[Federal Register Volume 59, Number 33 (Thursday, February 17, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-3581]
[[Page Unknown]]
[Federal Register: February 17, 1994]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 93-NM-209-AD; Amendment 39-8814; AD 94-03-07]
Airworthiness Directives; Boeing Model 767 Series Airplanes
Equipped With Carbon Brakes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; correction.
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SUMMARY: This document corrects a typographical error in an existing
airworthiness directive (AD) that is applicable to certain Boeing Model
767 series airplanes. That AD currently requires inspections of the
brake rod inner cylinder bolts on the main landing gear (MLG) wheels
and brakes; inspections of certain MLG bushings; installation of
retainer plates at each MLG brake disconnect; inspection and
modification of the brake rod pin assembly at each MLG wheel; repair or
replacement of discrepant parts; and revision of the Airplane Flight
Manual (AFM), as necessary. This action corrects a column heading in a
table that appeared in the rule. This action is necessary to ensure
that affected operators are aware of the correct accellerate-stop
distances to observe when complying with certain requirements of the
rule.
DATES: Effective February 18, 1994. -
The incorporation by reference of certain publications listed in
the regulations was previously approved by the Director of the Federal
Register as of February 18, 1994 (59 FR 5074, February 3, 1994).
ADDRESSES: The service information referenced in this AD may be
obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle,
Washington 98124-2207. This information may be examined at the Federal
Aviation Administration (FAA), Transport Airplane Directorate, Rules
Docket, 1601 Lind Avenue, SW., Renton, Washington; or at the Office of
the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.
FOR FURTHER INFORMATION CONTACT: Kristin Larson, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Transport Airplane
Directorate, Seattle Aircraft Certification Office, 1601 Lind Avenue
SW., Renton, Washington 98055-4056; telephone (206) 227-1760; fax (206)
227-1181.
SUPPLEMENTARY INFORMATION: On January 27, 1994, the FAA issued AD 94-
03-07, Amendment 39-8814 (59 FR 5074, February 3, 1994), which is
applicable to Boeing Model 767 series airplanes equipped with carbon
brakes. That AD requires inspections of the brake rod inner cylinder
bolts on the main landing gear (MLG) wheels and brakes; inspections of
certain MLG bushings; installation of retainer plates at each MLG brake
disconnect; inspection and modification of the brake rod pin assembly
at each MLG wheel; repair or replacement of discrepant parts; and
revision of the FAA-approved Airplane Flight Manual (AFM), as
necessary. That action was prompted by numerous reports of brake
failure during landing and during a low energy rejected takeoff. The
actions required by that AD are intended to prevent failure of two or
more MLG brakes, which could adversely affect the stopping performance
of the airplane. -
Recently, the FAA has become aware of the fact that the version of
this AD that was published in the Federal Register contained a
typographical error in paragraph (f). That paragraph requires that the
AFM be revised to include information concerning two-brake-deactivated
performance decrements that must be observed until certain inspections
and installation actions required by paragraphs (a) through (b)(3) of
the AD have been accomplished. -
That AFM revision contains three ``options'' with which affected
operators may comply. ``Option 3'' of this AFM revision information
contains a table specifying ``Corrected Accelerate Stop Distances''
(Section 4.3 of the AFM) that operators who elect to comply with
``Option 3'' are to observe when calculating the maximum allowable
takeoff weight of the airplane. In the portion of the AD published in
the Federal Register, the headings of two columns [``Corrected Accel-
Stop Distance (feet)'' and ``Adjusted Corrected Accel-Stop Distance
(feet)''] in this table were inadvertently transposed. With such a
transposition, the material appearing in the respective columns could
be misleading to operators attempting to comply with this portion of
the rule. -
The FAA has determined that it is appropriate to take action to
correct AD 94-03-07 to correctly label the columns of material
appearing in the table included under ``Option 3'' of paragraph (f). -
Action is taken herein to correct the error and to correctly add
the AD as an amendment to Sec. 39.13 of the Federal Aviation
Regulations (FAR). The effective date of the rule remains February 18,
1994. -
The final rule is being reprinted in its entirety for the
convenience of affected operators. -
Since this action only corrects columnar headings in a table
related to an optional method of compliance with a rule, it has no
adverse economic impact and imposes no additional burden on any person.
Therefore, notice and public procedures hereon are unnecessary.
List of Subjects in 14 CFR Part 39 -
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Correction -
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration amends 14 CFR part
39 of the Federal Aviation Regulations as follows:
PART 39--AIRWORTHINESS DIRECTIVES -
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C.
106(g); and 14 CFR 11.89.
Sec. 39.13 [Amended] -
2. Section 39.13 is amended by correctly adding the following
airworthiness directive (AD):
94-03-07 Boeing: Amendment 39-8814. Docket 93-NM-209-AD.
-Applicability: Model 767 series airplanes equipped with carbon
brakes, certificated in any category. -
Compliance: Required as indicated, unless accomplished
previously. -
To prevent failure of two or more MLG brakes, which could
adversely affect the stopping performance of the airplane,
accomplish the following: -
(a) Except as provided in paragraph (f) of this AD, within 60
days after the effective date of this AD, accomplish paragraphs
(a)(1) and (a)(2) of this AD in accordance with Boeing Service
Bulletin 767-32A0116, Revision 1, dated January 13, 1994: -
(1) Perform a surface temper etch inspection and a fluorescent
magnetic particle inspection to detect cracks or thermal damage of
the brake rod inner cylinder bolts on the main landing gear (MLG)
wheels and brakes in accordance with the service bulletin. As a
result of these inspections, accomplish either paragraph (a)(1)(i)
or (a)(1)(ii) of this AD, as applicable: -
(i) If cracking or thermal damage is found on any bolt: Prior to
further flight, replace the existing bolt with a new or serviceable
bolt in accordance with the service bulletin. Repeat the inspections
thereafter at intervals not to exceed 800 flight cycles.
(ii) If cracking or thermal damage is not found on any bolt:
Apply finish and reinstall the bolt in accordance with the service
bulletin. Repeat the inspections thereafter at intervals not to
exceed 800 flight cycles. -
(2) Perform a visual inspection to detect cracking of the inner
cylinder fork lug bushings and the brake rod bushings at the inner
cylinder fork lug end in accordance with the service bulletin.
Repeat that inspection thereafter at intervals not to exceed 800
flight cycles. -
(b) For airplanes having line positions 132 through 518,
inclusive: Except as provided in paragraph (f) of this AD, within 60
days after the effective date of this AD, accomplish paragraphs
(b)(1), (b)(2), and (b)(3), as follows: -
(1) Install the retainer plates at each MLG brake disconnect;
and adjust the torque of the ``B''-nut on the hydraulic line
connection to the disconnect fitting; in accordance with Boeing
Alert Service Bulletin 767-32A0125, dated November 11, 1993. -
(2) Remove the cross bolt from the brake housing and brake rod
pin assembly at each MLG wheel; remove the brake rod pin assembly;
perform a visual inspection of the brake rod pin assembly to detect
cracks, bronze transfer, corrosion, chrome discoloration, and areas
of missing chrome plate; prior to further flight, replace any
damaged brake rod pin assembly with a new or serviceable assembly;
modify the brake rod pin assembly; install the modified brake rod
pin into the brake housing and brake rod; and install a new brake
attach pin retainer configuration; in accordance with Boeing Service
Bulletin 767-32A0126, Revision 1, dated January 13, 1994. -
(3) Perform a one-time visual inspection to detect cracking,
deformation, and/or a missing piece in the bushings in the brake
housing, and the bushings in the end of the brake rod, in accordance
with Boeing Service Bulletin 767-32A0126, Revision 1, dated January
13, 1994. -
(c) For any bushing that is found broken and/or any bushing that
is found having a piece missing during the inspection(s) required by
paragraphs (a)(2) and/or (b)(3) of this AD, accomplish the
requirements of either paragraph (c)(1) or (c)(2), as follows: -
(1) Within 10 flight cycles after detection, repair or replace
the bushing in accordance with the appropriate service bulletin. No
performance decrements are required within the first 10 flight
cycles since detection. Or -
(2) If the affected bushing has not been replaced within 10
flight cycles after detection, observe one-brake-deactivated
performance decrements in accordance with the FAA-approved Airplane
Flight Manual (AFM) until replacement of the affected bushing is
accomplished. Operation must be performed with all brakes and the
antiskid system fully functional, while operating with one-brake-
deactivated performance decrements for broken bushings and/or a
bushing with a missing piece. -
(d) For any bushing that is found to be cracked or deformed
during the inspection(s) required by paragraphs (a)(2) and/or (b)(3)
of this AD, accomplish the requirements of either paragraph (d)(1)
or (d)(2), as follows: -
(1) Within 100 flight cycles since detection, repair or replace
the bushing in accordance with the appropriate service bulletin. No
performance decrements are required within the first 100 flight
cycles since detection. Or -
(2) If the affected bushing(s) has not been replaced within 100
flight cycles since detection, observe one-brake-deactivated
performance decrements in accordance with the FAA-approved AFM until
replacement of the affected bushing is accomplished. Operation must
be performed with all brakes and the antiskid system fully
functional, while operating with one-brake-deactivated performance
decrements for cracked bushings. -
(e) Operators may operate beyond 60 days after the effective
date of this AD with one-brake-deactivated performance decrements
for cracked or broken bushings, provided that the actions required
by paragraphs (a) through (b)(3) of this AD have been accomplished.
-
(f) Revise the Limitations and Flight Performance sections of
the FAA-approved AFM (or computer generated takeoff weight tables)
to include the following information. (This may be accomplished by
inserting a copy of this AD in the AFM.) If the actions required by
paragraphs (a) through (b)(3) of this AD have not been accomplished
within 60 days after the effective date of this AD, the following
two-brake-deactivated performance decrements must be observed until
the actions required by paragraphs (a) through (b)(3) of this AD
have been accomplished. The following adjustments reflect takeoff
and landing performance, assuming failure of two brakes. Operation
must be performed with all brakes operative and the anti-skid system
operative.
Option 1
(1) Subtract 70,000 LB ( 31,750 KG) from the takeoff limited
weight (the most limiting (lowest) of maximum certified, obstacle
clearance, tire speed, brake energy, climb, or field length limited
weight). No adjustment to the takeoff speeds for the resulting
weight is required.
(2) Landing Field Length--Section 4.13 of the Airplane Flight
Manual: Multiply `all brakes operative' FAR landing field length by
a factor of 1.20.
(3) Maximum Quick Turnaround Weight--Section 4.13 of the
Airplane Flight Manual: No change from the `all brakes operative'
value.
Option 2
(1) Field Length Limited Weight--Section 4.4 of the Airplane
Flight Manual: Reduce the `all brakes operative' field length
limited weight by 10,500 LB (4,750 KG). The maximum allowable
takeoff weight is the most limiting (lowest) of maximum certified,
climb, obstacle clearance, tire speed, or this adjusted field length
limited weight.
(2) Reference V1(mcg) Limited Accelerate-Stop Distance--
Section 4.8 of the Airplane Flight Manual: Increase the reference
V1(mcg) limited accelerate-stop distance by 1000 FT.
(3) Takeoff Decision Speed, V1--Section 4.7 of the Airplane
Flight Manual: Reduce V1 by the following:
Weights below 330,000 LB (150,000 KG): Subtract 4 knots ---
Weights at or above 330,000 LB (150,000 KG): Subtract 3 knots
If the resulting V1 is less than V1(mcg), takeoff is
permitted with V1 set equal to V1(mcg) provided the
corrected accelerate-stop distance available exceeds the adjusted
reference V1(mcg) limited accelerate-stop distance from Step 2.
(4) Brake Energy Limits--Section 4.7 of the Airplane Flight
Manual: Reduce the maximum brake energy speed allowed with all
brakes operative by 30 knots. Verify the scheduled V1 is less
than the reduced VMBE. If not, then takeoff weight must be
reduced.
(5) Landing Field Length--Section 4.13 of the Airplane Flight
Manual: Multiply `all brakes operative' FAR landing field length by
a factor of 1.20.
(6) Maximum Quick Turnaround Weight--Section 4.13 of the
Airplane Flight Manual: No change from the `all brakes operative'
value.
Option 3
Once the following adjustments to corrected accelerate-stop
distance and VMBE are determined, the takeoff weights should be
calculated in the normal fashion (using these adjusted data) to
determine the maximum allowable takeoff weight.
(1) Corrected Accelerate Stop Distance--Section 4.3 of the
Airplane Flight Manual: Use the following table to adjust the
corrected accelerate-stop distance.
------------------------------------------------------------------------
Adjusted
Adjusted Corrected corrected
Corrected accel-stop distance corrected accel- accel- accel-
(feet) stop distance stop stop
(feet)--------- distance distance
(feet) (feet)
------------------------------------------------------------------------
4000............................. 3420 13,000 11,552
5000............................. 4312 14,000 12,470
6000............................. 5206 15,000 13,391
7000............................. 6104 16,000 14,315
8000............................. 7005 17,000 15,241
9000............................. 7908 18,000 16,171
10,000........................... 8815 19,000 17,104
11,000........................... 9724 20,000 18,039
12,000........................... 10,637 ......... .........
------------------------------------------------------------------------
Linearly interpolate for accelerate-stop distance values between
those shown.
(2) Reference V1(mcg) Limited Accelerate-Stop Distance--
Section 4.8 of the Airplane Flight Manual: Increase the reference
V1(mcg) limited accelerate-stop distance by 500 FT.
If V1 is less than V1(mcg), takeoff is permitted with
V1 set equal to V1(mcg) provided the corrected accelerate-
stop distance available exceeds this adjusted reference V1(mcg)
limited accelerate-stop distance.
(3) Brake Energy Limits--Section 4.7 of the Airplane Flight
Manual: Use the following table to adjust the maximum brake energy
speed allowed with all brakes operative after correcting for runway
slope and wind.
------------------------------------------------------------------------
Adjusted All brake
All brake op VMBE--KIAS VMBE--KIAS op VMBE-- Adjusted
KIAS- VMBE--KIAS
------------------------------------------------------------------------
100................................ 84.2 170 141.4
110................................ 92.4 180 149.6
120................................ 100.6 190 157.8
130................................ 108.7 200 166.0
140................................ 116.9 210 174.2
150................................ 125.1 220 182.3
160................................ 133.3 ........... ..........
------------------------------------------------------------------------
Linearly interpolate for VMBE values between those shown.
(4) Landing Field Length--Section 4.13 of the Airplane Flight
Manual: Multiply `all brakes operative' FAR landing field length by
a factor of 1.20.
(5) Maximum Quick Turnaround Weight--Section 4.13 of the
Airplane Flight Manual: No change from the `all brakes operative'
value.''
(g) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Seattle Aircraft Certification
Office (ACO), FAA, Transport Airplane Directorate. Operators shall
submit their requests through an appropriate FAA Principal
Maintenance Inspector, who may add comments and then send it to the
Manager, Seattle ACO.
Note: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Seattle ACO.
(h) Special flight permits may be issued in accordance with FAR
21.197 and 21.199 to operate the airplane to a location where the
requirements of this AD can be accomplished.
(i) The actions shall be done in accordance with Boeing Service
Bulletin 767-32A0116, Revision 1, dated January 13, 1994; Boeing
Alert Service Bulletin 767-32A0125, dated November 11, 1993; and
Boeing Service Bulletin 767-32A0126, Revision 1, dated January 13,
1994. This incorporation by reference was approved by the Director
of the Federal Register, in accordance with 5 U.S.C. 552(a) and 1
CFR part 51, as of February 18, 1994 (59 FR 5074, February 3, 1994).
Copies may be obtained from Boeing Commercial Airplane Group, P.O.
Box 3707, Seattle, Washington 98124-2207. Copies may be inspected at
the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW.,
Renton, Washington; or at the Office of the Federal Register, 800
North Capitol Street, NW., suite 700, Washington, DC.
(j) This amendment becomes effective on February 18, 1994.
Issued in Renton, Washington, on February 10, 1994.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-3581 Filed 2-16-94; 8:45 am]
BILLING CODE 4910-13-U