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visible moisture is present.
Wing anti-ice is inoperative on the ground under all circumstances, therefore,
wing anti-ice is inoperative in flight if the airplane enters the ground mode.
However, with hydraulic system 4 depressurized, wing anti-ice can be operated
manually, until the airplane enters the ground mode and EICAS indicates the wing
anti-ice is inoperative. It should be noted that wing anti-ice is ineffective when
leading edge flaps are extended. The modified non-normal procedures address this
condition.
Approach and minimum idle settings are controlled by the EEC. When the
airplane is on the ground, the EEC selects minimum idle. If a ground mode
condition is encountered in flight, the engines will operate at minimum idle. If
hydraulic system 4 is depressurized or hydraulic system 1 is depressurized and the
gear are extended for landing, the flight crew should maintain a minimum idle
thrust setting which is equivalent to approach idle. The modified non-normal
procedures address this condition.
Page 3 of 4
Operations Manual Bulletin No. ILF2-9(R4), Dated April 1, 1999 (continued)
Operating Instructions
The ground mode anomaly described in this bulletin is corrected through
installation of upgraded Proximity Switch Electronic Unit (PSEU) software.
Airplanes modified by SB 747-32-2426 incorporate upgraded PSEU software and
are not affected by the ground mode anomaly.
In the event hydraulic system 4 is depressurized in flight or hydraulic system 1 is
depressurized and the gear are extended for landing, flight crews should be aware
of system conditions that may exist if the airplane enters the ground mode of
operation.
Operations Manual Information
The FAA plans to grant terminating action for the governing Airworthiness
Directive, AD 93-14-21, after 18 months of satisfactory service with upgraded
PSEU software. Therefore, HYDRAULIC OVERHEAT SYSTEM and
HYDRAULIC PRESSURE SYSTEM non-normal procedures will continue to
reflect the ground mode anomaly until theFAA authorizes terminating action for
AD 93-14-21, and all airplanes in an operator’s fleet have the upgraded software.
Administrative Information
Insert this bulletin behind the Bulletin Record page in Volume 1 of your
Operations Manual. Amend the Bulletin Record to show bulletin ILF2-9(R4)
INCORPORATED (INC).
We will cancel this Operations Manual Bulletin and revise hydraulic non-normal
procedures when:
1. The FAA authorizes the PSEU software upgrade as terminating action for
AD 93-14-21, and
2. You notify Boeing all affected airplanes in your fleet have been modified by
SB 747-32-2426.
If you do not plan to modify your affected airplanes and would like to have the
contents of this bulletin remain in your Operations Manual, please advise Boeing
accordingly.
Please send all correspondence regarding Operations Manual Bulletin status to
one of the following addresses:
Mailing Address:Manager, Flight Technical Publications (747-400)
Boeing Commercial Airplane Group
P.O. Box 3707 MS 20-89
Seattle, WA 98124-2207
USA
Page 4 of 4
Operations Manual Bulletin No. ILF2-9(R4), Dated April 1, 1999 (continued)
Fax: (206) 662-7812
Telex: 32-9430 Station 627
SITA: SEABO7X
Page 1 of 4
Sect Name Section Name
Operations Manual Bulletin
for
The Boeing Company
Seattle, Washington 98124-2207
International Lease Finance Corp.
Number: ILF2-13(R2)
Date: April 1, 1999
Document Effectivity: D6-30151-425
Subject: FUEL IN ENGINE OIL SYSTEM
Reason: To advise flight crews of the possibility of fuel entering the engine oil
THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT
Information in this bulletin is recommended by The Boeing Company, but may not be FAA approved
at the time of writing. In the event of conflict with the FAA approved Airplane Flight Manual (AFM),
the AFM shall supersede. The Boeing Company regards the information or procedures described
herein as having a direct or indirect bearing on the safe operation of this model airplane.
system. Revised for administrative purposes.
Background Information
There have been numerous reported events where engine oil has been
contaminated with fuel. Several of these events resulted in uncontained engine
failures in flight when a fire has occurred in the oil vent system shortly after
takeoff.
There are four points where fuel can leak into and contaminate the oil:
1. Fuel/oil Heat Exchanger leakage.
2. N1 Hydro Mechanical Sensor.
3. Seal in the Fuel Control Unit.
4. Fuel lines on the Fuel Control Unit being switched.
GE Service Bulletin 72-648 has been issued to prevent uncontained engine
　
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