[Federal Register Volume 59, Number 156 (Monday, August 15, 1994)] 

[Unknown Section] 

[Page 0] 

From the Federal Register Online via the Government Printing Office [www.gpo.gov] 

[FR Doc No: 94-19481] 

[[Page Unknown]] 

[Federal Register: August 15, 1994] 

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DEPARTMENT OF TRANSPORTATION 

14 CFR Part 39 

[Docket No. 92-NM-237-AD; Amendment 39-8998; AD 94-17-03] 

Airworthiness Directives; Boeing Model 767 Series Airplanes 

Equipped With Rolls-Royce RB211-524 Series Engines 

AGENCY: Federal Aviation Administration, DOT. 

ACTION: Final rule. 

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 

applicable to certain Boeing Model 767 series airplanes, that requires 

inspections, adjustments, and functional checks of the thrust reverser 

system; installation of a terminating modification; and repetitive 

operational checks of the gearbox locks and the air motor brake 

following accomplishment of the modification. This amendment is 

prompted by the identification of a modification that ensures that the 

level of safety inherent in the original type design of the thrust 

reverser system is further enhanced. The actions specified by this AD 

are intended to prevent possible discrepancies that exist in the 

current thrust reverser control system, which could result in an 

inadvertent deployment of a thrust reverser during flight. 

DATES: Effective September 14, 1994. 

 The incorporation by reference of certain publications, as listed 

in the regulations, is approved by the Director of the Federal Register 

as of September 14, 1994. 

 The incorporation by reference of Boeing Service Bulletin 767-78- 

0048, dated August 15, 1991, listed in the regulations was approved 

previously by the Director of the Federal Register as of October 15, 

1991 (56 FR 51638, October 15, 1991). 

ADDRESSES: The service information referenced in this AD may be 

obtained from Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, 

Washington 98124-2207. 

 This information may be examined at the Federal Aviation 

Administration (FAA), Transport Airplane Directorate, Rules Docket, 

1601 Lind Avenue, SW., Renton, Washington; or at the Office of the 

Federal Register, 800 North Capitol Street, NW., suite 700, Washington, 

DC. 

FOR FURTHER INFORMATION CONTACT: Lanny Pinkstaff, Aerospace Engineer, 

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Propulsion Branch, ANM-140S, FAA, Transport Airplane Directorate, 

Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, 

Washington 98055-4056; telephone (206) 227-2684; fax (206) 227-1181. 

SUPPLEMENTARY INFORMATION: 

 A proposal to amend part 39 of the Federal Aviation Regulations (14 

CFR part 39) to include an airworthiness directive (AD) that is 

applicable to certain Boeing Model 767 series airplanes was published 

in the Federal Register on August 6, 1993 (58 FR 42032). That action 

proposed to supersede AD 91-22-02, Amendment 39-8062 (56 FR 51638, 

October 15, 1991), to require inspections, adjustments, and functional 

checks of the thrust reverser system on Model 767 series airplanes 

equipped with Rolls-Royce RB211-524 or General Electric CF6-80C2 series 

engines. That action also proposed to require installation of a 

terminating modification and repetitive operational checks of the 

gearbox locks and the air motor brake following accomplishment of that 

modification on Model 767 series airplanes equipped with Rolls- Royce 

RB211-524 series engines. 

 Interested persons have been afforded an opportunity to participate 

in the making of this amendment. Due consideration has been given to 

the comments received. 

 One commenter supports the proposed rule. 

 The Air Transport Association (ATA) of America, on behalf of one of 

its members, requests that two immediately adopted rules be created 

from this proposed rule: one for airplanes equipped with Rolls-Royce 

RB211-524 series engines, and the other for the airplanes equipped with 

General Electric CF6-80C2 series engines. If either of the two rules 

should be revised in the future, the superseded rule would only apply 

to the operators actually affected, and operators having airplanes with 

the other engine type would not be required to change their AD 

compliance records. 

 The FAA concurs that two separate AD's should be created from the 

proposal. Therefore, this final rule has been revised to require those 

actions specified in the proposal for Model 767 series airplanes 

equipped with Rolls-Royce RB211-524 series engines only. Paragraph (a) 

of this final rule has been revised to specify that accomplishment of 

the actions required by that paragraph terminates the actions required 

by paragraph (a) of AD 91-22-02. Subsequently, the FAA may consider 

superseding AD 91-22-02 to remove the requirements for Model 767 series 

airplanes equipped with Rolls-Royce RB211-524 series engines from that 

AD, to specify that those requirements are contained in this AD, and to 

require accomplishment of a terminating modification for Model 767 

series airplanes equipped with General Electric CF6-80C2 series engines 

(once that modification becomes available). 

 The economic impact information, below, has also been revised to 

specify the costs associated with accomplishment of the actions 

required by this AD for those airplanes equipped with Rolls-Royce 

RB211-524 series engines only. 

 Boeing requests that specific references to page numbers and 

revision dates of the Boeing 767 Airplane Maintenance Manual (AMM) be 

eliminated from the AD. Boeing recommends that the proposed AD specify 

only the ATA Chapter-Section-Subject, pageblock, and task title. Boeing 

explains that the AMM's are customized for each operator to reflect all 

of the equipment in that operator's fleet. Therefore, the number of 

pages for any given procedure is variable, depending on the number of 

different equipment configurations documented in an operator's AMM. 

 Boeing also indicates that AMM procedures are revised periodically 

for non-technical reasons. Boeing adds that changes to the structure of 

the procedures are necessary to accommodate an upgrade of the 

publishing system that is currently under way, which, in addition to 

repagination, will necessitate the issuance of revised AMM pages. 

 Boeing states that the effect of specifying AMM page numbers and 

revision dates in the AD is that operators may be unable to use the 

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procedure contained in the AMM to perform certain tests required by the 

AD. Each operator would be required to maintain an obsolete version of 

the procedure, or to request FAA approval of an alternative method of 

compliance with the AD that would allow the use of the current version 

of the AMM. 

 The FAA concurs partially. In light of the information submitted by 

the commenter, the FAA agrees that specific AMM page numbers and dates 

should not be specified in the final rule. However, the FAA does not 

agree with the commenter's recommendation that the final rule specify 

the ATA Chapter-Section-Subject, pageblock, and task title. The FAA's 

objective in proposing periodic operational checks of the gearbox locks 

and the air motor brake is to ensure the integrity of the locking 

function. Since the issuance of the proposal and receipt of Boeing's 

comments to the proposal, Boeing has submitted to the FAA separate 

procedures for accomplishment of the operational check of the integrity 

of the gearbox locks and the air motor brake. For clarification 

purposes, the requirements of paragraph (d) of the proposal have been 

separated into two paragraphs [(c) and (d)] of the final rule. The AMM 

references specified in paragraph (c) of the proposal have been removed 

from the final rule. Paragraph (d) of the final rule specifies that the 

operational checks are required to be accomplished in accordance with 

the procedures that appear in Appendix 1 (including Figure 1) of this 

AD. 

 Since the issuance of the proposal, the FAA has reviewed and 

approved Boeing Service Bulletin 767-78-0059, Revision 3, dated January 

20, 1994, which adds a note in several locations to specify that 

whenever a changed or disconnected connector is connected, an 

inspection of the disconnected electrical connectors to detect bent or 

pushed-back pins should be performed. This inspection is necessary 

simply to verify the correct installation of the connectors; the FAA 

does not consider that this inspection will impose an additional burden 

on any operator. Additionally, the revised service bulletin references 

the latest version of a particular wire kit to show changes in wiring 

information. Paragraph (c) of the final rule has been revised to 

reflect the latest revision of the service bulletin as an additional 

source of service information. 

 It should be noted that Revisions 2 and 3 of Boeing Service 

Bulletin 767-78-0059 reference Rolls-Royce Service Bulletins RB.211-71- 

9608, RB.211-71-9600, and RB.211-71-9601, and Eldec Service Bulletin 8- 

651-32-01 as additional sources of service information for 

accomplishment of the locking gearbox installation. However, the Boeing 

service bulletins do not specify the appropriate revision levels for 

those Rolls-Royce and Eldec service bulletins. Therefore, the FAA has 

added ``NOTE 1'' to paragraph (c) of this AD to specify that the intent 

of that paragraph is that the appropriate revision levels for the 

Rolls-Royce and Eldec service bulletins to be used in conjunction with 

Boeing Service Bulletin 767-78-0059 are as follows: Rolls-Royce Service 

Bulletin RB.211-71-9608, Revision 1, dated October 2, 1992; Rolls-Royce 

Service Bulletin RB.211-71-9600, Revision 4, dated February 11, 1994; 

Rolls-Royce Service Bulletin RB.211-71-9601, Revision 1, dated October 

2, 1992; and Eldec Service Bulletin 8-651-32-01, dated January 31, 

1992. 

 After careful review of the available data, including the comments 

noted above, the FAA has determined that air safety and the public 

interest require the adoption of the rule with the changes previously 

described. The FAA has determined that these changes will neither 

increase the economic burden on any operator nor increase the scope of 

the AD. 

 Currently, there are no Model 767 series airplanes equipped with 

Rolls-Royce RB211-524 series engines on the U.S. Register. However, 

should an affected airplane be imported and placed on the U.S. Register 

in the future, it will require approximately 22 work hours to 

accomplish the inspections, adjustments, and functional checks, 754 

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work hours to accomplish the modification, and 1 work hour to 

accomplish the operational checks of the modification, at an average 

labor rate of $55 per work hour. Required parts will be supplied by the 

manufacturer at no cost to operators. Based on these figures, the total 

cost impact for the required actions will be $42,735 per airplane. 

 The regulations adopted herein will not have substantial direct 

effects on the States, on the relationship between the national 

government and the States, or on the distribution of power and 

responsibilities among the various levels of government. Therefore, in 

accordance with Executive Order 12612, it is determined that this final 

rule does not have sufficient federalism implications to warrant the 

preparation of a Federalism Assessment. 

 For the reasons discussed above, I certify that this action (1) is 

not a ``significant regulatory action'' under Executive Order 12866; 

(2) is not a ``significant rule'' under DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 1979); and (3) will not have a 

significant economic impact, positive or negative, on a substantial 

number of small entities under the criteria of the Regulatory 

Flexibility Act. A final evaluation has been prepared for this action 

and it is contained in the Rules Docket. A copy of it may be obtained 

from the Rules Docket at the location provided under the caption 

ADDRESSES. 

List of Subjects in 14 CFR Part 39 

 Air transportation, Aircraft, Aviation safety, Incorporation by 

reference, Safety. Adoption of the Amendment. 

 Accordingly, pursuant to the authority delegated to me by the 

Administrator, the Federal Aviation Administration amends part 39 of 

the Federal Aviation Regulations (14 CFR part 39) as follows: 

PART 39--AIRWORTHINESS DIRECTIVES - 

 1. The authority citation for part 39 continues to read as follows: 

 Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 

106(g); and 14 CFR 11.89. 

Sec. 39.13 [Amended] - 

 2. Section 39.13 is amended by adding the following new 

airworthiness directive: 

94-17-03 BOEING: Amendment 39-8998. Docket 92-NM-237-AD. 

 -Applicability: Model 767 series airplanes equipped with RollsRoyce RB211-524 series engines, certificated in any category. - 

 Compliance: Required as indicated, unless accomplished 

previously. - 

 To ensure the integrity of the fail safe features of the thrust 

reverser system, accomplish the following: - 

 (a) Within 30 days after October 15, 1991 (the effective date of 

AD 91-22-02, Amendment 39-8062), perform the inspections, 

adjustments, and functional checks described in Boeing Service 

Bulletin 767-78-0048, dated August 15, 1991, or Revision 1, dated 

March 26, 1992. Perform those actions in accordance with procedures 

described in the service bulletin. After the effective date of this 

AD, those actions shall be accomplished only in accordance with 

Revision 1 of the service bulletin. Accomplishment of the actions 

required by this paragraph terminates the actions required by 

paragraph (a) of AD 91-22-02, amendment 39-8062. - 

 (1) Except as provided by paragraph (a)(2) of this AD, repeat 

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all inspections and functional checks in accordance with the service 

bulletin at intervals not to exceed 3,000 flight hours. - 

 (2) Repeat the functional check of the grounding wire for the 

thrust reverser Selector Sequence Valve (SSV) in accordance with the 

service bulletin at intervals not to exceed 1,500 flight hours, and 

whenever maintenance action is taken that would disturb the SSV 

grounding circuit. - 

 (b) If any of the inspections and/or functional checks required 

by paragraph (a) of this AD cannot be successfully performed, or if 

those inspections and/or functional checks result in findings that 

are unacceptable in accordance with Boeing Service Bulletin 767-78- 

0048, dated August 15, 1991, or Revision 1, dated March 26, 1992, 

accomplish paragraphs (b)(1) and (b)(2) of this AD. After the 

effective date of this AD, the actions required by paragraph (b)(2) 

of this AD shall be accomplished only in accordance with Boeing 

Service Bulletin 767-78-0048, Revision 1, dated March 26, 1992. - 

 (1) Prior to further flight, deactivate the associated thrust 

reverser in accordance with Section 78-31-1 of Boeing Document 

D630T002, ``Boeing 767 Dispatch Deviation Guide,'' Revision 11, 

dated March 15, 1993. No more than one thrust reverser on any 

airplane may be deactivated under the provisions of this paragraph. 

- 

 (2) Within 10 days after deactivation of any thrust reverser in 

accordance with this paragraph, the thrust reverser must be repaired 

in accordance with Boeing Service Bulletin 767-78-0048, dated August 

15, 1991, or Revision 1, dated March 26, 1992. Additionally, the 

inspections and/or functional checks required by paragraph (a) of 

this AD must be successfully accomplished; once this is 

accomplished, the thrust reverser must then be reactivated. - 

 (c) Within 3 years after the effective date of this AD, install 

a second locking gearbox system on the left- and right-hand engine 

thrust reversers, in accordance with Boeing Service Bulletin 767-78- 

0059, Revision 2, dated June 10, 1993; or Revision 3, dated January 

20, 1994. 

 -Note 1: Revisions 2 and 3 of Boeing Service Bulletin 767-78- 

0059 reference Rolls-Royce Service Bulletins RB.211-71-9608, RB.211- 

71-9600, and RB.211-71-9601, and Eldec Service Bulletin 8-651-32-01 

as additional sources of service information for accomplishment of 

the locking gearbox installation. However, the Boeing service 

bulletins do not specify the appropriate revision levels for those 

Rolls-Royce and Eldec service bulletins. The appropriate revision 

levels for the Rolls-Royce and Eldec service bulletins to be used in 

conjunction with Boeing Service Bulletin 767-78-0059 are as follows: 

Rolls-Royce Service Bulletin RB.211-71-9608, Revision 1, dated 

October 2, 1992; Rolls-Royce Service Bulletin RB.211-71-9600, 

Revision 4, dated February 11, 1994; Rolls-Royce Service Bulletin 

RB.211-71-9601, Revision 1, dated October 2, 1992; and Eldec Service 

Bulletin 8-651-32-01, dated January 31, 1992. 

 -(d) Within 3,000 flight hours after accomplishing the 

modification required by paragraph (c) of this AD, or within 1,000 

flight hours after the effective date of this AD, whichever occurs 

later; and thereafter at intervals not to exceed 3,000 flight hours; 

perform operational checks of the number 2 and number 3 gearbox 

locks and of the air motor brake in accordance with Appendix 1 

(including Figure 1) of this AD. - 

 (e) Accomplishment of the modification and periodic operational 

checks required by paragraphs (c) and (d) of this AD constitutes 

terminating action for the inspections, adjustments, and functional 

checks required by paragraph (a) of this AD. - 

 (f) An alternative method of compliance or adjustment of the 

compliance time that provides an acceptable level of safety may be 

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used if approved by the Manager, Seattle Aircraft Certification 

Office (ACO), FAA, Transport Airplane Directorate. Operators shall 

submit their requests through an appropriate FAA Principal 

Maintenance Inspector, who may add comments and then send it to the 

Manager, Seattle ACO. 

 -Note 2: Information concerning the existence of approved 

alternative methods of compliance with this AD, if any, may be 

obtained from the Seattle ACO. 

 -(g) Special flight permits may be issued in accordance with 

sections 21.197 and 21.199 of the Federal Aviation Regulations (FAR) 

(14 CFR 21.197 and 21.199) to operate the airplane to a location 

where the requirements of this AD can be accomplished. - 

 (h) Certain actions shall be done in accordance with Boeing 

Service Bulletin 767-78-0048, Revision 1, dated March 26, 1992; and 

Boeing Service Bulletin 767-78-0059, Revision 2, dated June 10, 

1993, or Boeing Service Bulletin 767-78-0059, Revision 3, dated 

January 20, 1994. The incorporation by reference of these documents 

was approved by the Director of the Federal Register in accordance 

with 5 U.S.C. 552(a) and 1 CFR part 51. Certain other actions shall 

be done in accordance with Boeing Service Bulletin 767-78-0048, 

dated August 15, 1991. The incorporation by reference of that 

document was approved previously by the Director of the Federal 

Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51 as of 

October 15, 1991 (56 FR 51638). Copies may be obtained from Boeing 

Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124- 

2207. Copies may be inspected at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the 

Office of the Federal Register, 800 North Capitol Street, NW., suite 

700, Washington, DC. 

 (i) This amendment becomes effective on September 14, 1994. 

Appendix 1 

1. Gearbox Lock and Air Motor Brake Test 

A. General 

 (1) To do the test of the gearbox Locks and air motor brake, you 

must do the steps that follow: 

 (a) Do the deactivation procedure of the thrust reverser system. 

 (b) Do the test of the air motor brake. 

 (c) Do the test of the gearbox locks. 

 (d) Do the activation procedure of the thrust reverser system. 

B. Equipment 

 (1) CP30784--INA Access Platform, Rolls-Royce 

 (2) CP30769--Protection Pads, Rolls-Royce 

 (3) CP30785--Access Stools, Rolls-Royce 

 (4) UT1293/1--Load Tool, Rolls-Royce (2 required) 

C. Procedure (Fig. 1) 

 WARNING: DO THE DEACTIVATION PROCEDURE OF THE THRUST REVERSER 

SYSTEM, WHICH MUST INCLUDE THE INSTALLATION OF LOCK BARS (OR 

BLOCKERS), TO PREVENT THE ACCIDENTAL OPERATION OF THE THRUST 

REVERSER. THE ACCIDENTAL OPERATION OF THE THRUST REVERSER COULD 

CAUSE INJURY TO PERSONS AND DAMAGE TO EQUIPMENT. 

 (1) Do the deactivation procedure of the thrust reverser in the 

forward thrust position for ground maintenance. 

 (2) Use of 0.25 inch (6.4 mm) square drive to turn the manual 

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lock release screw to release the No. 2 and No. 3 gearbox locks. 

 Note: It is not always easy to turn the manual lock release 

screws. This is because of a preload in the system. To release the 

preload, lightly turn the manual cycle and lockout shafts in the 

stow direction. 

 (a) Make sure the lock indicators are extended at gearboxes No. 

2 and No. 3. 

 (3) Do a test of the air motor brake: 

 (a) IF YOU USE THE LOAD TOOLS; 

 Try to move the translating cowl in the extend direction as 

follows: 

 (1) Remove the lock bars that you installed in the deactivation 

procedure. 

 (2) Install the load tools through the cutouts and into the No. 

2 and No. 3 gearboxes. 

 (3) Attach the torque wrenches to the load tools. 

 (4) Try to move the translating cowl in the extend direction. 

 (b) IF YOU DO NOT USE THE LOAD TOOLS; 

 Try to move the translating cowl in the extends direction as 

follows: 

 (1) Remove the lock bars that you installed in the deactivation 

procedure. 

 (2) Put the 0.25 inch (6.4 mm) square drive extensions into the 

manual cycle and lockout shaft at the No. 2 and No. 3 gearboxes. 

 (a) attach the standard drive tools. 

 (3) Try to move the translating cowl in the extend direction. 

 (c) If the translating cowl moves, replace the air motor and 

shutoff valve. 

 (4) Do a test of the gearbox locks: 

 Note: The steps that follow are for the No. 3 gearbox. Then do 

these steps again for the No. 2 gearbox. 

 (a) Install the lock bars in the manual cycle and lockout shafts 

at the No. 2 and No. 3 gearboxes. 

 (b) Install the INA access platform in the exhaust mixer duct. 

 (c) Install the protection pads and the access stools. 

 (d) Release the air motor brake: 

 (1) Open the air motor access and pressure relief panel. 

 (2) Pull the air motor brake release handle forward and turn it 

counterclockwise to lock the handle in its position. 

 (e) Turn the manual lock release screw clockwise to engage the 

No. 3 gearbox lock. 

 (1) Make sure that the lock indicator is retracted (under the 

surface) at gearbox No. 3. 

 (f) Make sure the No. 2 gearbox lock is released. 

 (1) Make sure the lock indicator is extended at gearbox No. 2. 

 (g) IF YOU USE THE LOAD TOOLS; 

 Do a check of the lock dogs as follows: 

 (1) Remove the lock bars from the No. 2 and No. 3 gearboxes. 

 (2) Install the load tool through the cutout and into the No. 3 

gearbox. 

 (3) Attach the torque wrench to the load tool. 

 CAUTION: DO NOT APPLY A TORQUE LOAD OF MORE THAN 30 POUNDSINCHES (3.4 NEWTON-METERS) TO MANUAL CYCLE AND LOCKOUT SHAFT. A 

LARGER TORQUE LOAD CAN CAUSE DAMAGE TO THE MECHANISM. 

 (4) Apply a torque counterclockwise through the manual wind 

position of the No. 3 gearbox. 

 (a) If the translating cowl does not move, the lock bar touched 

one of the two lock dogs. 

 (b) If the translating cowl moved, lock the thrust reverser 

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until the No. 3 gearbox is replaced. 

 (5) Turn the manual lock release screw counterclockwise to 

release the gearbox lock. 

 (a) Make sure that the indication rod comes out of the No. 3 

gearbox. 

 (6) Turn the manual cycle and lockout shaft counterclockwise a 

\1/4\ of a turn. 

 (7) Turn the manual lock release screw clockwise to engage the 

No. 3 gearbox lock. 

 (a) Make sure that the indication rod is fully retracted (under 

the surface). 

 CAUTION: DO NOT APPLY A TORQUE LOAD OF MORE THAN 30 POUND-INCHES 

(3.4 NEWTON-METERS) TO THE MANUAL CYCLE AND LOCKOUT SHAFT. A GREATER 

TORQUE LOAD CAN CAUSE DAMAGE TO THE MECHANISM. 

 (8) Apply a torque counterclockwise through the manual wind 

position of the No. 3 gearbox. 

 (a) If the manual cycle and lockout shaft can not be turned more 

than approximately \1/4\ turn, the second lock dog is serviceable. 

 (b) If the manual cycle and lockout shaft can be turned more 

than approximately \1/4\ turn, the second lock dog is unserviceable. 

Lock the thrust reverser until the No. 3 gearbox is replaced. 

 Note: The two lock dogs are found \1/2\ turn apart when you use 

the manual cycle and lockout shaft. It necessary, do the check again 

to make sure that the lock dogs are serviceable. 

 (9) Do the procedure given above for the No. 2 gearbox lock. 

 (h) IF YOU DO NOT USE THE LOAD TOOLS; Do a check of the lock 

dogs as follows: 

 (1) Remove the lock bars from the No. 2 and No. 3 gearboxes. 

 (2) Put the 0.25 inch (6.4 mm) square drive extensions into the 

manual cycle and lockout shaft at the No. 2 and No. 3 gearboxes. 

 (a) Attach the standard drive tools. 

 CAUTION: DO NOT APPLY A TORQUE LOAD OF MORE THAN 30 POUND-INCHES 

(3.4 NEWTON-METERS) TO THE MANUAL CYCLE AND LOCKOUT SHAFT. A LARGER 

TORQUE LOAD CAN CAUSE DAMAGE TO THE MECHANISM. 

 (3) Apply a torque counterclockwise through the manual wind 

position of the No. 3 gearbox. 

 (a) If the translating cowl does not move, the lock bar touched 

one of the two lock dogs. 

 (b) If the translating cowl moved, lock the thrust reverser 

until the No. 3 gearbox is replaced. 

 (4) Turn the manual lock release screw counterclockwise to 

release the gearbox lock. 

 (a) Make sure that the indication rod comes out of the No. 3 

gearbox. 

 (5) Turn the manual cycle and lockout shaft counterclockwise a 

\1/4\ of a turn. 

 (6) Turn the manual lock release screw clockwise to engage the 

No. 3 gearbox lock. 

 (a) Make sure that the indication rod is fully retracted (under 

the surface). 

 CAUTION: DO NOT APPLY A TORQUE LOAD OF MORE THAN 30 POUND-INCHES 

(3.4 NEWTON-METERS) TO THE MANUAL CYCLE AND LOCKOUT SHAFT. A GREATER 

TORQUE LOAD CAN CAUSE DAMAGE TO THE MECHANISM. 

 (7) Apply a torque counterclockwise through the manual wind 

position of the No. 3 gearbox. 

 (a) If the manual cycle and lockout shaft can not be turned more 

than approximately \1/4\ turn, the second lock dog is serviceable. 

 (b) If the manual cycle and lockout shaft can be turned more 

than approximately \1/4\ turn, the second lock dog is unserviceable. 

Lock the thrust reverser until the No. 3 gearbox is replaced. 

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 Note: The two lock dogs are found \1/2\ turn apart when you use 

the manual cycle and lockout shaft. If necessary, do the check again 

to make sure that the lock dogs are serviceable. 

 (8) Do the procedure given above for the No. 2 gearbox lock. 

 (5) Install the lock bars in the manual cycle and lockout shafts 

at the No. 2 and No. 3 gearboxes. 

 (6) Apply the air motor manual brake: 

 (a) Turn the air motor brake release handle clockwise and then 

release. 

 (b) Close the air motor access and pressure relief panel. 

 (7) Make sure the No. 2 and No. 3 gearbox locks are released. 

 (a) Make sure the lock indicator rods are extended at the No. 2 

and No. 3 gearboxes. 

 (8) IF YOU USE THE LOAD TOOLS; 

 Try to move the translating cowl in the extend direction as 

follows: 

 (a) Remove the lock bars from the No. 2 and No. 3 gearboxes. 

 (b) Install the load tools through the cutouts and into the No. 

2 and No. 3 gearboxes. 

 (c) Attach the torque wrenches to the load tools. 

 (d) Try to move the translating cowl in the extend direction. 

 (9) IF YOU DO NOT USE THE LOAD TOOLS; 

 Try to move the translating cowl in the extend direction as 

follows: 

 (a) Remove the lock bars from the No. 2 and No. 3 gearboxes. 

 (b) Put the 0.25 inch (6.4 mm) square drive extensions into the 

manual cycle and lockout shaft at the No. 2 and No. 3 gearboxes. 

 (1) Attach the standard drive tools. 

 (c) Try to move the translating cowl in the extend direction. 

 (10) If the translating cowl moves, do the full test again. 

 (a) If the translating sleeve moves again, lock the thrust 

reverser until you can replace the two locking gearboxes and the air 

motor and shutoff valve. 

 (11) Remove the access tools and protection pads. 

 (12) Remove the INA access platform from the exhaust mixer duct. 

 (13) Do the activation procedure of the thrust reverser system. 

 (14) Do the functional test of the thrust reverser system. 

BILLING CODE 4910-13-M 

TR15AU94.000 

BILLING CODE 4910-13-C 

 Issued in Renton, Washington, on August 4, 1994. 

James V. Devany, 

Acting Manager, Transport Airplane Directorate, Aircraft Certification 

Service. 

[FR Doc. 94-19481 Filed 8-12-94; 8:45 am] 

BILLING CODE 4910-13-U 

Federal Register, Volume 59 Issue 156 (Monday, August 15, 1994) Page 9 of 9

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