Sponsor Message:
Aviation Technical / Operations Forum
My Starred Topics | Profile | New Topic | Forum Index | Help | Search 
767 Maintenance Planners SB 767-57A0101  
User currently offlineMiamiair From , joined Dec 1969, posts, RR:
Posted (8 years 5 months 1 week 6 days 5 hours ago) and read 2531 times:

Hello to all...

I am trying to find out if there are any maintenance planners/technicians/engineers that are accomplishing the above referenced Service Bulletin.

This relates to the leading edge slats of the 767. Originally, SB 57A0039 addressed corrosion and disbond issues, and was specified by AD 93-14-19. 57A0039 called out for an inspection and that was it. There were other issues and more slats were found corroded; here comes 57A0057(supercedes 57A0039) which had two ways to comply and terminate the AD:one, replace the trailing edge wedge with a "production" or a new "PAA(Phosphoric Acid Anodize)" wedge; two, accomplish an ultrasonic and X-ray inspection, rework the edges of the core and that was the AMOC.

The PAA wedges were expensive and not available. The production wedges were, expensive, some were available. Not to mention you needed to rent the tool to properly locate the trailing edge, the fastener kit and other miscellaneous materials needed to complete the task. So once the trailing edge was replaced, the AD was terminated. If the operator installed the "Production" wedge, they were in for a surprise...

SB 57A0101 was recently released and it is more black and white. Basically, you need to install a new "PAA" wedge, or keep inspecting the slat trailing edge. If you purchased a "Production" wedge, you must now purchase the new "PAA" wedge, fastener kit etc... The installation of the PAA wedge will terminate the requirements of 57A0101. If not, you need to tap test or Ultrasonically inspect the trailing edges at various intervals depending on the group/configuration. To install a new PAA Wedge costs about 27,000.00 for the wedge, 4,600 for a fastener kit, 350.00 for the tool and about 6,000.00 in labor. So figure about 39,000 (paint, sealants, misc parts) multiplied by 10 (outboard slats) gives you 390,000.00; add 100,000.00 (inboard slats @ 50K each) and you have 490,000.00 to terminate the Service Bulletin.

Inspecting the slat consists of an ultrasonic inspection that a crew of two, working two shifts (32 hours) can probably accomplish in a day. Do this and you don't have to re-inspect for another thirty-six months.

After that long winded explanation, my questions is this: How many operators are terminating this SB?

How can a maintenance organization justify that cost?

If there is anyone familiar with this, I would like to read your comments.

3 replies: All unread, jump to last
 
User currently offlineSfomb67 From United States of America, joined Dec 2005, 417 posts, RR: 0
Reply 1, posted (8 years 5 months 1 week 5 days 21 hours ago) and read 2485 times:

I believe we did this at UAL a number of years ago, on the 762 fleet, which has now been parked. I've been retired 3 years, so I don't have access to the SB. #'s. As I remember we removed all the slats and did an "ultrasound" insp on the wedges. If they were good, they got repotted on the ends and reinstalled. If bad, the wedge got replaced. We had an extra set of slats, so we had one to put on as the wedge replacement took several days. But like I said, we did this something like 6-7 years ago.

You also have to rerig a slat if you replace the wedge, and that's a nightmare until you get used to it. We actually went up to Boeing to see how they did it on the 767 assy line. THAT, was a huge help.



Not as easy as originally perceived
User currently offlineMiamiair From , joined Dec 1969, posts, RR:
Reply 2, posted (8 years 5 months 1 week 5 days 15 hours ago) and read 2467 times:

Quoting Sfomb67 (Reply 1):
You also have to rerig a slat if you replace the wedge,

I think having the slat out of rig, where the lower skin of the trailing edge wedge wears down to a knife edge over a large area of the span. This requires a flush repair that can only be accessed by going in thru the top skin. This means a repair on both the upper and top skins.


User currently offlineSfomb67 From United States of America, joined Dec 2005, 417 posts, RR: 0
Reply 3, posted (8 years 5 months 1 week 4 days 23 hours ago) and read 2407 times:

Quoting Miamiair (Reply 2):
I think having the slat out of rig, where the lower skin of the trailing edge wedge wears down to a knife edge over a large area of the span. This requires a flush repair that can only be accessed by going in thru the top skin. This means a repair on both the upper and top skins.

I was only referring to rigging a slat per the MM, that has had the T/E wedge replaced as part of the S.B. (basically this is now a different slat) vs. if you remove it for the X-ray and ultrasonic insp for the S.B. and it's OK, we then reistalled it without going thru a complete rig chk.
I have seen several slat T/E's wearing hard on the upper wing surface, and generally it delams the slat wedge, but does little damage to the wing upper skin.



Not as easy as originally perceived
Top Of Page
Forum Index

Reply To This Topic 767 Maintenance Planners SB 767-57A0101
Username:
No username? Sign up now!
Password: 


Forgot Password? Be reminded.
Remember me on this computer (uses cookies)
  • Tech/Ops related posts only!
  • Not Tech/Ops related? Use the other forums
  • No adverts of any kind. This includes web pages.
  • No hostile language or criticizing of others.
  • Do not post copyright protected material.
  • Use relevant and describing topics.
  • Check if your post already been discussed.
  • Check your spelling!
  • DETAILED RULES
Add Images Add SmiliesPosting Help

Please check your spelling (press "Check Spelling" above)


Similar topics:More similar topics...
Differences In AC's 767-300? posted Thu Nov 2 2006 02:11:19 by ZBBYLW
757 Vs 767 posted Tue Oct 17 2006 23:57:59 by Freight400
Cubana 767's posted Tue Oct 3 2006 18:37:30 by PlaneMad
767/DC-10 Doors posted Thu Sep 28 2006 06:31:42 by UAL757
US 767's: What Routes? posted Mon Sep 11 2006 22:44:40 by Airbazar
Change In A/C Sound On 767 posted Mon Sep 11 2006 15:35:39 by Azza78
767 300 ER travel range posted Sat Sep 9 2006 07:37:43 by Qwame
767 Overhead Panel / Combination Lock? posted Thu Aug 24 2006 03:11:26 by Bjg747
B757 & 767 Flight Deck Differences posted Fri Aug 18 2006 13:02:08 by HAWK21M
757 And 767 RB211 Is There Any Difference In Size? posted Mon Jun 19 2006 14:38:00 by Edumotoki

Sponsor Message:
Printer friendly format