1. B747-200 General Aircraft Descriptions and Limitations
The mid-1960s saw the development and introduction of many new jetliners. None, however,
has matched the dramatic impact of the 747. Increasingly crowded skies and the availability of
large-thrust engines added to the incentive for creating the giant 747. It all began with the ,
the first in the 747 Classics series, which also includes the -200 and -300 models
Although the was developed after the , it was built during roughly the same time frame.
The first -200 went into commercial service in 1971, and Boeing delivered a total of 393, the last in 1991.
Although its external appearance is nearly identical to the , it was designed to carry more payload.
In addition to being offered as a passenger airplane, the -200 was the first 747 to be configured as a
freighter, a combination passenger-freighter and a convertible.
Aircraft General
Original 05 May 98
Revised 08 Feb 99

2. Our First Aircraft, N706BL was originally owned and operated by Northwest Airlines
As you can see the delivery date was May 25, 1979 and was registered as N623US
The First Flight Date was In November of 1979, and was later stored November 2009.
Plane age: 32.7 years
Boeing MSN Airline - Baltia Air Lines Status : Active Registration : N706BL Serial number: LN:374
Type: B
Original 05 May 98
Revised 08 Feb 99

3. 195 Ft. 8 In. 63 Ft. 5 In. 231 Ft. 10 In. 72 Ft. 9 In. 36 Ft. 2 In.
Eye Level – 27 Ft. 11 In.
Approx.
81 Ft.
9 In.
Basic Dimensions Wing Span 195 ft 8 in (59.6 m) Overall Length 231 ft 10.2 in (70.6 m) Tail Height 63 ft 5 in (19.3 m) Interior Cabin Width 20 ft (6.1 m)
Original 05 May 98
Revised 08 Feb 99

4. Doors & Structure Primary Structure - Aluminum, Steel, Titanium
Secondary Structure - Graphite Composite, Fiberglass, Nomex R5
Bulk Cargo
Lower Aft Cargo
Crew Service R4 R3 R2 R1
Lower Fwd Cargo L5
Escape Hatch L4 L3 L2 L1
Original 05 May 98
Revised 08 Feb 99

5. Doors & Structure Main Entry Doors Description
There are five main entry doors on each side of the aircraft. The doors are designated 1L through 5L and 1R
through 5R.
Original 05 May 98
Revised 08 Feb 99

6. Aircraft Deck Structure
Main Deck Cabin Compartment
LWR Aft Cargo Compartment
Bulk Cargo Compartment
*LWR Forward Cargo Compartment
Cockpit Upper Deck
*E & E Compt.
L1 Door
L5 Door
* Areas can be accessed in Flight
Aft Cargo Door
Bulk Cargo Door
Forward Cargo Door
Crew Service Door (200)

7. Mechanically locked, and depressurized.
The steering system of the 747 incorporates steering of the main body gear in addition to nose gear steering.
This body gear steering system is hydraulically actuated and programmed electrically to provide steering ratios
proportionate to the nose gear steering angles. During Takeoff and landing, the body gear steering system is centered,
Mechanically locked, and depressurized.
Steering of the main body gear has the following advantages over ground maneuvering without this steering feature
- overall improved maneuverability, including improved nose gear tracking
- elimination of the need for differential braking during ground turns with subsequent reduced brake wear
- reduced thrust requirements
- lower main gear stress levels, and,
- reduced tire wear
Original 05 May 98
Revised 08 Feb 99

8. Turning Radius With Body Gear Steering
153’
90’
14’
59’
61’
96’
92’
21’
39’
Turning Radius With Body Gear Steering
Looking now at the relationship between nose gear steering and the aircraft turn radius we see the turn
center passes through the wing landing gears when the body gear steering is operating
With the minimum turning radius with the body gear steering operating:
•The nose gear is deflected approximately 70 degrees.
•No differential braking is used and thrust is symmetrical.
Notice that the wingtip antenna swings out 14 feet and that you can't turn around on a
150 foot wide runway.
Taxi speed, gross weight, runway conditions will all affect the turn radius and location
of the turn center. Therefore, good technique dictates that you use the maximum width available as use of the
minimum width will cause excessive tire slippage and scrubbing.
Turning radius = 153 ft when body gear steering is operating normally
Original 05 May 98
Revised 08 Feb 99

9. Turning Radius Without Body Gear Steering
170’
87’
11’
57’
70’
100’
22’
107’
50’
Turning Radius Without Body Gear Steering
With the body gear steering not operating the turn center passes approximately halfway between the wing gear and body gear.
When the body gear steering is deactivated, the minimum turning radius increases significantly.
Note that the runway width increases from 153 feet to 170 feet.
In this drawing the turn was initiated at 10 knots with no braking and differential
ThereforeTurning radius = 170 ft when body gear steering is inop
Original 05 May 98
Revised 08 Feb 99

10. Aircraft General
Doors & Structure

11. AOM v2
Each plug-type Main Entry Door is pressure sealed. Main entry doors are opened manually. A window allows visual
inspection of the immediate area surrounding the door.
An amber LEFT ENTRY DR or RIGHT ENTRY DR annunciator light on the Flight Engineer door annunciator
panel illuminates when a door is not closed and latched.
In the MANUAL mode, the pneumatic assist system is disarmed and the girt bar is not attached to the floor
brackets. The door is normally opened and closed in the MANUAL mode.
When the external handle is used to open the door, the mode selector lever is automatically repositioned
from AUTOMATIC to MANUAL.
Main entry doors
Original 05 May 98
Revised 08 Feb 99

12. Flight Deck Door Original 05 May 98 Revised 08 Feb 99 AOM v2
The passenger aircraft flight deck door meets requirements for resistance to ballistic penetration and intruder
entrance. The flight deck door is hinged on the right outboard side and opens into the flight deck. When
closed, the door locks when electrical power is available and automatically unlocks when electrical power is
lost or removed. A viewing lens in the door allows observation of the passenger cabin. The door can be
manually opened from the flight deck by turning the door handle.
The door incorporates a deadbolt with a key lock. Rotating both concentric deadbolt levers to the locked
(horizontal) position prevents the passenger cabin key from unlocking the door. Rotating only the forward
deadbolt lever to the locked position allows the passenger cabin key to unlock the door.
The door also incorporates an electrical lock which is controlled by the Flight Deck Door Access System. The
door can be opened anytime from the flight deck. However, when locked, entry of an access code is
necessary to open the door from the passenger cabin side.
The flight deck access system consists of a keypad access panel, a chime module, a Door Control switch,
two indicator lights, and an Access System switch. The access panel includes a six button keypad for
entering the numeric normal or emergency access code along with red, amber, and green lights. The red
light is disabled. When the correct access code is entered, the amber light illuminates. The green light
illuminates to indicate the door is unlocked. Two annunciator lights and a three position switch are located on
the P5 overhead panel.
The remote FLT DK DOOR REL switch on the overhead panel has been disabled.
The emergency access code is used to gain access to the flight deck in case of pilot incapacitation.
Annunciation of a flight deck buzzer and illumination of the amber AUTO UNLK light indicates the correct
emergency access code has been entered and the door is programmed to unlock after a time delay.
Selecting the DENY position on the Door Lock selector denies entry and prevents further keypad entry for 15
minutes. To allow entry, the selector is turned to the UNLKD position which unlocks the door while held in
that position. If the emergency access code is entered and the pilot takes no action, the door unlocks after
expiration of the time delay. Before the door unlocks, the chime sounds continuously and the AUTO UNLK
light flashes.
Original 05 May 98
Revised 08 Feb 99

13. Crew Service Door CREW SERVICE DOOR AOM v2 Crew Service Door
This door is a single width, plug-type, pressure sealed door on a track system. A window allows visual
inspection of the immediate area surrounding the door. The door is equipped with a singe lane, manually
deployed slide.
Cabin Doors
Ten main entry doors, five on each side, provide a means of evacuating the aircraft during an emergency.
Each door is equipped with an evacuation slide.

14. Upper Deck Crew Service Door Cockpit Escape Hatch Location
Doors & Structure
Upper Deck Crew Service Door
(RH Side only)
Cockpit Escape Hatch Location

15. NOTE: There is No cockpit indication
Cockpit Escape Hatch
AOM v2
Emergency Overhead Escape Hatch
Description
The emergency escape hatch is located on the left ceiling of the flight deck. A sound proofing cover is held in
place by velcro to minimize air noise associated with this door.
It is a plug-type, pressure sealed door which opens into the flight deck when unlatched. The hatch is
Operable from inside or outside the aircraft. There is no annunciator light associated with this door.
WARNING: AN ESCAPE REEL MUST BE USED WHEN EVACUATING THE AIRCRAFT VIA THE ESCAPE HATCH.
NOTE: There is No cockpit indication
for this escape hatch
Original 05 May 98
Revised 08 Feb 99

16. Cargo Compartment Doors
AOM v2
Cargo Compartment Doors
Description
There are three cargo compartment doors located on the right side of the aircraft:
• forward cargo compartment door (non-plug type)
• aft cargo compartment door (non-plug type)
• bulk cargo compartment door (plug type)
FORWARD
CARGO
DOOR
AFT
CARGO
DOOR
BULK
CARGO
DOOR

17. Forward Cargo Door HINGE LATCH LOCK HANDLE NEGATIVE PRESSURE
AOM v2
Forward and Aft Cargo Compartment Doors
Each door is normally opened, closed, and latched using electrical power [from the ground handling bus]. If
required, the doors can be operated manually by means of a built-in manual drive fitting and an external
portable tool.
These doors open outward and the master latch-lock handle is used to operate the negative pressure relief
doors and lock/unlock the latches.
Wind Limitations
40 knots for door operation
65 knots with a door open
HINGE
LATCH LOCK
HANDLE
NEGATIVE PRESSURE
RELIEF DOOR (2)
EXTERNAL
DOOR
CONTROLS
VIEW PORTS (8)

18. Aft Cargo Door
VIEW PORTS (8)

19. Bulk Cargo Door AOM v2 Bulk Cargo Door
This door is a manually operated, plug-type pressure sealed door. The amber BULK CARGO DR
annunciator light on the Flight Engineer door annunciator panel illuminates when the door is not closed and
latched.

20. Electric Service Doors
Description
The electrical service doors are pressure sealed, plug-type doors which can be operated from inside or
outside the aircraft. They are located on the lower fuselage and allow access to the:
• main electric center
• center electric center
The associated MN ELEC SERV DR or CTR ELEC SERV DR amber annunciator light on the Flight Engineer
door annunciator panel illuminates when either door is not closed and latched.
Original 05 May 98
Revised 08 Feb 99

21. Miscellaneous Doors EXTERIOR POWER RECXEPTACLE FWD POTABLE WATER
SERVICE ACCESS DOOR
CENTER LAVATORY
SERVICE DOOR
Description
Miscellaneous doors include the equipment access and exterior service doors.
Equipment Access Doors
Equipment access doors include:
• APU access door
• APU battery access door
• air conditioning doors
These doors are outward opening doors and enclose unpressurized areas.
Exterior Service Doors
Exterior service doors are generally small, outward opening doors operable from outside the aircraft. These
doors include:
• external power receptacle door
• forward, center, and aft lavatory service doors
• potable water service doors (2)
FWD ELECTRONICS
DOOR
AFT POTABLE WATER
SERVICE ACCESS DOOR
FWD LAVATORY
SERVICE DOOR
CENTER ELECTRONICS
DOOR
AIR CONDITIONING
ACCESS PANELS
AND DOORS
APU ACCESS
DOORS
GROUND AIR
CONDITIONING
ACCESS DOOR
APU BATTERY
ACCESS DOOR
Original 05 May 98
Revised 08 Feb 99

22. Antenna Location

23. Cockpit Layout AOM v2 PILOTS’ STATIONS
1) Overhead Circuit Braker Panel - P126
2) Overhead Circuit Braker Panel - P12
3) Overhead Circuit Braker Panel - P7
4) Overhead Panel - P5
5) Auto Flight Control Panel (MCP) - P10
6) Center Instrument Panel - P2
7) Landing Gear Control Panel - P33
8) Sun Visor
9) Main Instrument Lightshield Panel (Copilot) - P72
10) Approach Chart Holder
11) Copilots Auxiliary - Aft Panel - P23
12) Copilots Auxiliary - Lower Panel - P45
13) Copilots Instrument Panel - P3
14) Control Stand - P8
15) Forward Electronic Control Panel - P9
16) Pilots Instrument Panel - P1
17) Pilots Auxiliary - Lower Panel - P44
18) Observers Panels - P11
19) Pilots Auxiliary - Aft Panel - P21
20) Main Instrument Lightshield Panel (Pilot) - P72

24. Black Crosses on L & R Windshield Brace
Eye Position Locators
Black Crosses on L & R Windshield Brace
AOM v2
Eye Position Indicators provide a means to achieve a consistent sight picture to provide,
Optimum over-the-nose visibility.
Full scan of instruments & flags.
Put seat back at or near vertical, adjust vertical height then fore-&-aft position.
Seat belts and shoulder harnesses must be fastened prior to Pushback, Taxi, Takeoff & Landing.
Original 05 May 98
Revised 08 Feb 99

25. Cockpit Windows Forward windows –
Thick laminated acrylic and hardened glass.
Side windows –
Acrylic and vinyl laminate.
Single layer of acrylic will hold full cabin pressure.
Window heat is not required for bird strike protection.
L1 & R1 window heat provides anti-ice & defogging, rest defogging only.
AOM v2
Original 05 May 98
Revised 08 Feb 99

26. Flight Engineer Station
AOM v2
22-FE UPPER INST PNL - P4
23-FE UPPER INST PNL - P4
24 – ESCAPE DEVICES – INIERTIAL REELS
25-FE OXY REGULATOR & MASK
26 –SMOKE GOGGLES
27 MAIN PWR CIRCUIT BREAKER
28 –MAIN AC DIST CIRCUIT BREAKER PNLS
29 –P6 AUX PNLS
30 –FE LWR INST PNL P-4
31 –MAIN DC DIST PNL
32 –FE LWR INST PNL CTR – P-4
33 AUX PNL P-4
34 FE LWR INST PNL – LEFT P-4

27. SERVICING PORTS EXTERIOR POWER RECXEPTACLE FWD POTABLE WATER
SERVICE ACCESS DOOR
CENTER LAVATORY
SERVICE DOOR
AOM v2
FWD ELECTRONICS
DOOR
AFT POTABLE WATER
SERVICE ACCESS DOOR
FWD LAVATORY
SERVICE DOOR
CENTER ELECTRONICS
DOOR
AIR CONDITIONING
ACCESS PANELS
AND DOORS
APU ACCESS
DOORS
GROUND AIR
CONDITIONING
ACCESS DOOR
APU BATTERY
ACCESS DOOR
Original 05 May 98
Revised 08 Feb 99

28. Servicing Ports
AOM v2
During turnaround at the terminal, certain services must be performed on the aircraft, usually within a given time to meet flight schedules.
This slide simply shows service vehicle arrangements at typical service points
Original 05 May 98
Revised 08 Feb 99

29. Seating Configuration
Original 05 May 98
Revised 08 Feb 99

30. Emergency Equipment
AOM v2
Original 05 May 98
Revised 08 Feb 99

32. Emergency Equipment Locations (Main Deck)

33. Flight Deck & Passenger Exits
AOM V2 6.4

34. Emergency Overhead Escape hatch
AOM V2 6.5 & 6.7
Emergency Overhead Escape Hatch
The emergency overhead escape hatch is a small, plug-type, pressure sealed door located on the left ceiling
of the flight deck.
Operation
To operate the hatch from inside the aircraft:
• remove the sound proof cover
• rotate the handle to the UNLOCK position
• pull the hatch into the flight deck
Evacuation Escape Devices
Escape Reel
Five emergency escape reels are stowed above the second officer panel. These inertial reel/brake units are
used for emergency evacuation from the flight deck through the overhead escape hatch.
To use the escape reel:
• remove the reel from the stowage bracket
• climb out through the overhead escape hatch
• grasp the reel handle with both hands, face away from the aircraft, and begin descent to the ground
[The initial rate of descent is approximately 16 feet per second, reduced by the braking device to
approximately 6 feet per second near the ground].

35. Cabin Emergency Lighting
AOM V2 6.15
Cabin Emergency Lighting
Cabin interior emergency lighting consists of main cabin door, aisle, cross aisle, exit, and escape path lights.
EXIT signs are located on the flight attendant overhead panels and light coves adjacent to each main entry
door and upper deck.

36. Cabin Floor Level Emergency Escape Path Lighting
AOM V2 6.16
A. Cabin Floor Level Emergency Escape Path Lighting
The cabin floor level emergency escape path lighting is installed on the cabin aisles. The escape route is
marked with white lights spaced at short intervals along the aisle. Each exit is marked by four closely spaced
red lights interrupting the row of white lights and an exit marker light sign located on the sidewall at floor level
beside the exit.
On the upper deck and forward of doors 1L and 1R illuminated arrows indicate the direction to the nearest
exit.
ction

37. Crew Service Door Slide
ESCAPE SLIDE
PACK
MANUAL INFLATION
HANDLE
CHUTE
CREW SERVICE DOOR SLIDE - LATER AIRCRAFT
Crew Service Door Slide - Later Aircraft
Pack board manual release handle on left side
Manual Inflation Handle
Assist Handle
ASSIST HANDLE
FLOOR TRACK
RELEASE
FLOOR RAMP
FLOOR TRACKS
PACKBOARD MANUAL
RELEASE HANDLE

38. Crew Service Slide Operation
CREW SERVICE SLIDE OPERATION - LATER AIRCRAFT
Crew Service Slide Operation - Later Aircraft
Pull slide Deployment Release (T-Handle)
Replaces snow shovel
Push slide out door
Should automatically inflate.
Push manual inflation handle regardless of success of auto inflation.

39. Exterior Emergency Lighting
AOM V2 6.16
Exterior emergency lighting is provided for overwing escape routes and exterior slide areas.

40. Evacuation Slide / Rafts
AOM V2 6.8
Evacuation Slide/Rafts
General The aircraft is equipped with:
• one single lane evacuation slide on the upper deck
• eight dual lane slide/rafts on the main deck
• two ramp slides on the main deck

41. Single Lane Evacuation Slide
AOM v2 6.9
Single Lane Evacuation Slide
A single lane evacuation slide is provided at the crew service door. The slide is in a self-contained unit
mounted on tracks. It can be moved aft to clear the doorway for aircraft servicing; however, it must be
positioned and locked in front of the crew service door for flight. For evacuation, open the crew service door
and slide it aft on its tracks. Release the slide pack and push the entire container out the door. As the slide
deploys It automatically inflates. If the automatic system fails, a manual inflation handle is provided for use.
NOTE
There are two types of slide containers. One has the pack board
release handle on the left side. The other type of slide container has
a pawl lock handle in the center. Both types of containers house a
single lane slide.

42. Dual Lane Slide / Rafts AOM v2 6.10 Dual Lane Slide/Rafts
Dual lane slide/rafts are stowed behind a protective cover (bustle) on doors 1L and 1R, 2L and 2R, 4L and
4R, and 5L and 5R. Each slide/raft assembly is designed to serve as a slide in a ground evacuation, and as
a raft in a ditching situation.
When the door is opened in the AUTOMATIC mode, the slide/raft is deployed and should automatically
inflate. If automatic inflation fails, a red manual release pull strap, located at the girt bar, allows for manual
inflation.
When ditching, directions for disconnecting the raft from the aircraft are stenciled on the flap at the girt bar.
Slide/rafts are not “either-side-up”. If a slide/raft capsizes, righting handles are provided on the bottom for
turning the slide/raft over. Boarding stirrups and handles are also provided to aid in boarding the raft from the
water.
[The slide/rafts at doors 1L and 1R, 2L and 2R, 4L and 4R are 60 person capacity rafts. The slide/rafts at
doors 5L and 5R are 56 person capacity rafts. All slide/rafts have an overload capacity].

43. Over-wing Ramp/Slide AOM V2 6.11 Over wing Ramp/Slide
Main entry doors 3L and 3R (over wing exits) have a one piece ramp with a two lane off-wing slide assembly
stowed in an enlarged compartment (bustle) in the door. The slides are intended for use during a ground
evacuation and are not rafts.
When door 3L or 3R is opened in the AUTOMATIC mode, the one piece ramp and off-wing slide are
deployed and automatically inflated. If automatic inflation fails, a red manual release pull strap located at the
girt bar allows for manual inflation.
In a gear up landing or when ditching, the door 3 mode selector lever is placed in the MANUAL position. This
action deactivates the ramp and off-wing slide assembly preventing the unit from deploying and interfering
with the operation of the door 4 slide. Doors 3L and 3R still serve as overwing emergency exits, but life rafts
are not available.

44. Raft Survival Equipment
AOM V2 6.12
Raft Survival Equipment
Each slide/raft is equipped with a survival kit containing an assortment of first aid supplies and a utility kit.
The utility kit contains:
• day-night flares
• water activated flashlight
• signal mirror
• whistle
• sponge
• pen knife
• survival manual
• drinking water
• hole plugs
• sea dye marker
• bailing bucket
• water purification tablets
• plastic sacks for rain water and drinking cups (Air Cruiser rafts only)
• first aid kit
• "Charms" type candy
A canopy is provided to protect the occupants from over exposure from the sun and inclement weather.

45. Evacuation Emergency Lighting
AOM V2 6.13
Evacuation Emergency Lighting
Emergency Lighting
Loss of essential DC electrical power automatically activates interior and exterior emergency lighting. Power
for the emergency lights is provided by self contained batteries, recharged by the aircraft electrical system.
Positive control is provided independently by the EMERGENCY EXIT LIGHT switch on the flight deck
overhead panel or by the EMERGENCY LIGHTS switch on the Steward panel at door 1L.

46. Evacuation After Ditching
Each crewmember must have his evacuation assignment committed to memory.
The Captain is to ensure that the command to evacuate and any other specific instructions are issued
An evacuation must not be initiated while the airplane is moving.
The suitability of an exit should be evaluated before it is used.
If possible, persons should board directly from the airplane into the life rafts.
The first capable person to board the raft should assist in boarding
AOM V1 3.10
Each crewmember must have his evacuation assignment committed to memory. The need for most emergency
evacuations comes about with little or no warning. As a result, such an evacuation is conducted without the
benefit of a specific briefing. This means that its success depends on each crewmember's knowledge of
evacuation assignments and related considerations.
Whether an evacuation is planned or unplanned, the Captain is to ensure that the command to evacuate and any
other specific instructions are issued to Cabin and ACM/JS as soon as possible.
An evacuation must not be initiated while the airplane is moving. When the command to evacuate is given, the
evacuation must be conducted aggressively. The hazard to passengers and crew may increase as time passes.
Variations from standard procedures should be avoided unless a specific condition clearly indicates a particular
course of action.
The suitability of an exit should be evaluated before it is used. The cabin door(s) are primary. Consider its
relationship to waves or the waterline.
If possible, persons should board directly from the airplane into the life rafts. The importance of doing so
depends on the sea state, the weather, and the extent of personal injuries. Shoes and sharp objects should be
removed prior to boarding the raft. If practical, remove any drinking water, food, first aid kits, and blankets from
the aircraft and take them into the raft. Evacuees should inflate their life vests as they leave the airplane.
The first capable person to board the raft should assist in the boarding of other persons and hold the raft away
from damaged aircraft structure. The raft center deck support should be inflated when time permits. The survival
kit should be hauled inside the raft as soon as possible. Persons in the raft should assist other persons to board,
preferably at a boarding station. It may be quite difficult for a person to board the raft from the water without help.

47. Raft Seaworthiness
Persons in the raft should sit with their backs against the rail and their feet toward the center.
When all persons are aboard the raft, the lanyard must be cut.
Rafts should be tied together only in a very calm sea.
Check pressure of raft tubes; additional manual inflation may be necessary.
AOM V1 3.11
Persons in the raft should sit with their backs against the rail and their feet toward the center. No one should be
allowed to stand. Sharp objects, including shoes, that could damage the raft should be removed if not done so
prior to boarding, or otherwise disposed of.
Persons should move on hands and knees; unnecessary movement should be restricted.
When all persons are aboard the raft, the lanyard must be cut. The sea anchor should be deployed as soon as
the raft has cleared the aircraft and any debris that could puncture the raft. All loose equipment should be
secured when it is not in use so that it is not lost or washed overboard.
Rafts should be tied together only in a very calm sea. This would provide a larger target for search and rescue
units and permit optimum distribution of rations and equipment. If there is any appreciable wave motion, rafts
should be separated to avoid hazards of collision and upset.
Check pressure of raft tubes; additional manual inflation may be necessary. The raft tubes should be firm but not
drum tight.

48. Lower Cargo Doors Annunciator
CARGO DOORS Light (Center Glare shield)
Indicates the lower fwd or aft cargo doors are NOT closed, latched, and locked.
Repeater of FWD or AFT CARGO DR light on S/O panel
FWD CARGO DR Light
Indicates fwd cargo door is not closed, latched, and locked.
AFT CARGO DR Light
Indicates the aft cargo door is not closed, latched and locked.

49. AIRCRAFT EXTERIOR LIGHTING

50. Original 05 May 98 Revised 08 Feb 99 Exterior Lighting Overview
Exterior lighting includes:
• landing
• runway turnoff
• navigation
• anti-collision (beacon)
• strobe
• wing illumination
Landing Lights
Two landing lights are mounted in the leading edge of each wing near the fuselage.
Each landing light is controlled by its respective switch on the overhead panel.
Runway Turnoff Lights
Two runway turnoff lights are mounted on the stationary structure of the nose landing gear strut. These lights,
which only operate when on the ground, angle outward [approximately 65 degrees] to illuminate the area
surrounding the aircraft.
These lights are controlled by switches on the center forward overhead panel.
Navigation Lights
There are four navigation lights mounted on the aircraft.
• one red light on the left wing tip
• one green light on the right wing tip
• two white lights on the outboard trailing edge of each horizontal stabilizer (or on the tailcone)
These lights are controlled by a NAV switch located on the overhead panel.
Anti-Collision Lights
Rotating anti-collision (beacon) lights are mounted on the top and bottom of the fuselage.
These lights are controlled by the BEACON switch on the overhead panel. [During ground operation, the
lights automatically dim to half their normal intensity.]
Strobe Lights
STROBE lights are on each wing tip and on the tail below the APU exhaust.
These lights are controlled by the STROBE switch on the overhead panel.
Wing Illumination Lights
The leading edges of the wings and the engine inlets can be illuminated by wing illumination lights mounted
in each side of the fuselage.
These lights are controlled by the WING switch on the overhead panel
Service Compartment Lighting
Description
Service compartment lighting includes:
• nose wheel
• main wheel well
• main electric center
• center electric center
Nose Wheel Lighting
Dome lights provide illumination of the nose wheel well area. A toggle switch mounted on the nose wheel
well control panel controls these lights.
Main Wheel Well Lighting
Dome lights provide illumination of the main wheel well area. These lights are controlled by switches located
in the left and right body gear wheel wells.
Main Electric Center Lighting
Dome lights are located throughout the main and center electric centers. Some of these lights also serve as
flight deck access lights. These lights are controlled by a switch near the main deck access hatch, or a switch
in the lower entry hatch to the main electric center.
Original 05 May 98
Revised 08 Feb 99

51. AIRCRAFT EXTERIOR LIGHTTING
All exterior lighting is controlled by switches on the overhead panel.
Original 05 May 98
Revised 08 Feb 99

52. LIMITATIONS
AOM V1
Baltia Air Lines will not operate a civil aircraft without complying with the operating limitations specified in the
approved Airplane Flight Manual, markings, and placards, or as otherwise prescribed by the certificating authority of
the country of registry.
In this section, all limitations discussed will be referenced from the
1- FAA Approved Flight manual for this aircraft
2- AFM Supplemental Type Certificate Limitations which have been found applicable during all operations, and
3- Boeing recommended and Baltia Company Limitations which are not otherwise included in a specific procedure
Original 05 May 98
Revised 08 Feb 99

53. AIRCRAFT OPERATION (AFM) 14 CFR 121.323(a), 121.323(b), 121.323(c)
The aircraft is approved for the following kinds of flight and operation; both day and night, when the required equipment is installed and approved in accordance with the applicable Federal Aviation Regulations: • Visual (VFR) • Instrument (IFR) • Icing Conditions • Extended Overwater
This aircraft is certified in the Transport Category, FAR Part 25 and FAR Part 36.
The aircraft is approved for the following kinds of flight and operation; both day and night, when the required
equipment is installed and approved in accordance with the applicable Federal Aviation Regulations:
• Visual (VFR)
• Instrument (IFR)
• Icing Conditions
• Extended Overwater
The aircraft instruments and equipment meet the performance standards of Appendix 3 of AC120-29A for CAT II
operations. (AC120-29A =Criteria for Approval of Category I and Category II Weather Minima for Approach)
(Observe CAT I/CAT II placard on Captain’s instrument panel for applicable aircraft status.)
Original 05 May 98
Revised 08 Feb 99

54. Maximum Operating Altitude
OPERATIONAL LIMITS (AFM)
Maximum operating altitude is 45,100 feet pressure altitude.
Maximum takeoff and landing altitude is –1,000 to 10,000 feet pressure altitude.
Maximum Runway Slope ± 2%.
Takeoff, landing, and en route operational temperature and altitude limits are shown on the Operating Envelope chart to the right
AOM V1 2.2
4. OPERATIONAL LIMITS (AFM)
Maximum operating altitude is 45,100 feet pressure altitude.
Maximum takeoff and landing altitude is –1,000 to 10,000 feet pressure altitude.
Maximum Runway Slope ± 2%.
Takeoff, landing, and enroute operational temperature and altitude limits are shown on the Operating Envelope chart

55. Max APU Operating Altitude
• Do not use APU generator power in-flight. • Do not operate APU in-flight in icing conditions. • Do not operate APU above 20,000 feet pressure altitude. • Operation between 15,000 feet and 20,000 feet pressure altitude is limited to "no load" only. • In-flight start of the APU is not authorized.
AOM V1 2.5
Inflight Operation (AFM)
The APU may be used to supply bleed air to air conditioning pack #2 for takeoff (See Takeoff Using APU For Air
Conditioning alternate procedure), provided the isolation valves remain closed. If an engine failure occurs, do not
change air conditioning bleed configuration until minimum height for obstacle clearance has been achieved.

56. Maximum Allowable Runway Contamination
AOM V1
Original 05 May 98
Revised 08 Feb 99

57. Limiting tailwind component is 10 knots.
WIND LIMITS (AFM)
Limiting tailwind component is 10 knots.
Original 05 May 98
Revised 08 Feb 99

58. CROSSWIND COMPONENT LIMITS (PEAK GUST)
AOM V1
Boeing-recommended and Baltia company limitations which are not otherwise included in a specific
procedure. These limitations reflect manufacturer’s warranties or recommendations to increase service life
of airplane equipment. Baltia company limitations are marked with BAC
Original 05 May 98
Revised 08 Feb 99

59. Maximum Structural Weights (AFM)
Max Taxi Weight ,000 lbs
Max Takeoff Weight at Brake Release ,000 lbs
Max In-flight Weight, Landing= Flaps…...650,000 lbs
Max Landing Weight ,000 lbs
Max Zero Fuel Weight ,500 lbs
Max Fuel Transfer Weight (1 & 4 Res)……638,000 lbs
Max Taxi Weight ,000 lbs
Max Takeoff Weight at Brake Release ,000 lbs
Max In-flight Weight, Landing= Flaps…...650,000 lbs
Max Landing Weight ,000 lbs
Max Zero Fuel Weight ,500 lbs
Max Fuel Transfer Weight (1 & 4 Res)……638,000 lbs
PERFORMANCE OPERATING WEIGHTS (AFM)
Aircraft takeoff performance weight limits ARE derived from the takeoff gross weight charts AND are in compliance with the
climb gradient requirements specified in FAR Part 25 and FAR Part 36.
The takeoff performance weight limits for conditions on the takeoff gross weight data charts are weights at brake
release.
The takeoff gross weight data charts are based on second segment climb performance requirements. No other
segment of the takeoff flight path is more limiting within the approved operational range.
(Second Segment – Extends from gear up point to 400’ AGL using takeoff thrust & takeoff flaps. 3% climb gradient required)
Maximum permissible takeoff weight may be less than the structural limiting weight due to some other criteria such
as available runway length, maximum V1, brake energy limits, obstacle clearance, etc.
Original 05 May 98
Revised 08 Feb 99

60. Fuel Tanks AOM v2 Fuel Tanks
All B-747 fuel tanks are integral, wet tanks formed by the forward and aft wing spars and the aircraft skin. All
aircraft have four main tanks and a center wing tank.
Additionally, depending on aircraft model, there are either two or four reserve tanks.
Our Passenger aircraft has four reserve tanks.
Original 05 May 98
Revised 08 Feb 99

61. Fuel Capacity Maximum Fuel Tank Quantities (AFM)
1 & 4 Reserve Tanks ,417 lbs (510 U.S. GAL)
1 & 4 Main Tanks ,935 lbs (4,319 U.S. GAL)
2 & 3 Main Tanks ,051 lbs (12,540 U.S. GAL)
2 & 3 Reserve ,573 lbs (785 U.S. GAL)
Center Wing Tank ,993 lbs (17,164 U.S. GAL)
AOM V1 2.17

62. Max Speed MAX OPERATING SPEEDS Vmo Mmo S.L. 378 KIAS --
FL KIAS .92M
AOM V1 2.4
Vmo = Max Operating Limit Speed
Mmo = Maximum Operating Limit Mach
Mach/Airspeed Warning. VMO + 3 KIAS MMO + .01
The maximum operating limit speed shall not be deliberately exceeded in any regime of flight.
All airspeed markings and placards in the aircraft are shown as indicated (IAS) values and are not corrected for
instrument error. VMO is indicated by the limit speed hand (barber pole) on the airspeed indicator.

63. TURBULENCE PENETRATION SPEED 290-310 KIAS .82-.85 M
OPERATIONS IN REDUCED VERTICAL SEPARATION MINIMUM (AFM)
For all operations in Reduced Vertical Separation Minimum airspace, 0.90 Mach is not to be exceeded and for operations at gross weights less than 235,868 kilograms (520,000 pounds), 0.87 Mach is not to be exceeded between flight level 290 and 340.
AOM v1
11. TURBULENCE PENETRATION
KIAS M
12. OPERATIONS IN REDUCED VERTICAL SEPARATION MINIMUM (AFM)
For all operations in Reduced Vertical Separation Minimum airspace, 0.90 Mach is not to be exceeded and for
operations at gross weights less than 235,868 kilograms (520,000 pounds), 0.87 Mach is not to be exceeded
between flight level 290 and 340
Original 05 May 98
Revised 08 Feb 99

64. ENGINE BASICS

65. Baltia’s aircraft are powered by Pratt & Whitney JT9D turbofan engines
Baltia’s aircraft are powered by Pratt & Whitney JT9D turbofan engines. The engine is a two-spool, axial flow turbofan of high compression ratio and high bypass ratio.
Baltia 747 Classic series aircraft are equipped with four Pratt and Whitney JT9D-7A series engines.
The JT9D engine is a dual-rotor, axial flow, high bypass ratio turbofan. The fan delivers approximately 75% of the thrust.
The JT9D-7A engine has a static thrust rating of 46,150 Lbs.
Original 05 May 98
Revised 08 Feb 99

66. on the front of the fan. There are no inlet guide vanes.
Two compressors (N1 and N2) are connected to their respective turbine assemblies by means of shafts. The
N1 and N2 compressor-turbine assemblies are mechanically independent of each other.
N1 consists of a single fan and a three-stage compressor driven by a four-stage turbine. A spinner is located
on the front of the fan. There are no inlet guide vanes.
N2 consists of an eleven-stage compressor, driven by a two-stage turbine.
The compressors are designed to achieve maximum efficiency at cruise thrust. During starting and at low
thrust conditions, an automatic overboard compressor bleed system provides stable operation. Stability is
further augmented by variable stator vanes installed in front of the first four N2 compressor stages.
Original 05 May 98
Revised 08 Feb 99

67. The engine incorporates two multistage turbine-driven compressors utilizing concentric shafting.
The low pressure (N1) compressor, consisting of one fan stage and three compressor stages, is driven by a four-stage turbine.
The engine incorporates two multistage turbine-driven compressors utilizing concentric shafting.
The low-pressure compressor unit (N1) consists of a single stage fan and a four-stage compressor
connected to a four-stage turbine.
Original 05 May 98
Revised 08 Feb 99

68. The high pressure (N2) eleven-stage compressor is driven by a two-stage turbine.
The high-pressure compressor unit (N2) consists of a eleven-stage
compressor unit connected to a two-stage turbine through concentric shafting.
Original 05 May 98
Revised 08 Feb 99