RQST We do not currently have a manufacturing solution for this item but will do our best to source it.RQST: We do not currently have a manufacturing solution for this item but will do our best to source it.With a fully researched tooling database of over 600,000 items, across multiple aircraft types available to you, we are in a perfectly placed position to get you what you need on time and on budget.Based on the best data available, the manufacturer provided the procedures necessary to do the required actions.
Be sure to leave feedback using the Help button on the bottom right of each page. Counts are subject to sampling, reprocessing and revision (up or down) throughout the day. Use the PDF linked in the document sidebar for the official electronic format. This AD requires doing a detailed inspection for correct main track downstop assembly, thread protrusion, and damaged and missing parts of the main track downstop assemblies of the outboard slats, and related investigative and corrective actions if necessary. This AD results from reports of broken bolts in the outboard slat main track downstop assembly. We are issuing this AD to detect and correct incorrectly installed main track downstop assemblies, which can allow the main track downstop hardware to fall into the track housing and cause a puncture in the track housing when the slat is retracted. This condition, if not corrected, could result in a fuel leak and an increased risk of fire. The AD docket contains this AD, the regulatory evaluation, any comments received, and other information. That NPRM was published in the Federal Register on April 8, 2010 ( 75 FR 17887 ). That proposed AD also proposed to require doing a detailed inspection for foreign objects debris and damage to the wall of the track housing of the outboard slats, and corrective actions if necessary. We reviewed Boeing Special Attention Service Bulletin 767-57-0118, Revision 1, dated October 21, 2010. This service bulletin revision adds an option to inspect either the bolt or nut for looseness by applying torque to the main track downstop assembly nut or the bolt head, corrects a reference, and removes the references to slat numbers 6 and 7 in Appendix A. This service bulletin revision does not add any additional work for the affected airplanes. We disagree that adding this document to the requirements of the AD is necessary. Boeing Document D-590 is the collection of many Boeing standards and specifications. We have determined that this document is too broad for this AD. AAL stated that it believes the 114T2520 fitting located at outboard slat station (OSS) 426.997 should be removed to facilitate proper torque checking of the bolts. AAL stated that Boeing confirmed that it is acceptable to remove the stop fitting(s) as required for access and that it is safe to remove the stop fitting(s) without rigging the slats. AAL also stated that Boeing does not plan to revise Boeing Special Attention Service Bulletin 767-57-0118, dated October 8, 2009, to include removal or installation procedures for the stop fitting(s) for access purposes. AAL reported that Boeing does plan to add a note in the next revision of Boeing Special Attention Service Bulletin 767-57-0118, dated October 8, 2009, that states if it is necessary to remove more parts for access, you can remove those parts. As a result, AAL requested that we revise the NPRM to incorporate a note providing steps to remove the up-stop fitting as required to facilitate the torque check, to reinstall the up-stop fitting in accordance with Boeing Drawing 114T2160, and to torque the nuts using Boeing Airplane Company (BAC) procedure 5009 or an equivalent operator procedure.
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