B767 MAINTENANCE TIPS - ABX AirB767 MAINTENANCE TIPS REVISED 12-05-12 Added TIPS B767-71-03, Damage...

B767MAINTENANCE TIPS

REVISION HIGHLIGHTS

B767 MAINTENANCE TIPS

REVISED 12-05-12

Added TIPS B767-71-03, Damage to CF6 Engine Fan Case While Removing Cradle Forward Mounts, per MPRR 39664.

REVISED 09-10-12

Added TIPS B767-00-10, Basic Differences on 315AA, per MPRR 38893.

NOTE: TIPS B767-00-10 was previously MAB B767-00-10. This MAB was removed from the MAB manual on 07-30-12, per MPRR 39171, and is now TIPS B767-00-10, dtd 09-10-12.

REVISED 04-12-11

Added TIPS B767-00-09, Leading Edge Slat Asymmetry (LE SLAT ASYM) Nuisance Message, per MPRR 38105.

REVISED 03-08-11

Added TIPS B767-25-07, Verifying W&B Program Version Number, per MPRR 38135.

REVISED 02-22-11

Deleted TIPS B767-25-03, B767-200SF Cargo System, Center Wing Lock Assembly P/N 56286-101 Failure Warranty Program, per MPRR 38059.

REVISED 11-11-10

Added TIPS B767-00-08, B767-300 PW4000 Engine Oil Quantity Servicing and Indication, and ETOPS PDSC, per MPRR 38634.

REVISED 08-19-10

Added TIPS B767-00-05, MEL - Conflicting Deferrals, per MPRR 32080.

Added TIPS B767-00-06, Leak Check/Structure Assessment After Toilet Waste System Maintenance, per MPRR 32081.

REVISION HIGHLIGHTS

B767 MAINTENANCE TIPS

Added TIPS B767-00-07, CF6 Engine - Center Thrust Reverser Locking Hydraulic Actuator Bolts, per MPRR 38689.

REVISED 07-08-10

Added TIPS B767-56-02, Repetitive Log Book Discrepancy Entries on No. 2 Flight Compartment Windows, per MPRR 32070.

REVISED 04-07-10

Added TIPS B767-35-01, Common Shop Findings for B767 Aircraft Oxygen Cylinders P/N 801307, per MPRR 36900.

REVISED 09-28-09

Added TIPS B767-32-03, B767 Nose Gear Wheel and Tire Assembly - Removal/Installation, per MPRR 31979.

REVISED 09-16-09

Added TIPS B767-00-04, Polyimide Wire Topcoat, per MPRR 35084.

Added TIPS B767-33-02, Use Correct Lamp When Replacing Switch and Indication Panel Lights, per MPRR 34889.

CHAPTER:

SECTION:

PAGE:

B767

Index

1

B767 MAINTENANCE TIPS 12-05-12DATE:

TIPSNUMBER

DESCRIPTION PAGES

PAGERANGE INDIGITAL

FILE

DATE

B767-00-01 Aileron Lockout Actuator Test Box 1 7 12-15-06

B767-00-02 Damage to B767 Engine Nacelle 1 8 12-15-06

B767-00-03 Introduction to Extended Operations (ETOPS) 1-5 9-13 10-25-07

B767-00-04 Polyimide Wire Topcoat 1 14 09-16-09

B767-00-05 MEL - Conflicting Deferrals 1-2 15-16 08-19-10

B767-00-06 Leak Check/Structure Assessment After Toilet Waste System Maintenance

1-3 17-19 08-19-10

B767-00-07 CF6 Engine - Center Thrust Reverser Locking Hydrau-lic Actuator Bolts

1-2 20-21 08-19-10

B767-00-08 B767-300 PW4000 Engine Oil Quantity Servicing and Indication, and ETOPS PDSC

1-4 22-25 11-11-10

B767-00-09 Leading Edge Slat Asymmetry (LE SLAT ASYM) Nuisance Message

1-6 26-31 04-12-11

B767-00-10 Basic Differences on 315AA 1-7 32-38 09-10-12

B767-24-01 Damage to B767 IDG Scavenge Filter Cover 1 39 01-20-06

B767-24-02 IDG Disconnect After “Drive” Light Bulb Change 1 40 03-27-06

B767-24-03 Main Ship Battery Charger/Transformer Rectifiers 1-3 41-43 08-09-06

B767-24-04 B767 Connector Terminations for Temperature Sensi-tive Systems

1-4 44-47 08-03-07

B767-25-01 Upper Cargo 9G Net Attach Fittings, B767-PC 1 48 01-20-06

B767-25-02 Crew Seat Belt Replacement Outbase 1 49 05-05-06

B767-25-04 B767 MEC Door Safety 1-4 50-53 06-02-06

CHAPTER:

SECTION:

PAGE:

B767

Index

2


B767-25-05 B767 Seat Belts 1 54 08-09-06

B767-25-06 Attaching Hardware for B767 Cargo Handling Components

1 55 02-26-08

B767-25-07 Verifying W&B Program Version Number 1 56 03-08-11

B767-26-01 Preferred Tools, B767 1-2 57-58 01-20-06

B767-26-02 B767 SF Main Cargo Smoke Test Procedures 1 59 01-20-06

B767-27-01 Troubleshooting Rudder Ratio Failures 1-3 60-62 09-05-07

B767-27-02 Slat #6 and #7 Sensor Target Removal 1-3 63-65 04-30-08

B767-28-01 Unwanted Fuel In Center Fuel Tank, B767 1-2 66-67 01-20-06

B767-28-02 Fuel Boost Pump Removal 1-2 68-69 09-20-07

B767-32-01 Damage to the PSEU, B767 1 70 01-20-06

B767-32-02 B767 Visibility of Stowed Gear Pins 1 71 01-20-06

B767-32-03 B767 Nose Gear Wheel and Tire Assembly - Removal/Installation

1 72 09-28-09

B767-33-01 B767 Fuel Control Switch 1-2 73-74 01-20-06

B767-33-02 Use Correct Lamp When Replacing Switch and Indication Panel Lights

1 75 09-16-09

B767-34-01 B767 Flat Panel Display System (FPDS) - Flashing ILS Self-Test

1 76 03-28-08

B767-35-01 Common Shop Findings for B767 Aircraft Oxygen Cylinders P/N 801307

1-2 77-78 04-07-10

B767-53-01 Non-Skid Material Below Rudder Pedals, B767 1 79 01-20-06

B767-56-01 Use Caution When Indexing #2 Window Crank Position, B767

1 80 07-17-07

TIPSNUMBER

DESCRIPTION PAGES

PAGERANGE INDIGITAL

FILE

DATE

CHAPTER:

SECTION:

PAGE:

B767

Index

3


B767-56-02 Repetitive Log Book Discrepancy Entries on No. 2 Flight Compartment Windows

1-6 81-86 07-08-10

B767-71-01 B767 Inlet Cowl V-Band Damage 1-2 87-88 01-20-06

B767-71-02 B767 Engine FOD Due to Loose Fasteners Impacting Fan Blades and Inlet Cowl Panels

1 89 02-27-06

B767-71-03 Damage to CF6 Engine Fan Case While Removing Cra-dle Forward Mounts

1-3 90-92 12-05-12

B767-72-01 Use of Protective Inlet Mats 1-2 93-94 12-14-07

B767-79-01 GE CF6-80A Master Chip Detector 1-2 95-96 03-14-06

TIPSNUMBER

DESCRIPTION PAGES

PAGERANGE INDIGITAL

FILE

DATE

MAINTENANCE TECHNICAL INFORMATION PUBLICATION SYSTEM (TIPS)

Technical Information Publication System (TIPS) are published in accordance with GMM Section 01.01. This material DOES NOT supersede any Federal Aviation Regulations, ABX GMM, Manufacturer’s Maintenance Manual, Airworthiness Directives, Aircraft Minimum Equipment List, or any other authoritative source.

If you would like to submit a TIP for publication, contact Maintenance Information, 1005-B (ext. 2052).

TECHNICAL INFORMATION PUBLICATION SYSTEM

PAGE: 1 of 1

DATE: 12-15-06

TIPS NO. B767-00-01

B767-00-01, AILERON LOCKOUT ACTUATOR TEST BOX

SUBJECT: B767 AILERON LOCKOUT TEST BOX AVAILABLE IN TOOL ROOM

1. General

A. An Aileron Lockout Actuator Test Box has been built and is available to assist in troubleshooting of aileron lockout problems.

B. Procedures to use the test box are located in the container (P/N A27115-1).

C. The test box will drive an aileron lockout actuator and check the time it takes to go from lock to unlock and back.

D. In some dash number actuators, it will check limit switch health.

E. The AMM will be revised to include the test procedures.





PAGE: 1 of 1

DATE: 12-15-06

TIPS NO. B767-00-02

B767-00-02, DAMAGE TO B767 ENGINE NACELLE

SUBJECT: DAMAGE TO B767 ENGINE NACELLE

1. Problem

A. There has been an increase in puncture damage to B767 engine nacelle components.

B. The damage is often located at or near six (6) feet from the ground, and appears to be caused by an object with a sharp corner. The location and type of damage suggests that it could be caused by a six-foot ladder.

C. The damage results in costly repairs.

2. Action

A. Use extreme caution when placing a ladder or other maintenance equipment near the engine cowling surface.

B. The ladder should be placed to ensure personal safety, and with proper clearance between the ladder and the engine nacelle.



If you would like to submit a TIP for publication, contact Maintenance Information, 1003-D (ext. 62052).


PAGE: 1 of 5

DATE: 10-25-07

TIPS NO. B767-00-03

B767-00-03, INTRODUCTION TO EXTENDED OPERATIONS (ETOPS)

SUBJECT: INTRODUCTION TO EXTENDED OPERATIONS (ETOPS)

1. Preparation for ABX Air ETOPS Program

A. General

(1) Upon FAA approval, ABX Air will be conducting ETOPS in 2008.

(2) ETOPS is an acronym for the International Civil Aviation Organization (ICAO) rule permitting newer twin-engine commercial air transports to fly routes that, at some points, are further than a distance of 60 minutes flying time from an emergency or diversion airport.

(3) This rule allows twin-engine airlines, such as ABX Air B767s, to fly long distance routes (especially over water, desert, or remote polar areas) that were previously off-limits to twin-engine aircraft.

(4) To ensure positive identification to line personnel, each ETOPS approved airplane will be marked with the word “ETOPS” in three-inch high (minimum) black letters at a location four inches above the ground power receptacle.

B. Benefits of ETOPS Program

(1) Having an ETOPS program benefits ABX Air by allowing the company to fly more direct routes to many destinations, providing more reliable service to customers, increasing operational flexibility, and reducing operational costs.

(2) This results in better customer service, and the possibility of gaining new business through expanded capabilities.





PAGE: 2 of 5

DATE: 10-25-07

TIPS NO. B767-00-03

C. Aspects of ETOPS Program

(1) ETOPS is a program similar to RVSM or RALM, in that it involves not only the aircraft itself, but also many other aspects of the ABX Air operation.

(2) These aspects include:

(a) Flight Control and Dispatching.

(b) Aircraft Maintenance.

(c) Reliability Reporting.

(d) Engine Condition Monitoring.

(e) Engine and APU Oil Consumption Tracking.

(f) ETOPS Parts Control/Identification.

(g) Training.

D. ETOPS Compliance and Approval

(1) ABX Air Must have in place policies and procedures that ensure the company complies with all of the guidance material spelled out by the FAA in Advisory Circular AC 120-42A.

(2) In order to gain ETOPS operational approval, ABX Air must develop and maintain (prior to FAA approval) the following ETOPS process elements:

(a) ETOPS Procedures Manual.

(b) ETOPS Maintenance Program.

(c) Cargo Compartment Fire Suppression System.





PAGE: 3 of 5

DATE: 10-25-07

TIPS NO. B767-00-03

(d) ETOPS Predeparture Check.

(e) Method for ensuring that all Airworthiness Directives, Service Bulletins, and Service Letters applicable to B767 ETOPS operations are complied with.

(f) APU/Engine Oil Consumption Monitoring Program.

(g) APU In-Flight Start Program.

(h) Engine Condition Monitoring Program.

(i) Plan for resolution of aircraft discrepancies.

(j) ETOPS Reliability Program with Reporting.

(k) Propulsion System Monitoring Program.

(l) ETOPS Parts Control Program.

(m) ETOPS Training Program.

(n) ETOPS information incorporated into the aircraft Minimum Equipment List.

(o) Access to meteorological information for flight planning purposes.

(p) ETOPS Flight Planning and Dispatch Program.





PAGE: 4 of 5

DATE: 10-25-07

TIPS NO. B767-00-03

E. ETOPS Authorized Maintenance Personnel

(1) Anyone performing maintenance on an ETOPS significant system on an ETOPS aircraft will be required to have an ETOPS Authorization from the Maintenance Training Department.

(a) The following tasks require ETOPS authorized maintenance personnel:

1 Oversee or accomplish routine or non-routine line maintenance on an ETOPS Significant System on an ETOPS Aircraft.

2 Accomplish the ETOPS Predeparture Check.

3 Accomplish Check Maintenance on ETOPS Significant Systems and components.

(b) To identify all ETOPS required tasks and to ensure the Technician knows they must be ETOPS authorized to perform the work, the following will be added to the B767 Maintenance Program:

1 All ETOPS related Job Cards will have the following note added to the top of each Job Card: “NOTE: This task is also a CMP requirement for ETOPS.”

NOTE: CMP refers to the Boeing 767 Configuration Maintenance and Procedures for ETOPS document.

2 Line forms will have the word “ETOPS” beside each related ETOPS task.

NOTE: Until such time that an aircraft is identified as “ETOPS”, and notification has been sent that ETOPS operations have begun, current maintenance procedures are to be followed as normal.





PAGE: 5 of 5

DATE: 10-25-07

TIPS NO. B767-00-03

2. Incorporation of ETOPS Procedures

A. The ABX Air ETOPS procedures will be incorporated into GMM Section 04.44.

NOTE: Although this section as well as other departmental procedures will be published, the actual program requirements will not begin until notification has been sent to all personnel.

B. The GMM will be updated in late October, 2007.



If you would like to submit a TIP for publication, contact Maintenance Information, Bldg. 2053 (ext. 62251).


PAGE: 1 of 1

DATE: 09-16-09

TIPS NO. B767-00-04

B767-00-04, POLYIMIDE WIRE TOPCOAT

SUBJECT: POLYIMIDE WIRE TOPCOAT

1. Problem

A. Wire (cable) Part Number W51E/B/12/2-24 (Boeing BMS 13-51) is installed on the B767 airplanes.

B. Some of the cable was found to have the white topcoat peeling or releasing from the polyimide tape jacket, which is brown in color.

2. Action

A. After reviewing the Boeing 767 SWPM and Boeing Specification BMS 13-51, it has been determined that peeling or releasing of the white topcoat is acceptable; however, any damage to the polyimide tape jacket or beyond (i.e., the layers beneath the white topcoat) should be repaired as necessary per the B767 SWPM 20-10-13.



If you would like to submit a TIP for publication, contact Maintenance Information, Bldg. 2061-R (ext. 62251).


PAGE: 1 of 2

DATE: 08-19-10

TIPS NO. B767-00-05

B767-00-05, MEL - CONFLICTING DEFERRALS

SUBJECT: MEL - CONFLICTING DEFERRALS

1. Applicability

A. B767-200

2. History

A. An aircraft was flown with two deferrals generated by separate MEL procedural requirements.

B. The two MEL items were in conflict (ref. Remarks or Exceptions column of the MEL).

3. Conditions

A. MEL 28-41-1-1, Main Fuel Quantity

(1) MEL fuel quantity is specific; both EICAS computers must be operable.

B. MEL 31-41-1-2, EICAS Bite Fault

(1) No mention of fuel quantity has to be operable to defer an EICAS computer.

C. First deferral was accomplished on separate occasion prior to second deferral, and both EICAS computers were operable at time of first deferral.

D. Three groups (flight crew, Line Maintenance, and Maintenance Control) all missed the fact that concurrent deferrals are not allowed per first deferral MEL procedures.





PAGE: 2 of 2

DATE: 08-19-10

TIPS NO. B767-00-05

4. Recommended Action

A. Operational limitations go beyond the current maintenance action task and requiring a thoroughly completed review of previous Deferral Items prior to deferring a component or aircraft system.

B. It is imperative that the inter-relationship between items being deferred and the effect on the aircraft operation be taken into consideration.

C. The entire MEL reference needs to be reviewed to include “Remarks or Exceptions”, “Flight Crew Procedures”, and “Maintenance Procedures” blocks.

D. MEL 31-41-1-2, EICAS Bite Fault, will be updated in a future revision to the B767 MEL. Both EICAS computers will be operable to calculate fuel flow and quantity.

5. Final Assessment

A. The Minimum Equipment List and Configuration Deviation List (MEL/CDL) is designed to provide all Flight Operations and Maintenance/Engineering personnel with necessary information and instructions to guide and assist them in the discharge of their duties.

B. Line Maintenance Technician and Maintenance Control must take into consideration prior Deferred Items when generating a new Deferred Item.





PAGE: 1 of 3

DATE: 08-19-10

TIPS NO. B767-00-06

B767-00-06, LEAK CHECK/STRUCTURE ASSESSMENT AFTER TOILET WASTE SYSTEM MAINTENANCE

SUBJECT: LEAK CHECK/STRUCTURE ASSESSMENT AFTER TOILET WASTE SYSTEM MAINTENANCE

1. Applicability

A. All 767 airplanes.

2. History/Background

A. Structure and component damage being found after waste system leakage maintenance.

B. Couplings are difficult to install in perfect alignment. Trying to force the coupling sleeve onto a male-male connection when not properly aligned may damage the O-rings, which can lead to subsequent leakage.

C. The system still fully functions without immediate detection of a leak from an improperly installed clamp. Perform all maintenance actions and leak check inspections IAW AMM 38-32-XX.

3. Conditions

A. Broken clamp and seals at waste system connections deteriorated.

B. Waste line tubing was found leaking. Clamshell couplings were found corroded. The leakage may have originated from improperly installed couplings and/or damaged O-ring seals.

C. Insulation blankets contaminated with urine. No documented leak checks were conducted after waste water maintenance actions.





PAGE: 2 of 3

DATE: 08-19-10

TIPS NO. B767-00-06

D. Stringer/skin corrosion found beneath Lavatory Fwd Belly Sta 400 thru Sta 500 subsequently due to no structure contamination assessment being accomplished after waste system leakage maintenance.

4. Recommended Action

A. O-rings will always be replaced after disconnecting tubes.

B. Leak check of system and disconnected parts will be accomplished.

C. Structure contamination assessment will be conducted after each maintenance action.

D. Follow-up visual leak check will be accomplished between 72 to 240 hours after system plumbing is disturbed or evidence of toilet leaking.

5. Clamshell Couplings

A. The following actions will ease the coupling installation process for a male-male connection, minimizing the chance of future leakage.

(1) Lube O-rings and sleeves.

(2) Temporarily install the clamshell behind the shoulder on one tube.

(3) Hold the clamshell square to the shoulder.

(4) Install sleeve and square it up to the clamshell.

(5) Mate the second tube into the sleeve. Ensure alignment by holding the clamshell and sleeve square on the first tube.

(6) Remove the temporarily installed clamp and move it over to clamp both tubes.

(7) Perform waste line leak check per applicable AMM.





PAGE: 3 of 3

DATE: 08-19-10

TIPS NO. B767-00-06

(8) Check area structure beneath lavatory waste system for possible contamination of waste water by displacing insulation. If found, remove insulation immediately, clean structural area, treat contamination structure area before replacing with new insulation.

6. Alternate Action

A. Same as above, except for the usage of two (2) clamshells, one (1) on each tube, squared against their corresponding shoulders.

B. Once the joint has been secured by relocating either clamshell to the joint, remove the remaining clamshell from the opposite tube’s shoulder.





PAGE: 1 of 2

DATE: 08-19-10

TIPS NO. B767-00-07

B767-00-07, CF6 ENGINE - CENTER THRUST REVERSER LOCKING HYDRAULIC ACTUATOR BOLTS

SUBJECT: CF6 ENGINE - CENTER THRUST REVERSER LOCKING HYDRAULIC ACTUATOR BOLTS

1. History

A. Jammed thrust reverser lever on N744AX due to bolt fell out.

2. Procedures

A. 767 AMM procedures for installing the thrust reverser center locking hydraulic actuator (78-31-17-4) references Figure 402, which contains a Note to install the bolts with the bolt head towards the nacelle centerline.

3. Corrective Action

A. Thrust Reverser Center Locking Hydraulic Actuator Bolt orientation needs to be installed correctly, per AMM 78-31-17-4, Figure 402, Note 1, View (B).

B. See Figure on Page 2.





PAGE: 2 of 2

DATE: 08-19-10

TIPS NO. B767-00-07





PAGE: 1 of 4

DATE: 11-11-10

TIPS NO. B767-00-08

B767-00-08, B767-300 PW 4000 ENGINE OIL QUANTITY SERVICING AND INDICATION, AND ETOPS PDSC

SUBJECT: B767-300 PW4000 ENGINE OIL QUANTITY SERVICING AND INDICATION, AND ETOPS PDSC

1. General

A. ABX currently operates B767-200 with GE6-80A engines. A new B767-300 with PW4000 engines is entering revenue service.

B. This TIPS highlights the differences in the engine oil servicing and indications which have already been published in ABX manuals.

2. Daily Check (B767-1A) and Service Check (B767-2A)

A. The Daily Check (B767-1A) and Service Check (B767-2A) have been revised to show servicing for both engine types.

B. Use of EICAS is acceptable for checking the quantity for engine oil EXCEPT for an ETOPS flight. For ETOPS, you must use a physical inspection at the engine.

C. Full instructions for checking and servicing are located in the ABX B767 Daily Check and Service Check (Ref. Figure 1).

3. B767 ETOPS Predeparture Check

A. When checking PW4000 engines for ETOPS departure oil level MUST be at or above the “V” in the filler neck, per the ABX B767 ETOPS Predeparture Check (B767-90, Ref. Figure 2) and the AMM procedures of 12-13-01.

4. For additional information regarding B767-300 (219CY), see Flight Crew Letter 10-58, dated 11-09-10 (Figure 3).





PAGE: 2 of 4

DATE: 11-11-10

TIPS NO. B767-00-08

FIGURE 1





PAGE: 3 of 4

DATE: 11-11-10

TIPS NO. B767-00-08

FIGURE 2





PAGE: 4 of 4

DATE: 11-11-10

TIPS NO. B767-00-08

FIGURE 3





PAGE: 1 of 6

DATE: 04-12-11

TIPS NO. B767-00-09

B767-00-09, LEADING EDGE SLAT ASYMMETRY (LE SLAT ASYM) NUISANCE MESSAGE

SUBJECT: LEADING EDGE SLAT ASYMMETRY (LE SLAT ASYM) NUISANCE MESSAGE

1. Applicability

A. All B767 Aircraft

2. Background

A. The Leading Edge Slat Asymmetry message may be displayed on the EICAS without a real slats asymmetry event (Nuisance Message). PSEU and FSEU BITE checks may not indicate any system faults to troubleshoot and the normal Fault Isolation Manual (FIM) procedure cannot clear the message.

B. ABX and other operators have experienced “LE SLAT ASYM” messages on the EICAS display. When the sensors are removed or the aircraft is troubleshot using the current methods shown in the AMM, it can lead to no fault being found with the sensors, sensor circuit, or the sensor gap as called out in the AMM.

C. Boeing has recommended wiring replacement at A0404 and/or replacement of the pins and contacts at D4434. These actions have resulted in up to an 80% reduction in “LE SLAT ASYM” nuisance messages.

NOTE: A faulty reading from just one of the 24 proximity sensors will result in “LE SLAT ASYM” messages on the EICAS screen, which is a Level B message, and is accompanied by CAUTION Aural and illumination of Master CAUTION lights.





PAGE: 2 of 6

DATE: 04-12-11

TIPS NO. B767-00-09

3. Maintenance Procedures Recommended for Troubleshooting “LE SLAT ASYM” Messages

A. Check the area of wiring near bracket A0404.

B. Check pins and contacts at D4434 for serviceability (See Figure 1). If found unserviceable, replace with P/N BACC47CN1 for the pin, and BACC47CP1T socket.

NOTE: Both pins and sockets need to have the same finish, gold or rhodium. Due to high vibration area where the D4434 connector is installed, Boeing recommends pins and sockets with the rhodium plated finish.

C. Check D4378 connector for intermittent fault per Boeing SWPM.

D. Ensure proper gap settings and clearances by accomplishing task AMM 27-88-01, Leading Edge Slat Sensor Switch Test.

E. Ensure proper inductance values by accomplishing task AMM 27-88-01, Leading Edge Slat Sensor Switch-Inductance Test.

4. Attachments

A. See the following attachments to this TIPS:

(1) Page 3, Figure 1.

(2) Page 4, Attachment I To: 767-SL-27-103-C, 4 December 2006, Page 1 of 2.

(3) Page 5, Attachment I To: 767-SL-27-103-C, 4 December 2006, Page 2 of 2.

(4) Page 6, Attachment II To: 767-SL-27-103-C, 4 December 2006, Page 1 of 1.





PAGE: 3 of 6

DATE: 04-12-11

TIPS NO. B767-00-09

Figure 1





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DATE: 04-12-11

TIPS NO. B767-00-09





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DATE: 04-12-11

TIPS NO. B767-00-09





PAGE: 6 of 6

DATE: 04-12-11

TIPS NO. B767-00-09





PAGE: 1 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

B767-00-10, BASIC DIFFERENCES ON 315AA

SUBJECT: BASIC DIFFERENCES ON 315AA

1. General

A. This guide is for initial introduction and familiarization purposes only, and will not be revised.

B. Current applicable manuals must be referenced on MyBoeingFleet or the ABX Maintenance Information Intranet page for all maintenance and inspection activities on 315AA.

C. N315AA was converted to a freighter by Boeing.

2. Main Deck Cargo Alert System (Boeing AMM 33-35)

A. A Main Deck Cargo Alert System is installed in the main deck cargo compartment. The system flashes the cargo area lights for several seconds to alert occupants of the main cargo compartment, and activates a red warning light in the lavatory to alert occupant to return to the flight deck.

B. The system is armed only when the cargo area lights are illuminated.

C. The system is activated by the MAIN CARGO ALERT and HORN switches on the right side of the pilot’s overhead panel.

D. The system can also be activated automatically.





PAGE: 2 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

3. Lavatory Cabin Depressurization Warning Light (Boeing AMM 21-33)

A. The crew lavatory has a red depressurization warning light installed which activates in conjunction with the red CABIN ALT light, the red CABIN ALTITUDE overhead panel annunciators, and the CABIN ALT EICAS message.

B. The warning light is also illuminated when the Cargo Fire switch is pushed.

4. Entry and Main Deck Cargo Lighting (Boeing AMM 33-35)

A. Two LIGHTS control panels are provided.

(1) One LIGHTS control panel is located on the accessory panel above the EICAS maintenance control panel.

(2) The other LIGHTS control panel is located above the MAIN CARGO DOOR control panel located near the entry door.

B. The entry area lights are controlled by the ENTRY switches. Recessed lighting in the ceiling above each set of pallet locks in the main deck cargo area is controlled by the CARGO AREA switches.

5. Rigid Barrier Door (Boeing AMM 52-52-01)

A. Access between the main deck cargo compartment and the flight deck is provided by the rigid barrier door. The door is hinged and opens into the flight deck area.

6. Flight Deck Door Switch

A. The Flight Deck Door Panel is located on the Overhead Switch Panel but is inoperative. The flight deck door was removed at conversion.





PAGE: 3 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

7. Main Deck Cargo Door (Boeing AMM 52-32-00)

A. This aircraft has a Boeing factory installed main deck cargo door. There are several differences from the IAI converted SF aircraft currently in the ABX fleet.

B. The door is electrically controlled by the two switches on the main deck cargo door control panel, P100. The P100 panel is located immediately aft of the crew entry door. Electrical sequencing of the lock, latch/hook, and lift actuators is accomplished by proximity sensors which are actuated as each mechanism nears the end of its travel.

C. A door warning system gives a DOOR OPEN warning indication on EICAS in the control cabin when the door is not fully closed, latched, or locked. (Refer to 52-71-00, Door Warning System.)

D. The external viewing ports have been placarded over on this aircraft.

E. This aircraft has latched and locked markings viewed from the cargo compartment. The internal lock indications must be used when the normal indication system is inoperative.

8. Emergency Equipment (Boeing AMM 25-60)

A. Life Rafts

(1) Two (2) life rafts are located in a compartment just forward of the L1 door. The installed life rafts are only effective to this aircraft.

(2) Three (3) pairs of smoke goggles are also located in the raft storage compartment.

B. Fire Extinguishers

(1) Two (2) Halon fire extinguishers are located on the flight deck, forward of the life raft compartment.

C. Emergency Locator Transmitter (ELT)





PAGE: 4 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

(1) A portable ELT is installed on the flight deck. The mounting bracket includes a quick release feature for rapid removal of the ELT.

D. Escape Reels

(1) Escape reels are stowed in a container mounted in the flight crew entry door area.

E. Safety Harnesses and Life Vests

(1) Life vests and safety harnesses are stowed at each crewmember station and at each passenger seat.

(2) A demonstration harness is stored in the life raft compartment.

F. First Aid Kit

(1) A first aid kit is located just forward of the L1 door.

G. Smoke Hood

(1) The smoke hood is located just inboard of the portable fire extinguishers.

H. Portable Oxygen Bottles

(1) Two portable oxygen cylinder assemblies are installed. One in the lavatory and one next to the supernumerary position provide supplemental breathing when required. The portable oxygen cylinder assembly has a shutoff valve, a pressure gauge, and a disposable continuous flow mask.





PAGE: 5 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

9. Oxygen System (Boeing AMM 35-00)

A. There are two (2) each 114 cubic feet oxygen cylinders mounted in the Main Equipment Center compartment, in the same orientation as the PC and standard IAI SF aircraft.

B. The two cylinders are connected to a common manifold and supply all cockpit seating positions simultaneously. There are no priority check valves in the system.

C. Cockpit pressure indication is different than the PC and SF. The oxygen cylinder transducers feed a voltage average unit, which communicates to EICAS. The pressure read on EICAS is an average of the two cylinder pressures.

10. Air Conditioning (Boeing AMM 35-00)

A. The Main Deck Temp Select switch is a rotary type switch.

11. Communications (Boeing AMM 23-00)

A. The audio control panels are flip style versus push button configuration.

12. Cargo Smoke Detection (Boeing AMM 26-10)

A. Main deck cargo compartment smoke detection consists of forty (40) smoke detectors, configured in two (2) loops of twenty (20) detectors for an independent dual loop system.

B. Forward lower cargo compartment smoke detection consists of eight (8) smoke detectors, configured in two (2) loops of four (4) detectors each.

C. Aft lower cargo compartment smoke detection consists of fourteen (14) smoke detectors, configured in two (2) loops of seven (7) detectors each.

D. Each of the forward and aft compartments has an independent dual loop system and functions in the same manner as the main deck cargo compartment.





PAGE: 6 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

13. Cargo Compartment Fire Suppression (Boeing AMM 26-10)

A. The cargo compartments have fire detection and warning, but no active fire extinguishing system. Fire suppression is accomplished by depressurizing the airplane.

B. Fire suppression in a cargo compartment is accomplished by shutting off the supply of air to the compartment. As a result, the airplane gradually depressurizes and the oxygen required for combustion is eliminated.

C. When a fire is detected in a cargo compartment, the respective cargo compartment fire warning light illuminates.

D. Pushing the DEPR/CARGO switch shuts off the air to the cargo compartments and also results in a gradual depressurization of the aircraft to the approximate flight altitude.

14. Flight Instruments/Navigation (Boeing AMM 34-22)

A. A Heading Reference switch is located on the forward instrument panel. The two-position switch is selectable to either Normal or True.

B. NORM

(1) References each compass card to magnetic north when operating outside polar regions.

(2) References each HSI to true north and causes each RDMI heading flag to appear when operating within polar regions.

C. TRUE

(1) References each compass card to true north regardless of latitude.

15. Weather Radar Control Panel (Boeing AMM 34-43)





PAGE: 7 of 7

DATE: 09-10-12

TIPS NO. B767-00-10

16. Flight Controls (Boeing AMM 27-00)

A. Stabilizer Trim

(1) Alternate trim control is provided by the alternate stabilizer trim switches on the control stand. Pushing both switches simultaneously electrically commands trim changes and provides an increased range of stabilizer travel. The signals neutralize any other conflicting trim inputs.

17. Convection Oven

A. A B/E Aerospace Model DF3000 oven is installed in the crew galley.

18. Main Deck Cargo Loading System

A. This aircraft has a different AAR Cargo Loading System installed.

B. Reference AAR Cargo Loading Manual P/N: 57700-101/-103/-105/-107 for details and configurations.





PAGE: 1 of 1

DATE: 01-20-06

TIPS NO. B767-24-01

B767-24-01, DAMAGE TO SCAVENGE FILTER COVER

SUBJECT: DAMAGE TO THE B767 IDG SCAVENGE FILTER COVER

1. Problem

A. Vendors that repair ABX IDGs have reported excessive and costly damage to the scavenge filter cover, or housing.

B. This damage is caused by the force required to wrench the scavenge filter cover loose when servicing the filter. The aluminum cover has wrenching flats that are rounded off when removal is attempted.

2. Action

A. It is important to lubricate the housing O-ring, and use the torque limit given in AMM 24-11-02, when installing the scavenge filter cover.

B. Torque range is 156 to 180 INCH pounds.

C. If a filter cover will not loosen with normal wrenching pressure, some Technicians have had success using a strap wrench on the body of the cover with a piece of sandpaper under the strap.

D. Use care not to distort the filter cover body.





PAGE: 1 of 1

DATE: 03-27-06

TIPS NO. B767-24-02

B767-24-02, IDG DISCONNECT AFTER “DRIVE” LIGHT BULB CHANGE

SUBJECT: IDG DISCONNECT AFTER “DRIVE” LIGHT BULB CHANGE

1. Problem

A. On several occasions an inadvertent IDG disconnect has occurred as a result of improperly replaced light bulbs in the GEN DRIVE Korry switch.

B. The switch will electrically close when re-installing the light cap assembly. When the switch is momentarily closed, the IDG disconnect solenoid is actuated. No flight deck indication will be noticed until the engine starts turning for the next engine start. The IDG will disconnect and in some cases will cause damage to the IDG.

2. Action

A. When replacing light bulbs in the GEN DRIVE Korry switch, it is imperative that power to the Generator Drive Disconnect Circuit (Circuit Breaker “L(R) GEN DR CONT”) on the P6 panel, is pulled.

B. With no power to the circuit, actuation of the switch will not actuate the GEN DRIVE disconnect solenoid.

C. Reset the circuit breaker after relamping the switch.

D. If there is any possibility that the GEN DRIVE Korry switch was actuated with power on the Generator Drive Disconnect Circuit, reset the IDG drive per AMM 24-11-00-5.

E. Ref. AMM 33-13-00-2 for bulb change procedures.





PAGE: 1 of 3

DATE: 08-09-06

TIPS NO. B767-24-03

B767-24-03, MAIN SHIP BATTERY CHARGER/TRANSFORMER RECTIFIERS

SUBJECT: MAIN SHIP BATTERY CHARGER/TRANSFORMER RECTIFIERS

1. Problem

A. The potential exists to confuse the B767 main ship battery charger with the transformer rectifiers.

B. Working the wrong component has occurred due to similarities in the appearances of the B767 battery charger and transformer rectifiers.

C. Severe damage to aircraft structure, components, and systems has occurred as a result of the misidentification and improper removal of an energized device.

2. Action

A. Exercise extreme caution when removing any component on an aircraft that has power applied.

B. Check component identification tags, rack labels, and maintenance manual drawings to ensure the correct device is being worked.

C. Always follow the appropriate lock out/tag out procedures that prevent injury and/or damage.

D. See Figure 1 “Main and APU Battery Charging System”, and Figure 2 “Transformer Rectifier Unit (TRU)”, on the following pages.





PAGE: 2 of 3

DATE: 08-09-06

TIPS NO. B767-24-03

Main and APU Battery Charging SystemFigure 1





PAGE: 3 of 3

DATE: 08-09-06

TIPS NO. B767-24-03

Transformer Rectifier Unit (TRU)Figure 2

PAGE: 1 of 4

DATE: 08-03-07MAINTENANCE TECHNICAL INFORMATION

PUBLICATION SYSTEM (TIPS)




TIPS NO. B767-24-04

B767-24-04, B767 CONNECTOR TERMINATIONS FOR TEMPERATURE SENSITIVE SYSTEMS

SUBJECT: B767 CONNECTOR TERMINATIONS FOR TEMPERATURE SENSITIVE SYSTEMS

1. Problem

During connector changes where retermination of wiring has been necessary, temperature sensitive wiring is not being reterminated with like material contacts (i.e., alumel/chromel).

2. Action

A. Connector research must be accomplished prior to replacement and retermination.

B. Identify all systems that will be affected by connector replacement in Chapter 91-21-51 (Hookup List) using the connector designator number.

C. In the ANA manual, if a code is present in the TT (termination type) column for a specific wire, then the termination is a non-standard termination and should be ordered separate of the connector.

D. If the TT column is blank, then the termination is the standard contact available with the connector.

E. For DAL and TWA manuals all termination codes are given, and they will have to be verified individually.

F. Termination type codes can then be cross-referenced to a part number in the Introduction Section of the Wiring Diagram Manual.

PAGE: 2 of 4






TIPS NO. B767-24-04

3. Example: Replace connector D08022J (ANA TYPE A/C)

A. Identify all systems affected using connector designator.

B. Look at the TT (termination type) column for codes listed. Terminations at contacts 17 and 24 contain codes.

C. Cross-reference the termination type codes (4F and 4J) to part numbers in the Introductory Section of the applicable Wiring Diagram Manual.

RM EQUIPMENT

EOVD TERM BUNDLE/WIRE/GA/CO TT DIAGRAM EFFECTIVITY

D08022J1 W0746-203W -20 77-31-11 ALL2 W0746-203R -20 77-31-11 ALL3 W0746-203Z 77-31-11 ALL4 W0746-204B -24 78-36-11 ALL5 W0746-204R -24 78-36-11 ALL6 W0746-205B -24 78-36-11 ALL7 W0746-205R -24 78-36-11 ALL8 W0746-206B -24 78-36-11 ALL9 W0746-206R -24 78-36-11 ALL10 W0746-207B -24 78-36-11 ALL11 W0746-207R -24 78-36-11 ALL12 W0746-212B -24 77-12-11 ALL13 W0746-212R -24 77-12-11 ALL14 W0746-212Z 77-12-11 ALL15 W0746-029 -24 78-36-11 ALL16 W0746-070 -24 77-12-11 ALL17 W0746-452G -20 4F 77-21-11 ALL18 W0746-059 -24 32-61-14 ALL19 W0746-060 -24 32-61-14 ALL20 W0746-061 -24 32-61-14 ALL21 W0746-062 -24 32-61-14 ALL22 W0746-063 -24 32-61-14 ALL23 W0746-064 -22 SP-AR-E ALL24 W0746-452W -20 4J 77-21-11 ALL

PAGE: 3 of 4






TIPS NO. B767-24-04

D. Number + Alphabetical Letter

(1) Terminate Wire # W0746-452G-20 Pin 17 with an Alumel Socket P/N ZZL-4120-10R and Wire # W0746-452W-20 Pin 24 with a Chromel Socket P/N ZZL-4120-10P. All other wire terminations should be made with contacts included with the connector.

TERM TYPECODE DESCRIPTION OF THE CODE PART NUMBER

1A Contact, Socket M39029/1-1011B Contact, Socket M39029/1-1001C Contact, Socket M39029/1-1031D M81714/11-20D2C Contact, Terminal Block Capacitor, BACC47DE2D Contact, Terminal Block Diode, BACC47DE2F Contact, Terminal Block Fuse, BACC47DE2R Contact, Terminal Block Resistor, BACC47DE4A Contact Pin, Alumel 5000-070-1164B Contact Socket, Alumel M39029/10-5214C Contact Pin, Chromel 5000-070-2164D Contact Socket, Chromel M39029/10-5224E Contact Pin, Alumel ZZL-4020-10R4F Contact Socket, Alumel ZZL-4120-10R4G Contact Pin, Alumel ZZL-4016-10R4H Contact Socket, Alumel ZZL-4116-10R4I Contact Pin, Chromel ZL-4020-10P4J Contact Socket, Chromel ZZL-4120-10P4K Contact Pin, Chromel ZZL-4016-10P4L Contact Socket, Chromel ZZL-4116-10P4M Contact Pin, Constantan ZZL-4020-10N4N Contact Socket, Constantan ZZL-4120-10N4O Contact Pin, Constantan ZZL-4016-10N4P Contact Socket, Constantan ZZL-4116-10N

PAGE: 4 of 4






TIPS NO. B767-24-04

4. Summary

A. Research of Termination Type Codes is necessary to ensure like material mating is obtained to reduce the possibility of dissimilar metal corrosion causing increased system resistances.

B. Intermittent increases in system resistances can cause instrumentation fluctuations and a decrease in system reliability.





PAGE: 1 of 1

DATE: 01-20-06

TIPS NO. B767-25-01

B767-25-01, UPPER CARGO 9G NET ATTACH FITTINGS, B767-PC

SUBJECT: UPPER CARGO 9G NET ATTACH FITTINGS, B767-PC

1. Problem: Missing Retainer (Spring) Latches

ABX Maintenance has reported several incidents (N784AX, 12-03-04; N787AX, 12-10-04) of missing retaining (spring) latches on the main deck 9G cargo barrier net hook assemblies (Ref. Figure 1).

2. Action

A. These net hook assemblies are listed for inspection on both the Daily and Service Checks.

B. During the Daily and Service Checks, pay particular attention to these retainer latches to verify their presence and condition.

C. Replace missing or discrepant latches as required.

Figure 19G Cargo Barrier Net Hook Assy





PAGE: 1 of 1

DATE: 05-05-06

TIPS NO. B767-25-02

B767-25-02, CREW SEAT BELT REPLACEMENT OUTBASE

SUBJECT: CREW SEAT BELT REPLACEMENT OUTBASE

1. Action

A. Captain and First Officer seat belt removals and replacements will be required in complete sets if replacing a different vendor seat belt than what is in stock.

B. If a same-vendor seat belt is in stock, only piece parts need to be replaced.

C. Stock must be replenished to ensure complete Captain and First Officer 5-point seat belts are available at each 767 station.

D. The exceptions to this will be aircraft N752AX, N798AX, and N799AX. These aircraft have unique seats and seat belt assemblies installed. The replacement seat belts are to be found in the MEC FAK.





PAGE: 1 of 4

DATE: 06-02-06

TIPS NO. B767-25-04

B767-25-04, B767 MEC DOOR SAFETY

SUBJECT: B767 MEC DOOR SAFETY

1. General

A. The Boeing 767 SF aircraft are equipped with an MEC entrance door located just inside the main entry door.

2. Action

A. Any time this door is in use, the MEC safety barrier must be installed around the door opening for safety. (See Figure 1 and Figure 2.)

B. When complete, and the door is closed, return the safety barrier to the upper galley shelf, below the microwave. (See Figure 3.)





PAGE: 2 of 4

DATE: 06-02-06

TIPS NO. B767-25-04

Figure 1





PAGE: 3 of 4

DATE: 06-02-06

TIPS NO. B767-25-04

Figure 2





PAGE: 4 of 4

DATE: 06-02-06

TIPS NO. B767-25-04

Figure 3





PAGE: 1 of 1

DATE: 08-09-06

TIPS NO. B767-25-05

B767-25-05, B767 SEAT BELTS

SUBJECT: B767 SEAT BELTS

1. Problem

A. ABX Air has experienced three (3) delays on B767 aircraft due to the Captain’s and First Officer’s seat belts being frayed and/or the lap belt not locking.

B. The seat belt end was bent from being caught in the seat track.

2. Action

A. Ensure that the flight crew seat belts are clear of seat tracks and other areas which can damage these critical items.





PAGE: 1 of 1

DATE: 02-26-08

TIPS NO. B767-25-06

B767-25-06, ATTACHING HARDWARE FOR B767 CARGO HANDLING COMPONENTS

SUBJECT: ATTACHING HARDWARE FOR B767 CARGO HANDLING COMPONENTS

1. Problem

A. Cargo floor locks and rails that are mounted to the seat tracks are being returned to Stores without the mounting hardware.

B. The repair vendor charges up to $200 to replace this hardware.

2. Action

A. The added cost of replacing the mounting hardware can be avoided by returning the lock and rail assemblies to Stores with mounting hardware attached.

B. If a part of the mounting hardware must be canned to ensure a correct installation of the lock assembly, note on the PIL label the specific hardware that needs to be replaced before sending to the vendor for repair.


Technical Information Publication System (TIPS) are published in accordance with GMM Section 01.01. This material DOES NOT supersede any Federal Aviation Regulations, ABX GMM, Manufacturer’s Maintenance Manual, Airworthiness Directives, Aircraft Minimum Equipment List, or any other authoritative source.If you would like to submit a TIP for publication, contact Maintenance Information, 2061-R (ext. 62052).


PAGE: 1 of 1

DATE: 03-08-11

TIPS NO. B767-25-07

B767-25-07, VERIFYING W&B PROGRAM VERSION NUMBERSUBJECT: VERIFYING W&B PROGRAM VERSION NUMBER

PAGE: 1 of 2






TIPS NO. B767-26-01

B767-26-01, PREFERRED TROUBLESHOOTING TOOLS

SUBJECT: PREFERRED TOOLS FOR TROUBLESHOOTING PNEU DUCT LEAK INDICATION, AND FIRE AND OVERHEAT LOOP PROBLEMS

1. Problem

Maintenance has misdiagnosed causes of pneumatic duct leak indication problems, and fire loop/overheat problems.

2. Action

A. This information is to encourage maintenance personnel to use the best tools available to accurately troubleshoot heat loop problems.

B. When checking heat detector loop sections, the preferred tools (noted in BFIM) may help determine more accurate diagnosis.

C. Ref. BFIM 26-18-00 Fig 104, Pneu Duct Leak Detection.

(1) An LCR meter is preferred when measuring resistance between center conductor and outer sheath.

(2) Do not use a megger or any high potential testers, as it will damage or decrease the life of the detector unit.

(3) Using a Fluke meter to test a detector may not identify a defective loop.

(4) Use of a DC meter is not recommended by Boeing unless you are measuring center conductor resistance.

D. Ref. BFIM 26-11-00, Fig 104, Fire Warning Detection Elements.

(1) A Fluke meter or equivalent is recommended for loop integrity resistance (no caution against a DC meter).

PAGE: 2 of 2






TIPS NO. B767-26-01

(2) A megger with a voltage setting of 100v is recommended for measuring loop insulation resistance.

(3) A megger having a 250v range can be used if the loop element is cleaned to “like-new” condition.

E. ABX Maintenance has also identified engine loop harness insulation chafed under adel type clamps, and harness wire conductor broken inside the insulation.

(1) Careful visual and tactile inspection is very important to find these defects.

(2) Unclamping these harnesses may be required for a complete inspection.

PAGE: 1 of 1






TIPS NO. B767-26-02

B767-26-02, B767 SF MAIN CARGO SMOKE TEST PROCEDURES

SUBJECT: B767 SF MAIN CARGO SMOKE TEST PROCEDURES

PROBLEM: Line Maintenance reported a callback on a B767 SF freighter for upper cargo smoke test not correct. (Flight crew believed that the system test indications should be the same as the lamp test indications.)

1. Action

A. Technicians shall become familiar with the upper cargo smoke “System Test” and “Lamp Test” indications.

B. Per BAMM 26-14-00-5:

(1) System Test indications should show solid green on all twelve lights.

(2) Lamp Test indications are to have the twelve smoke indication lights alternate between amber and green.

PAGE: 1 of 3






TIPS NO. B767-27-01

B767-27-01, TROUBLESHOOTING RUDDER RATIO FAILURES

SUBJECT: TROUBLESHOOTING RUDDER RATIO FAILURES

1. Problem

A. An aircraft with a chronic RUDDER RATIO message problem had many components changed and other troubleshooting accomplished, with no concrete fix found.

B. The RRCMs, LVTD, and PCA were changed with no help.

C. The last action taken was to replace both RRCMs with known good units. It checked good, but this was accomplished once before early in the troubleshooting.

NOTE: The aircraft has been operating fine since the RRCMs were changed.

2. Action

Given the above information, it is possible that the troubleshooting may have gotten somewhat off track. Below are some items that may help in the future.

A. Become familiar with Rudder Ratio System Description and Ops (Ref. AMM 27-21-00).

B. (13) (a) The first RRCM module to receive a validated airspeed signal from the respective SAM takes control to become the primary channel. This module provides a low logic signal locking the other module in the STANDBY MODE. Activation of the engage relay by the module in control provides an engage interlock signal. This signal inhibits the standby module from activating its own engage relay.

C. (16) Ground Test Logic

(a) TEST mode selection forces the module selected to energize the engage relay and drives the actuator to high speed position. The amber RUDDER RATIO light goes on and the amber RUDDER RATIO message appears on EICAS with engine run inhibit removed. The hardover monitor is inhibited. Inhibit lasts for 12.5 seconds after test switch

PAGE: 2 of 3






TIPS NO. B767-27-01

is returned to NORMAL. Failure annunciation ceases once the test switch is returned to NORMAL. Air/ground relays prevent activation of TEST mode while aircraft is flying.

D. Ref. 27-21-00-05 Adjustment and Test, 2, I.

“Test Rudder Ratio Control System” is used to test the rudder ratio system; however, further troubleshooting may require electrically defeating the RRCM not being tested. This will force the remaining RRCM to operate.

E. Pulling the circuit breaker marked RUDDER RATIO on the P11 panel will not remove power to the RRCM. It will only remove power to the PCA sol. valve.

The only way to defeat the power from the #1 or #2 CSEU power supplies to the RRCM is to untrack the RRCM that is not being tested.

F. Become familiar with BFIM 27-21-00, Figure 104.

(1) Block 1

(a) If the RRCM test switch on the front of the module is left in the TEST mode, it will cause the RUDDER RATIO EICAS message to set.

(2) Block 21

(a) Is there a HYD SWITCH faultball showing on the right yaw damper module?

1 A failure of the S27 left hyd system pressure switch will cause a RUDDER RATIO EICAS message, because it is telling the RRCMs that there is no hydraulic pressure available to the PCA.

(3) Flat Note 1

(a) The amber RUDDER RATIO message shows up on EICAS when running engines for more than 30 seconds to indicate a failure in the system. It is

PAGE: 3 of 3






TIPS NO. B767-27-01

normal for the amber RUDDER RATIO message to be shown on the EICAS when engines are off and when hydraulic pressure is low.

G. ABX Maintenance has experienced the RUDDER RATIO message in the gate. Maintenance personnel cleared the message, only to have it return after engine start. The ability to clear the message may not be a good indication of a properly working system. A test of the rudder ratio control system is required.

Also, if conditions permit, starting the engines in the gate may be good insurance.

PAGE: 1 of 3






TIPS NO. B767-27-02

B767-27-02, SLAT #6 AND #7 SENSOR TARGET REMOVAL

SUBJECT: SLAT #6 AND #7 SENSOR TARGET REMOVAL

1. Problem

Damage to Slat #6 and #7 Auxiliary Arms

A. Slat #6 and #7 sensor targets are riveted onto the auxiliary arms (ref. AMM 27-88-01, Figure 201, Sheets 1 and 2).

B. The sensor targets are removed prior to slat assemblies arriving at Base Shops for inspection and repair. Damage is found at the sensor target rivet holes on most auxiliary arms (ref. Figure 2 - Auxiliary Arm Damage Example).

2. Action

A. Ensure proper drill alignment when removing rivets on slat targets.

B. Be aware of drill placement when drilling sensor target attaching rivets. Damage to the auxiliary arms requires repair or replacement.

PAGE: 2 of 3






TIPS NO. B767-27-02

Figure 1 - Slat & Sensor Target Identification

PAGE: 3 of 3






TIPS NO. B767-27-02

PAGE: 1 of 2






TIPS NO. B767-28-01

B767-28-01, FUEL IN CENTER AUX TANK

SUBJECT: FUEL IN B767 CENTER AUX TANK

PROBLEM: The current ABX B767 fleet has three different configurations of fuel pump operation.

1. Action

A. The following information explains the differences, and outlines procedures to empty the center aux tanks before flight.

B. This information illustrates the importance of checking for fuel in the center aux tanks early in the predeparture check.

C. XANA aircraft with center tank override pumps DEACTIVATED:

(1) The XANA aircraft were delivered from Boeing with the center aux override boost pumps deactivated; however, fuel can be scavenged from the center aux tanks by operating the main tank boost pumps. Fuel pressure from the main pumps provides motive fuel that operates jet pumps in the center aux tanks to keep the aux tanks empty during flight. The jet pumps move fuel from the center aux to the main tanks. This operation is very slow, and Maintenance has taken lengthy delays waiting for fuel to transfer.

(2) Each time the aircraft is fueled or a transfer of fuel takes place, fuel that remains in the refueling manifold drains into the center aux fuel tanks. Repeated fueling or transferring operations will allow a substantial amount of fuel to accumulate in the center aux tanks.

(3) If a large amount of fuel has accumulated in the center tanks, some, but not all, of the fuel could be removed using a fuel truck in suction mode. The only other method is to run the main tank fuel pumps.

PAGE: 2 of 2






TIPS NO. B767-28-01

D. XANA aircraft with center aux tank override pumps REACTIVATED:

(1) Some of the ABX fleet has the center aux override pumps reactivated. If the center tank pumps are operational, a float valve is reinstalled in the main fuel tanks. This float valve serves to stop any jet scavenge pumping operation until the fuel level in the main tank is below one-half full.

(2) If fuel is found in the center aux tanks and the next flight requires them to be empty, the fuel can be transferred out of the center tanks using the override pumps through an open defuel valve, to either main tank.

(3) Approximately 300 lbs. of fuel from the refueling manifold will drain back into the aux tank after the fuel transfer operation. It may show on fuel qty indication and be noted by the flight crew.

(4) An aircraft with main tanks more than one-half full may prevent the jet scavenge pumps from emptying the aux tank to zero fuel indicated. The crew should understand that this small amount of fuel will scavenge out of the aux tanks after the main tanks burn down to below one-half capacity.

(5) The only way to remove the remaining fuel from the center aux tanks would be to defuel the main tanks to below half capacity to allow the jet scavenge pumps to operate.

E. XTWA aircraft have operational override pumps. Jet scavenge systems are being installed in the aux tanks in heavy maintenance visits. Maintaining empty aux tanks will be the same as the XANA aircraft with reactivated override pumps.

PAGE: 1 of 2






TIPS NO. B767-28-02

B767-28-02, FUEL BOOST PUMP REMOVAL

SUBJECT: FUEL BOOST PUMP REMOVAL

1. Problem

A. When removing the fuel boost pump, the locking slot in the shutoff sleeve and the dog latch are not engaged.

B. This will cause a fuel spill when the pump is reinstalled.

2. Action (See Figure on Page 2)

A. Use the handle to pull the boost pump and the shutoff sleeve down until the valve stop stops the movement (approximately 1.5 inches).

B. Ensure the locking slot in the shutoff sleeve and the dog latch align.

C. Remove the drain plug from the pump (approximately one quart of fuel will drain from the drain plug).

CAUTION: IF FUEL CONTINUES TO DRAIN FROM THE DRAIN PLUG, THE PUMP MUST BE REINSTALLED AND THE TANK MUST BE DRAINED BEFORE THE PUMP CAN BE REMOVED SAFELY.

D. Turn the pump approximately 12 degrees counterclockwise until it stops. (This releases the pump from the shutoff sleeve.)

E. Ensure the dog latch engages with the locking sleeve.

F. Pull the pump down and remove from housing.

PAGE: 2 of 2






TIPS NO. B767-28-02

PAGE: 1 of 1






TIPS NO. B767-32-01

B767-32-01, DAMAGE TO PROXIMITY SWITCH ELECTRONIC UNIT

SUBJECT: DAMAGE TO THE PROXIMITY SWITCH ELECTRONIC UNIT (PSEU)

1. Problem

A. ABX has experienced an increase in PSEU failures. Some of these failures may have occurred during maintenance events.

B. The PSEU is very susceptible to damage from power surges, arcing at connector pins, and accidental shorting of circuits to and from the PSEU.

2. Action

A. To prevent damage to the PSEU, when working on any system that uses prox switches for control or indication, the AMM must be followed to ensure that the proper circuit breakers are open.

B. If there is any doubt as to which circuit breakers should be open when working on a PSEU circuit, all power should be removed from the aircraft.

C. Reference AMM 32-09-03 for description and operation of the PSEU.

PAGE: 1 of 1






TIPS NO. B767-32-02

B767-32-02, VISIBILITY OF STOWED GEAR PINS

SUBJECT: VISIBILITY OF STOWED GEAR PINS

1. Problem

A. Required inspection for all gear pins stowed in the pin container located in main cabin, is hampered by pins not stowed properly, and dirty “Remove Before Flight” flags covering the pins.

B. Flight crews have had to move the flags and pins in order to perform required inspection.

2. Action

A. Line Maintenance Technicians must ensure that gear pins are stowed properly in the gear pin container.

B. Technicians must also ensure that the “Remove Before Flight” flags are reasonably clean, and positioned so they do not obstruct the view of all five (5) gear pins onboard.

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TIPS NO. B767-32-03

B767-32-03, B767 NOSE GEAR WHEEL AND TIRE ASSEMBLY - REMOVAL/INSTALLATION

SUBJECT: B767 NOSE GEAR WHEEL AND TIRE ASSEMBLY - REMOVAL/INSTALLATION

1. Problem

A. The B767 aircraft nose landing gear has two different type axles:

(1) Type 1 has an internal threaded axle which uses a flanged collar washer and external threaded axle nut.

(2) Type 2 axle has an external threaded axle, and the axle washer is a flat spacer with an internal threaded axle nut.

B. It has been found that on the external threaded axle, with the flat style washer and internal threaded nut, the washer stayed with the wheel assembly on removal and was stuck to the bearing face covered in grease. Upon installation the washer was omitted.

C. Wheel bearing failure can occur if the washer is omitted in the installation of the wheel and tire assembly.

2. Action

A. The AMM procedures for removal and installation of the B767 Nose Wheel and Tire Assembly (Ref. 32-45-02-04) must be followed to ensure wheel and tire assemblies are properly removed and installed to prevent bearing failure and possible wheel damage.

B. The B767 AMM clearly identifies the differences in the axle types and highlights the CAUTION:

CAUTION: MAKE SURE THE AXLE NUT WASHER IS INSTALLED. IF THE WASHER IS NOT INSTALLED, THE WHEEL BEARING CAN FAIL.

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TIPS NO. B767-33-01

B767-33-01, FUEL CONTROL SWITCH

SUBJECT: B767 FUEL CONTROL SWITCH

PROBLEM: The fuel control switch is subject to damage during relamp procedures.

ACTION: Reference Honeywell Relamping Procedure for 3TL32 Lighted Toggle Switches. See Figure 1 and Figure 2.

Figure 1

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TIPS NO. B767-33-01

Figure 2

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TIPS NO. B767-33-02

B767-33-02, USE CORRECT PART NUMBER LIGHT BULBS

SUBJECT: USE CORRECT LAMP WHEN REPLACING SWITCH AND INDICATION PANEL LIGHTS

1. Problem

A. Back shops vendors have reported to ABX that incorrect part number light bulbs have been found as a cause for inoperative lights.

B. Flight deck illumination and indication light systems use different voltage levels, depending on the job that the light is doing, ranging from 115v to 5v.

C. An example would be a bulb that requires 28v to operate, installed in a light assembly that provides 5v. The light would appear to be inoperative. Back shops Technicians, note that PIL tag information shows that a relamp was no help.

2. Action

A. Ensure that proper part number bulbs are used when replacing light bulbs in lighted switches and indicators.

B. Proper bulb parts numbers can be found in the AIPC, Chapter 33.

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TIPS NO. B767-34-01

B767-34-01, B767 FPDS - FLASHING ILS SELF-TEST

SUBJECT: B767 FLAT PANEL DISPLAY SYSTEM (FPDS) - FLASHING ILS SELF-TEST

1. Problem

A. ABX Air recently experienced a delay because of a perceived irregularity in the ILS Self-Test.

B. The flight crew reported that the ILS Self-Test causes the localizer and rising runway symbology to flash on the FPDS.

C. This is an FPDS software anomaly that will be corrected.

2. Action

A. The Flat Panel Display System is functioning correctly under normal operations.

B. The system’s vendor has been notified and is working on a software solution for the test anomalies.

C. Reference the Note in Chapter 3, Section 2, Page 28 of the B767 AOM concerning this issue.

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If you would like to submit a TIP for publication, contact Maintenance Information, 2053-C (ext. 62251).


TIPS NO. B767-35-01

B767-35-01, SHOP FINDINGS FOR B767 AIRCRAFT OXYGEN CYLINDERS P/N 801307

SUBJECT: COMMON SHOP FINDINGS FOR B767 AIRCRAFT OXYGEN CYLINDERS P/N 801307

1. Shop Findings

A. Valve stem seat leaking; possible over-torquing/tightening of shutoff valve handle during opening and closing of shutoff valve.

B. Shutoff valve stems are bent.

C. Handles have nicks and scratches indicating possible mishandling.

D. Valve stem leaking due to handle being hit while being in service between maintenance visits.

E. Improper torquing of aircraft regulator line to cylinder shutoff valve will cause leaks.

F. Valve stems (Item #120 P/N 10003314) have scratches due to seal deterioration wear (Item #110 P/N 10003579). Overhaul issue being focused on more thoroughly. Item is being replaced if scratches are found during overhaul.

2. Suggestions

A. Use extra care when handling these cylinders, and ensure proper torquing of O2 lines is accomplished IAW manual procedures.

B. When removing the cylinder from transport boxes do not pull or bend shutoff valve stem.

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If you would like to submit a TIP for publication, contact Maintenance Information, 2053-C (ext. 62251).


TIPS NO. B767-35-01

C. Remember to only hand-tighten knob to CLOSED position. Do not over-tighten. Valve is closed prior to full handle stop closed position. Do not over-torque, which may damage valve seat seals. Do not apply more than 25 pounds-inches of torque.

D. When opening shutoff valve, open valve to full OPEN position and slightly back-turn handle 1/4-turn in the opposite direction to relieve pressure off valve seat.

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TIPS NO. B767-53-01

B767-53-01, NON-SKID MATERIAL BELOW RUDDER PEDALS

SUBJECT: NON-SKID MATERIAL BELOW RUDDER PEDALS, B767

PROBLEM: Flight crews have reported the presence of non-skid tape or paint on the flight deck floor sections below the rudder pedals.

1. Action

A. Non-skid tape or paint should not be installed on the floor below the rudder pedals in the B767 flight deck.

B. A campaign has been done to identify the aircraft with the non-skid tape, and remove it as required.

C. When you see non-skid tape installed below the rudder pedals, contact Maintenance Control to initiate a Deferred Item for tracking.

D. The tape can be removed when ground time is available.

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TIPS NO. B767-56-01

B767-56-01, USE CAUTION WHEN INDEXING #2 WINDOW CRANK POSITION, B767

SUBJECT: USE CAUTION WHEN INDEXING #2 WINDOW CRANK POSITION, B767

1. Problem

A. The angle gearbox at the #2 window crank handle has sustained damage as a result of re-indexing the position of the crank per BAMM (Ref. AirGTI 56-11-02).

B. The AMM instructs the Technician to force the window crank handle to break away (or “clutch”), until the crank handle is in the proper location. Ref. 56-11-02-5 10 Step M.(1)(c), “Continue to turn the crank in the window closed direction to override the crank clutch.”

C. Wilmington Technicians have reported that accomplishing the AMM procedure resulted in failure of the window crank angle gearbox.

D. Parts internal to the angle gearbox, or the two downstream gearboxes, can fail before the window crank handle clutch assy will disengage.

E. The aircraft cannot be dispatched with the window opening/closing function inoperative.

2. Action

A. ABX Maintenance personnel should be aware of the potential for damaging the aircraft when using this procedure.

B. The AMM procedure for indexing the window crank handle is in the process of being modified.

C. Until the procedure is modified, consult with supervision or Maintenance Control before attempting this procedure.

D. Further disassembly may be required.

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If you would like to submit a TIP for publication, contact Maintenance Information, Bldg. 2053, (ext. 62251).


TIPS NO. B767-56-02

B767-56-02, LOG BOOK DISCREPANCIES ON NO. 2 FLIGHT COMPARTMENT WINDOWS

SUBJECT: REPETITIVE LOG BOOK DISCREPANCY ENTRIES ON NO. 2 FLIGHT COMPARTMENT WINDOWS

1. Background

A. Most B767 windows, when correctly rigged, do not develop leaks between window changes.

B. Quick fixes should not be attempted. In most cases they will not help, and in some cases they will make the leak worse.

C. If rigging is required, make all repairs per Fault Isolation Manual (FIM) or AMM 56-11-02.

D. The link arm should not be tightened or the shim washers removed from the cam block to cure leaks at the back of the window. This will usually move the window forward and make the leak worse.

2. Temporary Repairs

A. The most commonly used temporary repairs for mis-rigged windows are to apply either petroleum jelly (good for about one flight) or speed tape to window edge where it contacts the bulb seal.

B. The tape should be applied in the area where the window is leaking (often detectable by smoke tracks). This will build up the edge of the window and help to complete the seal.

C. These methods will allow further flight until the airplane can reach a base where a permanent repair can be accomplished.

WARNING: APPLICATION OF SPEED TAPE TO THE OUTSIDE OF THE AIRPLANE IS NOT RECOMMENDED, AS IT IS DIFFICULT TO OBTAIN A GOOD SEAL, AND IT MAY AFFECT THE ABILITY OF THE PILOTS TO OPEN THE WINDOW IN AN EMERGENCY.

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TIPS NO. B767-56-02

3. Fault Isolation Corrective Action

A. Before adjusting the window, ensure the seal is clean and in good condition (free from wrinkles, kinks, cracks, rips, tears, etc.).

B. Check the window edge to ensure uniform shape and no damage present.

C. Check that the following clearances are filled with sealant:

(1) Between the seal retainer sections.

(2) Between the seal retainer and the silicon bulb seal.

(3) Between the seal retainer and the adjacent structure.

D. Look for gaps between:

(1) Laminate and its edge band.

(2) Edge band and aluminum frame.

(3) Cracks in the finish around the window frame.

E. Ensure window Open & Close (Latch) centered and squared in window opening.

F. Perform the Ground Pressurization procedures to locate possible leaks.

G. Refer to Fault Isolation Manual (FIM) 56-11-01-1 Fig 102 Sheet #3 for sealant fillet seal and gaps dimension.

H. Make repairs per Fault Isolation Manual (FIM) or ABX AMM 56-11-02, Flight Compartment Windows.

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TIPS NO. B767-56-02

4. My Boeing Fleet Maintenance Tip “Clips” From 767-SL-56-004

A. If the window is twisted, make adjustments at either the front, rear, or both clusters as required to straighten the window.

B. For forward or aft movement, the guide roller should not be used for rigging. Most airline mechanics remove it when they begin rigging a window and reinstall it per MM requirements after all other rigging is complete.

C. If it is required to move the window aft, the following procedure is recommended:

(1) Loosen the adjustable link arm at the window lower aft corner and the cam block at the window upper aft corner (this block is attached to the body frame above the window). This will often allow the window to settle into a more aft position (after loosing the link and cam block, the window should be opened and closed approximately three (3) times to allow it to settle into its new position). When the correct position is found, the window should be secured at this position by tightening the jam nuts on the link arm and shimming the cam block with additional washers (0.20 inch maximum stack-up allowed).

(2) If further aft movement is required (albeit slight), adjust the shim pack between the upper aft roller cluster and the window frame (see MM 56-11-02, Figure 503). There are two designs of upper aft roller clusters; the adjustment of the shim pack is identical for either Type I or Type II. The shim pack is secured by the two bolts shown in the detail (circle A) of MM 56-11-02, Figure 503, Sheet 1. Decreasing the shim thickness will move the window aft. Conversely, forward movement may be accomplished by adding thickness to the shim pack.

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TIPS NO. B767-56-02

5. Important Notes

A. Make all repairs per Fault Isolation Manual (FIM) or AMM 56-11-02, Flight Compartment Windows.

B. Adjustment of the tracks should not be attempted unless all else fails.

C. The tracks are preset at Boeing, and it should be possible to install any window in any airplane and rig it without adjusting the tracks; however, if adjustments of the tracks are required, the operator should contact Boeing for additional information.

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TIPS NO. B767-56-02

AIR LEAK AT NO. 2 WINDOW

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TIPS NO. B767-56-02

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TIPS NO. B767-71-01

B767-71-01, DAMAGE TO INLET NACELLE V-BAND ALIGNMENT GROOVE

SUBJECT: DAMAGE TO INLET NACELLE V-BAND ALIGNMENT GROOVE

1. Problem

A. ABX has experienced multiple instances of damage to the inlet nacelle (P/N 314T1010) v-band alignment groove.

B. This damage is caused by interference with the v-band mating surface (P/N 314T1120) located on the fan cowl access door.

C. Specifically, the bucktails common to the v-band mating surface (P/N 314T1120) come into contact with the v-band alignment groove on the inlet nacelle.

D. An investigation of this damage revealed the v-band mating surface (P/N 314T1120) attach fasteners are not being installed correctly.

2. Action

A. Boeing Drawing 314T1110 calls for the installation of CSR922-5-x rivets double-flushed.

B. The double-flushed installation will remedy the problems being experienced.

C. All future installations of the v-band mating surface must be installed properly to eliminate future damage.

D. See illustrations for specific damage locations.

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TIPS NO. B767-71-01

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TIPS NO. B767-71-02

B767-71-02, B767 ENGINE FOD DUE TO LOOSE FASTENERS

SUBJECT: B767 ENGINE FOD DUE TO LOOSE FASTENERS IMPACTING FAN BLADES AND INLET COWL PANELS

1. Problem

A. Two events of B767 engine FOD have recently occurred due to loose screws from the outer circumference of the inlet cowl lip area, going through the engine. The results were damage to the engine fan blades, inlet acoustic liners, and loss of the aircraft for revenue service.

2. Action

A. During scheduled maintenance and normal walkaround inspections, Technicians should carefully inspect the inlet areas of the engines for any form of FOD.

B. Look for loose fasteners forward and aft of the C1 fan, and in the inlet lip inner and outer flanges. Screws from the outer lip area can be pulled around the lip edge and into the gas path.

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If you would like to submit a TIP for publication, contact Maintenance Information, 2061-R (ext. 62251).


TIPS NO. B767-71-03

B767-71-03, DAMAGE TO CF6 ENGINE FAN CASE WHILE REMOVING CRADLE FORWARD MOUNTS

SUBJECT: DAMAGE TO CF6 ENGINE FAN CASE WHILE REMOVING CRADLE FORWARD MOUNTS

1. Problem

A. ABX has experienced two reported events of damage to the engine fan case just below the forward engine cradle attach point. This damage may have occurred during the removal of the forward cradle adapters. (Ref Engine Change Job Card 7010, Step 49, Para I & K).

B. ABX has numerous types of engine shipping stands, maintenance stands and cradle adaptors for CF6 engine support.

C. The Engine Fan case is highly susceptible to impact damage. The AMM allows for very minimal repair on wing and can have high impact on maintenance cost.

D. If you do not support the forward cradle engine mount, the mount can pivot down and impact the engine fan case.

2. Action

A. To prevent damage to the engine fan case, when lowering the cradle or removing the forward mounts of the engine cradle, make sure that you support the forward mount.

B. The engine cradle forward mount weighs approximately 40lbs. A firm grip to support and attention to the task at hand should eliminate this type of damage.

C. Below depicts different styles of mount assemblies which cause damage to ABX engines. As with any maintenance action, extreme care should be taken to prevent injury to people and damage to equipment.

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TIPS NO. B767-71-03

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TIPS NO. B767-71-03

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TIPS NO. B767-72-01

B767-72-01, USE OF PROTECTIVE INLET MATS

SUBJECT: USE OF PROTECTIVE INLET MATS

1. Problem

A. A B767 inlet mat was left in the inlet and ingested during engine start.

B. Part of the investigation revealed the mat that was used had no “Remove Before Flight” streamers attached.

2. Action

A. When using protective mats in the inlet, there must be three (3) “Remove Before Flight” streamers attached before placing the mat in the inlet.

B. See photograph on Page 2 of this TIPS.

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TIPS NO. B767-72-01

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TIPS NO. B767-79-01

B767-79-01, GE CF6-80A MASTER CHIP DETECTOR

SUBJECT: GE CF6-80A MASTER CHIP DETECTOR

1. Problem

A. #1 engine oil leaking from cowling. Found master chip detector lying in cowling.

B. It is possible to install the probe without fully locking it in place. Vibration can then cause it to back out.

2. Action

A. Reference ABX Air, Inc. AirGTI B-AMM Task 79-21-05-402-802-G00 for Master Magnetic Chip Detector Probe installation instructions.

(1) Step 1

Insert the probe into the housing and rotate clockwise.

(2) Step 2

When the probe is fully seated, it will back out approximately 1/4”.

(3) Step 3

Verify the gap distance between the housing and the probe for proper installation of the probe.

B. Ensure chip detector when seated has a gap between chip detector housing and the probe (chip detector).

C. See Figure 1 on Page 2.

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TIPS NO. B767-79-01

Figure 1

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