M) One may be inoperative closed provided:



Shutoff Valve is secured closed. (M) May be inoperative provided:

a) Valve(s) is verified to close when the associated pack is selected OFF, and

b) For Passenger/Combi, Lower lobe cargo A/C FLOW RATE (if installed) remains LO or OFF when associated pack is Pack 3.

May be inoperative provided two packs are operating. (O) May be inoperative provided:

a) Three packs are operating, andb) Forward and aft lower lobe cargo

compartments remain empty, or no pay load.

(Continued)



BOEING 747-400 DATE: 11/01/2007 21-30



21 AIR CONDITION

-51-2 -51-3

Pack Flow Control and Shutoff Valves (Cont’d) b) Not applicable Pack HI PLOW Switch

C 1 0



BOEING 747-400 DATE: 11/01/2007 21-31



21 AIR CONDITION

-51-4

Air Cycle Machines (ACM) 1) Passenger/Combi 2) Not applicable

C

C

3

3

2

2

(M)(O) One may be inoperative provided:

a) Associated turbine bypass valve is secured open (full heat),

b) Associated pack overheat protective system operates normally,

c) PACK RST Switch operates normally, and

d) Lower lobe cargo A/C FLOW RATE (if installed) remains OFF.

(M) One may be inoperative provided:



Shutoff Valve is secured closed. (Continued)



BOEING 747-400 DATE: 11/01/2007 21-32



21 AIR CONDITION

-51-4 -51-5

Air Cycle Machines (ACM) (Cont’d) 2) Not applicable (Cont’d) ACM Turbine Bypass Valves 1) Passenger/Combi C 3 2

(M) (O) One may be inoperative provided:

a) Inoperative valve is secured open,

b) Associated pack overheat protective system operates normally,

c) PACK RST Switch operates normally, and

d) Lower lobe cargo A/C FLOW RATE (if installed) remains OFF.

(Continued)



BOEING 747-400 DATE: 11/01/2007 21-33



21 AIR CONDITION

-51-5 ACM Turbine Bypass Valves (Cont’d) 1) Passenger/Combi (Cont’d) 2) Not applicable

C 3 2




Shutoff Valve is secured closed.



BOEING 747-400 DATE: 11/01/2007 21-34



21 AIR CONDITION

-51-6 -51-7 -51-8

Water Separators Pack Overheat Switches Compressor Overheat Switches

C

C

C

C

C

3

3

3

3

3

0

0

2

2

0

(M) May be operated with coalesce bag removed. (M)May be inoperative provided:

a) Both Pack Temperature Sensors for associated pack operate normally,

b) Both Pack Temperature Control channels for associated pack operate normally, and




Shutoff Valve is secured closed. One may be inoperative provided:

a) Associated pack remains OFF, andb) Lower lobe cargo A/C FLOW RATE (if

installed) remains OFF. (M) May be inoperative provided:

a) Compressor Temperature Bulb for associated pack operates normally,

b) Pack Coolant (Inlet/Exit doors) system operates normally, and

c) Compressor Overheat Switch(es) is deactivated.



BOEING 747-400 DATE: 11/01/2007 21-35



21 AIR CONDITION

-51-9 -51-10 -52-1 -58-1

Compressor Temperature Bulbs Not applicable Pack SYS FAULT Light Equipment Cooling Control System 1) NORM Mode

C

C

C

C

3

3

1

1

0

2

0

0

(M) May be inoperative provided the compressor overheat discharge switches operates normally. (M) One May be inoperative provided:



Shutoff Valve is secured closed. (O) May be inoperative provided:

a) STBY mode is used, and b) For ground operation above 105

degrees F OAT (41 degrees C), at least one pack is operating.



BOEING 747-400 DATE: 11/01/2007 21-36



21 AIR CONDITION

-58-2

Equipment Cooling Inboard Exhaust Valve 1) Passenger/Combi

C

C

1

1

0

0

(M)(O) May be inoperative deactivated closed provided:

a) Equipment cooling system is operated with one fan deactivated,

b) Remaining fan operates normally, and

c) For operation on the ground above 85 degrees F (29 degrees C) at least one pack is operating.

NOTE: Forward cargo heating will not

be available. (M)(O) May be inoperative deactivated

open provided: a) Equipment cooling system is

operated in the NORMAL or STBY mode,

b) Both equipment cooling fans operate normally, and

c) Forward lower lobe cargo compartment remains empty, or no pay load.

(Continued)



BOEING 747-400 DATE: 11/01/2007 21-37



21 AIR CONDITION

-58-2

Equipment Cooling Inboard Exhaust Valve(Cont’d) 2) Not applicable



BOEING 747-400 DATE: 11/01/2007 21-38



21 AIR CONDITION

-58-3

Equipment Cooling Bypass Valve 1) Passenger/

Combi 2) Not applicable (Cont’d)

C 1 0

(M) May be inoperative deactivated closed provided lower lobe cargo A/C Flow Rate (if installed) remains OFF. (Continued)



BOEING 747-400 DATE: 11/01/2007 21-39



21 AIR CONDITION

-58-3 -58-4

Equipment Cooling Bypass Valve (Cont’d) 2) Not applicable (Cont’d) Equipment Cooling Exhaust Fan

C 1 0

(M)(O) May be inoperative deactivated provided:

a) Supply fan operates normally, andb) For operation on the ground above

85 degrees F OAT (29 degrees C), at least one pack is operating.


be available.



BOEING 747-400 DATE: 11/01/2007 21-40



21 AIR CONDITION

-58-5 -58-6

Equipment Cooling Inboard Supply Valve Equipment Cooling Supply Fan

C

C

1

1

0

0




c) For operation on the ground above 85 degrees F OAT (29 degrees C), at least one pack is operating.


be available. (M)(O) May be inoperative deactivated provided:

a) Exhaust fan operates normally, and

b) For operation on the ground above 85 degrees F OAT (29 degrees C), at least one pack is operating.


be available.



BOEING 747-400 DATE: 11/01/2007 21-41



21 AIR CONDITION

-58-7 -58-8 -58-9

Equipment Cooling Ground Exhaust Valve Galley/Lavatory Fans Not applicable

C

C

C

1

1

2

0

0

1


a) Equipment cooling system is operated in the STBY mode,

b) Both fans operate normally, andc) For operation on the ground above

105 degrees F OAT (41 degrees C), at least one pack is operating




c) For operation on the ground above 85 degrees F OAT (29 degrees C), at least one pack is operating.


be available with one fan deactivated.



BOEING 747-400 DATE: 11/01/2007 21-42



21 AIR CONDITION

-58-10

Not applicable



BOEING 747-400 DATE: 11/01/2007 21-43



21 AIR CONDITION

-61-1 Zone Temperature Control System (Passenger/Combi)

C

C

C

1

1

1

0

0

0

(M)(O)Control to individual zones may be inoperative provided associated zone trim air modulation valve(s) is secured in appropriate position unless it is verified that associated zone operation in MAN mode is normal. (M)(O) May be inoperative provided:

a) Master Trim Air Valve remains closed,

b) Cargo A/C is operated in MAN mode, or FLOW RATE selector (if installed) remains OFF, and


a) Master Trim Air Valve remains closed,

b) Cargo A/C is operated in MAN mode, or FLOW RATE selector (if installed) remains OFF, and

c) PASS TEMP is selected to ALTN position.



BOEING 747-400 DATE: 11/01/2007 21-44



21 AIR CONDITION

-61-2 -61-3

Cabin Temperature Selection System 1) Passenger/Combi (In Passenger Cabin) 2) Not applicable Master Trim Air Valve 1) Passenger/Combi 2) Not applicable 3) Pressure

Regulating Function

C

C

C

C

1

1

1

1

0

0

0

0

(M) May be inoperative closed (M) May be inoperative closed provided PASS TEMP is selected to ALTN position. (M) May be inoperative or deactivated provided shutoff feature operates normally.



BOEING 747-400 DATE: 11/01/2007 21-45



21 AIR CONDITION

-61-4 -61-5 -61-6

Zone Trim Air Modulation Valves (Passenger/Combi) ALTN Control Mode (Zone A/Upper Deck) ZONE RST Switch 1) Passenger/Combi 2) Not applicable

C

C

C

C

C

7

7

7

-

1

0

0

0

0

0

(M) (O) May be inoperative provided:a) Associated valve(s) is secured in

the appropriate position, and b) If affected, FLT DECK Zone and/or

COMBI TEMP Zone Trim Air Modulation Valves are secured in the appropriate position unless it can be verified that operation in MAN mode is normal.

M) May be inoperative provided:

a) Master Trim Air Valve remains closed, and



b) PASS TEMP is selected to ALTN position.

May be inoperative provided ALTN is not selected. May be inoperative provided passenger temperature control system operates normally in AUTO or ALTN.



BOEING 747-400 DATE: 11/01/2007 21-46



21 AIR CONDITION

-61-7 Duct Overheat Protective Systems (Passenger and Crew System) (Passenger/Combi)

C

C

C

7

7

7

0

0

0

(M)(O)May be inoperative provided: a) Associated zone duct overheat

switch(es) is deactivated, andb) Associated zone trim air

modulation valve is secured closed.



b) PASS TEMP is selected to ALTN position.

(M) May be inoperative provided:

a) Associated zone trim air modulation valve operates normally,

b) Associated zone duct temperature sensor operates normally,

c) Associated zone duct overheat switch(es) are deactivated.



BOEING 747-400 DATE: 11/01/2007 21-47



21 AIR CONDITION

-61-8 -61-9




BOEING 747-400 DATE: 11/01/2007 21-48



21 AIR CONDITION

-61-10 -61-11 -61-12 -61-13 -62-1

Not applicable Zone Duct Temperature Sensors Zone Temperature Sensors Not applicable Pack Temperature Control Systems

C

C

C

7

10

2

6

9

1

One pack temperature controller (A or B) may be inoperative for each operating pack.



BOEING 747-400 DATE: 11/01/2007 21-49



21 AIR CONDITION

-62-2 -65-1 -65-2 -71-1 *** -71-2 ***

Pack Coolant (Inlet/Exit Doors) Systems 1) Inlet Doors 2) Exit Doors Compartment Temperature Indications (EICAS) Zone SYS FAULT Light

Not applicable

Disinsection System

C

C

C

C

C

C

D

3

3

3

3

7

1

1

2

2

2

0

0

0

0

(M)(O) One may be inoperative for an inoperative pack provided associated exit door has greater open area than inlet door. M)(O) One may be inoperative for an inoperative pack provided associated inlet and exit door are secured closed. (M)(O) One inlet door may be inoperative secured 60% open to full open provided:

a) Remaining two packs operate normally,

b) Associated turbine bypass valve operates normally,

c) Associated exit door is secured at least 50% open

(M)(O)Any exit door may be inoperative secured at least 50% open



BOEING 747-400 DATE: 11/01/2007 22-1



22 AUTO FLIGHT

#

-10-1 Autopilot Systems C

C

3

3

2

1

(M)(O)One may be inoperative provided: a) Associated FCC SERVO circuit

breakers is opened and collared,b) Autopilot Flight Director System

is verified not in a single source configuration before each departure, and

c) Approach minimums do not require its use.

(M)(O)Two may be inoperative provided:

a) At least two FCC power circuit breakers remain closed,

b) Associated FCC SERVO circuit breakers are opened and collared,

c) Autopilot Flight Director System is verified not in a single source configuration before each departure, and

d) Approach minimums do not require their use.

e) Aircraft is not operated on the pacific RVSM route. (One must be operative for RVSM route operations)

f) Aircraft is not operated on the polar en-route.

(Continued)



BOEING 747-400 DATE: 11/01/2007 22-2



22 AUTO FLIGHT

#

-10-1 -11-1

Autopilot Systems (Cont’d) Control Wheel Autopilot Disengage Switches

B

C

3

2

0

1

(M)(O)May be inoperative provided: a) At least one FCC power circuit

breaker remains closed, b) All three FCC SERVO circuit

breaker are opened and collared,c) Approach minimums do not require

their use, d) Enroute operations do not

require their use, and Flight Crewmembers are limited to

5 flight hours per scheduled flight day,

e) Aircraft is not operated on the pacific RVSM route. (One must be operative for RVSM route operations)

f) Aircraft is not operated on the polar en-route.

One may be inoperative provided:

a) No autopilot is used below 1,500 feet AGL,and

b) Approach minimums do not require autopilot use.



BOEING 747-400 DATE: 11/01/2007 22-3



22 AUTO FLIGHT

-11-2 -11-3

Mode Control Panel Windows 1) Airspeed

(IAS/MACH) 2) Heading

(HDG) 3) Vertical Speed

(VERT SPD) 4) Altitude

(ALT)

Mode Control Panel Selectors 1) VERT SPD Selector

(DN & UP) 2) BANK LIMIT

Selector (AUTO, 5, 10, 15, 20, 25)

3) Selector Push

Functions

a)ALT

b)HDG SEL

c)IAS/MACH

C

C

C

C

C

C

C

C

C

1

1

1

1

1

1

1

1

1

0

0

0

0

0

0

0

0

0

May be inoperative provided selected airspeed indications on both PFDs operate normally. May be inoperative provided selected heading indications on both PFDs operate normally. May be inoperative provided selected vertical speed indications on both PFDs operated normally. May be inoperative provided selected altitude indications on both PFDs operate normally.



BOEING 747-400 DATE: 11/01/2007 22-4



22 AUTO FLIGHT

-11-4

Mode Control Panel Switches 1) A/P Engage

Switches (L CMD, C CMD, R CMD)

2) A/T Arm Switch

(A/T ARM) 3) A/T Speed Mode

Engage Switch (SPD)

4) Flight Director

Switches (F/D)

5) IAS/MACH SEL

Switch (Reference)

C B C C C C C

3

3

1

1

1

2

1

1

0

0

0

0

0

0

(M)(O)One may be inoperative provided associated autopilot system is Considered inoperative. (M)(O)May be inoperative provided all three autopilot systems are considered inoperative. May be inoperative ON provided autothrottle disconnect switches operate normally. May be inoperative OFF provi`ed autothrottle systems are considered inoperative. May be inoperative provided approach minimums do not require autothrottle use. May be inoperative OFF provided flight director displays are considered inoperative. May be inoperative provided IAS is displayed in associated window. (Continued)



BOEING 747-400 DATE: 11/01/2007 22-5



22 AUTO FLIGHT

-11-4 -11-5

Mode Control Panel Switches (Cont’d) 6) APP Switch 7) LOC Engage Switch 8) THR, L NAV, V NAV,

FL CH, HDG HOLD, V/S, and ALT HOLD Switches

Mode Control Panel Switch Lights 1) Autopilot Engage

Switch Lights (CMD)

2) Mode Selector

Switch Lights

C

C

C

C

C

1

1

7

3

8

0

0

0

2

0

May be inoperative provided approach minimums do not require use of autopilot or flight director. May be inoperative provided localizer only approach is not used. May be inoperative provided procedures do not require their use.



BOEING 747-400 DATE: 11/01/2007 22-6



22 AUTO FLIGHT

# #

-13-1 -21-1 -21-2 -21-3 -31-1 -31-2

Automatic Landing System (AUTOLAND) 1) Triple Channel

Autoland (LAND 3)

2) Automatic ROLLOUT

Control Yaw Dampers Yaw Damper INOP Lights Deleted Autothrottle System Autothrottle Disconnect Switches

C

C

C

C

C

C

C

C

1

1

1

2

2

1

1

2

2

0

0

0

1

0

0

1

1

0

May be inoperative provided approach minimums do not require its use. May be inoperative provided approach minimums do not require its use. May be inoperative provided approach minimums do not require its use. (M)One may be inoperative provided：a) operation of remaining yaw damper

is verified to operate normally,and

b) Associated yaw damper switch remains OFF.

May be inoperative provided approach minimums do not require its use. One must be operative for polar en-route operations. One may be inoperative provided AUTOTHROTTLE ARM switch operates normally. May be inoperative provided:

a) Autothrottles are not armed, and

b) Approach minimums do not require use of autothrottles.

c) Aircraft is not operated on the polar en-route.



BOEING 747-400 DATE: 11/01/2007 22-7



22 AUTO FLIGHT

#

-31-3

Takeoff/Go-Around Switches (TO/GA)

C

C

2

2

1

0

One may be inoperative provided： a) No autopilot is used below 1,500 feet

AGL,and b) Approach minimums do not require

autopilot use. May be inoperative provided:

a) Thrust levers are operated manually for takeoff and go-around, and

b) Autopilot and Flight Director are not used below 500 feet AGL or MDA whichever is higher.

c) Aircraft is not operated on the polar en-route.

NOTE: Flight Director go-around and

Windshear guidance are not available with both TO/GA switches inoperative.



BOEING 747-400 DATE: 11/01/2007 23-1



23 COMMUNICATIONS

★

# ★

#

-11-1 -12-1 -22-1

HF Communications Systems VHF Communications Systems Not applicable

C

C

C

2

2

2

3

3

0

1

2

2

3

One or two systems may be inoperative provided:

a) VHF can cover the whole route,b) Replacements cannot be made at

departure airport, and c) Only for continental route.

(O) May be inoperative while conducting operations that require two LRCS provided:

a) SATCOM voice or data link and ACARS operates normally, and

b) Alternate procedures are established and used，

c) SATCOM coverage is available over the intended route of flight，and

d) If Inmarsat codes are not available while using SATCOM voice, prior coordination with the appropriate ATS facilities is required.

e) One must be operative on Sino-Europe flight routes.

NOTE: SATCOM is to be used only as a backup to normal HF communications unless otherwise authorized by the appropriate ATS facilities. Two HF systems must operate normally for Sino-American, Sino-Canadian and Sino-Australian flight routes. (M)One may be inoperative provided

a) The left VHF radio must operate normally,

b) ACARS system is deactivated when center VHF is inoperative.

Three must be operative for Polar enroute operations.



BOEING 747-400 DATE: 11/01/2007 23-2



23 COMMUNICATIONS

# # # #

-24-1 -25-1 -27-1 -28-1

Radio Communications Panels Satellite Communication Systems(SATCOM) 1) SATCOM Voice

Systems ACARS System 1) Not applicable Selective Call (SELCAL) System

C

C

D

C

D

C

D

C

D

3

1

1

1

1

1

1

1

1

1

1

1

1

2

0

0

1

0

0

1

0

0

1

0

0

1

Center or right panel may be inoperative provided associated switch remains OFF. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. One must be operative for Polar en-route operations. (O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. One must be operative for Polar en-route operations. May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. One must be operative for Polar en-route operations. May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. One must be operative for Polar en-route operations.



BOEING 747-400 DATE: 11/01/2007 23-3



23 COMMUNICATIONS

#

-31-1

Selective Call (SELCAL) System (Cont’d) 1)Channels Passenger Address System 1)Passenger Configuration a) Passenger Address

Controller Circuits

b) Lavatory Speakers

Passengers COMBI

C

D

B

C

C

C

5

5

5

1

2

14

10

0

0

5

0

1

0

0

May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use. Five must be operative for Polar en-route operations. (O)May be inoperative provided:

a) Alternate, normal and emergency procedures and/or operating restrictions are established and used, and

b) Flight attendant alerting system (audio and visual) operates normally.

NOTE: Any station function(s)that

operates normally may be used. (O)One circuit may be inoperative provided the operative controller circuit is selected. (O)May be inoperative and lavatory used provided:

a) Return to seat light in associated lavatory operates normally, and

b) Prior to flight, cabin crew members must be briefed on the location of the lavatory with inoperative speakers.

c) The occupant of the lavatory with inoperative speakers must be informed by attendants as necessary.

(Continued)



BOEING 747-400 DATE: 11/01/2007 23-4



23 COMMUNICATIONS

-31-1

Passenger Address System (Cont’d) 1) Passenger

Configuration (Cont’d) c) Cabin Speakers

d)Direct

Access Function

2)Not applicable 3)Not applicable

C

C

-

2

-

1

(M)No passenger seat, cabin attendant seat or crew rest area bunk may be occupied from which the Passenger Address system is not audible and intelligible or that seat must be blocked and placarded DO NOT OCCUPY. (O)One may be inoperative provided:

a) Alternate, normal and emergency procedures and/or operating restrictions are established and used, and b) Handset 4P function at affected station operates normally.



BOEING 747-400 DATE: 11/01/2007 23-5



23 COMMUNICATIONS

-31-2 -31-3 -32-1

Prerecorded Passenger Announcement System Deleted Not applicable

C

D

1

1

0

0

(O)May be inoperative provided alternate procedures are established and used. May be inoperative provided procedures do not require its use.



BOEING 747-400 DATE: 11/01/2007 23-6



23 COMMUNICATIONS

-34-1

ACESS Central Management Unit (CMU)/Passenger Service Controller (PSC)

C

C

1

1

0

0

(M)May be inoperative provided: a) Cabin lighting is sufficient for

cabin attendants to perform their duties,

b) Passenger sign system operates normally, and

c) One Cabin Interphone Controller Circuit operates normally.

(M)May be inoperative provided:

a) Cabin lighting is sufficient for cabin attendants to perform their duties,

b) Passenger sign system operates normally, and

c) One Passenger Address Controller Circuit operates normally.



BOEING 747-400 DATE: 11/01/2007 23-7



23 COMMUNICATIONS

-41-1 -42-1

Service Interphone System 1) Nose Gear

Jack 2)Other Than Nose Gear Jack

Crewmember Interphone System 1) Passenger

Configuration

a)Flight Deck to Cabin, Cabin to Flight Deck Functions

C

B

D

B

1

1

-

1

0

0

0

0

(O)Service interphone flight deck to ground/ground to flight deck function may be inoperative provided:

a) Alternate procedures (ref.DDG)are established and used, and

b) Nose gear/forward fuselage flight interphone jack operates normally.

(O)May be inoperative provided alternate procedures(ref.DDG) are established and used. May be inoperative provided procedures do not require its use.

(O)May be inoperative provided:

a) Flight deck to cabin and cabin to flight deck interphone functions operate normally on at least fifty percent of the cabin handsets, and

b) Alternate communications procedures between affected Flight Attendants station(s) and flight deck are established and used.

NOTE: Any station function that

operates normally may be used. (Continued)



BOEING 747-400 DATE: 11/01/2007 23-8



23 COMMUNICATIONS

-42-1

Crewmember Interphone Systems (Cont’d) 1)Passenger Configuration (Cont’d) b)Cabin to Cabin

Function

B - -


a) Cabin to cabin interphone functions operate normally on at least fifty percent of the cabin handsets,

b) Alternate communications procedures between affected Flight Attendants stations are established and used.

NOTE: Any station function that

operates normally may be used. (Continued)



BOEING 747-400 DATE: 11/01/2007 23-9



23 COMMUNICATIONS

-42-1 Crewmember Interphone Systems (Cont’d) 1)Passenger

Configuration (Cont’d) c) Flight Deck to

Ground/Ground to Flight Deck Function

d) Cabin Interphone

Controller Circuits

2)Not applicable

3)Not applicable

C

C

1

2

0

1

(O)Flight interphone flight deck to ground/ground to flight deck function may be inoperative provided:

a) Alternate procedures are established and used, and

b) Nose gear/forward fuselage service interphone jack operates normally.

(O)One circuit may be inoperative provided the operative controller circuits selected.



BOEING 747-400 DATE: 11/01/2007 23-10



23 COMMUNICATIONS

-42-2

Flight Deck Hand Microphones

C

D

5

5

0

0

May be inoperative or missing provided associated Boom Microphone operates normally. May be inoperative or missing provided procedures do not require their use.



BOEING 747-400 DATE: 11/01/2007 23-11



23 COMMUNICATIONS

-42-3

Handset System 1) Passenger

Configuration a) Flight Deck b) Main Cabin Passengers COMBI

C

D

B

B

1

1

13

10

0

0

-

-

(O) May be inoperative provided:

a) Flight deck to cabin communication operates normally, and

b) Alternate procedures are established and used.

May be inoperative provided procedures do not require its use. (O)May be inoperative provided:

a） Fifty percent of cabin handsets operate normally,

b） One handset must operate normally at each pair of main exit doors, and

c） Alternate communications procedures between the affected flight attendant's station(s) are established and used.

NOTE 1: An operative handset at an inoperative flight attendant seat shall not be counted to satisfy the fifty percent requirement. NOTE 2: Any handset(s) function(s) that operate normally may be used. (Continued)



BOEING 747-400 DATE: 11/01/2007 23-12



23 COMMUNICATIONS

-42-3

Handset System (Cont'd) 1) Passenger

Configuration (Cont'd)

c) Upper

Deck Cabin

2）Not Applicable 3）Not Applicable

B

B

2

2

1

0

May be inoperative provided passengers are not carried in the Upper Deck Cabin.



BOEING 747-400 DATE: 11/01/2007 23-13



23 COMMUNICATIONS

-42-4 Alerting System（Audio/Visual） 1) passenger

Configuration

a) Flight Deck Call Visual Alerting System (Lights and EICAS messages)

b) Flight

Attendant Visual Alerting System(Call Lights)

B

B

1

1

0

0

May be inoperative provided the flight deck audio alerting system operates normally. NOTE: The flight deck audio alerting system must always be operative. (O)May be inoperative provided: a) PA system operates normally, b) If affected visual alerting system

is used for lavatory smoke detector alerting, an alternate lavatory smoke detector alert (audio or visual) is installed and operates normally, and

c) Alternate procedures for contacting flight attendants are established and used.

NOTE 1: Passenger to Attendant Call System is considered a passenger convenience item. NOTE 2: Any visual alerting system function(s) that operates normally may be used. (Continued)



BOEING 747-400 DATE: 11/01/2007 23-14



23 COMMUNICATIONS

-42-4 Alerting System (Audio/Visual) (Cont'd) 1) passenger

Configuration (Cont'd)

c) Flight

Attendant Audio Alerting System (Chime)

B 1 0


a) PA system operates normally, b) If affected audio alerting system

is used for lavatory smoke detector alerting, an alternate lavatory smoke detector alert (audio or visual) is installed and operates normally, and

c) Alternate procedures for contacting flight attendants are established and used.

NOTE 1: Passenger to Attendant Call System is considered a passenger convenience item. NOTE 2: Any audio alerting system function(s) that operates normally may be used. (Continued)



BOEING 747-400 DATE: 11/01/2007 23-15



23 COMMUNICATIONS

-42-4 Alerting System (Audio/Visual) (Cont'd) 2) Not Applicable 3) Not Applicable



BOEING 747-400 DATE: 11/01/2007 23-16



23 COMMUNICATIONS

-43-1 -51-1

Ground Crew Call System Flight Deck Interphone System

C 1 0 (O)May be inoperative provided: a) EE Cooling System is continuously

monitored during ground operations, and

b) Alternate procedures are established (re.DDG)and used.

(Dispatch relief moved to item 23-42-1,Revsion 19)



BOEING 747-400 DATE: 11/01/2007 23-17



23 COMMUNICATIONS

-51-2 -51-3

Headsets / Boom Microphones 1) Headset Boom

Microphone 2) Headset Earphones/Headphones Flight Deck Speakers

D

A

C

C

4

4

4

2

-

0

1

0

Any in excess of those required for flight deck crewmembers (including official observer in forward observer's seat) may be inoperative. May be inoperative provided:

a) Associated hand microphone is installed and operates normally,

b) Flight Data Recorder (FDR) operates normally, and

c) Repairs are made within three flight days.

Either the Captain’s or First Officer’s earphone may be inoperative provided associated Flight Deck Speaker operatesnormally. May be inoperative provided:

a) Procedures are not dependent upon their use, and

b) Headsets are installed and operating normally.



BOEING 747-400 DATE: 11/01/2007 23-18



23 COMMUNICATIONS

-51-4 -51-5 -51-6

Audio Control Panels 1) Captain’s Audio

Control Panel 2) First Observer’s

Audio Control Panel 3) Second Observer’s

Audio Control Panel

Boom Microphones Deleted.

C

A

D

1

1

1

0

0

0

(O)May be inoperative provided First Observer’s audio control panel operates normally. May be inoperative provided:

a) Captain’s audio control panel operates normally, and

b) Repairs are made within two flight days.

(Deleted, incorporated into Item 23-51-2 Rev.6)



BOEING 747-400 DATE: 11/01/2007 23-19



23 COMMUNICATIONS

-51-7 -51-8 -71-1

Not applicable Captain/First Officer Push-to-Talk (PTT) Switches 1) Control Wheel PTT Switches 2) Flight Crew Audio

Control Panel PTT Switches

3) Glareshield PTT

Switches Cockpit Voice Recorder System (CVR)

C

C

C

A

2

2

2

1

1

1

0

0

(M)One may be inoperative provided:

a) Associated audio control panel PTT switch operates normally, and

b) Affected switch is deactivated open.


a) Associated control wheel PTT switch operates normally, and

b) Affected switch is verified inoperative open.

(M)May be inoperative provided the affected switch is deactivated open. May be inoperative provided:

a) Flight Data Recorder (FDR) operates normally, and

b) Repairs are made within three flight days.



BOEING 747-400 DATE: 11/01/2007 23-20



23 COMMUNICATIONS

-72-1 Not Applicable



BOEING 747-400 DATE: 11/01/2007 23-21



23 COMMUNICATIONS

-76-1 -76-2




BOEING 747-400 DATE: 11/01/2007 24-1



24 ELECTRICAL POWER

-11-1

Engine Driven Generator Systems (IDG,GCU,GCB) 1)Not applicable

B

B

4

4

4

4

3

4

3

4

(M) One may be inoperative provided:a)The Generator Control Breaker(GCB),if Inoperative ,remain open.

b)If engine air oil cooler(AOC) operates normally, fuel tank temperature remains above –36 degrees C throughout out the flight ,and

c)IDG is disconnected or removed

Four must be operative for polar en-route operations.

(M) One may be inoperative provided:a)The Generator Control Breaker(GCB) , if inoperative ,remain open.

b)If engine air oil cooler(AOC) isinoperative open, fuel tank temperature remains above –30 degrees C throughout out the flight ,and

c)IDG is disconnected or removed Four must be operative for polar en-route operations.



BOEING 747-400 DATE: 11/01/2007 24-2



24 ELECTRICAL POWER

-11-2 -21-1 -21-2 *** -22-1

Generator DRIVE lights Lightning Protectors APU Driven Generator System (Generator, AGCU, APB) 1)APU Generator Cooling airflow Detector

Bus Tie Breakers(BTB) 1) No. 1, 2,

and 3 2) No. 4

C

C

C

C

D

C

C

4

12

2

2

1

3

1

3

9

0

0

0

2

0

One of each phase may be inoperative provided all AC buses are paralleled NOTE: For triple channel autoland at

least two of the three generator used must have lightning protection on all three phases.

(M) May be inoperative provided associated Auxiliary Power Breaker(s)(APBs)remains open.

(M)May be inoperative and removed provided APU is deactivated.

(M) May be inoperative deactivated.

(M)One may be inoperative closed provided: a) No. 4 operates normally, and b) Approach minimums do not

require its use. NOTE: If No. 1, 2 or 3 BTB is

inoperative, triple channel autoland will not be available.

(M)May be inoperative closed provided No. 1, 2, and 3 operate normally.



BOEING 747-400 DATE: 11/01/2007 24-3



24 ELECTRICAL POWER

-22-2 -23-1 -23-2 -23-3 -23-4 -23-5 -23-6

Split System Breaker(SSB) APU Generator Power ON lights APU Generator Power AVAIL lights AC Bus ISLN Lights Engine and APU Generator FILELD OFF lights(Overhead Maintenance Panel Split System Breaker OPEN Light (Overhead Maintenance Panel) GEN CONT Lights

C

C

C

C

C

C

C

1

2

2

4

6

1

4

0

0

0

3

0

0

0

(O)May be inoperative closed provided all BTB’s operate normally

(M) One indication may be inoperative provided associated BTB is verified tooperate normally



BOEING 747-400 DATE: 11/01/2007 24-4



24 ELECTRICAL POWER

-32-1

Transformer Rectifier Units 1) main 2) APU

C

D

4

1

3

0

(O)May be inoperative open provided APU battery is selected for APU start

-32-2 DC BUS isolation relays 1) No. 1, 2,

and 3 2) No. 4

C

C

3

1

2

0

One may be inoperative closed provided: a) No. 4 operates normally, and b) Approach minimums do not

require its use.

NOTE: If No. 1, 2 or 3 DC Isolation Relay is inoperative, triple channel autoland will not be available.

May be inoperative closed provided No. 1, 2, and 3 operate normally.

-33-1 Towing inverter Not applicable

-41-1

External Power Systems

C 2 0



BOEING 747-400 DATE: 11/01/2007 24-5



24 ELECTRICAL POWER

-51-1

Voltage Harmonic Filters (Not applicable)



BOEING 747-400 DATE: 11/01/2007 24-6



24 ELECTRICAL POWER

-56-1

Electrical Load Control Units (ELCU) 1)Utility power ELCUs 2)Gallery power

ELCUs

C

C

4

4

3

0

(M)(O)One may be inoperative

provided: a)Dispatch limitations for

affected utility bus equipment are observed, and

b)Utility bus #4 ELCU operated normally

-56-2

Utility Power OFF lights

C 2 0



BOEING 747-400 DATE: 11/01/2007 25-1



25 EQUIPMENT/FURNISHINGS

#

-11-1 -11-2

Crewmember Shoulder Harness (Flight Deck) Flight Crew Seats 1) Power Adjustment

System 2) Manual Adjustment

System a) Reline Systems

b) Armrests

c) Lumbar/ Thigh

Supports d) Headrests

D

A

B

C

C

2

2

4

4

2

0

0

0

0

0

See item 25-11-3 for applicable relief. Deleted by MMEL Revision 13. (M)May be inoperative provided:

a) Affected seat is secured in An upright position,

b) Seat is acceptable to Affected crewmember, and


(M)May be inoperative provided: a) Affected armrest is stowed

in the retracted position or removed, and

b) Seat is acceptable to affected crewmember. May be inoperative provided seat is acceptable to the Affected crewmember. May be inoperative provided seat is acceptable to the Affected crewmember.



BOEING 747-400 DATE: 11/01/2007 25-2




#

-11-3 Observer Seat(s) 1) Primary Observer

Seat (including associated equipment)

A

A

A

1

1

1

0

0

0

May be inoperative provided:

a) A passenger seat in the passenger cabin is available to the CAAC/FAA inspector for the performance of official duties, and



a) Secondary observer’s seat is available to the CAAC/FAA inspector for the performance of official duties, and



a) Required minimum safety equipment (safety belt and oxygen) is available,

b) Seat is acceptable to the CAAC/FAA inspector for the performance of official duties, and

c) Repairs are made within two flight days.

(Continued)



BOEING 747-400 DATE: 11/01/2007 25-3




# #

-11-3 Observer Seat(s) (Cont’d) 2) Additional

Observer’s Seat(Including associated equipment)

3) Not Applicable

D 1 0

NOTE 1: These provisos are intended to

provide for occupancy of the above seats by an CAAC/FAA inspector when the minimum safety equipment (safety belt and oxygen)is functional and the inspector determines the conditions to be acceptable.

NOTE 2: The pilot in command will

determine if the minimum safety equipment is functional for other persons authorized to occupy any observers seat(s).

NOTE: The pilot in command will

determine if the minimum safety equipment is functional for other persons authorized to occupy any observers seat(s).



BOEING 747-400 DATE: 11/01/2007 25-4




-13-1 -20-1

Item Moved Passenger Convenience/NEF Items 1) Passenger

Convenience Items (Expires on December 31, 2007)

- 0

Dispatch relief for this equipment Moved to item 52-51-1. Passenger convenience items, as expressed in this MEL, are those related to passenger convenience, comfort or entertainment such as, but not limited to, galley equipment, movie equipment, ash trays, stereo equipment, overhead reading lamps. Items addressed elsewhere in this document shall not be included. (M) or (O) procedures, if required, must be available to the flight crew and included in the operator’s appropriate document. NOTE: Exterior Lavatory door ashtrays

are not considered convenience items.

(Continued)



BOEING 747-400 DATE: 11/01/2007 25-5




# -20-1 -24-1

Passenger Convenience/NEF Item(s) (Cont’d) 2）Non-Essential

Equipment & Furnishings (NEF)

Cart Lift System (Between Main and Upper Deck Galleys) 1) Normal Mode 2) Override Mode

C

C

C

-

1

1

1

0

0

0

0

May be inoperative, damaged or missing provided that the item(s) is deferred in accordance with the engineering documents issued by ACT, such as, but not limited to MT, OT,EB. (M) and (O) procedures, if required, must be available to the flight crew and included in the operator's appropriate document. NOTE: Exterior lavatory door ash trays are not considered NEF items. (M) May be inoperative deactivated. (O) May be inoperative provided:

a) Override Mode operates normally, and


(O) May be inoperative provided:

a) Normal Mode operates normally, and


(Continued)



BOEING 747-400 DATE: 11/01/2007 25-6




#

-24-1 -25-1

Cart Lift System (Between Main and Upper Deck Galleys) (Cont’d) 3) Actuator Motors Not applicable

C 2 1

(M)(O) May be inoperative provided: a) Associated motor is deactivated,b) Cart lift operates in Normal Mode,

and c) Alternate procedures are

established and used.



BOEING 747-400 DATE: 11/01/2007 25-7




-25-1 Flight Attendant Seat Assemblies (Single or Dual Position) 1) Required Flight Attendant Seats

B - -

(M)(O) One seat position or assembly (dual position) may be inoperative provided: a) Affected seat position or

seat assembly is not occupied,

b) Flight attendant(s) displaced by inoperative seat(s) occupies either an adjacent flight attendant seat or the passenger seat which is most accessible to the inoperative seat(s), so to most effectively perform assigned duties,

(Continued)



BOEING 747-400 DATE: 11/01/2007 25-8




★-25-1 Flight Attendant Seat Assemblies (Single or Dual Position)(Cont’d) 1) Required

Flight Attendant Seats

(Cont’d)

c) Alternate procedures are established and used as Published in crewmember manuals,

d) Folding type seat stows automatically or is secured in the retracted position, and

e) Passenger seat assigned to flight attendant is placarded FOR FLIGHT ATTENDANT USE ONLY.

NOTE 1: An automatic folding seat that will not stow automatically is considered inoperative.

NOTE 2: A seat position with an

inoperative or missing restraint system is considered inoperative.

NOTE 3: Individual operators, when

operating with inoperative seats, will consider the locations and combinations of seats to ensure that the proximity to exits and distribution requirements of the applicable CCAR/FARξ25.785 (h)

are met. (Continued)



BOEING 747-400 DATE: 11/01/2007 25-9




#

-25-1 Flight Attendant Seat Assemblies (Single or Dual Position)(Cont’d) 1) Required Flight

Attendant Seats (Cont’d)

2) Excess Flight

Attendant Seats 3) Not applicable

C - -

NOTE 4: If one side of a dual seat

assembly is inoperative and a flight attendant is displaced to the adjacent seat, the adjacent seat must operate normally.

(M) May be inoperative provided:

a) Affected seat position or seat assembly is not occupied, and

b) Folding type seat stows automatically or is secured in the retracted position.

NOTE 1: An automatic folding seat

that will not stow automatically is considered inoperative.

NOTE 2: A seat position with an

inoperative or missing restraint system is considered inoperative.



BOEING 747-400 DATE: 11/01/2007 25-10




# -25-2 Passenger Seats B-2456,B-2458,B-2460 Number Installed:307 B-2467,B-2468,B-2469 B-2470,B-2471 Number Installed:280 B-2443,B-2445,B-2447 Number Installed:344 B-2472 Number Installed:346 1) Recline Mechanism

C

C

C

C

C -

-

-

-

-

-

(M)May be inoperative provided: a) Seat does not block an Emergency

Exit, b) Seat does not restrict any

passenger from access to the main aircraft aisle, and

c) The affected seat(s) is blocked and placarded DO NOT OCCUPY.

NOTE 1: A inoperative seat is defined

a seat with components, structures damaged worst. it can not assure passenger seated or passengers adjacent security. Inoperative seats don’t include seats with the actuator system (backrest, legrest etc) lose adjust function, or footplate failure. These malfunction may be controlled by not “C” intervals.But related departments should be informed these seats can not be seated, and are secured in the up-right position.

NOTE 2: A seat with an inoperative seat

belt is considered inoperative. NOTE 3: Inoperative seats do not affect

the required number of Flight Attendants.

NOTE 4: Affected seat(s) may include the

seat(s) behind and/or adjacent outboard seats.

(M)May be inoperative and seat occupied provided seat is secured in the up-right position. (Continued)



BOEING 747-400 DATE: 11/01/2007 25-11




-25-2 -25-3

Passenger Seats （cont’d） 2) Underseat

Baggage Restraining Bars 3) Armrest 4) Headrests Underseat Baggage Restraining Bars

C

C

C

C

-

-

-

-

-

-

-

-

(O)May be inoperative or missing provided:

a) Baggage is not stowed under seatwith inoperative restraining bar,

b) Associated seat is placarded DO NOT STOW BAGGAGE UNDER THIS SEAT, and

c) Procedures are established to alert Cabin Crew of inoperative restraining bar.

May be inoperative or missing and occupied provided:

a) Armrest does not block any Emergency Exit, b) Armrest does not restrict any

passenger from access to the aircraft aisle, and

c) For an armrest with a recline mechanism, seat is secured in the up-right position.

(Deleted. Incorporated into Item 25-20-1) (Deleted. Incorporated into Item 25-25-2)



BOEING 747-400 DATE: 11/01/2007 25-12




-28-1 Overhead Storage Bin(s)/Cabin and Galley Storage Compartments/Closets 1) Multi Latch/

Quarter Turn Lug Installations 2) Storage Compartment Key Locks

C

C

D

-

-

-

-

-

0

(M)May be inoperative provided: a) Procedures are established to

secure compartment CLOSED, b) Any emergency equipment

Located in affected Compartment is considered Inoperative, and

c) Affected compartment is not used for storage of any item(s) except for those permanently affixed.

NOTE: If no partitions are installed,

the entire overhead storage compartment is considered one bin.

One latch/lug per component may be Inoperative provided:

a) Remaining latch(es)/lug(s) On affected compartments Operate normally, and

b) If affected compartment is Used for a galley cart, the Cart remains empty.



BOEING 747-400 DATE: 11/01/2007 25-13




-29-1 -29-2

Flight Crew/ Flight Attendant Rest Area Convenience Items Flight Crew/ Flight Attendant Rest Area Door Lock(s)

C

-

-

0

0

Flight Crew/Flight Attendant rest area convenience items, as expressed in this MEL, are those related to flight crew/flight attendant convenience, comfort or entertainment such as, but not limited to, seats, curtains, audio/video equipment, overhead reading lamps. Items addressed elsewhere in this document shall not be included. (M) and (O) procedures may be required and included in the air carrier's appropriate document. NOTE: Fire detection/suppression,

doors, or door locks are not considered flight crew/ flight attendant rest area convenience items.


a) Associated rest area door is deactivated in the unlocked position, and

b) Associated rest area door opens and closes normally.



BOEING 747-400 DATE: 11/01/2007 25-14




#

-30-1 -40-1

Galley Waste Receptacles Access Doors/ Covers Exterior Lavatory Door Ashtrays 1) Airplanes with more

than one Exterior lavatory door ashtray installed

2)Not applicable

C

A

-

-

-

-

(M)(O)May be inoperative provided: a) Associated waste container is

empty, b) Receptacle access is secured to

prevent waste introduction into the receptacle, and

c) Procedures are established to ensure that sufficient galley waste receptacles are available to accommodate all waste that may be generated on a flight.

One may be missing provided it is replaced within 10 calendar days.



BOEING 747-400 DATE: 11/01/2007 25-15




#

-40-2 -52-1 -53-1

Lavatory Waste Receptacle Access Doors/ Covers Lower Cargo Compartment Lining Panels Cargo Handling System(s)

C

C

D

-

-

-

-

0

0

(M)May be inoperative provided: a) Associated waste container is

empty, b) Receptacle access is secured to

prevent waste introduction into the receptacle,

c) Lavatory is used only by crewmembers, and

d) Associated lavatory entrance door is locked closed and placarded, INOPERATIVE-DO NOT ENTER.

NOTE: These provisions are not

intended to prohibit lavatory use or inspections

by crewmembers. (O) May be damaged or missing provided procedures are established and used to verify the associated cargo compartment remains empty or no pay load. NOTE: Any portion of system(s) that operates normally may be used.



BOEING 747-400 DATE: 11/01/2007 25-16




#

#

-54-1 -61-1

Cargo Restraint Systems Flight Crew/ Supernumerary Escape Devices 1) Inertial Escape Reels

a) B747-400P/ B747-400C

B-2456,B-2458,B-2460 B-2469,B-2470,B-2443B-2445,B-2447,B-2472 B-2467,B-2468,B-2471

D

D

C

C

C

-

-

-

4

6

-

-

-

-

-

(M)May be inoperative or missing provided the dispatch or associated cargo personnel should be notified to adjust the cargo loading limits in accordance with an Approved Cargo Loading Manual, Cargo Handling Manual, or Weight and Balance Manual. (M)May be inoperative or missing provided associated cargo compartment remains empty. (M)(O)May be inoperative or missing Provided:

a) The number of flight crew plus supernumeraries is limited to the number of operative escape reels installed，and

b) Inoperative escape reels are removed.

(Continued)



BOEING 747-400 DATE: 11/01/2007 25-17




# -61-1 Flight Crew/

Supernumerary Escape Devices (Cont’d) 1) Inertial Escape Reels (Cont’d) b) Not applicable 2) Not applicable



BOEING 747-400 DATE: 11/01/2007 25-18




★

★

-62-1 -63-1 -63-2

Flotation Equipment (Crew And Passenger) Emergency Evacuation Signal System Megaphones

D

C

D

-

1

-

-

0

2

Any in excess of that required by Following may be inoperative or missing provided:

a) All of crews and passengers are made sure equipped with qualified life vests, or approved flotation equipments when flying over water.

b) The flotation equipments are easy to reach and used when seated.


a) Alternate procedures are established to initiate an emergency evacuation, and

b) Cabin attendants are advised that the evacuation signal system is inoperative.

Any in excess of those required by CCAR/FAR may be inoperative or missing provided:

a) Inoperative megaphone is removed from passenger cabin, and

b) Megaphones should remain in both FWD and AFT zone of airplane.

NOTE: Not required for all-cargo

operations.



BOEING 747-400 DATE: 11/01/2007 25-19




#

-63-3 -63-4 -63-5 -64-1 -64-2

Fasten Seat Belt While Seated Placards Cabin Emergency Flashlight Holders/ Flashlights 1）Passenger 2) COMBI Emergency Locator Transmitter (ELT) Flexible Smoke Barrier (Passenger/Combi) Emergency Medical Equipment

1)Automated External Defibrillators (AED)and/or Associated Equipment

C

C

C

D

C

A

D

-

15

10

2

1

-

-

-

-

-

1

0

0

-

One or more signs or placards may be illegible or missing provided a legible sign or placard is readable from each occupied passenger seat. May be inoperative or missing provided crewmember has a flashlight of equivalent characteristics readily available. May be inoperative provided not more than eight passengers occupy the upper deck during takeoff and landing. (O)May be incomplete, missing or inoperative provided:

a) AED is resealed in a manner that will identify it as a unit that can not be mistaken for a fully serviceable unit, and

b) Repairs or replacements are made within 3 flight cycles.

Any in excess of those required by CCAR/FAR may be incomplete, missing orInoperative （Continued）



BOEING 747-400 DATE: 11/01/2007 25-20




#

-64-2 -65-1

Emergency Medical Equipment (Cont’d) 2) Emergency

Medical Kit (EMK) and /or Associated Equipment

3) First Aid

Kits (FAK) and/or Associated Equipment

Not applicable

A

D

A

D

-

-

-

-

0

-

3

-

(O)May be incomplete, missing or inoperative provided:

a) EMK is resealed in a manner that will identify it as a unit that can not be mistaken for a fully serviceable unit, and


Any in excess of those required by CCAR/FAR may be incomplete, missing orInoperative (O)Any in excess of 3 FAKs may be incomplete, missing or inoperative provided:

a) FAK is resealed in a manner that will identify it as a unit that can not be mistaken for a fully serviceable unit, and


Any in excess of those required by CCAR/FAR may be incomplete, missing orInoperative



BOEING 747-400 DATE: 11/01/2007 25-21




#

-65-2

Not applicable



BOEING 747-400 DATE: 11/01/2007 26-1



26 FIRE PROTECTION

-11-1 -11-2 -11-3 -11-4 -12-1

Engine Fire Detector Systems 1) Detection Loop 2) Flight Deck Test System Engine Overheat Detection System (PW) 1)Detection Loop 2)Flight Deck Test

System Not Applicable Fuel Control Switch Fire Light Not Applicable

C

C

C

C

A

8

1

8

1

4

4

0

4

0

3

One loop per engine may be inoperative. (M)May be inoperative provided an alternate procedure （ref.DDG）is established to assure system integrity. One loop per engine may be inoperative (M)May be inoperative provided an alternate procedure （re.DDG）is established to assure system integrity. One may be inoperative provided flight does not exceed three flight days before repairs are made.



BOEING 747-400 DATE: 11/01/2007 26-2



26 FIRE PROTECTION

#

-13-1 -14-1

Lavatory Smoke Detection Systems Passenger airplane has 14 number installed, and 7 is required for dispatch Combi has 10 number installed. and 5 is required for dispatch Main Deck Cargo Smoke Detector System (Combi) 1) Flight Deck Test

System

C

D

C

C

-

-

1

1

-

1

0

0

(M)(o)For each lavatory, may be

inoperative provided: a)Lavatory waste receptacle is emptyb)Associated Lavatory door is locked

closed and placarded, "INOPERATIVE - DO NOT ENTER", and

c)Lavatory is not used for any purpose.

d)Business compartment has 1 lavatory which can be used and so do the first class compartment

NOTE : These provisos are not intended to prohibit lavatory

inspections by crewmembers. A lavatory smoke detection system is not required for all-cargo operations.

(M)May be inoperative provided smoke

detector system integrity is verified before each departure

(O)May be inoperative provided main deck cargo compartment remains empty, or no pay load.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-3



26 FIRE PROTECTION

-14-1

Main Deck Cargo Smoke Detector System (Combi) (Cont’t) 2) Detectors a)Combi

C

C

12

12

-

0

One detector (loop A or B) per smoke zone may be inoperative (O)Both detectors (loops A and B) per

smoke zone may be inoperative provided:

a) Associated smoke zone(s)

remains empty or no pay load, b) Smoke zone immediately forward

of the associated smoke zone(s) remains empty or no pay load.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-4



26 FIRE PROTECTION

-14-1 Main Deck Cargo Smoke Detector System (Combi) (Cont’t) 2) Detectors (Cont’t) b) Not applicable C) Not applicable



BOEING 747-400 DATE: 11/01/2007 26-5



26 FIRE PROTECTION

-14-1

Main Deck Cargo Smoke Detector System (Combi) (Cont’t) 3)Passenger compartment smoke detection annunciator panels (Combi)

C

C

2

2

1

0

(O)May be inoperative provided

main deck cargo compartment remains empty, no pay load.



BOEING 747-400 DATE: 11/01/2007 26-6



26 FIRE PROTECTION

-14-2

Crew rest area smoke detection system 1) Not applicable

2) Photoelectric Type Detectors(Door 5 CRA)

C

C

4

4

2

0

(M)(O)Two may be inoperative provided at least one detector in Zone 1 and one detector in Zone 2 operate normally.

(M)(O)May be inoperative provided:

a) Crew rest area is empty, b) Crew rest area door is locked

closed and placarded, "INOPERATIVE - DO NOT ENTER", and

c) Crew rest area is not used for any purpose.



BOEING 747-400 DATE: 11/01/2007 26-7



26 FIRE PROTECTION

-14-3 CARGO DET AIR Indicating System (Main deck/lower lobe) (Passenger/Combi/ Freighter with Draw- Through Smoke Detection System)

C

C

-

-

0

0

(M)Indication(s) for associated cargo areas may be inoperative provided associated smoke sampling system integrity is verified before each departure. (O)Indications(s) for associated cargo

areas may be inoperative provided:

a) Procedures are established and used to verify Associated lower

lobe cargo compartment remains empty, or no pay load

b) Procedures are established and used to verify associated

main deck cargo area(s) remain empty, or no pay load.



BOEING 747-400 DATE: 11/01/2007 26-8



26 FIRE PROTECTION

#

-15-1 -16-1

APU Fire Detection System 1) Dectection Loop 2) Flight Deck Test

System Lower Lobe Cargo Compartment Smoke Detection System(Forward, Aft) 1) Flight Deck Test

System

C

C

C

C

C

2

2

1

1

1

1

0

0

0

0

(O) Both loops may be inoperative

provided: a) APU is used for ground operations

only, and is continuously monitored,

b) APU external control system operates normally, and

c) APU is shut down before taxi. (M)May be inoperative provided an

alternate procedure （re.DDG）is established to ensure integrity of the system.

(M)May be inoperative provided smoke

detector system integrity is verified before departure.

(O)May be inoperative provided

associated cargo compartment remains empty, or no pay load. (Continued)



BOEING 747-400 DATE: 11/01/2007 26-9



26 FIRE PROTECTION

#-16-1 ***

Lower Lobe Cargo Compartment Smoke Detection System(Forward, Aft) (Cont’d)

2) Detectors a)(Passenger/Combi/ Freighter with Draw-Through Smoke Detection System) b)not applicable 3) Draw through

tube heaters

C

C

D

4

4

4

-

0

0

(M)(O)One detector (loop A or B) per smoke zone may be inoperative provided remaining detector is verified to operate normally before each departure

(O)Both detector (loop A or B) per smoke

zone may be inoperative providedassociated cargo compartment remains empty,or no pay load.



BOEING 747-400 DATE: 11/01/2007 26-10



26 FIRE PROTECTION

#

-17-1 -18-1

Wheel Well Fire Detection System 1)Flight Deck Test System

Wing leading edge overheat detection system 1)Dual loop system a)loops (all except B2456、 B2458 、B2460)

2)Flight Deck Test System

C

C

C

C

C

1

1

1

4

1

0

0

0

2

0

(M)(O)May be inoperative deactivated provided brakes are verified cool to the touch before engine start. (M)(O)May be inoperative deactivated provided brakes are verified cool by monitoring brake temperature indications before engine start (M)May be inoperative provided an alternate procedure （re.DDG）is established to ensure integrity of the system One loop in each wing may be inoperative provided the remaining loop(s) operative normally. NOTE：B-2456； B-2458； B-2460 is single loop system (M)May be inoperative provided an alternate procedure （re.DDG）is established to ensure integrity of the system.



BOEING 747-400 DATE: 11/01/2007 26-11



26 FIRE PROTECTION

#-18-2 -19-1 -20-1

Center Duct Leak Detection Systems 1)Dual loop system a)loops (all except B2456、 B2458、 B2460) 2) Flight Deck Test System APU Duct Leak Detection System Fire Bottle Pressure Indication Systems (Engine, Lower Cargo, Main Deck Cargo, APU)

C

C

C

C

C

1

2

1

1

-

0

1

0

0

0

(0)May be inoperative provided alternate procedure is established and used.

One loop in each wing may be inoperative provided the remaining loop(s) operative normally. NOTE:B-2456;B-2458;B-2460 is single loop system (M)May be inoperative provided an alternate procedure （re.DDG）is established to ensure integrity of the system. (O)May be inoperative provided APU selector switch remains OFF. (M)May be inoperative provided:

a) Squib test is used to verify squib integrity, and

b) Procedure is used to verify that

the associated bottle is full.

NOTE: Not required for inoperative APU, main deck cargo or lower cargo fire extinguisher system.



BOEING 747-400 DATE: 11/01/2007 26-12



26 FIRE PROTECTION

-21-1 -22-1 *** ***

Fire Extinguisher Squib Test(Engine, APU, Lower Cargo, Main Deck) 1)Lower Cargo and

Main Deck Squib Test System

2)APU Squib Test System

APU Fire Extinguisher System 1)APU Auto Discharge 2)Not applicable

C

C

C

C

C

1

2

1

1

1

0

0

0

0

0

(M)May be inoperative provided it is verified that the failure is in the light circuit.

(O) May be inoperative provided

associated cargo compartment remains empty,or no pay load.

（O）May be inoperative provided APU is

not used (M)(O)May be inoperative provided:

a) APU is not used, and b) APU fuel valve is secured closed.

(M) May be inoperative provided the APU controls at the wheel well or flight deck are monitored by a qualified operator at all times when the APU is used during ground operations.



BOEING 747-400 DATE: 11/01/2007 26-13



26 FIRE PROTECTION

-23-1

Lower Lobe Cargo Compartment Fire Extinguisher System 1）(Passenger/Combi/ Freighter with Draw-Through Smoke Detection System) 2）not applicable

C 1 0 (O)May be inoperative provided: a)Lower cargo compartments remain

empty, or no pay load b)For Combi, main deck cargo compartment remains empty or no pay load. (Continued)



BOEING 747-400 DATE: 11/01/2007 26-14



26 FIRE PROTECTION

-23-1

Lower Lobe Cargo Compartment Fire Extinguisher System (Cont’d) 3） Four bottle system,

bottles C & D

C 2 1

(O)One bottles and associated

indications may be inoperative provided:

a) Airplane is operated pressurized,

b) For Combi, main deck cargo compartment remains empty or

no pay load c) Flight remains within 90 minutes of landing at a suitable airport.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-15



26 FIRE PROTECTION

-23-1 Lower Lobe Cargo Compartment Fire Extinguisher System (Cont’d) 3) Four bottle system, bottles

C & D (Cont’d)

C 2 0

(O)Both bottles and associated




no pay load, and c) Flight remains within 30 minutes of landing at a suitable airport.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-16



26 FIRE PROTECTION

-23-1 ***

Lower Lobe Cargo Compartment Fire Extinguisher System (Cont’d) 4) Six bottle system, bottles

C,D,E & F

C 4 3

(O)One bottles and associated




no pay load, and c) For Passenger/Combi/Freighter with

Draw-Through Smoke Detection System,Flight remains within 148

minutes of landing at a suitable airport.

d)not applicable (Continued)



BOEING 747-400 DATE: 11/01/2007 26-17



26 FIRE PROTECTION

-23-1 ***


C,D,E & F (Cont’d)

C 4 2

(O)Two bottles and associated




no pay load, and c) For Passenger/Combi/Freighter with

Draw-Through Smoke Detection System,Flight remains within 105

minutes of landing at a suitable airport.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-18



26 FIRE PROTECTION

-23-1 ***



C 4 1

(O)Three bottles and associated





(Continued)



BOEING 747-400 DATE: 11/01/2007 26-19



26 FIRE PROTECTION

-23-1 ***



C 4 0

(O)All bottles and associated





(Continued)



BOEING 747-400 DATE: 11/01/2007 26-20



26 FIRE PROTECTION

-23-1 Lower Lobe Cargo Compartment Fire Extinguisher System (Cont’d) 5) Bottles

(C & D)or (C,D,E & F)

Lower cargo Compartment Distribution networks

C

C

2

2

1

0

(O) One may be inoperative provided

associated lower cargo compartment remains empty,or no pay load.

(O) May be inoperative provided cargo compartment remains

empty,or no pay load.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-21



26 FIRE PROTECTION

-23-1 Lower Lobe Cargo Compartment Fire Extinguisher System (Cont’d) 5) Bottles

(C & D)or (C,D,E & F)

Lower cargo Compartment Distribution Networks (Cont’d)

C 2 0

May be inoperative provided: a) Airplane is operated pressurized,b) For four bottle systems, flight

remains within 30 minutes of landing at a suitable airport, and

c) For six bottle systems, flight remains within 20 minutes of landing at a suitable airport.



BOEING 747-400 DATE: 11/01/2007 26-22



26 FIRE PROTECTION

-24-1 ***

Main Deck Fire Extinguishing System (Combi) 1) Main Deck Metered

Halon Bottles

C

C

1

10

0

9

(O)May be inoperative provided main deck cargo compartment remains empty, or no pay load.

(M)(O)One may be inoperative provided:

a) Airplane is pressurized, b) Main Deck Halon Dump System and

associated bottles A through D operate normally,

c) Inoperative bottles, associated flex tubing and squib wiring are disconnected, capped and stowed, and

d) Alternate procedures （re.DDG）are established for the crew member assigned fire fighting responsibility to enter the cargo compartment, at the captain's direction, within 80 minutes, with proper equipment to extinguish any remaining fire.

(Continued)



BOEING 747-400 DATE: 11/01/2007 26-23



26 FIRE PROTECTION

-24-1

Main Deck Fire Extinguishing System(Combi Only) (Cont'd) 1) Main Deck Metered

Halon Bottles (Cont'd)

A 10 7

(M)(O)Three may be inoperative

provided: a) Airplane is pressurized, b) Main Deck Halon Dump System and

associated bottles A through D operate normally,

c) Inoperative bottles, associated

flex tubing and squib wiring are disconnected, capped and stowed,

d) Alternate procedures （re.DDG）

are established for the crew member assigned fire fighting responsibility to enter the cargo compartment, at the captain's direction, within 60 minutes, with proper equipment to extinguish any remaining fire, and

e) Repairs are made within three flight days.



BOEING 747-400 DATE: 11/01/2007 26-24



26 FIRE PROTECTION

#

-24-2

Lavatory Fire Extinguishers 1) Passenger 2)COMBI

C

C

C

C

14

14

10

10

0

7

0

5

For each lavatory ,the lavatory fire extinguisher may be inoperative provided lavatory smoke detection system operate normally

(M)(O)For each lavatory ,may be inoperative provided: a)Lavatory waste receptacle is empty,b)Lavatory door is locked closed and

placarded "inoperative-do not enter", and

c) Lavatory is not used for any purpose.d) Business compartment has 1 lavatory

which can be used and so do the first class compartment

For each lavatory ,may be inoperative provided lavatory smoke detection system operate normally

(M)(O)For each lavatory ,may be inoperative provided: a)Lavatory waste receptacle is empty,b)Lavatory door is locked closed and

placarded "inoperative-do not enter", and

c) Lavatory is not used for any purpose.d) Business compartment has 1 lavatory

which can be used and so do the first class compartment

NOTE 1: These provisos are not intended

to prohibit lavatory inspections by crewmembers.

NOTE 2: A lavatory fire extinguisher

system is not required for all cargo operation



BOEING 747-400 DATE: 11/01/2007 26-24a



26 FIRE PROTECTION

★

-26-1 -27-1

Portable Fire Extinguishers 1)Passenger 2)Combi APU Auto Discharge

D

D

15

16

10

12

(M)Any in excess of 10 may be inoperative

or missing provided: a) The inoperative fire extinguisher

is tagged inoperative, removed from the installed location, and placed out of sight so it can not be mistaken for a functional unit, and

b) Required distribution is maintained.

(M)Any in excess of 5 in Passenger compartment may be inoperative or

missing provided: a) The inoperative fire extinguisher

is tagged inoperative, removed from the installed location, and placed out of sight so it can not be mistaken for a functional unit, and

b)Required distribution is maintained. c)7 of Main cargo compartment should

be operative. Deleted. Incorporated into item 26-22-1



BOEING 747-400 DATE: 11/01/2007 27-1



27 FLIGHT CONTROLS

# #

-11-1 -11-2 -18-1 -21-1

Aileron Trim System Outboard Aileron Lockout System 1) 747-400 2) Not Applicable 3) Indication System Aileron Position Indicating System Not Applicable

C

C

C

C

1

1

1

1

0

0

0

0

(M)May be inoperative provided aileron trim system is verified to be centered. (M)(O)May be inoperative unlocked provided maximum airspeed limit is 225 KIAS or 0.73 Mach, whichever is less. (M)May be inoperative provided the aileron lockout system is verified to operate normally before each departure. (M)May be inoperative provided visual confirmation of proper aileron movement is made before each departure.



BOEING 747-400 DATE: 11/01/2007 27-2



27 FLIGHT CONTROLS

-23-1 -23-2 -28-1 -28-2 -32-1 -38-1

Flight Control Shutoff Switch Lights Hydraulic Flight Control Valves Rudder Position Indicating System Rudder Trim Indicator Stall Warning Systems 1) Stick Shaker Elevator Position Indicating System

C

C

C

C

C

C

C

8

8

1

1

2

2

1

6

0

0

0

1

1

0

(M)One per axis may be inoperative provided the associated valve position is verified open before each departure. (M)May be inoperative open. (M)May be inoperative provided visual confirmation of proper rudder movement is made before each departure. (M)(O)May be inoperative provided:

a) Rudder trim actuator operates normally, and

b) Rudder trim is verified centered before each departure.

(M)One may be inoperative provided remaining system is verified to operate normally before each departure. (M)May be inoperative provided visual confirmation of proper elevator movement is made before each departure.



BOEING 747-400 DATE: 11/01/2007 27-3



27 FLIGHT CONTROLS

-41-1 -41-2 -48-1 -48-2

Stabilizer Trim/ Rudder Ratio Changer Modules (SRM) 1) Stabilizer Trim

Control Control Wheel Stabilizer Trim Switches Stabilizer Trim Indicators Nose Gear Pressure Switch

C

C

C

C

2

2

2

1

1

1

1

0

(M)(O)Stabilizer trim control in one module may be inoperative provided:

a) Horizontal stabilizer is verified to operate normally with the Alternate Stab Trim Switches, and

b) Rudder ratio control in both modules operates normally.

NOTE: If Stabilizer Trim control in the

other SRM fails, autopilot will not be available.

(O)One may be inoperative provided Alternate Stabilizer Trim System is verified to operate normally before each departure (M)One may be inoperative (including multiple greenband indication) provided faulty indicator is not visible. (O)May be inoperative provided stabilizer trim position is properly set before each departure for the actual airplane weight, center of gravity and takeoff thrust setting.



BOEING 747-400 DATE: 11/01/2007 27-4



27 FLIGHT CONTROLS

#

-51-1 -51-2

Flap Control Units (FCU) TE Flap Drive System 1) No-Coast Drag

Brake

C

A

3

1

2

0

(M)(O)One may be inoperative or removed provided:

a) It is verified that flap position RVDT sensors operate normally before each departure,

b) If right FCU is inoperative or revomed, No.1 demand pump is selected ON during takeoff and landing, and

c) If left FCU is inoperative or removed, No.4 demand pump is selected ON during takeoff and landing.


a) Flap Drive Torque Tube and No-coast Drag Brake support bracket are verified to be undamaged before each departure,

b) Flap control handle remains in agreement with flap position when hydraulics are unpressurized and Alternate Flaps Arm Switch remains OFF during ground operations in the terminal ramp area, and




BOEING 747-400 DATE: 11/01/2007 27-5



27 FLIGHT CONTROLS

-62-1 -62-2 -68-1 -81-1 -81-2 -81-3 -88-1

Auto Spoilers System Speed Brake Solenoid Spoiler Position Indicating System Leading Edge Flaps Drives (Pneumatic) Leading Edge Flaps Drives (Electric) Leading Edge Flaps Retraction System (Reverser Actuated) Leading Edge Flaps System Position Monitor

C

C

C

C

C

C

C

1

1

1

8

8

1

1

0

0

0

7

7

0

0

(M)(O)May be inoperative provided: a) System is deactivated, and b) AFM performance decrements are

applied. (M)(O)May be inoperative in the GROUND position provided speed brake lever is not moved beyond the FLIGHT position during flight. (M)May be inoperative provided visual confirmation of proper spoiler movement is made before each departure. (M)(O)One may be inoperative provided:

a) All electric drives operate normally, and

b) Takeoff obstacle clearance is not required upon retraction of flaps from takeoff position.


a) All pneumatic drives operate normally, and

b) Associated electric drive is deactivated.



BOEING 747-400 DATE: 11/01/2007 28-1



28 FUEL

-11-1 -11-2 *** -11-3

Fuel Sump Drain Valves Horizontal Stabilizer Sump Drain Valves (B-2472) 1) Electric Actuation Feature Horizontal Stabilizer Sump Drain Indicators (B-2472)

C

C

C

D

C

10 3

3 2 2

0 0 0 0 0

(M)May be inoperative provided: a) There is no evidence of leakage, and b) Alternate procedures (re.DDG)are used to prevent water accumulation in associated tank (O)May be inoperative provided horizontal stabilizer tank (B-2472)remains empty. (M)May be inoperative provided:

a) There is no evidence of leakage, and

b) Alternate procedures(re.DDG) are used to prevent water accumulation in associated tank.


a) There is no evidence of leakage, and

b) Valve(s) is operated manually.

(M)May be inoperative provided there is no evidence of leakage from associated valve(s).



BOEING 747-400 DATE: 11/01/2007 28-2



28 FUEL

-11-4 -14-1

Not Applicable Not Applicable



BOEING 747-400 DATE: 11/01/2007 28-3



28 FUEL

-14-2

Not Applicable



BOEING 747-400 DATE: 11/01/2007 28-4



28 FUEL

-14-3 -14-4

Not Applicable Not Applicable



BOEING 747-400 DATE: 11/01/2007 28-5



28 FUEL

-14-5

Not Applicable



BOEING 747-400 DATE: 11/01/2007 28-6



28 FUEL

-14-6 -14-7 -14-8 -14-9 -14-10 -14-11 -15-1

Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Not Applicable Fuel Scavenge Pump (Electric) (effective:B2456, B2458, B2460, B2443)

C

C

1

1

0

0

(M)May be inoperative deactivated provided center tank remains empty. (M)May be inoperative deactivated provided the first 3000 lb (1360 kg) of center tank fuel is included as part of Zero Fuel Weight andis considered unusable.



BOEING 747-400 DATE: 11/01/2007 28-7



28 FUEL

-15-2 *** *** ***

Hydro-mechanical Fuel Scavenge Systems (effective: B2445, B2447,B2467,B2468, B2469,B2470,B2471, B2472) 1）Not Applicable 2) With SB 747-28-2255 (CEO747-28-032-01)Incorporated or Production Equivalent (effective: B2445, B2447,B2467,B2468, B2469,B2470,B2471, B2472)

D

C

D D D

2

2

2

2

2

0

0

1

1

1

(M)May be inoperative provided :

a) Center tank remains empty, and b) Center tank quantity indication

operates normally. (M)May be inoperative provided the first 3,000lb (1,360kg) of center tank fuel is included as part of Zero Fuel Weight and is considered unusable. NOTE: With two float valves inoperative open, it will be necessary to deactivate the associated system(s). One system may be inoperative provided associated main fuel tank float valve operates normally. One system may be inoperative provided associated main fuel tank float valve is inoperative closed. (M) One main fuel tank float valve may be inoperative open provided associated system is deactivated.



BOEING 747-400 DATE: 11/01/2007 28-8



28 FUEL

-16-1

Reserve 2 and 3 Fuel Transfer Valves 1)Passenger/ Combi 2)Not Applicable

C

C

4

4

2

0

(M)(O)One per tank may be inoperative deactivated closed (with reserve tanks fueled) provided: a) Zero Fuel Weight CG limit is 2% MAC forward of the Aft Limit, and b) If fuel in reserve tanks 2 or 3 does not transfer, observe 325 KCAS/0.92M speed limitation for remainder of flight. (O)May be inoperative provided: a) Reserve tanks 2 and 3 remain empty, and b) Maximum Takeoff Weight is limited to 740,000 lb. (335,664 kg).



BOEING 747-400 DATE: 11/01/2007 28-9



28 FUEL

-17-1 *** -21-1

Horizontal Stabilizer Fuel Isolation Valves(B-2472) Pressure Fueling System 1) Refuel Valves （expect B-2472） (B-2472) (expect B-2472) (B-2472) 2) Volumetric Top-Off (VTO) Feature

C

C

C C

C C C

4

1

10 11

10 11 1

0

0

0

0

0 0 0

(M)(O)May be inoperative secured closed provided stabilizer tank remains empty. (M)May be inoperative provided alternate refueling procedures are established and used. NOTE 1: For an inoperative refuel valve

indicator light, the associated refuel valve is considered inoperative.

NOTE 2: Any function of the Fueling Control Panel that operates normally may be used

(M)(O)May be inoperative open provided: a) Alternate refueling procedures are

established and used, b) Fuel jettison system is considered

inoperative, and c) Stabilizer tanks (B-2472) remain

empty. (M)May be inoperative closed provided: a) Alternate refueling procedures are

established and used, and b) For any center tank refuel valve

inoperative closed, stabilizer tanks (B-2472) remain empty.

(M)May be inoperative provided alternate refueling procedures are established and used.



BOEING 747-400 DATE: 11/01/2007 28-10



28 FUEL

***

3) Preselect

Feature 4) Horizontal

Stabilizer Position Light (Fueling Panel)

5) VENT Light

(Fueling Panel) 6) Fueling Power

Control Switch (Fueling Panel)

C

C

C

C

C

-

1

1

1

1

0

0

0

0

0

(M)May be inoperative provided alternate procedures are established and used for refueling associated fuel tank. (M)May be inoperative provided stabilizer is set at 5 to 7 units of trim for fueling. (M)May be inoperative provided auxiliary tank overpressure monitor system operates normally. (M)May be inoperative provided fueling panel is deactivated before each departure. (M)May be inoperative provided the fuel control panel indicator test switch operates normally when Refuel POWER Select Switch is used in the BATT position.



BOEING 747-400 DATE: 11/01/2007 28-11



28 FUEL

-21-2 -21-3 -21-4 -22-1

Center Tank Refueling Valves Center Isolation Valve Fueling Receptacle Caps Main Tank Boost Pumps 1) Main Tank 1 and 4 Boost Pumps

C

C

C

1

4

4

0

0

3

Deleted by Revision 13, relief incorporated into item 28-21-1. (M)May be inoperative secured open. May be inoperative (missing) provided no leakage can be detected after refueling is complete. (M)(O)One may be inoperative provided: a) All main tank 2 and 3 boost pumps operate normally, b) Main tanks 1 and 4 transfer valves are verified to operate normally, c) Fuel quantity indicating system for the associated tank operates normally, and d) The following minimum fuel quantities are retained in the associated tank for the flight conditions shown (normal fuel loading, balance and usage requirements still apply): TAKEOFF: 24,254 lb (11,002 kg) LANDING: 4,690 lb (2,127 kg) (Continued)



BOEING 747-400 DATE: 11/01/2007 28-12



28 FUEL

-22-1

Main Tank Boost Pumps (Cont'd) 1) Main Tank 1 and 4 Boost Pumps (Cont’d)

C

4

3


a) Prior to engine start, a minimum of 17,000 lb (7,711 kg) fuel is

loaded in the center wing tank and all center wing tank fuel is included as part of Zero Fuel Weight, b) All main tank 2 and 3 boost pumps operate normally, c) Main tanks 1 and 4 transfer valves are verified to operate normally, d) Both center wing tank override /jettison pumps operate normally, e) Fuel quantity indicating system for the associated tank operates normally, f) For takeoff, engines 1 and 4 are manifolded to the center wing tank, and g) A minimum fuel quantity of 4,690 lb (2,127 kg) is retained in the associated tank for takeoff and landing (normal fuel loading balance and usage requirements still apply). (Continued)



BOEING 747-400 DATE: 11/01/2007 28-13



28 FUEL

-22-1

Main Tank Boost Pumps (Cont'd) 2) Main Tank 2 and 3 Boost Pumps

C

4

3

(M)(O)One may be inoperative provided: a) All main tank 1 and 4 boost pumps operate normally, b) All main tank fuel quantity indication systems operate normally, c) The associated fuel crossfeed valve is deactivated open, d) Remaining fuel crossfeed valves operate normally, e) Associated tank override/ jettison pumps are selected ON for takeoff, f) Center wing tank remains empty or fuel is included as part

of Zero Fuel Weight. g) Horizontal stabilizer tank

(B-2472)remains empty, and h) The following minimum fuel quantities are retained in the associated tank for the flight conditions shown (normal fuel loading, balance and usage requirements still apply): LANDING: 8,610 lb (3,905 kg) (Continued)



BOEING 747-400 DATE: 11/01/2007 28-14



28 FUEL

-22-1

Main Tank Boost Pumps (Cont’d) 2) Main Tank 2 and 3 Boost Pumps (Cont’d) a) Aft Boost Pumps

C

2

1

(M)(O)One aft boost pump may be inoperative provided: a) All main tank 1 and 4 boost pumps and main tank 2 and 3 fwd boost pumps operate normally, b) Aft override/jettison pump in associated tank operates normally, c) Fuel quantity indicating system for the associated tank operates normally, and d) The following minimum fuel quantities are retained in the associated tank for the flight conditions shown (normal fuel loading, balance and usage requirements still apply). TAKEOFF: 78,390 lb (35,557 kg) LANDING: 8,610 lb (3,905 kg) (Continued)



BOEING 747-400 DATE: 11/01/2007 28-15



28 FUEL

-22-1

Main Tank Boost Pumps (Cont’d) 2) Main Tank 2 and 3 Boost Pumps (Cont’d) a) Aft Boost Pumps (Cont’d)

C

2

1

(M)(O)One aft boost pump may be inoperative provided: a) All main tank 1 and 4 boost pumps and main tank 2 and 3 fwd boost pumps operate normally, b) Fuel quantity indicating system for the associated tank operates normally, c) All engine driven generator systems operate normally, and d) The following minimum fuel quantities are retained in the associated tank for the flight conditions shown (normal fuel loading, balance and usage requirements still apply): TAKEOFF: 78,390 lb (35,557 kg) LANDING: 8,610 lb (3,905 kg) (Continued)



BOEING 747-400 DATE: 11/01/2007 28-16



28 FUEL

-22-1

Main Tank Boost Pumps (Cont’d) 2) Main Tank 2 and 3 Boost Pumps (Cont’d) b) Fwd Boost Pumps

C

2

1

(M)(O)One fwd boost pump may be inoperative provided: a) All main tank 1 and 4 boost pumps and main tank 2 and 3 aft boost pumps operate normally, b) Fuel quantity indicating system for the associated tank operates normally, and c) The following minimum fuel quantities are retained in the associated tank for the flight conditions shown (normal fuel loading, balance and usage requirements still apply): TAKEOFF: 24,254 lb (11,002 kg) LANDING: 8,610 lb (3,905 kg)



BOEING 747-400 DATE: 11/01/2007 28-17



28 FUEL

-22-2 -22-3

Fuel Management Systems (FSMC A/ FSMC B) 1) Passenger/ Combi 2) Not Applicable Fuel Crossfeed VALVE Lights

C

C

C

2

2

4

1

1

3

(M)(O)One card may be inoperative with reserve tanks 2 and 3 fueled provided:

a) Stabilizer tank (B-2472)remains empty,

b) Zero Fuel Weight CG limit is 4% MAC forward of the Aft limit c) If fuel in reserve tanks 2 or 3 does not transfer, observe 325 KCAS/0.92M speed limitation for remainder of flight, and d) Main tanks 2 and 3 fuel quantity indicating systems operate normally. (M)(O)One card may be inoperative with reserve tanks 2 and 3 empty provided:

a) Stabilizer tank (B-2472)remains empty, and

b) Maximum takeoff weight is limited to 740,000 lb. (335,664 kg). (M)One may be inoperative provided associated valve operates normally.



BOEING 747-400 DATE: 11/01/2007 28-18



28 FUEL

-22-4 ***

Horizontal Stabilizer Fuel Transfer Signals（B-2472） 1)In-Air Signals a) Passenger/ Combi b) Not Applicable

C

C

2

2

1

1

(M)(O)One may be inoperative with reserve tanks 2 and 3 fueled provided:

a) Main tanks 2 and 3 fuel quantity indicating systems operate normally, b) Stabilizer tank

(B-2472)remains empty, c) Zero Fuel Weight CG limit is 4%

MAC forward of the Aft Limit, andd) If fuel in reserve tanks 2 or 3

does not transfer, observe 325 KCAS/0.92M speed limitation for remainder of flight.

(M)One may be inoperative with reserve tanks 2 and 3 empty provided:

a) Stabilizer tank (B-2472)remains empty, and

b) Maximum takeoff weight is limited to 740,000lb (335,664kg). (Continued)



BOEING 747-400 DATE: 11/01/2007 28-19



28 FUEL

-22-4 -22-5

Horizontal Stabilizer Fuel Transfer Signals(Cont'd) （B-2472） 2) Flaps-Retracted

Signals 3) Stabilizer Pump

Switch-Position Signals

Fuel Crossfeed Valves 1) Fuel Crossfeed Valves 1 and 4 2) Fuel Crossfeed Valves 2 and 3

C

C

C

C

2

2

2 2

1

0

1 1

(M)One may be inoperative provided Stabilizer Tank (B-2472) remains empty. (M)May be inoperative provided Stabilizer Tank (B-2472) remains empty. (M)(O)One may be inoperative provided: a) Valve is secured open, b) All main tank fuel quantity indicating systems operate normally, and c) Crossfeed Valves 2 and 3 operate normally. (M)(O)One may be inoperative provided: a) Valve is secured open, b) All main tank fuel quantity indicating systems operate normally, c) Crossfeed Valves 1 and 4 operate normally, d) Center tank remains empty or fuel is carried in lieu of payload, and e) Horizontal stabilizer tank (B-2472) remains empty.



BOEING 747-400 DATE: 11/01/2007 28-20



28 FUEL

-25-1 -25-2 -26-1 -31-1

APU Fuel (DC) Pump APU Fuel Valve Manually Operated Defuel Valves Fuel Jettison System 1) Center Wing Tank Jettison/ Transfer Valves

C

C

C

C

C

C

1

1

2

1

2

2

0

0

0

0

0

0

(M)May be inoperative deactivated. (M)(O)May be inoperative closed. (M)May be inoperative secured closed. (M)(O)All components may be inoperative provided: a) Airplane performance requirements are satisfied, including Approach Climb and Landing Climb capability, b) Jettison nozzle valves are secured closed, and c) Main tanks 1 and 4 transfer valves are secured closed, and d) All main tank 1 and 4 boost pumps operate normally. (M)(O)May be inoperative provided: a) Valve(s) is secured open, b) Both jettison nozzle valves operate normally, and c) Stabilizer tank (B-2472) remains

empty. (M)May be inoperative secured closed provided associated inboard main tank jettison/transfer valve(s) operates normally. (Continued)



BOEING 747-400 DATE: 11/01/2007 28-21



28 FUEL

-31-1

Fuel Jettison System (Cont'd) 2) Main Tanks 2

and 3 Jettison/ Transfer Valves

3) Main Tanks 1 and 4 Transfer Valves 4) Fuel Jettison Control Cards

C

C

C

C

2 2

2 2

0 0

0 1

(M)May be inoperative secured closed provided associated center wing tank jettison/transfer valve(s) operates normally. (M)(O)May be inoperative provided: a) Valve(s) is secured open, b) Both jettison nozzle valves operate normally, and c) Stabilizer tank (B-2472) remains

empty. (M)May be inoperative secured closed provided: a) Required fuel to be jettisoned does not deplete inboard main tank below the quantity in the outboard main tanks, and b) Both boost pumps for associated tank operate normally. (M)One may be inoperative provided the remaining FJCC is verified to operate normally before each departure.



BOEING 747-400 DATE: 11/01/2007 28-22



28 FUEL

-31-2 -31-3

Main Tanks 2 and 3 Override/ Jettison Pumps Horizontal stabilizer Pumps (B-2472) ***

C

C

C

C

4

4

4

2

3

3

2

0

(M)One forward or aft override/ jettison pump may be inoperative deactivated provided, for an aft override/jettison pump, all engine driven generator systems operate normally. (M)One forward or aft override/ jettison pump may be inoperative deactivated provided, for an aft override/jettison pump, both associated main tank boost pumps operate normally. (M)One forward or aft override/ jettison pump per tank may be inoperative deactivated provided: a) For an inoperative aft override/jettison pump, all engine driven generator systems operate normally, and b) All Main Tanks 2 and 3 boost pumps operate normally. (M)(O)May be inoperative deactivated provided stabilizer tank remains empty.



BOEING 747-400 DATE: 11/01/2007 28-23



28 FUEL

-31-4

Center Tank Override Jettison Pumps

C

C

2

2

1

0

(M)(O)May be inoperative deactivated provided:

a) Horizontal stabilizer tank (B-2472) remains empty,

b) With center tank fueled, fuel quantity remaining in main wing tanks is adequate to reach a suitable airport if remaining center tank pump fails at any time,

c) Center tank fuel is included as part of Zero Fuel Weight, and

d) Center tank quantity indication operates normally.

(M)(O)May be inoperative deactivated provided:

a) Horizontal stabilizer tank (B-2472) remains empty.

b) Center tank fuel is included as part of Zero Fuel Weight, and

c) Center tank fuel is considered unusable.



BOEING 747-400 DATE: 11/01/2007 28-24



28 FUEL

-41-1

Main Tank Fuel Quantity Indicating Systems (Flight Deck)

C 4

4

3 4

(M)(O)One may be inoperative provided: a) FMC is initialized with the known total fuel quantity, b) Engine fuel flow indications operates normally, c) FMC Calculated fuel quantity operates normally, d) Tank is emptied and serviced with a known quantity of fuel, or measuring stick readings are taken to verify fuel quantity in tank with inoperative indicator after each refueling, e) All boost pumps for the associated tank operate normally, f) If failed indicator is for main tank 2 or 3, management and jettison single point sensor systems for both tanks operate normally, g) Remaining individual tank quantity indications are available, h) Appropriate procedures are used enroute to identify engine fuel leaks if suspected or confirmed, and i) For Combi, if ballast fuel is carried, CWT fuel in excess

of ballast fuel may not be carried.




BOEING 747-400 DATE: 11/01/2007 28-25



28 FUEL

-41-2 ***

Single Point Sensor Systems 1) Center Tank Sensors 2) Main Tanks 2 and 3 Sensors (Reserve Transfer) a) Passenger/ Combi

C

C

C

C

C

2

2

2 2 2

1

0

1 0 0

One may be inoperative provided center tank fuel quantity indicating system operates normally. (O)May be inoperative provided Stabilizer (B-2472) remains empty. One may be inoperative provided main tanks 2 and 3 fuel quantity indicating systems operate normally. (O)May be inoperative with reserve tanks 2 and 3 fueled provided: a) Main tanks 2 and 3 fuel quantity indicating systems operate normally, b) Zero fuel weight CG limit is 4% MAC forward of the Aft Limit, and c) If fuel in reserve tanks 2 or 3 does not transfer, observe 325 KCAS/0.92M speed limitation for remainder of flight. (O)May be inoperative with reserve tanks 2 and 3 empty provided maximum takeoff weight is limited to 740,000 lb (335,664 kg). (Continued)



BOEING 747-400 DATE: 11/01/2007 28-26



28 FUEL

-41-2 -41-3

Single Point Sensor Systems (Cont’d) 2) Main Tanks 2

and 3 Sensors (Reserve Transfer) (Cont’d) b) Not Applicable

3) Main Tanks 2 and 3 Sensors (Main 1 and 4 Jettison Transfer) Total Fuel Quantity Indication

C

C

2 1 1

1 0

1

One may be inoperative provided main tanks 2 and 3 fuel quantity indicating systems operate normally. (M)(O)May be inoperative provided: a) FMC is initialized with the known total fuel quantity, b) Engine fuel flow indication and

FMC Calculated fuel quantity operates normally, c) Both FMCs operate normally, and d) For Combi, if ballast fuel is carried, CWT fuel in excess


One must be operative for polar en-route operations.



BOEING 747-400 DATE: 11/01/2007 28-27



28 FUEL

-41-4

Center Tank Fuel Quantity Indicat- ing System (Flight Deck)

C 1

1

0

1

May be inoperative provided: a) Center tank, stabilizer

tank(B-2472) remains empty, and b) FMC is initialized with the known total fuel quantity. One must be operative for polar en-route operations.



BOEING 747-400 DATE: 11/01/2007 28-28



28 FUEL

-41-5

Reserve Tank Fuel Quantity Indicating Systems (Flight Deck)

C 2

0

(M)(O)May be inoperative with reserve tanks 2 and 3 fueled provided: a) Tank is emptied and serviced with a known quantity of fuel, or measuring stick readings are taken to verify quantity in tank with inoperative indicator after each refueling, b) FMC is initialized with the known total fuel quantity, c) Engine fuel flow indication and FMC Calculated fuel quantity operates normally, d) Remaining individual tank quantity indications are available, and e) For Combi, if ballast fuel is carried, CWT fuel in excess


(Continued)



BOEING 747-400 DATE: 11/01/2007 28-29



28 FUEL

-41-5 -41-6

Reserve Tank Fuel Quantity Indicating Systems (Flight Deck) (Cont’d) 1) Passenger/ Combi 2) Not Applicable Wing Fueling Station Quantity Indicating System

C

C

2

1

0

0

(O)May be inoperative with reserve tanks 2 and 3 empty provided: a) Takeoff weight is limited to a maximum of 740,000 lb. (335,664 kg.), b) Remaining individual tank quantity indications are available, and c) For Combi, if ballast fuel is carried, CWT fuel in excess


(M)May be inoperative provided preselect refueling is not used.



BOEING 747-400 DATE: 11/01/2007 28-30



28 FUEL

-41-7 -42-1 -42-2

Horizontal Stabilizer Tank Fuel Quantity Indicating System (Flight Deck) (B-2472--passenger) Fuel Pump Low PRESS Lights Stabilizer Fuel Pump Low PRESS Lights (B-2472)

C

C

C

1

14

2

0

-

0

(M)(O)May be inoperative provided: a) Stabilizer tank remains empty, b) Remaining individual tank quantity indications are available, c) FMC is initialized with the known total fuel quantity, d) Engine fuel flow indication and

FMC Calculated fuel quantity operates normally,

e) Horizontal stabilizer REU is deactivated (removed).

One PRESS light may be inoperative for each tank containing fuel. NOTE: Not required for empty tanks.



BOEING 747-400 DATE: 11/01/2007 28-31



28 FUEL

-43-1 -44-1 -44-2

Fuel Temperature Indication (Main Tank #1) Measuring Sticks (Except B-2472) (B-2472) Not Applicable

C

C

C C

1

1

19 23

1

0

0 0

May be inoperative provided: a) Total Air Temperature (TAT) or

Static Air Temperature (SAT) to (TAT) conversion is substituted as an indication of fuel temperature, and

b) Don’t do polar en-route operations. May be inoperative provided fuel quantity is verified by other means.



BOEING 747-400 DATE: 11/01/2007 29-1



29 HYDRAULIC POWER

-11-1 Engine Driven Hydraulic Pump Systems

C

C

4

4

3

3

(M)(O)One engine pump system, including the pump and/or associated plumbing, may be inoperative provided: a) All Demand pumps operate normally, b) Demand pump for the associated hydraulic system remains ON, and c) Associated pump is operated in the depressurized mode, with fluid supply and pump case return functioning normally. (M)(O)One engine pump system, including the pump and/or associated plumbing, may be inoperative provided: a) All Demand pumps operate normally, b) Demand pump for the associated hydraulic system remains ON, and c) Associated pump is deactivated. (Continued)



BOEING 747-400 DATE: 11/01/2007 29-2



29 HYDRAULIC POWER

-11-1 Engine Driven Hydraulic Pump Systems (Cont’d) 1)Pump Depres- surization Function 2)Supply Shutoff Valves

C C C C

4 4 4 4

3

3

3

3

(M)(O)One engine pump system, including the pump and/or associated plumbing, may be inoperative provided: a) All Demand pumps operate normally, b) Demand pump for the associated hydraulic system remains ON, and c) Associated pump is removed and a cover plate installed. One pump depressurization function may be inoperative. (M)(O)One supply shutoff valve may be inoperative closed provided: a) All Demand pumps operate normally, b) Demand pump for the associated hydraulic system remains ON, and c) Associated pump is deactivated. (M)(O)One supply shutoff valve may be inoperative closed provided: a) All Demand pumps operate normally, b) Demand pump for the associated hydraulic system remains ON, and c) Associated pump is removed and a cover plate installed.



BOEING 747-400 DATE: 11/01/2007 29-3



29 HYDRAULIC POWER

-11-2 Demand Hydraulic Pumps 1)No. 1 or No. 4 Demand Pump Systems 2)No. 2 or No. 3 Demand Pump Systems

C

C

2

2

1

1

(M)(O)One may be inoperative deactivated provided: a) VMCG is increased by 5 kts., b) Takeoff performance must be in accordance with the AFM appendix for landing gear extended, c) Takeoff obstacle clearance must be dependent upon flaps remaining in the takeoff position, and d) Demand pumps 2 and 3 operate normally. (M)One may be inoperative deactivated provided demand pumps 1 and 4 operate normally.



BOEING 747-400 DATE: 11/01/2007 29-4



29 HYDRAULIC POWER

-11-3 -18-1 -21-1

Demand Pump Selector 1)AUTO Position 2)ON Position Reservoir Servicing Gauge Auxiliary Pump (AC Motor Pump) System

C C C C D C

4 4 4 4 1 1

0 3 2 3 0 0

(M)(O)May be inoperative provided: a) If the affected pump is either No. 1 and/or No. 4, it remains ON during takeoff and landing, and

b) Verify OFF and ON positions operate normally.

One may be inoperative provided associated demand pump is inoperative. (M)Two may be inoperative provided: a) Verify AUTO and OFF functions of the associated demand pump operate normally, and b) Associated EDP operates normally. One may be inoperative provided associated demand pump is inoperative. (M)(O)May be inoperative provided Demand Pump Selector is properly positioned.



BOEING 747-400 DATE: 11/01/2007 29-5



29 HYDRAULIC POWER

-31-1 -32-1 -33-1

HYD RSVR PRESS Messages Hydraulic System Temperature Indications Hydraulic Quantity Indications

C C C

C

4

4

4

4

0

3

3

2

(M)May be inoperative provided associated reservoir pressurization is verified to operate normally once each flight day. (M)One may be inoperative provided the following indications are verified to operate normally: a) Associated system pressure indication, and b) Associated hydraulic quantity indication. (M)One may be inoperative provided the following indications are verified to operate normally: a) Associated system pressure indication, and b) Associated hydraulic "SYS FAULT" light. (M)May be inoperative provided: a) associated reservoir level is verified normal before each departure, b) Associated system pressure indication is verified to operate normally, and c) Associated hydraulic temperature indication is verified to operate normally. (Continued)



BOEING 747-400 DATE: 11/01/2007 29-6



29 HYDRAULIC POWER

-33-1 Hydraulic Quantity Indications (Cont’d)

C B B

4 4 4

2 0 0

(M)May be inoperative provided: a) associated reservoir level is verified normal before each departure, b) Associated system pressure indication is verified to operate normally, and c) Associated hydraulic SYS FAULT light is verified to operate normally. (M)May be inoperative provided: a) associated reservoir level is verified normal before each departure, b) Associated system pressure indication is verified to operate normally, and c) Associated hydraulic temperature indication is verified to operate normally. (M)May be inoperative provided: a) associated reservoir level is verified normal before each departure, b) Associated system pressure indication is verified to operate normally, and c) Associated hydraulic SYS FAULT light is verified to perate normally.



BOEING 747-400 DATE: 11/01/2007 29-7



29 HYDRAULIC POWER

-34-1

Pump Low Pressure Indication Systems 1）Pump LOW PRESS Lights 2) Engine Driven Pump Pressure Switches 3) Demand Pump Pressure Switches

C C

C

8 4

4

4 3

3

(M)One light per hydraulic system may be inoperative provided: a) Associated system pressure indication operates normally, and b) Associated pump operates normally before each departure. (M)One may be inoperative provided: a)Associated demand pump AUTO function is considered inoperative, b)Associated system pressure indication operates normally, c)Associated pump operates normally before each departure, and d)Associated demand pump

indication system operates normally.

(M)One may be inoperative provided: a) Associated system pressure indication operates normally, b) Associated pump operates

normally before each departure, and

c) Associated engine driven pump indication system operates normally.



BOEING 747-400 DATE: 11/01/2007 29-8



29 HYDRAULIC POWER

-34-2

Hydraulic SYS FAULT Lights

C C

4 4

3 3

(M)One may be inoperative provided the following indications are verified to operate normally: a) Associated system pressure indication, and b) Associated hydraulic quantity indication. (M)One may be inoperative provided the following indications are verified to operate normally: a) Associated system pressure indication, and b) Associated System Temperature Indication.



BOEING 747-400 DATE: 11/01/2007 30-1



30 ICE AND RAIN

PROTECTION

-00-1 -11-1 -11-2 -21-1

Windshield Air (Defog) System Controls Wing Anti-Ice Valves Wing Anti-Ice VALVE Light or WAI Indications Nacelle Anti- Ice Valves

C C C C C C

2 2 1 1 4 4

0 0 0 0 3 3

(M)May be inoperative provided defogging valve(s) is secured ON. (M)May be inoperative secured closed provided airplane is not operated in known or forecast icing conditions. (M)May be inoperative provided: associated valve is verified to operate normally before departure in known or forecast icing conditions. May be inoperative provided the associated wing anti-ice valve is inoperative. (M)One may be inoperative secured closed provided airplane is not operated in known or forecast icing conditions. (M)(O)One may be inoperative open provided: a) High pressure shutoff valve is secured closed, b) Bleed air switch for associated engine remains OFF except for engine start,

c) Associated engine nacelle anti-ice switch is operated manually,

(Continued)



BOEING 747-400 DATE: 11/01/2007 30-2



30 ICE AND RAIN

PROTECTION

-21-1 Nacelle Anti-Ice Valves (Cont'd)

d) Bleed systems on the remaining engines operate normally,

e) Left and right ISLN valves remain open for takeoff and during flaps operation, f) A minimum of 70% N1 is maintained

at or above 10,000 ft. MSL, or 55% N1 is maintained below 10,000 ft.MSL on the associated engine while in icing conditions,

g) Not Applicable, h) associated PRVoperates normally,i) Not Applicable

j) Appropriate performance adjustments are applied.



BOEING 747-400 DATE: 11/01/2007 30-3



30 ICE AND RAIN

PROTECTION

-21-2 -21-3

Nacelle Anti- Ice VALVE Lights or NAI Indications Not Applicable

C

C

4

4

3

3

(M)One may be inoperative provided associated valve is verified to operate normally before departure in known or forecast icing conditions. One may be inoperative provided the associated nacelle anti-ice valve is inoperative.



BOEING 747-400 DATE: 11/01/2007 30-4



30 ICE AND RAIN

PROTECTION

-31-1 -31-2 -31-3 -41-1 -41-2 -41-3

Pitot-Static Probe Heater Systems Angle of Attack Sensor Heater Systems Temperature Probe Heater Systems Window Heat INOP Lights Flight Deck Window Heater Systems (No. 1 & No. 2) 1）Passenger/Combi/ Freighter with Draw-Through SmokeDetection System 2)not applicable Flight Deck Window Heater Systems (No. 3)

B

C

C

C

C

C

4

2

2

2

4

2

3

1

1

1

3

0

Heater elements in one probe may be inoperative provided airplane is not operated in visible moisture or in known or forecast icing conditions. NOTE: For probe heat to be considered operative, both heater elements in that probe must operate normally. One may be inoperative provided airplane is not operated in known or forecast icing conditions. One may be inoperative provided associated heater operates normally. One window heater system (No. 1 or No. 2) may be inoperative provided AFM limitation are followed. (M)May be inoperative provided affected No.3 window heat circuit is deactivated.



BOEING 747-400 DATE: 11/01/2007 30-5



30 ICE AND RAIN

PROTECTION

-42-1 *** -43-1 *** -44-1

Windshield Wipers 1) High Speed 2) Low Speed 3) Intermittent Rain Repellent Systems Windshield Washer Systems

C

C

C

C

D

D

C

2

2

2

2

2

2

2

0

1

0

0

0

0

0

May be inoperative provided airplane is not operated in precipitation within 5 nautical miles of the airport of takeoff or intended landing. One may be inoperative provided associated low speed function operates normally. May be inoperative provided: a) Both low speed functions operate

normally, and b) Airplane is not operated in known or

forecast precipitation of moderate or greater intensity within 5 statute miles of the airport of departure or intended landing.

May be inoperative provided associated high speed function operates normally.



BOEING 747-400 DATE: 11/01/2007 30-6



30 ICE AND RAIN

PROTECTION

-71-1 -81-1 *** -81-2 *** -81-3 ***

Waste Water Drain Heater Systems Ice Detection System Auto Nacelle Anti-Ice Auto Wing Anti- Ice

C

C

C

C

C

3

3

1

1

1

0

0

0

0

0

(M)May be inoperative provided: a) Water supply to associated lavatory, galley and service center basins is secured off, and b) Associated lavatory, galley and service center basins is not used. May be inoperative provided a) Water supply to associated galley and service center basins is not used, and b) Associated lavatory, galley and service center basins is not used. c) Associated lavatory door is locked closed and placarded, INOPERATIVE-DO NOT ENTER, And d) Lavatory is used only by crewmembers. NOTE: These provisos are not Intended to prohibit lavatory Use or inspections by Crewmembers. (M)(O)May be inoperative deactivated provided nacelle and wing anti-ice systems are operated manually. Dispatch relief moved to item 30-81-1, Ref MMEL Rev 19. Dispatch relief moved to item 30-81-1, Ref MMEL Rev 19.



BOEING 747-400 DATE: 11/01/2007 31-1



31 INDICATIONG/RECORDING

SYSTEM

-25-1 -31-1

Clock Flight Data Recorder (FDR)

C

-

2

1

1

1

One may be inoperative at either pilot's or copilot's station. As required by CAAC-fax:“Ming Hang JI NO.835”If FDR is inoperative the aircraft is not dispatched.



BOEING 747-400 DATE: 11/01/2007 31-2




SYSTEM

-31-2 -35-1 -41-1 -51-1 -51-2 -61-1

Quick Access Recorder (QAR) Aircraft Condition Monitoring System (ACMS) Not Applicable Master Caution/ Warning Systems 1) Master Warning

Lights (Pilot's Glare Shield)

2) Master Caution

Lights (Pilot's Glare Shield)

3) Aural Warning

Speaker Systems MAWEA ID Card EICAS Lower Integrated Display Units (IDU)

C

D

C

C

C

C

C

1

1

2

2

2

1

1

0

0

1

1

1

0

0

One may be inoperative provided master warning aural systems and all discrete warning lights operate normally. One may be inoperative provided master caution aural systems and all discrete caution lights operate normally. One may be inoperative provided Master Warning, Master Caution, and all discrete lights operate normally. NOTE: ACARS will be inoperative. (M)May be inoperative provided it is verified that EICAS can be switched to an alternate IDU (in case of enroute failure of the EICAS Upper IDU).



BOEING 747-400 DATE: 11/01/2007 31-3




SYSTEM

-61-2 -61-3 -61-4 -61-5 -61-6

EFIS Control Panels EICAS Display Select Panel EICAS Status Messages EICAS Synoptic Displays EFIS/EICAS Interface Units (EIU)

C

C

C

C

C

B

2

1

-

-

6

3

1

0

0

0

0

2

(M)(O)One may be inoperative deactivated provided left and right CDU EFIS control functions are verified to operate normally. (M)(O)May be inoperative provided:

a) Left and right CDU EICAS control functions are verified to operate normally, and

b) Individual fuel quantity indications required for dispatch operate normally.

(M)(O)May be inoperative provided associated equipment is verified to operate normally. (M)(O)May be inoperative provided dispatch deviations for associated equipment are observed. May be inoperative provided individual fuel quantity indications required for dispatch operate normally. (M)Center or right EIU may be inoperative provided:

a) EIU Instrument Source Selector is verified to operate normally, and

b) EICAS EIU Selector is verified to operate normally.



BOEING 747-400 DATE: 11/01/2007 32-1



32 LANDING GEAR

-09-1 -10-1 -11-1 -30-1

Deleted Main Gear Wheel Tiebolts Landing Gear Strut Pressure Indicators Landing Gear Retracting System

A

D

C

288 4 1

- 0 0

(M)One per wheel may be broken or missing provided: a) Affected wheel is removed, checked for broken parts or damage, and replaced if broken parts or damage is found, b) Associated brake is checked for broken parts or damage, and is replaced or deactivated if broken parts or damage is found, c) After each landing, wheel is inspected for additional broken or missing tiebolts, and d) Operations are limited to five departures before repairs are made. (M)May be inoperative provided landing gear strut is checked for proper inflation and extension. (M)(O)May be partially or completely inoperative provided: a) Inoperative components are properly secured, and b) Airplane is operated in accordance with the appropriate AFM gear down appendix.



BOEING 747-400 DATE: 11/01/2007 32-2



32 LANDING GEAR

-31-1 -32-1 -33-1 -41-1

Landing Gear Latch Solenoid Wing Gear Uplock Bungee Springs Body Gear Uplock Bungee Springs Wheel Brakes

C

B

B

C

C

1

4

4

16

16

0

3

3

14

14

(M)(O)May be inoperative provided: a) Solenoid is in the latched position, and b) Override mechanism operates normally. (M)(O)One may be broken or missing provided gear handle remains UP after gear retraction. (M)(O)One may be broken or missing provided gear handle remains UP after gear retraction. (M)(O)One or two brakes may be deactivated with a deactivation tool provided performance complies with AFM for two brakes deactivated. (M)(O)One or two brakes may be deactivated by capping the brake line provided: a) Takeoff and landing performance complies with AFM, both for Gear Down dispatch and for two brakes deactivated, and b) After takeoff, gear remains down for two minutes before retraction. (Continued)



BOEING 747-400 DATE: 11/01/2007 32-3



32 LANDING GEAR

-41-1 -41-2 -41-3

Wheel Brakes (Cont’d) Brake Accumulator Pressure Indicator (In Wheel Well) HYD BRAKE PRESS Indicator (Flight Deck)

C

C

C

16

1

1

14

0

0

(M)(O)One or two brakes may be deactivated by removing the brake(s) and capping the lines provided: a) Takeoff and landing performance complies with AFM, both for Gear Down dispatch and for two brakes deactivated, b) After takeoff, gear remains down for two minutes before retraction, and c) If inoperative brake(s) are on wheels other than No. 1, 2, 13, or 14, one forward and one aft brake on the same side must be removed to maintain a balanced truck, or if inoperative brake(s) are on wheels No. 1, 2, 13, or 14, one brake on each affected truck may be removed. May be inoperative provided flight deck indication operates normally. (M)May be inoperative provided: a) Brake accumulator charge is verified normal once each flight day, and b) Brake source discrete light operates normally.



BOEING 747-400 DATE: 11/01/2007 32-4



32 LANDING GEAR

-41-4 -41-5 -42-1

Inflight Wheel Braking System BRAKE SOURCE Light Antiskid System 1) Control Channels 2) Wheelspeed Transducers

C

C

C

C

C

1

1

1

16

16

0

0

0

14

14

(O)May be inoperative provided: a) Takeoff performance is based on landing gear extended, and b) After takeoff, landing gear remains extended for a minimum of two minutes before retraction. (M)(O)May be inoperative provided operations comply with AFM antiskid inoperative procedures and performance data. (M)(O)Antiskid control channels for one or two brakes may be inoperative provided: a) The affected brakes are deactivated, and b) AFM performance decrements are applied for the selected procedure. (M)(O)One transducer in a locked- wheel protection pair (fore & aft wheels) may be inoperative provided performance complies with AFM for two brakes deactivated.



BOEING 747-400 DATE: 11/01/2007 32-5



32 LANDING GEAR

-42-2 -42-3

Alternate Antiskid Valves Autobrake System

C

C

C

8 1 1

7 0 0

(M)(O)One valve (affecting two wheels) may be inoperative provided: a) Both of the associated brakes are deactivated by capping the supply pressure hydraulic line, and b) AFM performance decrements are applied. (M)May be inoperative provided: a) Autobrake selector remains in the OFF position, b) Autobrake solenoid valve is verified closed, and c) Approach minimums do not require its use. (M)May be inoperative provided: a) Autobrake selector remains in the OFF position, b) Autobrake hydraulic control module is deactivated, and c) Approach minimums do not require its use.



BOEING 747-400 DATE: 11/01/2007 32-6



32 LANDING GEAR

-42-4 -44-1 -44-2 -45-1

Torque Limiter System 1) Torque Limiter Control Deleted Brake Status Light (On Nose Gear) Nose Wheel Snubber Pads

C

C

C

D

C

16

16

1

1

2

12

14

0

0

0

(O)Torque limiter control for one brake per truck may be inoperative provided Maximum Quick Turnaround Weight is reduced by 10,000 pounds (4,536kg). (M)(O)Torque limiter control for two brakes on one truck may be inoperative provided: a) Associated brakes are deactivated by an appropriate procedure, b) Airplane is operated in accordance with appropriate AFM procedures, and c) BRAKE LIMITER indication is not displayed on EICAS. (O)May be inoperative provided the ground person establish the communication with the flight deck to know the brake status. May be inoperative provided procedures do not require their use.



BOEING 747-400 DATE: 11/01/2007 32-7



32 LANDING GEAR

-46-1 -47-1 -48-1 *** -51-1 -53-1

Brake Temper- ature Monitoring System (BTMS) Not applicable Tire Pressure Indication System (All except B-2443, B-2445, B-2447, B-2472) 1) Tire

Pressure Sensors

Rudder Pedal Nose Wheel Steering System Body Gear Steering System

C

C

D

C

C

C

1 1

1

18

1 1

0

0

0

0

0 0

(O)May be inoperative provided AFM Maximum Quick Turnaround Weight limitations are observed. (M)May be inoperative provided alternate procedures are established and used. (M)May be inoperative deactivated provided procedures do not require its use. (M) May be inoperative provided: a) Associated sensors(s) is

deactivated, and b) Alternate procedures (re.AMM12-15-06/301 )are

established and used. (M)(O)May be inoperative provided: a) Other systems are not impaired, and b) Landing approach minimums do not require automatic rollout guidance system. (M)(O)May be inoperative provided: a) Body gear steering actuators are verified locked, and b) Body gear steering is deactivated.



BOEING 747-400 DATE: 11/01/2007 32-8



32 LANDING GEAR

-53-2 -61-1 -61-2 -61-3

Body Gear Steering Indica- tion System Body and Wing Landing Gear Uplock position Sensors Landing Gear Door Warning Sensors Wing Landing Gear Downlock Position Sensors

C

B

B

C

B

1

8

8

10

4

0

7

0

5 0

(M)(O)May be inoperative provided: a) Body gear steering actuators are verified locked, b) Body gear steering is deactivated, and c) Body gear steering actuator integrity is verified before each departure. (M)(O)One may be inoperative provided the associated Primary and Alternate Landing Gear Door Warning Sensors are verified to operate normally. (M)(O)May be inoperative provided: a) Associated landing gear and its symmetric pair are secured in the down and locked position, and b) Dispatch is in accordance with appropriate AFM Gear Down appendix. (M)(O)One per door may be inoperative provided the associated operative sensor is verified to function correctly. (M)(O)May be inoperative provided: a) Both wing gear are secured in the down and locked position, and b) Dispatch is in accordance with appropriate AFM Gear Down appendix.



BOEING 747-400 DATE: 11/01/2007 33-1



33 LIGHTING

#

-11-1 -12-1

Flight Compartment and Instrument Lighting System Storm Override Switch

C

C

1

1

1

0

Individual lights may be inoperative provided remaining lights are: a) Sufficient to clearly illuminate

all required instruments, controls, and other devices for which it is provided,

b) Positioned so that direct rays are shielded from flight crewmembers eyes, and

c) Lighting configuration and intensity is acceptable to the flight crew.

May be inoperative provided associated

lights operate normally.

-18-1 Master Dim and Test system

B

B

1

1

0

0

Dim function may be inoperative provided:a) Test and Bright functions operate normally, and

b) Light intensity is acceptable to the flight crew

Test function of individual light may be inoperative provided: a) Dim or Bright function

operates normally, and b) Light intensity is acceptable to the flight crew.

-21-1

Cabin Interior Illumination System 1) Passenger and

Combi Configurations

a) With

Incandescent Floor Proximity Emergency Escape Path Marking System

C 1 1

Individual lights may be inoperative provided remaining lighting is sufficient for cabin attendants /cargo couriers to perform their duties.

(Continued)



BOEING 747-400 DATE: 11/01/2007 33-2



33 LIGHTING

-21-1 Cabin Interior Illumination System (Cont’d) 1) Passenger and

Combi Configurations (Cont'd)

b) With

Photo- luminescent Floor Proximity Emergency Escape Path Marking System

（ Not applicable ）

2)Not applicable



BOEING 747-400 DATE: 11/01/2007 33-3



33 LIGHTING

#

-24-1

Passenger Notice System("No Smoking/Fasten Seat Belt/Return to Cabin") Signs

C

C

1

1

1

1

(M) No passenger seat, cabin attendant seattlavatory ,or Crew rest area bunk may beeoccupied from which a "No Smoking/ Fasten Seat Belt/Return to Cabin signnis not readily legible or that seat ,rlavatory or bunk must be blocked andplacarded - "DO NOT OCCUPY".

(O)"No Smoking/Fastern Seat Belt/ Return to Cabin" signs may be inoperative and the affected passenger seat(s), cabin attendant(s) seat(s) , lavatories or crew rest areas may be occupied provided:

a)Passenger Address System operates normally and can be clearly heard throughout the cabin during flight, and

b) PA system is used to alert the cabin

crew and to notify passengers when seat belts should be fastened and smoking is prohibited.

-25-1 ***

1)Aural Tone 2)Flight Deck Automatic Function Sterile Flight Compartment Light System (Not applicable)

C

C

1

-

0

0

(O)Automatic function may be inoperative provided:

a) Manual Control function operates normally, and

b) Procedures for its use are established and used.



BOEING 747-400 DATE: 11/01/2007 33-4



33 LIGHTING

-31-1 -35-1 ***

Wheel Well, Cargo Compartment, Servicing, Exterior Cargo Loading Area, and Electrical Equipment Center Lights Systems Main Cargo Deck Crew Alerting System

C

C

C

-

1

1

0

0

0

May be inoperative provided access to main cargo compartment is prohibited in flight.

(O)May be inoperative provided alternate procedures are established and used.

#

-41-1 -42-1 -42-2 -42-3

Wing Illumination Lights Taxi Lights Landing Lights 1)Dim Position Runway Turn-Off Lights

C

C

C

C

C

C

C

2

2

4

4

4

2

2

0

0

2

0

0

0

0

(O)May be inoperative for night Operations provided ground de-icing procedures do not require their use.

Any two of those required may be inoperative. May be inoperative for day operations. May be inoperative provided both landing lights on the same side of airplane as inoperative turn-off light(s) operate normally.

May be inoperative for day operations.



BOEING 747-400 DATE: 11/01/2007 33-5



33 LIGHTING

-43-1 Position Lights (Wing Tips and Tail)

C

C

6

6

3

0

For night operations, all except the following minimum may be inoperative: a)One stationary red wing tip bulb, b)One stationary green wing tip bulb, and c)One stationary white tail bulb

May be inoperative for day operations

-44-1

Anti-Collision Light Systems 1) Red Upper and Lower

Fuselage Beacon Lights

2) White Tail and Wing

Tip Strobe Light 3) NOT APPLICABLE

C

C

C

-

2

3

0

0

0

May be inoperative for day operations. May be inoperative for night operations provided the white tail and wing Tip Strobe lights operate normally. May be inoperative for night operations provided the Red Upper and Lower Fuselage Beacon Lights operate normally



BOEING 747-400 DATE: 11/01/2007 33-6



33 LIGHTING

-45-1 LOGO Light System

D 1 0

-51-1 -51-2

Interior Emergency Lighting System Exterior Emergency Lighting System

C

B

B

B

1

1

1

1

1

0

0

0

A random 25% of lights may be inoperative provided: a) Inoperative lights are not adjacent,b) At least two of the three lights at

each entry door operate normally, andc) Flight deck light and one upper deck

door light for an operative door/slide operate normally at all times.

NOTE:Not required for an inoperative

or deactivated main entry door, or for main entry doors located in the main deck cargo area of combination cargo/passenger airplanes.

May be inoperative for associated inoperative or deactivated main entry door. May be inoperative for main entry doors located in the main deck cargo area of combi airplanes. May be inoperative for day operations.



BOEING 747-400 DATE: 11/01/2007 33-7



33 LIGHTING

#

-51-3

Floor Proximity Emergency ESCAPE Path Marking System 1)passenger and combin configrations a) Incandescent

Marking System

C 1

1

May be inoperative provided: Main Path All arrow lights must be operative. All lights adjacent to arrow lights must be operative. In addition, no two adjacent lights may be inoperative.

Cross Aisle For cross aisles with two lights installed, both must be operative. For cross aisles with three lights installed, both outer lights must be operative. Sidewall Exit Indicators-At least two of five lamps in each exit indicator must be operative.

(continued)



BOEING 747-400 DATE: 11/01/2007 33-8



33 LIGHTING

#

-51-3

Floor Proximity Emergency ESCAPE Path Marking System (Cont’d) 1)passenger and combin configurations(Cont’d) b) Photo-

Luminescent Marking System

2)Cargo Configuration




BOEING 747-400 DATE: 11/01/2007 34-1



34 NAVIGATION

#

-00-1 -00-2 -11-1 -11-2 -12-1 -12-2

Instrument Source Select Switches (FLT DIR, NAV, EIU, IRS, AIR DATA) 1) Auto-Select

Feature PFD/ND Standby Power Switching Static Air Temperature (SAT) Indications Pitot/Static Probe Source Select Valves Air Data Computer System (ADC) Total Air Temperature Indication 1) Total Air

Temperature Probes

C

C

C

D

C

C

C

C

10

2

2

-

2

3

2

1

2

-

0

1

0

0

2

2

0

1

(M)(O)May be inoperative provided: a) Associated instruments operate

from isolated sources, and b) Inoperative switches are not

moved in flight. (M)May be inoperative provided source is verified. May be inoperative provided left and right ADCs operate normally. (O)May be inoperative provided at least the left, and one other ADC operate normally.(B-2443, B-2445, B-2447) (O)Both ADC should operate normally. (B-2456, B-2458 and B-2460, B-2467, B-2468,B-2469,B-2470,B-2471,B-2472)

May be inoperative provided static Air Temperature (SAT) indication is available.



BOEING 747-400 DATE: 11/01/2007 34-2



34 NAVIGATION

#

-13-1 -13-2 -13-3 -13-4 -16-1 -19-1

Mach Indications Mach/Airspeed Warning Systems Standby Altimeter Vibrator True Airspeed Indications Altitude Alerting System Windshear Alerting System

C

C

B

C

C

A

2

2

2

1

2

1

1

0

1

0

0

0

One may be inoperative provided flight descends to FL 290 or below if failure of the second indication occurs in flight. May be inoperative provided flight remains at or below FL 290. One (Captain's or F/O's) may be inoperative. May be inoperative provided VMC conditions exist at departure and arrival airports. NOTE：“Visual Meteorological Conditions”(VMC) means the atmospheric environment is such that would allow a flight to proceed under the visual flight rules applicable to the flight. This does not preclude operation under Instrument Flight Rules.


a) Autopilot with altitude hold is operative,

b) Enroute operations do not require its use, and


d) One must be operative for RVSM enroute operations.

Deleted, Relief incorporated into

Item 34-46-1



BOEING 747-400 DATE: 11/01/2007 34-3



34 NAVIGATION

#

-21-1 -22-1 -22-2 -22-3

Inertial Reference Units (IRUs) Non-Stabilized Magnetic Compass (Standby) Not applicable Flight Director Displays

C

C

B

B

C

C

3

3

3

1

1

1

2

2

2

3

0

0

0

0

Center IRU may be inoperative provided approach minimums do not require its use. Right IRU may be inoperative provided:

a) Approach minimums do not require its use, and

b) Standby power to the Captain’s ND is installed and available.

Three should operate normally for the RNP-10 navigation accuracy required oversea routes. (O)May be inoperative provided three IRU's operate normally. (O)May be inoperative provided:

a) Any combination of two IRUs operate normally, and

b) Airplane is operated with dual independent navigation capability and under positive radar control by ATC on the en route portion of the flight.

(O)May be inoperative for flights that are entirely within areas of magnetic unreliability provided at least two IRUs operate normally. May be inoperative provided approach minimums do not require their use.



BOEING 747-400 DATE: 11/01/2007 34-4



34 NAVIGATION

-22-4 -22-5

Standby Attitude/ILS Indicator 1) Attitude 2) ILS Not applicable

B

C

C

1

1

1

0

0

0


a) Operations are conducted in Day VMC only, and

b) Operations are not conducted into known or forecast over-the-top conditions.

NOTE：“Visual Meteorological Conditions”(VMC) means the atmospheric environment is such that would allow a flight to proceed under the visual flight rules applicable to the flight. This does not preclude operation under Instrument Flight Rules. May be inoperative provided VMC conditions exits at departure and arrival airports. NOTE：“Visual Meteorological Conditions”(VMC) means the atmospheric environment is such that would allow a flight to proceed under the visual flight rules applicable to the flight. This does not preclude operation under Instrument Flight Rules. May be inoperative provided Standby power to Captain's PFD/ND is installed and available.



BOEING 747-400 DATE: 11/01/2007 34-5



34 NAVIGATION

-31-1

Instrument Landing System (ILS) 1) Excessive Beam

Deviation Feature

C

C

3

-

2

-

One may be inoperative provided approach minimums do not require their use. May be inoperative provided approach minimums do not require their use.



BOEING 747-400 DATE: 11/01/2007 34-6



34 NAVIGATION

-31-2 -32-1

ILS Antenna Switching

1) Glide Slope 2) Localizer

Navigation Systems (Marker Beacon)

D

C

D

C

C

3

3

3

3

1

2

0

2

0

0

(O)May be inoperative provided approach minimums do not require use of the associated ILS receiver. (O)May be inoperative provided approach minimums do not require use of the associated ILS receiver. NOTE:If Left Glide Slope switching is

inoperative, GPWS Mode 5 is considered inoperative.

(O)May be inoperative provided approach minimums do not require use of the associated ILS receiver. (O)May be inoperative provided approach minimums do not require use of the associated ILS receiver. May be inoperative provided approach minimums do not require its use.


AIRCRAFT: REVISION NO: 9-TEMP01 PAGE:

BOEING 747-400 DATE: 07/28/2008 34-7



34 NAVIGATION

-33-1 -34-1

Radio Altimeters (RA) 1) Single Source

Datalink To EGPWS

a) Left RA

b) Center RA

c) Right RA 2) Multi-Source

Datalink to EGPWS Not applicable

A

C

C

C

1

1

1

3

0

0

0

1

Deleted

(M)(O)May be inoperative provided approach minimums or operating procedures do not require its use. (M)(O)May be inoperative provided:

a) Approach minimums or operating procedures do not require its use, and

b) Left RA operates normally. (M)(O)Two may be inoperative provided:

a) EGPWS is supplied with Radio altitude data, and

b) Approach minimums or operating procedures do not require their use.



BOEING 747-400 DATE: 11/01/2007 34-7



34 NAVIGATION

-33-1 -34-1

Radio Altimeters (RA) 1) Single Source

Datalink To GPWS

a) Left RA

b) Center RA

c) Right RA 2) Multi-Source

Datalink to GPWS Not applicable

A

C

C

C

1

1

1

3

0

0

0

1

Deleted

(M)(O)May be inoperative provided approach minimums or operating procedures do not require its use. (M)(O)May be inoperative provided:

a) Approach minimums or operating procedures do not require its use, and

b) Left RA operates normally. (M)(O)Two may be inoperative provided:

a) GPWS is supplied with Radio altitude data, and

b) Approach minimums or operating procedures do not require their use.



BOEING 747-400 DATE: 11/01/2007 34-8



34 NAVIGATION

#

-35-1 -43-1 -45-1

Not applicable Weather Radar System 1) Not applicable 2) Windshear Alert

Mode (Predictive)

3）Not applicable Traffic Collision and Avoidance System (TCAS) 1) Not applicable

D

C

A

2

-

1

1

0

0

One may be inoperative provided: In case short term forecast trunder rain or any other possible dangerous weather conditions on route, and the conditions can be detected by air-borne radar, both systems must operate normally. (O)May be inoperative provided:

a) Alternate procedures are established and used, and

b) GPWS Windshear Alert Mode (Reactive) (Mode 7) operates normally.


a) System is deactivated and secured, and

b) Only flight to the airport where TCAS can be repaired, and

c) Do not fly on RVSM required routes, report TCAS fault and flight plan to ATC, flight plan should be approved by ATC



BOEING 747-400 DATE: 11/01/2007 34-9



34 NAVIGATION

2) Resolution Advisory (RA) Display System(s)

3) Traffic Alert (TA) Display system(s)

4) Audio Functions

5）Airspace Selection Function(Range selection of display)

C

C

C

B

C

2

-

-

1

-

1

0

0

0

0

One may be inoperative on the non-flying pilot side. (O)May be inoperative provided:

a) Traffic Alert (TA) visual display and audio functions areoperative, and

b) TA only mode is selected by the crew, and

c) Enroute or approach procedures do not require its use.


a) RA visual display and audio functions are operative, and

b) Enroute or approach procedures do not require its use.

May be inoperative provided enroute or approach procedures do not require its use.


AIRCRAFT: REVISION NO: 9-TEMP01 PAGE:

BOEING 747-400 DATE: 07/28/2008 34-10



34 NAVIGATION

-46-1

Enhanced Ground Proximity Warning System (EGPWS)

1) Modes 1 thru 4 2) Test Mode 3) Glideslope

Deviation (Mode 5)

4) Advisory

Callouts (Mode 6)

5) Windshear Alert Mode (Reactive) (Mode 7)

A

A

A

C

B

B

B

1

4

1

-

-

1

1

0

0

0

1

0

0

0

(O)May be inoperative provided: a) Alternate procedures are

established and used, and b) Repairs are made within two

flight days. Deleted Deleted (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided:

a) alternate procedures are established and used.

b) Takeoffs and landings are not conducted in known or forecast windshear conditions.

c) (Continued)



BOEING 747-400 DATE: 11/01/2007 34-10



34 NAVIGATION

-46-1

Ground Proximity Warning System (GPWS)

1) Modes 1 thru 4 2) Test Mode 3) Glideslope

Deviation (Mode 5)

4) Advisory

Callouts (Mode 6)

5) Windshear Alert Mode (Reactive) (Mode 7)

A

A

A

C

B

B

B

1

4

1

-

-

1

1

0

0

0

1

0

0

0

(O)May be inoperative provided: a) Alternate procedures are

established and used, and b) Repairs are made within two

flight days. Deleted Deleted (O)May be inoperative provided alternate procedures are established and used. (O)May be inoperative provided:


b) Takeoffs and landings are not conducted in known or forecast windshear conditions.

c) (Continued)


AIRCRAFT: REVISION NO: 9-TEMP-01 PAGE:

BOEING 747-400 DATE: 07/28/2008 34-11



34 NAVIGATION

-46-1

Enhanced Ground Proximity Warning System (EGPWS) (Cont'd)

5) Windshear Alert Mode (Reactive) (Mode 7) (Cont'd)

6) Terrain Awareness and Warning System (TAWS)

a) Forward Looking Terrain Avoidance(FLTA)and Premature Descent Alert(PDA)Functions

b) Terrain

Display Functions

C

B

C

B

1

1

-

-

0

0

1

0



b) Weather Radar Systems Windshear Alert Mode (Predictive) operates normally.

c) Takeoffs and landings are not conducted in known or forecast windshear conditions.




BOEING 747-400 DATE: 11/01/2007 34-11



34 NAVIGATION

-46-1

Ground Proximity Warning System (GPWS) (Cont'd)

5) Windshear Alert Mode (Reactive) (Mode 7) (Cont'd)

6) Terrain Awareness and Warning System (TAWS)

a) Forward Looking Terrain Avoidance(FLTA)and Premature Descent Alert(PDA)Functions

b) Terrain

Display Functions

C

B

C

B

1

1

-

-

0

0

1

0



b) Weather Radar Systems Windshear Alert Mode (Predictive) operates normally.

c) Takeoffs and landings are not conducted in known or forecast windshear conditions.




BOEING 747-400 DATE: 11/01/2007 34-12



34 NAVIGATION

# #

-51-1 -51-2 -53-1

Navigation Systems (VOR) VOR Mode Selection Switching ATC Transponders/ Automatic Altitude Reporting Systems 1) Elementary and

Enhanced Downlink Aircraft Reportable Parameters

D

C

B

C

A

2

2

2

2

2

2

2

1

2

1

2

0

1

0

One may be inoperative. Two must be operative while flight on Europe BRNAV/RNP-5 required routes or RNP-10 required routes. Two must be operative while flight on Europe BRNAV/RNP-5 required routes or RNP-10 required routes. May be inoperative provided:

a) Enroute operations do not require its use, and

b) Prior to flight, approval is obtained form ATC facilities over planned route of flight.

One must be operative for RVSM enroute operations. May be inoperative provided:


b) Repairs are made prior to completion of the next heavy maintenance visit.



BOEING 747-400 DATE: 11/01/2007 34-13



34 NAVIGATION

#

-55-1 -57-1 -57-2

Distance Measuring Equipment (DME) Navigation Systems (ADF) Not applicable

D

D

D

2

2

2

2

2

1

2

2

1

0

One may be inoperative. Two must be operative while flight on Europe BRNAV/RNP-5 required routes or RNP-10 required routes. Both should operate normally when the flight depends on ADF navigation. One may be inoperative when the flight depends on ADF navigation provided Instrument Approach can be accomplished by the use of VOR and other radio systems, and airplane can safely fly to an appropriate airport. One or two may be inoperative when the flight does not depend on ADF navigation.



BOEING 747-400 DATE: 11/01/2007 34-14



34 NAVIGATION

# #

-58-1 -61-1 -61-2

Global Positioning System (GPS) Flight Management Computer Systems (FMCS includes thrust management function)

1) Navigation Databases

Control Display Units (CDU)

1) Center CDU 2) Not applicable

D

C

C

C

2

2

2

1

0

1

0

0

May be inoperative provided procedures or navigation is not dependent upon its use. One may be inoperative provided:


b) For Combi, if ballast fuel is carried, stabilizer tank remains empty and CWT fuel in excess of ballast fuel may not be carried.

c) Aircraft is not operated on Europe BRNAV/RNP-5 requirement routes and the RNP-10 navigation accuracy requirement oversea routes.

d) Aircraft is not operated on the all RVSM route.

NOTE: Any mode which functions normally may be used. (O)May be out of currency provided:

a) Current Aeronautical Charts are used to verify Navigation Fixes prior to dispatch,

b) Procedures are established and used to verify status and suitability of Navigation Facilities used to define route of flight, and

c) Approach Navigation Radios are manually tuned and identified.

May be inoperative provided left andright IRUs operate normally.



BOEING 747-400 DATE: 11/01/2007 35-1



35 OXYGEN

-11-1 -11-2 -11-3 -21-1

Remote Fill Station Crew Oxygen Pressure Indication System Oxygen Overboard Discharge Indicator Passenger/ Supernumerary Oxygen System 1) Passenger/ Combi

C

C

C

B

B

1

1

1

-

1

0

0

0

-

0

(M)May be inoperative provided leak-tight integrity of the supply system is not affected. (M)May be inoperative provided an accepted procedure is used to ensure that oxygen supply is above the minimum required for flight. (O) May be damaged or missing. (M)(O)Passenger service units (PSUs) may be inoperative without flight altitude restriction provided:

a) Associated seats are blocked and placarded to prevent occupancy, and

b) Units operate normally for all usable lavatory and flight attendant locations.


a) Flight is not conducted where the minimum altitude enroute is above 14,000 feet MSL,

b) All air conditioning packs operate normally,

c) All remaining components of the pressurization system operate normally,

d) Flight altitude remains at or below FL 250,

e) Portable Oxygen units are provided for 10% of the passengers, and

f) Passengers are appropriately briefed.

(Continued)



BOEING 747-400 DATE: 11/01/2007 35-2



35 OXYGEN

-21-1

Passenger/ Supernumerary Oxygen System (Cont'd) 1) Passenger/

Combi 2) Not Applicable 3) Automatic

Presentation

B

C

1

1

0

0

(O)May be inoperative provided flight remains at or below 10,000 feet MSL.


a) Manual deployment system operates normally, and

b) Flight remains at or below FL 300.



BOEING 747-400 DATE: 11/01/2007 35-3



35 OXYGEN

# #

-21-2 -31-1 -31-2

Passenger/ Supernumerary Oxygen Pressure Indication System Portable Oxygen Dispensing Units (Bottle and Mask) 1)A/C for passengers 2)A/C for combi Protective Breathing Equipment (PBE) 1)A/C for passengers 2)A/C for combi

C

D

D

D

D

1

25

18

10

6

0

18

14

10

6

(M)(O)May be inoperative provided an accepted procedure is used to ensure that oxygen supply is above minimum required for flight. (M)Any in excess of those required for dispatch may be unserviceable or missing provided:

a) Required distribution of serviceable bottles is maintained throughtout aircraft, and

b) Bottles not properly serviced are replaced, serviced, or removed at the next available maintenance facility.

NOTE：Make sure usable portable oxygen cylinders by the seats of assistant equal to assistant numbers.



BOEING 747-400 DATE: 11/01/2007 36-1



36 PNEUMATIC

-11-1 -11-2

Engine Bleed Pressure Regulating and Shutoff Valves (PRSOV) Engine Bleed PRSOV Start Solenoids

C C

4 4

3 3

(M) (O) One may be inoperative provided:a) Associated PRSOV is secured

closed except for engine start,b) L and R ISLN valves are open for

takeoff, and when flaps are operated,

c) Bleed systems on remaining engines operate normally, and

d) Start valves on remaining engines operate normally.

(M) (O) One may be inoperative provided:

a) Bleed valve otherwise functions normally, and

b) Start valves on remaining engines operate normally.



BOEING 747-400 DATE: 11/01/2007 36-2



36 PNEUMATIC

-11-3 -11-4 -11-5 -11-6 -11-7

Engine High Pressure Bleed Systems Wing Isolation Valves (Left and Right) APU Check Valve APU Bleed Air Isolation Valve Left and Right Wing Isolation VALVE Lights

C

C

C

C

C

4

2 1

1

2

3

1 0

0

1

(M) (O) One may be inoperative provided:a) Associated High Pressure Shutoff

Valve (HPSOV) is secured closed,b) A minimum of 70% N1 is maintained

at or above 10,000 ft. MSL, or 55% N1 is maintained below 10,000 ft. MSL on the associated engine while in icing conditions,

c) Bleed systems on remaining engines operate normally, and

d) Not applicable (M) (O) One may be inoperative deactivated open provided the pack on the same side as operative valve operates normally. (O) May be inoperative provided the APU Isolation Valve remains closed after first engine starts. (M) May be inoperative provided valve is deactivated closed after engines are started. (O) One may be inoperative provided associated duct pressure indication is available.



BOEING 747-400 DATE: 11/01/2007 36-3



36 PNEUMATIC

-11-8 Bleed Air Pressure Regulating Valve (PRV) Systems (PW and GE)

C 4 3 (M) (O) One may be inoperative with associated PRV secured closed provided:

a) Airplane is not operated in known or forecast icing conditions,

b) L and R ISLN valves are open for takeoff, and when flaps are operated,

c) Bleed systems on remaining engines operate normally,

d) Associated ENGINE BLEED switch is selected OFF except for engine start,

e) Not applicable f)Appropriate performance

adjustments are applied. (Continued)



BOEING 747-400 DATE: 11/01/2007 36-4



36 PNEUMATIC

-11-8 Bleed Air Pressure Regulating Valve (PRV) Systems Cont’d

C 4 3 (M) (O) One may be inoperative with associated PRV secured closed provided:

a) Associated fan air valve is secured in the intermediate open position,

b) Airplane is not operated in known or forecast icing conditions,

c) L and R ISLN valves are open for takeoff, and when flaps are operated,

d)Bleed systems on remaining engines operate normally,

e) Associated ENGINE BLEED switch is selected OFF except for engine start,

f)Not applicable g) Appropriate performance

adjustments are applied. (Continued)



BOEING 747-400 DATE: 11/01/2007 36-5



36 PNEUMATIC

-11-8 Bleed Air Pressure Regulating Valve (PRV) Systems (PW and GE) (Continued)

C 4 3 (M) (O) One may be inoperative with associated PRV open provided:

a) Associated PRV operates pneumatically in the full open position,

b) Associated HPSOV is secured closed,

c) Associated Bleed Air Overpressure switch is deactivated,

d) Associated ENGINE BLEED switch is selected OFF except for engine start,

e) L and R ISLN valves are open for takeoff and when flaps are operated,

f) Bleed systems on remaining engines operate normally,

g) A minimum of 70% N1 is maintained at or above 10,000 feet MSL,or 55%N1 is maintained below 10,000ft. MSL on the associated engine while in icing conditions.

h)Not applicable



BOEING 747-400 DATE: 11/01/2007 36-6



36 PNEUMATIC

-11-9 Not applicable



BOEING 747-400 DATE: 11/01/2007 36-7



36 PNEUMATIC

-11-10 -11-11

Not applicable Intermediate Bleed Check Valves

C 4 3

(M) (O) One may be inoperative open provided:

a) A minimum of 70% N1 is maintained at or above 10,000 ft. MSL, or 55% N1 is maintained below 10,000 ft. MSL on the associated engine while in icing conditions,

b) Associated HPSOV is secured closed,

c) Bleed systems on remaining engine operate normally, and

d) Not applicable.



BOEING 747-400 DATE: 11/01/2007 36-8



36 PNEUMATIC

-11-12 -12-1

Not applicable Precoolers C 4 3

(O) One may be inoperative provided:

a) Associated ENGINE BLEED switch is selected OFF except for engine start,



d) Bleed systems on remaining engines operate normally,

e) Associated Engine Anti-Ice switch must remain OFF, and

f)Appropriate performance adjustments are applied. (continued)



BOEING 747-400 DATE: 11/01/2007 36-9



36 PNEUMATIC

-12-1 Precoolers C 4 3 (M) (O) One may be inoperative provided:a) Associated ENGINE BLEED switch is

selected OFF except for engine start,



d) Bleed systems on remaining engines operate normally,

e) Associated Engine Anti-Ice switch must remain OFF,

f) For PW & GE, associated fan air valve is secured in the intermediate open position, and

g) Appropriate performance adjustments are applied.

NOTE: Airplane may be dispatched with

damage to the precooler (including core damage) provided engine start is not precluded.



BOEING 747-400 DATE: 11/01/2007 36-10



36 PNEUMATIC

-12-2 Fan Air (Precooler) Control Systems 1)PW

2)Not applicable

C 4 2

(M) (O) One control system per side may be inoperative provided:

a) Associated Fan Air valve(s) is secured in the intermediate open position, and

b) For each inoperative system, the appropriate performance adjustments are applied



BOEING 747-400 DATE: 11/01/2007 36-11



36 PNEUMATIC

-12-2 -16-1

Fan Air (Precooler) Control Systems (Continued)

3) All Engines APU Pneumatic Duct

C

C

4

1

0

0


a) Associated Fan Air valve(s) is secured full open,


c) Not applicable d) For each inoperative system, the

appropriate performance adjustments are applied

(M)(O)May be inoperative (leaking) provided:

a) APU check valve operates normally ,and

b) If APU is used for electrical power, the APU Bleed Air Valve is deactivated closed.

-21-1 -21-2 -21-3

DUCT PRESS Indication Systems ENGINE BLEED OFF Lights Engine Bleed Pressure Sensor

C

C

C

2

4

4

1

0

0

(M) One may be inoperative provided L and R ISLN valves are verified to operate normally.



BOEING 747-400 DATE: 11/01/2007 36-12



36 PNEUMATIC

-21-4

Engine Bleed overpressure switch

C 4 3 (M)(O) One may be inoperative deactivated provided: a)Associated HPSOV is secured closed.b)Associated Bleed switch remains OFF for takeoff.

c)A minimum of 70% N1 is maintained at or above 10,000 feet MSL, or 55% N1 is maintained below 10,000ft. MSL on the associated engine while in icing conditions.

d)Bleed systems on remaining enginesoperate normally,

e)Not applicable

-22-1 -22-2 -22-3

Bleed Air SYS FAULT Lights APU Isolation VALVE Light Engine Bleed Temperature Sensor

C

C

C

4

1

4

0

0

0

May be inoperative provided associated EICAS message is not displayed.



BOEING 747-400 DATE: 11/01/2007 38-1



38 WATER/WASTE

-10-1

Potable Water Systems

C

C

-

-

-

-

(M)Individual components may be inoperative provided:

a) Associated components are deactivated or isolated, and

b) Associated system components are verified not to have leaks.

NOTE: Any portion of system which

operates normally may be used. (M)May be inoperative provided:

a) System is drained, and b) Procedures are established to

ensure that system is not serviced.



BOEING 747-400 DATE: 11/01/2007 38-2



38 WATER/WASTE

-30-1 Lavatory Waste Systems (Including Wheelchair Accessible Lavatories)

C

C

-

-

-

-

(M)Individual components may be inoperative provided:

a) Associated components are deactivated or isolated, and

b) Associated system components are verified not to have leaks.

NOTE: Any portion of system which

operates normally may be used. (M)Associated lavatory system(s) may be inoperative provided:

a) Associated components are deactivated or isolated to prevent leaks,

b) The Pilot-in-Command will determine if flight duration is acceptable with a Upper Deck lavatory unusable, and

c) Associated lavatory door(s) is secured closed and placarded, ”INOPERATIVE-DO NOT ENTER”.

NOTE: These provisions are not intended

to prohibit inspections by crewmembers.



BOEING 747-400 DATE: 11/01/2007 45-1



45 CENTRAL MAINTENANCE

COMPUTER

-45-1 -45-2 -45-3

Central Maintenance Computers Ground Test Enable Switches Multiple-Input Printer

C

C

C

D

2

2

1

1

1

0

0

0

(M)May be inoperative provided switch(es) are deactivated. (O)May be inoperative provided alternate procedures are established and used May be inoperative provided procedures do not require its use.



BOEING 747-400 DATE: 11/01/2007 49-1



49 AIRBORNE AUXILIARY

POWER

-11-1 -15-1 -61-1 -61-2 -71-1 -94-1

Auxiliary Power Unit 1) Pneumatic

Function APU Inlet Door APU External Control Panel APU RPM Indications(N1,N2) APU EGT Indication APU Oil Quantity Indication

C

C

C

C

C

C

C

C C

1

1

1

1

1

1

1

1

2

1 1

0

1

0

1

0

0

0

0

0

0 0

May be inoperative provided procedures do not require its use. One must be operative for polar en-route operations. May be inoperative provided procedures do not require its use. One must be operative for polar en-route operations. (M)May be inoperative secured closed provided APU is not used. (O)May be inoperative open or partially open provided appropriate performance adjustments are applied. May be inoperative provided APU automatic fire bottle discharge system operates normally May be inoperative(and APU used) Provided a qualified operator remains in the vicinity of the APU controls on the flight deck. (M)May be inoperative(and APU used) provided:

a) APU oil quantity is filled to capacity,

b) After five flight days, APU oil quantity is again filled to capacity, and

c) There is no evidence of above normal oil consumption or leakage.



BOEING 747-400 DATE: 11/01/2007 52-1



52 DOORS

-11-1 Main Entry Door/Slides

B 10 9 (M)(O)One may be inoperative or slide missing provided:

a) All remaining entry doors are fully operational,

b) Associated door is not used for passenger loading,

c) A conspicuous barrier strap or rope and a placard stating that the door is inoperative shall be placed across the inoperative door,

d) Emergency exit sign or light associated with the inoperative exit must be covered to obscure the sign,

e) Passengers must be advised to not use associated door,

f) Crew shall be advised that evacuation procedures must not include associated door, though opposite door may be used,

g) Persons (other than assigned cabin attendants) are not permitted to be seated in blocked areas when the associated door is as indicated below:

Door L-1 or R-1:

From forward cabin end to a line midway between L-1/R-1 and L-2/R-2.

Door L-2 or R-2: Halfway to next exits in both directions from the affected door.

(Continued)



BOEING 747-400 DATE: 11/01/2007 52-2



52 DOORS

-11-1 Main Entry Doors/Slides (Cont'd)



Door L-5 or R-5: From a line midway between L-4/R-4 and L-5/R-5 to aft cabin end.

NOTE: Restriction extends across entire cabin and those seats located on designated boundaries will be blocked.

h) Tapes or ropes of conspicuous

colors shall be installed to block access to unusable seats before boarding of passengers,

i) Conspicuous signs and placards shall be placed in appropriate locations to indicate seats are not to be occupied by passengers,

j) Main passenger aisles, cross aisles and exit access areas must not be blocked,

k) Seated capacity must not exceed rated capacity of remaining pairs of exits,

(Continued)



BOEING 747-400 DATE: 11/01/2007 52-3



52 DOORS

-11-1 Main Entry Doors/Slides (Cont'd)

l) For extended overwater operations, occupancy shall not exceed the normal rated capacity of the slide/rafts, or the remaining slide/rafts, or the rated overload capacity of the slide/rafts remaining after loss of one additional slide/raft of greatest capacity, whichever is least, and

m) Blocked seating layouts and evacuation procedures must be developed and approved by the FAA/CAAC certificate-holding office for inclusion in the operator’s manual.

NOTE 1: Cabin attendants may be

stationed in the vicinity of each door within blocked areas.

NOTE 2: Weight and Balance Manifest must be revised as necessary to ensure proper loading limits are observed.

NOTE 3: On combination passenger/cargo airplanes, main entry doors located in the cargo area may be inoperative with no restrictions.



BOEING 747-400 DATE: 11/01/2007 52-4



52 DOORS

-11-2 -11-3 -21-1

Pressure Stop Fitting Assemblies (Main Entry Doors) Main Entry Door Hold-Open Latch 1) Latch Release Lever Crew Compartment Overhead Hatch Latch Pins

C

B

C

C

-

1

1

4

-

0

0

3

(M)(O)One forward fitting assembly and/or one aft fitting assembly per door (with a total of 10 fittings per airplane) may be missing or inoperative provided:

a) There are no visible defects on other fittings assemblies for the associated door(s),

b) Cabin altitude auto controller operates normally, and

c) Maximum cabin differential pressure is limited to 5.2 psi.

Not Applicable. May be inoperative provided the associated door is considered inoperative. (M)One may be removed provided hatch operates normally.



BOEING 747-400 DATE: 11/01/2007 52-5



52 DOORS

-23-1

Upper Deck Escape Door/Slide 1)Passenger/Combi 2)Not Applicable

B

C

2

2

1

0

(M)(O)One may be inoperative, or a slide missing provided upper deck occupancy is limited to 24 passengers, with airplane capacity limited to 550 passengers total. (M)(O)May be inoperative, or slides missing provided upper deck occupancy is limited to those flight crewmembers essential to the flight (including official observer in forward observer seat) during takeoff or landing. (Continued)



BOEING 747-400 DATE: 11/01/2007 52-6



52 DOORS

-23-1 -23-2

Upper Deck Escape Door/Slide (Cont'd) 3) Not Applicable

Upper Deck Type "A" Emergency Exit Door Actuator(s)

C 2 0

Electrical operation feature of doors may be inoperative.



BOEING 747-400 DATE: 11/01/2007 52-7



52 DOORS

-23-3 -23-4

DOOR U/D Flight Lock Actuators 1）Passenger/Combi 2）Not Applicable DOOR U/D GND MODE Lights (Above Door) 1）Passenger/ Combi

C

C

2

2

0

0

(M)(O)May be inoperative or missing provided:

a) Each upper deck Type "A" door is verified to be capable of being unlatched before each departure, and

b) Cabin attendant(s) monitors the door handle(s) when cabin differential pressure is less than 3.0 psi.



b) DOOR U/D FLT LK message operates normally.

(Continued)



BOEING 747-400 DATE: 11/01/2007 52-8



52 DOORS

-23-4

DOOR U/D GND MODE Lights (Above Door) (Cont’d) 1）Passenger/ Combi (Cont’d)

2）Not Applicable

C 2 0






BOEING 747-400 DATE: 11/01/2007 52-9



52 DOORS

-23-5

Pressure Stop Fitting Assemblies (Upper Deck Door(s) 1) Passenger/ Combi 2）Not Applicable

C

C

-

-

-

-

(M)(O)One forward fitting assembly and/or one aft fitting assembly perdoor may be missing or inoperative provided:

a) There are no visible defects on remaining fitting assemblies for associated door(s),

b) Cabin altitude auto controller operates normally,

c) Maximum cabin pressure differential is limited to 3.0 psi.

(M)(O)One forward fitting assembly and/or one aft fitting assembly per door may be missing or inoperative in unpressurized configuration. (Continued)



BOEING 747-400 DATE: 11/01/2007 52-10



52 DOORS

-23-5

Pressure Stop Fitting Assemblies (Upper Deck Door(s) (Cont’d) 2）Not Applicable (Cont’d)

3）Not Applicable



BOEING 747-400 DATE: 11/01/2007 52-11



52 DOORS

-23-6 -23-7

Door U/D FLT LK Indication 1）Passenger/ Combi 2）Not Applicable Upper Deck Door Battery OK Lights

C

C

C

1

1

2

0

0

1


a) Each upper deck Type "A"door is verified to be capable of being unlatched before each departure, and

b) DOOR U/D GND MODE lights above each upper deck type "A" door operates normally.


a) Each upper deck Type “A” door is verified to be capable of being unlatched before each departure, and


(M)One press-to-test system may be inoperative provided associated system is verified to be adequately charged once each flight day.



BOEING 747-400 DATE: 11/01/2007 52-12



52 DOORS

-31-1 -31-2 -31-3 -31-4

Not Applicable Not Applicable Not Applicable Not Applicable



BOEING 747-400 DATE: 11/01/2007 52-13



52 DOORS

-31-5 -31-6 -31-7

Not Applicable Not Applicable Not Applicable



BOEING 747-400 DATE: 11/01/2007 52-14



52 DOORS

-31-8

Not Applicable



BOEING 747-400 DATE: 11/01/2007 52-15



52 DOORS

-32-1

Main Deck Side Cargo Door

C 1 - (M)(O)One latch or hinge section per door may be missing or inoperative provided:

a) A visual check is made before departure to ensure that there is no damage to other hinge sections or latches on the associated door,

b) Flight is conducted in an unpressurized configuration,

c) Procedures are established and used to verify main deck and lower lobe cargo compartments remain empty or contain only empty cargo handling equipment, ballast (ballast may be loaded in ULDs), or fly away kits,

d) Extended overwater flight is prohibited, and

e) Crew rests, crew workstations and passenger business centers with a door and smoke detection system (except the Combi Enlarged Lav/Business Center) are empty, locked closed and placarded “INOPERATIVE-DO NOT ENTER”



BOEING 747-400 DATE: 11/01/2007 52-16



52 DOORS

-32-2 -32-3 -32-4

Main Deck Side Cargo Door Latch System (Electrical Function) Main Deck Side Cargo Door Latch Lock System (Interior Master Latch Lock Handle Shear Pin) Cargo Door Lift Systems (Main Lower Lobe Cargo Doors and Main Deck Side Cargo Door)

C

C

B

1

1

3

0

0

0

(M)May be inoperative provided: a) Manual function operates

normally, b) There is no damage to the latch

mechanism, c) There is no damage to the master

latch lock mechanism, d) Door is closed and locked using

an accepted maintenance manual procedure AMM52-32-00, and

e) All latch cams are visually confirmed to be in the closed position.

(M)Shear pin may be inoperative or missing provided:

a) Exterior master latch lock handle operates normally,

b) There is no damage to the master latch lock mechanism, and

c) Door is locked using the exterior master latch lock handle.


a) There is no damage to the latch mechanism,

b) There is no damage to the master latch lock mechanism, and

c) Associated door is opened, closed and locked using an accepted maintenance manual procedure AMM52-32-00(main deck side cargo door)and AMM52-34-00(main lower lobe cargo doors)



BOEING 747-400 DATE: 11/01/2007 52-17



52 DOORS

-32-5 -34-1

Cargo Door Hook Systems (Main Lower Lobe Cargo Doors and Main Deck Side Cargo Door) (Electrical Function) Main Lower Lobe Cargo Doors

C

C

-

2

0

-

(M)May be inoperative provided: a) Manual function operates

normally, b) There is no damage to the hook

mechanism, and c) Doors are closed and locked using

an accepted maintenance manual procedure AMM52-32-00(main deck side cargo door)and AMM52-34-00(main lower lobe cargo doors).

(M)(O)One latch or hinge section per door may be missing or inoperative provided:

a) A visual check is made before departure to ensure that there is no damage to remaining hinge sections or latches on the associated door,

b) Flight is conducted in an unpressurized configuration,

c) Procedures are established and used to verify main deck and lower lobe cargo compartments remain empty or contain only empty cargo handling equipment, ballast (ballast may be loaded in ULDs), or fly away kits,

d) Extended overwater flight is prohibited, and

(Continued)



BOEING 747-400 DATE: 11/01/2007 52-18



52 DOORS

-34-1 -34-2

Main Lower Lobe Cargo Doors (Cont’d) Main Lower Lobe Cargo Door Latch Systems (Electrical Function)

C

2

0

e) Crew rests, crew workstations

and passenger business centers with a door and smoke detectionsystem (except the Combi Enlarged Lav/Business Center) are empty, locked closed and placarded “INOPERATIVE-DO NOT ENTER”


a) Manual function operates normally,

b) There is no damage to the latch mechanism,

c) There is no damage to the master latch lock mechanism,

d) Doors are closed and locked using an accepted maintenance manual procedure AMM52-34-00, and

e) All latch cams on lower sill are confirmed to be in the closed position.



BOEING 747-400 DATE: 11/01/2007 52-19



52 DOORS

-36-1 -36-2 -48-1 -48-2

Bulk Cargo Door Balance Mechanism Bulk Cargo Door Pressure Stop Fitting Assemblies Main (Forward) Electronic Bay External Access Door Latch Pins Cabin Compartment E & E Bay Hatch Lock Screw and/or Nut Plate

C

C

C

C

D

1

-

4

4

2

0

-

3

3

0

(M)May be inoperative provided a safety hold open device is used when door is in OPEN position. (M)(O)One forward fitting assembly or one aft fitting assembly may be missing or inoperative provided:

a) There are no visible defects on remaining fittings assemblies for associated door,

b) Cabin altitude auto controller operates normally, and

c) Maximum cabin pressure differential is limited to 5.2 psi.

(M)One may be damaged or removed provided door operates normally. (M)One may be inoperative provided:

a) Integrity of remaining pins is verified,

b) Remaining pins are verified to be fully engaged, and

c) Verification procedures AMM52-48-03 are repeated each time the door is opened and closed.

May be inoperative or missing.



BOEING 747-400 DATE: 11/01/2007 52-20



52 DOORS

-51-1 -51-2

Flight Deck Door Lock System ( Not FAR25.795 Compliant ) (Not Applicable) Boeing Enhanced Flight Deck Security Door Automatic Locking System (FAR 25.795 Compliant)

A

1

0

Deleted (M)(O)May be inoperative provided:

a) Automatic locking system is deactivated,

b) Door dead bolt operates normally and is used to lock the door,

c) Alternate procedures are established and used for locking and unlocking the door using the dead bolt, and

d) Repairs are made within two fight days.

(Continued)



BOEING 747-400 DATE: 11/01/2007 52-21



52 DOORS

-51-2

Boeing Enhanced Flight Deck Security Door Automatic Locking System (FAR 25.795 Compliant) (Cont’d) 1)Flight

Deck Access Panel System (Keypad, Door Chime)

a)LEDs

b)Door Bell Mode

2)Flight Deck Door LOCK FAIL Light

3)Flight Deck Door AUTO UNLK Light

B

C

C

B

B

1

-

1

1

1

0

0

0

0

0


a) Keypad is deactivated, and b) Alternate procedures are

established and used. (O) May be inoperative provided alternate procedures are established and used. (O) May be inoperative provided alternate procedures are established and used. (M) May be inoperative provided automatic lock controls are verified to operate normally. (M) May be inoperative provided:

a) Automatic lock controls are verified to operate normally, and

b) Door chime operates normally. (Continued)



BOEING 747-400 DATE: 11/01/2007 52-22



52 DOORS

-51-2 -51-3

Boeing Enhanced Flight Deck Security Door Automatic Locking System (FAR 25.795 Compliant) (Cont’d) 4) Flight Deck

Door Lock Control Selector

5)Pressure

Rate-Of- Change Sensing Module

Boeing Enhanced Flight Deck Security Door Dead Bolt (FAR 25.795 Compliant)

B

A

C

1

1

1

0

0

0


a) Keypad is deactivated, b) Automatic lock is verified to

operate normally, and c) Alternate procedures are

established and used. (M) May be inoperative provided:

a) Pressure sensing module is deactivated , and

b) Repairs are made within two fight days.

May be inoperative provided: a) Automatic lock controls operate

normally, and b) Repairs are made within two flight

days.



BOEING 747-400 DATE: 11/01/2007 52-23



52 DOORS

#

-51-4

JAMCO Flight Deck Security Door Automatic Locking System (not applicable)

Deleted (Continued)



BOEING 747-400 DATE: 11/01/2007 52-24



52 DOORS

#

-51-4 JAMCO Flight Deck Security Door Automatic Locking System ( Cont’d) (not applicable)

Deleted



BOEING 747-400 DATE: 11/01/2007 52-25



52 DOORS

#

-51-5 -73-1

JAMCO Flight Deck Security Door Mechanical Catch Pin Lock (Not Applicable) Door Indication 1)Auto/Man EICAS

Indication 2)Flight Attendant panel Auto/Man Indications(Door 1L)

C

C

D

C

D

1

-

-

2

2

0

0

0

0

0

Deleted (M)(O)May be inoperative provided door(s) is verified closed and locked by an alternate procedure DDG52-73-1. (O)May be inoperative provided door(s) is verified in Auto or Man as appropriated by an alternate procedure DDG52-73-1 May be inoperative provided procedures do not require its use. (O)May be inoperative provided doors are verified in Auto or Man as appropriate by an alternate procedure DDG52-73-1. May be inoperative provided procedures do not require its use.



BOEING 747-400 DATE: 11/01/2007 53-1



53 FUSELAGE

-21-1 -21-2

Floor Vents (Passenger Airplanes) Sidewall Vents (Passenger Airplanes)

C

C

-

-

-

-

Two in each zone may be open or missing. (M)Two sidewall vents on each side of each zone may be open or missing provided the adjacent passenger seat is blocked from occupancy.



BOEING 747-400 DATE: 11/01/2007 56-1



56 WINDOWS

-11-1 Windshields 1) TRIPLEX (.118") and

PPG 2) TRIPLEX (.050")

A

C

2

2

1

1

(M)(O)One No. 1 window outer glass ply may be cracked provided: a) Visibility through affected

windshield is acceptable to the captain, and vision is not impaired on the remaining windshield,

b) AFM window heat limitations are observed, and

c) The aircraft is operated for one takeoff ONLY to an airport where replacement can be made.

(M)(O)One No. 1 window outer thin glass pane may be damaged provided: a) Entire outer glass layer is

removed from the affected window,b) Visibility through affected

window is not impaired, and c) AFM window heat limitations

are observed.



BOEING 747-400 DATE: 11/01/2007 73-1



73 ENGINE FUEL & CONTROL

-11-1 -21-1

Not Applicable Minimum Idle/ Approach Idle Selection Systems 1) Ground Minimum

Idle Selection System

2) Continuous

Ignition Selected Approach Idle

C

C

4

4

0

0


a) Antiskid operates normally, And

b) Appropriate performance adjustments are applied.

May be inoperative provided during Operation in or near heavy rain or hail, N1 is maintained at 45% for Flight Levels below 10,000 ft and N1 is maintained at 50% for Flight Levels 10,000 ft and higher.



BOEING 747-400 DATE: 11/01/2007 73-2




-21-2 Electronic Engine Control Systems(EEC) 1) ENG_EEC Mode 2) ENG_EEC C1

C

A

4

4

3

0

(O)One may be inoperative provided:

a) All engines are operated in the alternate (ALTN) mode, and

b) Appropriate procedures, AFM limitations and performance decrements are applied.

May be inoperative with C1 faults Provided repairs are made within 20 days.



BOEING 747-400 DATE: 11/01/2007 73-3




-21-3 -21-4 -21-5

Not Applicable Engine Overspeed Protection Systems Engine Supplemental Control Unit

C

C

4

4

3

0


a) Before each departure, ENG CONTROL status message is Verified to be displayed due to an overspeed fault only, and

b) Autostart system is not Installed


a) Associated Auto Start switch remains OFF,

b) Associated unit(s) is Deactivated, and

c) Alternate start procedures（re.DDG）are used.



BOEING 747-400 DATE: 11/01/2007 73-4




-31-1 -31-2 -34-1

Fuel Flow Indications Fuel Control ENG FUEL VLV Indications Fuel Filter Bypass Warning System

B

C

C

4

4

4

3

3

3

One may be inoperative provided: a) Associated EPR indications

operate normally, b) Fuel quantity indicating

Systems for tanks containing fuel operate normally, and

c) For Combi, if ballast fuel Is carried, stabilizer tank remains empty and CWT fuel in excess of ballast fuel may not be carried.


a) Associated Engine Fuel Valve is verified to operate normally, and

b) Associated EICAS message is Deactivated.


a) It is verified that the Malfunction is in the fuel filter bypass warning system, and

b) Associated fuel filter is checked for the presence of contaminants before each departure.



BOEING 747-400 DATE: 11/01/2007 74-1



74 IGNITION

-00-1 -00-2

Ignition System Continuous Ignition Selection System 1) Flap Actuated 2) Nacelle Anti-Ice

Actuated 3) Switch Actuated

C

C

C

C

8

1

4

1

4

0

0

0

(O)One per engine may be inoperative provided:

a) Nacelle anti-ice system on the associated engine operates normally,

b) Ignition Selector is positioned to ensure ignition to all engines, and

c) No.1 ignition system is verified to operate on at least two engines prior to each flight.

(O)May be inoperative provided continuous ignition is manually selected ON when required. (O)May be inoperative provided continuous ignition is manually selected ON when required. (O)May be inoperative provided standby ignition system is used to provide continuous ignition when required.



BOEING 747-400 DATE: 11/01/2007 74-2



74 IGNITION

-00-3 Not Applicable



BOEING 747-400 DATE: 11/01/2007 75-1



75 BLEED AIR

-23-1 -23-2 -24-1 -24-2

Nacelle cooling Systems Nacelle zone Ventilation Valves Not Applicable Turbine Case Cooling Air Flow System Turbine Cooling Air System

C

C

C

4

4

4

0

0

0


a) Associated valve remains open, and

b) Enroute performance limited weights are reduced by 1200 lb (544 kg) for each inoperative valve.

(M)(O)May be inoperative provided associated turbine case cooling valve remains closed. (M)(O)May be inoperative provided associated turbine cooling valve remains open.



BOEING 747-400 DATE: 11/01/2007 75-2



75 BLEED AIR

-33-1

IDG Air/Oil Cooler(AOC) Valves

C 4

4

0

4

(M)(O)May be inoperative provided: a) Valves are inoperative open, b) Fuel tank temperature

remains above -42 degrees C (-36 degrees C if IDG is disconnected) throughout the flight, and

c) Appropriate performance Adjustments are applied.




BOEING 747-400 DATE: 11/01/2007 77-1



77 ENGINE INDICATING

-11-1 -12-1 -12-2 -22-1 -31-1

Engine Pressure Ratio Indicating Systems Not Applicable Engine Speed Cards Not Applicable Vibration Indicating Systems

C

C

C

4

4

4

3

3

2

(O)One may be inoperative provided: a) All EEC's are switched to

ALTN mode, b) Appropriate AFM procedures,

Limitations, and performance decrements are applied, and

c) N1, N2 and Fuel Flow indication on associated engine operate normally.

(O)One card may be inoperative provided:

a) Associated engine is started last,

b) Associated start switch is manually canceled when N2 reaches 50%,

c) FMC is initiated with the known total fuel quantity prior to each departure, and

d) CMC BITE tests for ATA 21 systems are not initiated after engine start.

(M)Two may be inoperative unless required by a maintenance program.



BOEING 747-400 DATE: 11/01/2007 78-1



78 ENGINE EXHAUST

-31-1

Thrust Reversers Syetems (such as, but not limited to: engine reverse hydraulic isolation valves and REV unlockIndications)

C

A

4

4

3

2

(M)(O)One may be inoperative provided:a) Associated reverser is

secured in the forward thrust position, and

b) On associated engine, both T/R Control and T/R Indication circuit breakers are opened and collared.

c) No sleet and ice on landing runway.

(M)(O)Two may be inoperative provided:

a) Inoperative thrust reversers Are on symmetrical engines Only,

b) Associated reversers are Secured in the forward thrust position,

c) On associated engine, both T/R control and T/R indication circuit breakers are opened and collared,

d) Anti-skid and auto spoiler systems operate normally, and




BOEING 747-400 DATE: 11/01/2007 78-2



78 ENGINE EXHAUST

-34-1 -34-2 -34-3

Engine Reverse Lever Interlock Engine Reverse Hydraulic Isolation Valves Not Applicable

C 4 3 (O)May be inoperative extended or retracted. NOTE: Associated Reverse thrust is

Limited to idle when inoper- Ative retracted.

Dispatch relief moved to item 78-31-1



BOEING 747-400 DATE: 11/01/2007 78-3



78 ENGINE EXHAUST

-36-1 -36-2 -36-3

Reverser Position Sensing System REV Unlock Indications (Amber) Full REV Position Indications (Green)

C

A

C

4

4

4

3

2

3

(M)(O)One may be inoperative provided:a)Associated reverser is

Secured in the forward Thrust position, and

b)On associated engine, both T/R Control and T/R Indication circuit breakers are opened and collared.

(M)(O) Two may be inoperative provided:

a) Inoperative thrust reversers are on symmetrical engines only,

b) Associated reversers are secured in the forward thrust position,

c) On associated engine, both T/R Control and T/R Indication circuit breakers are opened and collared,

d) Anti-skid and auto spoiler systems operate normally, and


Dispatch relief moved to item 78-31-1 One may be inoperative provided associated REV unlock indication (Amber) operates normally. NOTE: Not required for an inoperative thrust reverser.



BOEING 747-400 DATE: 11/01/2007 79-1



79 ENGINE OIL

-21-1 -21-2 -21-3

Engine Oil Filter Warning Indications (Impending Bypass) Not Applicable Not Applicable

C 4 2 (M)Two may be inoperative provided: a) It is verified that the mal-

function is in the alerting system, and

b) Associated Master chip Detector is checked for contaminants before each departure.



BOEING 747-400 DATE: 11/01/2007 79-2



79 ENGINE OIL

-21-4 -21-5 *** -31-1 -33-1

Engine Air/Oil Heat Exchanger Valves Engine Oil Tank Flapper Valves Oil Quantity Indicating Systems Not Applicable

C

C

B

4

4

4

0

0

3

(M)(O)May be inoperative provided: a) Valves are deactivated open, b) Fuel tank temperature

remains above -34 degrees C (-30 degrees C if IDG is disconnected) throughout the flight, and

c) For each inoperative valve, The appropriate performance Adjustments are applied.

(M)May be inoperative provided associated oil tank filler cap is secured closed after each servicing. (M)One may be inoperative provided:

a) It is verified before each departure that the oil tank is filled to the recommended capacity,

b) There is no evidence of above normal oil consumption or leakage, and

c) Associated oil temperature and pressure indications operate normally.



BOEING 747-400 DATE: 11/01/2007 79-3



79 ENGINE OIL

-34-1 Engine Bearing No.3 Scavenge Oil Temperature 1) ENG_SCAV

TEMP1 2) ENG_SCAV

TEMP2

A

A

4

4

3

3

(M)May be dispatched with this message displayed provided repairs are made within 3 flight days. (M)May be dispatched with this message displayed provided repairs are made within 10 flight days.



BOEING 747-400 DATE: 11/01/2007 80-1



80 STARTING

-11-1 -11-2 -11-3 -11-4

Engine Start Valves Starter Switch Systems Auto Start Systems Start Valve Open Lights

C

C

C

C

4

4

4

4

3

0

0

3

(M)(O)One may be inoperative closed provided:

a) Alternate starting pro- Cedures(re.DDG) are established and Used, and

b) Associated Start Valve Open Light operates normally.

(O)May be inoperative provided alternate start procedures(re.DDG) areused. (O)May be inoperative provided Manual Start System operates normally. (O)One may be inoperative provided it is verified after engine start that the associated start valve is closed.

BOEING 747-400

CONFIGURATION DEVIATION LIST

Revision: 10

AIR CHINA

Date: 03/15/2005

AIR CHINA B747-400 CONFIGURATION DEVIATION LIST PREAMBLE

RECORD OF REVISION

REV. NO.

ISSUE DATE

DATE FILED BY REV.

NO. ISSUE DATE

DATE FILED BY

REV. NUMBER: 10 DATE: 03/15/2005


LOG OF TEMPORARY REVISIONS

TEMPORARY REV. NO. DATE FILED BY DATE REMOVED BY

REV. NUMBER: 10 DATE: 03/15/2005 PAGE： i


PREAMBLE

Air China CDL was developed based on the BOEING issued section 3 of DDG R18 (issued on sep.03th,2004),with detailed discussion among concerned departments.

This section contains locations, illustrations and performance information for operation of the 747-400 per the Airplane Flight Manual (AFM) Appendix Configuration Deviation List (CDL).

LIMITATIONS

The associated limitations must be listed on a placard affixed in the cockpit in clear view of the pilot-in-command and other appropriate crew member(s). Operation with those missing parts requiring a reduction of VMO/MMO is permitted only when the airplane has the appropriate alternate VMO set prior to flight. The pilot in command will be notified of each operation with a missing part(s) by listing the missing part(s) in the flight or dispatch release. The operator will list in the aircraft logbook an appropriate notation covering the missing part(s) on each flight. If an additional part is lost in flight, the airplane may not depart the airport at which it landed following this event until it again complies with CDL limitations. This, of course, does not preclude the issuance of a ferry permit to allow the airplane to be flown to a point where the necessary repairs or replacements can be made. No more than one part for any one sub-system may be missing unless specifically designated combinations are indicated herein. Unless otherwise specified herein, parts from different sub-systems may be missing. WEIGHT REDUCTIONS The performance penalties are cumulative. Where performance penalties are listed as negligible, no more than three negligible items may be missing without taking further penalty. For each missing item more than three, reduce the takeoff, landing and enroute climb limits by 100 pounds. Where performance penalties are listed as no penalty, any accumulative number of items listed as no penalty may be missing without further penalty.

REV. NUMBER: 10 DATE: 03/15/2005 PAGE： 1


PREAMBLE

（CONT’D） ENROUTE FUEL MILEAGE EFFECTS

The drag effects of many 747-400 CDL items are so small that enroute fuel mileage changes are negligible. For items with significant drag effects, a fuel mileage decrement of 0.25% per 1000 lb of enroute climb penalty should be applied.



CONTROL PAGES

CONTENT PAGE CURRENT DATA

COVER PAGE - 03/15/2005 RECORD OF REVISION - 03/15/2005 LOG OF TEMPORATU REVISIONS i 03/15/2005 PREAMBLE 1、 03/15/2005 2、 03/15/2005 CONTROL PAGES 3、4 03/15/2005 SYSTEM PAGE REV. NO. ISSUE DATE DDG REV.

21 21-1 10 03/15/2005 18 21-2 10 03/15/2005 18 21-3 10 03/15/2005 18

23 23-1 10 03/15/2005 18 27 27-1 10 03/15/2005 18 27-2 10 03/15/2005 18 27-3 10 03/15/2005 18 27-3a 10 03/15/2005 18 27-4 10 03/15/2005 18 27-4a 10 03/15/2005 18 27-5 10 03/15/2005 18 27-6 10 03/15/2005 18 27-7 10 03/15/2005 18 27-7a 10 03/15/2005 18

28 28-1 10 03/15/2005 18 32 32-1 10 03/15/2005 18 32-2 10 03/15/2005 18 32-3 10 03/15/2005 18 32-4 10 03/15/2005 18 32-5 10 03/15/2005 18 32-6 10 03/15/2005 18 32-7 10 03/15/2005 18

33 33-1 10 03/15/2005 18 33-2 10 03/15/2005 18 33-3 10 03/15/2005 18 33-4 10 03/15/2005 18

52 52-1 10 03/15/2005 18 52-2 10 03/15/2005 18 52-3 10 03/15/2005 18 52-4 10 03/15/2005 18




CONTROL PAGES

(CONT’D) SYSTEM PAGE REV. NO. ISSUE DATE DDG REV.

52-5 10 03/15/2005 18 52-6 10 03/15/2005 18 52-7 10 03/15/2005 18 52-8 10 03/15/2005 18 52-9 10 03/15/2005 18

54 54-1 10 03/15/2005 18 54-1a 10 03/15/2005 18

57 57-1 10 03/15/2005 18 57-2 10 03/15/2005 18 57-3 10 03/15/2005 18 57-4 10 03/15/2005 18 57-4 a 10 03/15/2005 18 57-4 b 10 03/15/2005 18 57-5 10 03/15/2005 18

78 78-1 10 03/15/2005 18 78-2 10 03/15/2005 18 78-3 10 03/15/2005 18 78-4 10 03/15/2005 18

AIR CHINA B747-400 CONFIGURATION DEVIATION LIST

REV NUMBER: 10 DATE: 03/15/2005 PAGE: 21-1

21 AIR CONDITIONING

ITEM MODEL NUMBER

INSTALLED REMARKS AND/OR EXCEPTIONS

21-30-1 Cabin Pressure Relief Valve Flapper Doors

ALL 2 One or both may be missing with negligible performance decrement.



21 AIR CONDITIONGING

ITEM MODEL NUMBER


21-52-1 A/C Ram Air Outlet Assemblies

ALL 3 Any number of louvers may be missing from the three assemblies in any combination provided performance limited weights are reduced by the following:

Takeoff and Landing: 2950 lb (1339 kg)

Enroute Climb: 9000 lb (4083 kg)



21 AIR CONDITIONING

ITEM MODEL NUMBER


21-62-1 A/C Ram Air Inlet Doors

ALL 3 One may be missing provided performance limited weights are reduced by the following:



NOTE: The exit louvers for the pack with the missing door must be in the full open position.


23 COMMUNICATIONS

ITEM MODEL NUMBER INSTALLED

REMARKS AND/OR EXCEPTIONS

23-61-1

Static

Dischargers

(Trailing and

Tip Type)

ALL 68 Any number of static dischargers at any location may be missing with no performance decrement when airplane operations are not dependent upon use of ADF, LORAN or HF. When airplane operations are dependent upon use of ADF, LORAN or HF, up to 45 static dischargers may be missing without any performance decrement. A minimum of 23 static dischargers are required to be installed as follows:

1.A minimum of 15 trailing type dischargers with 3 at any of the 6 outboard locations on each wing, 3 at any of the 5 outboard locations on each horizontal stabilizer and 3 at any of the 4 upper locations on the vertical stabilizer.

2.A minimum of 8 tip dischargers with 1 on each winglet tip (or wing tip on 747-400D) and 2 on each horizontal stabilizer tip and 2 on the vertical stabilizer tip.




27 FLIGHT CONTROLS

ITEM MODEL NUMBER

INSTALLEDREMARKS AND/OR EXCEPTIONS

27-11-1 Outboard

Aileron

End Seals

ALL 4

Pairs

Any one seal from a pair may be missing

with no performance decrement.

Any number of pairs may be missing provided

for each missing pair the performance

limited weights are reduced by the

following:





27 FLIGHT CONTROLS

ITEM MODEL NUMBER


27-11-2 Inboard

Aileron

End Seals

ALL 4

May be missing provided for each missing

seal the performance limited weights are

reduced by the following:




27 FLIGHT CONTROLS

ITEM MODEL NUMBER


27-51-1 Trailing

Edge Flap

to

Fuse-lage

Seals

ALL 6 Any number may be missing or damaged provided performance limited weights are reduced by the following performance decrements for each missing or damaged item: NOTE:1: A missing seal is defined as the

absence of an entire seal, or a seal that has sustained damage to both the upper and lower surfaces and allows leakage through the surfaces.

NOTE 2: A damaged seal is defined as one which sustained damage to either the upper or lower surface, but does not allow airflow through both surfaces.

NOTE 3: Takeoff Climb decrements are for Second Segment Climb limits.

NOTE 4: * With a missing Fore-Flap seal, no additional Takeoff Climb Flaps 10 decrement is required for missing or damaged associated Mid-Flap and Aft-Flap seals.

PERFORMANCE DECREMENTS PER SEAL lb(kg)

Missing Seal Damaged Seal Flight Segment

Fore-Flap Mid-Flap Aft-Flap Fore-Flap Mid-Flap Aft-Flap

*4400 lb 1800 lb 100 lb 800 lb 1600 lb 100 lb Takeoff Flaps

10 (1996 kg) (817 kg) (46 kg) (363 kg) (726 kg) (46 kg)

2200 lb 1600 lb 100 lb 800 lb 1600 lb 100 lb Takeoff Flaps

20 (998 kg) (726 kg) (46 kg) (363 kg) (726 kg) (46 kg)

None 5800 lb 450 lb None 5800 lb 450 lb Enroute Climb

(2631 kg) (204 kg) (2631 kg) (204 kg)

2550 lb 1900 lb 150 lb 950 lb 1900 lb 150 lb Landing Flaps

25 (1157 kg) (862 kg) (69 kg) (431 kg) (862 kg) (69 kg)

4550 lb 1900 lb 150 lb 950 lb 1900 lb 150 lb Landing Flaps

30 (2064 kg) (862 kg) (69 kg) (431 kg) (862 kg) (69 kg)


REV NUMBER: 10 DATE: 03/15/2005 PAGE: 27-3a

27 FLIGHT CONTROLS



27 FLIGHT CONTROLS

ITEM MODEL NUMBER


27-51-2 Flap

Track

(Canoe)

Fairing

ALL 8 This item is for the following part numbers: 1. Flap track 1 & 8: Part Number 65B155102. Flap track 2 & 7: Part Number 65B155203. Flap track 3 & 6: Part Number 65B155304. Flap track 4 & 5: Part Number 65B15540The moveable portion or the entire fairing may be missing from one flap track provided performance limited weights are reduced by the following:

Takeoff and Landing: 2900 lb (1316 kg)Enroute Climb: 8850 lb (4015 kg) NOTE: If the moveable door in fairing

number 1 or 8 is missing, the corresponding tailcone must be removed to prevent structural damage. The tailcone performance decrements (CDL item 27-51-3) are then applied.



27 FLIGHT CONTROLS



27 FLIGHT CONTROLS

ITEM MODEL NUMBER


27-51-3 Flap

Track

Fairing

Tailcones

ALL 8 One or two may be missing provided

performance limited weights are reduced

by the following for each missing item:



NOTE: If the movable door in fairing number

1 or 8 is missing, the corresponding

tailcone must be removed to prevent

structural damage. The tailcone

decrements are then applied.



27 FLIGHT CONTROLS

ITEM MODEL NUMBER


27-51-4 Inboard

Trailing

Edge Flap

Outboard

Deflec-ti

on

Control

Roller

ALL 2 One or both may be missing provided for

each missing roller the performance

limited weights are reduced by the

following:

Takeoff: 85 lb (39 kg)


NOTE: Due to the possibility of additional

wear on the mid flap bullnose

created by contact with the seal

retainer, operation beyond the next

C check is not recommended.



27 FLIGHT CONTROLS

ITEM MODEL NUMBER


27-81-1 Folding Nose

Assembly

ALL 28

One may be missing provided the following

performance adjustments are applied:

1. Takeoff performance (use Flaps 20

only):

A. Use weight limits and takeoff speeds

associated with a 2% or greater speed

increase.

B. As an alternative, the following

adjustments conservatively account

for a 2% speed increase:

Reduce Field Length limited weight by

30,000 lb (13,600 kg).

For airport pressure altitudes above

4000 ft, reduce Tire Speed limited

weight by 57,000 lb (25,900 kg).

Increase takeoff speeds V1, VR and V2

by 4 knots.

2. Landing performance:

A. Reduce landing field length limit

weight by 45,000 lb (20,412 kg).

B. Increase landing approach speed VREF

by 6 knots.

NOTE: Buffet onset will occur earlier than

normal during maneuvering flight

with flaps extended.



27 FLIGHT CONTROLS



28 FUEL

ITEM MODEL NUMBER


28-22-1 Boost Pump Access Doors (Main Tanks 1 and 4)

ALL 4 One or two may be missing with negligible performance decrement.



32 Landing Gear

ITEM MODEL NUMBER


32-12-1 Wing Gear Shock Strut Outboard Door, Inboard Door and Inboard Door Fairing

ALL 2 One may be missing. The maximum airspeed limits (VMO/MMO) are 270 KCAS/0.73 Mach. Place the Gear Down Dispatch switch in the Main Equipment Center to GEAR DOWN DISPATCH position. Reduce the performance limited weights by the following:





32 Landing Gear

ITEM MODEL NUMBER


32-12-2 Wing Gear Shock Strut Inboard Door, and Inboard Door Fairing






32 Landing Gear

ITEM MODEL NUMBER


32-12-3 Wing Gear Shock Strut Inboard Door Fairing


Takeoff and Landing: Negligible




32 Landing Gear

ITEM MODEL NUMBER


32-14-1 Body Gear Shock Strut Inboard Door






32 Landing Gear

ITEM MODEL NUMBER


32-14-2 Body Gear Shock Strut Outboard Door






32 Landing Gear

ITEM MODEL NUMBER


32-21-1 P37 Control Panel Cover (On Nose Gear)

ALL 1 May be missing with no performance decrement.

NOTE: May be missing in combination with item 32-21-2.



32 Landing Gear

ITEM MODEL NUMBER


32-21-2 Nose Gear Bullnose Air Deflector

ALL 1 May be missing with no performance decrement.

NOTE: May be missing in combination with item 32-21-1.



33 LIGHTING

ITEM MODEL NUMBER


33-41-1Wing Illumination Light Covers

ALL 2 One or both may be missing with negligible performance decrement.



33 LIGHTING

ITEM MODEL

NUMBER INSTALLED REMARKS AND/OR EXCEPTIONS

33-43-1 Wing-Tip Navigation Light Lens

ALL 2 One may be missing provided the affected winglet and all of its fairings are removed. Reduce performance limited weights by the following:

Takeoff and Landing: 21,100 lb (9571 kg)

Enroute Climb: 10,900 lb (4945 kg)



33 LIGHTING

ITEM MODEL NUMBER


33-43-2 Wing-Tip Navigation Light Lens

NOT APPLICABLE



33 LIGHTING

ITEM MODEL NUMBER


33-51-1 Overwing Emergency Light Covers

ALL 8 Any number may be missing with negligible performance decrement.



52 DOORS

ITEM MODEL NUMBER


52-11-1 Main Entry Door Mid and Aft Hinge Fairings

ALL 40 This item is for the small mid and aft fairings installed over hinge attachment points (2 at upper hinge attachment and 2 at lower hinge attachment).

Two main entry doors may have any number missing (total of eight) with neglible performance decrement.



52 DOORS

ITEM MODEL NUMBER


52-11-2 Main Entry Door Forward Hinge Fairings

ALL 20 This item is for the small forward fairings installed over hinge attachment points (1 at upper hinge attachment and 1 at lower hinge attachment).

Note: For all models, a total of eight may be missing with no performance decrement.



52 DOORS

ITEM MODEL NUMBER


52-31-1 Hinge Access Doors ( Nose Cargo Door Only)

-400F 2 Not Applicable.



52 DOORS

ITEM MODEL NUMBER


52-32-1 Main Deck Side Cargo Door Switch Access Door Panel

-400C 1 May be missing with neglible performance decrement.



52 DOORS

ITEM MODEL NUMBER


52-49-1 External Power Receptacle Door

ALL 1 May be missing with neglible performance decrement.



52 DOORS

ITEM MODEL NUMBER


52-49-2 Pneumatic Ground Service Door

ALL - One or two may be missing provided performance limited weights are reduced by the following:


Enroute Climb: 150lb(69kg)



52 DOORS

ITEM MODEL NUMBER


52-49-3 Toilet Service Door

ALL 1 May be missing provided performance limited weights are reduced by the following: Takeoff and Landing: Negligible Enroute Climb: 150lb(69kg)



52 DOORS

ITEM MODEL NUMBER


52-49-4 Cargo Door Switch Access Panels

ALL 2 One or both may be missing with neglible performance decrement .



52 DOORS

ITEM MODEL NUMBER


52-49-5 CWT Sump Drain Access Panels

ALL 2 One or both may be missing with neglible performance decrement.



54 NACELLES/PYLONS

ITEM MODEL NUMBER


54-32-1 Nacelle Strut Access Doors (Includes Pylon Valve Access Doors)

ALL 76

Any number of the specified doors may be missing. The performance limited weights are reduced by the table 1 and table 2 for each affected strut:

Table 1:

Number of DoorsMissing (Per Strut)

Performance Decrement (Per Affected Strut)

Location Takeoff & Landing Enroute Climb Inboard Strut: Group I One Negligible Negligible (total of 4 per strut) More than One 900 lb (409 kg) 2750 lb (1248 kg) Outboard Strut: Group I One Negligible Negligible (total of 2 per strut) Both 150 lb (69 kg) 500 lb (227 kg) Outboard Strut: Group II One Negligible Negligible (total of 3 per strut) More than One 1300 lb (590 kg) 4050 lb (1838 kg)

Table 2:

Group Inboard Strut Doors Outboard Strut Doors I 462 FL, GL, HL, ER

472 FL, GL, HL, ER 452 GL, FR 482 GL, FR

II N/A 452GR, ER, FL 482GR, ER, FL


REV NUMBER:

10 DATE: 03/15/2005 PAGE: 57-1

57 WINGS

ITEM MODEL NUMBER


57-23-1 Winglet Fairings

ALL 10

One set may be missing provided the


by the following:



NOTE: If any winglet fairing is damaged

or missing, the affected winglet and all

its fairings except the leading edge

wingtip fairing Part Number 118U0010 and

the trailing edge wingtip fairing Part

Number 118U0030 must be removed. The

forward facing opening in the trailing

edge wingtip fairing must be covered (e.g.

speed tape).


REV NUMBER:

10 DATE: 03/15/2005 PAGE: 57-2

57 WINGS

ITEM MODEL NUMBER


57-28-1 Winglets ALL 2

One may be missing provided the


by the following:



NOTE: If a winglet is removed, the

affected winglet fairings except the

leading edge wingtip fairing Part Number

118U0010 and the trailing edge wingtip

fairing Part Number 118U0030 must be

removed. The forward facing opening in

the trailing edge wingtip fairing must be

covered (e.g. speed tape).


REV NUMBER:

10 DATE: 03/15/2005 PAGE: 57-3

ITEM MODEL NUMBER


57-31-1 Fueling Panel

Doors

ALL 3

Any number may be missing provided the


by the following for each missing item:





57 WINGS

ITEM MODEL NUMBER


57-54-1 Leading Edge Flap

- Inboard

Strut

Seal

ALL 2

1. Two seals may be missing provided the


by the following:

Takeoff: 5040 lb (2286 kg)

Landing: 6500 lb (2948 kg)

2. The aft center of gravity limit is reduced from 33% MAC to 29% MAC.

NOTE: A flat plate seal must be placed

on the fixed lower surface structure to

ensure that the leading edge cavity is

sealed when flaps are retracted.


REV NUMBER: 10 DATE: 03/15/2005 PAGE: 57-4b



57 WINGS

ITEM MODEL NUMBER


57-54-2 Leading Edge Flap

Folding

Nose

Inboard

Strut

Seal

ALL 2

One or both may be missing with no

performance decrement or restriction.



78 EXHAUST

ITEM MODEL NUMBER


78-31-1 Thrust Reverser Sleeve Actuator Access Panels

ALL 24 A maximum of sixteen(four per nacelle) in any combination may be missing provided performance limited weights are reduced by the following:



NOTE: Combinations of this item and CDL Items 78-31-2 and 78-31-4 may be missing at the same time.



78 EXHAUST

ITEM MODEL NUMBER


78-31-2 Fan Thrust Reverser Blocker Doors

ALL 48 One per cowl half(maximum of eight total) may be missing provided performance limited weights are reduced by the following:

A. Takeoff and Landing: 700lb(318kg)

B. Enroute Climb: 2100lb(953kg)




78 EXHAUST

ITEM MODEL NUMBER


78-31-4 Thrust Reverser Cascade Vane Segments

ALL 72

（18 per engine）

Three per reverser half(six per engine) may be missing with no performance decrement provided:

1) Segments are missing from one engine only and thrust reverser is deactivated.

2) No two adjacent segments are missing.

3) Top and bottom segments remain in place.




78 EXHAUST

ITEM MODEL NUMBER INSTALLED

REMARKS AND/OR EXCEPTIONS

78-31-5Fan Thrust Reverser Cascade Boxes

Not applicable

b747-400mel英文r9 含临时版至tr747-r9-e01(附cdlr10)[1]

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