787 Bulletins and Issues (ADs) 7 Jan 2021

787 Issues Bulletin's NADs In this audio series, we will discuss the worldwide operational experience of the GENX outfitted 787 dash aircraft. And as it relates to mechanical and software-related issues, some or all of these issues have been resolved with modifications to existing hardware or software. The intent of this audio segment is to highlight the quote-unquote past and present. Flank Crew Operating Manual Bulletin's Bulletin's are published by the manufacturer to address issues and information that is not yet incorporated into the Flank Crew Operating Manual. A Bulletin is cancelled when the issue has been fixed or when it's been entered into the manual. Among these items, you'll find all Bulletin's that are currently widely in effect. Note that airlines may not have all these Bulletin's currently in effect, so you might find a few here that are not on our specific airlines list. These Bulletin's are just to refresh your memory. Always check the airlines official Flank Crew Operating Manual Bulletin document. Each airline will have different numbering of the Bulletin's, so they have been listed here on this audio series in a somewhat chronological order based on initial publication. If you've missed a Bulletin, please let us know. All feedback is very much appreciated. Bulletin 1. Blank Cabin Temperatures. With the Lav Galley Vent Fan not operating, Cabin Zone Temperatures may be blank on the iKass Air Symptotic. This is only applicable on the ground. No flight crew action is required to be corrected with a future software update. Ground Prox System. If flap override or gear override is selected when flying faster than 250 knots, the Amber Ground Prox System Advisory Message may show. No flight crew action is required to be corrected with future software update. Again, Bulletin 2. Ground Prox System. Bulletin 3. Standby. Rat. Electrical. Power. Inflate. Some electrical systems may not restore even if normal power is restored. Cabs may not restore leading to loss of pressurization. True air temperature data may be lost, which will lead to limited autopilot function and loss of auto throttle, weather radar, LNAV, VNAV, and a few other systems. Bulletin 4. True air temperature, probe logic, and manual anti-ice operation. Engine probe, TAT and airplane, TAT are combined and voted to produce the value shown on the iKass. There's a small chance that an incorrect value is shown if two sources provide bad data. Therefore, when operating in anti-ice manually in flight, icing conditions should be assumed from 15 degrees Celsius instead of 10 degrees Celsius. This only applies to manual operation. No changes to the procedure if auto is used. Common misconception. Bulletin 5. VNAV acceleration and thrust reduction height limitations. General Electric. A slight difference in takeoff thrust, as calculated by the FMS and the EEC, may present itself at certain altitudes. The issue is only present at takeoff thrust, and therefore only if takeoff thrust is still commanded at the problematic altitude. Follow publish maximum thrust heights, engine out acceleration heights, and arm VNAV prior to takeoff. Dispatch may not be allowed at elevations above 11,100, I'm sorry, correction, 11,001 foot. Your airline may not publish this bill, Bulletin. If it's determined that your route network doesn't have airports at this elevation, Bulletin 6. Center fuel pump fault. Center fuel pumps can fail during electrical power transfer after engine start, requiring maintenance action. To avoid this, do not switch the center fuel pumps prior to engine start. After engines are running and the generator control off lights have extinguished, select the center pumps on, if amber fuel and center is shown on the I-Case. Bulletin 7. FMC reset during procedure turn. If a procedure turn becomes the 28th leg on an active flight plan, the FMC resets. The flight plan becomes inactive and all performance data is lost. If the flight plan is activated again, the execute key will not work and repeatedly pushing it can cause further issues, i.e. complete loss of flight plan data. To solve this issue, modify the flight plan so that the procedure turn is no longer on the 28th leg prior to activating and executing. The 28th leg is the third line on the legs page number 6 so the issue can be avoided by not loading an approach with a procedure turn on long flights until there are at least 6 leg pages left. This Bulletin cancelled if all 787s in your airline have the FMC BP4 software update. Bulletin 8 nuisance tail strike messages. Corrosion in the tail strike sensor can cause the tail strike caution message to show even when no tail strike has occurred. Completing the tail strike checklist results in a depressurized aircraft and a diversion to the nearest suitable airport. If the message shows at takeoff this checklist should be completed. If the message does not show on takeoff becomes on later in flight, the indication might be due to a failed sensor. In this case, the crew may override the checklist. Bulletin 9 parking brake lever nuisance. This Bulletin points out issues with some parking brake levels that may be difficult to set release or even release unexpectedly. If the parking brake is difficult to set or release, try to move the lever from side to side and up and down while setting it. Again, the parking brake set memo message is valid and will blank if the parking brake is inadvertently released. This issue is being rectified so several airlines have already cancelled this Bulletin. Bulletin 10 sudden and unrealistic drop in indicated airspeed. Events of rapid airspeed drops to below 50 knots have been reported. These are likely to have been caused by temporarily blocking off the pedotubes and have cleared within a few seconds. When a false airspeed drop in itself usually presents no major issue, incorrect crew responses can cause G-Force excursions. Therefore, if a sudden and unrealistic drop in airspeed do not apply large abrupt control column inputs. Fly the airplane at normal pitch and power settings, disconnecting the autopilot first if manual flight is required. All ICAS alert messages are valid, so complete the associated checklists when appropriate. Bulletin 11 applies to Royals Royce engine. Bulletin 12 FMC reset when exiting a holding pattern. The following anomaly has never been reported in service and many airlines have already updated their FMC software to version PB4, block.4, which fixes this issue. The following steps must be taken to reproduce the buck. FMC in holding pattern, leg after holding pattern fixed within three degrees of inbound leg, select and execute exit hold, select and do not execute direct two holding fix. Without executing, wait for the aircraft to sequence the holding fix. If all these steps happen, the FMC will reset. Performance status is lost and the flight plan is deactivated. To avoid, don't select direct two holding fix after having executed exit hold. If it happens, beware the further resets that can follow. Bulletin 13 possible LNAV guidance error in holding pattern, aircraft with older FMC software may turn in the wrong direction during the first outbound leg in a holding pattern. The issue only happens in the aircraft is descending through 14,000. 1000 feet while on the first outbound leg. The holding pattern resizes from 1.5 minute legs to 1 minute legs at 14,000 feet. This resizing can cause a software error which results in the aircraft turning away from the inbound course, not following the magenta lnav track. To avoid monitor aircraft track and be ready to engage heading / track/ to intercept inbound leg if needed. lnav can be re-energized once on intercept course to the inbound leg. Bulletin cancelled if all 787s in your airline have the FMC BP4 software update. Bulletin 14 MCP/MO control panel altitude anomalies. There have been several reports that the altitude setting on the MCP has changed by itself. This is possibly caused by a hardware issue and the altitude changes have been 3000 or 4000 feet in most cases. The system monitors the MCP and the amber autopilot caution message should show if this fault is detected but in some instances that hasn't happened. Therefore beware that the MCP altitude setting can change without crew action. If the amber autopilot message shows verify the MCP altitude setting and check that the correct path, the correct pitch mode is selected. Bulletin 15 VNAV path not available on final approach. Prior to a VNAV approach, if the aircraft radar is radar vectored, a beam, the missed approach, approach, waypoint, the waypoint may inadvertently be sequenced. This removes the rest of the VNAV approach. When the approach is subsequently reloaded, no VNAV path is available because the vertical approach guidance does not reset. This is solved by an enter or entering a cruise altitude on the VNAV cruise page which is higher than the highest altitude constraint. IAN, ILS and GLS are not affected. FMC update BP4 adds a CDU help window with guidance to complete the above mentioned steps and the bulletin has been cancelled. bulletin 16 additional guidance on ice crystal icing general electric engine. This bulletin points out that the ice crystal icing any ice ICA function is suspended when on high thrust settings such as climb thrust. For continuous climb, this is rarely an issue because the internal components are warm enough to avoid any ice crystal icing. However, if ICA is active in cruise and the crew decides to climb, then thrust rollback can occur when ICA is suspected. In this case, the amber engine thrust message may show, but the engine does not fail and the thrust should not drop below idle. The engine should recover within a few seconds. There have been no reported cases where it hasn't. To avoid, try to exit ice crystal icing conditions with lateral deviations. A future engine software update will allow the ICA to operate at high thrust settings. Some GE operators have cancelled this bulletin. bulletin 17 refers to Rolls-Ryce engine, bulletin 18 also refers to Rolls-Ryce engines. bulletin 19 refers to Rolls-Ryce engines. bulletin 20 automatic LNAV activation during departure. LNAV activates automatically when a Toga switch is pushed in the air and two conditions are met, flaps are not up and an instrument approach is loaded in the FMC. This is normal functionality to reduce workload during a missed approach. However, its has been reported that this can cause confusion if a departure is made without LNAV and a Toga switch is pushed after takeoff. To avoid this, some operators have changed their SOP to not load an instrument approach until after departure phase of flight. A future update to the flight management system will prevent automatic LNAV activation during departure. bulletin 21 FMC BP4 blockpoint 4 updates issued in early 2019 the FMC BP4 update fixed the BP3 issues described in the following bulletins. Possible LNAV guidance error in a holding pattern FMC reset anomaly procedure turn FMC reset when exiting a holding pattern, VNAV path not available on final approach FMC required time of arrival anomalies. Rolls-Ryce airlines that have updated their 787s will have cancelled these bulletins. Some other BP4 features include better auto-throttle low speed protection, improved thrust response in descent. Active logic for the Amber VNAV step climb message notification when the ADRS cannot provide accurate OAT on the ground and a prompt to manually enter it. bulletin 22 glide slope alert during approach. There have been several reports of glide slope alerts voice oral and the amber glide slope caution message when flying an IAN glide path. Analysis of these events have found that either the altimeter setting was incorrect and/or the OAT was warmer than standard. If the papi or vasi is flown under these circumstances the flight path will be below the calculated IAN glide path. Therefore, make sure correct altimeter setting is used and beware that higher temperatures ISO+10 and above can result in an IAN glide path that is higher than the visual glide path. If the glide slope alert occurs verify safe visual flight path and cancel the oral alert. If in doubt, discontinue the approach and go around. bulletin 23 premature climb thrust reduction. When climb thrust reduction is set to flaps 5 rather than a height the reduction may happen prematurely. To avoid this set a thrust reduction reduction based on height when the flap setting is greater than flaps 5. Only 787-9 and -10 are affected to be corrected with a future software update. bulletin 24 engine fire switch fails locked or unlocked. On the 787 engine fire switch is electrically energized to unlock when an engine fire occurs or when fuel control switch is in the cut off. At all other times it is de-energized to be locked. Over time heat can cause this lock to malfunction and remain locked. The probability of an actual engine fire combined with a fire switch that is failed locked is considered extremely remote. If it happens the fire extinguisher bottles cannot be discharged. Complete the checklist set the hydraulic engine primary on the affected side to off and land as soon as possible. bulletin 25 nose gear isolation valve NGIV fails close. The NGIV closes to preserve center hydraulic power for gear retraction and primary flight controls in case of a leak. The valve is open on the ground closes in the air after gear retraction and flaps up and opens again for flap extension and gear down before landing. It has been reported to have failed closed which affects primary slash slash flaps nose gear extension and nose wheel steering. In extending flaps if both the amber slats primary fail and amber flaps primary fail show expect the amber gear disagree and amber nose wheel steering as well. Complete all checklists and calculate performance for flaps primary fail. bulletin 26 cold weather operations flaps update. There is a very low probability situation where all outboard slats could be out of position without flight deck indication. This would happen if ICE prevented all the outboard slats to move at the same time. Procedures to avoid this have been published and most Airlines have already updated their flight crew operating manual and canceled this bulletin. Select the SP cold weather operations after landing procedure for updated guidance on flap retraction. Both procedures have in common that maintenance must be informed if any ice accumulation is confirmed or suspected. In 2017, Aronius AFDS guidance due to ILS signal interference. When the AFDS detects an unstable ILS signal, it switches to an altitude stabilizing mode until the signal is recovered and the aircraft is in position to recapture. For the first 15 to 20 seconds, 4 seconds below 200 feet, there is no flight deck indication that altitude stabilization is ongoing. After 15 seconds, glide slope or 20 seconds, localizer, the amber autopilot caution message shows the flight director bars are removed and an amber line shows through the affected FMA. This bulletin warns that altitude stabilization can lead to high rates of descent and significant glide slope deviations. Use normal procedures to monitor glide slope raw data and be ready to take action if not within criteria to continue approach. Bulletin 28, altimeter error checklist. PTO, pressure is used to correct sense static pressure. If PTO tube air data is lost, a default value of Mach.75 is used above 20,000 feet. This can cause incorrect altitude indications up to 200 feet, as much as a thousand feet on the 787-8. Incorrect altitude shows on one primary flight display, HUD. If the autopilot is engaged on that side, it will follow this incorrect altitude in VNAV. Elbed hold is not affected by this error. While the new altimeter error checklist, if any of the listed conditions occur, QRH states additional information. An current altitude indication error can be caused by a fault in the air data system. This affects each primary flight display separately, reasons to suspect an altitude indication error due to a fault in the error data system. The captains and first officers' current altitude indications are different. One current altitude indication is different from the MCP selected altitude. The autopilot commands the airplane to climb or descend without pilot input. The airplane altitude oscillates without pilot input. The auto-throttle disconnect without pilot input. Bulletin 29, localizer capture anomalies. There have been reports that the AFDS has not properly captured the localizer when intercepting at large angles 40 degrees or more. The FMN-FMA changes to LOC and later glide slope even though the AFDS is not actually tracking the localizer. ILS runway 25 ride in Hong Kong seems to be the most common location for these events. Use normal procedures to monitor ILS raw data and be ready to perform a go-around if the AFDS performance is not satisfactory. Bulletin 30, auto-throttle anomaly during go-around from an IAN approach. Under certain conditions an armed but not engaged auto-throttle will not automatically activate to provide stall protection during a go-around from an IAN approach. Therefore keep the auto-throttle connected for landing to allow it to control the speed. Bulletin 31, auto-throttle fails to disconnect during a boxed landing. When landing manually with the auto-throttle connected the idle mode engages in the flare to retard the thrust levers. Advancing the thrust levers should disconnect the idle mode but a software anomaly currently prevents this from happening during a boxed landing. This causes a thrust reduction since the mode remains in idle. The bulletin describes the following guidelines for a boxed landing. Disengage auto-pilot and disconnect auto-thrattles when while advancing the thrust levers. Verify speed breaks retract and auto-breaks disarm. Rotate to 15 degrees at no less than V-ref, once airborne push the Togo switch, continue with normal go-around procedure. Bulletin 32, single source rad-out. With the amber, single source rad-out message shown the auto-throttle does not retard the thrust on landing. If disconnected it may even activate an increased thrust. Bulletin publishes a checklist for the message that includes turning off both auto-throttle arm switches before landing. This new checklist will be included in a future ECL QRH update. Bulletin 33, LNAV path deviation. The magenta LNAV path can overshoot published SID procedures if the speed is too high for sharp turns. Materatius is calculated with maximum 25 degrees bank at the VNAV predicted speed. If the turns are connected, that is based on the speed at the end of all turns, which may be much higher than at the beginning of the turns. Opening the speed window and reducing the speed does not redraw the path and will not help. No, instead of a lower speed, must be inserted on the VNAV climb page or as a constraint on the legs page. During pre-flight review the LNAV path on the ND for after-performance data has been entered. Delay flap retraction as needed to be able to comply with the entered constraints. Arrivals may also be affected, especially if speed restrictions are deleted. Bulletin 34, TCP falls. There have been several reports of tuning and control panels failing with the error message system not available on this panel. In one event, all three panels failed at the same time. Frequencies and data are retained with the TCP's off or failed, but it is no longer possible to control these systems. Resetting the panel by switching it off then on can clear the fall. Hold the off switch for two seconds to turn it off. Thank you for listening to the ZNotes audio series. Audio and production editor's note. This audio content is compiled and read by a 25 year airline pilot, qualified on the 787 since 2015. A certified advanced ground instructor, retired military standards pilot, instructor pilot, instrument evaluator for both rotor and fixed wing aircraft. Thank you again for listening to Z-man audio notes.