737-100/200/200C/300/400/500 AIRWORTHINESS ...

INTENANCE REQUIREMENTS

details .0-1

s) AND C ENTS (CMRs)

subject matter.

ent of the document and the 07, Seattle, Washington 98124.

, DC-10, MD-10, MD-11, MD-80, MD-88 this document unless provided in writing by Boeing.

.

ort license may be required before it is sponsibility to abide by all export laws.

JUN 20

737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MA

D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for

737-100/200/200C/300/400/500AIRWORTHINESS LIMITATIONS (AWL

ERTIFICATION MAINTENANCE REQUIREM

D6-38278-CMR

JUNE 2014Boeing claims copyright in each page of this document only to the extent that the page contains copyrightable

Boeing also claims copyright in this document as a compilation and/or collective work.

This document includes proprietary information owned by The Boeing Company and/or one or more third parties. Treatminformation it contains is governed by contract with Boeing. For more information, contact The Boeing Company, P.O. Box 37

Boeing, the Boeing signature, the Boeing symbol, 707, 717, 727, 737, 747, 757, 767, 777, 787, Dreamliner, BBJ, DC-8, DC-9, MD-90, and the Boeing livery are all trademarks owned by The Boeing Company; and no trademark license is granted in connection with

COMPILED AND PUBLISHED BY:MAINTENANCE PROGRAMS ENGINEERING

COMMERCIAL AVIATION SERVICESBOEING COMMERCIAL AIRPLANE GROUP

A DIVISION OF THE BOEING COMPANYSEATTLE, WASHINGTON USA

This document has EAR data with an Export Control Classification Number (ECCN) of 9E991

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MAINTENANCE REQUIREMENTS

BLA
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BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page

737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION

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REVIS .............................................................. 1.0-5

LIST O ............................................................ 1.0-13

A. SC ............................................................ 1.0-14

B. CE ............................................................ 1.0-15

C. AIR ............................................................ 1.0-21

C.1 ............................................................ 1.0-26

C.2 ............................................................ 1.0-51

C.3 ............................................................ 1.0-55

D. LIM ............................................................ 1.0-58

JUN 20



TABLE OF CONTENTS

IONS ....................................................................................................................................................................

F EFFECTIVE PAGES ........................................................................................................................................

OPE.......................................................................................................................................................................

RTIFICATION MAINTENANCE REQUIREMENTS (CMRS) .................................................................................

WORTHINESS LIMITATIONS – SYSTEMS.........................................................................................................

FUEL SYSTEMS IGNITION PREVENTION ........................................................................................................

NITROGEN GENERATION SYSTEM (NGS).......................................................................................................

IMPACT-RESISTANT FUEL TANK ACCESS DOORS ........................................................................................

IT OF VALIDITY (LOV).........................................................................................................................................

14



BLA
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details Page 1.0-5

FAA APPROVALFEBRUOriginalService500).

g) Approved by:(Seattle FAA ACO)

NOVEMAdded Cand unloDeleted

g) Approved by:

MARCHAdded Sintroduc

Approved by:

MAY 20Revisedtables toRevised28-AWL

Approved by:

JUN 20



REVISIONS

REVISION AND REVISION DESCRIPTIONARY 2003 Release - Added CMR 27-CMR-01 applicable to airplanes accomplishing Bulletin 737-27-1252 (737-100/200/200C) and 737-27-1255 (737-300/400/

Submitted by: S. Pierini (Boein

BER 2004MR 52-CMR-01 to perform a functional check of the flight deck door locking cking latch bolt mechanism on the decompression panel.

“RELATED MRBR ITEM NUMBER” column as it is no longer necessary.

Submitted by: G.Palafox(Boein

2006ection “C” of Airworthiness Limitations to satisfy maintenance requirements ed by 25.981 and Special Federal Aviation Regulation (SFAR) No. 88.

Submitted by:

06 AWL Revision Process paragraphs in the Applicability column of the AWL include -100, -200, and -200C models. the applicability of 28-AWL-05, 28-AWL-09, 28-AWL-14, 28-AWL-18, and -20 by adding the -200C model.

Submitted by:

14



SEPAddNumSerAddNumauxAddNumSerAddNumauxDeleFORappRev

Approved by:FAA APPROVAL

JUN
D6-38278-CMR


TEMBER 2006ed a functional check of the center tank Fuel Boost Pump Auto Shutoff System ber 28-AWL-20. Applicable to 737-300/400/500 airplanes that have incorporated

vice Bulletin 737-28A1216. ed a functional check of the auxiliary fuel tank Boost Pump Auto Shutoff System ber 28-AWL-21. Applicable to 737-300/-400 airplanes with Boeing certified

iliary fuel tanks installed, that have incorporated Service Bulletin 737-28A1216.ed a functional check of the center tank Fuel Boost Pump Auto Shutoff System ber 28-AWL-21. Applicable to 737100/-200 airplanes that have incorporated

vice Bulletin 737-28A1228.ed a functional check of the auxiliary fuel tank Boost Pump Auto Shutoff System ber 28-AWL-22. Applicable to 737-100/-200 airplanes with Boeing certified

iliary fuel tanks installed, that have incorporated Service Bulletin 737-28A1228.ted the RELATED MRBR ITEM NUMBER column information from the PAGE MAT: SYSTEMS MAINTENANCE PROGRAM page since this information does not

ly to this table.ised 737-100/200 28-AWL-14 to indicate that a float assembly must be used.

Submitted by:REVISION AND REVISION DESCRIPTION

2014


details Page 1.0-7

NOVEMRevisedand notRevisedadding “ExceptioRevisedLimitatioFor 737Revised(GFI) reAdded napplicabFor 737Revisedfuel pumAdded napplicab

Approved by: Phillip Forde (FAA)

MARCHRevisedengineebuttock Revisedthe lightsatisfy tthe jointreview acolumn Revisednot appRevisedAirworth24-02. jacketed

Approved by: Dorr Anderson (FAA)

FAA APPROVAL

JUN 20



BER 2007 Section B. paragraph on Exceptional Short-Term Extensions to clarify process ification requirements. the first sentence of Section C. Airworthiness Limitations - Fuel Systems by scheduled inspections and design limitations”, and revised the information on nal Short-Term Extensions to clarify notification requirements. the heading in Section C to read “Page Format: Fuel Systems Airworthiness ns" instead of “Page Format: Airworthiness Limitations”.-100/200: Airworthiness Limitation (AWL) 28-AWL-19 to add Ground Fault Interrupter lays to the limitation that restricts resetting of fuel pump circuit breakers.ew AWL 28-AWL-23, a yearly check of the Boost Pump GFI. This AWL is le to airplanes that have incorporated Service Bulletin 737-28A1212.

-300/400/500: AWL 28-AWL-19 to add GFI relays to the limitation that restricts resetting of p circuit breakers.ew AWL 28-AWL-22, a yearly check of the Boost Pump GFI. This AWL is le to airplanes that have incorporated Service Bulletin 737-28A1212.

Submitted by: E. B. Lange (Boeing)

2008 28-AWL-01 to remove 36000FH task interval limitation based upon ring review and operator maintenance practice and removed body station and line text and replaced with "per AMM 28-11-00". 28-AWL-03 to reflect the new maximum loop resistance values associated with ning protection of the unpressurized FQIS wire bundle installations so as to he Airworthiness Limitation Instructions required by SFAR 88. Also removed resistance values and 36000FH task interval limitation based upon engineering nd operator maintenance practice and removed -100 from the applicability since this AWL does not apply to the 737-100. 28-AWL-04 to remove -100 from the applicability column since this AWL does

ly to the 737-100. 28-AWL-18 by replacing both Service Bulletin (SB) 737-28A1120 and iness Directive (AD) 99-21-15 with superseded SB 737-28A1263 and AD 2007-

Also remove the following text "or an additional Teflon sleeve" and "Non wiring and double sleeves".

Submitted by: John Sabolchy(Boeing)

REVISION AND REVISION DESCRIPTION

14



MAYAddSysTheRevinclRevrequRevsideRevRevto pRevrespRevprovprocRevFAARevcorrRevto cRevAddfuncAddcenAddfunc

lchy Approved by: Jeffrey E. Duven (Seattle FAA ACO)

SIGNATURE ON FILE8/13/2009

FAA APPROVAL

JUN
D6-38278-CMR


2009ed Section D. front matter for the Airworthiness Limitations-Nitrogen Generation tem (NGS) requirements and also added 47-AWL-01 thru 47-AWL-05 NGS tasks. se items apply to the 737-400 only.ised 737 (12345) CMR tasks to be consistent with AMOCs since December, 2008, uding updating CMM references such as Vendor and Cage Code.ised 28-AWL-02 (12345) by updating text in the task description to clarify inspection irements and location.ised the task description of 28-AWL-03 (737-12345) by removing the statement "at of body, and" to reflect the original intent of the task requirement.ised 28-AWL-04 (12345) by rewording text to clarify task description requirements.ised the Task Description for 28-AWL-05 to clarify the intent of the requirement and rovide the SWPM reference for installation requirements.ised the Task Description for 28-AWL-06 (for 737-345) to clarify the party onsible for repairing the Isolated Fuel Quantity Transmitter (IFQT).ised the task description of 28-AWL-07, and -12 (737-12345) by adding text to ide an alternative to the identified CMM by using the manufacture's production edures. ised 28-AWL-11 (737-12345) with updated Fuel Tank Penetration text per the latest AMOC 120S-09-230.ised 28-AWL-17 (737-12345) resistance from "1 ohm" to "0.010 (10 milliohms)" to ect resistance between the pressure relief valve and the door.ised 28-AWL-19 (737-12345) by replacing the text "&" in the task description to "or" larify the intent of the task.ised 28-AWL-20 by adding vendor CMM in task description for clarification.ed new AWL 28-AWL-23 (737-345), a yearly check to verify the continued tionality of the center tank fuel boost pump Power Failed On Protection System.ed new AWL 28-AWL-24, a yearly check to verify the continued functionality of the ter tank fuel boost pump Power Failed On Protection System.ed new AWL 28-AWL-25 (737-12), a yearly check to verify the continued tionality of the auxiliary tank fuel boost pump Power Failed On Protection System.

Submitted by: John Sabo (Boeing)


2014


details Page 1.0-9

AUGUSRevisedby updathe subsRevised“AirplanRevisedto clarifyRevisedparame"refer toRevisedto read RevisedAMM 47Revised47-43-0Added 4Generawith dec

Approved by: Robert D. Breneman (Seattle FAA ACO)


JULY 20Revised14 CFR

Approved by: Ron Landes for Robert D. Breneman (Seattle FAA ACO)


FAA APPROVAL

JUN 20



T 2010 Paragraph D. Airworthiness Limitations – Nitrogen Generation System tasks ting the FAA regulations corresponding to the compliance measures provided in equent AWLs. 47-AWL-01 and 47-AWL-02 by updating the Applicability column to read es that have incorporated Service Bulletin 737-47-1004 or 737-47-1007. 47-AWL-01 by updating the Task Description by adding instructions and a Note the procedure and parameters for the maintenance action. 47-AWL-02 by updating the Task Description to clarify the procedure and ters for the maintenance action of the isolator hose and to replace "per" with ". 47-AWL-03, 47-AWL-04, and 47-AWL-05 by updating the Applicability column "Airplanes that have incorporated Service Bulletin 737-47-1005 or 737-47-1008. 47-AWL-04 by replacing "per Boeing AMM 47-43-02" with "(refer to Boeing -43-02)". 47-AWL-05 by replacing "(ref AMM ATA 47-21-00)" with "(refer to Boeing AMM 2)".7-AWL-06, an identification of the maintenance standard for the Nitrogen

tion System and notice of potential future compliance requirements associated reased aircraft descent rates.

Submitted by: John Sabolchy (Boeing)

11 47-AWL-03 to incorporate NGS performance features to show compliance with 26.33.

Submitted by: Mark Arnold (Boeing)


14



JULAddReg

ley Approved by: Patrice Adjibly (Seattle FAA BASOO)


AUGAddRevwithAdd737impRevhea

SIGNATURE ON FILEFAA BASOO

9/28/2012

JUNRev"SeAddrequ"AirreviRefrefleRevMov"FuAdd14 C

SIGNATURE ON FILEFAA BASOO

7/31/2014

FAA APPROVAL

JUN
D6-38278-CMR


Y 2012ed a new Section E. Limit of Validity (LOV) as required by Title 14 Code of Federal ulations (CFR) Section 26.21 (Amendment 26-6).

Submitted by: Sheila Reil (Boeing)

UST 2012ed heading for Section C.1, AWLs – Fuel System Ignition Prevention.ised existing Section D title to make it a subheading of Section C to be consistent other CMR documents.ed Section C.3, Impact-Resistant Fuel Tank Access Doors and 57-AWL-01 for the -100/200/200C and 57-AWL-01 for the 737-300 to verify the fuel tank access door is act-resistant during installation of the fuel tank access doors.ised Section E title, making it Section D, to be sequential in order following previous ding revisions.

Submitted by: Cassie Ho (Boeing)

E 2014ised Section A Scope to define FAA Oversight Office and replaced all references of attle FAA ACO" with "FAA Oversight Office" throughout the entire document. ed information that the Airworthiness Limitations are approved by the FAA and ired under the Title 14 CFR § 43.16 and § 91.403. Added new subparagraph

worthiness Limitations" to clarify that the Airworthiness Limitations can only be sed with the approval of the FAA Oversight Office.erences to FAA regulations were changed to include "Title 14 CFR §" to accurately ct FAA regulation citations throughout the document and for consistency.ised Section C front matter with the following:ed the first 2 paragraph under "Introduction" to the front matter for the Section C,

el Systems Ignition Prevention".ed the information on FAA approved Airworthiness Limitations required under Title FR § 43.16 and § 91.403 to the "Introduction " subparagraph.

(Continued on next page)

Submitted by: Cassie Ho (Boeing)


2014


details Page 1.0-11

JUNE 2Added runder "IclarifiedDeleted"IntroduSectionMoved tProvidedeviatioAdded "accordaContinubondingRevisedEQUIVAthe use the AWLOversigRevisedAWL" to"(e.g., aand theAdded naccompadherenensure Revisedentire seRevised

e Continued from previous pageFAA APPROVAL

JUN 20



014, Continuedeference to the SFAR 88 and Title 14 CFR 25.981 to the CDCCL paragraph ntroduction" to specify that the CDCCL is required by these regulations. Also, the word "maintenance" to include alterations. references to fuel tank ignition source prevention in the ALI paragraph under ction" since the front matter is applicable to all systems inspection tasks under C.he "Regulatory Agency Approval" to the after the "Introduction" subparagraph. s clarification that the operator not under the FAA jurisdiction should get the ns from the AWL instructions from their local regulatory authority.Accomplishment Instructions - General Information" to clarify the use of "in nce with" and "refer to" verbiage when referencing other Instructions for ed Airworthiness documents. Added reference to SWPM 20-20 for electrical and grounding requirements. "USE OF ALTERNATE TOOLS" to "USE OF ALTERNATE TOOLS OR LENT TOOLS, TEST EQUIPMENT OR MATERIALS". Added clarification that of alternate or equivalent tools, test equipment, or materials that is outlined in and when CMM is cited as "in accordance with" and not "refer to" requires FAA

ht Office approval. the Exceptional Short-Term Extensions subparagraph, changing "fuel system "system AWL" to apply the front matter to all AWLs under Section C. Revised Principal Maintenance Inspector)" to "or a Principal Maintenance Inspector" Flight Standards Handbook reference from "8900.1" to "8900.1 FSIMS".ew subparagraphs to Section C: "Definitions", to provide further clarification on lishment instructions, and "Supporting Documentation", to clarify that strict ce to the methods, techniques and practices, as prescribed, is required to

the ALI or CDCCL is complied with. Section C to replace the word "per" with "in accordance with" throughout the ction. the title for C.1 to remove "AWLs" from the title for consistency.

(Continued on next page)

Continued from previous pagREVISION AND REVISION DESCRIPTION

14



JUNRevappbut AddlineremRevappbut AddandremRevrefe

page Continued from previous pageFAA APPROVAL

JUN
D6-38278-CMR


E 2014, Continuedised 28-AWL-18 for the 737-100/200/200C applicability to clarify that the AWL is licable to 737-100/200/200C that have incorporated Service Bulletin 737-28A1263 have not incorporated Service Bulletin 737-28A1273.ed 28-AWL-26 for the 737-100/200/200C to require the installation of the conduit r and jacketed or shielded wiring when the pump wiring or wiring in the conduit is oved or replaced.ised 28-AWL-18 for the 737-300/400/500 applicability to clarify that the AWL is licable to 737-300/400/500 that have incorporated Service Bulletin 737-28A1263 have not incorporated Service Bulletin 737-28A1273.ed 28-AWL-25 for the 737-300/400/500 to require the installation of the conduit liner jacketed or shielded wiring when the pump wiring or wiring in the conduit is oved or replaced.ised AWL 57-AWL-01 for both the 737-100/200/200C and 737-300 to add a rence to the Boeing AMM 28-11-11.

Continued from previousREVISION AND REVISION DESCRIPTION

2014

Section P ate Section Page Date

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D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for de

LIST OF EFFECTIVE PAGES 737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MA

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4



A. S

T ith the U.S. Federal Aviation Administration

( ments (CMR) document is cross-

r the requirements of Title 14 Code of

F for all 737-100/200/200C/300/400/500

C

T CFR § 43.16 and § 91.403 unless an

a

W versight responsibility for the type certificate

o esponsibility for the type certificate of the

7

A

T

I d by the FAA Oversight Office must

b

JUN
D6-38278-CMR


COPE

he scheduled maintenance requirements described in this section result from airplane certification activities w

FAA). Accordingly, this FAA approved Airworthiness Limitations (AWL) and Certification Maintenance Require

eferenced in the Model 737-100/200/200C/300/400/500 Type Certificate Data Sheet. This document satisfies

ederal Regulations (CFR) § 25.571, § 25.1529 and Advisory Circular (AC) 25-19 as the controlling document

MRs. These maintenance actions are mandatory.

hese Airworthiness Limitations sections are FAA approved and specifies maintenance required under Title 14

lternative program has been FAA Oversight Office approved.

here used in this document, the term “FAA Oversight Office” is defined as the FAA office that currently has o

f the Boeing model 737-100/200/200C/300/400/500. At the time of publication, the FAA office with oversight r

37-100/200/200C/300/400/500 is the FAA Boeing Aviation Safety Oversight Office (BASOO).

IRWORTHINESS LIMITATIONS

he Airworthiness Limitations may only be revised with the approval of the FAA Oversight Office.

f the inspections cannot be accomplished due to repairs and/or modifications, an alternate inspection approve

e used.

2014


details Page 1.0-15

B. CER

CMR

As d e as an operating limitation of the type

certi and hazardous failure conditions.

Addi

1. re specific failures or events, result in a

2. nce tasks and intervals that result from

t s. MSG-3 Analysis activity produces

m aintenance tasks, which are performed

b hand, are typically failure-finding tasks,

a tasks, such as functional checks and

i

3. C maintenance function. CMRs “restart

t . Because the exposure time to a latent

f CFR § 25.1309, limiting the exposure

t l should be designated in terms of flight

h

4. espect to its certified or properly altered

c ld be defined through the MSG-3

A l margins of safety for concerns arising

l

JUN 20



TIFICATION MAINTENANCE REQUIREMENTS (CMRs)

DEFINITION

efined by AC 25-19, a CMR is a required periodic task, established during the design certification of the airplan

ficate. CMRs usually result from a formal, numerical analysis conducted to show compliance with catastrophic

tional notes concerning the definition of CMRs:

A CMR is intended to detect safety-significant latent (hidden) failures that would, in combination with one or mo

hazardous or catastrophic failure condition.

It is important to note that CMRs are derived from a fundamentally different analysis process than the maintena

he Maintenance Steering Group (MSG-3) Analysis associated with Maintenance Review Board (MRB) activitie

aintenance tasks that are performed for safety, operational, or economic reasons, involving both preventative m

efore failure occurs (and are intended to prevent failures), as well as failure-finding tasks. CMRs, on the other

nd exist solely to limit the exposure to otherwise hidden failures. Nevertheless, use of potential failure-finding

nspections, may also be appropriate.

MRs are designed to verify that a certain failure has or has not occurred, and do not provide any preventative

he failure clock to zero” for latent failures by verifying that the item has not failed, or caused repair if it has failed

ailure is a key element in the calculations used in a safety analysis performed to show compliance with Title 14

ime will have a significant effect on the resultant overall failure probability of the system. The CMR Task Interva

ours, cycles, or calendar time, as appropriate.

The type certification process assumes that the airplane will be maintained in a condition of airworthiness with r

ondition. The process described in AC 25-19 is not intended to establish normal maintenance tasks that shou

nalysis process. Neither is this process intended to establish CMRs for the purpose of providing supplementa

ate in the type design approval process.

14



type certificate applicant to meet the

x H25.4 (Airworthiness Limitations section).

C

C follows:

1 r deleted without the concurrence of the

ion program or an approved reliability

ice approval.

E

A not be deleted from an operator’s program

w reliability program, data collection and

a nstrated that the management of a

m (**) intervals within an operator’s

m

JUN
D6-38278-CMR


5. CMRs should not be confused with required structural inspection programs and are to be developed by the

inspection requirements for damage tolerance, as required by Title 14 CFR § 25.571 or § 25.1529, Appendi

CMRs are to be developed and administered separately from any structural inspection programs.

MR TYPES

MR Tasks are divided into two categories: One Star CMRs (*) and Two Star CMRs (**). They are defined as

. One Star CMRs (*) – The tasks and intervals specified are mandatory and cannot be changed, escalated, o

FAA Oversight Office.

2. Two Star CMRs (**) – Task intervals may be adjusted in accordance with each operator’s approved escalat

program in a like manner for any MRB Report task, but may not be deleted without prior FAA Oversight Off

SCALATION OF TWO STAR CMRs (**)

ll Two Star CMRs (**) can be managed and controlled the same as any MRB Report task; however, they can

ithout prior FAA Oversight Office approval. For operators with approved escalation practices or an approved

nalytical techniques are used to make adjustments to an operator’s maintenance program. It has been demo

aintenance program does not give rise to undue escalations; consequently, the escalation of Two Star CMR

aintenance program will be properly managed by the operator subject to local regulatory authority approval.

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details Page 1.0-17

EXC

Sinc 0% for each CMR listed in this

docu ector must concur with any exceptional

shor operators’ manuals. The “exceptional

shor erm escalation” program for normal

main

The ultation with that office:

1. cover an uncontrollable or unexpected

s %.

2. ot be used as a substitute for good

m

3. val listed in this document. The FAA

O

N tion only. Operators who are not under the

JUN 20



EPTIONAL SHORT-TERM EXTENSIONS

e CMR intervals are based on statistical averages and reliability rates, an exceptional short-term extension of 1

ment may be made without jeopardizing safety. The local regulatory authority or a Principle Maintenance Insp

t-term extensions before they take place using procedures established with the local regulatory authority in the

t-term extension” process is applicable to CMR intervals. It should not be confused with the operator’s “short-t

tenance tasks described in the operators’ manuals and in the Flight Standards Handbook 8900.1 FSIMS.

FAA Oversight Office has accepted that these exceptional short-term extensions may be granted without cons

The term “exceptional short-term extension” is defined as an increase in a CMR interval that may be needed to

ituation. All CMRs listed in this document have been approved with an exceptional short-term extension of 10

Repeated use of extensions, either on the same airplane or on similar airplanes in an operator’s fleet, should n

anagement practices. Exceptional short-term extensions must not be used for fleet CMR escalation.

After a CMR has experienced an exceptional short-term extension, the CMR interval will revert back to its inter

versight Office must approve, prior to its use, any desired extension not explicitly listed above.

OTE: This exceptional short-term extension listed above applies to airlines that fall under the U.S. FAA jurisdic

U.S. FAA jurisdiction should obtain interval extension approvals from their local regulatory agency.

14



n Maintenance Coordination Committee

ineering analysis of overall system reliability,

r deleting the task or increasing the time

tion under an operator’s reliability program.

t certain assumptions regarding component

ystem reliability with revised failure rates of

s used during initial certification. It is

al certification of the airplane, in order to

3 formed), the change may be documented by

4 be implemented by a change to this

5 of design changes.

6 ded to this CMR document.

I approved by the FAA Oversight Office.

T fice.

JUN
D6-38278-CMR


POST-CERTIFICATION CHANGES TO CMRs

Any post certification changes to CMRs should be reviewed by the 737-100/200/200C/300/400/500 Certificatio

(CMCC) and approved by the FAA Oversight Office:

1. Since the purpose of a CMR is to limit the exposure time to a given significant latent failure as part of an eng

instances of a CMR task repeatedly finding that no failure has occurred may not be sufficient justification fo

between repetitive performances of the CMR task. In general, * CMRs are not good candidates for escala

A * CMR task change or interval escalation can only be made if world fleet service experience indicates tha

failure rates made early during the engineering analysis were overly conservative, and a re-calculation of s

certain components reveals that the * CMR task or interval may be changed.

2. The introduction of a new CMR or any change to an existing CMR should be reviewed by the same proces

important that operators be afforded the same opportunity to participate that they received during the origin

allow the operators to manage their own maintenance programs.

. In the event that later data provides sufficient basis for relaxation of a CMR (less restrictive actions to be per

an FAA Oversight Office approved change to this CMR document.

. If the requirements of an existing CMR must be increased (more restrictive actions to be performed), it will

CMR document and enforced by an FAA Airworthiness Directive (AD).

. After initial aircraft certification, the only basis for adding a new CMR is in association with the certification

. A new CMR created as part of a design change should be part of the approved data for that change and ad

n the event that a CMR is revised, Boeing will document it by preparing a revision to this document that will be

his revision will then be forwarded to all 737-100/200/200C/300/400/500 operators and the FAA Oversight Of

2014


details Page 1.0-19

PAG

CO

CMNU

hapter Number.

TYalated by the operator without

ss based on continuousversight Office approval.

TA

CM or calendar time.

APAP

TADE

JUN 20



E FORMAT: SYSTEMS MAINTENANCE PROGRAM

LUMN EXPLANATION

R ITEM MBER

Each task is given a unique CMR Item Number. The first and second digits are the ATA C

PE CMR TYPE:CMRs are categorized into one or two star CMRs based on whether or not they can be escprior FAA Oversight Office approval.* Cannot be escalated or deleted without prior FAA Oversight Office approval.** Can be escalated based on the operator’s approved program for continued airworthine analysis and surveillance; however, these tasks cannot be deleted without prior FAA O

SK TASK TYPES/CATEGORIES:LU = LubricationSV = ServicingOP = Operational CheckVC = Visual CheckGV = General Visual Inspection

DI = Detailed InspectionFC = Functional CheckRS = RestorationDS = Discard

R INTERVAL Task frequencies are specified in terms of a usage parameter such as flight hours, cycles

PLICABILITYL ENG

Applicable Airplane Model and Engine.

SK SCRIPTION

Description of the task to be performed.

14



K DESCRIPTION

U Internal leakage in a loaded condition.ave incorporated Service Bulletins 737-27-1252 7-1255 on the 737-300/400/500.

ocking and unlocking latch bolt mechanism on n panel.irplanes with the Enhanced Flight Deck Security cific Boeing Service Bulletins.

NO
D6-38278-CMR


CERTIFICATION MAINTENANCE REQUIREMENTS TASKS

CMR ITEM NUMBER TYPE TASK

CMR INTERVAL

APPLICABILITYAPL ENG TAS

27-CMR-01 * FC 10000 HRS NOTE ALL Functionally check rudder main PCApplicability Note: Airplanes that hon the 737-100/200/200C or 737-2

52-CMR-01 * FC 3,000 FH NOTE ALL Perform a functional check of the lthe flight deck door decompressioApplicability Note: Applicable to aDoor installed by the customer spe

V 2007


details Page 1.0-21

C. AIRW

INTR

The /200C/300/400/500 airplane certification

activ under Title 14 CFR § 43.16 and

§ 91 ed. The AWLs may only be revised with

the a and/or modifications, an alternate

insp

An A DCCL).

CDC ource for the operational life of the

airpl nce Evaluation Requirements and Title

14 C ut the approval of the FAA Oversight

Offic or in systems that, if a failure condition

were his limitation. Strict adherence to

conf Any use of parts, methods, techniques

or pr CL, the word "maintenance" includes

main or alterations.

ALIs of the airplane to prevent an unsafe

cond Office. Strict adherence to methods,

tech ues or practices not contained in these

ALIs

JUN 20



ORTHINESS LIMITATIONS – SYSTEMS

ODUCTION

airplane systems maintenance requirements described in this AWL document result from various 737-100/200

ities with the FAA. This Airworthiness Limitations section is FAA-approved and specifies maintenance required

.403 of the Federal Aviation Regulations, unless an alternative program has been FAA Oversight Office approv

pproval of the FAA Oversight Office. If the maintenance requirements cannot be accomplished due to repairs

ection, acceptable to the FAA Oversight Office, must be used.

WL may be an Airworthiness Limitation Instruction (ALI) or a Critical Design Configuration Control Limitation (C

CLs are a means of identifying certain design configuration features intended to preclude a fuel tank ignition s

ane as required under Special Federal Aviation Regulation No. 88 (SFAR 88) - Fuel Tank System Fault Tolera

FR § 25.981 - Fuel Tank Ignition Prevention. CDCCLs are mandatory and cannot be changed or deleted witho

e. A critical fuel tank ignition source prevention feature may exist in the fuel system and its related installation

to develop, could interact with the fuel system in such a way that an unsafe condition would develop without t

iguration, methods, techniques, and practices as prescribed is required to ensure compliance with the CDCCL.

actices not contained in the applicable CDCCL must be approved by the FAA Oversight Office. For each CDC

taining any installation during alterations; therefore, adherence to the CDCCL is required during maintenance

identify inspection tasks that which must be done to maintain the design level of safety for the operational life

ition. These ALIs are mandatory and cannot be changed or deleted without the approval of the FAA Oversight

niques and practices as prescribed is required to ensure the ALI is complied with. Any use of methods, techniq

must be approved by the FAA Oversight Office.

14



Oversight Office. This applies to operators

u S. FAA jurisdiction should obtain approval

f

A

I e FAA Oversight Office. This revision will

t

A

T oeing documents.

• document (or document section) must be

uires FAA Oversight Office approval.

• ocument section) represents one method of

or in accordance with its procedures in its

F PM) 20-20.

JUN
D6-38278-CMR


REGULATORY AGENCY APPROVAL

Any deviations from the published AWLs instructions included in this document require approval from the FAA

nder the U.S. FAA jurisdiction only and to airplanes registered in the US. Operators who are not under the U.

orm their own local regulatory agency for any deviations from the listed AWL instructions.

WL REVISION PROCESS

n the event that an AWL is revised, Boeing will prepare a revision to this document that will be approved by th

hen be forwarded to all 737-100/200/200C/300/400/500 operators and the FAA Oversight Office.

CCOMPLISHMENT INSTRUCTIONS – GENERAL INFORMATION

he listed AWLs may make reference to Instructions for Continued Airworthiness which are included in other B

When a document is cited using the words "in accordance with" in an airworthiness limitation, the cited

followed to ensure that the critical design feature is maintained. Any deviation from the cited document req

When a document is cited using the words "refer to" in an airworthiness limitation, the cited document (or d

complying with the airworthiness limitation. An alternative procedure may be developed by an operat

maintenance program/manual.

or electrical bonding and grounding requirements, refer to the Boeing Standard Wiring Practices Manual (SW

2014


details Page 1.0-23

USE

For A t equipment or materials requires prior

appr

The rrently FAA Oversight Office approved.

If the alent tool, test equipment or material

does

EXC

Sinc r each system AWL listed in this

docu ector must concur with any exceptional

shor operators’ manuals. The “exceptional

shor erm escalation” program for normal

main

The ultation with that office:

1. T eded to cover an uncontrollable or unex-

p f 30 days.

2. R ot be used as a substitute for good

m

3. its interval listed in this document. The

F

NOT n only. Operators who are not under

the U

JUN 20



OF ALTERNATE ALTERNATE OR EQUIVALENT TOOLS, TEST EQUIPMENT OR MATERIALS

WLs which require use of certain tools, test equipment or material, the use of alternate or equivalent tools, tes

oval from the FAA Oversight Office.

Component Maintenance Manuals (CMMs) listed in the AWLs as "in accordance with" and not "refer to" are cu

CMM allows the use of alternate or equivalent tools, test equipment or materials, use of an alternate or equiv

not require further approval by the FAA Oversight Office.

EPTIONAL SHORT-TERM EXTENSIONS

e AWL intervals are based on estimations of the probability of an event, an exceptional short-term extension fo

ment may be made without jeopardizing safety. The local regulatory authority or a Principle Maintenance Insp

t-term extensions before they take place using procedures established with the local regulatory authority in the

t-term extension” process is applicable to AWL intervals. It should not be confused with the operator’s “short-t

tenance tasks described in the operators’ manuals and in the Flight Standards Handbook 8900.1 FSIMS.

FAA Oversight Office has accepted that these exceptional short-term extensions may be granted without cons

he term “exceptional short-term extension” is defined as an increase in a system AWL interval that may be ne

ected situation. All AWLs listed in this section have been approved with an exceptional short-term extension o

epeated use of extensions, either on the same airplane or on similar airplanes in an operator’s fleet, should n

anagement practices. Exceptional short-term extensions must not be used for fleet AWL extensions.

After a system AWL has experienced an exceptional short-term extension, the AWL interval will revert back to

AA Oversight Office must approve, prior to its use, any desired extension not explicitly listed above.

E: This exceptional short term extension listed above applies to airlines that fall under the U.S. FAA jurisdictio

.S. FAA jurisdiction should obtain interval extension approvals from their local regulatory agency.

14



nent.

rthiness Certificate issuance or after the

gram, whichever is later.

d SRM 51-20-05 for 737-300/400/500 for

and SRM 51-20-05 for 737-300/400/500

te of the Boeing Model 737-100/200/200C/

s complied with. Airlines must follow the

. If operators do not obey the procedures, it

e ALIs or CDCCLs must be approved by

t

JUN
D6-38278-CMR


DEFINITIONS

Removed or Replaced: Defined as removal or replacement of a component, as well as partial removals.

Disturbed: Defined as interference, movement or change to the arrangement or order of the referenced compo

New wiring: Defined as any alteration that installs wiring that is added to the airplane after initial Airplane Airwo

date that the AWL/CMR Document, D6-38278-CMR, was first incorporated into an operator's maintenance pro

Sealant: Defined as sealant type BMS 5-45 or equivalent in accordance with SRM 51-20-4 for 737-100/-200 an

inside of fuel tank and sealant type BMS 5-95, or equivalent, in accordance with SRM 51-20-4 for 737-100/-200

for outside of the fuel tank.

FAA Oversight Office: Defined as the FAA office that currently has oversight responsibility for the type certifica

300/400/500 aircraft. At the time of publication, the FAA Oversight Office is the FAA BASOO.

SUPPORTING DOCUMENTATION

Strict adherence to methods, techniques and practices as prescribed is required to ensure the ALI or CDCCL i

manufacturer's maintenance procedures when performing maintenance that has an effect on an ALI or CDCCL

can increase the risk of an unsafe condition. Any use of methods, techniques or practices not contained in thes

he FAA Oversight Office.

2014


details Page 1.0-25

PAG

CO

AW hapter Number.

TA formed at the listed intervals.

IN or calendar time.

AP

TADE

t be changed without violating

MAY 20



E FORMAT: SYSTEMS AIRWORTHINESS LIMITATIONS

LUMN EXPLANATION

L NUMBER Each task is given a unique AWL Item Number. The first and second digits are the ATA C

SK ALI = Airworthiness Limitation Instruction. These tasks are inspections that should be perCDCCL = Critical Design Configuration Control Limitations

TERVAL Task frequencies are specified in terms of a usage parameter such as flight hours, cycles

PLICABILITY Airplane model applicability.

SKSCRIPTION

Description of the task to be performed or critical design configurations aspects that cannothe intent of the design.

09



C.1

T to incorporate into their maintenance

p Special Federal Aviation Regulation No. 88

( 1 – Fuel Tank Ignition Prevention require

m

N t 25-102.

P nt 25-102) requires certain design approval

h nduct a safety review of the fuel tank

s on sources in the fuel tank. Fuel system

A safety review do not occur or are not

i the maintenance program throughout the

o

JUN
D6-38278-CMR


FUEL SYSTEMS IGNITION PREVENTION

his section contains an FAA-approved program of scheduled inspections and design limitations for operators

rogram for this type design to meet the standards and assumptions introduced by Title 14 CFR § 25.981 and

SFAR 88). SFAR 88 – Fuel Tank System Fault Tolerance Evaluation Requirements and Title 14 CFR § 25.98

aintenance instructions and control limitations for certain fuel tank critical design configurations.

OTE: The auxiliary fuel tank installation has been shown to comply with Title 14 CFR § 25.981 at Amendmen

aragraph 2(a) of SFAR 88 and Paragraph (b) of the standard introduced by Title 14 CFR § 25.981 (Amendme

olders of Type Certificates (TCs) and Supplemental Type Certificates (STCs) of large transport airplanes to co

ystems. The purpose of the safety review is to identify design features that may result in development of igniti

WLs are mandatory maintenance actions required to ensure that unsafe conditions identified by the SFAR 88

ntroduced into the fuel tank system as a result of configuration changes, repairs, alterations, or deficiencies in

perational life of the airplane.

2014


details Page 1.0-27

AWLs -

FUEL SYSTEMS

AWNUM TION

28-AWnter Fuel Tank Upper Panel.

ted over the center fuel tank and under the 1-00 to detect damaged clamps, wire e bundle is not in contact with surface of the ccordance with the Boeing Standard Wiring

years after incorporation of Service Bulletin

28-AWnter Fuel Tank Upper Panel. floor boards and over the center fuel tank,

ping.cordance with Boeing Standard Wiring

outed on main deck over the center fuel areas of the performed maintenance to e wire bundle is not in contact with the are found, repair in accordance with the 446.

JUN 20



FUEL TANK IGNITION PREVENTION

737-100/200/200C MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS –

L BER TASK INTERVAL APPLICABILITY TASK DESCRIP

L-01 ALI 10 YRS 737-100/200/200C airplanes that have

incorporated Service Bulletin

737-28-1208

External Wires Over Center Fuel TankConcern: Potential for Wire Chafing and Arcing to CePerform a detailed inspection of the wire bundles roumain deck floor boards in accordance with AMM 28-1chafing, damage to the vapor barrier, and that the wircenter fuel tank. If discrepancies are found repair in aPractices Manual (SWPM) D6-54446.Interval Note: Threshold for interval inspection is 10 737-28-1208.

L-02 CDCCL N/A 737-100/200/200C airplanes that have


737-28-1208

External Wires Over Center Fuel Tank Concern: Potential for Wire Chafing and Arcing to CeIf any maintenance is performed in the area under theverify the following:1. Maintain the existing wire bundle routing and clam2. Installation of any new wire bundles must be in ac

Practices Manual, D6-54446.3. Perform a detailed inspection of the wire bundles r

tank and under the main deck floor boards in the detect damaged clamps, wire chafing, and that thsurface of the center tank. If wiring discrepancies Boeing Standard Wiring Practices Manual, D6-54

14



2 nk Wiring Lightning Shield to

s on the FQIS wiring to enter the fuel tank.the integrity of the FQIS wiring shield to ground

inations at the spar penetration in the surements using a Loop Resistance Tester P/N Boeing AMM 20-55-54. Restore the bonds in

e wire bundle enters the fuel tank.s for Connector D884 (Left Main Tank).s for Connector D888 (Right Main Tank).s for Connector D886 (Center Main Tank).

2 nk Wiring Lightning Shield to

s on the FQIS wiring to enter the fuel tank. wire bundle is repaired or replaced, verify

e with the Boeing SWPM 20-10-15.-AWL-03.

NS – FUEL SYSTEMS

N RIPTION

JUN
D6-38278-CMR


8-AWL-03 ALI 10 YRS 737-200/200C airplanes that have


737-28-1178

Fuel Quantity Indicating System (FQIS) – Out-TaGround TerminationConcern: Potential for Lightning induced voltagePerform the following functional check to ensure termination:Verify the resistance of the shield to ground termunpressurized area by making the following mea906-10246-2 or 906-10246-3 in accordance with accordance with the Boeing AMM if required.Perform a loop resistance measurement where thThe loop resistance shall not exceed 28 milliohmThe loop resistance shall not exceed 28 milliohmThe loop resistance shall not exceed 35 milliohm

8-AWL-04 CDCCL N/A 737-200/200C airplanes that have


737-28-1178

Fuel Quantity Indicating System (FQIS) – Out-TaGround Termination Concern: Potential for Lightning induced voltageIf the FQIS wire bundle or the shield on the FQISthe following:1. Presence of shielded wiring.2. The shield ground is terminated in accordanc3. The installation is inspected as specified in 28

737-100/200/200C MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIO

AWL UMBER TASK INTERVAL APPLICABILITY TASK DESC

2014


details Page 1.0-29

28-AW iring Installation Separation Requirementoltages on the FQIS wiring to enter the

nsmitter (IFQT) Service Bulletin 737-28-n the IFQT and the fuel tank. is defined as the wiring between the

ire types BMS 13-48, BMS 13-60 or QIS wiring. Under single failures of clamps maintained from the FQIS wiring.

1.28-AW d VTO Unit Repair

Indicator or Volumetric Top-Off (VTO) Unit O Unit limits the voltage, current and power the tank.t be in accordance with Goodrich (V89305)

evision 12, CMM 28-41-13 Revision 11, s that have been approved by the FAA

FUEL SYSTEMS

AWNUM TION

JUN 20



L-05 CDCCL N/A All Fuel Quantity Indicating System (FQIS) – Out-Tank WConcerns: Potential for hot shorts and EMI induced vfuel tank.For airplanes incorporating Isolated Fuel Quantity Tra1178, the FQIS wiring is defined as the wiring betweeFor airplanes not incorporating IFQT, the FQIS wiringindicators and the fuel tank.Routing and installation of any new wiring must use wBMS 13- 58, and not be within a 2-inch radius of the For brackets, a separation greater than ½ inch must beThis AWL is for design requirements.The installation is in accordance with SWPM 20-10-1

L-06 CDCCL N/A 737-100/200/200C airplanes that

Service Bulletin 737-28-1178 is not

applicable to (Airplanes with

Electronic VTO Units)

Fuel Quantity Indicating System (FQIS) – Indicator anConcern: Potential for maintenance error during FQISrepair. The design of the FQIS Indicators and the VTinto the tank to preclude possible ignition source into Repair and overhaul of FQIS Indicators and VTO musComponent Maintenance Manual (CMM) 28-41-11 R28-41-23 Revision 10, or later revisions of these CMMOversight Office.



14



2 of In-Tank Hardware (Tank Units and

epair of in-tank hardware (tank units and result in an ignition source inside the fuel tank. tained to provide lightning protection for

g or onto the wiring between the IFQT and the g is compromised. ensators must be in accordance with Goodrich ) 28-40-25 Revision L, CMM 28-41-05 Revision f these CMMs that have been approved by the

ch on airplanes with Volumetric Top-Off (VTO)

component may be used as an alternate to the

2 or Replacement of In-Tank Wire Harnesscement of in-tank wire harness. Arc gaps may ide the fuel tank. For airplanes with IFQT this is d. must be in accordance with Boeing SWPM

in accordance with Boeing AMM 28-41-101. e must be greater than 0.125 inches. Verify the eptacle:

d to 65 to 90 pound-inches.d the entire perimeter of the internal tank

NS – FUEL SYSTEMS

N RIPTION

JUN
D6-38278-CMR


8-AWL-07 CDCCL N/A All Fuel Quantity Indicating System (FQIS) – RepairCompensators) Concern: Potential for maintenance error during rcompensators). Arc gaps may develop that couldThe dielectric of these components must be mainvoltages that could be coupled on the FQIS wirinfuel tank if the shield or shield ground of the wirinRepair and overhaul of FQIS tank units and comp(V89305) Component Maintenance Manual (CMM11, CMM 28-40-58 Revision 4, or later revisions oFAA Oversight Office. The AC powered float switfunction is not repairable.The manufacturer's production procedures for thisidentified CMM.

8-AWL-08 CDCCL N/A All Fuel Quantity Indicating System (FQIS) – RepairConcern: Potential for error during repair or repladevelop that could result in an ignition source insa concern if the safe-side harness is compromiseRepair and overhaul of FQIS in-tank wire harness20-14-12. Installation of FQIS in-tank wire harness must beWire slack clearance between wires and structurfollowing when installing the spar penetration rec1. The mounting area is free of primer or paint.2. A new O-ring is installed.3. The receptacle mounting screws are tightene4. A continuous bead of sealant is applied aroun

harness connector at the spar interface.



2014


details Page 1.0-31

28-AW trationank at the interface between the bulkhead

accordance with Boeing AMM 29-11-53 if

tting to structure outside the tank is

face outside the tank.g to the tank wall interface inside

een the structure and the Hydraulic

lic Heat Exchanger inside the tank is mper was removed and replaced.

28-AW enetrationank at the interface between the bulkhead

nce with Boeing AMM 28-22-142 if the eplaced: tting to structure (wing front spar, out-

head fitting to the wing front spar

s to fitting joints interface inside and

een the first tube mating with the

t spar, in-tank) to first tube mating with or less.

FUEL SYSTEMS

AWNUM TION

JUN 20




incorporated Service Bulletin737-29A1096

Lightning Protection – Hydraulic Line Fuel Tank PeneConcern: Potential for arcing or sparking inside the tfitting and the spar during a lightning strike event.The following design features must be maintained in the bulkhead fitting is removed and replaced:1. Verify electrical fay surface bond from bulkhead fi

0.001 ohms (1 milliohm) or less,2. Install fillet seal on the fitting to the tank wall inter3. Install full bodied fillet seal encapsulating the fittin

the tank.4. Verify an electrostatic bonding jumper exists betw

Heat Exchanger inside the tank.5. Verify electrical bond from structure to the Hydrau

0.005 ohms (5 milliohms) or less if the bonding juL-10 CDCCL N/A 737-100/200/200C

airplanes that have incorporated

Service Bulletin737-28A1174

Lightning Protection – Engine Fuel Feed Line Tank PConcern: Potential for arcing or sparking inside the tfitting and the spar during a lightning strike event.The following features must be maintained in accordabulkhead fitting or attached tubing are removed and r1. Verify electrical fay surface bond from bulkhead fi

tank) is 0.0005 ohms (0.5 milliohms) or less.2. Install full-bodied fillet seal encapsulating the bulk

interface inside and outside the tank.3. Install full bodied fillet seal encapsulating the tube

outside the tank.4. Verify an electrostatic bonding jumper exists betw

bulkhead fitting, and the structure inside the tank.5. Verify electrical bond from the structure (wing fron

the bulkhead fitting is 0.010 ohms (10 milliohms)



14



2 Fuel Tank Penetrationse tank at a conductive metal-to-ground structure ightning strike events due to insufficient bonding

new penetrations of the fuel tanks (such as a fitting or equipment) or change to the design uch as fuel measuring sticks, sump drain

, and motor operated fuel shutoff valve adaptor ice or an Authorized Representative (AR) of the nce Organization (BDCO).

involving new penetrations of the fuel tanks, ed Boeing Structural Repair Manual (SRM) or irement for additional approval.

2 cepump overhaul. Fuel pump designs contain stor, thermal fuses, materials, leadwire retention verhauled.

cordance with Eaton (VK2523) Component 0, Argo-Tech (V59875) CMM 28-20-1 Revision

ision 1, or later revisions of these CMMs that . component may be used as an alternate to the

NS – FUEL SYSTEMS

N RIPTION

JUN
D6-38278-CMR


8-AWL-11 CDCCL N/A All Lightning, Fault Current or Hot Short Protection –Concern: Potential for arcing or sparking inside thinterface as a result of electrical fault currents or lwithin the ground electrical path.Any alteration, design change or repair involving repair with fasteners, adding a bracket, bulkheadfeatures of the existing equipment penetrations (svalves, fueling manifold, fuel temperature sensorplate) requires approval by the FAA Oversight OffBoeing Commercial Airplanes Delegated CompliaHowever, any alteration, design change or repairaccomplished in accordance with an FAA-approvBoeing Service Bulletin is not subject to this requ

8-AWL-12 CDCCL N/A All AC and DC Electrical Fuel Tank Pump MaintenanConcern: Potential for maintenance error during ignition source prevention means (i.e., flame arremeans, etc.) that must be maintained if pump is oRepair and overhaul of fuel pumps must be in acMaintenance Manual (CMM) 28-20-37 Revision 17, CMM 28-20-5 Revision 6, CMM 28-20-07 Revhave been approved by the FAA Oversight OfficeThe manufacturer's production procedures for thisidentified CMM.



2014


details Page 1.0-33

28-AW llation pump housing to structure inside the tank. er are by design routed through the motor ace of the motor impeller assembly to ures that fault currents are conducted to /or GFI has had time to remove power from

p replacement in accordance with Boeing

e bond.ure is 0.0002 ohms (0.2 milliohms) or

28-AWduit inside the tank. The float switch he initial manufactured standards. The at Switch and Liner are not repairable to the

28-21-71)sembly must be used in Tanks 1 and 2, and

e used for center and Boeing auxiliary fuel

28-AW n Bondnk at the interface between the door and the ng currents through the wing skin.ter fuel tank access door installation in

the outermost periphery of the door that

resistance between the door and structure

FUEL SYSTEMS

AWNUM TION

JUN 20



L-13 CDCCL N/A All AC Fuel Pump Fault Current Fay Surface Bond InstaConcern: Potential for fault current path through the Electrical faults internal to the fuel pump motor impellimpeller assembly to the bonding straps on the front fstructure outside the tank. The fay surface bond ensstructure outside the tank until the circuit breaker andthe pump.The following features must be maintained during pumAMM-28-22-41:1. Installation of the pump fault current faying surfac2. Verify Motor Impeller bonding resistance to struct

less.L-14 CDCCL N/A 737-200/200C


Service Bulletin737-28A1141 or

737-28A1192

Fueling Float Switch System InstallationConcern: Potential for wire chafing and arcing to conassemblies in fuel tank 1 and 2 are not repairable to tcenter tank and Boeing auxiliary tank (if installed) Floinitial manufactured standards. (Refer to Boeing AMMDuring float switch replacement, a new float switch asa new float switch assembly and liner system must btank (if installed) as applicable.

L-15 CDCCL N/A All Center Fuel Tank Access Doors – Lightning ProtectioConcern: Potential for arcing or sparking inside the tatank structure as a result of a direct strike or conductiThe following features must be maintained during cenaccordance with Boeing AMM 28-11-31: Verify presence of a phenolic strip positioned aroundmates with the wing skin inside the tank.Connect the bonding jumper to the door and verify theis 0.010 ohms (10 milliohms) or less.



14



2 tion Bonde tank at the interface between the door and the ucting currents through the wing skin.

main (wing) fuel tank access door installation in

und the outermost periphery of the door that ly grease or anti-corrosion compound to both ll the prepared knitted aluminum mesh gasket g skin to establish the electrical conductivity the clamp ring and fasteners torqued to that

with the NACA Vent Scoop and Pressure

2 Bonde tank at the interface between the door and the ucting currents through the wing skin.m the following actions in accordance with

re Relief Valve is removed and replaced, the pressure relief valve and the door 0.010 oeing AMM 28-13-41. If the Flame Arrestor is ctrical bonds in accordance with Boeing AMM

to the door assembly is 0.010 ohms Type II flame arrestor is removed and replaced, nce with Boeing AMM 28-13-31:to the door assembly is 0.010 ohms

ve fasteners and torque to that specified in the

NS – FUEL SYSTEMS

N RIPTION

JUN
D6-38278-CMR


8-AWL-16 CDCCL N/A All Main Fuel Tank Access Doors – Lightning ProtecConcern: Potential for arcing or sparking inside thtank structure as a result of a direct strike or condThe following features must be maintained duringaccordance with Boeing AMM 28-11-11: Verify presence of a phenolic strip positioned aromates with the wing skin inside the tank, and appsides of the knitted aluminum mesh gasket. Instabetween the outside face of the door and the winbetween the access door and the wing skin usingspecified in Boeing AMM 28-11-11.Note: Not applicable to Surge Tank Access DoorsRelief Valve.

8-AWL-17 CDCCL N/A All Surge Tank Access Doors – Lightning ProtectionConcern: Potential for arcing or sparking inside thtank structure as a result of a direct strike or condDuring surge tank access door installation, perforBoeing AMM 28-11-11:Clean the countersinks on the door. If the Pressumaintain the electrical fay surface bond between ohms (10 milliohms) or less in accordance with Bremoved and replaced, maintain the following ele28-13-31/401:Verify the electrical bond from the flame arrestor (10 milliohms) or less. If the air vent scoop of themaintain the following electrical bonds in accordaVerify the electrical bond from the flame arrestor (10 milliohms) or less.Install door using the same part number conductiBoeing AMM.



2014


details Page 1.0-35

28-AW el Tanke and arc in the conduit and provide an

uel tanks have incorporated a Teflon sleeve ervice Bulletin 737-28A1263 (FAA AD chafing protection.pump wiring or wiring conduit:

iring in conduit or the conduit is removed,

28-AW round Fault Interrupters (GFIs)nk between fuel pumps and fuel pump and structure in flammable leakage zones.by following the applicable OEM ircuit breaker or GFI trip must be isolated

28-AW el Quantity Transmitter (IFQT) urrent, and power on the FQIS fuel tank rder to preclude the potential of an ignition d in FAA AD 99-03-04.ccordance with their CMM 28-41-91.

FUEL SYSTEMS

AWNUM TION

JUN 20





737-28A1263, but have not

incorporated Service Bulletin 737-28A1273

Fuel Boost Pump Wires in Conduit Installation – In-FuConcern: Potential for the boost pump wiring to chafignition source in the fuel tank.The boost pump wires that are in the conduits in the fto protect from wire chafing in accordance with the S2007-24-02). The wiring also has a jacket to provideEnsure the following condition exists when replacing - Jacketed wiring and a Teflon sleeve.The Teflon sleeve is not repairable. Whenever the wnew Teflon sleeve must be installed.

L-19 CDCCL N/A All Resetting of Tripped Fuel Pump Circuit Breakers or GConcern: Potential for arcing or sparking inside the tahousings and outside the tank between pump wiring Verify it is safe to reset the circuit breaker(s) or GFIs troubleshooting procedures. Fault(s) that resulted in cand corrected prior to reset.

L-20 CDCCL N/A 737-200/200C airplanes that have


737-28-1178

Fuel Quantity Indicating System (FQIS) – Isolated FuConcern: The IFQT is designed to limit the voltage, cwiring and components to intrinsically safe levels in osource within the fuel tank. IFQT installed as specifieThe IFQT is repairable only by Goodrich (89305) in a



14



2 System has the potential for single failure ignition r frictional heating or sparking as a result of ting elements contacting stationary parts, or hot failure.igned to limit continuous dry running condition

gainst latent faults:p automatic shutoff system in accordance with

2 ff Systems has the potential for single failure ignition r frictional heating or sparking as a result of ting elements contacting stationary parts, or hot failure.igned to limit continuous dry running condition

gainst latent faults:ump automatic shutoff system in accordance

2h, either internal or external to the fuel tank, as a , damaged electrical connector, stator windings

open the circuit prior to pump housing burn-

rder to ensure continued functionality of the

st Pumps in accordance with AMM 28-22-41.

NS – FUEL SYSTEMS

N RIPTION

JUN
D6-38278-CMR


8-AWL-21 ALI 1 YR 737-100/200 airplanes that have


Center Tank Fuel Boost Pump Automatic ShutoffConcern: Dry running the center tank fuel pumpssources developing at the pump inlet due to eitheFOD contacting the pump rotating elements, rotajournal bearings due to bearing contamination orThe automatic shutoff system is installed and desto 15 seconds.The following test is required in order to protect aFunctionally check the center tank fuel boost pumAMM 28-22-0.

8-AWL-22 ALI 1 YR 737-100/200 airplanes with

Boeing certified Auxiliary fuel tanks

that have incorporated

Service Bulletin737-28A1228

Auxiliary Tank Fuel Boost Pump Automatic ShutoConcern: Dry running the auxiliary tank fuel pumpsources developing at the pump inlet due to eitheFOD contacting the pump rotating elements, rotajournal bearings due to bearing contamination orThe automatic shutoff system is installed and desto 15 seconds.The following test is required in order to protect aFunctionally check the auxiliary tank fuel boost pwith AMM 28-22-0.

8-AWL-23 ALI 1 YR 737-100/200 airplanes that have


Boost Pump Ground Fault Interrupter (GFI)Concern: Potential for pump housing burn-througresult of major arcing due to electrical failure (i.e.or leadwire to housing/end cap shorting).The GFI is designed to detect electrical faults andthrough.The following maintenance check is required in oGFI circuit:Operational check the GFI of all AC fuel tank boo



2014


details Page 1.0-37

28-AW ction System the potential for single failure ignition

ctional heating or sparking as a result of elements contacting stationary parts or hot re. designed in order to protect against a control relay) keeping power on the pump tioned to OFF.st latent faults:oost pump Power Failed On Protection

28-AW tection Systemas the potential for single failure ignition ctional heating or sparking as a result of elements contacting stationary parts or hot re. designed in order to protect against a control relay) keeping power on the pump tioned to OFF.st latent faults: boost pump Power Failed On Protection

FUEL SYSTEMS

AWNUM TION

JUN 20



L-24 ALI 1 YR 737-100/200/200C airplanes that have


Center Tank Fuel Boost Pump Power Failed On ProteConcern: Dry running the center tank fuel pumps hassources developing at the pump inlet due to either friFOD contacting the pump rotating elements, rotating journal bearings due to bearing contamination or failuThe power failed on protection system is installed andsingle failure (i.e. wiring faults or a welded fuel pump when the associated fuel pump control switch is posiThe following test is required in order to protect againVerify continued functionality of the center tank fuel bSystem in accordance with AMM 28-22-0.

L-25 ALI 1 YR 737-200/200C airplanes with

Auxiliary fuel tanks that have

incorporatedService Bulletin 737-28A1227

Auxiliary Fuel Tank Boost Pump Power Failed On ProConcern: Dry running the auxiliary tank fuel pumps hsources developing at the pump inlet due to either friFOD contacting the pump rotating elements, rotating journal bearings due to bearing contamination or failuThe power failed on protection system is installed andsingle failure (i.e. wiring faults or a welded fuel pump when the associated fuel pump control switch is posiThe following test is required in order to protect againVerify continued functionality of the auxiliary tank fuelSystem in accordance with AMM 28-22-0.



14



2 n Fuel Tankhafe and arc to the conduit resulting in an ires that are in the conduits in the fuel tanks

wire chafing. The wiring also has a shield GFI for an additional layer of protection for a

en the pump wiring or the wiring in the conduit 22-41):

s) wiring is installed.

lowing Fuel Boost Pumps:

NS – FUEL SYSTEMS

N RIPTION

JUN
D6-38278-CMR


8-AWL-26 CDCCL N/A 737-100/200/200C airplanes that have

incorporated Service Bulletin 737-28A1273.

Fuel Boost Pump Wires in Conduit Installation - IConcern: Potential for the boost pump wiring to cignition source in the fuel tank. The boost pump whave incorporated a conduit liner to protect from (grounded at both ends) that is monitored by the pump power wire short within the conduit.

The following design features must be verified whis removed or replaced (refer to Boeing AMM 28-

1. Jacketed and shielded (grounded at both end2. A Convoluted Conduit Liner is installed.

NOTE: The above requirement applies to the folMain Tank No. 1 AFT Fuel Boost PumpCenter Tank LEFT Fuel Boost PumpCenter Tank RIGHT Fuel Boost PumpMain Tank No. 2 AFT Fuel Boost Pump



2014


details Page 1.0-39

FUEL SYSTEMS

AWL N ION

28-A Center Fuel Tank Upper Panel.outed on main deck over the center fuel rdance with AMM 28-11-00 to detect or barrier, and that the wire bundle is not in repancies are found, repair in accordance , D6-54446. years after incorporation of Service Bulletin

28-A Center Fuel Tank Upper Panel the main deck floor boards and over the

lamping. accordance with Boeing Standard

es routed on main deck over the center in the areas of the performed hafing, and that the wire bundle is not f wiring discrepancies are found, repair Practices Manual, D6-54446.

JUN 20



737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS –

UMBER TASK INTERVAL APPLICABILITY DESCRIPT

WL-01 ALI 10 YRS 737-300/400/500 airplanes that have


737-28-1208

External Wires Over Center Fuel Tank Concern: Potential for Wire Chafing and Arcing toPerform a detailed inspection of the wire bundles rtank and under the main deck floor boards in accodamaged clamps, wire chafing, damage to the vapcontact with surface of the center fuel tank. If discwith the Boeing Standard Wiring Practices ManualInterval Note: Threshold for initial inspection is 10 737-28-1208.

WL-02 CDCCL N/A 737-300/400/500 airplanes that have


737-28-1208

External Wires Over Center Fuel Tank Concern: Potential for Wire Chafing and Arcing toIf any maintenance is performed in the area undercenter fuel tank, verify the following:1. Maintain the existing wire bundle routing and c2. Installation of any new wire bundles must be in

Wiring Practices Manual, D6-54446.3. Perform a detailed inspection of the wire bundl

fuel tank and under the main deck floor boardsmaintenance to detect damaged clamps, wire cin contact with the surface of the center tank. Iin accordance with the Boeing Standard Wiring

14



2 Tank Wiring Lightning Shield to

ges on the FQIS wiring to enter the fuel tank.re the integrity of the FQIS wiring shield to

rminations at the spar penetration in the easurements using a Loop Resistance Tester P/ with Boeing AMM 20-55-54.MM if required.ms for Connector D884 (Left Main Tank).ms for Connector D888 (Right Main Tank).ms for Connector D886 (Center Main Tank).

2 Tank Wiring Lightning Shield to

ges on the FQIS wiring to enter the fuel tank.IS wire bundle is repaired or replaced, verify

nce with the Boeing SWPM 20-10-15. 28-AWL-03.

2 Tank Wiring Installation Separation

uced voltages on the IFQT safe-side wire is defined as the harness between the Isolated

tank.t use wire types BMS 13-48, BMS 13-60 or

of the FQIS wiring. Under single failures of ½ inch must be maintained from FQIS wiring.

0-10-11.

S – FUEL SYSTEMS

AW IPTION

JUN
D6-38278-CMR


8-AWL-03 ALI 10 YRS 737-300/400/500 airplanes that have

incorporated Service Bulletins 737-28-1175 or 737-28-1183 or

737-28-1186

Fuel Quantity Indicating System (FQIS) – Out-Ground TerminationConcern: Potential for Lightning induced voltaPerform the following functional check to ensuground termination:Verify the resistance of the shield to ground teunpressurized area by making the following mN 906-10246-2 or 906-10246-3 in accordanceRestore the bonds as specified in the Boeing AThe loop resistance shall not exceed 28 milliohThe loop resistance shall not exceed 28 milliohThe loop resistance shall not exceed 35 millioh

8-AWL-04 CDCCL N/A 737-300/400/500 airplanes that have


737-28-1186

Fuel Quantity Indicating System (FQIS) – Out-Ground Termination Concern: Potential for Lightning induced voltaIf the FQIS wire bundle or the shield on the FQthe following:1. Presence of shielded wiring.2. The shield ground is terminated in accorda3. The installation is inspected as specified in



737-28-1186

Fuel Quantity Indicating System (FQIS) – Out-Requirement Concerns: Potential for hot shorts and EMI indharness to enter the fuel tank. The FQIS wiringFuel Quantity Transmitter (IFQT) and the fuel Routing and installation of any new wiring musBMS 13-58, and not be within a 2-inch radius clamps or brackets, a separation greater than This AWL is for design requirements.The installation is in accordance with SWPM 2

737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATION

L NUMBER TASK INTERVAL APPLICABILITY DESCR

2014


details Page 1.0-41

28-A Fuel Quantity Transmitter (IFQT), current, and power on the FQIS fuel tank n order to preclude the potential of an as specified in FAA AD 99-03-04. accordance with their CMM 28-41-91.

28-A f In-Tank Hardware (Tank Units and

pair of in-tank hardware (tank units and result in an ignition source inside the fuel maintained to protect from lightning tween the IFQT and the tank if the wire

nsators must be in accordance with the MM) 28-40-25 Revision L, 28-41-05 r 4 as applicable or later revisions of these ight Office.

component may be used as an alternate to

FUEL SYSTEMS

AWL N ION

JUN 20





737-28-1186

Fuel Quantity Indicating System (FQIS) – Isolated Concern: The IFQT is designed to limit the voltagewiring and components to intrinsically safe levels iignition source within the fuel tank. IFQT installedThe IFQT is repairable only by Goodrich (89305) in

WL-07 CDCCL N/A All Fuel Quantity Indicating System (FQIS) – Repair oCompensators) Concern: Potential for maintenance error during recompensators). Arc gaps may develop that could tank. The dielectric of these components must bevoltages that could couple onto the FQIS wiring beshield ground is compromised. Repair and overhaul of FQIS tank units and compemanufacturer Component Maintenance Manual (CRevision Number 11, or 28-40-58 Revision NumbeCMMs that have been approved by the FAA OversThe manufacturer's production procedures for thisthe identified CMM.



14



2 air or Replacement of In-Tank Wire Harnessplacement of in-tank wire harness. Arc gaps urce inside the fuel tank. This CDCCL is also IS wiring between the IFQT and the fuel tank is

ess must be in accordance with Boeing SWPM

be in accordance with Boeing AMM 28-41-44. llowing:hten the mounting screws to a torque of

Tank, tighten the receptacle nut to a torque of

n the receptacle nut to a torque of

int between the receptacle and the bulkhead on

nt.

ture must be greater than 0.125 inches.

S – FUEL SYSTEMS

AW IPTION

JUN
D6-38278-CMR


8-AWL-08 CDCCL N/A All Fuel Quantity Indicating System (FQIS) – RepConcern: Potential for error during repair or remay develop that could result in an ignition sorequired for airplanes with IFQT in case the FQcompromised.Repair and overhaul of FQIS in-tank wire harn20-14-12. Installation of FQIS in-tank wire harness must During installation of the harness, verify the foFor airplanes with rectangular bussing plug, tig65 – 90 pound-inches.For airplanes with circular bussing plug:- On the receptacle for the No. 1 or the No. 2325 – 350 pound-inches.- On the receptacle for the center tank, tighte100 – 150 inch-pounds.A thin layer of sealant is present around the jothe inside of the tank.- Apply a continuous bead of sealant to the joi- Make sure the bead fully seals the joint.Wire slack clearance between wires and struc



2014


details Page 1.0-43

28-A netration tank at the interface between the bulkhead

in accordance with Boeing AMM 29-15-04.

d fitting to structure outside the tank is

terface outside the tank, tting to the tank wall interface inside

tween the structure and the Hydraulic

aulic Heat Exchanger inside the tank is jumper was removed and replaced.

28-A Penetration tank at the interface between the bulkhead

rdance with Boeing AMM 28-22-15 if the d replaced: d fitting to structure is 0.0005 ohms

ting to the tank wall interface inside and

bes to fitting joints interface inside and

tween first tube mating with the tank, andront spar, in-tank) to first tube mating iohms) or less.

FUEL SYSTEMS

AWL N ION

JUN 20





Lightning Protection – Hydraulic Line Fuel Tank PeConcern: Potential for arcing or sparking inside thefitting and the spar during a lightning strike event.The following design features must be maintained If the bulkhead fitting is removed and replaced:1. Verify electrical fay surface bond from bulkhea

0.001 ohms (1 milliohm) or less,2. Install fillet seal on the fitting to the tank wall in3. Install full bodied fillet seal encapsulating the fi

the tank,4. Verify an electrostatic bonding jumper exists be

Heat Exchanger inside the tank, and5. Verify electrical bond from structure to the Hydr

0.005 ohms (5 milliohms) or less if the bondingWL-10 CDCCL N/A 737-300/400/500


Service Bulletin 737-28A1174

Lightning Protection – Engine Fuel Feed Line TankConcern: Potential for arcing or sparking inside thefitting and the spar during a lightning strike event.The following features must be maintained in accobulkhead fitting or attached tubing are removed an1. Verify electrical fay surface bond from bulkhea

(0.5 milliohms) or less,2. Install full-bodied fillet seal encapsulating the fit

outside the tank,3. Install full-bodied fillet seal encapsulating the tu

outside the tank, 4. Verify an electrostatic bonding jumper exists be

bulkhead fitting and the mating tube inside the 5. Verify electrical bond from the structure (wing f

with the bulkhead fitting is 0.010 ohms (10 mill



14



2 n – Fuel Tank Penetrationse the tank at a conductive metal-to-ground currents or lightning strike events due to l path.g new penetrations of the fuel tanks (such as a

ad fitting or equipment) or change to the design s (such as fuel measuring sticks, sump drain or, and motor operated fuel shutoff valve

versight Office or an Authorized Representative gated Compliance Organization (BDCO).air involving new penetrations of the fuel tanks, oved Boeing Structural Repair Manual (SRM) or quirement for additional approval.

2 anceng pump overhaul. Fuel pump designs contain rrestor, thermal fuses, materials, leadwire if pump is overhauled. accordance with the manufacturer’s bers 28-20-37 Revision Number 10, 28-20-1 6, 28-20-07 Revision Number 1, as applicable, n approved by the FAA Oversight Office.

this component may be used as an alternate to

S – FUEL SYSTEMS

AW IPTION

JUN
D6-38278-CMR


8-AWL-11 CDCCL N/A All Lightning, Fault Current or Hot Short ProtectioConcern: Potential for arcing or sparking insidstructure interface as a result of electrical faultinsufficient bonding within the ground electricaAny alteration, design change or repair involvinrepair with fasteners, adding a bracket, bulkhefeatures of the existing equipment penetrationvalves, fueling manifold, fuel temperature sensadaptor plate) requires approval by the FAA O(AR) of the Boeing Commercial Airplanes DeleHowever, any alteration, design change or repaccomplished in accordance with an FAA-apprBoeing Service Bulletin is not subject to this re

8-AWL-12 CDCCL N/A All AC and DC Electrical Fuel Tank Pump MaintenConcern: Potential for maintenance error duriignition source prevention means (i.e., flame aretention means, etc.) that must be maintainedRepair and overhaul of Fuel Pumps must be inComponent Maintenance Manual (CMM) NumRevision Number 7, 28-20-5 Revision Numberor later revisions of these CMMs that have beeThe manufacturer's production procedures forthe identified CMM.



2014


details Page 1.0-45

28-A tallation e pump housing to structure inside the tank. eller are by design routed through the motor nt face of the motor impeller assembly to nsures that fault currents are conducted to nd/or GFI has had time to remove power

pump replacement in accordance with

face bond.cture is 0.0002 ohms (0.2 milliohms)

28-Aonduit inside the tank. The float switch to the initial manufactured standards. The loat Switch and Liner are not repairable to

AMM 28-21-71). assembly must be used in Tanks 1 and 2, ed for center and Boeing auxiliary fuel tank

28-A tion Bond tank at the interface between the door and nducting currents through the wing skin.

center fuel tank access door installation in

nd the outermost periphery of the door that

FUEL SYSTEMS

AWL N ION

JUN 20



WL-13 CDCCL N/A All AC Fuel Pump Fault Current Fay Surface Bond InsConcern: Potential for fault current path through thElectrical faults internal to the fuel pump motor impimpeller assembly to the bonding straps on the frostructure outside the tank. The fay surface bond estructure outside the tank until the circuit breaker afrom the pump.The following features must be maintained during Boeing AMM 28-22-41:1. Installation of the pump fault current faying sur2. Verify Motor Impeller bonding resistance to stru

or less.WL-14 CDCCL N/A 737-300/400/500


Service Bulletins 737-28A1141 or

737-28A1192

Fueling Float Switch System InstallationConcern: Potential for wire chafing and arcing to cassemblies in Fuel Tank 1 and 2 are not repairablecenter tank and Boeing auxiliary tank (if installed) Fthe initial manufactured standards (refer to BoeingDuring float switch replacement, a new float switchand a new float switch and liner system must be us(if installed) as applicable.

WL-15 CDCCL N/A All Center Fuel Tank Access Doors – Lightning ProtecConcern: Potential for arcing or sparking inside thethe tank structure as a result of a direct strike or coThe following features must be maintained during accordance with Boeing AMM 28-11-31:Verify presence of a phenolic strip positioned aroumates with the wing skin inside the tank.



14



2 tection Bond the tank at the interface between the door and

or conducting currents through the wing skin.ing main (wing) fuel tank access door -11-11:

es of the knitted aluminum mesh gasket, sket between the clamp ring and the lower

inum mesh will contact the access door tween the access door and the wing skin to the value specified in Boeing AMM

oors with the NACA Vent Scoop and

S – FUEL SYSTEMS

AW IPTION

JUN
D6-38278-CMR


8-AWL-16 CDCCL N/A All Main Fuel Tank Access Doors – Lightning ProConcern: Potential for arcing or sparking insidethe tank structure as a result of a direct strike The following features must be maintained durinstallation in accordance with Boeing AMM 281. Apply anti-corrosion compound to both sid

and install the greased aluminum mesh gawing skin. Due to the countersink, the alumand establish the electrical conductivity beusing the clamp ring and fasteners torqued28-11-11.

Note: Not applicable to Surge Tank Access DPressure Relief Valve.



2014


details Page 1.0-47

28-A ond tank at the interface between the door and nducting currents through the wing skin. the following actions in accordance with

ed, maintain the electrical fay surface bond 10 ohms (10 milliohms) or less in

ed, verify the electrical bond from the flame illiohms) or less in accordance with Boeing

is removed and replaced, maintain the g AMM 28-13-31:

er surface of the door assembly to the

l surface bond from the door assembly hms) or less.ond from the air vent scoop to the door

.ctive fasteners and torque to that specified

FUEL SYSTEMS

AWL N ION

JUN 20



WL-17 CDCCL N/A All Surge Tank Access Doors – Lightning Protection BConcern: Potential for arcing or sparking inside thethe tank structure as a result of a direct strike or coDuring surge tank access door installation, performBoeing AMM 28-11-11:Clean the countersinks on the access door. If the Pressure Relief Valve is removed and replacbetween the pressure relief valve and the door 0.0accordance with Boeing AMM 28-13-41.If the Type I Flame Arrestor is removed and replacarrestor to the door assembly is 0.010 ohms (10 mAMM 28-13-31.If the Air Vent Scoop of the Type II Flame Arrestorfollowing electrical bonds in accordance with Boein1. Prepare the electrical fay surface from the upp

lower surface of the air vent scoop.2. Before the surface is sealed, verify the electrica

to the air vent scoop is 0.0025 ohms (2.5 millio3. After the surface is sealed, verify the electrical b

assembly is 0.010 ohms (10 milliohms) or lessInstall the door using the same part number conduin the Boeing AMM.



14



2 – In Fuel Tankto chafe and arc in the conduit to provide an p wires that are in the conduits in the fuel tanks om wire chafing in accordance with Boeing 4-02). The wiring also has a jacket to provide

lacing pump wiring or wiring conduit:

the wiring in conduit or the conduit is removed,

2 rs or Ground Fault Interrupters (GFIs)e the tank between fuel pumps and fuel pump wiring and structure in flammable leakage

r GFIs by following the applicable OEM ted in circuit breaker or GFI trip must be isolated

2 off Systemps has the potential for single failure ignition

ther frictional heating or sparking as a result of tating elements contacting stationary parts, or

tion or failure.esigned to limit continuous dry running

t against latent faults:ump automatic shutoff system in accordance

S – FUEL SYSTEMS

AW IPTION

JUN
D6-38278-CMR




737-28A1263, but have not


Fuel Boost Pump Wires In Conduit InstallationConcern: Potential for the boost pump wiring ignition source in the fuel tank. The boost pumhave incorporated a Teflon sleeve to protect frService Bulletin 737-28A1263 (FAA AD 2007-2chafing protection. Ensure the following condition exists when rep- Jacketed wiring and a Teflon sleeve.The Teflon sleeve is not repairable. Whenevernew Teflon sleeve must be installed.

8-AWL-19 CDCCL N/A All Resetting of Tripped Fuel Pump Circuit BreakeConcern: Potential for arcing or sparking insidhousings and outside the tank between pump zones.Verify it is safe to reset the circuit breaker(s) otroubleshooting procedures. Fault(s) that resuland corrected prior to reset.

8-AWL-20 ALI 1 YR 737-300/400/500 airplanes that have


Center Tank Fuel Boost Pump Automatic ShutConcern: Dry running the center tank fuel pumsources developing at the pump inlet due to eiFOD contacting the pump rotating elements, rohot journal bearings due to bearing contaminaThe automatic shutoff system is installed and dcondition to 15 seconds.The following test is required in order to protecFunctionally check the center tank fuel boost pwith AMM 28-22-00.



2014


details Page 1.0-49

28-A Systems has the potential for single failure ignition frictional heating or sparking as a result of ng elements contacting stationary parts, or or failure.gned to limit continuous dry running

ainst latent faults:p automatic shutoff system in accordance

28-A, either internal or external to the fuel tank, (i.e., damaged electrical connector, stator

open the circuit prior to pump housing burn-

er to ensure continued functionality of the

st Pumps in accordance with

28-A otection Systemhas the potential for single failure ignition frictional heating or sparking as a result of ng elements contacting stationary parts or or failure.and designed in order to protect against a p control relay) keeping power on the pump sitioned to OFF.ainst latent faults:l boost pump Power Failed On Protection

FUEL SYSTEMS

AWL N ION

JUN 20



WL-21 ALI 1 YR 737-300/400 airplanes with

Boeing certified auxiliary fuel tanks installed, that have


Auxiliary Tank Fuel Boost Pump Automatic ShutoffConcern: Dry running the auxiliary tank fuel pumpsources developing at the pump inlet due to eitherFOD contacting the pump rotating elements, rotatihot journal bearings due to bearing contamination The automatic shutoff system is installed and desicondition to 15 seconds.The following test is required in order to protect agFunctionally check the auxiliary tank fuel boost pumwith AMM 28-22-00.

WL-22 ALI 1 YR 737-300/400/500 airplanes that have


Boost Pump Ground Fault Interrupter (GFI)Concern: Potential for pump housing burn-throughas a result of major arcing due to electrical failure windings or leadwire to housing/end cap shorting).The GFI is designed to detect electrical faults and through.The following maintenance check is required in ordGFI circuit:Operational check the GFI of all AC Fuel Tank BooAMM 28-22-41.

WL-23 ALI 1 YR 737-300/400/500 airplanes that have


Center Tank Fuel Boost Pump Power Failed On PrConcern: Dry running the center tank fuel pumps sources developing at the pump inlet due to eitherFOD contacting the pump rotating elements, rotatihot journal bearings due to bearing contamination The power failed on protection system is installed single failure (i.e. wiring faults or a welded fuel pumwhen the associated fuel pump control switch is poThe following test is required in order to protect agVerify continued functionality of the center tank fueSystem in accordance with AMM 28-22-00.



14



2 On Protection Systemumps has the potential for single failure ignition ther frictional heating or sparking as a result of tating elements contacting stationary parts or

tion or failure.lled and designed in order to protect against a pump control relay) keeping power on the pump is positioned to OFF.t against latent faults:nk fuel boost pump Power Failed On Protection

2 - In Fuel Tanko chafe and arc to the conduit resulting in an p wires that are in the conduits in the fuel tanks m wire chafing. The wiring also has a shield he GFI for an additional layer of protection for a

when the pump wiring or the wiring in the g AMM 28-22-00):

nds) wiring is installed.

following Fuel Boost Pumps:

S – FUEL SYSTEMS

AW IPTION

JUN
D6-38278-CMR


8-AWL-24 ALI 1 YR 737-300/400/500 airplanes with

Auxiliary fuel tanks that have


Auxiliary Fuel Tank Boost Pump Power FailedConcern: Dry running the auxiliary tank fuel psources developing at the pump inlet due to eiFOD contacting the pump rotating elements, rohot journal bearings due to bearing contaminaThe power failed on protection system is instasingle failure (i.e. wiring faults or a welded fuel when the associated fuel pump control switch The following test is required in order to protecVerify continued functionality of the auxiliary taSystem in accordance with AMM 28-22-00.



Fuel Boost Pump Wires in Conduit InstallationConcern: Potential for the boost pump wiring tignition source in the fuel tank. The boost pumhave incorporated a conduit liner to protect fro(grounded at both ends) that is monitored by tpump power wire short within the conduit.

The following design features must be verifiedconduit is removed or replaced (refer to Boein

1. Jacketed and shielded (grounded at both e2. A Convoluted Conduit Liner is installed.

NOTE: The above requirement applies to the Main Tank No. 1 AFT Fuel Boost PumpCenter Tank LEFT Fuel Boost PumpCenter Tank RIGHT Fuel Boost PumpMain Tank No. 2 AFT Fuel Boost Pump



2014


details Page 1.0-51

C.2 NITR

The s for operators to incorporate into their

main eans (FRM) Nitrogen Generation

Syst ions for certain NGS critical design

conf be introduced by the addition of NGS.

E8-1 h M25.4(a) requires that if FRM is used

to co required to identify failures of

com tions that ensure that unsafe conditions

that es, repairs, alterations, or deficiencies

in th

JUN 20



OGEN GENERATION SYSTEM (NGS)

following list of AWLs (ALIs and CDCCLs) contains FAA approved scheduled inspections and design limitation

tenance program for this type design to meet the requirements for the introduction of Flammability Reduction M

em (NGS). The FAA Final Flammability Rule, E8-16084, requires maintenance instructions and control limitat

igurations. Title 14 CFR § 25.981 also requires AWLs to preclude ignition sources inside the fuel tank that may

6084, Final Flammability Rule, Paragraph III(F), Section 7, Identification of Airworthiness Limitations: Paragrap

mply with Paragraph M25.1, airworthiness limitations must be identified for all maintenance or inspection tasks

ponents within the FRM that are needed to meet Paragraph M25.1. NGS AWLs are mandatory maintenance ac

arise due to NGS failures do not occur or are not introduced into the airplane as a result of configuration chang

e NGS maintenance program throughout the operational life of the airplane.

14



TION

(NEA) Distribution Line Fuel Tank Penetratione tank at the interface between the bulkhead

fitting is removed and replaced or re-installed

head fitting to the rear spar structure inside . surfaces of the rear spar around the

has an integral flame arrestor. Any change tosight Office. Fuel Tank Penetrationheating inside the tank at the interface between ring a lightning strike event.ing currents from entering the center wing fuel el well at the rear spar bulkhead fitting in the aintained if the dielectric isolator hose or

stalled (refer to Boeing AMM 47-21-00 and

JUN
D6-38278-CMR


AWLs – NITROGEN GENERATION SYSTEM

AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIP

47-AWL-01 CDCCL N/A Airplanes that have incorporated

Service Bulletin 737-47-1004 or

737-47-1007

Lightning Protection – NGS Nitrogen Enriched AirConcern: Potential for arcing or sparking inside thfitting and the spar during a lightning strike event.The following must be maintained if the bulkhead (refer to Boeing AMM 47-21-07):1. Install the same part number bulkhead fitting.2. Verify electrical fay surface bond from the bulk

the tank is 0.0005 ohms (0.5 milliohms) or less3. Install fillet seal on both the inside and outside

perimeter of the bulkhead fitting and jam nut.Note: The bulkhead fitting is a special part which this part requires approval by the FAA Over



737-47-1007

Lightning Protection – NGS NEA Distribution LineConcern: Potential for arcing, sparking or filament the dielectric isolator hose and the NEA tubing duThe NGS installation is designed to prevent lightntank by adding a dielectric isolator hose in the wheNEA distribution line. The isolator hose must be mattached tubing are removed and replaced or reinAMM 47-21-07).

2014


details Page 1.0-53

47 posure and Performancence of the NGS and hence the flammability

per level of nitrogen to the center wing tank ng the oxygen content of the ullage. The ure of the fuel. The following are critical affect the performance of the NGS which in osure beyond the limits of Title 14 CFR,

uivalent level of safety finding described in

ank will dilute the nitrogen rich ome Auxiliary Fuel Tank installations g and fuel transfer.

in the bleed air cross-over manifold

lammability of the center fuel tank a direct function of fuel tank eat sources introduced into the tank anges that would cause heat to be

ank walls) could affect fuel tank

m by adding air to the center tank, reduces ny phase of flight or ground operations, or s heat retention of the center wing fuel tank ow that the change, or combination of cified in the requirements of Title 14 CFR uivalent level of safety finding described in

uel System. See Boeing AMM Chapter 47

N N

JUN 20



-AWL-03 CDCCL N/A Airplanes that have incorporated


737-47-1008

Nitrogen Generation System (NGS) – Flammability ExConcern: Airplane alterations may impact the performaof the Center Wing Fuel Tank.Background: The NGS is designed to provide the proin order to reduce the flammability exposure by reduciflammability exposure is also affected by the temperatfeatures of the airplane that, if altered, can negatively turn may increase the center fuel tank flammability expSection 25.981 at Amendment 25-125, utilizing the eqFAA Memorandum PS05-0177-P-2.1. Transferring air (20.9% oxygen) to the center fuel t

atmosphere created by the NGS in the fuel tank. Stransfer air to the center wing tank as part of ventin

2. NGS performance depends on bleed air pressure supplied by the engines.

3. Certification of the NGS depends on the inherent fwithout NGS installed. Center tank flammability istemperature. Any heat sources around the tank, h(such as warm fuel or new heat exchangers), or chretained (such installation of blankets adjacent to tflammability in a negative manner.

CDCCL: Any design change that affects the vent systethe bleed pressure in the cross-over manifold during aadds any heat to the center wing fuel tank or increaseis not allowed without an FAA approved analysis to shchanges, does not affect the NGS performance as speSection 25.981(b), Amendment 25-125 utilizing the eqFAA Memorandum PS05-0177-P-2.See Boeing AMM Chapter 28 for a description of the Ffor a description of the NGS.

AWLUMBER TASK INTERVAL APPLICABILITY DESCRIPTIO

14



nctional and Operational Checkoves a layer of protection against fuel tank

leed system cross-over manifold to generate el tank. The NGS has features to prevent

e Thermal Switch provides a redundant backup Module (ASM) and prevent hot bleed air from feature is a latent (not detected) failure and .Thermal Switch to ensure integrity of the

ucting Inspectiontside the fuel tank may fail latently allowing NEA the fuel tank not reaching required inert levels. the fuel tank rear spar for damage and leaks

stry descent times. Industry efforts to reduce does not meet FAA requirements.nks with flammability reduction of this airplane

14 CFR Part 25, Appendix M. Boeing will maintain compliance, will publish service

rmation, this CDCCL requires either that changes or that operators implement other s approved by the FAA Oversight Office to pendix M.rators to monitor descent rates of their fleets.nd provide any needed service instructions toity exposure above permissible levels, thisture Boeing published service instructionsCCL, or other approved actions, within thections.

TION

JUN
D6-38278-CMR


47-AWL-04 ALI 22,500 FH Airplanes that have incorporated


737-47-1008

Nitrogen Generation System – Thermal Switch FuConcern: Latent Failure of the Thermal Switch remignition by hot bleed air.The NGS uses engine bleed air from the engine bnitrogen to reduce the flammability of the center fudirectly feeding hot bleed air into the fuel tank. Thto the NGS controller to protect the Air Separationentering the fuel tank. The Thermal Switch backupmust be tested to maintain certification of the NGSPerform a functional and operational check of the Thermal Switch (refer to Boeing AMM 47-43-02).

47-AWL-05 ALI 14,500 FH Airplanes that have incorporated


737-47-1008

Nitrogen Generation System – NEA Distribution DConcern: The NEA Distribution System ducting outo leak without reaching the fuel tank, resulting in Inspect the NEA distribution lines from the ASM to(refer to Boeing AMM ATA 47-21-00).



737-47-1008

Industry Fleet Average Flammability ExposureConcern: NGS performance is dependent on indudescent time may result in NGS performance thatFleet Average flammability exposure for the fuel tatype must be maintained in accordance with Title monitor U.S. descent statistics and, if necessary toinformation. If Boeing publishes such service infooperators implement these FAA-approved design design changes or operational procedural changemaintain compliance with Title 14 CFR Part 25, ApNote: This CDCCL does not require individual ope Boeing will monitor U.S. descent statistics a operators. To prevent increasing flammabil CDCCL requires operators to incorporate fu denoted to maintain compliance with this CD compliance times stated in the service instru


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C.3 IMPA

INTR

The istant Access Doors meet

Title s a strike is likely must be shown by

anal ly debris.

For mpact-resistant doors from being

insta se physical features. Airplane Line

Num and 737-28A1078. These service

bulle adjacent lower wing surface is

sten

All 7 om being installed at locations that

requ

For orated a physical feature which

prev Line Numbers 1001-1505 and 1508 do

not h t access doors via Service Bulletin 737-

28-1 OR”. Additionally, the adjacent lower

wing

All 7 s non-impact-resistant doors from being

insta

Boei nly used and understood by operators

to de

AUG 20



CT-RESISTANT FUEL TANK ACCESS DOORS

ODUCTION

737 Fuel Tank Access Doors are compliant with FAA Title 14 CFR § 25.963. Specifically, the 737 Impact-Res

14 CFR § 25.963(e)(1) which requires that all covers located in an area where experience or analysis indicate

ysis or tests to minimize penetration and deformation by tire fragments, low energy engine debris, or other like

the 737-100/200: A design change at Line Number 1523 incorporated a physical feature which prevents non-i

lled at locations that require impact-resistant doors. Airplane Line Numbers 1-1456 and 1486 do not have the

bers 1-1456 and 1486 were retrofitted with impact-resistant access doors via Service Bulletins 737- 28A1064

tins also required that the impact-resistant doors be stenciled “IMPACT-RESISTANT DOOR”. Additionally, the

ciled “CAUTION: INSTALL ONLY IMPACT-RESISTANT DOOR AT THIS LOCATION”.

37-200 airplanes after Line Number 1486 have a physical feature which prevents non-impact-resistant doors fr

ire impact-resistant doors.

the 737-300: A design change for 737-300 airplanes at Line Number 1506 and on (excluding L/N 1508) incorp

ents non-impact-resistant doors from being installed at locations that require impact-resistant doors. Airplane

ave these physical features. Airplane Line Numbers 1001-1505 and 1508 were retrofitted with impact-resistan

081. This service bulletin also required that the impact-resistant doors be stenciled “IMPACT-RESISTANT DO

surface is stenciled “CAUTION: INSTALL ONLY IMPACT-RESISTANT DOOR AT THIS LOCATION”.

37-300 airplanes after Line Number 1508 and all 737-400/500 airplanes have a physical feature which prevent

lled at locations that require impact-resistant doors.

ng chose to use a CDCCL for the AWL of the Impact-Resistant Fuel Tank Access Doors. CDCCLs are commo

fine a design feature that must be maintained throughout the life of the airplane.

12



TION

t doors to be installed in locations that require non-impact-resistant fuel access door may n source, may result in a catastrophic fire.Fuel Tank Access Doors 7202L, 7402R, 7204L, 7R, 7208L, and 7408R, perform the following:resistant. Impact-resistant doors have ends s with rounded ends and visible machined ct-resistant (refer to Boeing AMM

JUN
D6-38278-CMR


737-100/200/200C MPD – AWLs – STRUCTURES


57-AWL-01 CDCCL N/A L/Ns 1-1456 and 1486

Impact-Resistant Fuel Tank Access DoorsConcern: A potential exists for non-impact-resistanimpact-resistant doors. A high energy impact on acause a fuel leak, and in the presence of an ignitioImmediately prior to the installation of each of the 7404R, 7205L, 7405R, 7206L, 7406R, 7207L, 7401. Verify that the fuel tank access door is impact-

that are flat and a smooth inner surface. Doorstiffening ribs on the inner surface are not impa28-11-11).

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details Page 1.0-57

NU N

57ors to be installed in locations that require -impact-resistant fuel access door may urce, may result in a catastrophic fire.

l Tank Access Doors 7202L, 7402R, 7204L,

tant. Impact-resistant doors have ends th rounded ends and visible machined esistant (refer to Boeing

JUN 20



737-300 MPD – AWLs – STRUCTURES

AWLMBER TASK INTERVAL APPLICABILITY DESCRIPTIO

-AWL-01 CDCCL N/A L/Ns 1001 - 1505and 1508

Impact-Resistant Fuel Tank Access DoorsConcern: A potential exists for non-impact-resistant doimpact-resistant doors. A high energy impact on a noncause a fuel leak, and in the presence of an ignition soImmediately prior to the installation of each of the Fueand 7404R, perform the following:1. Verify that the fuel tank access door is impact-resis

that are flat and a smooth inner surface. Doors wistiffening ribs on the inner surface are not impact-rAMM 28-11-11).

14



D.

T mendment 26-6). This regulation requires

t nance program that corresponds to the

p monstrated that widespread fatigue damage

w FR Sections 121.1115 and 129.115 for the

7

T HOUR LOV

34,000

00,000

00,000

AU
D6-38278-CMR


LIMIT OF VALIDITY (LOV)

his section provides the Limit of Validity (LOV) in accordance with the requirements of Title 14 CFR § 26.21 (A

he establishment of an airplane level limit of validity of the engineering data that supports the structural mainte

eriod of time, stated as a number of total accumulated flight cycles or flight hours or both, during which it is de

ill not occur in the airplane. The LOVs listed in the following table support operator compliance with Title 14 C

37-100/200/200C/300/400/500.

LIMIT OF VALIDITY FOR THE 737100/200/200C/300/400/500

MODEL FLIGHT CYCLE LOV FLIGH

737-100,-200,-200CLine Numbers 1 - 291 34,000

737-200,-200C,-300,-400,-500Line Numbers 292 - 2565 75,000 1

737-300,-400,-500Line Numbers 2566 - 3132 85,000 1

G 2012

737-100/200/200C/300/400/500 AIRWORTHINESS ...

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