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THE FOLLOWING PROCEDURE AND/OR INFORMATION IS EFFECTIVE UPON RECEIPT
Background Information
A potential failure within the Allied Signal “Quantum” ILS receiver may cause either an erroneous localizer deviation indication, or an erroneous glideslope deviation indication on a PFD, or ND (when displaying approach data). The localizer or glideslope deviation indication on the opposite PFD or ND is not affected if this failure occurs in a single ILS receiver.
The autopilot flight director system (AFDS) compares signals from the three ILS receivers and will not use signals from a failed receiver. The EICAS alert message NO LAND 3 is displayed when the AFDS senses a failed receiver. The AFDS will continue the approach with no degradation in performance and the AFDS status LAND 2 will be displayed on the PFD.
If the airplane was dispatched with two operable ILS receivers and a subsequent ILS receiver failure occurs while on approach, the autopilot will disengage and the flight director command bars will no longer be displayed. There is no available source of ILS data to verify correct approach information. No ILS or localizer approach can be flown.
Operating Instructions
This bulletin applies to all airplanes equipped with Allied Signal “Quantum” ILS Receivers (P/N 066-50006-0101).
CS3-2658 Page1of4
Operations Manual Bulletin No. ILF2-36(R2), Dated April 1, 1999 (continued)
Do not attempt a manual (no autopilot, no flight director) raw data ILS or localizer

approach/departure.
Do not attempt an ILS or Localizer autopilot departure or approach/landing, or
manual approach/departure using the flight director with the EICAS advisory
message SNGL SOURCE ILS displayed.

While cross checking the Captain’s and First Officer’s flight displays, if a
disagreement is noted between the two ILS raw data displays on an approach,
attempt to isolate the failed signal as described below.

This should only be attempted as time permits, and should be completed above

1500 feet AGL.
-The Pilot Not Flying (PNF) should move the EIU SOURCE SELECTOR
from the AUTO position to the C position. (Make sure Captain’s and First
Officer’s EIU SOURCE SELECTORS are not selecting the same EIU.)

-If the Captain’s and First Officer’s displays agree, continue the approach and
landing.

-If the displays disagree, the PNF should move the EIU SOURCE SELECTOR
from the C position back to the AUTO position, and the Pilot Flying (PF) should
move the EIU SOURCE SELECTOR from the AUTO position to the C position.

-If the Captain’s and First Officer’s displays agree, continue the approach and
landing. Otherwise, initiate a go-around unless visual contact with the runway has
been established.

If a go-around has been initiated, it is possible to inhibit display of erroneous ILS
deviation indications by placing the ILS in PARK (DEL the ILS frequency on the
NAV RAD page) for one minute, then re-selecting the desired ILS frequency and
course.

Page 2 of 4
Operations Manual Bulletin No. ILF2-36(R2), Dated April 1, 1999 (continued)
Administrative Information
Insert this bulletin behind the Bulletin Record page in Volume 1 of your Operations Manual. Amend the Bulletin Record to show bulletin ILF2-36(R2) IN EFFECT (IE).
This condition is under investigation. This bulletin will remain in effect until further notice.
Mailing Address: Manager, Flight Technical Publications (747-400)
Boeing Commercial Airplane Group P.O. Box 3707 MS 20-89 
Seattle, WA 98124-2207 USA 
Fax: Telex:  (206) 662-7812 32-9430 Station 627 
SITA:  SEABO7X 

Page 3of4
Operations Manual Bulletin No. ILF2-36(R2), Dated April 1, 1999 (continued)
Intentionally
Blank

Page 4 of 4
Operations Manual Bulletin
for
International Lease Finance Corp.

The Boeing Company Seattle, Washington 98124-2207

Number: ILF2-40(R3)
Date: April 1, 2001
Document Effectivity: D6-30151-425
Subject: CONSECUTIVE CONDITIONAL ALTITUDE WAYPOINTS MAP
ANOMALY
Reason: To inform flight crews of an ND MAP display anomaly associated with routes containing two consecutive conditional altitude waypoints. Revised to add Service Bulletin information.
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
　
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