747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-1747-100/200/300/SPAIRWORTHINESS LIMITATIONS (AWLs) ANDCERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)D6-13747-CMRJUNE 2014Boeing claims copyright in each page of this document only tothe extent that the page contains copyrightable subject matter.Boeing also claims copyright inthis document as a compilation and/or collective work.This document includes proprietary information owned by The Boeing Company and/or one ormore third parties. Treatment of the document and theinformation it contains is governed by contract with Boeing. For more information,contact The Boeing Company, P.O. Box 3707, Seattle, Washington 98124.Boeing, the Boeing signature, the Boeing symbol, 707, 717, 727, 737, 747, 757, 767, 777, 787, Dreamliner, BBJ, DC-8, DC-9, DC-10, MD-10, MD-11, MD-80,MD-88, MD-90, and the Boeing livery are all trademarks owned byThe Boeing Company; and no trademark license is granted in connection with this document unlessprovided in writing by Boeing.COMPILED AND PUBLISHED BY:MAINTENANCE PROGRAMS ENGINEERINGCOMMERCIAL AVIATION SERVICESBOEING COMMERCIAL AIRPLANE GROUPA DIVISION OF THE BOEING COMPANYSEATTLE, WASHINGTON USAThis document has EAR data with an Export Control Classification Number (ECCN) of 9E991.Export of this technology is controlled under the United States Export Administration Regulations (EAR) (15 CFR 730-774). An export license may be required before it isused for development, production or use by foreign persons from specific countries. Thecontroller of this data has the individual responsibility to abide by all export laws.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-2747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSTHIS PAGE INTENTIONALLY LEFT BLANKBLANK747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3TABLE OF CONTENTSREVISIONS .................................................................................................................................................................................................................................. 1.0-5LIST OF EFFECTIVE PAGES .....................................................................................................................................................................................................1.0-11A. SCOPE................................................................................................................................................................................................................................... 1.0-13B. CERTIFICATION MAINTENANCE REQUIREMENTS (CMRS)............................................................................................................................................. 1.0-13C. AIRWORTHINESS LIMITATIONS – SYSTEMS..................................................................................................................................................................... 1.0-20C.1 FUEL TANK IGNITION PREVENTION ............................................................................................................................................................................ 1.0-25C.2 IMPACT-RESISTANT FUEL TANK ACCESS DOORS .................................................................................................................................................... 1.0-43D. LIMIT OF VALIDITY (LOV)..................................................................................................................................................................................................... 1.0-45JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSTHIS PAGE INTENTIONALLY LEFT BLANKBLANK747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-5REVISIONSREVISION AND REVISIONDESCRIPTION APPROVALOctober 2002Original Release - Added CMR 25-CMR-01 applicable only to airplanes with any ofthe following Service Bulletins installed: 747-25-3314, 747-25-3320 or 747-25-3321.This amended type design complies with the new 14 CFR 25.795 and the amended14 CFR 25.772 as issued under Federal Register Docket No. FAA-2001-11032.Submitted by:M. Razniewski (Boeing)Approved by: (FAA Seattle ACO)March 2006Added new fuel system airworthiness limitation which includes inspections anddesign limitations to satisfy SFAR 88 requirements.Submitted by:S. A. Pierini (Boeing)Approved by: A. Pasion (FAA Seattle ACO)May 2006Revised 28-AWL-03 to correct AMM reference.Revised 28-AWL-06 to correct bonding resistance value. Revised 28-AWL-13 tocorrect bonding resistance value.Submitted by:S. A. Pierini (Boeing)Approved by: D. Anderson (FAA SeattleACO)December 2006Revised CMR (25-CMR-01) interval from 4 years to 6 years to reflect improvedreliability data for the FlightDeck Door Strike Assembly.Submitted by:S. A. Pierini (Boeing)Approved by: (FAA Seattle ACO)JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-6747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSJanuary 2007Added new center Left/Right wing reserve tank fueling valve CDCCL AWL Number28-AWL-20. This CDCCL is applicable to airplanes that have incorporated the intentof Service Bulletin 747-28A2291.Added new motoroperator valve actuate CDCCL Number 28-AWL-21. This CDCCLis applicable to airplanes that have incorporated the intent of Service Bulletin 747-28A2292.Added new Center Tank Override Fuel Pump Inlet Protection and Power Failed onProtection System Inspection Number 28-AWL-22. This inspection is applicable toairplanes that have incorporated the intent of Service Bulletin 747-28A2288.Submitted by:S. A. Pierini (Boeing)Approved by: D. Anderson (FAA SeattleACO)September 2007Revised Section B. Exceptional Short-Term Extensions, to include revisions to clarifynotification requirements surrounding short-term extensions.Revised Section D. Airworthiness Limitations - Systems, to include revisions byreplacing “FAA office that is responsible for the airplane model Type Certificate, orapplicable regulatory agency” with “FAA Seattle ACO, or applicable regulatoryagency”.Revised Section D. Airworthiness Limitations- Systems to include revisions to clarifynotification requirements surrounding short-term extensions.Revised the table in Section D. to read " PAGE FORMAT: FUEL SYSTEMAIRWORTHINESS LIMITATIONS "insteadof “PAGE FORMAT: AIRWORTHINESSLIMITATIONS SYSTEM”.Revised AWL Number 28-AWL-18 to add Ground Fault Interrupter (GFI) relays to thelimitation that restricts resettingof fuel pump circuit breakers.Added AWL Number 28-AWL-23, a yearly check of the Boost Pump GFI, applicableto airplanes that have incorporated Service Bulletin 747-28A2261.Submitted by:Ted Dewing (Boeing)Approved by: PhilipForde (FAA SeattleACO)REVISION AND REVISIONDESCRIPTION APPROVALJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-7January 2008Revised Exceptional Short-Term Extension guidelines for CMRs to clarify notificationrequirements for CMR 25-CMR-01.Revised 25-CMR-01 Task Interval from 6 years to 9 years to reflect improvedreliability data for the Flight Deck Security Door.Submitted by:Eugene Lange (Boeing)Approved by: (FAA Seattle ACO)March 2008Revised 28-AWL-01 to remove 36000FH task interval limitation based uponengineering review and operator maintenance practice and removed body station andbuttock line text and replaced with "per AMM 28-11-00".Revised 28-AWL-13 by removing the 36000FH task interval limitation based uponengineering review and operator maintenance practice.Revised 28-AWL-03 to reflect the new maximum loop resistance values associatedwith the lightning protection of the unpressurized FQIS wire bundleinstallations so asto satisfy the Airworthiness Limitation Instructions required by SFAR 88. Alsoremoved the joint resistance values and 36000FH task interval limitation based uponengineering review and operator maintenance practice.Revised 28-AWL-06 to update the value from10 milliohms to 1 milliohm to correctlyreflect the numerical value given(0.001 ohm (1 milliohm) or less).Submitted by:John Sabolchy (Boeing)Approved by: Dorr Anderson(FAA Seattle ACO)July 2012Added a new Section E. Limit of Validity(LOV) as required by Title 14 Code ofFederal Regulations (CFR) Section 26.21 (Amendment 26-6).Submitted by:Sameera Wijesinghe(Boeing)SIGNATURE ON FILEFAA BASOO8/8/2012REVISION AND REVISIONDESCRIPTION APPROVALJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-8747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSAugust 2012Revised the title of Section C from “PageFormat: Systems Maintenance Program” to“Page Format: CMRs” and made it a subheading of Section B to be consistent withother CMR documents.Revised Section D to be Section C, added the word "Fuel" to the title, and replacedthe "Fuel Systems Airworthiness Limitations"subheading with "Introduction" to beconsistent with other CMR documents. Revised the subheading from "AirworthinessLimitations - Fuel System AWLs" to "C.1 AWLs - FUEL TANK IGNITIONPREVENTION", makingit subheading C.1.Added Section C.2, Impact-Resistant Fuel Tank Access Doors.Revised Section E to become Section D,in order to remain sequential with theheading changes above.Submitted by: Mark Arnold(Boeing)SIGNATURE ON FILEFAA BASOO10/02/2012June 2014Revised Section C to define FAA OversightOffice and replaced all references of"FAA Seattle ACO" with "FAA Oversight Office" throughout the entire section.References to FAA regulations were changed to include "Title 14 CFR §" toaccurately reflect FAA regulation citations throughout the document and forconsistency.Revised Section C to replace the word "per" with "in accordance with" throughout theentire section.Revised Section C frontmatter with the following:Deleted first two paragraphs under "Introduction" since theyare applicable toSection C.1, "AWLs – Fuel Systems Ignition Prevention" only.Added the information on FAA approved Airworthiness Limitations required underTitle 14 CFR § 43.16 and § 91.403 to the "Introduction" subparagraph and addedclarification that changes to AWL requires approval by the FAA Oversight Office.(Continued on next page)Submitted by:Cassandra Ho (Boeing)SIGNATURE ON FILEFAA BASOO8/29/2014REVISION AND REVISIONDESCRIPTION APPROVALJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-9747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSJune 2014, ContinuedAdded reference to the SFAR 88 and Title 14 CFR § 25.981 to the CDCCL paragraphunder "Introduction" to specify that the CDCCLis required by these regulations. Also,clarified the word "maintenance" to include alterations.Moved the "Regulatory Agency Approval" to after the "Introduction" subparagraph.Provides clarification thatthe operator not under the FAA jurisdiction should get thedeviations from the AWL instructions from their local regulatory authority.Revised "USE OF ALTERNATE TOOLS"to "USE OF ALTERNATE TOOLS OREQUIVALENT TOOLS, TESTEQUIPMENT OR MATERIALS". Added clarificationthat the use of alternate orequivalent tools, test equipment, or materials that isoutlined in AWL and CMM that is cited as "as "in accordance with" and not "refer to"requires FAA Oversight Office approval.Revised the Exceptional Short-Term Extensions subparagraph, changing "fuelsystem AWL" to "system AWL" to apply thefront matter to all AWLs under Section C.Revised "(e.g., a Principal Maintenance Inspector)" to "or a Principal MaintenanceInspector" and the Flight Standards Handbook reference from "8300.10" to "8900.1FSIMS".Removed reference to CDCCL from the "AWL/CDCCL Revision Process"subparagraph.Added "Accomplishment Instructions - General Information" to clarify the use of "inaccordance with" and "refer to" verbiagewhen referencing other Instructions forContinued Airworthiness documents. Addedreference to SWPM 20-20 for electricalbonding and grounding requirements.Added new subparagraphs "Definitions” to providefurther clarification onaccomplishment instructions, and "SupportingDocumentation” to clarify that strictadherence to the methods, techniques and practices, as prescribed, is required toensure the ALI or CDCCL is complied with.Revised "Page Format: Fuel System Airworthiness Limitations" to "Page Format:System Airworthiness Limitations" to apply the front mater to all AWLs underSection C.(Continued on next page)Continued from previous pageContinued from previous pageREVISION AND REVISIONDESCRIPTION APPROVALJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-10747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSJune 2014, ContinuedRevised C.1 front matter to clarify thatthe section is a FAA approved program ofscheduled inspections. Added Amendment25-102 to the Title 14 CFR § 25.981regulations.Revised AWL 28-AWL-10 to provide clarification when a repair or alteration involvingnew or altered fuel tank penetrations requires FAA Oversight Office approval andwhen a repair or alteration does not require additional FAA Oversight Office approval.Added additional notation to require electricalbonding of fitting, brackets, cap sealingfasteners, and/or fillet sealing of componentinterface to structure.Added 28-AWL-24 for the verification of theconduit liner, Teflon sleeve, and jacketedand shielded wiring is installed when the pump wiring or wiring in the conduit isremoved or replaced for 747 that have incorporated SB 747-28A2306.Added 28-AWL-25 for the inspection of Teflon sleeving and clamps around the wirebundle in clamp locations specified in Service Bulletin 747-57A2327.Added 28-AWL-26 for the verification of the Teflon sleeve is installed when the pumpwiring or wiring in the conduit is removed or replaced for 747 that have incorporatedSB 747-28A2204 but have not incorporated SB 747-28A2306.Added 28-AWL-27 to verify that the Teflon sleeving around the wire bundle in clamplocations specified in Service Bulletin 747-57A2327 is not damaged.Added 28-AWL-28 for the inspection ofthe cap seals and fillet seals whenmaintenance is performed in the fuel tanks.Revised AWL 57-AWL-01 to add AMM 28-11-02 reference.Continued from previous pageContinued from previous pageREVISION AND REVISIONDESCRIPTION APPROVALJUN 2014Section Page Date Section Page Date Section Page Date Section Page Date Section Page DateD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-11LIST OF EFFECTIVE PAGES747-100/200/300/SP AIRWORTHINESSLIMITATIONS/CERTIFICATIONMAINTENANCE REQUIREMENTS1.0 1 JUN 20141.0 2 BLANK1.0 3 JUN 20141.0 4 BLANK1.0 5 JUN 20141.0 6 JUN 20141.0 7 JUN 20141.0 8 JUN 20141.0 9 JUN 20141.0 10 JUN 20141.0 11 JUN 20141.0 12 BLANK1.0 13 JUN 20141.0 14 JUN 20141.0 15 JUN 20141.0 16 JUN 20141.0 17 JUN 20141.0 18 JUN 20141.0 19 JAN 20081.0 20 JUN 20141.0 21 JUN 20141.0 22 JUN 20141.0 23 JUN 20141.0 24 JUN 20141.0 25 JUN 20141.0 26 JUN 20141.0 27 JUN 20141.0 28 JUN 20141.0 29 JUN 20141.0 30 JUN 20141.0 31 JUN 20141.0 32 JUN 20141.0 33 JUN 20141.0 34 JUN 20141.0 35 JUN 20141.0 36 JUN 20141.0 37 JUN 20141.0 38 JUN 20141.0 39 JUN 20141.0 40 JUN 20141.0 41 JUN 20141.0 42 JUN 20141.0 43 AUG 20121.0 44 JUN 20141.0 45 AUG 20121.0 46 BLANKJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-12747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSTHIS PAGE INTENTIONALLY LEFT BLANKBLANK747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-13A. SCOPEThe scheduled maintenance requirements described in this section result from airplane certification activities with the U.S. Federal Aviation Administration(FAA). Accordingly, this FAA approved Certification Maintenance Requirements (CMRs)document is cross-referenced in the Model747-100/200/300/SPType Certificate Data Sheet. This document satisfies the requirements of Title 14 Code of Federal Regulations (CFR) § 25.571,§ 25.1529 and AdvisoryCircular (AC) 25-19 as thecontrolling document for all747 CMRs. These maintenanceactions are mandatory.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 747-100/200/300/SP. At the time of publication, the FAA office with oversight responsibility for the type certificate of the 747-100/200/300/SP is the FAA Boeing AviationSafety OversightOffice (BASOO).B. CERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)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 (and are intended to prevent failures), aswell as failure-finding tasks. CMRs, on the other hand, are typically failure-finding tasks,and exist solely to limit the exposure to otherwise hidden failures. Nevertheless, use of potential failure-finding tasks, such as functional checks andinspections, may also be appropriate.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-14747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS3. CMRs are designed to verify that a certain failure has or hasnot occurred, and do not provide any preventative maintenance function. CMRs “restartthe failure clock to zero”for latent failures by verifying that the item has not failed, or caused 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 effect on theresultant overall failure probability of the system. The CMR task interval should be designated in terms of flighthours, cycles, or calendar time, as appropriate.4. The type certification process assumes that the airplane will be maintained in a condition of airworthiness with respect to its 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. Neither is this process 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 and are to be developed and administered separatelyfrom any structuralinspection 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 theFAA Oversight 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.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-15ESCALATION 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.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-16747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSEXCEPTIONAL 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 with an exceptional short-term extension of 10%, except as notedbelow:• CMR 25-CMR-01, which has been approved for a short-term extension,is restricted to 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. TheFAA Oversight Office must approve, prior to its use, any desired extension notexplicitly listed above.NOTE: This exceptional short-term extension listed above applies toairlines that fall under the United States FAA jurisdictiononly. Operators who are notunder the U.S. FAA jurisdiction should obtain intervalextension approvals from their local regulatory agency.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-17POST-CERTIFICATION CHANGES TO CMRsAny post certification changes to CMRs should be reviewed bythe 747 Certification Maintenance Coordination Committee (CMCC) and approved by theFAA 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 performed), thechange may be documented byan FAA 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 be forwarded to all 747-100/200/300/SPoperators and the FAA Oversight Office.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-18747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSPAGE FORMAT: CMRsCOLUMNEXPLANATIONCMR ITEMNUMBEREach task is given a unique CMR Item Number. The first and second digits are the ATA Chapter Number.TYPECMR TYPE:CMRs are categorized into one or two starCMRs based on whether or not they can be escalated by the operator without priorFAA Oversight Office approval.* Cannot be escalated or deleted without prior FAA Oversight Office approval.** Can be escalated based on the operator’s approved program for continued airworthiness based on continuous analysis andsurveillance; however, these tasks cannot be deleted without prior FAA Oversight Office approval.RELATED MRBRITEM NUMBERThis column is for the related MRB Report(MRBR) Item Number, if there is an applicable MRBR Item Number. Not all CMRs havea one-to-one relationship to an MRBR Item Number.TASKTASK TYPES/CATEGORIESLUB = LubricationSVC = ServicingOPC = Operational CheckVCK = Visual CheckGVI = General Visual InspectionDET = Detailed InspectionSDI = Special Detailed InspectionFNC = Functional CheckRST = RestorationDIS = DiscardCMR INTERVAL Task frequencies are specified in terms of a usageparameter such as flight hours, cycles or calendar time.APPLICABILITYAPL ENGApplicable Airplane Model and Engine.TASKDESCRIPTIONDescription of the task to be performed.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-19CMR TASKSCMR ITEMNUMBER TYPERELATEDMRBR ITEMNUMBER TASKCMRINTERVALAPPLICABILITYAPL ENG TASK DESCRIPTION25-CMR-01 *DIS 9 YRS NOTE ALLDiscard the Flight Deck SecurityAdams Rite Strike Mechanism.Applicability Note: Airplanes with any of the following Service Bulletinsaccomplished: 747-25-3314,747-25-3320 or 747-25-3321.JAN 2008D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-20747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSC. AIRWORTHINESS LIMITATIONS – SYSTEMSINTRODUCTIONThe airplane systems maintenance requirements described in this AWL document result from various 747-100/200/300/SP airplane certification activitieswith the FAA. This Airworthiness Limitations section is FAA-approved and specifies maintenance required under Title 14 CFR § 43.16 and § 91.403 of theFederal Aviation Regulations, unless an alternative program hasbeen FAA Oversight Office approved. The AWLs may only be revised with the approval ofthe FAA Oversight Office. If themaintenance requirements cannot be accomplisheddue to repairs and/or modifications, an alternate inspection,acceptable to the FAA 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 andTitle 14 CFR § 25.981 – Fuel Tank IgnitionPrevention. CDCCLs are mandatory and cannotbe changed or deleted without the approval of theFAA Oversight Office. A critical fuel tank ignition source prevention feature may exist in thefuel system and its related installation or in systems that, if afailure condition wereto develop, could interact with the fuel system insuch a way that an unsafe condition would develop without this limitation. Strictadherence to configuration, methods, techniques, and practices as prescribed is required toensure compliance with the CDCCL. Any use of parts,methods, techniques or practicesnot contained in the applicable CDCCL must be approved by the FAA Oversight Office. For eachCDCCL, the word"maintenance" includes maintaining any installation during alterations; therefore, adherence to the CDCCL is required during maintenance or alterations.ALIs identify inspection tasks that mustbe 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.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-21REGULATORY 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 747-100/200/300/SP 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 OversightOffice 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 developed by 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.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-22747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSUSE OF ALTERNATE OR EQUIVALENT TOOLS, TEST EQUIPMENT OR MATERIALSFor AWLs which require the use of certain tools, test equipmentor materials, use of alternateor 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 operator's "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 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 anincrease in a system AWL interval that may be needed to cover anuncontrollable or unexpected 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. Exceptionalshort-term extensions must not beused 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 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.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-23DEFINITIONSRemoved or Replaced: Defined as removal or replacement of a component, as well as partial removals.Disturbed: Defined as interference, movement or change to the arrangement or order of the referenced component.New wiring: Defined as any alteration that installs wiring that is added to the airplane after initial Airplane AirworthinessCertificate issuance or after thedate that the Airworthiness Limitations and Certification Maintenance Requirements document, D6-13747-CMR, was first incorporated into an operator'smaintenance program,whichever is later.Sealant: Defined as sealant type BMS 5-45 or equivalent inaccordance with SRM 51-10-06 for inside of fuel tank and sealant type BMS 5-95 orequivalent in accordance with SRM 51-10-06 for outside of the fuel tank.FAA Oversight Office: Defined as the FAAoffice that currently has oversight responsibility for the typecertificate of the Boeing Model 747-100/200/300/SPaircraft. At the time ofpublication, the FAA Oversight Officeis 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.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-24747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSPAGE FORMAT: SYSTEMS AIRWORTHINESS LIMITATIONSCOLUMNEXPLANATIONAWL NUMBER Each 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 thatshould be performed at the listed intervals.CDCCL = Critical Design Configuration Control Limitations.INTERVALTask 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 criticaldesign configurations aspects that cannot be changed without violating the intentof the design.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-25C.1 FUEL TANK 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 the new standards and assumptions introduced by Title 14 CFR § 25.981 and SFAR 88. SFAR 88 – Fuel TankSystem Fault Tolerance Evaluation Requirements and Title 14 CFR § 25.981 – Fuel Tank Ignition Prevention require maintenance instructions and controllimitations for certain fuel tankcritical design configurations.Paragraph 2(a) of SFAR 88 and Paragraph (b) of the new standardintroduced by Title 14 CFR § 25.981 (Amendment 25-102) requirescertain designapproval holders of Type Certificates (TCs) and Supplemental Type Certificates (STCs) of large transport airplanes to conduct asafety review of the fueltank systems. The purpose of the safety review is to identify design features that may result in development of ignition sources in the fuel tank. FuelSystem AWLs are mandatory maintenance actions required to ensure that unsafe conditions identifiedby the SFAR 88 safety reviewdo not occur or arenot introduced into the fuel tank system as a result of configuration changes, repairs, alterations, or deficiencies in the maintenance program throughoutthe operational life of the airplane.JUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-26747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSAWLs – FUEL TANK IGNITION PREVENTIONAWL Number Task Interval Applicability Description28-AWL-01 ALI 12 YR ALL External Wires Over Center Fuel TankConcern: Potential for 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 themain deck floor boards in accordance with Boeing AMM 28-11-00 to detect damaged clamps, wirechafing, and to verify that the wire bundle is not incontact with surface of the center fuel tank. Ifdiscrepancies are found, repair in accordance with the Boeing Standard Wiring Practices ManualD6-54446.28-AWL-02 CDCCL N/A ALL External Wires Over Center Fuel TankConcern: Potential for wire chafing and arcing to Center Fuel Tank Upper Panel.If any maintenance is performed in the area under the main deck floor boards and over the centerfuel tank, verify the following:1. Maintain the existing wire bundle routing and clamping.2. Installation of any new wire bundles must bein accordance with Boeing Standard WiringPractices Manual D6-54446.3. All wire bundles over the center fuel tank are inspected in accordance with 28-AWL-01.JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-2728-AWL-03 ALI 12 YR ALL Fuel Quantity Indicating System(FQIS) – Out of Tank Wiring Lightning Shield toGround TerminationConcern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.Perform the following check to ensure the functional integrity of the FQIS wiring shield to groundtermination in accordance with Boeing AMM 20-55-54:1. Visually inspect all connectors at the location being tested to ensure they are tight. Thisincludes connector plugs and backshells.2. Use a Loop Resistance Tester P/N 906-10246-2 or 906-10246-3 to measure and verify theresistance of the shield to ground termination for the following items:Loop resistance for Overbraid connector bundles:The loop resistance shall not exceed 40 milliohms for connector DX725 and the overbraidwire bundle number BAC3106-12 (Main Tank 3).The loop resistance shall not exceed 40 milliohms for connector M127 (Vendor) and theoverbraid wire bundle number BAC3106-7 (Center Tank).The loop resistance shall not exceed 40 milliohms for connector DX723 and the overbraidwire bundle number BAC3106-12 (Main Tank 2).Loop resistance for IFQTs connector bundles:The loop resistance shall notexceed 78 milliohms for connector DM10449B and the wirebundle number W3119 (Right Reserve #3/ Aux #4 Outboard Wing Tank).The loop resistance shall notexceed 78 milliohms for connector DM10447B and the wirebundle number W3119 (Right Reserve #4 Inboard Wing Tank).The loop resistance shall notexceed 90 milliohms for connector DM10446B and the wirebundle number W3119 (Right Main #4 Outboard Wing Tank).The loop resistance shall notexceed 90 milliohms for connector DM10445B and the wirebundle number W3119 (Right Main # 3 Inboard Wing Tank).The loop resistance shall not exceed 119 milliohms for connector M10444 and the wirebundle number Vendor X121(Center Tank).(continued on next page)AWL Number Task Interval ApplicabilityDescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-28747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-03 ALI 12 YR ALL Fuel Quantity Indicating System(FQIS) – Out of Tank Wiring Lightning Shield toGround Termination (Continued)Loop resistance for IFQTs connector bundles, continued:The loop resistance shall notexceed 90 milliohms for connector DM10442B and the wirebundle number W3115 (Left Main #2 Inboard Wing Tank).The loop resistance shall notexceed 90 milliohms for connector DM10441B and the wirebundle number W3115 (Left Main #1 Outboard Wing Tank).The loop resistance shall notexceed 78 milliohms for connector DM10443B and the wirebundle number W3115 (Left Reserve #1 Inboard Wing Tank).The loop resistance shall notexceed 78 milliohms for connector DM10448B and the wirebundle number W3115 (Left Reserve #2/ Aux #1 Outboard Wing Tank).28-AWL-04 CDCCL N/A ALL FQIS – Out of Tank Wiring Lightning Shield toGround TerminationConcern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.If any maintenance is performed on the FQIS wire bundle in the unpressurized zone (outside offuselage), verify the following:1. Presence of shielded wiring.2. The shield ground is terminated in accordance with Boeing SWPM 20-10-15.3. The installation is checked in accordance with 28-AWL-03.AWL Number Task Interval ApplicabilityDescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-2928-AWL-05 CDCCL N/A All airplanesthat haveincorporatedService Bulletin747-28A2239.Lightning Protection – Engine FuelFeed Line Fuel Tank PenetrationConcern: Potential for arcing, sparking or filamentheating inside the tank at the interface betweenthe bulkhead fitting and the spar during a lightning strike event.The following must be maintained in accordance with Boeing AMM 28-22-07 if the bulkhead fittingor attached tubing are removed and replaced:1. Verify electrical fay surface bond frombulkhead fitting to structure is 0.0005 ohms(0.5 milliohms) or less.2. Install full-bodied fillet seal encapsulating the bulkhead fitting to the tank wall interfaceinside the tank.3. Install full bodied fillet sealencapsulating the first coupling interface inside the tank.4. Verify an electrostatic bonding jumper presence between the structure and the fuel tubemating with the bulkhead fitting inside the tank.NOTE: Step 2 is not applicable toairplanes with Rolls Royce engines.28-AWL-06 CDCCL N/A All airplanesthat haveincorporatedService Bulletin747-29A2104.Lightning Protection – Hydraulic Line Fuel Tank PenetrationConcern: Potential for arcing or sparking insidethe tank at the interface between the bulkheadfitting and the spar during a lightning strike event.The following design features must be maintained in accordance with Boeing AMM 29-11-22. Ifthe bulkhead fitting is removed and replaced:1. Verify electrical fay surface bond from bulkhead fitting to structure outside the tank is0.001 ohm (1 milliohm) or less.2. Install fillet seal on the fitting to the tank wall interface outside the tank.3. Install full bodied fillet sealencapsulating the fitting to the tank wall interface insidethe tank.4. Verify an electrostatic bonding jumper existsbetween the structure and the Hydraulic HeatExchanger inside the tank.5. Verify electrical bond from structure to the Hydraulic Heat Exchanger inside the tank is0.005 ohms (5 milliohms) or less.AWL Number Task Interval Applicability DescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-30747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-07 CDCCL N/A ALL AC Pump and DC Pump MaintenanceConcern: Potential for maintenance error duringpump overhaul. Fuel pump designs containignition source prevention means (i.e., flame arrestor, thermal fuses, materials, leadwire retentionmeans, etc.) that must be maintained if pump is overhauled.Repair and overhaul of Fuel Pumps must bein accordance with manufacturer ComponentMaintenance Manual (CMM) Numbers 28-22-07 Revision Number 1, 28-31-03 Revision Number3, 28-22-06 Revision Number 6, 28-31-05 RevisionNumber 1, 28-20-02 Revision Number 4 or 9,or later revisions of these CMMs that have been approved by the FAA Oversight Office.28-AWL-08 CDCCL N/A ALL AC Fuel Pump Fault Current Bonding PathConcern: Potential for fault current path through the pump housing to structure inside the tank.Electrical faults internal to the fuel pump motor impeller are by design routed through the motorimpeller assembly to the bonding straps on thefront face of the motor impeller assembly tostructure outside the tank. The bonding straps ensure that fault currents are conducted tostructure outside the tank until the circuit breaker and/or GFI has had timeto remove power fromthe pump.The following features must be maintained during pump replacement:For Hydro-Aire pumps:1. The presence of two bonding straps.2. The motor impeller bonding resistance across the jumpers to structure for Center tank isnot more than 0.0002ohms (0.2 milliohms).NOTE: Service Bulletin 747-28A2033 adds a bonding jumper and clip with the .0002 ohm(0.2 milliohms) requirement for airplanes LN 1-167).AWL Number Task Interval Applicability DescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3128-AWL-09 ALI 18 MTH All airplanesLine Number258 and on thathaveincorporatedService Bulletin747-28-2053.Fuel Override Jettison Pump Ground Fault Interrupter (GFI)Concern: Potential for pump housing burn-through, either internal or external to the fuel tank, as aresult of major arcing due to electrical failure (i.e., damaged electrical connector, stator windingsor lead wire to housing/end cap shorting).The GFI is designed to detect electrical faults and open the circuit prior to pump housing burnthrough. The following maintenance check is required in order to ensure continued functionality ofthe GFI circuit:1. Operationally check the GFI of all Override/Jettison pumps, in accordance with Boeing AMM28-31-00.2. Operationally check the GFI of all FuelBoost Pumps, and A/CScavenge Pump, inaccordance with Boeing AMM 28-22-00. For airplanes that incorporated Service Bulletins747-28-A2053 for Override/Jettison pumps and Service Bulletin 747-28-A2261 for the FuelBoost Pumps and A/C Scavenge pump.AWL Number Task Interval Applicability DescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-32747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-10 CDCCL N/A ALL Lightning, Fault Current orHot Short Protection –Fuel Tank PenetrationsConcern: Potential for arcing or sparking insidethe tank at a conductive metal-to-ground structureinterface as a result of electrical fault currents or lightning strike events due to insufficient bondingwithin the ground electrical path.Any repair or alteration involving new or altered penetrations to the fuel tanks (such as a repairwith fasteners, adding a bracket, bulkhead fitting or equipment, etc.) or change to the designfeatures of the existing equipmentpenetrations (such as fuel measuring sticks, sump drain valves,fueling manifold, fuel temperature sensor, and motor operated fuel shutoff valve adaptor plate)requires approval from the FAA Oversight Office.However, no additional FAA Oversight Office approval is required if the repair or alteration isaccomplished in accordance with:1. Boeing Structural Repair Manual procedures, and/or2. Boeing Service Bulletins, and/or3. Boeing ODA approved repair/alteration instructions;where all the required procedures that relate tothe new or altered fuel tank penetration includethe statement, "These data have been reviewed by the Boeing ODA for fuel tank ignitionprevention requirements, and no further approval from the FAA Oversight Office is required tosatisfy the requirements of CDCCL 28-AWL-10 providedthe repair or alteration is accomplished inaccordance with these instructions."Note: Electrical bonding of fittings and brackets and/orcap sealing of fasteners and/or filletsealing of component interface tostructure inside and/or outsidethe fuel tank will be required.AWL Number Task Interval Applicability DescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3328-AWL-11 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – Out of Tank Wiring Installation Separation RequirementConcern: Potential for hot shorts and EMI induced voltages on the FQIS wiring outside of the tankto enter the fuel tank.For airplanes incorporating Isolated Fuel Quantity Transmitter (IFQT) Service Bulletin747-28-2234, the FQIS wiring is defined as the wiring between the IFQT and the fuel tank.For airplanes not incorporating IFQT, the FQISwiring is defined as the wiring between theindicators and the fuel tank.Routing and installation of any new wiring mustuse wire types BMS 13-48, BMS 13-60 orBMS 13-58, and not be within a 2-inch radius of the FQIS wiring. When a single clamp fails, aseparation greater than 1⁄2 inch must be maintained from FQIS wiring.28-AWL-12 CDCCL N/A ALL Center Wing TankFueling Valve – Fault Current BondConcern: Potential for arcing or filamentheating inside the center wing fuel tank.The following design features must be maintained in accordance with Boeing AMM 28-21-02,28-21-13 when the center wing tank fueling valve is removed and replaced:1. Bond resistance measurement from the valvebody to the rear spar web is 0.010 ohms(10 milliohms).This installation is checked as specified in 28-AWL-13.28-AWL-13 ALI 12 YR ALL Center Wing Tank Fueling Valve – Fault Current BondConcern: Potential for arcing or filamentheating inside the center wing fuel tank.Perform a bonding check procedure in accordance with Boeing AMM 28-21-13.1. Verify the bond from the exposed threads on the valve mounting stud to the refuel valvecontrol unit is 0.005 ohms (5 milliohms).2. Verify the bond from the exposed threads onthe valve mounting stud to the rear spar webis 0.010 ohms (10 milliohms). If the resistanceis higher than the specified values, reworkthe bonds in accordance with Boeing SWPM 20-20-00.AWL Number Task Interval Applicability DescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-34747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-14 CDCCL N/A ALL Fuel Tank Access Doors ConfigurationConcern: Potential for arcing or sparking inside the tank at the interface between the door and thetank structure as a result of a direct strike or conducting currents through the wing skin.The following must be maintained during fuel tank access door installation in accordance withBoeing AMMs 28-11-01, 28-11-02, or 28-11-03:1. Verify presence of a molded rubber seal positioned around the outermost periphery of thedoor that mates with thewing skin inside the tank.2. Apply grease to both sides of the knitted aluminum mesh gasket, and3. Install the greased knitted aluminum meshgasket between the outside face of the doorand the wing skin to establish the electricalconductivity between the access door and thewing skin.28-AWL-15 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – Repairof In-Tank Hardware (Tank Units, Densitometers,and Compensators)Concern: Potential for maintenance error during repair of in-tank hardware (tank units,compensators and densitometers). Arc gaps may develop that could result in an ignition sourceinside the fuel tank.Repair and overhaul of FQIS tank units, compensators, and densitometers must be in accordancewith manufacturer Component Maintenance Manual (CMM) Numbers 28-40-10 RevisionNumber 13, 28-40-12 Revision Number 9, 28-40-16 Revision Number 1, 28-40-14 RevisionNumber 8, 28-40-15 Revision Number 0 or later revisions of these CMMs that have beenapproved by the FAA Oversight Office.AWL Number Task Interval ApplicabilityDescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3528-AWL-16 CDCCL N/A ALL Fuel QuantityIndicating System (FQIS) – Repair of In-Tank Wire HarnessConcern: Potential for error during repair or replacement of in-tank wire harness. Arc gaps maydevelop that could result in an ignition source inside the fuel tank.Repair and overhaul of FQIS in-tank wire harness must be in accordance with Boeing SWPM20-14-12.Installation of FQIS in-tank wire harness must be in accordance with Boeing AMM 28-41-09.Installation of FQIS spar penetration must bein accordance with Boeing AMM 28-41-09. Verifythe following when installingthe spar FQIS penetrations:1. New O-rings are installed.2. A fillet seal is applied between the perimeter ofthe bulkhead receptacle and the matingsurface in the tank around the connector inside and outside the fuel tank.3. The bulkhead receptacle screws are tightened to the torque values specified in the BoeingAMM Task 28-41-09.28-AWL-17 CDCCL N/A ALL Fault Current Detectors RepairConcern: Potential for maintenance error during Fault Current Detector repair. Fault current maybe introduced to pumps creating an ignition source.Repair and overhaul of Fault Current Detectors must be in accordance with manufacturerComponent Maintenance Manual (CMM) Number 28-31-22 Revision 4 or a later revision of thisCMM that has been approved by the FAA Oversight Office.28-AWL-18 CDCCL N/A ALL Resetting Tripped Fuel Pump Circuit Breakers or Ground Fault Interrupters (GFIs)Concern: Potential for arcing or sparking inside the tank between fuel pumps and fuel pumphousings and outside the tank between pump wiring and structure in flammability leakage zones.Verify it is safe to reset the circuit breaker(s) or GFI(s) by following the applicable OEMtroubleshooting procedures. Fault(s) that resulted in circuit breaker or GFI(s) relay trip must beisolated and corrected prior to reset.AWL Number Task Interval ApplicabilityDescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-36747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-19 CDCCL N/A All airplanesthat haveincorporatedService Bulletin747-28-2234.Isolated Fuel Quantity Transmitter (IFQT)Concern: Potential for maintenance error during IFQT repair.Due to intrinsic safety requirements that theIFQTs must adhere to, these units are not fieldrepairable by operators or third party mod shops. Transmitters must be returned to themanufacturer for repair and overhaul.28-AWL-20 CDCCL N/A All airplanesthat haveincorporatedService Bulletin747-28A2291Reserve Tank Fueling Valve-Induced Lightning Protection BondConcern: Potential for arcing or filament heating inside the centerLeft/Right wing Reservefuel tank.The following design features must be maintained in accordance with Boeing AMM 28-21-02when the reserve tank fueling valve controller is removed and replaced:1. Two bonding jumpers between the valve controller and structure outside the tank.2. The bonding resistance from the mounting bolt to structure (spar) must not be more than0.0015 ohms (1.5 milliohms).AWL Number Task Interval Applicability DescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3728-AWL-21 CDCCL N/A All airplanesthat haveincorporatedService Bulletin747-28A2292Fault Current Protection – Motor Operated Valve (MOV) ActuatorConcern: Potential for arcing or sparking insidethe fuel tank at a conductive metal-to-groundstructure interface asa result of electrical fault current event.The following design features must be maintained in accordance with Boeing AMM Tasks28-16-01, 28-16-04, 28-22-01, 28-22-02, 28-25-02, 28-31-04, and 28-31-05.I. If the MOV actuator is mounted to the spar with an adapter plate.1. Maintain the following if the adapter plate is removed and replaced:a. Verify electrical fay surface bond resistance between the adapter plate and the spar is0.0005 ohms (0.5 milliohms) or less.b. Install fay surface seal between the adapter plate and the spar outside the tank.c. Cap seal the four bolts that attach the adapter plate to the spar inside the tank and fillet sealaround the edge of the hole and on the stationarypart of the adapterplate inside the tank.d. Install sealed electrical fay surface bond and fay surface seal between the serrated matingsurfaces of the index plate and the adapter plate.e. Install sealed electrical fay surface bond and fay surface seal between the mating surfacesof the actuator and the index plate.f. With the bonding jumper not installed, verify electrical bonding resistance between theactuator mounting feet and the sparis 0.0025 ohms (2.5 milliohms) or less.g. Prior to attachment of the bonding jumper to the actuator, verify electrical bonding resistancebetween the loose end of the bonding jumper andthe spar is 0.0015 ohms (1.5 milliohms) orless.h. Attach the bonding jumper to the actuator bonding tab using a sealed electrical fay surfacebond.2. Maintain the following if the index plate is removed and replaced:a. Install sealed electrical fay surface bond and fay surface seal between the serratedmating surfaces of the index plate and the adapter plate.b. Install sealed electrical fay surface bond and fay surface seal between the mating surfacesof the actuator and the index plate.c. With the bonding jumper not installed, verify electrical bonding resistance between theactuator mounting feet and the sparis 0.0025 ohms (2.5 milliohms) or less.(Continued on next page)AWL Number Task Interval Applicability DescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-38747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-21,ContinuedCDCCL N/A All airplanesthat haveincorporatedService Bulletin747-28A2292Fault Current Protection – Motor Operated Valve (MOV) Actuator (continued):d. Prior to attachment of the bonding jumper to the actuator, verify electrical bonding resistancebetween the loose end of the bonding jumper andthe spar is 0.0015 ohms (1.5 milliohms) orless.e. Attach the bonding jumper to the actuator bonding tab using a sealed electrical fay surfacebond.3. Maintain the following If the MOV actuator is removed and replaced:a. Install sealed electrical fay surface bond and fay surface seal between the matingsurfaces of the actuator and the index plate.b. With the bonding jumper not installed, verify electrical bonding resistance between theactuator mounting feet and the sparis 0.0025 ohms (2.5 milliohms) or less.c. Prior to attachment of the bonding jumper to the actuator, verify electrical bonding resistancebetween the loose end of the bonding jumper andthe spar is 0.0015 ohms (1.5 milliohms) orless,d. Attach the bonding jumper to the actuator bonding tab using a sealed electrical fay surfacebond.II. If the MOV actuator is mountedwithout an adapter plate.4. Maintain the following If the MOV actuator is removed and replaced:a. Install sealed electrical fay surface bondbetween the mating surfaces of the actuatorandb. With the bonding jumper not installed, verify electrical bonding resistance between theactuator mounting feet and the sparis 0.005 ohms (5 milliohms) or less.c. Prior to attachment of the bonding jumper to the actuator, verify electrical bonding resistancebetween the loose end of the bonding jumper andthe spar is 0.0015 ohms (1.5 milliohms) orless,d. Attach the bonding jumper to the actuator bonding tab using a sealed electrical fay surfacebond.AWL Number Task Interval ApplicabilityDescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3928-AWL-22 ALI 1 YR All airplanesthat haveincorporatedService Bulletin747-28A2288Center Tank Override Fuel Pump Inlet Protection and Power Failed On Protection SystemConcern: Dry running the center tank fuel pumps has the potential for single failure ignitionsources developing at the pump inlet due to either frictional heating or sparking as a result of FODcontacting the pump rotating elements, rotating elements contacting stationary parts, or hotjournal bearings due to bearing contamination or failure.The center tank override fuel pump inlet protection and power failed on protection system is basedon flight engineer procedures. However, an additional center tank fuel pump low pressure lighthas been added to the P10 automatic flight control panel. The following test is required in order toprotect against latent faults of this additional center tank fuel pump low pressure light:Verify continued functionality of the P10 panel center tank fuel override pump low pressure light inaccordance with Boeing AMM 28-31-00.28-AWL-23 ALI 1 YR 747 Classicairplanesthat haveincorporatedService Bulletin747-28A2261Main Fuel Tank Boost Fuel Pump Ground Fault Interruption (GFI) Control Relay System,CWT Electrical Scavenge Pump Ground FaultInterruption (GFI) Control Relay System andInboard Main Tank Jettison Pump Ground Fault Interruption (GFI) Control Relay SystemConcern: GFI is installed to protect against burn-through of the pump housing, and to protectagainst overheating of the pump cavity and/or auto ignition temperature on the outside surface ofthe housing, due to electrical arcing.Perform an Operational Test of all Main FuelTank Boost Pump, electrical scavenge pump andinboard main tank jettison pump GFI Control relays in accordance with Boeing AMM 28-22-00.AWL Number Task Interval Applicability DescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-40747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-24 CDCCL N/A ALL airplanesthat haveincorporatedService Bulletin747-28A2306Fuel Boost Pump Wires In Conduit Installation - In Fuel TankConcern: Potential for the boost pump wiring to chafe and arc to the conduit resulting in an ignitionsource in the fuel tank. The boost pump wires that are in the conduits in the fuel tanks haveincorporated a conduit liner and a Teflon Sleeve toprotect from wire chafing. The wiring also has ashield (grounded at both ends) that is monitored bythe GFI for an additional layer of protection fora pump power wire short within the conduit.The following design features must be verified when the pump wiring or the wiring in the conduit isremoved or replaced (refer to Boeing AMM 28-22-03):1. Jacketed and shielded (grounded at both ends) wiring is installed.2. A Teflon sleeve is installed.3. A Conduit Liner is installed.NOTE: The above requirement applies to the following Fuel Boost Pumps:Main Tank No. 1 FWD Fuel Boost PumpMain Tank No. 1 AFT Fuel Boost PumpMain Tank No. 4 FWD Fuel Boost PumpMain Tank No. 4 AFT Fuel Boost Pump.28-AWL-25 ALI 12 YR ALL airplanesthat haveincorporatedService Bulletins747-57A2327Teflon Sleeving - Out-of-Tank Wire BundleConcern: Potential for hot short induced voltages onout-of-tank spar wire bundle to enter the fueltank due to chafing.Perform a visual (detailed) inspection and verify the following to ensure the integrity of the wirebundle Teflon sleeving:1. Teflon sleeving are installed around wire bundle in clamp locations specified in ServiceBulletin 747-57A2327.2. Teflon sleeves are not damaged.3. Clamps are not missing or damaged.AWL Number Task Interval Applicability DescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4128-AWL-26 CDCCL N/A ALL airplanesthat haveincorporatedService Bulletin747-28A2204but have notincorporatedService Bulletin747-28A2306Fuel Boost Pump Wires in Conduit Installation - In Fuel TankConcern: Potential for the boost pumpwiring to chafe and arc to the conduit resulting in an ignitionsource in the fuel tank.The following design features must be verifiedwhen the pump wiring or wiring in the conduit isremoved or replaced (refer to Boeing AMM 28-22-03):1. A Wiring Jacket and Teflon sleeve, Part Number TFE 2X, are present and not chafed.NOTE: The Teflon sleeve is not repairable.NOTE: The above requirement applies to the following Fuel Boost Pumps:Main Tank No. 1 FWD Fuel Boost PumpMain Tank No. 1 AFT Fuel Boost PumpMain Tank No. 4 FWD Fuel Boost PumpMain Tank No. 4 AFT Fuel Boost Pump28-AWL-27 CDCCL N/A ALL airplanesthat haveincorporatedService Bulletin747-57A2327Teflon Sleeving - Out-of-Tank Wire BundleConcern: Potential for hot short induced voltages onout-of-tank spar wire bundle to enter the fueltank due to chafing.The following design features must be verifiedwhen out-of-tank spar wire bundle is removed orreplaced, in order to ensure the integrity of the wire bundles Teflon sleeving:1. The Teflon sleeving is installed around the wiring in the clamp locations specified in ServiceBulletin 747-57A2327.2. Sleeving is not damaged.AWL Number Task Interval Applicability DescriptionJUN 2014D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-42747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTS28-AWL-28 CDCCL N/A ALL Lightning, Fault Current or Hot Short Protection Features - In Tank Sealant RequirementsConcern: Potential for arcing or sparking inside the tank at a conductive metal-to-ground structureinterface as a result of electrical fault currents or lightning strike events due to insufficient bondingwithin the ground electrical path. Sealant damage or lack of proper adhesion could affect the fueltank ignition prevention features.If any maintenance, preventative maintenance, oralteration is performed inside the fuel tanks,verify the following in the affected areas (includingthe touchpoints duringtransit to and from thetank access point) where work is performed (refer to Boeing AMM 28-11-00).1. Fillet seals around theperiphery of the equipment interface with structure inside the tank arenot damaged such as peeling off or cracking.2. Cap seals installed on fasteners and fittings inside the tank are not damaged such aspeeling off or cracking.NOTE: Not all fasteners and fittings have cap seals. If fastener or fitting sealant is damaged, therewill be residual evidence of a previously-installed cap seal on fasteners and fittings inareas where installation is required. In addition, all tank structural repairs and alterationsrequire cap seals in accordance with AWL 28-AWL-10.AWL Number Task Interval ApplicabilityDescriptionJUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-43C.2 IMPACT-RESISTANT FUEL TANK ACCESS DOORSINTRODUCTIONThe 747 Fuel Tank Access Doors are compliant with FAA Title 14 CFR § 25.963. Specifically, the 747 Impact-Resistant Access Doors meet Title 14 CFR§ 25.963(e)(1), which requires that all covers located in an areawhere experience or analysis indicates a strike is likely must be shown by analysis or teststo minimize penetration and deformation bytire fragments, low energy engine debris, or other likely debris. 747-100/200/300 airplanes, Line Numbers1 - 678, 680 - 684 and 686 - 720 were retrofitted with impact-resistant access doors via Service Bulletin 747-28A2117. Two additional locations were laterretrofitted with impact-resistant doors via Service Bulletin 747-28-2236. These service bulletins also required that the impact-resistant doors be stenciled“IMPACT-RESISTANT DOOR”. Additionally, theadjacent lower wing surface is stenciled “CAUTION: INSTALL ONLY IMPACT-RESISTANT DOOR ATTHIS LOCATION”. All other 747 airplanes were delivered with impact-resistant access doors and stenciling.Boeing chose to use a CDCCL for the Airworthiness Limitation ofthe Impact-Resistant Fuel Tank Access Doors. CDCCLs are commonly used andunderstood by operators to define a design feature that must be maintained throughout the life of the airplane.AUG 2012D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-44747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSAWLs – IMPACT-RESISTANTFUEL TANK ACCESS DOORAWL Number Task Interval ApplicabilityDescription57-AWL-01 CDCCL N/AALLImpact-Resistant Fuel Tank Access DoorsConcern: A potential exists for non-impact-resistant doors to be installed in locations that require impactresistant doors. A high energy impact on a non-impact-resistant fuel tank access door may cause a fuelleak, and in the presence of an ignition source, may result in a catastrophic fire.Immediately prior to the installation of each of theFuel Tank Access Doors 544AB, 644AB, 545AB, 645AB,545BB, 645BB, 546AB, 646AB, 546BB, 646BB, 552AB, 652AB, 552BB, 652BB, 552CB, 652CB, 552DB,652DB, 552EB, and 652EB, perform the following:1. Verify that the fuel tank access door isimpact-resistant. Impact-resistant doors have asmooth inner surface. Doors with visible machined stiffening ribs on the inner surface arenot impact-resistant (refer to Boeing AMM 28-11-02).JUN 2014747-100/200/300/SP AIRWORTHINESS LIMITATIONS ANDCERTIFICATION MAINTENANCE REQUIREMENTSD6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-45D. LIMIT OF VALIDITY (LOV)This section provides the Limit of Validity (LOV) in accordance with the requirements ofTitle 14 CFR § 26.21 (Amendment 26-6).This regulation requiresthe establishment of an airplane level limit of validity of the engineering data that supports the structural maintenance program that corresponds to theperiod of time, stated as a number of total accumulated flightcycles or flight hours or both,during which itis demonstratedthat widespread fatigue damagewill not occur in the airplane. The LOVs listed in the following table support operator compliance with Title 14 CFR Sections 121.1115 and 129.115.LIMIT OF VALIDITY FOR THE 747MODELFLIGHT CYCLELOVFLIGHT HOUR LOV747SR, 747SP, 747-100, 747-100B,747-100BSUD, 747-200B, 747-200F,747-200C, 747-30035,000135,000AUG 2012D6-13747-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-46747-100/200/300/SP AIRWORTHINESS LIMITATIONS AND CERTIFICATION MAINTENANCE REQUIREMENTSTHIS PAGE INTENTIONALLY LEFT BLANKBLANK