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bulletin includes replacement pages for the Operations Manual or QRH, the
included pages should be filed as instructed in the OperationsManual Information
section of the bulletin.
April 1, 2000
747 Operations Manual
Copyright © The Boeing Company. See title page for details.
0.6.2 D6-30151-425
Preface -
Bulletin Record
Number Date Status
-9(R4) 04-01-99 INC
-13(R2) 04-01-99 IE
-28(R2) 04-01-99 INC
-33(R2) 04-01-99 IE
-34(R2) 04-01-99 IE
-36(R2) 04-01-99 IE
-40(R3) 04-01-01 IE
-41(R5) 04-01-99 IE
-42(R1) 04-01-99 IE
-43(R2) 04-01-01 IE
-44(R1) 04-01-99 IE
-45(R1) 04-01-01 IE
-47(R2) 04-01-01 IE
-48(R1) 04-01-01 IE
-49 07-05-00 INC
-50(R1) 03-15-01 INC
-51(R1) 12-19-00 IE
Number Date Status
April 01, 2001
Page 1 of 4
Sect Name
Operations Manual Bulletin
for
The Boeing Company
Seattle, Washington 98124-2207
International Lease Finance Corp.
Number: ILF2-9(R4)
Date: April 1, 1999
Document Effectivity: D6-30151-425
Subject: HYDRAULIC SYSTEM 1 OR 4 DEPRESSURIZATION - GROUND
MODE ANOMALY
Reason: To inform flight crews of a ground mode condition which may result
when hydraulic system 1 or 4 is depressurized. Revised for
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.
administrative purposes.
Background Information
There have been two reports by operator flight crews that after depressurizing
hydraulic system 4 in flight, the airplane entered a “ground mode” of operation. If
system 4 is depressurized, hydraulic pressure is no longer available to the wing
gear truck tilt actuators. With loss of system 4 pressure, over time, both wing gear
trucks may relax and move from the “tilted” position satisfying proximity sensor
ground mode logic. There are few obvious flight deck indications which allow the
crew to quickly or easily determine the airplane has entered the ground mode.
However, several airplane systems operate differently in the “ground mode” than
in the air mode”. Hydraulic system 1 and 4 non-normal procedures have been
modified for flight crew accommodation of these conditions. These procedures
conservatively assume that if hydraulic system 4 is depressurized, the airplane will
enter the ground mode and if hydraulic system 1 is depressurized, the airplane will
enter the ground mode when the gear are extended for landing. The effects of a
ground mode encounter on short final are not considered to be as operationally
significant as the potential cumulative effects of a ground mode condition which
may result from a system 4 loss. This is essentially due to the phase of flight in
which this condition may occur.
Page 2 of 4
Operations Manual Bulletin No. ILF2-9(R4), Dated April 1, 1999 (continued)
If the airplane enters the ground mode in flight, the following systems conditions
will exist:
- Stabilizer fuel will not transfer
- Fuel in reserve tanks 2 & 3 will not transfer
- Wing anti-ice is inoperative
- Reverse thrust is available in flight if reverse thrust levers are raised
- Approach idle minimum thrust setting is inoperative
- Autothrottle is inoperative (hydraulic system 4 loss only)
- Cabin Pressurization system
Below 15,000 feet outflow valves will gradually open to depressurize
airplane. No effect above 15,000 feet.
- Transponder is disabled.
- TCAS is operative in TA ONLY mode
- Minimum maneuvering speed indication is inoperative
- Upper deck doors may be unlocked in flight
- Yaw dampers are inoperative
- Speedbrake lever flight detent automatic stop is inoperative
On the ground, stabilizer fuel and reserve fuel are inhibited from transferring. In
flight, if the stabilizer or reserve fuel has not transferred and the airplane enters the
ground mode, the fuel in these tanks will stop transferring or be inhibited from
transferring. The EICAS messages FUEL RES XFR and FUEL STAB XFR,
which alert the crew to anomalies in fuel transfer, will not be displayed as the logic
sees this as correct (on ground) system operation.
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
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