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The flight crew should use the direction specified in the Operations Manual for nacelle anti-ice use which requires selecting anti-ice when TAT is 10°C or less and 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 2 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 3 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 4 of 4
Operations Manual Bulletin
for
International Lease Finance Corp.

The Boeing Company Seattle, Washington 98124-2207

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
system. Revised for administrative purposes.
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.
THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT
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 failures in the event a fire occurs in the oil vent system.
　
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