# THIS PAGE INTENTIO NALLY LEFT BLANK777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-1777MAINTENANCE PLANNING DATA (MPD) DOCUMENTSECTION 9AIRWORTHINESS LIMITATIONS (AWLs) ANDCERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)D622W001-9OCTOBER 2014COMPILED AND PUBLISHED BY:MAINTENANCE PROGRAMS ENGINEERINGCOMMERCIAL AVIATION SERVICESBOEING COMMERCIAL AIRPLANE GROUPSEATTLE, WASHINGTONOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-2777 MAINTENANCE PLANNING DATATHIS PAGE INTENTIONALLY LEFT BLANKBLANK777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-3TABLE OF CONTENTSREVISIONS .................................................................................................................................................................................................................................. 9.0-5LIST OF EFFECTIVE PAGES .................................................................................................................................................................................................... 9.0-20A. SCOPE................................................................................................................................................................................................................................... 9.0-21B. AIRWORTHINESS LIMITATIONS – STRUCTURAL INSPECTIONS..................................................................................................................................... 9.0-22C. AIRWORTHINESS LIMITATIONS – STRUCTURAL SAFE-LIFELIMITS ............................................................................................................................ 9.0-108D. AIRWORTHINESS LIMITATIONS – SYSTEMS....................................................................................................................................................................9.0-114D.1 FUEL SYSTEMS IGNITION PREVENTION ...................................................................................................................................................................9.0-118D.2 ENGINE SUCTION FEED SYSTEM.............................................................................................................................................................................. 9.0-136D.3 NITROGEN GENERATION SYSTEM (NGS)................................................................................................................................................................. 9.0-138D.4 PRATT AND WHITNEY FORWARD STRUT DRAIN LINE............................................................................................................................................ 9.0-143D.5 ROLLS ROYCE THRUST REVERSER THERMAL PROTECTIONSYSTEM............................................................................................................... 9.0-145E. CERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)............................................................................................................................................ 9.0-148F. CERTIFICATION MAINTENANCE REQUIREMENTS TASKS ............................................................................................................................................. 9.0-154G. REPORTING UNCONTROLLABLE HIGH THRUST FAILURE CONDITIONS .................................................................................................................... 9.0-157OCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-4777 MAINTENANCE PLANNING DATATHIS PAGE INTENTIONALLY LEFT BLANKBLANK777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-5REVISIONSREVISION AND REVISIONDESCRIPTION FAA APPROVALAPRIL 1995 (Original Release)Approved by:D. L. Riggin (FAA) 5/15/95Alvin Habbestadfor D. RigginSEPTEMBER 1995 (Revision 1)Added GE90 Fatigue RequirementsCMR 27-CMR-03 DeletedCMR 31-CMR-01 Wording ChangedCMR 78-CMR-01 RevisedCMR 78-CMR-02 AddedApproved by:D. L. Riggin (FAA) 11/8/95SEPTEMBER 1995 (Revision 2)Replaced N/A with None – 15 PlacesAdded SSI 53-40-I01 (Side Mount Satcom)Added SSIs 57-53-I07, 57-53-I11,57-53-I18, 57-53-I23, 57-53-I28 for Increased Gross Weight.Deleted SSI 57-53-I21 Duplicate RequirementApproved by:D. L. Riggin (FAA) 12/14/95JANUARY 1996 (Revision 3)Added four Fatigue Critical Items for Rolls-Royce Trent engine.Approved by:D. E. Gonder (FAA) 3/8/96APRIL 1996 (Revision 4)Added FAA to front pageRevised Flight Deck Stowage Compartment Latch wording.Revised Nose Landing Gear Life LimitCMR 78-CMR-02 RevisedApproved by:D. L. Riggin (FAA) 4/10/96OCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-6777 MAINTENANCE PLANNING DATAAUGUST 1996 (Revision 5)CMR 78-CMR-02 RevisedApproved by:D. E. Gonder (FAA) 9/96MARCH 1997 (Revision 6)Added CMR 72-CMR-01 for inspection of the Step-Aside-Gearbox (SAGB) Housing andExternal Gearbox Lower Bevel Box (LBB)Housing for oil leakage and cracking.Added CMR 72-CMR-02 for inspection of the Step-Aside-Gearbox (SAGB) Housing with fluorescent penetrant for evidenceof cracking.Approved by:D. L. Riggin (FAA) 3/97APRIL 1997 (Revision 7)Added revised safe life limits for the 777-200/-200 IGW landing gear components based onfatigue test cycles completed to date.Approved by:D. L. Riggin (FAA) 8/97SEPTEMBER 1997 (Revision 8)Added SSIs 53-30-I05 and 53-60-I06 tothe Airworthiness Limitations section.Deleted CMRs 72-CMR-01 and 72-CMR-02 since Airworthiness Directive 97-06-13 makesthe CMR reference redundant.Approved by:D. L. Riggin (FAA) 12/97MAY 1998 (Revision 9)Added SSIs for 777-200 IGW and -300 to the Airworthiness Limitations section.Amended “Related Tasks” in “AirworthinessLimitations – Structural Inspections” table to reflect revised task numbering system.Revised Scope and Airworthiness Limitations section wordings to standardize with 757 and 767 section wordings.Added CMR 72-CMR-03 for inspection of the main fan blades for evidence of cracking and CMR-28-CMR-01 to inspect FQISwiring in the center fuel tank.Approved by:D. L. Riggin (FAA) 5/98REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-7MAY 1998 (Revision 10)Added SSIs 54-51-I02D, 54-51-I03B, 54-51-I04A,54-51-I04F, 54-51-I05D, 54-51-I08B, and 54-51-I09I for PW 4090 engine strutson the 777-300 airplane. Additional changes include revision to SSI number sub-letters, related tasks and airplane applicability.Approved by:D. L. Riggin (FAA) 6/98MAY 1999 (Revision 11)Deleted CMR 78-CMR-02 based on the incorporation of ServiceBulletins 777-78-0010 and 777-78-0018 on all production and inservice airplanes and the accumulation of over 200,000 flight hours of in-service data.Approved by: A. Bahrami (FAA) 11/99OCTOBER 1999 (Revision 12)Revised Airworthiness Limitations Structural Inspection text inthe Introduction, Threshold andairplane applicability sections.Revised Airworthiness Limitations 54-51-102D, 54-51-103B, 54-51-104A, 54-51-104F, 54-51-105D,54-51-108B and 54-51-109I toadd PW4098 engine applicability.Revised Airworthiness Limitations 57-20-10I, 57-20-I02and 57-54-I17.Renumbered Airworthiness Limitation 57-20-I01 to 57-20-I02.Revised Note in Section C to change Service Letter revision level from D to E and added airplane derivatives to sub-section C.2.Added PW4098 and Trent 895 engine designation to Section E.Approved by: A. Bahrami (FAA)OCTOBER 2000 (Revision 13)Revised to include the addition of the GE90-94B Powerplantapplicability to Section E of the Certification MaintenanceRequirements. In addition, in Section C.2 Life Limited Parts, the applicability for the FlightDeck Stowage Compartment Latchwasclarified. The latch life limitation isnot applicable to Production Line Numbers 282 and on or incorporation of SB 777-25-0140.Approved by: A. Bahrami (FAA)MARCH 2001 (Revision 14)Revised Life Limitation for 777-200 Main Landing Gear Door Actuator. Life Limitation is not applicable following incorporationofSB 777-32-0028 on 777-200 airplanes. There is no Life Limitation for actuators on the -2IGW or 300 airplanes.Approved by:A. Bahrami (FAA)CANCELLEDREVISION AND REVISIONDESCRIPTIONFAA APPROVALOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-8777 MAINTENANCE PLANNING DATAJULY 2002 (Revision 15)Added CMR 26-CMR-01 to inspect cargo firebottles for leaks and apply Corrosion Inhibiting Compound to burst discs on fill fittingsof cargo fire bottles.Approved by:SEPTEMBER 2002 (Revision 16)Added CMR 52-CMR-01 applicable only to airplanes incorporating Boeing Service Bulletin 777-25-0216. This amended typecertificate complies with the new 14 CFR 25.795 and the amended 14 CFR 25.772 as issued under Federal Register Docket No.FAA-2001-11032.Approved by:NOVEMBER 2002 (Revision 17)Added Airworthiness Limitations 57-12-I02-1 and 57-12-I02-2 applicable to all airplanes L/N 423 and on due to design change.Revised statement in preamble to airworthiness limitations that specifies roll backof any escalated baseline structural inspectionintervals when reaching the AWL Threshold.Approved by:JANUARY 2003 (Revision 18)Added L/N 427 and on applicability for 52-CMR-01.Approved by:JULY 2003 (Revision 19)Added SSIs 54-51-I07-a, b, c for Rolls Royce aluminum aft strutbulkheads to the Airworthiness Limitations. These SSIs areapplicable to 777-200ER (200IGW) Rolls Royce Struts, Production Line Numbers 447 and on.Approved by:REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-9NOVEMBER 2003 (Revision 20)Added Section G which contains new airline operator reportingrequirements for uncontrollable high thrust failure conditions orassociated causal failures. This new section supports words added to the 777 Type Certificate Data Sheet stating occurrences ofthese subject failure conditions may endanger the safe operation of the airplane and hence are reportable under 121.703(c),125.409 and 135.415. Section G contains a listing of these failures. Reference Exemption No. 7955 "Partial Exemption from25.901(c) as it relates touncontrollable high thrust.Deleted the related task field from the Airworthiness Limitations – Structural Inspection listing to be common with otherBoeing models.Added an Applicability Note to clarify 26-CMR-01 requirement.Added "applicable to airplanes with -2 bottles installed, Line Numbers 410 and on".Revised the 777-200/2IGW/300 Nose Landing GearStructural Safe Life limit from 37,200landings to 77,500 landings as a result ofcompletion of further fatigue testing on the nose landing gear.Deleted reference to Service Letter 777-SL-32-001-E and added reference to Component Interchangeability Lists 161W0003 (MainLanding Gear) and 162W0002 (Nose Landing Gear) which provide acomplete list of 777-200/-200 IGW/-300 landing gear relatedcomponents subject to life limitations.Approved by:Jeffrey E. Duven (FAA)MARCH 2004 (Revision 21)This revision includes changes to the format of the Airworthiness Limitations Structural Inspections table with more explicit airplaneapplicability information was added. “Flight length sensitive” AWLswere also identified in the new listing for the 777-300ER.Miscellaneous updates were made to non -300ER AWLs to correspond tothe latest released SIPD information. Safe Life Limits forthe Main Landing Gear, Main Landing GearSupport Fittings, and Nose Landing Gear wereadded for the 777-300ER. Specific safelife limits for the 777-300ER Nose Landing Gear Shock Strut components were alsoadded. These components include; UpperFloating Piston, Upper Cylinder, Lower Cylinder, Metering Pin and Orifice Plate. This revision also includes the Life Limitation(2,000 cycles) for the 777-300ER Semi Lever Gear Hydraulic Strut (P/N 293W4201-2).Paragraph “G” "Reporting Uncontrollable High Thrust Failure Conditions" was also revised for the 777-300ER.Main landing gear door actuator life limitation applicability wasclarified with the addition of a note. This addition therebycancelsRevision 14 of this document.26-CMR-01: Revised Airplane Note to clarify applicability. CMR is not applicable to -3 Bottles.Approved by:Jeffrey E. Duven (FAA)JUNE 2004 (Revision 22)Revised DTR number from 53-10-I02 to 53-10-I02A.Added DTR 53-10-I02B and 53-10-I02Cfor rework structural provisionsfor Anti-Collision Light Installation.Approved by:Jeffrey E. Duven (FAA)REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-10777 MAINTENANCE PLANNING DATAJULY 2004 (Revision 23)Revised 27-CMR-02 task interval from 100 FH to 250 FH based onthe Primary Flight Control System (PFCS) Safety Analysis andservice data reported by the airlines.Approved by:Jeffrey E. Duven (FAA)DECEMBER 2004 (Revision 24)Added SSI 53-10-I02D applicable to airplanes L/N 501 and on.Added Airworthiness Limitations SSIs 53-30-I01A, 53-30-I01Band 53-30-I01C that are applicable to airplanes with ConnexionNext Generation Antenna installation incorporated in production.Approved by:Jeffrey E. Duven (FAA)JUNE 2005 (Revision 25)Added SSI 57-53-I10 and 57-53-I11 applicable to all airplanes for the torque tube and inboard closeout rib fitting. The reasonforthe added SSIs is the damage tolerance categorychanged from a Category 2 to a Category 3.Approved by:Jeffrey E. Duven (FAA)DECEMBER 2005 (Revision 26)Revised Airworthiness Limitations to add all Structural Significant Items (SSIs) for the 777-200LR. These changes supportcertification of the 777-200LR.Approved by:Jeffrey E. Duven (FAA)JANUARY 2006 (Revision 27)Revised Airworthiness Limitations to add three new Structural Significant Items (SSIs) in the Structural Inspections Table toaddress a design change to the wing trailing edge flap support pins. Revised related DTR Check Form Titles to add applicabilityinformation for the existing flap pindesign effective on L/N 504 and L/N 519.Approved by:Dorr M. Anderson (FAA)REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-11FEBRUARY 2006 (Revision 28)Added new Airworthiness Limitations Numbers 28-AWL-19 and 28-AWL-20 to address inspection and repair of the Motor OperatedValve Actuators.Approved by:A. J. Pasion (FAA)MARCH 2006Revised the Applicability Table in Section B to clarify engine applicability information. Revised the Applicability section of the tableshown in Section G to update the GE90 applicability to include 110B.Revised Fuel System Airworthiness Limitations to include paragraph (b) of the new standard introduced by§ 25.981. Added 28-AWL-01 through 28-AWL-17 to the Airworthiness Limitations Table to satisfy SFAR 88 requirements.Revised 26-CMR-01 Airplane Note to remove reference to line numbers, as the installation of a -2 bottle is not line numberdependent.Added text referencing the addition of Appendix L, “Post Threshold Intervals for Structures and Zonal Tasks”, to the MPD.Approved by: (FAA)OCTOBER 2006Revised CMR 52-CMR-01 interval from 4 years to 2250 days toreflect the improved reliabilitydata for the Flight Deck DoorStrike Assembly.Approved by: (FAA)DECEMBER 2006Revised applicability offuel system airworthiness limitation number 28-AWL-20 to remove ITT actuator part number reference.The part number is listed inService Bulletin 777-28A0034.Revised Airworthiness Limitations – Systems section introduction to include revisions recommended by the Seattle FAA FlightStandards group.Approved by: (FAA)JUNE 2007Revised the Airworthiness Limitations – Structural Inspectionstable to update -200LR thresholds to cover new configuration.Approved by: (FAA)REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-12777 MAINTENANCE PLANNING DATASEPTEMBER 2007Added a new fuel system Airworthiness Limitation number 28-AWL-18 to incorporate an operational check of Fuel Pump GroundFault Interrupter (GFI).Revised Section D. Airworthiness Limitations – Systems- Exceptional Short-Term Extensions to clarify notification requirements.Revised Section F. Certification Maintenance Requirements (CMRs)– Exception Short-Term Extensions to clarify notificationrequirements.Revised Paragraph “I” to incorporate “Reporting Uncontrolled High Thrust Failure Conditions”per FAR 121.703 and FAR 135.415.Approved by: Dorr Anderson (FAA)OCTOBER 2007Revised Section C.1. Structural Safe Life Parts and associated Figures 3 and 4 as per the changes submitted by Landing GearStructures Design Center, Boeing. These changes reflect the latest landing gear safe life limit information contained in the revisedlanding gear interchangeability drawings (a) Main Gear Interchangeability List 161W0003 Revision E, and (b) Nose GearInterchangeability List 162W0002 Revision E.Revised AWL 28-AWL-01 task description by removing "between reference to Sta 1035 to Sta 1045 and Zones 131 and 132" andadding "per Boeing AMM 28-11-00".Revised 28-AWL-18 interval from 1 YR to 375 DYS be consistent with 777 Program usage parameters.Revised Exceptional Short-Term Extensions for CMRs toclarify notification requirements for CMR 52-CMR-01.Revised CMR 52-CMR-01 interval from 2250 days to 3375 days toreflect the improved reliabilitydata for the Flight Deck DoorStrike Assembly and related updates to theexceptional short-term extensions information.Approved by: Philip Forde (FAA)DECEMBER 2007Added new SSIs 28-00-I01A and 28-00-I01B that are applicable to777-200LR aircraft with Auxiliary Fuel Tanks installed.Revised Section C.2, Life Limited Parts, to include 777-200LROptional Auxiliary Body Fuel Tanks. Revised Section D.Airworthiness Limitations – Systems by adding a note to clarify that the auxiliary fuel tank complies with CFR 25.981,Amendment 25-102.Revised AWLs 28-AWL-11 through -14 and 18 to incorporate Auxiliary Fuel Tank information. Revised AWL 28-AWL-16 from "Thefollowing must be maintained during fuel tank access door installation" to "The following must be maintained during installation ofthe tank access doors located on the lower wing skin". Revised AWL 28-AWL-19 by adding additional AMM procedures.Added new AWLs 28-AWL-21 through 28-AWL-26 to support777-200LR aircraft with Auxiliary Fuel Tanks installed.Approved by: T. A. Enyart (FAA)REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-13FEBRUARY 2008Revised 28-AWL-03 to reflect the new maximum loop resistance values associated with the lightning protection of theunpressurized FQIS wire bundle installations so as to satisfy theAirworthiness Limitation Instructions required by SFAR 88. Alsoremoved the joint resistance values based upon engineering review and operator maintenance practice.Approved by: Philip Forde (FAA)NOVEMBER 2008Revised Section B., Airworthiness Limitations – Structural Inspections, by adding information regarding Individual Airplane SpecificAirworthiness Limitations for aircraft L/N 740.Approved by: Philip Forde (FAA)JANUARY 2009Revised the AIRWORTHINESS LIMITATIONS – STRUCTURAL INSPECTIONS Table toinclude references to the 777F, as wellas additional, separate sections addressing threshold inspections for freighter and passenger aircraft.Revised the Airworthiness Limitationsto incorporate the777F configuration.Revised C. AIRWORTHINESS LIMITATIONS – STRUCTURAL SAFE LIFELIMITS to include life limits for the 777F aircraft.Revised G. PAGE FORMAT – CERTIFICATIONMAINTENANCE REQUIREMENTS (CMRs) table to include applicability for the777F aircraft.Added the following CMR Tasks: 21-CMR-01, 27-CMR-05, 27-CMR-06, 27-CMR-07, 27-CMR-08,and 27-CMR-09.Revised I. REPORTING UNCONTROLLABLE HIGH THRUST FAILURE CONDITIONS to incorporate 777F aircraft.Approved by: Jeffrey E. Duven (FAA)FEBRUARY 2009Revised 28-AWL-02, 28-AWL-03, and 28-AWL-16 per the Approved Alternative Method of Compliance to Airworthiness Directive2008-11-13.Revised 28-AWL-01 – 05, 28-AWL-07 – 08,28-AWL-10, 28-AWL-13 – 16, and 28-AWL-19 – 23 by adding updates to enhanceclarity of the Airworthiness Limitations.Revised Section F front matter by adding the Airworthiness Limitations – Nitrogen Generation System (NGS) requirements and byadding 47-AWL-01 – 47-AWL-06 NGS tasks.Approved by: Jeffrey E. Duven (FAA)REVISION AND REVISIONDESCRIPTIONFAA APPROVALOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-14777 MAINTENANCE PLANNING DATAJANUARY 2010Revised the AIRWORTHINESS LIMITATIONS – STRUCTURAL INSPECTIONS Table to include updated inspectionrequirementsfor the 777-200/200LR/300/300ER aircraft as part of a plannedre-assessment of the Supplemental Fatigue Inspection Program.Approved by: Jeffrey E. Duven (FAA)SIGNATURE ON FILE02/11/2010AUGUST 2010Revised Paragraph F. Airworthiness Limitations – Nitrogen Generation Systems Tasks by updating the following text "CDCCLs"with "AWLs (ALIs and CDCCLs)", "design limitations", and "Final Flammability Rule,Paragraph III(F), Section 7, ParagraphM25.4(a)" to clarify the intent of the paragraph.Revised 47-AWL-01 47-AWL-02, 47-AWL-03, 47-AWL-04, 47-AWL-05, 47-AWL-06, and 47-AWL-07 by updating the Applicabilitycolumn to include airplanes that have incorporated Service Bulletin 777-47-0002.Revised 47-AWL-01 and 47-AWL-05 by updating the Task Descriptionto include instructions and a Note to clarify the procedureand parameters for the maintenance action.Revised 47-AWL-02 by replacing the text "replaced and installed"with "replaced or reinstalled" to clarify the procedure andparameters for the maintenance action.Revised 47-AWL-04 by replacing the text "per Boeing AMM 47-43-02" with "(refer to Boeing AMM 47-42-04)".Added 47-AWL-07, an identification of themaintenance standard for the Nitrogen Generation System and noticeof potential futurecompliance requirements associated withdecreased aircraft descent rates.Approved by: Jeffrey E. Duven(Seattle FAA ACO)Robert D. BrenemanSIGNATURE ON FILE11/02/2010JANUARY 2011Added CMR Number 32-CMR-01, a 50 flight or 25 day cycle, whichever occurs later, lubrication task for the left and right MainLanding Gear truck beam and inner cylinder pivot joints. Applicable to airplanes Line Number 915 and on or airplanes incorporatingBoeing Service Bulletin 777-32-0085.Approved by: Philip Forde (FAA) forRobert D. BrenemanSIGNATURE ON FILE1/28/2011JULY 2011Revised 47-AWL-03 to incorporate NGS performance features to show compliance with 14 CFR 26.33.Approved by: Robert D. Breneman(Seattle FAA ACO)SIGNATURE ON FILE7/21/2011REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-15FEBRUARY 2012Revised the Life Limit for the 777-200LR Optional Auxiliary BodyFuel Tank from 1,800 Landings to 15,000 Cycles, due to resultsofcontinued fatigue testing.Revised references to regulatory agencies, as needed, by adding “BASOO”, the acronym for the Boeing Aviation Safety OversightOffice.Revised Section D by moving the first two paragraphs pertaining toFuel System Ignition Prevention into the new subsection D.1.Revised the “FUEL SYSTEMS AIRWORTHINESS LIMITATIONS” headingto “INTRODUCTION”, and added information on FAAapproved Airworthiness Limitations required under Title 14 CFR § 43.16 and § 91.403.Revised “USE OF ALTERNATE TOOLS”heading in Section D to “USE OF ALTERNATE OR EQUIVALENT TOOLS, TESTEQUIPMENT OR MATERIALS"; revised requirements to include CMMs, andidentified acceptable fuel tank sealants.Revised the Exceptional Short-Term Extensions subparagraph, changing “fuel system AWL” to “system AWL” to accommodate theaddition of 28-AWL-101 - Engine Suction Feed System. Revised “(e.g., a Principal Maintenance Inspector)” to “or a PrincipalMaintenance Inspector” and updated the Flight Standards Handbook reference from “8300.10” to “8900.1 FSIMS”.Revised the Regulatory Agency Approval subparagraph by updating the requirementsfor operators not operating under the jurisdiction of the U.S. FAA.Added new subparagraphs to Section D: "Definitions", to provide further clarification on accomplishment instructions, and"Supporting Documentation", to clarify that strict adherence to the methods, techniques and practices, as prescribed, is required toensure the ALI or CDCCL is complied with.Revised the table heading in Section D from “Airworthiness Limitations – Fuel Systems” to “AWLs -Fuel Tank Ignition Prevention”.Revised certain AWLs by changing the word “per” in AWL references to “refer to”, as needed.Revised 28-AWL-01 by adding an inspection of the wire sleeving,if installed, and added statement for SWPM repairs to ensurewires are not in contact with the surface ofthe Center Fuel Tank. Revised SWPM reference from 20-10 to 20-10-11 and 20-10-13,for further clarification.Revised 28-AWL-03 by adding Step 1 for the loop resistance check between the receptacle andstructure, added ohm values toStep 2, and Step 3 for restoring the electrical bond.Revised 28-AWL-04 to clarify which design features must be maintained, dependent on the disruption of the ground path of eachspecified connector.Revised 28-AWL-05, replacing "structure" with "front spar inside the tank" in Step 1, changing“first tube" to “fuel tube" inSteps 4and 5, and adding “if the bonding jumperwas disturbed” to Step 5 for clarification.Revised 28-AWL-06 by adding critical design features for the hydraulicbulkhead fitting, heat exchanger, and non-heat exchangerhydraulic tubes due to the different hydraulic tube materials and types used.(Continued on next page)Approved by: Kanji Patel(Seattle FAA ACO)SIGNATURE ON FILE3/6/2012REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-16777 MAINTENANCE PLANNING DATAFEBRUARY 2012, ContinuedRevised the Concern statement for 28-AWL-07by deleting “during pump overhaul” to clarify that the potential for maintenanceerror is not limited to overhaul. Revised "Repair and overhaul" to "Maintenance" in the second paragraph to clarify theCDCCL intent.Revised the Applicability for 28-AWL-08 by deleting “A market”for clarification. Replaced “phenolic washer” with “insulatingwasher” in Step 1 and revised Step 2 to identify the interfacelocation for the fillet seal that must be maintained if the drain valve isremoved or replaced.Revised the Concern statement for 28-AWL-09by adding a statement thatelectrical bonding of fitting and brackets and/or the capsealing of fasteners, and fillet sealingof component interface will be necessary. Revised the second paragraph to clarify that anyalteration, design change, or repair involving new penetrations requires approval by the Seattle FAA ACO or BASOO.Revised the Concern statement for 28-AWL-10, replacing “jumpers” with “jumper” and added “Ground Fault Interrupter” for “GFI”.Added reference to AMMs 28-22-05 and 28-31-01. Revised “abonding jumper” to “one bonding jumper” in Step 1, and added“across the bonding jumper” to Step 2 for clarification.Revised the Concern statement for 28-AWL-11, replacing "EMI" with "EME" and deleting "outside of the tank". Added thedefinition/requirements for new wiring, and clarified the requirements for repaired/replaced wiring.Revised 28-AWL-12 to clarify that the Auxiliary Tank Refuel Valve controlled by the AWL is the Solenoid Actuator Refuel Valve onthe Center Wing Tank Rear Spar. Clarified the Aux Tank RefuelValve requirement of this CDCCL is only applicable to 777airplanes with the Aux Tank Refuel Valve installed. Revised Step 2 to clarify that the fillet seal is applied around the entireperimeter of the valve body.Revised 28-AWL-13 by deleting the note for modifying/upgradingFQPU Part No. 0310KPU02 to eliminate redundancy, since theonly CMMs that can be used for maintenanceof the FQPU are already listed in the CDCCL.Revised 28-AWL-14 by adding “water detector” to the Concernstatement and replaced “Repairand overhaul” with “Maintenanceof”, where applicable.Revised 28-AWL-15 by changing Step 1.a.I.from "wire separation requirement of 0.125 in" to "wires not in contact with thestructure". Further clarified the critical design features and precluded those already covered in 28-AWL-04.Revised the title of 28-AWL-16 by replacing “Configuration” with “Lightning Protection” for clarification. Revised Step 1 to clarifywhich door positions are required to have the phenolic strip andadded more critical design features to the AWL that are required tobe maintained.Revised 28-AWL-17 by adding “or GFIs” to the title, and clarifiedthe steps required prior to resetting of GFIs and circuit breakers.Revised the title of 28-AWL-18 by adding “and Ground Fault Protector (GFP)” and added GFP to the task, as needed, for furtherclarification.(Continued on next page)Continued from previous pageREVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-17FEBRUARY 2012, ContinuedRevised the title of 28-AWL-19 from “Lightning and Fault CurrentProtection – Motor Operated Valve (MOV) Actuator” to “MotorOperated Valve (MOV) Actuator – Lightning and Fault Current Protection”. Deleted SB 777-28A0059 from the Applicability due tothe SB cancellation. Revised the AWL by separating the criticaldesign feature requirements forMOV with adapter plate and MOVwithout adapter plate.Revised the title of 28-AWL-20, replacing “Repair” with “Output Shaft Electrical Isolator” for clarification. Revised Applicability to“ALL/NOTE” and added the following Note for clarification: “Applies only to ITT actuators with Part Number MA20A2027 orMA30A1001”. Revised the second paragraph by adding “if the actuator was removed for bench testing or repair" to clarify thecondition that requires aDielectric Strength Test.Revised 28-AWL-21 by adding an inspection of the wire sleeving, ifinstalled, and adding requirement to ensure wires are not incontact with the surface of the auxiliarytank when repairing wires. Revised the SWPMreference from 20-10 to 20-10-11 and 20-10-13 for further clarification.Revised the title of 28-AWL-23 to “Auxiliary Tank AC Fuel Pump Fault Current Bonding Path”. Replaced “path to structure” in theConcern statement with “path through the motor impeller assembly” and added “from the pump” to the end ofthe last sentence forclarification. The requirement for auxiliary tank installation/replacement was moved to newAWL 28-AWL-27. Revised Steps 2aand 2b to clarify the bonding resistance measurement location andvalue. Added Step 3 to ensure that fuel pump maintenancemeets the requirements outlined in 28-AWL-07.Revised 28-AWL-24 by adding “must be maintained” to the first paragraph, and “are installed” to Step 1 for clarification.Revised 28-AWL-25, replacing “verify the following” with “the following must be maintained:”, and changed the numbering formatofthe listed items.Added AWL 28-AWL-27 for the auxiliary fuel tank replacement or installation which waspreviously part of 28-AWL-23 to furtherclarify the bonding resistance values and the critical design features that must be maintained.Added three new subsections to Section D: D.1 – Fuel Systems Ignition Prevention, D.2 – Engine Suction Feed System, andD.3 – Nitrogen Generation System (NGS).Added new ALI, 28-AWL-101 - Engine Fuel Suction Feed OperationalTest, that is required to protect against engine flameoutduring suction feed operations.Added a new subheading for the table ofAWLs – NGS Tasks in Section D.3.Revised the heading for Section E, making it a subparagraph ofSection D, then relettered the remaining headings accordingly.Continued from previous pageMAY 2013Added Section D.4 - Rolls Royce Thrust Reverser Thermal Protection System.Added Airworthiness Limitation 78-AWL-01 for the RollsRoyce Thrust Reverser Thermal Protection System.Added Airworthiness Limitation 78-AWL-02 for the Rolls Royce Thrust Reverser Inner Wall.SIGNATURE ON FILEFAA BASOO6/7/2013REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-18777 MAINTENANCE PLANNING DATAJUNE 2013Added new CMR 25-CMR-01 to operationally check AMSAFE NexGeninflatable seat restraints, EMA Part Number 511959-XXXXX.SIGNATURE ON FILEFAA BASOO8/13/2013MARCH 2014Revised the document to define FAA Oversight Office and replaced all references of "SeattleFAA ACO or BASOO" with "FAAOversight Office" throughout the entire document.References to FAA regulations were changed to include "Title 14CFR §" to accurately reflectFAA regulation citations throughoutthe document and for consistency.Revised the subparagraph title "Airworthiness Limitations - Structural Inspections" to "Airworthiness Limitations" under Section A"Scope".Revised Section D front matter with the following:Moved the subparagraph "Regulatory Agency Approval", "AWL Revision Process"and “Accomplishment Instructions - GeneralInformation” to after the "Introduction" subparagraph.Changed "per" to "in accordance with" throughout the entire Section D except for the "per" in the AWL 28-AWL-04 (Step 2), 28-AWL-15 (Step 2), 28-AWL-23 (Step 3), and 47-AWL-03. The word "per" in the AWL 28-AWL-04 (Step 2), 28-AWL-15 (Step 2), and28-AWL-23 (Step 3) was changed to "as specified in". The word"per" in the AWL 47-AWL-03 was replaced with "as required by".Revised "Accomplishment Instructions - General Information" subparagraph to provide clarification of the use of "in accordancewith" and "refer to" verbiage when referencing otherInstructions for Continued Airworthiness documents.Revised the "Use of Alternate or Equivalent Tools, Test Equipment or Materials" subparagraph to delete the information onacceptable sealant type for fuel tank since the sealant type is defined in the"Definitions" subparagraph.Revised "Definitions" subparagraphto define FAA Oversight Office.Revised AWL 28-AWL-09 to provide clarification when a repair oralteration involving new or altered fuel tank penetrations requiresFAA Oversight Office approval and when a repair or alterationdoes not require additional FAA Oversight Office approval. Addedadditional notation to require electricalbonding of fitting, brackets, cap sealing fasteners, and/or fillet sealing of componentinterface.Added Section D.4 Pratt and Whitney Forward Strut Drain Line andnew Airworthiness Limitation 54-AWL-01 to address potentialclogging of the Pratt and Whitney Forward Strut Drain Line.Renumbered Section D.4 Rolls Royce Thrust Reverser Thermal Protection System to Section D.5 to list AWLs in ATA sequence.Revised "Exceptional Short-Term Extensions" under Section E tochange Flight Standards Handbook from "8300.10" to "8900.1FSIMS".SIGNATURE ON FILEFAA BASOO5/2/2014REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-19MAY 2014Revised the Airworthiness Limitations- Structural Inspections section to clarify Front Matter and Table Notes.Added Front Matter to the Airworthiness Limitations – Structural Inspections section to clarify 777 airplane designations.Revised Front Matter in the Airworthiness Limitations – Structural Inspections section to clarify Removable Structural Components(RSC) requirements.Added Maintenance Review Board Report (MRBR) Task referencesassociated with structural items requiring excess sealant tobe removed.Revised the Excess Sealant inspection to the Wing Side of BodySplice Upper Surface (777 ALL) by providing an alternativeinspection requirement.Revised excess sealant removal Table Notes to clarify optional inspections and NDT Procedure references that may be used inlieu of sealant removal.Revised the AMM procedure references for excess sealant removal and application.Revised Flag Note (7) to Flag Note (8) inthe Airworthiness Limitations - StructuralInspections table, since the NDT Procedures forthe corresponding SSIs are accepted by the FAA and published in the NDT Manual, D634W301.Revised 78-AWL-02 applicability to include Service Bulletin 777-78A0094 and P/N 315W5295-97/-98/-99/-100 and higher, and toclarify that this AWL applies to each thrust reverser half independently. Revised description for clarity and to correct colorchipterminology.SIGNATURE ON FILEFAA BASOO6/24/2014OCTOBER 2014Deleted the Boeing submittal signature columnfrom the Revision Log to improve thelayout and provide consistency across allSection 9/AWL/CMR/SCI documents. A submittal signature will no longer be included inthe revision log; only the FAA BASOOapproval date will be shown.Revised CMR 25-CMR-01 interval from 285 DY to 375 DY based on updated System Safety Assessment.SIGNATURE ON FILEFAA BASOO11/18/2014REVISION AND REVISIONDESCRIPTION FAA APPROVALOCT 2014Section Page Date Section Page Date Section Page Date Section Page Date Section Page DateD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-20LIST OF EFFECTIVE PAGES777 MAINTENANCE PLANNING DATA9.0 1 OCT 20149.0 2 BLANK9.0 3 OCT 20149.0 4 BLANK9.0 5 OCT 20149.0 6 OCT 20149.0 7 OCT 20149.0 8 OCT 20149.0 9 OCT 20149.0 10 OCT 20149.0 11 OCT 20149.0 12 OCT 20149.0 13 OCT 20149.0 14 OCT 20149.0 15 OCT 20149.0 16 OCT 20149.0 17 OCT 20149.0 18 OCT 20149.0 19 OCT 20149.0 20 OCT 20149.0 21 MAR 20149.0 22 MAY 20149.0 23 MAY 20149.0 24 MAY 20149.0 25 MAY 20149.0 26 MAY 20149.0 27 MAY 20149.0 28 MAY 20149.0 29 MAY 20149.0 30 MAY 20149.0 31 MAY 20149.0 32 MAY 20149.0 33 MAY 20149.0 34 MAY 20149.0 35 MAY 20149.0 36 MAY 20149.0 37 MAY 20149.0 38 MAY 20149.0 39 MAY 20149.0 40 MAY 20149.0 41 MAY 20149.0 42 MAY 20149.0 43 MAY 20149.0 44 MAY 20149.0 45 MAY 20149.0 46 MAY 20149.0 47 MAY 20149.0 48 MAY 20149.0 49 MAY 20149.0 50 MAY 20149.0 51 MAY 20149.0 52 MAY 20149.0 53 MAY 20149.0 54 MAY 20149.0 55 MAY 20149.0 56 MAY 20149.0 57 MAY 20149.0 58 MAY 20149.0 59 MAY 20149.0 60 MAY 20149.0 61 MAY 20149.0 62 MAY 20149.0 63 MAY 20149.0 64 MAY 20149.0 65 MAY 20149.0 66 MAY 20149.0 67 MAY 20149.0 68 MAY 20149.0 69 MAY 20149.0 70 MAY 20149.0 71 MAY 20149.0 72 MAY 20149.0 73 MAY 20149.0 74 MAY 20149.0 75 MAY 20149.0 76 MAY 20149.0 77 MAY 20149.0 78 MAY 20149.0 79 MAY 20149.0 80 MAY 20149.0 81 MAY 20149.0 82 MAY 20149.0 83 MAY 20149.0 84 MAY 20149.0 85 MAY 20149.0 86 MAY 20149.0 87 MAY 20149.0 88 MAY 20149.0 89 MAY 20149.0 90 MAY 20149.0 91 MAY 20149.0 92 MAY 20149.0 93 MAY 20149.0 94 MAY 20149.0 95 MAY 20149.0 96 MAY 20149.0 97 MAY 20149.0 98 MAY 20149.0 99 MAY 20149.0 100 MAY 20149.0 101 MAY 20149.0 102 MAY 20149.0 103 MAY 20149.0 104 MAY 20149.0 105 MAY 20149.0 106 MAY 20149.0 107 NOV 20089.0 108 MAY 20149.0 109 FEB 20129.0 110 FEB 20129.0 111 JAN 20099.0 112 JAN 20099.0 113 JAN 20099.0 114 MAR 20149.0 115 MAR 20149.0 116 MAR 20149.0 117 MAR 20149.0 118 FEB 20129.0 119 MAR 20149.0 120 MAR 20149.0 121 MAR 20149.0 122 MAR 20149.0 123 MAR 20149.0 124 MAR 20149.0 125 MAR 20149.0 126 MAR 20149.0 127 MAR 20149.0 128 MAR 20149.0 129 MAR 20149.0 130 MAR 20149.0 131 MAR 20149.0 132 MAR 20149.0 133 MAR 20149.0 134 MAR 20149.0 135 MAR 20149.0 136 FEB 20129.0 137 FEB 20129.0 138 MAR 20149.0 139 MAR 20149.0 140 MAR 20149.0 141 MAR 20149.0 142 MAR 20149.0 143 MAR 20149.0 144 MAR 20149.0 145 MAR 20149.0 146 MAY 20139.0 147 MAY 20149.0 148 MAR 20149.0 149 MAR 20149.0 150 MAR 20149.0 151 MAR 20149.0 152 MAR 20069.0 153 MAR 20149.0 154 OCT 20149.0 155 JAN 20119.0 156 JAN 20119.0 157 MAR 20149.0 158 MAR 2014OCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-21A. SCOPEThe scheduled maintenance requirements described in this documentresult from Model 777 airplanecertification activities withthe U.S. Federal AviationAdministration (FAA). Accordingly, this FAA approved Airworthiness Limitations and Certification Maintenance Requirements document is crossreferenced in the Model 777 Type Certificate DataSheet. These maintenance actions are mandatory.These Airworthiness Limitations sections are FAA approved and specifies maintenance required under Title 14 Code of Federal Regulations (CFR)§ 43.16 and § 91.403 unless an alternative program has been FAA Oversight Office approved.Where used in this document, the term “FAAOversight Office” is defined as the FAA office that currently has oversight responsibility for the type certificateof the Boeing model 777. Atthe time of publication, the FAA office with oversight responsibility for the type certificate of the 777 is the FAA Boeing AviationSafety Oversight Office (BASOO).AIRWORTHINESS LIMITATIONSThe Airworthiness Limitations may only be revisedwith the approval of the FAA Oversight Office.If the inspections cannot be accomplished due to repairs and/or modifications, an alternate inspection approved by the FAA Oversight Office must beused.CERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)These scheduled maintenance tasks may only be revised by the FAA Oversight Office. PrincipalMaintenance Inspectors (local regulatory authority) maynot change these requirements or the intervals associated with these requirements.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-22777 MAINTENANCE PLANNING DATAB. AIRWORTHINESS LIMITATIONS – STRUCTURAL INSPECTIONSINTRODUCTIONThe Structural Inspection Program approved inSection 3 of the 777 Maintenance ReviewBoard (MRB) Report and contained in Section 2 of this MPDdescribes an initial baseline structural maintenance program forall Structural Significant Items (SSIs). This program was developed in accordance with theguidelines of MSG-3 and partially satisfies the requirements ofTitle 14 CFR § 25.571 by providing accidental and environmentaldamage detectionopportunity for all SSIs, and in some cases, fatigue damage detection opportunity until the supplemental inspection threshold is reached. Thesupplemental structural inspections listedin this Section 9 "Airworthiness Limitations" are for those SSIs that do not receiveadequate fatigue damagedetection opportunity from the initial baseline structural program that is listed in Section 2 and in Appendix L. The inspections shown in this section andAppendix L are to be accomplished in conjunction with and not asa substitute for the existing structural maintenance program found in Section 2.The supplemental structural inspection program uses the Damage Tolerance Rating (DTR)system to determine the inspections (andrepeat intervals)necessary to provide adequate fatigue damage detection. The DTR system defines a required DTR (a numerical value) that must beachieved for eachSSI. DTR Check Forms which define the inspection options andthe required DTR are contained in Document D622W001-DTR.The Airworthiness Limitations may only be revised with the approvalof the FAA Oversight Office.If the inspections cannot beaccomplished due to repairsand/or modifications, an alternate inspection approved by the FAA Oversight Office must be used. An exception to this is allowed if the alternativeinspections are for a condition where:1. An existing repair prevents proper accomplishment of the inspections required by sub-section B and2. The required damage tolerance inspections for the repair have been FAA-approved as meeting the damage tolerance requirementsof Titles14 CFR § 25.571(b) and 14 CFR § 26.43(c) or 14 CFR § 26.43(d) and3. The inspections required by Sub-section B are for a lead crack(as identified on the associated Damage Tolerance Rating (DTR)Check Form) in the partwhich is repaired.MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-23For this condition, the inspection requirements approved for the repair plus the inspection requirements of Sub-section B for any areas beyond the repair areacceptable alternative inspections.THRESHOLD (777-200/200LR/300/300ER Airplanes)NOTE: In this section, "777-200"includes airplanes sometimes referred to as 777-200ER or 777-200IGW because those airplanes arecertified as 777-200airplanes per the applicable FAA Type Certificate.The fatigue inspection requirements apply after accumulation ofa certain number of flights (threshold). The initial fatigue inspections must beaccomplished within one repeat interval of the threshold for 777-200/200LR/300/300ER and must never exceed 44,000 flight cycles. “FLS” Group 1 itemsmust be within one inspection interval ofthe threshold and must never exceed the Group 2 limit in Figure 1. “FLS” Group 2 items must never exceed theGroup 2 limit in Figure 1. The threshold for each of the 777-200/200LR/300/300ER aircraft fatigue inspections is defined in the Structural InspectionsTable.When reaching a threshold of 40,000 flight cycles, all MPD 4,000 flight cycle (or higher) structural inspection repeat intervals must be no greater than thoseshown in the MPD Section 2. This means that any operator, who has escalated the structures program by changing task intervals,must reduce the repeatfrequencies back to the MPD baseline structures program intervals before accumulating 40,000 flightcycles. The reason for this is that the Title 14 CFR§ 25.571 damage tolerance evaluation takes credit for the baseline structures program.The Airworthiness Limitations listed inSection 9 cover structurefor which the required DTR is not met by the baseline structural inspections of Section 2. Any continued escalation beyond theMPD baseline structuresprogram may result in additional structure not meetingthe required DTR which wasthe basis of certification.In addition to the thresholds described above, a calendar threshold of 20 years applies unless an initial inspection of an FAAapproved CorrosionPrevention and Control Program (CPCP) has occurred, constitutingCPCP implementation. The Corrosion Prevention and Control program identified withinthe Structural Maintenance Program of the 777 Maintenance ReviewBoard Report (D622W001-MRBR) is FAA approved and complies withthisrequirement if it has been fully incorporated into the operator's maintenance program.MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-24777 MAINTENANCE PLANNING DATAAdditionally, some structures and zonal MPD items have been escalated by the Industry Steering Committee beyond the initial repeat interval consideredat certification. The intervals listed in Appendix L correspondto the original task intervals used in determining the DTR which satisfies Title 14 CFR§ 25.571. As a result, at 40,000 flight cycles, the items listed inAppendix L are required to be returned to the interval in that appendix, rather than what islisted in Sections 2 and 3. Thisis to be in compliance with the damagetolerance certification requirements.The Structural Inspections Table defines the Inspection Implementation Threshold for the 777-200/200LR/300/300ER. Some items are sensitive to flightlength and are identified by FLS in the Threshold column of the Structural Inspections Table (SeeFigure 1). Flight Length Sensitive (FLS) Items requireboth flight hours and flight cycles to determine the Implementation Threshold. Referto Figure 1 to determine the threshold forFLS Items.For the 777-200/200LR/300/300ER, SSIs are also categorized as Group (1) or Group (2). Group 1 SSI Inspection Thresholds are limited to a maximum of30,000 flight cycles and Group 2 SSI Inspection Thresholds are limited to a maximum of 40,000 flight cycles.For those items which are not flight lengthsensitive, the lowest threshold shown inthe Structural Inspections Table is 30,000flights. Exceptions to thisrequirement are: SSI 54-51-I02R, which hasa threshold of 28,600 flights for the 777-200LR/300ER, and SSIs 28-00-I01A and 28-00-I01B have a thresholdof 11,250 flights for the 777-200LR airplanes that have the optional auxiliary fuel tank installations. All other 777-200LR/300ER items which are not flightlength sensitive have either a 30,000 flightthreshold or 40,000 flight threshold depending upon whether the item is identifiedas Group 1 or Group 2. Theminimum threshold for those items which are identified as flightlength sensitive must be determined from Figure 1, based upon the actual airplaneutilization.Initial inspection (threshold) and intervals are measured in flight cycles or flight hours that a particular SSI detail has accumulated regardless of what theairframe as a whole has accumulated. MostSSI details have never been replaced and therefore have accumulated the same flightcycles and flight hoursas the airframe. Some SSI details are replaced, such as when installing Removable Structural Components (repairable/rotable/expendables) or installingused structural parts as a repair. In these cases the SSI detailshave accumulated flight cyclesand flight hours that may bedifferent than the airframe.MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-25The operator must account for this in determining when inspections must be done.Although intended for repairs, FAA AC 120-93 Appendix 7, provides a method for determining the age of a Removable Structural Component, which maybe applied to the baseline structure.Inspection thresholds for fastener locations where the terminating action has been accomplished per AD 2000-11-11 or AD 2005-10-17 can start from thetime when the terminating action was accomplished.FIGURE 1. FLIGHT LENGTH SENSITIVE (FLS) THRESHOLD CURVE (777-200/200LR/-300ER ONLY)NOTE: In Figure 1 and the discussion of flight length sensitive threshold that immediately follows this note, "777-200" includesairplanes sometimes referred toas 777-200ER or 777-200IGW since those airplanes are certifiedas 777-200 airplanes per the applicable FAA Type Certificate.MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-26777 MAINTENANCE PLANNING DATAUSE OF FLIGHT LENGTH SENSITIVE THRESHOLD CURVE (777-200/200LR/300ER ONLY)(For FLS Items only; all non-FLS SSIs have thresholdsas listed in the Airworthiness Limitations Table)1. Determine the FLS status and Group of the SSI (777-200/200LR/300ER) from the Airworthiness Limitations Table.2. Determine the total number of flight cycles and flight hours experienced by the detail.3. If the detail is FLS, locate the intersection of Flight Hours and Cycles on the graph.4. If the point determined by Step 3 lies below the Threshold Curve for the group from Step 1, the detail has not reached the Inspection Threshold. If thepoint is on the Threshold Curve for the specified group, then the Inspection Threshold has been reached. If the point is aboveor to the right of theThreshold Curve for the specified group, thenthe Inspection Threshold has been exceeded.THRESHOLD (777F Airplanes)The fatigue inspection requirements apply after accumulation ofa certain number of flights (threshold). The initial fatigue inspections must beaccomplished at the threshold defined in the Structural Inspections Table, or within an interval not to exceed 2,500 flight cycles beyond the threshold.“FLS” Group 1 items must be within one inspection interval of the threshold and must never exceed the Group 2 limit in Figure 2. “FLS” Group 2 itemsmust never exceed the Group 2 limit in Figure 2. The threshold for 777F aircraft fatigue inspections is defined in the Structural Inspections Table.When reaching a threshold of 25,000 flight cycles, all MPD 4,000 flight cycle (or higher) structural inspection repeat intervals must be no greater than thoseshown in the MPD Section 2. This means that any operator, who has escalated the structures program by changing task intervals,must reduce the repeatfrequencies back to the MPD baseline structures program intervals before accumulating 25,000 flightcycles. The reason for this is that the Title 14 CFR§ 25.571 damage tolerance evaluation takes credit for the baseline structures program.The Airworthiness Limitations listed inSection 9 cover structurefor which the required DTR is not met by the baseline structural inspections of Section 2. Any continued escalation beyond theMPD baseline structuresprogram may result in additional structure not meetingthe required DTR which wasthe basis of certification.In addition to the thresholds described above, a calendar threshold of 20 years applies unless an initial inspection of an FAAapproved CorrosionPrevention and Control Program (CPCP) has occurred, constituting CPCP implementation.The CPCP identified within the Structural MaintenanceProgram of the 777 Maintenance Review Board Report (D622W001-MRBR) is FAA approved andcomplies with this requirement if it hasbeen fullyincorporated into the operator’s maintenance program.MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-27Additionally, some structures and zonal MPD items have been escalated by the Industry Steering Committee beyond the initial repeat interval consideredat certification. The intervals listed in Appendix L correspondto the original task intervals used in determining the DTR which satisfies Title 14 CFR§ 25.571. As a result, at 25,000 flight cycles, the items listed inAppendix L are required to be returned to the interval in that appendix, rather than what islisted in Sections 2 and 3. Thisis to be in compliance with the damagetolerance certification requirements.The Structural Inspections Table defines the Inspection Implementation Threshold for the 777F. Some items are sensitive to flight length and are identifiedby FLS in the Threshold column of the Structural Inspections Table (See Figure 2). Flight Length Sensitive (FLS) Items requireboth flight hours and flightcycles to determine the Implementation Threshold. Referto Figure 2 to determine the threshold for FLS Items.For the 777F, SSIs are also categorized as Group 1 or Group 2.Group 1 SSI Inspection Thresholds are limited to a maximum of 18,750 flight cycles andGroup 2 SSI Inspection Thresholds are limited to a maximum of 25,000 flight cycles.For those items which are not flight lengthsensitive, the lowest threshold shown inthe Structural Inspections Table is 18,750flights. All other 777F itemswhich are not flight length sensitive have either a 18,750 flightthreshold or 25,000 flight threshold depending upon whether the item is identified asGroup 1 or Group 2. The minimum threshold for those items which are identified as flight length sensitive must be determined from Figure 2, based uponthe actual airplane utilization.Initial inspection (threshold) and intervals are measured in flight cycles or flight hours that a particular SSI detail has accumulated regardless of what theairframe as a whole has accumulated. MostSSI details have never been replaced and therefore have accumulated the same flightcycles and flight hoursas the airframe. Some SSI details are replaced, such as when installing Removable Structural Components (repairable/rotable/expendables) or installingused structural parts as a repair. In these cases the SSI detailshave accumulated flight cycles and flight hours that may be different than the airframe.The operator must account for this in determining when inspections must be done.Although intended for repairs, FAA AC 120-93 Appendix 7, provides a method for determining the age of a Removable Structural Component, which maybe applied to the baseline structure.MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-28777 MAINTENANCE PLANNING DATAFIGURE 2. FLIGHT LENGTH SENSITIVE (FLS) THRESHOLD CURVE (777F ONLY)USE OF FLIGHT LENGTH SENSITIVETHRESHOLD CURVE (777F ONLY)(For FLS Items only; all non-FLS SSIs have thresholdsas listed in the Airworthiness Limitations Table)1. Determine the FLS status and Group of the SSI(777F) from the Airworthiness Limitations Table.2. Determine the total number of flight cycles and flight hours experienced by the detail.3. If the detail is FLS, locate the intersection of Flight Hours and Cycles on the graph.4. If the point determined by Step 3 lies below the Threshold Curve for the group from Step 1, the detail has not reached the Inspection Threshold. If thepoint is on the Threshold Curve for the specified group, then the Inspection Threshold has been reached. If the point is aboveor to the right of theThreshold Curve for the specified group, thenthe Inspection Threshold has been exceeded.FLIGHT HOURS ( x 1,000)Group 1 & 2Threshold ExceededGroup 1 ThresholdExceededÏÏÏÏÏÏÓÓÓÓÓÓÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÏÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓÓ51015202530

FLIGHT CYCLES ( x 1,000)GROUP 1GROUP 200 20 40 60 80 100 120 14016052.257518.75MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-29REPEAT INSPECTION INTERVALA Repeat Interval for the Fatigue Inspectionof an SSI is established from its respective Damage Tolerance Rating (DTR) Check Form. The DTR CheckForms are the result of the damage tolerance assessment / evaluation documented during certification of the airplane. Revisionto the required DTRCheck Form or the DTR Curve is not allowed without the prior approval from the FAA Oversight Office.For -200/200LR/300ER/777F only: If the applicability/threshold box for the item includes a "<7 Hrs" or "> 7 Hrs" designation, the average airplane hoursper flight should be calculated for the airplane and the repeatinspection interval should be based on the DTR Check Form withthe corresponding"<7 Hrs" or "> 7 Hrs" label. If the current average hours per flight is longer than the prior average hours per flight, the current average hours per flightshould be used for determining which DTR Check Form should be utilized.NOTE: In the paragraph immediately preceding this note, "777-200" includes airplanes sometimes referred to as 777-200ER or 777-200IGW since thoseairplanes are certified as 777-200 airplanesper the applicable FAA Type Certificate.REPORTING RESULTS OFSTRUCTURAL INSPECTIONSAll cracks found during these inspections shall be reported within (10) days after the airplane is returned to service to the Manager of the FAA OversightOffice, the Transport Airplane Directorate, the FAA, and to Boeing CommercialAirplane Group using the Discrepant Structure Report Form. Refer toD622W001-DTR for the required report form (any suitable alternative which contains the same information may be used).REMOVAL OF EXCESS SEALANT WHEN INSPECTING:1. In areas where DTR Check Form (Section 9) visual inspection is prevented due tosealant, remove any fastener cap, fillet or brush sealant that extendsbeyond 0.20" around the fastener at locations that are to beinspected. Remove anyadditional sealant which impairs visibilityof the structure adjacentto the fastener cap, fillet or brush sealant.MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-30777 MAINTENANCE PLANNING DATA2. The following Structural Items require fastener cap, fillet orbrush sealant that extends beyond 0.20" to be removed for baseline maintenance visualinspections (MPD Section 2 and 3) at orprior to reaching the listed thresholds:Principle Structural Element(PSE) ThresholdInstallationDrawing Drawing Title NotesAssociatedMRBRItem Number(Reference Only)Fuselage – UnderwingLongeron (777 All)P: 40,000 FCF: 25,000 FC140W9250 Underwing LongeronInstl1. Fasteners on the Underwing Longeroncommon to the Fuselage Front SparBulkhead Outer Chord within 3 inchesforward of the Wing Front Spar. In thisarea, also remove excess fillet seal atthe free edge of the longeron thatextends more than 0.25” from thefuselage skin surface.2. Fasteners on the Underwing Longeroncommon to the Wing Lower Skin within3 inches aft of the Fuselage Front SparBulkhead. In this area, also removeexcess fillet seal at the free edge of thelongeron that extends more than 0.25"from the lower wing skin surface.NOTE: Does not require sealant removalinside the fuel tank.53-545-0153-545-0253-830-00Fuselage – Front SparSide Frame Fitting(777 All)P: 40,000 FCF: 25,000 FC110W1652 Front Spar InstlIntegration – BBL 122.45Fasteners on the Front Spar Side FrameFitting within 6 inches above and belowthe Wing Upper Surface.NOTE: Does not require sealant removalinside the fuel tank.53-545-0153-545-0253-657-0057-604-00Fuselage – Rear SparSide Frame Fitting(777 All)P: 40,000 FCF: 25,000 FC110W1651 Rear Spar InstlIntegration – BBL 122.45Fasteners on the Rear Spar Side FrameFitting within 6 inches above and belowthe Wing Upper Surface.NOTE: Does not require sealant removalinside the fuel tank.53-667-0053-668-0057-604-00MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-31Engine Strut –Pratt and Whitney(777-200/200IGW/300)P: 40,000 FCF: 25,000 FC311W3110 (Fwd)311W3130 (Aft)Spar Assy – Fwd UpperNacelle/StrutStrut Frame Assy – AftFasteners on the LHS upper spar chordscommon to upper spar webs betweenNSTA 245.0 and 255.0 and betweenNSTA 319.0 and 333.0, except where sparchord is not visible.54-510-0154-511-0154-518-0254-519-0254-804-0154-806-0154-814-0254-816-02Engine Strut –General Electric(777-200/200IGW)P: 40,000 FC or120,000 FHwhichevercomes first.F: 25,000 FC or120,000 FHwhichevercomes first311W1110 (Fwd)311W1130 (Aft)Spar Assy – Fwd UpperTorque Box Assy – Aft1. Fasteners on the RHS upper sparchord common to upper spar webbetween NSTA 213.5 and 230.0 and allfasteners on the RHS upper spar chordcommon to the forward engine mountbulkhead between NSTA 187.0 and192.0, except where spar chord isnot visible.2. Fasteners on the LHS upper sparchords common to the bulkheadbetween NSTA 303.0 and 316.0,except where spar chord is not visible.54-539-0154-540-0154-547-0254-548-0254-824-0154-826-0154-834-0254-836-02Engine Strut –Rolls Royce(777-200/200IGW/300)P: 40,000 FCF: 25,000 FC311W5110 (Fwd)Spar Assy – Fwd Upper Fasteners on the upper spar chordcommon to forward engine mountbulkhead between NSTA 187.0 and 192.0,except where spar chord is not visible.54-569-0154-570-0154-577-0254-578-0254-844-0154-846-0154-854-0254-856-02Horizontal Stabilizer –BL 0, Upper ExternalSplice Plate (777 All)P: 40,000 FCF: 25,000 FC182W7000Splice Instl – Centerline,Horiz StabFasteners on the Upper External SplicePlate common to the Rear Spar TerminalFitting and Upper Rear Spar ExternalSplice Fitting within 3 inches of BL 0.55-501-00Principle Structural Element(PSE)ThresholdInstallationDrawingDrawing TitleNotesAssociatedMRBRItem Number(Reference Only)MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-32777 MAINTENANCE PLANNING DATAHorizontal Stabilizer –BL 0, Upper Rear SparExternal Splice Fitting(777 All)P: 40,000 FCF: 25,000 FC182W7000Splice Instl – Centerline,Horiz StabFasteners on the Upper Rear SparExternal Splice Fitting common to theRear Spar Terminal Fitting and UpperExternal Splice Plate within 3 inchesof BL 0.55-501-00Horizontal Stabilizer –BL 0, Rear Spar TerminalFitting (777 All)P: 40,000 FCF: 25,000 FC182W7500Terminal Fitting Instl –Rear Spar, Horiz StabFasteners on the Rear Spar TerminalFitting common to the Upper Rear SparExternal Splice Fitting and Upper ExternalSplice Plate within 3 inches of BL 0.55-540-0255-529-01Principle Structural Element(PSE) ThresholdInstallationDrawing Drawing Title NotesAssociatedMRBRItem Number(Reference Only)MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-33Wing – Side of Body SpliceUpper Surface (777 All)P: 40,000 FC or120,000 FHwhichevercomes first.F: 25,000 FC or120,000 FHwhichevercomes first110W1653(Inboard)Upper Panel InstlIntegration – BBL 122.45Outboard fastener row on the Rib Chordcommon to the upper skin panel within 2inches of BBL 122.45.Inspect the Rib Chord upper surface at thefollowing locations:1. At all field fasteners (fasteners thatare not common to upper stringers orstub beams)2. Between the forward fastener rowcommon to Stringer 13 and the aftfastener row common to Stringer 143. Between the forward fastener rowcommon to Stringer 19 and the aftfastener row common to Stringer 204. At one fastener location common toeach vent stringer (Stringers 15, 17and 21).Cap seals and secondary fuel barrier donot need to be removed at the inspectionlocations above, provided that a minimumdimension of 0.70" is visible betweenadjacent cap seals in the forward-aftdirection. If the minimum visibledimension of 0.70" is not met, cap sealand secondary fuel barrier removal isrequired or surface HFEC inspection canbe performed per the Table Notes below.NOTE: Does not require sealant removalinside the fuel tank.57-602-00Principle Structural Element(PSE)ThresholdInstallationDrawingDrawing TitleNotesAssociatedMRBRItem Number(Reference Only)MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-34777 MAINTENANCE PLANNING DATATable Notes: P: = 777-200/200IGW/200LR/300/300ER (Passenger) airplanesF: = 777F (Freighter) airplanesAs an option to sealant removal: Perform surface HFEC inspection 360 degrees around the fastener per NDT Part 6, 51-00-17. Or ifsealant does not extend beyond 0.50" from the fastener, perform surface HFEC inspection 360 degrees around the sealant around thefastener per NDT Part 6, 51-00-01 for aluminum parts,51-00-05 for steel parts, or 51-00-06 for titanium parts.NOTE: In the immediately preceding Table Notes, airplanes identified as "777-200IGW" are 777-200 airplanes that have been certified with a structurecapability of MTW>547,000lbs. This includes airplanes sometimes called "777-200ER" airplanes. All of these airplanes were certified as 777-200series airplanes per the applicable FAA Type Certificate. 777-200LR airplanes are not included in the group of airplanes identified as 777-200 or777-200IGW.3. General Notes:Refer to AMM 51-31-01 for general sealant removal and application.Refer to AMM 28-11-00 for sealant (BMS 5-45) inside the fuel tank removal and application.Refer to AMM 28-11-00 for secondary fuel barrier sealant (BMS 5-81, Type II) outside the fuel tank removal and application.If sealant is removed inside the fuel tank for inspection, caremust be taken to remove any sealant debris in the fuel tank.Locations where sealant is removed for inspections must have the sealant restored to drawing or AMM requirements (and any applicable ServiceBulletins or repair instructions) after completion of the inspections. Sealant of fueltank fasteners must comply with MPD Section 9, Parts D and E.Wing – Side of Body SpliceUpper Surface (777 All)P: 40,000 FC or120,000 FHwhichevercomes first.F: 25,000 FC or120,000 FHwhichevercomes first112W3301(Outboard)Rib Chord Instl – UpperPanel, BBL 122.45Inboard fastener row on the Rib Chordcommon to the upper skin panelsoutboard within 2 inches of BBL 122.45.NOTE: Does not require sealant removalinside the fuel tank.57-607-0157-620-02Principle Structural Element(PSE)ThresholdInstallationDrawingDrawing TitleNotesAssociatedMRBRItem Number(Reference Only)MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-35SUPPLEMENTAL STRUCTURAL INSPECTION REQUIREMENTSThe table starting on the next page liststhe Airworthiness Limitation supplemental structural inspection requirements. Each item is listed by SSI Number,DTR Check Form Title, DTR Location, and Airplane Applicability/Threshold.There are correspondingDTR Check Forms in D622W001-DTR for each itemlisted in the table. Where there is morethan one listing for a given SSI Number, theDTR Check Form title and location is theunique identifier.Airplane applicability is listed as shown below:ALL = All 777 Airplanes-200 = 777-200 up to or equal to 547,000 lbs.MTW-300 = 777-300-300ER = 777-300ER-200IGW=777-200 IGW: Any 777-200 airplane certified for a structural capability greater than 547,000 lbs. MTW (also equates to777-200ER). This consists of all airplanes identified byCustomer Variable Numbers (Manufacturer Block Number) WB001through WB500 and WC001 through WC999. If needed, refer tothe 777 Structural Repair Manual front matter EffectiveAircraft “Manufacturer Block Number” to determine the associated Manufacturer Serial Numbers.-200LR = 777-200LR (Longer Range)777F = 777 FreighterRR = Rolls Royce TRENT = TRENT 800 (875-17,877-17, 884-17, 890-17, 892, 892B, 895)PW = Pratt & Whitney PW4000 = PW4074, PW4077, PW4084, PW4090, PW4098GE = General Electric GE90 = 75B/76B/85B/90B/94B/110B/115BNOTE: C/L or L/N = Airplane Cumulative LineNumber, where mentioned with DTR Check Form Title, identifies certainDTR Check Forms to specific airplane line numbers.NOTE: “777” without any suffix means the form applies to all 777 airplanes.MAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-36777 MAINTENANCE PLANNING DATAAIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777F27-41-I01Safety Rod, Horizontal StabilizerTrim ActuatorZone 310, Section 481 30,000 30,000 30,000 30,000 30,00027-41-I01Safety Rod, Horizontal StabilizerTrim ActuatorZone 310, Section 48118,75028-00-I01AAuxiliary Body FuelTanks InternalCorner AnglesOuter Angle around periphery ofForward Panel & Lower SidePanel Edges111,250(7)28-00-I01BAuxiliary Body Fuel Tank Inner Skin At Fastener Holes of PanelsConnecting to Diaphragms111,250(7)52-10-I02Passenger Doors Outer Skin andStructureOuter Skin Between Handle andWindow Cutouts2 40,000 40,000 40,000 40,000 40,000 25,00052-34-I03ALarge Cargo Door Latch SupportFrame FittingsLatch Cam Support Fitting LugBore2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)52-34-I03BLarge Cargo Door Latch SupportFrame Fitting (135W1191)Outer Chord2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)52-34-I05ALarge Cargo Door Latch FrameInner ChordSplice to Latch Support Fitting1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)52-34-I05BLarge Cargo Door Outer Skin atAttachment to Main HingesOuter Skin and Latch Frame OuterChord1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)52-37-I03ALarge Cargo Door Latch SupportFrame FittingsLatch Cam Support Fitting LugBore2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)52-37-I03BLarge Cargo Door Latch SupportFrame Fitting (135W1191)Outer Chord2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)52-37-I05ALarge Cargo Door Latch FrameInner ChordSplice to Latch Support Fitting1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)52-37-I05BLarge Cargo Door Outer Skin atAttachment to Main HingesOuter Skin and Latch Frame OuterChord1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-3752-38-I01Main Deck Cargo Door – Main LatchCam AssembliesMain Rotary Cam Latch – CamShaft1 18,750(7)52-38-I03AMain Deck Cargo Door – Latch Camand Roller Support FittingsLatch Cam Support Fitting LugBore2 25,000(7)52-38-I03BMain Deck Cargo Door – Latch Camand Roller Support FittingsLatch Cam Support Fitting – OuterChord2 25,000(7)52-38-I05AMain Deck Cargo Door – Latch Camand Roller Support FittingsLatch Cam Support Fitting – LatchFrame Inner Chord Splice to LatchSupport Fitting1 18,75052-38-I05BMain Deck Cargo Door – Skin andDoor StructureOuter Skin at Attachment to MainHinges: Outer Skin and LatchFrame Outer Chord.1 18,75053-00-I01Upper Lobe Skin Panels Entire Fuselage – Skin BS 132.5to BS 2150 Above WL 200 ExceptUnder Fairings2 40,000 40,000 40,000 40,000 40,00053-00-I02Lower Lobe Skin Panels Entire Fuselage – Skin BS 132.5to BS 2150 Below WL 200 ExceptUnder Fairings2 40,000 40,000 40,000 40,000 40,00053-00-I03Upper and Lower Lobe Skin Panels Sections 43, 46, 47 – Skin UnderFairings2 30,000 30,000 30,000 30,000 30,00053-10-I02ACrown Skin Antenna Installation –TCASBody Station 455.5 @ B.L. 02 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I02BACL Installation External Doubler Crown Skin STA 602, BL 0 UnderStringer2 30,000(8)30,000(8)30,000(8)30,000(7)53-10-I02CACL Installation External Doubler Crown Skin STA 602, BL 0 atCutout2 30,000(8)30,000(8)30,000(8)30,000(7)53-10-I02DCrown Skin Production ACLInstallationCrown Skin STA 602.5, BL 02 40,000 40,000 40,000 40,000 40,000 18,750AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-38777 MAINTENANCE PLANNING DATA53-10-I06Ground Maneuver CameraInstallationLower Lobe STA 604.06 @ BL 02 40,000 40,00053-10-I07ALongitudinal Skin Lap Splices InnerSkinTypical – All Section 41 LapSplices2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I07BLongitudinal Skin Lap Splices OuterSkinTypical – All Section 41 LapSplices2 40,000 40,000 40,000 40,000 40,000 25,00053-10-I09APassenger Entry Door #1 – Cutout Upper Corner @ STA 332.5 andLower Corner @ STA 3822 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I09BPassenger Entry Door #1 – Cutout Edge Frames @ STA 332.5 andSTA 3822 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I09CPassenger Entry Door #1 – Cutout Bear Strap2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I09DPassenger Entry Door #1 – CutoutUpper SillSta 309.5 to Sta 357.252 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I11AForward Large Cargo Door – Cutout Upper Corner @ STA 5012 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I11BFWD Large Cargo Door – CutoutOuter Chord – Upper SillBody Station 592 to 6131 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)53-10-I11CForward Large Cargo Door – Cutout Upper Sill, STA 487 to STA 5082 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I11DForward Large Cargo Door – Cutout Lower Sill, STA 592 to STA 6342 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I14Forward Equipment Bay AccessHatch Cutout StructureSTA 143.5 to 172.5 Forward ofNLG Well2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I16E/E Bay Access Hatch CutoutStructureSTA 360 to 382 Aft of NLG Well2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I18NO. 1 Crew Window CutoutStructureLower Window Sill, Left and Right2 40,000 40,000 40,000 40,000 40,000 25,000AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-3953-10-I20NO. 3 Crew Window CutoutStructureEF Window Post BetweenWindows 2 & 3, Left & Right2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I24NLG Well Top Panel STA 246.2 Step Beam at BL 01 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)53-10-I25WL 152 Beam (C/L 1 to 40) Nose Wheel Well Aft Bulkhead @STA 332.5 LBL and RBL 301 30,000(8)53-10-I25WL 152 Beam (C/L 41 and on) Nose Wheel Well Aft Bulkhead @STA 332.5 LBL and RBL 301 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)53-10-I26-1Nose Wheel Well Cutout Structure(C/L 1 to 40)Forward End of Cutout LBL 30 toRBL 302 40,000(8)53-10-I26-1Nose Wheel Well Cutout Structure(C/L 41 and on)Forward End of Cutout LBL 30 toRBL 302 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I26-2Nose Landing Gear Well Cutout(C/L 1 to 40)STA 332.5 Aft End of Cutout2 40,000(8)53-10-I26-2Nose Landing Gear Well Cutout(C/L 41 and on)STA 332.5 Aft End of Cutout2 40,000(8)40,000(8)40,000(8)53-10-I26-2Nose Landing Gear Well Cutout STA 332.5 Aft End of Cutout240,000(7)40,000(7)25,000(7)53-10-I29-1Nose Wheel Well Trunnion SupportFitting (C/L 1 to 40)BS 320.5, WL 121 to WL 133,Left & Right Side Free Flange2 40,000(8)53-10-I29-1Nose Wheel Well Trunnion SupportFitting (C/L 41 and on)BS 320.5, WL 121 to WL 133,Left & Right Side Free Flange2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-10-I29-2Nose Wheel Well Trunnion SupportFitting (C/L 1 to 40)BS 320.5, Left and Right Side,WL 181, Side Panel to Top PanelJoint2 40,000(8)53-10-I29-2Nose Wheel Well Trunnion SupportFitting (C/L 41 and on)BS 320.5, Left and Right Side,WL 181, Side Panel to Top PanelJoint2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-40777 MAINTENANCE PLANNING DATA53-10-I30NLG Drag Brace Fitting – Lug andBushing InterfaceSTA 260, WL 173, RBL/LBL 301 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)53-30-I01ACrown Panel Skin/Stringer CrackingUnder RadomeS-3L to S-3R, BS 755.5 to 8462 40,000 40,000 40,000 40,000 40,00053-30-I01BLongitudinal Skin Crack UnderRadomeBS 755.5 to 846, S-3L to S-3R2 30,000 30,000 30,000 30,000 30,00053-30-I01CLongitudinal Skin Crack UnderAntenna Attach Angle or Skin LugFittingsBS 755.5 to 846, BTWN S-3L andS-3R2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-30-I03Fuselage Skin adjacent to StrakeletAttach Fitting (L/N 1-218)STA 930 S-28 toS-30, STA 972S-27 to S-292 30,000(8)30,000(8)30,000(8)53-30-I03Fuselage Skin adjacent to StrakeletAttach Fitting (L/N 219 and on)STA 930 S-28 to S-30, STA 972S-27 to S-292 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-30-I05-1Fuselage Circumferential Skin/Stringer Splice, BS 1035 (L/N 75 –and on)Bulkhead Outer Chord1 30,000(8)30,000(8)30,000(7)18,750(7)53-30-I05-1Fuselage Circumferential Skin/Stringer SpliceBS 1035, Bulkhead Outer Chord130,000(8)30,000(7)53-30-I05-2Fuselage Circumferential Skin/Stringer Splice, BS 1035 (L/N 75 –and on)Stringer End Fasteners2 40,000(8)40,000(8)40,000(7)25,000(7)53-30-I05-2Fuselage Circumferential Skin/Stringer SpliceBS 1035, Stringer End Fasteners240,000(8)40,000(7)53-30-I05-3Fuselage Circumferential Skin/Stringer Splice, BS 1035 (L/N 75 –and on)Paddle Fitting End Fasteners2 40,000(8)40,000(8)40,000(7)25,000(7)53-30-I05-3Fuselage Circumferential Skin/Stringer SpliceBS 1035, Paddle Fitting EndFasteners240,000(8)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-4153-30-I06ALongitudinal Skin Lap Splices InnerSkin (L/N 1-422)Section 43 Lap Splices at S-142 30,000(8)30,000(8)30,000(8)53-30-I06ALongitudinal Skin Lap Splices InnerSkin (L/N 423 and on)Section 43 Lap Splices at S-142 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-30-I06ALongitudinal Skin Lap SplicesInner SkinAll Section 43 Lap Splices exceptS-142 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-30-I06BLongitudinal Skin Lap SplicesOuter Skin – Except Lower Row (S45)Typical – All Section 43 LapSplices2 40,000 40,000 40,000 40,000 40,000 25,00053-30-I12APassenger Entry Door #2 – Cutout Upper Corner @ STA 739 andLower Corner @ STA 788.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-30-I12BPassenger Entry Door #2 – Cutout Edge Frames @ STA 739 andSTA 788.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-30-I12CPassenger Entry Door #2 – Cutout Bear strap2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-30-I12DPassenger Entry Door #2 – CutoutUpper SillUpper Sill, STA 718 to STA 755.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-30-I12EPassenger Entry Door #2 – Cutout Lower Main Sill, STA 772 toSTA 8042 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-30-I13Passenger Entry Door #2 – CutoutDoor Stop Backup FittingFittings #7A & 8A, #1A & #2A,STA 788.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-40-I01Satcom Antenna – CircumferentialCracking with Broken StringerSTA 1077 to STA 1119 at Stringer10 to 121 30,000(8)30,000(8)53-40-I01Skin and Stringer at SATCOMantenna installationSTA 1077 to STA 1119 at Stringer10 to 12240,00053-40-I01Crown Panel, Skin and StringerSection 44At Skin to Stringer FastenerLocations225,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-42777 MAINTENANCE PLANNING DATA53-40-I03ALongitudinal Skin Lap Splices InnerSkin (L/N 1-450)Section 44 Lap Splices at S-142 30,000(8)30,000(8)40,000(8)40,000(7)53-40-I03ALongitudinal Skin Lap Splices InnerSkin (L/N 451 and on)Section 44 Lap Splices at S-142 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I03ALongitudinal Skin Lap SplicesInner SkinAll Section 44 Lap Splices exceptat S-142 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I03BLongitudinal Skin Lap SplicesOuter SkinTypical – All Section 44Lap Splices2 40,000 40,000 40,000 40,000 40,000 25,00053-40-I05Front Spar Side Fitting Inner ChordSpliceBS 1035, Upper Crown Splice atTop Centerline and Stringer 212 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I06-1Rear Spar Side Fitting Inner ChordSpliceBS 1245, Ring Frame Splice atStringer 12.5 and Stringer 212 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I06-2Rear Spar Side Fitting BS 1245, Inner Chord atStringer 262 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I06-3Rear Spar Side Fitting at Seat TrackAttachmentBS 1245 at Stringer 27, Fastenerin Inner Chord2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I07Aft Wheel Well Bulkhead InnerChord SpliceBS 1434, Upper Crown Slice atTop Centerline2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-40-I14APassenger Entry Overwing Door#3 CutoutUpper and Lower corners atSTA 1154 and 1204130,000(8)30,000(7)53-40-I14BPassenger Entry Overwing Door#3 CutoutEdge Frame Inner Chord and Webat STA 1154.4 and 1204240,000(8)40,000(7)53-40-I14CPassenger Entry Overwing Door#3 CutoutEdge Frame Inner Chord atSTA 1154.4 and 1204240,000(8)40,000(7)53-40-I14DPassenger Entry Overwing Door#3 CutoutEdge Frame Straps at STA 1154.4and 1204240,000(7)40,000(7)53-40-I14EPassenger Entry Overwing Door#3 Cutout Upper Main SillUpper Main Sill, STA 1140to 1180240,000(8)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-4353-50-I04-1Aft Wheel Well Bulkhead Side FittingInner Chord SpliceBS 1434, Splice at Stringer 212 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-50-I04-2Aft Wheel Well Bulkhead Side FittingOuter ChordBS 1434 From Stringer 28 toStringer 452 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-50-I04-3Aft Wheel Well Bulkhead Side FittingOuter ChordBS 1434 Lower Splice at Stringer35 Strap and Outer Chordat Fasteners2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-50-I04-4Aft Wheel Well Bulkhead Side FittingOuter ChordBS 1434 Lower Splice at Stringer35 Outer Chord at Fasteners1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)53-50-I04-5Aft Wheel Well Bulkhead HorizontalStiffeners (L/N 1-33)Horizontal Stiffeners at WL 109through 153, LBL5 – RBL52 30,000(8)53-50-I04-5Aft Wheel Well Bulkhead HorizontalStiffeners (L/N 34 and on)Horizontal Stiffeners at WL 109through 153, LBL5 – RBL52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-60-I01Crown Panel, Skin and StringerSection 46At Skin to Stringer FastenerLocations2 40,000(8)40,000(8)53-60-I01Crown Panel, Skin and StringerSection 46At Skin to Stringer FastenerLocations240,000(7)40,000(7)25,000(7)53-60-I06-1Fuselage Circumferential Skin/Stringer Splice (L/N 75 – and on)BS 1434, Bulkhead Outer Chord1 30,000(8)30,000(8)30,000(7)53-60-I06-1Fuselage Circumferential Skin/Stringer SpliceBS 1434, Bulkhead Outer Chord130,000(8)30,000(7)53-60-I06-1Fuselage Circumferential Skin/Stringer SpliceBS 1434, Bulkhead Outer Chord118,750(7)53-60-I06-2Fuselage Circumferential Skin/Stringer Splice (L/N 75 – and on)BS 1434, Stringer End Fasteners2 40,000(8)40,000(8)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-44777 MAINTENANCE PLANNING DATA53-60-I06-2Fuselage Circumferential Skin/Stringer SpliceBS 1434, Stringer End Fasteners2 40,000(8)40,000(7)53-60-I06-2Fuselage Circumferential Skin/Stringer SpliceBS 1434, Stringer End Fasteners2 25,000(7)53-60-I06-3Fuselage Circumferential Skin/Stringer Splice (L/N 75 – and on)BS 1434, Paddle Fitting EndFasteners2 40,000(8)40,000(8)40,000(7)53-60-I06-3Fuselage Circumferential Skin/Stringer SpliceBS 1434, Paddle Fitting EndFasteners240,000(8)40,000(7)53-60-I06-3Fuselage Circumferential Skin/Stringer SpliceBS 1434, Paddle Fitting EndFasteners225,000(7)53-60-I07ALongitudinal Skin Lap Splices InnerSkin (L/N 1-422)Section 46 Lap Splice at S-52 30,000(8)30,000(8)30,000(8)53-60-I07ALongitudinal Skin Lap Splices InnerSkin (L/N 423 and on)Section 46 Lap Splices at S-52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-60-I07ALongitudinal Skin Lap Splices InnerSkinAll Section 46 Lap Splices exceptat S-52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-60-I07BLongitudinal Skin Lap SplicesOuter SkinTypical – All Section 46 LapSplices2 40,000 40,000 40,000 40,000 40,000 25,00053-60-I12APassenger Entry Door #3 (-200)/#4(-300) – CutoutSection 46, Lower Corner @STA 1497 and Upper Corner @STA 1546.52 30,000(8)40,000(8)53-60-I12APassenger Entry Door #3 (-200IGW)CutoutSection 46, Lower Corner @STA 1497 and Upper Corner @STA 1546.51<= 7 Hrs,FLS, SeeFigure 1(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-4553-60-I12APassenger Entry Door #3 (-200LR)/#4 (-300ER) – CutoutSection 46, Lower Corner @STA 1497 and Upper Corner @STA 1546.52 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)53-60-I12APassenger Entry Door #3 (-200IGW/200LR) / #4 (-300ER) CutoutSection 46, Lower Corner @STA 1497 and Upper Corner @STA 1546.51 > 7 Hrs,FLS, SeeFigure 1(8)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)53-60-I12BPassenger Entry Door #3 (-200)/#4(-300) CutoutEdge Frames @ STA 1497 andSTA 1546.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I12CPassenger Entry Door #3 (-200)/#4(-300) CutoutBear Strap2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I12DPassenger Entry Door #3 (-200)/#4(-300) – CutoutUpper Main Sill, STA 1540 toSTA 15672 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I12EPassenger Entry Door #3 (-200)/#4(-300) – CutoutLower Main Sill, STA 1476 toSTA 1513.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I14ASmall Cargo Door – Cutout LowerMain SillBody Station 1678.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I14BSmall Cargo Door – Cutout UpperMain SillBody Station 1740 to 17692 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I14CSmall Cargo Door – Cutout InnerChord – Edge Frames – STA 1678.5and STA 1754.5Stringers at Door Stop Fittings2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I14DSmall Cargo Door – Cutout InnerChord – Edge Frames – STA 1678.5and STA 1754.5Stringers away from Door StopFittings2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I14ESmall Cargo Door – Cutout OuterChord – Edge Frames – STA 1678.5and STA 1754.5Stringers at Backup Fittings2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-46777 MAINTENANCE PLANNING DATA53-60-I14FSmall Cargo Door – Cutout Bear Strap2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-60-I16AAft Large Cargo Door – Cutout Upper Corner @ STA 17902 30,000(8)30,000(8)30,000(8)40,000(7)40,000(7)25,000(7)53-60-I16BAft Large Cargo Door – Cutout OuterChord – Upper SillBody Station 1683 to 16941 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)53-60-I16CAft Large Cargo Door – Upper MainSillSTA 1769 to STA 18112 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-60-I20AMain Deck Cargo Door – Cutout –CornersUpper Corner, STA 1790Upper Corner, STA 1637.5Lower Corner STA 1637.5118,750(7)53-60-I20DMain Deck Cargo Door – CutoutOuter Chord Upper SillBS 1648 – 1673 & BS 1756 –1780, S-6L118,750(7)53-70-I01Crown Panel, Skin and StringerSection 47At Skin to Stringer FastenerLocations225,000(7)53-70-I04ALongitudinal Skin Lap SplicesInner Skin (L/N 1-422)Section 47 Lap Splices at S-52 30,000(8)30,000(8)30,000(8)53-70-I04ALongitudinal Skin Lap SplicesInner Skin (L/N 423 and on)Section 47 Lap Splices at S-52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-70-I04ALongitudinal Skin Lap SplicesInner SkinAll Section 47 Lap Splices exceptat S-52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-70-I04BLongitudinal Skin Lap SplicesOuter SkinTypical – All Section 47 LapSplices2 40,000 40,000 40,000 40,000 40,000 25,00053-70-I07APassenger Entry Door #4 (-200)/#5(-300) – CutoutEdge Frames @ STA 2017 andSTA 20672 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-70-I07BPassenger Entry Door #4 (-200)/#5(-300) – CutoutBear Strap2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-4753-70-I07CPassenger Entry Door #4 (-200)/#5(-300) – CutoutSection 47, Upper Sill, STA 2050to STA 20872 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-70-I07DPassenger Entry Door #4 (-200)/#5(-300) – CutoutSection 47, Lower Sill, STA 2000to STA 20172 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)53-70-I09Bulk Cargo Door – Cutout EdgeFramesSTA 1895 from Stringer S-33R toS-40R, STA 1937 from Stringer S33R to S-35R2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-80-I13APressure Bulkhead at STA 2150;Sec 48 Lap Splice (L/N 1-3)(5 of 12Lap Splices)Gore Lap Splices – Web SurfaceHidden Crack Fastener Row atStiffener1 30,000(8)53-80-I13APressure Bulkhead at STA 2150;Sec 48 Lap Splice (L/N 1-422)Gore Lap Splices – Web SurfaceVisible Crack Fastener Row atStiffener2 30,000(8)30,000(8)30,000(8)53-80-I13APressure Bulkhead at STA 2150;Sec 48 Lap Splice (L/N 423 and on)Gore Lap Splices – Web SurfaceVisible Crack Fastener Row atStiffener2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-80-I13BPressure Bulkhead at STA 2150;Sec 48 Circumferential Crack in Webat Radial StiffenerEntire Dome Between Super TearStraps2 40,000 40,000 40,000 40,000 40,000 25,00053-80-I13CPressure Bulkhead, STA 2150,Dome Web Attachment to Y-Ring (L/N 1-422)Entire Dome Web BetweenStiffeners2 30,000(8)30,000(8)30,000(8)53-80-I13CPressure Bulkhead, STA 2150,Dome Web Attachment to Y-Ring (L/N 423 and on)Entire Dome Web BetweenStiffeners2 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-80-I14AStabilizer Pivot Bulkhead STA 2370Vertical Stiffener at BL 36.52 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-80-I14BStabilizer Pivot Bulkhead STA 2370– Vertical StiffenersLH/RH Upper/Lower corner ofcutout, BS 2370, LBL/RBL 15, WL230/2801 30,000 30,000 30,000 30,000 30,000 18,750AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-48777 MAINTENANCE PLANNING DATA53-80-I15Stabilizer Pivot Fitting Lug; Section48Station 23652 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)53-80-I17Jackscrew Support Fitting Lug Section 48 Fin Support –Station 22452 40,000(8)40,000(8)40,000(8)40,000(7)40,000(7)25,000(7)54-51-I02AAft Upper Spar Chord Splice (PW) Fasteners Common to the Chord,Splice and Side Skin from NSTA298-3081 30,000(8)30,000(8)30,000(8)54-51-I02DStrut Upper Spar (PW) Upper Spar Left and Right SidesFrom NSTA 245 – NSTA 2921 30,000(8)54-51-I02DStrut Upper Spar (PW) Upper Spar Left and Right SidesFrom NSTA 245 – NSTA 2921 30,000(8)54-51-I02DStrut Upper Spar (PW) Forward Chords between NSTA245 and 292 Left and Right1 30,000(8)54-51-I03BStrut Side Skin (PW) Cutoutat NSTA 317 to NSTA 330on Left and Right Side Skins1 30,000(8)54-51-I03BStrut Side Skin (PW) Cutoutat NSTA 317 to NSTA 330on Left and Right Side Skins1 <= 7 Hrs,FLS, SeeFigure 1(8)54-51-I03BStrut Side Skin (PW) Cutoutat NSTA 317 to NSTA 330on Left and Right Side Skins1 > 7 Hrs,FLS, SeeFigure 1(8)54-51-I03BStrut Side Skin (PW) Pressure Relief Door Cutoutbetween NSTA 317 and 3301 30,000(8)54-51-I04ALower Spar Chord (PW) Spar Chord from NSTA 242 toNSTA 2481 30,000(8)54-51-I04ALower Spar Chord (PW) Spar Chord from NSTA 242 toNSTA 2481 30,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-4954-51-I04ALower Spar (PW) Spar Chord from NSTA 242 toNSTA 2481 30,000(7)54-51-I04DLower Spar (PW) Fastener Locations on Lower SparCommon to Web and Chord,NSTA 261-2811 30,000(8)54-51-I04DLower Spar (PW) Fastener Locations on Lower SparCommon to Web and Chord,NSTA 261-281130,000(8)54-51-I04DLower Spar (PW)Fastener Locations on Lower SparCommon to Web and Chord,NSTA 261-281130,000(8)54-51-I04FLower Spar @ AEMB (PW)At Fasteners Common to Chord,Web, AEMB – Fwd and Aft of theMount Attach Holes1 30,000(8)54-51-I04FLower Spar @ AEMB (PW)At Fasteners Common to Chord,Web, AEMB – Fwd and Aft of theMount Attach Holes130,000(8)54-51-I04FStrut Lower Spar (PW)Spar Chord at Aft Engine MountBulkhead between NSTA 298and 310130,000(8)54-51-I05DForward Engine Mount Bulkhead(PW)Forward Flange @ 1.188 IN.Diameter GSE Holes, T = .451 30,000(8)54-51-I05DForward Engine Mount Bulkhead(PW)Forward Flange @ 1.188 IN.Diameter GSE Holes, T = .601 30,000(8)54-51-I05DForward Engine Mount Bulkhead(PW)Forward Flange at GSE Holes;T =.60130,000(8)54-51-I05DStrut Forward Engine MountBulkhead Assembly (PW)Front Flange at open GSE Holes130,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-50777 MAINTENANCE PLANNING DATA54-51-I08BStrut Aft Bulkhead (PW) At Fastener Common to the AftUpper Spar Fitting, WL 153.46 toWL 164.991 30,000(7)54-51-I09IPW4090 and PW4098 ForwardEngine Mount Assembly (PW)Forward Mount Thrust Link1 30,00054-51-I02BUpper Spar Bay 3 (GE) Upper Spar Between NSTA 230and NSTA 2451 30,000(8)<= 7 Hrs,FLS, SeeFigure 1(8)54-51-I02BUpper Spar Bay 3 (GE)Upper Spar Between NSTA 230and NSTA 2451> 7 Hrs,FLS, SeeFigure 1(8)54-51-I02EStrut Upper Spar Bay 5/6 at Cutout(GE)Upper Spar in Bay 5/6 at CutoutNSTA 268 to NSTA 2931 30,000(8)54-51-I02EStrut Upper Spar Bay 5/6 at Cutout(GE)Upper Spar in Bay 5/6 at CutoutNSTA 268 to NSTA 2931<= 7 Hrs,FLS, SeeFigure 1(8)54-51-I02EStrut Upper Spar Bay 5/6 at Cutout(GE)Upper Spar in Bay 5/6 at CutoutNSTA 268 to NSTA 2931> 7 Hrs,FLS, SeeFigure 1(8)54-51-I02FStrut Upper Spar Bay 5 at Cutout(GE)Side Skin in Bay 5 at CutoutNSTA 268 to NSTA 2771 30,000(8)54-51-I02FStrut Upper Spar Bay 5 at Cutout(GE)Side Skin in Bay 5 at CutoutNSTA 268 to NSTA 2771<= 7 Hrs,FLS, SeeFigure 1(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-5154-51-I02FStrut Upper Spar Bay 5 at Cutout(GE)Side Skin in Bay 5 at CutoutNSTA 268 to NSTA 2771 > 7 Hrs,FLS, SeeFigure 1(8)54-51-I02TStrut Upper Spar Bay 6 at Cutout(GE)Side Skin in Bay 6 at CutoutNSTA 283 to NSTA 2931 30,000(8)54-51-I02TStrut Upper Spar Bay 6 at Cutout(GE)Side Skin in Bay 6 at CutoutNSTA 283 to NSTA 2931 <= 7 Hrs,FLS, SeeFigure 1(8)54-51-I02TStrut Upper Spar Bay 6 at Cutout(GE)Side Skin in Bay 6 at Cutout NSTA283 to NSTA 2931 > 7 Hrs,FLS, SeeFigure 1(8)54-51-I02RUpper Spar (GE) Fasteners Common to UpperChord, Web, Frames, @NSTA213/230/245/265/280/2951 30,000(8)54-51-I02RUpper Spar (GE) Fasteners Common to UpperChord, Web, Frames, @NSTA213/230/245/265/280/2951 30,000(8)54-51-I02SUpper Spar (GE) Fastener Common to the UpperChord and Web Between Framesat NSTA 245 and NSTA 2651 30,000(7)30,000(7)54-51-I03BSide Skin Cutout (GE) SideSkin Cutout, NSTA 310 toNSTA 3251 30,000(8)<= 7 Hrs,FLS, SeeFigure 1(8)54-51-I03BSide Skin Cutout (GE) SideSkin Cutout, NSTA 310 toNSTA 3251 > 7 Hrs,FLS, SeeFigure 1(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-52777 MAINTENANCE PLANNING DATA54-51-I04ALower Spar Bay 3 (GE) Bay 3 Fasteners Common to theChord Between Frames atNSTA 230 and 2451 30,000(8)54-51-I04ALower Spar Bay 3 (GE) Bay 3 Fasteners Common to theChord Between Frames atNSTA 230 and 2451 <= 7 Hrs,FLS, SeeFigure 1(8)54-51-I04ALower Spar Bay 3 (GE) Bay 3 Fasteners Common to theChord Between Frames atNSTA 230 and 2451 > 7 Hrs,FLS, SeeFigure 1(8)54-51-I04BLower Outboard Spar Chord at AftEngine Mount Bulkhead (GE)Lower Spar at Aft Engine Mount,NSTA 303 to NSTA 3171 30,000(8)30,000(8)54-51-I04JLower Spar @ Cutout (GE)Bay 2 Fasteners Common to theChord and Web BetweenNSTA 212 and NSTA 2301 30,000(8)30,000(8)54-51-I04MLower Spar (GE)Frames NSTA 213, 230, 245, 265,280, and 295, LH and RH Sides1 30,000(8)54-51-I04MLower Spar (GE)Frame NSTA 213, 230, 245, 265,280, and 295, LH and RH Side130,000(8)54-51-I05AForward Engine Mount Bulkhead(GE)Tension Fitting Gusset atNSTA 186.651 30,000(8)30,000(8)54-51-I01iAft Upper Spar Fitting R4 (GE) Horizontal Flange First Fastener1> 7 Hrs,FLS, SeeFigure 1> 7 Hrs,FLS, SeeFigure 154-51-I02aStrut Upper Spar Bay 2 (GE)RH Web/Chord/Skin BetweenNS 213-230130,000(7)30,000(7)18,750(7)54-51-I02bStrut Upper Spar Bay 3 (GE)LH and RH Chord and Web,NSTA 232-240130,000(7)30,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-5354-51-I02BStrut Upper Spar Bay 3 (GE) LH and RH Chord and Web,NSTA 232-2401 18,750(7)54-51-I02cStrut Upper Spar Bay 3 (GE)Web Cutout at Sta 235-2401 30,000(7)30,000(7)54-51-I02eStrut Upper Spar Bay 5 (GE) Bay 5 Cutout Between NSTA 268and NSTA 2771 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I02eStrut Upper Spar Bay 5 (GE) Bay 5 Cutout Between NSTA 268and NSTA 2771 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I02eStrut Upper Spar Bay 5 (GE) Bay 5 Cutout Between NSTA 268and NSTA 2771 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I02eStrut Upper Spar Bay 5 (GE) Bay 5 Cutout Between NSTA 268and NSTA 2771 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I02fStrut Upper Spar Bay 6 (GE) Side Skin Between NSTA 281 andNSTA 2921 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I02fStrut Upper Spar Bay 6 (GE) Side Skin Between NSTA 281 andNSTA 2921 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-54777 MAINTENANCE PLANNING DATA54-51-I02fRHS Upper Spar Bay 6 (GE) Side Skin Between NSTA 281 andNSTA 2921 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I02fRHS Upper Spar Bay 6 (GE) Side Skin Between NSTA 281 andNSTA 2921 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I02iStrut Upper Spar (GE) Upper Chord Splice BetweenNSTA 305 and NSTA 3151 30,000(7)30,000(7)54-51-I02iStrut Upper Spar (GE) Upper Chord Splice BetweenNSTA 305 and NSTA 3151 FLS, SeeFigure 2(7)54-51-I02mStrut Upper Spar (GE) R3/R4 Fitting Inboard Flange1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I02mStrut Upper Spar (GE) R3/R4 Fitting Inboard Flange1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I02mStrut Aft Upper Spar (GE) R3/R4 Fitting Inboard Flange1 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I02mStrut Aft Upper Spar (GE) R3/R4 Fitting Inboard Flange1 > 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-5554-51-I02pStrut Upper Spar (GE) R1 Fitting Attachment NSTA 225to NSTA 2681 30,000(7)30,000(7)54-51-I02pPylon R1/Web Interface (GE) R1 Fitting – NSTA 188 toNSTA 3141 18,750(7)54-51-I02uPylon R1/Web Interface (GE) R1 Fitting – NSTA 188 toNSTA 3141 18,750(7)54-51-I02vPylon R1/Web Interface (GE) R1 Fitting – NSTA 188 toNSTA 3141 18,750(7)54-51-I02wPylon R1/Web Interface (GE) R1 Fitting – NSTA 188 toNSTA 314118,750(7)54-51-I02rUpper Spar Assembly (GE)Upper Spar Common to Frames/Bulkheads128,600(7)28,600(7)54-51-I02rUpper Spar Assembly (GE)Upper Spar Common to Frames/Bulkheads118,750(7)54-51-I02sUpper Spar Assembly (Bay 4) (GE) NSTA 245 to NSTA 264.61<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I02sUpper Spar Assembly (Bay 4) (GE) NSTA 245 to NSTA 264.61> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I02sUpper Spar Assembly (Bay 4) (GE) NSTA 245 to NSTA 265118,750(7)54-51-I03aSide Skin Cutout, Bay8 (GE)Cutout at Bay 81<= 7 Hrs,FLS, SeeFigure 2AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-56777 MAINTENANCE PLANNING DATA54-51-I03bSide Skin Cutout, Bay 8 (GE) NSTA 310 to NSTA 3251 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I03bSide Skin Cutout, Bay8 (GE) Cutout at Bay 81 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I03bSide Skin Cutout, Bay8 (GE) Cutout at Bay 81 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I03cSide Skin Cutout, Bay 8 (GE)NSTA 310 to NSTA 3251> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I03CSide Skin Cutout, Bay8 (GE)Cutout at Bay 81> 7 Hrs,FLS, SeeFigure 2(7)54-51-I03ePylon Side Skin (GE)Side Skin Between NSTA 267 andNSTA 278118,750(7)54-51-I03vPylon Side Skin (GE)Side Skin Between NSTA 267 andNSTA 278118,750(7)54-51-I03gStrut Side Skin Bay 4 (GE)NSTA 245 to NSTA 264.61<= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 1AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-5754-51-I03gStrut Side Skin Bay 4 (GE) NSTA 245 to NSTA 264.61 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I03gPylon Side Skin (GE) Side Skin Between NSTA 247 andNSTA 2631 18,750(7)54-51-I03wPylon Chord (GE) Upper Spar Chord BetweenNSTA 247 and NSTA 263118,750(7)54-51-I03xPylon Side Skin (GE)Side Skin Between NSTA 247 andNSTA 263118,750(7)54-51-I03iSide Skin Cutout (Bay 3) (GE)NSTA 230 to 2451<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I03iSide Skin Cutout (Bay 3) (GE)NSTA 230 to 2451> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I03IGE90-115B Side Skin Cutout (Bay3) (GE)NSTA 230 to NSTA 245118,750(7)54-51-I03jSide Skin Cutout (Bay 2) (GE)NSTA 213.5 to NSTA 2301<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I03jSide Skin Cutout (Bay 2) (GE)NSTA 213.5 to NSTA 2301> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-58777 MAINTENANCE PLANNING DATA54-51-I03jSide Skin Cutout Bay 2 (GE) NSTA 213.5 to NSTA 230.0, Skinand Upper Spar Chord1 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I03jSide Skin Cutout Bay 2 (GE) NSTA 213.5 to NSTA 230.0, Skinand Upper Spar Chord1 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I03kSide Skin Cutout (Bay 2) (GE) NSTA 213.5 to NSTA 2301 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I03kSide Skin Cutout Bay 2 (GE)NSTA 213.5 to NSTA 230.0, Skinand Upper Spar Chord1<= 7 Hrs,FLS, SeeFigure 2(7)54-51-I03kSide Skin Cutout Bay 2 (GE)NSTA 213.5 to NSTA 230.0, Skinand Upper Spar Chord1> 7 Hrs,FLS, SeeFigure 2(7)54-51-I03sStrut LH Side Skin Bay 4 (GE)NSTA 245 to NSTA 264.6, LHS1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I03sStrut LH Side Skin Bay 4 (GE)NSTA 245 to NSTA 264.6, LHS1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I03sBay 4 Upper Spar (GE)LHS NSTA 245 to NSTA 264118,750(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-5954-51-I04aStrut Lower Chord (GE) Bays 2 and 3 RH Chord/Web,NSTA at 213-2451 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I04aStrut Lower Chord (GE) Bays 2 and 3 RH Chord/Web,NSTA at 213-2451 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I04aLower Spar Bay 3 (GE) Lower Spar Between NSTA 230and 2451 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04aLower Spar Bay 3 (GE) Lower Spar Between NSTA 230and 2451 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I04bStrut Lower Chord Bay 3 (GE) LH Chord Between NSTA 230and 2451 > 7 Hrs,FLS, SeeFigure 1> 7 Hrs,FLS, SeeFigure 154-51-I04bStrut Lower Chord Bay 3 (GE) LH Chord Between NSTA 230and NSTA 2451 <= 7 Hrs,FLS, SeeFigure 254-51-I04bStrut Lower Chord Bay 3 (GE) LH Chord Between NSTA 230and NSTA 2451 > 7 Hrs,FLS, SeeFigure 254-51-I04cStrut Lower Spar (GE) Bay 3 Lower Spar Web Cutout1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-60777 MAINTENANCE PLANNING DATA54-51-I04cStrut Lower Spar (GE) Bay 3 Lower Spar Web Cutout1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I04dStrut Lower Spar (GE) Bays 5, 6 and 7 LH Chord/Web,NSTA 264-3091 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I04dPylon Lower Spar (GE) LH Chord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 FLS, SeeFigure 2(7)54-51-I04sPylon Side Skin (GE) LHChord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04sPylon Side Skin (GE) LHChord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I04ePylon Lower Spar (GE) RH Chord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04ePylon Lower Spar (GE) RH Chord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I04tPylon Side Skin (GE) RH Chord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 <= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-6154-51-I04tPylon Side Skin (GE) RH Chord/Skin/Web JointBetween NSTA 266 andNSTA 278.51 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I04fPylon Lower Spar (GE) Bay 5 Lwr Spar Web Cutout1 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04fPylon Lower Spar (GE) Bay 5 Lwr Spar Web Cutout1 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I04gStrut Lower Spar (GE)Chord at Aft Engine MountBulkhead NSTA 303 to NSTA 317130,000(7)30,000(7)18,750(7)54-51-I04hRHS Lower Spar Chord-Web-SkinJoint (GE)Bay 2, STA 213 to STA 2301<= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04hRHS Lower Spar Chord-Web-SkinJoint (GE)Bay 2, STA 213 to STA 2301> 7 Hrs,FLS, SeeFigure 2(7)54-51-I04jStrut Lower Spar (GE)Bays 2 and 3 LH ChordNSTA 213-2451<= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 154-51-I04jStrut Lower Spar (GE)Bays 2 and 3 LH ChordNSTA 213-2451> 7 Hrs,FLS, SeeFigure 1> 7 Hrs,FLS, SeeFigure 1AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-62777 MAINTENANCE PLANNING DATA54-51-I04jLHS Lower Spar Chord-web-skinJoint (GE)Bay 21 <= 7 Hrs,FLS, SeeFigure 254-51-I04jLHS Lower Spar Chord-web-skinJoint (GE)Bay 21 > 7 Hrs,FLS, SeeFigure 254-51-I04lStrut Lower Spar Bay 4 (GE) NSTA 245 to NSTA 264LHS andRHS Lower Spar1 30,000(7)30,000(7)54-51-I04lLower Spar Bay 4 (GE) NSTA 245 to NSTA 264LHS andRHS Lower Spar1<= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04lLower Spar Bay 4 (GE)NSTA 245 to NSTA 264LHS andRHS Lower Spar1> 7 Hrs,FLS, SeeFigure 2(7)54-51-I04uLower Spar Bay 4 (GE)NSTA 245 to NSTA 264LHS andRHS Lower Spar1<= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04uLower Spar Bay 4 (GE)NSTA 245 to NSTA 264LHS andRHS Lower Spar1> 7 Hrs,FLS, SeeFigure 2(7)54-51-I04mStrut Lower Spar (GE)Chord STA at Bulkhead1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-6354-51-I04mStrut Lower Spar (GE) Chord STA at Bulkhead1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 2(7)54-51-I04rStrut Lower Spar (GE) Bays 5, 6, and 7 NSTA 264-3091 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I04rLower Spar Chords/Web Bays 6-7(GE)Lower Spar Chord Joint BetweenNSTA 280 and NSTA 3081 <= 7 Hrs,FLS, SeeFigure 2(7)54-51-I04rLower Spar Chords/Web Bays 6-7(GE)Lower Spar Chord Joint BetweenNSTA 280 and NSTA 3081 > 7 Hrs,FLS, SeeFigure 2(7)54-51-I05aStrut Fwd Engine Mount Bulkhead(GE)Gusset Edge1 30,000(7)30,000(7)54-51-I05aStrut Fwd Engine Mount Bulkhead(GE)Gusset Upper Edge1 18,750(7)54-51-I05bStrut Fwd Engine Mount Bulkhead(GE)Tension Fitting1 30,000(7)30,000(7)54-51-I05bFwd Engine Mount Bulkhead (GE) Tension Fitting1 18,75054-51-I06aStrut Mid Bulkhead STA 295 (GE) Flange1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-64777 MAINTENANCE PLANNING DATA54-51-I06aStrut Mid Bulkhead STA 295 (GE) Flange1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 2(7)54-51-I06bStrut Mid Bulkhead STA 295 (GE) R1 Attachment Pad @ Bolt Hole1 30,000(7)30,000(7)18,750(7)54-51-I07aStrut Aft Engine Mount Bulkhead(GE)R1 Fitting Attachment1 30,000(7)30,000(7)54-51-I07aAft Engine Mount Bulkhead (GE) R1 Fitting Fastener Attachment118,750(7)54-51-I07bAft Engine Mount Bulkhead (GE) Engine Mount Tension Fitting118,75054-51-I07dStrut Aft Engine Mount Bulkhead(GE)Cutout Flange1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I07dStrut Aft Engine Mount Bulkhead(GE)Cutout Flange1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I07dStrut Aft Engine Mount Bulkhead(GE)Cutout Flange118,750(7)54-51-I08bAft Strut Bulkhead (GE)Aft Bulkhead from NWL 147 toNWL 1621<= 7 Hrs,FLS, SeeFigure 2(7)54-51-I08bAft Strut Bulkhead (GE)Aft Bulkhead from NWL 147 toNWL 1621> 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-6554-51-I08dAft Strut Bulkhead (GE) Forward Upper Flange NSTA325.331 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I08dAft Strut Bulkhead (GE) Forward Upper Flange NSTA325.331 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)54-51-I08dAft Strut Bulkhead (GE) Forward Upper Flange NSTA325.331 18,750(7)54-51-I02AUpper Spar Chord (RR) Upper Spar Chord Splice Plate atNSTA 313 to NSTA 3231 30,000(8)30,000(8)30,000(8)54-51-I02CForward Upper Spar (RR) UpperSpar at Frame/Bulkheads1 30,000(8)30,000(8)30,000(8)54-51-I02DForward Upper Spar (RR) Fasteners Common to the UpperChord and Web, NSTA 223 toNSTA 294, non-frame locations1 30,000(8)30,000(8)30,000(8)54-51-I04ALower Chord (RR) Lower Chord, Web at Aft EngineMount Attachment Bolt Holes atNSTA 307.7, 309.9, 313.3, and315.51 30,000(8)30,000(8)30,000(8)54-51-I04BAft Lower Chord at Aft Engine MountBulkhead (RR)Fasteners Common to Chord andWeb under Engine Mount Fitting,NSTA 305 to NSTA 3171 30,000(8)30,000(8)54-51-I04BAft Lower Spar Chord Under EngineMount Bulkhead (RR)Fasteners Common to Chord andWeb under Engine Mount Fitting,NSTA 305 to NSTA 3171 30,000(8)54-51-I05AForward Engine Mount Bulkhead(RR)Fwd Engine Mount BulkheadTension Fitting End Pad1 30,000(8)30,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-66777 MAINTENANCE PLANNING DATA54-51-I05AForward Engine Mount Bulkhead(RR)Fwd Engine Mount BulkheadTension Fitting End Pad1 30,000(8)54-51-I06AAft Engine Mount Bulkhead (RR) R1 Fitting Attach Tension Fitting1 30,000(8)54-51-I06AAft Engine Mount Bulkhead (RR) R1 Fitting Attach Tension Fitting1 30,000(8)54-51-I06AAft Engine Mount Bulkhead (RR) Upper Tension (Bathtub) FittingEnd Pad1 30,000(8)54-51-I07BStrut Aft Bulkhead (RR)At Fastener Common to the AftUpper Spar Fitting WL 148.26 toWL 159.29130,000(7)54-51-I07A,BAluminum Aft Strut Bulkhead (RR) At Fasteners Common to the AftUpper Spar from WL 148.26 toWL 159.29 and the TwoUppermost Fasteners Common tothe R2 Fitting130,000(7)54-51-I07A,BAluminum Aft Strut Bulkhead (RR) At Fastener Common to the AftUpper Spar from WL 148.26 to WL159.29 and the Two UppermostFasteners Common to the R2Fitting130,000(7)54-51-I07CAluminum Aft Strut Bulkhead (RR) Forward Upper FlangeNSTA 344.001<= 7 Hrs,FLS, SeeFigure 1(7)54-51-I07CAluminum Aft Strut Bulkhead (RR) Forward Upper FlangeNSTA 344.001> 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-6754-51-I07CAluminum Aft Strut Bulkhead (RR) Forward Upper FlangeNSTA 344.001 30,000(7)55-12-I03Upper Double Plus Chord HorizontalStabilizerBL 0.0 Skin/Stringer Splice1 30,000(8)30,000(8)30,000(8)55-12-I03Upper Double Plus Chord HorizontalStabilizerBL 0.0 Skin/Stringer Splice130,000(7)30,000(7)55-12-I03Upper Double Plus Chord HorizontalStabilizerBL 0.0 Skin/Stringer Splice118,750(7)55-12-I07Splice Fitting – F/S Upper ChordHorizontal StabilizerInboard Jackscrew AttachFastener at BL 4.21 30,000(8)30,000(8)30,000(8)55-12-I07Splice Fitting – F/S Upper ChordHorizontal StabilizerInboard Jackscrew AttachFastener at BL 4.2130,000(7)30,000(7)55-12-I07Splice Fitting – F/S Upper ChordHorizontal StabilizerInboard Jackscrew AttachFastener at BL 4.2118,750(7)55-17-I03APivot Fitting LugsBL +/- 42 and Pivot Hinge Line1 30,000(8)55-17-I03APivot Fitting LugsBL +/- 42 and Pivot Hinge Line130,000(8)55-17-I03APivot Fitting LugsBL +/- 42 and Pivot Hinge Line130,000(8)55-17-I03APivot Fitting LugsBL +/- 42 and Pivot Hinge Line130,000(7)30,000(7)55-17-I03APivot Fitting LugsBL +/- 42 and Pivot Hinge Line118,750(7)55-17-I03BPivot Fitting Straps (Both Pairs –Upper and Lower)BL +/- 42, WL 246 and 263,BS 23651 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)55-17-I03BPivot Fitting Straps Lower Strap BL +/- 42, WL 255, BS 2365118,750(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-68777 MAINTENANCE PLANNING DATA55-17-I03CPivot Fitting Pins Outer Pin BL 42 and Pivot Hinge Line1 30,000(8)55-17-I03CPivot Fitting Pins Outer Pin BL 42 and Pivot Hinge Line1 30,000(8)55-17-I03CPivot Fitting Pins Outer Pin BL 42 and Pivot Hinge Line1 30,000(8)55-17-I03CPivot Fitting Pins Outer Pin BL 42 and Pivot Hinge Line1 30,000(7)30,000(7)55-17-I03CPivot Fitting Pins Outer Pin BL 42 and Pivot Hinge Line1 18,750(7)55-18-I01Jackscrew Fitting, Lugs Dwg.182W7402Back-to-Back Lugs BL +/- 5.0WL 256.321 30,000(8)55-18-I01Jackscrew Fitting, Lugs Dwg.182W7402Back-to-Back Lugs BL +/- 5.0WL 256.321 30,000(8)55-18-I01Jackscrew Fitting, Lugs Dwg.182W7402Back-to-Back Lugs BL +/- 5.0WL 256.321 30,000(8)55-18-I01Jackscrew Fitting, Lugs Dwg.182W7402Back-to-Back Lugs BL +/- 5.0WL 256.321 30,000(7)30,000(7)55-18-I01Jackscrew Fitting, Lugs Dwg.182W7402Back-to-Back Lugs BL +/- 5.0WL 256.321 18,750(7)55-27-I03Elevator Actuator Fitting 183W1312,L/N 718 and on, and all retrofittedairplanesUpper Middle Flange1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)57-10-I02ASOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-Chord1 30,000(8)30,000(8)57-10-I02ASOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-Chord1 30,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-6957-10-I02ASOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-Chord1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-10-I02ASOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-Chord1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-10-I02ASide of Body Splice, Lower Surface Inboard and outboard flanges ofthe T-Chord at Stringer L-11 <= 7 Hrs,FLS, SeeFigure 2(7)57-10-I02ASide of Body Splice, Lower Surface Inboard and outboard flanges ofthe T-Chord at Stringer L-11 > 7 Hrs,FLS, SeeFigure 2(7)57-10-I02BSOB Splice, Lower Surface, T-Chord All Fasteners locations notcovered by splice plate1 30,000(8)30,000(8)57-10-I02BSOB Splice, Lower Surface, T-Chord All Fasteners locations notcovered by splice plate1 30,000(8)57-10-I02BSOB Splice, Lower Surface, T-Chord All Fasteners locations notcovered by splice plate1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-10-I02BSOB Splice, Lower Surface, T-Chord All Fasteners locations notcovered by splice plate1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-70777 MAINTENANCE PLANNING DATA57-10-I02BSide of Body Splice, Lower Surface Inspect at all fastener locationsnot covered by the splice plate1 <= 7 Hrs,FLS, SeeFigure 2(7)57-10-I02BSide of Body Splice, Lower Surface Inspect at all fastener locationsnot covered by the splice plate1 > 7 Hrs,FLS, SeeFigure 2(7)57-10-I02CSOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-chord @ Splice Plate(Str L1,L-10,L14,L-20 and L-23)1 30,000(8)30,000(8)57-10-I02CSOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-chord @ Splice Plate(Str L1,L-10,L14,L-20 and L-23)1 30,000(8)57-10-I02CSOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-chord @ Splice Plate(Str L1,L-10,L14,L-20 and L-23)1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-10-I02CSOB Splice, Lower Surface, T-Chord INBD and OBD Flanges ofT-chord @ Splice Plate(Str L1,L-10,L14,L-20 and L-23)1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-10-I02CSide of Body Splice, Lower Surface Inboard and Outboard flanges ofT-chord at splice plate locations(Str L1,L-10,L14,L-20 and L-23)1 <= 7 Hrs,FLS, SeeFigure 2(7)57-10-I02CSide of Body Splice, Lower Surface Inboard and Outboard flanges ofT-chord at splice plate locations(Str L1,L-10,L14,L-20 and L-23)1 > 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-7157-10-I03ASOB Splice, Front Spar, Chord Upper and Lower Front SparChords (INBD and OBD ofSOB rib)1 30,000(8)<= 7 Hrs,FLS, SeeFigure 1(8)57-10-I03ASOB Splice, Front Spar, Chord Upper and Lower Front SparChords (INBD and OBD ofSOB rib)1 > 7 Hrs,FLS, SeeFigure 1(8)57-10-I03ASOB Splice, Front Spar, Chord Upper and Lower Front SparChords (INBD and OBD ofSOB rib)1 30,000(8)57-10-I03ASOB Splice, Front Spar, Chord Upper and Lower Front SparChords (INBD and OBD ofSOB rib)1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-10-I03ASOB Splice, Front Spar, Chord Upper and Lower Front SparChords (INBD and OBD ofSOB rib)1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-10-I03ASide of Body Splice, Front Spar Chords, Front Spar Lower andUpper Chords (Inboard andOutboard of SOB rib)1 <= 7 Hrs,FLS, SeeFigure 2(7)57-10-I03ASide of Body Splice, Front Spar,ChordChords, Front Spar Lower andUpper Chords (Inboard andOutboard of SOB rib)1 > 7 Hrs,FLS, SeeFigure 2(7)57-10-I03BSide of Body Splice, Front Spar Skin, Front Spar Lower and UpperChords (Inboard and Outboard ofSOB rib)1 <= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-72777 MAINTENANCE PLANNING DATA57-10-I03BSide of Body Splice, Front Spar Skin, Front Spar Lower and UpperChords (Inboard and Outboard ofSOB rib)1 > 7 Hrs,FLS, SeeFigure 2(7)57-10-I04ASOB Splice, Rear Spar, Chord Upper and Lower Rear SparChords (INBD and OBD ofSOB rib)1 30,000(8)<= 7 Hrs,FLS, SeeFigure 1(8)57-10-I04ASOB Splice, Rear Spar, Chord Upper and Lower Rear SparChords (INBD and OBD ofSOB rib)1 > 7 Hrs,FLS, SeeFigure 1(8)57-10-I04ASOB Splice, Rear Spar, Chord Upper and Lower Rear SparChords (INBD and OBD ofSOB rib)130,000(8)57-10-I04ASOB Splice, Rear Spar, Chord Upper and Lower Rear SparChords (INBD and OBD ofSOB rib)1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-10-I04ASOB Splice, Rear Spar, Chord Upper and Lower Rear SparChords (INBD and OBD ofSOB rib)1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-10-I04ASide of Body Splice, Rear Spar Chords, Rear Spar Lower andUpper Chords (Inboard andOutboard of SOB rib)1<= 7 Hrs,FLS, SeeFigure 2(7)57-10-I04ASide of Body Splice, Rear Spar Chords, Rear Spar Lower andUpper Chords (Inboard andOutboard of SOB rib)1> 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-7357-10-I04BSide of Body Splice, Rear Spar Skin, Rear Spar Lower and UpperChords (Inboard and Outboard ofSOB rib)1 <= 7 Hrs,FLS, SeeFigure 2(7)57-10-I04BSide of Body Splice, Rear Spar Skin, Rear Spar Lower and UpperChords (Inboard and Outboard ofSOB rib)1 > 7 Hrs,FLS, SeeFigure 2(7)57-12-I02-1Body Chord Inspection at Stringer 36to 41Front Spar Bulkhead, Station1035, Stringer 36 to 411 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)57-12-I02-2Body Chord Inspection at SplicePlateFront Spar Bulkhead, Station 1035Stringer 38 to 391 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)18,750(7)57-15-I01AWing Center Section (WCS), LowerPanel Typical StringerTypical stringer on Lower Panel(WCS from SOB to SOB)2 40,000 40,00057-15-I01AWing Center Section (WCS), LowerPanel Typical StringerTypical stringer on Lower Panel(WCS from SOB to SOB)2 40,00057-15-I01AWing Center Section (WCS), LowerPanel Typical StringerTypical stringer on Lower Panel(WCS from SOB to SOB)2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-15-I01AWing Center Section (WCS), LowerPanel Typical StringerTypical stringer on Lower Panel(WCS from SOB to SOB)2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-15-I01AWing Center Section – Lower Panel– Typical StringerAll WCS Lower Panel TypicalStringers from SOB to SOB2 <= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-74777 MAINTENANCE PLANNING DATA57-15-I01AWing Center Section – Lower Panel– Typical StringerAll WCS Lower Panel TypicalStringers from SOB to SOB2 > 7 hrsFLS, SeeFigure 257-15-I01BWing Center Section (WCS), LowerPanel Splice StringerSplice stringer on Lower Panel(WCS @ L10,L14, L20 from SOBto SOB)2 40,000 40,000 40,00057-15-I01BWing Center Section (WCS), LowerPanel Splice StringerSplice stringer on Lower Panel(WCS @ L10,L14, L20 from SOBto SOB)2<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-15-I01BWing Center Section – Lower Panel– Splice StringerAll WCS Lower Panel SpliceStringers2<= 7 Hrs,FLS, SeeFigure 2(7)57-15-I01BWing Center Section – Lower Panel– Splice StringerAll WCS Lower Panel SpliceStringers2> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 2(7)57-15-I01CWing Center Section (WCS), LowerRear Spar Chord, Lower ChordRear Spar Lower Chord(WCS from SOB to SOB)2 40,00057-15-I01CWing Center Section (WCS), LowerRear Spar Chord, Lower ChordRear Spar Lower Chord(WCS from SOB to SOB)2<= 7 Hrs,FLS, SeeFigure 1(8)57-15-I01CWing Center Section (WCS), LowerRear Spar Chord, Lower ChordRear Spar Lower Chord(WCS from SOB to SOB)2> 7 hrsFLS, SeeFigure 1(8)57-15-I01CWing Center Section (WCS), LowerRear Spar Chord, Lower ChordRear Spar Lower Chord(WCS from SOB to SOB)240,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-7557-15-I01CWing Center Section (WCS), LowerRear Spar Chord, Lower ChordRear Spar Lower Chord(WCS from SOB to SOB)2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-15-I01CWing Center Section (WCS), LowerRear Spar Chord, Lower ChordRear Spar Lower Chord(WCS from SOB to SOB)2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-15-I01CWing Center Section – Lower PanelRear Spar Lower ChordChord, WCS Lower Panel RearSpar Chord from SOB to SOB2 <= 7 Hrs,FLS, SeeFigure 2(7)57-15-I01CWing Center Section – Lower PanelRear Spar Lower ChordChord, WCS Lower Panel RearSpar Chord from SOB to SOB2 > 7 Hrs,FLS, SeeFigure 2(7)57-15-I01DWing Center Section (WCS), LowerRear Spar Chord, Lower SkinRear Spar Lower Chord(WCS from SOB to SOB)2 40,00057-15-I01DWing Center Section (WCS), LowerRear Spar Chord, Lower SkinRear Spar Lower Chord(WCS from SOB to SOB)2 <= 7 Hrs,FLS, SeeFigure 157-15-I01DWing Center Section (WCS), LowerRear Spar Chord, Lower SkinRear Spar Lower Chord(WCS from SOB to SOB)2 > 7 hrsFLS, SeeFigure 157-15-I01DWing Center Section (WCS), LowerRear Spar Chord, Lower SkinRear Spar Lower Chord(WCS from SOB to SOB)2 40,000(8)57-15-I01DWing Center Section (WCS), LowerRear Spar Chord, Lower SkinRear Spar Lower Chord(WCS from SOB to SOB)2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-76777 MAINTENANCE PLANNING DATA57-15-I01DWing Center Section (WCS), LowerRear Spar Chord, Lower SkinRear Spar Lower Chord(WCS from SOB to SOB)2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-15-I01DWing Center Section – Lower PanelRear Spar Lower ChordSkin, WCS Lower Panel RearSpar Chord from SOB to SOB2 <= 7 Hrs,FLS, SeeFigure 2(7)57-15-I01DWing Center Section – Lower PanelRear Spar Lower ChordSkin, WCS Lower Panel RearSpar Chord from SOB to SOB2 > 7 Hrs,FLS, SeeFigure 2(7)57-15-I01EWing Center Section (WCS), LowerPanel Keel Beam Chord, Lower SkinLower Skin at Rear Spar Chord/Keel Attachment(LBL 15 toRBL 15)1 30,00057-15-I01EWing Center Section (WCS), LowerPanel Keel Beam Chord, Lower SkinLower Skin at Rear Spar Chord/Keel Attachment(LBL 15 toRBL 15)1 <= 7 Hrs,FLS, SeeFigure 1(8)57-15-I01EWing Center Section (WCS), LowerPanel Keel Beam Chord, Lower SkinLower Skin at Rear Spar Chord/Keel Attachment(LBL 15 toRBL 15)1 > 7 Hrs,FLS, SeeFigure 1(8)57-15-I01EWing Center Section (WCS), LowerPanel Keel Beam Chord, Lower SkinLower Skin at Rear Spar Chord/Keel Attachment(LBL 15 toRBL 15)1 30,000(8)57-15-I01EWing Center Section (WCS), LowerPanel Keel Beam Chord, Lower SkinLower Skin at Rear Spar Chord/Keel Attachment(LBL 15 toRBL 15)1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-7757-15-I01EWing Center Section (WCS), LowerPanel Keel Beam Chord, Lower SkinLower Skin at Rear Spar Chord/Keel Attachment(LBL 15 toRBL 15)1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-15-I01EWing Center Section Lower Panel –Keel Beam Chord AttachmentSkin, WCS Lower Panel KeelBeam Chord Attachment at theRear Spar Chord1 <= 7 Hrs,FLS, SeeFigure 2(7)57-15-I01EWing Center Section Lower Panel –Keel Beam Chord AttachmentSkin, WCS Lower Panel KeelBeam Chord Attachment at theRear Spar Chord1 > 7 Hrs,FLS, SeeFigure 2(7)57-15-I01FWing Center Section (WCS), LowerPanel Keel Beam Chord, LowerChordRear Spar Chord at KeelAttachment (LBL 15 to RBL 15)2 40,000(8)40,000(8)57-15-I01FWing Center Section, Lower Panel –Keel Beam Chord, Lower ChordRear Spar Chord at KeelAttachment (LBL 15 to RBL 15)2 40,000(8)57-15-I01FWing Center Section, Lower Panel –Keel Beam Chord, Lower ChordRear Spar Chord at KeelAttachment (LBL 15 to RBL 15)2 40,000 40,00057-15-I01FWing Center Section Lower Panel –Keel Beam Chord AttachmentChord, WCS Lower Panel KeelBeam Chord Attachment at theRear Spar Chord2 <= 7 Hrs,FLS, SeeFigure 2(7)57-15-I01FWing Center Section Lower Panel –Keel Beam Chord AttachmentChord, WCS Lower Panel KeelBeam Chord Attachment at theRear Spar Chord2 > 7 hrsFLS, SeeFigure 257-15-I01GWing Center Section (WCS) LowerFront Spar Chord Lower ChordFront Spar Lower Chord (WCSfrom BL 67 to BL103)2 40,000 40,000 40,000 40,000 40,000AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-78777 MAINTENANCE PLANNING DATA57-20-I01AWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Attachment from SOBto Rib 12 (Mid Rib)2 40,000(8)<=7hrsFLS SeeFigure 1(8)57-20-I01AWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Attachment from SOBto Rib 12 (Mid Rib)2 >7hrsFLS SeeFigure 1(8)57-20-I01AWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Attachment from SOBto Rib 12 (Mid Rib)2 40,000(8)57-20-I01AWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Attachment from SOBto Rib 15 (Mid Rib)2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01AWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Attachment from SOBto Rib 15 (Mid Rib)2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01AWing Outboard – Lower Panel RearSpar Lower ChordChord, O/B Wing Lower PanelRear Spar Chord from SOB to Rib15 except at Ribpost locations2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01AWing Outboard – Lower Panel RearSpar Lower ChordChord, O/B Wing Lower PanelRear Spar Chord from SOB to Rib15 except at Ribpost locations2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01BWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Chord Attachment fromRib 15 to Wingtip (Mid Rib)2 <= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 1AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-7957-20-I01BWing Outboard, Typical Rear SparAttachment, Lower ChordRear Spar Chord Attachment fromRib 15 to Wingtip (Mid Rib)2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01BWing Outboard – Lower Panel RearSpar Lower ChordChord, O/B Wing Lower PanelRear Spar Chord from SOB to Rib15 except at Ribpost locations2 <= 7 Hrs,FLS, SeeFigure 257-20-I01BWing Outboard – Lower Panel RearSpar Lower ChordChord, O/B Wing Lower PanelRear Spar Chord from SOB to Rib15 except at Ribpost locations2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01CWing Outboard, Typical Rear SparAttachment, Lower SkinRear Spar Chord Attachment atTrailing Edge fairing locations2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01CWing Outboard, Typical Rear SparAttachment, Lower SkinRear Spar Chord Attachment atTrailing Edge fairing locations2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01CWing Outboard – Lower Panel RearSpar Lower ChordSkin, O/B Wing Lower Panel RearSpar Chord at the trailing edgefairing locations2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01CWing Outboard – Lower Panel RearSpar Lower ChordSkin, O/B Wing Lower Panel RearSpar Chord at the trailing edgefairing locations2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01DWing Outboard, Typical SpliceStringerStringer L10-L14 from SOB to Rib36, L20 From Rib 8 to Rib 182 40,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-80777 MAINTENANCE PLANNING DATA57-20-I01DWing Outboard, Typical SpliceStringerStringer L10-L14 from SOB to Rib36, L20 From Rib 8 to Rib 182 <= 7 Hrs,FLS, SeeFigure 157-20-I01DWing Outboard, Typical SpliceStringerStringer L10-L14 from SOB to Rib36, L20 From Rib 8 to Rib 182 > 7 hrsFLS, SeeFigure 157-20-I01DWing Outboard, Typical SpliceStringerStringer L10-L14 from SOB to Rib36, L20 From Rib 8 to Rib 182 40,000(8)57-20-I01EWing Outboard, Typical SpliceStringerStringer L10-L14 at Nacelle Fittingand Dry Bay Locations2<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01EWing Outboard, Typical SpliceStringerStringer L10-L14 at Nacelle Fittingand Dry Bay Locations2> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01EOutboard Wing – Lower Panel SpliceStringerO/B Wing Lower Splice Stringersat the nacelle fairing and dry baylocations2<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01EOutboard Wing – Lower Panel SpliceStringerO/B Wing Lower Splice Stringersat the nacelle fairing and dry baylocations2> 7 Hrs,FLS, SeeFigure 2(7)57-20-I01FWing Outboard, Typical SpliceStringerStringer L1 0- L14 at NacelleFitting, and L10 at Rib 30, 21and 122 40,000(8)57-20-I01FWing Outboard, Typical SpliceStringerStringer L10 - L14 at NacelleFitting, and L10 at Rib 30, 21and 122<= 7 Hrs,FLS, SeeFigure 1(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-8157-20-I01FWing Outboard, Typical SpliceStringerStringer L10 - L14 at NacelleFitting, and L10 at Rib 30, 21and 122 > 7 Hrs,FLS, SeeFigure 1(8)57-20-I01GWing Outboard, Lower Panel RearSpar Chord, Lower ChordRear Spar Chord Attachment fromSOB to Rib 12 at Rib Post1 30,000(8)<= 7 Hrs,FLS, SeeFigure 1(8)57-20-I01GWing Outboard, Lower Panel RearSpar Chord, Lower ChordRear Spar Chord Attachment fromSOB to Rib 12 at Rib Post1 > 7 Hrs,FLS, SeeFigure 1(8)57-20-I01GWing Outboard, Lower Panel RearSpar Chord, Lower ChordRear Spar Chord Attachment fromSOB to Rib 12 at Rib Post1 30,000(8)57-20-I01GWing Outboard, Lower Panel RearSpar Chord, Lower ChordRear Spar Chord Attachment fromSOB to Rib 15 at Rib Post1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01GWing Outboard, Lower Panel RearSpar Chord, Lower ChordRear Spar Chord Attachment fromSOB to Rib 15 at Rib Post1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01GWing Outboard, Lower Panel RearSpar Lower ChordO/B Wing Lower Panel Rear SparChord from Rib 15 to wingtip at allribpost locations1 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01GWing Outboard, Lower Panel RearSpar Lower ChordO/B Wing Lower Panel Rear SparChord from Rib 15 to wingtip at allribpost locations1 > 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-82777 MAINTENANCE PLANNING DATA57-20-I01HWing Outboard, Lower Panel RearSpar Chord, Lower ChordSkin and Rear Spar WebAttachment from Rib 15 to Wingtipat Rib Post1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01HWing Outboard, Lower Panel RearSpar Chord, Lower ChordSkin and Rear Spar WebAttachment from Rib 15 to Wingtipat Rib Post1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01HWing Outboard, Lower Panel FrontSpar Lower ChordO/B Wing Lower Panel Front SparChord from Rib 15 to wingtip at allribpost locations1 18750<= 7 Hrs(7)57-20-I01HWing Outboard, Lower Panel FrontSpar Lower ChordO/B Wing Lower Panel Front SparChord from Rib 15 to wingtip at allribpost locations118750> 7 Hrs(7)57-20-I01JWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentat Nacelle Fitting1 30,000(8)30,000(8)57-20-I01JWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentat Nacelle Fitting130,000(8)57-20-I01JWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentat Nacelle Fitting1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01JWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentat Nacelle Fitting1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01JWing Outboard, Lower Panel FrontSpar Lower ChordChord, O/B Wing Lower PanelFront Spar Chord at the nacellefitting attachment locations1<= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-8357-20-I01JWing Outboard, Lower Panel FrontSpar Lower ChordChord, O/B Wing Lower PanelFront Spar Chord at the nacellefitting attachment locations1 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01KWing Outboard, Lower Panel FrontSpar Chord, Lower SkinSkin to F/Spar Chord Attachmentat Nacelle Fitting1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01KWing Outboard, Lower Panel FrontSpar Chord, Lower SkinSkin to F/Spar Chord Attachmentat Nacelle Fitting1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01KWing Outboard, Lower Panel FrontSpar Lower ChordSkin, O/B Wing Lower Panel FrontSpar Chord at the nacelle fittingattachment locations1 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01KWing Outboard, Lower Panel FrontSpar Lower ChordSkin, O/B Wing Lower Panel FrontSpar Chord at the nacelle fittingattachment locations1 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01L1Wing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentfrom SOB to Wingtip exceptbetween Rib 30 to 44 and atNacelle Fitting and Rib Post2 <= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 157-20-I01L2Wing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentfrom Rib 30 to Rib 44, except atRib Post2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-84777 MAINTENANCE PLANNING DATA57-20-I01LWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentfrom SOB to Wingtip except atNacelle Fitting Attachment andRib Post2> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01LWing Outboard, Lower Panel FrontSpar Lower ChordChord, O/B Wing Lower PanelFront Spar Chord from SOB toWingtip except at ribpost locations2<= 7 Hrs,FLS, SeeFigure 257-20-I01LWing Outboard, Lower Panel FrontSpar Lower ChordChord, O/B Wing Lower PanelFront Spar Chord from SOB toWingtip except at ribpost locations2> 7 Hrs,FLS, SeeFigure 2(7)57-20-I01MWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentfrom SOB to Wingtip at all RibPost1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01MWing Outboard, Lower Panel FrontSpar Chord, Lower ChordSkin to F/Spar Chord Attachmentfrom SOB to Wingtip at all RibPost1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01MWing Outboard, Lower Panel FrontSpar Lower ChordChord, O/B Wing Lower PanelFront Spar Chord from SOB toWingtip at all ribpost locations1<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01MWing Outboard, Lower Panel FrontSpar Lower ChordChord, O/B Wing Lower PanelFront Spar Chord from SOB toWingtip at all ribpost locations1> 7 Hrs,FLS, SeeFigure 2(7)57-20-I01NWing Outboard, MLG Beam SupportFitting, Mid Rib, Lower SkinWing Skin Tab-Out btwn Ribs 11and 12 at MLG Beam SupportFitting2 40,000(8)40,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-8557-20-I01NWing Outboard, MLG Beam SupportFitting, Mid Rib, Lower SkinWing Skin Tab-Out btwn Ribs 11and 12 at MLG Beam SupportFitting2 40,000(8)57-20-I01NWing Outboard, MLG Beam SupportFitting, Mid Rib, Lower SkinWing Skin Tab-Out btwn Ribs 11and 12 at MLG Beam SupportFitting2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01NWing Outboard, MLG Beam SupportFitting, Mid Rib, Lower SkinWing Skin Tab-Out btwn Ribs 11and 12 at MLG Beam SupportFitting2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01NLower Panel – MLG Beam OutboardSupport Fitting AttachmentAll fastener locations common tothe O/B Wing Lower Panel Skintab and the MLG Beam OutboardSupport Fitting2<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01NLower Panel – MLG Beam OutboardSupport Fitting AttachmentAll fastener locations common tothe O/B Wing Lower Panel Skintab and the MLG Beam OutboardSupport Fitting2> 7 Hrs,FLS, SeeFigure 2(7)57-20-I01PWing Outboard, Typical StringerAttachment at Nacelle FTGTypical stringers at Nacelle Fittinglocations2 40,000(8)<= 7 Hrs,FLS, SeeFigure 1(8)57-20-I01PWing Outboard, Typical StringerAttachment at Nacelle FTGTypical stringers at Nacelle Fittinglocations2> 7 Hrs,FLS, SeeFigure 1(8)57-20-I01PWing Outboard, Typical StringerAttachment at Nacelle FTGTypical stringers at Nacelle Fittinglocations240,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-86777 MAINTENANCE PLANNING DATA57-20-I01PWing Outboard, Typical StringerAttachment at Nacelle FTGTypical stringers at Nacelle Fittinglocations2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01PWing Outboard, Typical StringerAttachment at Nacelle FTGTypical stringers at Nacelle Fittinglocations2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01POutboard Wing – Lower PanelTypical Skin-Stringer AttachmentO/B Wing Lower Panel TypicalStringers at Nacelle FairingLocation2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01POutboard Wing – Lower PanelTypical Skin-Stringer AttachmentO/B Wing Lower Panel TypicalStringers at Nacelle FairingLocation2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01QWing Outboard, Typical Rail Stringerat Access DoorTypical Rail Stringers at Accessdoor from SOB to Wingtip exceptat Nacelle Fairing2 40,00057-20-I01QWing Outboard, Typical Rail Stringerat Access DoorTypical Rail Stringers at Accessdoor from SOB to Wingtip exceptat Nacelle Fairing2 > 7 hrsFLS, SeeFigure 1> 7 hrsFLS, SeeFigure 157-20-I01QOutboard Wing – Lower PanelTypical Attachment at Access Door/HoleStringer, O/B Wing Lower PanelRail Stringer from SOB to Wingtipexcept at the nacelle fairing2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01QOutboard Wing – Lower PanelTypical Attachment at Access Door/HoleStringer, O/B Wing Lower PanelRail Stringer from SOB to Wingtipexcept at the nacelle fairing2 > 7 hrsFLS, SeeFigure 2AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-8757-20-I01RWing Outboard, Typical Rail Stringerat Access DoorTypical Rail Stringers at Accessdoor at Nacelle Fairing2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I01RWing Outboard, Typical Rail Stringerat Access DoorTypical Rail Stringers at Accessdoor at Nacelle Fairing2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I01ROutboard Wing – Lower PanelTypical Attachment at Access Door/HoleStringer, O/B Wing Lower PanelRail Stringer at the Nacelle Fairing2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01ROutboard Wing – Lower PanelTypical Attachment at Access Door/HoleStringer, O/B Wing Lower PanelRail Stringer at the Nacelle Fairing2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I01SOutboard Wing – Lower Panel Spliceat Rib 46Fastener locations (inboard andoutboard of Rib 46) common tothe Lower Rib Chord and LowerRear Spar Chord2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I01SOutboard Wing – Lower Panel Spliceat Rib 46Fastener locations (inboard andoutboard of Rib 46) common tothe Lower Rib Chord and LowerRear Spar Chord2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 2(7)57-20-I01TOutboard Wing – Lower Panel Spliceat Rib 46Fastener locations (inboard andoutboard of Rib 46) common tothe Lower Rib Chord and PaddleFittings1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-88777 MAINTENANCE PLANNING DATA57-20-I01TOutboard Wing – Lower Panel Spliceat Rib 46Fastener locations (inboard andoutboard of Rib 46) common tothe Lower Rib Chord and PaddleFittings1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 2(7)57-20-I02AWing Outboard, Upper Panel, MLGBeam Support Fitting, Upper SkinFastener locations C/T UpperPanel Skin Tab and MLG BeamSPRT FTG2 40,000(8)40,000(8)40,000(8)57-20-I02AWing Outboard, Upper Panel, MLGBeam Support Fitting, Upper SkinFastener locations C/T UpperPanel Skin Tab and MLG BeamSPRT FTG240,000(7)40,000(7)57-20-I02AUpper Panel – MLG Beam OutboardSupport Fitting AttachmentFastener locations common to theO/B Wing Upper panel Skin Taband the MLG Beam OutboardSupport Fitting2<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I02AUpper Panel – MLG Beam OutboardSupport Fitting AttachmentFastener locations common to theO/B Wing Upper panel Skin Taband the MLG Beam OutboardSupport Fitting2> 7 Hrs,FLS, SeeFigure 2(7)57-20-I02BWing Outboard, Upper Panel, FrontSpar Upper ChordF/Spar Upper Chord from Rib 8 toRib 11 (MidRib)2 40,000 <= 7 Hrs,FLS, SeeFigure 140,00057-20-I02BWing Outboard, Upper Panel, FrontSpar Upper ChordF/Spar Upper chords from SOB toWingtip (MidRib)2> 7 Hrs,FLS, SeeFigure 157-20-I02BWing Outboard, Upper Panel, FrontSpar Upper ChordF/Spar Upper Chord from Rib 7 toRib 11 (MidRib)2<= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 1AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-8957-20-I02BWing Outboard, Upper Panel, FrontSpar Upper ChordF/Spar Upper chords from SOB toWingtip at Mid Rib except at F/Spar Splice between Rib 43 andRib 442> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I02BWing Outboard – Upper Panel, FrontSpar Upper ChordO/B Wing Upper Panel Front SparChord from SOB to Wingtip exceptat Ribpost locations2> 7 Hrs,FLS, SeeFigure 2(7)57-20-I02CWing Outboard, Upper Panel, FrontSpar Upper ChordFront Spar Upper chords fromSOB to Wingtip at Rib PostLocation1<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I02CWing Outboard, Upper Panel, FrontSpar Upper ChordFront Spar Upper chords fromSOB to Wingtip at Rib PostLocation1> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I02CWing Outboard, Upper Panel, FrontSpar Upper ChordO/B Wing Upper Panel Front SparChord from SOB to Wingtip at allRibpost Locations1<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I02CWing Outboard, Upper Panel, FrontSpar Upper ChordO/B Wing Upper Panel Front SparChord from SOB to Wingtip at allRibpost Locations1> 7 Hrs,FLS, SeeFigure 2(7)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip at Rib Post Location1 30,000(8)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip at Rib Post Location1<= 7 Hrs,FLS, SeeFigure 1(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-90777 MAINTENANCE PLANNING DATA57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip at Rib Post Location1 > 7 Hrs,FLS, SeeFigure 1(8)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip at Rib Post Location1 30,000(7)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip at Rib Post Location1 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip at Rib Post Location1 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordO/B Wing Upper Panel Rear SparChord from SOB to Wingtip at allRibpost Locations1 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I02DWing Outboard, Upper Panel, RearSpar Upper ChordO/B Wing Upper Panel Rear SparChord from SOB to Wingtip at allRibpost Locations1 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I02EWing Outboard, Upper Panel, RearSpar Upper Chord, Upper SkinRear Spar Upper Chord fromRib 8 to Rib 122 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I02EWing Outboard, Upper Panel, RearSpar Upper ChordO/B Wing Upper Panel Rear SparChord from Rib 8 to Rib 12 only2 <= 7 Hrs,FLS, SeeFigure 2AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-9157-20-I02EWing Outboard, Upper Panel, RearSpar Upper ChordO/B Wing Upper Panel Rear SparChord from Rib 8 to Rib 12 only2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I02FWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord fromRib 8 to Rib 11 (Mid Rib)2 40,000 <= 7 Hrs,FLS, SeeFigure 140,00057-20-I02FWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip (Mid Rib)2 > 7 Hrs,FLS, SeeFigure 157-20-I02FWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from Rib7 to Rib 11 (Mid Rib)2 <= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 157-20-I02FWing Outboard, Upper Panel, RearSpar Upper ChordRear Spar Upper Chord from SOBto Wingtip (Mid Rib)2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I02FWing Outboard, Upper Panel, RearSpar Upper ChordO/B Wing Upper Panel Rear SparChord from SOB to Wingtip exceptat Ribpost2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I02FWing Outboard, Upper Panel, RearSpar Upper ChordO/B Wing Upper Panel Rear SparChord from SOB to wingtip exceptat Ribpost2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I02GWing Outboard, Upper Skin Tab Upper Skin Tab at fastenerlocations C/T Skin and R1 Fitting2 40,000 40,000 40,00057-20-I02HWing Outboard, Upper Skin NacelleAttachment TabUpper Skin Tab at fastenerlocations C/T Skin and F/SparChord2 40,000(7)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-92777 MAINTENANCE PLANNING DATA57-20-I02HUpper Panel – Nacelle AttachmentTabFastener locations common to theO/B Wing Upper Panel Skin andFront Spar Upper Chord2 <= 7 Hrs,FLS, SeeFigure 2(7)57-20-I02HUpper Panel – Nacelle AttachmentTabFastener locations common to theO/B Wing Upper Panel Skin andFront Spar Upper Chord2 > 7 Hrs,FLS, SeeFigure 2(7)57-20-I02JWing Outboard, Upper Panel,Typical Splice StringerUpper Panel Splice Stringers @U-10, U24 from Rib 3 to Rib 152 40,000 40,000 40,000 40,000 40,00057-20-I03AWing Outboard, Rear Spar Web atFWD Trunnion FittingAll Fastener locations C/T RearSpar Chords and FWD TrunnionSPRT Fitting btwn Ribs 7 and 81 30,000(8)30,000(8)57-20-I03AWing Outboard, Rear Spar Web atFWD Trunnion FittingAll Fastener locations C/T RearSpar Chords and FWD TrunnionSPRT Fitting btwn Ribs 7 and 81 30,000(7)57-20-I03AWing Outboard, Rear Spar Web atFWD Trunnion FittingAll Fastener locations C/T RearSpar Chords and FWD TrunnionSPRT Fitting btwn Ribs 7 and 81 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-20-I03AWing Outboard, Rear Spar Web atFWD Trunnion FittingAll Fastener locations C/T RearSpar Chords and FWD TrunnionSPRT Fitting btwn Ribs 7 and 81 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)57-20-I03ARear Spar Web at Fwd TrunnionSupport Fitting attachmentFasteners at the Lower Rear SparChord and the Upper Rear SparChord common to the Rear SparWeb between Ribs 7 and 81 <= 7 Hrs,FLS, SeeFigure 2(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-9357-20-I03ARear Spar Web at Fwd TrunnionSupport Fitting attachmentFasteners at the Lower Rear SparChord and the Upper Rear SparChord common to the Rear SparWeb between Ribs 7 and 81> 7 Hrs,FLS, SeeFigure 2(7)57-20-I04AOutboard Wing – Front Spar Splicebetween Ribs 43 and 44Front Spar Splice between Ribs43 and 441<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 2(7)57-20-I04AOutboard Wing – Front Spar Splicebetween Ribs 43 and 44Front Spar Splice between Ribs43 and 441> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 2(7)57-20-I06AWing Box Flap Support FTG, ShearTie RibsAll Fastener locations C/T FlapSupport Back-up Fittings andShear Tie Ribs 12, 21, 30240,000 40,00057-20-I06AWing Box Flap Support Fitting atShear Tie Rib #30Fastener locations common to theFlap Support Back-up Fittings andShear Tied Ribs2<= 7 Hrs,FLS, SeeFigure 257-20-I06AWing Box Flap Support Fitting atShear Tie Rib #30Fastener locations common to theFlap Support Back-up Fittings andShear Tied Ribs2> 7 hrsFLS, SeeFigure 257-20-I11112W5093 Back-up Fitting TypicalRib #9Wing Station 414.5225,00057-30-I01ALower Panel- Wing Tip Splice at Rib50Tension Bolts at Rear Spar130,000 30,000 18,75057-30-I01BLower Panel- Wing Tip Splice at Rib50Tension Bolts at Front Spar130,000 30,000 18,75057-30-I01CLower Panel- Wing Tip Splice at Rib50Fitting Pad at Front Spar130,000(7)30,000(7)18,750(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-94777 MAINTENANCE PLANNING DATA57-30-I01DLower Panel- Wing Tip Splice at Rib50Lower Skin Attachment at RearSpar2 40,000(7)40,000(7)25,000(7)57-53-I07AInboard Main Flap OutboardCloseout RibAft Access Hole2 40,000(8)40,000(8)57-53-I07AInboard Main Flap OutboardCloseout RibAft Access Hole2 40,000(8)57-53-I07AInboard Main Flap OutboardCloseout RibAft Access Hole2 40,000(7)40,000(7)57-53-I07AInboard Main Flap OutboardCloseout RibAft Access Hole2 25,000(7)57-53-I07BInboard Main Flap Outboard Ribs Aft Carrier Beam Attachments2 40,000(8)40,000(8)40,000(8)57-53-I07BInboard Main Flap Outboard Ribs Aft Carrier Beam Attachments2 25,00057-53-I10Inboard Main Flap Torque Tube Cross-section just Outboard ofCloseout Rib Splines1 30,000 30,000 30,000 30,000 30,00057-53-I10Inboard Main Flap Torque Tube Cross-section just Outboard ofCloseout Rib Splines1 18,750(7)57-53-I11AInboard Main Flap Inboard CloseoutRibSection thru Lower Chord atForward Track Support1 30,000(8)57-53-I11AInboard Main Flap Inboard CloseoutRibSection thru Lower Chord atForward Track Support1 30,000(8)57-53-I11AInboard Main Flap Inboard CloseoutRibSection thru Lower Chord atForward Track Support1 30,000(8)57-53-I11AInboard Main Flap Inboard CloseoutRibSection thru Lower Chord atForward Track Support1 30,000(7)30,000(7)57-53-I11AInboard Main Flap Inboard CloseoutRibSection thru Lower Chord atForward Track Support1 18,750(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-9557-53-I11BInboard Main Flap Inboard CloseoutRibSection through Torque TubeAccess Hole1 30,000(8)57-53-I11BInboard Main Flap Inboard CloseoutRibSection through Torque TubeAccess Hole1 30,000(8)57-53-I11BInboard Main Flap Inboard CloseoutRibSection through Torque TubeAccess Hole1 30,000(8)57-53-I11BInboard Main Flap Inboard CloseoutRibSection through Torque TubeAccess Hole1 30,000(7)30,000(7)57-53-I11BInboard Main Flap Inboard CloseoutRibSection through Torque TubeAccess Hole118,750(7)57-53-I11CInboard Main Flap Inboard CloseoutRib FittingSpline Region1 30,000 30,000 30,000 30,000 30,00057-53-I11CInboard Main Flap Inboard CloseoutRib FittingSpline Region118,75057-53-I16ANo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Outer Lug1 30,000(8)57-53-I16ANo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Outer Lug130,000(8)57-53-I16ANo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Outer Lug130,000(8)57-53-I16ANo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Outer Lug130,000(7)30,000(7)18,750(7)57-53-I16BNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Inner Lug1 30,000(8)57-53-I16BNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Inner Lug130,000(8)57-53-I16BNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingLugs, Inner Lug130,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-96777 MAINTENANCE PLANNING DATA57-53-I16CNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingSection at Aft Main Attach Bolt(Section C-C)1 30,000(8)57-53-I16CNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingSection at Aft Main Attach Bolt(Section C-C)1 30,000(8)57-53-I16CNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingSection at Aft Main Attach Bolt(Section C-C)1 30,000(8)57-53-I16CNo. 3 (and No. 6) Inboard FlapSupport Underwing FittingSection at Aft Main Attach Bolt(Section C-C)1 30,000(7)30,000(7)18,750(7)57-53-I18ANo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkAft Clevis Fillet, Inboard Lug1 30,000(8)57-53-I18ANo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkAft Clevis Fillet, Inboard Lug1 30,000(8)57-53-I18BNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkCenter Section2 40,000(8)57-53-I18BNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkCenter Section2 40,000(8)57-53-I18BNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkCenter Section2 30,000(8)57-53-I18BNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkCenter Section2 40,000(7)40,000(7)25,000(7)57-53-I18CNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkLugs2 30,000(8)57-53-I18CNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkLugs2 30,000(8)57-53-I18CNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkLugs2 30,000(8)57-53-I18CNo. 3 (and No. 6) Inboard FlapSupport Forward Tension LinkLugs2 30,000(7)30,000(7)25,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-9757-53-I20ANo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamForward and Aft Lugs2 40,000(8)57-53-I20ANo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamForward and Aft Lugs2 40,000(8)57-53-I20ANo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamForward and Aft Lugs2 40,000(8)57-53-I20ANo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamForward and Aft Lugs2 40,000(7)40,000(7)57-53-I20ANo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamAft Lug – Pin D (Forward and AftLugs)225,000(7)57-53-I20BNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamGeneral Section2 40,000(8)57-53-I20BNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamGeneral Section240,000(8)57-53-I20BNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamGeneral Section240,000(8)57-53-I20B,CNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamGeneral Section (includes areaaround compression rodattachment point)240,000(7)40,000(7)57-53-I20CNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamAft Section of Beam, area aroundcompression rod attachment point2 40,000(8)57-53-I20CNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamAft Section of Beam, area aroundcompression rod attachment point240,000(8)57-53-I20CNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamAft Section of Beam, area aroundcompression rod attachment point240,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-98777 MAINTENANCE PLANNING DATA57-53-I20CNo. 3 (and No. 6) Inboard FlapSupport Aft Tension BeamAft Section of Beam2 25,000(7)57-53-I21ANo. 3 (and No. 6) Inboard FlapSupport Pivot LinkLug Cross-Sections2 30,000(8)57-53-I21ANo. 3 (and No. 6) Inboard FlapSupport Pivot LinkLug Cross-Sections2 30,000(8)57-53-I21ANo. 3 (and No. 6) Inboard FlapSupport Pivot LinkLug Cross-Sections2 30,000(8)57-53-I21ANo. 3 (and No. 6) Inboard FlapSupport Pivot LinkLug Cross-Sections2 30,000(7)30,000(7)25,000(7)57-53-I21BNo. 3 (and No. 6) Inboard FlapSupport Pivot LinkCenter Section thru Fastener1 30,000(8)57-53-I21BNo. 3 (and No. 6) Inboard FlapSupport Pivot LinkCenter Section thru Fastener1 30,000(8)57-53-I21BNo. 3 (and No. 6) Inboard FlapSupport Pivot LinkCenter Section thru Fastener1 30,000(8)57-53-I21BNo. 3 (and No. 6) Inboard FlapSupport Pivot LinkCenter Section thru Fastener1 30,000(7)30,000(7)18,750(7)57-53-I23No. 3 (and No. 6) Inboard FlapSupport Drive Arm Assembly3rd Fastener Row from ForwardInboard Side1 30,000(8)57-53-I23No. 3 (and No. 6) Inboard FlapSupport Drive Arm Assembly3rd Fastener Row from ForwardInboard Side1 30,000(8)57-53-I24ANo. 3 (and No. 6) Inboard FlapSupport Carrier BeamInboard Forward Arm2 40,000(8)57-53-I24ANo. 3 (and No. 6) Inboard FlapSupport Carrier BeamInboard Forward Arm2 40,000(8)57-53-I24ANo. 3 (and No. 6) Inboard FlapSupport Carrier BeamInboard Forward Arm2 40,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-99777 MAINTENANCE PLANNING DATA57-53-I24ANo. 3 (and No. 6) Inboard FlapSupport Carrier BeamInboard Forward Arm2 40,000(7)40,000(7)18,750(7)57-53-I24BNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamCross-Over Beam1 30,000(8)57-53-I24BNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamCross-Over Beam1 30,000(8)57-53-I24BNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamCross-Over Beam1 30,000(8)57-53-I24CNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Forward Attachment1 30,000(8)57-53-I24CNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Forward Attachment1 30,000(8)57-53-I24CNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Forward Attachment1 30,000(8)57-53-I24CNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Forward Attachment1 30,000(7)30,000(7)57-53-I24DNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Aft Attachment1 30,000(8)57-53-I24DNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Aft Attachment1 30,000(8)57-53-I24DNo. 3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Aft Attachment1 30,000(8)57-53-I24DNo.3 (and No. 6) Inboard FlapSupport Carrier BeamFlap Aft Attachment130,000(7)30,000(7)57-53-I24FNo. 3 (and No. 6 Inboard FlapSupport Carrier Beam'B' Point Lug130,000(8)30,000(8)30,000(8)57-53-I24GNo. 3 (and No. 6) Inboard FlapSupport Carrier Beam'C' Point Lug1 30,000(8)30,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-100777 MAINTENANCE PLANNING DATA57-53-I24GNo. 3 (and No. 6) Inboard FlapSupport Carrier Beam'C' Point Lug1 30,000(8)57-53-I24GNo. 3 (and No. 6) Inboard FlapSupport Carrier Beam'C' Point Lug130,000(7)30,000(7)57-53-I24GNo. 3 (and No. 6) Inboard FlapSupport Carrier Beam'C' Point Lug118,750(7)57-53-I26ANo. 3 (and No. 6) Inboard FlapSupport 113W1027Outer Pins A, B, and W1 30,000 30,000 30,000 30,000 30,000 18,75057-53-I26BNo. 3 (and No. 6) Inboard FlapSupport 113W1027Outer Pins C, D, X, and Y1 30,000 30,000 30,000 30,000 30,000 18,75057-53-I27ANo. 4 (and No. 5) Inboard FlapSupport Drive ArmJoint 'A' Pivot Hole2 40,000(8)57-53-I27ANo. 4 (and No. 5) Inboard FlapSupport Drive ArmJoint 'A' Pivot Hole240,000(8)57-53-I27ANo. 4 (and No. 5) Inboard FlapSupport Drive ArmJoint 'A' Pivot Hole240,000(8)57-53-I27ANo. 4 (and No. 5) Inboard FlapSupport Drive ArmJoint 'A' Pivot Hole240,000(7)40,000(7)25,000(7)57-53-I27BNo. 4 (and No. 5) Inboard FlapSupport Drive Arm'B' Point Lugs2 40,000(8)40,000(8)57-53-I27BNo. 4 (and No. 5) Inboard FlapSupport Drive Arm'B' Point Lugs240,000(8)57-53-I27BNo. 4 (and No. 5) Inboard FlapSupport Drive Arm'B' Point Lugs240,000(7)40,000(7)25,000(7)57-53-I28ANo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingOutboard Beam at 9.88 inches Aftof Point 'A'2 40,000(8)57-53-I28ANo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingOutboard Beam at 9.88 inches Aftof Point 'A'240,000(8)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-101777 MAINTENANCE PLANNING DATA57-53-I28ANo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingOutboard Beam at 9.88 inches Aftof Point 'A'2 40,000(8)57-53-I28ANo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingOutboard Beam at 9.88 inches Aftof Point 'A'2 40,000(7)40,000(7)25,000(7)57-53-I28BNo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingPoint 'A' Lugs2 40,000(8)40,000(8)57-53-I28BNo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingPoint 'A' Lugs2 40,000(8)57-53-I28BNo. 4 (and No. 5) Inboard FlapSupport Actuator Support FittingPoint 'A' Lugs240,000(7)40,000(7)25,000(7)57-53-I29ANo. 4 (and No. 5) Inboard FlapSupport Carrier BeamSection at Torque TubeAttachment Fitting1 30,000(8)57-53-I29ANo. 4 (and No. 5) Inboard FlapSupport Carrier BeamSection at Torque TubeAttachment Fitting130,000(8)57-53-I29ANo. 4 (and No. 5) Inboard FlapSupport Carrier BeamSection at Torque TubeAttachment Fitting130,000(8)57-53-I29ANo. 4 (and No. 5) Inboard FlapSupport Carrier BeamSection at Torque TubeAttachment Fitting130,000(7)30,000(7)18,750(7)57-53-I29BNo. 4 (and No. 5) Inboard FlapSupport Pillow BlockSection at Aft Fasteners1 30,000(8)57-53-I29BNo. 4 (and No. 5) Inboard FlapSupport Pillow BlockSection at Aft Fasteners130,000(8)57-53-I29BNo. 4 (and No. 5) Inboard FlapSupport Pillow BlockSection at Aft Fasteners130,000(8)57-53-I29BNo. 4 (and No. 5) Inboard FlapSupport Pillow BlockSection at Aft Fasteners130,000(7)30,000(7)18,750(7)57-53-I33No. 4 (and No. 5) Inboard FlapSupport PinsInner and Outer Pin B1 30,000 30,000 30,000 30,000 30,000 18,750AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-102777 MAINTENANCE PLANNING DATA57-53-I34No. 1 (and No. 8) Outboard FlapSupport and No.2 (and No. 7)Outboard Flap SupportUnderwing Fitting Inner and OuterPins1 30,000(8)30,000(8)30,000(8)30,000(7)30,000(7)57-54-I17AMLG FWD Trunnion Sideload Fitting All fastener locations C/T SideloadFitting and Sideload Straps2 40,000(8)40,000(8)57-54-I17AMLG FWD Trunnion Sideload Fitting All fastener locations C/T SideloadFitting and Sideload Straps2 40,000(8)57-54-I17BMLG FWD Trunnion Sideload Straps All Fastener Locations C/T Upper/Lower Strap and INBD O/BVertical Support Fitting2 40,000 40,00057-54-I17BMLG FWD Trunnion Sideload Straps All Fastener Locations C/T Upper/Lower Strap and INBD O/BVertical Support Fitting2 40,00057-54-I17CMLG FWD Trunnion OutboardSupport Fitting, R/S Attach FittingFlangeAll Fasteners Locations C/T112W1702 and 112W1704 FTGand R/Spar Web2 40,000 <= 7 Hrs,FLS, SeeFigure 157-54-I17CMLG FWD Trunnion OutboardSupport Fitting, R/S Attach FittingFlangeAll Fasteners Locations C/T112W1702 and 112W1704 FTGand R/Spar Web2 > 7 Hrs,FLS, SeeFigure 1(8)40,000(8)57-54-I17CMLG FWD Trunnion OutboardSupport Fitting, R/S Attach FittingFlangeAll Fasteners Locations C/T112W1702 and 112W1704 FTGand R/Spar Web2 <= 7 Hrs,FLS, SeeFigure 1(7)<= 7 Hrs,FLS, SeeFigure 1(7)57-54-I17CMLG FWD Trunnion OutboardSupport Fitting, R/S Attach FittingFlangeAll Fasteners Locations C/T112W1702 and 112W1704 FTGand R/Spar Web2 > 7 Hrs,FLS, SeeFigure 1(7)> 7 Hrs,FLS, SeeFigure 1(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-10357-54-I17C112W1704, MLG FWD TrunnionSupport FittingSection A-A, Spar Flange Crack2 <= 7 Hrs,FLS, SeeFigure 2(7)57-54-I17C112W1704, MLG FWD TrunnionSupport FittingSection A-A, Spar Flange Crack2 > 7 Hrs,FLS, SeeFigure 2(7)57-54-I18AMLG Beam OBD Support FTG, LwrSkin FlangeAll fastener holes locations C/TLower flange and Lower SkinPanel2 40,000 40,00057-54-I18AMLG Beam OBD Support FTG, LwrSkin FlangeAll fastener holes locations C/TLower flange and Lower SkinPanel2 40,000(7)57-54-I18BMLG Beam OBD Support FTG,FittingLower Horizontal Rib of MLGBeam Support Fitting @ FastenerHole2 40,000(7)40,000(7)57-54-I18B112W1722, MLG Beam OutboardSupport FittingLower Horizontal Rib, Section A-ALead crack at fastener hole2 <= 7 Hrs,FLS, SeeFigure 2(7)57-54-I18B112W1722, MLG Beam OutboardSupport FittingLower Horizontal Rib, Section A-ALead crack at fastener hole2 > 7 Hrs,FLS, SeeFigure 2(7)57-54-I18CMLG Beam OBD Support FTG,FittingLower Horizontal Rib of MLGBeam Support Fitting @ FreeEdge2 40,000(7)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-104777 MAINTENANCE PLANNING DATA57-54-I18C112W1722, MLG Beam OutboardSupport FittingLower Horizontal Rib, Section A-ALead Crack at Free Edge2 <= 7 Hrs,FLS, SeeFigure 257-54-I18C112W1722, MLG Beam OutboardSupport FittingLower Horizontal Rib, Section A-ALead Crack at Free Edge2 > 7 hrsFLS, SeeFig 2(7)57-54-I19AMLG Drag Brace Support Fitting Section A-A Fitting Flange2 40,000(8)40,000(8)57-54-I19AMLG Drag Brace Support Fitting Section A-A Fitting Flange2 40,000(8)57-54-I19AMLG Drag Brace Support Fitting Section A-A Fitting Flange2 40,000(7)40,000(7)57-54-I19A112W1752, MLG Drag BraceSupport FittingSection A-A Flange Crack2 <= 7 Hrs,FLS, SeeFigure 2(7)57-54-I19A112W1752, MLG Drag BraceSupport FittingSection A-A Flange Crack2 > 7 Hrs,FLS, SeeFigure 2(7)57-54-I19BMLG Drag Brace Support Fitting,Base of FittingSection A-A Fastener Locations C/T Base of fitting and Rear SparWeb2 40,000(8)40,000(8)40,000(8)57-54-I19BMLG Drag Brace Support Fitting,Base of FittingSection A-A Fastener Locations C/T Base of fitting and Rear SparWeb2 40,000(7)40,000(7)AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-10557-54-I19B112W1752, MLG Drag BraceSupport FittingSection A-A Base Crack2 <= 7 Hrs,FLS, SeeFigure 2(7)57-54-I19B112W1752, MLG Drag BraceSupport FittingSection A-A Base Crack2 > 7 Hrs,FLS, SeeFigure 2(7)57-54-I19CMLG Drag Brace Internal BackupFittingEntire Fitting C/T SOB Rib andRear Spar, including StiffeningRibs2 40,00057-54-I19CMLG Drag Brace Internal BackupFittingEntire Fitting C/T SOB Rib andRear Spar, including StiffeningRibs2 <= 7 Hrs,FLS, SeeFigure 1<= 7 Hrs,FLS, SeeFigure 157-54-I19CMLG Drag Brace Internal BackupFittingEntire fitting c/t SOB Rib and RearSpar, including Stiffening Ribs2 > 7 hrsFLS, SeeFigure 1> 7 hrsFLS, SeeFigure 157-54-I19C112W1756, MLG Drag BraceSupport Back-up FittingSection A-A, LeadCrack in Base2 <= 7 Hrs,FLS, SeeFigure 257-54-I19C112W1756, MLG Drag BraceSupport Back-up FittingSection A-A, LeadCrack in Base2 > 7 hrsFLS, SeeFig 257-54-I20Retraction ActuatorSupport Fitting,Fitting Attach FlangeRear Spar Attach Flange2 40,000 40,000 40,000 25,000AIRWORTHINESS LIMITATIONS– STRUCTURAL INSPECTIONSGROUP(4)APPLICABILITY/THRESHOLDS(1,5,6)SSI #(2)DTR CHECK FORM TITLE(3)DTR LOCATION-200 -200IGW -300 -300ER -200LR 777FMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-106777 MAINTENANCE PLANNING DATATABLE NOTES:1. Blank entries in table indicate field is not applicable for that SSI/Check Form.2. Multiple listings under a single SSI# are uniquely identifiedby Check Form Title, Location, and Model-Series Information. All inspections listed under asingle SSI# for a given model must be performed.3. C/L or L/N in DTR Check Form title identifies certain forms as pertinent to specific airplane line numbers.4. Group Number is provided to determine applicableplot in Figure 1 or 2 for items identified as "FLS”.5. Figure 1 is applicable to all 777-200 models(including 777-200IGW) for items identified as "FLS”.6. Thresholds that include "FLS" (e.g., "> 7Hrs, FLS, See Figure 1 or Figure 2") aresensitive to flight length. All other values shown are in flight cycles.7. No airplane may be operated beyond the stated threshold (or operational limit) until the applicable inspection procedures arevalidated, published in theappropriate manual, and accepted by the FAA.8. No airplane may be operated beyond the stated threshold requirements (or operational limit) unless it has been validated thatthe applicable publishedinspection procedures can be accomplished and the inspection hasbeen accomplished per the stated threshold requirements. If the applicablepublished inspection procedure can not be accomplished, an alternative procedure must be used which the FAA has accepted for this inspection.MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-107INDIVIDUAL AIRPLANE SPECIFIC AIRWORTHINESS LIMITATIONSPURPOSEThe purpose of this section is to identify additional or revised Supplemental Structures Airworthiness Limitation (AWL) Structural Inspection requirementsunique to a specific airplane serial number. Only those individual airplanes listed in this section have these additional or revised AWLs. These additionalor revised AWLs are due to differences in configuration as a result of Material Review Board actions.The following table lists the additional supplemental Structures Inspection requirements for certain individual serial number airplanes. Each item is listed byProduction Line/Serial Number, SSI Number, DTR Check Form Title, DTR Location, InspectionRequirements and Threshold.LINENUMBER/SERIALNUMBER SSI NUMBER DTR CHECK FORM TITLEDTRLOCATION INSPECTION REQUIREMENTS THRESHOLDL/N 740S/N 3766653-80-I13-MRB1Pressure Bulkhead STA 2150;Section 48; Material ReviewBoard Web Disposition forNonconformance Record(NCR): N1780061195;Aft Side Doubler/FillerSTA 2190,WL 264,BL LBL 271. Inspect the pressure bulkhead web at all fastenerscommon to web and NCR doubler/filler from the forwardside (except at radial stiffener) with HFEC per the 777Non-Destructive Test (NDT) Manual, Part 6, 51-00-01every 16,000 flight cycles.2. Inspect the NCR doubler/filler at all fasteners common topressure bulkhead web and NCR doubler/filler from the aftside with HFEC per the 777 NDT Manual, Part 6, 51-00-01every 16,000 flight cycles.3. All other Supplemental Inspections required for SSI 53-80-I13 in the preceding section must still be conducted exceptat the fastener locations common to the NCR doubler andfiller.30,000NOV 2008D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-108777 MAINTENANCE PLANNING DATAC. AIRWORTHINESS LIMITATIONS– STRUCTURAL SAFE-LIFE LIMITSNOTE: In this section, airplanes identified as "777-200IGW" are 777-200 airplanes that have been certified for a structural capability of MTW>547,000 lbs.This includes airplanes sometimes called "777-200ER" airplanes.All of these airplanes were certified as 777-200 series airplanes per the applicableFAA Type Certificate. The airplanes identified as 777-200IGW airplanes in this section consist ofall airplanes identified byCustomer Variable Numbers(Manufacturer Block Numbers) WB001 through WB500 and WC001 throughWC999. If needed, refer to the 777 Structural Repair Manualfront matterEffective Aircraft “Manufacturer Block Number” to determine the associated Manufacturer Serial Numbers. 777-200LR airplanes are not included in thegroup of airplanes identified as 777-200 or 777-200IGW.C.1 STRUCTURAL SAFE-LIFE PARTSLANDING GEAR: See NoteLANDING GEAR LIFE LIMIT:*FAAEASA777-200/-200IGW/-300 Nose Landing Gear77,50046,500Except: Inner Cylinder73,30044,000777-200/-200IGW/-300 Main Landing Gear,86,20051,700Except: Outer Cylinder, 161W1110-3 S/N 5JHW and 161W1110-4 S/N 1JHW12,8577,714Outer Cylinder, 161W1110-3 S/N 4JHW and 161W1110-4 S/N 6JAN15,0909,054Outer Cylinder, 161W1110-3 S/N 1JJW and 161W1110-4 S/N 3JRW15,6779,406Outer Cylinder, 161W1110-3, -4, -9, -1016,66610,000Outer Cylinder, Other Part Numbers66,60040,000Lower Drag Strut, 161W4003 and 161W410376,30045,700Upper Side Strut Spindle, 161W010083,30050,000Lower Actuator Attach Pin, 161W102083,30050,000Spacer Tube, 161W115983,30050,000Aft Trunnion Pin, 161W130183,30050,000Lower Side Strut Spindle, 161W131083,30050,000777-200/-200IGW/-300 Main Landing Gear Support Structure86,20051,700Except: Load Distribution Plate – Outboard Gear Beam Support 112W1725-1, -3, -4, -19, -21, -2244,00026,400112W1725-7, -8, -9, -1099,60059,500112W1725-13, -14, -15, -1674,20044,500MAY 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-109NOTE: Component Interchangeability Lists 161W0003 (Main LandingGear) and 162W0002 (Nose LandingGear) provide complete listingsof777-200/200IGW/200LR/300/300ER/777F landing gearrelated components subject to life limitations.Pin – Fuse, Outboard Gear Beam Support, 112W1728-3, -929,40017,600112W1728-4, -599,60059,500112W1728-774,20044,500Pin – Fuse Retract Actuator, 112W176928,18116,908Hanger Pin Details (Fwd & Aft), 115W151083,30050,000Pin – Stabilizer Brace, MLG Beam, 115W167183,30050,000* Shown in number of landings.LANDING GEAR:LANDING GEAR LIFE LIMIT:FAAEASA777-200LR/300ER/777F Main Landing GearFigure 3 (FAA & EASA)777-200LR/300ER/777F Main Landing Gear Support StructureFigure 4 (FAA & EASA)777-200LR/300ER/777F Nose Landing GearFigure 5 (FAA & EASA)FEB 2012D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-110777 MAINTENANCE PLANNING DATAC.2 LIFE-LIMITED PARTSNOTE: Component Interchangeability Lists 161W0003 (Main LandingGear) and 162W0002 (Nose LandingGear) provides a complete listof777-200/200 IGW/200LR/300/300ER/777F landing gear related components subject to life limitations.COMPONENT:LIFE LIMIT:777-200 Actuator Assembly – Door Main Landing GearNOTE: Life Limitation applies only to P/N 293W3702-5 actuators installed on 777-200 airplane Line Numbers 2-13, 15-17 and19-29. Incorporation of SB 777-32-0028 (reference Service Letters 777-SL-32-006 and 777-SL-001-E) removes the lifelimit and re-identifies it as a -7 Actuator.10,000 Landings777-200/-200 IGW/-300 Flight Deck Side Stowage Compartment Latch – Captain & First Officer (if compartment is installed).NOTE: Life Limitation is not Applicable Production Line Nos. 282 and on or following incorporation of SB 777-25-0140.365 Days Time In-Service777-200LR Optional Auxiliary Body Fuel TanksNOTE: This limit is based on fatigue test cycles completed todate and this limit will be increased or removed after additionaltest cycles are completed.15,000 Cycles777-300ER Semi Lever Gear Hydraulic Strut (P/N 293W4201-2). 2,000 LandingsFEB 2012777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-111Instructions for using Safe-Life Charts:1. For each safe life component, determine theaccumulated flight cycles and flight hours.2. Enter the Safe-Life Limit Curve at the appropriate flight cycles and flight hours and locate the intersection.3. If the point determined in Step 2 lies below the Safe-Life Limit Curve, the component has not reached the Safe-Life Limit. If the point is on, above, or tothe right of the Safe-Life Curve, then the Safe-Life Limit has been reached.FIGURE 3. 777-200LR/300ER/777F MAIN LANDINGGEAR SAFE-LIFE LIMITSMain Landing Gear Safe-Life Limits265.60, 33.2099.90, 66.60124.95, 83.30129.30, 86.20114.45, 76.3001020304050607080901000 50 100 150 200 250 300Flight Hours (x 1,000)

Flight Cycles (x 1,000)Outer CylinderAll Other ComponentsAft Trunnion PinSpacer TubeLower Retract PinSide Strut SpindlesLower Drag StrutJAN 2009D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-112777 MAINTENANCE PLANNING DATAFIGURE 4. 777-200LR/300ER/777F MAIN LANDING GEAR SUPPORT FITTINGS SAFE-LIFE LIMITSMain Landing Gear Support Fittings Safe-Life Limits124.95, 83.30320.00, 40.00182.40, 121.60129.30, 86.20111.30, 74.200204060801001201400 50 100 150 200 250 300 350Flight Hours (x 1,000)

Flight Cycles (x 1,000)All Other ComponentsLoad Distribution PlateFuse Pin BUpper and Lower Stabilizer Aft PinsHanger Link Fwd and Aft PinsOutboard Gear Beam Fuse PinRetract Actuator Fuse Pin(40K cycles for all Flight Hours)JAN 2009777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-113FIGURE 5. 777-200LR/300ER/777F NOSE LANDING GEAR SAFE-LIFE LIMITSNose Landing Gear Safe-Life Limits348.00, 43.50109.95, 73.30116.25, 77.50286.40, 35.8066.00, 44.000102030405060708090050100150200250300350400Flight Hours (x 1,000)

Flight Cycles (x 1,000)All Other ComponentsInner Cylinder777-300ER Upper Floating Piston,Upper Cylinder, Lower Cylinder,Metering Pin, and Orifice PlateJAN 2009D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-114777 MAINTENANCE PLANNING DATAD. AIRWORTHINESS LIMITATIONS – SYSTEMSINTRODUCTIONThe airplane systems maintenance requirements described in thisAWL document result from various777 airplane certification activities with the FAA. ThisAirworthiness Limitations section is FAA-approved and specifiesmaintenance required under Title 14 CFR § 43.16 and § 91.403 ofthe Federal AviationRegulations, unless an alternative program has been FAA Oversight Office approved. The AWLs may only be revised with the approval of the FAAOversight Office. If the maintenance requirements cannot be accomplished due to repairs and/or modifications, an alternate inspection, acceptable to theFAA Oversight Office, must be used.An AWL may be an Airworthiness Limitation Instruction (ALI) or aCritical Design Configuration Control Limitation (CDCCL).CDCCLs are a means of identifying certain design configuration features intended to preclude a fuel tank ignition source for the operational life of theairplane as required under Special Federal Aviation Regulation No. 88 (SFAR 88) - Fuel Tank System Fault Tolerance Evaluation Requirements and Title14 CFR § 25.981 - Fuel Tank Ignition Prevention. CDCCLs are mandatory and cannot be changed ordeleted without the approval ofthe FAA OversightOffice. A critical fuel tank ignition source prevention feature may exist in the fuelsystem and its related installation or insystems that, ifa failure conditionwere to develop, could interact with the fuel system in such a way that an unsafe condition would develop without this limitation. Strict adherence toconfiguration, methods, techniques, and practices as prescribed is required to ensure compliance with the CDCCL. Any use of parts, methods, techniquesor practices not contained in the applicable CDCCL must be approved by the FAA Oversight Office. For each CDCCL, the word "maintenance" includesmaintaining any installation during alterations; therefore, adherence to the CDCCL isrequired during maintenance or alterations.ALIs identify inspection tasks that must be done to maintain the design level of safety for the operational life of the airplane to prevent an unsafe condition.ALIs are mandatory and cannot be changed or deleted without theapproval of the FAA Oversight Office. Strict adherence to methods, techniques andpractices as prescribed is required to ensure the ALI is complied with. Any use of methods, techniques or practices not contained in these ALIs must beapproved by the FAA Oversight Office.MAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-115REGULATORY AGENCY APPROVALAny deviations from the published AWL instructions included inthis document require approval from the FAA Oversight Office. This applies to operatorsunder the U.S. FAA jurisdiction only and toairplanes registered in the U.S. Operators who are not under the U.S. FAA jurisdiction should obtain approvalfrom their own local regulatory agency for anydeviations from the listed AWL instructions.AWL REVISION PROCESSIn the event that an AWL is revised, Boeing will prepare a revision tothis document that will be approved by the FAA OversightOffice. This revision willthen be forwarded to all 777 operators and the FAA Oversight Office.ACCOMPLISHMENT INSTRUCTIONS – GENERAL INFORMATIONThe listed AWLs may make reference to Instructions for Continued Airworthiness which are included in other Boeing documents.• When a document is cited using the words "in accordance with" in an airworthiness limitation, the cited document (or documentsection) must befollowed to ensure that the critical designfeature is maintained. Any deviation fromthe cited document requires FAA Oversight Office approval.• When a document is cited using the words "refer to" in an airworthiness limitation, the cited document (or document section) represents one method ofcomplying with the airworthiness limitation.An alternative procedure may be developedby an operator in accordance with its procedures in itsmaintenance program/manual.For electrical bonding and grounding requirements, refer tothe Boeing Standard Wiring Practices Manual (SWPM) 20-20.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-116777 MAINTENANCE PLANNING DATAUSE OF ALTERNATE OR EQUIVALENT TOOLS, TEST EQUIPMENT OR MATERIALSFor AWLs which require use of certain tools, test equipment or material, the use of alternate or equivalent tools, test equipment or materials requires priorapproval from the FAA Oversight Office.The Component Maintenance Manuals (CMMs) listed in the AWLs as"in accordance with" and not "refer to" are currently FAA Oversight Office approved.If the CMM allows the use of alternate or equivalent tools, testequipment or materials, use ofan alternate or equivalent tool, test equipment or materialdoes not require further approval by the FAA Oversight Office.EXCEPTIONAL SHORT-TERM EXTENSIONSSince AWL intervals are based on estimations of the probability ofan event, an exceptional short-term extension for each system AWL listed in thisdocument may be made without jeopardizing safety. The local regulatory authority or a Principal Maintenance Inspector must concur with any exceptionalshort-term extensions before they take place using procedures established with the local regulatory authority in the operators'manuals. The "exceptionalshort-term extension" process is applicable to AWL intervals.It should not be confused with the operators "short-term escalation" program for normalmaintenance tasks described in the operators' manuals and in the Flight Standards Handbook 8900.1 FSIMS.The FAA Oversight Office have accepted that these exceptional short-term extensions may be granted without consultation with that office:1. The term "exceptional short-term extension" is defined as an increase in a system AWL intervalthat may be needed to cover anuncontrollable orunexpected situation. All AWLs listed in this section have been approved with an exceptional short-term extension of 30 days.2. Repeated use of extensions, either on the same airplane or onsimilar airplanes in an operator's fleet, should not be used asa substitute for goodmanagement practices. Exceptional short-term extensions must not be used for fleet AWL extensions.3. After a system AWL has experienced an exceptionalshort-term extension, the AWL interval will revert back to its interval listed in this document. TheFAA Oversight Office must approve, prior to its use, any desired extension notexplicitly listed above.NOTE: This exceptional short-term extensionlisted above applies to airlines that fallunder the U.S. FAA jurisdiction only. Operators who are not under the U.S.FAA jurisdiction should obtain interval extension approvals from the local regulatory agency.MAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-117DEFINITIONSRemoved or Replaced: Defined as removal or replacement of a component, as well as partial removals.Disturbed: Defined as interference, movement or change tothe arrangement or order of the referenced component.New wiring: Defined as any alteration thatinstalls wiring that is added to the airplane after initial Airplane Airworthiness Certificate issuance or after thedate that the MPD Section 9, D622W001-9, was first incorporated into an operator's maintenance program, whichever is later.Sealant: Defined as sealant type BMS 5-45 or equivalent in accordance with SRM 51-20-05 for inside of fuel tank and sealant type BMS 5-95, orequivalent, in accordance with SRM 51-20-05 for outside of the fuel tank.FAA Oversight Office: Defined asthe FAA office that currentlyhas oversight responsibility for the type certificate of the Boeing Model 777 aircraft. At thetime of publication, the FAA Oversight Office is the FAA BASOO.SUPPORTING DOCUMENTATIONStrict adherence to methods, techniques and practices as prescribed is required to ensure the ALI or CDCCL is complied with. Airlines must follow themanufacturer's maintenance procedures when performing maintenancethat has an effect on an ALI or CDCCL. If operators do not obey the procedures, itcan increase the risk of an unsafe condition.Any use of methods, techniques or practices not contained in these ALIs or CDCCLsmust be approved bythe FAA Oversight Office.PAGE FORMAT: SYSTEMS AIRWORTHINESS LIMITATIONSCOLUMNEXPLANATIONAWL NUMBEREach task is given a unique AWL Item Number. The first and second digits are the ATA Chapter Number.TASKALI = Airworthiness Limitation Instruction. These tasks are inspections that should be performed at the listed intervals.CDCCL = Critical Design Configuration Control LimitationINTERVALTask frequencies are specified in terms of a usage parameter such as flight hours, cycles or calendar time.APPLICABILITY Airplane model applicability.DESCRIPTION Description of the task to be performed or critical design configurationsaspects that cannot be changed without violating the intent of the design.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-118777 MAINTENANCE PLANNING DATAD.1 FUEL SYSTEMS IGNITION PREVENTIONThis section contains an FAA-approved program of scheduled inspections and design limitations for operators to incorporate intotheir maintenanceprogram for this type design to meet thestandards and assumptions introduced by Title 14 CFR § 25.981 and Special Federal Aviation Regulation No. 88(SFAR 88). SFAR 88 – Fuel Tank System Fault Tolerance Evaluation Requirements and Title 14 CFR § 25.981 – Fuel Tank Ignition Prevention requiremaintenance instructions and control limitations for certain fuel tankcritical design configurations.NOTE: The auxiliary fuel tank installation has been shown to comply with Title 14 CFR § 25.981 at Amendment 25-102.Paragraph 2(a) of SFAR 88 and Paragraph (b) of the standard introduced by Title 14 CFR § 25.981 (Amendment 25-102) requires certain design approvalholders of Type Certificates (TCs) and Supplemental Type Certificates (STCs) of large transport airplanes to conduct a safety review of the fuel tanksystems. The purpose of the safety review is to identify designfeatures that may result in development of ignition sources inthe fuel tank. Fuel systemAWLs are mandatory maintenance actions required to ensure that unsafe conditions identified by the SFAR 88 safety review do notoccur or are notintroduced into the fuel tank system as a result of configuration changes, repairs, alterations, or deficiencies in the maintenance program throughout theoperational life of the airplane.FEB 2012777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-119AWLs – FUEL TANK IGNITION PREVENTIONAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION28-AWL-01 ALI 16,000 FC/3,000 DYSNOTEALLExternal Wires Over Center Fuel TankConcern: Potential for wire chafing and arcing to Center Fuel Tank Upper Panel.Perform a detailed inspection of the wire bundles routed over the center fuel tank and under the main deckfloor boards to detect damaged clamps, wire chafing,and that the wire bundleis not in contact withsurface of the center fuel tank(refer to Boeing AMM 28-11-00).Inspect the sleeving (if installed) over the wire bundles for signs of visible damage. If the sleeving isdamaged, remove the sleeving and inspect the wiring for chafing.Repair any discrepancies found (refer to BoeingStandard Wiring Practices Manual (SWPM) 20-10-11and 20-10-13) and ensure that the wiresare not in contact with the surface of the center fuel tank.Interval Note: Whichever comes first.28-AWL-02 CDCCL N/A ALLExternal Wires Over Center Fuel TankConcern: Potential for wire chafing and arcing to Center Fuel Tank Upper Panel.If any maintenance is performed inthe area under the main deck floorboards and over the center fueltank, verify the following:1. Maintain the existing wire bundle routing and clamping.2. Perform a detailed inspection of the wire bundles routed over the center fuel tank and under the maindeck floor boards in the areas of the performed maintenance to detect damaged clamps, wire chafing,and that the wire bundle is not in contact with the surface of the center fueltank. If discrepancies arefound, repair in accordance with the Boeing Standard Wiring Practices Manual (SWPM), D6-54446,Section 20-10.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-120777 MAINTENANCE PLANNING DATA28-AWL-03 ALI 16,000 FC/3,000 DYSNOTEALLFuel Quantity Indicating System (FQIS) – Out of Tank Wiring Lightning Shield to Ground TerminationConcern: Potential for lightning-induced voltageson the FQIS wiring to enter the fuel tank.Using a Loop Resistance Tester, P/N 906-10246-2 or906-10246-3, perform the following inspection toensure the functional integrity of the FQIS wiringshield to ground termination (refer to Boeing AMM05-55-54):1. Measure the joint resistance of the FQIS receptacle to structure (spar) and verify resistance is0.003 ohm (3 milliohms) or less.2. Measure and verify the resistance of the shield to ground termination for the following items:a. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector D28103P (Left InboardMain Tank Rear Spar) Wire Bundle W8073.b. The loop resistance is 0.054 ohm (54 milliohms)or less for Connector D28102P (Left OutboardMain Tank Rear Spar) Wire Bundle W8072.c. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector D28101P (Left CenterTank Front Spar) Wire Bundle W8010.d. The loop resistance is 0.040 ohm (40 milliohms)or less for Connector D28201P (Right CenterTank Front Spar) Wire Bundle W8020.e. The loop resistance is 0.053 ohm (53 milliohms) or less for Connector D28202P (Right OutboardMain Tank Rear Spar) Wire Bundle W8077.f. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector D28203P (Right InboardMain Tank Rear Spar) Wire Bundle W8078.3. Restore the bonds if the measured loop resistancevalue is greater than the maximum allowed value(refer to Boeing AMM 05-55-54).Interval Note: Whichever comes first.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-12128-AWL-04 CDCCL N/AALLFQIS – Out Tank Wiring Lightning Shield to Ground TerminationConcern: Potential for lightning-induced voltageson the FQIS wiring to enter the fuel tank.1. If maintenance, preventative maintenance, or alteration is performed that disconnects the in-tankreceptacle from the spar or opens an FQIS wire bundle shield to ground path, then perform the bondcheck for the type of ground path opened as listed below (refer to Boeing SWPM 20-60-06 and20-20-00):a. For the electrical joint between the plug's backshelland structure (spar) at the wing rear sparconnectors D28102P, D28103P, D28202P and D28203P and the wing front spar connectorsD28101P and D28201P, the following design feature must be maintained (applicable to allairplanes) (refer to Boeing AMM 28-41-05):I. For the FQIS spar receptacle:A. A bonding jumper is installed between the FQIS spar receptacle's mounting bolt and thestructure near the front sparwith the red end of the jumper attached to the spar.B. The mounting bolt for the bonding jumper istightened to a torque of 33-40 in-lbs.(3.8 - 4.5 N-m).C. After installation of the bonding jumper, the electrical bonding resistance between theFQIS spar receptacle and the spar is0.003 ohm (3 milliohms) or less.II. For the out tank wire bundle plug to the FQIS spar receptacle:A. For the electrical joint between the out tankplug's backshell and receptacle, the electricalbonding resistance is 0.003 ohm (3.0 milliohms) or less.b. Based on the installation, only one of the following configurations is applicable (refer to BoeingAMM 05-55-54):I. Configuration 1 (airplanes with out of tankwire bundle with P connectors at wheel well):A. For the electrical joint between the connector backshell and primary structure at the wheelwell out of tank wire bundle end for Connectors D28113P, D28112P, D28212P andD28213P, and at the forward cargo out oftank wire bundle end for Connectors D28211Pand D28111P, the following design feature must be maintained:1). The resistance between the connector backshell and primary structure is 0.0025 ohm(2.5 milliohms) or less.(Continued on next page)AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-122777 MAINTENANCE PLANNING DATA28-AWL-04,ContinuedCDCCL N/A ALLFQIS – Out Tank Wiring Lightning Shield to Ground Termination, ContinuedII. Configuration 2 (airplanes with out of tank wire bundle with J connectors at wheel well):A. For the electrical joint between the connector backshell and primary structure at the wheelwell out of tank wire bundle end for Connectors D28113J, D28112J, D28212J andD28213J, and at the forward cargo out oftank wire bundle end for the connectorsD28211P and D28111P, the following design features must be maintained:1). The resistance between the connector backshell and primary structure at the wheelwell is 0.002 ohm (2.0 milliohms) or less.2). The resistance between the connector backshell and primary structure at the forwardcargo is 0.0025 ohm (2.5 milliohms) or less.2. If any FQIS out-tank wire bundle isreplaced or the FQIS wire bundle’s shield is spliced, repaired, orreconnected to the connector backshell (except asnoted in Steps 1.A and 1.B above), then thatparticular wire bundle shall be inspected as specified in AWL 28-AWL-03.28-AWL-05 CDCCL N/A 777 airplanesLine Numbers 498and on.Airplanes thathave incorporatedService Bulletin777-28-0044.Lightning Protection – Engine Fuel Feed Line Fuel Tank PenetrationConcern: Potential for arcing or sparking inside the tank at the interface between the bulkhead fitting andthe spar during a lightning strike event.The following design features must be maintained if the bulkhead fitting or attached tubing are removed orreplaced (refer to Boeing AMM 28-22-15):1. The electrical fay surface bond between the bulkhead fitting and the front spar inside the tank is0.001 ohm (1 milliohm) or less.2. A full-bodied fillet seal encapsulates the bulkhead fitting to the tankwall interface inside the tank.3. A full-bodied fillet seal encapsulatesthe coupling interface inside the tank.4. An electrostatic bonding jumper exists betweenthe structure and the fuel tube mating with thebulkhead fitting inside the tank.5. The electrical bonding resistance from the structure to the fuel tubemating with the bulkhead fitting is0.010 ohm (10 milliohms) or less, ifthe bonding jumper was disturbed.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-12328-AWL-06 CDCCL N/AALLLightning Protection – Hydraulic Line Fuel Tank PenetrationConcern: Potential for arcing or sparking inside the tank at the interface between the bulkhead fitting andthe rear spar, the hydraulic bulkhead fitting and theheat exchanger, or any two tubes connected by aswaged sleeve during a lightning strike event.1. The following design features must be maintainedif the hydraulic bulkhead fitting is removed orreplaced (refer to Boeing AMM 29-11-55):a. The electrical bonding resistance between the bulkhead fitting and the rear spar is 0.001 ohm(1 milliohm) or less.b. Full bodied cap seal is present at the fitting tothe tank wall interface inside and outside thefuel tank.c. The electrical bonding resistance between the hydraulic tube in the fuel tank and bulkhead fittingin the fuel tank must be 0.004 ohm (4 milliohms) or less.2. The following design features must be maintainedwhen the hydraulic heat exchanger is removed orreplaced (refer to Boeing AMM 29-11-60):a. The electrical bonding resistance between thestructure and the heatexchanger is 0.0025 ohm(2.5 milliohms) or less.b. A bonding jumper must be installed from thehydraulic heat exchanger to structure insidethe tank.c. The electrical bonding resistance betweenthe heat exchanger and the bonding jumper is0.0025 ohm (2.5 milliohms) or less.d. The electrical bonding resistance betweenthe heat exchanger and each hydraulic tube is0.004 ohm (4 milliohms) or less.3. The following design feature must be maintainedwhen a non-heat exchanger hydraulic tube in theWing Fuel Tank is removed or replaced (refer to Boeing AMM 20-10-09):a. The electrical bonding resistance across the in-line fittings (tube-to-tube) is 0.004 ohm(4 milliohms) or less.28-AWL-07 CDCCL N/AALLAC and DC Pump MaintenanceConcern: Potential for maintenance error. Fuel pump designs contain ignition source prevention means(i.e., flame arrestor, thermal fuses, materials, leadwire retention means, etc.) that must be maintained.Maintenance of Fuel Pumps must be in accordancewith Eaton (VK2523) CMM 28-20-42 Revision 7, CMM28-20-44 Revision 6, CMM 28-20-45 Revision 3, CMM 28-20-47 Revision 2, or later revisions of theseCMMs that have been approved by the FAA Oversight Office.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-124777 MAINTENANCE PLANNING DATA28-AWL-08 CDCCL N/A All 777-200airplanesLine Numbers 523and on.Airplanes thathave incorporatedBoeingService Bulletin777-28-0045.Center Wing Tank Sump Drain ValveConcern: Potential for arcing or sparking inside the tank at the interface between the sump drain valve andthe lower skin in the center wing tank during a lightning strike event.The following design features must be maintained ifthe drain valve is removed or replaced (refer toBoeing AMM 28-11-06):1. The presence of an insulating washer atthe sump drain valve inside the tank.2. The presence of a fillet seal at the interfacebetween the jam nut and airplane structure insidethe tank.28-AWL-09 CDCCL N/AALLLightning, Fault Current, or Hot Short Protection – Fuel Tank PenetrationsConcern: Potential for arcing or sparking inside the tank at a conductive metal-to-ground structureinterface as a result of electrical fault currents orlightning strike events due to insufficient bonding withinthe ground electrical path.Any repair or alteration involving new or altered penetrations to the fuel tanks (such as a repair withfasteners, adding a bracket, bulkhead fitting or equipment, etc.) or change to the design features of theexisting equipment penetrations (such as fuel measuring sticks, sump drain valves, fueling manifold, fueltemperature sensor, and motor operated fuel shutoff valve adaptor plate) requires approval from theFAA Oversight Office.However, no additional FAA Oversight Office approvalis required if the repair or alteration isaccomplished in accordance with:1. SRM procedures, and/or2. Boeing Service Bulletins, and/or3. Boeing ODA approved repair/alteration instructions;where all the required repair/alteration instructions andother procedures that relate to the new or alteredfuel tank penetration include the statement, "These data have been reviewed by the Boeing ODA for fueltank ignition prevention requirements, and no furtherapproval from the FAA Oversight Office is requiredto satisfy the requirements of CDCCL 28-AWL-09 provided the repair or alteration is accomplished inaccordance with these instructions.Note: Electrical bonding of fittings and brackets and/or cap sealing of fasteners and/or fillet sealing ofcomponent interface to structure inside and/or outside the fueltank will be required.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-12528-AWL-10 CDCCL N/A ALLAC Fuel Pump Fault Current Bonding Jumper InstallationConcern: Potential for fault current path through thepump housing to structure inside the tank. Electricalfaults internal to the fuel pump motor impeller are, by design, routed through the motor impeller assemblyto the bonding jumper on the front face of the motorimpeller assembly to structure outside the tank. Thebonding jumper ensures that fault currents are conducted to structure outside the tank until the circuitbreaker and/or Ground Fault Interrupter (GFI)has had time to remove power from the pump.The following design features must be maintained during pump replacement (refer to Boeing AMMs28-22-05, 28-22-06, and 28-31-01):1. The presence of one bonding jumper between the pump motor impeller and structure.2. The Motor Impeller bonding resistance across the bonding jumper to the structure is 0.00025 ohm(0.25 milliohm) or less.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-126777 MAINTENANCE PLANNING DATA28-AWL-11 CDCCL N/AALLFQIS and Auxiliary Fuel Tank Electronic Fuel LevelIndication (EFLI) System – Out of Tank WiringInstallation Separation RequirementConcern: Potential for hot shortsand Electromagnetic Effects (EME)-induced voltages on the FQIS wiringor Auxiliary Fuel Tank EFLIwiring to enter the tank.New wiring is defined as any new alteration that installs wiring, Electrical Wiring Interconnection System(EWIS) that is added to the airplane after initial Airplane Airworthiness Certificate issuance or after thedate 28-AWL-11 was first incorporated into an operator’s maintenance program, whichever is later.Routing and installation of any new wiring within 6.5 inchesof the FQIS wiring or Auxiliary Fuel Tank EFLIwiring must meet one ofthe following requirements:1. Use wire types BMS 13-48, BMS 13-60or BMS 13-58, and wire must notbe within a 2-inch radius ofthe FQIS wiring or Auxiliary Fuel Tank EFLI wiringand also not be within a 0.5 inch radius of the FQISwiring or Auxiliary Fuel Tank EFLI wiring under any single failure of a support point.2. Meet the criteria for intrinsically safe wiringas defined by FAA Advisory Circular 25.981-1C,Sections 8 and 9. New wiring that does not meetthe requirements for wire separation or wire type,and is shown to be intrinsically safe, must be identified as part of the Type Design change andapproved by the FAA.3. The new wiring installation has been found by the FAA to be compliant with Title 14 CFR Part 25,Section 25.981(a)(3) at Amendment 25-102 or later.Repair or replacement of existingwiring is not considered new wiring.Repair or replacement of existingwiring that is installed within 6.5 inches of FQIS wiring or Auxiliary FuelTank EFLI wiring must maintain itsexisting wire routing.NOTE: Refer to the Boeing Wire Diagrams to identify FQIS wiring or Auxiliary Fuel Tank EFLIwiring bundles.The following are FAA-accepted practices forrepair or replacement of existing wiring:1. For wire type substitutes, refer to Boeing SWPM 20-00-14.2. For wire assembly and installation, refer to Boeing SWPM 20-10-11.3. For repair procedures, refer to Boeing SWPM 20-10-13.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-12728-AWL-12 CDCCL N/AALLNOTECenter Wing Tank (CWT) Refuel Valve and Aux Tank Refuel Valve – Fault Current BondConcern: Potential for arcing inside the CWT.For the CWT and Auxiliary Tank Refuel Valve (Solenoid Actuator located on CWT Rear Spar), thefollowing design features must be maintained when therefueling valve is removed or replaced (refer toBoeing AMM 28-21-02 or 28-21-21):1. The Fay Surface bond between the valve body and the rear spar inside the tank is 0.0025 ohm(2.5 milliohms) or less.2. A fillet seal is applied around the entire perimeter of the valve body and gask-o-seal inside the tank.APPLICABILITY NOTE: The Aux Tank Refuel Valve requirement of this CDCCL is only applicable to 777airplanes with the Aux Tank Refuel Valve installed.28-AWL-13 CDCCL N/AALLFQIS – Fuel Quantity Processor Unit (FQPU) Repair and AuxiliaryFuel Tank EFLI System RepairConcern: Potential for maintenance error during FQPU or Auxiliary Fuel Tank EFLI repair. The FQPU andAuxiliary Fuel Tank EFLI is designed to limit the levels of energy, voltage, current, and power allowedwithin the FQIS / EFLI circuit to intrinsically safe levels in order to preclude the potential of an ignitionsource within any fuel tank.1. Maintenance of the FQPU must be in accordancewith GE Aviation (VK5294) CMM Volume 1, 28-47-69 Revision 1, and CMM Volume 2 (IPC) 28-47-69 Revision 2, CMM Volume 1 28-47-65 Revision 3and CMM Volume 2 (IPC) 28-47-65 Revision 4, or later revisions of these CMMs that have beenapproved by the FAA Oversight Office.2. Maintenance of the EFLI must be in accordancewith Parker (V26055) CMM 28-41-81 Revision 0, orlater revisions that have been approved by the FAA Oversight Office.28-AWL-14 CDCCL N/AALLFQIS and Auxiliary Fuel Tank EFLISystem – Repair of In-Tank Hardware (Tank Units, Densitometers,Water Detector)Concern: Potential for maintenance error during repairof in-tank hardware (tank units, densitometers andwater detectors). Arc gaps may develop that could result in an ignition source inside the fuel tank.Maintenance of the FQIS tank units, densitometers and water detectorsmust be in accordance with GEAviation (VK5294) CMM 28-47-58 Revision 4, CMM 28-47-59 Revision 1, CMM 28-47-60 Revision 4,CMM 28-48-03 Revision 2, CMM 28-47-71 Revision 5, or later revisions of these CMMs that have beenapproved by the FAA Oversight Office.Maintenance of the EFLI probe must be in accordancewith Parker (V26055) CMM 28-41-70 Revision 1, orlater revisions of this CMM that have been approved by theFAA Oversight Office.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-128777 MAINTENANCE PLANNING DATA28-AWL-15 CDCCL N/AALLFQIS – Repair or Replacement of In-Tank Wire HarnessConcern: Potential for error during repair or replacement of in-tank wire harness. Arc gaps may developthat could result in an ignition source inside the fuel tank.1. Repair and overhaul of the FQIS in-tank wireharness must be in accordance with Boeing SWPM 20-14-12 when the repair is accomplished on the airplane, or in accordance with GE Aviation (VK5294)CMM 28-47-61 Revision 7, or later revisions ofthis CMM that have been approved by the FAAOversight Office when the repair is accomplished in the shop.a. The following design features must be maintained during installation or maintenance of the FQISin-tank wire harness (refer to Boeing AMM 28-41-05):I. Wires are not in contact with the structure.2. The in-tank wire harnesses affected by repair or replacement must also be maintained as specified in28-AWL-04, as applicable.28-AWL-16 CDCCL N/AALLFuel Tank Access Doors – Lightning ProtectionConcern: Potential for arcing or sparking inside thetank at the interface between the door and the tankstructure as a result of a direct strikeor conducting currents through the wing skin.The following design features must be maintained duringinstallation of fuel tank access doors located onthe lower wing skin (refer to Boeing AMMs 28-11-01, 28-11-02, 28-11-07,28-11-03, and 28-13-05):1. A phenolic strip is positioned around the outermostperiphery of the door that mates with the wing skininside the tank, except for the impact-resistant door positions listed below:a. 777-200/200ER/300: Door Positions 531AB,631AB, 531BB, 631BB, 531CB, 631CB, 533AB,633AB, 533BB, 633BB, 533CB, 633CB, 533DB, 633DB, 533EB, 633EB, 533FB, 633FB, 533GB,633GB, 541AB, 641AB.b. 777-200LR/300ER/F: Door Positions 533FB, 633FB, 533GB, 633GB, 541AB, 641AB.2. No presence of corrosion on the access door, clamp ring, and lower wing skin electrical fayingsurfaces.(Continued on next page)AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-12928-AWL-16,ContinuedFuel Tank Access Doors – Lightning Protection, Continued3. A new knitted aluminum mesh gasket is installed.If a new gasket is not available, a used gasketmeeting the following criteria may be installed:a. No fastener holes are torn.b. The gasket is not elongated or out of shape.c. The gasket rubber seals around the inner andouter periphery must be a minimum of0.015 inches thick.d. No more than 10% of strands in all three layers are broken through in any one area.NOTE: A gasket not meeting Items a through c criteria may be used for a maximum duration of30 days and then must be replaced with a gasket that meets all thecriteria listed above.4. Grease or anti-corrosion compound is applied to both sides of the knitted aluminum mesh gasket. (notrequired for a new knitted aluminum mesh gasket that is less than five years old).NOTE: If the new knitted aluminum mesh gasket isgreater than five years old from manufacturingdate, de-grease and re-impregnate with 0.5-1 ounce of MIL-G-25537 (AeroShell 14 orequivalent) grease (applicable to all doors except for machined impact-resistant doors).Use anti-corrosion compound BMS 3-38 (CorBan 27L Compound or equivalent) forimpact-resistant doors on 777-300ER/200LR/F.5. A torque of 35 ±5 in-lb (4 ±1 N-m) is applied onthe fasteners for all doorsexcept 777-300ER/200LR/Fmachined impact-resistant doors (531AB, 631AB, 531BB, 631BB,531CB, 631CB, 533AB, 633AB,533BB, 633BB, 533CB, 633CB, 533DB, 633DB, 533EB, 633EB). For machined impact-resistantdoors installed on 777-300ER/200LR/F,a torque of 65 ±5 in-lb (7 ±1 N-m) is applied on the fasteners.6. Surge Tank Access Door with Vent Scoop:a. A bonding jumper exists between the upper duct and the door.b. The electrical bonding resistance between the door and skin panel is 0.010 ohm (10 milliohms)or less.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-130777 MAINTENANCE PLANNING DATA28-AWL-17 CDCCL N/AALLResetting Tripped Fuel Pump Circuit Breakers or GFIsConcern: Potential for arcing or sparking inside thetank between fuel pumps and fuel pump housings andoutside the tank betweenpump wiring and structure inflammable leakage zones.Before resetting the circuit breaker(s) or GFIs, the following must be performed:1. Accomplish the troubleshooting procedures (refer toBoeing Fault Isolation Manual, Sections 28-14,28-22 and 28-31).2. The fault(s) that resulted in circuit breaker orGFI tripping must be isolated and corrected priorto reset.28-AWL-18 ALI 375 DYSALLNOTEAC Fuel Pump GFI and Ground Fault Protector (GFP)Concern: Potential for pump housing burn-through, eitherinternal or external to the fuel tank, as a resultof major arcing due to electrical failure (i.e., damaged electrical connector, stator windings or leadwire tohousing/end cap shorting). The GFI/GFP is designed todetect electrical faults and open the circuit priorto pump housing burn-through.The following maintenance check is required in order to ensure continued functionality of the GFI/GFPcircuit:Operationally check the GFI and/or GFP, if installed, of the Center TankOverride/Jettison Pumps,Auxiliary Tank Pumps, Main Tank Jettison Pumpsand Main Tank Boost Pumps in accordance with AMM28-22-00 or AMM 28-14-05.APPLICABILITY NOTE:a. Center Tank Override/Jettison Pumps and Main TankJettison Pumps on airplanes with Line Positions423, 429, 454 and on.b. Center Tank Override/Jettison Pumps and MainTank Jettison Pumps on airplanes prior to LinePosition 454, except 423 and 429 that haveincorporated Service Bulletin 777-28A0037.c. All Main Tank Boost Pumps on airplanes with Line Position 662 and on.d. All Main Tank Boost Pumps on airplanes prior to Line Position 662 that have incorporatedService Bulletin 777-28A0038.e. Auxiliary Tank Pumps on 777-200LRs only if equipped with Auxiliary Fuel Tanks.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-13128-AWL-19 CDCCL N/AAirplaneLine Position 552and on.Airplanes thathave incorporatedService Bulletin777-28A0034Motor Operated Valve (MOV) Actuator – Lightning and Fault Current ProtectionConcern: Potential for arcing or sparking inside thefuel tank at a conductive metal-to-ground structureinterface as a result of electrical fault.1. The following design features must be maintainedwhen the MOV Actuators that are mounted to thespar with an adapter plate are removed or replaced (refer to Boeing AMMs 28-14-11, 28-14-12, 28-14-21, 28-14-22, 28-14-24,28-14-25, 28-14-43, 28-14-44, 28-21-23, 28-21-24, 28-22-01, 28-22-02,28-22-03, 28-22-04, 28-26-01, 28-26-02, 28-31-02, 28-31-03, 28-31-04, and 28-31-05):a. An electrical fay sealed bond exists between theadapter plate and the spar (auxiliary fuel tankcell wall structure) (only required ifadapter plate is removed or replaced).b. An electrical fay sealed bond exists between the index plate and the adapter plate (only requiredif the index plate is removed or replaced).c. An electrical fay sealed bond exists between the actuator mounting feet and the index plate (onlyrequired if actuator is removed or replaced).d. With one or both ends of the bonding jumperdisconnected, the electrical bonding resistancebetween the actuator mounting feet and the structure is 0.0025 ohm (2.5 milliohms) or less.e. Prior to attachment of the bonding jumper tothe actuator, the electrical bonding resistancebetween the loose end of the bonding jumper and the spar (auxiliary fuel tank cell wall structure)is 0.0015 ohm (1.5 milliohms) or less.f. A bonding jumper exists between the actuator and the structure.2. The following design features must be maintainedif the MOV Actuators thatare mounted to the sparwithout an adapter plate are removed or replaced (refer to Boeing AMMs 28-25-02, and 28-25-05 forAPU Valves and 28-31-03 for Jettison Nozzle Valve:a. APU Valves (Shut-Off and Isolation)I. An electrical fay surface seal bond exists between the actuator mounting feet and valve bodymounting bolts.II. With the bonding jumpernot installed, the electrical bonding resistance between the actuatormounting feet and the spar is 0.005 ohm (5 milliohms) or less.III. Prior to attachmentof the bonding jumper to the actuator, the electrical bonding resistancebetween the loose end of the bonding jumperand the spar is 0.0015 ohm (1.5 milliohms)or less.IV. An electrical fay surface seal bond exists between the bonding jumper and the actuatorbonding tab.(Continued on next page)AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-132777 MAINTENANCE PLANNING DATA28-AWL-19,ContinuedMotor Operated Valve (MOV) Actuator – Lightning and FaultCurrent Protection, Continuedb. Jettison Nozzle Valve (Applicable to the 777-200/200ER/300)I. An electrical fay surface seal bond existsbetween the actuator mounting feet and thevalve body.II. With the bonding jumpernot installed, the electrical bonding resistance between the actuatormounting feet and the structure is0.005 ohm (5 milliohms) or less.III. Prior to attachmentof the bonding jumper to the actuator, the electrical bonding resistancebetween the loose end of the bonding jumper and the structure is 0.0015 ohm (1.5 milliohms)or less.IV. An electrical fay surface seal bond exists between the bonding jumper and the actuatorbonding tab.NOTE: Not applicable to the Air TransferValve/Actuator; these are only found on theAuxiliary Tank.28-AWL-20 CDCCL N/A ALLNOTEMOV Actuator – Output Shaft Electrical IsolatorConcern: Potential for arcing or sparking inside thefuel tank at a conductive metal-to-ground structureinterface as a result of lightning orelectrical fault current event. Anelectrical isolatoron the actuatoroutput shaft is intended to disconnect the output shaft electrically from the motor internal electrical circuitryand ground path structure.To verify the integrity of the electrical isolation feature, conduct the following test if the actuator wasremoved for bench testing or repair(refer to ITT (V73760) CMM 28-20-21):A Dielectric Strength Test on the completed actuator assembly shall be performed by applying 3000 VACRMS, 60 Hz for one (1) minute between any mounting foot of the actuator and the output shaft spline.There shall be no evidence of disruptive discharge inthe form of leakage current in excess of 1.0 milliamps. The 3000V test is a bench test only and must not be performed on the aircraft.APPLICABILITY NOTE: Applies only to ITT actuators with Part Number MA20A2027 or MA30A1001.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-133777 MAINTENANCE PLANNING DATA28-AWL-21 ALI 4500 DYS 777-200LR withAuxiliary FuelTankExternal Wires Over Auxiliary Fuel TankConcern: Potential for arcing or wire chafing to Auxiliary Fuel Tank.Perform a detailed inspection of thewire bundles routed over the Auxiliary Fuel Tank and under the maindeck floor boards to detect damaged clamps, chafing wires,and that the wire bundleis not in contact withthe surface of the Auxiliary Fuel Tank (refer to Boeing AMM 28-11-00).Inspect the sleeving (if installed) over the wire bundles for signs of visible damage. If the sleeving isdamaged, remove the sleeving and inspect the wiring for chafing.Repair any discrepancies found (refer to Boeing SWPM 20-10-11 and 20-10-13) and ensure that the wiresare not in contact with the surface of the Auxiliary Fuel Tank.28-AWL-22 CDCCL N/A 777-200LR withAuxiliary FuelTankExternal Wires Over Auxiliary Fuel TankConcern: Potential for Arching or Wire Chafing to Auxiliary Fuel Tank.If any maintenance is performed in the area under the main deck floor boards and over the auxiliary tank,verify the following:1. Maintain the existing wire bundle routing and clamping.2. Perform a detailed inspection of the wire bundlesrouted over the auxiliaryfuel tank and under themain deck floor boards in the areas of the performed maintenance to detect damaged clamps, chafingwires, and a wire bundle that is in contact withstructure. If discrepanciesare found, repair inaccordance with Boeing Standard Wiring Practices Manual (SWPM), D6-54446, Section 20-10.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-134777 MAINTENANCE PLANNING DATA28-AWL-23 CDCCL N/A 777-200LR withAuxiliary FuelTankAuxiliary Tank AC Fuel Pump Fault Current Bonding PathConcern: Potential for fault current path through the motor impeller assembly to the structure inside thetank. Electrical faults internal to the fuel pumpmotor impeller are, by design, routed through the motorimpeller assembly to the bonding jumpers on the frontface of the motor impeller assembly to the tankstructure. The bonding jumpers ensure that fault currents are conducted to structureoutside the tank untilthe circuit breaker and/or GFI has had time to remove power from the pump.The following design features must be maintained during pump replacement (refer to Boeing AMM 28-14-15 or Marshall Aerospace (VK3784) CMM 28-14-02 (off-airplane)):1. The installation of a bonding jumper between the pump motor impeller and tank structure.2. The following bonding resistance is maintained:a. The electrical bonding resistance between the fuel pump motor-impeller unit and the pumphousing assembly (MW2-05-1046/1, commonly referred to as the "doghouse") is 0.0006 ohm(0.6 milliohm) or less.b. The electrical bonding resistance between the fuel pump housing and the pump housingassembly (MW2-05-1046/1) is 0.0025 ohm (2.5 milliohms) or less.3. Maintenance of the fuel pump must be as specified in 28-AWL-07.28-AWL-24 CDCCL N/A 777-200LR withAuxiliary FuelTankAuxiliary Tank Thermal ProtectionConcern: Potential for heating of the auxiliary tank structure as a result of a cargo fire event.If any maintenance is performed onor around the auxiliary tanks, the following thermal protectioncomponents must be maintained:1. Cargo Liners which separate the cargo compartment from the auxiliary fuel tank are installed.2. A 9G Thermal Impact Barrier is installed on the auxiliary fuel tank barrier cell.3. The Thermal Insulation Blanket located betweenthe end wall cargo liner and the thermal impactbarrier is installed.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-135777 MAINTENANCE PLANNING DATA28-AWL-25 CDCCL N/A 777-200LR withAuxiliary FuelTankAuxiliary Tank Lightning ProtectionConcern: Potential for arcing or sparking insidethe tank at a conductive metal-to ground structureinterface as a result of lightningstrike events to aux tank drains.If any maintenance is performed on or around the auxiliary tank drain system, the following mustbe maintained:1. Aeroquip Low Pressure Teflon Lightning Safe Hoses are installed on the auxiliary fuel tank drain lines.2. Flame Arrestors are installed in fuel tank drains.3. Foil backed fairing panels and associated bonding located below drain lines from STA 1428 toSTA 1530 are installed.28-AWL-26 ALI 375 DYS 777-200LR withAuxiliary FuelTankAuxiliary Fuel Tank AC Fuel Pump Uncommanded ON /Automatic Shutoff CircuitConcern: Potential for failure of fuel pump power control circuit in the energized state allowing dryrunning of fuel pump with a potential ignitionthreat due to pump overheat or sparking.The Pump Uncommanded ON/AutomaticShutoff Circuit provides redundant circuitry to remove powerfrom the Auxiliary Tank Pump if pump pressure is low for >15 seconds.The following maintenance check is required in order to ensure continued functionality of this circuit.1. Operationally check the Pump Uncommanded ON/Automatic Shutoff Circuit inaccordance with BoeingAMM 28-14-05.28-AWL-27 CDCCL N/A 777-200LR withAuxiliary FuelTankAuxiliary Fuel Tank Replacement or InstallationConcern: Potential for fault currentto the inside of the Auxiliary Fuel Tank. The tank contains bondingjumpers which provide a path from the tank to airplane structure. The bonding jumpers ensure that faultcurrents are conducted to structure outside the tank.The following design features must be maintained duringtank replacement or installation of the AuxiliaryFuel Tank (refer to Boeing AMM 28-14-01):1. The installation of a bonding jumper between the Auxiliary Tank and the Stanchion.2. The following bonding resistances are maintained:a. On the right side of the cell, the electricalbonding resistance between the auxiliary tank and thestanchion is 0.006 ohm (6 milliohms) or less.b. The electrical fay surface bond resistance between the stanchions and the structure is 0.006 ohm(6 milliohms) or less.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-136777 MAINTENANCE PLANNING DATAD.2 ENGINE SUCTION FEED SYSTEMThis section contains an FAA approved program of scheduled inspections for operators to incorporate into their maintenance program for this type designto meet Title 14 CFR § 25.951.The 777 Engine Fuel Feed System was type certificated as beingcompliant to Title 14 CFR § 25.951(b) when performing suction feed operations. TheEngine Suction Feed System AWL results from service experience of lossof fuel system suction feedcapability due to air leaksin the engine fuel feedsystem. The AWL is required maintenance needed to detect and correct failure of the engine fuelfeed system toreduce the possibility of engine flameoutresulting from air ingestion into the engine fuel feed system during low fuel level operation with boost pumps inoperative.The Engine Suction Feed System AWL is mandatory maintenance to ensure that the system retains the performance of the Engine Suction Feed requiredby Title 14 CFR § 25.951(b) that arise due to air leaks in the engine fuel feed system do not result in flameout of both engines.FEB 2012D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-137777 MAINTENANCE PLANNING DATAAWLs – ENGINE SUCTION FEED SYSTEMAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION28-AWL-101 ALI 7,500 FH ALLEngine Fuel Suction Feed Operational TestAn Engine Fuel Suction Feed Operational Test must be accomplished successfully on each engineindividually. This test is required in order to protect against engine flameout during suction feed operations,and must meet the following requirements (refer to Boeing AMM 28-22-00):Fuel Tank Quantity Limitations:Engine No. 1a. The Center Tank Fuel Quantity must not exceed 5,000 lbs (2,270 kg).b. The Main Tank No. 1 Fuel Quantity must be between 1,400 lbs – 1,600 lbs (600 kg – 800 kg).NOTE: Excess fuel can be transferred to Main Tank No. 2.Engine No. 2a. The Center Tank Fuel Quantity must not exceed 5,000 lbs (2,270 kg).b. The Main Tank No. 2 Fuel Quantity must be between 1,400 lbs – 1,600 lbs (600 kg – 800 kg).NOTE: Excess fuel can be transferred to Main Tank No. 1.Test Procedural Limitations:1. The Fuel Cross-Feed Valve must be CLOSED.2. The APU Selector Switch must be OFF.3. Idle Engine Warm-up time of minimum two minutes with Boost Pump ON.4. Idle Engine Suction Feed (Boost Pump OFF) operation for a minimum of five minutes.NOTE: APU may be used to start the engines provided the Fuel Tank Quantity and Test ProceduralLimitations are met.The test is considered a success if engine operation is maintained during the five-minute period andengine parameters (N1, N2, and Fuel Flow) do not decay relative to those observed with Boost Pump ON.A suction feed system that fails the operational testmust be repaired or maintained, and successfully passthe Engine Suction Feed Operational Test prior to further flight.FEB 2012D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-138777 MAINTENANCE PLANNING DATAD.3 NITROGEN GENERATION SYSTEM (NGS)The following list of AWLs (ALIs and CDCCLs)contain FAA approved scheduled inspections and design limitations for operators toincorporate into theirmaintenance program for this typedesign to meet the requirements for the introduction of theFlammability Reduction Means (FRM) Nitrogen GenerationSystem (NGS). The FAA operational rule change E8-16084 Final Flammability Rule requires maintenance instructions and control limitations for certainNGS critical design configurations. Title 14CFR § 25.981 also requires CDCCLs to preclude ignition sources inside the fuel tank that may be introduced bythe addition of NGS.Final Flammability Rule, Paragraph III(F), Section 7, Paragraph M25.4(a) requiresthat if FRM is usedto comply with ParagraphM25.1, airworthinesslimitations must be identified for all maintenance or inspection tasks required to identify failuresof components within the FRM that are needed to meetParagraph M25.1. NGS AWLs are mandatory maintenance actions thatensure that unsafe conditions that arise due to NGS failures do not occur or arenot introduced into the airplane as a result of configuration changes, repairs, alterations, ordeficiencies in the NGS Maintenance Program throughout theoperational life of the airplane.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-139777 MAINTENANCE PLANNING DATAAWLs – NGSAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION47-AWL-01 CDCCL N/A All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Lightning Protection – NGS NEA Distribution Line Fuel Tank PenetrationConcern: Potential for arcing or sparking inside the tank at the interface between the bulkhead fitting /flame arrestor and the spar during a lightning strike event. The following must be maintained if thebulkhead fitting or attached tubing is removed and replaced or reinstalled (refer to Boeing AMM 47-21-06):1. Install the same part number bulkhead fitting.2. Verify electrical fay surface bond between the bulkhead fitting and the front spar structure inside thetank is 0.0005 ohm (0.5 milliohm) or less.3. Install full-bodied fillet seal between the frontspar structure and bulkhead fitting flange inside ofthe tank.4. Install full-bodied fillet seal encapsulating the first coupling interface inside the tank at the bulkheadfitting between the flareless fitting nut and tubeand between the flareless fitting nut and bulkheadfitting.5. Verify electrical bond from structure to first tube mating with the bulkhead fitting is 1.0 ohm or less.NOTE: The bulkhead fitting is a special part which has anintegral flame arrestor. Any change to this partrequires approval by the FAA Oversight Office.47-AWL-02 CDCCL N/A All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Lightning Protection – NGS NEA Distribution Line Fuel Tank PenetrationConcern: Potential for arcing, sparking of filamentheating inside the tank at the interface between thedielectric isolator hose and the NEA tubing during a lightning strike event.The NGS installation is designed to prevent lightningcurrents from entering the center wing fuel tank byadding a dielectric isolator hose in the forward leading edge fairing area NEA distribution line. The isolatormust be maintained if the dielectric isolator hose or attached tubing isremoved and replaced or reinstalled(refer to Boeing AMM 47-21-00).MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-140777 MAINTENANCE PLANNING DATA47-AWL-03 CDCCL N/A All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Nitrogen Generation System (NGS) – Flammability Exposure and PerformanceConcern: Airplane alterations may impact the performance of the NGS and hence the flammability of theCenter Wing Fuel Tank.Background: The NGS is designed to provide the properlevel of nitrogen to the center wing tank in orderto reduce the flammability exposureby reducing the oxygen content of the ullage. The flammabilityexposure is also affected by the temperature of the fuel. The followingare critical features of the airplanethat, if altered, can negatively affect the performance of the NGS which in turnmay increase the centerfuel tank flammability exposure beyond the limits of Title 14 CFR, Section 25.981 at Amendment 25-125,utilizing the equivalent level of safety finding described in FAA Memorandum PS05-0177-P-2.1. Transferring air (20.9% oxygen) tothe center fuel tank will dilute the nitrogen rich atmosphere createdby the NGS in the fuel tank. Some Auxiliary Fuel Tank installations transfer air to the center wing tankas part of venting and fuel transfer.2. NGS performance depends on bleed air pressure inthe bleed air cross-over manifold supplied bythe engines.3. Certification of the NGSdepends on the inherent flammability ofthe center fuel tank without NGSinstalled. Center tank flammability is a direct function of fuel tank temperature. Any heat sourcesaround the tank, heat sources introduced into the tank (such as warm fuel or new heat exchangers),or changes that would cause heat to be retained (such installation of blankets adjacent to tank walls)could affect fuel tank flammability in a negative manner.CDCCL: Any design change that affects the vent system by adding air to the center tank, reduces thebleed pressure in the cross-over manifold during any phase of flight or ground operations, or adds anyheat to the center wing fuel tank or increases heat retention of the center wingfuel tank is not allowedwithout an FAA approved analysis to show that the change, or combination of changes, does not affect theNGS performance as required by Title 14 CFR Section 25.981(b), Amendment 25-125 utilizing theequivalent level of safety finding described in FAA Memorandum PS05-0177-P-2.See Boeing AMM Chapter 28 for a description of the Fuel System. See Boeing AMM Chapter 47 for adescription of the NGS.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-14147-AWL-04 ALI 108,000 FH All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Nitrogen Generation System – Thermal Switch Functional and Operational CheckConcern: Latent Failure of the Thermal Switch removes a layer of protection against fuel tank ignition byhot bleed air.The NGS uses engine bleed air from the engine bleed systemcross-over manifold to generate nitrogen toreduce the flammability of the centerfuel tank. The NGS has features to prevent directly feeding hot bleedair into the fuel tank. The Thermal Switch providesa redundant backup to the NGS Controller to protectthe Air Separation Module (ASM) and prevent hot bleedair from entering the fuel tank. The ThermalSwitch backup feature is a latent (not detected) failure and must be tested to maintain certification ofthe NGS.Perform a functional and operational check of the Thermal Switch to ensure integrity of the Thermal Switch(refer to Boeing AMM 47-42-04).47-AWL-05 ALI 10,682 FH All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Nitrogen Generation System– Cross-Vent Check Valve – Operational CheckConcern: The Cross-Vent Check Valve may fail open latently allowing air to flow through the center tankdiluting the nitrogen rich environment created by the Nitrogen Generation System.Operationally check the Cross-Vent Check Valve by accessing left wing surge tank and inspecting/checking the operation of the Cross-Vent Check Valve (refer to BoeingAMM ATA 47-21-05). Verify thevalve opens against spring force and closes by spring force.47-AWL-06 ALI 10,682 FH All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Nitrogen Generation System – NEADistribution Ducting InspectionConcern: The NEA Distribution System ducting outsidethe fuel tank may fail latently allowing NEA to leakwithout reaching the fuel tank, resulting in the fuel tank not reaching required inert levels.Inspect the NEA distribution lines from the ASM to the fuel tank front spar for damage and leaks (refer toBoeing AMM ATA 47-21-00).AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONMAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-142777 MAINTENANCE PLANNING DATA47-AWL-07 CDCCL N/A All AirplanesLine Number772 and on,or airplanesthat haveincorporatedService Bulletin777-47-0002Industry Fleet Average Flammability ExposureConcern: NGS performance is dependent on industry descent times. Industry efforts to reduce descenttime may result in NGS performancethat does not meetFAA requirements.Fleet Average flammability exposure for the fuel tankswith flammability reduction of this airplane typemust be maintained in accordance with Title 14 CFR Part 25, Appendix M. Boeing will monitor U.S.descent statistics and, if necessary to maintain compliance, will publish service information. If Boeingpublishes such service information, this CDCCL requires either that operators implement these FAAapproved design changes or thatoperators implement other design changes or operational proceduralchanges approved by the FAA Oversight Office tomaintain compliance with Title 14 CFR Part 25,Appendix M.NOTE: This CDCCL does not require individual operators to monitor descent rates of their fleets. Boeingwill monitor US descent statistics and provide any needed service instructionsto operators. Toprevent increasing flammability exposure above permissible levels, this CDCCL requiresoperators to incorporate future Boeing published service instructions denoted to maintaincompliance with this CDCCL, or other approved actions, within the compliance times stated in theservice instructions.AWLNUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONMAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-143D.4 PRATT AND WHITNEY FORWARD STRUT DRAIN LINEThis section contains an FAA approved program of Forward Strut Drain Line Scheduled inspections. Operators should incorporatethese inspections intotheir maintenance programs to meet Title 14 CFR § 25.901(b)(2)for those strut drains that are identified as applicable.In revenue service, excessive temperatures combined with draining fluids have contributed to clogging of the forward strut drain line. Hydraulic fluid haspooled in the strut flammable leakage zone, the left systems electrical bay, in the strut forward dry bay, and forward engine mount. The titanium enginemount is susceptible to hydrogen embrittlement when exposed to hydraulic fluid. The addition of drain line insulation (see Service Bulletin 777-71-0055)reduces the temperatures experienced by the drain linesminimizing the clogging of the drain such that periodic inspection willprevent clogging and pooledflammable fluids between inspections.The Forward Strut Drain Line functional check AWL is mandatory maintenance to ensure safe operation of the strut drainage system as required byTitle 14 CFR § 25.901(b)(2). The Forward Strut Drain Line functional checkverifies the drain will be functional until the next scheduled inspection.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-144777 MAINTENANCE PLANNING DATAAWLs – DRAIN LINEAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION54-AWL-01 ALI 2,000 FC/1,500 DYNOTE777 AirplanesLine Number1118 and onwith PW4000engines777 AirplanesLine Numbers1 through 1117with PW4000enginesthat haveincorporatedService Bulletin777-71-0055Forward Strut Drain LineConcern: Potential for hydraulic fluid clogging theForward Strut drain line causing subsequent clogging ofthe Left Systems Disconnect, Strut Forward Lower SparInlet and Forward Fire Seal Pan Inlet which couldresult in pooled flammable fluid in a flammable leakage zone which poses a potential fire hazard.Hydraulic Fluid can also back up into the strut forward dry bay and cause hydrogen embrittlement of theforward engine mount fittings that could cause cracks that lead to the loss of load carrying capability for theforward engine mount.Perform a Forward Strut Drain Line Functional Check (refer to Boeing AMM 54-55-01) to ensure the drainhas sufficient flow.1. Apply 381oz (11.27 l) to 387 oz (11.44 l) of water into the strut disconnect box over a 45 to 90 secondperiod.2. Verify a minimum of 354 oz (10.47 l) is collectedwithin two minutes after pouring water is complete.3. If the flow requirement is not met, then additionalchecks are required to verify the following:a. Verify that the three drain lines that connectto the Forward Strut drain line are cleared ofblockage from the drain outlet to the following inlets: Left Systems Disconnect, Strut ForwardLower Spar Inlet and Forward Fire Seal Pan Inlet.b. Verify that there is no evidence of hydraulicfluid contamination in the strut forward dry bay.NOTE: Access is through 432AR or 442AR. The Boeing Service Bulletin 777-54-0028 containsaccepted practices for inspection, cleaning and refinishing of the strut forward dry bay.Interval Note: Whichever comes first.MAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-145D.5 ROLLS ROYCE THRUST REVERSER THERMAL PROTECTION SYSTEMThis section contains an FAA approved program of Thrust Reverser(T/R) scheduled inspections.Operators should incorporate these inspections intotheir maintenance program to meet Title 14 CFR § 25.901(b)(2)for those T/R configurations that are identified as applicable.In revenue service, excessive temperatures have contributed to the failures ofthe 777 Rolls Royce T/R inner wall. The T/R Thermal Protection System(TPS) limits the temperatures experienced by the inner wall minimizing new/additional thermal distress. The replacement of the inner wall together withother design improvements (see SB 777-78-0082) eliminates the potential for additional thermal distress.The Rolls Royce Thrust Reverser Inner Wall AWL is mandatory maintenance to ensure safe operation of the T/R installation as required by Title 14 CFR§ 25.901(b)(2). The T/R TPS inspection verifies the proper functionality of the TPS. The Color Chip inspection demonstrates the inner wall has not beenexposed to excessive temperatures by checking for any discoloration of the engine side inner wall primer.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-146777 MAINTENANCE PLANNING DATAAWLs – THRUST REVERSER TPSAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION78-AWL-01 ALI 1125 DYS/6000 FCNOTE777 AirplanesLine Number922 and on withTrent 800engines.777 AirplanesLine Numbers1 through 921with Trent 800engines thathaveincorporatedSB 777-78-0071orSB 777-78-0082Thrust Reverser Thermal Protection SystemConcern: Potential for latent failure of the thrust reverser inner wallthermal protection system that couldresult in thermal exposure which reduces the strength of the inner wall panel. Proper cooling andinsulation protects against thermal damage.Inspect (Detailed) the Thrust Reverser Thermal Protection System on both engines for the following (referto Boeing AMM 78-31-07).Prior to Insulation Blanket Removal:1. The 4 upper and 4 lower cooling holes/bushings are blockage free (fan duct access)2. The insulation blankets are undamaged, securelyattached, and clickbond covers are in placeAfter Insulation Blanket Removal:3. The insulation blanket perimeter sealing foam is firmly attached and undamaged4. For drag link fittings that have cooling tubes attached:a. Air exit holes are blockage free.b. A fillet seal exists between the cooling tubes and the drag link fitting.c. For the left thrust reverser, a fillet sealexists around the base of the drag link fitting.d. For the right thrust reverser, a fillet seal exists between the land fitting flange and the exposedflanges of the drag link fittings.5. The clickbond studs are present and firmly attached.Interval Note: Whichever comes first.MAY 2013777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-14778-AWL-02 ALI 1125 DYS/6000 FCNOTE777 Airplaneswith Trent 800engines.NOTEThrust Reverser Inner WallConcern: Thermal protective system failures can result in theinner wall panel of thethrust reverser beingexposed to high temperatures which can reduce thestrength of the inner wall structure and lead tothermally induced damage such as disbonds and delaminations on the inner wall. Thermally damagedinner walls can collapse in flight.Inspect (Detailed) the thrust reverser inner wall (refer to Boeing AMM 78-31-01), using the Color Chip Kit,P/N 315W5110-7, to ensure the inner wall has not beenexposed to temperatures which could degrade itsstrength.1. Verify that the thrust reverser inner wall primer color is not darker than thecolor chip standard (P/N315W5110-5) from the Color Chip Kit, P/N 315W5110-7.2. If the thrust reverser inner wall primer colorappears darker than the color chip standard, perform anon-destructive test (refer to Boeing AMM 78-31-01)to ensure the composite inner wall structure hasno disbonds or delaminations.INTERVAL NOTE: Whichever comes first. Intervalto be applied to each thrust reverser halfindependently.APPLICABILITY NOTE:1. For individual thrust reverser halves that haveincorporated Service Bulletin 777-78-0082 WorkPackage 1 or Work Package 2, or2. For individual thrust reverser halves that haveincorporated Service Bulletin 777-78A0094 WorkPackage 3 or Work Package 4, or3. For individual thrust reverser halves with thrustreverser, PN 315W5295-97/-98/-99/-100 and higher.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONMAY 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-148777 MAINTENANCE PLANNING DATAE. CERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)SELECTION OF CMRsIn order to grant operators of the 777 airplane an opportunity toparticipate in the evaluation and selection of CMRs in an integrated process with MRBtasks and intervals, a Certification Maintenance Coordination Committee (CMCC) was convened to review all of the 777 CMRs. TheCMRs listed in thisdocument are the result of applying the CMCC process as described in AC 25-19.CMR DEFINITIONAs defined by AC 25-19, a CMR is a required periodic task, established during the design certification of the airplane as an operating limitation of the typecertificate. CMRs usually result froma formal, numerical analysis conducted to show compliance with catastrophic and hazardous failure conditions.Additional notes concerning the definition of CMRs:1. A CMR is intended to detect safety-significant latent (hidden) failures that would, in combination with one or more specificfailures or events, result in ahazardous or catastrophic failure condition.2. It is important to note that CMRs are derived from a fundamentally different analysis process than the maintenance tasks andintervals thatresult fromthe Maintenance Steering Group (MSG-3) Analysis associated withMaintenance Review Board (MRB) activities. MSG-3 Analysis activity producesmaintenance tasks that are performed for safety, operational, or economic reasons, involving both preventative maintenance tasks, which are performedbefore failure occurs (andare intended to prevent failures), as well as failure-finding tasks.CMRs, on the other hand, are failure-finding tasks only, andexist solely to limit the exposure to otherwise hidden failures. Although CMR tasks are failure-finding tasks, use of potential failure-finding tasks, suchas functional checks and inspections, may also be appropriate.3. CMRs are designed to verify that a certain failure has or has not occurred, anddo notprovide any preventative maintenance function. CMRs “restartthe failure clock to zero” for latent failures by verifyingthat the item has not failed, or cause repair if it has failed. Because the exposure time to a latentfailure is a key element in the calculationsused in a safety analysis performed to show compliance with Title 14 CFR § 25.1309,limiting the exposuretime will have a significant effecton the resultant overall failure probability of the system.The CMR Task Interval should be designated in terms of flighthours, cycles, or calendar time, as appropriate.MAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-1494. The type certification process assumes that the airplanewill be maintained in a conditionof airworthiness at least equal toits certified or properly alteredcondition. The process described in AC 25-19 is not intended toestablish normal maintenance tasks that should be defined through the MSG-3Analysis process. Also, this process is not intended to establish CMRs for the purpose of providing supplemental margins of safety for concerns arisinglate in the type design approval process.5. CMRs should not be confused with required structural inspection programs that are developedby the type certificate applicantto meet the inspectionrequirements for damage tolerance, as required by Title 14 CFR§ 25.571 or § 25.1529, AppendixH25.4 (Airworthiness Limitationssection). CMRs areto be developed and administered separately from any structural inspection programs.CMR TYPESCMR Tasks are divided into two categories: One Star CMRs (*) and Two Star CMRs(**). They are defined as follows:1. One Star CMRs (*) – The tasks and intervals specified are mandatory and cannot be changed, escalated, or deleted without theconcurrence of the FAAOversight Office.2. Two Star CMRs (**) – Task intervals may be adjusted in accordance with each operator’s approved escalation program or an approved reliabilityprogram in a like manner for any MRB Report task, but may not be deleted without prior FAA Oversight Office approval.ESCALATION OF TWO STAR CMRs (**)All Two Star CMRs (**) can be managed and controlled the same asany MRB Report task; however, they can not be deleted from anoperator’s programwithout prior FAA Oversight Officeapproval. For operators with approved escalation practices or anapproved reliability program, data collection andanalytical techniques are used to make adjustments to an operator’s maintenance program. It has been demonstrated that the management of amaintenance program does not give rise to undue escalations; consequently, the escalation of Two Star CMR (**) intervals withinan operator’smaintenance program will be properly managed by the operator subject to local regulatory authority approval.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-150777 MAINTENANCE PLANNING DATAEXCEPTIONAL SHORT-TERM EXTENSIONSSince CMR intervals are based on statistical averages and reliability rates, an exceptional short-term extension of 10% for each CMR listed in thisdocument may be made, except as noted in Item 1, without jeopardizing safety. The local regulatory authority or a Principle Maintenance Inspector mustconcur with any exceptional short-term extensions before they take place using procedures established with the local regulatoryauthority in the operators’manuals. The “exceptional short-term extension” process is applicableto CMR intervals. It should not be confused with the operator’s short-termescalation” program for normal maintenance tasks described in the operators’ manuals and in the Flight Standards Handbook 8900.1 FSIMS.The FAA Oversight Office has accepted that these exceptional short-term extensions may be granted without consultation with that office:1. The term “exceptional short-term extension” is defined as an increase in a CMR interval that may be needed to cover an uncontrollable or unexpectedsituation. All CMRs listed in this section have been approved for an exceptional short-term extension of 10%, except as notedbelow:• CMR 52-CMR-01, which has been approved for a short-termextension, is restrictedto a maximum of 90 days.2. Repeated use of extensions, either on the same airplane or onsimilar airplanes in an operator’s fleet, should not be used asa substitute for goodmanagement practices. Exceptionalshort-term extensions must not beused for fleet CMR extensions.3. After a CMR has experienced anexceptional short-term extension,the CMR interval will revert back to its interval listed inthis document. The FAAOversight Office must approve, prior to its use,any desired extension not explicitly listed above.NOTE: This exceptional short-term extension listed above applies toairlines that fall under the U.S. FAA jurisdiction only. Operators who are not under theU.S. FAA jurisdiction should obtain interval extension approvals from their local regulatory agency.MAR 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-151POST-CERTIFICATION CHANGES TO CMRsAny post-certification changes to CMRsshould be reviewed by the 777 CMCC andapproved by the FAA Oversight Office:1. Since the purpose of a CMR is to limit the exposure time to agiven significant latent failure as part of an engineering analysis of overall system reliability,instances of a CMR task repeatedly finding that no failure hasoccurred may not be sufficient justification for deleting the task or increasing the timebetween repetitive performances of the CMR task. In general,* CMRs are not good candidates for escalation under an operator’sreliability program.A * CMR task change or interval escalation can only be made ifworld fleet service experience indicates that certain assumptionsregarding componentfailure rates made early during the engineering analysis were overly conservative, and a re-calculation of system reliability with revised failure rates ofcertain 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 process used during initial certification. It isimportant that operators be afforded the same opportunity to participate that they received during the original certification of the airplane, in order toallow the operators to manage their own maintenance programs.3. In the event that later data provide sufficient basis for relaxation of a CMR (less restrictive actions to be required), thechange may be documented by anFAA Oversight Office approved change to this CMR document.4. If the requirements of an existing CMR must be increased (morerestrictive actions to be performed), it will be implemented by a change to this CMRdocument and enforced by an FAA Airworthiness Directive (AD).5. After initial aircraft certification, the only basis for addinga new CMR is in association with the certification of designchanges.6. A new CMR created as part of a design change should be partof the approved data for that change and added to this CMR document.In the event that a CMR is revised, Boeing will document it by preparing a revision to this document that will be approved by the FAA Oversight Office.This revision will then beforwarded to all 777 operators and the FAA Oversight Office.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-152777 MAINTENANCE PLANNING DATAFIGURE 6. PAGE FORMAT CERTIFICATION MAINTENANCE REQUIREMENTSMAR 2006777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-153PAGE FORMAT – CMRsCOLUMNEXPLANATIONCMRITEM NUMBEREach task is given a unique CMR item number. The first character, if applicable, is the engine prefix:G = General Electric, N = Pratt & Whitney, and R = Rolls RoyceThe second and third digits are the ATA chapter number.TYPECMR TYPECMRs are categorized into one or two star CMRs based on whetheror not they can be escalated bythe operator without prior FAAOversight Officeapproval.* Cannot be escalated or deleted withoutprior FAA Oversight Office approval.** Can be escalated based on the operator’s approved program for continued airworthiness based on continuous analysis and surveillance;however, these tasks cannot be deleted without prior FAA Oversight Office approval.RELATED MRBITEM NUMBERThis column is for the related MRB Item Number, if there isan applicable MRB Item Number. Not all CMRs have a one to one relationship to aMRB Item Number.TASKMSG-3 TASK CATEGORIESOP = OPERATIONAL CHECKA failure finding task to determine if an item is fulfilling its intended purposes. Does notrequire quantitative tolerances.CMRINTERVALTask frequencies are specified in terms of a usage parameter such as flight hours, cycles or calendar time.APPLICABILITYAPL ENGApplicable Airplane Model and Engine.AIRPLANEALL = All Airplanes300 = 777-300777F = 777 FreighterENGINEALL = All Engines4000 = PW4074, PW4077, PW4084, PW4090, PW4098GE90 = GE90 (75B/76B/85B/90B/94B/110B/115B)TRENT = TRENT 800 (875-17, 877-17, 884-17, 890-17, 892, 892B, 895)TASKDESCRIPTIONDescription of the task to be performed.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-154777 MAINTENANCE PLANNING DATAF. CERTIFICATION MAINTENANCE REQUIREMENTS TASKSCMRITEMNUMBERTYPERELATEDMRBITEMNUMBERTASKCMRINTERVALAPPLICABILITY777CERTIFICATION MAINTENANCE REQUIREMENTSAPL ENG TASK DESCRIPTION21-CMR-01 ** 21-33 OP 7500 Hrs 777F ALL Operationally check the manual and automatic activation of the Main Deck AlertingSystem.25-CMR-01 * 25-056 OP 375 DY ALLNOTEALL Perform an operational check of the Inflatable Seat Restraint System.AIRPLANE NOTE: If installed. Applicableto AMSAFE NexGen inflatable seat restraintinstallations, EMA P/N 511959-XXX-XX.26-CMR-01 * --- IN 6000 Hrs or18 Mos,whicheveroccurs firstALLNOTEALL Inspect Cargo Fire Bottles, supplier Part Numbers 473474-2,473475-2, 473854-2, and473876-2, for leaks using a Halide Leak Detector. Apply Corrosion Inhibitor Compoundto burst disc (inside fill fitting).AIRPLANE NOTE: Applicable to airplanes with -2 bottles installed. (CMR is notapplicable to -3 bottles).27-CMR-01 * 27-140 OP 500 Hrs ALL ALL Operationally checkPRIMARY FLIGHT CONTROL ACTUATION. Use hydraulics-onactuation confidence tests.27-CMR-02 * 27-160 OP 250 Hrs ALL ALL Operationally check ACTUATOR CONTROL ELECTRONICS (ACE) MONITORINGFunctions of Flight ControlsSystem (use ACE self-test).27-CMR-04 * 27-360 OP 12000 Hrs ALL ALL Operationally check LE SLAT SKEW/LOSS CABLE SYSTEM.27-CMR-05 * IN 5000 FC 777F ALL Conduct a visual inspection of the 24 Horizontal Stabilizer Trim Actuator (HSTA) Karonlined bushings and pins common to the Jackscrew Upper and Lower Gimbals, Section48 and Section 82 Fittings. Inspect for Karon liner or pin wear/damage and linerdelamination27-CMR-06 * 12-002 LUB 5000 Hrs or500 Dyswhichevercomes first777F ALL Lubricate the Elevator Power Control Units (PCUs) and Elevator Hinges.27-CMR-07 * 12-004 LUB 5000 Hrs or500 Dyswhichevercomes first777F ALL Lubricate the Rudder and Rudder Tab Hinge Bearings, Rudder Power Control Units(PCUs) Reaction Link Rod Ends and PCU Rod Ends.OCT 2014777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-15527-CMR-08 * 27-240 FC 12000 Hrs or1125 Dys,whichevercomes first777F ALLFunctionally Check Elevator Surface Freeplay.27-CMR-09 * 27-430 FC 12000 Hrs or1125 Dys,whichevercomes first777F ALL Functionally Check Rudder/Rudder Tab Surface Freeplay.28-CMR-01 * --- IN 6000 Hrs 300 ALL Conduct a visual inspection of the center fuel tank FQIS wiring for damage or chafing.29-CMR-01 * 29-030 FC 12000 Hrs ALL ALL Functionally check the GROSS INTERNAL LEAKAGE of the Main (Center) HydraulicSystem.29-CMR-02 * 29-130 OP 12000 Hrs ALL ALL Operationallycheck CENTER HYDRAULIC ISOLATION SYSTEM.29-CMR-03 * 29-150 OP 6000 Hrs ALL ALL Operationally check RAT System (using RAT checkout module) and check RAT Autoand Manual Deployment Systems.31-CMR-01 * 31-100 OP 24 HrsNOTEALL ALL Operationally check FIRE WARNING SYSTEM using the Fire/Overheat Test switch(if not checked by crew).INTERVAL NOTE: Under exceptional operational circumstances the interval may beextended beyond 24 hours (elapsed clock hours) but not exceed 48 hours (clock time).32-CMR-01 * 12-081 LUB 50 FC or25 DYS,whicheveroccurs laterNOTE ALL Lubricate the left and right Main Landing Gear truck beam and inner cylinder pivot joints.AIRPLANE NOTE: Applicable to airplanes production line number 915 and on, orairplanes that have incorporatedService Bulletin 777-32-0085.52-CMR-01 * --- DS 3375 Dys NOTE ALL Discard the Flight Deck Door Strike Assembly.AIRPLANE NOTE: Applicable to airplanes production line number 427 and on, orincorporation of Service Bulletin 777-25-0216.CMRITEMNUMBERTYPERELATEDMRBITEMNUMBERTASKCMRINTERVALAPPLICABILITY777CERTIFICATION MAINTENANCE REQUIREMENTSAPL ENG TASK DESCRIPTIONJAN 2011D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-156777 MAINTENANCE PLANNING DATA72-CMR-01DELETED*---IN24 HrsNOTENOTETRENTNOTEInspect (Detailed) STEP-ASIDE-GEARBOX (SAGB) HOUSING and EXTERNALGEARBOX LOWER BEVEL BOX (LBB) HOUSING for evidence of oil leakage andcracking per RR Non-Modification Service Bulletin 72-C129, Issue 3. AD 97-06-13.INTERVAL NOTE: Under exceptional operational circumstances the interval may beextended beyond 24 hours (clock time) but not to exceed 48 hours (clock time).AIRPLANE NOTE: Applicable to all Increased Gross Weight 777-200 airplanes and toany 777-200 with Rolls-Royce Trent engines capable of the 892-17 thrust rating.ENGINE NOTE: Applicable to all Rolls-Royce Trent engines capable of the 892-17thrust rating and to all Trent engines installed on Increased Gross Weight 777-200’s.72-CMR-02DELETED*---IN10 CycNOTETRENTNOTEInspect (Special Detailed) STEP-ASIDE-GEARBOX (SAGB) HOUSING with fluorescentpenetrant for evidence of cracking per RR Non-Modification Service Bulletin 72-C129,Issue 3. AD 97-06-13.AIRPLANE NOTE: Applicable to all Increased Gross Weight 777-200 airplanes and toany 777-200 with Rolls-Royce Trent engines capable of the 892-17 thrust rating.ENGINE NOTE: Applicable to all Rolls-Royce Trent engines capable of the 892-17thrust rating and to all Trent engines installed on Increased Gross Weight 777-200’s.72-CMR-03 * --- IN 1000 CycNOTE300 TRENTInspect (Special Detailed) MAIN FAN BLADES with ultrasonic test for evidence of fanblade root cracking per Rolls-Royce Non-Modification Service Bulletin 72-C445, Rev. 1.INTERVAL NOTE: Repeat inspections at 500 cycles.78-CMR-01 * 78-02578-22078-365OP 5000 Hrs ALL ALLOperationally check Thrust Reverser SYNC LOCK on left and right engine.78-CMR-02DELETED*78-03578-040-NOTEALLGE90PRECOOLER INLET DUCT ASSEMBLY KISS SEALINTERVAL NOTE: For Part Number S315W134-2 and -11 inspect per Service Bulletin777-78-0010, Revision 2.All CMRs on this list may have a 10% exceptional short-term extension of the task interval for a specific airplane. For further explanation, see Section 9.D.CMRITEMNUMBERTYPERELATEDMRBITEMNUMBERTASKCMRINTERVALAPPLICABILITY777CERTIFICATION MAINTENANCE REQUIREMENTSAPL ENG TASK DESCRIPTIONJAN 2011777 MAINTENANCE PLANNING DATAD622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-157G. REPORTING UNCONTROLLABLEHIGH THRUST FAILURE CONDITIONSTitle 14 CFR § 121.703 and § 135.415 state that “each certificate holder shall report anyfailure, malfunction,or defect in an aircraft, system, component,or powerplant that occurs or is detected at any time if, inits opinion, that failure, malfunction, or defect has endangered ormay endanger the safeoperation of an aircraft”. Title 14 CFR § 125.409 also requires reporting of failures, malfunctions, or defects. In many cases areportable failure ormalfunction will be obvious, butthere are some failure modes related to uncontrolled high thrustthat are reportable but may not be obvious. The followinginformation is provided, as required by FAA Exemption No. 7955, toassist the operators in identifying reportable malfunctionsrelated to uncontrolled highthrust.The FAA has concluded that the loss of capability to control thrust dueto a failure of the enginethrust control system may endanger the aircraft. Thisincludes any malfunctions having one ormore of the following characteristics:777-200 (777-200IGW or 777-200ER), 777-300• Auto-acceleration or uncommanded thrust change to higher power• Stuck thrust lever above idle power• Inability to reduce thrust777-300ER, 777-200LR, 777F• Stuck thrust lever above idle power• No response to thrust lever, with the cause being a mechanical failure in the thrustlever mechanism or resolver• Although some or these incidents may not appear to be safetyrelated, documenting the events is important to ensure the present level of safety ismaintained and/or to identify failure conditions that must be corrected.MAR 2014D622W001-9BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 9.0-158777 MAINTENANCE PLANNING DATAWhen filing a report of such an event with the FAA, the operatoris requested to include in the description of the event one ormore of thefollowing phrases:• “thrust control”• “no response to thrust lever”• “auto-acceleration”• “uncontrolled high thrust”In addition, the following information should be included in the report:• Event description• Flight Crew action• Maintenance action• List of affected or removed componentsReports should be submitted to the local representative of the FAA Administrator that handles the appropriate reporting responsibility for Title 14 CFR§ 121.703, 125.409, and 135.415. In addition to filing reports with the FAA, it is recommended thata copy be sent to Boeing and to the enginemanufacturer.MAR 2014