Boeing 767 ENGINEERING CONTINUATION TRAININGcbt.altitudeglobal.aero/Files/A6 Boeing 767 Q34...

FOR REFERENCE ONLY

Boeing 767 ENGINEERING

CONTINUATION TRAINING

Q3 & Q4 2018

FOR REFERENCE ONLY

Contents:

1 INTRODUCTION

2 767 AIRWORTHINESS DIRECTIVES

3 767 UK MAINTENANCE RELATED MOR

4 SPECIAL AIRWORTHINESS INFORMATION BULLETINS

5 PROCEDURES REVIEW

6 APB WINGLET MODIFICATION

FOR REFERENCE ONLY 1 Introduction This module covers aspects identified in the period since June 2018 and includes CF6 & PW4000 engine types.

2 B767 Airworthiness Directives The following pages lists the Boeing 767 AD’s issued from June 2018 to Dec 2018. If a full listing is required, they can be found on the EASA website (http://ad.easa.europa.eu) or you can navigate from the Quality Tab on TechCom. Some superseded and superseding ADs have not been included as there is no material change. US AD No.: 2018-13-06 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/ ATA 57 Wings - Lower Outboard Wing Skin - Inspection Manufacturer/s: The Boeing Company

Applicability This AD applies to The Boeing Company Model 767-300 and -300F series airplanes, certificated in any category, with Aviation Partners Boeing winglets installed; as identified in Aviation Partners Boeing Service Bulletin AP767-57-013, Revision 1, dated April 11, 2017.

Reason: We are adopting a new airworthiness directive (AD) for certain The Boeing Company Model 767-300 and -300F series airplanes. This AD was prompted by reports of fatigue cracking in the lower outboard wing skin at the farthest outboard fastener of the inboard segment of a certain stringer. This AD requires repetitive high frequency eddy current (HFEC) inspections for cracking of the lower outboard wing skin at the inboard segment of a certain stringer, and repair if necessary. We are issuing this AD to address the unsafe condition on these products.

http://ad.easa.europa.eu/


FOR REFERENCE ONLY

US AD No.: 2018-15-04 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/ ATA 72 Engine - High-Pressure Turbine Stage 1 and

Stage 2 Disks - Inspection Manufacturer/s: The General Electric Company

Applicability This AD applies to General Electric Company (GE) CF6-80A, CF6-80A1, CF6-80A2, CF6- 80A3, CF6-80C2A1, CF6-80C2A2, CF6-80C2A3, CF6-80C2A5, CF6-80C2A5F, CF6-80C2A8, CF6-80C2B1, CF6-80C2B1F, CF6-80C2B2, CF6-80C2B2F, CF6-80C2B4, CF6-80C2B4F, CF6- 80C2B5F, CF6-80C2B6, CF6-80C2B6F, CF6-80C2B6FA, CF6-80C2B7F, CF6-80C2D1F, CF6- 80C2L1F, and CF6-80C2K1F turbofan engines with high-pressure turbine (HPT) disks with serial numbers listed in Table 1 and 2 of Appendix A in GE CF6-80C2 Service Bulletin (SB) 72-1562 R03, dated January 10, 2018; and Table 1 of Appendix A in GE CF6-80A SB 72-0869 R01, dated October 19, 2017

Reason: This AD was prompted by an uncontained failure of a high-pressure turbine (HPT) stage 2 disk that resulted in a fire. This AD requires ultrasonic inspection (UI) of HPT stage 1 and 2 disks. We are issuing this AD to address the unsafe condition on these products.

US AD No.: 2018-13-02 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/ ATA 72 Engine - 4th Stage Low Pressure Turbine Air

Seals - Replacement Manufacturer/s: Pratt & Whitney

Applicability This AD applies to all Pratt & Whitney Division (PW) PW4052, PW4056, PW4060, PW4062, PW4062A, PW4152, PW4156A, PW4158, PW4460, and PW4462 turbofan engine models, including engines identified with suffixes -1C, -1E, -3, -3A, or -3B, with 4th stage low-pressure turbine (LPT) air seal, part number (P/N) 50N346, installed.

Reason: This AD was prompted by the discovery of multiple cracked 4th stage low-pressure turbine (LPT) air seals in the fleet. This AD requires removal from service of certain 4th stage LPT air seals. We are issuing this AD to address the unsafe condition on these products.



FOR REFERENCE ONLY

US AD No.: 2018-20-13 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/ ATA 28 [Correction] Fuel - Motor-Operated Valve

Actuators - Replacement / Maintenance or Inspection Program - Revision

Manufacturer/s: The Boeing Company

Applicability This AD applies to all The Boeing Company airplanes, certificated in any category, identified in paragraphs (c)(1), (c)(2), and (c)(3) of this AD. (1) Model 737 airplanes, excluding Model 737-100, -200, -200C, -300, -400, and -500 series airplanes. (2) Model 757-200, -200PF, -200CB, and -300 series airplanes. (3) Model 767-200, -300, -300F, and -400ER series airplanes.

Reason: This AD was prompted by reports of latently failed motor-operated valve (MOV) actuators of the fuel shutoff valves. This AD requires replacing certain MOV actuators of the fuel shutoff valves for the left and right engines (on certain airplanes) and of the auxiliary power unit (APU) fuel shutoff valve (on Model 757 and Model 767 airplanes); and revising the maintenance or inspection program to incorporate certain airworthiness limitations (AWLs). We are issuing this AD to address the unsafe condition on these products.

US AD No.: 93-14-19R1 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/ ATA 57 CANCELLED: Wings - Trailing Edge Wedge of

the Leading Edge Slat - Inspections Manufacturer/s: The Boeing Company

Applicability This action applies to The Boeing Company Model 767 series airplanes, certificated in any category, line numbers 1 through 488 inclusive.

Reason: We are removing Airworthiness Directive (AD) 93-14-19, which applied to certain The Boeing Company Model 767-200 and -300 series airplanes. AD 93-14-19 required inspections for disbonding of the trailing edge wedge of the leading edge slat; and repair, if necessary. We issued AD 93-14-19 to prevent the loss of a trailing edge wedge, which could result in reduced maneuver margins, reduced speed margins to stall, and unexpected roll before stall warning, all of which would adversely affect the controllability of the airplane. Since we issued AD 93-14-19, an updated stability and control analysis showed that the worst-case scenario of a trailing edge wedge disbond in-flight would not adversely affect the controllability of the airplane. Accordingly, AD 93-14-19 is removed.



FOR REFERENCE ONLY

EASA AD No.: 2018-0259 Airworthiness Directives can be viewed at http://ad.easa.europa.eu/ ATA 46 Information Systems – Electronic Flight Bag

Universal Serial Bus Receptacle – Modification Manufacturer/s: Fokker Services B. V.

Applicability Fokker F27 Mark 050, F28 Mark 3000, F28 Mark 0070 and F28 Mark 0100 aeroplanes; Airbus A318, A319, A320, A321, A330 and A340 aeroplanes; Avions de Transport Régional (ATR) ATR42 and ATR72 aeroplanes; Boeing 737, 757, 767 and 777 aeroplanes; and Bombardier (formerly Canadair) CL-600 and (formerly De Havilland Canada) DHC-8 aeroplanes; as identified in Appendix 1 of this AD.

Reason: Several occurrences on various aeroplanes have been reported of smoke and fumes in the cockpit, due to overheating of an Electronic Flight Bag (EFB) USB receptacle, which had been installed by FS Supplemental Type Certificate (STC), SB, or minor modification, either an Engineering Change Request (ECR) or Compliance Record Report (CRR), as applicable. Investigation results revealed that each of these events was caused by a short circuit in the EFB charging cable.

3. 767 UK Maintenance Related MOR’s The following are maintenance related MOR from the UK CAA MOR digest. As the information is protected and strictly controlled by the UK CAA, it is respectfully requested that this information is not circulated. “No part of the MOR publication may be reproduced or transmitted outside of the organisation without the express permission in writing of the Civil Aviation Authority Safety Data Office.” ATA 32 Overhauled landing gear delivered in incorrect configuration. ***** is currently in ****** for full landing gear change due to 10 year overhaul requirement. Gear has been supplied by ****** following overhaul. During review of the Side Strut & Drag Strut springs it was noted by the *** engineers that the springs supplied were the same length, whereas the removed ones were different lengths for the Side Strut & Drag strut. On review of the part numbers springs supplied with the gear it was found that they were all 161T6046-2. According to the IPC, Drawing & Boeing Steps data the ***** can only be used on the Drag Strut. For the 4 springs (2x Side Strut & 2x Drag strut) on each leg to be installed, if the springs are supplied as a common part number they must be ***** . The ***** Springs are constructed of Titanium, which allows for higher loads. IPC & Boeing Steps Qualified Interchangeability notes "***** AND ATTACHING PARTS CAN REPLACE AND BE REPLACED BY 161T2033-2 AND ATTACHING PARTS AS LONG AS SAME COMPONENTS ARE USED ON THE SAME SIDE STRUT (INTERCHANGEABLE


FOR REFERENCE ONLY

AS A SET). FOR SPARES PROCURE 654T0513-198. 161T6046-3 CAN REPLACE AND BE REPLACED BY 161T6046-2 WHEN USED ON THE DRAG STRUT ONLY. 161T6046-3 CAN ONLY BE USED ON THE SIDE STRUT". This indicates the ***** can only be used in place of the ***** on the Drag Strut Only. ***** were contacted to explain where they had found approval for installing ****** springs on both the Side Strut and Drag Strut and on review they agreed that this configuration is not valid. To rectify the issue 4x new springs were procured by **** and installed by ******. ***** to review their procedures for inspection prior to release of the gears. ****** to review customer configuration in the IPC and Drawings to ensure they are up to date with the latest interchangeability. ATA 27 Leading slat asymmetry EICAS message in cruise.

. 30 minutes after take-off when cruising FL 330 we had LE SLAT ASYM EICAS message. Flap indication was showing both needles position between 0 and 1 and light Leading Edge was on. Autopilot was disengaged to assess any rolling tendency of the airplane and appropriate QRH red. Decision to continue to destination was made after the crew assessed the fuel consumption being in the normal range. EICAS message along with the light Leading Edge disappeared after 45 minutes from the event. Flap indicator returned to position 0. Investigations and Findings: PSEU BITE found target lights on and various fault codes. ROOT CAUSE: Contaminated targets - fair wear and tear. Corrective actions: Slat position targets for Slat 5, Slat 7 & Slat 6 cleaned. Flap/Slat operation carried out and further PSEU BITE carried out. No fault codes now showing. No further reports to 25/09/2018. COMPANY CLOSURE RECOMMENDATION: This MOR is recommended for closure by Line Maintenance Management in view of the above action. ATA 30 Anti ice valve stuck. MEL not performed correctly.

****** discovered ENG #2 anti-ice valve problems in AYT. Engineers on site performed ********** but did not performed MEL correctly. In AMS we discovered that the FAV was locked in intermediate position (for no reason, not required acc MEL) and the thrust reverser was not deactivated, and the engine anti ice valve was also not deactivated in open position. The HPSOV was locked in correct (closed) position. In AMS we performed to correct steps acc MEL. Deactivated r engine anti ice valve in open position Deactivated r engine thrust reverser Deactivated HPSOV in closed position Put Fan air valve (FAV) in normal (open) position again.

4. Special Airworthiness Information Bulletins Information Bulletins can be viewed at http://ad.easa.europa.eu/ No SAIB’s during this period

FOR REFERENCE ONLY

5. Procedures Review Due to time to print differences between this publication and current published technical matter, it has been decided to no longer reference changes to individual operators’ technical notices and procedures. This information will of course still be readily available via TechCom or the individual operators’ systems. If you are having difficulty in accessing any of this information, please contact your local supervisor or STN tech library.

- END -

These notes are for information and training use ONLY and are NOT subject to amendment or alteration.

Always use the correct and current aircraft maintenance manuals relevant to the

aircraft and operator.

These notes are not intended to be used to carry out maintenance on the aircraft.

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Aviation Partners Boeing 767

AIRCRAFT MAINTENANCE MANUAL SUPPLEMENT Part I

AP67.3-0600 PART I TABLE OF CONTENTS

Page 1 Aviation Partners Boeing - Proprietary Oct 13

TABLE OF CONTENTS

Title Chapter

Communications 23

Flight Controls 27

Fuel 28

Lights 33

Navigation 34

Wings 57

Altitude Global Limited - Training Notes

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AP67.3-0600 23-CONTENTS Page 1

Aviation Partners Boeing - Proprietary Oct 13

Chapter 23 - Communications

TABLE OF CONTENTS Subject Section Page Static Dischargers 23-61-00 1


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AP67.3-0600 23-61-00 CONFIG 1

Page 1 Aviation Partners Boeing - Proprietary Oct 13

Chapter 23 – Communications

STATIC DISCHARGER - DESCRIPTION General For 767-300 airplanes that incorporate APB winglet retrofit kits, three (3) static dischargers common to the basic wing tip are deleted and replaced with (3) static dischargers mounted to the winglet upper trailing edge (Figure 1). Component Details

1. The static dischargers installed along the trailing edge of the upper winglet are 9 5/16 inches long. Each includes a resistive discharger rod with a carbon-based molded tip. A setscrew in the discharger holds it to the discharger base.

2. The discharger bases are aluminum and are mounted to the aluminum trailing edge arrowhead.

STATIC DISCHARGERS - WINGLET Figure 1


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Aviation Partners Boeing - Proprietary Aug 11

Chapter 27 - Flight Controls

TABLE OF CONTENTS Subject Section Page Speed Brake Autostow System – 1 Kit Winglet Provisioned 27-62-00-0 1 1 Speed Brake Autostow System – 2 Kit Winglet Installed 27-62-00-0 2 1 Leading Edge Slat System 27-81-00-0 1


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AP67.3-0600 27-62-00 CONFIG 1

Page 1 Aviation Partners Boeing - Proprietary Aug 11

Chapter 27 – Flight Controls Speed Brake Autostow System – General Description

-1 Kit Winglet Provisioned Airplane (w/o winglets installed) General The 767-300 speed brake control system is modified for aircraft that incorporate APB winglet retrofit kits. The basic manual and auto speed brake system remains the same as the 767-300. Modifications to the system include the addition of a mechanism that is intended to automatically retract the speed brake handle and a Speedbrake Autostow Control (SAC) module to control the operation of the mechanism as a function of aircraft velocity, weight and flap position. System components include a speedbrake handle retract mechanism, electrical actuator, SAC module, and a modified wiring harness with the correct pin select for the autostow system. In aircraft that have been modified to accept, but are not retrofitted with APB Blended Winglets, the Speed Brake Autostow System is deactivated by replacing the electrical actuator with the 737-8915 Rod (lock out member) that keeps the Speed Brake Autostow System in a fully extended, fixed position with the cam mechanism disengaged. See Figure 1 for -1[A] Kit and Figure 2 for -1[B] Kit. NOTE: 1[A] and 1[B] denote variations in kit composition and structural provisions. The applicable kit for an airplane is dependent on aircraft line number. NOTE: Aircraft specific wire harness information is provided in APB Wiring Diagram Supplement, Reference [AP67.3-0615]. For a complete description of the basic 767-300 speed brake system, see the original Aircraft Maintenance Manual. Electrical Power Interface

The Speedbrake Autostow Control (SAC) module is mounted in the E/E Bay. When the system is deactivated (winglets removed) the wire harness is connected to a dummy connector adjacent to the SAC module. A dust cap is installed on the SAC electrical connector. See Figure 3. A circuit breaker is installed in the P6 Power distribution panel. In the deactivated configuration, this circuit breaker is open, an “INOP” marked is installed, and a stow clip (circuit breaker collar) is installed to secure the circuit breaker in the open position. See Figure 4.


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Page 2 Aviation Partners Boeing - Proprietary May17

Deactivated Speedbrake Autostow Mechanism, -1[A] Kit Figure 1


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AP67.3-0600 27-62-00 CONFIG 1


Deactivated Speedbrake Autostow Mechanism, -1[B] Kit Figure 2


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AP67.3-0600 27-62-00 CONFIG 1


Speedbrake Autostow Mechanism Deactivated SAC module

Figure 3

BS 303 Floor Beam

Dust Cap Installedon SAC Module

W9767 Wire Harness Installedon Dummy Connector

Up Fwd

OutbdSAC Module


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AP67.3-0600 27-62-00 CONFIG 1


Deactivated Circuit Breaker Configuration Speedbrake Autostow System

Figure 4


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Chapter 27 – Flight Controls

-2 Kit Winglet Airplane General

Early configurations of the APB winglet retrofit kits for passenger variants of the 767-300 include a Speedbrake Load Alleviation System (LAS).

Verification of the installation of an LAS on passenger variants of the 767-300 can be accomplished by confirming the installation of an electronic control box called the Speedbrake Autostow Controller (SAC, part number 69-78576-2). Refer to Figures 11, 12 and 13 to identify the SAC installation. Aircraft fitted with a SAC contain the LAS. Aircraft that do not have a SAC installation are not fitted with an LAS.

In the cockpit, the installation of the Speedbrake Load Alleviation Systems is confirmed by the presence of the “SPDBRK AUTOSTOW” circuit breaker C9767 in position C9 (or C13) on Panel P6-2.

All 767-300 Freighters modified with APB winglet retrofit kits include the Speedbrake Load Alleviation System (LAS).

The information contained in this section is relevant only to aircraft fitted with a Load Alleviation System

The 767-300 speedbrake control system is modified for aircraft that incorporate APB winglet retrofit kits with a Load Alleviation System. The basic manual and auto speedbrake system remains the same as the 767-300. Modifications to the system include the addition of a mechanism that can automatically retract the speed brake handle and a Speedbrake Autostow Control (SAC) module to control the operation of the mechanism as a function of aircraft velocity, weight and flap position.

System components include a speedbrake handle retract mechanism, electrical actuator, SAC module, and a modified wiring harness with the correct pin select for the autostow system.

NOTE: Aircraft specific wire harness information is provided in APB Wiring Diagram Supplement, Reference [AP67.3-0615].

For a complete description of the basic 767-300 speedbrake system, see the original Aircraft Maintenance Manual.

A. Speedbrake Autostow System - Description

The Speedbrake Autostow System contains the single direction cam/electric motor mechanism, which is located below the control stand. This mechanism interfaces with the speedbrake handle linkage. When the motor is activated, a deployed speedbrake handle will be pushed toward the stowed position. This action only occurs during high airspeed and heavy gross weight flight conditions. The function is controlled by the Speedbrake Autostow Controller (SAC).

B. Intended Function

The sole purpose of the Speedbrake Autostow System is to protect the wing structure from exceeding its analytic structural design load margins during a pitch-up maneuver in excess of 2.5 G, with the spoilers deployed when combined with certain combinations of airplane gross weight above 340,000 pounds for the 767-300 airplane and airspeed greater than 320 knots.


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The Speedbrake Autostow System achieves this protection, when the speed brakes are deployed, by applying a force to the speedbrake handle. If a pilot is not counteracting this force, then the speedbrake handle will move to 50% of the full up position. The speedbrakes then move to the position commanded by the lever, which is approximately 22.50 degrees of outboard spoiler surface extension and 8.5 degrees inboard spoiler surface extension. The Speedbrake Autostow System does not alter the gain between the lever and the speedbrake surfaces.

C. Functional Description The Speedbrake Autostow System commands the autostow actuator to retract when both the airspeed is greater than 320 knots and the gross weight is greater than 340,000 pounds for 767-300 airplane. The system deactivates, and extends the autostow actuator when either airspeed drops below 315 knots or gross weight is less than 339,000 pounds for the 767-300. When the system is activated, an electric-motor-driven autostow actuator moves a cam mechanism, which has the following effects on the Speedbrake system:

1) Position

The speedbrake lever retracts to a position 50% distance between the full up position and the down detent (as shown in Figure 1, 2). If the speedbrake lever is already at, or less than, this position, then the lever remains stationary.

2) Override Forces

The pilot may override the Autostow system's effect by applying the following extend forces to the speedbrake lever. Note: The forces below are incremental forces above the normal operating forces. Forces are also shown in Figure 3.

Between the Down stop and 50% of the full up position, the extend force is the same as when Autostow is deactivated (zero incremental force).

At the position 1/2 between the Down and the full up position, the override force increment is 20 pounds above normal until it reaches approximately 66˚ handle position. At the 66˚ handle position the increment force increases to 25 pounds for two degrees then reduces to zero increment up to the full up position.

Response When Pilot Releases the Speedbrake Lever

If the pilot overrides the Autostow function by applying the extend forces described above, the following system response occurs when the pilot releases the lever:

Lever Position When Released by Pilot

System Response

Between the Down position and the 50% full up position

The lever remains stationary

Greater than the 50% full up position, but less than the 66° full up position

The lever retracts to 1/2 way between the Down and Full up positions.

The Full Up position The lever remains stationary


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When autostow system extends the actuator, the speedbrake lever remains stationary; it does not move to its position prior to the Autostow actuator retraction.

The Speedbrake Autostow actuator's operating time, to either retract or extend is one second after receiving command from SAC. If the Speedbrake Autostow actuator fails to retract when the function is “Enabled”, then the “Auto Speedbrake Indication” on the P5 panel and an EICAS indication will illuminate. This annunciation is needed to alert the flight crew that a non-normal crew procedure needs to be followed.

D. Autostow System Schematic

Figure 4 is a schematic of the Speedbrake Autostow System. It shows the following: (See aircraft specific supplement to the Wiring Diagram Manual, AP67.3-0615, for complete information on specific airplane variations.) Wiring interface between components Wire size Type of wiring (non-shielded) Source of 28 VDC

Figure 5 is a block diagram of the SAC internal structure.

E. Control Law

The SAC's control law for the Speedbrake Autostow function is shown in Figure 6. The function is computed asynchronously, with a maximum transport delay from input to computed command of 500 milliseconds.

F. Speedbrake Do Not Arm Logic

The Do Not Arm light logic is shown in Figure 7. The logic shows the various system failures, which illuminate the Do Not Arm light.

G. Autostow System Wiring Diagram

See APB supplement to the Wiring Diagram Manual, AP67.3-0615.


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2. Major Components

A. Speed brake Handle Autostow Mechanism

The installation of the Speedbrake Autostow Mechanism is shown on Figure 8 for -2[A] kits and Figure 9 for -2[B] kits. Figure 10 shows the mechanism in both the Disabled and Enabled states. The retract mechanism is located below the control stand.

NOTE: 2[A] and 2[B] denote variations in kit composition and structural provisions. The applicable kit for an airplane is dependent on aircraft line number.

The actuator is a linear device, powered by a 28 VDC motor. The actuator cannot be back driven.

The actuator drives a rotary cam via a linkage. The cam can cause the speedbrake handle to either retract or remain stationary, depending on speedbrake lever position; the cam cannot cause lever extension.

If the speedbrake lever's position is less than 50% of the Full up position, then neither activating nor deactivating the Autostow function results in the cam contacting the speedbrake control system; the lever remains stationary.

If the speedbrake lever position is greater than 50% of the Full up position, then the cam contacts the speedbrake control system, causing the lever to retract to the 50% Flight Detent position.

A spring provides override forces. At the position 50% between the Down detent position and Full up position, the override force is 20 pounds above normal. The increment increases to approximately 25 pounds at approximately 66˚ lever position.

B. Speedbrake Autostow Controller (SAC) Module

The electronics for Speedbrake Autostow function is implemented in the Boeing Part Number 69-78576 per Aviation Partners Boeing Specification 737S3900. The SAC module is installed on the left side of the P33 panel in the E/E bay. Program pins are used to properly configure the SAC for any unique aircraft configurations. (Reference APB WDM Supplement, AP67.3-0615, for aircraft specific configurations.) The SAC module assembly installation is comprised of the following:

(1) A single Printed Wire Assembly (PWA) comprised of the following circuit modules (CMs): Discrete Input CM EPLD CM, containing the Actel A24MX24 Power Supply CM Discrete Output CM

(2) Mounted on the PWA are the following functional components: Boeing Specification 10-60450-6 relay Three Light Emitting Diode (LED) maintenance indicators Two momentary push-button maintenance switches

Figures 11, 12, and 13 show SAC installation and location in EE bay and a view of the SAC module.


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C. SAC Internal Monitors

The SAC contains the following internal monitors: A watchdog timer (WDT) function resets the PLD if the timer does not receive a

signal from the PLD within an appropriate time interval. The watchdog function is performed in hardware. If the watchdog timer trips, then a SAC Autostow fault is declared, the “Autostow Fault” LED on the module is illuminated, and all outputs are set to their default state. The Speedbrake Autostow function will be disabled, and the Autostow Speedbrake indication, located in the crew compartment, will be turned on.

A program pin monitor validates the airplane program at every power cycle and every time the PLD is set. If an improper pattern of pins or an invalid airplane program is detected, a program pin fault is declared. The “Autostow Fault” LED on the module is illuminated. The Speedbrake Autostow function will be disabled, and the Autostow Speedbrake indication will be turned on.

3. Interface Monitors

A. Air/Ground Position Switches

The SAC monitors two air/ground switches. If the two inputs disagree when computed airspeed data indicates airspeed is above 185 knots, then the air/ground data is declared invalid and the internal logic defaults to an in air state. The Speedbrake Autostow System is enabled, and the "Autostow Fault" LED on the module is illuminated.

B. T.E. Flap Position Switches

The SAC monitors T.E. flap position from the FSEU. The flap switch state is checked on an air-to-ground transition. If the flap input indicates flaps up, the input is declared invalid and the “Autostow Fault” LED on the module is illuminated and the internal logic defaults to a flaps up state. The Speedbrake Autostow System is enabled, and the Autostow Speedbrake indication is turned on in the Flight Deck.

C. Actuator Position Switches

The SAC monitors two position switches from the Autostow Actuator. If the two feedback inputs disagree with the computed autostow command, then a retracted fault or extended fault is declared. The “Speedbrakes Do Not Arm” LED on the SAC module is illuminated. The Speedbrake Autostow System is enabled, and the Autostow Speedbrake indication on the P5 panel is turned on, plus indication on EICAS.

D. ARINC 429 Inputs

The SAC monitors its ARINC 429 buses for activity, correct label, correct sign-status matrix, and correct parity.

If computed airspeed data is not received or is invalid, then the Speedbrake Autostow function is disabled and the Autostow Speedbrake indication is turned on.

If gross weight data is not received or is invalid, then for the Speedbrake Autostow function, the SAC defaults to gross weight above 340,000 pounds for the airplane. Autostow will activate when airspeed is above 320 knots.


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E. Flight Deck Interface

The flight deck interfaces for Speedbrake Autostow System are the speedbrake handle and the Autostow Speedbrake indication and EICAS message, located on the P5 panel in the crew compartment.

F. Speedbrake Handle

The speedbrake handle provides an indication of Autostow-induced speedbrake retraction. The Autostow-retract position (1/2 of the Full up position) is indicated on the control stand's light plate, next to the speedbrake lever, by marking "50%", reference Figure 1, 2.

There is no crew indication if Autostow does not cause the speedbrakes to retract, which occurs if Autostow activates when the speedbrakes lever's position is less than 50% of the Full up position.

The Speedbrake Autostow is an automatic function; there is no crew interface to operate the system. The speedbrake handle provides the flight crew a means to override the Autostow function, by manually extending the speedbrakes.

G. Failure Annunciation

The "Auto Speedbrake" light, located on the P5 panel and EICAS message in the crew compartment, provides failure annunciation for the Autostow function. The SAC will illuminate the light for any of the Autostow failure scenarios listed below. The SAC's logic for the "Controller Speedbrake Do Not Arm" light is shown in Figure 7.

Crew procedures are defined in the APB Operations Manual supplement AP67.3-0605. The "Auto Speedbrake" light's color is amber (caution level).

Any time the SAC commands the "Auto Speedbrake" light to illuminate the SAC “Speedbrake Do Not Arm” module LED is latched on and a record stored in nonvolatile memory. The “Speedbrake Do Not Arm” light can indicate either a system failure or a SAC failure. The maintenance light test for the SAC will reset all latches.


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4. System Interfaces

A. Signal Interfaces

The SAC uses the following four inputs to control the Speedbrake Autostow function. These inputs already exist on Airplanes not equipped with the Autostow function.

Parameter Source

Computed Airspeed data M101 Right ADC low speed ARINC 429 data bus

Gross Weight data M134 Left FMC's low speed ARINC 429 data bus

Trailing Edge Flap Position data M545 FSEU Flap Up Switch

Airplane Air/Ground state

P36 left misc. relay panel K145 Sys1 Air/Gnd relay

P37 right misc. relay panel K214 Sys2 Air /Gnd relay

B. Electrical Power Interface

The electrical power is supplied from the 28 VDC Left Bus to the Speedbrake Autostow System, through the SAC, as shown in Figure 4. The actuator remains in its last position if electric power is lost.

5. Test Functions Maintenance Tests

The SAC has the following three ground tests for the Autostow function, which are initiated via the SAC's test bottoms panel menu.

The first test is a system test and commands the actuator to retract and then to extend. At both positions, the SAC checks for actuator response by monitoring the actuator's position switches. Also, the "Speedbrakes Do Not Arm" and “Test in Progress” lights are turned on during this test.

A. Bite Test

SAC has ground test routines that perform the following:

(1) Checks for receipt of airspeed data from ADIRU. The test passes if label 206 is received, its parity is odd, and SSM is NCD.

(2) Checks for receipt of gross weight data from FMC. The test passes if label 075 is received, its parity is odd, and the SSM state is “valid”.

(3) Checks for valid T.E. flap position.

(4) Checks for operation of the “Auto Speedbrake” light on the P5 panel, and EICAS message.

(5) Checks for operation of the autostow actuator. The test performs the following:

(a) Checks the actuator’s Extended position switch is True, and the Retract position switch is False.


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AP67.3-0600 27-62-00 CONFIG 2


(b) Commands the actuator to drive to the Retract position, waits for two seconds, and then checks that the actuator’s Retract position switch is True, and the Extend position switch is False.

(c) Commands the actuator to drive to the Extend position, waits for two seconds, and then checks that the actuator’s Extend position switch is True, and the Retract position switch is False.

(6) Commands the Autostow actuator to the Retract position and holds it there for handle forces checks.

B. Fault Isolation

A speed brake autostow function fault is stored in SAC NV for all flight deck effects. A fault is stored anytime SAC illuminates the Auto Speedbrake light on the P5 panel, except during maintenance.

LRU replacement, for components in the Autostow system or in interfacing systems may cause faults to be stored. Faults to be cleared by SAC light test.

The second test is a rigging test and retracts the actuator, for an indefinite period of time, to facilitate system rigging. The "Speedbrake Do Not Arm" and “Test in Progress” lights are turned on during this test.

The third test is to check the module lamps and uses both test switches simultaneously.

Faults detected on the ground are not latched in the SAC. Therefore, when on the ground the fault indication will be rescinded once the fault condition is removed. Faults detected in flight are latched.

C. In-Flight Test

The SAC automatically tests the Autostow function in-flight, to improve availability. The test's logic is shown in Figure 5. The test commands the Autostow actuator to retract, for four seconds, when the T.E. flaps are retracted to their cruise position. Airspeed greater than 200 knots and Air/Ground logic prevent the test from operating when the airplane is on-ground. In-flight flap retraction was selected as the test's trigger because:

(1) Inadvertent Autostow operation when the airplane is on-ground could be a hazardous event if combined with an RTO, whereas inadvertent in-flight Autostow operation is only a minor event, and

(2) The speedbrakes are not deployed during flap cleanup; the test is invisible to the flight crew, since Autostow operation does not cause speedbrake lever motion if the lever is down.

If Autostow fails to operate when commanded by the test, then the "Speedbrake Do Not Arm" light illuminates as described in previous paragraph titled ‘Failure Annunciation’, and shown in the Figure 6 logic.

D. Maintenance Requirements

The Speedbrake Autostow function requires periodic maintenance, in addition to the automatic in-flight test described above. The numerical probability analysis in this document is based on a 6000 hour check interval for the items listed below; the


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AP67.3-0600 27-62-00 CONFIG 2


actual check interval is to-be-determined, but will be documented in the Maintenance Planning Document AP67.3-0604. Check the Autostow mechanism to verify the spring has not failed and that

there are no disconnects in the linkages or cam. Check the SAC's ability to correctly read gross weight data from FMC's ARINC

429 data bus. Check the SAC's hardware that turns on the "Speedbrake Do Not Arm" light. Check ADC data bus inputs. Flaps inputs Air ground logic

See Part II of this supplement for maintenance procedures.


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AP67.3-0600 27-62-00 CONFIG 2


Figure 1 CONTROL STAND

Figure 2 Control Stand Looking Down (Speedbrake Lever Location)


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AP67.3-0600 27-62-00 CONFIG 2


Figure 3 Speedbrake Handle Forces

0

5

10

15

20

25

30

0 10 20 30 40 50 60 70 80

Spee

dbra

ke L

ever

For

ce (l

bs)

Handle Travel (°)(0° full down, 78° full up)

Speedbrake Handle Forces

Autostow Force Increment(Opposes Extension)

Normal Speedbrake Forces(Friction Forces, Opposes EitherExtension or Retraction)*Combined Force to ExtendSpeedbrakes with AutostowEngaged

50% ArmedDetent

Full Up

* 4 lb normal force illustrated. Actual normal handle forces (prior to LAS


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AP67.3-0600 27-62-00 CONFIG 2


Figure 4

Wiring Configuration – In Air with Flaps Up


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AP67.3-0600 27-62-00 CONFIG 2


Figure 5 SAC Block Diagram


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AP67.3-0600 27-62-00 CONFIG 2


S=set R=reset

INPUT SIGNAL DEFAULTS

Parameter SAC Default for Autostow Function if Valid Signal is Not Received

Calibrated Airspeed 300 knots

Airplane Gross Weight 360,000 pounds

T.E. Flap Position Flaps Up

In Air Logic In Air

Figure 6 Speedbrake Autostow Function’s Control Law

1 = Ref: The minimum speed for Flaps 1 is 200 knots.


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AP67.3-0600 27-62-00 CONFIG 2


S=set R=reset NOTE: Invalid Gross Weight Data Does not turn on “Speedbrake Do Not Arm” Light because the default gross weight value is 360,000 pounds, so Autostow is available.

Figure 7 “Speedbrake Do Not Arm” Light Logic for Autostow Function


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AP67.3-0600 27-62-00 CONFIG 2


Figure 8 Speedbrake Autostow Mechanism, -2[A] Kit

Speedbrake Handle

Stowed

Up

No-back Mechanism

To Auto Speedbrake System, including actuator and LVDTS

Control Rod

Spring Adjustment Lug

Autostow Actuator

Tension Spring

Control Rod (Existing)

No-back Adapter

Support Fitting

Floor Beam


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AP67.3-0600 27-62-00 CONFIG 2


Figure 9 Speedbrake Autostow Mechanism, -2[B] Kit

No-Back Adapter

Speedbrake Handle

Control Rod

Tension Spring

To Auto SpeedbrakeSystem, IncludingActuator & LVDTS

Stowed

Up

Control Rod(Existing)

Spring Adjustment Lug

Floor Beam

Autostow Actuator

Support Fitting

No-Back Mechanism


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AP67.3-0600 27-62-00 CONFIG 2


Autostow Actuator enabled (retracted) Speedbrake Handle in armed position

(Cam Assembly Housing omitted for clarity)

Autostow Actuator disabled (extended) Speedbrake Handle in armed position

(Cam Assembly Housing omitted for clarity)

Figure 10: Autostow Retract Mechanism

Cam Assy

Cam Roller Bearing

Cam Follower Arm

Cam Roller Bearing

Cam Assy

Cam Follower Arm


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AP67.3-0600 27-62-00 CONFIG 2


FIGURE 11 Speedbrake Autostow Controller Location


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AP67.3-0600 27-62-00 CONFIG 2


Figure 12 Speedbrake Autostow Controller Location

See Figure 12

STA 303 Floor BEAM

SAC

FWD

OUTBD

UP


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AP67.3-0600 27-62-00 CONFIG 2


FIGURE 13 Speedbrake Autostow Controller

‘Speedbrakes Do Not Arm’

Light

‘Autostow Fault’ Light

‘Auto Test’ Button

‘Test In Progress’ Light

‘Rigging Test’ Button

SAC Plug Connector


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AP67.3-0600 27-81-00 Page 1


Chapter 27 – Flight Controls

Leading Edge Slat System – General Description 1. General The -2, configuration (winglet installed) modifies the No. 1 / 12, No. 2 / 11 and No. 3 / 10 slats. The No. 1 / 12 slat has the tip fairing replaced with a new fairing that fairs the winglet leading edge with the existing leading edge, see Figure 1. The three outboard slats are modified by the installation of vortilons. Two vortilons are installed on the No. 1 /12 and No. 3 / 10 slats and a single vortilon is installed on the No. 2 / 11 slats, see Figure 2. The -1 configuration only installs the vortilons as described above. The OEM slat fairing remains installed on the No. 1 / 12 slats.


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AP67.3-0600 27-81-00 Page 2


No. 1 Leading Edge Slat Fairing

(Left wing shown) Figure 1

WBL 929.1227

A

A

SLAT FAIRING

NO 1 SLAT


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AP67.3-0600 27-81-00 Page 3


Leading Edge Slat Vortilons

(Left wing shown) Figure 1, Sheet 1

AC

A

B

NO 1 / 12 SLAT

VORTILONS


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AP67.3-0600 27-81-00 Page 4


Leading Edge Slat Vortilons

(Left wing shown) Figure 1, Sheet 2

C

B

NO 2 / 11 SLAT

NO 3 / 10 SLAT

VORTILONS

VORTILON


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Chapter 28 - Fuel

TABLE OF CONTENTS Subject Section Page

Fuel Tanks Description and Operation 28-11-00 1

Fuel 28-44-00 1


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AP67.3-0600 28-11-00 Page 1

Aviation Partners Boeing - Proprietary Nov 17

FUEL TANKS – DESCRIPTION AND OPERATION

1. General

A. The fuel tank boundaries and configuration of the 767-300 are unchanged by the APB winglet modifications. Refer to Boeing AMM, Section 28-11-00 for a full description of the fuel tank system

B. The addition of winglets enlarges the lightning strike zones 1 and 2 at the wingtip. Added structure in the lightning strike zones at the wingtip and near the engine nacelle use fastener cap sealing to protect against fuel tank sparking at fastener locations, in the event of a lightning strike. Fuel tank maintenance practices, and inspection/check do not change. Refer to Boeing AMM, Section 28-11-00.

C. Fastener cap seals for all fasteners identified in APB AMM Supplement Section 28-11-90, Figure 1 that penetrate the upper or lower skin panels are CDCCL items. Refer to APB AMM Section 28-11-90 for fuel leak repair procedures specific to these locations. Fuel leaks associated with these fastener locations must be repaired within the time limits noted in APB Supplement AP67.3-0604.2-04, Special Compliance Items/Airworthiness Limitations.

D. For all fuel tank maintenance not covered in APB AMM Supplement, Part II, Section 28-11-90, refer to Boeing AMM, Section 28-11-00

E. To facilitate removal and installation of fuel tank access doors, temporarily lowering the fuel stick may be necessary. Refer to Boeing AMM 28-44-01 for instructions on lowering the fuel sticks, and restoring the fuel sticks after door installation is complete.


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AP67.3-0600 28-44-00 Page 1


FUEL MEASURING STICKS – DESCRIPTION AND OPERATION

General A. For a 767-300/-300F/-300BCF airplane with a modified wing provisioned to accept APB blended

winglets, the description and operation of the fuel measuring sticks does not change with the following exception. Fuel measuring stick no. 8, left and right wing, are shorter in length relative to the baseline/OEM fuel measuring sticks. Refer to component details for description of change.

Component Details

B. The OEM fuel measuring sticks no. 8 has been replaced with an APB fuel measuring stick. In order to maintain proper clearance to internal wing structure, the new measuring stick number 8 is shorter in length.

C. Refer to Part II, Section 28-44-00-201, to determine the fuel quantity by using the measuring sticks.


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AP67.3-0600 28-44-00 Page 2


Fuel Measuring Stick Locations Figure 1


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Chapter 33 - Lights

TABLE OF CONTENTS

Subject Section Page

Exterior Lighting – Position Lights 33-43-00 1

Exterior Lighting – Anti-Collision Lights 33-44-00 1


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AP67.3-0600 33-43-00 Page 1

Aviation Partners Boeing - Proprietary Nov 17

EXTERIOR LIGHTING

WING POSITION (NAVIGATION) LIGHTS 1. General

A. Winglet Aircraft

The 767-300/-300F/-300BCF winglet is equipped with one forward position light and one aft position light. This replaces the lights formerly installed in each wingtip. See Figure 2.

B. Winglet Provisioned Aircraft (w/o winglets installed).

The 767-300/-300F/-300BCF winglet provisioned aircraft position lights are unchanged from the OEM configuration.

C. The position light transformer has been relocated to the outboard side of Rib 35, WS 1106.6. See Figure 1.

2. Forward position light

A. Winglet Aircraft - The wing tip forward position light is relocated to the inboard leading edge of the winglet. See Figure 2.

B. Winglet Provisioned Aircraft - position lights are unchanged from the OEM configuration.

3. Aft position light

A. Winglet Aircraft - The wing tip aft position light is relocated to the winglet trailing edge, just outboard of the wing adapter plug. See Figure 2.

B. Winglet Provisioned Aircraft - position lights are unchanged from the OEM configuration.

4. Wiring Diagrams

A. Refer to AP67.3-0615 WDM Supplement for the wiring diagram from the OSS 1134 front spar electrical cutout to the wingtip/winglet steady position lights.

B. The airplane’s wiring inboard of OSS 1134 remains unchanged. Refer to WDM 33-43-11.

5. Functional Description

A. Functional description for the Forward Position Light does not change.

B. Functional description for the Aft Position Light changes with the addition of a Near End of Life feature. When the aft position light is within 1000 hrs. of its photometric end of life, as soon as power is applied, the light will flash on for 1 second and the off for 1 second and repeat for a total of 6 flashes before remaining on continuously. This functionality is built into the LED module and requires no additional maintenance. Refer to AP67.3-0600 AMM Part II for instructions on replacing the aft position light LED module before the end of the photometric life.


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AP67.3-0600 33-43-00 Page 2


Transformer Location Position Lights

Winglet and Winglet Provisioned Aircraft Left Wing Shown

Right Wing Opposite Figure 1

REAR SPAR

RIB 36WBL 929.12

FT-1246Transformer

FRONT SPAR

Rib 35WSTA 1106.6


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AP67.3-0600 33-43-00 Page 3


Position Lights Winglet Aircraft

Left Wing Shown Right Wing Opposite

Figure 2

Wing Forward Position LightRed (Left Winglet)Green (Right Winglet)

Wing Aft Position Light

Winglet


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AP67.3-0600 33-44-00 Page 1


EXTERIOR LIGHTING

ANTI-COLLISION (STROBE) LIGHTS 1. General

A. Winglet Aircraft The 767-300/-300F/-300BCF winglet is equipped with one anti-collision light. This replaces the lights formerly installed in each wingtip. See Figure 2.

B. Winglet Provisioned Aircraft (w/o winglets installed). The 767-300/-300F/-300BCF winglet provisioned aircraft anti-collision lights are unchanged from the OEM configuration.

C. The power supplies have been relocated to the outboard side of Rib 35, WS 1106.6. See Figure 1.

2. Winglet Anti-collision (Strobe) Light

A. Winglet Aircraft - One anti-collision (strobe) light is installed on the outboard surface of each winglet, on the tip fairing.

B. Winglet Provisioned Aircraft (w/o winglets installed) - anti-collision lights are unchanged from the OEM configuration.

3. Wiring Diagram

A. Refer to AP67.3-0615 WDM Supplement for the wiring diagram from the OSS 1134 electrical cutout to the wingtip/winglet anti-collision (strobe) light.

B. The wiring diagram inboard of OSS 1134 does not change; refer to airplane WDM 33-44-21.

4. Functional Description

A. Functional description does not change.


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AP67.3-0600 33-44-00 Page 2


Power Supply Anti-Collision (Strobe) Light

Winglet and Winglet Provisioned Aircraft Left Wing Shown

Right Wing Opposite Figure 1

FRONT SPAR

RIB 36WBL 929.12

REAR SPAR

STROBE LIGHT POWER SUPPLY

RIB 35WSTA 1106.6


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AP67.3-0600 33-44-00 Page 3


Anti-Collision (Strobe) Light Winglet Aircraft

Left Wing Shown Right Wing Opposite

Figure 2

Winglet

Winglet Anti-Collision (Strobe) Light


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Aviation Partners Boeing - Proprietary Oct 13

Chapter 34 - Navigation


Navigation 34-12-00 1


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AP67.3-0600 34-12-00 Page 1


AIR DATA COMPUTING SYSTEM – DESCRIPTION AND OPERATION

1. General (Figure 1)

A. Installation of Winglets on 767-300/-300F/-300BCF aircraft requires a reduction in maximum operating speed (Vmo).

B. All AMM Vmo callouts are revised to 340 knots for Wingleted aircraft as illustrated in Figure 1 graph.


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AP67.3-0600 34-12-00 Page 2


Effective for all aircraft. Effective for CAA Certified Aircraft. Effective for FAA Certified Aircraft.

767 MAXIMUM OPERATING SPEED SCHEDULE Winglet Aircraft

Figure 1

1

2

3


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Chapter 57 - Wings


Ballast Weights – Description 57-21-00 1

Winglet – Description 57-31-00 1

Leading Edge Wedge – Description 57-41-00 1


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AP67.3-0600 57-21-00 Page 1


BALLAST WEIGHTS – DESCRIPTION AND OPERATION

1. General

A. Ballast weights are required to be installed to safely operate a 767-300/-300F/-300BCF airplane equipped with APB blended winglets.

B. There are three configurations of ballast weight installations for winglet equipped aircraft. These are referred to in this supplement as Configuration A, Configuration B and Configuration C. Refer to Figures 1, 2 and 3 to visually identify the configuration installed.

(1) Configuration A

The ballast weights are installed on the front spar of each wing between Ribs 32 and 34. Refer to component details for description of change.

(2) Configuration B

The ballast weights are installed on the front spar of each wing between Ribs 33 and 34. Refer to component details for description of change.

(3) Configuration C

The ballast weights are installed on the front spar of each wing between Ribs 32 and 34. Refer to component details for description of change

2. Component Details

A. Configuration A

On each wing, five ballast weights bolt onto brackets on the front spar between Ribs 32 and 34 and two ballast weights bolt onto the leading edge rib at Rib 33.

B. Configuration B

On each wing, two ballast weights bolt onto brackets on the front spar between Ribs 33 and 34 and two ballast weights bolt onto the leading edge rib at Rib 33.

C. Configuration C

On each wing, four ballast weights bolt onto brackets on the front spar between Ribs 32 and 34 and two ballast weights bolt onto the leading edge rib at Rib 33.

Refer to Part II, Section 57-21-03-401, for removal and installation instructions.


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AP67.3-0600 57-21-00 Page 2


Ballast Weights Configuration A Winglet Aircraft

Left Wing Shown (Right Wing Opposite) Figure 1

767-3622-1 (qty 3)

767-3622-3 (qty 2) 767-3622-5

767-3622-6

Rib 32

Rib 33

Rib 34


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AP67.3-0600 57-21-00 Page 3


Ballast Weights – Configuration B Winglet Aircraft


767-3622-3 (qty 2)

767-3622-5

767-3622-6

Rib 32

Rib 33

Rib 34


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AP67.3-0600 57-21-00 Page 4


Ballast Weights – Configuration C Winglet Aircraft



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AP67.3-0600 57-31-00 Page 1


WINGLET – DESCRIPTION AND OPERATION

2. General

A. Winglet

The APB blended winglet is primarily constructed of carbon fiber reinforced plastic (CFRP). The CFRP components consist of the following: the front, center and rear spars, and the upper and lower skin panels. Other components, such as, the leading edge skin panels, internal ribs, trailing edge arrowhead and the winglet tip fairing are primarily of aluminum construction. The winglet is attached to the outboard rib (Rib 36) of the wing.



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AP67.3-0600 57-31-00 Page 2


Figure 1

Wing Plan view w/ Winglet Installed (upper & lower)


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AP67.3-0600 57-31-00 Page 3


Figure 2 Winglet Assembly

Leading Edge Skin Aluminum - Polished Clad 4 Places

Lens - Position Light

Upper/Lower SkinCFRP

Winglet Tip Fairing

Trailing EdgeAluminum4 Places


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AP67.3-0600 57-41-00 Page 1


LEADING EDGE WEDGE – DESCRIPTION AND OPERATION

1. General A. For a 767-300/-300F/-300BCF airplane with APB blended winglets installed, the

description of the leading edge does not change with the following exception. A wedge is installed on the upper leading edge just inboard of Rib 36 to act as an aerodynamic filler between the winglet and the leading edge slat. Refer to component details for description of change.

2. Component Details A. The leading edge wedge is an assembly of the wedge and a base plate. The base plate

is attached to the leading edge panel with 7 fasteners. The wedge is attached to the base plate with 2 fasteners on the inboard side and 2 fasteners on the outboard side.



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AP67.3-0600 57-41-00 Page 2


Leading Edge Wedge Winglet Aircraft


ZONES 520, 620

A

WBL929.1227

WBL929.1227


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AP67.3-0600 57-41-00 Page 3


Leading Edge Wedge Winglet Aircraft

(Slat and Winglet not shown for clarity) Figure 2

Rib 36

A

767-3621-3 Wedge base

767-3621-1 Wedge


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AIRCRAFT MAINTENANCE MANUAL SUPPLEMENT Part II

AP67.3-0600 PART II TITLE PAGE


Part II Practices and Procedures

767


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Boeing 767 ENGINEERING CONTINUATION TRAININGcbt.altitudeglobal.aero/Files/A6 Boeing 767 Q34...

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