special compliance items/airworthiness limitations

767-200/300/300F/400ER SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

D622T001-9-04BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details .0-1

EXPORT CONTROLLED - EAR ECCN: 9E991

767-200/300/300F/400ERSPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

D622T001-9-04

JANUARY 2020This 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 is used fordevelopment, production or use by foreign persons from specific countries. The controller of this data has the individual responsibility to abide by all export laws.

Boeing claims copyright in each page of this document on to the extent that the page contains copyrightable subject matter. Boeing also claims copyright in this document as a compilation and/or collective work. This document includes proprietary information owned by the Boeing Company and/or one or more third parties. Treatment of the document and the information it contains is governed by contract with Boeing. For more information, contact the Boeing Company, P.O. Box 3707, Seattle WA 98124. Boeing, the Boeing signature, the Boeing symbol, 707, 717, 727, 737, 747, 757, 767, 777, 787, BBJ, DC-8,

DC-9, DC-10, MD-10, MD-11, MD-80, MD-88, MD-90, and the red-white-blue Boeing livery are all trademarks owned by The Boeing Company; no trademark license is granted in connection with this document unless provided in writing by Boeing.

COMPILED AND PUBLISHED BY:MAINTENANCE PROGRAMS ENGINEERINGBOEING COMMERCIAL AIRPLANE GROUP

SEATTLE, WASHINGTON

JAN 2020

D622T001-9-04BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details Page 1.0-2



THIS PAGE INTENTIONALLY LEFT BLANK

BLANK




TABLE OF CONTENTS

REVISIONS .................................................................................................................................................................................................................................. 1.0-5

LIST OF EFFECTIVE PAGES .................................................................................................................................................................................................... 1.0-13

A. AIRWORTHINESS LIMITATIONS – SYSTEMS ..................................................................................................................................................................... 1.0-15

A.1. FUEL TANK IGNITION PREVENTION............................................................................................................................................................................ 1.0-20

A.2. ENGINE FUEL SUCTION FEED SYSTEM..................................................................................................................................................................... 1.0-65

A.3. LOW FUEL AND FUEL CONFIGURATION INDICATION TEST ..................................................................................................................................... 1.0-67

A.4. NITROGEN GENERATION SYSTEM (NGS).................................................................................................................................................................. 1.0-69

A.5. IMPACT-RESISTANT FUEL TANK ACCESS DOORS .................................................................................................................................................... 1.0-74

B. REPORTING UNCONTROLLABLE HIGH THRUST FAILURE CONDITIONS ...................................................................................................................... 1.0-76

JAN 2020





BLANK




REVISIONS

REVISION AND REVISION DESCRIPTION

JULY 2014

Original Release

This revision contains no technical changes.

Please see the 767 MPD Section 9, D622T001-9 for historical Revision Log information.

OCTOBER 2014

Revised 28-AWL-24 to update the AWL applicability to remove the airplane L/N and Service Bulletin applicability and add an Applicability Note to list the applicable ITT MOV part numbers. Added in the reference to the CMM 28-20-25 for the new MOV part number MA30A1017.

JULY 2015

Renumbered all the Systems AWLs into subparagraphs of Section A, then relettered the remaining heading accordingly.

Revised definition of "Removed or Replaced" to include reinstallation of a component and added the definitions for Maintenance, Fay Surface Bond, Fay Sealed Fay Surface Bond, Fillet Sealed Fay Surface Bond, and Full Cushion Clamp to the "Definitions" subparagraph in Section A front matter. Added the definition for “BASOO” (Boeing Aviation Safety Oversight Office).

Revised definition of "FAA Oversight Office" to spell out acronym of BASOO (Boeing Aviation Safety Oversight Office).

Revised 28-AWL-01 to meet new formatting requirements. Revised references to "Center Fuel Tank" to "Auxiliary (Center) Fuel Tank”. Clarified specific SWPM references for wire assembly and installation, repair procedures, and seal fittings for repairing and replacement of wire.

Revised 28-AWL-02 to meet new formatting requirements and identify the critical design features that must be maintained. Revised references to "Center Fuel Tank" to "Auxiliary (Center) Fuel Tank". Added reference to Boeing AMMs 28-11-00 and 53-01-01 to provide access and inspection information for the area. Added SWPM references for wire assembly and installation, repair procedures, and seal fittings for repairing and replacement of wire.

Revised 28-AWL-03 to meet new formatting requirements. Revised title from "Lightning Protection – Engine Fuel Feed Line Fuel Tank Penetration" to "Lightning Protection – Engine Fuel Feed Line Penetration Bonding to Spar". Revised Applicability to ALL since the compliance time has passed for incorporation of Service Bulletins 767-28A0071 and 767-28A0072. Revised steps to better reflect the critical design features that must be maintained.

Revised 28-AWL-04 to separate the steps for the hydraulic heat exchanger and the hydraulic bulkhead fitting. Added "Bonding Path" to the end of the title. Added reference to Boeing AMMs 20-10-09, 29-11-55 and 29-11-27 to provide inspection information. Added Steps 1.a through 1.e to identify the critical design features that must be maintained for the hydraulic bulkhead fitting. Revised Steps 2.a and 2.b to the correct resistance values that must be checked for the hydraulic heat exchanger. Added Step 3 for hydraulic lines not connected to a heat exchanger.

Revised 28-AWL-05 to meet new formatting requirements. Added "Bonding Path" to end of the title. Revised Boeing AMM reference from 29-11-27 to 29-11-55. Revised from "functional check" to "functional (bonding resistance) check". Revised Step 1 to include the outlet line. Deleted Step 2 for the outlet line.

(Continued on next page)

JAN 2020




JULY 2015, Continued

Revised 28-AWL-06 to meet new formatting requirements. Revised title from "AC and DC Pump Maintenance" to "AC and DC Fuel Pump Electrical/Mechanical Design". Separated and identified the specific CMMs for the Main Tank Boost Pump, Override Fuel Pump, APU Fuel Pump, and Override/Jettison Fuel Pump. Revised CMM revision level to reflect the last CMM revision that was FAA approved. Added clarification that the deviations from, temporary revisions to, or Supplier Service Bulletins for these CMMs that have been approved by the FAA Oversight Office can be used for maintenance of these pumps. Added note that unless specific portions of the CMM are tagged as CDCCL or ALI, the entire CMM must be followed precisely.

Revised 28-AWL-07 to meet new formatting requirements. Revised title to include DC fuel pumps and to identify the bonding jumper installation as the critical design feature. Added steps for the APU Pump. Added references to Boeing AMMs 28-22-03, 28-25-01, and 28-31-01 to provide inspection information.

Revised 28-AWL-08 to add "(All Fuel Tanks)" to the title. Included acronym meanings.

Revised 28-AWL-09 to clarify the routing and separation requirements for existing FQIS wiring, new wiring within 6.5" (165 mm) of existing FQIS wiring, and existing wiring within 6.5" (165 mm) of FQIS wiring. Added definitions for Tank Circuit Wiring and New Wiring.

Revised 28-AWL-10 to meet new formatting requirements. Revised title from "Center Tank Fueling Valve – Fault Current Bond" to "Auxiliary (Center) and Main Tank Fueling Shutoff Valve – Fault Current Bond”. Deleted 767-400ER bonding jumper requirement step as it is not a critical design feature.

Revised 28-AWL-11 to meet new formatting requirements. Revised CMM revision levels to reflect the last CMM revision that was FAA approved. Added clarification that deviations from, temporary revisions to, or Supplier Service Bulletins for these CMMs that have been approved b the FAA Oversight Office can be used for maintenance of these pumps. Added note that unless specific portions of the CMM are tagged as CDCCL or ALI, the entire CMM must be followed precisely.

Revised 28-AWL-12 to meet new formatting requirements. Revised title from "FQIS – Repair of In-Tank Hardware (Tank Units, Densitometers, and Compensators)" to "Fuel Quantity Indicating System (FQIS) – Tank Unit and Compensator Installation Design Features”. Removed CMMs associated with Tank Units, Densitometers or Compensators (28-41-68, 28-41-01, 28-41-30, 28-41-33, 28-41-34, 28-41-35, 28-41-36, 28-41-39, 28-41-41, 28-41-42, 28-40-62, 28-41-07, 28-40-56, 28-41-09, 28-40-59). Added new Steps 1 and 2 with separation requirements for the FQIS probes and compensators. Removed step for densitometer. Added reference to Boeing AMMs 28-41-01 and 28-41-02 to provide inspection information for the area.

Revised 28-AWL-13 to meet new formatting requirements and identify the critical design features that must be maintained. Revised title from "Fuel Quantity Indicating System (FQIS) – Repair of In-Tank Wire Harness" to "FQIS – In-Tank Wire Harness Protection Features – Wire Insulation and Separation from Tank Internal Structure and Receptacle Bonding (Lightning Protection Electrical Design Feature)". Deleted Step 1.e as it is not a critical design feature. Added Step 2 that FQIS in-tank wire harness repair must be approved by the FAA Oversight Office.

Revised 28-AWL-14 to meet new formatting requirements. Revised title to add "– Lightning Protection Electrical Design Features" to the end. Added step to check for a phenolic strip on non impact-resistant doors. Added step to check for visible corrosion. Added criteria for using a used gasket if a new one is not available. Added torque values for the access door fasteners.

Revised 28-AWL-15 to meet new formatting requirements. Revised CMM revision levels to reflect the last CMM revision that was FAA approved. Added clarification that deviations from, temporary revisions to, or Supplier Service Bulletins for these CMMs that have been approved b the FAA Oversight Office can be used for maintenance of these pumps. Added note that unless specific portions of the CMM are tagged as CDCCL or ALI, the entire CMM must be followed precisely.


REVISIONS


JAN 2020





Revised 28-AWL-16 to meet new formatting requirements and identify critical design features that must be maintained. Revised Concern statement to include specific design features. Added step for front spar penetration connectors. Added Step 2 that FQIS in-tank wire harness repair must be approved by the FAA Oversight Office.

Revised 28-AWL-17 to meet new formatting requirements and identify critical design features that must be maintained. Revised title from, "Resetting Tripped Fuel Pump Circuit Breakers" to "Over-Current and Arcing Protection Electrical Design Features – Fuel Pump Circuit Breakers and Ground Fault Interrupters (GFIs)". Added reference to Boeing AMMs 28-22-00 and 28-25-00. Added FIM references for the AC Fuel Pump.

Revised 28-AWL-18 to meet new formatting requirements. Removed step to visually inspect all connectors. Added Wire Bundle S283T025-938 to the 767-200, 767-300 and 767-300F. Removed rework step. Revised the loop resistance value for the 767-400ER connector M1946 from 465 milliohms to 66 milliohms. Revised the loop resistance value for the 767-400ER Connector M1951 from 570 milliohms to 82 milliohms.

Revised 28-AWL-19 to meet new formatting requirements and identify critical design features that must be maintained. Added reference to Boeing AMM 20-55-54.

Revised 28-AWL-20 to meet new formatting requirements. Deleted “Jettison” from the title and added “Circuit” to the title for clarification. Revised references to "Center Tank" to "Auxiliary (Center) Tank". Revised Concern to specify the Override Pump. Added steps from Boeing AMM 28-22-00 to the Description.

Added 28-AWL-21 (previously "Reserved for future SFAR 88 AWL") "AC and DC Fuel Pump Fault Current Bonding Jumper Installation” ALI.

Revised 28-AWL-22 to meet new formatting requirements. Revised title from, "Fuel Quantity Indicating System (FQIS) – Installation of Center Fuel Tank Hot Short Protector (HSP)" to "Fuel Quantity Indicating System (FQIS) – Auxiliary (Center) Fuel Tank Hot Short Protector (HSP) Design Features". Revised references to "Center Tank" to "Auxiliary (Center) Tank". Added step to test electrical bonding resistance prior to attachment of bonding jumpers. Added step to test electrical bonding resistance between the each HSP connector backshell and the HSP. Added note to only apply to airplanes with a Goodrich (Simmonds Precision) FQIS installed. Revised applicability to NOTE since the compliance time has passed for incorporation of Service Bulletin 767-28A0094.

Revised 28-AWL-23 to meet new formatting requirements. Separated out steps for MOV actuators installed with an adapter plate and ones installed without an adapter plate. Revised steps to identify the critical design features that must be maintained. Added reference to Boeing AMMs 28-26-11, 28-31-03, 28-31-04, 28-31-05 and 28-31-06. Removed reference to Boeing AMM 28-26-02. Revised Applicability to ALL since the incorporation time for compliance with Service Bulletin 767-28A0090 has passed.

Deleted 28-AWL-25 CDCCL due to the Surge Tank Fuel Level Sensor Wiring not being a critical design feature.

Deleted 28-AWL-26 ALI due to the Surge Tank Fuel Level Sensor Wiring not being a critical design feature.

Revised 28-AWL-27 to meet new formatting requirements. Revised title from, "Main and Center Auxiliary Fuel Tank Boost/Override/Jettison Fuel Pump Ground Fault Interruption (GFI) Control Relay System" to "Over-Current and Arcing Protection Electrical Design Features – AC Fuel Pump GFI". Revised Concern statement to reflect failure effects. Identified relays that will be checked to conduct the ALI.

Revised 28-AWL-28 to meet new formatting requirements. Revised references to "Uncommanded On" to "Failed On". Revised references to "Auxiliary Fuel Tank" to "Auxiliary (Center) Fuel Tank". Added steps required to fulfill the ALI and revised applicability.


REVISIONS


JAN 2020





Revised 28-AWL-29 to meet new formatting requirements. Revised title from, "In-Tank AC Fuel Pump Wire Bundles with Protective Liner" to "Fuel Pump Conduit Wiring Liner Installation (In Fuel Tank)". Added note that requirement applies to the "Left and Right Auxiliary (Center) Fuel Tank Override Pumps". Revised note to specify requirement applies to Jettison Fuel Pumps (if installed).

Revised 28-AWL-30 to meet new formatting requirements. Revised title from, "Fuel Boost Pump Wires in Conduit Installation – In Fuel Tank" to "Fuel Pump Conduit Wiring Teflon Sleeve Installation (In Fuel Tank)". Revised Applicability to include exception for airplanes that have incorporated Service Bulletin 767-28A0104". Consolidated steps into a single step. Added note that requirement applies to the "Left and Right Auxiliary (Center) Fuel Tank Override Pumps". Revised note to specify requirement applies to Jettison Fuel Pumps (if installed).

Revised 28-AWL-31 to update the initiating action for this CDCCL and the Notes.

Added 28-AWL32, "Static Dissipation Protection Design Features – In-Tank Material and Installation Changes (All Fuel Tanks)" CDCCL.

Added 28-AWL-33, "Overwing Fill Port of Main Fuel Tanks" CDCCL.

Revised 28-AWL-101 to change references to "Center Tank" to "Auxiliary (Center) Tank". Revised Steps 1.a.I, 1.a.II, 1.b.I, and 1.b.II to state the Tank Fuel Quantity must indicate a certain value or range. Removed rework step. Revised Step 1.c.IV to add note that the boost pump must be off for the associated tank. Revised Step 2 to spell out engine manufacturers.

Revised 28-AWL-102 to add 767-400ER airplanes that have incorporated Service Bulletin 767-31-0302 to the applicability.

Revised Section A.4 "Nitrogen Generation System (NGS)" front matter to include more general information.

Revised 47-AWL-01 title to include "Bonding Path" at the end. Revised steps to only include the critical design features.

Revised 47-AWL-02 title by removing "Fuel Tank Penetration" and adding "Dielectric Isolator Hose". Revised Description and steps to only include the critical design features.

Revised 47-AWL-03 description to only include the critical design features.

Revised 47-AWL-04 Applicability from "ALL" to "All airplanes L/N 993 and on. All airplanes that have incorporated Service Bulletin 767-47-0001". Removed Applicability Note, "If NGS installed". Added steps required to fulfill the ALI. Replaced, "Air Separation Unit (ASU)" with "Air Separation Module (ASM)". Revised 2600 FH Interval Note by removing "All 767-400ER" and adding "767-400ER that have not incorporated SB 767-47-0001 R5 or later". Revised 6600 FH Interval Note by adding "767-400ER Airplanes that have incorporated SB 767-47-0001 R5 or later”.

Revised 47-AWL-05 Applicability from "ALL" to "All airplanes L/N 993 and on. All airplanes that have incorporated Service Bulletin 767-47-0001". Removed Applicability Note, "If NGS installed". Revised title to remove "Operational Check". Added step required to fulfill the ALI. Revised 2600 FH Interval Note by deleting "All 767-400ER" and adding "767-400ER that have not incorporated SB 767-47-0001 R5 or later”. Revised 4391 FH Interval Note by adding "767-400ER Airplanes that have incorporated SB 767-47-0001 R5 or later”.

Revised 47-AWL-06 title from, "Industry Fleet Average Flammability Exposure" to "NGS Ongoing Compliance Based on Industry Descent Times – Required Service Instructions".

Revised 57-AWL-01 to meet new formatting requirements.

REVISIONS


JAN 2020




MARCH 2016

Revised 28-AWL-18 to add additional loop resistance requirements for airplanes LN 1094 and on. Added additional applicable wire bundle for the 767-200, -300, -300F airplane with Goodrich FQIS.

Added 28-AWL-34 as a place holder for future use.

Added 28-AWL-35 as a place holder for future use.

Added 28-AWL-36 “Visible Means of Identification for Fuel Quantity Indicating System (FQIS) Wiring that Goes into the Auxiliary (Center) Tank” to require the verification that a pink jacket/sleeving is installed for the applicable center tank FQIS wire bundle as required by Title 14 CFR § 25.981(d), Amendment 25-125.

Added 28-AWL-37, “FQIS BITE Test (Auxiliary (Center) Tank Circuit Test)” identifying FQIS BITE test for the auxiliary (center) tank for 767-300F LN 1094 and on.

MAY 2016

Revised 28-AWL-18, step 1.g. to add aircraft applicability (line numbers), and step 2.g. to correct aircraft applicability to clarify that the steps are only applicable to airplanes that have not incorporated Service Bulletin 767-28A0094.

Revised 28-AWL-36 title to include, "or the Fuel Level Sensing System (FLSS)". Revised concern to include FLSS wiring and updated CFR reference. Added step 2 for FLSS wiring. Revised NOTE to include FLSS wiring bundles.

Revised 28-AWL-37 to add additional fault codes for the FQIS BITE check to also identify the auxiliary (center) tank open circuit wires.

Added 28-AWL-38, “Fuel Level Sensing System (FLSS) Dry Capacitance Test”, to require a Fuel Level Sensing System (FLSS) dry capacitance test to check the integrity of the FLSS wiring.

MAY 2016 R1

Deleted the FAA Approval signature column from the Revision Log to improve the layout and provide consistency across all Section 9/AWL/CMR/SCI documents. Submittal signatures will no longer be included in the Revision Log.

Revised definition of "Removed and Reinstalled or Replaced" to include the wording “and reinstalling” to be consistent with the Definitions section of other Section 9/SCI documents.

Revised 28-AWL-09 title to read "Wire Separation Requirements for New Wiring Installed in Proximity to Wiring That Goes Into The Fuel Tanks" to better reflect the intent of the CDCCL. In addition, the following changes were made:

Revised FQIS or Surge Tank Fuel Level Sensing System wiring to "tank circuit or airplane interface circuit wiring" to clarify requirements for upstream and downstream of the LRU (such as the FQPU). Added requirements that the repair or replacement of existing tank circuit or airplane interface circuit wiring must also maintain the existing wire type(s) and wire bundle.

Added step 2 to require FAA Oversight Office approval for any alterations to existing tank circuit or airplane interface circuit wiring.


REVISIONS


JAN 2020




MAY 2016 R1, Continued

Revised step 3.b.III.B and 3.b.III.C to provide clarification that the wiring requirements in the Standard Wiring Practices Manual (SWPM) is applicable to wires that carry up to 28VDC and is within 6.5 inch of airplane interface circuit wiring and greater than 6.5 inch from the tank circuit wiring but wire types BMS 13-48, BMS 13-60 or BMS 13-58 must be used and either have a minimum separation greater than 2.0 inches or meet the requirements in 3.b.III.A to 3.b.III.H.

Revised step 3.b.III.B to clarify that the requirement cannot be applied for new wires that have separation less than 0.5 inch from the tank circuit wiring for any portion of the wires.

Added step 3.b.III.C to add EME shielding requirements for new wires that have separation of less than 0.5 inch from the tank circuit wiring for any portion of the wires.

Added step 3.b.III.E to add requirements for new wires that is installed in parallel with the tank circuit or airplane interface circuit wiring and has a separation less than 0.5 inch.

Revise step 3.b.III.F to clarify the requirements is applicable to new wires that cross the tank circuit or airplane interface circuit wiring with a wire separation between 2.0 inch and 0.5 inch.

Revise step 3.b.III.G.(2) to clarify that the minimum separation of 0.25 inch at the crossing point must be maintained using a mechanical device such as a spacer or clamp.

Revise step 3.b.III.H was clarify to add other congested area such as electronic equipment racks, electrical card file, and pressure seal.

Added clarification that the requirements in step 3.b.IIII.H can only be applied in situation where requirements in 3.b.III.D to 3.b.III.G cannot be met. The previous step 2.b.III.G (now 3.b.III.H) are split into 3 separate steps to provide clarification and/or additional requirements for the EME shielding, sleeving, and new wire routing. Revised NOTE to add reference to Boeing SWPM 20-10-19 for wire separation.

Revised 28-AWL-18 steps 2.c, 2.f, 4.c, 4.d, 4.g and 4.h to add additional wire bundles as result of the incorporation of the Service Bulletin 767-28-0122. Revised steps 3.c, 3.d, 3.g and 3.h to clarify which step is applicable to airplanes that have incorporated Service Bulletin 767-28-0122 and steps that are applicable to airplanes that have not incorporated Service Bulletin 767-28-0122.

Revised 28-AWL-20 to update applicability format for consistency.

Revised 28-AWL-22 to update applicability format for consistency.

Revised 28-AWL-36 applicability to add, "Airplanes that have incorporated Service Bulletin 767-28-0122" to require verification of the installation of pink jacket/sleeving on the FQIS and FLSS wire bundle for airplanes that have incorporated Service Bulletin 767-28-0122. Deleted the Step 2 Note and incorporated the applicability requirements as part of Step 2.

JUNE 2016

Revised 28-AWL-14 to include Mobilgrease 33 in the list of approved grease or anti-corrosion compounds.

REVISIONS


JAN 2020




JANUARY 2018

Revised document header from 767 to 767-200/300/300F/400ER to list all derivatives.

Deleted definition for "New Wiring" because it is already defined within the applicable AWLs.

Revised Section A.1 title from “Fuel Systems Ignition Prevention” to “Fuel Tank Ignition Prevention” to be consistent with the 14 CFR 25.981 regulation.

Revised 28-AWL-04 by changing from "fastener/washer" to "bolt and collar" to more accurately define what hardware is required to be wet installed and to make the wording consistent between the AWL and AMM.

Revised 28-AWL-06 Step 3 to identify correct CMM revision number.

Revised 28-AWL-07 by clarifying the correct path of the bonding jumper fault conduction. Changed “if activated” to “if not deactivated” to provide clarification on the intent of the requirement and to be consistent with the language of Service Bulletins 767-28-0045 and 767-28A0050 and Airworthiness Directives AD 94-11-05 and AD 2009-16-06. Added the word "motor" to Step 1 to correctly describe the equipment as being pump motors. Added clarification to identify that electrical bonding resistances must be checked prior to installing the pump motor.

Revised 28-AWL-11 by changing the CMM information for the Simmonds Precision Fuel Quantity Processor Unit (FQPU), adding CMM 28-41-68 Volume 2 (IPC) Revision 4, and adding CMM information for Honeywell FQPU. This CDCCL will now include the information from the global AMOC FAA Letter 140S-10-356.

Revised 28-AWL-21 by clarifying the correct path of the bonding jumper fault conduction. Changed “if activated” to “if not deactivated” to provide clarification on the intent of the requirement and to be consistent with the language of Service Bulletins 767-28-0045 and 767-28A0050 and Airworthiness Directives AD 94-11-05 and AD 2009-16-06.

Revised 28-AWL-23 by adding missing instructions to make measurement prior to installation of actuator, connector and bonding jumpers.

Revised 28-AWL-27 by changing “if activated” to “if not deactivated” to provide clarification on the intent of the requirement and to be consistent with the language of Service Bulletins 767-28-0045 and 767-28A0050 and Airworthiness Directives AD 94-11-05 and AD 2009-16-06.

Added 28-AWL-34 (CDCCL), “Cushion Clamps and Teflon Sleeving Installed on Out-of-Tank Wire Bundles Installed on Brackets that are Mounted Directly on the Fuel Tanks”.

Added 28-AWL-35 (ALI), “Cushion Clamps and Teflon Sleeving Installed on Out-of-Tank Wire Bundles Installed on Brackets that are Mounted Directly on the Fuel Tanks”.

Revised 28-AWL-38 Note to correct WDM document number.

MARCH 2018

Revised 28-AWL-33 Applicability to specify only airplanes with Line Numbers 1 through 1149.

REVISIONS


JAN 2020




JANUARY 2020

Revised 28-AWL-18 to add additional loop resistance requirements for 767-300F LN 1201 and on.

Revised 28-AWL-36 to add wiring diagram references 28-41-23 (FQIS) and 28-21-12 (FLSS) to the NOTE section of the Description.

Added 28-AWL-39 "Visible Means of Identification for Fuel Quantity Indicating System (FQIS) Wiring that Goes into the Main Tanks" to require the verification that a pink jacket/sleeving is installed for the applicable Main Tank FQIS wire bundle as required by Title 14 CFR § 25.981(d), Amendment 25-125 for 767-300F LN 1201 and on.

Added 28-AWL-40 "FQIS BITE Test Main Tanks Circuit Test" identifying FQIS BITE test for the Main Tanks of 767-300F LN 1201 and on.

REVISIONS


JAN 2020

Section Page Date Section Page Date Section Page Date Section Page Date Section Page Date



LIST OF EFFECTIVE PAGES767-200/300/300F/400ER SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

1.0 1 JAN 20201.0 2 BLANK1.0 3 JAN 20201.0 4 BLANK1.0 5 JAN 20201.0 6 JAN 20201.0 7 JAN 20201.0 8 JAN 20201.0 9 JAN 20201.0 10 JAN 20201.0 11 JAN 20201.0 12 JAN 20201.0 13 JAN 20201.0 14 BLANK1.0 15 JUL 20141.0 16 JUL 20141.0 17 JUL 20141.0 18 JAN 20181.0 19 JUL 20141.0 20 JAN 20181.0 21 JUL 20151.0 22 JAN 20181.0 23 JUL 20151.0 24 JAN 20181.0 25 JAN 20181.0 26 JUL 20151.0 27 MAY 2016 R11.0 28 MAY 2016 R11.0 29 MAY 2016 R11.0 30 MAY 2016 R11.0 31 JAN 20181.0 32 JUN 20151.0 33 JUN 20161.0 34 JUL 20151.0 35 JUL 20151.0 36 MAY 2016 R11.0 37 JAN 20201.0 38 MAY 2016 R11.0 39 MAR 2016

1.0 40 JUL 20151.0 41 JUL 20151.0 42 JUL 20151.0 43 MAY 2016 R11.0 44 JAN 20181.0 45 MAY 2016 R11.0 46 JAN 20181.0 47 JAN 20181.0 48 JAN 20181.0 49 JAN 20181.0 50 JUL 20151.0 51 JUL 20151.0 52 JUL 20151.0 53 JUL 20151.0 54 MAR 20181.0 55 JAN 20181.0 56 JAN 20181.0 57 JAN 20181.0 58 JAN 20181.0 59 JAN 20201.0 60 MAY 20161.0 61 JAN 20201.0 62 JAN 20201.0 63 JAN 20201.0 64 JAN 20201.0 65 JUL 20151.0 66 JUL 20151.0 67 JUL 20151.0 68 JUL 20151.0 69 JUL 20151.0 70 JUL 20151.0 71 JUL 20151.0 72 JUL 20151.0 73 JUL 20151.0 74 JUL 20151.0 75 JUL 20151.0 76 JUL 20151.0 77 JUL 20141.0 78 BLANK

JAN 2020





BLANK




A. AIRWORTHINESS LIMITATIONS – SYSTEMS

INTRODUCTION

The airplane systems maintenance requirements described in this Special Compliance Items (SCI)/Airworthiness Limitations (AWL) document result from

various 767 airplane certification activities with the FAA. This Airworthiness Limitations document is FAA-approved and specifies maintenance required

under Title 14 Code of Federal Regulations (CFR) § 43.16 and § 91.403 of the Federal Aviation Regulations, unless an alternative program has been FAA

Oversight Office approved.

The AWLs may only be revised with the approval of the FAA Oversight Office. If the maintenance requirements cannot be accomplished due to repairs

and/or modifications, an alternate inspection, acceptable to the FAA Oversight Office, must be used.

An AWL may be an Airworthiness Limitation Instruction (ALI) or a Critical 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 the

airplane as required under Special Federal Aviation Regulation No. 88 (SFAR 88) – Fuel Tank System Fault Tolerance Evaluation Requirements and Title

14 CFR § 25.981 – Fuel Tank Ignition Prevention. CDCCLs are mandatory and cannot be changed or deleted without the approval of the FAA Oversight

Office. A critical fuel tank ignition source prevention feature may exist in the fuel system and its related installation or in systems that, if a failure condition

were to develop, could interact with the fuel system in such a way that an unsafe condition would develop without this limitation. Strict adherence to

configuration, methods, techniques, and practices as prescribed is required to ensure compliance with the CDCCL. Any use of parts, methods, techniques

or practices not contained in the applicable CDCCL must be approved by the FAA Oversight Office. For each CDCCL, the word "maintenance" includes

maintaining any installation during alterations; therefore, adherence to the CDCCL is required during maintenance or alterations.

ALIs identify inspection tasks that must be done to maintain the design level of safety for the operational life of the airplane to prevent an unsafe condition.

ALIs are mandatory and cannot be changed or deleted without the approval of the FAA 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 these ALIs must be

approved by the FAA Oversight Office.

JUL 2014




REGULATORY AGENCY APPROVAL

Any deviations from the published AWL instructions included in this document require approval from the FAA Oversight Office. This applies to operators

under the U.S. FAA jurisdiction only and to airplanes registered in the U.S. Operators who are not under the U.S. FAA jurisdiction should obtain approval

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

AWL REVISION PROCESS

In the event that an AWL is revised, Boeing will prepare a revision to this document that will be approved by the FAA Oversight Office. This revision will

then be forwarded to all 767 operators and the FAA Oversight Office.

ACCOMPLISHMENT INSTRUCTIONS – GENERAL INFORMATION

The 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 document section) must be

followed to ensure that the critical design feature is maintained. Any deviation from the cited document requires FAA Oversight Office approval.

• When a document is cited using the words "refer to" in an airworthiness limitation, the cited document (or document section) represents one method of

complying with the airworthiness limitation. An alternative procedure may be developed by an operator in accordance with its procedures in its

maintenance program/manual.

For electrical bonding and grounding requirements, refer to the Boeing Standard Wiring Practices Manual (SWPM) 20-20.

JUL 2014




USE OF ALTERNATE OR EQUIVALENT TOOLS, TEST EQUIPMENT OR MATERIALS

For AWLs which require the use of certain tools, test equipment or materials, use of alternate or equivalent tools, test equipment or materials requires prior

approval from the FAA Oversight Office.

The Component Maintenance Manuals (CMM) 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, test equipment or materials, use of an alternate or equivalent tool, test equipment or material

does not require further approval by the FAA Oversight Office.

EXCEPTIONAL SHORT-TERM EXTENSIONS

Since AWL intervals are based on estimations of the probability of an event, an exceptional short-term extension for each system AWL listed in this

document may be made without jeopardizing safety. The local regulatory authority or a Principal Maintenance Inspector must concur with any exceptional

short-term extensions before they take place using procedures established with the local regulatory authority in the operators’ manuals. The “exceptional

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

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

The FAA Oversight Office has accepted that these exceptional short-term extensions may be granted without consultation with that office:

1. The term "exceptional short-term extension" is defined as an increase in a system AWL interval that may be needed to cover an uncontrollable or

unexpected situation. All AWLs listed in this document have been approved with an exceptional short-term extension of 30 days.

2. Repeated use of extensions, either on the same airplane or on similar airplanes in an operator's fleet, should not be used as a substitute for good

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

3. After a system AWL has experienced an exceptional short-term extension, the AWL interval will revert back to its interval listed in this document. The

FAA Oversight Office must approve, prior to its use, any desired extension not explicitly 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 under the U.S. FAA jurisdiction should obtain interval extension approvals from their local regulatory agency.

JUL 2014




DEFINITIONS

Removed and Reinstalled or Replaced: Defined as removal and reinstalling or replacement of a component, including partial removals.

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

Sealant: Defined as sealant type BMS 5-45 or equivalent in accordance with SRM 51-20-05 for inside of fuel tank and sealant type BMS 5-95, or

equivalent, in accordance with SRM 51-20-05 for outside of the fuel tank.

FAA Oversight Office: Defined as the FAA office that currently has oversight responsibility for the type certificate of the Boeing Model 767 aircraft. At the

time of publication, the FAA Oversight Office is the FAA Boeing Aviation Safety Oversight Office (BASOO).

Maintenance: Defined as inspection, overhaul, repair, preservation, and the replacement of parts, but excludes preventative maintenance.

Fay Surface Bond: Defined as the mechanical joining of two conductive surfaces to provide an electrically conductive joint without sealing (Category 1

Electrical Fay Surface Bond, refer to Boeing SWPM 20-20-00).

Fay Sealed Fay Surface Bond: Defined as the mechanical joining of two conductive surfaces to provide an electrically conductive joint, with a layer of

sealant to one of the mating surfaces (Category 2 Electrical Fay Surface Bond, refer to Boeing SWPM 20-20-00).

Fillet Sealed Fay Surface Bond: Defined as the mechanical joining of two conductive surfaces to provide an electrically conductive joint, with a

continuous bead of sealant along the edges of the joint (Category 6 Electrical Fay Surface Bond, refer to Boeing SWPM 20-20-00).

Full Cushion Clamp: Defined as a clamp that has a cushion that completely wraps around the metal band and when the clamp is closed, cushion(s) is

in contact.

JAN 2018




SUPPORTING DOCUMENTATION

Strict adherence to methods, techniques and practices as prescribed is required to ensure the ALI or CDCCL is complied with. Airlines must follow the

manufacturer's maintenance procedures when performing maintenance that has an effect on an ALI or CDCCL. If operators do not obey the procedures, it

can increase the risk of an unsafe condition. Any use of methods, techniques or practices not contained in these ALIs or CDCCLs must be approved by

the FAA Oversight Office.

PAGE FORMAT: SYSTEMS AIRWORTHINESS LIMITATIONS

COLUMN EXPLANATION

AWL 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 Limitation.

INTERVAL Task frequencies are specified in terms of a usage parameter such as flight hours, cycles or calendar time.

APPLICABILITY Airplane model applicability.

DESCRIPTION Description of the task to be performed or critical design configurations aspects that cannot be changed without violating the intent of the design.

JUL 2014




A.1.FUEL TANK IGNITION PREVENTION

This section contains an FAA approved program of scheduled inspections and design limitations for operators to incorporate into their maintenance

program for this type design to meet the new standards and assumptions introduced by Title 14 CFR § 25.981 and SFAR 88. SFAR 88 – Fuel Tank

System Fault Tolerance Evaluation Requirements and Title 14 CFR § 25.981 – Fuel Tank Ignition Prevention require maintenance instructions and control

limitations for certain fuel tank critical design configurations.

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 approval

holders of Type Certificates (TCs) and Supplemental Type Certificates (STCs) of large transport airplanes to conduct a safety review of the fuel tank

systems. The purpose of the safety review is to identify design features that may result in development of ignition sources in the fuel tank. Fuel System

AWLs are mandatory maintenance actions required to ensure that unsafe conditions identified by the SFAR 88 safety review do not occur or are not

introduced into the fuel tank system as a result of configuration changes, repairs, alterations, or deficiencies in the maintenance program throughout the

operational life of the airplane.

JAN 2018




AWLs – FUEL SYSTEM IGNITION PREVENTION

AWL Number Task Interval Applicability Description28-AWL-01 ALI 12 YR ALL External Wires Over Auxiliary (Center) Fuel Tank

Concern: Potential for wire chafing and arcing to Auxiliary (Center) Fuel Tank Upper Panel.

Perform a detailed inspection of the wire bundles routed over the auxiliary (center) fuel tank and under the main deck floor boards to detect damaged wire bundles, damaged clamps, damaged sleeving (if installed), wire chafing, and that the wire bundles are not in contact with the surface of the auxiliary (center) fuel tank (refer to Boeing AMM 28-11-00).

NOTE: The Boeing Standard Wiring Practices (SWPM) contains accepted practices for repair or replacement of existing wiring:

For assembly and installation, refer to Boeing SWPM 20-10-11.

For repair procedures, refer to Boeing SWPM 20-10-13.

For seal fittings, refer to Boeing SWPM 20-10-22.28-AWL-02 CDCCL N/A ALL External Wires Over Auxiliary (Center) Fuel Tank

Concern: Potential for wire chafing and arcing to Auxiliary (Center) Fuel Tank Upper Panel.

If any maintenance, preventative maintenance, or alteration is performed in the area under the main deck floor boards and over the auxiliary (center) fuel tank, verify the following (refer to Boeing AMM 28-11-00) in the affected areas where maintenance was performed:

1. Maintain the existing (or newly approved) wire bundle routing, clamping, and sleeving.

2. Wire bundles, clamps, and sleeving are not damaged.

3. Wires are not chafed.

4. Wire bundles are not in contact with the surface of the auxiliary (center) fuel tank.

NOTE: The Boeing AMM 53-01-01 contains access information to this area.

NOTE: The Boeing Standard Wiring Practices (SWPM) contains accepted practices for repair or replacement of existing wiring:

For assembly and installation, refer to Boeing SWPM 20-10-11.


For seal fittings, refer to Boeing SWPM 20-10-22.

JUL 2015




28-AWL-03 CDCCL N/A ALL Lightning Protection – Engine Fuel Feed Line Penetration Bonding to Spar

Concern: Potential for arcing or sparking inside the tank at the interface between the bulkhead fitting and the spar during a lightning strike event.

If the bulkhead fitting or attached tubing is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-22-07):

1. A fillet sealed fay surface bond is installed between the bulkhead fitting and the front spar in the dry bay.

2. The electrical bonding resistance between the bulkhead fitting on the fuel line and the front spar in the dry bay is 0.0005 ohm (0.5 milliohm) or less.

3. A full-bodied fillet seal is installed that encapsulates the bulkhead fitting to the front spar and the coupling nut in the dry bay.

4. A bonding jumper is installed between the first fuel tube mating with the bulkhead fitting and structure inside the dry bay.

5. If the tube bonding jumper was removed and reinstalled or replaced, the electrical bonding resistance from the structure to the first fuel tube mating with the bulkhead fitting inside the dry bay is 0.0100 ohm (10.0 milliohms) or less.

28-AWL-04 CDCCL N/A ALL Lightning Protection – Hydraulic Line Fuel Tank Penetration Bonding Path

Concern: Potential for arcing or sparking inside the fuel tank at the interface between the bulkhead fitting and the rear spar, the bulkhead fitting and the heat exchanger, or any two tubes during a lightning strike event.

1. If the bulkhead fitting is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMMs 29-11-55 and 20-10-09):

a. Fay surface bond is installed between the bulkhead fitting and the rear spar.b. Each bolt and collar is wet installed using sealant for inside the tank.c. The electrical bonding resistance between the bulkhead fitting and the rear spar is 0.0010 ohm

(1.0 milliohm) or less.d. The electrical bonding resistance between the bulkhead fitting and the hydraulic tube inside the fuel tank

are as follows:

I. If Titanium (tubing not directly connected to a heat exchanger), tubing size 1/2 inch (13 mm), the maximum resistance is 0.0050 ohm (5.0 milliohms).

II. If Aluminum (tubing directly connected to a heat exchanger), tubing size 5/8 inch (16 mm), the maximum resistance is 0.00041 ohm (0.41 milliohm).


AWL Number Task Interval Applicability Description

JAN 2018




28-AWL-04,Continued

Lightning Protection – Hydraulic Line Fuel Tank Penetration Bonding Path, Continued

2. If the hydraulic heat exchanger is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 29-11-27):

a. The electrical bonding resistance between the structure and the heat exchanger is 0.010 ohm (10.0 milliohms) or less.

b. The electrical bonding resistance between the heat exchanger and each hydraulic tube is 0.00041 ohm (0.41 milliohm) or less.

3. If a non-heat exchanger hydraulic tube in the fuel tank is removed and reinstalled or replaced, the following design feature must be verified (refer to Boeing AMM 20-10-09):

a. The electrical bonding resistance across the in-line fittings (tube-to-tube) is 0.0050 ohm (5.0 milliohms) or less.

28-AWL-05 ALI 25,000 FH6 YR

NOTE

ALL Lightning Protection – Hydraulic Line Fuel Tank Penetration Bonding Path

Concern: Potential for arcing or sparking inside the tank at the interface between the bulkhead fitting and the spar during a lightning strike event.

Perform a functional (bonding resistance) check of the bonding between the bulkhead fittings and the rear spar (refer to Boeing AMM 29-11-55):

1. Verify the electrical bonding resistance between the bulkhead fitting and the rear spar (inlet and outlet lines) is 0.0050 ohm (5.0 milliohms) or less.

INTERVAL NOTE: Whichever comes first.


JUL 2015




28-AWL-06 CDCCL N/A ALL AC and DC Fuel Pump Electrical/Mechanical Design

Concern: Potential for maintenance error that could compromise ignition source prevention features.

Maintenance of Fuel Pumps must be done with the applicable CMM as follows:

1. Maintenance of the Main Tank Boost Pump must be in accordance with the Hamilton Sundstrand (V99167) CMM 28-22-01 Revision 12, CMM 28-22-02 Revision 19, CMM 28-22-03 Revision 15, or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletins to) these CMMs that have been approved by the FAA Oversight Office.

2. Maintenance of the Override Fuel Pump (with no Jettison system installed) must be in accordance with the Hamilton Sundstrand (V99167) CMM 28-22-11 Revision 16, CMM 28-22-12 Revision 19, CMM 28-22-13 Revision 12, or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletins to) these CMMs that have been approved by the FAA Oversight Office.

3. Maintenance of the APU Fuel Pump must be in accordance with the Intertechnique (VF0553) CMM 28-20-02 Revision 12 or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletins to) this CMM that have been approved by the FAA Oversight Office.

4. Maintenance of the Override/Jettison Fuel Pump (with Jettison system installed) must be in accordance with the Hamilton Sundstrand (V99167) CMM 28-22-21 Revision 9, CMM 28-22-12 Revision 19, CMM 28-22-23 Revision 7, CMM 28-22-31 Revision 3, CMM 28-22-33 Revision 3, or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletins to) these CMMs that have been approved by the FAA Oversight Office.

NOTE: Some CMMs have specific portions of the procedures tagged as CDCCL or ALI to identify them as items that must be followed precisely. If a CMM does not have specific items tagged as a CDCCL or ALI, then the entire CMM must be followed precisely.


JAN 2018




28-AWL-07 CDCCL N/A ALL AC and DC Fuel Pump Fault Current Bonding Jumper Installation

Concern: Potential for fault current path through the pump housing to structure inside the tank. Electrical faults internal to the fuel pump are by design routed through the fuel pump assembly to the bonding jumper on the front face of the fuel pump assembly to structure on the intended path inside the tank. The bonding jumpers ensure that fault currents are conducted to structure on the intended path inside the tank until the circuit breaker and/or Ground Fault Interrupter (GFI) has had time to remove power from the pump.

1. If the AC Pump (Fuel Boost Pump, Override Pump (if not deactivated), or Jettison Pump (if installed)) motor is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMMs 28-22-03, 28-22-05, and 28-31-01):

a. For the Fuel Boost Pump, prior to installing the pump motor, the electrical bonding resistance between the pump housing and structure is 0.0003 ohm (0.3 milliohm) or less.

b. For the Override Pump or Jettison Pump, prior to installing the pump motor, the electrical bonding resistance between the pump housing and structure is 0.0002 ohm (0.2 milliohm) or less.

c. A bonding jumper is installed between the pump housing and the pump.d. Prior to attaching the electrical connector, the electrical bonding resistance between the pump housing

and the pump is 0.00035 ohm (0.35 milliohm) or less.

2. If the DC Pump (APU Fuel Pump) is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-25-01):

a. A bonding jumper is installed between the motor impeller and the structure.b. The electrical bonding resistance between the motor impeller and the structure is 0.0020 ohm

(2.0 milliohms) or less.


JAN 2018




28-AWL-08 CDCCL N/A ALL Lightning, Fault Current or Hot Short Protection – Fuel Tank Penetrations (All Fuel Tanks)

Concern: Potential for arcing or sparking inside the tank at a conductive metal-to-ground structure interface as a result of electrical fault currents or lightning strike events due to insufficient bonding within the ground electrical path.

Any repair or alteration involving new or altered penetrations to the fuel tanks (such as a repair with fasteners, adding a bracket, bulkhead fitting or equipment, etc.) or change to the design features of the existing equipment penetrations (such as fuel measuring sticks, sump drain valves, fueling manifold, fuel temperature sensor, and motor operated fuel shutoff valve adapter plate) requires approval from the FAA Oversight Office.

However, no additional FAA Oversight Office approval is required if the repair or alteration is accomplished in accordance with:

1. Boeing Structural Repair Manual (SRM) procedures, and/or

2. Boeing Service Bulletins, and/or

3. Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;

where all the required procedures that relate to the new or altered static dissipation protection design features include the statement, "These data have been reviewed by the Boeing ODA for fuel tank ignition prevention requirements, and no further approval from the FAA Oversight Office is required to satisfy the requirements of CDCCL 28-AWL-08 provided the repair or alteration is accomplished in accordance with these instructions."

NOTE: Electrical bonding of fittings and brackets and/or cap sealing of fasteners and/or fillet sealing of component interface to structure inside and/or outside the fuel tank will be required.


JUL 2015




28-AWL-09 CDCCL N/A ALL Wire Separation Requirements for New Wiring Installed in Proximity to Wiring That Goes Into The Fuel Tanks

Concern: Hot shorts and Electromagnetic Effects (EME)-induced voltages on the wiring (such as Fuel Quantity Indicating System (FQIS), Surge Tank Fuel Level Sensing System, or any wire that goes into the fuel tank) could enter the fuel tank which could result in an ignition source.

Tank circuit wiring is identified as the wiring from a Line Replaceable Unit (LRU) that can provide protection up to 28VDC (such as the Fuel Quantity Processor Unit (FQPU) or Fuel Level Sensor Control Card (for Surge Tank)) to the fuel tank structural penetration, typically at the spar connector.

Airplane interface circuit wiring is identified as the wiring terminating at the LRU that can provide protection up to 28VDC (such as the FQPU or Fuel Level Sensor Control Card (for Surge Tank)) and not considered part of the tank circuit wiring.

NOTE: Refer to the Boeing Wiring Diagrams to identify tank circuit or airplane interface circuit wiring bundles.

New wiring is defined as any new alteration wiring installed after initial Airplane Airworthiness Certificate issuance or after the date 28-AWL-09 was first incorporated into an operator's maintenance program, whichever is later. Repair or replacement of existing wiring is not considered new wiring.

1. Repair or replacement of existing configuration of the tank circuit or airplane interface circuit wiring must maintain its existing wire type(s), wire bundle, and wire routing.

2. Alterations of existing tank circuit or airplane interface circuit wiring require FAA Oversight Office approval.

3. Routing and installation of any new wiring within 6.5 inches (165 mm) of the tank circuit or airplane interface circuit wiring must meet EITHER of the following requirements:

a. The new wiring installation has been found by the FAA to be compliant with Title 14 CFR Part 25, Section 25.981(a)(3) at Amendment 25-102 or later.

OR

b. The new wiring must meet the following wire separation criteria:

I. For new wiring carrying data signals such as Coaxial, USB, or Ethernet wiring, the installation and separation requirements of the airplane Standard Wiring Practices Manual (SWPM) apply.

II. For new wires (that carry up to airplane 28VDC electrical power source) within 6.5 inches (165 mm) of airplane interface circuit wiring and greater than 6.5 inches (165 mm) away from tank circuit wiring, the wire type, installation and separation requirements of the airplane SWPM apply.



MAY 2016 R1




28-AWL-09,Continued

Wire Separation Requirements for New Wiring Installed in Proximity to Wiring That Goes Into The Fuel Tanks, Continued

III. For all other new wiring, use wire types BMS 13-48, BMS 13-60 or BMS 13-58 and meet a minimum separation greater than 2.0 inches (51 mm) from the tank circuit or airplane interface circuit wiring; or use wire types BMS 13-48, BMS 13-60 or BMS 13-58 and meet the wiring requirements from 3.b.III.A to 3.b.III.H.

A) For new wiring installed with 2.0 inches (51 mm) or less of separation from tank circuit wiring, and have no portion less than 0.5 inch (13 mm) separation from tank circuit wiring, and neither the tank circuit wiring nor new wiring have EME shielding, the length of each new wire that is routed within 2.0 inches (51 mm) from the tank circuit wiring must not exceed 2 feet (0.6 m), either in the sum of the portions or total length. This length cannot be combined with the length of item 3.b.III.B or 3.b.III.C.

B) For new wiring installed with 2.0 inches (51 mm) or less of separation from tank circuit wiring, and have no portion less than 0.5 inch (13 mm) separation from tank circuit wiring, and either the tank circuit wiring or new wiring have EME shielding, the length of each new wire that is routed within 2.0 inches (51 mm) from tank circuit wiring must not exceed 34 feet (10.4 m), either in sum of the portions or total length.

C) For new wiring installed with 2.0 inches (51 mm) or less of separation from tank circuit wiring and have any portion less than 0.5 inch (13 mm) separation from tank circuit wiring, and either the tank circuit wiring or new wiring have EME shielding, the length of each new wire that is routed within 2.0 inches (51 mm) from the tank circuit wiring must not exceed 15 feet (4.5 m), either in sum of the portions or total length.

D) For new wiring installed in parallel to the tank circuit or airplane interface circuit wiring with a separation between 2.0 inches (51 mm) and 0.5 inch (13 mm), the following requirements also apply:

(1) Sleeve either the new wiring or the tank circuit or airplane interface circuit wire bundle with TFE-2X Standard wall (manufactured in accordance with MIL-I-23053). The sleeving must extend a minimum of 1.0 inch (25 mm) beyond the point where the separation is less than 2.0 inches (51 mm).

(2) Maintain a separation of no less than 0.5 inch (13 mm) from the tank circuit or airplane interface circuit wiring under any single failure of a support point.



MAY 2016 R1




28-AWL-09,Continued


E) For new wiring installed in parallel to the tank circuit or airplane interface circuit wiring with a separation less than 0.5 inch (13 mm), the following requirements also apply:

(1) This is limited to where it is not practical to get a separation of 0.5 inch (13 mm) or more.

(2) Sleeve both the new wiring and the tank circuit or airplane interface circuit wire bundle with TFE-2X Standard wall (manufactured in accordance with MIL-I-23053). The sleeving must extend a minimum of 1.0 inch (25 mm) beyond the point where the separation is less than 0.5 inch (13 mm).

F) For new wiring that crosses the tank circuit or airplane interface circuit wiring with a separation between 2.0 inches (51 mm) and 0.5 inch (13 mm) from the tank circuit or airplane interface circuit wiring, the following requirements also apply:

(1) Sleeve either the new wiring or the tank circuit or airplane interface circuit wire bundle with TFE-2X Standard wall (manufactured in accordance with MIL-I-23053). The sleeving must extend a minimum of 6.0 inches (152 mm) on either side of the crossing point.

(2) Maintain a separation of no less than 0.5 inch (13 mm) from the tank circuit or airplane interface circuit wiring under any single failure of a support point.

G) For new wiring that crosses the tank circuit or airplane interface circuit wiring with a separation less than 0.5 inch (13 mm) from the tank circuit or airplane interface circuit wiring, the following requirements also apply:

(1) Sleeve both the new wiring and the tank circuit or airplane interface circuit wire bundle with TFE-2X Standard wall (manufactured in accordance with MIL-I-23053). The sleeving must extend a minimum of 6.0 inches (152 mm) on either side of the crossing point.

(2) Maintain a separation of no less than 0.25 inch (6 mm) from the tank circuit or airplane interface circuit wiring at the crossing point using a mechanical device such as a spacer or a clamp.

H) For new wiring routed within power panels, electronic equipment racks, electrical card file, or pressure seals in proximity of the tank circuit or airplane interface circuit wiring where requirements of 3.b.III.D to 3.b.III.G cannot be met, the following requirements only apply:

(1) Install EME shield on the new wiring, while within the boundary of the power panels, electronic equipment rack, electrical card file, and up to the pressure seal. EME shielding length must be included in the total length in steps 3.b.III.B or 3.b.III.C.



MAY 2016 R1




28-AWL-09,Continued


(2) Install sleeve on the new wiring with TFE-2X Standard wall (manufactured in accordance with MIL-I-23053), while within the boundary of the power panels, electronic equipment rack, electrical card file, and up to the pressure seal.

(3) New wiring can be routed together with the tank circuit or airplane interface circuit wiring. Do not route the new wiring in adjacent contacts via the same connector as the tank circuit or airplane interface circuit wiring for the power panels, electronic equipment rack, or electrical card file.

4. Repair or replacement of existing wiring that is installed within 6.5 inches (165 mm) of the tank circuit or airplane interface circuit wiring must maintain its existing wire routing.

NOTE: The following are accepted practices for repair or replacement of existing wiring and for new wiring that meets the criteria in steps 3.b.I. or 3.b.II:

For wire type substitutes, refer to Boeing SWPM 20-00-14.

For wire assembly and installation, refer to Boeing SWPM 20-10-11.


For wire separation, refer to Boeing SWPM 20-10-19.28-AWL-10 CDCCL N/A ALL Auxiliary (Center) and Main Tank Fueling Shutoff Valve – Fault Current Bond

Concern: Potential for arcing or filament heating inside the center and main fuel tank.

If the Auxiliary (Center) and Main Fueling Shutoff Valve is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-21-02):

1. A fay surface bond is installed between the valve body and gasket, and between the gasket and the rear spar inside the tank.

2. The electrical bonding resistance between the valve body and rear spar inside the tank is 0.0025 ohm (2.5 milliohms) or less.

3. A fillet seal is applied around the entire perimeter of the valve body and the gasket on the rear spar inside the tank.


MAY 2016 R1




28-AWL-11 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – Fuel Quantity Processor Unit (FQPU) Repair

Concern: Potential for maintenance error during FQPU repair.

The FQPU is designed to limit the levels of energy, voltage, current, and power allowed within the FQIS circuit to intrinsically safe levels in order to preclude the potential of an ignition source within any fuel tank.

Maintenance of the FQPU must be in accordance with one of the following CMM.

1. Simmonds Precision Products, Inc. (V89305) CMM 28-41-68 Volume 1 Revision 3 and CMM 28-41-68 Volume 2 (IPC) Revision 4, or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletin to) these CMMs that have been approved by the FAA Oversight Office.

2. Honeywell (V58960) CMM 28-41-30 Volume 1 Revision 1 and CMM 28-41-30 Volume 2 (IPC) Revision 1, CMM 28-41-36 Volume 1 Revision 9 and CMM 28-41-36 Volume 2 (IPC) Revision 7, CMM 28-41-39 Volume 1 Revision 9 and CMM 28-41-39 Volume 2 (IPC) Revision 6, CMM 28-41-41 Volume 1 Revision 7 and CMM 28-41-41 Volume 2 (IPC) Revision 6, or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletin to) these CMMs that have been approved by the FAA Oversight Office.


28-AWL-12 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – Tank Unit and Compensator Installation Design Features

Concern: In a lightning strike with a degraded FQIS out tank lightning wire shield, there could be an electrical arc between the tank unit/compensator and fuel tank structure that could result in an ignition source inside the fuel tank.

1. If the FQIS tank unit(s) are removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-41-01) on that unit:

a. The tank unit end caps (upper and lower) are installed.b. The gap between the tank unit end caps and the upper and lower fuel tank structure is 0.10 inch

(2.5 mm) or more. c. The gap between the side of tank unit and the fuel tank structure is 0.10 inch (2.5 mm) or more.

2. If the FQIS compensator(s) are removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-41-02) on that unit:

a. The gap between the compensator bell housing and fuel tank structure is 0.25 inch (6.3 mm) or more.


JAN 2018




28-AWL-13 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – In-Tank Wire Harness Protection Features – Wire Insulation and Separation from Tank Internal Structure and Receptacle Bonding (Lightning Protection Electrical Design Feature)

Concern: Potential for error during repair or replacement of in-tank wire harness that may affect design features for the wire insulation and wire separation from the tank structure and receptacle bonding. Arc gaps may develop that could result in an ignition source inside the fuel tank.

1. If any maintenance, preventative maintenance, alteration, or installation is performed on the FQIS In-Tank Wire Harness, verify the following design features (refer to Boeing AMM 28-41-09):

a. Maintain existing (or newly approved) wire harness routing, clamping, and sleeving.b. Wire harness, clamps, and sleeving are not damaged.c. Wires are not chafed.d. Wire harness clearance between wires and structure, accounting for slack in all directions, must be a

minimum of 0.125 inch (3.2 mm).

2. Repair of the FQIS in-tank wire harness must be approved by the FAA Oversight Office.


JUN 2015




28-AWL-14 CDCCL N/A ALL Fuel Tank Access Doors – Lightning Protection Electrical Design Features

Concern: Potential for arcing or sparking inside the tank at the interface between the door and the tank structure as a result of a direct strike or conducting currents through the wing skin.

The following design features must be verified during installation of fuel tank access doors located on the lower wing skin (refer to Boeing AMMs 28-11-01 (Main Tank), 28-11-02 (Auxiliary (Center) Tank), and 28-11-03 (Surge Tank)):

1. A phenolic strip is positioned around the outermost periphery of the door that mates with the wing skin inside the tank except for impact-resistant door positions listed below:

a. 531BB, 631BB, 532BB, 632BB, 532DB, 632DB, 532EB, 632EB, 532FB, and 632FB.

2. No visible corrosion on the access door, clamp ring, and lower wing skin electrical faying surfaces.

3. A new knitted aluminum mesh gasket is installed. If a new gasket is not available, a used gasket meeting the following criteria may be installed:

a. No fastener holes are torn.b. The gasket is not elongated or out of shape.c. Gasket rubber seals around the inner and outer periphery must be a minimum of 0.015 inch (0.4mm)

thick. d. No more than 10% of strands in all three layers are broken through in any one area.

NOTE: A gasket that meets Item 3.d but does not meet Items 3.a through 3.c may be used for a maximum duration of 30 days and then must be replaced with a gasket that meets all the criteria listed above.

4. Approved grease or anti-corrosion compound (listed in 4.a through 4.c) is applied as necessary to ensure both sides of the knitted aluminum mesh gasket are filled. Do not mix grease or anti-corrosion compound types in the gasket and installation of the door (a thin layer of the same grease or anti-corrosion compound is applied to the wing skin surface common to the gasket prior to door installation).

a. Aeroshell 14b. CorBan 27Lc. Mobilgrease 33

NOTE: If the new, knitted aluminum mesh gasket is greater than five years old from the manufacturing date, vapor de-grease and re-impregnate with 0.5 - 1 ounce (15 - 30 milliliters) of the approved grease or anti-corrosion compound to ensure both sides of the knitted aluminum mesh gasket are filed before installation.

NOTE: Vapor de-grease of the gasket is required if switching from its original grease or anti-corrosion compound to a different gasket filling material.

5. A torque of 35 ±5 in-lb (4 ±0.5 N-m) is applied on the fasteners for all access doors.


JUN 2016




28-AWL-15 CDCCL N/A ALL Surge Tank Fuel Level Sensor Control Card Repair

Concern: Potential for maintenance error during Fuel Level Sensor Control Card repair. The Fuel Level Sensor control card is designed to limit the levels of energy, voltage, current, and power allowed within the fuel level sensing circuit to intrinsically safe levels in order to preclude the potential of an ignition source within any fuel tank.

1. Maintenance of the Fuel Level Sensor Control Card must be in accordance with Meggitt Avionics (V58880) CMM 28-21-01, Revision 1, or later revisions of (or deviations from, or temporary revisions to, or Supplier Service Bulletin to) this CMM that have been approved by the FAA Oversight Office.


28-AWL-16 CDCCL N/A ALL Surge Tank Fuel Level Sensing System In-Tank Wire Harness Protection Features – Wire Insulation and Separation from Tank Internal Structure and Receptacle Bonding (Lightning Protection Electrical Design Feature)

Concern: Potential for damage during repair or replacement of in-tank wire harness that may affect design features for the wire insulation and the wire separation from tank structures. Arc gaps may develop that could result in an ignition source inside the fuel tank.

1. If any maintenance, preventative maintenance, alteration, or installation is performed on the Fuel Level Sensor in-tank wire harness, verify the following (refer to Boeing AMM 28-21-11):

a. Maintain existing (or newly approved) wire harness routing, clamping, and sleeving.b. Wire harness, clamps, and sleeving are not damaged.c. Wires are not chafed.d. Wire harness clearance between wires and structure, accounting for slack in all directions, must be a

minimum of 0.125 inch (3.2 mm).

2. If the spar penetration connector on the front spar is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-21-11):

a. A fillet sealed fay surface bond is installed between the spar penetration connector and the front spar.b. The electrical bonding resistance between the spar penetration connector and the front spar is

0.0025 ohm (2.5 milliohms) or less.c. A fillet seal is applied around the spar penetration connector and the front spar interface inside the tank.d. A fillet seal is applied around the spar penetration connector and the front spar interface outside

the tank.

3. Repair of the Surge Tank Fuel Level Sensing System In-Tank Wire Harness must be approved by the FAA Oversight Office.


JUL 2015




28-AWL-17 CDCCL N/A ALL Over-current and Arcing Protection Electrical Design Features – Fuel Pump Circuit Breakers and Ground Fault Interrupters (GFIs)

Concern: Potential for high current heating, arcing or sparking inside the tank between fuel pumps and fuel pump housings and outside the tank between pump wiring and structure in flammable leakage zones.

Before resetting the circuit breaker(s) or GFIs, determine the fault(s) that resulted in circuit breaker or GFI tripping and the fault(s) are isolated and corrected prior to reset.

If no fault is found, then prior to resetting the circuit breakers, or GFI, perform the following insulation resistance test between each power circuit and chassis/airplane ground using a megohmmeter that has 10 VDC and 500 VDC voltage supply options with a maximum short circuit current of 5 milliamperes (refer to Boeing AMM 28-22-00 for AC Fuel Pump and Boeing AMM 28-25-00 for DC Fuel Pump).

1. AC Fuel Pump

a. Verify on the pump electrical connector that the resistance is 1 megohm or greater between each phase connector contact (three total) and ground contact with the megohmmeter set to 10 VDC.

b. Verify on the pump electrical connector that the resistance is 5 megohms or greater between each phase connector contact (three total) and ground contact with the megohmmeter set to 500 VDC.

2. DC Fuel Pump

a. Verify on the pump electrical connector that the resistance is 1 megohm or greater between the power contact and ground contact with megohmmeter set to 10 VDC.

b. Verify on the pump electrical connector that the resistance is 1 megohm or greater between the power contact and ground contact with megohmmeter set to 500 VDC.

NOTE: The Boeing Fault Isolation Manual (FIM), contains accepted practices for troubleshooting airplane systems:

For AC Fuel Pump circuit breaker, and GFI troubleshooting, refer to Boeing FIM 28-22 and 28-31.


JUL 2015




28-AWL-18 ALI 12 YR ALL Fuel Quantity Indicating System (FQIS) – Out of Tank Wiring Lightning Shield to Ground Termination

Concern: Potential for Lightning induced voltages on the FQIS wiring to enter the fuel tank.

Using a Loop Resistance Tester, BAE Systems Dallas Service Center (3X2T2), P/N 906-10246-2 or 906-10246-3, perform the following inspection to ensure the functional integrity of the FQIS wiring shield to ground termination (refer to Boeing AMM 20-55-54):

1. For the 767-200 CINCH Wire Bundle, measure and verify the resistance of the shield to ground termination for the following items:

a. The loop resistance is 0.044 ohm (44 milliohms) or less for Connector M1947 (Left Main Tank) Wire Bundle S283T025-126 or S283T025-926.

b. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1945 (Left Main Dens. Tank) Wire Bundle S283T025-122 or S283T025-922.

c. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1948 (Left Aux Tank) Wire Bundle S283T025-127 or S283T025-927.

d. The loop resistance is 0.043 ohm (43 milliohms) or less for Connector M1957 (Right Main Tank) Wire Bundle S283T025-136 or S283T025-936.

e. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1950 (Right Main Dens. Tank) Wire Bundle S283T025-132 or S283T025-932.

f. The loop resistance is 0.047 ohm (47 milliohms) or less for Connector M1958 (Right Aux Tank) Wire Bundle S283T025-137 or S283T025-937.

g. For airplanes L/N 1-937 and 939-949 that have not incorporated SB 767-28A0094, the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1952 (Right Aux Dens. Tank) Wire Bundle S283T025-135 or S283T025-935.

h. For airplanes L/N 938, 950 and on, or for airplanes that have incorporated SB 767-28A0094 the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M12169 (Right Aux Dens. Tank with HSP) Wire Bundle S283T025-938.

2. For the 767-300 CINCH Wire Bundle, measure and verify the resistance of the shield to ground termination for the following items:

a. The loop resistance is 0.044 ohm (44 milliohms) or less for Connector M1944 (Left Main Tank) Wire Bundle S283T025-121 or S283T025-921.

b. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1945 (Left Main Dens. Tank) Wire Bundle S283T025-122 or S283T025-922.



MAY 2016 R1




28-AWL-18,Continued

Fuel Quantity Indicating System (FQIS) – Out of Tank Wiring Lightning Shield to Ground Termination, Continued

c. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1946 (Left Aux Tank) Wire Bundle S283T025-123, S283T025-923, or 015T1906-401.

d. The loop resistance is 0.043 ohm (43 milliohms) or less for Connector M1949 (Right Main Tank) Wire Bundle S283T025-131 or S283T025-931.

e. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1950 (Right Main Dens. Tank) Wire Bundle S283T025-132 or S283T025-932.

f. The loop resistance is 0.047 ohm (47 milliohms) or less for Connector M1951 (Right Aux Tank) Wire Bundle S283T025-134, S283T025-934, or 015T1906-402.

g. For airplanes L/N 1-937 and 939-949 that have not incorporated SB 767-28A0094, the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1952 (Right Aux Dens. Tank) Wire Bundle S283T025-135 or S283T025-935.

h. For airplanes L/N 938, 950 and on, or for airplanes that have incorporated SB 767-28A0094 the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M12169 (Right Aux Dens. Tank with HSP) Wire Bundle S283T025-938.

3. For the 767-300F CINCH Wire Bundle, measure and verify the resistance of the shield to ground termination for the following items:

a. The loop resistance is 0.044 ohm (44 milliohms) or less for Connector M1944 (Left Main Tank) Wire Bundle S283T025-321, S283T025-971, or S283T025-975.

b. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1945 (Left Main Dens. Tank) Wire Bundle S283T025-122, S283T025-922, or S283T025-924.

c. For airplanes L/N 1 to 1093 that have not incorporated Service Bulletin 767-28-0122, the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1946 (Left Aux Tank) Wire Bundle S283T025-323 or S283T025-973.

d. For airplanes L/N 1094 and on, or for airplanes that have incorporated Service Bulletin 767-28-0122, the loop resistance is 0.064 ohm (64 milliohms) or less for Connector M1946 (Left Aux Tank) Wire Bundle S283T025-727.

e. The loop resistance is 0.043 ohm (43 milliohms) or less for Connector M1949 (Right Main Tank) Wire Bundle S283T025-331, S283T025-981, or S283T025-985.

f. The loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1950 (Right Main Dens. Tank) Wire Bundle S283T025-132, S283T025-932, or S283T025-933.



JAN 2020




28-AWL-18,Continued

Fuel Quantity Indicating System (FQIS) – Out of Tank Wiring Lightning Shield to Ground Termination, Continued

g. For airplanes L/N 1 to 1093 that have not incorporated Service Bulletin 767-28-0122, the loop resistance is 0.047 ohm (47 milliohms) or less for Connector M1951 (Right Aux Tank) Wire Bundle S283T025-334 or S283T025-984.

h. For airplanes L/N 1094 and on, or for airplanes that have incorporated Service Bulletin 767-28-0122, the loop resistance is 0.074 ohm (74 milliohms) or less for Connector M1951 (Right Aux Tank) Wire Bundle S283T025-733.

i. For airplanes L/N 1-937 and 939-949 that have not incorporated SB 767-28A0094, the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M1952 (Right Aux Dens. Tank) Wire Bundle S283T025-135 or S283T025-935.

j. For airplanes L/N 938, 950 and on, or for airplanes that have incorporated SB 767-28A0094, the loop resistance is 0.040 ohm (40 milliohms) or less for Connector M12169 (Right Aux Dens. Tank with HSP) Wire Bundle S283T025-938.

4. For the 767-200 and 767-300 Boeing Wire Bundle, measure and verify the resistance of the shield to ground termination for the following items:

a. The loop resistance is 0.121 ohm (121 milliohms) or less for Connector D1582 (Left Main Tank Lo-Z) Boeing Wire Bundle 286T0446.

b. The loop resistance is 0.284 ohm (284 milliohms) or less for Connector D1552 (Left Main Tank Hi-Z) Boeing Wire Bundle 286T0446.

c. The loop resistance is 0.150 ohm (150 milliohms) or less for Connector D2816 (Left Aux Tank Lo-Z) Boeing Wire Bundle 286T0454 or 286T2844.

d. The loop resistance is 0.175 ohm (175 milliohms) or less for Connector D2812 (Left Aux Tank Hi-Z) Boeing Wire Bundle 286T0454 or 286T2844.

e. The loop resistance is 0.122 ohm (122 milliohms) or less for Connector D1584 (Right Main Tank Lo-Z) Boeing Wire Bundle 286T0448.

f. The loop resistance is 0.284 ohm (284 milliohms) or less for Connector D1560 (Right Main Tank Hi-Z) Boeing Wire Bundle 286T0448.

g. The loop resistance is 0.152 ohm (152 milliohms) or less for Connector D2818 (Right Aux Tank Lo-Z) Boeing Wire Bundle 286T0448 or 286T2842.

h. The loop resistance is 0.184 ohm (184 milliohms) or less for Connector D2814 (Right Aux Tank Hi-Z) Boeing Wire Bundle 286T0448 or 286T2842.



MAY 2016 R1




28-AWL-18,Continued

ALI 12 YR ALL 5. For the 767-400ER CINCH Wire Bundle, measure and verify the resistance of the shield to ground termination for the following items:

a. The loop resistance is 0.059 ohm (59 milliohms) or less for Connector M1944 (Left Main Tank) Wire Bundle S283T025-721.

b. The loop resistance is 0.063 ohm (63 milliohms) or less for Connector M1945 (Left Main Dens. Tank) Wire Bundle S283T025-722.

c. The loop resistance is 0.066 ohm (66 milliohms) or less for Connector M1946 (Left Aux Tank) Wire Bundle S283T025-723.

d. The loop resistance is 0.058 ohm (58 milliohms) or less for Connector M1949 (Right Main Tank) Wire Bundle S283T025-731.

e. The loop resistance is 0.059 ohm (59 milliohms) or less for Connector M1950 (Right Main Dens. Tank) Wire Bundle S283T025-732.

f. The loop resistance is 0.082 ohm (82 milliohms) or less for Connector M1951 (Right Aux Tank) Wire Bundle S283T025-734.

g. The loop resistance is 0.066 ohm (66 milliohms) or less for Connector M1952 (Right Aux Dens. Tank) Wire Bundle S283T025-735.


MAR 2016




28-AWL-19 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – Out Tank Wiring Lightning Shield to Ground Termination

Concern: Potential for lightning induced voltages on the FQIS wiring to enter the fuel tank.

1. If maintenance, preventative maintenance, or alteration is performed that disconnects the in-tank receptacle from the spar or opens an FQIS wire bundle shield to ground path, then perform the bond check for the type of ground path opened as listed below:

a. For 767-200 Cinch Wire Bundle Connectors M1947, M1945, M1948, M1957, M1950, M1958, and M12169, verify the following (refer to Boeing AMM 20-55-54):

I. A bonding jumper is installed between the connector's backshell and primary structure at the wing rear spar end of the wire bundle.

II. The electrical bonding resistance between the connector's backshell and primary structure is 0.0055 ohm (5.5 milliohms) or less.

b. For 767-300/300F Cinch Wire Bundle Connectors (as applicable) M1944, M1945, M1946, M1949, M1950, M1951, and M12169, verify the following (refer to Boeing AMM 20-55-54):



c. For 767-200/300/300F Cinch Wire Bundle Ground Studs GD-4148-S, GD5980-S, GD4132-S, GD4156-S, GD5978-S, and GD5974-S, verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the shield termination of the wire bundle and the terminal lug bracket at the wing rear spar.

II. The electrical bonding resistance between the grounding jumper and primary structure is 0.0015 ohm (1.5 milliohms) or less.

d. For 767-200/300/300F Cinch Wire Bundle Ground Studs GD5926-S, GD5928-S, GD5922-S, GD5924-S, GD4034-S, GD4134-S, GD3946-S, GD4140-S, and GD4098-S, verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the shield termination of the wire bundles and the primary structure (located in the wheel well).




JUL 2015




28-AWL-19,Continued

Fuel Quantity Indicating System (FQIS) – Out Tank Wiring Lightning Shield to Ground Termination, Continued

e. For 767-200/300 Boeing Wire Bundle Ground Studs GD4148-S (for Connectors D01582 and D01552), GD4132-S (for Connectors D02816 and D02812), GD4156-S (for Connectors D01584 and D01560), and GD4142-S (for Connectors D02818 and D02814), verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the shield termination of the wire bundle and the terminal lug bracket at the wing rear spar.


f. For 767-200/300 Boeing Wire Bundle Ground Studs GD4148-S, GD4132-S, GD4156-S and GD4142-S, verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the shield termination of the wire bundles and the primary structure (located in the wheel well).


g. For 767-400ER Wire Bundle Connectors M1944, M1945, M1946, M1949, M1950, M1951 and M1952, verify the following (refer to Boeing AMM 20-55-54):



h. For 767-400ER Wire Bundle Ground Studs GD04148-S, GD10870-S, GD04132-S, GD04156-S, GD10908-S and GD05974-S, verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the shield termination of the wire bundles (all except Densitometer units) and the primary structure at the wing rear spar.




JUL 2015




28-AWL-19,Continued

Fuel Quantity Indicating System (FQIS) – Out Tank Wiring Lightning Shield to Ground Termination, Continued

i. For 767-400ER Wire Bundle Ground Studs GD5926-S, GD5928-S, GD5922-S and GD5924-S, verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the shield termination of the wire bundles (all except Densitometer units) and the primary structure (located in the wheel well).


j. For 767-400ER Wire Bundle Connectors D5884P, D5880P and D4538P, verify the following (refer to Boeing AMM 20-55-54):

I. A grounding jumper (pigtail) is installed between the Densitometers electrical connector's backshell (located in the wheel well) and the primary structure at the wing rear spar end of the wire bundle.


2. If any FQIS out-tank wire bundle is replaced or the FQIS wire bundle's shield is spliced, repaired, or reconnected to the connector backshell (except as noted in Steps 1.a through 1.j above), then that particular wire bundle must be inspected as specified in 28-AWL-18.

NOTE: The Boeing SWPM contains accepted practices for the bonding of the jumper and the receptacle to bracket at the end of the wire bundle (refer to Boeing SWPM 20-20-00).


JUL 2015




28-AWL-20 ALI 1 YR All airplanesL/N 941 and on.

All airplanes that have

incorporated Service Bulletins 767-28A0083 or

767-28A0084

Auxiliary (Center) Tank Override Fuel Pumps Auto Shutoff Circuit

Concern: Potential for failure of fuel pump power control circuit in the energized state allowing dry running of fuel pump with a potential ignition threat due to pump overheat or sparking. The automatic shutoff circuit provides redundant circuitry to remove power from the Auxiliary (Center) Fuel Tank Override Pump if pump pressure is low for >15 seconds.

Perform a functional check of the auxiliary (center) tank fuel pump automatic shutoff system (refer to Boeing AMM 28-22-00):

1. Left Auxiliary (Center) Tank Override Pump

a. Install a jumper on Switch Connector D2806, between Pins 2 and 3.b. Push the LEFT C PUMP switch-light on the P5 panel to the ON position and verify the following:

I. The LEFT C PUMP PRESS light comes on and stays on.

II. The left override pump operates and then stops within 15 ± 2 seconds.

2. Right Auxiliary (Center) Tank Override Pump

a. Install a jumper on Switch Connector D2808, between Pins 2 and 3.b. Push the RIGHT C PUMP switch-light on the P5 panel to the ON position and verify the following:

I. The RIGHT C PUMP PRESS light comes on and stays on.

II. The right override pump operates and then stops within 15 ± 2 seconds.


MAY 2016 R1




28-AWL-21 ALI 6 YR ALL AC and DC Fuel Pump Fault Current Bonding Jumper Installation

Concern: Potential for fault current path through the pump housing to structure inside the tank. Electrical faults internal to the fuel pump are by design routed through the fuel pump assembly to the bonding strap on the front face of the fuel pump assembly to structure on the intended path inside the tank. The bonding straps ensure that fault current are conducted to structure on the intended path inside the tank until the circuit breaker and/or Ground Fault Interrupter (GFI) has time to remove power from the pump.

1. For the AC pump (Fuel Boost Pump, Override Pump (if not deactivated), or Jettison Pump (if installed)), perform a functional check of the bonding between the pump and pump housing, and verify the following (refer to Boeing AMMs 28-22-03 and 28-22-05):

a. For the Fuel Boost Pump location, the electrical bonding resistance between the housing and the pump is 0.00080 ohm (0.80 milliohm) or less.

b. For the Override Pump location, the electrical bonding resistance between the pump housing and the pump is 0.00035 ohm (0.35 milliohm) or less.

c. For the Jettison Pump location, the electrical bonding resistance between the pump housing and the pump is 0.00035 ohm (0.35 milliohm) or less.

2. For the DC Pump (APU Pump), perform a functional check of the bonding between the pump and structure and verify the following (refer to Boeing AMM 28-25-01):

a. The electrical bonding resistance between the motor impeller and the structure is 0.0030 ohm (3.0 milliohms) or less.


JAN 2018




28-AWL-22 CDCCL N/A ALLNOTE

Fuel Quantity Indicating System (FQIS) – Auxiliary (Center) Fuel Tank Hot Short Protector (HSP) Design Features

Concern: Potential for wire to wire hot short voltages on the auxiliary (center) tank fuel quantity densitometer wiring to enter the fuel tank.

The FQIS HSP is designed to prevent wire to wire external hot short voltages from entering the fuel tank where it may cause an ignition.

If the HSP is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-41-24):

1. Prior to attachment of two bonding jumpers to the HSP, the electrical bonding resistance between the loose end of each bonding jumper lug and the spar web is 0.0020 ohm (2.0 milliohms) or less.

2. Each jumper terminal is installed to the HSP using a fay sealed fay surface bond.

3. The electrical bonding resistance between the HSP and the airplane structure where the bonding jumpers are terminated is 0.0025 ohm (2.5 milliohms) or less.

4. The electrical bonding resistance between each HSP connector backshell and the HSP is 0.0030 ohm (3.0 milliohms) or less.

APPLICABILITY NOTE: Applicable to airplanes with Goodrich (Simmonds Precision) (V89305) FQIS installed.


MAY 2016 R1




28-AWL-23 CDCCL N/A ALL Motor Operated Valve (MOV) Actuator – Lightning and Fault Current Protection Electrical Bond

Concern: Potential for arcing or sparking inside the fuel tank at a conductive metal-to-ground structure interface as a result of electrical fault currents event.

1. For MOV actuators that are mounted with an adapter plate, if the actuator, index plate or valve adapter plate is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMMs 28-22-01 and 28-22-11 (Engine Fuel Shutoff Valve), 28-22-02 and 28-22-12 (Engine Fuel Crossfeed Valve), 28-26-01 and 28-26-11 (Defueling Valve), 28-31-03 and 28-31-05 (Jettison Nozzle Valve), 28-31-04 and 28-31-06 (Jettison Transfer Valve)):

a. If the valve adapter plate is removed and reinstalled or replaced, verify the following:

I. A fay sealed fay surface bond is installed between the adapter plate and the spar outside the tank.

II. Prior to the installation of the actuator, the electrical bonding resistance between the valve adapter plate and the spar outside the tank is 0.0005 ohm (0.5 milliohm) or less.

III. A cap seal is applied to each of the four bolts inside the tank.

IV. A fillet seal is applied around the edge of the hole and on the stationary part of the valve adapter plate inside the tank.

b. If the valve index plate is removed and reinstalled or replaced, verify the following:

I. A fay sealed fay surface bond is installed between the index plate and the adapter plate.

II. Prior to the installation of the actuator, the electrical bonding resistance between the index plate and the valve adapter plate is 0.0005 ohm (0.5 milliohm) or less.

c. If the valve actuator is removed and reinstalled or replaced, verify the following:

I. For adapter plates marked, "ITT AC", (all adaptor plate locations) a fay sealed fay surface bond is installed between the actuator mounting feet and the index plate.

II. For adapter plates marked "SWEENEY ENGR CORP", (at the engine fuel crossfeed valve locations), verify the following:

A) A shim is installed between the index plate and the actuator mounting feet.B) A fay sealed fay surface bond is installed between the index plate and the shim.C) A fay sealed fay surface bond is installed between the shim and the actuator mounting feet.

III. Prior to attaching the electrical connector and with one or both ends of the bonding jumper disconnected, the electrical bonding resistance between the actuator mounting feet and the structure is 0.0025 ohm (2.5 milliohms) or less.



JAN 2018




28-AWL-23,Continued

Motor Operated Valve (MOV) Actuator – Lightning and Fault Current Protection Electrical Bond, Continued

IV. If the bonding jumper is disconnected from the stiffener, verify the following:

A) The bonding jumper is installed with a fay sealed fay surface bond between the structure and bonding jumper terminal.

B) Prior to attaching the bonding jumper to the actuator, the electrical bonding resistance between the loose end of the bonding jumper and structure is 0.0015 ohm (1.5 milliohms) or less.

C) A cap seal is applied over the fastener and terminal lug of the bonding jumper at the structure.

V. The bonding jumper is installed with a fay sealed fay surface bond between the actuator and bonding jumper terminal.

VI. With the actuator electrical connector disconnected, the electrical bonding resistance between the actuator upper housing and the attached bonding jumper terminal is 0.0010 ohm (1.0 milliohm) or less.

VII.A cap seal is applied over the fastener and terminal lug of the bonding jumper attached to the actuator.

2. For the MOV Actuators that are mounted without an adapter plate, if the valve actuator is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMMs 28-25-02 (APU Fuel Shutoff Valve) and 28-25-04 (APU Fuel Isolation Valve)):

a. A fay sealed fay surface bond is installed between the actuator mounting feet and valve body mounting bolts outside the tank.

b. A fillet sealed fay surface bond is installed between the valve body mounting bolts and structure outside the tank.

c. Prior to attaching the electrical connector and with one or both ends of the bonding jumper disconnected, the electrical bonding resistance between the actuator mounting feet and the spar is 0.0050 ohm (5.0 milliohms) or less.

d. A fillet seal is installed between the valve body mounting bolts and structure outside the tank.e. If the bonding jumper is disconnected from the stiffener, verify the following:

I. The bonding jumper is installed with a fay sealed fay surface bond between the structure and bonding jumper terminal.

II. Prior to attaching the bonding jumper to the actuator, the electrical bonding resistance between the loose end of the bonding jumper and structure is 0.0015 ohm (1.5 milliohms) or less.

III. A cap seal is applied over the fastener and terminal lug of the bonding jumper at the structure.



JAN 2018




28-AWL-23,Continued

Motor Operated Valve (MOV) Actuator – Lightning and Fault Current Protection Electrical Bond, Continued

f. The bonding jumper is installed with a fay sealed fay surface bond between the actuator and bonding jumper terminal.

g. With the actuator electrical connector disconnected, the electrical bonding resistance between the actuator upper housing and the attached bonding jumper terminal is 0.0010 ohm (1.0 milliohm) or less.

h. A cap seal is applied over the fastener and terminal lug of the bonding jumper attached to the actuator.28-AWL-24 CDCCL N/A ALL

NOTEMotor Operated Valve (MOV) Actuator – Electrical Design Feature

Concern: Potential for arcing or sparking inside the fuel tank at a conductive metal-to-ground structure interface as a result of lightning or electrical fault current event.

To verify the integrity of the electrical isolation feature, conduct the following bench test prior to reinstallation on the aircraft, if the actuator was removed for bench testing or repair (refer to ITT (V73760) CMM 28-20-21 or CMM 28-20-25):

1. This is a bench test only and must not be performed on the aircraft:a. A Dielectric Strength test on the completed actuator assembly must be performed by applying 3000 VAC

RMS, 60 Hz for one (1) minute between any mounting foot of the actuator and the output shaft spline. b. Verify that there is no evidence of disruptive discharge in the form of leakage current in excess of

1.0 milli-amp.

APPLICABILITY NOTE: This AWL applies to ITT actuators Part Numbers MA20A2027, MA30A1001, and MA30A1017.

28-AWL-25DELETED

CDCCL N/A 767-400ER Surge Tank Fuel Level Sensor – Wiring - Electromagnetic Compatibility Shielding

28-AWL-26DELETED

ALI 12 YR 767-400ER Surge Tank Fuel Level Sensor – Wiring - Electromagnetic Compatibility Shielding


JAN 2018




28-AWL-27 ALI 1 YR All airplanesL/N 961 and on.

All airplanes that have incorporated Service Bulletin 767-28A0085.

Over-Current and Arcing Protection Electrical Design Features Operation – AC Fuel 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, stator windings or lead wire to housing/end cap shorting).

The GFI is designed to detect electrical faults and open the circuit prior to pump housing burn-through.

The following action is required in order to ensure continued functionality of the GFI circuit (refer to Boeing AMM 28-22-00) in order to detect latent faults:

1. Boost/Override/Jettison Ground Fault Interrupter – Operational Check

a. Verify that each pump does not operate when the white band on the RESET button is visible on the following relays:

I. For airplanes that have not deactivated the override fuel pump, the following relays are applicable.

A. Right auxiliary (center) override fuel pump, relay K10696B. Left auxiliary (center) override fuel pump, relay K10697

II. Right jettison fuel pump (if installed), relay K10698

III. Left jettison fuel pump (if installed), relay K10699

IV. Right aft fuel boost pump, relay K10702

V. Left forward fuel boost pump, relay K10703

VI. Right forward fuel boost pump, relay K10704

VII. Left aft fuel boost pump, relay K1070528-AWL-28 ALI 1 YR All airplanes

L/N 961 and on.


Auxiliary (Center) Tank Override/Jettison Fuel Pump Failed On Protection System

Concern: Dry running the Auxiliary (Center) Fuel Tank Override/Jettison Fuel Pumps has the potential for single failure ignition sources developing at the pump inlet due to either frictional heating or sparking as a result of FOD contacting the pump rotating elements, rotating elements contacting stationary parts, or hot journal bearings due to bearing contamination or failure.

The power failed on (uncommanded on) protection system is installed and designed in order to protect against a single failure (i.e., wiring faults or a welded fuel pump control relay) keeping power on the pump when the associated fuel pump control switch is positioned to OFF.



JAN 2018




28-AWL-28,Continued

Auxiliary (Center) Tank Override/Jettison Fuel Pump Failed On Protection System, Continued

Perform a functional check of the Auxiliary (Center) Tank Override/Jettison Fuel Pump Failed On Protection System (refer to Boeing AMM 28-22-00).

1. Left Auxiliary (Center) Tank Override Pump Failed On Protection Functional Test

a. Verify the following resistances are 1 megohm or greater:

I. Between terminal A2 of circuit breaker C369 and A2 of relay K10697

II. Between terminal B2 of circuit breaker C369 and B2 of relay K10697

III. Between terminal C2 of circuit breaker C369 and C2 of relay K10697

IV. Between terminals A1 and A2 of relay K10697

V. Between terminals B1 and B2 of relay K10697

VI. Between terminals C1 and C2 of relay K10697

2. Right Auxiliary (Center) Tank Override Pump Failed On Protection Functional Test


I. Between terminal A2 of circuit breaker C370 and A2 of relay K10696

II. Between terminal B2 of circuit breaker C370 and B2 of relay K10696

III. Between terminal C2 of circuit breaker C370 and C2 of relay K10696




3. For 767-200/300/300F Left Fuel Jettison Pump (if installed) Failed On Protection Functional Test


I. Between terminals A1 and A2 of relay K2091

II. Between terminals B1 and B2 of relay K2091

III. Between terminals C1 and C2 of relay K2091






JUL 2015




28-AWL-28,Continued

Auxiliary (Center) Tank Override/Jettison Fuel Pump Failed On Protection System, Continued

4. For 767-200/300/300F Right Fuel Jettison Pump (if installed) Failed On Protection Functional Test








5. For 767-400ER Left Fuel Jettison Pump (if installed) Failed On Protection Functional Test








6. For 767-400ER Right Fuel Jettison Pump (if installed) Failed On Protection Functional Test









JUL 2015




28-AWL-29 CDCCL N/A All airplanesL/N 990 and on.


Fuel Pump Conduit Wiring Liner Installation (In Fuel Tank)

Concern: Potential for the pump wiring to chafe and arc in the conduit to provide an ignition source in the fuel tank.

The pump wires that are in the conduits in the fuel tanks have incorporated a conduit liner and a Teflon sleeve to protect from wire chafing. The wiring also has a shield (grounded at both ends) that is monitored by the GFI for an additional layer of protection for a pump power wire short within the conduit.

If the pump wiring or the wiring in the conduit is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-22-15):

1. Jacketed and shielded (grounded at both ends) wiring is installed.

2. Teflon sleeve is installed.

3. Wiring is in a splined conduit liner.

NOTE: The above requirement applies to the wiring in conduit connected to the following:

Left and Right AFT/FWD Main Fuel Tank Boost Pumps.

Left and Right Jettison Fuel Pumps (if installed).

Left and Right Auxiliary (Center) Fuel Tank Override Fuel Pumps.28-AWL-30 CDCCL N/A All airplanes

L/N 1 to 989 that have not incorporated

Service Bulletin 767-28A0104.

Fuel Pump Conduit Wiring Teflon Sleeve Installation (In Fuel Tank)

Concern: Potential for the pump wiring to chafe and arc in the conduit to provide an ignition source in the fuel tank.

If the pump wiring or wiring in the conduit is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-22-15):

1. A Wiring Jacket and two Teflon Sleeves, Part Number TFE 2X, are present and not chafed.

NOTE: The Teflon sleeve is not repairable.

NOTE: The above requirement applies to the wiring in conduit connected to the following:

Left and Right AFT/FWD Main Fuel Tank Boost Pumps.

Left and Right Jettison Fuel Pumps (if installed).

Left and Right Auxiliary (Center) Fuel Tank Override Fuel Pumps.


JUL 2015




28-AWL-31 CDCCL N/A ALL Lightning, Fault Current or Hot Short Protection – Fuel Tank Sealant Requirements

Concern: Potential for arcing or sparking inside the tank at a conductive metal-to-ground structure interface as a result of electrical fault currents or lightning strike events due to insufficient bonding within the ground electrical path. Sealant damage or lack of proper adhesion could affect the fuel tank ignition prevention features.

If any maintenance, preventive maintenance, or alteration is performed in the fuel tanks, verify the following in the affected areas (including the touchpoints during transit to and from the tank access point) where work is performed (refer to Boeing AMM 28-11-00):

1. Fillet seals around the periphery of the equipment interface with structure inside the tank are not damaged such as peeling off or cracking.

2. Cap seals installed on fasteners and fittings inside the tank are not damaged such as peeling off or cracking.

NOTE: Not all fasteners and fittings have cap seals. If fastener or fitting sealant is damaged, there will be residual evidence of a previously installed cap seal on fasteners and fittings in areas where installation is required.

NOTE: All repairs and alterations that involve fuel tank penetration require compliance with 28-AWL-08.28-AWL-32 CDCCL N/A ALL Static Dissipation Protection Design Features – In-Tank Material and Installation Changes (All Fuel Tanks)

Concern: Potential for electrostatic energy to be transferred to the tank during conditions such as airplane refueling. That electrostatic charge can accumulate on electrically isolated components or surfaces and then discharge to be a potential ignition source.

Any alteration or repair (does not include removal and replacement of existing parts) involving new or altered static dissipation protection design features inside the fuel tanks (such as alterations or repairs that add fasteners, a bracket, a clamp, feed through fittings inside the tank, or added equipment) or change to the design features of the existing equipment (such as the plumbing, paint, placards, clamps, location of isolated fasteners, fuel line bond jumpers, fuel line couplings) requires approval by the FAA Oversight Office.

However, no additional FAA Oversight Office approval is required if the alteration is accomplished in accordance with:

1. Boeing Structural Repair Manual (SRM) procedures, and/or

2. Boeing Service Bulletins, and/or

3. Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;

where all the required procedures that relate to the new or altered static dissipation protection design features include the statement, "These data have been reviewed by the Boeing ODA for fuel tank ignition prevention requirements, and no further approval from the FAA Oversight Office is required to satisfy the requirements of CDCCL 28-AWL-32 provided the repair or alteration is accomplished in accordance with these instructions”.


JUL 2015




28-AWL-33 CDCCL N/A 767-200/-300/-300F,

L/N 1 to 1149

Overwing Fill Port Bond of Main Fuel Tanks

Concern: Potential for arcing or sparking inside the tank at the interface between the fill port and the tank structure as a result of a lightning strike conducted currents through the wing skin.

If the overwing fill port is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 28-11-04):

1. A fay surface bond is installed between the filler cap adapter and the outside upper wing skin surface.

2. The electrical bonding resistance between the adapter of the overwing fill port and the upper wing skin is 0.0100 ohm (10.0 milliohms) or less.

3. Sealant is applied around the periphery of the adapter flush with the outside upper wing skin surface.28-AWL-34 CDCCL N/A Airplanes L/N 940

and on.

Airplanes that have incorporated Service Bulletin 767-57A0102

Cushion Clamps and Teflon Sleeving Installed on Out-of-Tank Wire Bundles Installed on Brackets that are Mounted Directly on the Fuel Tanks

Concern: Potential for hot short induced voltages on out-of-tank wire bundle(s) to enter the fuel tank due to chafing and shorting to metal wire bundle support brackets.

If maintenance, preventative maintenance, or alteration is performed on the following Out-of-Tank Wire Bundle(s) installed on the brackets that are mounted directly on the fuel tanks at the location listed in step 1, the following design features in steps 2 to 4 must be verified for the affected wire bundles (refer to Boeing AMM 28-22-00) that maintenance, preventative maintenance, or alteration, was performed.

1. For the 767-200/300/300F, the following are the applicable wire bundles and cushion clamp locations.

a. Left Wing Front Spar

I. Wire bundles W204 and W290 located near Inboard Front Spar Station (IFSS) 260, 295, 301, 311, 322, and Outboard Front Spar Station (OFSS) 377, 384

II. Wire bundle W204 located near IFSS 353.

III. Wire bundles W430, W468, W472 located near OFSS 457, 470, 481, 483, 523, 549, 583, 586, 602, 629, 634, 654.

IV. Wire bundles W468 and W430 located near OFSS 681, 732, 736, 780, 783, 812, 839, 881, 885, 921, 934, 938, 1025, 1030, 1063, 1083, 1087.

b. Right Wing Front Spar

I. Wire bundles W208 and W288 located near IFSS 260, 295, 301, 311, 322.

II. Wire bundle W208 located near OFSS 353



MAR 2018




28-AWL-34, Continued

Cushion Clamps and Teflon Sleeving Installed on Out-of-Tank Wire Bundles Installed on Brackets that are Mounted Directly on the Fuel Tanks, Continued

III. Wire bundle W288 located near OFSS 376, 384

IV. Wire bundles W438 (if installed), W470, and W480 located near OFSS 457, 470, 481, 483, 523, 549, 581, 586, 602.

V. Wire bundles W470 and W480 located near OFSS 629, 634, 654, 681, 732, 736, 780, 783, 812, 839, 881, 885, 921, 934, 938, 1025, 1030, 1063, 1083, 1087.

c. Front Spar Bulkhead (Center Wing Tank)

I. W208 located near STA 785, RBL 84

II. W204 located near STA 785, LBL 84

d. For all airplanes 767-200/300/300F except for airplanes L/N 946, 950, and 958 that have not incorporated Service Bulletin 767-57A0122, the following location is applicable.

I. Rear Spar (Center Wing Tank): Wire bundles W932 located near STA 955, RBL 15

2. For the 767-400ER, the following are the applicable wire bundles and cushion clamp locations.



II. Wire bundle W290 located near OFSS 363, 369, 376

III. Wire bundle W204 located near OFSS 383

IV. Wire bundles W430, W468, W472 located near OFSS 450, 457, 470, 480, 484, 523, 549, 581, 586, 602, 629, 633, 654.

V. Wire bundles W468 and W430 located near OFSS 681, 733, 737, 780, 784, 812, 839, 881, 885, 921, 934, 938, 1025, 1029, 1063, 1083, 1087.



II. Wire bundles W288 located near IFSS 363, 369, 377

III. Wire bundles W208 located near OFSS 381

IV. Wire bundles W470 and W480 located near OFSS 450, 457, 470, 480, 484, 523, 549, 581, 586, 602, 630, 633, 654, 680, 733, 737, 780, 784, 812, 839, 881, 885, 921, 934, 938, 1025, 1029, 1063, 1083, 1087.



JAN 2018







I. Wire bundle W7208 located near STA 785, RBL 72

II. Wire bundle W204 located near STA 785, LBL 84

d. Rear Spar (Center Wing Tank)


3. TFE-2X Standard Wall Teflon sleeving is installed around the wire bundle and secured within the cushion clamp.

4. TFE-2X Standard Wall Teflon sleeving is not damaged.

5. Cushion clamp is not damaged

NOTE: The Boeing Standard Wiring Practices Manual (SWPM) 20-10-11 and 20-10-12 contains accepted practices for the replacement of cushion clamp and sleeving.

NOTE: All repairs and alterations that involve fuel tank penetration require compliance with 28-AWL-08.


JAN 2018




28-AWL-35 ALI 12 YR Airplanes L/N 940 and on.

Airplanes that have incorporated Service Bulletin 767-57A0102

Cushion Clamps and Teflon Sleeving Installed on Out-of-Tank Wire Bundles Installed on Brackets that are Mounted Directly on the Fuel Tanks

Concern: Potential for hot short induced voltages on out-of-tank wire bundle(s) to enter the fuel tank due to chafing and shorting to metal wire bundle support brackets.

Perform a detailed inspection of the out-of-tank wire bundles listed in step 1 or 2 and verify the design features listed in steps 3 to 5 (refer to Boeing AMM 28-22-00):

1. For the 767-200/300/300F, the following are the applicable wire bundles and clamp locations.


I. Wire bundles W204 and W290 located near Inboard Front Spar Station (IFSS) 260, 295, 301, 311, 322 and Outboard Front Spar Station (OFSS) 377, 384

II. Wire bundle W204 located near IFSS 353.

III. Wire bundles W430, W468, W472 located near OFSS 457, 470, 481, 483, 523, 549, 583, 586, 602, 629, 634, 654.

IV. Wire bundles W468 and W430 located near OFSS 681, 732, 736, 780, 783, 812, 839, 881, 885, 921, 934, 938, 1025, 1030, 1063, 1083, 1087.



II. Wire bundle W208 located near OFSS 353

III. Wire bundle W288 located near OFSS 376, 384.

IV. Wire bundles W438 (if installed), W470, and W480 located near OFSS 457, 470, 481, 483, 523, 549, 581, 586, 602.

V. Wire bundles W470 and W480 located near OFSS 629, 634, 654, 681, 732, 736, 780, 783, 812, 839, 881, 885, 921, 934, 938, 1025, 1030, 1063, 1083, 1087.




d. For all airplanes 767-200/300/300F except for airplanes L/N 946, 950, and 958 that have not incorporated Service Bulletin 767-57A0122, the following location is applicable.

I. Rear Spar (Center Wing Tank): Wire bundle W932 located near STA 955, RBL 15



JAN 2018






2. For the 767-400ER, the following are the applicable wire bundles and cushion clamp locations.



II. Wire bundle W290 located near OFSS 363, 369, 376


IV. Wire bundles W430, W468, W472 located near OFSS 450, 457, 470, 480, 484, 523, 549, 581, 586, 602, 629, 633, 654.

V. Wire bundles W468 and W430 located near OFSS 681, 733, 737, 780, 784, 812, 839, 881, 885, 921, 934, 938, 1025, 1029, 1063, 1083, 1087.



II. Wire bundle W288 located near IFSS 361, 369, 377


IV. Wire bundles W470 and W480 located near OFSS 450, 457, 470, 480, 484, 523, 549, 581, 586, 602, 630, 633, 654, 680, 733, 737, 780, 784, 812, 839, 881, 885, 921, 934, 938, 1025, 1029, 1063, 1083, 1087.




d. Rear Spar (Center Wing Tank) - Wire bundle W932 located near STA 955, RBL 15

3. TFE-2X Standard Wall Teflon sleeving is installed around the wire bundle and secured within the cushion clamp.

4. TFE-2X Standard Wall Teflon sleeving is not damaged.

5. Cushion clamp is not damaged

NOTE: The Boeing Standard Wiring Practices Manual (SWPM) 20-10-11 and 20-10-12 contains accepted practices for the replacement of cushion clamp and sleeving.

NOTE: All repairs and alterations that involve fuel tank penetration require compliance with 28-AWL-08.


JAN 2018





Airplanes that have incorporated Service Bulletin 767-28-0122.

Visible Means of Identification for Fuel Quantity Indicating System (FQIS) or the Fuel Level Sensing System (FLSS) Wiring that Goes into the Auxiliary (Center) Tank

Concern: Potential for error during repair or replacement of FQIS or FLSS wiring that goes into the Auxiliary (Center) Tank that may compromise the critical design configuration control limitation (reference Title 14 CFR Part 25, Section 25.981(d), at Amendment 25-125).

1. If the FQIS wire bundle(s) that goes into the Auxiliary (Center) Tank is removed and reinstalled or replaced, verify that the applicable wire bundle(s) has a pink jacket/sleeving.

2. For airplanes L/N 1096 and on, or for airplanes that have incorporated Service Bulletin 767-28-0122, if the FLSS wire bundle(s) that goes into the Auxiliary (Center) Tank is removed and reinstalled or replaced, verify that the applicable wire bundle(s) has a pink jacket/sleeving.

NOTE: Refer to Wiring Diagrams 28-41-23 (FQIS) and 28-21-12 (FLSS) to identify the wiring bundles.


JAN 2020




28-AWL-37 ALI 750 FH 767-300F, L/N 1094 and on

FQIS BITE Test (Auxiliary (Center) Tank Circuit Test)

Concern: Potential for latent in-tank failures of wire/probe short to structure in the auxiliary (center) tank combined with a hot short failure outside the tank that could result in a potential ignition source in the fuel tank.

1. Perform a "SELF TEST?" from the Fuel Quantity BITE Test options and verify the following faults are not present (refer to Boeing AMM 28-41-00).

a. CT TU 01 SHORTED TO GROUNDb. CT TU 02 SHORTED TO GROUNDc. CT TU 03 SHORTED TO GROUNDd. CT TU 04 SHORTED TO GROUNDe. CT TU 05 SHORTED TO GROUNDf. CT TU 06 SHORTED TO GROUNDg. CT TU 07 SHORTED TO GROUNDh. CT TU 08 SHORTED TO GROUNDi. CT TU 09 SHORTED TO GROUNDj. CT COMP SHORTED TO GROUNDk. CT HIZ WIRE LOW RESISTANCEl. CT HIZ SHIELD SHORT TO GNDm. CT TU ?? SHORTED TO GROUNDn. CT TU 01 OPEN LOZ OR HIZ WIREo. CT TU 02 OPEN LOZ OR HIZ WIREp. CT TU 03 OPEN LOZ OR HIZ WIREq. CT TU 04 OPEN LOZ OR HIZ WIREr. CT TU 05 OPEN LOZ OR HIZ WIREs. CT TU 06 OPEN LOZ OR HIZ WIREt. CT TU 07 OPEN LOZ OR HIZ WIREu. CT TU 08 OPEN LOZ OR HIZ WIREv. CT TU 09 OPEN LOZ OR HIZ WIREw. CT COMP OPEN LOZ OR HIZ WIREx. CT HIZ WIRE OPEN AT PROCESSOR

NOTE: FIM 28-41 provides the Fault Code Index and corrective actions for each fault.


MAY 2016




28-AWL-38 ALI 750 FH 767-300F, L/N 1096 and on

Fuel Level Sensing System (FLSS) Dry Capacitance Test

Concern: Potential for latent in-tank failures of wire/probe short to structure in the FLSS combined with an electrical failure on the wiring outside the tank that could result in a potential ignition source in the fuel tank.

1. Perform a dry capacitance test for the surge tank fuel level sensor between the Hi-Z and Lo-Z contacts on connector D1882 for both the right surge tank (sensor TS196) and left surge tank (sensor TS195) and verify the following (refer to Boeing AMM 28-21-03).

a. The capacitance value between pin 9 and 15 is between 6.50 and 8.05 picofarads for left surge tankb. The capacitance value between pin 12 and 16 is between 6.50 and 8.05 picofarads for right surge tank

NOTE: FIM 28-21 provide corrective actions. WDM 28-21-12 provide the wiring diagram for the Surge Tank Fuel Level Sensing System.

28-AWL-39 CDCCL N/A 767-300F, L/N 1201 and on.

Visible Means of Identification for Fuel Quantity Indicating System (FQIS) Wiring that Goes into the Main Tanks

Concern: Potential for error during repair or replacement of FQIS wiring that goes into the Main Tanks that may compromise the critical design configuration control limitation (reference Title 14 CFR Part 25, Section 25.981(d), at Amendment 25-125).

1. If the FQIS wire bundle(s) that goes into one of the Main Tanks is removed and reinstalled or replaced, verify that the applicable wire bundle(s) has a pink jacket/sleeving.

NOTE: Refer to Wiring Diagrams 28-41-21 and 28-41-22 to identify the FQIS wiring bundles.


JAN 2020




28-AWL-40 ALI 750 FH 767-300F, L/N 1201 and on.

FQIS BITE Test Main Tanks Circuit Test

Concern: Potential for latent in-tank failures of wire/probe short to structure in the Main Tank combined with a hot short failure outside the tank that could result in a potential ignition source in the fuel tank.

1. Perform a "SELF TEST?" from the Fuel Quantity BITE Test options and verify the following faults are not present (refer to Boeing AMM 28-41-00).

Left Main Tank:

a. LM TU 01 SHORTED TO GROUNDb. LM TU 02 SHORTED TO GROUNDc. LM TU 03 SHORTED TO GROUNDd. LM TU 04 SHORTED TO GROUNDe. LM TU 05 SHORTED TO GROUNDf. LM TU 06 SHORTED TO GROUNDg. LM TU 07 SHORTED TO GROUNDh. LM TU 08 SHORTED TO GROUNDi. LM TU 09 SHORTED TO GROUNDj. LM TU 10 SHORTED TO GROUNDk. LM TU 11 SHORTED TO GROUNDl. LM TU 12 SHORTED TO GROUNDm. LM TU 13 SHORTED TO GROUNDn. LM TU 14 SHORTED TO GROUNDo. LM COMP SHORTED TO GROUNDp. LM TU ?? SHORTED TO GROUNDq. LM TU 01 OPEN LOZ OR HIZ WIREr. LM TU 02 OPEN LOZ OR HIZ WIREs. LM TU 03 OPEN LOZ OR HIZ WIREt. LM TU 04 OPEN LOZ OR HIZ WIREu. LM TU 05 OPEN LOZ OR HIZ WIREv. LM TU 06 OPEN LOZ OR HIZ WIREw. LM TU 07 OPEN LOZ OR HIZ WIREx. LM TU 08 OPEN LOZ OR HIZ WIRE



JAN 2020





FQIS BITE Test Main Tanks Circuit Test, Continued

y. LM TU 09 OPEN LOZ OR HIZ WIREz. LM TU 10 OPEN LOZ OR HIZ WIREaa. LM TU 11 OPEN LOZ OR HIZ WIREab. LM TU 12 OPEN LOZ OR HIZ WIREac. LM TU 13 OPEN LOZ OR HIZ WIREad. LM TU 14 OPEN LOZ OR HIZ WIREae. LM COMP OPEN LOZ OR HIZ WIREaf. LM HIZ WIRE OPEN AT PROCESSORag. LM HIZ WIRE LOW RESISTANCEah. LM HIZ SHIELD SHORT TO GNDai. LM DENS RESISTOR UNREADABLEaj. LM DENS EXCITATION SHORTEDak. LM DENS SENSE WIRE SHORTEDal. LM DENS SENSE OPEN AT SPAR

Right Main Tank:

a. RM TU 01 SHORTED TO GROUNDb. RM TU 02 SHORTED TO GROUNDc. RM TU 03 SHORTED TO GROUNDd. RM TU 04 SHORTED TO GROUNDe. RM TU 05 SHORTED TO GROUNDf. RM TU 06 SHORTED TO GROUNDg. RM TU 07 SHORTED TO GROUNDh. RM TU 08 SHORTED TO GROUNDi. RM TU 09 SHORTED TO GROUNDj. RM TU 10 SHORTED TO GROUNDk. RM TU 11 SHORTED TO GROUNDl. RM TU 12 SHORTED TO GROUNDm. RM TU 13 SHORTED TO GROUNDn. RM TU 14 SHORTED TO GROUND



JAN 2020





FQIS BITE Test Main Tanks Circuit Test, Continued

o. RM COMP SHORTED TO GROUNDp. RM TU ?? SHORTED TO GROUNDq. RM TU 01 OPEN LOZ OR HIZ WIREr. RM TU 02 OPEN LOZ OR HIZ WIREs. RM TU 03 OPEN LOZ OR HIZ WIREt. RM TU 04 OPEN LOZ OR HIZ WIREu. RM TU 05 OPEN LOZ OR HIZ WIREv. RM TU 06 OPEN LOZ OR HIZ WIREw. RM TU 07 OPEN LOZ OR HIZ WIREx. RM TU 08 OPEN LOZ OR HIZ WIREy. RM TU 09 OPEN LOZ OR HIZ WIREz. RM TU 10 OPEN LOZ OR HIZ WIREaa. RM TU 11 OPEN LOZ OR HIZ WIREab. RM TU 12 OPEN LOZ OR HIZ WIREac. RM TU 13 OPEN LOZ OR HIZ WIREad. RM TU 14 OPEN LOZ OR HIZ WIREae. RM COMP OPEN LOZ OR HIZ WIREaf. RM HIZ WIRE OPEN AT PROCESSORag. RM HIZ WIRE LOW RESISTANCEah. RM HIZ SHIELD SHORT TO GNDai. RM DENS RESISTOR UNREADABLEaj. RM DENS EXCITATION SHORTEDak. RM DENS SENSE WIRE SHORTEDal. RM DENS SENSE OPEN AT SPAR

NOTE: FIM 28-41 provides the Fault Code Index and corrective actions for each fault.


JAN 2020




A.2.ENGINE FUEL SUCTION FEED SYSTEM

This section contains an FAA approved program of scheduled inspections for operators to incorporate into their maintenance program for this type design

to meet Title 14 CFR § 25.951.

The 767 Engine Fuel Feed System was type certificated as being compliant to Title 14 CFR § 25.951(b) when performing suction feed operations. The

Engine Fuel Suction Feed System AWL results from service experience of loss of fuel system suction feed capability due to air leaks in the engine fuel

feed system. The AWL is required maintenance needed to detect and correct failure of the engine fuel feed system to reduce the possibility of engine

flameout resulting from air ingestion into the Engine Fuel Suction Feed System during low fuel level operation with boost pumps inoperative.

The Engine Fuel Suction Feed System AWL is mandatory maintenance to ensure that the system retains the performance of the Engine Fuel Suction

Feed System required by Title 14 CFR § 25.951(b) that arise due to air leaks in the Engine Fuel Suction Feed System do not result in flameout of

both engines.

JUL 2015




AWLs – ENGINE FUEL SUCTION FEED SYSTEM


28-AWL-101 ALI 7500 FH or 3 YR,

whichever occurs first

ALL Engine Fuel Suction Feed Operational Test

An Engine Fuel Suction Feed Operational Test must be accomplished successfully on each engine individually. This test is required in order to protect against engine flameout during fuel suction feed operations (refer to Boeing AMM 28-22-00):

1. Each engine (fuel system) to be tested must meet the following Fuel Tank Quantity and Test Procedural Limitations listed below:

a. Fuel Tank Quantity – Engine No. 1:

I. The Auxiliary (Center) Tank Fuel Quantity must indicate 0 lb. (0 kg).

II. The Main Tank No.1 Fuel Quantity must indicate between 900 lbs - 1,300 lbs (400 kg - 600 kg).

NOTE: Excess fuel can be transferred to Main Tank No. 2.b. Fuel Tank Quantity – Engine No. 2:

I. The Auxiliary (Center) Tank Fuel Quantity must indicate 0 lb. (0 kg).

II. The Main Tank No. 2 Fuel Quantity must indicate between 900 lbs - 1,300 lbs (400 kg - 600 kg).

NOTE: Excess fuel can be transferred to Main Tank No. 1.c. Test Procedural Limitations:

I. The Fuel Cross-Feed Valve(s) must be CLOSED.

II. The APU Selector Switch must be OFF.

III. The Idle Engine Warm-up time of minimum two minutes with Boost Pump ON.

IV. Idle Engine Fuel Suction Feed (All Boost Pump OFF for the associated tank) operation for a minimum of five minutes.

NOTE: The APU may be used to start the engines, provided the Fuel Tank Quantity and Test Procedural Limitations are met.

2. The test is considered a success if engine operation is maintained during the five-minute period and the following engine parameters do not decay relative to those observed with Boost Pump(s) ON:

a. Pratt & Whitney, General Electric: N1, N2, and Fuel Flowb. Rolls Royce: N1, N2, N3 and Fuel Flow

JUL 2015




A.3.LOW FUEL AND FUEL CONFIGURATION INDICATION TEST

This section contains an FAA approved program of scheduled inspections for operators to incorporate into their maintenance program for this type design

to meet Title 14 CFR § 25.901c.

The Low Fuel and Fuel Configuration Indication Test AWL limits the exposure to the loss of low fuel quantity or fuel configuration indication due to a latent

failure. The AWL is required maintenance needed to make sure that the Low Fuel and the Fuel Configuration indication are functioning correctly. Failure

to detect and correct loss of Fuel Configuration indication may result in a loss of fuel use or subsequent delay in the capability to detect a critical fuel leak.

The Low Fuel & Fuel Config Indication Test AWL is mandatory maintenance action to test correct functionality of the Low Fuel and the Fuel Configuration

indication to show compliance with Title 14 CFR § 25.901(c) and ensure that a latent failure does not result in a reduction in fuel use or in the capability to

detect a critical fuel leak.

JUL 2015




AWLs – LOW FUEL AND FUEL CONFIGURATION INDICATION TEST


28-AWL-102 ALI 750 FH 767-200/300/300Fairplanes,

Line Number 1058 and on (except

1059 and 1060).

767-200/300/300Fairplanes that have

incorporated Service Bulletin 767-31-0295.

767-400ER airplanes that have

incorporated Service Bulletin 767-31-0302.

Fuel Quantity Indicating System (FQIS) – Low Fuel and Fuel Config Indication Test

Concern: Potential for inability to detect a fuel leak due to the loss of low fuel quantity or fuel configuration indication.

To ensure proper function, operationally check the following Fuel Alerting Indications:

1. With the use of FUEL QTY test switch on the P61 panel, confirm that LOW FUEL EICAS Caution message and FUEL CONFIG light on P5 panel are displayed (refer to Boeing AMM 28-41-00).

2. Using one of the following methods, confirm the FUEL CONFIG indications are displayed (refer to Boeing AMM 28-21-00):

a. Configure the airplane with an initial fuel quantity of 3,000 lbs (1,400 kg) or more in each main tank, an auxiliary (center) fuel quantity of 2,200 lbs (1,000 kg) or more, and the auxiliary (center) tank fuel pumps OFF. Confirm that FUEL CONFIG EICAS Advisory message and FUEL CONFIG light on P5 panel are displayed after three minutes.

or

b. Configure the airplane with an initial fuel quantity of 5,500 lbs (2,500 kg) or more in each main tank. Set a fuel imbalance of 2,600 lbs (1,200 kg) or greater between the left and right main tanks. Confirm that FUEL CONFIG EICAS Advisory message and FUEL CONFIG light on P5 panel are displayed after three minutes.

JUL 2015




A.4.NITROGEN GENERATION SYSTEM (NGS)

The following list of AWLs (ALIs and CDCCLs) contains FAA approved scheduled inspections for operators to incorporate into their maintenance program

for this type design to meet the requirements for the introduction of the Flammability Reduction Means (FRM) Nitrogen Generation System (NGS). The

FAA operational rule change E8-16084 Final Flammability Rule requires maintenance instructions and control limitations for certain NGS critical design

configurations. Title 14 CFR § 25.981(d) 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 used

to comply with Paragraph M25.1, AWLs must be identified for all maintenance or inspection tasks required to identify failures of components within the

FRM that are needed to meet Paragraph M25.1. NGS AWLs are mandatory maintenance actions that ensure that unsafe conditions that arise due to NGS

failures do not occur or are not introduced into the airplane as a result of configuration changes, repairs, alterations, or deficiencies in the NGS

Maintenance Program throughout the operational life of the airplane.

See Section A for the definition of an ALI or CDCCL.

GENERAL INFORMATION

Three factors are required in order for a combustion event to occur; fuel vapors in the right concentration, oxygen in the right concentration, and an ignition

source. Ignition sources are addressed in Section A.1. Fuel vapors are addressed by minimizing the heat transferred to the fuel tanks. NGS addresses the

oxygen concentration. The NGS is designed to provide the proper level of nitrogen to the auxiliary (center) tank in order to reduce the flammability

exposure by reducing the oxygen content of the ullage. The flammability exposure is also affected by the temperature of the fuel.

The following are critical design features of the airplane that, if altered, can negatively affect the performance of the NGS which in turn may increase the

auxiliary (center) fuel tank flammability exposure beyond the limits of Title 14 CFR § 25.981 at Amendment 25-125, utilizing the equivalent level of safety

finding described in FAA Memorandum PS05-0177-P-2. Any alteration to these critical design features will require FAA Oversight Office approval.

1. Fuel Tank Venting: Transferring additional air (20.9% oxygen standard atmosphere) to the auxiliary (center) fuel tank will dilute the nitrogen rich

atmosphere created by the NGS in the fuel tank.

JUL 2015




2. Bleed Air Pressure: NGS performance depends on bleed air pressure in the bleed air cross-over manifold supplied by the engines to reduce the

flammability of the auxiliary (center) fuel tank. Any alteration that lowers the bleed pressure in the Environmental Control System (ECS) bleed air

manifold will reduce the effectiveness of the NGS. Examples include changes in engine bleed schedule, or installation of new systems that require

bleed air to operate.

3. Fuel Tank Temperature Certification: Certification of the NGS depends on the inherent flammability of the auxiliary (center) fuel tank without NGS

installed. Auxiliary (center) tank flammability is a direct function of fuel tank temperature. Any additional 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 be retained (such as installation of blankets

adjacent to tank walls) could affect fuel tank flammability in a negative manner.

NOTE: See Boeing AMM Chapter 28 for a description of the Fuel System. See Boeing AMM Chapter 47 for a description of the NGS.

JUL 2015




AWLs – NITROGEN GENERATION SYSTEM



All airplanes that have incorporated Service Bulletin 767-47-0001.

Lightning Protection – Nitrogen Generation System (NGS) Nitrogen Enriched Air (NEA) Distribution Line Fuel Tank Penetration Bonding Path

Concern: Potential for arcing or sparking inside the tank at the interface between the bulkhead fitting/flame arrester and the spar during a lightning strike event.

If the bulkhead fitting/flame arrester is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 47-21-05):

1. The bulkhead fitting with an integral honeycomb flame arrester is installed.

2. A fillet sealed fay surface bond is installed between the bulkhead fitting/flame arrester flange and the structure inside the tank.

3. The electrical bonding resistance between the bulkhead fitting/flame arrester and the structure inside the tank is 0.0005 ohm (0.5 milliohm) or less.

4. A fillet seal is applied between the bulkhead fitting/flame arrester and the structure inside the tank.



Lightning Protection – Nitrogen Generation System (NGS) Nitrogen Enriched Air (NEA) Distribution Line Dielectric Isolator Hose

Concern: Potential for arcing, sparking of filament heating inside the tank during a lightning strike event.

If the dielectric isolator hose or dielectric isolator attached tubing is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM 47-00-00 and 47-21-00):

1. The dielectric isolator hose is installed.



Nitrogen Generation System (NGS) – Flammability Exposure and Performance

Concern: Airplane alterations may impact the performance of the NGS and hence the flammability of the Auxiliary (Center) Wing Fuel Tank.

Any alteration that affects performance of the NGS system, such as the following items 1 to 3 below, requires approval from the FAA Oversight Office.

1. Alteration that affects the vent system by adding air to the center tank, or

2. Alteration that reduces the available bleed pressure in the cross-over manifold during any phase of flight or ground operations, or

3. Alteration that adds any heat to the auxiliary (center) wing fuel tank or increases heat retention of the auxiliary (center) wing fuel tank (it does not include alterations to airplane fuselage paint color, or interior carpet or cabin furnishings).

JUL 2015




47-AWL-04 ALI NOTE All airplanesL/N 993 and on.


Nitrogen Generation System (NGS) – Nitrogen-Enriched Air (NEA) Distribution Ducting

Concern: The NEA Distribution System ducting outside the fuel tank may fail, latently allowing NEA to leak without reaching the fuel tank, resulting in the fuel tank not reaching required inert levels.

Perform a detailed visual inspection of the NEA distribution lines from the Air Separation Module (ASM) to the fuel tank rear spar for damage and leaks (refer to Boeing AMM 47-21-00):

1. Verify that there are no loose clamps for the Nitrogen Enriched Air Distribution System (NEADS) couplings, drain line connection, or joints.

2. Verify that there are no disconnections for the NEADS couplings, drain line connection, or joints.

3. Verify that there are no damaged tubes from the ASM to the fuel tank front spar.

INTERVAL NOTE:

1. 2600 FH

a. 767-400ER Airplanes that have not incorporated SB 767-47-0001 R5 or later.b. 767-200/300/300F Airplanes, Line Numbers (L/Ns) 993 to 1004 that have not incorporated

SB 767-47-0002.c. Airplanes that have incorporated SB 767-47-0001 R0, but have not incorporated R1 or later.

2. 6600 FH

a. 767-400ER Airplanes that have incorporated SB 767-47-0001 R5 or later.b. 767-200/300/300F Airplanes, L/Ns 1 to 992, that have incorporated SB 767-47-0001 R1 or later.c. 767-200/300/300F Airplanes, L/Ns 993 to 1004, that have incorporated SB 767-47-0002.d. 767-200/300/300F Airplanes, L/N 1005 and on.


JUL 2015




47-AWL-05 ALI NOTE All airplanesL/N 993 and on.


Nitrogen Generation System (NGS) – Cross Vent Check Valve

Concern: The cross vent check valve may fail open latently, allowing air to flow through the auxiliary (center) tank diluting the nitrogen rich environment created by the Nitrogen Generation System.

Perform an operational test of the cross vent check valve to ensure the cross vent check valve closes to prevent ambient air from entering the auxiliary (center) tank (refer to Boeing AMM 47-21-03).

1. Open the flapper valve of the cross vent check valve and verify that the flapper closes and seats into the valve body.

INTERVAL NOTE:

1. 2600 FH

a. 767-400ER Airplanes that have not incorporated SB 767-47-0001 R5 or later.b. 767-200/300/300F Airplanes, Line Numbers (L/Ns) 993 to 1004 that have not incorporated

SB 767-47-0002.c. Airplanes that have incorporated SB 767-47-0001 R0 but have not incorporated R1 or later.

2. 4391 FH

a. 767-400ER Airplanes that have incorporated SB 767-47-0001 R5 or later.b. 767-200/300/300F Airplanes, L/Ns 1 to 992 that have incorporated SB 767-47-0001 R1 or later.c. 767-200/300/300F Airplanes, L/Ns 993 to 1004 that have incorporated SB 767-47-0002.d. 767-200/300/300F Airplanes, L/N 1005 and on.



Nitrogen Generation System (NGS) Ongoing Compliance Based on Industry Descent Times – Required Service Instructions

Concern: NGS performance is dependent on industry descent times. Industry efforts to reduce descent time may result in NGS performance that does not meet FAA requirements.

Fleet Average flammability exposure for the fuel tanks with flammability reduction of this airplane type must be maintained as required by Title 14 CFR Part 25, Appendix M. Boeing will monitor U.S. descent statistics and, if necessary to maintain compliance, will publish service instructions.

If Boeing publishes such service instructions noted to maintain compliance with this CDCCL, this CDCCL requires either that operators implement these FAA-approved design changes or that operators implement other design changes or operational procedural changes approved by the FAA Oversight Office, within the compliance time stated in the service instructions, to maintain compliance with Title 14 CFR Part 25, Appendix M.


JUL 2015




A.5.IMPACT-RESISTANT FUEL TANK ACCESS DOORS

INTRODUCTION

The 767 Fuel Tank Access Doors are compliant with FAA Title 14 CFR § 25.963. Specifically, the 767 Impact-Resistant Access Doors meet Title 14 CFR

§ 25.963(e)(1), which requires that all covers located in an area where experience or analysis indicates a strike is likely must be shown by analysis or tests

to minimize penetration and deformation by tire fragments, low energy engine debris, or other likely debris. Airplane Line Numbers 1 - 234 were retrofitted

with impact-resistant access doors via Service Bulletin 767-28A0019. This service bulletin also required that the impact-resistant doors be stenciled

“IMPACT-RESISTANT DOOR”. Additionally, the adjacent lower wing surface is stenciled “CAUTION: INSTALL ONLY IMPACT-RESISTANT DOOR AT

THIS LOCATION”. Airplane Line Numbers 235 and on were delivered with impact-resistant access doors and stenciling.

Boeing chose to use a CDCCL for the Airworthiness Limitation of the Impact-Resistant Fuel Tank Access Doors. CDCCLs are commonly used and

understood by operators to define a design feature that must be maintained throughout the life of the airplane.

JUL 2015




AWLs – IMPACT-RESISTANT FUEL TANK ACCESS DOOR


57-AWL-01 CDCCL N/A ALL Impact-Resistant Fuel Tank Access Doors

Concern: A potential exists for non-impact-resistant doors to be installed in locations that require impact-resistant doors. A high energy impact on a non-impact-resistant fuel tank access door may cause a fuel leak, and in the presence of an ignition source, may cause a fire.

If the following Fuel Tank Access Doors, 532BB, 632BB, 532DB, 632DB, 532EB, 632EB, 532FB, 632FB, 531BB, and 631BB are removed and reinstalled or replaced, immediately prior to the installation, verify the following design feature (refer to Boeing AMMs 28-11-01 and 28-11-02):

1. The Fuel Tank Access Door is impact-resistant. Impact-resistant doors have ends that are flat and a smooth inner surface. Doors with rounded ends and visible machined stiffening ribs on the inner surface are not impact-resistant.

JUL 2015




B. REPORTING UNCONTROLLABLE HIGH THRUST FAILURE CONDITIONS

Title 14 CFR § 121.703 and § 135.415 state that “each certificate holder shall report any failure, malfunction, or defect in an aircraft, system, component,

or powerplant that occurs or is detected at any time if, in its opinion, that failure, malfunction, or defect has endangered or may endanger the safe

operation of an aircraft”. Title 14 CFR § 125.409 also requires reporting of failures, malfunctions or defects. In many cases a reportable failure or

malfunction will be obvious, but there are some failure modes related to uncontrolled high thrust that are reportable but may not be obvious. The following

information is provided, as required by FAA Exemption No. 8119, to assist the operators in identifying reportable malfunctions related to uncontrolled

high thrust.

The FAA has concluded that the loss of capability to control thrust due to a failure of the engine thrust control system may endanger the aircraft. This

includes any malfunctions having one or more of the following characteristics:

• Auto-acceleration or uncommanded thrust change to higher power

• Stuck thrust lever above idle power

• Inability to reduce thrust

Although some of these incidents may not appear to be safety related, documenting the events is important to ensure the present level of safety is

maintained and/or to identify failure conditions that must be corrected.

When filing a report of such an event with the FAA, the operator is requested to include in the description of the event one or more of the following

phrases:

• “thrust control”

• “no response to thrust lever”

• “auto-acceleration”

• “uncontrolled high thrust”

JUL 2015




In addition, the following information should be included in the report:

• Event description

• Flight Crew action

• Maintenance action

• List of affected or removed components

Reports should be submitted to the local representative of the FAA Administrator that handles the appropriate reporting responsibility for Title 14 CFR

§ 121.703, § 125.409, and § 135.415. In addition to filing reports with the FAA, it is recommended that a copy be sent to Boeing and to the engine

manufacturer.

JUL 2014





BLANK

special compliance items/airworthiness limitations

Documents