737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-1737-100/200/200C/300/400/500AIRWORTHINESS LIMITATIONS (AWLs) ANDCERTIFICATION MAINTENANCE REQUIREMENTS (CMRs)D6-38278-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has the individual responsibility to abide by all export laws.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-2737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSTHIS PAGE INTENTIONALLY LEFT BLANKBLANK737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3TABLE OF CONTENTSREVISIONS .................................................................................................................................................................................................................................. 1.0-5LIST OF EFFECTIVE PAGES .................................................................................................................................................................................................... 1.0-13A. SCOPE................................................................................................................................................................................................................................... 1.0-14B. CERTIFICATION MAINTENANCE REQUIREMENTS (CMRS)............................................................................................................................................. 1.0-15C. AIRWORTHINESS LIMITATIONS – SYSTEMS..................................................................................................................................................................... 1.0-21C.1 FUEL SYSTEMS IGNITION PREVENTION .................................................................................................................................................................... 1.0-26C.2 NITROGEN GENERATION SYSTEM (NGS)................................................................................................................................................................... 1.0-51C.3 IMPACT-RESISTANT FUEL TANK ACCESS DOORS .................................................................................................................................................... 1.0-55D. LIMIT OF VALIDITY (LOV)..................................................................................................................................................................................................... 1.0-58JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSTHIS PAGE INTENTIONALLY LEFT BLANKBLANK737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-5REVISIONSREVISION AND REVISIONDESCRIPTION FAA APPROVALFEBRUARY 2003Original Release - Added CMR 27-CMR-01 applicable to airplanes accomplishingService Bulletin 737-27-1252 (737-100/200/200C) and 737-27-1255 (737-300/400/500).Submitted by: S. Pierini (Boeing) Approved by:(Seattle FAA ACO)NOVEMBER 2004Added CMR 52-CMR-01 to perform a functionalcheck of the flight deck door lockingand unlocking latch bolt mechanism on the decompression panel.Deleted “RELATED MRBR ITEM NUMBER” column as it is no longer necessary.Submitted by: G.Palafox(Boeing) Approved by:MARCH 2006Added Section “C” of Airworthiness Limitations to satisfy maintenance requirementsintroduced by 25.981 and Special Federal Aviation Regulation (SFAR) No. 88.Submitted by: Approved by:MAY 2006Revised AWL Revision Process paragraphsin the Applicability column of the AWLtables to include -100, -200, and -200C models.Revised the applicability of 28-AWL-05, 28-AWL-09, 28-AWL-14, 28-AWL-18, and28-AWL-20 by adding the -200C model.Submitted by: Approved by:JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-6737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSSEPTEMBER 2006Added a functional check of the center tank Fuel Boost Pump Auto Shutoff SystemNumber 28-AWL-20. Applicable to 737-300/400/500 airplanes that have incorporatedService Bulletin 737-28A1216.Added a functional check of the auxiliary fuel tank Boost Pump Auto Shutoff SystemNumber 28-AWL-21. Applicable to 737-300/-400 airplanes with Boeing certifiedauxiliary fuel tanks installed, that haveincorporated Service Bulletin 737-28A1216.Added a functional check of the center tank Fuel Boost Pump Auto Shutoff SystemNumber 28-AWL-21. Applicable to 737100/-200 airplanes that have incorporatedService Bulletin 737-28A1228.Added a functional check of the auxiliary fuel tank Boost Pump Auto Shutoff SystemNumber 28-AWL-22. Applicable to 737-100/-200 airplanes with Boeing certifiedauxiliary fuel tanks installed, that haveincorporated Service Bulletin 737-28A1228.Deleted the RELATED MRBR ITEM NUMBERcolumn information from the PAGEFORMAT: SYSTEMS MAINTENANCE PROGRAM page since this information does notapply to this table.Revised 737-100/200 28-AWL-14 to indicatethat a float assembly must be used.Submitted by: Approved by:REVISION AND REVISIONDESCRIPTIONFAA APPROVALJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-7NOVEMBER 2007Revised Section B. paragraph on ExceptionalShort-Term Extensions to clarify processand notification requirements.Revised the first sentence of Section C. Airworthiness Limitations - Fuel Systems byadding “scheduled inspections and design limitations”, and revised the information onExceptional Short-Term Extensions toclarify notification requirements.Revised the heading in Section C to read“Page Format: Fuel Systems AirworthinessLimitations" instead of “Page Format: Airworthiness Limitations”.For 737-100/200:Revised Airworthiness Limitation (AWL) 28-AWL-19 to add Ground Fault Interrupter(GFI) relays to the limitation that restricts resetting of fuel pump circuit breakers.Added new AWL 28-AWL-23, a yearly check of the Boost Pump GFI. This AWL isapplicable to airplanes that have incorporated Service Bulletin 737-28A1212.For 737-300/400/500:Revised AWL 28-AWL-19 to add GFI relays tothe limitation that restricts resetting offuel pump circuit breakers.Added new AWL 28-AWL-22, a yearly check of the Boost Pump GFI. This AWL isapplicable to airplanes that have incorporated Service Bulletin 737-28A1212.Submitted by: E. B. Lange(Boeing)Approved by: Phillip Forde (FAA)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-03 to reflect the new maximum loop resistance values associated withthe lightning protection of the unpressurized FQIS wire bundle installations so as tosatisfy the Airworthiness Limitation Instructions required by SFAR 88. Also removedthe joint resistance values and 36000FH taskinterval limitation based upon engineeringreview and operator maintenance practice and removed -100 fromthe applicabilitycolumn since this AWL does not apply to the 737-100.Revised 28-AWL-04 to remove -100 from the applicability column since this AWL doesnot apply to the 737-100.Revised 28-AWL-18 by replacing both Service Bulletin (SB) 737-28A1120 andAirworthiness Directive (AD) 99-21-15 with superseded SB 737-28A1263 and AD 2007-24-02. Also remove the following text "or an additional Teflon sleeve" and "Nonjacketed wiring and double sleeves".Submitted by: John Sabolchy(Boeing)Approved by: Dorr Anderson (FAA)REVISION AND REVISIONDESCRIPTION FAA APPROVALJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-8737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSMAY 2009Added Section D. front matter for the Airworthiness Limitations-Nitrogen GenerationSystem (NGS) requirements and also added 47-AWL-01 thru 47-AWL-05 NGS tasks.These items apply to the 737-400 only.Revised 737 (12345) CMR tasks to be consistent with AMOCs since December, 2008,including updating CMM referencessuch as Vendor and Cage Code.Revised 28-AWL-02 (12345) by updating text inthe task description to clarify inspectionrequirements and location.Revised the task description of 28-AWL-03 (737-12345) by removing the statement "atside of body, and" to reflect the original intent of the task requirement.Revised 28-AWL-04 (12345) by rewording text to clarify task description requirements.Revised the Task Description for 28-AWL-05 toclarify the intent of the requirement andto provide the SWPM reference for installation requirements.Revised the Task Description for 28-AWL-06 (for 737-345) to clarify the partyresponsible for repairing the IsolatedFuel Quantity Transmitter (IFQT).Revised the task description of 28-AWL-07,and -12 (737-12345) by adding text toprovide an alternative to the identifiedCMM by using the manufacture's productionprocedures.Revised 28-AWL-11 (737-12345) with updated Fuel Tank Penetration text per the latestFAA AMOC 120S-09-230.Revised 28-AWL-17 (737-12345)resistance from "1 ohm"to "0.010 (10milliohms)" tocorrect resistance between the pressure relief valve and the door.Revised 28-AWL-19 (737-12345) by replacing the text "&" in the task description to "or"to clarify the intent of the task.Revised 28-AWL-20 by adding vendor CMM in task description for clarification.Added new AWL 28-AWL-23 (737-345), a yearly check to verify the continuedfunctionality of the center tank fuel boost pump Power Failed On Protection System.Added new AWL 28-AWL-24, a yearly check toverify the continued functionality of thecenter tank fuel boost pump Power Failed On Protection System.Added new AWL 28-AWL-25 (737-12), a yearly check to verify the continuedfunctionality of the auxiliary tank fuel boost pump Power Failed On Protection System.Submitted by: John Sabolchy(Boeing)Approved by: Jeffrey E. Duven(Seattle FAA ACO)SIGNATURE ON FILE8/13/2009REVISION AND REVISIONDESCRIPTION FAA APPROVALJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-9AUGUST 2010Revised Paragraph D. Airworthiness Limitations – Nitrogen Generation System tasksby updating the FAA regulations corresponding to the compliance measures provided inthe subsequent AWLs.Revised 47-AWL-01 and 47-AWL-02 by updating the Applicability column to read“Airplanes that have incorporated Service Bulletin 737-47-1004 or 737-47-1007.Revised 47-AWL-01 by updating the Task Description by adding instructions and a Noteto clarify the procedure and parameters for the maintenance action.Revised 47-AWL-02 by updating the Task Description to clarify the procedure andparameters for the maintenance action of the isolator hose and to replace "per" with"refer to".Revised 47-AWL-03, 47-AWL-04, and 47-AWL-05 by updating the Applicability columnto read "Airplanes that have incorporatedService Bulletin 737-47-1005 or 737-47-1008.Revised 47-AWL-04 by replacing "per Boeing AMM 47-43-02" with "(refer to BoeingAMM 47-43-02)".Revised 47-AWL-05 by replacing "(ref AMM ATA 47-21-00)" with "(refer to Boeing AMM47-43-02)".Added 47-AWL-06, an identification of the maintenance standard for the NitrogenGeneration System and notice of potentialfuture compliance requirements associatedwith decreased aircraft descent rates.Submitted by: John Sabolchy(Boeing)Approved by: Robert D. Breneman(Seattle FAA ACO)SIGNATURE ON FILE12/15/2010JULY 2011Revised 47-AWL-03 to incorporate NGS performance features to show compliance with14 CFR 26.33.Submitted by: Mark Arnold(Boeing)Approved by: Ron Landes forRobert D. Breneman(Seattle FAA ACO)SIGNATURE ON FILE8/10/2011REVISION AND REVISIONDESCRIPTION FAA APPROVALJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-10737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSJULY 2012Added a new Section E. Limit of Validity (LOV) as required by Title 14 Code of FederalRegulations (CFR) Section26.21 (Amendment 26-6).Submitted by: Sheila Reilley(Boeing)Approved by: Patrice Adjibly(Seattle FAA BASOO)SIGNATURE ON FILE8/02/2012AUGUST 2012Added heading for Section C.1, AWLs – Fuel System Ignition Prevention.Revised existing Section D title to make ita subheading of Section C to be consistentwith other CMR documents.Added Section C.3, Impact-Resistant Fuel Tank Access Doors and 57-AWL-01 for the737-100/200/200C and 57-AWL-01 for the 737-300 to verify the fuel tank access door isimpact-resistant during installation of the fuel tank access doors.Revised Section E title, making it Section D, tobe sequential in order following previousheading revisions.Submitted by: Cassie Ho(Boeing)SIGNATURE ON FILEFAA BASOO9/28/2012JUNE 2014Revised Section A Scope to define FAA Oversight Office and replaced all references of"Seattle FAA ACO" with "FAA Oversight Office" throughout the entire document.Added information that the AirworthinessLimitations are approved by the FAA andrequired under the Title 14 CFR § 43.16 and § 91.403. Added new subparagraph"Airworthiness Limitations" to clarify thatthe Airworthiness Limitations can only berevised with the approval of the FAA Oversight Office.References to FAA regulations were changed toinclude "Title 14 CFR §" to accuratelyreflect FAA regulation citations throughout the document and for consistency.Revised Section C front matter with the following:Moved the first 2 paragraph under "Introduction" to the front matter for the Section C,"Fuel Systems Ignition Prevention".Added the information on FAA approved Airworthiness Limitations required under Title14 CFR § 43.16 and § 91.403 to the "Introduction " subparagraph.(Continued on next page)Submitted by: Cassie Ho(Boeing)SIGNATURE ON FILEFAA BASOO7/31/2014REVISION AND REVISIONDESCRIPTIONFAA APPROVALJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-11JUNE 2014, ContinuedAdded reference to the SFAR 88 and Title 14 CFR 25.981 to the CDCCL paragraphunder "Introduction" to specify that the CDCCL is required by these regulations. Also,clarified the word "maintenance" to include alterations.Deleted references to fuel tank ignition source prevention in the ALI paragraph under"Introduction" since the front matter is applicable to all systemsinspection tasks underSection C.Moved the "Regulatory Agency Approval" tothe after the "Introduction" subparagraph.Provides clarification that the operator not under the FAA jurisdiction should get thedeviations from the AWL instructions from their local regulatory authority.Added "Accomplishment Instructions - GeneralInformation" to clarify the use of "inaccordance with" and "refer to" verbiage when referencing other Instructions forContinued Airworthiness documents. Added reference to SWPM 20-20 for electricalbonding and grounding requirements.Revised "USE OF ALTERNATE TOOLS"to "USE OF ALTERNATE TOOLS OREQUIVALENT TOOLS, TEST EQUIPMENT ORMATERIALS". Added clarification thatthe use of alternate or equivalent tools, testequipment, or materials that is outlined inthe AWL and when CMM is cited as "in accordance with" and not "refer to" requires FAAOversight Office approval.Revised the Exceptional Short-Term Extensions subparagraph, changing "fuel systemAWL" to "system AWL" to apply the front matter to all AWLs under Section C. Revised"(e.g., a Principal Maintenance Inspector)" to "or a Principal Maintenance Inspector"and the Flight Standards Handbook reference from "8900.1" to "8900.1 FSIMS".Added new subparagraphs to Section C: "Definitions", to provide further clarification onaccomplishment instructions, and "SupportingDocumentation", to clarify that strictadherence to the methods, techniques andpractices, as prescribed, is required toensure the ALI or CDCCL is complied with.Revised Section C to replace the word "per" with "in accordancewith" throughout theentire section.Revised the title for C.1 to remove"AWLs" from the title for consistency.(Continued on next page)Continued from previous page Continued from previous pageREVISION AND REVISIONDESCRIPTION FAA APPROVALJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-12737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSJUNE 2014, ContinuedRevised 28-AWL-18 for the 737-100/200/200C applicability toclarify that the AWL isapplicable to 737-100/200/200C that haveincorporated Service Bulletin 737-28A1263but have not incorporated Service Bulletin 737-28A1273.Added 28-AWL-26 for the 737-100/200/200C to require the installation of the conduitliner and jacketed or shielded wiring when the pump wiring or wiring in the conduit isremoved or replaced.Revised 28-AWL-18 for the 737-300/400/500 applicability to clarify that the AWL isapplicable to 737-300/400/500 that haveincorporated Service Bulletin 737-28A1263but have not incorporated Service Bulletin 737-28A1273.Added 28-AWL-25 for the 737-300/400/500 to require the installation of the conduit linerand jacketed or shielded wiring when thepump wiring or wiring in the conduit isremoved or replaced.Revised AWL 57-AWL-01 for both the 737-100/200/200C and 737-300 to add areference to the Boeing AMM 28-11-11.Continued from previous page Continued from previous pageREVISION AND REVISIONDESCRIPTION FAA APPROVALJUN 2014Section Page Date Section Page Date Section Page Date Section Page Date Section Page DateD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-13LIST OF EFFECTIVE PAGES737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE 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 JUN 20141.0 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 JUN 20141.0 20 NOV 20071.0 21 JUN 20141.0 22 JUN 20141.0 23 JUN 20141.0 24 JUN 20141.0 25 MAY 20091.0 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 JUN 20141.0 44 JUN 20141.0 45 JUN 20141.0 46 JUN 20141.0 47 JUN 20141.0 48 JUN 20141.0 49 JUN 20141.0 50 JUN 20141.0 51 JUN 20141.0 52 JUN 20141.0 53 JUN 20141.0 54 JUN 20141.0 55 AUG 20121.0 56 JUN 20141.0 57 JUN 20141.0 58 AUG 2012JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-14737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSA. 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 Airworthiness Limitations(AWL) and Certification Maintenance Requirements (CMR) document is crossreferenced in the Model 737-100/200/200C/300/400/500 Type Certificate Data Sheet. This document satisfies the requirements ofTitle 14 Code ofFederal Regulations (CFR) § 25.571, § 25.1529 and Advisory Circular (AC) 25-19 as the controlling document for all 737-100/200/200C/300/400/500CMRs. These maintenance actions are mandatory.These Airworthiness Limitations sections are FAA approved and specifies maintenance required under Title 14 CFR § 43.16 and § 91.403 unless analternative 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 737-100/200/200C/300/400/500. At the time of publication,the FAA office with oversight responsibility forthe type certificate of the737-100/200/200C/300/400/500 isthe FAA Boeing Aviation Safety 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 mustbe used.JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-15B. 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.3. 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 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.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.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-16737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS5. CMRs should not be confused with required structural inspection programs and are to be developed by the type certificate applicant to meet theinspection requirements for damage tolerance, as required by Title 14 CFR § 25.571 or § 25.1529, Appendix H25.4 (Airworthiness Limitations section).CMRs are to 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 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.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.JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-17EXCEPTIONAL 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 without jeopardizing safety. The local regulatory authority or a Principle 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 CMR intervals.It should not be confused with the operator’s “short-term escalation” program for normalmaintenance tasks described in the operators’ manualsand 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 thisdocument have been approved with an exceptional short-term extension of 10%.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 be used for fleet CMR escalation.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.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-18737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSPOST-CERTIFICATION CHANGES TO CMRsAny post certification changes toCMRs should be reviewed by the 737-100/200/200C/300/400/500 Certification Maintenance Coordination Committee(CMCC) and approved 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 provides sufficient basis for relaxation of a CMR (less restrictive actions to be performed), the change may be documented byan FAA Oversight Office approvedchange 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 thisCMR document 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 737-100/200/200C/300/400/500 operators and the FAA Oversight Office.JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-19PAGE FORMAT: SYSTEMS MAINTENANCE PROGRAMCOLUMN EXPLANATIONCMR ITEMNUMBEREach task is given a unique CMR Item Number. Thefirst and second digits are the ATA Chapter Number.TYPE CMR TYPE:CMRs are categorized into one or two star CMRs based on whether or not they can be escalated by the operator withoutprior FAA Oversight Office approval.* Cannot be escalated or deleted without prior FAA Oversight Office approval.** Can be escalated based on the operator’s approved program for continued airworthiness based on continuousanalysis and surveillance; however, these tasks cannot be deleted without prior FAA Oversight Office approval.TASK TASK TYPES/CATEGORIES:LU = LubricationSV = ServicingOP = Operational CheckVC = Visual CheckGV = General Visual InspectionDI = Detailed InspectionFC = Functional CheckRS = RestorationDS = 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 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-20737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSCERTIFICATION MAINTENANCE REQUIREMENTS TASKSCMR ITEMNUMBER TYPE TASKCMRINTERVALAPPLICABILITYAPL ENG TASK DESCRIPTION27-CMR-01 * FC 10000 HRS NOTE ALLFunctionally check rudder main PCU Internal leakage in a loaded condition.Applicability Note: Airplanes that have incorporated Service Bulletins 737-27-1252on the 737-100/200/200C or 737-27-1255 on the 737-300/400/500.52-CMR-01 * FC 3,000 FH NOTE ALLPerform a functional check of the locking and unlocking latch bolt mechanism onthe flight deck door decompression panel.Applicability Note: Applicable to airplaneswith the Enhanced Flight Deck SecurityDoor installed by the customer specific Boeing Service Bulletins.NOV 2007737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-21C. AIRWORTHINESS LIMITATIONS – SYSTEMSINTRODUCTIONThe airplane systems maintenance requirements described in thisAWL document result from various737-100/200/200C/300/400/500 airplane certificationactivities with the FAA. This Airworthiness Limitations sectionis FAA-approved and specifies maintenance required under Title14 CFR § 43.16 and§ 91.403 of the Federal Aviation Regulations, unless an alternative program has been FAA Oversight Office approved. The AWLs mayonly be revised withthe approval of the FAA Oversight Office.If the maintenance requirements cannot beaccomplished due to repairs and/or modifications, an alternateinspection, 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 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 prescribedis 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 whichmust be done to maintain the design level of safety for the operational life of the airplane to prevent an unsafecondition. These ALIs are mandatory and cannot be changed or deleted without the approval of theFAA Oversight Office. Strict adherence to methods,techniques and practices as prescribed is required to ensure the ALI is complied with. Any use of methods, techniques or practices not contained in theseALIs must be approved by the FAA Oversight Office.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-22737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSREGULATORY AGENCY APPROVALAny deviations from the published AWLs 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 US. Operators who are not under the U.S. FAA jurisdiction should obtain approvalform 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 737-100/200/200C/300/400/500 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 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-23USE OF ALTERNATE ALTERNATE OR EQUIVALENTTOOLS, 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 Principle 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’ manualsand 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 thissection 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 to airlines that fall under the U.S. FAA jurisdiction only.Operators who are not underthe U.S. FAA jurisdiction should obtain interval extension approvals from their local regulatory agency.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-24737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSDEFINITIONSRemoved or Replaced: Defined as removal or replacement of a component, aswell 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 AWL/CMR Document, D6-38278-CMR, 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 51-20-4 for 737-100/-200 and SRM 51-20-05 for 737-300/400/500 forinside of fuel tank and sealant type BMS 5-95, or equivalent, in accordance with SRM 51-20-4 for 737-100/-200 and SRM 51-20-05for 737-300/400/500for outside of the fuel tank.FAA Oversight Office: Defined asthe FAA office that currentlyhas oversight responsibility for the type certificate of the Boeing Model 737-100/200/200C/300/400/500 aircraft. At the time 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.JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-25PAGE FORMAT: SYSTEMS AIRWORTHINESS LIMITATIONSCOLUMN EXPLANATIONAWL NUMBER Each task is given a unique AWL Item Number. The first and second digits are the ATA Chapter Number.TASK ALI = Airworthiness Limitation Instruction. These tasks are inspections that should be performed at the listed intervals.CDCCL = Critical Design Configuration Control LimitationsINTERVAL Task frequencies are specified in terms of a usage parameter such as flight hours, cycles or calendar time.APPLICABILITY Airplanemodel applicability.TASKDESCRIPTIONDescription of the task to be performed or critical design configurations aspects that cannot be changed without violatingthe intent of the design.MAY 2009D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-26737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSC.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 tankinstallation 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 safetyreview is to identify design features that may result in developmentof 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.JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-27AWLs - FUEL TANKIGNITION PREVENTION737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITY TASK DESCRIPTION28-AWL-01 ALI 10 YRS 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-28-1208External 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 themain deck floor boards in accordance with AMM 28-11-00 to detect damaged clamps, wirechafing, damage to the vapor barrier, and that the wire bundle is not in contact with surface of thecenter fuel tank. If discrepancies are found repair in accordance with the Boeing Standard WiringPractices Manual (SWPM) D6-54446.Interval Note: Threshold for interval inspectionis 10 years after incorporation of Service Bulletin737-28-1208.28-AWL-02 CDCCL N/A 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-28-1208External 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 underthe floor boards and over the center fuel tank,verify the following:1. Maintain the existing wire bundle routing and clamping.2. Installation of any new wire bundles must be in accordance with Boeing Standard WiringPractices Manual, D6-54446.3. Perform a detailed inspection of the wire bundles routed on main deck over the center fueltank and under the main deck floor boards inthe areas of the performed maintenance todetect damaged clamps, wire chafing, and thatthe wire bundle is not in contact with thesurface of the center tank. If wiring discrepancies are found, repair in accordance with theBoeing Standard Wiring Practices Manual, D6-54446.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-28737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-03 ALI 10 YRS 737-200/200Cairplanes that haveincorporatedService Bulletin737-28-1178Fuel Quantity Indicating System (FQIS)– Out-Tank Wiring Lightning Shield toGround TerminationConcern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.Perform the following functional check to ensure the integrity of the FQISwiring shield to groundtermination:Verify the resistance of the shield to ground terminations at the spar penetration in theunpressurized area by making the following measurements using a Loop Resistance Tester P/N906-10246-2 or 906-10246-3 in accordance with Boeing AMM 20-55-54. Restore the bonds inaccordance with the Boeing AMM if required.Perform a loop resistance measurement where the wire bundle enters the fuel tank.The loop resistance shall not exceed 28 milliohms for Connector D884 (Left Main Tank).The loop resistance shall not exceed 28 milliohms for Connector D888(Right Main Tank).The loop resistance shall not exceed 35 milliohms for Connector D886 (Center Main Tank).28-AWL-04 CDCCL N/A 737-200/200Cairplanes that haveincorporatedService Bulletin737-28-1178Fuel Quantity Indicating System (FQIS)– Out-Tank Wiring Lightning Shield toGround TerminationConcern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.If the FQIS wire bundle or the shield on the FQIS wire bundle is repaired or replaced, verifythe following:1. Presence of shielded wiring.2. The shield ground is terminated in accordance with the Boeing SWPM 20-10-15.3. The installation is inspected as specified in 28-AWL-03.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-2928-AWL-05 CDCCL N/AAllFuel Quantity Indicating System (FQIS) – Out-Tank Wiring Installation Separation RequirementConcerns: Potential for hot shorts and EMI induced voltages on the FQIS wiring to enter thefuel tank.For airplanes incorporating Isolated Fuel Quantity Transmitter (IFQT) Service Bulletin 737-28-1178, the FQIS wiring is defined as the wiring between the IFQT and the fuel tank.For airplanes not incorporating IFQT, the FQIS wiring is defined as the wiring between theindicators and the fuel tank.Routing and installation of any new wiring must use wire types BMS 13-48, BMS 13-60 orBMS 13- 58, and not be within a 2-inch radius ofthe FQIS wiring. Under single failures of clampsor brackets, a separation greater than 1⁄2 inchmust be maintained from the FQIS wiring.This AWL is for design requirements.The installation is in accordance with SWPM 20-10-11.28-AWL-06 CDCCL N/A 737-100/200/200Cairplanes thatService Bulletin737-28-1178 is notapplicable to(Airplanes withElectronicVTO Units)Fuel Quantity Indicating System (FQIS) – Indicator and VTO Unit RepairConcern: Potential for maintenance error during FQIS Indicator or Volumetric Top-Off (VTO) Unitrepair. The design of the FQIS Indicators and the VTO Unit limits the voltage, current and powerinto the tank to preclude possible ignition source into the tank.Repair and overhaul of FQIS Indicators and VTO must be in accordance with Goodrich (V89305)Component Maintenance Manual (CMM) 28-41-11Revision 12, CMM 28-41-13 Revision 11,28-41-23 Revision 10, or later revisions of these CMMs that have been approved by the FAAOversight Office.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-30737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-07 CDCCL N/AAllFuel Quantity Indicating System (FQIS) – Repair of In-Tank Hardware (Tank Units andCompensators)Concern: Potential for maintenance error during repair of in-tank hardware (tank units andcompensators). Arc gaps may develop that could resultin an ignition source inside the fuel tank.The dielectric of these components must bemaintained to provide lightning protection forvoltages that could be coupled on the FQIS wiring or onto the wiring between the IFQT and thefuel tank if the shield or shield ground of the wiring is compromised.Repair and overhaul of FQIS tank units and compensators must be in accordance with Goodrich(V89305) Component Maintenance Manual (CMM) 28-40-25 Revision L, CMM 28-41-05 Revision11, CMM 28-40-58 Revision 4, or later revisionsof these CMMs that havebeen approved by theFAA Oversight Office. The AC powered float switch on airplanes with Volumetric Top-Off (VTO)function is not repairable.The manufacturer's production procedures for thiscomponent may be used as an alternate to theidentified CMM.28-AWL-08 CDCCL N/AAllFuel Quantity Indicating System (FQIS) – Repair or Replacement 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. For airplanes with IFQT this isa concern if the safe-side harness is compromised.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 28-41-101.Wire slack clearance between wires and structuremust be greater than 0.125 inches. Verify thefollowing when installing thespar penetration receptacle:1. The mounting area is free of primer or paint.2. A new O-ring is installed.3. The receptacle mounting screws are tightened to 65 to 90 pound-inches.4. A continuous bead of sealant is applied aroundthe entire perimeter of the internal tankharness connector at the spar interface.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3128-AWL-09 CDCCL N/A 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-29A1096Lightning Protection – HydraulicLine Fuel Tank PenetrationConcern: Potential for arcing or sparking inside the 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 29-11-53 ifthe bulkhead fitting is removed and replaced:1. Verify electrical fay surface bond from bulkhead fitting to structure outside the tank is0.001 ohms (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 exists between the structure and the HydraulicHeat Exchanger inside the tank.5. Verify electrical bond from structure to the Hydraulic Heat Exchanger inside the tank is0.005 ohms (5 milliohms) or less if thebonding jumper was removed andreplaced.28-AWL-10 CDCCL N/A 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-28A1174Lightning Protection – Engine Fuel Feed Line Tank PenetrationConcern: Potential for arcing or sparking inside the tank at the interface between the bulkheadfitting and the spar during a lightning strike event.The following features must be maintained in accordance with Boeing AMM 28-22-142 if thebulkhead fitting or attached tubing are removed and replaced:1. Verify electrical fay surface bond from bulkhead fitting to structure (wing front spar, outtank) is 0.0005 ohms (0.5 milliohms) or less.2. Install full-bodied fillet sealencapsulating the bulkhead fitting to the wing front sparinterface inside and outside the tank.3. Install full bodied fillet sealencapsulating the tubes to fitting joints interface inside andoutside the tank.4. Verify an electrostatic bonding jumper exists between the first tube mating with thebulkhead fitting, and the structure inside the tank.5. Verify electrical bond from the structure (wingfront spar, in-tank) to first tube mating withthe bulkhead fitting is 0.010 ohms (10 milliohms) or less.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-32737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-11 CDCCL N/AAllLightning, Fault Current or Hot 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 alteration, design change or repair involving new penetrations of the fuel tanks (such as arepair with fasteners, adding a bracket, bulkhead fitting or equipment) or change to the designfeatures of the existing equipment penetrations(such as fuel measuring sticks, sump drainvalves, fueling manifold, fuel temperature sensor, and motor operated fuel shutoff valve adaptorplate) requires approval by the FAA Oversight Office or an Authorized Representative (AR) of theBoeing Commercial Airplanes Delegated Compliance Organization (BDCO).However, any alteration, design change or repairinvolving new penetrations of the fuel tanks,accomplished in accordance with an FAA-approvedBoeing Structural Repair Manual (SRM) orBoeing Service Bulletin is not subject to this requirement for additional approval.28-AWL-12 CDCCL N/AAllAC and DC Electrical Fuel Tank Pump MaintenanceConcern: Potential for maintenance error during pump 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 be in accordance with Eaton (VK2523) ComponentMaintenance Manual (CMM) 28-20-37 Revision 10, Argo-Tech (V59875) CMM 28-20-1 Revision7, CMM 28-20-5 Revision 6, CMM 28-20-07 Revision 1, or later revisions of these CMMs thathave been approved by the FAA Oversight Office.The manufacturer's production procedures for thiscomponent may be used as an alternate to theidentified CMM.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3328-AWL-13 CDCCL N/AAllAC Fuel Pump Fault Current Fay Surface Bond InstallationConcern: Potential for fault current path throughthe 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 fay surface bondensures that fault currents are conducted tostructure outside the tank until the circuit breaker and/or GFI has had time to remove power fromthe pump.The following features must be maintained during pump replacement in accordance with BoeingAMM-28-22-41:1. Installation of the pump fault current faying surface bond.2. Verify Motor Impeller bondingresistance to structure is 0.0002 ohms (0.2 milliohms) orless.28-AWL-14 CDCCL N/A 737-200/200Cairplanes that haveincorporatedService Bulletin737-28A1141 or737-28A1192Fueling Float SwitchSystem InstallationConcern: Potential for wire chafing and arcing to conduit inside the tank. The float switchassemblies in fuel tank 1 and 2 are not repairable to the initial manufactured standards. Thecenter tank and Boeing auxiliarytank (if installed) Float Switchand Liner are notrepairable to theinitial manufactured standards. (Refer to Boeing AMM 28-21-71)During float switch replacement, a new float switchassembly must be used in Tanks 1 and 2, anda new float switch assembly and liner system must be used for center and Boeing auxiliary fueltank (if installed) as applicable.28-AWL-15 CDCCL N/AAllCenter Fuel Tank Access Doors – Lightning Protection BondConcern: Potential for arcing or sparking inside the tank at the interface between the door and thetank structure as a result ofa direct strike or conducting currents through the wing skin.The following features must be maintained during center fuel tank access door installation inaccordance with Boeing AMM 28-11-31:Verify presence of a phenolic strip positioned around the outermost periphery of the door thatmates with the wing skin inside the tank.Connect the bonding jumper to the door and verify the resistance between the door and structureis 0.010 ohms (10 milliohms) or less.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-34737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-16 CDCCL N/AAllMain Fuel Tank Access Doors – Lightning Protection BondConcern: Potential for arcing or sparking inside the tank at the interface between the door and thetank structure as a result ofa direct strike or conducting currents through the wing skin.The following features must be maintained during main(wing) fuel tank access door installation inaccordance with Boeing AMM 28-11-11:Verify presence of a phenolic strip positioned around the outermost periphery of the door thatmates with the wing skin inside the tank, and apply grease or anti-corrosion compound to bothsides of the knitted aluminum mesh gasket. Install the prepared knitted aluminum mesh gasketbetween the outside face of the door and the wing skin to establish the electrical conductivitybetween the access door and the wing skin using the clamp ring and fasteners torqued to thatspecified in Boeing AMM 28-11-11.Note: Not applicable to Surge Tank Access Doors with the NACA Vent Scoop and PressureRelief Valve.28-AWL-17 CDCCL N/AAllSurge Tank Access Doors – Lightning Protection BondConcern: Potential for arcing or sparking inside the tank at the interface between the door and thetank structure as a result ofa direct strike or conducting currents through the wing skin.During surge tank access door installation,perform the following actions in accordance withBoeing AMM 28-11-11:Clean the countersinks on the door. If the Pressure Relief Valve is removed and replaced,maintain the electrical fay surface bond between the pressure relief valve and the door 0.010ohms (10 milliohms) or less in accordance with Boeing AMM 28-13-41. If the Flame Arrestor isremoved and replaced, maintain the following electrical bonds in accordance with Boeing AMM28-13-31/401:Verify the electrical bond from the flame arrestor to the door assembly is 0.010 ohms(10 milliohms) or less. If the air vent scoop of the Type II flame arrestor is removed and replaced,maintain the following electrical bonds in accordance with Boeing AMM 28-13-31:Verify the electrical bond from the flame arrestor to the door assembly is 0.010 ohms(10 milliohms) or less.Install door using the same part number conductivefasteners and torque to that specified in theBoeing AMM.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3528-AWL-18 CDCCL N/A 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-28A1263, buthave notincorporatedService Bulletin737-28A1273Fuel Boost Pump Wires in Conduit Installation – In-Fuel TankConcern: Potential for the boost pump wiring to chafe and arc in the conduit and provide anignition source in the fuel tank.The boost pump wires that are in the conduits in the fuel tanks have incorporated a Teflon sleeveto protect from wire chafing in accordancewith the Service Bulletin 737-28A1263 (FAA AD2007-24-02). The wiring also has a jacket to provide chafing protection.Ensure the following condition exists when replacing pump wiring or wiring conduit:- Jacketed wiring and a Teflon sleeve.The Teflon sleeve is not repairable. Whenever the wiring in conduit or the conduit is removed,new Teflon sleeve must be installed.28-AWL-19 CDCCL N/A AllResetting of 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 flammable leakage zones.Verify it is safe to reset the circuit breaker(s) or GFIs by following the applicable OEMtroubleshooting procedures. Fault(s) that resulted in circuit breaker or GFI trip must be isolatedand corrected prior to reset.28-AWL-20 CDCCL N/A 737-200/200Cairplanes that haveincorporatedService Bulletin737-28-1178Fuel Quantity Indicating System (FQIS) –Isolated Fuel Quantity Transmitter (IFQT)Concern: The IFQT is designed to limit the voltage, current, and power on the FQIS fuel tankwiring and components to intrinsically safe levels in order to preclude the potential of an ignitionsource within the fuel tank. IFQT installed as specified in FAA AD 99-03-04.The IFQT is repairable only by Goodrich (89305) in accordance with their CMM 28-41-91.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITYTASK DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-36737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-21 ALI 1 YR 737-100/200airplanes that haveincorporatedService Bulletin737-28A1228Center Tank Fuel Boost Pump Automatic Shutoff SystemConcern: Dry running the center tank fuel pumps has the potential forsingle failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts, or hotjournal bearings due to bearing contamination or failure.The automatic shutoff system is installed and designed to limit continuousdry running conditionto 15 seconds.The following test is required in order to protect against latent faults:Functionally check the center tankfuel boost pump automatic shutoff system in accordance withAMM 28-22-0.28-AWL-22 ALI 1 YR 737-100/200airplanes withBoeing certifiedAuxiliary fuel tanksthat haveincorporatedService Bulletin737-28A1228Auxiliary Tank Fuel Boost Pump Automatic Shutoff SystemConcern: Dry running the auxiliary tank fuel pumps has the potential for single failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts, or hotjournal bearings due to bearing contamination or failure.The automatic shutoff system is installed and designed to limit continuousdry running conditionto 15 seconds.The following test is required in order to protect against latent faults:Functionally check the auxiliary tank fuel boost pump automaticshutoff system in accordancewith AMM 28-22-0.28-AWL-23 ALI 1 YR 737-100/200airplanes that haveincorporatedService Bulletin737-28A1212Boost 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 leadwire 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 isrequired in order to ensure continued functionality of theGFI circuit:Operational check the GFI of all AC fuel tank boost Pumps in accordance with AMM 28-22-41.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITY TASK DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-3728-AWL-24 ALI 1 YR 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-28A1227Center Tank Fuel Boost Pump Power Failed On Protection SystemConcern: Dry running the center tank fuel pumps has the potential forsingle failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts or hotjournal bearings due to bearing contamination or failure.The power failed on protection system is installed and designed in order to protect against asingle failure (i.e. wiring faultsor a welded fuel pump control relay) keeping power on the pumpwhen the associated fuel pump control switch is positioned to OFF.The following test is required in order to protect against latent faults:Verify continued functionality of the center tank fuel boost pump Power Failed On ProtectionSystem in accordance with AMM 28-22-0.28-AWL-25 ALI 1 YR 737-200/200Cairplanes withAuxiliary fuel tanksthat haveincorporatedService Bulletin737-28A1227Auxiliary Fuel Tank Boost PumpPower Failed On Protection SystemConcern: Dry running the auxiliary tank fuel pumps has the potential for single failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts or hotjournal bearings due to bearing contamination or failure.The power failed on protection system is installed and designed in order to protect against asingle failure (i.e. wiring faultsor a welded fuel pump control relay) keeping power on the pumpwhen the associated fuel pump control switch is positioned to OFF.The following test is required in order to protect against latent faults:Verify continued functionality of the auxiliary tank fuel boost pump Power Failed OnProtectionSystem in accordance with AMM 28-22-0.737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITY TASK DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-38737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-26 CDCCL N/A 737-100/200/200Cairplanes that haveincorporatedService Bulletin737-28A1273.Fuel Boost Pump Wires in Conduit Installation - In Fuel TankConcern: Potential for the boost pump wiring to chafe and arc to the conduit resulting in anignition source in the fuel tank. The boost pump wires that are in the conduits in the fuel tankshave incorporated a conduit liner to protect from wire chafing. The wiring also has a shield(grounded at both ends) that is monitored by theGFI for an additional layer of protection for apump power wire short within the conduit.The following design features must be verified when the pump wiring or the wiring in the conduitis removed or replaced (refer to Boeing AMM 28-22-41):1. Jacketed and shielded (grounded at both ends) wiring is installed.2. A Convoluted Conduit Liner is installed.NOTE: The above requirement applies to the following Fuel Boost Pumps:Main Tank No. 1 AFT Fuel Boost PumpCenter Tank LEFT Fuel Boost PumpCenter Tank RIGHT Fuel Boost PumpMain Tank No. 2 AFT Fuel Boost Pump737-100/200/200C MAINTENANCE PLANNING DATA –AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWLNUMBER TASK INTERVAL APPLICABILITY TASK DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-39737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION28-AWL-01 ALI 10 YRS 737-300/400/500airplanes that haveincorporatedService Bulletin737-28-1208External Wires Over Center Fuel TankConcern: Potential for Wire Chafing andArcing to Center Fuel Tank Upper Panel.Perform a detailed inspection of the wire bundles routed on main deck over the center fueltank and under the main deck floor boards in accordance with AMM 28-11-00 to detectdamaged clamps, wire chafing, damage to the vapor barrier, and that the wire bundle is not incontact with surface of the center fuel tank.If discrepancies are found, repair in accordancewith the Boeing Standard Wiring Practices Manual, D6-54446.Interval Note: Threshold for initial inspection is 10 years afterincorporation of Service Bulletin737-28-1208.28-AWL-02 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletin737-28-1208External Wires Over Center Fuel TankConcern: Potential for Wire Chafing andArcing to Center Fuel Tank Upper PanelIf any maintenance is performed in the areaunder the main deck floor boards and over thecenter fuel tank, verify the following:1. Maintain the existing wire bundle routing and clamping.2. Installation of any new wire bundles must be in accordance with Boeing StandardWiring Practices Manual, D6-54446.3. Perform a detailed inspection of the wire bundles routed on main deck over the centerfuel tank and under the main deck floor boards in the areas of the performedmaintenance to detect damaged clamps, wirechafing, and that the wire bundle is notin contact with the surface of the center tank. If wiring discrepancies are found, repairin accordance with the Boeing Standard Wiring Practices Manual, D6-54446.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-40737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-03 ALI 10 YRS 737-300/400/500airplanes that haveincorporatedService Bulletins737-28-1175 or737-28-1183 or737-28-1186Fuel Quantity Indicating System (FQIS) – Out-Tank Wiring Lightning Shield toGround TerminationConcern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.Perform the following functional check to ensure the integrity of the FQIS wiring shield toground termination:Verify the resistance of the shield to groundterminations at the spar penetration in theunpressurized area by making the following measurements using a Loop Resistance Tester P/N 906-10246-2 or 906-10246-3 in accordance with Boeing AMM 20-55-54.Restore the bonds as specified in the Boeing AMM if required.The loop resistance shall not exceed 28 milliohms for Connector D884 (Left Main Tank).The loop resistance shall not exceed 28 milliohms for Connector D888 (Right Main Tank).The loop resistance shall not exceed 35 milliohms for Connector D886 (Center Main Tank).28-AWL-04 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletins737-28-1175 or737-28-1183 or737-28-1186Fuel Quantity Indicating System (FQIS) – Out-Tank Wiring Lightning Shield toGround TerminationConcern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.If the FQIS wire bundle or the shield on the FQIS wire bundle is repaired or replaced, verifythe following:1. Presence ofshielded wiring.2. The shield ground is terminated in accordance with the Boeing SWPM 20-10-15.3. The installation is inspected as specified in 28-AWL-03.28-AWL-05 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletins737-28-1175 or737-28-1183 or737-28-1186Fuel Quantity Indicating System (FQIS) –Out-Tank Wiring Installation SeparationRequirementConcerns: Potential for hot shorts and EMI induced voltages on the IFQT safe-side wireharness to enter the fuel tank. The FQIS wiringis defined as the harness between the IsolatedFuel Quantity Transmitter (IFQT) and the fuel tank.Routing and installation ofany new wiring must use wire types BMS 13-48, BMS 13-60 orBMS 13-58, and not be within a 2-inch radius ofthe FQIS wiring. Under single failures ofclamps or brackets, a separation greater than1⁄2 inch must be maintained from FQIS wiring.This AWL is for design requirements.The installation is in accordance with SWPM 20-10-11.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4128-AWL-06 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletins737-28-1175 or737-28-1183 or737-28-1186Fuel Quantity Indicating System (FQIS)– Isolated Fuel Quantity Transmitter (IFQT)Concern: The IFQT is designed to limit the voltage, current, and power on the FQIS fuel tankwiring and components to intrinsically safe levels in order topreclude the potential of anignition source within the fuel tank. IFQT installed as specified in FAA AD 99-03-04.The IFQT is repairable only by Goodrich (89305) in accordance with their CMM 28-41-91.28-AWL-07 CDCCL N/A AllFuel Quantity Indicating System (FQIS) – Repair of In-Tank Hardware (Tank Units andCompensators)Concern: Potential for maintenance error during repair of in-tank hardware (tank units andcompensators). Arc gaps may develop that couldresult in an ignition source inside the fueltank. The dielectric of these components must be maintained to protect from lightningvoltages that could couple onto the FQIS wiring between the IFQT and the tank if the wireshield ground is compromised.Repair and overhaul of FQIS tank units andcompensators must be in accordance with themanufacturer Component Maintenance Manual (CMM) 28-40-25 Revision L, 28-41-05Revision Number 11, or 28-40-58 Revision Number4 as applicable or later revisions of theseCMMs that have been approvedby the FAA Oversight Office.The manufacturer's production procedures for thiscomponent may be used as an alternate tothe identified CMM.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-42737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-08 CDCCL N/AAllFuel Quantity Indicating System (FQIS) – Repair or Replacement of In-Tank Wire HarnessConcern: Potential for error during repair or replacement of in-tank wire harness. Arc gapsmay develop that could result in an ignition source inside the fuel tank. This CDCCL is alsorequired for airplanes with IFQT in case the FQIS wiring between the IFQT and the fuel tank iscompromised.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 mustbe in accordance with Boeing AMM 28-41-44.During installation of theharness, verify the following:For airplanes with rectangular bussing plug,tighten the mounting screws to a torque of65 – 90 pound-inches.For airplanes with circular bussing plug:- On the receptacle for the No. 1 or the No. 2 Tank, tighten the receptacle nut to a torque of325 – 350 pound-inches.- On the receptacle for the center tank,tighten the receptacle nut to a torque of100 – 150 inch-pounds.A thin layer of sealant is present around the joint between the receptacle and the bulkhead onthe inside of the tank.- Apply a continuous bead of sealant to the joint.- Make sure the bead fully seals the joint.Wire slack clearance between wires and structure must be greater than 0.125 inches.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4328-AWL-09 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletin737-29A1096Lightning Protection – Hydraulic Line Fuel Tank PenetrationConcern: Potential for arcing or sparking inside the 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 29-15-04.If the bulkhead fitting is removed and replaced:1. Verify electrical fay surface bond from bulkhead fitting to structure outside the tank is0.001 ohms (1 milliohm) or less,2. Install fillet seal on the fitting tothe tank wall interface outside the tank,3. Install full bodied fillet seal encapsulating the fitting to the tank wall interface insidethe tank,4. Verify an electrostatic bonding jumper exists between the structure and the HydraulicHeat Exchanger inside the tank, and5. Verify electrical bond from structure to the Hydraulic Heat Exchanger inside the tank is0.005 ohms (5 milliohms) or less if the bonding jumper was removed and replaced.28-AWL-10 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletin737-28A1174Lightning Protection – Engine Fuel Feed Line Tank PenetrationConcern: Potential for arcing or sparking inside the tank at the interface between the bulkheadfitting and the spar during a lightning strike event.The following features must be maintained in accordance with Boeing AMM 28-22-15 if thebulkhead fitting or attached tubing are removed and replaced:1. Verify electrical fay surface bond from bulkhead fitting to structure is 0.0005 ohms(0.5 milliohms) or less,2. Install full-bodied fillet sealencapsulating the fitting to thetank wall interface inside andoutside the tank,3. Install full-bodied fillet sealencapsulating the tubes to fitting joints interface inside andoutside the tank,4. Verify an electrostatic bonding jumperexists between first tube mating with thebulkhead fitting and the mating tube inside the tank, and5. Verify electrical bond from the structure (wing front spar, in-tank) to first tube matingwith the bulkhead fitting is 0.010 ohms (10 milliohms) or less.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-44737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-11 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-groundstructure interface as a result of electrical fault currents or lightning strike events due toinsufficient bonding within the ground electrical path.Any alteration, design change or repair involvingnew penetrations of the fuel tanks (such as arepair with fasteners, adding a bracket, bulkheadfitting or equipment) or change to the designfeatures of the existing equipment penetrations(such as fuel measuring sticks, sump drainvalves, fueling manifold, fuel temperature sensor, and motor operated fuel shutoff valveadaptor plate) requires approvalby the FAA Oversight Office oran Authorized Representative(AR) of the Boeing Commercial AirplanesDelegated Compliance Organization (BDCO).However, any alteration, design change or repair involving new penetrations of the fuel tanks,accomplished in accordance with an FAA-approved Boeing Structural Repair Manual (SRM) orBoeing Service Bulletin is not subject to this requirement for additional approval.28-AWL-12 CDCCL N/AAllAC and DC Electrical Fuel Tank Pump MaintenanceConcern: Potential for maintenance error duringpump overhaul. Fuel pump designs containignition source prevention means (i.e., flame arrestor, thermal fuses, materials, leadwireretention means, etc.) that must bemaintained if pump is overhauled.Repair and overhaul of Fuel Pumps must be in accordance with the manufacturer’sComponent Maintenance Manual (CMM) Numbers 28-20-37 Revision Number 10, 28-20-1Revision Number 7, 28-20-5 Revision Number 6,28-20-07 Revision Number 1, as applicable,or later revisions of these CMMs that have been approved by the FAA Oversight Office.The manufacturer's production procedures for thiscomponent may be used as an alternate tothe identified CMM.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4528-AWL-13 CDCCL N/AAllAC Fuel Pump Fault Current Fay Surface Bond InstallationConcern: Potential for fault current path throughthe 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 fay surface bondensures that fault currents are conducted tostructure outside the tank until the circuit breaker and/or GFI has had time to remove powerfrom the pump.The following features must be maintained during pump replacement in accordance withBoeing AMM 28-22-41:1. Installation of the pump fault current faying surface bond.2. Verify Motor Impeller bonding resistance to structure is 0.0002 ohms (0.2 milliohms)or less.28-AWL-14 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletins737-28A1141 or737-28A1192Fueling Float Switch System InstallationConcern: Potential for wire chafing and arcingto conduit inside the tank. The float switchassemblies in Fuel Tank 1 and 2 are not repairable to the initial manufactured standards. Thecenter tank and Boeing auxiliary tank (if installed) Float Switchand Liner are notrepairable tothe initial manufactured standards (refer to Boeing AMM 28-21-71).During float switch replacement, a new float switch assembly must be used in Tanks 1 and 2,and a new float switch and liner system must beused for center and Boeing auxiliary fuel tank(if installed) as applicable.28-AWL-15 CDCCL N/AAllCenter Fuel Tank Access Doors – Lightning Protection BondConcern: Potential for arcing or sparking insidethe tank at the interface between the door andthe tank structure as a result of a direct strike or conducting currents through the wing skin.The following features must be maintained during center fuel tank access door installation inaccordance with Boeing AMM 28-11-31:Verify presence of a phenolic strip positionedaround the outermost periphery of the door thatmates with the wing skin inside the tank.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-46737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-16 CDCCL N/AAllMain Fuel Tank Access Doors – Lightning Protection BondConcern: Potential for arcing or sparking insidethe tank at the interface between the door andthe tank structure as a result of a direct strike or conducting currents through the wing skin.The following features must be maintained during main (wing) fuel tank access doorinstallation in accordance with Boeing AMM 28-11-11:1. Apply anti-corrosion compound to both sides of the knitted aluminum mesh gasket,and install the greased aluminum mesh gasket between the clamp ring and the lowerwing skin. Due to the countersink, thealuminum mesh will contact the access doorand establish the electrical conductivitybetween the access door and the wing skinusing the clamp ring and fasteners torqued to the value specified in Boeing AMM28-11-11.Note: Not applicable to Surge Tank Access Doors with the NACA Vent Scoop andPressure Relief Valve.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4728-AWL-17 CDCCL N/AAllSurge Tank Access Doors – Lightning Protection BondConcern: Potential for arcing or sparking insidethe tank at the interface between the door andthe tank structure as a result of a direct strike or conducting currents through the wing skin.During surge tank access door installation, perform the following actions in accordance withBoeing AMM 28-11-11:Clean the countersinks on the access door.If the Pressure Relief Valve isremoved and replaced, maintain the electrical fay surface bondbetween the pressure relief valve and the door 0.010 ohms (10 milliohms) or less inaccordance with Boeing AMM 28-13-41.If the Type I Flame Arrestor is removed and replaced, verify the electrical bond from the flamearrestor to the door assembly is0.010 ohms (10 milliohms) or less in accordance with BoeingAMM 28-13-31.If the Air Vent Scoop of the Type II Flame Arrestor is removed and replaced, maintain thefollowing electrical bonds in accordance with Boeing AMM 28-13-31:1. Prepare the electrical fay surface from the upper surface of the door assembly to thelower surface of the air vent scoop.2. Before the surface is sealed, verify the electrical surface bond from the door assemblyto the air vent scoop is 0.0025 ohms (2.5 milliohms) or less.3. After the surface is sealed, verify the electrical bond from the air vent scoop to the doorassembly is 0.010 ohms(10 milliohms) or less.Install the door using the same part number conductive fasteners and torque to that specifiedin the Boeing AMM.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-48737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-18 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletin737-28A1263, buthave notincorporatedService Bulletin737-28A1273Fuel Boost Pump Wires In Conduit Installation – In Fuel TankConcern: Potential for the boost pump wiring tochafe and arc in the conduit to provide anignition source in the fuel tank. The boost pump wires that are in the conduits in the fuel tankshave incorporated a Teflon sleeve to protectfrom wire chafing in accordance with BoeingService Bulletin 737-28A1263 (FAA AD 2007-24-02).The wiring also has a jacket to providechafing protection.Ensure the following condition exists when replacing pump wiring or wiring conduit:- Jacketed wiring and a Teflon sleeve.The Teflon sleeve is not repairable. Whenever the wiring in conduit or the conduit is removed,new Teflon sleeve must be installed.28-AWL-19 CDCCL N/A AllResetting of 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 pumpwiring and structure in flammable leakagezones.Verify it is safe to reset the circuit breaker(s) or GFIs by following the applicable OEMtroubleshooting procedures. Fault(s) that resultedin circuit breaker or GFI trip must be isolatedand corrected prior to reset.28-AWL-20 ALI 1 YR 737-300/400/500airplanes that haveincorporatedService Bulletin737-28A1216Center Tank Fuel Boost Pump Automatic Shutoff SystemConcern: Dry running the center tank fuel pumps has the potential for single failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts, orhot journal bearings due to bearing contamination or failure.The automatic shutoff system is installed and designed to limit continuous dry runningcondition to 15 seconds.The following test is required in order to protect against latent faults:Functionally check the center tank fuel boost pump automatic shutoffsystem in accordancewith AMM 28-22-00.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-4928-AWL-21 ALI 1 YR 737-300/400airplanes withBoeing certifiedauxiliary fuel tanksinstalled, that haveincorporatedService Bulletin737-28A1216Auxiliary Tank Fuel Boost Pump Automatic Shutoff SystemConcern: Dry running the auxiliary tank fuel pumps has the potential for single failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts, orhot journal bearings due to bearing contamination or failure.The automatic shutoff system is installed and designed to limit continuous dry runningcondition to 15 seconds.The following test is required in order to protect against latent faults:Functionally check the auxiliarytank fuel boost pump automaticshutoff system in accordancewith AMM 28-22-00.28-AWL-22 ALI 1 YR 737-300/400/500airplanes that haveincorporatedService Bulletin737-28A1212Boost Pump Ground Fault Interrupter (GFI)Concern: Potential for pump housing burn-through,either internal or external to the fuel tank,as a result of major arcing due to electrical failure (i.e., damaged electrical connector, statorwindings or leadwire 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 isrequired in order to ensure continued functionality of theGFI circuit:Operational check the GFI of all AC Fuel Tank Boost Pumps in accordance withAMM 28-22-41.28-AWL-23 ALI 1 YR 737-300/400/500airplanes that haveincorporatedService Bulletin737-28A1227Center Tank Fuel Boost Pump 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 eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts orhot journal bearings due to bearing contamination or failure.The power failed on protection system is installed and designed in order to protect against asingle failure (i.e. wiring faults or a welded fuel pump control relay) keeping power on the pumpwhen the associated fuel pump control switch is positioned to OFF.The following test is required in order to protect against latent faults:Verify continued functionality of the center tank fuel boost pump Power Failed On ProtectionSystem in accordance with AMM 28-22-00.737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-50737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS28-AWL-24 ALI 1 YR 737-300/400/500airplanes withAuxiliary fuel tanksthat haveincorporatedService Bulletin737-28A1227Auxiliary Fuel Tank Boost PumpPower Failed On Protection SystemConcern: Dry running the auxiliary tank fuel pumps has the potential for single failure ignitionsources developing at the pump inlet due to eitherfrictional heating or sparking as a result ofFOD contacting the pump rotating elements, rotating elements contacting stationary parts orhot journal bearings due to bearing contamination or failure.The power failed on protection system is installed and designed in order to protect against asingle failure (i.e. wiring faults or a welded fuel pump control relay) keeping power on the pumpwhen the associated fuel pump control switch is positioned to OFF.The following test is required in order to protect against latent faults:Verify continued functionality of the auxiliary tank fuel boost pump Power Failed On ProtectionSystem in accordance with AMM 28-22-00.28-AWL-25 CDCCL N/A 737-300/400/500airplanes that haveincorporatedService Bulletin737-28A1273Fuel Boost Pump Wires in Conduit Installation - In Fuel TankConcern: Potential for the boost pump wiring tochafe and arc to the conduit resulting in anignition source in the fuel tank. The boost pumpwires that are in the conduits in the fuel tankshave incorporated a conduit liner to protect fromwire chafing. The wiring also has a shield(grounded at both ends) that is monitored by theGFI for an additional layer of protection for apump power wire short within the conduit.The following design features must be verifiedwhen the pump wiring or the wiring in theconduit is removed or replaced (refer to Boeing AMM 28-22-00):1. Jacketed and shielded (grounded at both ends) wiring is installed.2. A Convoluted Conduit Liner is installed.NOTE: The above requirement applies to the following Fuel Boost Pumps:Main Tank No. 1 AFT Fuel Boost PumpCenter Tank LEFT Fuel Boost PumpCenter Tank RIGHT Fuel Boost PumpMain Tank No. 2 AFT Fuel Boost Pump737-300/400/500 MAINTENANCE PLANNING DATA – AIRWORTHINESS LIMITATIONS – FUEL SYSTEMSAWL NUMBER TASK INTERVAL APPLICABILITYDESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-51C.2 NITROGEN GENERATION SYSTEM (NGS)The following list of AWLs (ALIs and CDCCLs)contains FAA approved scheduled inspections and design limitations for operatorsto incorporate into theirmaintenance program for this typedesign to meet the requirements for the introduction of Flammability Reduction Means (FRM) Nitrogen GenerationSystem (NGS). The FAA Final Flammability Rule, E8-16084, requires maintenance instructions and control limitations for certain NGS critical designconfigurations. Title 14 CFR § 25.981 also requires AWLs to preclude ignition sources inside the fuel tank that may be introduced by the addition of NGS.E8-16084, Final Flammability Rule, Paragraph III(F), Section 7, Identification of Airworthiness Limitations:Paragraph M25.4(a)requires that if FRM is usedto comply with Paragraph M25.1, airworthiness limitations must be identified for all maintenance or inspection tasks required to identify failures ofcomponents within the FRM that are needed to meet Paragraph M25.1.NGS AWLs are mandatory maintenance actions that ensure thatunsafe conditionsthat arise due to NGS failures do not occur or are not introduced into the airplane as a result of configuration changes, repairs, alterations, or deficienciesin the NGS maintenance program throughout the operational life of the airplane.JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-52737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSAWLs – NITROGEN GENERATION SYSTEMAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION47-AWL-01 CDCCL N/A Airplanes thathave incorporatedService Bulletin737-47-1004 or737-47-1007Lightning Protection – NGS Nitrogen Enriched Air(NEA) Distribution Line Fuel Tank PenetrationConcern: Potential for arcing or sparking inside the tank at the interface between the bulkheadfitting and the spar during a lightning strike event.The following must be maintained if the bulkheadfitting is removed and replaced or re-installed(refer to Boeing AMM 47-21-07):1. Install the same part number bulkhead fitting.2. Verify electrical fay surface bond from the bulkhead fitting to the rear spar structure insidethe tank is 0.0005 ohms (0.5 milliohms) or less.3. Install fillet seal on both the inside and outside surfaces ofthe rear spararound theperimeter of the bulkhead fitting and jam nut.Note: The bulkhead fitting is a special part which has an integral flame arrestor. Any change tothis part requires approval by the FAA Oversight Office.47-AWL-02 CDCCL N/A Airplanes thathave incorporatedService Bulletin737-47-1004 or737-47-1007Lightning Protection – NGS NEA Distribution Line Fuel Tank PenetrationConcern: Potential for arcing, sparking or filamentheating inside the tank at the interface betweenthe dielectric isolator hose and the NEA tubing during a lightning strike event.The NGS installation is designed to prevent lightning currents from entering the center wing fueltank by adding a dielectric isolator hose in the wheel well at the rear spar bulkhead fitting in theNEA distribution line. The isolator hose must bemaintained if the dielectric isolator hose orattached tubing are removed and replaced or reinstalled (refer to Boeing AMM 47-21-00 andAMM 47-21-07).JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-5347-AWL-03 CDCCL N/A Airplanes thathave incorporatedService Bulletin737-47-1005 or737-47-1008Nitrogen Generation System (NGS) – Flammability Exposure and PerformanceConcern: Airplane alterations may impact the performance of the NGS and hence the flammabilityof the Center Wing Fuel Tank.Background: The NGS is designed to provide the proper level of nitrogen to the center wing tankin order to reduce the flammability exposure by reducing the oxygen content of the ullage. Theflammability exposure is also affected by the temperature of the fuel. Thefollowing are criticalfeatures of the airplane that, ifaltered, can negatively affect the performance of the NGS which inturn may increase the center fuel 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 inFAA Memorandum PS05-0177-P-2.1. Transferring air (20.9% oxygen) to the center fuel tankwill dilute the nitrogen richatmosphere created by the NGSin the fuel tank. Some Auxiliary Fuel Tank installationstransfer air to the center wing tank aspart of venting and fuel transfer.2. NGS performance depends on bleed air pressure in the bleed air cross-over manifoldsupplied by the engines.3. Certification of the NGS depends on the inherent flammability of the center fuel tankwithout NGS installed. Centertank flammability is a direct function of fuel tanktemperature. Any heat sources around the tank, heat sources introduced into the tank(such as warm fuel or new heat exchangers),or changes that would cause heat to beretained (such installation of blankets adjacent to tank walls) could affect fuel tankflammability in anegative manner.CDCCL: Any design change that affects the vent system by adding air to the center tank, reducesthe bleed pressure in the cross-over manifold during any phase of flight or ground operations, oradds any heat to the center wing fuel tank or increases heat retention of the center wing fuel tankis not allowed without an FAA approved analysis to show that the change, or combination ofchanges, does not affect the NGS performance asspecified in the requirements of Title 14 CFRSection 25.981(b), Amendment 25-125 utilizing the equivalent level of safety finding described inFAA Memorandum PS05-0177-P-2.See Boeing AMM Chapter 28 for a description of the Fuel System. See Boeing AMM Chapter 47for a description of the NGS.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONJUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-54737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS47-AWL-04 ALI 22,500 FH Airplanes thathave incorporatedService Bulletin737-47-1005 or737-47-1008Nitrogen Generation System – Thermal Switch Functional and Operational CheckConcern: Latent Failure of the Thermal Switch removes a layer of protection against fuel tankignition by hot bleed air.The NGS uses engine bleed air from the enginebleed system cross-over manifold to generatenitrogen to reduce theflammability of thecenter fuel tank. The NGShas features to preventdirectly feeding hot bleed air into the fuel tank. The Thermal Switch provides a redundant backupto the NGS controller to protect the Air Separation Module (ASM) and prevent hot bleed air fromentering the fuel tank. The Thermal Switch backupfeature is a latent (notdetected) failure andmust be tested to maintain certification of the NGS.Perform a functional and operational check of the Thermal Switch to ensure integrity of theThermal Switch (refer to Boeing AMM 47-43-02).47-AWL-05 ALI 14,500 FH Airplanes thathave incorporatedService Bulletin737-47-1005 or737-47-1008Nitrogen Generation System – NEA Distribution Ducting InspectionConcern: The NEA Distribution System ducting outside the fueltank may fail latently allowing NEAto leak without reaching the fuel tank, resulting inthe fuel tank not reaching required inert levels.Inspect the NEA distribution lines from the ASM to the fuel tank rear spar for damage and leaks(refer to Boeing AMM ATA 47-21-00).47-AWL-06 CDCCL N/A Airplanes thathave incorporatedService Bulletin737-47-1005 or737-47-1008Industry Fleet Average Flammability ExposureConcern: NGS performance is dependent on industry descent times. Industry efforts to reducedescent time may result in NGS performance that does not meet FAA requirements.Fleet Average flammability exposure for the fuel tanks with flammability reductionof this airplanetype must be maintained in accordance with Title 14 CFR Part 25, Appendix M. Boeing willmonitor U.S. descent statisticsand, if necessary to maintain compliance, will publish serviceinformation. If Boeing publishes such serviceinformation, this CDCCLrequires either thatoperators implement these FAA-approved designchanges or that operators implement otherdesign changes or operational procedural changes 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.Boeing will monitor U.S. descent statistics and provide any needed service instructions tooperators. Toprevent increasing flammability exposure above permissible levels, thisCDCCL requiresoperators to incorporate future Boeing published service instructionsdenoted to maintain compliance with this CDCCL, or other approved actions, within thecompliance times stated in the service instructions.AWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTIONJUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-55C.3 IMPACT-RESISTANT FUEL TANK ACCESS DOORSINTRODUCTIONThe 737 Fuel Tank Access Doors are compliant with FAA Title 14 CFR § 25.963. Specifically, the 737 Impact-Resistant Access Doors meetTitle 14 CFR § 25.963(e)(1) which requires that all covers locatedin an area where experience or analysis indicates a strike islikely must be shown byanalysis or tests to minimize penetration and deformation by tire fragments, low energy engine debris, or other likely debris.For the 737-100/200:A design change at Line Number 1523 incorporated a physicalfeature which prevents non-impact-resistant doors from beinginstalled at locations that require impact-resistant doors. Airplane Line Numbers 1-1456 and 1486 do not have these physical features. Airplane LineNumbers 1-1456 and 1486 were retrofitted with impact-resistantaccess doors via Service Bulletins 737- 28A1064 and 737-28A1078.These servicebulletins also required that the impact-resistant doors be stenciled “IMPACT-RESISTANT DOOR”. Additionally, the adjacent lowerwing surface isstenciled “CAUTION: INSTALLONLY IMPACT-RESISTANT DOOR AT THIS LOCATION”.All 737-200 airplanes after Line Number 1486 have a physical feature which prevents non-impact-resistant doors from being installed at locations thatrequire impact-resistant doors.For the 737-300:A design change for 737-300 airplanes at Line Number 1506 andon (excluding L/N 1508) incorporated a physical feature whichprevents non-impact-resistant doors from being installed at locations that require impact-resistant doors. Airplane Line Numbers 1001-1505 and 1508 donot have these physical features. Airplane Line Numbers 1001-1505and 1508 were retrofitted with impact-resistant access doorsvia Service Bulletin 737-28-1081. This service bulletin also required that the impact-resistant doors be stenciled “IMPACT-RESISTANT DOOR”. Additionally, the adjacent lowerwing surface is stenciled “CAUTION: INSTALL ONLY IMPACT-RESISTANT DOOR AT THIS LOCATION”.All 737-300 airplanes after Line Number 1508 and all 737-400/500airplanes have a physical feature which prevents non-impact-resistant doors from beinginstalled at locations that require impact-resistant doors.Boeing chose to use a CDCCL for the AWL of the Impact-ResistantFuel Tank Access Doors. CDCCLs are commonly used and understood by operatorsto define a design feature that must be maintained throughout the life of the airplane.AUG 2012D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-56737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTS737-100/200/200C MPD – AWLs – STRUCTURESAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION57-AWL-01 CDCCL N/A L/Ns 1-1456and 1486Impact-Resistant Fuel Tank Access DoorsConcern: A potential exists for non-impact-resistant doors to be installed in locations that requireimpact-resistant doors. A high energy impact ona non-impact-resistant fuel access door maycause a fuel leak, and in the presence of an ignition source, may result in a catastrophic fire.Immediately prior to the installation of each ofthe Fuel Tank Access Doors 7202L, 7402R, 7204L,7404R, 7205L, 7405R, 7206L, 7406R, 7207L, 7407R, 7208L, and 7408R, perform the following:1. Verify that the fuel tank access door is impact-resistant. Impact-resistant doors have endsthat are flat and a smooth inner surface. Doors with rounded ends and visible machinedstiffening ribs on the inner surface are not impact-resistant (refer to Boeing AMM28-11-11).JUN 2014737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCE REQUIREMENTSD6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-57737-300 MPD – AWLs – STRUCTURESAWLNUMBER TASK INTERVAL APPLICABILITY DESCRIPTION57-AWL-01 CDCCL N/A L/Ns 1001 - 1505and 1508Impact-Resistant Fuel Tank Access DoorsConcern: A potential exists for non-impact-resistant doors to be installed in locations that requireimpact-resistant doors. A high energy impact ona non-impact-resistant fuel access door maycause a fuel leak, and in the presence of an ignition source, may result in a catastrophic fire.Immediately prior to the installation of each ofthe Fuel Tank Access Doors 7202L, 7402R, 7204L,and 7404R, perform the following:1. Verify that the fuel tank access door is impact-resistant. Impact-resistant doors have endsthat are flat and a smooth inner surface. Doors with rounded ends and visible machinedstiffening ribs on the inner surface are not impact-resistant (refer to BoeingAMM 28-11-11).JUN 2014D6-38278-CMRBOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-58737-12345 AIRWORTHINESS LIMITATIONS/CERTIFICATION MAINTENANCEREQUIREMENTSD. 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 for the737-100/200/200C/300/400/500.LIMIT OF VALIDITY FOR THE 737100/200/200C/300/400/500MODEL FLIGHT CYCLE LOV FLIGHT HOUR LOV737-100,-200,-200CLine Numbers 1 - 29134,000 34,000737-200,-200C,-300,-400,-500Line Numbers 292 - 256575,000 100,000737-300,-400,-500Line Numbers 2566 - 313285,000 100,000AUG 2012