By The Boeing Company

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Extra info for Boeing 747-400 Flight Crew Operations Manual

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See title page for details. January 5, 2009 D6-30151-400 Page 1 of 4 Flight Crew Operations Manual Bulletin No. TB1-23, Dated January 5, 2009 (continued) Boeing and GE investigations conclude the airplanes most likely encountered ice crystals lifted by convective activity prior to the engine flameout. At very cold temperatures near thunderstorms the airplane can encounter visible moisture made up of high concentrations of small ice crystals. These ice crystals do not cause weather radar returns.

These ice crystals do not cause weather radar returns. Flight crews have reported deviating around strong weather radar returns when the flameout events have occurred. Flight crews have also reported rain on the windshield when the outside air temperature was too cold for liquid water to exist. Boeing attributes this to ice crystals that melt upon impact with the heated windshield, giving the appearance of rain. These types of ice crystals do not accumulate on cold aircraft surfaces. Flight crew reports and airplane data have shown airplane TAT indication may erroneously indicate 0°C for a period of time just prior to engine flameout.

Erroneous messages were transmitted when the downlink process was initiated from the right CDU. The anomaly occurs when the left and right FMCs fail to synchronize correctly. When the synchronization fails, the right FMC will miss a change in ATC message status and display incorrect page data. As a result, initiating a message from the right CDU may downlink information different than actually displayed on the right CDU. The most common occurrence of the anomaly results in the left CDU displaying a clearance that has been previously accepted, and the right CDU displaying "REQUEST VOICE CONTACT".

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