# AD 2002-08-15: Tripod Strut Assembly - Type: Airworthiness directive - Status: Current - Products: Boeing 767-200 Series, 767-300 Series, 767-300F Series and 767-400ER Series - Effective: May 28, 2002 - Published: April 23, 2002, 67 FR 19661–19663 - Issued: April 15, 2002 - Issued as: Final rule - Superseded by: Nothing supersedes this AD - Product type: Aircraft, Large airplane - Amendment: 39-12723 - Docket: 2001-NM-209-AD - Registered aircraft: 439 may be affected, by airframe or engine model (OpenAirDocs) - Official PDF: https://openairdocs.org/files/sha256/e2/81/e2819642b1bc6e2f74af23e3be6f3d5ac03feb42733395cae2f8a48d91352e98 (from https://www.govinfo.gov/content/pkg/FR-2002-04-23/pdf/02-9613.pdf) - Federal Register: https://www.federalregister.gov/documents/2002/04/23/02-9613/airworthiness-directives-boeing-model-767-series-airplanes - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/DB95EFB392BDD4E886256BA40056A9CC.0001 - DRS record last changed: May 30, 2024 - Page: https://openairdocs.org/ad/2002-08-15 ## Summary This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires an inspection of the tripod strut assembly of the inboard support of the leading edge slat of the wing for a preload condition, and follow-on actions. For certain airplanes, this AD also requires inspection and replacement of the existing tripod struts with new, adjustable struts, if necessary. This action is necessary to prevent damage to the tripod strut assembly due to a preload condition, which could result in loss of control of the inboard leading edge slat or separation of the slat from the airplane, and consequent reduced controllability of the airplane. This action is intended to address the identified unsafe condition. ## The airworthiness directive ### 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: 1. The authority citation for part 39 continues to read as follows: ## Rule preamble ### Dates Effective May 28, 2002. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of May 28, 2002. ### 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 John Craycraft, Aerospace Engineer, Airframe Branch, ANM-120S, FAA, Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425) 227-2782; fax (425) 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 January 2, 2002 (67 FR 35). That action proposed to require an inspection of the tripod strut assembly of the inboard support of the leading edge slat of the wing for a preload condition, and follow-on actions. For certain airplanes, that action also proposed to require inspection and replacement of the existing tripod struts with new, adjustable struts, if necessary. ### Comments Interested persons have been afforded an opportunity to participate in the making of this amendment. No comments were submitted in response to the proposal or the FAA's determination of the cost to the public. ### Conclusion The FAA has determined that air safety and the public interest require the adoption of the rule as proposed. ### Cost Impact There are approximately 379 Model 767 series airplanes of the affected design in the worldwide fleet. The FAA estimates that 136 airplanes of U.S. registry will be affected by this AD. It will take approximately 1 work hour per airplane to accomplish the required inspections of the tripod strut assembly and bushing holes, at an average labor rate of $60 per work hour. Based on these figures, the cost impact of the inspections required by this AD on U.S. operators is estimated to be $8,160, or $60 per airplane. The cost impact figure discussed above is based on assumptions that no operator has yet accomplished any of the requirements of this AD action, and that no operator would accomplish those actions in the future if this AD were not adopted. The cost impact figures discussed in AD rulemaking actions represent only the time necessary to perform the specific actions actually required by the AD. These figures typically do not include incidental costs, such as the time required to gain access and close up, planning time, or time necessitated by other administrative actions. Should an operator be required to accomplish the rework of the fitting assembly, it will take approximately 4 work hours per airplane, at an average labor rate of $60 per work hour. Based on these figures, the cost impact of this rework, if accomplished, will be $240 per airplane. Should an operator be required to accomplish the high frequency eddy current inspection, it will take approximately 5 work hours per airplane, at an average labor rate of $60 per work hour. Based on these figures, the cost impact of this inspection, if accomplished, will be $300 per airplane. Should an operator be required to accomplish the replacement of the main strut support fitting, it will take approximately 14 work hours per airplane to accomplish the replacement (on both the left and right wings of the airplane, excluding the time for gaining access and closing up), at an average labor rate of $60 per work hour. Required parts will cost approximately $12,380 per airplane. Based on these figures, the cost impact of the replacement, if accomplished, will be $13,220 per airplane. Should an operator be required to accomplish the inspection for improperly cut and spliced struts, it will take approximately 1 work hour per airplane, at an average labor rate of $60 per work hour. Based on these figures, the cost impact of this inspection, if accomplished, will be $60 per airplane. Should an operator be required to accomplish the replacement of a cut and spliced strut with a new, adjustable tripod strut, it will take approximately 4 work hours per airplane, at an average labor rate of $60 per work hour. Based on these figures, the cost impact of this replacement, if accomplished, will be $240 per airplane. ### Regulatory Impact The regulations adopted herein will not have a substantial direct effect 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, it is determined that this final rule does not have federalism implications under Executive Order 13132. 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. ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS A1NM](https://openairdocs.org/tcds/A1NM): The Boeing Company; names 4 of 5 models: 767-300 Series, 767-200 Series, 767-400ER Series, 767-300F Series ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 439 (439 by airframe model, 0 by engine model) - Makers: Boeing 439 Models with the most aircraft: - [Boeing 767-300F](https://openairdocs.org/model/boeing-767-300f): 169 aircraft (airframe model) - [Boeing 767-332](https://openairdocs.org/model/boeing-767-332): 46 aircraft (airframe model) - [Boeing 767-322](https://openairdocs.org/model/boeing-767-322): 36 aircraft (airframe model) - [Boeing 767-323](https://openairdocs.org/model/boeing-767-323): 27 aircraft (airframe model) - [Boeing 767-432ER](https://openairdocs.org/model/boeing-767-432er): 21 aircraft (airframe model) - [Boeing 767-424ER](https://openairdocs.org/model/boeing-767-424er): 16 aircraft (airframe model) - [Boeing 767-338](https://openairdocs.org/model/boeing-767-338): 13 aircraft (airframe model) - [Boeing 767-316](https://openairdocs.org/model/boeing-767-316): 12 aircraft (airframe model) - [Boeing 767-346](https://openairdocs.org/model/boeing-767-346): 11 aircraft (airframe model) - [Boeing 767-281](https://openairdocs.org/model/boeing-767-281): 9 aircraft (airframe model) - [Boeing 767-381](https://openairdocs.org/model/boeing-767-381): 8 aircraft (airframe model) - [Boeing 767-232](https://openairdocs.org/model/boeing-767-232): 6 aircraft (airframe model) - [Boeing 767-319](https://openairdocs.org/model/boeing-767-319): 6 aircraft (airframe model) - [Boeing 767-306](https://openairdocs.org/model/boeing-767-306): 5 aircraft (airframe model) - [Boeing 767-224](https://openairdocs.org/model/boeing-767-224): 5 aircraft (airframe model) - [Boeing 767-300](https://openairdocs.org/model/boeing-767-300): 5 aircraft (airframe model) - [Boeing 767-316F](https://openairdocs.org/model/boeing-767-316f): 5 aircraft (airframe model) - [Boeing 767-336](https://openairdocs.org/model/boeing-767-336): 4 aircraft (airframe model) - [Boeing 767-223](https://openairdocs.org/model/boeing-767-223): 3 aircraft (airframe model) - [Boeing 767-231](https://openairdocs.org/model/boeing-767-231): 3 aircraft (airframe model) All 38 models: https://openairdocs.org/ad/2002-08-15/models.md Every aircraft: https://openairdocs.org/ad/2002-08-15/aircraft.md ## Related documents - [Proposed rule 2001-NM-209-AD](https://openairdocs.org/proposed/2001-NM-209-AD): Notice of proposed rulemaking (NPRM), published Jan 2, 2002 Its text cites no advisory circulars or STCs. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.