0

U.S. Department
of Transportation Aviation Safety Seattle AGO Branch
Federal Aviation Aircraft Certification SeNice 2200 S. 2161h Street
Compliance & Airworthiness Division Des Moines, WA 98198
Administration

OCT oZ 2018
In Reply
Refer to 782-18-10648

Ms. Elizabeth Pasztor

BCA ODA Lead Administrator
Boeing Commercial Airplanes
P.O. Box 3707, MIC 081-53
Seattle, WA 98124-2207

Dear Ms. Pasztor:

Subject: Request for Approval of Alternative Method of Compliance (AMOC) to

Paragraph (h) of Airworthiness Directive (AD) 2018-11-13 for 787-8
Airplanes

Reference: 1) Boeing letter RA-18-02856, dated August 13, 2018

2) Boeing letter RA-18-03020, dated August 28, 2018

The Federal Aviation Administration (FAA) has received the reference (1) and (2) letters
requesting approval for an Alternative Method of Compliance (AMOC) to paragraph (h) of
Airworthiness Directive (AD) 2018-11-13. AD 2018-11-13 , paragraph (h) requires airplanes
identified in Boeing Alert Service Bulletin B787-81205-SB570030-00, Issue 001, dated
March 17, 2017, and line numbers 10, 13, 15-19 to revise the inspection or maintenance
program, as applicable, to incorporate Airworthiness Limitation (AWL) 57-AWL-13,
"Inspection Requirements for In-Tank Fasteners and Edge Seal near Disbond Arrestment (DBA)
Fastener Installations in Lightning Zone 2," of Boeing 787 Special Compliance
Items/Airworthiness Limitations, D0 11Z009-03-04, dated February 2017.

Your letters request an AMOC to paragraph (h) of AD 2018-11-13 for use of subsequent
versions of Boeing 787 Special Compliance Items/Airworthiness Limitations, DO l 1Z009-03-04
(April 2017, June 2017, August 2017, January 2018, February 2018, April 2018, June 2018,
August 2018) since AWL 57-A WL-13 has not been revised.

Your proposal for use of subsequent versions of Boeing 787 Special Compliance
Items/Airworthiness Limitations, D011Z009-03-04 (April 2017, June 2017, August 2017,
January 2018, February 2018, April 2018, June 2018, and August 2018) provides an acceptable
level of safety since AWL 57-A WL-13 has not been revised from the February 2017 version.

The manager of the Seattle ACO Branch has reviewed and approves using the following
versions of Boeing 787 Special Compliance Items/Airworthiness Limitations, DO 11 Z009-03-04
 782-18-10648 2

(April 2017, June 2017, August 2017, January 2018, February 2018, April 2018, June 2018,
August 2018) as an AM OC to the requirements of paragraph (h) of AD 2018-11-13.

In addition, the manager of the Seattle ACO Branch approves using any future revision to the
Boeing 787 Special Compliance Items/Airworthiness Limitations, D011Z009-03-04 that
includes the February 2017 version of AWL 57-AWL-13 as an AMOC to the requirements of
paragraph (h) of AD 2018-11-13.

In accordance with FAA Order 8110.103, the following conditions apply:

1. All provisions of AD 2018-11-13 that are not specifically referenced above remain
fully applicable and must be complied with accordingly.

2. This approval is applicable only to 787-8 series airplanes.

3. This FAA AMOC is transferable with the aircraft to another owner/operator.

4. Before using this AMOC, notify your appropriate principal inspector, or lacking a
principal inspector, the manager of the local Flight Standards District
Office/Certificate Holding District Office.

5. The preceding paragraph also applies to any applicable foreign-registered aircraft

upon transfer of the aircraft to the U.S. registry if compliance with the AMOC has
not been accomplished

6. This AMOC only applies to the FAA AD listed above. The FAA does not have the
authority to approve this as an AMOC to any AD issued by another civil aviation
authority (CAA). Approval of an AMOC to another CAA's AD must come from that
CAA.

If you have any questions regarding this correspondence, please contact Allen
Rauschendorfer, Aerospace Engineer, by telephone at (206) 231-3528, or by email at
[email protected].

Sincerely,

)fl-- vLV-
(!<JIZ. Ross Landes
Aviation Safety
Manager, Seattle ACO Branch, AIR-780
Compliance & Airworthiness Division
Aircraft Certification Service
 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

787
SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

D011Z009-03-04

AUGUST 2018

This 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 for
development, 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 ENGINEERING
BOEING COMMERCIAL AIRPLANE GROUP
SEATTLE, WASHINGTON

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TABLE OF CONTENTS

REVISIONS .................................................................................................................................................................................................................................. 0.0-5

LIST OF EFFECTIVE PAGES .................................................................................................................................................................................................... 0.0-36

A. SCOPE ................................................................................................................................................................................................................................... 0.0-41

B. CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCLS) AND AIRWORTHINESS LIMITATION INSTRUCTIONS (ALIS)................... 0.0-45

C. DEFINITIONS......................................................................................................................................................................................................................... 0.0-49

D. SUMMARY LIST OF AWLS...................................................................................................................................................................................................... 1.0-1

ATA 20....................................................................................................................................................................................................................................... 1.0-1

ATA 21....................................................................................................................................................................................................................................... 1.1-1
ATA 28....................................................................................................................................................................................................................................... 1.2-1
ATA 29....................................................................................................................................................................................................................................... 1.3-1
ATA 47....................................................................................................................................................................................................................................... 1.4-1
ATA 51....................................................................................................................................................................................................................................... 1.5-1
ATA 57....................................................................................................................................................................................................................................... 1.6-1
E. SUPPLEMENTAL AWL TABLES .............................................................................................................................................................................................. 2.0-1

F. SUPPLEMENTAL AWL ILLUSTRATIONS ................................................................................................................................................................................ 3.0-1

28-AWL-83................................................................................................................................................................................................................................ 3.1-1
57-AWL-01................................................................................................................................................................................................................................ 3.2-1
57-AWL-03................................................................................................................................................................................................................................ 3.3-1
57-AWL-05................................................................................................................................................................................................................................ 3.4-1
57-AWL-07................................................................................................................................................................................................................................ 3.5-1
57-AWL-09................................................................................................................................................................................................................................ 3.6-1
57-AWL-10................................................................................................................................................................................................................................ 3.7-1
57-AWL-15................................................................................................................................................................................................................................ 3.8-1
APPENDIX A – EXCEPTIONAL SHORT-TERM EXTENSIONS................................................................................................................................................... A.0-1

APPENDIX B – REPORTING RESULTS OF STRUCTURAL INSPECTIONS ............................................................................................................................. B.0-1

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REVISIONS

REVISION AND REVISION DESCRIPTION

AUGUST 2011
Original Release.

NOVEMBER 2011
Revised the following AWLs:
20-AWL-02; Tubing Clamps installed within the Fuel Tanks: Removed References to B787-A-20-10-11-00A-720A-A and B787-A-20-10-11-01A-720A-A in mitigation text and
clarified subject title.
21-AWL-03; Air Conditioning Pack Heat Exchanger: Corrected typographical error in AMM reference.
28-AWL-06; Main Wing tank Dry Bay Access Panel; Added specific access door parts numbers to mitigation steps in support of recent design changes.
57-AWL-02; Fasteners on Bare Carbon Fiber Reinforced Plastic (CFRP) Stripes; Revised applicability information.
57-AWL-03; Head-in-Tank Thin-Sleeved Interference-Fit Fasteners with Heads in the Fuel Tank; Revised applicability information.

MARCH 2012
Revised the following AWLs:
21-AWL-03; Air Conditioning Pack Heat Exchanger. Added additional AMM reference B787-A-21-52-01-00B-720-A to the mitigation. Item 1.c.; revised “installed on” to
“connected to”. Item 1.d.; clarified the Ram Air Cooling Duct connections.
21-AWL-04; Air Conditioning Ram Air Fan. Item 1.a.; Clarified the Ram Air Cooling Duct connections.
28-AWL-12; Fuel Vent Tubes (Center and Main Wing Tank). Item 2; Deleted this requirement as the torque requirement is not needed for ignition prevention.
28-AWL-22; Fuel Density Sensor Washline. Limited this requirement to (Pre SB incorporation B787-81205-SB280004-00) production line numbers 8-9, 23-24, 29, 31, 33, 35,
37-38, 40-42, 46-48, and 54 as a result of a design change.
28-AWL-69; Fuel Density Sensor (FDS). Item 1.; Limited this requirement to production line numbers 8-9, 23-24, 29, 31, 33, 35, 37-38, 40-42, 46-48, and 54. Item 14; Deleted
reference to Part Number BACS38W1 and included the part reference in the corresponding Boeing AMM procedure.

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REVISION AND REVISION DESCRIPTION

JUNE 2012
Revised the following AWLs:
28-AWL-16; Refuel Valve Body; added mitigation step for bonding preparation for fastener components for line numbers 55 and on. Added new step for electrical bonding
resistance between valve body and the nut for line numbers 55 and on. Revised mitigation step from brushcoat to fillet seal for the bolts, nuts and washers.
28-AWL-25; Engine Fuel Shutoff Valve Body; added mitigation step for bonding preparation for fastener components for line numbers 55 and on. Added new step for electrical
bonding resistance between valve body and the nut and between the rib and fastener head for line numbers 55 and on. Revised sealant squeeze out verification that previously
applied bolts, to correct an error in the previous revision. Revised mitigation step from brushcoat to fillet seal for the bolts, nuts and washers.
28-AWL-28; Fuel Cross-Feed Valve Body and Driveshaft; Valve Body; added mitigation step for bonding preparation for fastener components for line numbers 55 and on.
Added new step for electrical bonding resistance between valve body and the nut and between the rib and fastener head for line numbers 55 and on. Revised mitigation step
from brushcoat to fillet seal for the bolts, nuts and washers.
28-AWL-39; Fuel Return Isolation Valve Body; added "(If Installed)" to the title and revised the mitigation step from brushcoat to fillet seal for the bolts, nuts and washers.
28-AWL-59; Defuel/Isolation Valve Body and Driveshaft; added mitigation step for bonding preparation for fastener components for line numbers 55 and on. Revised torque
requirement on the valve body nuts to be in accordance with SRM 51-41-05, to correct an error in the previous revision. Added new step for electrical bonding resistance
between valve body and the nut and between the rib and fastener head for line numbers 55 and on. Revised mitigation step from brushcoat to fillet seal for the bolts, nuts and
washers.
28-AWL-64; Fuel Jettison Isolation Valve Body and Driveshaft; Valve Body; added mitigation step for bonding preparation for fastener components for line numbers 55 and on.
Added new step for electrical bonding resistance between the bracket and the nut and between the valve body and the nut for line numbers 55 and on. Revised mitigation step
from brushcoat to fillet seal for the bolts, nuts and washers.
47-AWL-02; NGS Isolation Valve Body and Driveshaft; Driveshaft. Revised bonding requirement from 0.5 milliohm to 1.0 milliohm to match Boeing specification BAC5117-18.
47-AWL-02; NGS Isolation Valve Body and Driveshaft; Valve Body (L/R Isolation Valves to Rib); added mitigation step for bonding preparation for fastener components for line
numbers 55 and on. Revised the fay bond step to refer to the valve body and the rib instead of the fastener and the rib to correct an error in the previous revision. Added new
step for electrical bonding resistance between valve body and the nut and between the rib and fastener head for line numbers 55 and on.
47-AWL-02; NGS Isolation Valve Body and Driveshaft; Valve Body (Center Isolation Valve to Bulkhead Fitting). Revised sealant application step to remove applicability to the
nuts, to correct an error in the previous revision. Revised the mitigation step for the electrical bonding resistance between the valve body and the rib to 0.0005 ohm (0.5
milliohm) or less to correct an error in the previous revision.

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REVISION AND REVISION DESCRIPTION

SEPTEMBER 2013
Revised Section A by replacing "FLS" with "FSL" to reflect correct acronym for "Fuel System Limitations". Revised the Accomplishment Instructions - General Information
section to clarify the use of “in accordance with” and “refer to” verbiage when referencing other Instructions for Continued Airworthiness documents.
Revised Section C by adding AMM procedure for Standard Torque in Composite Structure. Added Line Number to the Applicability Explanation in the Table.
In multiple AWLs listed below, torque tolerances and metric conversion values have been revised to correct rounding errors. Sealant type callouts have also been updated in
several AWLs.
28-AWL-01 – Main Fuel Tank Access Panel. Deleted "and Clamp Ring" from title in support of recent design changes. Added section title for Fuel Tank Access Panels with
Clamp Ring Installed for Line Numbers 4 - 125. Deleted requirements to clean rubber fuel seal, install new rubber fuel seal, and limit maximum space between access panel
and clamp ring; these items are not needed for ignition prevention. Deleted "in the proper sequence" from the torque steps as the sequence is not critical for ignition prevention.
Added new step for electrical bonding resistance between clamp ring and adjacent clamp ring. Added new section, Fuel Tank Access Panels without Clamp Ring Installed, to
support configuration for Line Number 126 and subsequent.
28-AWL-02 – Center Fuel Tank Access Panel. Deleted "and Clamp Ring" from title in support of recent design changes. Added section title for Fuel Tank Access Panels with
Clamp Ring Installed for Line Numbers 4 - 125. Deleted requirements to clean rubber fuel seal, install new rubber fuel seal, and limit maximum space between access panel
and clamp ring; these items are not needed for ignition prevention. Added new step for electrical bonding resistance between clamp ring and adjacent clamp ring. Added new
section, Fuel Tank Access Panels without Clamp Ring Installed, to support configuration for Line Number 126 and subsequent.
28-AWL-03 – Surge Fuel Tank Access Panel (Middle). Added section title for Fuel Tank Access Panels with Clamp Ring Installed for Line Numbers 4 - 125. Deleted
requirements to clean rubber fuel seal, install new rubber fuel seal, and limit maximum space between access panel and clamp ring; these items are not needed for ignition
prevention. Added new step for electrical bonding resistance between clamp ring and adjacent clamp ring. Added new section, Fuel Tank Access Panels without Clamp Ring
Installed, to support configuration for Line Number 126 and subsequent.
28-AWL-04 – Surge Fuel Tank Access Panel (Pressure Relief Valve). In the “Surge Tank Access Panel (Pressure Relief Valve) Installation” section: Deleted requirements to
clean rubber fuel seal, install new rubber fuel seal, and limit maximum space between access panel and clamp ring; these items are not needed for ignition prevention. Added
new step for electrical bonding resistance between clamp ring and adjacent clamp ring. In the “Surge Tank Pressure Relief Valve Installation” section: Rearranged order of
cleaning and anti-static coating application steps, for clarity. Deleted corrosion inhibitor squeeze out restriction; this item is not needed for ignition prevention. Added the word
“area” to the step to clean the poppet spring and outer (lower) access panel.
28-AWL-05 – Surge Fuel Tank Access Panel (Vent Scoop Access Panel). In "Vent Scoop Access Panel" section: Deleted requirements to clean rubber fuel seal, install new
rubber fuel seal, and limit maximum space between access panel and clamp ring; these items are not needed for ignition prevention. Added new step for electrical bonding
resistance between clamp ring and adjacent clamp ring. In the “Vent Scoop Assembly Installation” section: Revised the seal cap application step for clarity. In the "Flame
Arrestor Installation" section: Corrected typo in step to clean standpipe surfaces. Clarified flame arrestor and standpipe installation on transition duct. Revised bonding
resistance check for transition duct and standpipe to better reflect requirements. Replaced "bolts" with "screws" in standpipe resistance check step to match engineering.
28-AWL-06 – Main Wing Tank Dry Bay Access Panel. Replaced requirement to install new rubber fuel seal with a requirement to verify rubber fuel seal condition and replace
if necessary; ignition prevention does not require the rubber fuel seal to be new. Added new step to prepare mating surfaces for bonding for Line Number 7 and subsequent.
Replaced "cleaned" with "prepared for bonding" for the surfaces of the access panel, bolts on Rib 9, washers, and nuts to clarify intent. Revised 0.5 milliohm bond check
between access panel and rib to be applicable to Line Number 7 and subsequent. Added new step to install seal caps on washers and nuts for Line Numbers 4 - 6. Revised
brushcoat sealant to apply to Line Number 7 and subsequent.
(Continued on next page)

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REVISION AND REVISION DESCRIPTION

SEPTEMBER 2013, Continued

28-AWL-07 – Center Fuel Tank Rear Spar Access Panel. Replaced requirement to install new rubber fuel seal with a requirement to verify rubber fuel seal condition and
replace if necessary; ignition prevention does not require the rubber fuel seal to be new.
28-AWL-20 – Refuel/Jettison Tubes and Bulkhead Fittings. Deleted "from the SOB Rib Outboard" from title to better align with contents of AWL. Added AMM B787-A-28-21-
08-02A-720A-A to Mitigation text. Incorporated the requirements from 28-AWL-21. Revised various section titles. Added steps to accommodate new outlet tube configuration
for Line Numbers 126 and subsequent. Revised multiple steps to correct various discrepancies between AWL and AMM procedure.
28-AWL-21 – Refuel/Jettison Tubes between the SOB Ribs. Deleted AWL, these CDCCL requirements are now contained in 28-AWL-20.
28-AWL-48 – Fuel Boost Pump Housing. In "Pump Housing" section: Corrected typo in corrosion inhibiting compound application step. Revised sealant squeeze out to align
with standard wording. Rearranged order of electrical bond resistance check and cleaning steps. In "Tubing Connected to the Housing" section: Deleted "brackets" from
cleaning step and added Line Number applicability. Deleted steps to wet install fasteners, verify squeeze out, and prepare couplings as these items are not needed. Added
steps for cleaning, brushcoating, and fillet seal requirements, with Line Number applicability.
28-AWL-67 – Fuel Quantity Data Concentrator (FQDC). Clarified the two bottom mounting feet of the FQDC are bonded and sealed. Removed "in the bottom flanges" when
referring to inner surfaces of the six fastener holes of the two bottom mounting feet of the FQDC. Clarified intent of sealant squeeze out requirement. Added new step for
sealant squeeze out requirement for bolts and washers that attach the FQDC to the bracket. Revised fillet seal requirement for FQDC configuration differences. Deleted Items
10 through 14 as they are duplicated in 28-AWL-72.
28-AWL-72 – FQIS Out-Tank Wiring Harness Installation. Deleted duplicate sealant step and revised another step to correctly identify location for sealant application on
bonding tabs or ground straps. Corrected a typo in two electrical resistance check steps. Added two new steps to clean and apply sealant to copper surfaces around the
FQDC bonding tabs and adjacent painted areas. Revised fillet seal step for application to bolts, washers, and nuts that install the ground straps to the FQDC bonding tabs.
Revised corrosion inhibiting compound step for application to the ground straps that interface with the bonding tabs. Deleted duplicate fillet seal step. Added new step to apply
sealant to the screws of the out-tank wire harnesses in the wings. Revised corrosion inhibiting compound step to apply to the screws of the out-tank wire harnesses in the main
landing gear wheel wells.

JANUARY 2014
Replaced all references to "FAA ACO" with "FAA Oversight Office". When referencing another document (such as the SRM), all uses of the word "per" were replaced with the
words "in accordance with".
In Section A. SCOPE, defined “FAA Oversight Office” and added 57-AWL-09 and 57-AWL-10 to the list of EASA Fuel System Limitations.
In Section C. PROGRAM NOTES, revised tube clearance verbiage and AMM reference. Revised Fuel Tank Sealant section.
For an AWL where the AMM procedure is now "refer to" instead of "in accordance with", the AWL steps were revised to add sufficient information and detail.
Revised the following AWLs:
20-AWL-02 – Saddle Clamps: Revised Mitigation text to "refer to" the AMM procedures. Added standard clamp installation steps including torque values and separation
requirements, to prevent duplication of standard requirements in other AWLs. Added fuel and NGS tube separation requirements and reference to applicable AMM procedure.
20-AWL-05 – Aluminum Bridge Bracket Installation Inside the Fuel Tanks: Created a new AWL for installation of bridge brackets within the fuel tanks.
(Continued on next page)

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REVISION AND REVISION DESCRIPTION

JANUARY 2014, Continued

28-AWL-30 – Fuel Boost Pump Installation: Revised the mitigation text to "refer to" the AMM procedure.
28-AWL-42 – Engine Fuel Feed Manifold (Center and Main Wing Tanks): Revised Mitigation text to "refer to" the AMM procedure. Revised "Bulkhead Isolator (Wing)" section
by splitting it into two sections, "Rib 9 Bulkhead Isolator" and "Rib 11 Bulkhead Isolator".
28-AWL-43 – Fuel Scavenge Tubes, Fittings, and Couplings (Center and Main Wing Tanks): Revised Mitigation text to "refer to" the AMM procedures.
28-AWL-54 – APU Fuel Feed Tubes - In Tank: Revised Mitigation text to "refer to" the AMM procedures. In "SOB Rib Bulkhead Isolator" section: revised resistance
requirement for Line Numbers 4 - 6. In "APU Fuel Feed Tubes - Left Wing" section: revised Line Number applicability of bond preparation and sealant application steps,
clarified which Line Numbers use nuts versus collars.
28-AWL-83 -- Fuel Tank Sealant Installation: Added a NOTE specifying approved sealant classes for standard applications. Added applicable sealant classes to sections
within the AWL. Added NOTE specifying pre-cured sealant caps are to be used wherever possible in place of fastener fillet seals, unless separation requirements cannot be
met. Revised sealant squeeze-out verbiage in several sections to match standard wording. Removed the “Pre-filled Sealant cap to a Fastener” section. Combined multiple
"Wet Install a Fastener" sections into a single section. Added new “Brushcoating Installed Fasteners” and "Sealant Adhesion Check" sections.
28-AWL-84 – Fuel Pump, Fuel Pump Housing, and Fuel Pump Pressure Switch Repairs and Maintenance: Revised title and added detail to clarify which components are
subject to CDCCL control. Added FAA Oversight Office approved CMMs for Boost Pumps and Override Jettison Pumps.
28-AWL-85 – Fuel System Valve and Supporting Component Repairs and Maintenance: Revised title and added detail to clarify which components are subject to CDCCL
control. Removed actuators from the list of components; CMM coverage of these items is not subject to CDCCL control. However, the on-airplane installation is subject to
CDCCL control in separate AWLs, where applicable.
47-AWL-03 – NGS Tubes, Fittings, and Couplings (Non-Piccolo Tubes): Revised Mitigation text to "refer to" the AMM procedures. Revised Line Number applicability of the
"Orifice" section. In the "NGS Distribution/Supply Bulkhead Fitting (Rib 9)" and "NGS Distribution/Supply Bulkhead Fitting (Rib 21)" sections: Clarified which Line Numbers do
not have washers installed. In the "NGS Distribution/Supply Bulkhead Fitting (Rib 31)" section: Revised Line Number applicability of sealant application steps, clarified which
Line Numbers do not have washers installed. In the "NGS Distribution/Supply Bulkhead Fitting (Right Wing Rib 2)" section: Clarified title. Revised Line Number applicability of
sealant application steps. Removed wet installation and squeeze-out for fasteners. Added new sections "Bulkhead Isolator (Right SOB) and Bulkhead Fitting (Left SOB)" and
"Tube Installation Between Rib 2 Left and Rib 2 Right" to cover missing content.
47-AWL-12 – NGS and Vent System Valve and Supporting Component Repairs and Maintenance: Revised title and added detail to clarify which components are subject to
CDCCL control. Removed actuators from the list of components. However, the on-airplane installation is subject to CDCCL control in separate AWLs, where applicable.
47-AWL-13 – Industry Fleet Average Flammability Exposure: Replaced "Seattle FAA ACO" with "FAA Oversight Office". No technical change was made to this AWL.
57-AWL-08 – Dielectric Top on Wing Surface: Revised inspection area for Line Number applicability. Clarified definition of damaged dielectric tops. Added step specifying
replacement of dielectric tops.
57-AWL-09 – Inspection Requirements for Class 1A Seal Installations created as a result of Boeing Material Review Board: Added new ALI for sealant inspection requirements
driven by Boeing Material Review Board activity, applicable to select Line Numbers only.
57-AWL-10 – Inspection Requirements for Skin Penetrating Fasteners near SOB Rib and between Ribs 7 and 18: Created new AWL for inspection of fasteners at specified
locations, with limited Line Number applicability.

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REVISION AND REVISION DESCRIPTION

MAY 2014
References to FAA regulations were changed to "Title 14 CFR" throughout the document to accurately reflect FAA regulation citations.
In Section A. Scope, revised the title of 57-AWL-01 and 57-AWL-10.
In Section A. Accomplishment Instructions – General Information, at the direction of the FAA Oversight Office, the explanation of the reference system and approval
requirements was revised.
In Section A. Supporting Documentation, added 787-9 to the series applicability.
Revised the “Use of Alternate Tools” subheadings in Section B to "Use of Alternate or Equivalent Tools, Test Equipment or Materials" and provided clarification that usage of
alternate tools, test equipment and materials requires approval from the FAA Oversight Office.
In Section C. Program Notes, added an explanation for Fasteners, revised the Materials/Coatings Table by changing “Primer” to “Corrosion Inhibiting Primer”, deleted
BMS 10-11, and corrected a typo in the Grease specification.
This revision of the document adds requirements for 787-9. For an AWL where the AMM procedure is now "refer to" instead of "in accordance with", the AWL steps were
revised to add sufficient information and detail, and requirements may have been revised.
The following AWLs were revised to clarify which components have CMMs that are subject to CDCCL control:
28-AWL-85 -- Fuel System Valve and Supporting Component Repairs and Maintenance
47-AWL-12 -- NGS and Vent System Valve and Supporting Component Repairs and Maintenance
Unless stated otherwise, the Mitigation text of the following AWLs were revised to "refer to" the AMM procedures. There are no differences between 787-8 and 787-9
requirements in these AWLs; however, some previous requirements were revised to align with new 787-9 requirements that are now applicable to the 787-8:
21-AWL-01 – Air Conditioning Pack Insulation: Revised Mitigation text to clarify the requirement and to remove the AMM procedure that was referenced, as this requirement
exists in numerous AMM procedures. This is similar to how the requirements for 28-AWL-76 and 28-AWL-79 do not reference specific AMM procedures.
28-AWL-17 – Refuel Valve Actuator
28-AWL-18 – Refuel Valve Adapter
28-AWL-26 – Engine Fuel Shutoff Valve Actuator
28-AWL-29 – Fuel Cross-Feed Valve Actuator
28-AWL-35 – Fuel Scavenge Isolation Valve Actuator
28-AWL-44 – Engine Fuel Shutoff Valve Adapter
28-AWL-45 – Fuel Cross-Feed Valve Adapter
28-AWL-46 – Fuel Scavenge Isolation Valve Adapter
28-AWL-52 – APU Fuel Shutoff Valve Actuator
28-AWL-53 – APU Fuel Feed Tubes Outlet Fitting: Revised title.
28-AWL-56 – APU Fuel Shutoff Valve Adapter
28-AWL-60 – Defuel/Isolation Valve Actuator
28-AWL-61 – Defuel/Isolation Valve Adapter
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MAY 2014, Continued

28-AWL-63 – Fuel Jettison Nozzle Valve Actuator
28-AWL-65 – Fuel Jettison Isolation Valve Actuator
28-AWL-66 – Fuel Jettison Isolation Valve Adapter
47-AWL-01 – Nitrogen Generation System (NGS) Isolation Valve Actuator
47-AWL-06 – NGS Isolation Valve Adapter
The following AWLs were revised to limit applicability to 787-8 only. No technical content was revised:
28-AWL-06 – Main Wing Tank Dry Bay Access Panel
28-AWL-07 – Center Fuel Tank Rear Spar Access Panel
28-AWL-12 – Fuel Vent Tubes (Center and Main Wing Tank)
28-AWL-13 – Fuel Tank Vent Tube Bulkhead Fittings
28-AWL-55 – Spanwise Beam Access Panel
28-AWL-58 – Center Tank Purge Hole Cover
28-AWL-71 – FQIS In-Tank Wiring Harness Installation
47-AWL-02 – NGS Isolation Valve Body and Driveshaft
The following AWLs were deleted from the document as none of the features for these installations should have been considered critical and are not subject to CDCCL control:.
21-AWL-03 – Air Conditioning Pack Heat Exchanger
21-AWL-04 – Air Conditioning Ram Air Fan
28-AWL-09 – Wing Dry Bay Flame Arrestor
The following AWLs are new for this revision, with applicability limited to 787-9 only:
28-AWL-23 – Fuel Vent Crossflow Check Valve
28-AWL-77 – Fuel Tank Vent Tubes, Bulkhead Fittings, and Climb Ports: AWL is similar to 787-8 only AWLs 28-AWL-12 and 28-AWL-13.
28-AWL-90 – Fuel Vent Drain Valve Installed on Vent Stringer Cover
28-AWL-91 – FQIS In-Tank Wiring Harness Installation
47-AWL-14 – NGS Isolation Valve. This AWL is similar to 47-AWL-02 which is 787-8 only.
57-AWL-11 – Vent Stringer Covers
The following AWLs were revised to accommodate 787-9 requirements or limit requirements to 787-8 for specific steps or sections of each AWL. Unless stated otherwise, the
Mitigation text for all AWLs uses "refer to" for the AMM procedures:
20-AWL-05 – Aluminum Bridge Bracket Installation Inside the Fuel Tanks: Added bonding preparation requirements for stringer brackets, consolidated bolt and collar
installation steps, and consolidated pre-cured sealant cap application steps.
28-AWL-05 – Surge Fuel Tank Access Panel (Vent Scoop Access Panel)
28-AWL-08 – Fuel Sump Drain Valve Body
28-AWL-10 – Fuel Vent Float Valve (Main and Center Tanks)
28-AWL-15 -- Refuel Valve Driveshaft
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MAY 2014, Continued

28-AWL-16 -- Refuel Valve Body
28-AWL-20 -- Refuel/Jettison Tubes and Bulkhead Fittings Installations
28-AWL-24 -- Engine Fuel Shutoff Valve Driveshaft
28-AWL-25 -- Engine Fuel Shutoff Valve Body
28-AWL-42 – Engine Fuel Feed Manifold (Center and Main Wing Tanks)
28-AWL-43 – Fuel Scavenge Tubes, Fittings, and Couplings (Center and Main Wing Tanks)
28-AWL-54 – APU Fuel Feed Tubes – In Tank
28-AWL-59 -- Defuel/Isolation Valve Body and Driveshaft
28-AWL-68 – Fuel Height Sensor (FHS): Added separation requirements for both 787-8 and 787-9.
28-AWL-72 -- FQIS Out-Tank Wiring Harness Installation
28-AWL-73 -- Fuel Pump Pressure Switch
28-AWL-78 – Hydraulic Line Penetrations: Added AMM procedures to the mitigation text to account for bulkhead and in-line isolator tasks splitting into separate procedures.
Revised the "Hydraulic In-line Isolators" section into three separate sections, one for each of the hydraulic systems (Left, Right, Center).
29-AWL-01 – Hydraulic System Heat Exchanger
29-AWL-02 – Hydraulic Tube and Fittings Replacement and Repairs
47-AWL-03 -- NGS Tubes, Fittings, and Couplings (Non-Piccolo Tubes)
47-AWL-04 – Center Tank Nitrogen Enriched Air (NEA) Jet Pump Ejector
47-AWL-05 – NGS Piccolo Tubes: Restructured AWL for clarity.
47-AWL-08 -- Nitrogen Enriched Air (NEA) In-Line Check Valve.
57-AWL-01 -- Edge Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Revised title for clarity. Revised steps to align with standard sealant adhesion
inspection requirements. This AWL remains “in accordance with” the AMMs.
57-AWL-07 – Bolt Locations at SOB and Nacelle Fittings: Revised steps to align with standard sealant adhesion inspection requirements. This AWL remains “in accordance
with” the AMM.
57-AWL-08 – Dielectric Top on Wing Surface: Dielectric Top on Wing Surface. Added 787-9 Line Numbers to the applicability. This AWL remains "in accordance with"
the AMM.
57-AWL-10 – Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Revised title to include additional fasteners. Added 787-9 Line
Numbers to the applicability. This AWL remains "in accordance with" the AMM.

JULY 2014
Revised the Applicability and Mitigation of 20-AWL-05 -- Aluminum Bridge Bracket Installation Inside the Fuel Tanks to limit this AWL to specific locations on 787-8 airplanes
only.
Revised the steps in 28-AWL-06 - Main Wing Tank Dry Bay Access Panel to reference the AMM procedure using "refer to" instead of "in accordance with". Changed
applicability from "787-8" to "ALL", as this AWL is also applicable to 787-9 airplanes. Removed process steps to limit the steps to critical design features only.
Revised Step 12, renumbering it to Step 11.b. in 28-AWL-10 -- Fuel Vent Float Valve (Main and Center Tanks) to correct a typographical error.

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SEPTEMBER 2014
Deleted the Boeing submittal signature column from the Revision Log to improve the layout and provide consistency across all Section 9/AWL/CMR/SCI documents. A
submittal signature will no longer be included in the revision log; only the FAA BASOO approval date will be shown.
57-AWL-07 – Bolt Locations at SOB and Nacelle Fittings: Revised the Concern paragraph to include sealant adhesion.
57-AWL-10 – Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Added Line Numbers 4 - 6 to the applicability, a new AMM procedure
to the Mitigation paragraph, and an APPLICABILITY NOTE to clarify inspection areas.

NOVEMBER 2014
Revised Section C. Program Notes to add definitions for Fay Surface Bond, Fay Sealed Fay Surface Bond, Fillet Sealed Fay Surface Bond, Fastener Spot Bond, Fastener
Sleeve Bond, and Side of Body.
20-AWL-05 – Aluminum Bridge Bracket Installation Inside the Fuel Tanks: Revised the list of critical design features that must be maintained following an engineering re-
evaluation. Incorporated a design change that limited the application of fillet seals and spot bonds to L/N 4-233.
28-AWL-07 – Center Fuel Tank Rear Spar Access Panel: Revised the applicability from "787-8" to "ALL". Revised the Mitigation statement to include the replacement of the
center fuel tank rear spar access panel, deleted the CDCCL reference, and changed the reference to the AMM using "refer to" instead of "in accordance with". Revised the list
of critical design features that must be maintained following an engineering re-evaluation. Added criteria for proper rubber fuel seal installations.
28-AWL-12 – Fuel Vent Tubes (Center and Main Wing Tank): Deleted this AWL; the requirements are now contained in 28-AWL-13.
28-AWL-13 – Fuel Tank Vent Tube Bulkhead Fittings and Tubes: Added "and Tubes" to the AWL title and combined 28-AWL-12 with this AWL. Revised the Concern statement
to note the potential of arcing or sparking inside the tank. Revised the wording of the Mitigation statement to be consistent with other AWLs and to reference the AMM using
"refer to" instead of "in accordance with". Revised AWL steps to support the requirements of maintaining critical design features. Added "Forward Bulkhead Fitting" to the
"Surge Tank Outlet Tube at Rib 32" subheading and "Aft" to the "Rib 32 Bulkhead Fitting" subheading. Added the following sections: Tubes with Welded Brackets Installed at
Ribs 9 and 21, Tubes with Welded Brackets Installed at Ribs 28 and 30, and Location Specific Tube Separation. Also a design change was incorporated that limited the
application of fillet seals to L/N 4-233 and added fay seals L/N 234 and on.
28-AWL-20 – Refuel/Jettison Tubes and Bulkhead Fittings Installations: Revised the Concern statement to note the potential of arcing or sparking inside the tank. Revised the
AWL to support the maintenance requirements of critical design features following an engineering re-evaluation. Also a design change was incorporated that limited the
application of fillet seals to L/N 4-233 and added fay seals L/N 234 and on.
28-AWL-42 – Engine Fuel Feed Manifold (Center and Main Wing Tanks): Revised the Concern statement to note the potential of arcing or sparking inside the tank. Revised
the mitigation to reflect the critical installations covered by the AWL. Revised the AWL to support the requirements of critical design features only following an engineering re-
evaluation and to simplify the procedure. Revised AWL steps to incorporate a design change that limited the application of fillet seals to L/N 4-233 and added fay seals L/N 234
and on. Deleted the CDCCL item for re-installation of couplings and isolators after their removal from the SOB Rib, Rib 9, and Rib 11 Bulkhead Isolator subsections. The
replacement of the component is considered general workmanship.
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28-AWL-43 – Fuel Scavenge Tubes, Fittings, and Couplings (Center and Main Wing Tanks): Revised the title and mitigation to reflect the critical installations covered by the
AWL. Revised the Concern statement to note the potential of arcing or sparking inside the tank. Revised the AWL steps to support the requirements for maintaining critical
design features following an engineering re-evaluation and to simplify the procedure. Incorporated a design change to remove fillet seals and add fay seals and limited the
applicability on related tasks. Deleted the steps for Fuel Scavenge Tubes because the replacement of important components would be considered general workmanship.
28-AWL-71 – FQIS In-Tank Wiring Harness Installation: Revised Mitigation text to "refer to" the AMM procedure and revised the AMM number to B787-A-28-41-07-00B-921A-
A. Revised the AWL steps to support the requirements of maintaining critical design features to align the AWL with current standards. Added “(All Harnesses)” to the “Harness
Installation” subheading for clarification. Added the following sections with their associated steps: Left/Right Wing Channel A Harness installation, Left/Right Wing Channel B
Harness Installation, and Center Section Channel A and Channel B Harness Installation to support the requirements for critical design features. Deleted the section and
requirement for the Installation Test.
28-AWL-92 – Fuel Tank Corrosion Inhibiting Primer Application: Added new AWL requirement to cover the critical design features for primer applications.
47-AWL-03 – NGS Tubes and Fittings (Non-Piccolo Tubes): Revised the title and mitigation to reflect the critical installations covered by the AWL. Revised the Concern
statement to note the potential of arcing or sparking inside the tank. Revised the AWL steps to support the requirements of maintaining critical design features following an
engineering re-evaluation and to simplify the procedure. Incorporated a design change to remove fillet seals and added a fay seal and limited the application on some tasks.
Deleted the CDCCL item for re-installation of couplings, check valves, and isolators after their removal. Their replacement would be considered general workmanship. Deleted
“NGS Distribution/Short Segment Supply Tubes (Right Wing, between SOB Rib and Rib 2 Tube that Mates to the Check Valve and Bracket) (Applicable to 787-9)” and “Orifice
(Applicable to 787-8 Line Numbers 4 - 169, and all 787-9 Line Numbers)” subsections.
47-AWL-05 – NGS Piccolo Tubes: Revised the applicable rib locations in the Piccolo Tubes subheading for clarification.
57-AWL-09 – Inspection Requirements for Class 1A Seal Installations created as a result of Boeing Material Review Board: Revised applicability from “L/N 39 - 65 and 97- 99”
to “39 - 125, 127 - 128 and 245”. Added Line Number applicability for the AMMs for clarification in the Mitigation statement, and added AMM B787-A-57-05-03-34A-280B-A
and its Line Number applicability. Revised the Applicability Note by adding Line Number applicability and the cap, fillet, and edge seals (if applicable) requiring inspection.
57-AWL-11 – Fuel Vent Stringer Covers: Revised the AWL steps to support the requirements of maintaining design features when re-installing or replacing the Fuel Vent
Stringer Covers following an engineering re-evaluation. Limited the applicability of the critical fillet seal application around the Stinger Cover and Stringer Fitting to the Wing
Installation only.
Added Tables 5 - 7 to provide the 787-8 FQIS Wire Harness Separation information for 28-AWL-71.

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FEBRUARY 2015
Revised the title of Section C from “Program Notes” to “Definitions” to be consistent with other Section 9 documents, and added definitions for “Fastener(s) – Head and Tail”,
“Interference – Fit Fastener Bond” and “Fastener Bond to Conductive Finishes on Composites” to this section.
Deleted 21-AWL-02 – Cabin Air Compressor (CAC) as a result of analysis that determined this AWL does not contain any critical features required to support a compliance
finding to Title 14 CFR Section 25.981(d).
For the following AWLs, in addition to the revisions noted, the steps of each AWL were revised to align with streamlining guidelines.
28-AWL-01 – Center, Main, and Surge Fuel Tank Access Panel: Revised the title from “Main Fuel Tank Access Panel” to “Center, Main, and Surge Fuel Tank Access Panel”.
Revised AWL to include installation requirements from AWLs 28-AWL-02 and 28-AWL-03, and access panel installation requirements from 28-AWL-04 and 28-AWL-05.
Added a note to clarify the door position for the pressure relief valve and the vent scoop access panel installations. The electrical bonding resistance requirement for the "Surge
(Pressure Relief Valve) Fuel Tank Access Panel" was clarified to be less than 150K ohms between the clamp ring and the wing structure.
28-AWL-02 – Center Fuel Tank Access Panel: Deleted task; requirements are now contained in 28-AWL-01.
28-AWL-03 – Surge Fuel Tank Access Panel (Middle): Deleted task; requirements are now contained in 28-AWL-01.
28-AWL-04 – Surge Fuel Tank Pressure Relief Valve: Revised the title from “Surge Fuel Tank Access Panel (Pressure Relief Valve)” to “Surge Fuel Tank Pressure Relief
Valve”. Deleted access panel installation requirements, transferring that content to 28-AWL-01.
28-AWL-05 – Surge Fuel Tank Vent Scoop Assembly: Revised the title from “Surge Fuel Tank Access Panel (Vent Scoop Access Panel)” to “Surge Fuel Tank Vent Scoop
Assembly”. Deleted requirements for access panel installation, transferring that content to 28-AWL-01.
28-AWL-13 – Fuel Tank Vent Tube Bulkhead Fittings and Tubes: Revised the location in Step 2.a of the “Location Specific Tube Separation” subsection from “between Ribs
21 and 22” to “between Ribs 22 and 23” to correct a typographical error.
28-AWL-20 – Refuel/Jettison Tubes and Bulkhead Fittings Installations: Deleted AMM B787-A-28-21-08-03A-720A-A from the Mitigation statement, as the installations in this
task were reviewed and determined to no longer be critical. Added requirements for the Override/Jettison (O/J) Pump Inlet Tubing (Center Section) and SOB Bulkhead Isolator
– Reprime Tube. Combined the “Main Tank Rib 21 Bulkhead Fittings – Refuel Valve Tube” and “Main Tank Rib 21 Bulkhead Fittings – Refuel/Jettison Tube” subsections into
one new subsection titled “Main Tank Rib 21 Bulkhead Fittings – Refuel Valve and Refuel/Jettison Tubes”.
28-AWL-42 – Engine Fuel Feed Manifold (Center and Main Wing Tanks): Revised the "Fuel Feed Tubes" subsection to incorporate a design change limiting the installation of
fuel feed tubes to structure at Ribs 8 and 10 to Line Numbers 4 - 271. Combined the requirements for the "Rib 9 Bulkhead Isolator" and "Rib 11 Bulkhead Isolator" subsections
into one new subsection titled, "Ribs 9 and 11 Bulkhead Isolators". Revised subsection titles from "Inlet Tube Installation (Without Scavenge Tube Installed)" and "Inlet Tube
Installation (With Scavenge Tube Installed)" to "Inlet Tube Installation (Without Water Scavenge Outlet Tube Installed)" and "Inlet Tube Installation (With Water Scavenge
Outlet Tube Installed)".
28-AWL-43 – Fuel Scavenge Tubes and Fittings (Center and Main Wing Tanks): Revised the title of “Fuel Scavenge Tubes (Applicable to 787-8)” subsection to “Fuel
Scavenge Tubes (Applicable to 787-8, Line Numbers 4 - 271)” and incorporated a design change which removed the tube to rib bond path at Rib 5, Line Number 273 for the
787-8. Revised the title of the “Fuel Scavenge System SOB Bulkhead Fitting” subsection to “Fuel Scavenge System SOB Bulkhead Isolator” to better reflect the installation.
28-AWL-71 – FQIS In-Tank Wring Harness Installation: Revised the AWL and associated AMM tasks by updating the critical task wording in both documents to the agreed to
“streamlining” standard.
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FEBRUARY 2015, Continued

Table 7 – 787-8 FQIS Wire Harness Separation to Systems Components (28-AWL-71): Revised the separation requirement for the Channel A Wire Harness applicable to Line
Numbers 4 - 271 and Line Numbers 273 and subsequent between Ribs 10 and 11. This revision is due to a rerouting of the hydraulic tubing which was being used as the
reference point to verify the slack requirement. Added a new “N/A” requirement for 787-8 airplanes, Line Numbers 273 and subsequent between Ribs 12 and 13 because the
same hydraulic tubing re-routing moved the tubing which the air gap separation requirement was from, so this requirement is no longer applicable at that location.
28-AWL-78 – Hydraulic Line Penetrations: The associated AMM tasks were revised to incorporate the removal of an isolator on the Right and Left Hydraulic Systems and the
associated hydraulic tubing re-routing.
57-AWL-01 – Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Revised the AWL to provide clarification of the “Inspection Areas” and standardized the
inspection task organization to align with the AWL streamlining guidelines. Revised Step 4 from a “restore” step to a “repair” step for the sealant to better align the AWL with
the wording in the AMM. Added Step 4.a to cover requirements for injection seal repair.
57-AWL-10 – Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Revised the AWL to provide clarification of the "Inspection Areas" and
standardized the inspection task organization to align with the AWL streamlining guidance. Revised Step 4 from a “restore” step to a “repair” step for the sealant to better align
the AWL with the wording in the AMM. Added Step 4.a to cover requirements for injection seal repair. AMM B787-A-57-05-03-35A-280B-A was removed as a referenced
document from this AWL. The inspections that were specified in that document are now contained within B787-A-57-05-03-26A-280B-A.

MAY 2015
Added the following terms and their definitions to Section C, Definitions: Removed and Reinstalled or Replaced, Disturbed, FAA Oversight Office, and Maintenance.
28-AWL-42 – Engine Fuel Feed Manifold (Center and Main Wing Tanks): Deleted "Mitigation” from the second paragraph to align with streamlining standards. Revised the
first sentence of the second paragraph by replacing "When re-installing or replacing” with "If” and adding “are removed and reinstalled or replaced" for clarification. Revised
Item 1 in the "Fuel Tube Clearances (Applicable to 787-8)" section of this task to be applicable to the distance between the “Fuel Quantity Indicating System (FQIS) wire
harness" instead of "the harness".
28-AWL-74 – Fuel Tube Repairs: Deleted "Mitigation" from the second paragraph to align with streamlining standards. Revised the first sentence of the second paragraph by
revising “are in accordance with” to “must be performed in accordance with” for clarification. Revised the last sentence by replacing “that are not approved as part of the type
design are prohibited” with “must be approved by the FAA Oversight Office” to reflect new approval requirements.
28-AWL-80 – Fuel Tube Routing and Connections: Deleted "Mitigation” from the second paragraph to align with streamlining standards. Replaced "rebuilding" with
"preventative maintenance" and added “changes of the” to clarify the intent of the task. Revised the last sentence by replacing “that are not approved as part of the type design
are prohibited” with “must be approved by the FAA Oversight Office” to reflect new approval requirements.
28-AWL-84 – Fuel Pump and Fuel Pump Housing Repairs and Maintenance: Deleted "Fuel Pump Pressure Switch" and added "Fuel Pump Housing" to the title for clarification.
Added “and fuel pump housings” to the Concern statement to match the title. Deleted "Mitigation" from the text and reformatted the paragraphs to align with streamlining
standards. Revised the Eaton Cage Code from “VK2523” to “K2523”. Added "Supplier Service Bulletin" to Items 1a and 1b. Replaced "overhaul, rebuilding" with "preventative
maintenance" to clarify the intent of the task and deleted "pump pressure switch" from the list of items for which maintenance, preventative maintenance, or alterations of is not
permitted. Maintenance of the Pressure Switch is now addressed by 28-AWL-95. Revised the second paragraph by replacing “is not permitted” with “must be approved by the
FAA Oversight Office” to reflect new approval requirements.
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MAY 2015, Continued

28-AWL-85 – Fuel System Valve Repairs and Maintenance: Deleted "Mitigation" from the second paragraph to align with streamlining standards. Replaced "overhaul,
rebuilding" with "preventative maintenance" to clarify the intent of the task and deleted "drive shafts" and "sump drain valves" from the list of items for which maintenance,
preventative maintenance, or alterations of is not permitted. Drive shafts are now addressed by 28-AWL-93 and sump drain valves are addressed by 28-AWL-94. Revised the
second paragraph by replacing “is not permitted” with “must be approved by the FAA Oversight Office” to reflect new approval requirements.
28-AWL-86 – Fuel Quantity Data Concentrator (FQDC) – Electrical Design Features: Revised the title from “FQIS Components” to "Fuel Quantity Data Concentrator (FQDC) –
Electrical Design Features”. Revised the Concern statement by replacing the reference to “FQIS components” with “FQDC” only. Deleted the following from the list of
applicable components: Fuel Height Sensor, Compensator, Densitometer, and Out-tank Wiring Harness. CMM coverage of these items is not subject to CDCCL Control.
However, the on-airplane installations are subject to CDCCL Control in separate AWLs, where applicable. Deleted "Mitigation” from the second paragraph to align with
streamlining standards. Revised the second paragraph to refer solely to the FQDC and to clarify the requirements that must be met for FAA approval.
Added the following new AWLs: 28-AWL-93 – Fuel and NGS Driveshaft – Valves – Electrical Design Features, 28-AWL-94 – Sump Drain Valves – Electrical Design Features,
and 28-AWL-95 – Fuel Pump Pressure Switch – Electrical Design Features.
47-AWL-10 – Vent System: Revised “the flammability” to “flammability” in the Concern statement to correct a grammatical error. Deleted "Mitigation” from the second
paragraph to align with streamlining standards. Replaced "rebuilding" with "preventative maintenance" to clarify the intent of the task and replaced “that are not approved as
part of the existing type design configuration are prohibited” with “must be approved by the FAA Oversight Office” to clarify approval requirements.
47-AWL-11 – NEA Distribution Systems Modification: Deleted "Mitigation” from the second paragraph to align with streamlining standards. Replaced "rebuilding" with
"preventative maintenance" to clarify the intent of the task and replaced “that are not approved as part of the existing type design configuration are prohibited” with “must be
approved by the FAA Oversight Office” to clarify approval requirements.
47-AWL-12 – NGS and Vent System Valve and Supporting Component Repairs and Maintenance: Revised the Concern statement to clarify the intent of the task. Deleted
"Mitigation” from the second paragraph to align with streamlining standards. Replaced "overhaul, rebuilding" with "preventative maintenance" to clarify the intent of the task
and deleted "drive shafts" from the list of items for which maintenance, preventative maintenance, or alterations of is not permitted. Drive shafts are now addressed by 28-AWL-
93. Replaced “is not permitted” with “must be approved by the FAA Oversight Office” to clarify approval requirements.

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JULY 2015
Added the term “Fillet Seal” and its definition to Section C, Definitions.
Revised Section C. Materials/Coatings. Revised chemical conversion to include another type of chemical conversion "Alodine 1000 or 1500" and to specify how the material
will be called out in the AWLs. Added definitions for the following approved lacquer materials – Lacquer Sealant and Component Sealant.
Revised Section C. Table Format. Revised Description by removing critical design aspects listing over to align with the latest streamlining standards. Within the 787 SCI
document if steps order is critical, the AWL either references the AMM as "in accordance with" or the step order is explicitly noted as critical.
28-AWL-11 – Surge Tank Drain Check Valve: Revised the mitigation paragraph to be consistent with the simplification standards. Removed the resistance measurement from
the nuts to the check valve. Removed the fay and fillet seal applications between the drain check valve and the rib. Removed the brushcoat and fillet seal applications on the
nuts and washers. Revised the resistance measurement(s) to be "less than" instead of "or less" than the stated requirement. Revised the remaining design features utilizing
the simplification standards.
28-AWL-36 – Fuel Scavenge Isolation Check Valve: Revised the mitigation paragraph to be consistent with the simplification standards. Revised steps utilizing simplification
standards. Revised the resistance measurement(s) to be "less than" instead of "or less". Removed the resistance measurement from the nuts to the check valve. Removed
cleaning and sealing between check valve and bulkhead fitting. Removed the brushcoat application on the bolts, nuts and washers. Removed torque requirement on nuts.
28-AWL-84 – Fuel Pump Repairs and Maintenance: Removed "Fuel Pump Housing" from the title and concern. Deleted maintenance restriction requirements for APU pump
housing, boost pump housing and override/jettison pump housing from procedure. These items are now covered in newly added AWLs 28-AWL-96, 28-AWL-97 and 28-AWL-
98.
28-AWL-85 – Fuel System Valve Repairs and Maintenance: Removed "and Supporting Component" from the title as there are not supporting components covered by this task.
Revised task by replacing "repair or overhaul" with "maintenance" to be consistent with the streamlined standards. Deleted maintenance restriction requirements for the "refuel
adapters" from 28-AWL-85. The refuel adapters are now covered under 28-AWL-99.
28-AWL-86 – Fuel Quantity Data Concentrator (FQDC): Electrical Design Features. Revised to remove the maintenance restrictions on this component to allow maintenance
to be performed "in accordance with UTC Aerospace Systems 89305 CMM 28-41-79 Revision 2 or later".
28-AWL-90 – Fuel Vent Drain Valve Installed on Vent Stringer Cover: Revised the mitigation paragraph to be consistent with the simplification standards. Removed O-ring
requirement. Removed torque requirements on bolts. Removed the fillet seal application between drain valve and vent stringer cover. Revised the remaining design features
utilizing the simplification standards.
57-AWL-01 – Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Revised the mitigation paragraph and design features to be consistent with the
simplification standards. Limited Inspection Area D applicability to 787-9 aircraft, Line Numbers 126 - 313.
57-AWL-11 – Fuel Vent Stringer Covers: Revised the mitigation paragraph to be consistent with the simplification standards. Removed torque requirement on nuts. Removed
cap seal and fillet seal applications between the stringer cover and stringer fitting outboard of SOB Rib. Revised the remaining design features utilizing the simplification
standards.
Added the following new AWLs: 28-AWL-96 – Override/Jettison Pump Housing Electrical Design Features, 28-AWL-97 – Boost Pump Housing Electrical Design Features,
28-AWL-98 – APU DC Pump Housing Electrical Design Features, 28-AWL-99 – Refuel Adapter Electrical Design Features, and 28-AWL-100 – Fuel System Flapper Drain
Valve Electrical Design Features.

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AUGUST 2015
Revised Section C. Materials/Coatings, by adding the approved component sealant material “CS2: MC-238A” to the “Component Sealant” section of the Materials/Coatings
table.
28-AWL-84 – Fuel Pump Repairs and Maintenance: Deleted the last step, as it is no longer applicable. The APU pump is now covered under 28-AWL-115 and the scavenge
jet pumps are now covered under 28-AWL-110 and 28-AWL-111.
28-AWL-85 – Sump Drain Valve Hose Assembly Electrical Design Features: Revised the title from "Fuel System Valve Repairs and Maintenance" to the current title. Deleted
maintenance restriction requirements for remote valve bodies, pedestal valve bodies, in-tank check valves, and in-tank pressure relief valves. Maintenance requirements for
these components are now covered under the following new AWLs: 28-AWL-102, 28-AWL-104, 28-AWL-105, 28-AWL-106, 28-AWL-107, 28-AWL-108, 28-AWL-109, 28-AWL-
112, 28-AWL-113, 28-AWL-114, and 28-AWL-116. Deleted the maintenance restriction for the sump drain valve hose assembly and provided instructions for what must be
verified if this component is removed for overhaul, repair, or bench testing.
28-AWL-100 – Fuel System Flapper Drain Valve Electrical Design Features: Added the UTC Aerospace Systems CMM Number to be used as applicable; component has
identical critical features as the Eaton Component (CMM 28-22-04).
Added the following AWLs for ATA 28: 28-AWL-101 – Main Tank Float Vent Valve Electrical Design Features, 28-AWL-102 – Surge Tank Pressure Relief Valve Electrical
Design Features, 28-AWL-103 – Center Tank Float Vent Valve Electrical Design Features, 28-AWL-104 – 2 ½ Inch Check Valve Electrical Design Features, 28-AWL-105 –
Anti-Cross Flow Check Valve Electrical Design Features, 28-AWL-106 – 2 Inch Remote Valve Electrical Design Features, 28-AWL-107 – 1 Inch Pedestal Valve Electrical
Design Features, 28-AWL-108 – 3/4 Inch Remote Valve Electrical Design Features, 28-AWL-109 – 2 Inch Check Valve Electrical Design Features, 28-AWL-110 – Jet Pump –
Fuel Transfer Scavenge Electrical Design Features, 28-AWL-111 – Jet Pump – Water Scavenge Electrical Design Features, 28-AWL-112 – 3/4 Inch Check Valve Electrical
Design Features, 28-AWL-113 – 3 Inch Check Valve Electrical Design Features, 28-AWL-114 – Pressure Relief Valve Electrical Design Features, 28-AWL-115 – APU DC
Pump Electrical Design Features, 28-AWL-116 – 2 Inch Valve Body Electrical Design Features, and 28-AWL-117 – Refuel/Jettison Manifold Drain Valve and APU Thermal
Relief Valve Repairs and Maintenance.
47-AWL-12 – NGS 1 Inch Remote Valve Electrical Design Features: Revised the title from “NGS and Vent System Valve and Supporting Component Repairs and
Maintenance” to the current title. Deleted maintenance restriction requirements for check arrestor valve, in-tank check valves, in-tank remote and pedestal valve bodies, and
float vent valves. Maintenance requirements for the other components are now covered under the following new AWLs: 28-AWL-101, 28-AWL-103, 47-AWL-15, 47-AWL-16,
47-AWL-17, 47-AWL-18, 47-AWL-19, and 47-AWL-20. Added instructions for what must be verified if the NGS 1 Inch Remote Valve is removed for overhaul, repair, or
bench testing.
Added the following AWLs for ATA 47: 47-AWL-15 – NGS 1.5 Inch Remote Valve Electrical Design Features, 47-AWL-16 – NGS 1 Inch Pedestal Valve Electrical Design
Features, 47-AWL-17 – NGS 1 ½ Inch Pedestal Valve Electrical Design Features, 47-AWL-18 – NGS 1 ½ Inch Check Valve Electrical Design Features, 47-AWL-19 –
NGS 1 ¼ Inch Check Valve Electrical Design Features, and 47-AWL-20 – Check Arrestor Valve Electrical Design Features.

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SEPTEMBER 2015
28-AWL-20 – Refuel/Jettison Tubes and Bulkhead Fittings Installations: Deleted the requirements for the Fuel Jettison Tube in the Trailing Edge and Boeing AMM B787-A-28-
21-08-11A-720A-A from the mitigation, as the installations were reviewed and determined to no longer be critical. Revised the order of design features in each item to follow a
more logical flow. Revised AWL to include a design change to harmonize the fastener joints between the 787-8 and 787-9 for the bulkhead isolators installed on Rib 11 by
limiting the applicability to Line Numbers 4 - 367 for the 787-8, for Step c in Item 11, Main Tank Rib 11 Bulkhead Isolator. Revised the requirements in Step k.i in Item 4, Center
Tank Refuel Valve Tubes, for when the minimum distance between the pre-cured sealant caps and the rib is less than 0.10 inch (2.54 mm) to be applicable to just the 787-8.
Revised several items to identify the fillet seal application as “Type 2”. Revised the numbering and remaining design features to meet simplification standards.
28-AWL-42 – Engine Fuel Feed Manifold (Center and Main Wing Tanks): Revised AWL to incorporate two design changes. The first change was to harmonize the fastener
joints between the 787-8 and 787-9 for the bulkhead isolators installed on Ribs 9 and 11, this is reflected by limiting the applicability of Item 4, step c to 787-8, L/N 4 - 367. The
second change was removal of the isolator installed along Rib 10 along with the welded flange that was bonded to the bracket on Rib 10 for cost savings and rate improvement
purposes. The AWL was revised to reflect this by limiting the applicability of Section 1, “Fuel Feed Tubes", to the 787-9, at Rib 10, for L/N 126 - 371. Revised the order of design
features in each item to follow a more logical flow and revised several items to identify the fillet seal application type as “Type 2”. Revised the numbering and remaining design
features to meet simplification standards.
28-AWL-117 – APU Thermal Relief Valve Electrical Design Features: Revised the title from "Refuel/Jettison Manifold Drain Valve and APU Thermal Relief Valve Repairs and
Maintenance" to the current title. Deleted the maintenance restrictions on the Refuel/Jettison Manifold Drain Valve and APU Thermal Relief Valve, as these instructions are
now addressed in 28-AWL-118.
28-AWL-118 – Refuel/Jettison Manifold Drain Valve Electrical Design Features: Added new AWL to provide maintenance instructions for the Refuel/Jettison Manifold
Drain Valve.

FEBRUARY 2016
Added the definitions for “Fay Sealed Ground Stud Assembly” and “Fay Surface Bond Sealed with Corrosion Inhibiting Compound” to Section C, Definitions.
Deleted the word “Electrical” from the title of the following AWLs because the existing titles did not encompass all design feature types within a given AWL: 28-AWL-85, 28-
AWL-96 through 28-AWL-99, 28-AWL-101 through 28-AWL-118, 47-AWL-12, and 47-AWL-15 through 47-AWL-20.
28-AWL-29 – Fuel Cross-Feed Valve Actuator: Revised the Description text and numbering to align with the latest streamlining standards. Deleted existing Steps 1 and 2 as
these requirements are now covered in the new Step 1. Added the requirement that the fay bond electrical resistance is verified without the electrical connectors attached. The
following requirements were deleted: Verification of the application of torque for the v-band clamp, verification of the application of torque for the bonding jumper terminal to
actuator fastener, and verification of the squeeze out of sealant during the bonding jumper to actuator installation. Deleted existing Steps 5 and 6 as these requirements are
now covered in new Step 3.b. Added new Step 3.a to provide instructions for the installation of the bonding jumper terminals to structure if removed.
28-AWL-84 – Fuel Boost Pump Design Features: Revised the title from "Fuel Pump Repairs and Maintenance”. Revised the Description text to be consistent with streamlining
standards Added steps to this AWL for the critical features of the maintenance of the Fuel Boost Pump. Revised the reference to Eaton (K2523) Component Maintenance
Manual (CMM) 28-24-39 for the Fuel Boost Pump to be "refer to" instead of "in accordance with" and updated the applicable revision level to Revision 3 or later. Deleted
references to the Override Jettison Pump, as these requirements are now covered under new AWL 28-AWL-119.
Added new AWL 28-AWL-119 - Override Jettison Pump Design Features. These requirements were previously in 28-AWL-84. This AWL includes steps for the critical features
of the maintenance of the Override Jettison Pump, referencing Eaton (K2523) CMM 28-24-37 at Revision Level 5 or later.
(Continued on next page)

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FEBRUARY 2016, Continued.

47-AWL-01 – Nitrogen Generation System (NGS) Isolation Valve Actuator: Revised the Description text and step numbering to align with the latest streamlining standards.
Deleted existing Steps 1 and 2 as these requirements are now covered in the new Step 1. Added the requirement that the fay bond electrical resistance is verified without the
electrical connectors attached. The following requirements were deleted: Verification of the application of torque for the v-band clamp, verification of the application of torque
for the bonding jumper terminal to actuator fastener, and verification of the squeeze out of sealant during the bonding jumper to actuator installation. Added new Step 3.a to
provide instructions for the installation of the bonding jumper terminals to structure if removed. Deleted existing Steps 5 and 6 as these requirements are now covered in new
Step 3.b.
57-AWL-01 – Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Revised the Description text to be consistent with streamlining standards. The sealant
repair or replacement requirement was revised to require that sealant repair or replacement must be approved by the FAA Oversight Office.
57-AWL-07 – Bolt Locations at SOB and Nacelle Fittings: Revised the Description text and numbering to be consistent with streamlining standards. Revised the sealant
adhesion check to include pass/fail criteria. The sealant repair or replacement requirement was revised to require that sealant repair or replacement must be approved by the
FAA Oversight Office.
57-AWL-08 – Dielectric Top on Wing Surface: Revised the Description text and numbering to align with the latest streamlining standards. Deleted "NOTE" from the
Applicability column and the "Applicability Note" from the Description. Added the applicable Line Numbers to new Steps 2.a and 2.b. Revised the applicability of new Step 2.b
due to a design change.
57-AWL-10 – Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Revised the Description text and numbering to be consistent with
streamlining standards. Revised the sealant adhesion check to include pass/fail criteria. The sealant repair or replacement requirement was revised to require that sealant
repair or replacement must be approved by the FAA Oversight Office.
Added new AWL 57-AWL-12 – Structural Sealant Repairs: Added new AWL for the repair of structural sealant.

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REVISION AND REVISION DESCRIPTION

JUNE 2016
Deleted the Boeing submittal signature column and 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 the description and step numbering of the following AWLs, including the deletion and addition of steps, to align the AWLs with the latest publication standards.
28-AWL-28 – Fuel Crossfeed Valve Body and Driveshaft: Added requirement for Corrosion Inhibiting Compound to align with standard O-ring installation. Deleted the
application of torque on the valve body and the fastener sealant squeeze out requirements, as these are not critical for the installation. Added steps for installations of non-
12M0033 Valve Bodies onto Line Numbers 4 - 54. Revised electrical bonding resistance on fastener tail for 787-8 Line Number 130 and subsequent and 787-9. The resistance
was revised from 1.5 milliohms to 1.0 milliohms. Revised step to specify the application of a pre-cured sealant cap to the tail of each fastener for 787-9.
28-AWL-34 – Fuel Scavenge Jet Pump: Deleted step related to coupling because it is already addressed by 20-AWL-03. Deleted torque, brushcoat application, and chemical
conversion application because these are not critical for this installation.
28-AWL-49 – Override/Jettison Pump Housing: Deleted steps for fastener sealant squeeze out, torque, chemical conversion, and cleaning, as these are not critical for this
installation. Deleted steps related to the B-nut, as this is already addressed by 20-AWL-01.
28-AWL-57 – APU DC Fuel Pump Housing: Deleted steps for torque, chemical conversion, and cleaning, as these are not critical for the installation. Deleted the cap seal
requirement for the associated doubler installation.
28-AWL-64 – Fuel Jettison Isolation Valve Body and Driveshaft: Added requirement for Corrosion Inhibiting Compound to align with standard O-ring installation. Deleted the
application of torque on the valve body and the fastener sealant squeeze out requirements, as these are not critical for the installation. Added steps for installations of non-
12M0033 Valve Bodies onto Line Numbers 4 - 54. Revised electrical bonding resistance on fastener tail for 787-8 Line Number 130 and subsequent and 787-9. The resistance
was revised from 1.5 milliohms to 1.0 milliohms. Revised step to specify the application of a pre-cured sealant cap to the tail of each fastener for the 787-9.
47-AWL-02 – NGS Isolation Valve Body and Driveshaft:. Added requirement for Corrosion Inhibiting Compound to align with standard O-ring installation. Deleted steps for
torque and sealant application to the rib, as these are not critical for this installation. Added step to provide coverage for the installation of the permanent fastener in the rib.
Revised fastener bonding steps to add coverage for installations of non-7012060H02 Valve Bodies onto Line Numbers 4-54. Revised step to specify the application of a pre-
cured sealant cap to the tail of each fastener for the 787-9.

AUGUST 2016
28-AWL-90 – Fuel Vent Drain Valve Installed on Vent Stringer Cover: Deleted the wet installation of fasteners as this was determined not to be an ignition prevention feature.
47-AWL-03 – Nitrogen Generation System (NGS) Tubes and Fittings (Non-Piccolo Tubes): Deleted the following steps as they are no longer critical to this installation: the
inspection of sealant squeeze-out, O-ring installation in the groove of the bulkhead fitting or tube, installation of an isolator at the right Side-of-Body Rib, and torque application
on fasteners attaching the bulkhead fitting to the left Side-of-Body Rib. Revised steps to reflect production Line Number applicability. Revised steps for sealant application to
fasteners on the right wing Rib 2 installation. Added steps to cover the application of a fillet seal along the edge of the joints between the bulkhead fitting and the rib. Added
requirement for the removal of EME sleeves at certain ribs where sleeve removal is necessary to remove the NGS tubes.
57-AWL-01 – Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Revised Step 3.g to incorporate a production change that adds Class 1A edge seals
inboard of Rib 9. Revised AMM procedure B787-A-57-05-03-02A-280B-A to reflect the new inspection requirement from the production change.
57-AWL-10 – Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Revised AMM Procedure B787-A-57-05-03-26A-280B-A to reflect the
new inspection requirement from a production change.

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REVISION AND REVISION DESCRIPTION

NOVEMBER 2016
Revised Section A. Accomplishment Instructions - General Information to removed definition for "disturbed" and reference to "damage".
Revised Section A. Supporting Documentation to revise Applicable Series from "787-8 and 787-9" to "787-8 (Line Number 6 and on) and 787-9".
Revised Section C. Definitions to add the definition for "Damaged". Revised "Bonding Resistance" definition by deleting AMM reference for AWLs that referred to a table for
bonding resistance "AMM B787-A-20-10-09-05A-366A-A". Added the term “Clamp and Tube Bond” and its definition. Revised “Sealant Installation Process” to state that the
installation tolerances are contained within 28-AWL-83, “Fuel Tank Sealant Installation”.
Revised 28-AWL-89, 57-AWL-02, 57-AWL-03, 57-AWL-05 and 57-AWL-06 interval text from "Interval Note" to "NOTE" to be consistent with document standards.
28-AWL-10 - Fuel Vent Float Valve (Main and Center Tanks): Revised procedure to align with the publication standards. Deleted the torque requirement and the specific
dimensions of the fillet seal because these features are not critical for this installation. Revised the wet installation step to align with a production change.
28-AWL-20 - Refuel/Jettison System Transport Elements: Revised procedure and title to align with the publication standards. Revised fastener spot bond steps to allow
optional fastener direction for the refuel valve outlet tubes. Clarified requirements for fasteners at the side of body for Line Number 6 Revised the fillet seal step on Rib 11 to
align with a production change.
28-AWL-42 - Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks): Revised procedure and title to align with the publication standards. Revised the
bonding jumper steps for the front spar bulkhead fitting to align with the publication standards. Revised the fillet seal step on Rib 11 to align with a production change.
28-AWL-54 – Auxiliary Power Unit (APU) System Transport Elements – In Tank: Revised the title to align with the publication standards. Deleted the following steps as they
are no longer critical to this installation: the requirement for isolator, clamp, and O-ring installations, the requirement for torque application on fasteners that attach the bulkhead
isolator to the rib, the APU Feed Inlet to the APU Feed Screen, and the APU Feed Inlet to the mounting bracket, and inspection of sealant squeeze-out around the fasteners.
Revised electrical bonding resistance and fillet seal application steps for clarification. Added clearance requirement and brushcoat sealant applications for APU Feed Inlet
installations.
28-AWL-83 - Fuel Tank Sealant Installation; Revised numbering of all steps to align with streamline standards. Revised Step 7.a. New Fillet Seal by adding reference to "Type
1, Type 2 and others" to title and added the following definition to Step 7.a. for clarification for Type 1 and Type 2 seals: "i. Type 1 fillet seals have different critical dimensions
than Type 2 fillet seals. ii. Type 1 fillet seals shall be used unless an AWL specifically requires Type 2 fillet seals."
28-AWL-88 – Structural Repairs: Revised the Concern statement and deleted the Mitigation paragraph, as this information is now covered within the AWL. Added text to align
with verbiage used in other model documents to identify the appropriate nomenclature that will be used when alternate repair procedures are approved and meet the
requirements of this AWL. Added steps to prohibit the maintenance, repair or alteration of bonding jumper connections to structure, not already covered by the SCI.
47-AWL-07 – Nitrogen Generation System (NGS) Spar Mounted Check Valve: Deleted the following steps as they are no longer critical for this installation: verifying that the
check valve is not obstructed, inspection of sealant squeeze-out, and application of a fillet seal between the check valve and the insulator. Revised the fastener installation
torque from 18 in.-lb. with a re-torque of 18 in.-lb. to 30 in.-lb. with no re-torque.
51-AWL-01 – Wing and Pylon Finish Application: Revised AWL title from “Wing Paint Thickness” to “Wing and Pylon Finish Application” and specified maximum allowable dry
film thicknesses of a variety of finishes. Added definitions of “finish” and “total dry film thickness”. Specified allowable materials for exterior topcoat finishes and added AMM
references where applicable. Added text to align with verbiage used in other model documents to identify the appropriate nomenclature that will be used when alternate repair
procedures are approved and meet the requirements of this AWL.
Revised Appendix B. Reporting Results of Structural Inspections to clarify what "Discrepant Structure Report Form" is used.

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FEBRUARY 2017
57-AWL-01 - Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Revised steps to align with the publication standards by listing applicable airplanes at the
beginning of the required inspection steps rather than at the end of the requirement. Added step 1.c.i. to align with production changes that allow for use of pre-cured seals at
certain locations for Line Numbers 554 and on. Revised the required inspection areas in the referenced AMM procedures.
57-AWL-10 - Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Revised steps to align with the publication standards by listing
applicable airplanes at the beginning of the required inspection steps rather than at the end of the requirement. Revised the required inspection areas in the referenced AMM
procedures.
57-AWL-13 - Added new AWL “Inspection Requirements for In-Tank Fasteners and Edge Seal near Disbond Arrestment (DBA) Fastener Installations in Lightning Zone 2” for
the inspection of In-Tank fasteners and Edge Seal.

APRIL 2017
Revised page numbering throughout document to differentiate each section including front matter, Summary of AWLs, Supplemental AWL Tables, and the Appendices for
clarification and easier identification of each section.
Revised and relocated "Summary of AWLs" from Section C. Definitions to a new Section D. Summary List of AWLs to be consistent with other model SCI documents. These
AWLs are now in their own section separate from the front matter and definitions material. Added a heading to the first page of each ATA chapter in the Summary of AWLs
tables identifying which ATA the AWLs and CDCCLs reside in for easier identification when reviewing the document which will assist with finding specific AWLs. These ATA
headings will also appear in the Table of Contents and Bookmarks.
Revised the section containing Tables 1 through 7 to a new Section E. Supplemental AWL Tables to better separate the supplemental tables from the summary list of AWLs.
Revised Section E. Supplemental AWL Tables to remove general note about units from Tables 1 through 4, as the units are now contained within the table. Revised the Table
2 title to 787-9 FQIS Wire Harness Separation to Structure (Between SOB Ribs). Revised table 3 location wording to better identify the center section locations.
28-AWL-19 - Refuel/Jettison Manifold Drain Valve: Revised procedure including grammatical changes to align with the publication standards. Deleted the following steps as
they are no longer critical for this installation: requirements for sealant squeeze-out around the fasteners and the requirements for fastener torque. Added a fillet sealed fay
surface bond for 787-8, Line Numbers 39 and on, and a fay surface bond with a brushcoat seal for the 787-9. Added a step to apply a brushcoat seal to the head and tail of
each fastener, applicable to Line Numbers 126 and on.
28-AWL-62 - Fuel Jettison Nozzle Valve: Revised procedure including grammatical changes to align with the publication standards. Deleted the steps for torque application and
inspection of sealant squeeze-out as they are no longer critical for this installation. Added step to clarify requirements for fay bond application on the 787-8. Revised the steps
for wet installation of the fasteners and brushcoat sealant application to align with production configurations for the 787-8 and 787-9.
28-AWL-91 - FQIS In-Tank Wiring Harness Installation / Spar Connector Installation: Revised procedure and title including grammatical changes to align with the publication
standards. Revised the electrical bonding resistance and fastener sealant requirements for the spar connector installation. Revised the applicability for steps that identify
locations where no tie straps are installed to align with a production change. Added locations where multiple tie straps are required to align with a production change.
47-AWL-03 - Nitrogen Generation System (NGS) Distribution Transport Elements: Revised procedure and title including grammatical changes to align with the publication
standards. Deleted certain EME sleeve installation steps as they are now addressed by 47-AWL-05.

(Continued on next page)

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APRIL 2017, Continued

47-AWL-05 - Nitrogen Generation System (NGS) Supply Transport Elements: Revised procedure and title to align with the publication standards. Deleted the following steps as
they are no longer critical to this installation: isolator and clamp installation, the requirement for tube alignment, the verification of sealant squeeze-out around the fasteners, the
installation of a pre-cured sealant cap at Rib 10, and the requirement for tube installation at Rib 10 for Line Numbers 4 - 34. Added the requirement for a clearance
measurement for the tube between Ribs 11 and 12 and combined the requirements for a tube installation at Rib 10 for Line Numbers 35 and on with the new EME sleeve
requirements step. Added applicability for the fastener wet installation to include 787-8, Line Numbers 6 - 34. Added the requirements for the installation of the EME sleeves at
certain ribs.
47-AWL-06 - NGS Isolation Valve Adapter: Revised procedure including grammatical changes to align with the publication standards. Added requirement for corrosion
inhibiting compound to align with standard O-ring installation.
47-AWL-14 - NGS Isolation Valve: Revised procedure including grammatical changes to align with the publication standards. Added requirement for corrosion inhibiting
compound to align with standard O-ring installation. Deleted the torque requirement as it is not critical for this installation.
57-AWL-01 - Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2): Added clarification to align with the production configuration for line number 586, as the
LN 586 inspection requirements are addressed in 57-AWL-15.
57-AWL-07 - Bolt Locations at SOB and Nacelle Fittings: Added clarification to step 5.b. due to align with the production configurations for line number 586, as the LN 586
inspection requirements are addressed in 57-AWL-15.
57-AWL-10 - Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18: Added clarification to align with the production configuration for line
number 586, as the LN 586 inspection requirements are addressed in 57-AWL-15.
57-AWL-11 - Fuel Vent Stringer Covers: Revised procedure including grammatical changes to align with the publication standards. Reorganized steps by Line Number to
improve clarity. Revised applicability of fastener sealant steps and faying surface seal steps to align with a production change. Added the requirement for a fay sealed fay
surface bond to align with a production change Revised the electrical bonding resistance values for LN 570 and on to align with a production change.
57-AWL-12 - Structural Sealant Repairs: Revised applicability to add L/N 10. Revised step 1 to apply to 787-9 airplanes. Added clarification to align with the production
configuration for line number 586, as the LN 586 inspection requirements are addressed in 57-AWL-120. Added step 2 to include repair instructions for fillet seals added as a
result of a MRB configuration for line number 10.
Added the following new AWLs: 28-AWL-120 - Left Wing, Side of Body Chord, Lower Skin and Stringer No. 2 Sealant Application, 57-AWL-14 - Supplemental Inspection
Requirements for Pre-cured Sealant Caps, Fillet Seals, and Edge Seals associated Stringer Splice Fitting installation located at Right Wing Upper Panel Stringer No.3, just
Outboard of the Side of Body Rib, and 57-AWL-15 - Inspection Requirements for Pre-cured Sealant Caps, Injection Seals, Fillet Seals, and Edge Seals associated with Left
Wing Lower Panel Stringer No.2 Attachment to the Lower Side of Body Chord.

JUNE 2017
57-AWL-16 - Added new AWL "Supplemental Inspection Requirements for Edge Seals located at Left Wing Upper Panel Stringer No. 19, Between Ribs 8 and 9" for the
inspection of added in-tank Edge Seal on L/N 597.

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AUGUST 2017
Revised Section C. Definitions to add the definition for “New Wiring.”
21-AWL-01 – Air Conditioning Pack Insulation: Revised the mitigation paragraph to state any alteration to the Air Conditioning Pack Insulation installations (material, thickness,
location, presence, etc) requires approval from the FAA Oversight Office. Added text to identify the appropriate nomenclature that will be used when alternate repair procedures
that meet the requirements of this AWL are approved.
28-AWL-38 – Fuel Return Isolation Valve Driveshaft: Deleted this task as the Fuel Return System is no longer a configuration in the fleet.
28-AWL-39 – Fuel Return Isolation Valve Body: Deleted this task as the Fuel Return System is no longer a configuration in the fleet.
28-AWL-40 – Fuel Return Isolation Valve Actuator: Deleted this task as the Fuel Return System is no longer a configuration in the fleet.
28-AWL-41 – Fuel Return Tubes and Bulkhead Fittings in the Fuel Tank: Deleted this task as the Fuel Return System is no longer a configuration in the fleet.
28-AWL-47 – Fuel Return Isolation Valve Adapter: Deleted this task as the Fuel Return System is no longer a configuration in the fleet.
28-AWL-75 - Fuel Leaks: Revised the Mitigation paragraph to meet publication standards and to clarify what action must be taken when a fuel leak is identified.
28-AWL-76 – External Wires Over or Adjacent to the Wing Center Section (Non-FQIS (Fuel Quantity Indicating System) Wiring): Revised title to specify "Wing Center Section"
instead of "Center Wing Tank" to avoid confusion with 28-AWL-79. Added step to provide guidance on the requirements for approving new Electrical Wiring Interconnection
System (EWIS) installations. Added references to the AMM tasks which contain the access and inspection steps required for maintenance.
28-AWL-79 – External Wiring within the Wing Leading or Trailing Edge (Non-FQIS (Fuel Quantity Indicating System) Wiring): Added a step to provide guidance on the
requirements for approving new Electrical Wiring Interconnection System (EWIS) installations. Added references to the AMM tasks which contain the access and inspection
steps required for maintenance.
28-AWL-81 – Auxiliary Fuel Tanks: Revised the mitigation paragraph to align with the latest publishing standards; no technical changes were made.
28-AWL-82 – Fuel Quantity Indicating System (FQIS) – Out Tank Wiring Installation Separation Requirement: Revised the mitigation paragraph to meet current publishing
standards including enumerating the requirements as steps of the AWL. Added a requirement that all new wires added to the airplane have a voltage source <1340V.
28-AWL-83 – Fuel Tank Sealant Installation: Revised mitigation and procedure including grammatical changes to align with the publication standards. Added figures to Section
F to identify the inspection of critical design features. Deleted steps that were not critical to ignition prevention feature but are address by the referenced AMM.
28-AWL-87 – Fuel Quantity Indicating System (FQIS) - In-Tank Wiring Harness Repair or Overhaul: Revised AWL title by deleting “Installation” and adding “Repair or Overhaul”
for clarification purposes. Revised the mitigation paragraph to meet latest publication standards.
28-AWL-91 – Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation: Revised title and procedure including grammatical
changes to align with the publication standards. Revised applicability of Step 2.h and 2.i due to a design change. Added Step 2.m and 2.n due to change.
28-AWL-120 – Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application: Revised title and mitigation paragraph to expand to 787-9 model and additional lower
stringers. Revised procedure including grammatical changes to align with the publication standards. Added Step 1 through 3 to address all lower stringers.
47-AWL-05 – Nitrogen Generation System (NGS) Distribution Transport Elements: Revised procedure including grammatical changes to align with the publication standards.
Revised applicability of Step 2 due to design change. Added Step 2.b and 3 to specify tube orientation. Added Step 5.b.ii due to design change.
(Continued on next page)

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AUGUST 2017, Continued

47-AWL-09 – Nitrogen Generation System (NGS) Motor Driven Compressor: Deleted this AWL as a functional test is an important process but not a critical design feature.
47-AWL-13 – Nitrogen Generation System (NGS) Ongoing Compliance Based on Industry Descent Times – Required Service Instructions: Revised AWL title from “Industry
Fleet Average Flammability Exposure” to the current title. Revised this AWL to align with the latest publication standards.
47-AWL-21 – Added new AWL “Nitrogen Generation System (NGS) Flammability Exposure and Performance”.
47-AWL-22 – Added new AWL “Nitrogen Generation System (NGS) Pack Insulation”.
57-AWL-01 – Edge and Fillet Seals at Stringer and Spar Locations (Zone 2): Revised title to remove "Injection", as the applicable injection seal locations are now addressed by
57-AWL-15. Revised mitigation paragraph and procedure including grammatical changes to align with the publication standards. Revised the AMM reference from "in
accordance with" to "refer to". Added figures to Section F to identify the applicable sealant inspection locations. Deleted inspection locations on lower stringers near the Side of
Body, as they are now addressed by 57-AWL-15.
57-AWL-04 – Pin Joint Bonding Jumper at the Lower Internal Beam within the Center Fuel Tank: Revised concern and mitigation to meet current publishing standards; Added
text to align with the standards used within the 737/777 to identify the appropriate nomenclature that will be used when alternate repair procedures are approved and meet the
requirements of this AWL.
57-AWL-07 – Tension-rated Bolt Locations at Side of Body (SOB) and Nacelle Fittings: Revised title and mitigation paragraph and procedure including grammatical changes to
align with the publication standards. Revised the AMM reference from "in accordance with" to "refer to". Added figures to Section F to identify the applicable sealant inspection
locations. Deleted inspection locations on lower stringers near the Side of Body, as they are now addressed by 57-AWL-15.
57-AWL-10 – Inspection Requirements for In-Tank Fasteners near Side of Body (SOB) Rib and between Ribs 7 and 18: Revised mitigation paragraph and procedure including
grammatical changes to align with the publication standards. Revised the AMM reference from "in accordance with" to "refer to". Added figures to Section F to identify the
applicable sealant inspection locations. Deleted inspection locations on lower stringers near the Side of Body, as they are now addressed by 57-AWL-15.
57-AWL-12 – Structural Sealant Repairs: Revised mitigation paragraph and procedure including grammatical changes to align with the publication standards. Revised Repair/
Replacement of sealant on Lower Stringers/Chord as they are covered by 57-AWL-15 and clarified sealant application deviation from standard sealant application process in
28-AWL-83. Added Steps to prohibit repair/replacement of sealant applied to the Upper Stringers Splice Fittings and Rear Spar Terminal Fittings
57-AWL-15 – Inspection Requirements for Pre-cured Sealant Caps, Injection Seals, Fillet Seals, and Edge Seals associated with the Wing Lower Panel Stringer Attachments
to the Lower Side of Body (SOB) Chord: Revised Airplane Applicability from L/N586 to 787-9. Revised Title and Mitigation paragraph to additional lower stringers for all 787-9
airplanes. Revised procedure including grammatical changes to align with the publication standards and consistency with other sealant inspection AWLs. Added figures to
Section F to identify the applicable sealant inspection locations
Added Section F. Supplemental AWL Illustrations.

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JANUARY 2018
Revised Section A, Scope to include 787-10.
Revised Section C, Definitions to add Fillet Sealed Ground Stud Assembly and Unsealed Ground Stud Assembly. Revised Interference-Fit Fastener Bond definition.
20-AWL-01 – Installation Tightening and Resistance Verification of Removable Tubing in Fuel Tanks: Revised the title, concern, mitigation and procedure including
grammatical changes to align with the publication standards. Revised the AMM reference from "in accordance with" to "refer to". Added definitions for “tube assembly” and
“hose assembly”. Deleted the following steps as they are no longer critical for this installation: torque application on hydraulic pressure tubes and on tubes in limited access
areas, verification of bonding resistance for “tube to tube” and “fitting to structure” installations. Added step to allow other AWLs to supersede the requirements of 20-AWL-01.
20-AWL-02 – Tubing Clamps Installed Within the Fuel Tanks: Revised the mitigation and procedure including grammatical changes to align with the publication standards.
Deleted the following steps as they are no longer critical for this installation: wet installation of fasteners, verification of sealant squeeze-out, the requirement for tube alignment,
and fastener installation torque. Revised the separation requirement between the fastener installations on the tubing clamps and adjacent systems and structural installations
to include sealant applications.
20-AWL-03 – Self Bonding Flexible Couplings in the Fuel Tanks and on the Jettison Nozzle Tubing: Revised the title, concern, mitigation and procedure including grammatical
changes to align with the publication standards. Deleted the following steps as they are no longer critical for this installation: preparing the mating surfaces of the springs and
ferrules, verification of the tube alignment, installing the coupling body on the sleeve, latching clamshell/pawls over the hinge pin, and installation and verification of the Visual
Tactile Latching Indicator.
20-AWL-04 – Self Bonding Rigid Couplings in the Fuel Tanks and on the Jettison Nozzle Tubing: Revised the title, concern, mitigation and procedure including grammatical
changes to align with the publication standards. Deleted the following steps as they are no longer critical for this installation: preparation of the mating surfaces of the tube
ferrule, the coupling nut, the coupling body and the retaining ring, verification of the tube alignment, and the requirement that the coupling nut be tightened on the coupling
body. Revised the step for separation requirements by updating the gap measurement from 0.040 in to 0.025 inch (0.63 mm) or less.
28-AWL-13 – Fuel Tank Vent System Transport Elements: Revised the title, concern, mitigation and procedure including grammatical changes to align with the publication
standards. Revised the fastener spot bond requirements on the side-of-body rib bulkhead fitting to specify the correct fastener direction. Added requirements for electrical
bonding resistance verification for the fasteners that attach the bulkhead fitting to the side-of-body rib. Revised the requirement that Type 2 fillet seals were applied for the
bulkhead fitting to rib installations. Added requirements for interference-fit fastener bonds installed between the fasteners and the ribs. Added the application of torque on the
fasteners that attach the tube to the welded bracket.
28-AWL-14 – Refuel Adapter: Revised the mitigation and procedure including grammatical changes to align with the publication standards. Deleted the following steps as they
are no longer critical for this installation: requirements for torque, inspection of sealant squeeze out, double cleaning, and chemical conversion and primer application. Added a
step for applying Corrosion Inhibiting Compound to the O-ring to align with standard O-ring installation. Deleted the repair of sealant on the fastener that attaches the doubler to
the spar, as it is not impacted by the maintenance of the refuel adapter.
28-AWL-17 – Refuel Valve Actuator: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted the following steps as
they are no longer critical for this installation: the requirement for sealant squeeze-out around the fasteners; the application of torque on the fasteners that attach the actuator to
the adapter and the fasteners that attach the bonding jumpers to the actuator. Revised the electrical bonding resistance verification to clarify the process requirements for
performing the measurement. Added requirements for installation of the bonding jumper to structure and the requirements for verifying the bonding jumper resistance.
28-AWL-20 – Refuel/Jettison Tubes and Bulkhead Fittings Installations: Revised procedure including grammatical changes to align with the publication standards. Added steps
for 787-10 configuration at the Side of Body. Added steps 3.a to control Refuel Valve Outlet Tube orientation.
(Continued on next page)

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JANUARY 2018, Continued

28-AWL-22 – Fuel Density Sensor Washline: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted the following
steps as they are no longer critical for this installation: application of brushcoat sealant to the fasteners and the application of chemical conversion and corrosion inhibiting
primer to the bare areas on the rib.
28-AWL-27 – Fuel Scavenge Isolation Valve: Revised the mitigation and procedure including grammatical changes to align with the publication standards. Added requirement
for the application of Corrosion Inhibiting Compound to the O-ring to align with standard O-ring installation. Deleted the following steps as they are no longer critical for this
installation: fastener spot bond to doubler for the pedestal valve installation, and inspection of sealant squeeze out around the fasteners. Deleted the repair of the sealant on the
fastener that attaches the doubler to the spar as it is not impacted by the maintenance of the pedestal valve. Revised the fillet seal requirement by identifying the application
types for different Line Numbers.
28-AWL-30 – Fuel Boost Pump: Revised title, mitigation and procedure including grammatical changes to align with the publication standards. Deleted the following steps as
they are no longer critical for this installation: torque application and the verification of sealant squeeze-out. Revised the requirement that a Type 2 fillet seal be applied for the
pump to pump housing installation. Added requirements for verifying the bonding jumper resistance and the installation of the bonding jumper to structure, and for verifying the
bonding resistance between the drain plug and the pump.
28-AWL-31 – Override/Jettison Fuel Pump: Revised title, mitigation and procedure including grammatical changes to align with the publication standards. Revised the AMM
reference from "in accordance with" to "refer to". Deleted the following steps as they are no longer critical for this installation: torque application and the inspection of sealant
squeeze-out. Added requirements for verifying the bonding jumper resistance and the installation of the bonding jumper to structure, and for verifying the bonding resistance
between the drain plug and the pump.
28-AWL-32 – Aft Boost Pump Pressure Relief Valve: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted the
following steps as they are no longer critical for this installation: the application of torque to the fasteners that attach the valve to the bracket, inspection of sealant squeeze-out,
and application of fastener fillet seals on the head and tail of each fastener. Added a step for the application of a Type 2 fillet seal, in place of an injection seal, along the aft side
of the bracket/valve interface.
28-AWL-33 – Forward Boost Pump Pressure Relief Valve: Revised mitigation and procedure including grammatical changes to align with the publication standards. Revised
the step for the application of torque to correct the set point value and to limit the Line Number applicability. Revised the step for application of a fastener fillet seal to the
application of a pre-cured seal cap.
28-AWL-37 – Water Scavenge Jet Pump: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted the following steps
as they are no longer critical for this installation: application of chemical conversion and corrosion inhibiting primer to the bare areas of the doubler, torque application,
inspection of sealant squeeze out, and brushcoat application. Added a step to address omission of the separation requirement between the pump and structure for 787-9
airplanes.
28-AWL-42 – Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks): Revised procedure including grammatical changes to align with the publication
standards. Added and revised steps for 787-10 configuration.
28-AWL-43 – Fuel Scavenge System Transport Elements: Revised title, concern, mitigation and procedure including grammatical changes to align with the publication
standards. Added and revised steps for 787-10 configuration. Added steps 3.b through 3.c to align with Line Number 6 configuration.

(Continued on next page)

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28-AWL-48 – Fuel Boost Pump Housing: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted the following steps
as they are no longer critical for this installation: application of torque on fasteners that attach the Pump Housing to the Rear Spar, application of sealant to the fastener threads,
application of a chemical conversion and subsequent application of primer to the bare surface of the doubler, application of brushcoat sealant on the head of the fasteners for
the 787-9. Added the application of torque on fasteners that attach the tube to the housing. Deleted the repair of sealant on the fastener that attaches the doubler to the spar,
as it is not impacted by the maintenance of the Pump Housing.
28-AWL-50 – APU DC Fuel Pump: Revised title, mitigation and procedure including grammatical changes to align with the publication standards. Revised the AMM reference
from "in accordance with" to "refer to". Deleted the following steps as they are no longer critical to this installation: torque application and the inspection of sealant squeeze-out.
Added requirements for verifying the bonding jumper resistance and the installation of the bonding jumper to structure, and for verifying the bonding resistance between the
drain plug and the pump.
28-AWL-51 – Auxiliary Power Unit (APU) Fuel Shutoff Valve: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted
the following steps as they are no longer critical to this installation: preparation of surfaces for spot bonding, inspection of sealant squeeze out, and electrical bonding
resistance requirements. Added a step for applying Corrosion Inhibiting Compound to each O-ring as the lubricant to align with standard O-ring installation. Revised the fillet
seal requirement by identifying the application types for different Line Numbers.
28-AWL-54 – Auxiliary Power Unit (APU) System Transport Elements – In Tank: Revised procedure including grammatical changes to align with the publication standards.
Added steps for the 787-10 configuration.
28-AWL-55 – Spanwise Beam Access Panel: Revised task applicability from 787-8 to ALL. Revised concern, mitigation, and procedure including grammatical changes to align
with the publication standards. Deleted the following steps as they are no longer critical to this installation: torque application on the fasteners and verification of sealant
squeeze-out around the fasteners. Added the requirement for the application of a fillet seal along the edge of the joint between the pre-cured sealant cap and the bonding plate
of the access panel.
28-AWL-58 – Center Tank Purge Hole Cover: Revised applicability, mitigation and procedure including grammatical changes to align with the publication standards. Deleted
the following steps as they are no longer critical to this installation: the cleaning of surfaces, torque application, and verification that the Purge Hole Cover is installed. Added
steps for installing a bonding jumper between structure and the purge hole cover. Revised bonding jumper resistance steps to align with the production configuration. Added a
step for installing ground studs in the Purge Hole Cover for L/N 6.
28-AWL-67 – Fuel Quantity Data Concentrator (FQDC): Revised the concern, mitigation and procedure including grammatical changes to align with the publication standards.
Deleted steps that were not critical to ignition prevention feature but are address by the referenced AMM. Revised the bonding verification requirements to clarify that the
electrical connectors are disconnected from the FQDC.
28-AWL-69 – Fuel Density Sensor: Revised applicability, title, mitigation and procedure including grammatical changes to align with the publication standards. Deleted steps
that were not critical to ignition prevention feature but are address by the referenced AMM. Deleted the following steps as they are no longer critical for this installation:
inspection of sealant squeeze-out and the application of brushcoat sealant on the head and tail of each fastener. Revised torque ranges in Steps 3 - 11 to align with the
production specification and available tooling.
28-AWL-70 - Fuel Compensator Sensor: Revised the title, mitigation and procedure including grammatical changes to align with the publication standards. Deleted the
following steps as they are no longer critical for this installation: the requirement that all 6 pins are installed, the requirement that clamps and fasteners are installed, and that
wires are installed with no tension. Revised torque ranges to align with the production specification and available tooling.
(Continued on next page)

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JANUARY 2018, Continued

28-AWL-73 – Fuel Pump Pressure Switch: Revised mitigation and procedure including grammatical changes to align with the publication standards. Deleted steps for torque
application on the fasteners that attach the bonding jumpers to the pressure switch as they are no longer critical for this installation. Revised the electrical bonding resistance
requirements to specify that the bonding jumpers and electrical connectors be disconnected when verifying the fay bond resistance. Added requirements for verifying the
bonding jumper resistance each time the pressure switch is removed, and requirements for the installation of the bonding jumper to the pump.
28-AWL-74 – Fuel Tube Repairs: Revised this AWL to incorporate requirements for fuel tube routing and connections previously covered in 28-AWL-80. Added steps to provide
a method for identifying alternate Boeing repairs that do not need approval from the FAA Oversight Office.
28-AWL-77 – Fuel Tank Vent System Transport Elements: Revised title, mitigation, and procedure including grammatical changes to align with the publication standards.
Deleted the following steps as they are no longer critical to this installation: torque application, solvent cleaning, solid film lubricant removal, inspection of sealant squeeze-out,
clamp and isolator installations, and primer verification. Revised the requirements for installation of the fasteners to reference the applicable SRM task. Revised the
requirement that Type 2 fillet seals were applied for the bulkhead fitting to rib installation. Added steps for the SOB bulkhead fitting installation for the 787-10.
28-AWL-80 – Fuel Tube Routing and Connections: Deleted this task, as the requirements are now covered in 28-AWL-74.
28-AWL-89 – Fuel Quantity Data Concentrator (FQDC) Bracket Inspections: Revised mitigation and procedure including grammatical changes to align with the publication
standards. Deleted steps that were not critical to ignition prevention feature but are addressed by the referenced AMM. Revised the AMM reference from "in accordance with"
to "refer to".
28-AWL-121 – Added new AWL “Front and Rear Spar Terminal Fittings sealant application and surface preparation” to provide instructions for sealant applications that were
previously prohibited by 57-AWL-12.
28-AWL-122 – Added new AWL “Lower Panel Stringer Runout Straps and Clips Sealant Application”.
28-AWL-123 – Added new AWL “Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application”.
28-AWL-124 – Added new AWL “Upper Side of Body Stringer Splice Fittings Sealant Application” to provide instructions for sealant applications that were previously prohibited
by 57-AWL-12.
28-AWL-125 – Added new AWL “Center Section Lower Skin and Stringer 2 at Side of Body Chord, Sealant Application”.
29-AWL-02 – Hydraulic Tube and Fittings Replacement and Repairs: Deleted the requirements for clamp installation as it is no longer critical for this installation. Added the
prohibition on re-installation, replacement, repair, or alteration of hydraulic bulkhead fittings. Revised requirement for tube-to-tube separation for an adjacent hydraulic tube,
and for tube to structure separation. Deleted requirements for electrical bonding resistance and location-specific separation requirements.
47-AWL-03 – Nitrogen Generation System (NGS) Supply Transport Elements: Revised procedure including applicability and numbering only changes to align with the
publication standards. Added verification steps for 787-10 configuration for the bulkhead fittings and isolators at the Side of Body Rib.
47-AWL-04 – Center Tank Nitrogen Enriched Air (NEA) Jet Pump Ejector: Revised mitigation and procedure including grammatical changes to align with the publication
standards. Deleted the steps for torque application and the inspection of sealant squeeze-out, as they are not critical to ignition prevention. Added steps for the application of a
fillet seal along the edge of the joints between the rib and the jet pump ejector for 787-8 and 787-9. Added steps for the installation to the Side of Body Rib for the 787-10.

(Continued on next page)

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47-AWL-08 – Nitrogen Enriched Air (NEA) In-Line Check Valve: Revised concern, mitigation and procedure including grammatical changes to align with the publication
standards. Deleted the following steps as they are no longer critical for this installation: the application of torque, the inspection of sealant squeeze-out, and the installation of
the O-ring, coupling, and isolator. Revised the applicability of the wet installation of fasteners to align with production engineering. Deleted the requirement for brushcoat seal
application on the head of the fastener.
47-AWL-10 – Vent System Repairs: Revised title, concern and mitigation including grammatical changes to align with the publication standards. Added steps to provide a
method for identifying alternate Boeing repairs that do not need approval from the FAA Oversight Office.
47-AWL-11 – Nitrogen Enriched Air (NEA) Distribution System Modifications: Revised this AWL to align with the latest publication standards. Added steps to provide a method
for identifying alternate Boeing repairs that do not need approval from the FAA Oversight Office.
51-AWL-02 – Wing and Pylon Finish Application: Added new AWL requirement to cover the 787-10 critical design features for finish applications.
57-AWL-02 – Fasteners on Bare Carbon Fiber Reinforced Plastic (CFRP) Stripes: Revised concern, mitigation and procedure including grammatical changes to align with the
publication standards. Revised AWL applicability to remove Section 11 and 12. Revised the AMM reference from "in accordance with" to "refer to". Deleted steps for repair and
replacement of sealant as Airworthiness Limitation Instructions do not contain restoration or repair task.
57-AWL-03 – Head-in-tank Thin-Sleeved Interference-Fit Fasteners with Heads in the Fuel Tank: Revised applicability, mitigation, and procedure including grammatical
changes to align with the publication standards. Revised the AMM reference from "in accordance with" to "refer to". Added figures to Section F to identify the applicable sealant
inspection locations.
57-AWL-05 – Titanium Collars – BACC30CT Fasteners (Clearance Fit): Revised applicability, concern, mitigation and procedure including grammatical changes to align with
the publication standards. Removed the requirement for repair/replacement of sealant and fasteners as they are covered in existing CDCCLs. Revised the AMM reference from
"in accordance with" to "refer to". Added figures to Section F to identify the applicable sealant inspection locations.
57-AWL-06 – Titanium Collars – BACC30CY Fasteners (Interference-Fit with Swaged Collars): Revised concern, mitigation and procedure including grammatical changes to
align with the publication standards. Revised AWL applicability from L/N 4-69 to 6-69. Revised the AMM reference from "in accordance with" to "refer to". Deleted steps for
repair and replacement of cracked collars as Airworthiness Limitation Instructions do not contain repair and replacement task.
57-AWL-08 – Dielectric Top on Wing Surface: Revised mitigation and procedure including grammatical changes to align with the publication standards. Revised AWL
applicability from ALL to L/N 6-403. Revised the AMM reference from "in accordance with" to "refer to". Deleted steps for repair and replacement of damaged dielectric tops as
Airworthiness Limitation Instructions do not contain replacement task. Revised the inspection area for airplanes 787-8, Line Numbers 6-150 to include the area between BBL
294.19 and BBL 483.81 for the lower surface of the Main and Center Fuel Tanks.
57-AWL-09 – Inspection Requirements for Class 1A Seal Installations created as a result of Boeing Material Review Board: Revised procedure and mitigation including
grammatical and numerical changes to align with the publication standards. Revised the AMM reference from "in accordance with" to "refer to". Added figures to Section F to
identify the applicable sealant inspection locations. Deleted Applicability Note and moved information into Step 1. Deleted Step 4 instructions for restoration or repair of
sealant as it is now addressed by the standard sealant application task, 28-AWL-83.

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JANUARY 2018, Continued

57-AWL-12 – Structural Sealant Repairs: Revised procedure including grammatical and numerical changes to align with the publication standards. Revised applicability from
ALL to L/N 10. Deleted Step 1 instructions for repair or replacement of sealant on the upper stringer splice fittings at the SOB rib as it is now addressed by task, 28-AWL-124.
Deleted Step 2 instructions for repair or replacement of sealant on the front and rear spar terminal fittings as it is now addressed by task, 28-AWL-124. Added steps to provide
a method for identifying alternate Boeing repairs that do not need approval from the FAA Oversight Office.
Revised the following AWLs to include the 787-10:
28-AWL-05, 28-AWL-06, 28-AWL-10, 28-AWL-11, 28-AWL-15, 28-AWL-16, 28-AWL-23, 28-AWL-24, 28-AWL-25 28-AWL-28, 28-AWL-59, 28-AWL-62, 28-AWL-64,
28-AWL-68, 28-AWL-72, 28-AWL-78, 28-AWL-90, 28-AWL-91, 28-AWL-120, 47-AWL-05, 47-AWL-14, 57-AWL-01, 57-AWL-07, 57-AWL-10, 57-AWL-11,
57-AWL-15.
Revised the following AWL to exclude the 787-10:
51-AWL-01
Revised the following Section E. Supplemental AWL Tables to include the 787-10:
Table 1, 2, 3 and 4 revised for 28-AWL-91.
Added the following Section E. Supplemental AWL Tables:
Table 8 added for 20-AWL-01
Revised the following Section F. Supplemental AWL Illustrations and titles to include the 787-10:
57-AWL-01: Figure 3, 57-AWL-07 Figures 2 and 5, 57-AWL-10: Figure 3, 57-AWL-15: Figures 1, 2, 3, and 4.
Added the following Section F. Supplemental AWL Illustrations:
57-AWL-03, 57-AWL-05 and 57-AWL-09

FEBRUARY 2018
28-AWL-88 - Structural Repairs: Revised procedure including grammatical and numerical changes to align with the publication standards, and to explicitly identify additional
types of brackets and an existing equipment penetration.
28-AWL-91 – Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation: Revised title and procedure including grammatical and
numerical changes. Added Note to align with the latest publication standards for a "fastener fillet seal" application. Revised step applicability to incorporate a design change on
787-10 airplanes for steps 2.f through 2.n.
28-AWL-126 - Added new AWL "Fuel Quantity Indicating System (FQIS) Wire Harness Support Bracket Inspection".

57-AWL-11 - Fuel Vent Stringer Covers: Revised step applicability to incorporate a design change on 787-10 airplanes for steps 1.d, 2.b, and 2.c.
57-AWL-17 - Added new AWL "Slat Can Drain Installation Verification".

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APRIL 2018
Revised Definitions section to include a new definition for "Clearance-Fit Fastener Bond".
The following AWLs were all revised to align with the latest publication standards, including numbering, formatting, and grammatical changes.
28-AWL-13 – Fuel Tank Vent System Transport Elements: Revised Rib 21 bulkhead fitting requirements to limit the applicability to LNs 6-660 due to design change at LN 708
which replaced the fillet seal fay surface bond with an interference-fit fastener bond. Added new Step 6 to provide requirements for the new configuration for LNs 708 and on.
28-AWL-20 – Refuel/Jettison System Transport Elements: Revised requirements for the tube at Rib 17 to limit the 787-9 and 787-10 applicability to LNs 126-689 due to a
design change that removed the welded flange on the tube, resulting in no critical installation requirements for 787-9/10 LNs 690 and on. Revised requirements for the tube at
Rib 6 to limit the 787-9 and 787-10 applicability to LNs 126-737 due to a design change that removed the welded flange on the tube, resulting in no critical installation
requirements for 787-9/10 LNs 738 and on. Revised requirements for Center Tank Refuel Valve Outlet Tubes, SOB Rib bulkhead fittings, and SOB Reprime bulkhead isolator
to limit the 787-9 applicability to LNs 126-689 due to a design change that replaced the fillet sealed fay surface bond with a fay sealed fay surface bond. Added new Steps 4,
10, and 14 to provide requirements for the new configuration for LNs 690 and on. Revised requirements for Rib 21 bulkhead fittings to limit the applicability to LNs 6-689 due to
a design change at LN 690 which replaced the fay surface bond with an interference-fit fastener bond. Added Step 19 to provide requirements for the new configuration for LNs
690 and on.
28-AWL-42 – Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks): Added new Step 1 to provide requirements for the water scavenge outlet tube.
Revised SOB bulkhead isolator requirements to remove the optional fastener orientation for LN 6, and to limit the 787-9 applicability to LNs 126-689 due to a design change at
LN 690 which replaced a fillet sealed fay surface bond with a fay sealed fay surface bond. Added new Step 5 to provide requirements for the new configuration for 787-9 LNs
690 and on. Revised the inlet tube requirements to limit the 787-9 and 787-10 applicability to LNs 126-689 due to a design change at LN 690 which replaced the fay bond with
an interference-fit fastener bond for the inlet tube to rib bracket installation. Added Step 10 to provide requirements for the new configuration for 787-9/10 LNs 690 and on.
28-AWL-43 – Fuel Scavenge System Transport Elements: Revised the SOB Rib bulkhead isolator requirements due to a design change that replaced the fillet sealed fay
surface bond with a fay sealed fay surface bond at LN 690. Added new Step 4 to provide requirements for the new configuration for 787-9 LNs 690 and on.
28-AWL-54 – Auxiliary Power Unit (APU) System Transport Elements – In Tank: Revised the SOB Rib bulkhead isolator requirements to limit the 787-9 applicability to LNs
126-689 due to a design change at LN 690 which replaced a fillet sealed fay surface bond with a fay sealed fay surface bond. Added new Step 6 to provide requirements for
the new configuration for 787-9 LNs 690 and on.
28-AWL-77 – Fuel Tank Vent System Transport Elements: Revised the SOB Rib bulkhead fitting requirements to limit the applicability to 787-9 LNs 126-689 due to a design
change at LN 690 which replaced a fillet seal fay surface bond with a fay sealed fay surface bond. Added new Step 4 to provide requirements for the new configuration for LNs
690 and on.
47-AWL-03 – Nitrogen Generation System (NGS) Supply Transport Elements: Steps were re-organized to align with standards and with the AMM step sequence. Revised
Right Wing Rib 2 tube requirements to align with production configuration. Revised requirements for the Right Wing SOB bulkhead isolator and Left Wing SOB bulkhead fitting
to limit the 787-9 applicability to LNs 126-689 due to a design change that replaced the fillet sealed fay surface bond with a fay sealed fay surface bond. Added new Steps 7
and 10 to provide requirements for the new configuration for LNs 690 and on. Revised requirements for the Rib 21 bulkhead fitting and Rib 31 bulkhead fitting to limit the
applicability due to a design change at LN 690 which replaced the fay surface bond with an interference-fit fastener bond. Added Steps 15 and 17 to provide requirements for
the new configuration for LNs 690 and on.

(Continued on next page)

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APRIL 2018, Continued

47-AWL-04 – Center Tank Nitrogen Enriched Air (NEA) Jet Pump Ejector: Revised Steps 2.j and 2.k to limit the applicability to LNs 126-689 due to a design change at LN 690
which replaced a fillet sealed fay surface bond with a fay sealed fay surface bond.
47-AWL-05 – Nitrogen Generation System (NGS) Distribution Transport Elements: Revised Rib 21 bulkhead fitting requirements to limit the applicability to LNs 6-689 due to a
design change at LN 690 which replaced the fay surface bond with an interference-fit fastener bond. Added new Step 5 to provide requirements for the new configuration for
LNs 690 and on.

JUNE 2018
28-AWL-127 - Added new AWL “Upper Skin Panel to Upper Stringer Edge Sealant Application”.
28-AWL-128 - Added new AWL “Lower Skin Panel to Lower Stringer Edge Sealant Application”.
28-AWL-129 - Added new AWL “Upper Skin Panel to Upper Panel Stiffener Edge Sealant Application”.
57-AWL-12 - Structural Sealant Repairs: Revised applicability to include 787-9 and 787-10 airplanes to limit the repair or replacement of sealant applications on internal
portions of the vent stringers, on the aft side of upper stringer 2 near the SOB rib, and for complex sealant applications at upper and lower stringer interfaces with upper and
lower rib chords and/or radius fillers, at lower stringer and backup fitting interfaces between ribs, and at fairing support brackets on lower stringers between ribs.
The following Section F. Supplemental AWL Illustrations and titles have been revised:
57-AWL-01 – Edge and Fillet Seals at Stringer and Spar Locations (Zone 2):
Figure 1.13 - For 787-8 Airplanes, illustration was revised to align with the production configuration.
Figures 2.6 and 3.4 - For Airplanes 787-9/10, illustrations were revised to align with production configurations for internal vent stringer inspection areas.
Figures 3.13 and 3.14 - For Airplanes 787-9/10, Line Numbers 316 and on, illustrations were revised to incorporate a design change that removed edge seals for LNs 715 and
on. Corrected typographical error in Flag Note 1 of Figure 3.13.
Figures 3.15, 3.16, and 3.17 – Figures added to provide inspection requirements for edge seals on 787-9/10 LNs 715 and on.
57-AWL-10 - Inspection Requirements for In-Tank Fasteners near Side of Body (SOB) Rib and between Ribs 7 and 18:
Figures 3.17, 3.18, and 3.19 - Figures revised to improve clarity of existing cap seal locations.
Figures 3.21, 3.23, 3.27, 3.31, 3.32, and 3.33 - Figures revised to reflect deleted cap seals inspection areas for 787-9/10, Line Numbers 715 and on.

AUGUST 2018
28-AWL-20 – Refuel/Jettison System Transport Elements: Revised requirements for the Center Tank Refuel Valve Outlet Tubes to add unique steps for LN 743. Added steps
5.j and 5.k to provide requirements for Type 2 fillet seals along the edge of the joint between the aft refuel outlet tube and the RH SOB rib, for Line Number 743 (787-10).

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3.5 10 AUG 2017 3.6 11 JAN 2018 3.6 50 JAN 2018 3.7 29 AUG 2017 3.7 68 JAN 2018
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3.5 21 AUG 2017 3.6 22 JAN 2018 3.7 1 AUG 2017 3.7 40 AUG 2017 3.8 3 JAN 2018
3.5 22 AUG 2017 3.6 23 JAN 2018 3.7 2 AUG 2017 3.7 41 AUG 2017 3.8 4 AUG 2017

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A. SCOPE

The results of safety analysis accomplished to support Title 14 Code of Federal Regulations (CFR) § 25.981(d) are controlled by this document "787 Special
Compliance Items", D011Z009-03-04. These Special Compliance Items (SCIs) are all Airworthiness Limitations (AWLs). An AWL for the fuel system may
be an Airworthiness Limitation Instruction (ALI) or a Critical Design Configuration Control Limitation (CDCCL). The AWLs may only be revised with the
approval of the Federal Aviation Administration (FAA) Oversight Office.

Where used in this document, the term "FAA Oversight Office" is defined as the FAA office that currently has oversight responsibility for the type certificate
of the Boeing model 787. At the time of publication, the FAA office with oversight responsibility for the type certificate of the 787 is the Boeing Aviation Safety
Oversight Office (BASOO). 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. This document lists and provides instructions for ALIs and CDCCLs required to comply with
Title 14 CFR § 25.981.

SCIs are a means of notifying the U.S. FAA, operators, and others of critical design items that cannot be changed without violating the design intent, and
potentially making the airplane unsafe.

The terms of the 787 Type Certificate are only valid when the SCIs are performed within the time intervals specified herein.

Temporary deviations from the SCI intervals are permitted within the limitations of Appendix A.

While each SCI is included in this report, it is required that each SCI also be included in an appropriate document where it will be visible to airline personnel;
therefore each SCI must be included in each operator's maintenance program. The SCIs herein are in addition to the maintenance requirements established
by the 787 Maintenance Review Board activity and documented in the Maintenance Review Board Report (D011Z009-2). Inclusion of SCIs herein is only
intended to limit the extension of task intervals for those portions of 787 systems identified.

The maintenance requirements described in this document result from Model 787 airplane certification activities with the U.S. FAA. This is one of four
documents required to help comprise an airline operator’s scheduled maintenance program. These maintenance actions are mandatory as applicable to
your airplane configuration. These requirements must be reviewed and included (as applicable) in the airline specific scheduled maintenance program.

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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. All other operators should obtain approval from their own local regulatory agency
for any deviations from the listed AWL instructions.

EUROPEAN AVIATION SAFETY AGENCY (EASA) OPERATORS

For airlines operating under EASA regulations the following are identified Fuel System Limitations (FSL).

The following ALIs are applicable to EASA maintenance requirements for 25.981 (b):

• 57-AWL-01 – Edge, Fillet, and Injection Seals at Stringer and Spar Locations (Zone 2)

• 57-AWL-02 – Fasteners on Bare Carbon Fiber Reinforced Plastic (CFRP) Stripes

• 57-AWL-03 – Head-in-tank Thin-Sleeved Interference-Fit Fasteners with Heads in the Fuel Tank

• 57-AWL-05 – Ti Collars (Clearance Fit)

• 57-AWL-06 – Ti Collars (Interference Fit)

• 57-AWL-07 – Bolt Locations at SOB and Nacelle Fittings

• 57-AWL-08 – Dielectric Top on Wing Surface

• 57-AWL-09 – Inspection Requirements for Class 1A Seal Installations created as a result of Boeing Material Review Board

• 57-AWL-10 – Inspection Requirements for In-Tank Fasteners near SOB Rib and between Ribs 7 and 18

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 787 operators and the FAA Oversight Office.

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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 Boeing SWPM 20-20.

SUPPORTING DOCUMENTATION

Supporting maintenance and repair instructions provided by Boeing have been updated, where required, to ensure compatibility with these design
limitations. In the Boeing AMM, procedural steps that are required to support CDCCLs and ALIs are labeled "CDCCL or ALI" as applicable. Strict
adherence to methods, techniques and practices as prescribed is required to ensure the AWL is complied with. Airlines must follow the manufacturer’s
maintenance procedures when performing maintenance that has an effect on a CDCCL or ALI. If operators do not obey the procedures, it can increase the
risk of a source of fuel tank ignition. Any use of methods, techniques or practices not contained in these AWLs must be approved by the FAA Oversight
Office, or applicable regulatory agency.

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Certain systems in the 787 fleet (see below) have been analyzed and found to require fixed-interval checks or limitations, as follows:

• CDCCLs – See Section B for their description and a listing of CDCCLs resulting from Title 14 CFR § 25.981 Safety Analysis.

• ALIs – See Section B for their description and a listing of ALIs resulting from Title 14 CFR § 25.981 Safety Analysis.

This SCI is a Type Certificate Data Sheet (TCDS) referenced report, which contains and documents CDCCLs and ALIs.

Applicable Series: 787-8 (Line Numbers 6 and on), 787-9, and 787-10.

Please report any negative inspection results to your local Boeing Field Service Representative (refer to Appendix B).

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B. CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCLs) AND AIRWORTHINESS LIMITATION INSTRUCTIONS (ALIs)

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. CDCCLs are mandatory and cannot be changed or deleted without the approval of the FAA Oversight Office or applicable regulatory agency. 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 or applicable regulatory agency.

NOTE: Where a discrepancy between this document and the supporting documentation (Boeing AMM, Boeing SWPM, etc.) is noted, this document
supersedes the referenced documentation. Examples where this may occur are torque or resistance values (including tolerances). Deviations from this
document require approval by the FAA Oversight Office.

Deviations from or modifications to the component installations requires approval by the FAA Oversight Office or an authorized representative of the Boeing
Commercial Airplanes Regulatory Administration (BRA).

Alterations, repairs, and/or design changes of non-LRU installations penetrating fuel tank structure may require specific surface preparations. Any
alteration, repair, and/or design change outside that as defined within the Boeing SRM requires approval by the FAA Oversight Office or an authorized
representative of the BRA.

For each CDCCL, the word "maintenance" includes maintaining any installation during alterations; therefore, adherence to the CDCCL is required during
maintenance or alterations.

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USE OF ALTERNATE OR EQUIVALENT TOOLS, TEST EQUIPMENT OR MATERIALS

For CDCCLs which require 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 (CMMs) listed in any AWL 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 or local regulatory agency. For inside of tank, use Sealant Type BMS 5-45 or equivalent in
accordance with SRM 51-20-05. For outside of tank, use Sealant Type BMS 5-95 or equivalent in accordance with SRM 51-20-05.

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AIRWORTHINESS LIMITATION INSTRUCTIONS (ALIs)

For some 787 system functions, compliance with Title 14 CFR § 25.981(d) require inspections at a specific maintenance interval for certain design
configurations, using AC 25-19 "Certification Maintenance Requirements (CMRs)" methodology as a guide.

Similarly, ALIs are a means of detecting safety significant conditions, potentially making the airplane non-compliant with Title 14 CFR § 25.981(d). When an
ALI detects such a condition, maintenance action to correct it is required.

The terms of the 787 Type Certificate are only valid when associated checks specified by these ALIs are performed within the time intervals specified. The
configuration control checks and intervals specified are mandatory and cannot be changed, escalated, or deleted without the approval of the FAA Oversight
Office.

Temporary deviations from the ALI intervals are permitted within the limitations of Appendix A.

While each ALI is included in this report, it is required that each ALI also be included in an appropriate document where it will be visible to airline personnel;
therefore each ALI must be included in each Operator's Maintenance Program.

All maintenance and repair instructions provided by Boeing have been updated where required to ensure compatibility with these inspections. ALIs identify
inspection tasks related to fuel tank ignition source prevention which must be done to maintain the design level of safety for the operational life of the
airplane. These ALIs are mandatory and cannot be changed or deleted without the approval of the FAA Oversight Office or applicable regulatory agency.
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 or applicable regulatory agency.

Deviations from or modifications to the component installations requires approval by the FAA Oversight Office or an authorized representative of the BRA.

Alterations, repairs, and/or design changes of non-LRU installations penetrating fuel tank structure may require specific surface preparations. Any
alteration, repair, and/or design change outside that as defined within the Boeing SRM requires approval by the FAA Oversight Office or an authorized
representative of the BRA.

NOTE: Where reporting of damage is required within the ALI, the report must be submitted to Boeing within one month of performing the inspection.

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USE OF ALTERNATE OR EQUIVALENT TOOLS, TEST EQUIPMENT OR MATERIALS

For ALIs which require 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.

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C. DEFINITIONS

The Airworthiness Limitations (AWLs) described herein identify those features intended to preclude the development of ignition sources. Those detailed
features that have been identified are dependent on specific parts, tools, processes, and materials/coatings. Where a specific AWL makes references to
any of these areas, the following definitions apply:

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.

FAA Oversight Office: Defined as the FAA office that currently has oversight responsibility for the type certificate of the Boeing Model 787 aircraft. At the
time of publication, the FAA Oversight Office is the FAA BASOO.

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

Prepared for Bonding: Each component requires unique surface preparation for bonding. Where stated, bonding surface preparations are typically
defined as those required to assure a Fay bond. Other bonding preparations are specific to assuring the bond path through the fasteners. The specific
cleaning techniques and surface coatings are specified within the Boeing AMM.

Cleaning: Some installations specify the need to clean surfaces. Where specified, the cleaning materials and requirements are defined in the
Boeing AMM.

Sealant Installation Process: Each installation requires specific application steps to ensure the integrity of the bonding path and to prevent the
development of potential ignition sources. The AWLs reference specific sealant applications for each installation. The specific application is defined below
in "Materials/Coatings". The details of the surface preparation, sealant preparation, and installation tolerances are specified within 28-AWL-83, "Fuel Tank
Sealant Installation".

Torque Values: The assurance of the bond path for the life of the airplane is dependent on the robustness of the installation. Installation torques, where
not explicitly detailed in the AWL, are provided in Boeing AMM B787-A-20-11-00-00A-030A-A (Standard Torque Values – Technical Data) and Boeing
AMM B787-A-20-11-01-00A-030A-A (Standard Torque Values for Composite Structure – Technical Data) for fasteners and in Boeing AMM B787-A-20-10-
09-00A-720A-A (Tube Assembly – Flareless – Installation) for flareless tubes. If structural repairs are required, torque requirements will be specified within
the Boeing SRM or the defined repair for each specific installation.
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Tools used to apply a torque to the rotating member (nut or bolt) of a fastener installation shall be certified accurate within +/- 3 percent.

The assigned target value is listed as the value within the AWL.

If a tool that is adjustable by the user (e.g. micrometer style adjustment), or if a dial indicating tool is selected, the maximum capacity must be at least as
high as the torque to be applied, but may not exceed 3 times the torque to be applied.

Precision tools, measuring devices and test equipment must be calibrated to a standard that is traceable either directly or indirectly to the National Institute
of Standards and Technology (NIST).

Bonding Resistance: The bonding resistance across each joint is necessary to prevent the development of a potential ignition source. Where specified in
the AWL, the bonding resistance is applicable.

Appropriate Clearances: Minimum clearances between tubing and wiring in relation to other wiring and/or tubing, or primary fuel tank structure, are critical
to preventing the development of ignition sources.

Parts Reference: The features identified for each installation are specific to the parts identified. The parts approved for use on the airplane are limited to
those identified in the Boeing AMM or Boeing SBs.

Fastener(s): Where used in this document, the word "fastener(s)" represents the whole installation stackup, including but not limited to bolts/screws,
washers/spacers, and nuts/collars.

• Head: Where used in this document, the word “head”, when in reference to a fastener installation, represents the installation stackup underneath and
including the head of the base fastener component (including but not limited to bolts/screws) and associated fastener components (including but not limited
to washers/spacers).

• Tail: Where used in this document, the word “tail” when in reference to a fastener installation, represents the installation stackup underneath and including
the primary locking component (including but not limited to nuts/collars) and associated fastener components (including but not limited to washers/spacers).

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).

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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).

Fay Sealed Ground Stud Assembly: Defined as an electrically conductive joint, through the mating surfaces of the fastener, bonding jumper terminal(s),
and material the terminals are being attached to with sealant applied between each mating surface and on each fastener component. This includes both
pre-installed ground stud assemblies and direct ground stud assemblies. (Category 2 Fay Sealed Pre-Installed Ground Stud Assembly, Category 2 Fay
Sealed Direct Ground Stud Assembly, or Category 2 Fay Sealed Nut Plate Direct Ground Stud Assembly, refer to Boeing SWPM 20-20-10).

Fay Surface Bond Sealed with Corrosion Inhibiting Compound: Defined as the mechanical joining of two conductive surfaces to provide an electrically
conductive joint, with a layer of corrosion inhibiting compound applied to one of the mating surfaces (Category 8 Fay Sealed Electrical Faying Surface Bond
with Non-Drying Corrosion Inhibiting Material (CIM), 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).

Fillet Seal: Two (2) types of fillet seals appear within the AWLs and are differentiated by the identifiers "Type 1" and Type 2". A Type 1 fillet seal is more
robust than a Type 2 fillet seal and represents the more conservative application of the two. Where a fillet seal type is not specified, "Type 1" shall be used
to ensure critical dimensions are met. The critical installation features of both fillet seal types are specified within 28-AWL-83, "Fuel Tank Sealant
Installation”.

Fillet Sealed Ground Stud Assembly: Defined as an electrically conductive joint, through the mating surfaces of the fastener, bonding jumper terminal(s),
and material the terminals are being attached to with sealant applied along the edge of the joint between the mating surfaces. This includes both pre-
installed ground stud assemblies and direct ground stud assemblies. (Category 6 Fillet Sealed Pre-Installed Ground Stud Assembly, Category 6 Fillet
Sealed Direct Ground Stud Assembly, or Category 6 Fillet Sealed Nut Plate Direct Ground Stud Assembly, refer to Boeing SWPM 20-20-10).

Unsealed Ground Stud Assembly: Defined as an electrically conductive joint, through the mating surfaces of the fastener, bonding jumper terminal(s), and
material the terminals are being attached to without sealant applied between or around the mating surfaces. This includes both pre-installed ground stud
assemblies and direct ground stud assemblies. (Category 1 Unsealed Pre-Installed Ground Stud Assembly, Category 1 Unsealed Direct Ground Stud
Assembly, or Category 1 Unsealed Nut Plate Direct Ground Stud Assembly, refer to Boeing SWPM 20-20-10).

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Fastener Spot Bond: Defined as an electrically conductive joint, through the mating surfaces of the fastener and the material being mechanically joined
(Electrical Bonding through Fastener - Clearance Fit Hole, refer to Boeing SWPM 20-20-00).

Clearance - Fit Fastener Bond: Defined as an electrically conductive joint, through the mating surfaces of the fastener and the material being mechanically
joined (Electrical Bonding through Fastener - Clearance Fit Hole, refer to Boeing SWPM 20-20-00).

Interference – Fit Fastener Bond: Defined as an electrically conductive joint, created through the preparation of the mating surfaces of the electrically
conductive fastener and the material being mechanically joined (Electrical Bonding through Fastener - Interference Fit, refer to Boeing SWPM 20-20-00).

Fastener Bond to Conductive Finishes on Composites: Defined as an electrically conductive joint, through the mating surfaces of the fastener and the
material being mechanically joined where the material is a composite with a conductive coating (Electrical Bonding of Fasteners to Conductive Finishes on
Composites, refer to Boeing SWPM 20-20-00).

Fastener Sleeve Bond: Defined as an electrically conductive joint, through the mating surfaces of the fastener sleeve and the material being mechanically
joined (Electrical Bonding Using Sleeved Bolts, refer to Boeing SWPM 20-20-00).

Clamp and Tube Bond: Defined as an electrically conductive joint, through the mating surfaces of the clamp and tube, and between the mating surfaces of
the fastener, bonding jumper terminal(s) and tabs of the clamp. (Clamp and Tube or Conduit Bonds, refer to SWPM 20-20-00).

Damaged: Defined as gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check, when in reference to fuel tank sealant installations.

Side of Body: Defined as the ribs that enclose the center wing box of the airplane and is abbreviated as SOB.

New Wiring: Any new alteration wiring installed after initial Airplane Airworthiness Certificate issuance. Repair or replacement of existing wiring is not
considered new wiring.

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Materials/Coatings: Some installations are dependent on unique surface preparations or coatings. The following materials/coatings are authorized for use
where specified:

Fuel Tank Sealant BMS5-45 is the approved in-tank fuel sealant. Within a CDCCL or ALI, a sealant call out similar to "Sealant (SLT4)" might appear. The
use of parenthetic does not imply options can be utilized for that specific CDCCL/ALI application. Rather, the listed sealant(s) in the
parentheses is the only approved Class of sealant for this application. An example of a call out within an AWL is shown below.
Where a Class of sealant is not specified within an AWL, the approved sealant Class is specified in 28-AWL-83 for the appropriate
installation type (fillet seal, wet install a fastener, etc).
28-AWL-83 contains the standard practices for sealant Class and application requirements based upon installation type. Where explicitly
defined within the installation AWL, that requirement supersedes the requirements established within the standard.
Example: "Sealant (SLT4) is applied to the terminals of the bonding jumpers.”
SLT1: BMS5-45
SLT2: BMS5-45 Class A-2
SLT3: BMS5-45 Class B
SLT4: BMS5-45 Class B-2
SLT5: BMS5-45 Class B-1/2
SLT6: BMS5-45 Class C
Corrosion Inhibiting BMS 3-38 (CorBan 27L Compound)
Compound
Corrosion Inhibiting Primer BMS 10-20 is the only authorized compound except at a doubler and spar interface where BMS 10-103 or BMS 10-123 are required.
Anti-Static Coating BMS 10-21
Chemical Conversion Within a CDCCL, a chemical conversion call out similar to "chemical conversion (CC1)" might appear.
Only the specified chemical conversion type defined in parentheses (e.g. (CC1)) in the AWL shall be used.
Where a Chemical Conversion type is not specified, CC1 shall be used.
Chemical Conversion Types:
CC1: Alodine 600
CC2: Alodine 1000 or 1500
Grease Petrolatum VV-P-236
Metal Conversion Coating BMS 10-128
Thread Compounds Fuel System: Fluid D00070 or Oil: D0096
Hydraulic: Hydraulic Fluid D50122 or Lubricant: D50097

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Lacquer Sealant EC 75 Epoxy finish with ACT 69 activator
Component Sealant Within a CDCCL, a component sealant call out similar to "component sealant (CS1)" might appear.
Only the specified component sealant type defined in parentheses (e.g. (CS1)) in the AWL shall be used.
Where a Component Sealant type is not specified, CS1 shall be used.
Component Sealant Type:
CS1: MC-780 A
CS2: MC-238 A

Any use of parts, materials, tools, or processes not specified in the Boeing AMM or Service Bulletins is prohibited unless authorized by the FAA
Oversight Office.

TABLE FORMAT

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 and Line Number applicability, as required.

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

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D. SUMMARY LIST OF AWLs

ATA 20

AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

20-AWL-01 CDCCL N/A ALL Installation Tightening and Resistance Verification of Removable Tubing in Fuel Tanks
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation or
improper component installation could result in the potential for arcing or sparking to occur within the fuel tanks.
Where specified, "tube assembly" or "hose assembly" includes all hoses or tubing, fittings, and couplings that are
part of the tubing or hose assembly.
Where a reducer fitting is installed, the torque and resistance requirements on each end are determined by the
tube size on that end.
If a tube installed within a fuel tank is removed and reinstalled, repaired (where permitted), or replaced, the
following design features must be verified (refer to Boeing AMM B787-A-20-10-09-00A-720A-A):
1. If removing and reinstalling or replacing a non-swaged, CRES or titanium hydraulic return tube assembly (3000
psi (20,684 kPa) and less):
a. Verify that the initial torque is 80 ±8 in-lb (9 ±1 N-m) for a size -10 tube assembly.
b. Verify that the final coupling nut displacement is 1 ± 1/8 Flats.
i. Final coupling nut displacement is measured by the number of hex flat turns. Each hex flat turn is
exactly 60°arc (1 rad).
2. If removing and reinstalling or replacing a non-hydraulic systems tube assembly:
a. Verify that the installation torque is 170 +/- 9 in-lb (19 +/- 1 N-m) for a size -6 aluminum tube assembly.
3. If removing and reinstalling or replacing a non-hydraulic systems hose assembly:
a. Verify that the installation torque of a CRES fitting is 500 +/- 25 in-lb (56 +/- 3 N-m) for a size -8 hose
assembly.
4. After the installation or repair is completed, verify the electrical bonding resistance between the joined parts
(Tube-to-Fitting) is less than the applicable value specified in Table 8 of this document (refer to Boeing AMM
B787-A-20-10-09-05A-366A-A).
5. If another AWL or an approved repair or alteration provides a conflicting installation tightening or resistance
requirement, that AWL or approved repair or alteration takes precedence. An approved repair or alteration is
defined within the AWL that controls the repair or alteration for the applicable system.

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20-AWL-02 CDCCL N/A ALL Tubing Clamps Installed Within the Fuel Tanks
Concern: Lack of electrical isolation between tubing and airplane structure due to improper or inadequate tube
clamp installation.
If a Tubing (Saddle) Clamp is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-20-10-11-03A-720A-A):
1. The minimum distance between a fastener head or tail, or sealant applications on the fastener, on the bracket
side of the tubing clamp installation and any adjacent structural or component installations (including sealant
applications, systems and structures brackets, and fasteners) is 0.10 inch (2.54 mm) or more.
2. If the minimum distance in Step 1 is less than 0.10 inch (2.54 mm), the entire gap is filled by applying a fillet seal
to that fastener head or tail, or sealant applications on the fastener (as applicable).

20-AWL-03 CDCCL N/A ALL Self Bonding Flexible Couplings in the Fuel Tanks and on the Jettison Nozzle Tubing
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation or
insufficient component installation could result in the potential for arcing or sparking to occur within the fuel tanks.
If a self bonding flexible coupling installed inside a fuel tank or on the jettison nozzle tubing, is removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-20-10-20-
00A-720A-A):
1. A tie strap is installed around the Visual Tactile Latching Indication (VTLI) and underneath the four hinge pins of
the coupling body.
2. The head of the tie strap is positioned in the notch of the VLTI, adjacent to the surface of the VLTI. The head of
the tie strap must not be the tallest portion of the coupling installation.
3. The electrical bonding resistance tube-to-tube, tube-to-component, or tube-to-isolator across the self bonding
flexible coupling is less than 1.0 ohm.

20-AWL-04 CDCCL N/A ALL Self Bonding Rigid Couplings in the Fuel Tanks and on the Jettison Nozzle Tubing
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation or
insufficient component installation could result in the potential for arcing or sparking to occur within the fuel tanks.
If a self bonding rigid coupling installed inside a fuel tank or on the jettison nozzle tubing, is removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-20-10-20-00A-
720A-A):
1. After installation, the clearance between the coupling nut and the coupling body is not more than 0.025 inch
(0.63 mm).
2. The electrical bonding resistance tube-to-tube, tube-to-component, or tube-to-isolator across the self bonding
coupling is less than 0.100 ohm (100 milliohms).

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20-AWL-05 CDCCL N/A 787-8 Aluminum Bridge Bracket Installation Inside the Fuel Tanks
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation or
insufficient component installation could result in the potential for arcing or sparking to occur within the fuel tanks
due to insufficient bonding within the ground electrical paths.
Mitigation: When installing or re-installing bridge brackets in the following areas, the following design features
must be maintained (refer to Boeing AMM B787-A-20-10-39-00A-720A-A):
a. Bridge Brackets that support APU Fuel Feed Tubes between Ribs 5 and 8 in the Left Wing.
b. Bridge Brackets that support Refuel/Jettison Reprime Tubes between Ribs 5 and 6 in the Left and Right Wings.
Maintain the following design features:
1. The bolts and collars are installed in accordance with SRM 51-41-05
2. A fay sealed fay surface bond is installed between the bridge bracket and each stringer bracket.
3. A fastener spot bond is applied between the bridge bracket and each fastener head or tail (as applicable to
installation, applicable to Line Numbers 4 - 233).
4. A fastener spot bond is applied between the stringer bracket and each fastener head or tail (as applicable to
installation, applicable to Line Numbers 4 - 233).
5. The electrical bonding resistance between the bridge bracket and each stringer bracket is less than 0.0005 ohm
(0.5 milliohm).
6. The separation between the nearest fastener to the stringer cap flange is a minimum of 0.150 inches (3.81 mm).
7. Pre-cured sealant caps are applied to the heads and tails of the fasteners.
8. The separation between the sealant cap on the underside of the bridge bracket installation and the sealant on
any adjacent fastener in the lower flange of the stringer is a minimum of 0.300 inches (7.62 mm).
9. A fillet seal of sealant is applied along the edges of the joints between the bridge bracket and stringer brackets
(applicable to Line Numbers 4 - 233).

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ATA 21

AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

21-AWL-01 CDCCL N/A ALL Air Conditioning Pack Insulation

Concern: Alterations to the Air Conditioning Pack Insulation, could allow excessive heat to be conducted into the
fuel tank, increasing fuel tank flammability.
Any alteration to the Air Conditioning Pack Insulation installations (material, thickness, location, presence, etc)
requires approval from the FAA Oversight Office.
However, no additional FAA Oversight Office approval is required if the alteration is accomplished in accordance
with:
1. Boeing Service Bulletins, and/or
2. Boeing Organization Designation Authorization (ODA) approved alteration instructions;
where all the required procedures that relate to the altered Air Conditioning Pack Insulation installations 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 21-AWL-01
provided the alteration is accomplished in accordance with these instructions."
21-AWL-02 N/A N/A N/A DELETED.

21-AWL-03 N/A N/A N/A DELETED.

21-AWL-04 N/A N/A N/A DELETED.

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ATA 28

AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

28-AWL-01 CDCCL N/A ALL Center, Main, and Surge Fuel Tank Access Panels
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 lightning strike or conducting current through the wing skin structure due to insufficient, or a
degradation of electrical continuity.
Mitigation: When re-installing or replacing a Center, Main, or Surge Fuel Tank Access Panel, the following design
features must be maintained (refer to Boeing AMMs B787-A-28-11-01-00A-720A-A, B787-A-28-11-02-00A-720A-
A, and B787-A-28-11-03-00A-720A-A):
Center, Main, and Surge (Middle) Fuel Tank Access Panels (Applicable to Line Numbers 4 - 125)
NOTE: These steps are applicable to all Fuel Tank Access Panels except the Surge (Pressure Relief Valve and Vent
Scoop Assembly) Fuel Tank Access Panels installed at door positions 541CB/641CB and 541BB/641BB.
1. A fay surface bond is installed between the clamp ring and the access panel.
2. No visible contamination on the clamp ring and wing skin electrical faying surfaces.
3. The electrical bonding resistance between the clamp ring and access panel is less than 0.001 ohm (1 milliohm).
4. The electrical bonding resistance between the clamp ring and an adjacent clamp ring, or between the clamp ring
and the Current Return Network, is less than 300,000 ohms.
Center, Main, and Surge (Middle) Fuel Tank Access Panels (Applicable to Line Numbers 126 and
subsequent)
NOTE: These steps are applicable to all Fuel Tank Access Panels except the Surge (Pressure Relief Valve and Vent
Scoop Assembly) Fuel Tank Access Panels installed at door positions 541CB/641CB and 541BB/641BB.

1. No visible contamination on the outer door and wing skin electrical faying surfaces.
2. No visible contamination on the head of each fastener and outer door electrical faying surfaces.
3. The head of each fastener is torqued to 35 +/- 5 in.-lb. (4.0 +/- 0.6 N-m).
4. The electrical bonding resistance between one of the bolts on the access panel and a bolt on an adjacent
access panel, or between one of the bolts on the access panel and the Current Return Network, is less than
300,000 ohms.

(Continued on next page)

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28-AWL-01, Center, Main, and Surge Fuel Tank Access Panels, Continued
Continued
Surge (Pressure Relief Valve and Vent Scoop Assembly) Fuel Tank Access Panels
NOTE: These doors are installed at door positions 541CB/641CB and 541BB/641BB.

1. A fay surface bond is installed between the clamp ring and the access panel.
2. No visible contamination on the clamp ring and wing skin electrical faying surfaces.
3. The electrical bonding resistance between the clamp ring and access panel is less than 0.001 ohm (1 milliohm).
4. The electrical bonding resistance for the Pressure Relief Valve Access Panel is less than 150,000 ohms
between:
a. The clamp ring and an adjacent clamp ring.
OR
b. The clamp ring and the Current Return Network.
OR
c. The clamp ring and a bolt on an adjacent access panel (applicable to Line Numbers 126 and subsequent).
5. The electrical bonding resistance for the Vent Scoop Assembly Access Panel is less than 300,000 ohms
between:
a. The clamp ring and an adjacent clamp ring.
OR
b. The clamp ring and the Current Return Network.
OR
c. The clamp ring and a bolt on an adjacent access panel (applicable to Line Numbers 126 and subsequent).

28-AWL-02 N/A N/A N/A Task deleted; requirements are now contained in 28-AWL-01.

28-AWL-03 N/A N/A N/A Task deleted; requirements are now contained in 28-AWL-01.

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28-AWL-04 CDCCL N/A ALL Surge Fuel Tank Pressure Relief Valve
Concern: Potential for arcing or sparking inside the tank at the interface between the access panel and pressure
relief valve as a result of a direct strike or conducting current through the wing skin structure due to insufficient, or
a degradation of, electrical continuity.
Mitigation: When re-installing or replacing the Surge Fuel Tank Pressure Relief Valve, the following design
features must be maintained (refer to Boeing AMM B787-A-28-13-03-00A-720A-A):
Surge Tank Pressure Relief Valve Installation
1. A fillet sealed fay surface bond is installed between the pressure relief valve and the anti-static coating on the
access panel.
a. Ensure the anti-static coating on the Access Panel is not worn or damaged.
2. Corrosion Inhibiting Compound is applied to the O-ring as the lubricant.
3. The electrical bonding resistance between the poppet spring and the outer surface of the access panel is less
than 150,000 ohms.
4. A fillet seal is applied around the edge of the joint between the pressure relief valve and the access panel.
a. Ensure the fillet seal completely fills the space between the pressure relief valve and the recessed portion
of the access panel.

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28-AWL-05 CDCCL N/A ALL Surge Fuel Tank Vent Scoop Assembly
Concern: Potential for arcing or sparking inside the tank at the interface between the Access Panel and the Vent
Scoop Assembly and between the components of the Vent Scoop Assembly as a result of a direct lightning strike
or conducting current through the wing skin structure due to insufficient, or a degradation of, electrical continuity.
Mitigation: When re-installing or replacing any of the components of the Vent Scoop Assembly (transition duct,
standpipe, or flame arrestor), the following design features must be maintained (refer to Boeing AMMs
B787-A-28-11-03-00A-720A-A and B787-A-28-13-05-00A-720A-A):
Transition Duct Installation
1. A fay sealed fay surface bond is installed between the anti-static coating on the bottom surface of the bottom
flange of the transition duct and the access panel.
a. Ensure the anti-static coating on the bottom surface of the bottom flange of the transition duct is not worn or
damaged.
2. A fastener bond to conductive finishes on composites is installed between the head of each fastener and the
anti-static coating on the top surface of the bottom flange of the transition duct.
a. Ensure the anti-static coating on the top surface of the bottom flange of the transition duct is not worn or
damaged.
3. The electrical bonding resistance between head of each fastener and the anti-static coating on the top surface of
the bottom flange of the transition duct is less than 300,000 ohms.
4. The electrical bonding resistance between the anti-static coating on the top surface of the bottom flange of the
transition duct and the access panel is less than 300,000 ohms.
5. Pre-cured sealant caps are applied to the head of each fastener.
6. A fillet seal is applied along the edge of the outer joint between the transition duct and the access panel.
Flame Arrestor and Standpipe Installation
1. The flame arrestor is installed on the transition duct.
2. A fillet sealed fay surface bond is installed between the standpipe and the transition duct.
a. Ensure the anti-static coating on the top surface of the top flange of the transition duct is not worn
or damaged.
3. A fastener spot bond is installed between the head of each fastener and the standpipe.

(Continued on next page)

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28-AWL-05, Surge Fuel Tank Access Panel (Vent Scoop Access Panel), Continued
Continued
Flame Arrestor and Standpipe Installation, Continued
4. A fastener bond to conductive finishes on composites is installed between the tail of each fastener and the anti-
static coating on the bottom surface of the top flange of the transition duct.
a. Ensure the anti-static coating on the bottom surface of the top flange of the transition duct is not worn or
damaged.
5. Corrosion Inhibiting Compound is applied to the O-ring as the lubricant.
6. The electrical bonding resistance between the standpipe and the transition duct is less than 300,000 ohms.
7. The electrical bonding resistance between the tail of each fastener and the anti-static coating on the transition
duct is less than 300,000 ohms.
8. The electrical bonding resistance between the head of each fastener and the standpipe is less than:
a. 300,000 ohms (applicable to 787-8).
b. 0.002 ohm (2 milliohms) (applicable to 787-9 or 787-10).
9. A fillet seal is applied along the edge of the joint between the standpipe and the transition duct.

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28-AWL-06 CDCCL N/A ALL Main Wing Tank Dry Bay Access Panel
Concern: Insufficient Electrical Continuity. Improper installation of certain features has the potential for arcing or
sparking to occur within the fuel tanks.
Mitigation: When re-installing the Wing Dry Bay Access Panel, the following design features must be maintained
(refer to Boeing AMM B787-A-28-11-05-00A-720A-A):
NOTE: For Doors on Line Numbers 6 - 34, only one seal is present. For Doors on Line Numbers 35 and on, two seals
are present.

1. Verify the rubber fuel seal is not damaged (cuts, delaminations from the access panel, chafing, flat spots, or any
other condition which will prevent a fuel-tight seal). Replace if necessary.
2. The electrical fay surface bond between the access panel and the rib is less than 0.0005 ohm (0.5 milliohm).
3. The electrical fastener spot bond between the access panel and the tail (in-tank) of each fastener is less than
0.001 ohm (1 milliohm).
4. A brushcoat of sealant is applied to the tail (in-tank) of each fastener (applicable to 787-8 Line Numbers 6 - 209).
5. A fillet seal of sealant is applied to the tail (in-tank) of each fastener (applicable to all 787-9 or 787-10 Line
Numbers and 787-8 Line Numbers 210 and subsequent).
6. A fillet seal of sealant is applied between the access panel and the rib on the in-tank side of the installation
(applicable to Line Numbers 6 - 34).

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28-AWL-07 CDCCL N/A ALL Center Fuel Tank Rear Spar Access Panel
Concern: Improper installation of certain features has the potential for arcing or sparking to occur within the fuel
tanks.
Mitigation: When re-installing or replacing the Center Fuel Tank Rear Spar Access Panel, the following design
features must be maintained (refer to Boeing AMM B787-A-28-11-02-01A-720A-A):
1. Verify the rubber fuel seal is not damaged (cuts, delaminations from the access panel, chafing, flat spots, or any
other condition which will prevent a fuel-tight seal). Replace if necessary.
2. The bolts are torqued to 45 +/-5 in.-lb. (5.1 +/- 0.6 N-m).
3. A fay surface bond is installed between the access panel and the clamp ring.
4. A fay surface bond is installed between the clamp ring and the manufacturing door on the rear spar.
5. The electrical bonding resistance between the access panel and the clamp ring is less than 0.001 ohm
(1 milliohm).
6. The electrical bonding resistance between the clamp ring and the manufacturing door on the rear spar is less
than 0.001 ohm (1 milliohm).

28-AWL-08 CDCCL N/A ALL Fuel Sump Drain Valve Body

Concern: Insufficient, or a degradation of, electrical continuity or sealing, as a result of improper surface
preparation or sealant application, could result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Main and Center Tank Fuel Sump Drain Valve Body, the following
design features must be maintained (refer to Boeing AMM B787-A-28-11-06-00A-720A-A):
1. If the flanged bushing or bolts are removed from the wing skin, the flanged bushing or bolts are installed in
accordance with Boeing SRM Chapters 51 and 57.
2. The mating surfaces of the bolt sleeves, drain valve body, and the flanged bushing are prepared for electrical
bonding:
a. Solvent cleaned mating surfaces of the drain valve body, flanged bushing, inner surfaces of the fastener
holes in the drain valve body, and exposed surface of the sleeves of the bolts.
3. Wet install the fasteners (washers and nuts).
4. The nuts are torqued to 60 +/-5 in.-lb. (6.8 +/- 0.5 N-m).
5. The sealant comes out in a continuous circle around the washers and nuts as they are being installed.
6. Pre-cured sealant caps are applied to the nuts and washers.
7. A fillet seal of sealant is applied along the edge of the joint between the drain valve body and the bushing.

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28-AWL-09 N/A N/A N/A DELETED.

28-AWL-10 CDCCL N/A ALL Fuel Vent Float Valve (Main and Center Tanks)
Concern: Insufficient, or a degradation of, electrical continuity or sealing, as a result of improper surface
preparation or sealant application, could result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Vent Float Valve (Main and Center Tanks) is removed and reinstalled or replaced, the following design
features must be verified (refer to Boeing AMM B787-A-28-13-01-00A-720A-A):
1. A fillet sealed fay surface bond is installed between the vent float valve and the fitting.
2. For airplanes 787-8, Line Number 532 and on, or for 787-9 or 787-10 airplanes; each fastener is wet installed, it
is acceptable to not apply sealant to the fastener threads.
3. Corrosion inhibiting compound is applied to the O-ring as the lubricant.
4. The electrical bonding resistance between the vent float valve and the fitting is less than 0.020 ohm
(20 milliohms).
5. A fillet seal is applied to the head and tail (if visible) of each fastener.
6. A Type 2 fillet seal is applied along the edge of the joint between the vent float valve and the fitting.
7. For 787-9 or 787-10 airplanes, for a vent float valve installed in a main tank, the clearance between the vent
float valve and the fuel dam or stringer, or any sealant on the fuel dam or stringer is 0.16 inch (4.1 mm) or more
over the whole range of float valve movement.
a. If the clearance between the vent float valve and the fuel dam or stringer, or any sealant on the fuel dam or
stringer, is less than 0.16 inch (4.1 mm), a Type 2 fillet seal is applied to the existing fillet seal along the
edge of the forward half of the joint between the fuel dam and the stringer.

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28-AWL-11 CDCCL N/A ALL Surge Tank Drain Check Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the Surge Tank Drain Check Valve is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-13-04-00A-720A-A):
1. If the head of a fastener is removed from the rib:
a. The fastener is installed in accordance with Boeing SRM 51-41-05.
b. An interference-fit fastener bond is installed between the fastener and the rib.
c. The electrical bonding resistance between the head of the fastener and the rib is less than 0.001 ohm
(1 milliohm).
d. A fillet seal is applied to the head of the fastener. (Applicable to 787-8).
e. Pre-cured sealant caps are applied to the head of the fastener. (Applicable to 787-9 or 787-10).
2. A fastener spot bond is installed through the tail of each fastener.
3. No visible contamination on the electrical faying surfaces of the valve body where it mates with the tail of each
fastener.
4. Wet install the tail of each fastener.
5. The tail of each fastener is installed in accordance with Boeing SRM 51-43-05.
6. The electrical bonding resistance between the tail of each fastener and the cotter pin is less than 300,000 ohms.

28-AWL-12 N/A N/A N/A Task deleted; requirements are now contained in 28-AWL-13.

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28-AWL-13 CDCCL N/A 787-8 Fuel Tank Vent System Transport Elements
Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing,
or from insufficient separation from tubing installations to other systems installations or from tubing to structure.
If the fuel tank vent system transport elements (tubes, fittings, clamps, couplings, isolators, etc.) are removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-13-07-00A-
720A-A):
1. If a tube with a welded flange installed at Rib 9 or Rib 21 was removed and reinstalled or replaced, the following
design features must be verified for that tube:
a. A fay sealed fay surface bond is installed between the tube and the shim and between the shim and the
bracket.
b. A clearance-fit fastener bond is applied between the head of each fastener and the tube.
c. A clearance-fit fastener bond is applied between the tail of each fastener and the bracket.
d. The tail of each fastener that attaches the tube to the bracket is torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
e. The electrical bonding resistance between the tube and the bracket is less than 0.0010 ohm (1.0 milliohm).
f. Pre-cured sealant caps are applied to the head and tail of each fastener.
2. If a tube with a welded flange installed at Rib 28 or Rib 30 was removed and reinstalled or replaced, the
following design features must be verified for that tube:
a. For airplane Line Number 6; or airplanes Line Numbers 234 and on; a fay sealed fay surface bond is
installed between the tube and the bracket.
b. For airplanes Line Numbers 7-233, a fillet sealed fay surface bond is installed between the tube and the
bracket.
c. A clearance-fit fastener bond is applied between the head of each fastener and the tube.
d. A clearance-fit fastener bond is applied between the tail of each fastener and the bracket.
e. For airplane Line Number 6; or airplanes Line Numbers 234 and on; the tail of each fastener that attaches
the tube to the bracket is torqued to 80 +/- 2 in.-lb (9.0 +/- 0.2 N-m).
f. For airplanes Line Numbers 7-233, the tail of each fastener that attaches the tube to the bracket is torqued
to 65 +/- 2 in.-lb (7.3 +/- 0.2 N-m).
g. The electrical bonding resistance between the tube and the bracket is less than 0.0005 ohm (0.5 milliohm).
h. For airplanes Line Numbers 6-233, a Type 2 fillet seal is applied along the edge of the joint between the
tube and the bracket.
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
(Continued on next page)

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28-AWL-13, Fuel Tank Vent System Transport Elements, Continued

Continued
3. If a Side-of-Body (SOB) Rib Bulkhead Fitting was removed and reinstalled or replaced, the following design
features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
f. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the rib is less than 0.0010 ohm (1.0 milliohm).
g. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead fitting is less than 0.0005 ohm (0.5 milliohm).
h. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the tail of each fastener
and the bulkhead fitting is less than 0.0015 ohm (1.5 milliohms).
i. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
j. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
k. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
l. Pre-cured sealant caps are applied to the head and tail of each fastener.
4. If a Rib 9 Bulkhead Fitting (Left Wing) or Float Valve Fitting (Right Wing) was removed and reinstalled or
replaced, the following design features must be verified:
NOTE: Below "bulkhead fitting" includes both the Bulkhead Fitting and the Float Valve Fitting
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
(Continued on next page)

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28-AWL-13, Fuel Tank Vent System Transport Elements, Continued

Continued b. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
h. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
i. Pre-cured sealant caps are applied to the tail of each fastener.
5. For airplanes Line Numbers 6-660, if a Rib 21 Bulkhead Fitting was removed and reinstalled or replaced, the
following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
h. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
i. Pre-cured sealant caps are applied to the tail of each fastener.

(Continued on next page)

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28-AWL-13, Fuel Tank Vent System Transport Elements, Continued

Continued
6. For airplanes Line Numbers 708 and on, if a Rib 21 Bulkhead Fitting or a fastener on the fitting was removed
and reinstalled or replaced, the following design features must be verified:
a. For each removed fastener:
i. An interference-fit fastener bond through the fastener is installed between the bulkhead fitting and the
rib.
ii. The fastener is installed with an interference-fit in the bulkhead fitting and the rib in accordance with
Boeing SRM 51-41-05.
iii. The fastener is wet installed.
b. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
7. If the Surge Tank Outlet Tube or Forward Bulkhead Fitting at Rib 32 was removed and reinstalled or replaced,
the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the outlet tube and the rib.
b. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. For airplanes Line Numbers 35 and on, an interference-fit fastener bond is installed between the fastener
and the rib.
d. A clearance-fit fastener bond is installed between the head of each fastener and the outlet tube.
e. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
f. The outboard end of the outlet tube is pointed up.
g. Each fastener is wet installed.
h. Each fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
i. The electrical bonding resistance between the outlet tube and the rib is less than 0.0005 ohm (0.5 milliohm).
j. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
k. A Type 2 fillet seal is applied along the edge of the joint between the outlet tube and the rib, on the outboard
side of the rib.
l. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
m. Pre-cured sealant caps are applied to the head and tail of each fastener.

(Continued on next page)

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28-AWL-13, Fuel Tank Vent System Transport Elements, Continued

Continued
8. If a Rib 32 Aft Bulkhead Fitting was removed and reinstalled or replaced, the following design features must be
verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
h. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
i. Pre-cured sealant caps are applied to the tail of each fastener.

(Continued on next page)

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28-AWL-13, Fuel Tank Vent System Transport Elements, Continued

Continued
9. If any of the tubing installed at the following locations was disturbed during maintenance, preventative
maintenance, or alteration, the following design features must be verified for those tubes:
NOTE: Below "vent tube(s)" includes all couplings and components installed on the vent tube(s) at those
locations.
a. Between Ribs 12 and 13, the clearance between the vent tube and the nearest fuel feed tube is 0.64 inch
(16.3 mm) or more.
b. Between Ribs 29 and 30, the clearance between the fuel height sensor and the nearest vent tube is 1.039
inches (26.391 mm) or more.
c. Between Ribs 30 and 31, the clearance between the fuel height sensor and the nearest vent tube is 1.039
inches (26.391 mm) or more.
d. Between Ribs 24 and 25, the clearance between the fuel height sensor and the nearest vent tube is 0.621
inch (15.773 mm) or more.
e. Between Ribs 22 and 23, the clearance between the fuel height sensor and the nearest vent tube is 0.646
inch (16.408 mm) or more.
f. Between Ribs 28 and 29, the clearance between the fuel height sensor and the nearest vent tube is 0.892
inch (22.657 mm) or more.
g. Between Ribs 26 and 27, the clearance between the fuel height sensor and the nearest vent tube is 0.621
inch (15.773 mm) or more.
h. Between the Right SOB Rib and Rib 2 in the right wing, the clearance between the forward vent tube and
the nearest NGS tube is 0.61 inch (15.5 mm) or more.

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28-AWL-14 CDCCL N/A ALL Refuel Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Refuel Adapter is removed and reinstalled or replaced, the following design features must be verified (refer to
Boeing AMM B787-A-28-21-01-00A-720A):
1. A fillet sealed fay surface bond is installed between the refuel adapter and the doubler.
2. Corrosion inhibiting compound is applied to each O-ring as the lubricant.
3. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
4. The electrical bonding resistance between the refuel adapter and the doubler is less than 0.0025 ohm
(2.5 milliohms).
5. An injection seal is applied between the refuel adapter and the doubler and the front spar, on the inside of the
tank.
6. A Type 2 fillet seal is applied along the edge of the joint between the refuel adapter and the doubler, on the
outside of the tank.
7. Pre-cured sealant caps are applied to the head of each fastener.

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28-AWL-15 CDCCL N/A ALL Refuel Valve Driveshaft

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Refuel Valve Driveshaft, the following design features must be
maintained (refer to Boeing AMM B787-A-28-21-02-00A-720A-A):
1. The mating surfaces of the countersunk bolts and doubler are prepared for electrical bonding:
a. Bare metal on the countersunk surfaces of the doubler (applicable to 787-9 or 787-10).
b. Solvent cleaned countersunk surfaces of the doubler, and the countersunk bolts.
2. Wet install the fasteners (countersunk bolts), but do not apply sealant to the threads of the bolts.
3. The countersunk bolts are torqued to 40 +/-1 in.-lb. (4.5 +/-0.1 N-m).
4. The sealant comes out in a continuous circle around the countersunk bolts as they are being installed.
5. The countersunk bolt heads are flush or below the surface of the doubler.
6. The electrical bonding resistance between each countersunk bolt and the doubler is less than 0.001 ohm
(1 milliohm).
7. A fillet seal of sealant is applied along the edge of the joint between the flange of the driveshaft and the spar.

28-AWL-16 CDCCL N/A ALL Refuel Valve Body

NOTE Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Refuel Valve Body, the following design features must be
maintained (refer to Boeing AMM B787-A-28-21-02-00A-720A-A):
1. If the bolts are removed from the rib, the mating surfaces of the bolts and the rib are prepared for electrical
bonding (applicable to 787-9 or 787-10):
a. Bare metal mating surfaces on the rib where the bolts will install, and on the inner surfaces of the fastener
holes in the rib.
b. Solvent cleaned mating surfaces on the rib where the bolts will install, on the inner surfaces of the fastener
holes in the rib, and the bolts.
2. If the bolts are removed from the rib, the bolts are installed in accordance with Boeing SRM 51-41-05.

(Continued on next page)

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28-AWL-16, Refuel Valve Body, Continued

Continued
3. The mating surfaces of the valve body and rib are prepared for electrical bonding:
a. Bare metal mating surfaces of the rib (applicable to 787-9 or 787-10).
b. Alodine on the mating surfaces of the rib (applicable to 787-8).
c. Bare metal mating surfaces of the valve body where the washers will install.
d. Solvent cleaned mating surfaces valve body where the washers will install, washers, nuts, and shaft and
threads of the bolts.
e. Solvent cleaned mating surfaces of the rib and valve body.
4. A faying surface seal is applied between the valve body and the rib (applicable to Line Number 6).
5. Wet install the fasteners (washers and nuts).
6. The nuts are torqued in accordance with Boeing SRM 51-41-05.
7. The sealant comes out in a continuous circle around the washers and nuts as they are being installed.
8. The sealant comes out continuously around the full perimeter of the valve body, as the fasteners are being
installed (applicable to Line Number 6).
9. The electrical bonding resistance between the valve body and the rib is less than 0.0005 ohm (0.5 milliohm).
10. The electrical bonding resistance between the valve body and each nut is less than 0.0015 ohm (1.5 milliohms)
(applicable to 787-8).
11. The electrical bonding resistance between the valve body and each nut is less than 0.001 ohm (1 milliohm)
(applicable to 787-9 or 787-10).
12. If a bolt was removed and installed, the electrical bonding resistance between the rib and the bolt is less than
0.001 ohm (1 milliohm) (applicable to 787-9 or 787-10).
13. A fillet seal of sealant is applied along the edge of the flange of the valve body.
14. An injection seal of sealant is applied between the valve body and the rib, along the hole in the rib.
15. Pre-cured sealant caps are applied to the bolts (if removed and installed), nuts and washers.
APPLICABILITY NOTE: For Line Numbers 6 - 54, Steps 3.c, 3.d, and 10 do not apply if Valve Part Number
12M0033 will be installed. These steps do apply for all other Valve Part Numbers installed on Line Numbers 6 - 54,
and for any Valve installed on Line Numbers 55 and subsequent.

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28-AWL-17 CDCCL N/A ALL Refuel Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Refuel Valve Actuator is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-28-21-03-00A-720A-A):
1. A fay surface bond sealed with corrosion inhibiting compound is installed between the actuator and the adapter.
2. With each bonding jumper that attaches to the actuator disconnected at one or both ends, and the electrical
connector disconnected from the actuator, the electrical bonding resistance between the actuator and the
adapter is less than 0.0010 ohm (1.0 milliohm).
3. For the center tank refuel valves, two bonding jumpers are installed between the actuator and structure.
a. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to the structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and the ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
b. Prior to attaching each bonding jumper to the actuator, verify that the electrical bonding resistance between
the loose terminal of each bonding jumper and structure is less than 0.00248 ohm (2.48 milliohms).
c. Each bonding jumper terminal is attached to the actuator with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
d. The electrical bonding resistance between each bonding jumper terminal and the actuator is less than
0.0009 ohm (0.9 milliohm).
e. Each bonding jumper terminal and the ground stud assembly attached to the actuator are encapsulated in
sealant (SLT4 or SLT6).
4. For the inboard main tank refuel valves, two bonding jumpers are installed between the actuator and structure.
a. If a bonding jumper is disconnected from structure, the following design features must be verified (refer to
Boeing AMM B787-A-28-22-05-00A-720A-A):
i. The bonding jumper terminal is attached to the structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and the ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
b. For 787-8 airplanes, prior to attaching each bonding jumper to the actuator, verify the following:

(Continued on next page)

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28-AWL-17 CDCCL N/A ALL Refuel Valve Actuator, Continued

Continued i. The boost pump bonding jumper that shares a ground stud assembly with the actuator bonding jumper
is disconnected from the boost pump.
ii. The electrical bonding resistance between the loose terminal of each bonding jumper and structures is
less than 0.00138 ohm (1.38 milliohms).
c. For 787-9 or 787-10 airplanes, prior to attaching each bonding jumper to the actuator, verify the following:
i. The boost pump bonding jumper that shares a ground stud assembly with the actuator bonding jumper
is disconnected from the boost pump.
ii. The electrical bonding resistance between the loose terminal of each bonding jumper and structures is
less than 0.00133 ohm (1.33 milliohms).
d. Each bonding jumper terminal is attached to the actuator with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
e. The electrical bonding resistance between each bonding jumper terminal and the actuator is less than
0.0009 ohm (0.9 milliohm).
f. Each bonding jumper terminal and the ground stud assembly attached to the actuator are encapsulated in
sealant (SLT4 or SLT6).
5. For the outboard main tank refuel valves, two bonding jumpers are installed between the actuator and structure.
a. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to the structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and the ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
b. For the installations in the left wing, prior to attaching each bonding jumper to the actuator, verify that the
electrical bonding resistance between the loose terminal of each bonding jumper and structure is less than
0.00432 ohm (4.32 milliohms).
c. For the installations in the right wing, prior to attaching each bonding jumper to the actuator, verify that the
electrical bonding resistance between the loose terminal of each bonding jumper and structure is less than
0.00399 ohm (3.99 milliohms).
d. Each bonding jumper terminal is attached to the actuator with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
e. The electrical bonding resistance between each bonding jumper terminal and the actuator is less than
0.0009 ohm (0.9 milliohm).
f. Each bonding jumper terminal and the ground stud assembly attached to the actuator are encapsulated in
sealant (SLT4 or SLT6).

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28-AWL-18 CDCCL N/A ALL Refuel Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Refuel Valve Adapter, the following design features must be
maintained (refer to Boeing AMM B787-A-28-21-04-00A-720A-A):
1. The mating surfaces of the adapter and doubler are prepared for electrical bonding:
a. Bare metal mating surfaces of the adapter and doubler.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the bolts and washers as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then a corrosion inhibiting primer is applied to any bare surfaces of the
doubler around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.

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28-AWL-19 CDCCL N/A ALL Refuel/Jettison Manifold Drain Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Refuel/Jettison Manifold Drain Valve is removed and reinstalled or replaced, the following design features must
be verified (refer to Boeing AMM B787-A-28-21-05-00A-720A-A):
1. For airplanes Line Numbers 6-38, a fay sealed fay surface bond is installed between the drain valve and the
tube flange.
2. For airplanes Line Numbers 39-125, a fillet sealed fay surface bond is installed between the drain valve and the
tube flange.
3. For airplanes Line Numbers 126 and on, a fay surface bond is installed between the drain valve and the tube
flange.
4. For airplanes Line Numbers 6-125, each fastener is wet installed.
5. The electrical bonding resistance between the drain valve and the tube flange is less than 0.0005 ohm
(0.5 milliohm).
6. For airplanes Line Numbers 39-125, a Type 2 fillet seal is applied along the edge of the joint between the drain
valve and the tube flange.
7. For airplanes Line Numbers 126 and on, a brushcoat seal is applied along the edge of the joint between the
drain valve and the tube flange.
8. For airplanes Line Numbers 126 and on, a brushcoat seal is applied to the head and tail of each fastener.

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28-AWL-20 CDCCL N/A ALL Refuel/Jettison System Transport Elements

Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing,
or from insufficient separation from tubing installations to other systems installations or from tubing to structure.
If the Refuel/Jettison System Transport Elements (tubes, clamps, fittings, isolators, couplings, etc.) are removed
and reinstalled or replaced, the following design features must be verified (refer to Boeing AMMs B787-A-28-21-
08-01A-720A-A, B787-A-28-21-08-02A-720A-A, B787-A-28-21-08-04A-720A-A, B787-A-28-21-08-05A-720A-A,
B787-A-28-21-08-06A-720A-A, B787-A-28-21-08-07A-720A-A, B787-A-28-21-08-08A-720A-A, B787-A-28-21-08-
09A-720A-A, and B787-A-28-21-08-10A-720A-A):
1. If any of the refuel/jettison tubes with welded flanges listed in step 1.o were removed and reinstalled or replaced,
the following design features in steps 1.a to 1.n must be verified for those tubes (refer to Boeing AMM B787-A-
28-21-08-01A-720A-A):
a. For airplanes Line Numbers 6-233, a fillet sealed fay surface bond is installed between the tube bracket and
the bracket on the rib.
b. For airplanes Line Numbers 234 and on, a fay sealed fay surface bond is installed between the tube bracket
and the bracket on the rib.
c. A clearance-fit fastener bond is installed between the head of each fastener and the tube bracket.
d. A clearance-fit fastener bond is installed between the tail of each fastener and the bracket on the rib.
e. For airplanes Line Numbers 35 and on, each fastener is wet installed.
f. For airplanes 787-8, Line Numbers 6-233, the tail of each fastener is torqued to 65 +/- 2 in.-lb.
(7.3 +/- 0.2 N-m).
g. For airplanes 787-8, Line Numbers 234 and on, the tail of each fastener is torqued to 80 +/- 2 in.-lb.
(9.0 +/- 0.2 N-m).
h. For 787-9 or 787-10 airplanes, each fastener that attaches the tube bracket to the bracket on the rib is
installed in accordance with SRM 51-41-05.
i. The electrical bonding resistance between the tube bracket and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
j. For 787-9 or 787-10 airplanes, the electrical bonding resistance between the head of each fastener and the
tube bracket is less than 0.0010 ohm (1.0 milliohm).
k. For 787-9 or 787-10 airplanes, the electrical bonding resistance between the tail of each fastener and the
bracket on the rib is less than 0.0010 ohm (1.0 milliohm).
l. Pre-cured sealant caps are applied to the head and tail of each fastener.

(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued m. For airplanes Line Numbers 6-233, a Type 2 fillet seal is applied along the edge of the joint between the
tube bracket and the bracket on the rib.
n. For 787-9 or 787-10 airplanes, in the Left Main Tank, if the separation between Rib 19 and the tube bracket
is less than 0.10 inch (2.54 mm), the entire gap is filled by applying a prepack, injection, or fillet seal.
o. Refuel/Jettison tube locations:
i. For 787-8 airplanes; or airplanes 787-9 or 787-10, Line Numbers 126-689; Rib 17
ii. Rib 19 (Left Wing only)
iii. Rib 22
2. If the Override/Jettison (O/J) Pump Inlet Tubing was removed and reinstalled or replaced, the following design
features must be verified (refer to Boeing AMM B787-A-28-21-08-01A-720A-A):
a. A fay surface bond is installed between the pump inlet and each inlet bracket.
b. The electrical bonding resistance between the pump inlet and each inlet bracket is less than 0.0005 ohm
(0.5 milliohm).
c. For fasteners that install the inlet screen and pump inlet to the inlet brackets:
i. A clearance-fit fastener bond is installed between the head of each fastener and the respective inlet
bracket.
ii. For 787-9 or 787-10 airplanes, each fastener is wet installed.
iii. The electrical bonding resistance between the head of each fastener and the respective inlet bracket is
less than:
A) For 787-8 airplanes, 0.0005 ohm (0.5 milliohm).
B) For 787-9 or 787-10 airplanes, 0.0010 ohm (1.0 milliohm).
iv. Pre-cured sealant caps are applied to the head of each fastener.
d. For 787-8 airplanes, for the installation of the inlet brackets to the stringer brackets:
i. A fay sealed fay surface bond is installed between each inlet bracket and the respective stringer
bracket.
ii. Each fastener is wet installed.
iii. The electrical bonding resistance between each inlet bracket and the respective stringer bracket is less
than 0.0005 ohm (0.5 milliohm).

(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued iv. Pre-cured sealant caps are applied to the head of each fastener.
v. A Type 1 fillet seal is applied along the edge of the joint between each inlet bracket and the respective
stringer bracket.
e. For 787-9 or 787-10 airplanes, for the installation of the inlet bracket to the stringer brackets:
i. A fay sealed fay surface bond is installed between the inlet bracket and each stringer bracket.
ii. Each fastener is wet installed.
iii. Each fastener is installed in accordance with Boeing SRM 51-41-05.
iv. The electrical bonding resistance between the inlet bracket and each stringer bracket is less than
0.0005 ohm (0.5 milliohm).
3. For airplanes 787-8, Line Numbers 127 and on; or airplanes 787-9, Line Numbers 126-689; if a Center Tank
Refuel Valve Outlet Tube was removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-21-08-02A-720A-A):
a. A fillet sealed fay surface bond is installed between the outlet tube and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the rib or outlet tube.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the rib or outlet tube.
d. The inboard end of the tube is pointed down.
e. Each fastener is wet installed.
f. For 787-9 airplanes, each fastener is installed in accordance with SRM 51-41-05.
g. The electrical bonding resistance between the outlet tube and the rib is less than 0.0005 ohm (0.5 milliohm).
h. The electrical bonding resistance between the head of each fastener and the rib or outlet tube is less than
0.0010 ohm (1.0 milliohm).
i. For 787-8 airplanes, the electrical bonding resistance between the tail of each fastener and the rib or outlet
tube is less than 0.0015 ohm (1.5 milliohms).
j. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the rib or outlet
tube is less than 0.0010 ohm (1.0 milliohm).
k. Pre-cured sealant caps are applied to the head and tail of each fastener.
l. A Type 2 fillet seal is applied along the edge of the joint between the outlet tube and the rib on the inboard
side of the rib.
m. A Type 2 fillet seal is applied along the edge of the joint between the outlet tube and the rib on the outboard
side of the rib.
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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued
4. For airplanes 787-9, Line Numbers 690 and on, if any of the Center Tank Refuel Valve Outlet Tubes were
removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-
A-28-21-08-02A-720A-A):
a. A fay sealed fay surface bond is installed between the outlet tube and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the rib or outlet tube.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the rib or outlet tube.
d. The inboard end of the tube is pointed down.
e. Each fastener is wet installed.
f. Each fastener is installed in accordance with SRM 51-41-05.
g. The electrical bonding resistance between the outlet tube and the rib is less than 0.0005 ohm (0.5 milliohm).
h. The electrical bonding resistance between the head of each fastener and the rib or outlet tube is less than
0.0010 ohm (1.0 milliohm).
i. The electrical bonding resistance between the tail of each fastener and the rib or outlet tube is less than
0.0010 ohm (1.0 milliohm).
j. Pre-cured sealant caps are applied to the head and tail of each fastener.
5. For 787-10 airplanes, if any of the Center Tank Refuel Valve Outlet Tubes were removed and reinstalled or
replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-21-08-02A-720A-A):
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. A clearance-fit fastener bond is installed between the head of the fastener and the rib.
ii. The fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the outlet tube and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the outlet tube.
d. Each fastener is wet installed.
e. The inboard end of the tube is pointed down.
f. The tail of each fastener is installed in accordance with SRM 51-41-05.
g. The electrical bonding resistance between the outlet tube and the rib is less than 0.0005 ohm (0.5 milliohm).
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued h. The electrical bonding resistance between the tail of each fastener and the outlet tube is less than
0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the tail of each fastener.
j. For airplane Line Number 743, a Type 2 fillet seal is applied along the edge of the joint between the aft
outlet tube and the RH SOB rib, on the inboard side of the rib.
k. For airplane Line Number 743, a Type 2 fillet seal is applied along the edge of the joint between the aft
outlet tube and the RH SOB rib, on the outboard side of the rib.
6. For 787-8 airplanes; or airplanes 787-9 or 787-10, Line Numbers 126-737; if the tube with a welded flange at Rib
6 was removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM
B787-A-28-21-08-02A-720A-A):
a. For airplanes Line Numbers 6-233, a fillet sealed fay surface bond is installed between the tube bracket and
the bracket on the rib.
b. For airplanes Line Numbers 234 and on, a fay sealed fay surface bond is installed between the tube bracket
and the bracket on the rib.
c. A clearance-fit fastener bond is installed between the head of each fastener and the tube bracket.
d. A clearance-fit fastener bond is installed between the tail of each fastener and the bracket on the rib.
e. For airplanes Line Numbers 35 and on, each fastener is wet installed.
f. For 787-8 airplanes, the tail of each fastener is torqued to 35 +/- 1 in.-lb (4.0 +/- 0.1 N-m).
g. For 787-9 or 787-10 airplanes, each fastener is installed in accordance with SRM 51-41-05.
h. The electrical bonding resistance between the tube bracket and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
i. For 787-9 or 787-10 airplanes, the electrical bonding resistance between the head of each fastener and the
tube bracket is less than 0.0010 ohm (1.0 milliohm).
j. For 787-9 or 787-10 airplanes, the electrical bonding resistance between the tail of each fastener and the
bracket on the rib is less than 0.0010 ohm (1.0 milliohm).
k. Pre-cured sealant caps are applied to the head and tail of each fastener.
i. For 787-8 airplanes, if the minimum distance between the pre-cured sealant caps and the rib is less
than 0.10 inch (2.54 mm): A prepack or injection seal is applied to fill the clearance between the pre-
cured sealant caps and the rib.
l. For airplanes Line Numbers 6-233, a Type 2 fillet seal is applied along the edge of the joint between the
tube bracket and the bracket on the rib.
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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued
7. For 787-8 airplanes, if any of the refuel/jettison tubes between Rib 5 and Rib 6 were disturbed during
maintenance, preventative maintenance, or alteration, the distance between the tube and the small refuel/
jettison (reprime) tube outboard of Rib 5 is 1.23 inches (31.24 mm) or more (refer to Boeing AMM B787-A-28-
21-08-02A-720A-A).
8. For airplanes Line Numbers 6-125, if any of the Main Tank Outboard Refuel Valve Tubes were removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-21-08-
04A-720A-A):
a. A clearance-fit fastener bond is installed between the head of each fastener and the tube bracket.
b. The head of each fastener is torqued to 30 +/- 1 in.-lb (3.4 +/- 0.1 N-m).
c. For airplane Line Number 6, a fillet seal is applied to the head of each fastener.
i. Ensure the sealant covers the bare aluminum and slotted holes in the tube bracket.
d. For airplanes Line Numbers 7 and on, a brushcoat seal is applied to the head of each fastener.
i. Ensure the sealant covers the bare aluminum and slotted holes in the tube bracket.
9. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if a Refuel/Jettison Bulkhead Fitting at the SOB
Rib was removed and reinstalled or replaced, the following design features must be verified (refer to Boeing
AMM B787-A-28-21-08-06A-720A-A):
a. A fillet sealed fay surface bond is installed between the bulkhead fitting and rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead fitting.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead fitting or rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead fitting or rib.
f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with SRM 51-41-05.
h. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued j. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead fitting is less than 0.0005 ohm (0.5 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead fitting or rib is less than 0.0010 ohm (1.0 milliohm).
l. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting or rib is less
than:
i. For airplanes 787-8, Line Numbers 7 and on, 0.0015 ohm (1.5 milliohms).
ii. For 787-9 airplanes, 0.0010 ohm (1.0 milliohm).
m. Pre-cured sealant caps are applied to the head and tail of each fastener.
n. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
10. For airplanes 787-9, Line Numbers 690 and on, if a Refuel/Jettison Bulkhead Fitting at the SOB Rib was
removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-
A-28-21-08-06A-720A-A):
a. A fay sealed fay surface bond is installed between the bulkhead fitting and rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead fitting or rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting or rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead fitting or rib is less
than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting or rib is less
than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.

(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued
11. For 787-10 airplanes, if a Refuel/Jettison Bulkhead Fitting at the SOB Rib was removed and reinstalled or
replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-21-08-06A-720A-A):
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. A clearance-fit fastener bond is installed between the head of the fastener and the rib.
ii. The fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting is less than
0.0010 ohm (1.0 milliohm).
h. Pre-cured sealant caps are applied to the tail of each fastener.
12. For airplanes Line Numbers 6-125, if the Refuel Valve Bulkhead Isolator at the SOB Rib was removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-21-08-
06A-720A-A):
a. A fillet sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead isolator.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead isolator or rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator or rib.
f. Each fastener is wet installed.
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued g. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
h. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead isolator is less than 0.0005 ohm (0.5 milliohm).
j. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead isolator or rib is less than 0.0010 ohm (1.0 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the tail of each fastener
and the bulkhead isolator or rib is less than 0.0015 ohm (1.5 milliohms).
l. The tail of each fastener is encapsulated with sealant.
NOTE: Refer to 28-AWL-83, for installing a fastener fillet seal as the acceptable procedure.
m. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
inboard side of the rib.
n. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
outboard side of the rib.
13. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if the Reprime Bulkhead Isolator at the SOB
Rib was removed and reinstalled or replaced, the following design features must be verified (refer to Boeing
AMM B787-A-28-21-08-06A-720A-A):
a. A fillet sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead isolator.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead isolator or rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator or rib.
f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with Boeing SRM 51-41-05.
h. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
j. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead isolator is less than 0.0005 ohm (0.5 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead isolator or rib is less than 0.0010 ohm (1.0 milliohm).
l. For airplanes 787-8, Line Numbers 7 and on, the electrical bonding resistance between the tail of each
fastener and the bulkhead isolator or rib is less than 0.0015 ohm (1.5 milliohms).
m. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bulkhead
isolator or rib is less than 0.0010 ohm (1.0 milliohm).
n. Pre-cured sealant caps are applied to the head and tail of each fastener.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
inboard side of the rib.
p. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
outboard side of the rib.
14. For airplanes 787-9, Line Numbers 690 and on, if the Reprime Bulkhead Isolator at the SOB Rib was removed
and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-21-
08-06A-720A-A):
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead isolator or rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator or rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead isolator or rib is less
than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator or rib is less
than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued
15. For 787-10 Airplanes, if the Reprime Bulkhead Isolator at the SOB Rib was removed and reinstalled or replaced,
the following design features must be verified (refer to Boeing AMM B787-A-28-21-08-06A-720A-A):
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the bracket.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bracket.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the bracket is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bracket is less than
0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator is less than
0.0010 ohm (1.0 milliohm)
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
16. If the bulkhead fitting at Rib 9 was removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-21-08-07A-720A-A):
a. If the head of a fastener is removed from the rib:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the
bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued h. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
i. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
17. If the bulkhead isolator at Rib 11 was removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-21-08-08A-720A-A):
a. If the head of a fastener is removed from the rib:
i. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
c. For airplanes 787-8, Line Numbers 6-367, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. For airplanes 787-8, Line Numbers 6-522, a Type 2 fillet seal is applied along the edge of the joint between
the bulkhead isolator and the rib, on the inboard side of the rib.
i. For airplanes 787-8, Line Numbers 6-522, a Type 2 fillet seal is applied along the edge of the joint between
the bulkhead isolator and the rib, on the outboard side of the rib.
18. For airplanes Line Numbers 6-689, if a bulkhead fitting at Rib 21 was removed and reinstalled or replaced, the
following design features must be verified (refer to Boeing AMM B787-A-28-21-08-09A-720A-A):
a. If the head of a fastener is removed from the rib:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued c. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the
bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the inboard side of the rib.
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the outboard side of the rib.
19. For airplanes Line Numbers 690 and on, if a bulkhead fitting at Rib 21 or a fastener on the fitting was removed,
the following design features must be verified (refer to Boeing AMM B787-A-28-21-08-09A-720A-A):
a. For each removed fastener:
i. An interference-fit fastener bond through the fastener is installed between the bulkhead fitting and the
rib.
ii. The fastener is installed with an interference-fit in the bulkhead fitting and the rib in accordance with
Boeing SRM 51-41-05.
iii. The fastener is wet installed.
b. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
20. If the Jettison tube bulkhead fitting at the Rear Spar was removed and reinstalled or replaced, the following
design features must be verified (refer to Boeing AMM B787-A-28-21-08-10A-720A-A):
a. A fay sealed fay surface bond is installed between the bulkhead fitting and the doubler.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead fitting.
c. Each fastener is wet installed.

(Continued on next page)

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28-AWL-20, Refuel/Jettison System Transport Elements, Continued

Continued d. The electrical bonding resistance between the bulkhead fitting and the doubler is less than 0.0005 ohm
(0.5 milliohm).
e. The electrical bonding resistance between the head of each fastener and the bulkhead fitting is less than
0.0010 ohm (1.0 milliohm).
f. For 787-8 airplanes, with the coupling moved and rotated so that it is as close as possible to each pre-cured
sealant cap, ensure that the clearance between each pre-cured sealant cap and all parts of the coupling is
0.10 inch (2.5 mm) or more.
i. If a pre-cured sealant cap must be cut, ensure that the minimum sealant thickness is 0.10 inch (2.5 mm)
or more.
g. Pre-cured sealant caps are applied to the head of each fastener.
h. An injection seal is applied between the bulkhead fitting and the spar outside the fuel tank.
i. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the doubler inside
the fuel tank.
21. For 787-8 airplanes, if any of the refuel/jettison tubes in steps 21.a through 21.i were disturbed during
maintenance, preventative maintenance, or alteration the following design features must be verified for those
tubes (refer to Boeing AMMs B787-A-28-21-08-01A-720A-A and B787-A-28-21-08-05A-720A-A):
a. The distance between the refuel/jettison tube and the fuel feed tube immediately inboard of the SOB Rib is
0.61 inch (15.5 mm) or more.
b. At the 9 locations where the hydraulic tubes route over the refuel/jettison tubes, the distance between the
refuel/jettison tubes and the hydraulic tubes is 0.50 inch (12.7 mm) or more.
c. If the coupling on the tubing between Ribs 22 and 23 was disturbed, the distance between the coupling and
the upper panel stringer is 0.17 inch (4.3 mm) or more.
d. Outboard of Rib 22 in the left wing, the distance between the refuel/jettison tube and the FQIS in-tank wire
harness is 0.36 inch (9.1 mm) or more.
e. Outboard of Rib 22 in the right wing, the distance between the refuel/jettison tube and the FQIS in-tank wire
harness is 0.53 inch (13.5 mm) or more.
f. Outboard of Rib 5, the distance between the small refuel/jettison tube and the large refuel/jettison tube is
1.23 inches (31.2 mm) or more.
g. Inboard of Rib 6, the distance between the refuel/jettison tube and the lower panel stringer is 0.89 inch
(22.6 mm) or more.
h. Adjacent to Rib 19, the distance between the aft end of the refuel tube and the hydraulic return tube is
0.85 inch (21.6 mm) or more.
i. Adjacent to Rib 19, the distance between the coupling on the aft end of the refuel tube and the hydraulic
pressure tube is 0.85 inch (21.6 mm) or more.

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28-AWL-21 N/A N/A N/A Task deleted; requirements are now contained in 28-AWL-20.

28-AWL-22 CDCCL N/A L/Ns 8, 9, 23, 24, Fuel Density Sensor Washline
29, 31, 33, 35, Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
37, 38, 40, 41, potentially result in arcing or sparking within the fuel tanks.
42, 46, 47, 48,
and 54 that have If the Fuel Density Sensor Washline is removed and reinstalled or replaced, the following design features must be
not incorporated verified (refer to Boeing AMM B787-A-28-21-08-13A-720A-A):
Service Bulletin 1. If the head of a fastener is removed from the rib, the following design features must be verified:
B787-81205-
SB280004-00. a. For airplanes Line Numbers 35-54, an interference-fit fastener bond is installed between the fastener and
the rib.
b. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
c. A fillet seal is applied to the head of the fastener.
2. A fay sealed fay surface bond is installed between the washline and the rib.
3. A fastener spot bond is installed between the tail of each fastener and the washline.
4. Each fastener is wet installed.
5. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
6. The electrical bonding resistance between the washline and the rib is less than 0.0005 ohm (0.5 milliohm).
7. A fillet seal is applied to the tail of each fastener.

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28-AWL-23 CDCCL N/A 787-9/10 Fuel Vent Crossflow Check Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, sealing,
or fastener installation could result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing the Fuel Vent Crossflow Check Valve, the following design features must be
maintained (refer to Boeing AMM B787-A-28-13-06-00D-720A-A):
1. The mating surfaces of the check valve and fitting are prepared for electrical bonding:
a. Bare metal mating surfaces of the fitting.
b. The transition from bare metal to primer is smooth (no ridge) on the mating surface of the fitting.
c. Solvent cleaned mating surfaces of the check valve and the fitting.
2. Unworn and undamaged corrosion inhibiting primer is present over bare metal on the exposed side of the flange
of the check valve:
a. Extending at least 1.2 inches (30.5 mm) from the edge of the flange towards the valve, on the side of the
valve with 3 fasteners.
b. Extending at least 0.7 inches (17.8 mm) from the edge of the flange towards the valve, on the side of the
valve with 2 fasteners.
c. Extending to a height of at least 0.4 inches (10.2 mm) on vertical surfaces that are within 0.7 inches
(17.8 mm) of the edge of the flange, on the side of the valve with 2 fasteners.
d. No primer is present within the fastener holes of the valve.
3. A prepack seal is applied to fill the O-ring groove.
4. A faying surface seal is applied between the check valve and the fitting.
5. Wet install the fasteners (bolts, washers, and nuts).
6. The nuts are torqued to 25 +/- 1 in.-lb (2.8 +/- 0.1 N-m) (applicable to Line Numbers 126 – 146).
7. The nuts are torqued to 60 +/- 2 in.-lb (6.8 +/- 0.2 N-m) (applicable to Line Numbers 169 and subsequent).
8. The sealant comes out continuously around the full perimeter of the interface between the check valve and the
fitting, as the fasteners are being installed.
9. The sealant comes out in a continuous circle around the bolts, washers, and nuts as they are being installed.
10. The electrical bonding resistance between the check valve and the fitting is less than 0.02 ohm (20 milliohms).

(Continued on next page)

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28-AWL-23, Fuel Vent Crossflow Check Valve, Continued

Continued
11. Pre-cured sealant caps or fillet seals are applied to the bolts, washers, and nuts. If pre-cured sealant caps are
applied, no interference exists between the cap seals and the check valve with the valve in the full open position.
If fillet seals are applied, minimum separation of 0.1 inches (2.5 mm) is maintained between the fillet seal and
the check valve with the valve in the full open position.

28-AWL-24 CDCCL N/A ALL Engine Fuel Shutoff Valve Driveshaft

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Engine Fuel Shutoff Valve Driveshaft, the following design features
must be maintained (refer to Boeing AMM B787-A-28-22-01-00A-720A-A):
1. The mating surfaces of the countersunk bolts and doubler are prepared for electrical bonding:
a. Bare metal on the countersunk surfaces of the doubler (applicable to 787-9 or 787-10).
b. Solvent cleaned countersunk surfaces of the doubler, and the countersunk bolts.
2. Wet install the fasteners (countersunk bolts), but do not apply sealant to the threads of the bolts.
3. The countersunk bolts are torqued to 40 +/-1 in.-lb. (4.5 +/-0.1 N-m).
4. The sealant comes out in a continuous circle around the countersunk bolts as they are being installed.
5. The countersunk bolt heads are flush or below the surface of the doubler.
6. The electrical bonding resistance between each countersunk bolt and the doubler is less than 0.001 ohm
(1 milliohm).
7. A fillet seal of sealant is applied along the edge of the joint between the driveshaft and the spar.

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28-AWL-25 CDCCL N/A ALL Engine Fuel Shutoff Valve Body

NOTE Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Engine Fuel Shutoff Valve Body, the following design features must
be maintained (refer to Boeing AMM B787-A-28-22-01-00A-720A-A):
1. If the bolts are removed from the rib, the mating surfaces of the bolts and the rib are prepared for electrical
bonding (applicable to 787-9 or 787-10):
a. Bare metal mating surfaces on the rib where the bolts will install, and on the inner surfaces of the fastener
holes in the rib.
b. Solvent cleaned mating surfaces on the rib where the bolts will install, on the inner surfaces of the fastener
holes in the rib, and the bolts.
2. If the bolts are removed from the rib, the bolts are installed in accordance with Boeing SRM 51-41-05.
3. The mating surfaces of the valve body and rib are prepared for electrical bonding:
a. Bare metal mating surfaces of the rib (applicable to 787-9 or 787-10).
b. Alodine on the mating surfaces of the rib (applicable to 787-8).
c. Bare metal mating surfaces of the valve body where the washers will install.
d. Solvent cleaned mating surfaces valve body where the washers will install, washers, nuts, and shaft and
threads of the bolts.
e. Solvent cleaned mating surfaces of the rib and valve body.
4. Wet install the fasteners (washers and nuts).
5. The nuts are torqued in accordance with Boeing SRM 51-41-05.
6. The sealant comes out in a continuous circle around the washers and nuts as they are being installed.
7. The electrical bonding resistance between the valve body and the rib is less than 0.0005 ohm (0.5 milliohm).
8. The electrical bonding resistance between the valve body and each nut is less than 0.0015 ohm (1.5 milliohms)
(applicable to 787-8).
9. The electrical bonding resistance between the valve body and each nut is less than 0.001 ohm (1 milliohms)
(applicable to 787-9 or 787-10).
(Continued on next page)

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28-AWL-25, Engine Fuel Shutoff Valve Body, Continued

Continued
10. If a bolt was removed and installed, the electrical bonding resistance between the rib and the bolt is less than
0.001 ohm (1 milliohm) (applicable to 787-9 or 787-10).
11. A fillet seal of sealant is applied along the edge of the joint between the valve body and the rib.
12. An injection seal of sealant is applied between the valve body and the edge of the hole in the rib.
13. Pre-cured sealant caps are applied to the bolts (if removed and installed), nuts and washers.
14. The clamps and couplings are installed at the locations from which they were removed.
APPLICABILITY NOTE: For Line Numbers 6 - 54, Steps 3.c, 3.d, and 8 do not apply if Valve Part Number
12M0033 will be installed. These steps do apply for all other Valve Part Numbers installed on Line Numbers 6 - 54,
and for any Valve installed on Line Numbers 55 and subsequent.

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28-AWL-26 CDCCL N/A ALL Engine Fuel Shutoff Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Engine Fuel Shutoff Valve Actuator, the following design features
must be maintained (refer to Boeing AMM B787-A-28-22-02-00A-720A-A):
1. The mating surfaces of the actuator and adapter are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and adapter.
b. Solvent cleaned mating surfaces of the actuator and adapter.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and the actuator.
3. The screw on the V-Band Clamp is torqued to 10 +/- 1 in.-lb. (1.1 +/- 0.1 N-m).
4. The electrical bonding resistance between the actuator and the adapter is less than 0.001 ohm (1 milliohm),
when measured with both jumpers disconnected from the actuator.
5. The surfaces of the actuator where the bonding jumpers connect, the bonding jumper terminals, and the
washers are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator where the bonding jumpers will connect.
b. Solvent cleaned mating surfaces of the actuator where the bonding jumpers will connect, the bonding
jumper terminals, and the washers.
6. Sealant (SLT4 or SLT6) is applied to the mating surfaces around the bonding holes of the actuator, washers, the
bonding jumper terminals, and screws, but do not apply sealant to the threads of the screws.
7. The screws that attach the bonding jumpers are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
8. The sealant comes out in a continuous circle around the heads of the screws, washers, and bonding jumpers as
they are being installed.
9. The electrical bonding resistance between the bonding jumper terminal and the actuator bonding tab is less than
0.0009 ohm (0.9 milliohm), when the bonding jumpers are installed.
10. Sealant (SLT4 or SLT6) is applied to fully encapsulate the terminals of the bonding jumpers, including the
washers and screws.

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28-AWL-27 CDCCL N/A ALL Fuel Scavenge Isolation Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the Fuel Scavenge Isolation Valve is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-22-12-00A-720A-A):
1. Corrosion inhibiting compound is applied to each O-ring as the lubricant.
2. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
3. The head of each fastener that attaches the valve to the spar is torqued to 40 +/- 1 in.-lb (4.5 +/-0.1 N-m).
4. For airplanes Line Numbers 6 - 125, a Type 1 fillet seal is applied along the edge of the joint between the valve
and the spar.
5. For airplanes Line Numbers 126 and on, a Type 2 fillet seal is applied along the edge of the joint between the
valve and the spar.

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28-AWL-28 CDCCL N/A ALL Fuel Crossfeed Valve Body and Driveshaft
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Crossfeed Valve Body or Driveshaft is removed and reinstalled or replaced, the following design features
must be verified (refer to Boeing AMM B787-A-28-22-03-00A-720A-A):
1. If a driveshaft is removed and reinstalled or replaced, the following design features must be verified:
a. Corrosion Inhibiting Compound is applied to each O-ring as the lubricant.
b. Wet install each fastener, it is acceptable to not apply sealant to the threads.
c. The head of each fastener that attaches the driveshaft to the spar is torqued to 40 +/- 1in.-lb
(4.5 +/- 0.1 N-m).
d. A Type 1 fillet seal is applied along the edge of the joint between the driveshaft and the rear spar
(applicable to 787-8, Line Numbers 6 - 129).
e. A Type 2 fillet seal is applied along the edge of the joint between the driveshaft and the rear spar
(applicable to 787-8, Line Numbers 130 and subsequent; or 787-9 or 787-10).
2. If a valve body is removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the valve body and the bracket.
b. A fastener spot bond is installed between the head of each fastener and the valve body (applicable to Line
Numbers 6 - 54 if not installing P/N12M0033; and Line Numbers 55 and on).
c. A fastener spot bond is installed between the tail of each fastener and the bracket (applicable to
Line Numbers 6 - 54 if not installing P/N 12M0033; and Line Numbers 55 and on).
d. Wet install each fastener.
e. The electrical bonding resistance between the valve body and the bracket is less than 0.0005 ohm
(0.5 milliohm).
f. The electrical bonding resistance between the head of each fastener and the valve body is less than 0.0010
ohm (1.0 milliohm) (applicable to Line Numbers 6 - 54 if not installing P/N12M0033; and Line Numbers 55
and on).
g. The electrical bonding resistance between the tail of each fastener and the bracket is less than 0.0015 ohm
(1.5 milliohms) (applicable to Line Numbers 6 - 54 if not installing P/N12M0033; and 787-8,
Line Numbers 6 - 129).
h. The electrical bonding resistance between the tail of each fastener and the bracket is less than 0.0010 ohm
(1.0 milliohm) (applicable to 787-8, Line Numbers 130 and on; or 787-9 or 787-10).

(Continued on next page)

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28-AWL-28, Fuel Crossfeed Valve Body and Driveshaft, Continued

Continued i. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the bracket, on the left
side of the bracket, filling the clearance between the valve body and the bracket (applicable to 787-8, Line
Numbers 6 - 129).
j. An injection seal is applied between the valve body and the bracket, on the left side of the bracket
(applicable to 787-8, Line Numbers 130 and on; or 787-9 or 787-10).
k. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the injection seal, on
the left side of the bracket (applicable to 787-8, Line Numbers 130 and on; or 787-9 or 787-10).
l. A Type 2 fillet seal is applied along the edge of each joint between the valve body and the bracket, on the
right side of the bracket.
m. A fillet seal is applied to the head of each fastener.
n. A fillet seal is applied to the tail of each fastener (applicable to 787-8).
o. Pre-cured sealant caps are applied to the tail of each fastener (applicable to 787-9 or 787-10).

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28-AWL-29 CDCCL N/A ALL Fuel Cross-Feed Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, sealing,
or fastener installation could result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Cross-Feed Valve Actuator is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-22-04-00A-720A-A):
1. A fay surface bond sealed with corrosion inhibiting compound is installed between the actuator and the adapter.
2. With one or both ends of each bonding jumper disconnected, and the electrical connector disconnected from the
actuator, the electrical bonding resistance between the actuator and the adapter is less than 0.001 ohm
(1 milliohm).
3. Two bonding jumpers are installed between the actuator and structure.
a. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to structure with a fay sealed ground stud assembly.
ii. Prior to attaching the bonding jumper to the actuator, the electrical bonding resistance between the
bonding jumper terminal and structure is less than 0.0009 ohm (0.9 milliohm).
b. Each bonding jumper terminal is attached to the actuator with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
c. The electrical bonding resistance between each bonding jumper terminal and the actuator is less than
0.0009 ohm (0.9 milliohm).
d. Each bonding jumper terminal and the ground stud assembly attached to the actuator are encapsulated in
sealant (SLT4 or SLT6).

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28-AWL-30 CDCCL N/A ALL Fuel Boost Pump

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Boost Pump is removed and reinstalled or replaced, the following design features must be verified (refer to
Boeing AMM B787-A-28-22-05-00A-720A-A):
1. A fillet sealed fay surface bond is installed between the pump and the pump housing:
2. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
3. With each bonding jumper that attaches to the pump disconnected at one or both ends, and each electrical
connector disconnected from the pump and pressure switch, the electrical bonding resistance between the
pump and the pump housing is less than 0.00015 ohm (0.15 milliohm).
4. A Type 2 fillet seal is applied along the edge of the joint between the pump and the pump housing.
5. For 787-8 airplanes, two bonding jumpers are installed between the pump and structure.
a. Prior to attaching each bonding jumper to the left wing forward pump, with the bonding jumper that attaches
to the inboard refuel valve actuator and shares the ground stud assembly disconnected from the actuator,
verify that the electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and structure is less than 0.00026 ohm (0.26 milliohm).
ii. The loose terminal of the long bonding jumper and structure is less than 0.00028 ohm
(0.28 milliohm).
b. Prior to attaching each bonding jumper to the left wing aft pump, verify that the electrical bonding resistance
between:
i. The loose terminal of the short bonding jumper and structure is less than 0.00031 ohm (0.31 milliohm).
ii. The loose terminal of the long bonding jumper and structure is less than 0.00032 ohm (0.32 milliohm).
c. Prior to attaching each bonding jumper to the right wing forward pump, with each bonding jumper that
attaches to the inboard refuel valve actuator and shares the ground stud assembly disconnected from the
actuator, verify that the electrical bonding resistance between the loose terminal of each bonding jumper
and structure is less than 0.00032 ohm (0.32 milliohm).
d. Prior to attaching each bonding jumper to the right wing aft pump, verify that the electrical bonding
resistance between the loose terminal of each bonding jumper and the structure is less than 0.00029 ohm
(0.29 milliohm).

(Continued on next page)

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28-AWL-30, Fuel Boost Pump, Continued

Continued e. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
f. Each bonding jumper terminal is attached to the pump with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
g. The electrical bonding resistance between each bonding jumper terminal and the pump is less than
0.00015 ohm (0.15 milliohm).
h. Each bonding jumper terminal and the ground stud assembly attached to the pump are encapsulated in
sealant (SLT4 or SLT6).
6. For 787-9 or 787-10 airplanes, two bonding jumpers are installed between the pump and structure.
a. Prior to attaching each bonding jumper to the forward pump, with each bonding jumper that attaches to the
inboard refuel valve actuator and shares the ground stud assembly disconnected from the actuator, verify
that the electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and structure is less than 0.00026 ohm (0.26 milliohm).
ii. The loose terminal of the long bonding jumper and the structure is less than 0.00028 ohm
(0.28 milliohm).
b. Prior to attaching each bonding jumper to an aft pump, verify that the electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and structure is less than 0.00031 ohm (0.31 milliohm).
ii. The loose terminal of the long bonding jumper and the structure is less than 0.00032 ohm
(0.32 milliohm).
c. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
d. Each bonding jumper terminal is attached to the pump with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
e. The electrical bonding resistance between each bonding jumper terminal and the pump is less than
0.00015 ohm (0.15 milliohm).

(Continued on next page)

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28-AWL-30, Fuel Boost Pump, Continued

Continued f. Each bonding jumper terminal and the ground stud assembly attached to the pump are encapsulated in
sealant (SLT4 or SLT6).
7. If the pump drain plug is removed and reinstalled or replaced, the electrical bonding resistance between the
pump drain plug and the pump is less than 0.0025 ohm (2.5 milliohms).

28-AWL-31 CDCCL N/A ALL Override/Jettison Fuel Pump

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If an Override/Jettison Fuel Pump is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-22-06-00A-720A-A):
1. A fillet sealed fay surface bond is installed between the pump and the pump housing.
2. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
3. With one or both ends of each bonding jumper attached to the pump disconnected, and each electrical
connector disconnected from the pump and pressure switch, the electrical bonding resistance between the
pump and the pump housing is less than 0.00015 ohm (0.15 milliohm).
4. A Type 2 fillet seal is applied along the edge of the joint between the pump and the pump housing.
5. Two bonding jumpers are installed between the pump and structure.
a. Prior to attaching each bonding jumper to the pump, verify that the electrical bonding resistance between
the loose end of each bonding jumper terminal and structure is less than 0.00026 ohm (0.26 milliohm).
b. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
c. Each bonding jumper terminal is attached to the pump with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to fastener threads.
d. The electrical bonding resistance between each bonding jumper terminal and the pump is less than
0.00015 ohm (0.15 milliohm).
e. Each bonding jumper terminal and the ground stud assembly attached to the pump are encapsulated in
sealant (SLT4 or SLT6).
6. If the pump drain plug is removed and reinstalled or replaced, the electrical bonding resistance between the
pump drain plug and the pump is less than 0.0025 ohm (2.5 milliohms).

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28-AWL-32 CDCCL N/A ALL Aft Boost Pump Pressure Relief Valve
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If an Aft Boost Pump Pressure Relief Valve is removed and reinstalled or replaced, the following design features
must be verified (refer to Boeing AMM B787-A-28-22-08-00A-720A-A):
1. A fillet sealed fay surface bond is installed between the valve and the bracket.
2. Each fastener is wet installed.
3. The electrical bonding resistance between the valve and the bracket is less than 0.0005 ohm (0.5 milliohm).
4. For airplanes 787-8, Line Numbers 6-233, an injection seal is applied between the valve and the bracket, on the
aft side of the bracket.
5. For airplanes 787-8, Line Numbers 234 and on, or for 787-9 or 787-10 airplanes, a Type 2 fillet seal is applied
along the edge of the joint between the valve and the bracket, on the aft side of the bracket.
6. A Type 2 fillet seal is applied along the edge of the joint between the valve and the bracket, on the forward side
of the bracket.

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28-AWL-33 CDCCL N/A ALL Forward Boost Pump Pressure Relief Valve
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Forward Boost Pump Pressure Relief Valve is removed and reinstalled or replaced, the following design
features must be verified (refer to Boeing AMM B787-A-28-22-08-00A-720A-A):
1. A fillet sealed fay surface bond is installed between the valve and the adapter.
2. For airplanes 787-8, Line Numbers 6-233, a fastener spot bond is installed between the head of each fastener
and the adapter.
3. For airplanes 787-8, Line Numbers 6-233, a fastener spot bond is installed between the tail of each fastener and
the valve.
4. Each fastener is wet installed.
5. For airplanes 787-8, Line Numbers 6-233, the tail of each fastener that attaches the valve to the adapter is
torqued to 85 +/- 3 in.-lb (9.6 +/- 0.3 N-m).
6. The electrical bonding resistance between the valve and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. A Type 2 fillet seal is applied along the edge of the joint between the valve and the adapter.
8. For airplanes 787-8, Line Numbers 6-233, pre-cured sealant caps are applied to the head and tail of each
fastener.

28-AWL-34 CDCCL N/A ALL Fuel Scavenge Jet Pump

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Scavenge Jet Pump is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-28-22-10-00A-720A-A):
1. If installing Part Number 38-0010, an EME protector is installed onto the bottom plate of the pump (applicable to
Line Numbers 4 - 44).
2. A fay sealed fay surface bond is installed between the pump and the bracket.
3. Wet install each fastener.
4. The clearance between the pump (including the EME protector) and the lower panel or sealant application on
the lower panel is 0.100 inch (2.54 mm) or more.
5. The electrical bonding resistance between the pump and the bracket is less than 0.0005 ohm (0.5 milliohm).

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28-AWL-35 CDCCL N/A ALL Fuel Scavenge Isolation Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Fuel Scavenge Isolation Valve Actuator, the following design
features must be maintained (refer to Boeing AMM B787-A-28-22-13-00A-720A-A):
1. The mating surfaces of the actuator and adapter are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and adapter.
b. Solvent cleaned mating surfaces of the actuator and adapter.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and the actuator.
3. The screw on the V-Band Clamp is torqued to 10 +/- 1 in.-lb. (1.1 +/- 0.1 N-m).
4. The electrical bonding resistance between the actuator and the adapter is less than 0.001 ohm (1 milliohm),
when measured with both jumpers disconnected from the actuator.
5. The surfaces of the actuator where the bonding jumpers connect, the bonding jumper terminals, and the
washers are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator where the bonding jumpers will connect.
b. Solvent cleaned mating surfaces of the actuator where the bonding jumpers will connect, the bonding
jumper terminals, and the washers.
6. Sealant (SLT4 or SLT6) is applied to the mating surfaces around the bonding holes on the actuator, washers,
bonding jumper terminals, and screws, but do not apply sealant to the threads of the screws.
7. The screws that attach the bonding jumpers to the actuator are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
8. The sealant comes out in a continuous circle around the heads of the screws, washers, and bonding jumpers as
they are being installed.
9. The electrical bonding resistance between the bonding jumper terminal and the actuator bonding tab is less than
0.0009 ohm (0.9 milliohm), when the bonding jumpers are installed.
10. Sealant (SLT4 or SLT6) is applied to fully encapsulate the terminals of the bonding jumpers, including the
washers and screws.

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28-AWL-36 CDCCL N/A ALL Fuel Scavenge Isolation Check Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, sealing,
or fastener installation could result in the potential for arcing or sparking to occur within the fuel tanks.
If the Fuel Scavenge Isolation Check Valve is removed and reinstalled or replaced, the following design features
must be verified (refer to Boeing AMM B787-A-28-22-15-01A-720A-A):
1. A fastener spot bond is installed between the head of each fastener and the bulkhead fitting.
2. A fastener spot bond is installed through the tail of each fastener.
3. No visible contamination on the electrical faying surfaces of the valve body where it mates with the tail of each
fastener.
4. Wet install each fastener.
5. Each fastener is installed in accordance with Boeing SRM 51-43-05.
6. The electrical bonding resistance between the head of each fastener and the bulkhead fitting is less than 0.001
ohm (1 milliohm).
7. The electrical bonding resistance between the tail of each fastener and the cotter pin is less than 300,000 ohms.

28-AWL-37 CDCCL N/A ALL Water Scavenge Jet Pump

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Water Scavenge Jet Pump is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-22-16-00A-720A-A):
1. A fillet sealed fay surface bond is installed between the pump and the bracket.
2. Each fastener is wet installed.
3. The electrical bonding resistance between the pump and the bracket is less than 0.0005 ohm (0.5 milliohm).
4. A Type 2 fillet seal is applied along the edge of the joint between the pump and the bracket, on the aft side of the
bracket.
5. A Type 2 fillet seal is applied along the edge of the joint between the pump and the bracket, on the forward side
of the bracket.
6. For 787-9 or 787-10 airplanes, the clearance between the pump and the adjacent sealant application is 0.5 inch
(12.7 mm) or more.

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28-AWL-38 CDCCL N/A L/N 7, 8, 9, 24, Fuel Return Isolation Valve Driveshaft
DELETED 31, 40, 41, 42,
47, 48, and 51

28-AWL-39 CDCCL N/A L/N 7, 8, 9, 24, Fuel Return Isolation Valve Body
DELETED 31, 40, 41, 42,
47, 48, and 51

28-AWL-40 CDCCL N/A L/N 7, 8, 9, 24, Fuel Return Isolation Valve Actuator
DELETED 31, 40, 41, 42,
47, 48, and 51

28-AWL-41 CDCCL N/A L/N 7, 8, 9, 24, Fuel Return Tubes and Bulkhead Fittings in the Fuel Tank
DELETED 31, 40, 41, 42,
47, 48, and 51

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28-AWL-42 CDCCL N/A ALL Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks)
Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing,
or from insufficient separation from tubing installations to other systems installations or from tubing to structure.
If the Engine Fuel Feed System Transport Elements (tubes, clamps, fittings, isolators, couplings, etc.) are removed
and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-22-21-
04A-720A-A):
1. If the Water Scavenge Outlet Tube was removed and reinstalled or replaced, the following design features must
be verified:
a. For 787-8 airplanes, a fillet sealed fay surface bond is installed between the water scavenge outlet tube
bracket and the inlet tube flange.
b. For 787-9 or 787-10 airplanes, a fay sealed fay surface bond is installed between water scavenge outlet
tube bracket and the inlet tube flange.
c. A clearance-fit fastener bond is installed between the head of each fastener and the water scavenge outlet
tube.
d. For airplanes Line Numbers 35 and on, each fastener is wet installed.
e. For airplane Line Number 6, the head of each fastener is torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
f. The electrical bonding resistance between the bracket on the water scavenge outlet tube and the inlet tube
flange is less than 0.0005 ohm (0.5 milliohm).
g. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bracket on the water scavenge outlet tube is less than 0.0010 ohm (1.0 milliohm).
h. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joints between the water scavenge
outlet tube bracket and the inlet tube flange.
i. Pre-cured sealant caps are applied to the head of each fastener.
i. Ensure the sealant covers the bare aluminum and slotted holes in the bracket on the water scavenge
outlet tube.

(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued
2. For airplanes 787-8, Line Numbers 6-271; or airplanes 787-9, Line Numbers 126-371; if any of the tubes listed
in step 2.l were removed and reinstalled or replaced, the following design features in steps 2.a to 2.k must be
verified for those tubes:
a. For airplanes Line Numbers 6-233, a fillet sealed fay surface bond is installed between the tube bracket and
the bracket on the rib.
b. For airplanes 787-8, Line Numbers 234 and on; or airplanes 787-9, Line Numbers 236 and on; a fay sealed
fay surface bond is installed between the tube bracket and the bracket on the rib.
c. A clearance-fit fastener bond is installed between the head of each fastener and the tube bracket.
d. A clearance-fit fastener bond is installed between the tail of each fastener and the bracket on the rib.
e. Each fastener is wet installed:
i. For airplane Line Number 6; or airplanes 787-8, Line Numbers 35 and on; for the tube bracket installed
at Rib 8.
ii. For airplanes 787-8, Line Numbers 35 and on; or 787-9 airplanes; for the tube bracket installed at
Rib 10.
f. For 787-8 airplanes, the tail of each fastener is torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
g. The electrical bonding resistance between the tube bracket and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
h. For 787-9 airplanes, the electrical bonding resistance between the head of each fastener and the tube
bracket is less than 0.0010 ohm (1.0 milliohm).
i. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bracket on
the rib is less than 0.0010 ohm (1.0 milliohm).
j. Pre-cured sealant caps are applied to the head and tail of each fastener.
k. For airplanes Line Numbers 6-233, a Type 2 fillet seal is applied along the edge of the joint between the
tube bracket and the bracket on the rib.
l. Fuel Feed Tube Locations:
i. For 787-8 airplanes, Rib 8
ii. Rib 10

(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued
3. If the Front Spar Bulkhead Fitting or the bonding jumper installation between the bulkhead fitting and the engine
fuel feed tubing was removed and reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead fitting and the doubler.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead fitting.
c. Each fastener is wet installed.
d. The electrical bonding resistance between the bulkhead fitting and the doubler is less than 0.0005 ohm
(0.5 milliohm).
e. The electrical bonding resistance between the head of each fastener and the bulkhead fitting is less than
0.0010 ohm (1.0 milliohm).
f. Pre-cured sealant caps are applied to the head of each fastener.
g. With the coupling moved and rotated so that it is as close as possible to each pre-cured sealant cap, ensure
that the clearance between each pre-cured sealant cap and all parts of the coupling is 0.10 inch (2.5 mm) or
more.
i. If a pre-cured sealant cap must be cut, ensure that the minimum sealant thickness is 0.10 inch (2.5 mm)
or more.
h. An injection seal is applied to fill the clearance between the bulkhead fitting and the front spar.
i. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the doubler.
j. If the bonding jumper installation between the bulkhead fitting and the engine fuel feed tubing outside of the
fuel was removed and reinstalled or replaced, the following design feature must be verified:
i. A bonding jumper is installed between the bulkhead fitting and the engine fuel feed tubing outside of the
fuel tank, across the coupling shroud.
A) A clamp and tube bond is installed between each clamp and the engine fuel feed tube or bulkhead
fitting.
B) The electrical bonding resistance between the aft bonding jumper terminal and the bulkhead fitting is
less than 0.0009 ohm (0.9 milliohm).
C) The electrical bonding resistance between the forward bonding jumper terminal and the adjacent
engine fuel feed tube is less than 0.0009 ohm (0.9 milliohm).
D) The tabs of each clamp, the terminals, and the head and tail of each fastener are encapsulated in
sealant. Ensure the applied sealant fills the void between the tabs and the tube.
E) A Type 2 fillet seal is applied along the edges of the joint between each clamp and the engine fuel
feed tube or bulkhead fitting.
(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued
4. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if the Bulkhead Isolator at the SOB Rib was
removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead isolator.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead isolator or rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator or rib.
f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with Boeing SRM 51-41-05.
h. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
j. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead isolator or rib is less than 0.0010 ohm (1.0 milliohm).
k. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead isolator is less than 0.0005 ohm (0.5 milliohm).
l. For airplanes 787-8, Line Numbers 7 and on, the electrical bonding resistance between the tail of each
fastener and the bulkhead isolator or rib is less than 0.0015 ohm (1.5 milliohms).
m. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bulkhead
isolator or rib is less than 0.0010 ohm (1.0 milliohm).
n. Pre-cured sealant caps are applied to the head and tail of each fastener.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
inboard side of the rib.
p. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
outboard side of the rib.

(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued
5. For airplanes 787-9, Line Numbers 690 and on, if the Bulkhead Isolator at the SOB Rib was removed and
reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead isolator or rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator or rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead isolator or rib is less
than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator or rib is less
than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
6. For 787-10 Airplanes, if the Bulkhead Isolator at the SOB Rib was removed and reinstalled or replaced, the
following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the bracket.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bracket.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the bracket is less than
0.0005 ohm (0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bracket is less than
0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator is less than
0.0010 ohm (1.0 milliohm)
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued
7. If the Bulkhead Isolator at Rib 9 was removed and reinstalled or replaced, the following design features must be
verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
c. For airplanes 787-8, Line Numbers 6-367, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator
and the rib, on the inboard side of the rib.
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator
and the rib, on the outboard side of the rib.
8. If a Bulkhead Isolator at Rib 11 was removed and reinstalled or replaced, the following design features must be
verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
c. For airplanes 787-8, Line Numbers 6-367, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.

(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. For airplanes 787-8, Line Numbers 6-522, a Type 2 fillet seal is applied along the edge of the joint between
the bulkhead isolator and the rib, on the inboard side of the rib.
i. For airplanes 787-8, Line Numbers 6-522, a Type 2 fillet seal is applied along the edge of the joint between
the bulkhead isolator and the rib, on the outboard side of the rib.
9. For 787-8 airplanes; or airplanes 787-9 or 787-10, Line Numbers 126-689; if the Inlet Tube Installation (Without
Water Scavenge Outlet Tube Installed) was removed and reinstalled or replaced, the following design features
must be verified:
a. If the inlet screen was removed from the inlet tube and reinstalled or replaced, the following design features
must be verified:
i. A clearance-fit fastener bond is installed between the head of each fastener and the inlet tube flange.
ii. A faying surface seal is applied between the inlet tube flange and the inlet screen.
iii. For 787-9 or 787-10 airplanes, each fastener is wet installed.
iv. The electrical bonding resistance between the head of each fastener and the inlet tube flange is less
than 0.0010 ohm (1.0 milliohm).
v. For 787-8 airplanes, a brushcoat seal is applied to the head of each fastener.
vi. For 787-9 or 787-10 airplanes, pre-cured sealant caps are applied to the head of each fastener.
b. For 787-8 airplanes, if the inlet tube was removed from the bracket on the rib and reinstalled or replaced,
the following design features must be verified:
i. For airplanes Line Numbers 6-150, a fillet sealed fay surface bond is installed between the inlet tube
bracket and the shim and between the shim and the bracket on the rib.
ii. For airplanes Line Numbers 151 and on, a fay sealed fay surface bond is installed between the inlet
tube bracket and the shim and between the shim and the bracket on the rib.
iii. The electrical bonding resistance between the inlet tube bracket and the bracket on the rib is less than
0.0010 ohm (1.0 milliohm).
iv. A brushcoat seal is applied to the head of each fastener that attaches the inlet tube bracket to the
bracket on the rib.

(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued v. For airplanes Line Numbers 6-150, a Type 2 fillet seal is applied along the edges of the joints between
the inlet tube bracket, shim, and bracket on the rib.
c. For 787-9 or 787-10 airplanes, if the inlet tube was removed from the bracket on the rib and reinstalled or
replaced, the following design features must be verified:
i. For airplanes Line Numbers 126-146, a fillet sealed fay surface bond is installed between the inlet tube
bracket and the bracket on the rib.
ii. For airplanes Line Numbers 169 and on, a fay sealed fay surface bond is installed between the inlet
tube bracket and the bracket on the rib.
iii. A clearance-fit fastener bond is installed between the head of each fastener and the bracket on the rib.
iv. A clearance-fit fastener bond is installed between the tail of each fastener and the inlet tube bracket.
v. Each fastener is wet installed.
vi. Each fastener is installed in accordance with SRM 51-41-05.
vii. The electrical bonding resistance between the inlet tube bracket and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
viii. The electrical bonding resistance between the head of each fastener and the bracket on the rib is less
than 0.0010 ohm (1.0 milliohm).
ix. The electrical bonding resistance between the tail of each fastener and the inlet tube bracket is less
than 0.0010 ohm (1.0 milliohm).
x. Pre-cured sealant caps are applied to the head and tail of each fastener.
xi. For airplanes Line Numbers 126-146, a Type 2 fillet seal is applied along the edges of the joints
between the inlet tube bracket and bracket on the rib.
10. For airplanes 787-9 or 787-10, Line Numbers 690 and on, if the Inlet Tube Installation (Without Water Scavenge
Outlet Tube Installed) was removed and reinstalled or replaced, the following design features must be verified:
a. If the inlet screen was removed from the inlet tube and reinstalled or replaced, the following design features
must be verified:
i. A clearance-fit fastener bond is installed between the head of each fastener and the inlet tube flange.
ii. A faying surface seal is applied between the inlet tube flange and the inlet screen.

(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued iii. Each fastener is wet installed.
iv. The electrical bonding resistance between the head of each fastener and the inlet tube flange is less
than 0.0010 ohm (1.0 milliohm).
v. Pre-cured sealant caps are applied to the head of each fastener.
b. If the inlet tube or a fastener on the inlet tube was removed from the bracket on the rib and reinstalled or
replaced, the following design features must be verified:
i. For each removed fastener that attaches the inlet tube bracket to the bracket on the rib:
A) An interference-fit fastener bond is installed between the inlet tube bracket and the bracket on the rib.
B) The fastener is installed with an interference-fit in the inlet tube bracket and the bracket on the rib in
accordance with Boeing SRM 51-41-05.
C) The fastener is wet installed.
ii. The electrical bonding resistance between the inlet tube bracket and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
11. If the Inlet Tube Installation (With Water Scavenge Outlet Tube Installed) was removed and reinstalled or
replaced, the following design features must be verified:
NOTE: Some 787-8 installations include an intermediate bracket as part of the bracket on the rib.
a. If the inlet screen was removed from the inlet tube and reinstalled or replaced, the following design features
must be verified:
NOTE: The steps below are applicable to the fastener that only attaches the inlet tube flange to the inlet screen.
i. A clearance-fit fastener bond is installed between the head of the fastener and the inlet tube flange.
ii. A faying surface seal is applied between the inlet tube flange and the inlet screen.
iii. For 787-9 or 787-10 airplanes, the fastener is wet installed.
iv. The electrical bonding resistance between the head of the fastener and the inlet tube flange is less than
0.0010 ohm (1.0 milliohm).
v. For 787-8 airplanes, a brushcoat seal is applied to the head of the fastener.
vi. For 787-9 or 787-10 airplanes, a pre-cured sealant cap is applied to the head of the fastener.
b. If the inlet tube was removed from the bracket on the rib and reinstalled or replaced, the following design
features must be verified:
(Continued on next page)

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28-AWL-42, Engine Fuel Feed System Transport Elements (Center and Main Wing Tanks), Continued
Continued NOTE: The steps below are applicable to the fasteners that attach the bracket on the rib, to the inlet tube flange
and inlet screen.
i. For airplanes 787-8, Line Numbers 6-150, a fillet sealed fay surface bond is installed between the inlet
tube flange and the bracket on the rib.
ii. For airplanes 787-8, Line Numbers 151 and on; or 787-9 or 787-10 airplanes; a fay sealed fay surface
bond is installed between the inlet tube flange and the bracket on the rib.
iii. A clearance-fit fastener bond is installed between the head of each fastener and the bracket on the rib.
iv. For 787-9 or 787-10 airplanes, each fastener is wet installed.
v. The electrical bonding resistance between the inlet tube flange and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
vi. The electrical bonding resistance between the head of each fastener and the bracket on the rib is less
than 0.0010 ohm (1.0 milliohm).
vii. For 787-8 airplanes, a brushcoat seal is applied to the head of each fastener.
viii. For 787-9 or 787-10 airplanes, pre-cured sealant caps are applied to the head of each fastener.
ix. For airplanes 787-8, Line Numbers 6-150, a Type 2 fillet seal is applied along the edge of the joint
between the inlet tube flange and the bracket on the rib.
NOTE: Refer to Step 1 for the installation requirements of the Water Scavenge Outlet Tube.

12. For 787-8 airplanes, if any of the tubes in steps 12.a through 12.d were disturbed during maintenance,
preventative maintenance, or alteration, the following clearances must be verified for those tubes:
NOTE: Below "fuel feed tube(s)" includes all couplings and components installed on the fuel feed tube(s) at those
locations.
a. If the fuel feed tube at either SOB Rib was disturbed, the distance between the tube and the refuel/jettison
tube immediately inboard of the SOB Rib is 0.61 inch (15.5 mm) or more.
b. If the fuel feed tubes between the SOB Ribs were disturbed, the distance between the fuel feed tube and
the hydraulic tubes at the 8 locations where the hydraulic tubes route over the fuel feed tubes is 0.50 inch
(12.7 mm) or more.
c. If the fuel feed tubes between Ribs 12 and 13 were disturbed, the distance between the Fuel Quantity
Indicating System (FQIS) wire harness along Upper Stringer 9 and the tube is 0.29 inch (7.4 mm) or more.
d. If the fuel tubes between Ribs 12 and 13 were disturbed, the distance between the tube and the vent tube
that penetrates Rib 12 is 0.64 inch (16.3 mm) or more.

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28-AWL-43 CDCCL N/A ALL Fuel Scavenge System Transport Elements

Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing.
If the Fuel Scavenge Transport Elements (tubes, clamps, fittings, isolators, couplings, etc.) are removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-22-23-00A-
720A-A):
1. For airplanes 787-8, Line Numbers 6-271, if the tube installed at Rib 5 was removed and reinstalled or replaced,
the following design features must be verified:
a. For airplanes Line Numbers 6-233, a fillet sealed fay surface bond is installed between the tube bracket and
the bracket on the rib.
b. For airplanes Line Numbers 234 and on, a fay sealed fay surface bond is installed between the tube bracket
and the bracket on the rib.
c. A clearance-fit fastener bond is installed between the head of each fastener and the bracket on the rib.
d. A clearance-fit fastener bond is installed between the tail of each fastener and the tube bracket.
e. The head of each fastener that attaches the tube bracket and the bracket on the rib is torqued to
35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
f. The electrical bonding resistance between the tube bracket and the bracket on the rib is less than
0.0005 ohm (0.5 milliohm).
g. For airplanes Line Numbers 6-233, a Type 2 fillet seal is applied along the edge of the joint between the
tube bracket and the bracket on the rib.
h. Pre-cured sealant caps are applied to the head and tail of each fastener.
i. If the minimum distance between the pre-cured sealant caps and the rib is less than 0.10 inch (2.54 mm),
an injection seal is applied to fill the clearance between the pre-cured sealant caps and the rib.
2. If the bulkhead fitting at Rib 9 was removed and reinstalled or replaced, the following design features must be
verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference fit in the rib in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
(Continued on next page)

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28-AWL-43, Fuel Scavenge System Transport Elements, Continued

Continued A) For 787-8 airplanes, if a pre-cured sealant cap is unable to be applied, it is acceptable to encapsulate
the head of the fastener with sealant.
NOTE: Refer to 28-AWL-83, for installing a fastener fillet seal as the acceptable procedure.
b. For 787-8 airplanes, a fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. For 787-9 or 787-10 airplanes, a fay sealed fay surface bond is installed between the bulkhead fitting and
the rib.
d. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the
bulkhead fitting.
e. Each fastener is wet installed.
f. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
g. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
h. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the outboard side of the rib.
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the inboard side of the rib.
j. Pre-cured sealant caps are applied to the tail of each fastener.
i. For 787-8 airplanes, if a pre-cured sealant cap is unable to be applied, it is acceptable to encapsulate
the tail of the fastener with sealant.
NOTE: Refer to 28-AWL-83, for installing a fastener fillet seal as the acceptable procedure.

3. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if the bulkhead isolator at the SOB Rib was
removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead isolator.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead isolator or the rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator or the rib.
(Continued on next page)

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28-AWL-43, Fuel Scavenge System Transport Elements, Continued

Continued f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with Boeing SRM 51-41-05.
h. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
j. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead isolator is less than 0.0005 ohm (0.5 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead isolator or the rib is less than 0.0010 ohm (1.0 milliohm).
l. For airplanes 787-8, Line Numbers 7 and on, the electrical bonding resistance between the tail of each
fastener and the bulkhead isolator or the rib is less than 0.0015 ohm (1.5 milliohms).
m. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bulkhead
isolator or the rib is less than 0.0010 ohm (1.0 milliohm).
n. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
outboard side of the rib.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
inboard side of the rib.
p. Pre-cured sealant caps are applied to the head and tail of each fastener.
4. For airplanes 787-9, Line Numbers 690 and on, if the bulkhead isolator at the SOB Rib was removed and
reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead isolator or the
rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator or the
rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead isolator or the rib is
less than 0.0010 ohm (1.0 milliohm).
(Continued on next page)

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28-AWL-43, Fuel Scavenge System Transport Elements, Continued

Continued h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator or the rib is
less than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
5. For 787-10 Airplanes, if the bulkhead isolator at the SOB Rib was removed and reinstalled or replaced, the
following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the bracket.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bracket.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the bracket is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bracket is less than
0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator is less than
0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.

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28-AWL-44 CDCCL N/A ALL Engine Fuel Shutoff Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Engine Fuel Shutoff Valve Adapter, the following design features
must be maintained (refer to Boeing AMM B787-A-28-22-31-00A-720A-A):
1. The mating surfaces of the adapter and doubler are prepared for electrical bonding.
a. Bare metal mating surfaces of the adapter and doubler.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the bolts and washers as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then a corrosion inhibiting primer is applied to any bare surfaces of the
doubler around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.

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28-AWL-45 CDCCL N/A ALL Fuel Cross-Feed Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing the Fuel Cross-Feed Valve Adapter, the following design features must be
maintained (refer to Boeing AMM B787-A-28-22-32-00A-720A-A):
1. The mating surfaces of the adapter and doubler are prepared for electrical bonding:
a. Bare metal mating surfaces of the adapter and doubler.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the washers and bolts as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then a corrosion inhibiting primer is applied to any bare surfaces of the
doubler around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.

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28-AWL-46 CDCCL N/A ALL Fuel Scavenge Isolation Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Fuel Scavenge Isolation Valve Adapter, the following design
features must be maintained (refer to Boeing AMM B787-A-28-22-33-00A-720A-A):
1. The mating surfaces of the adapter and the doubler are prepared for electrical bonding:
a. Bare metal mating surfaces of the adapter and doubler.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the washers and bolts as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then a corrosion inhibiting primer is applied to any bare surfaces of the
doubler around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.
28-AWL-47 CDCCL N/A L/N 7, 8, 9, 24, Fuel Return Isolation Valve Adapter
DELETED 31, 40, 41, 42,
47, 48 and 51

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28-AWL-48 CDCCL N/A ALL Fuel Boost Pump Housing

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, sealing,
or fastener installation could result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Boost Pump Housing is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-22-35-00A-720A-A):
1. Pump Housing
a. A fay surface bond sealed with corrosion inhibiting compound is installed between the pump housing and
the doubler.
b. Corrosion inhibiting compound is applied to the O-ring as the lubricant.
c. Each fastener is wet installed, it is acceptable to not apply sealant to threads.
d. The electrical bonding resistance between the pump housing and the doubler is less than 0.00015 ohm
(0.15 milliohm).
e. A Type 2 fillet seal is applied along the edge of the joint between the pump housing and the doubler, on the
inside of the tank.
f. An injection seal is applied between the pump housing and the doubler and the spar, on the outside of the
tank.
g. A Type 2 fillet seal is applied along the edge of the joint between the injection seal and the pump housing,
on the outside of the tank.
h. For 787-8 airplanes, a brushcoat seal is applied to the head of each fastener.
2. For airplanes Line Numbers 6-89, Tubing Connected to the Housing
a. A fastener spot bond is installed between the head of each fastener and the bracket on the tube.
b. A fastener spot bond is installed between the tail of each fastener and the bracket on structure.
c. The tail of each fastener that attaches the welded tube flange to the bracket is torqued to 30 +/- 1 in.-lb
(3.4 +/- 0.1 N-m).
d. For airplane Line Number 6, a fillet seal is applied to the head and tail of each fastener.
e. For airplanes Line Numbers 7-89, a brushcoat seal is applied to the head and tail of each fastener.

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28-AWL-49 CDCCL N/A ALL Override/Jettison Pump Housing

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If an Override/Jettison Pump Housing is removed and reinstalled or replaced, the following design features must
be verified (refer to Boeing AMM B787-A-28-22-36-00A-720A-A):
1. A fay surface bond sealed with corrosion inhibiting compound is installed between the pump housing and the
doubler.
2. Corrosion Inhibiting Compound is applied to the O-ring as the lubricant.
3. Wet install each fastener, it is acceptable to not apply sealant to the threads.
4. The electrical bonding resistance between the pump housing and the doubler is less than 0.00015 ohm
(0.15 milliohm).
5. A Type 2 fillet seal is applied along the edge of the joint between the pump housing and the doubler, on the
inside of the tank.
6. An injection seal is applied between the pump housing and the doubler and the spar, on the outside of the tank.
7. A Type 2 fillet seal is applied along the edge of the joint between the injection seal and the pump housing, on the
outside of the tank.

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28-AWL-50 CDCCL N/A ALL Auxiliary Power Unit (APU) Direct Current (DC) Fuel Pump
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the APU DC Fuel Pump is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-28-25-01-01A-720A-A):
1. A fillet sealed fay surface bond is installed between the pump and the pump housing.
2. Corrosion inhibiting compound is applied to the O-ring as the lubricant.
3. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
4. With one or both ends of each bonding jumper disconnected, and each electrical connector disconnected from
the pump and pressure switch, the electrical bonding resistance between the pump and the pump housing is
less than 0.0005 ohm (0.5 milliohm).
5. A Type 2 fillet seal is applied along the edge of the joint between the pump and the pump housing.
6. Two bonding jumpers are installed between the pump and structure.
a. For 787-8 airplanes, prior to attaching each bonding jumper to the pump, verify that the electrical bonding
resistance between:
i. The loose terminal of the short bonding jumper and structure is less than 0.00107 ohm (1.07 milliohms).
ii. The loose terminal of the long bonding jumper and structure is less than 0.00118 ohm (1.18 milliohms).
b. For 787-9 or 787-10 airplanes, prior to attaching each bonding jumper to the pump, verify that the electrical
bonding resistance between:
i. The loose terminal of the short bonding jumper and structure is less than 0.00037 ohm (0.37 milliohm).
ii. The loose terminal of the long bonding jumper and structure is less than 0.00048 ohm (0.48 milliohm).
c. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to structure with a fay sealed ground stud assembly.
ii. The bonding jumper terminal and ground stud assembly attached to structure are encapsulated in
sealant (SLT4 or SLT6).
d. Each bonding jumper terminal is attached to the pump with a fay sealed ground stud assembly.
e. The electrical bonding resistance between each bonding jumper terminal and the pump is less than
0.0008 ohm (0.8 milliohm).

(Continued on next page)

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28-AWL-50, Auxiliary Power Unit (APU) Direct Current (DC) Fuel Pump, Continued
Continued f. Each bonding jumper terminal and ground stud assembly attached to the pump are encapsulated in sealant
(SLT4 or SLT6).
7. If the pump drain plug is removed and reinstalled or replaced, the electrical bonding resistance between the
pump drain plug and the pump is less than 0.0025 ohm (2.5 milliohms).

28-AWL-51 CDCCL N/A ALL APU Fuel Shutoff Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the APU Fuel Shutoff Valve is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-28-25-02-00A-720A-A):
1. Corrosion inhibiting compound is applied to each O-ring as the lubricant.
2. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
3. The head of each fastener is torqued to 40 +/- 1 in.-lb. (4.5 +/- 0.1 N-m).
4. For airplanes Line Numbers 6-78, 80-122, and 124, a Type 1 fillet seal is applied along the edge of the joint
between the valve and the spar.
5. For airplanes Line Numbers 79, 123, and 125 and on, a Type 2 fillet seal is applied along the edge of the joint
between the valve and the spar.

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28-AWL-52 CDCCL N/A ALL APU Fuel Shutoff Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the APU Fuel Shutoff Valve Actuator, the following design features must
be maintained (refer to Boeing AMM B787-A-28-25-03-00A-720A-A):
1. The mating surfaces of the actuator and adapter are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and adapter.
b. Solvent cleaned mating surfaces of the actuator and adapter.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and the actuator.
3. The screw on the V-Band Clamp is torqued to 10 +/- 1 in.-lb. (1.1 +/- 0.1 N-m).
4. The electrical bonding resistance between the actuator and adapter is less than 0.001 ohm (1 milliohm), when
measured with both bonding jumpers disconnected from the actuator.
5. The surfaces of the actuator where the bonding jumpers connect, the bonding jumper terminals, and the
washers are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator where the bonding jumpers will connect.
b. Solvent cleaned mating surfaces of the actuator where the bonding jumpers will connect, the bonding
jumper terminals, and the washers.
6. Sealant (SLT4 or SLT6) is applied to the mating surfaces around the bonding holes of the actuator, washers,
bonding jumper terminals, and screws, but do not apply sealant to the threads of the screws.
7. The screws that attach the bonding jumpers to the actuator are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
8. The sealant comes out in a continuous circle around the heads of the screws, washers, and bonding jumpers as
they are being installed.
9. The electrical bonding resistance between the bonding jumper terminal and the actuator bonding tab is less than
0.0009 ohm (0.9 milliohm), when the bonding jumpers are installed.
10. Sealant (SLT4 or SLT6) is applied to fully encapsulate the terminals of the bonding jumpers, including the
washers and screws.

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28-AWL-53 CDCCL N/A ALL APU Fuel Feed Tubes Outlet Fitting
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, improper
fastener installation, or the improper location of isolators could result in the potential for arcing or sparking to occur
within the fuel tanks.
Mitigation: When re-installing the APU Fuel Feed Tubes Outlet Fitting, the following design features must be
maintained (refer to Boeing AMMs B787-A-28-25-05-02A-720A-A):
NOTE: More than one washer may be present to prevent the nuts on the fitting from bottoming out before contacting
the doubler. Where the word "washer" is used in this AWL, it applies to all washers between the doubler and
nuts.

1. The mating surfaces of the outlet fitting, doublers, washer, and nuts are prepared for electrical bonding:
a. The mating surfaces of the outlet fitting, washer, and both nuts are solvent cleaned.
b. The mating surfaces of the doublers, both inside and outside the fuel tank, are solvent cleaned.
2. The O-ring is installed with grease in the groove of the outlet fitting.
3. Inside the fuel tank, each of the two nuts that install the outlet fitting are torqued to 750 +/- 37 in.-lb.
(84.7 +/- 4.2 N-m).
4. The electrical bonding resistance between the outlet fitting and each doubler (inside the tank and outside the
tank) is less than 0.0025 ohm (2.5 milliohms).
5. A fillet seal of sealant is applied along the edge of the joint between the flange of the outlet fitting and
the doubler.
6. Inside the fuel tank, a fillet seal of sealant is applied to the washer, both nuts, and exposed threads of the outlet
fitting.

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28-AWL-54 CDCCL N/A ALL Auxiliary Power Unit (APU) System Transport Elements – In Tank
Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing,
or from insufficient separation from tubing installations to other systems installations or from tubing to structure.
If the APU System Transport Elements (tubes, inlets, clamps, fittings, isolators, couplings, etc.) are removed and
reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-25-05-01A-
720A-A):
1. If the APU Fuel Feed Tube at Left Wing Rib 9 was removed and reinstalled or replaced, the following design
features must be verified:
a. If the head of the fastener is removed from the rib, the following design features must be verified:
i. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fillet sealed fay surface bond is installed between the tube flange and the rib.
c. For airplanes Line Numbers 6-125, a clearance-fit fastener bond is installed between the tail of each
fastener and the tube flange.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the tube flange and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. A Type 2 fillet seal is applied along the edge of the joint between the tube flange and the rib, on the
outboard side of the rib.
i. A Type 2 fillet seal is applied along the edge of the joint between the tube flange and the rib, on the inboard
side of the rib.
2. For airplanes 787-8, Line Numbers 6-233, if the APU Fuel Feed Inlet Tube was removed and reinstalled or
replaced, the following design features must be verified:
a. For the installation of the APU Feed Inlet to the APU Feed Screen, the following design features must be
verified:
i. A faying surface seal is applied between the APU Feed Screen and the APU Feed Inlet.
ii. Pre-cured sealant caps are applied to the head and tail of each fastener.
(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued b. For the installation of the APU Feed Inlet and APU Feed Screen to the mounting bracket, the following
design features must be verified:
i. A fillet sealed fay surface bond is installed between the APU Feed Inlet and the shim, and between the
shim and the mounting bracket.
ii. A clearance-fit fastener bond is installed between the head of each fastener and the mounting bracket.
iii. A clearance-fit fastener bond is installed between the tail of each fastener and the APU Feed Screen.
iv. The electrical bonding resistance between the APU Feed Inlet and the mounting bracket is less than
0.0010 ohm (1.0 milliohm).
v. The electrical bonding resistance between the head of each fastener and the mounting bracket is less
than 0.0010 ohm (1.0 milliohm).
vi. The electrical bonding resistance between the tail of each fastener and the APU Feed Screen is less
than 0.0015 ohm (1.5 milliohms).
vii. A Type 2 fillet seal is applied along the edge of the joints between the APU Feed Inlet, the shim, and the
mounting bracket, around the perimeter of the APU Feed Inlet flange.
viii. A Type 2 fillet seal is applied along the edge of the joints between the APU Feed Inlet, the shim, and the
mounting bracket, around the inner perimeter of the mounting bracket penetration.
ix. Pre-cured sealant caps are applied to the head and tail of each fastener.
c. For the installation of the mounting bracket to the stringer brackets, the following design features must be
verified:
i. A fillet sealed fay surface bond is installed between the mounting bracket and each shim, and between
each shim and each stringer bracket.
ii. The electrical bonding resistance between the mounting bracket and each stringer bracket is less than
0.0010 ohm (1.0 milliohm).
iii. A Type 2 fillet seal is applied along the edge of the joints between the mounting bracket and each shim,
and between the shim and each stringer bracket.
iv. Pre-cured sealant caps are applied to the head and tail of each fastener.
v. The clearance between the sealant on the fasteners and the nacelle fitting fasteners, disbond fasteners,
or any sealant applied to those fasteners is 0.25 in (6.35 mm) or more.

(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued
3. For airplanes 787-8, Line Numbers 234 and on, if the APU Fuel Feed Inlet Tube was removed and reinstalled or
replaced, the following design features must be verified:
a. For the installation of the APU Feed Inlet to the APU Feed Screen, the following design features must be
verified:
i. A fay sealed fay surface bond is installed between the APU Feed Screen and the APU Feed Inlet.
ii. A clearance-fit fastener bond is installed between the head of each fastener and the APU Feed Inlet.
iii. A clearance-fit fastener bond is installed between the tail of each fastener and the APU Feed Screen.
iv. The electrical bonding resistance between the APU Feed Screen and the APU Feed Inlet is less than
0.0005 ohm (0.5 milliohm).
v. The electrical bonding resistance between the head of each fastener and the APU Feed Inlet is less
than 0.0010 ohm (1.0 milliohm).
vi. The electrical bonding resistance between the tail of each fastener and the APU Feed Screen is less
than 0.0010 ohm (1.0 milliohm).
vii. Pre-cured sealant caps are applied to the head and tail of each fastener.
b. For the installation of the APU Feed Inlet and APU Feed Screen to the mounting bracket, the following
design features must be verified:
i. A fay sealed fay surface bond is installed between the APU Feed Inlet and the mounting bracket.
ii. A clearance-fit fastener bond is installed between the head of each fastener and the mounting bracket.
iii. A clearance-fit fastener bond is installed between the tail of each fastener and the APU Feed Screen.
iv. The electrical bonding resistance between the APU Feed Inlet and the mounting bracket is less than
0.0005 ohm (0.5 milliohm).
v. The electrical bonding resistance between the head of each fastener and the mounting bracket is less
than 0.0010 ohm (1.0 milliohm).
vi. The electrical bonding resistance between the tail of each fastener and the APU Feed Screen is less
than 0.0010 ohm (1.0 milliohm).
vii. Pre-cured sealant caps are applied to the head and tail of each fastener.
(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued c. For the installation of the mounting bracket to the stringer brackets, the following design features must be
verified:
i. A fay sealed fay surface bond is installed between the mounting bracket and each stringer bracket.
ii. Each fastener is wet installed.
iii. Each fastener is installed in accordance with Boeing SRM 51-41-05.
iv. The electrical bonding resistance between the mounting bracket and each stringer bracket is less than
0.0005 ohm (0.5 milliohm).
v. Pre-cured sealant caps are applied to the head and tail of each fastener.
vi. The clearance between the sealant on the fasteners and the nacelle fitting fasteners, disbond fasteners,
or any sealant applied to those fasteners is 0.25 in (6.35 mm) or more.
4. For 787-9 or 787-10 airplanes, if the APU Fuel Feed Inlet Tube was removed and reinstalled or replaced, the
following design features must be verified:
a. For the installation of the APU Feed Inlet to the APU Feed Screen, the following design features must be
verified:
i. A fay sealed fay surface bond is installed between the APU Feed Screen and the APU Feed Inlet.
ii. A clearance-fit fastener bond is installed between the head of each fastener and the APU Feed Inlet.
iii. A clearance-fit fastener bond is installed between the tail of each fastener and the APU Feed Screen.
iv. The electrical bonding resistance between the APU Feed Screen and the APU Feed Inlet is less than
0.0005 ohm (0.5 milliohm).
v. The electrical bonding resistance between the head of each fastener and the APU Feed Inlet is less
than 0.0010 ohm (1.0 milliohm).
vi. The electrical bonding resistance between the tail of each fastener and the APU Feed Screen is less
than 0.0010 ohm (1.0 milliohm).
vii. A brushcoat seal is applied along the joint between the APU Feed Screen and the APU Feed Inlet.
Ensure all exposed metal is covered.
viii. Pre-cured sealant caps are applied to the head and tail of each fastener.

(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued b. For the installation of the APU Feed Inlet and APU Feed Screen to the mounting bracket, the following
design features must be verified:
i. A fay sealed fay surface bond is installed between the APU Feed Inlet and the mounting bracket.
ii. A clearance-fit fastener bond is installed between the head of each fastener and the mounting bracket.
iii. A clearance-fit fastener bond is installed between the tail of each fastener and the APU Feed Screen.
iv. The electrical bonding resistance between the APU Feed Inlet and the mounting bracket is less than
0.0005 milliohm (0.5 milliohm).
v. The electrical bonding resistance between the head of each fastener and the mounting bracket is less
than 0.0010 ohm (1.0 milliohm).
vi. The electrical bonding resistance between the tail of each fastener and the APU Feed Screen is less
than 0.0010 ohm (1.0 milliohm).
vii. A brushcoat seal is applied along the joint between the APU Feed Inlet and the mounting bracket.
Ensure all exposed metal is covered.
viii. Pre-cured sealant caps are applied to the head and tail of each fastener.
c. For the installation of the mounting bracket to the stringer brackets, the following design features must be
verified:
i. A fay sealed fay surface bond is installed between the mounting bracket and each stringer bracket.
ii. For airplanes Line Numbers 126-229, a clearance-fit fastener bond is installed between the head of
each fastener and the mounting bracket.
iii. For airplanes Line Numbers 126-229, a clearance-fit fastener bond is installed between the tail of each
fastener and the stringer bracket.
iv. Each fastener is wet installed.
v. Each fastener is installed in accordance with Boeing SRM 51-41-05.
vi. The electrical bonding resistance between the mounting bracket and each stringer bracket is less than
0.0005 milliohm (0.5 milliohm).
vii. For airplanes Line Numbers 126-229, the electrical bonding resistance between the head of each
fastener and the mounting bracket is less than 0.0010 ohm (1.0 milliohm).
viii. For airplanes Line Numbers 126-229, the electrical bonding resistance between the tail of each
fastener and the stringer bracket is less than 0.0010 ohm (1.0 milliohm).
(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued ix. A brushcoat seal is applied along the joints between the mounting bracket and each stringer bracket.
Ensure all exposed metal is covered.
x. Pre-cured sealant caps are applied to the head and tail of each fastener.
xi. The clearance between the sealant on the fasteners and the nacelle fitting fasteners, disbond fasteners,
or any sealant applied to those fasteners is 0.25 in (6.35 mm) or more.
5. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if the SOB Rib Bulkhead Isolator was removed
and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead isolator.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead isolator or the rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator or the rib.
f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with Boeing SRM 51-41-05.
h. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
j. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead isolator is less than 0.0005 ohm (0.5 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead isolator or the rib is less than 0.0010 ohm (1.0 milliohm).
l. For airplanes 787-8, Line Numbers 7 and on, the electrical bonding resistance between the tail of each
fastener and the bulkhead isolator or the rib is less than 0.0015 ohm (1.5 milliohms).
m. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bulkhead
isolator or the rib is less than 0.0010 ohm (1.0 milliohm).

(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued n. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
outboard side of the rib.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
inboard side of the rib.
p. Pre-cured sealant caps are applied to the head and tail of each fastener.
6. For airplanes 787-9, Line Numbers 690 and on, if the SOB Rib Bulkhead Isolator was removed and reinstalled
or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead isolator or the
rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator or the
rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead isolator or the rib is
less than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator or the rib is
less than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
7. For 787-10 airplanes, if the SOB Rib Bulkhead Isolator was removed and reinstalled or replaced, the following
design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the bracket.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bracket.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the bracket is less than 0.0005 ohm
(0.5 milliohm).
(Continued on next page)

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28-AWL-54, Auxiliary Power Unit (APU) System Transport Elements – In Tank, Continued
Continued g. The electrical bonding resistance between the head of each fastener and the bracket is less than
0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator is less than
0.0010 ohm (1.0 milliohm)
i. Pre-cured sealant caps are applied to the head and tail of each fastener.

28-AWL-55 CDCCL N/A ALL Spanwise Beam Access Panel

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, improper
fastener installation or improper sealing could result in the potential for arcing or sparking to occur within the fuel
tanks
If a Spanwise Beam Access Panel is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-11-10-00A-720A-A):
1. A fastener spot bond is installed between the head of each fastener and the applicable bonding plate of the
access panel.
2. Each fastener is wet installed.
3. The electrical bonding resistance between the head of each fastener and the applicable bonding plate of the
access panel is less than 0.0005 ohm (0.5 milliohm).
4. Pre-cured sealant caps are applied to the head of each fastener.
NOTE: A sealant adhesion check as specified within 28-AWL-83 for the installation of a pre-cured sealant cap is
not required for this installation.

5. A Type 2 fillet seal is applied along the edge of the joint between each pre-cured sealant cap and the applicable
bonding plate of the access panel.
a. The Type 2 fillet seal thickness is 0.30 in. (7.6 mm) or more.
NOTE: A sealant adhesion check as specified within 28-AWL-83 for the installation of a Type 2 fillet seal is not
required for this installation.

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28-AWL-56 CDCCL N/A ALL APU Fuel Shutoff Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the APU Fuel Shutoff Valve Adapter, the following design features must
be maintained (refer to Boeing AMM B787-A-28-25-08-00A-720A-A):
1. The mating surfaces of the adapter and the doubler are prepared for electrical bonding:
a. Bare metal mating surfaces of the adapter and doubler.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the washers and bolts as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then a corrosion inhibiting primer is applied to any bare surfaces of the
doubler around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.

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28-AWL-57 CDCCL N/A ALL APU DC Fuel Pump Housing

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the APU DC Fuel Pump Housing is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-25-09-00A-720A-A):
1. A fay surface bond sealed with corrosion inhibiting compound is installed between the pump housing and the
doubler.
2. Corrosion Inhibiting Compound is applied to the O-ring as the lubricant.
3. Wet install each fastener, it is acceptable to not apply sealant to the threads.
4. The electrical bonding resistance between the pump housing and the doubler is less than 0.0005 ohm
(0.5 milliohm).
5. A Type 2 fillet seal is applied along the edge of the joint between the pump housing and the doubler, on the
inside of the tank.
6. An injection seal is applied between the pump housing and the doubler and the spar, on the outside of the tank.
7. A Type 2 fillet seal is applied along the edge of the joint between the injection seal and the pump housing, on the
outside of the tank.
8. A brushcoat seal is applied to the head of each fastener (applicable to 787-8).

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28-AWL-58 CDCCL N/A ALL Center Tank Purge Hole Cover

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Center Tank Purge Hole Cover is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-11-04-00A-720A-A):
1. Two bonding jumpers are installed between the purge hole cover and structure.
2. If a bonding jumper is disconnected from structure, the following design features must be verified:
a. The bonding jumper terminal is attached to structure with an unsealed ground stud assembly with a
fastener sleeve bond.
i. For airplanes 787-8, Line Numbers 6-209, the bonding jumper terminal is installed between the fastener
sleeve and a conductive washer, underneath the fastener sleeve.
ii. For airplanes 787-8, Line Numbers 210 and on, or for 787-9 or 787-10 airplanes, the bonding jumper
terminal is installed between two conductive washers, underneath the fastener sleeve.
b. Each fastener is wet installed.
c. A prepack seal is applied to fill the space between the sleeve of the bolt and the bonding jumper terminal,
and between sleeve of the bolt and the washer(s), underneath the fastener sleeve.
d. The fastener is installed in accordance with Boeing SRM 51-43-10.
e. A pre-cured sealant cap is applied to the tail of the fastener.
3. For airplane Line Number 6, if the purge hole cover is removed and replaced, or if a pre-installed ground stud
installed in the purge hole cover is removed and re-installed or replaced, verify that two fay sealed pre-installed
ground studs are installed into the purge hole cover.
4. If a bonding jumper is disconnected from the purge hole cover, the following design features must be verified:
a. The bonding jumper terminal is attached to the purge hole cover with a fay sealed ground stud assembly.
b. The electrical bonding resistance between the bonding jumper terminal and the purge hole cover is:
i. For airplane Line Number 6, less than 0.0012 ohm (1.2 milliohms) for the ground stud in the clockwise
position.
ii. For airplane Line Number 6, less than 0.0015 ohm (1.5 milliohms) for the ground stud in the counter-
clockwise position.
iii. For airplanes Line Numbers 7 and on, less than 0.0025 ohm (2.5 milliohms).

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28-AWL-59 CDCCL N/A ALL Defuel/Isolation Valve Body and Driveshaft

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the defuel/isolation valve body and driveshaft, the following design
features must be maintained (refer to Boeing AMM B787-A-28-26-01-00A-720A-A):
Valve Body
1. If the bolts are removed from the rib, the mating surfaces of the bolts and the rib are prepared for electrical
bonding (applicable to 787-9 or 787-10):
a. Bare metal mating surfaces on the rib where the bolts will install, and on the inner surfaces of the fastener
holes in the rib.
b. Solvent cleaned mating surfaces on the rib where the bolts will install, on the inner surfaces of the fastener
holes in the rib, and the bolts.
2. If the bolts are removed from the rib, the bolts are installed in accordance with Boeing SRM 51-41-05.
3. The mating surfaces of the valve body and rib are prepared for electrical bonding:
a. Bare metal mating surfaces of the rib (applicable to 787-9 or 787-10).
b. Alodine on the mating surfaces of the rib (applicable to 787-8).
c. Bare metal mating surfaces of the valve body where the washers will install.
d. Solvent cleaned mating surfaces valve body where the washers will install, washers, nuts, and shaft and
threads of the bolts.
e. Solvent cleaned mating surfaces of the rib and valve body.
4. Wet install the fasteners (washers and nuts).
5. The nuts are torqued in accordance with Boeing SRM 51-41-05.
6. The sealant comes out in a continuous circle around the washers and nuts as they are being installed.
7. The electrical bonding resistance between the valve body and the rib is less than 0.0005 ohm (0.5 milliohm).
8. The electrical bonding resistance between the valve body and each nut is less than 0.0015 ohm (1.5 milliohms)
(applicable to 787-8).
9. The electrical bonding resistance between the valve body and each nut is less than 0.001 ohm (1 milliohm)
(applicable to 787-9 or 787-10).
(Continued on next page)

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28-AWL-59, Defuel/Isolation Valve Body and Driveshaft, Continued

Continued
Valve Body, Continued
10. If a bolt was removed and installed, the electrical bonding resistance between the rib and the bolt is less than
0.001 ohm (1 milliohm) (applicable to 787-9 or 787-10).
11. A fillet seal of sealant is applied along the edge of the joint between the valve body and the rib.
12. An injection seal of sealant is applied between the valve body and the edge of the hole in the rib.
13. Pre-cured sealant caps are applied to the bolts (if removed and installed), nuts and washers.
14. The couplings are installed at the location from which they were removed.
15. The isolator is installed in the correct direction at the location from which it was removed.
APPLICABILITY NOTE: For Line Numbers 6 - 54, Steps 3.c, 3.d, and 8 do not apply if Valve Part Number
12M0034 will be installed. These steps do apply for all other Valve Part Numbers installed on Line Numbers 6 - 54,
and for any Valve installed on Line Numbers 55 and on.
Driveshaft
1. The mating surfaces of the countersunk bolts and doubler are prepared for electrical bonding:
a. Bare metal surfaces in the countersunk surfaces of the doubler (applicable to 787-9 or 787-10).
b. Solvent cleaned surfaces of the countersunk bolts and the countersunk surfaces of the doubler.
2. Wet install the fasteners (countersunk bolts), but do not apply sealant to the threads of the bolts.
3. The countersunk bolts are torqued to 40 +/-1 in.-lb. (4.5 +/-0.1 N-m).
4. The sealant comes out in a continuous circle around the countersunk bolts as they are being installed.
5. The countersunk bolt heads are flush or below the surface of the doubler.
6. The electrical bonding resistance between each countersunk bolt and the doubler is less than 0.001 ohm
(1 milliohm).
7. A fillet seal of sealant is applied along the edge of the joint between the driveshaft and the spar.

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28-AWL-60 CDCCL N/A ALL Defuel/Isolation Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing the Defuel/Isolation Valve Actuator, the following design features must be
maintained (refer to Boeing AMM B787-A-28-26-02-00A-720A-A):
1. The mating surfaces of the actuator and adapter are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and adapter.
b. Solvent cleaned mating surfaces of the actuator and adapter.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and the actuator.
3. The screw on the V-Band Clamp is torqued to 10 +/- 1 in.-lb. (1.1 +/- 0.1 N-m).
4. The electrical bonding resistance between the actuator and the adapter is less than 0.001 ohm (1 milliohm),
when measured with both jumpers disconnected from the actuator.
5. The surfaces of the actuator where the bonding jumpers connect, the bonding jumper terminals, and the
washers are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator where the bonding jumpers will connect.
b. Solvent cleaned mating surfaces of the actuator where the bonding jumpers will connect, the bonding
jumper terminals, and the washers.
6. Sealant (SLT4 or SLT6) is applied to the mating surfaces around the bonding holes of the actuator, washers,
bonding jumper terminals, and screws, but do not apply sealant to the threads of the screws.
7. The screws that attach the bonding jumpers to the actuator are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
8. The sealant comes out in a continuous circle around the heads of the screws, washers, and bonding jumpers as
they are being installed.
9. The electrical bonding resistance between the bonding jumper terminal and the actuator bonding tab is less than
0.0009 ohm (0.9 milliohm), when the bonding jumpers are installed.
10. Sealant (SLT4 or SLT6) is applied to fully encapsulate the terminals of the bonding jumpers, including the
washers and screws.

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28-AWL-61 CDCCL N/A ALL Defuel/Isolation Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Defuel/Isolation Valve Adapter, the following design features must
be maintained (refer to Boeing AMM B787-A-28-26-03-00A-720A-A):
1. The mating surfaces of the adapter and the doubler are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and adapter.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the washers and bolts as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then corrosion inhibiting primer is applied to any bare surfaces of the doubler
around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.

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28-AWL-62 CDCCL N/A ALL Fuel Jettison Nozzle Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Jettison Nozzle Valve is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-31-02-00A-720A-A):
1. For airplanes 787-8 Line Numbers 6-568, a fay sealed fay surface bond sealed with corrosion inhibiting
compound is installed between the valve and the bracket.
2. For airplanes 787-8 Line Numbers 573 and on, or for 787-9 or 787-10 airplanes, a fillet sealed fay surface bond
is installed between the valve and the bracket.
3. For airplanes 787-8 Line Numbers 6-568, each fastener is wet installed.
4. The electrical bonding resistance between the valve and the bracket is less than 0.0005 ohm (0.5 milliohm).
5. For airplanes 787-8 Line Numbers 573 and on, or for 787-9 or 787-10 airplanes, a brushcoat seal is applied to
the head and tail of each fastener.
6. A Type 2 fillet seal is applied along the edge of the joint between the valve and the bracket, on the forward side
of the bracket.
7. A Type 2 fillet seal is applied along the edge of the joint between the valve and the bracket, on the aft side of the
bracket.

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28-AWL-63 CDCCL N/A ALL Fuel Jettison Nozzle Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Fuel Jettison Nozzle Valve Actuator, the following design features
must be maintained (refer to Boeing AMM B787-A-28-31-03-00A-720A-A):
1. The surfaces of the actuator where the bonding jumpers connect, the bonding jumper terminals, and the
washers are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator where the bonding jumpers will connect.
b. Solvent cleaned mating surfaces of the actuator where the bonding jumpers will connect, the bonding
jumper terminals, and the washers.
2. Sealant (SLT4 or SLT6) is applied to the mating surfaces of the actuator, washers, bonding jumper terminals,
and screws, but do not apply sealant to the threads of the screws.
3. The screws that secure the top bonding jumper are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
4. For the top bonding jumper, the sealant comes out in a continuous circle around the washers, bonding jumper
terminals, and heads of the screws as they are being installed.
5. The mating surfaces of the actuator and valve body are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and valve body.
b. Solvent cleaned mating surfaces of the actuator and valve body.
6. Corrosion Inhibiting Compound is applied between the mating surfaces of the valve body and actuator.
7. The screw on the V-Band Clamp is torqued to 10 +/- 1 in.-lb. (1.1 +/- 0.1 N-m).
8. The electrical bonding resistance between the actuator and the valve body is less than 0.001 ohm (1 milliohm)
when measured with the bottom bonding jumper not installed.
9. The screws that secure the bottom bonding jumpers are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
10. For the bottom bonding jumper, the sealant comes out in a continuous circle around the washers, bonding
jumper terminals, and heads of the screws as they are being installed.
11. The electrical bonding resistance between the bonding jumper terminal and the actuator bonding tab is less than
0.0009 ohm (0.9 milliohm), when the bonding jumpers are installed.
12. Sealant (SLT4 or SLT6) is applied to fully encapsulate the terminals of the bonding jumpers, washers,
and screws.

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28-AWL-64 CDCCL N/A ALL Fuel Jettison Isolation Valve Body and Driveshaft
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Jettison Isolation Valve Body or Driveshaft is removed and reinstalled or replaced, the following design
features must be verified (refer to Boeing AMM B787-A-28-31-04-00A-720A-A):
1. If a driveshaft is removed and reinstalled or replaced, the following design features must be verified:
a. Corrosion Inhibiting Compound is applied to each O-ring as the lubricant.
b. Wet install each fastener, it is acceptable to not apply sealant to the threads.
c. The head of each fastener that attaches the driveshaft to the spar is torqued to 40 +/- 1 in.-lb
(4.5 +/- 0.1 N-m).
d. A Type 1 fillet seal is applied along the edge of the joint between the driveshaft and the spar (applicable to
787-8, Line Numbers 6 - 129).
e. A Type 2 fillet seal is applied along the edge of the joint between the driveshaft and the spar (applicable to
787-8, Line Numbers 130 and on; or 787-9 or 787-10).
2. If a valve body is removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the valve body and the bracket.
b. A fastener spot bond is installed between the head of each fastener and the valve body (applicable to Line
Numbers 6 - 54 if not installing P/N12M0033; and Line Numbers 55 and on).
c. A fastener spot bond is installed between the tail of each fastener and the bracket (applicable to
Line Numbers 6 - 54 if not installing P/N12M0033; and Line Numbers 55 and on).
d. Wet install each fastener.
e. The electrical bonding resistance between the valve body and the bracket is less than 0.0005 ohm
(0.5 milliohm).
f. The electrical bonding resistance between the head of each fastener and the valve body is less than
0.0010 ohm (1.0 milliohm) (applicable to Line Numbers 6 - 54 if not installing P/N12M0033; and
Line Numbers 55 and on).
g. The electrical bonding resistance between the tail of each fastener and the bracket is less than 0.0015 ohm
(1.5 milliohms) (applicable to Line Numbers 6 - 54 if not installing P/N12M0033; and 787-8,
Line Numbers 6 - 129).
h. The electrical bonding resistance between the tail of each fastener and the bracket is less than 0.0010 ohm
(1.0 milliohm) (applicable to 787-8, Line Numbers 130 and on; or 787-9 or 787-10).
(Continued on next page)

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28-AWL-64, Fuel Jettison Isolation Valve Body and Driveshaft, Continued

Continued i. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the bracket, on the left
side of the bracket, filling the clearance between the valve body and the bracket (applicable to 787-8, Line
Numbers 6 - 129).
j. An injection seal is applied between the valve body and the bracket, on the left side of the bracket
(applicable to 787-8, Line Numbers 130 and on; or 787-9 or 787-10).
k. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the injection seal, on
the left side of the bracket (applicable to 787-8, Line Numbers 130 and on; or 787-9 or 787-10).
l. A Type 2 fillet seal is applied along the edge of each joint between the valve body and the bracket, on the
right side of the bracket.
m. A fillet seal is applied to the head of each fastener.
n. A fillet seal is applied to the tail of each fastener (applicable to 787-8).
o. Pre-cured sealant caps are applied to the tail of each fastener (applicable to 787-9 or 787-10).

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28-AWL-65 CDCCL N/A ALL Fuel Jettison Isolation Valve Actuator

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Fuel Jettison Valve Actuator, the following design features must be
maintained (refer to Boeing AMM B787-A-28-31-05-00A-720A-A):
1. The mating surfaces of the actuator and adapter are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator and adapter.
b. Solvent cleaned mating surfaces of the actuator and adapter.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and the actuator.
3. The screw on the V-Band Clamp is torqued to 10 +/-1 in.-lb. (1.1 +/- 0.1 N-m).
4. The electrical bonding resistance between the actuator and the adapter is less than 0.001 ohm (1 milliohm)
when measured with both jumpers disconnected from the actuator.
5. The surfaces of the actuator where the bonding jumpers connect, the bonding jumper terminals, and the
washers are prepared for electrical bonding:
a. Bare metal mating surfaces of the actuator where the bonding jumpers will connect.
b. Solvent cleaned mating surfaces of the actuator where the bonding jumpers will connect, the bonding
jumper terminals, and the washers.
6. Sealant (SLT4 or SLT6) is applied to the mating surfaces around the bonding holes of the actuator, washers,
bonding jumper terminals, and screws, but do not apply sealant to the threads of the screws.
7. The screws that attach the bonding jumpers are torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
8. The sealant comes out in a continuous circle around the heads of the screws, washers, and bonding jumpers as
they are being installed.
9. The electrical bonding resistance between the bonding jumper terminal and the actuator bonding tab is less than
0.0009 ohm (0.9 milliohm), when the bonding jumpers are installed.
10. Sealant (SLT4 or SLT6) is applied to fully encapsulate the terminals of the bonding jumpers, including the
washers and screws.

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28-AWL-66 CDCCL N/A ALL Fuel Jettison Isolation Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Fuel Jettison Valve Adapter, the following design features must be
maintained (refer to Boeing AMM B787-A-28-31-07-00A-720A-A):
1. The mating surfaces of the adapter and doubler are prepared for electrical bonding:
a. Bare metal mating surfaces of the adapter and doubler.
b. Solvent cleaned mating surfaces of the adapter and doubler.
2. Corrosion Inhibiting Compound is applied between the mating surfaces of the adapter and doubler.
3. Wet install the fasteners (washers and bolts) but do not apply sealant to the threads of the bolts.
4. The bolts are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
5. The sealant comes out in a continuous circle around the washers and bolts as they are being installed.
6. The electrical bonding resistance between the doubler and the adapter is less than 0.0005 ohm (0.5 milliohm).
7. Excess Corrosion Inhibiting Compound is removed from the joint between the doubler and the adapter, prior to
applying the fillet seal.
8. A chemical conversion coating and then a corrosion inhibiting primer is applied to any bare surfaces of the
doubler around the adapter flange, prior to applying the fillet seal.
9. A fillet seal of sealant is applied to the edge of the joint between the adapter flange and the doubler.

28-AWL-67 CDCCL N/A ALL Fuel Quantity Data Concentrator (FQDC)

Concern: Improper installation of bonding features can result in high energy currents entering the fuel tank,
creating potential ignition sources.
If a FQDC is removed and reinstalled or replaced, the following design features must be verified (refer to Boeing
AMM B787-A-28-41-02-00A-720A-A):
1. A fay sealed fay surface bond is installed between each bottom foot of the FQDC and the mounting bracket.
2. Each fastener that attaches the bottom feet of the FQDC to the mounting bracket is wet installed.
3. With each FQIS out-tank wiring harness ground strap that attaches to the FQDC disconnected, and each wiring
harness connector disconnected from the FQDC, the electrical bonding resistance between each bottom foot
and the mounting bracket is less than 0.0005 ohm (0.5 milliohm).

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28-AWL-68 CDCCL N/A ALL Fuel Height Sensor (FHS)

Concern: Improper installation of fastening features can result in a potential ignition source within the fuel tanks.
Mitigation: When re-installing or replacing the FHS, the following design features must be maintained (refer to
Boeing AMM B787-A-28-41-03-00A-720A-A):
1. All pins are installed.
2. The bolt that attaches the "HI-Z" wire terminal on the terminal block is torqued to 14 +/- 0.5 in.-lb.
(1.6 +/- 0.05 N-m).
3. The bolt that attaches the "LO-Z" wire terminal on the terminal block is torqued to 29 +/- 1 in.-lb.
(3.3 +/- 0.1 N-m).
4. The bolt that attaches the "HI-Z SHIELD" wire terminal on the terminal block is torqued to 18 +/- 0.5 in.-lb.
(2.0 +/- 0.05 N-m).
5. The screw that installs the clamp to the terminal block is torqued to 18 +/- 0.5 in.-lb. (2.0 +/- 0.05 N-m).
6. The wire harness is not under tension while attached to the terminal block.
FHS Separation (Applicable to 787-8 only)
1. When installing the FHS, maintain the minimum required separation as follows:
a. For sensors 1LA/TLA, 1RA/TRA, 2LB, 2RB, 3LA, 3RA, 4LB, 4RB, 4CA, 5LA, 5RA, 5CB, 6LB, 6RB, 7LA,
7RA, 8LB, 8RB, 8CA, 9LA, 9RA, 9CB: 0.300 inches (7.620 mm) between FHS and the edge seal on upper/
lower stringer.
b. For sensors 10LB, 10RB: 0.354 inches (8.992 mm) between FHS and the edge seal on upper/lower
stringer.
c. For sensors 11LA, 11RA: 0.437 inches (11.100 mm) between FHS and the edge seal on upper/lower
stringer.
d. For sensors 12LB, 12RB: 0.578 inches (14.681 mm) between FHS and the edge seal on upper/lower
stringer.
e. For sensors 13LA, 13RA: 0.711 inches (18.059 mm) between FHS and the edge seal on upper/lower
stringer.
f. For sensors 14LB, 14RB: 0.725 inches (18.415 mm) between FHS and the edge seal on upper/lower
stringer.
g. For sensors 1CA/TCA, 2CB, 3CA, 6CB, 7CA: 0.300 inches (7.620 mm) between FHS and the upper/lower
wing skin panel.
(Continued on next page)

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28-AWL-68, Fuel Height Sensor (FHS), Continued

Continued
FHS Separation (Applicable to 787-8 only), Continued
h. For sensors 1LA/TLA, 1RA/TRA, 1CA/TCA, 2LB, 2RB, 2CB, 3LA, 3RA, 3CA, 4LB, 4RB, 4CA, 5LA, 5RA,
5CB, 6LB, 6RB, 6CB, 7LA, 7RA, 7CA, 8LB, 8RB, 8CA, 9LA, 9RA, 9CB: 0.375 inches (9.525 mm) between
FHS and the upper/lower stringer cap.
i. For sensors 10LB, 10RB: 0.404 inches (10.262 mm) between FHS and the upper/lower stringer cap.
j. For sensors 11LA, 11RA: 0.487 inches (12.370 mm) between FHS and the upper/lower stringer cap.
k. For sensors 12LB, 12RB: 0.628 inches (15.951 mm) between FHS and the upper/lower stringer cap.
l. For sensors 13LA, 13RA: 0.761 inches (19.329 mm) between FHS and the upper/lower stringer cap.
m. For sensors 14LB, 14RB: 0.775 inches (19.685 mm) between FHS and the upper/lower stringer cap.
n. For sensors 1LA/TLA, 1RA/TRA, 2LB, 2RB, 2CB, 3CA, 4LB, 4RB, 4CA, 5LA, 5RA, 6CB, 7LA, 7RA, 7CA,
8LB, 8RB, 8CA, 9LA, 9RA: 0.646 inches (16.408 mm) between FHS and adjacent tube.
o. For sensors 10LB, 10RB, 11LA, 11RA: 0.621 inches (15.773 mm) between FHS and adjacent tube.
p. For sensors 3LA, 3RA, 6LB, 6RB, 5CB, 9CB: 0.748 inches (18.999 mm) between FHS and adjacent tube.
q. For sensors 12LB, 12RB: 0.892 inches (22.657 mm) between FHS and adjacent tube.
r. For sensors 13LA, 13RA, 14LB, 14RB: 1.039 inches (26.391 mm) between FHS and adjacent tube.
FHS Separation (applicable to 787-9 or 787-10)
1. When installing the FHS, maintain the minimum required vertical separation from the FHS to nearest structure
(upper/lower skin/stringer) or sealant on nearest structure (if applicable), as follows:
a. For sensors 1LA/TLA, 1RA/TRA, 1CA/TCA, 2LB, 2RB, 2CB, 3LA, 3RA, 3CA, 4LB, 4RB, 4CA, 5LA, 5RA,
5CB, 6LB, 6RB, 6CB, 7LA, 7RA, 7CA, 8LB, 8RB, 8CA, 9LA, 9RA, 9CB: 0.300 inches (7.620 mm).
b. For sensors 10LB, 10RB: 0.425 inches (10.795 mm).
c. For sensors 11LA, 11RA: 0.550 inches (13.970 mm).
d. For sensors 12LB, 12RB: 0.675 inches (17.145 mm).
e. For sensors 13LA, 13RA, 14LB, 14RB: 0.800 inches (20.320 mm).

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28-AWL-69 CDCCL N/A ALL Fuel Density Sensor

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the Fuel Density Sensor or the Fuel Quantity Indicating System (FQIS) Wire Harness attached to it, are removed
and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-41-04-
00A-720A-A):
1. For airplanes Line Numbers 8-9, 23-24, 29, 31, 33, 35, 37-38, 40-42, 46-48, and 54 that have not incorporated
Service Bulletin B787-81205-SB280004-00, a fastener spot bond is installed between the tail of each fastener
and the bracket.
2. Each fastener that attaches the Fuel Density Sensor to the bracket is wet installed.
3. The tail of each fastener that attaches the Fuel Density Sensor to the bracket is torqued to
30 +/- 1 in.-lb (3.39 +/- 0.11 N-m).
4. The bolts that attach the "Sense" wire terminal on the terminal block are torqued to
7.0 +/- 0.2 in.-lb. (0.79 +/- 0.02 N-m).
5. The bolts that attach the "Sense Shield" wire terminal on the terminal block are torqued to
14 +/- 1 in.-lb. (1.58 +/- 0.11 N-m).
6. The bolts that attach the "- Drive" wire terminal on the terminal block are torqued to
18 +/- 1 in.-lb. (2.03 +/- 0.11 N-m).
7. The bolts that attach the "+ Drive" wire terminal on the terminal block are torqued to
28 +/- 1 in.-lb. (3.16 +/- 0.11 N-m).
8. The bolts that attach the "KR0" wire terminal on the terminal block are torqued to
28 +/- 1 in.-lb. (3.16 +/- 0.11 N-m).
9. The bolts that attach the "KR1" wire terminal on the terminal block are torqued to
18 +/- 1 in.-lb. (2.03 +/- 0.11 N-m).
10. The bolts that attach the "KR2" wire terminal on the terminal block are torqued to
14 +/- 1 in.-lb. (1.58 +/- 0.11 N-m).
11. The bolts that attach the "KR3" wire terminal on the terminal block are torqued to
7.0 +/- 0.2 in.-lb. (0.79 +/- 0.02 N-m).
12. Four tie straps attach the FQIS wire harness to the Fuel Density Sensor.

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28-AWL-70 CDCCL N/A ALL Fuel Compensator Sensor

Concern: Improper installation of fastening features can create a potential ignition source within the fuel tanks.
If a Fuel Compensator Sensor is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-41-06-00A-720A-A):
1. The head of the fastener that attaches the "HI-Z" wire terminal to the terminal block is torqued to
14 +/- 1 in.-lb. (1.58 +/- 0.11 N-m).
2. The head of the fastener that attaches the "SHIELD" wire terminal to the terminal block is torqued to
18 +/- 1 in.-lb. (2.03 +/- 0.11 N-m).
3. The head of the fastener that attaches the "LO-Z" wire terminal to the terminal block is torqued to
29 +/- 1 in.-lb (3.28 +/- 0.11 N-m).
4. The head of the fastener that attaches the terminal clamp to the terminal block is torqued to
18 +/- 1 in.-lb. (2.03 +/- 0.11 N-m).

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28-AWL-71 CDCCL N/A 787-8 FQIS In-Tank Wiring Harness Installation

Concern: Improper installation of fastening features and wiring can result in a potential ignition source within the
fuel tanks.
Mitigation: When re-installing or replacing the FQIS In-Tank Harness, the following design features must be
maintained (refer to Boeing AMM B787-A-28-41-07-00B-921A-A):
Spar Connector Installation
1. A fillet sealed fay surface bond is installed between the spar connector and the metal on the doubler.
2. A fastener spot bond is installed between the head of each fastener and the spar connector.
3. Wet install the fasteners.
4. The electrical bonding resistance between the spar connector and the metal on the doubler is less than
0.0005 ohm (0.5 milliohm).
5. The electrical bonding resistance between the head of each fastener and the spar connector is less than
0.001 ohm (1 milliohm).
6. Pre-cured sealant caps are applied to the head and tail of each fastener.
7. An injection seal is applied between the spar connector and the hole in the rear spar, outside the tank.
8. A fillet seal is applied along the edge of the joint between the spar connector and the doubler, inside the tank.
Harness Installation (All Harnesses)
1. Minimum separation between the harness and all components and structure is maintained as specified in Tables
5, 6, and 7 at the end of this list of AWLs.
2. No bends in the wire harness have a radius smaller than 1.32 in. (3.35 cm).
3. The critical flag markers are aligned within 0.10 inch (2.54 mm) of the adjacent supporting feature.

(Continued on next page)

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28-AWL-71, FQIS In-Tank Wiring Harness Installation, Continued

Continued
Harness Installation (All Harnesses), Continued
4. For each portion of the wire harness where a spiralator is installed to reduce slack, the following minimum
number of tie straps must be used:
a. At least one tie strap through a hole in the spiralator, around the primary length of the wire harness
(if present), and through one of the harness supports.
i. For the remaining harness supports, at least one tie strap around the spiralator, primary length of wire
harness (if present), around the coiled length of wire harness, and through the remaining harness
supports.
1) For at least two tie strap installations from 4.a.i, at least one tie strap through a hole in the
spiralator and around the spiralator, at the first available hole on both sides of the tie strap
installation.
b. At least one tie strap around the spiralator, primary length of wire harness (if present), coiled length of wire
harness, and wire carrier (if present).
c. At least one tie strap through the spiralator and around the coiled length of wire harness.
5. If a spiralator is used for the Fuel Density Sensor (FDS) wiring, the pitch of the wire harness spiral is a minimum
of 5.45 inches (138.43 mm).
6. For any other spiralator, the pitch of the wire harness spiral is a minimum of 4.15 inches (105.41 mm).
7. The carrier rods are installed at the locations from which they were removed.
8. For all locations not specified elsewhere within this AWL, at least one tie strap is installed through each harness
support and around the harness.
9. At least two tie straps secure the wire harness to each tab of the unsealed feedthroughs installed at ribs or
spanwise beams.
10. At least three tie straps secure the wire harness to the wire carrier where the wire carrier bends.
11. The wire harness is attached to the wire carriers with at least two tie straps between the final two supports to
which the wire harness is attached to those wire carriers.
12. At least one tie strap secures the wire harness to the wire carrier between supports to which the wire harness is
attached.
13. For all locations not specified elsewhere within this AWL, the tie straps are installed at approximately the
midway point between adjacent attach points.
(Continued on next page)

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28-AWL-71, FQIS In-Tank Wiring Harness Installation, Continued

Continued
Harness Installation (All Harnesses), Continued
14. The feed-through assemblies are installed:
a. For sealed feed-through assemblies, the ends of the assembly are filled with sealant (SLT3, SLT4,
or SLT5).
15. The wire harness is attached to the applicable sensors.
16. A minimum bend radius of 0.60 in. (15.24 mm) between the FCS wire and the nearest harness support.
Left/Right Wing Channel A Harness Installation
1. No tie straps are installed at the following locations:
a. For Sensors 3LA and 3RA, the outboard harness support on the wire carrier between Ribs 13 and 14.
b. For Sensors TLA and TRA, on the bottom support on the outboard side of Rib 9.
c. For Sensors 13RA and 13LA, through the bottom support on Rib 30.
2. For Sensors 3LA and 3RA, the minimum required number of tie straps are installed at the following locations:
a. At least three tie straps are installed between the two outboard harness supports on the wire carrier
between Ribs 13 and 14.
b. At least one tie strap around the carrier rod and wire harness between the 2nd and 3rd harness supports,
and between the 4th and 5th harness supports, when counting from Rib 12 outboard.
c. At least one tie strap through each of the harness supports, around the carrier rod, and around the
wire harness.
d. At least one tie strap around the carrier rod, wire carrier, and wire harness between the 2nd and 3rd
harness supports, between the 4th and 5th harness supports, and between the 5th and 6th harness
supports, when counting from Rib 12 outboard.
e. At least two tie straps around the carrier rod, wire carrier, and wire harness between the 1st and 2nd
harness supports, between the 3rd and 4th harness supports, and between the 6th and 7th harness
supports, when counting from Rib 12 outboard.
3. For Sensors CLA and CRA outboard of rib 11, at least three tie straps are installed around the harness and the
FCS wire, between the top set of three supports and the bottom set of three supports.
4. For Sensors 5LA and 5RA, the carrier rod must extend forward of the 4th support and aft of the 9th support from
the sensor.
(Continued on next page)

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28-AWL-71, FQIS In-Tank Wiring Harness Installation, Continued

Continued
Left/Right Wing Channel A Harness Installation, Continued
5. For Sensors 5LA and 5RA, the minimum required number of tie straps are installed at the following locations:
a. Between the 6th and 7th supports from the sensor, at least three tie straps around the wire harness and
carrier rod.
b. At least one tie strap around the wire harness and carrier rod, between the 4th and 5th supports, between
the 5th and 6th supports, between the 7th and 8th supports, and between the 8th and 9th supports.
c. At least one tie strap around the wire harness and carrier rod, between the 6th support and the three tie
straps installed in Step 5.a.
d. At least one tie strap around the wire harness and carrier rod, between the 7th support and the three tie
straps installed in Step 5.a.
6. For Sensors 9LA and 9RA, at least two tie straps are installed around the wire harness and the sensor.
7. For Sensors 11RA and 11LA, the minimum required number of tie straps are installed at the following locations
between Ribs 23 and 24:
a. At least one tie strap around the carrier rod and wire harness between the 1st and 2nd supports, between
the 2nd and 3rd supports, between the 3rd and 4th supports, and between the 5th and 6th supports, when
counting from Rib 23 outboard.
b. At least one tie strap through each harness support, around the carrier rod, and around the wire harness.
c. At least one tie strap around the carrier rod, wire carrier, and wire harness between the 2nd and 3rd
supports, between the 3rd and 4th supports, and between the 4th and 5th supports, when counting from Rib
23 outboard.
d. At least two tie straps around the carrier rod, wire carrier, and wire harness between the 1st and 2nd
harness supports, and between the 5th and 6th harness supports, when counting from Rib 23 outboard.
8. If the harness penetration through Rib 23 was removed in the left wing, the feedthrough tab is installed through
the inboard side of the rib and is located between the 11:00 and 1:00 positions on a clock.
9. If the harness penetration through Rib 24 was removed in the right wing, the feedthrough tab is installed through
the outboard side of the rib and is located between the 11:00 and 1:00 positions on a clock.
10. If the harness penetration through Rib 27 was removed in the right wing, the feedthrough tab is installed through
the outboard side of the rib and is located between the 11:00 and 1:00 positions on a clock.

(Continued on next page)

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28-AWL-71, FQIS In-Tank Wiring Harness Installation, Continued

Continued
Left/Right Wing Channel B Harness Installation
1. For Sensors DLB and DRB, at least three tie straps are installed between the unsealed feed-through assembly
in Rib 11 and the three harness supports.
2. For Sensors 2LB and 2RB, at least three tie straps are installed around the wire harness and the sensor.
3. For Sensors 5CB and 9CB, tie straps are not installed to the aft most support on the inboard side of Rib 8.
4. For Sensors 5CB and 9CB, at least three tie straps are installed around the wire harness and wire carrier,
between the two supports inboard of Rib 8.
5. For Sensors 6LB and 6RB, at least three tie straps are installed around the wire harness between the outboard
support inboard of rib 18 and the unsealed feed-through assembly.
6. For Sensors 12RB and 12LB, the minimum required number of tie straps are installed at the following locations:
a. At least one tie strap around the carrier rod, wire carrier, and wire harness between the 2nd and 3rd
harness supports, when counting from the aft most position.
b. At least one tie strap each around the carrier rod and wire harness between the 1st and 2nd harness
supports, between the 3rd and 4th harness supports, between the 2nd harness support and the tie strap
installed in Step 6.a., and between the 3rd harness support and the tie strap installed in Step 6.a.
c. At least one tie strap through each harness support, around the carrier rod, and around the wire harness.
d. At least two tie straps around the carrier rod, wire carrier, and wire harness between the 1st and 2nd
harness supports, and between the 3rd and 4th harness supports, when counting from the aft most
position.
7. For Sensors 12LB and 12RB, tie straps are not installed at the following locations:
a. On the middle two harness supports between Ribs 27 and 28.
b. On the bottom support on the outboard side of Rib 28.

(Continued on next page)

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28-AWL-71, FQIS In-Tank Wiring Harness Installation, Continued

Continued
Center Section Channel A and Channel B Harness Installation
1. For Sensor 7CA, no tie straps are installed on the top harness support on the aft side of spanwise Beam 1.
2. For Sensor 7CA, at least two tie straps each are installed between the two outboard harness supports on the
rear spar, between the 3rd and 4th harness supports from the sealed feed-through assembly on the aft side of
spanwise Beam 1, and between the 5th and 6th harness supports from the feed-through assembly on the aft
side of spanwise Beam 1.
3. For Sensor 7CA, at least one tie strap is installed between the top two harness supports on the aft side of
spanwise Beam 1.
4. For Sensor 2CB, at least two tie straps each are installed between the two outboard harness supports on the
rear spar, and between the two outboard harness supports on the aft side of spanwise Beam 1.

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28-AWL-72 CDCCL N/A ALL FQIS Out-Tank Wiring Harness Installation

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the FQIS Out-Tank Harness, the following design features must be
maintained (refer to Boeing AMM B787-A-28-41-08-00A-720A-A):
1. Solvent cleaned mating surfaces of the bonding tabs of the Fuel Quantity Data Concentrator (FQDC) and
bonding surfaces of the ground straps to prepare them for electrical bonding.
2. A faying surface seal is applied between the bonding tabs of the FQDC and the bonding surfaces of the ground
straps
3. The bolts securing the ground straps to the FQDC bonding tabs are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
4. The sealant comes out continuously around the full perimeter of the bonding tabs of the ground straps, as the
fasteners are being installed.
5. The electrical bonding resistance between the tabs of the ground straps and the bonding tabs of the FQDC is
less than 0.0005 ohm (0.5 milliohm).
6. Corrosion is removed from the copper surfaces around the FQDC bonding tabs and adjacent painted areas.
7. Solvent cleaned copper surfaces around the FQDC bonding tabs and adjacent painted areas.
8. A brushcoat of sealant is applied to all copper surfaces around the FQDC bonding tabs and adjacent painted
areas, such that all bare areas are covered.
9. A fillet seal of sealant is applied to the bolts, washers, and nuts that install the ground straps to the FQDC
bonding tabs.
10. The mating surfaces of the doubler and the ground straps are prepared for electrical bonding:
a. Bare metal mating surfaces of the bonding tabs on the doubler.
b. Solvent cleaned mating surfaces of the bonding tabs on the doubler and the bonding tabs on the
ground straps.
11. Corrosion Inhibiting Compound is applied between the bonding tabs of the ground straps and the bonding tabs
on the doubler.
12. The bolts securing the ground straps to the doubler bonding tabs are torqued to 80 +/- 2 in.-lb. (9.0 +/- 0.2 N-m).
13. The Corrosion Inhibiting Compound comes out continuously around the full perimeter of the bonding tabs of the
ground straps, as the fasteners are being installed.

(Continued on next page)

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28-AWL-72, FQIS Out-Tank Wiring Harness Installation, Continued

Continued
14. Excess Corrosion Inhibiting Compound is removed from the doubler.
15. The electrical bonding resistance between the bonding tabs of the ground straps and bonding tabs of the
doubler is less than 0.0007 ohm (0.7 milliohm).
16. A faying surface seal is applied to the tab of the clamp where the spacer will install.
17. The clamps and clamp spacers are installed.
18. Clamps are positioned so that no part of the wire harness is closer than 0.5 inches (12.7 mm) to the
airplane structure.
19. For the out-tank wire harnesses in the wings:
a. Wet install the fasteners (screws, washers, spacers, and nuts).
b. The sealant comes out in a continuous circle around the clamps, washers, spacers, nuts, and heads of the
screws, as the fasteners are being installed.
20. For the out-tank wire harnesses in the main landing gear wheel well (applicable to 787-8 Line Numbers 6 - 138):
a. Corrosion Inhibiting Compound is applied to the shanks and threads of the screws.
b. The sealant comes out in a continuous circle between the clamps and spacers, as the fasteners are
being installed.
21. For the out-tank wire harnesses in the main landing gear wheel well (applicable to 787-8 Line Numbers 140 and
on, or 787-9 or 787-10:
a. Wet install the fasteners (screws, washers, and spacers).
b. The sealant comes out in a continuous circle around the clamps, washers, spacers, and heads of the
screws, as the fasteners are being installed.

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28-AWL-73 CDCCL N/A ALL Fuel Pump Pressure Switch

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
1. If a Fuel Pump Pressure Switch is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-28-42-01-00A-720A-A):
a. For the Fuel Boost pumps, and the APU DC Fuel pump, a fay surface bond is installed between the
pressure switch and the pump.
b. For the Override/Jettison Fuel pumps, a fillet sealed fay surface bond is installed between the pressure
switch and the pump.
c. Corrosion inhibiting compound is applied to the threads of the pressure switch.
d. Corrosion inhibiting compound is applied to the O-ring as the lubricant.
e. The pressure switch is torqued to 80 +/-5 in.-lb. (9.0 +/-0.6 N-m).
f. With each bonding jumper that attaches to the pressure switch disconnected at one or both ends, and the
electrical connector disconnected from the pressure switch, the electrical bonding resistance between the
pressure switch and the pump is less than 0.0010 ohm (1.0 milliohm).
g. For the Fuel Boost pumps, and the APU DC Fuel pump, a brushcoat seal is applied along the edge of the
joint between the pressure switch and the pump.
h. For the Override/Jettison Fuel pumps, a Type 2 fillet seal is applied along the edge of the joint between the
pressure switch and the pump.
i. Two bonding jumpers are installed between the pressure switch and the pump.
2. If one or both ends of a bonding jumper attached to the pressure switch were removed, reinstalled, or replaced,
the following design features must be verified for that bonding jumper (refer to Boeing AMM B787-A-28-42-01-
00A-720A-A):
a. For the Fuel Boost pumps, prior to attaching each bonding jumper to the pressure switch, verify that the
electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and the pump is less than 0.00241 ohm (2.41 milliohms).
ii. The loose terminal of the long bonding jumper and the pump is less than 0.00375 ohm (3.75 milliohms).
b. For the left Override/Jettison Fuel pump, prior to attaching each bonding jumper to the pressure switch,
verify that the electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and the pump is less than 0.00156 ohm (1.56 milliohms).
ii. The loose terminal of the long bonding jumper and the pump is less than 0.00223 ohm (2.23 milliohms).
(Continued on next page)

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28-AWL-73, Fuel Pump Pressure Switch, Continued

Continued c. For the right Override/Jettison Fuel pump, prior to attaching each bonding jumper to the pressure switch,
verify that the electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and the pump is less than 0.00156 ohm (1.56 milliohms).
ii. The loose terminal of the long bonding jumper and the pump is less than 0.00290 ohm (2.90 milliohms).
d. For the APU DC Fuel pump, prior to attaching each bonding jumper to the pressure switch, verify that the
electrical bonding resistance between:
i. The loose terminal of the short bonding jumper and the pump is less than 0.00241 ohm (2.41 milliohms).
ii. The loose terminal of the long bonding jumper and the pump is less than 0.00274 ohm (2.74 milliohms).
e. If a bonding jumper is disconnected from the pump, the following design features must be verified (refer to
Boeing AMM B787-A-28-22-05-00A-720A-A for Boost Pump Installations, B787-A-28-22-06-00A-720A-A
for Override/Jettison fuel pump installations, or B787-A-28-25-01-01A-720A-A for APU DC Pump
installations):
i. The bonding jumper terminal is attached to the pump with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
ii. The bonding jumper terminal and ground stud assembly attached to the pump are encapsulated in
sealant (SLT4 or SLT6).
f. Each bonding jumper terminal is attached to the pressure switch with an unsealed ground stud assembly.
g. The electrical bonding resistance between each bonding jumper terminal and the pressure switch is less
than 0.0010 ohm (1.0 milliohm).

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28-AWL-74 CDCCL N/A ALL Fuel Tube Repairs

Concern: Potential for arcing or sparking inside of the fuel tanks due to insufficient bonding within the ground
electrical path or from insufficient separation, from tubing installations to other tubing installations or from tubing to
structure.
Any repair or alteration to fuel system (Refuel, Jettison, Fuel Feed, APU Fuel Feed, Fuel Scavenge, etc) tubing
(tube routing, number of connections, types of connections, attachment points to structure, etc) installed inside the
fuel tank or the strut, 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:
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;
where all the required procedures that relate to the new or altered fuel tubing 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-74 provided the repair or
alteration is accomplished in accordance with these instructions.”

28-AWL-75 CDCCL N/A ALL Fuel Leaks

Concern: Fuel leakage around fuel tanks can result in air entering the fuel tanks, reducing NGS performance. Fuel
leaks serve as indications of air leaks.
If a fuel leak is identified, the leak must be corrected in 10 days or less (refer to Boeing AMM
B787-A-28-11-00-04A-280A-A).

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28-AWL-76 CDCCL N/A ALL External Wires Over or Adjacent to the Wing Center Section (Non-FQIS (Fuel Quantity Indicating System) Wiring)
Concern: Potential for maintenance or alteration error that could compromise ignition source prevention features.
If any maintenance, preventative maintenance, or alteration is performed in the area over or adjacent to the wing
center section verify the following (refer to Boeing AMM B787-A-28-11-00-03A-311A-A) in the affected area where
the maintenance was performed:
1. Maintain the existing (or newly approved) wire bundle routing and clamping.
2. Wire bundles and clamps are not damaged.
3. Wires are not chafed.
NOTE: The following Boeing AMMs contain access information to the areas over or adjacent to the wing center
section.

Boeing AMMs 53-01-01-02A-520A-A/720A-A contain access information to the top of the wing center section.

Boeing AMMs 52-40-01-00A-540A-A/740A-A and 53-46-01-00A-520A-A/720A-A contain access information

to the bottom of the wing center section.

Boeing AMMs 50-11-23-00A-520A-A/720A-A contain access information to the front spar of the wing center
section.

Boeing AMMs 32-00-40-00A-540A-A/740A-A contain access information to the rear spar of the wing center
section.
NOTE: The Boeing Standard Wiring Practices Manual (SWPM) contains accepted practices for repair or replacement
of existing wiring:

Replacement of existing wires must only be accomplished with BMS wire types approved for use near fuel
tanks. No substitutions are permitted.

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.

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28-AWL-77 CDCCL N/A 787-9/10 Fuel Tank Vent System Transport Elements
Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing.
If the Fuel Tank Vent System Transport Elements (tubes, clamps, fittings, isolators, couplings, climb ports, etc.) are
removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM
B787-A-28-13-07-00B-720A-A):
1. If a climb port was removed and reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the climb port and the vent stringer fitting.
b. A clearance-fit fastener bond is installed between the head of each fastener and the climb port or the vent
stringer fitting.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the climb port or the vent
stringer fitting.
d. Each fastener is wet installed.
e. If not installing BACB30NM fasteners, each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the climb port and the vent stringer fitting is 0.0005 ohm (0.5
milliohm).
g. The electrical bonding resistance between the head of each fastener and the climb port or the vent stringer
fitting is less than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the climb port or the vent stringer
fitting is less than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
2. If a fuel vent tube installed on a stringer bracket was removed and reinstalled or replaced, the following design
features must be verified:
a. A fay sealed fay surface bond is installed between the tube and the bracket.
b. A clearance-fit fastener bond is installed between the head of each fastener and the tube or the bracket.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the tube or the bracket.
d. Each fastener is wet installed.
e. If not installing BACB30NM fasteners, each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the tube and the bracket is less than 0.0005 ohm (0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the tube or the bracket is less
than 0.0010 ohm (1.0 milliohm).
(Continued on next page)

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28-AWL-77, Fuel Tank Vent System Transport Elements, Continued

Continued h. The electrical bonding resistance between the tail of each fastener and the tube or the bracket is less than
0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
3. For airplanes 787-9, Line Numbers 126-689, if the Side of Body (SOB) Rib Bulkhead Fitting was removed and
reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead fitting or the
rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting or the rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead fitting or the rib is
less than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting or the rib is less
than 0.0010 ohm (1.0 milliohm).
i. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
j. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
k. Pre-cured sealant caps are applied to the head and tail of each fastener.
4. For airplanes 787-9, Line Numbers 690 and on, if the Side of Body (SOB) Rib Bulkhead Fitting was removed
and reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead fitting or the
rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting or the rib.

(Continued on next page)

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28-AWL-77, Fuel Tank Vent System Transport Elements, Continued

Continued d. Each fastener is wet installed.
e. Each fastener is installed in accordance with SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead fitting or the rib is
less than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting or the rib is less
than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
5. For 787-10 airplanes, if the Side of Body (SOB) Rib Bulkhead Fitting was removed and reinstalled or replaced,
the following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. A clearance-fit fastener bond is installed between the head of the fastener and the rib.
ii. The fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting less than
0.0010 ohm (1.0 milliohm).
h. Pre-cured sealant caps are applied to the tail of each fastener.
(Continued on next page)

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28-AWL-77, Fuel Tank Vent System Transport Elements, Continued

Continued
6. If the float valve fitting at Right Hand Rib 8 was removed and reinstalled or replaced, the following design
features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. The fastener is installed with an interference fit in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the float valve fitting and the rib.
c. Each fastener is wet installed.
d. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
e. The electrical bonding resistance between the float valve fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
f. Pre-cured sealant caps are applied to the tail of each fastener.

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28-AWL-78 CDCCL N/A ALL Hydraulic Line Penetrations

Concern: Potential for arcing or sparking inside the tank due to insufficient electrical continuity or insufficient
separation distances, improper fastener installation, improper location of isolators, or improper sealing.
Mitigation: When re-installing, replacing or repairing hydraulic system fuel tank bulkhead isolators or hydraulic in-
line isolators in the fuel tanks, the following design features must be maintained (for 787-8, refer to Boeing AMMs
B787-A-29-11-06-01A-720A-A, B787-A-29-11-06-02A-720A-A, B787-A-29-11-06-03A-720A-A, B787-A-29-11-06-
04B-720A-A, B787-A-29-11-06-05B-720A-A, and B787-A-29-11-06-06B-720A-A. For 787-9 or 787-10, refer to
Boeing AMMs B787-A-29-11-06-01A-720A-A, B787-A-29-11-06-02A-720A-A, B787-A-29-11-06-03A-720A-A,
B787-A-29-11-06-04C-720A-A, B787-A-29-11-06-05C-720A-A, and B787-A-29-11-06-06C-720A-A):
Left Hydraulic System In-line Isolators
1. A fay sealed fay surface bond is installed between the in-line isolator and the bracket.
2. A fastener spot bond is installed between the head of each fastener and the in-line isolator or the bracket
(applicable to 787-8).
3. A fastener spot bond is installed between the tail of each fastener and the in-line isolator or the bracket
(applicable to 787-8).
4. Wet install the fasteners.
5. The tail of each fastener is torqued to 25 +/- 1 in.-lb. (2.8 +/- 0.1 N-m) (applicable to Line Number 6).
6. The tail of each fastener is torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m) except: (applicable to 787-8, Line
Numbers 7 and subsequent).
a. For isolators inboard of Rib 9, in the left wing, the fasteners are installed in accordance with Boeing SRM
51-41-05.
7. The electrical bonding resistance between the in-line isolator and the bracket is less than 0.001 ohm
(1 milliohm).
8. A brushcoat seal is applied to the head and tail of each fastener (applicable to 787-8).
9. Pre-cured sealant caps are applied to the head and tail of each fastener (applicable to 787-9 or 787-10).
Right Hydraulic System In-line Isolators
1. A fay sealed fay surface bond is installed between the in-line isolator and the bracket.
2. A fastener spot bond is installed between the head of each fastener and the in-line isolator or the bracket
(applicable to 787-8).
(Continued on next page)

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28-AWL-78, Hydraulic Line Penetrations, Continued

Continued
Right Hydraulic System In-line Isolators, Continued
3. A fastener spot bond is installed between the tail of each fastener and the in-line isolator or the bracket
(applicable to 787-8).
4. Wet install the fasteners.
5. The tail of each fastener is torqued to 25 +/- 1 in.-lb. (2.8 +/- 0.1 N-m) except: (applicable to Line Number 6).
a. For isolators between Ribs 9 and 21, in the right wing, the tail of each fastener is torqued to
35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m).
6. The tail of each fastener is torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m) (applicable to 787-8, Line Numbers 7
subsequent).
7. The electrical bonding resistance between the in-line isolator and the bracket is less than 0.001 ohm
(1 milliohm).
8. A brushcoat of sealant is applied to the head and tail of each fastener (applicable to 787-8).
9. Pre-cured sealant caps are applied to the head and tail of each fastener (applicable to 787-9 or 787-10).
Center Hydraulic System In-line Isolators
1. A fay sealed fay surface bond is installed between the in-line isolator and the bracket, except:
a. For the case drain line isolator (left wing, outboard side of Rib 10) (applicable to 787-8):
i. A fay sealed fay surface bond is installed between the in-line isolator and the washers, and between the
washers and the bracket.
ii. A prepack seal is applied to fill the gap between the in-line isolator and the bracket.
2. A fastener spot bond is installed between the head of each fastener and the in-line isolator or the bracket
(applicable to 787-8).
3. A fastener spot bond is installed between the tail of each fastener and the in-line isolator or the bracket
(applicable to 787-8).
4. Wet install the fasteners.
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28-AWL-78, Hydraulic Line Penetrations, Continued

Continued
Center Hydraulic System In-line Isolators, Continued
5. The tail of each fastener is torqued to 35 +/- 1 in.-lb. (4.0 +/- 0.1 N-m), except (applicable to 787-8):
a. For isolators between Rib 9 and Rib 11, in the left wing, the tail of each fastener is torqued to
25 +/- 1 in.-lb. (2.8 +/- 0.1 N-m) (applicable to Line Number 6).
b. For isolators outboard of Rib 11, in the right wing, the tail of each fastener is torqued to 25 +/- 1 in.-lb.
(2.8 +/- 0.1 N-m) (applicable to Line Number 6).
6. The electrical bonding resistance between the in-line isolator and the bracket is less than 0.001 ohm
(1 milliohm), except:
a. For the case drain line isolator (left wing, outboard of Rib 10) (applicable to 787-8), the electrical bonding
resistance is less than 0.0025 ohm (2.5 milliohms).
7. A brushcoat of sealant is applied to the head and tail of each fastener (applicable to 787-8).
8. Pre-cured sealant caps are applied to the head and tail of each fastener (applicable to 787-9 or 787-10).
Hydraulic System Fuel Tank Bulkhead Isolators
1. A coating of corrosion inhibiting primer is applied to the Torlon plastic surfaces of the bulkhead isolator.
2. A fastener spot bond is installed between the tail of each fastener (including the spacer) and the doubler.
3. For isolators between the SOB Ribs, a prepack seal is applied to the center hole and fastener holes.
4. For isolators outboard of the SOB Ribs, a prepack seal is applied to the center hole and fastener holes.
a. Do not apply sealant to the stud or outer surface of the isolator.
5. The electrical bonding resistance between the tail of each fastener and the doubler is less than 0.0015 ohm
(1.5 milliohms).
6. At the following locations, a fillet seal is applied to the tail of each fastener (including the spacer). Pre-cured
sealant caps shall not be used at these locations:
a. All fasteners on the bulkhead isolators between the SOB Ribs.
b. All fasteners on the bulkhead isolators outboard of Rib 32.
c. The bottom fastener on the outboard bulkhead isolator between Ribs 23 and 24 in the Left Fuel tank
(applicable to 787-9 or 787-10).
(Continued on next page)

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28-AWL-78, Hydraulic Line Penetrations, Continued

Continued
Hydraulic System Fuel Tank Bulkhead Isolators, Continued
d. The top fastener on the bulkhead isolator between Ribs 19 and 20 in the Right Fuel Tank (applicable
to 787-9 or 787-10).
e. The top fastener on the bulkhead isolator with 3 studs, between Ribs 30 and 31 in the Right Fuel Tank
(applicable to 787-9 or 787-10).
7. For all bulkhead isolator fasteners not specified in Step 6, pre-cured sealant caps are applied to the tail of each
fastener (including the spacer).
8. From the SOB Rib outboard, a fillet seal is applied to the edge of the joint between the bulkhead isolator, the
doubler, and the spar, outside the tank (applicable to Line Numbers 6 - 33 only).
9. Between the SOB Ribs, a fillet seal is applied to the edge of the joint between the bulkhead isolator, the doubler,
and the spar or lower panel (as applicable), outside the tank.
10. A fillet seal is applied along the edge of the joint between the flange of the bulkhead isolator and the surface it
mates with (spar or lower panel) inside the tank. A Type 2 fillet seal is allowed for all installations, except:
a. Line Numbers 7 - 33, bulkhead isolators outboard of the SOB Rib must use Type 1 fillet seals.

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28-AWL-79 CDCCL N/A ALL External Wiring within the Wing Leading or Trailing Edge (Non-FQIS (Fuel Quantity Indicating System) Wiring)
Concern: Potential for maintenance or alteration error that could compromise ignition source prevention features.
If any maintenance, preventative maintenance, or alteration is performed in the wing leading or trailing edge, verify
the following (refer to B787-A-28-11-00-17A-311A-A) in the affected areas where maintenance was performed:
1. Maintain the existing (or newly approved) wire bundle routing, and clamping.
2. Wire bundles and clamps are not damaged.
3. Wires are not chafed.
NOTE: The following Boeing AMMs contain access information to the leading and trailing edges of the wing.

Boeing AMMs 27-81-00-24A-510B-A/730B-A, 27-81-08-01A-520A-A/720A-A, 57-41-10-00A-520A-A/720A-A,

and 53-46-01-00A-520A-A/720A-A, contain access information to the wing leading edge.

Boeing AMMs 27-51-00-28A-510B-A/730B-A, 32-00-40-00A-540A-A/740A-A, 53-46-01-00A-520A-A/720A-A,

and 57-51-10-00A-520A-A/720A-A, contains access information to the wing trailing edge.
NOTE: The Boeing Standard Wiring Practices Manual (SWPM) contains accepted practices for repair or replacement
of existing wiring:

Replacement of existing wires must only be accomplished with BMS wire types approved for use near fuel
tanks. No substitutions are permitted.

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-80 CDCCL N/A ALL Fuel Tube Routing and Connections

DELETED

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28-AWL-81 CDCCL N/A ALL Auxiliary Fuel Tanks

Concern: Introduction of additional fuel tanks could result in a potential ignition source within the fuel tank resulting
from insufficient electrical continuity, inadequate wire separation, or improper fuel tube routing. Introduction of
auxiliary fuel tanks also requires considerations for airplane venting and NEA distribution modifications which could
increase the fuel tank flammability.
Alterations that introduce auxiliary fuel tanks are prohibited without an FAA-approved analysis that shows the
changes do not introduce ignition sources into the fuel tanks in accordance with Title 14 CFR § 25.981(a)(3),
Amendment 25-125, and do not affect the NGS performance requirements of Title 14 CFR § 25.981(b),
Amendment 25-125, utilizing the equivalent level of safety finding described in FAA Memorandum PS05-0177-P-2.

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28-AWL-82 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) – Out Tank Wiring Installation Separation Requirement
Concern: Hot shorts and Electromagnetic Effects (EME)-induced voltages on the FQIS wiring could enter the fuel
tank which could result in an ignition source.
Tank circuit wiring is identified as the wiring from each Fuel Quantity Data Concentrator (FQDC) to the respective
spar connector.
Airplane interface circuit wiring is identified as the wiring terminating at the FQDC and not considered tank circuit
wiring.
NOTE: Refer to the Boeing Wiring Diagrams to identify tank circuit or airplane interface circuit wiring bundles.

1. Repair or replacement of the existing configuration of the tank circuit or airplane interface circuit wiring must
maintain its existing wire type(s), wire bundle(s), and wire routing.
NOTE: Refer to 28-AWL-72 for the tank circuit wire routing and installation requirements.
2. Alterations of existing tank circuit or airplane interface circuit wiring requires FAA Oversight Office approval.
3. New wiring installations must not carry an electrical power source greater than 1340 Volts.
4. Routing and installation of the new wiring within 6.5 inches (165 mm) of the tank circuit wiring must meet the
following wire separation criteria:
a. Maintain 2.0 inches (51 mm) or more of separation from the tank circuit wiring.
b. Maintain a minimum separation of 0.5 inch (13 mm) under any single support point failures from the tank
circuit wiring.
NOTE: The following are accepted practices for repair or replacement of existing wiring:

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

For wire installation, refer to 28-AWL-72, 28-AWL-76, 28-AWL-79, and Boeing SWPM 20-10-11.
For repair procedures, refer to Boeing SWPM 20-10-13.
For wire separation, refer to Boeing SWPM 20-10-19.

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28-AWL-83 CDCCL N/A ALL Fuel Tank Sealant Installation

Concern: Inadequate installation of sealant, or preparation of the surfaces, could result in the potential for arcing or
sparking to occur within the fuel tanks.
If fuel tank sealant (sealant) is installed for any maintenance, preventative maintenance, repair or alteration within
the fuel tank, along the fuel tank boundaries, or addressed by this document, the following design features must be
verified (refer to Boeing AMM B787-A-28-11-00-14A-663A-A):
Reentrant seal edges or surfaces are defined as where sealant interfaces with other sealant (including itself) or
part or structure surfaces at an acute angle where liquid could become trapped.
1. If installing sealant onto bare carbon fiber reinforced plastic (CFRP), the following design features must be
verified:
a. Solvent clean the bare CFRP where the sealant will be applied with a wiper, rubbing a minimum of 15 times.
b. Ensure the wiper does not acquire a yellow, orange, or green color from the CFRP.
2. If installing a brushcoat seal that will not have subsequent sealing operations added on top of the brushcoat
seal, the following design features must be verified:
a. The sealant applied is SLT2.
b. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
c. Ensure the applied sealant is continuous, and that the surface of the part and/or structure underneath is not
visible.
d. Perform a sealant adhesion check and verify that the sealant does not come loose between each interface
of the sealant and the part or structure, and each interface of the sealant and adjacent sealant installations.
3. If installing a faying surface seal the following design features must be verified:
a. The sealant applied is SLT4 or SLT 6.
b. The sealant is applied to one of the mating surfaces and is continuous over the whole surface.
c. Ensure that the sealant applied is squeezed-out continuously along the edge of the joint between the
mating surfaces.
d. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
e. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
f. Ensure that the squeezed-out sealant meets the required dimensions as specified within Section F,
28-AWL-83, Figure 1.1 of this document.
(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued
4. If installing a fillet seal application (Type 1, Type 2, and others) the following design features must be verified:
a. A brushcoat seal is applied to the surfaces of the part and/or structure to be sealed.
i. The sealant applied is SLT2.
ii. Ensure the applied sealant is continuous, and that the surface of the part and/or structure underneath is
not visible.
iii. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
b. The sealant is applied as two separate operations:
i. An initial fillet of sealant is applied along the edge of the joint.
A) The sealant applied is SLT3, SLT4, or SLT5.
B) Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
ii. The final fillet of sealant is applied over the initial fillet of sealant.
A) The sealant applied is SLT3, SLT4, or SLT5.
B) Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
c. Ensure the brushcoat seal is visible on the part and/or structure for the length of the seal.
d. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
e. Ensure the final fillet seal meets the required dimensions as specified within Section F, 28-AWL-83,
Figure 2 of this document.
i. Type 1 fillet seals have different critical dimensions than Type 2 fillet seals.
ii. Type 1 fillet seals shall be used unless an AWL specifically requires Type 2 fillet seals.
f. Perform a sealant adhesion check and verify that the sealant does not come loose between each interface
of the sealant and the part or structure, and each interface of the sealant and adjacent sealant installations.

(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued
5. If installing a prepack seal application the following design features must be verified:
a. The sealant is applied directly to the surfaces of the part and/or structure to be sealed.
b. The sealant applied is SLT4 or SLT6.
c. Ensure the sealant flows out each opening.
d. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
e. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
6. If installing an injection seal application the following design features must be verified:
a. For larger application areas, a brushcoat seal is applied to the surfaces of the part and/or structure to be
sealed.
i. The sealant applied is SLT2.
ii. Ensure the applied sealant is continuous, and that the surface of the part and/or structure underneath is
not visible.
iii. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
b. For smaller application areas, an initial injection of sealant is applied to the cavity.
i. The sealant applied is SLT2.
ii. Ensure the injected sealant flows out each opening.
c. The final sealant injected is SLT3, SLT4, or SLT5.
i. Ensure the final injected sealant flows out each opening.
d. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
e. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
7. If installing a brushcoat seal to a fastener installation, the following design features must be verified:
NOTE: A "brushcoat of sealant" is equivalent to a "brushcoat seal"
a. The sealant applied is SLT2.

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued b. The sealant is applied to the areas as specified in within Section F, 28-AWL-83, Figure 3.1 of this
document.
i. If a Full Coverage brushcoat seal is required, the sealant is applied as specified in within Section F,
28-AWL-83, Figure 3.1 of this document.
ii. Full Coverage brushcoat seals are an allowed substitute for nominal brushcoat seal applications to
fasteners.
c. Ensure the applied sealant is continuous, and that the applicable surface of the fastener and part and/or
structure underneath is not visible.
d. Ensure the sealant meets the required dimensions as specified within Section F, 28-AWL-83, Figure 3.1 of
this document.
e. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
f. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
8. If installing a fastener fillet seal the following design features must be verified:
a. Non-prefilled pre-cured sealant caps are an allowed substitute for fastener fillet seals.
b. A brushcoat seal is applied to each surface of the fastener and part and/or structure to be sealed.
i. The sealant applied is SLT2.
ii. Ensure the applied sealant is continuous, and that the applicable surface of the fastener and part and/or
structure underneath is not visible.
iii. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
c. The sealant applied over the brushcoat seal is SLT3, SLT4, or SLT5.
d. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
e. Ensure the brushcoat seal is visible on the part and/or structure for the length of the seal.
f. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
g. Ensure that the sealant meets the required dimensions as specified within Section F, 28-AWL-83,
Figure 4.1 of this document.
h. Perform a sealant adhesion check and verify that the sealant does not come loose between each interface
of the sealant and the part or structure, and each interface of the sealant and adjacent sealant installations.

(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued
9. If installing a non-prefilled pre-cured sealant cap the following design features must be verified:
a. Ensure the pre-cured sealant cap fully covers the applicable fastener components.
b. If the pre-cured sealant cap must be trimmed to fit into the location:
i. The trimming is as specified within Section F, 28-AWL-83, Figure 5.3 and 5.4 of this document.
ii. If the trimming creates a clamshell, ensure that the edges of the clamshell are smooth.
c. A brushcoat seal is applied to each surface of the fastener and part and/or structure to be sealed.
i. The sealant applied is SLT2.
ii. Ensure the applied sealant is continuous, and that the applicable surface of the fastener and part and/or
structure underneath is not visible.
iii. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
d. The pre-cured sealant cap is filled with sealant, SLT3, SLT4, or SLT5.
e. Ensure that the sealant applied is squeezed-out continuously along the edge of the joint between the pre-
cured sealant cap, the part and/or structure, and/or other sealant installations (as applicable) and along the
trimmed edges (as applicable):
i. Ensure there are no gaps or uneven spacing between the base of the pre-cured sealant cap and the
part and/or structure.
ii. If the pre-cured sealant cap overhangs the edge of the part and/or structure a Type 2 fillet seal is
applied along the edge of the joint between the overhanging portion of the pre-cured sealant cap and
the structure.
f. If the sealant applied in steps 9.c and 9.d is applied onto bare CFRP, sealant SLT3, SLT4, or SLT5 is
applied along the edge of the joint between the pre-cured sealant cap and the part or structure, and other
sealant installations (as applicable).
g. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
h. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
i. Ensure the brushcoat seal is visible on the part and/or structure for the length of the seal.

(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued j. Ensure that the sealant meets the required dimensions:
i. If the sealant applied in Steps 9.c or 9.d was applied onto Bare CFRP, the dimensions are as specified
within Section F, 28-AWL-83, Figure 5 of this document.
ii. If the sealant applied in Steps 9.c or 9.d was not applied onto Bare CFRP, the dimensions are as
specified within Section F, 28-AWL-83, Figure 5 of this document.
k. If the pre-cured sealant cap was substituted for a fastener fillet seal, ensure where a separation
requirement is not specified within an AWL, a minimum separation of 0.25 inch (6.4 mm) from the pre-cured
sealant cap (or any sealant applied during the installation process) to any structure or systems installation
or sealant installed on those structures or systems must be maintained.
l. Perform a sealant adhesion check and verify that the sealant does not come loose between each interface
of the sealant and the part or structure, and each interface of the sealant and adjacent sealant installations.
10. If wet installing a fastener the following design features must be verified:
a. For non-sleeved fasteners with helical threads:
i. The sealant applied is SLT4 or SLT6.
ii. The sealant is applied to the fastener components as specified within Section F, 28-AWL-83, Figure 6.1
of this document.
iii. Ensure that the sealant applied is squeezed-out continuously between each of the fastener components
and between the fastener components and the part(s) and/or structure.
A) If installing washer(s) with two parts the squeezed-out sealant must be verified between each washer
part.
B) If installing a nut with a captive washer, the squeezed out sealant is not required to be verified
between the washer and the nut.
iv. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
v. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.

(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued b. For annular grooved, non-threaded lock bolts:
i. The sealant applied is SLT4 or SLT6.
ii. The sealant is applied to the fastener components as specified within Section F, 28-AWL-83, Figure 6.2
of this document.
iii. Ensure that the sealant applied is squeezed-out continuously between each of the fastener components
and between the fastener components and the part(s) and/or structure, on the head side of the fastener.
iv. Ensure that there is no visible sealant present in the grooves of the bolt.
v. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
vi. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
c. For sleeved fasteners:
i. The sealant applied is SLT4 or SLT6.
ii. The sealant is applied to the fastener components as specified within Section F, 28-AWL-83, Figure 6.3
of this document.
iii. Ensure that the sealant applied is squeezed-out continuously between each of the fastener components
(e.g. bolt head, washer, nut, collar, sleeve, etc) and between the fastener components and the part(s)
and/or structure.
A) If installing a flush head, thin sleeved fastener, the squeezed-out sealant must also be verified
between the head of the fastener and the sleeve.
B) If installing washer(s) with two parts the squeezed-out sealant must be verified between each washer
part.
iv. If the sleeved fastener is installed with a collar, ensure there is sealant visible on the fastener threads.
v. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
vi. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.

(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued
11. If installing an edge seal the following design features must be verified:
a. A brushcoat seal is applied to the surfaces of the part and/or structure to be sealed.
i. The sealant applied is SLT2.
ii. Ensure the applied sealant is continuous, and that the surface of the part and/or structure underneath is
not visible.
iii. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
b. The sealant applied over the brushcoat seal is SLT3, SLT4, or SLT5.
c. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
d. Ensure the brushcoat seal is visible on the part and/or structure for the length of the seal.
e. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
f. Ensure the edge seal meets the required dimensions as specified within Section F, 28-AWL-83, Figure 7 of
this document.
g. Perform a sealant adhesion check and verify that the sealant does not come loose between each interface
of the sealant and the part or structure, and each interface of the sealant and adjacent sealant installations.
12. If installing a surface seal the following design features must be verified:
a. A brushcoat seal is applied to the surfaces of the part and/or structure to be sealed.
i. The sealant applied is SLT2.
ii. Ensure the applied sealant is continuous, and that the surface of the part and/or structure underneath is
not visible.
iii. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
b. The sealant applied over the brushcoat seal is SLT3, SLT4, or SLT5.
c. Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting primer.
d. Ensure the brushcoat seal is visible on the part and/or structure for the length of the seal.

(Continued on next page)

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28-AWL-83, Fuel Tank Sealant Installation, Continued

Continued e. Ensure there are no visible air bubbles or reentrant seal edges or surfaces.
f. Ensure the thickness of the seal is more than 0.10 inch (2.54mm) over the area to be sealed.
g. Perform a sealant adhesion check and verify that the sealant does not come loose between each interface
of the sealant and the part or structure, and each interface of the sealant and adjacent sealant installations.
13. If an existing prepack, injection, or fay seal installation between pieces of primary structure has been determined
to be unsatisfactory it is acceptable to increase the existing seal plane to isolate the unsatisfactory sealant. If
the existing seal plane is increased the following design features must be verified:
a. If the increased seal plane will contact a part or structure:
i. A brushcoat seal is applied to the surfaces of the part and/or structure to be sealed.
A) The sealant applied is SLT2.
B) Ensure the applied sealant is continuous, and that the surface of the part and/or structure underneath
is not visible.
C) Ensure the applied sealant is not applied to existing sealant that is coated with corrosion inhibiting
primer.
b. A Type 2 fillet seal is applied over the unsatisfactory sealant to be isolated.
14. When a sealant adhesion check is required, perform the adhesion check at each test point listed in step 14.a,
and verify the process features in step 14.b:
a. The following are the applicable test points for the respective sealant application types:
i. For brushcoat seals, fillet seals, edge seals, pre-pack seals, injection seals, and surface seals, perform
this check at an interval of 10 inches (25 cm) or less.
ii. For pre-cured sealant caps, brushcoat seal on fastener installations, and fastener fillet seals, perform
this check once on each fastener.
iii. For each piece of pre-cured fillet or edge seal, perform this check once per piece.
b. A high friction eraser is rubbed across each interface of the sealant installation between each interface of
the sealant and the part or structure, and each interface of the sealant and adjacent sealant installation, and
across the outermost sealant surface, 7 times or more at each interface or surface.
15. If another AWL or an approved repair or alteration provides conflicting installation requirements (e.g. sealant
type, critical dimensions, etc.), that AWL or approved repair or alteration takes precedence. An approved repair
or alteration is defined within the AWL that controls the repair or alteration for the applicable installation.

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28-AWL-84 CDCCL N/A ALL Fuel Boost Pump Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the Boost Pump is removed for overhaul, repair, or bench testing, the following must be verified (refer to Eaton
(K2523) CMM 28-24-39, Revision 3 or later) prior to reinstallation on the aircraft:
1. Electrical Insulation Resistance Bench Test:
a. With the insulation tester set to 1500 V DC ± 10 V verify that the electrical insulation resistance is greater
than 100 megohms between the pump mounting flange and the receptacle connector pins A, B and C
connected together.
2. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.0025 ohm
(2.5 milliohms) between:
i. The motor housing and inserts assembly surface and the end cover.
ii. The motor housing and inserts assembly surface and the drain plug.
iii. The motor housing and inserts assembly surface and the thermistor connector shell.
b. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the motor housing
and inserts assembly surface and the guillotine valve drive pin is less than 0.010 ohm (10 milliohms).
c. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the motor housing
and inserts assembly surface and the electrical connector shell is less than 0.00015 ohm (0.15 milliohms).
d. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.020 ohm
(20 milliohms) between:
i. The motor housing and inserts assembly surface and pin D of the electrical connector.
ii. The motor housing and inserts assembly surface and the reprime housing.
e. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the motor housing
and inserts assembly surface and the shaft tip is less than 100 ohms.
3. If the lacquer seal at the bonding interface between the end cover and the motor housing and inserts assembly
is removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. First coat.
(Continued on next page)

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28-AWL-84, Fuel Boost Pump Design Features, Continued

Continued ii. Second coat.
iii. Both coats have cured.
4. If the component sealant at the bonding interface between the thermistor and the motor housing and inserts
assembly is removed, verify that:
a. The component sealant (CS2) is applied along the joint of the bonding interface and around the head of
each fastener for that joint.
b. The component sealant is visibly continuous with no air bubbles after each of the following process steps:
i. Sealant application.
ii. Sealant has cured.
5. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Thermistor to motor housing and inserts assembly: each fastener is torqued between 11.5 and
12.5 lbf-in (1.30 and 1.41 N-m).
b. Bearing and insert housing assembly to the motor housing and inserts assembly: each fastener is torqued
between 19.5 and 20.5 lbf-in (2.21 and 2.31 N-m).
c. Ring tongue terminal to motor housing and inserts assembly: each fastener is torqued between 19.5 and
20.5 lbf-in (2.21 and 2.31 N-m).
d. Port plate and insert assembly to the motor housing and inserts assembly: each fastener is torqued
between 19.5 and 20.5 lbf-in (2.21 and 2.31 N-m).
e. Special bolt to the shaft and rotor assembly: torqued between 87.8 and 92.3 lbf-in (9.92 and 10.42 N-m).
f. Self locking nut to the shaft and rotor assembly: torqued between 43.9 and 46.1 lbf-in (4.96 and 5.20 N-m).
g. Reprime housing to the port and insert plate assembly: each fastener is torqued between 11.5 and 12.5 lbf-
in (1.30 and 1.41 N-m).
h. End cover to motor housing and inserts assembly: each fastener is torqued between 19.5 and 20.5 lbf-in
(2.21 and 2.31 N-m).
i. Impeller shroud and insert assembly to the bearing and insert housing assembly: each fastener is torqued
between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).
j. Special screw to impeller shroud and insert assembly: torqued between 39 and 41 lbf-in
(4.41 and 4.63 N-m).
k. Drain plug to the motor housing and inserts assembly: torqued between 18 and 22 lbf-in
(2.04 and 2.48 N-m).

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28-AWL-85 CDCCL N/A ALL Sump Drain Valve Hose Assembly Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the sump drain valve hose assembly is removed for overhaul, repair, or bench testing, the following must be
verified (refer to Eaton (K2523) CMM 28-11-22) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 100 mA ± 5.0 mA, the electrical bonding resistance between the valve body
and the shaft is less than 100 ohms
b. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 1 ohm between:
i. The shaft and the flexible hose union.
ii. The flexible hose union and the fairing mounting.
2. Electrical Insulation Resistance Bench Test:
a. With the insulation tester set to 500 V DC ± 2%, verify that the electrical insulation resistance is greater than
100 megohms between the flexible hose unions.
3. If any of the following parts were removed and reinstalled or replaced, verify the torque value for that applicable
part that was removed:
a. Flexible hose to the shaft: Torqued between 135 and 150 lbf-in (15.26 and 16.94 N-m).
b. Flexible hose to the fairing mounting assembly: Torqued between 135 and 150 lbf-in
(15.26 and 16.94 N-m).

28-AWL-86 CDCCL N/A ALL Fuel Quantity Data Concentrator (FQDC) – Electrical Design Features
Concern: Improper repair or overhaul of the FQDC could compromise features intended to prevent development of
an ignition source.
Maintenance of the Fuel Quantity Data Concentrator (FQDC) must be in accordance with UTC Aerospace
Systems (89305) CMM 28-41-79 Revision 2, 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.
NOTE: The CMM has specific portions of the procedures tagged to identify content that must be followed precisely.

28-AWL-87 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) - In-Tank Wiring Harness Repair or Overhaul
Concern: Repair or overhaul of the FQIS in-tank wiring harness could result in an ignition source within the fuel
tanks.
Repair or overhaul of the FQIS in-tank wire harness is prohibited. Non-operational or damaged harnesses must be
replaced with new harnesses.

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28-AWL-88 CDCCL N/A ALL Structural Repairs

Concern: Potential for arcing, sparking, or electrical discharge inside the fuel tank at system to structure or
structure to structure interfaces as a result of electrical fault currents, lightning strike events, or electrostatic charge
accumulation on electrically isolated components or surfaces due to insufficient bonding within the ground
electrical path.
1. Any alteration or repair (does not include removal and replacement of existing parts addressed by this document
or the Boeing 787 Airplane Maintenance Manual, or other maintenance addressed by this document) involving
any of the following requires approval from the FAA Oversight Office.
a. New or altered structural lightning or static dissipation protection design features inside the fuel tank (such
as an alteration or repair that adds fasteners, brackets (including FQIS wire harness support brackets),
clamps, EME sleeves, feed through fittings inside the tank, bonding jumpers, bulkhead fittings, tubing,
couplings, wiring, sealant applications or added equipment) or changes to the design features of the
existing fuel tank structural lightning or static dissipation protection features (such as the dimensions,
surface preparation, finishes, materials, fit, installation torque, separations to other installations, bond path
resistances, plumbing, location of isolated components, etc.).
b. 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
sump drain valves, refuel adapters, pump housings, tubing bulkhead fittings, hydraulic bulkhead isolators,
valve actuator adapters, remote valve drive-shafts, pedestal valves, slat cans, slat can drains, etc.).
2. Any maintenance, preventative maintenance, repair or alteration (does not include removal and replacement of
existing parts addressed by this document or the Boeing 787 Airplane Maintenance Manual, or other
maintenance addressed by this document) of the connection to structure or the Current Return Network of a
bonding jumper that is attached to a component that directly penetrates the fuel tank or is part of an assembly or
installation that penetrates the fuel tank (e.g. boost pumps, override jettison pumps, valve actuators, etc.)
requires approval from the FAA Oversight Office.
However, no additional FAA Oversight Office approval is required if the repair or alteration of the installations
addressed in steps 1 and 2, is accomplished in accordance with:
• Boeing Structural Repair Manual (SRM) procedures, and/or
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;

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28-AWL-88, Structural Repairs, Continued

Continued where all the required procedures that relate to the installations addressed in steps 1 and 2, 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-88 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.

28-AWL-89 ALI 5 YR / ALL Fuel Quantity Data Concentrator (FQDC) Bracket Inspections
10000 Flight Concern: Loss of the electrical bond path, due to cracking of support brackets, could result in high energy currents
Cycles entering the fuel tanks.
NOTE Perform a High Frequency Eddy Current (HFEC) Inspection at the specified locations in step 1 on the mounting
brackets installed on the airframe structure for each of the FQDCs to ensure the structural integrity of the brackets
(refer to Boeing AMM B787-A-28-41-02-01B-280C-A):
1. The HFEC inspection must be performed at the following inspection areas:
a. For the center FQDC installation, inspect the following areas:
i. Around the retainer surfaces for each of the fasteners that attach the bracket to structure.
ii. Along the edge of the four bend radii of the bracket.
iii. For each FQDC mounting foot, along the mounting foot edge that is closest to the edge of the bracket.
b. For the left and right FQDC installations, inspect the areas immediately forward of each flange that attaches
the bracket to the flap support rib on the inboard and outboard sides of the mounting bracket, along the
vertical length of the bracket.
2. The HFEC inspection must be performed with an eddy current instrument calibrated to detect a surface crack
with a maximum width of 0.0050 in (0.13 mm) and a depth between 0.015 - 0.020 in (0.38 - 0.51mm).
3. While performing each inspection at the areas identified in Step 1, verify that the eddy current instrument does
not produce a signal whose strength is 50% or more of the calibration signal.
INTERVAL NOTE: Whichever occurs first.

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28-AWL-90 CDCCL N/A 787-9/10 Fuel Vent Drain Valve Installed on Vent Stringer Cover
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a Fuel Vent Drain Valve is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-28-13-02-00C-720A-A):
1. A fastener bond to conductive finishes on composites is installed between the head of each fastener and the
anti-static coating of the stringer cover.
a. Ensure the anti-static coating on the stringer cover is not worn or damaged.
2. The electrical bonding resistance between the head of each fastener and the anti-static coating on the stringer
cover is less than 300,000 ohms.

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28-AWL-91 CDCCL N/A 787-9/10 Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation
Concern: Improper installation of fastening features and wiring can result in a potential ignition source within the
fuel tanks.
If a FQIS In-Tank Harness or Spar Connector is removed and reinstalled or replaced, the following design features
must be verified (refer to Boeing AMM B787-A-28-41-07-00C-921A-A):
1. If a spar connector is removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the FQIS spar connector and the doubler.
b. A fastener spot bond is installed between the head of each fastener and the FQIS spar connector.
c. Each fastener is wet installed.
d. The tail of each fastener that attaches the FQIS Spar Connector to the spar is torqued to 30 +/-1 in-lb
(3.4 +/- 0.1 N-m).
e. The electrical bonding resistance between the FQIS spar connector and the doubler is less than
0.0007 ohm (0.7 milliohm).
f. The electrical bonding resistance between the head of each fastener and the FQIS spar connector is less
than 0.0010 ohm (1.0 milliohm).
g. A Type 2 fillet seal is applied along the edge of the joint between the FQIS spar connector and the doubler,
on the inside of the tank.
h. Pre-cured sealant caps are applied to the head of each fastener.
i. An injection seal is applied between the FQIS spar connector and the doubler and the spar, on the outside
of the tank.
j. The tail of each fastener is encapsulated with sealant.
NOTE: Refer to 28-AWL-83, for installing a fastener fillet seal as the acceptable procedure.
2. If a FQIS In-Tank Harness is removed and reinstalled or replaced, the following design features must be
verified:
NOTE: Where sensors are specified as "X/Y", this refers to the Left wing (LW) sensor and the Right wing (RW)
sensor, respectively (LW/RW).
a. Minimum separation between the harness and all components and structure is maintained as specified in
Table 1, Table 2, and Table 3 of this document.
b. No bends in the wire harness have a radius less than 1.32 inches (33.53 mm).
c. The locations of the harness support that the wire harness and wire carriers attach to are not moved.

(Continued on next page)

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28-AWL-91, Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation,
Continued Continued
d. The critical flag markers are aligned as follows:
i. For the Channel A critical flag marker at rib 9, the edge of the marker farthest from Sensor 8CA/4CA is
less than 0.10 inch (2.54 mm) from the inboard edge of the sealed feed-through assembly.
ii. For the Channel B critical flag marker at rib 9, the edge of the marker farthest from Sensor 9CB/5CB is
less than 0.10 inch (2.54 mm) from the inboard edge of the sealed feed-through assembly.
iii. For the critical flag marker at rib 24, the edge of the marker farthest from Sensor 10LB/10RB is less than
0.10 inch (2.54 mm) from the forward edge of the forward most support.
iv. For the critical flag marker at rib 28, the edge of the marker farthest from Sensor 12LB/12RB is less than
0.10 inch (2.54 mm) from the outboard edge of the tab of the unsealed feed-through assembly.
v. For airplanes Line Numbers 126-566, for the Channel A critical flag marker at rib 30, the edge of the
marker farthest from Sensor 13LA/13RA is less than 0.10 inch (2.54 mm) from the outboard edge of the
second most outboard support.
vi. For airplanes Line Numbers 567 and on, for the Channel A critical flag marker at rib 30, the edge of the
marker farthest from Sensor 13LA/13RA is less than 0.10 inch (2.54 mm) from the outboard edge of the
outboard most support.
vii. For the Channel B critical flag marker at rib 30, the edge of the marker farthest from Sensor 14LB/14RB
is less than 0.10 inch (2.54 mm) from the outboard edge of the tab of the unsealed feed-through
assembly.
viii. For the Channel A critical flag marker at spanwise beam 1, the edge of the marker farthest from Sensor
CCA is less than 0.10 inch (2.54 mm) from the bottom edge of the bottom most support on the spanwise
beam.
ix. For the Channel B critical flag marker at spanwise beam 1, the edge of the marker farthest from Sensor
CCB is less than 0.10 inch (2.54 mm) from the bottom edge of the bottom most support on the spanwise
beam.
e. Maximum slack in the wire harness is maintained as specified in Table 4 of this document.
f. For airplanes Line Numbers 126-566, no tie straps are installed at the following locations for the Left/Right
Wing Channel A Harnesses:
i. On the harness support closest to the Channel A unsealed feed-through assembly on the inboard side
of Rib 12.
ii. On the bottom harness support on Rib 7 adjacent to Fuel Height Sensors 8CA/4CA.
(Continued on next page)

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28-AWL-91, Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation,
Continued Continued
iii. On the two aft harness supports in the set of three harness supports directly below the Channel A
unsealed feed-through assembly on the outboard side of Rib 19.
iv. On the bottom harness support on Rib 22 adjacent to Fuel Height Sensors 9LA/9RA.
v. On the harness support closest to Fuel Height Sensors 13LA/13RA, on the inboard side of Rib 30.
vi. On the harness support closest to the Channel A unsealed feed-through assembly in Rib 29, on both
inboard and outboard sides of the rib.
g. For airplanes Line Numbers 126-566, no tie straps are installed at the following locations for the Left/Right
Wing Channel B Harnesses:
i. On the top harness support on Rib 14 adjacent to Fuel Height Sensors 4LB/4RB.
ii. On the bottom harness support on Rib 11 adjacent to Fuel Density Sensors DLB/DRB.
iii. On the bottom harness support on Rib 18 adjacent to Fuel Height Sensors 6LB/6RB.
iv. On the aft harness support on the inboard side of Rib 24, directly above the Channel B unsealed feed-
through assembly.
v. On the harness support closest to the Channel B unsealed feed-through assembly in Rib 27, on both
inboard and outboard sides of the rib.
vi. On the harness support closest to the Channel A unsealed feed-through assembly in Rib 29, on both
inboard and outboard sides of the rib.
h. For airplanes Line Numbers 126-669, no tie straps are installed at the following locations for the Center
Section Channel A Harnesses:
i. On the Forward Side of Spanwise Beam 1, the lower harness support closest to the Right Side of Body
(SOB) Rib.
ii. On the Forward Side of Spanwise Beam 2, the lower harness support closest to the Right SOB Rib.
i. For airplanes Line Numbers 126-669, no tie straps are installed at the following locations for the Center
Section Channel B Harnesses:
i. On the Forward Side of Spanwise Beam 1, the upper harness support closest to the Left SOB Rib.

(Continued on next page)

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28-AWL-91, Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation,
Continued Continued
j. For airplanes Line Numbers 567 and on, multiple tie straps are installed with a maximum spacing of 0.10
inch (2.54 mm) between each tie strap so that the clearance between each support and the nearest tie
strap is less than 2.0 inches (50.80 mm) at the following locations for the Left/Right Wing Channel A
Harnesses:
i. Between the two outboard supports on the inboard side of Rib 27.
ii. Between the two inboard supports on the outboard side of Rib 27.
k. For airplanes Line Numbers 567 and on, multiple tie straps are installed with a maximum spacing of 0.10
inch (2.54 mm) between each tie strap so that the clearance between each support and the nearest tie
strap is less than 2.0 inches (50.80 mm) at the following locations for the Left/Right Wing Channel B
Harnesses:
i. Between the two outboard supports on the inboard side of Rib 9.
ii. On the right wing only, between the two outboard supports on the inboard side of Rib 19.
iii. On the right wing only, between the two outboard supports on the inboard side of Rib 27.
iv. Between the two inboard supports on the outboard side of Rib 27.
l. For airplanes Line Numbers 567 and on, for the left wing Channel B Harness between the two outboard
supports on the inboard side of Rib 19, multiple tie straps are installed with a maximum spacing of 0.10 inch
(2.54 mm) between each tie strap so that the clearance between:
i. The inboard support and the nearest tie strap is less than 2.0 inches (50.80 mm)
ii. The outboard support and the nearest tie strap is less than 0.3 inch (7.62 mm)
m. For airplanes Line Numbers 670 and on, multiple tie straps are installed with a maximum spacing of 0.10
inch (2.54 mm) between each tie strap so that the clearance between each support and the nearest tie
strap is less than 2.0 inches (50.80 mm) at the following locations for the Center Section Channel A
Harnesses:
i. Between the two supports directly above the Refuel Tube on the Right SOB Rib.
n. For airplanes Line Numbers 670 and on, multiple tie straps are installed with a maximum spacing of 0.10
inch (2.54 mm) between each tie strap so that the clearance between each support and the nearest tie
strap is less than 2.0 inches (50.80 mm) at the following locations for the Center Section Channel B
Harnesses:
i. Between the two supports directly above the Refuel Tube on the Left SOB Rib.
(Continued on next page)

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28-AWL-91, Fuel Quantity Indicating System (FQIS) In-Tank Wiring Harness Installation / Spar Connector Installation,
Continued Continued
o. For all locations not specified in Steps f - i, at least one tie strap is installed through the harness support and
around the harness.
p. At least two tie straps secure the wire harness to each tab of the unsealed feed-through assemblies.
q. At least three tie straps secure the wire harness to the wire carrier where the wire carrier bends.
r. The wire harness is attached to the wire carriers with at least two tie straps between the last two supports
that the wire harness is attached to.
s. At least one tie strap secures the wire harness to the wire carrier between supports to which the wire
harness is attached.
t. Where the Channel B wire harness passes over Fuel Height Sensors 2LB/2RB, three tie straps secure the
Channel B wire harness to the Fuel Height Sensor.
u. Where tie straps are required, the tie straps are installed at approximately the midway point between
adjacent attach points.
v. The feed-through assemblies are installed.
i. For sealed feed-through assemblies, the ends of the assembly are filled with sealant (SLT3, SLT4, or
SLT5).
w. The wire harness is attached to the applicable sensors.
NOTE: Refer to 28-AWL-88 to replace any missing or broken FQIS wire harness support brackets.

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28-AWL-92 CDCCL N/A ALL Fuel Tank Corrosion Inhibiting Primer Application
Concern: Improper primer application in certain areas has the potential for arcing or sparking to occur within the
fuel tanks.
Mitigation: When applying Corrosion Inhibiting Primer (BMS 10-20) to Carbon Fiber Reinforced Plastic (CFRP)
surfaces in the specified areas inside the fuel tanks, the following design features must be maintained (refer to
Boeing AMM B787-A-28-11-00-11A-663A-A):
Applicable Areas:
a. Left and Right Main Tanks between Rib 21 and Rib 23.
b. Center Tank between Rib 5 and Rib 7, Left and Right Wing.
Maintain the following design features:
1. No point on a primed CFRP surface may be more than 1.125 in. (28.575 mm) from the nearest static dissipative
element. Static dissipative elements are:
a. Metallic components primed with Corrosion Inhibiting Primer.
b. Fasteners (washers, heads of bolts/screws, and collars/nuts) with or without sealant.
c. Unfinished (Bare) CFRP.
2. The primer is not applied more than 0.0017 in. (0.0432 mm) thick.
3. Make sure the primer does not overspray the intended application area.
4. If Primer bleed from the application area occurs:
a. Ensure the primer bleed is not connecting two adjacent areas of primed CFRP. Verify by visual check.
b. The primer bleed is less than 0.25in (6.35 mm) in width.
c. If multiple primer bleeds are present a separation of greater than 1.0 inch (25.4 mm) is maintained between
them.

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28-AWL-93 CDCCL N/A ALL Fuel and NGS Driveshaft - Valves – Electrical Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If a Driveshaft - Valve is removed for bench testing or repair, perform the following bench tests and verify the
following (refer to Eaton (K2523) CMM 28-24-23) prior to reinstallation on the aircraft:
1. Electrical Bonding Test:
a. With a power supply providing 0.1 A ± 5 mA, and an applied torque of 5 to 6 lbf in (0.57 to 0.67 Nm) at the
female shaft spline, the electrical bonding resistance between a spirol pin on the isolator portion of the shaft
assembly and the end of the male shaft spline is less than 10 ohms.
2. Insulation Test:
a. An electrical insulation test on the driveshaft assembly is performed by applying 1500 VAC RMS-60 Hz for
a minimum of 60 seconds between the shaft ends with an applied torque of 5 to 6 lbf in (0.57 to 0.67 Nm)
applied at the female shaft spline.
b. Verify that there is no evidence of disruptive discharge in the form of leakage current in excess of 0.15 mA.

28-AWL-94 CDCCL N/A ALL Sump Drain Valves – Electrical Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If a sump drain valve is removed for bench testing or repair, perform the following bench tests using the Eaton
(K2523) bonding fixture, P/N T53466, and verify the following (refer to Eaton (K2523) CMM 28-11-21) prior to
reinstallation on the aircraft.
1. Electrical Bonding Test – Bonding Fixture Brass Insert to Valve Assembly Brass Insert:
a. With a power supply providing 2.0 mA ± 0.2 mA, the electrical bonding resistance between the bonding
fixture brass insert and the valve assembly brass insert is less than 10 kilohms.
2. Electrical Bonding Test – Bonding Fixture Brass Insert to Valve Assembly Threaded Insert:
a. With a power supply providing 2.0 mA ± 0.2 mA, the electrical bonding resistance between the bonding
fixture brass insert and the valve assembly threaded insert is less than 10 kilohms.
3. Electrical Bonding Test – Bonding Fixture Brass Insert to Valve Spring:
a. With a power supply providing 2.0 mA ± 0.2 mA, the electrical bonding resistance between the bonding
fixture brass insert and the valve spring is less than 10 kilohms.

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28-AWL-95 CDCCL N/A ALL Fuel Pump Pressure Switch – Electrical Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If a fuel pump pressure switch is removed for bench testing, perform the following bench tests and verify the
following (refer to Eaton (K2523) CMM 28-42-01) prior to reinstallation on the aircraft:
1. Insulation Resistance Test:
a. With the pressure switch de-actuated and the insulation tester set to 500 VDC ± 10%, verify that the
electrical insulation resistance is 200 megohms or greater between the following:
i. Electrical Connecter Pin A and Pin B
ii. Electrical Connecter Pin B and the case
iii. Electrical Connecter Pin C and the case
b. With the pressure switch actuated and the insulation tester set to 500 VDC ± 10%, verify that the electrical
insulation resistance is 200 megohms or greater between the following:
i. Electrical Connecter Pin A and Pin C
ii. Electrical Connecter Pin B and the case
iii. Electrical Connecter Pin C and the case
2. Electrical Bonding Test:
a. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the bonding
surface tag and the inlet end termination is less than 0.0025 ohm (2.5 milliohms).

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28-AWL-96 CDCCL N/A ALL Override/Jettison Pump Housing Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the override/jettison pump housing is removed for overhaul, repair, or bench testing, the following must be
verified (refer to Eaton (K2523) CMM 28-24-38) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance is 0.0025 ohm
(2.5 milliohms) or less between:
i. The mounting surface of the main housing and the outlet port.
ii. The mounting surface of the main housing and vapor discharge outlet.
iii. The mounting surface of the main housing and inlet housing.
iv. The mounting surface of the main housing and the union.
b. With a power supply providing 2.0 mA ± 0.1 mA, the electrical bonding resistance is 10,000 ohms
(10 kilohms) or less between:
i. The mounting surface of the main housing and the vapor discharge outlet check valve.
ii. The mounting surface of the main housing and guillotine valve plate.
iii. The mounting surface of the main housing and outlet flap valve 1.
iv. The mounting surface of the main housing and outlet flap valve 2.
2. If the lacquer seal at a bonding interface listed in Step 2.a is removed, verify the following in Steps 2.b and 2.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. Outlet port to the main housing and insert assembly.
ii. Vapor discharge outlet to the main housing and insert assembly.
iii. Inlet housing to the main housing and insert assembly.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint.

(Continued on next page)

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28-AWL-96, Override/Jettison Pump Housing Design Features, Continued

Continued c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Inlet housing: Each fastener is torqued between 19.5 and 20.5 lbf-in (2.21 and 2.31 N-m).
b. Outlet port: Each fastener is torqued between 39 and 41 lbf-in (4.41 and 4.64 N-m).
c. Check valve assembly: Each fastener is torqued between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).
d. Vapor discharge outlet: Each fastener is torqued between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).
e. Union: Each fastener is torqued between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).

28-AWL-97 CDCCL N/A ALL Boost Pump Housing Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features
If the boost pump housing is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-40) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is 0.0025 ohm
(2.5 milliohms) or less between:
i. The mounting surface of the main housing and the outlet housing.
ii. The mounting surface of the main housing and vapor discharge outlet.
iii. The mounting surface of the main housing and inlet port.
iv. The mounting surface of the main housing and the Pressure Relief Valve (PRV) housing.
b. With a power supply providing 2.0 mA ± 0.1 mA, the electrical bonding resistance is 10,000 ohms
(10 kilohms) or less between:
i. The mounting surface of the main housing and the outlet valve plate.
ii. The mounting surface of the main housing and the guillotine valve plate.
iii. The mounting surface of the main housing and the vapor discharge check valve.
(Continued on next page)

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28-AWL-97, Boost Pump Housing Design Features, Continued

Continued
2. If the lacquer seal at a bonding interface listed in Step 2.a is removed, verify the following in Steps 2.b and 2.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. Vapor discharge outlet to the main housing and insert assembly.
ii. Outlet housing to the main housing and insert assembly.
iii. Inlet port to the main housing and insert assembly.
iv. Pressure Relief Valve (PRV) housing to the main housing and insert assembly.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Inlet port: Each fastener is torqued between 19.5 and 20.5 lbf in (2.21 and 2.31 N-m)
b. Pressure Relief Valve (PRV) housing: Each fastener is torqued between 19.5 and 20.5 lbf-in
(2.21 and 2.31 N-m)
c. Outlet housing and the outlet valve assembly: Each fastener is torqued between 19.5 and 20.5 lbf-in
(2.21 and 2.31 N-m).
d. Vapor discharge check valve assembly: Each fastener is torqued between 11.5 and 12.5 lbf-in
(1.30 and 1.41 N-m).
e. Vapor discharge outlet: Each fastener is torqued between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).
f. Hinge to the outlet valve plate in the outlet valve assembly: Each fastener is torqued between 18.5 and
19.5 lbf-in (2.10 and 2.20 N-m).

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28-AWL-98 CDCCL N/A ALL APU DC Pump Housing Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features
If the APU DC pump housing is removed for overhaul, repair, or bench testing, the following must be verified
(refer to Eaton (K2523) CMM 28-24-36) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the inlet port and
the aircraft housing interface is 0.0025 ohm (2.5 millohms) or less.
2. If the inlet port is removed and reinstalled or replaced, prior to installation verify that the applied layer of
chemical conversion (CC2) is visibly continuous with no holes in the surface for the following surfaces:
a. The inlet port mating flange.
b. The body assembly mating flange.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. The stop that is installed to the housing body is torqued between 39.9 and 43.8 lbf-in (4.50 and 4.95 N-m).
b. Plunger valve: The nut is torqued between 15.1 and 16.5 lbf-in (1.70 and 1.87 N-m).
c. Inlet port: Each of the fasteners are each torqued between 21.3 and 23.3 lbf-in (2.40 and 2.64 N-m).

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28-AWL-99 CDCCL N/A ALL Refuel Adapter Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features
If the refuel adapter is removed for overhaul, repair, or bench testing, the following must be verified
(refer to Eaton (K2523) CMM 28-24-20) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 2.0 mA ± 0.5 mA, the electrical bonding resistance is 10,000 ohms
(10 kilohms) or less between the flapper valve in the open position and the mounting flange.
b. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is 0.0025 ohm
(2.5 milliohms) or less between the inlet adaptor and the mounting flange.
c. With a power supply providing 0.1 A ± 5 mA, the electrical bonding resistance is 100 ohms or less between
the inlet adaptor and the poppet valve.
2. If the inlet adaptor is removed from the intermediate ring, verify that the applied layer of chemical conversion
(CC2) is visibly continuous with no holes in the surface on the intermediate ring mating flange.
3. If the intermediate ring is removed from the body assembly, prior to installation verify that the applied layer of
chemical conversion (CC2) is visibly continuous with no holes in the surface for the following applicable
surfaces:
a. Intermediate ring mating flange.
b. Valve support mating flanges.
c. Body assembly mating flange.
4. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Intermediate ring to the valve support: Each screw is torqued between 10.7 and 11.6 lbf-in
(1.20 and 1.32 N-m).
b. Piston valve: Each screw is torqued between 39.9 and 43.8 lbf-in (4.50 and 4.95 N-m).
c. Inlet adaptor: Each screw is torqued between 39.9 and 43.8 lbf-in (4.50 and 4.95 N-m).

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28-AWL-100 CDCCL N/A ALL Fuel System Flapper Drain Valve Electrical Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If a fuel system flapper drain valve is removed for overhaul, repair, or bench testing, perform the following bench
tests using the Eaton (K2523) bonding fixture, P/N 22421991, and verify the following (refer to Eaton (K2523)
CMM 28-22-04 and UTC Aerospace Systems (73030) CMM 28-13-05, as applicable) prior to reinstallation on the
aircraft.
1. Electrical Bonding Bench Test:
a. The electrical bonding resistance between the bonding fixture brass base plate and the bonding fixture
brass contact plate is 100,000 ohms (100 kilohms) or less.

28-AWL-101 CDCCL N/A ALL Main Tank Float Vent Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the main tank float vent valve is removed for overhaul, repair, or bench testing, the following must be verified
(refer to UTC Aerospace Systems (73030) CMM 28-13-01) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 10 mA ± 0.5 mA, the electrical bonding resistance is less than 1000 ohms
(1 kilohm) between:
i. The valve interface and the float arm.
ii. The valve interface and the seal plate.
2. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Float to float arm: Each fastener is torqued between 17.5 and 18.5 lbf-in (1.98 and 2.09 N-m).
b. Seal plate to the float arm: The self-locking nut is torqued between 14.5 and 15.5 lbf-in
(1.64 and 1.75 N-m).
c. Float arm to the valve interface: The self-locking nut is torqued between 14.5 and 15.5 lbf-in
(1.64 and 1.75 N-m).

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28-AWL-102 CDCCL N/A ALL Surge Tank Pressure Relief Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the pressure relief valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 28-13-02) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. The electrical bonding resistance between the housing interface surface and the poppet spring is 100,000
ohms (100 kilohms) or less.
2. If the poppet disk or an associated fastener was removed and reinstalled or replaced, verify that each fastener
that was removed is torqued between 3.0 and 5.0 lbf-in (0.34 and 0.56 N-m).

28-AWL-103 CDCCL N/A ALL Center Tank Float Vent Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the center tank float vent valve is removed for overhaul, repair, or bench testing, the following must be verified
(refer to UTC Aerospace Systems (73030) CMM 28-13-03) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 10 mA ± 0.5 mA, the electrical bonding resistance is less than 1000 ohms
(1 kilohm) between:
i. The valve interface and the float arm.
ii. The valve body and the seal plate.
2. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Float and counterweight: Each fastener is torqued between 17.5 and 18.5 lbf-in (1.98 and 2.09 N-m).
b. Valve interface: The self-locking nut is torqued between 14.5 and 15.5 lbf-in (1.64 and 1.75 N-m).
c. Seal plate: The self-locking nut is torqued between 14.5 and 15.5 lbf-in (1.64 and 1.75 N-m).

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28-AWL-104 CDCCL N/A ALL 2 ½ Inch Check Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 2 ½ inch check valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 28-13-06) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the body end
termination and the end connector end termination is less than 0.0025 ohm (2.5 milliohms).
b. With a power supply providing 10 mA ± 0.5 mA, the electrical bonding resistance between the body end
termination and the valve head is less than 1000 ohms (1 kilohm).
2. If the lacquer seal at the bonding interface between the end connector and the body is removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end connector or an associated fastener that attaches the end connector to the body was removed and
reinstalled or replaced, verify that each fastener that was removed is torqued between 25 and 35 lbf-in
(2.83 and 3.95 N-m).

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28-AWL-105 CDCCL N/A ALL Anti-Cross Flow Check Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the anti-cross flow check valve is removed for overhaul, repair, or bench testing, the following must be verified
(refer to UTC Aerospace Systems (73030) CMM 28-13-07) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 2.0 mA ± 0.5 mA, the electrical bonding resistance between the valve
interface and the seal plate is less than 10,000 ohms (10 kilohms).
2. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Seal plate adaptor: Each nut that installs each seal plate adaptor to the seal plate is torqued between
39 and 41 lbf-in (4.41 and 4.63 N-m).
b. Arm assembly: Each nut that attaches the arm assembly to each seal plate adaptor is torqued between
39 and 41 lbf-in (4.41 and 4.63 N-m).
c. Shaft: The nut installed on the shaft is torqued between 97.5 and 102.5 lbf-in (11.02 and 11.58 N-m).

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28-AWL-106 CDCCL N/A ALL 2 Inch Remote Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 2 inch remote valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-22) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the mounting
surface and the end connection is 0.0025 ohm (2.5 milliohms) or less.
b. With a power supply providing 0.1 A ± 5 mA, and an applied torque of 4.75 to 5.25 lbf-in (0.54 to 0.59 N-m)
on the female spline end, the electrical bonding resistance between the mounting face and the female
spline drive is 10 ohms or less.
2. If the lacquer seal at the bonding interface between the end retainer and the valve body assembly is removed,
verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end retainer or an associated fastener was removed and reinstalled or replaced, verify that each fastener
that was removed is torqued between 16 and 18 lbf-in (1.81 and 2.03 N-m).

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28-AWL-107 CDCCL N/A ALL 1 Inch Pedestal Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1 inch pedestal valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-25) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is 0.0025 ohm
(2.5 milliohms) or less between:
i. The mounting face and the retainer end connection.
ii. The mounting face and the pedestal machining end connection.
b. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle is 100 ohms or less.
2. Insulation Test:
a. An electrical insulation test on the pedestal valve assembly is performed by applying 1500 VAC RMS-60 Hz
for a minimum of 60 seconds between the mounting face and the spindle assembly.
b. Verify that there is no evidence of disruptive discharge in the form of leakage current in excess of 0.15 mA.
3. If the lacquer seal at the bonding interface between the end retainer and the valve body sub assembly is
removed, verify that:
a. The lacquer seal is applied along the joint of the bonding interface and around the head of each fastener for
that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
4. If the end retainer or an associated fastener was removed and reinstalled or replaced, verify that each fastener
that was removed is torqued between 10 and 20 lbf-in (1.13 and 2.25 N-m).

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28-AWL-108 CDCCL N/A ALL 3/4 Inch Remote Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 3/4 inch remote valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-26) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the mounting face
and the end retainer connection is less than 0.0025 ohm (2.5 milliohms).
b. With a power supply providing 0.10 A ± 5 mA, and an applied torque of 4.75 to 5.25 lbf in (0.54 to 0.59 N-m)
on the female spline end, the electrical bonding resistance between the mounting face and the female
spline drive is less than 10 ohms.
c. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle surface is less than 100 ohms.
2. If the lacquer seal at a bonding interface listed in Step 2.a is removed, verify the following in Steps 2.b and 2.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. First end retainer and valve body.
ii. Second end retainer and valve body.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end retainers or an associated fastener was removed and reinstalled or replaced, verify that each nut that
was removed is torqued between 16 and 18 lbf-in (1.81 and 2.03 N-m).

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28-AWL-109 CDCCL N/A ALL 2 Inch Check Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 2 inch check valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-27) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the intake ring
termination and the end termination is 0.0025 ohm (2.5 milliohms) or less.
b. With a power supply providing 2.0 mA ± 0.1 mA, the electrical bonding resistance is less than 10,000 ohms
(10 kilohms) between:
i. A screw head and valve flap 1.
ii. A screw head and valve flap 2.
2. If the lacquer seal at the bonding interface between the end termination and the intake ring is removed, verify
that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Hinge supports: Each self-locking nut is torqued between 29 and 31 lbf-in (3.28 and 3.50 N-m).
b. Intake ring: Each fastener is torqued between 39 and 41 lbf-in (4.41 and 4.63 N-m).

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28-AWL-110 CDCCL N/A ALL Jet Pump – Fuel Transfer Scavenge Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the fuel transfer scavenge jet pump is removed for overhaul, repair, or bench testing, the following must be
verified (refer to Eaton (K2523) CMM 28-24-29) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 2.0 mA ± 0.1 mA, the electrical bonding resistance is 10,000 ohms
(10 kilohms) or less between:
i. The valve body surface and flap valve 1.
ii. The valve body surface and flap valve 2.
b. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the valve body
surface and the pump body mounting surface is 0.01 ohm (10 milliohms) or less.
c. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the inlet
connection end termination and the pump body mounting surface is 0.0025 ohm (2.5 milliohms) or less.
d. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the mesh cover
plate and the pump body mounting surface is 1.0 ohm or less.
2. If the lacquer seal at the bonding interface between the inlet connection and the jet pump body is removed,
verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Inlet connection sub-assembly: Each fastener is torqued between 11 and 13 lbf-in (1.25 and 1.46 N-m).
b. Filter mesh and base sub-assembly: Each fastener is torqued between 11 and 13 lbf-in
(1.25 and 1.46 N-m).

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28-AWL-111 CDCCL N/A ALL Jet Pump – Water Scavenge Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the Water Scavenge Jet Pump is removed for overhaul, repair, or bench testing, the following must be verified
(refer to Eaton (K2523) CMM 28-24-30) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 2.0 mA ± 0.1 mA, the electrical bonding resistance between the valve
housing subassembly flange and the check valve is 10,000 ohms (10 kilohms) or less.
b. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the body assembly
flange and the primary inlet end termination is 0.0025 ohm (2.5 milliohms) or less.
c. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the body assembly
flange and the filter mesh and base subassembly is 1.0 ohm or less.
2. If the lacquer seal at the bonding interface of the inlet nozzle and the valve housing to the machined body is
removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Check valve assembly: Each fastener is torqued between 11 and 13 lbf-in (1.25 and 1.46 N-m).
b. Inlet nozzle and the valve housing to machined body: Each fastener is torqued between 11 and 13 lbf-in
(1.25 and 1.46 N-m).
c. Filter mesh and base subassembly and filter spacers to machined body: Each fastener is torqued between
2.0 and 3.0 lbf-in (0.23 and 0.33 N-m).

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28-AWL-112 CDCCL N/A ALL 3/4 Inch Check Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 3/4 inch check valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-31) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the end connection
termination and the end termination is 0.0025 ohm (2.5 milliohms) or less.
b. With a power supply providing 2.0 mA ± 0.1 mA, the electrical bonding resistance between the valve plate
and the body of the end termination is 10,000 ohms (10 kilohms) or less.
2. If the lacquer seal at the bonding interface between the end connection and the end termination sub assembly is
removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end connection or an associated fastener was removed and reinstalled or replaced, verify that each
fastener that was removed is torqued between 42 and 48 lbf-in (4.75 and 5.42 N-m).

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28-AWL-113 CDCCL N/A ALL 3 Inch Check Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 3 inch check valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-32) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the end of the
outlet flange and the end of the inlet flange is 0.0025 ohm (2.5 milliohms) or less.
b. With a power supply providing 100 mA ± 5.0 mA, the electrical bonding resistance between the end of the
outlet flange and the poppet valve head is 100 ohms or less.
2. If the lacquer seal at the bonding interface between the body half inlet and the body half outlet is removed, verify
that:
a. The lacquer seal is applied along the joint of the bonding interface and around the head and tail of each
fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Head/seal assembly to the spindle: the blanking plug is torqued between 19.5 and 20.5 lbf-in
(2.21 and 2.31 N-m).
b. Body half inlet to body half outlet: each fastener is torqued between 29 and 31 lbf-in (3.28 and 3.50 N-m).

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28-AWL-114 CDCCL N/A ALL Pressure Relief Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the pressure relief valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-24-34) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the main body and
insert assembly flange and the spring retainer is 0.0025 ohm (2.5 milliohms) or less.
b. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the main body and
insert assembly flange and the piston face is 10 ohms or less.
2. If the spring retainer or an associated fastener was removed and reinstalled or replaced, verify that each
fastener that was removed is torqued between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).

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28-AWL-115 CDCCL N/A ALL APU DC Pump Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the APU DC Pump is removed for overhaul, repair, or bench testing, the following must be verified (refer to Eaton
(K2523) CMM 28-24-35) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is 0.0008 ohm
(0.8 milliohms) or less between:
i. The filter housing and the connector shell.
ii. Electronic module and the filter housing.
iii. The filter housing and the bonding lugs.
b. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is 0.0025 ohm
(2.5 milliohms) or less between:
i. The bonding lugs and the discharge valve.
ii. The bonding lugs and the spot facing-drain plug.
c. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the case ground
connector pin (pin C) and the bonding lugs is 0.010 ohm (10 milliohms) or less
2. Electrical Insulation Resistance Bench Test:
a. With pin A and B connected together and the insulation tester set to 45 VDC (+0 V/-1 V) verify that the
electrical insulation resistance between the connected pins and pin C is 100 megohms or greater.
3. If the electronic module is removed from the stator, prior to installation verify that the applied layer of chemical
conversion (CC2) is visibly continuous with no holes in the surface for the following mating surfaces:
a. Electronic module mating flange.
b. Stator mating flange.
4. If the drain plug is removed from the stator, prior to installation verify that the applied layer of chemical
conversion (CC2) is visibly continuous with no holes in the surface for the following mating surfaces:
a. Stator mating flange.
b. Drain plug mating flange.
(Continued on next page)

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28-AWL-115, APU DC Pump Design Features, Continued

Continued
5. If the motor is removed from the pump body, prior to installation verify that the applied layer of chemical
conversion (CC2) is visibly continuous with no holes in the surface for the following mating surfaces:
a. Stator mating flange.
b. Pump body mating flange.
6. If the component sealant (CS1) at the joint between the discharge valve and the pump body was removed, verify
that:
a. The component sealant is applied along the joint between the discharge valve and the pump body.
b. The applied component sealant is visibly smooth and continuous with no air bubbles.
7. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Valve body that is installed in the motor: Torqued between 26.6 and 29.2 lbf-in (3.00 and 3.30 N-m).
b. Screw that is installed in the pump body: Torqued between 26.6 and 29.2 lbf-in (3.00 and 3.30 N-m).
c. Lock screw that is installed on the spring washer: Torqued between 132.8 and 146.0 lbf-in
(15.00 and 16.50 N-m).
d. Discharge valve that is installed in the pump body: Torqued between 53.1 and 58.4 lbf-in
(6.00 and 6.60 N-m).
e. Electronic module: Each screw is torqued between 15.1 and 16.5 lbf-in (1.70 and 1.87 N-m).
f. Flame trap that is installed on the stator: Torqued between 35.4 and 38.9 lbf-in (4.00 and 4.40 N-m).
g. Motor: Each screw is torqued between 26.6 and 29.2 lbf-in (3.00 and 3.30 N-m).
h. Spot facing-drain plug installed on the motor: Torqued between 70.8 and 77.8 lbf-in (8.00 and 8.80 N-m).

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28-AWL-116 CDCCL N/A ALL 2 Inch Valve Body Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 2 inch valve body is removed for overhaul, repair, or bench testing, the following must be verified (refer to
Eaton (K2523) CMM 28-31-02) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is 0.0025 ohm
(2.5 milliohms) or less between:
i. The mounting face and the end retainer connection.
ii. The mounting face and the actuator mounting flange.
b. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle is 100 ohms or less.
2. If the lacquer seal at a bonding interface listed in Step 2.a is removed, verify the following in Steps 2.b and 2.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. Top cap and valve body assembly.
ii. End retainer and valve body assembly.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. End retainer: Each fastener is torqued between 16 and 18 lbf-in (1.81 and 2.03 N-m).
b. Top cap: Each fastener is torqued between 36 and 40 lbf-in (4.07 and 4.51 N-m).

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28-AWL-117 CDCCL N/A ALL APU Thermal Relief Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the APU Thermal Relief Valve is removed for overhaul, repair, or bench testing, verify the following (refer to
Eaton (K2523) CMM 28-21-90) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.010 ohm
(10 milliohms) between:
i. The valve housing assembly and relief valve assembly 1
ii. The valve housing assembly and relief valve assembly 2
2. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Relief valve assembly 1 to housing assembly: Each fastener is torqued between 2.0 and 3.0 lbf-in
(0.23 and 0.33 N-m).
b. Relief valve assembly 2 to housing assembly: Each fastener is torqued between 2.0 and 3.0 lbf-in
(0.23 and 0.33 N-m).

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28-AWL-118 CDCCL N/A ALL Refuel/Jettison Manifold Drain Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the refuel/jettison manifold drain valve is removed for overhaul, repair, or bench testing, verify the following (refer
to Eaton (K2523) CMM 28-24-28) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the mounting face
and the valve body is less than 0.0025 ohm (2.5 milliohms).
b. With a power supply providing 2.0 mA ± 0.01 mA, the electrical bonding resistance between the poppet and
the valve body is less than 10,000 ohms (10 kilohms).
2. If the lacquer seal at the bonding interface between the end housing and the body is removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end housing assembly was removed from the valve body and reinstalled or replaced, verify that the end
housing assembly is torqued between 30 and 35 lbf-in (3.39 and 3.95 N-m).

28-AWL-119 CDCCL N/A ALL Override Jettison Pump Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the override jettison pump is removed for overhaul, repair, or bench testing, the following must be verified (refer
to Eaton (K2523) CMM 28-24-37, Revision 5 or later) prior to reinstallation on the aircraft.
1. Electrical Insulation Resistance Bench Test:
a. With the insulation tester set to 1500 V DC ± 10 V verify that the electrical insulation resistance is greater
than 100 megohms between the pump mounting flange and the electrical connector pins A, C and D
connected together.
(Continued on next page)

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28-AWL-119, Override Jettison Pump Design Features, Continued

Continued 2. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.010 ohm
(10 milliohms) between:
i. The motor housing and inserts assembly surface and the reprime housing.
ii. The motor housing and inserts assembly surface and the special screw.
b. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.0025 ohm
(2.5 milliohms) between:
i. The motor housing and inserts assembly surface and the end cover lug.
ii. The motor housing and inserts assembly surface and the drain plug.
iii. The motor housing and inserts assembly surface and the thermistor connector shell.
iv. The motor housing and inserts assembly surface and the bearing housing and insert assembly lug.
c. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the motor housing
and inserts assembly surface and pin B of the electrical connector is less than 0.020 ohm (20 milliohms).
d. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the motor housing
and inserts assembly surface and the electrical connector shell is less than 0.00015 ohm (0.15 milliohm).
e. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the motor housing
and inserts assembly surface and the shaft tip is less than 100 ohms.
3. If the lacquer seal at the bonding interface between the end cover and the motor housing and inserts assembly
is removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. First coat.
ii. Second coat.
iii. Both coats have cured.
(Continued on next page)

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28-AWL-119, Override Jettison Pump Design Features, Continued

Continued
4. If the component sealant at the bonding interface between the thermistor and the motor housing and inserts
assembly is removed, verify that:
a. The component sealant (CS2) is applied along the joint of the bonding interface and around the head of
each fastener for that joint.
b. The component sealant is visibly continuous with no air bubbles after each of the following process steps:
i. Sealant application.
ii. Sealant has cured.
5. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Thermistor to motor housing and inserts assembly: each fastener is torqued between 11.5 and 12.5 lbf-in
(1.30 and 1.41 N-m).
b. Bearing and insert housing assembly to the motor housing and inserts assembly: each fastener is torqued
between 19.5 and 20.5 lbf-in (2.21 and 2.31 N-m).
c. Ring tongue terminal to motor housing and inserts assembly: each fastener is torqued between 39 and
41 lbf-in (4.41 and 4.63 N-m).
d. Port plate and insert assembly to the motor housing and inserts assembly: each fastener is torqued
between 19.5 and 20.5 lbf-in (2.21 and 2.31 N-m).
e. Special bolt to the shaft and rotor assembly: torqued between 87.8 and 92.3 lbf-in (9.92 and
10.42 N-m).
f. Self locking nut to the shaft and rotor assembly: torqued between 43.9 and 46.1 lbf-in (4.96 and 5.20 N-m).
g. Reprime housing to the port and insert plate assembly: each fastener is torqued between 11.5 and
12.5 lbf-in (1.30 and 1.41 N-m).
h. End cover to motor housing and inserts assembly: each fastener is torqued between 19.5 and
20.5 lbf-in (2.21 and 2.31 N-m).
i. Impeller shroud and insert assembly to the bearing and insert housing assembly: each fastener is torqued
between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).
j. Special screw to impeller shroud and insert assembly: torqued between 39 and 41 lbf-in
(4.41 and 4.63 N-m).
k. Drain plug to the motor housing and inserts assembly: torqued between 18 and 22 lbf-in
(2.04 and 2.48 N-m).

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28-AWL-120 CDCCL N/A 787-9/10 Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application
Concern: Potential for arcing or sparking inside the tank due to inadequate installation of sealant, or preparation of
the surfaces, in combination with a lightning strike.
If the sealant applied to the left or right wing, lower side of body chord and stringer Nos. 2 through 18 is removed
and replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-11-00-19A-664A-A):
NOTE: The lower chord cavity is defined as the space created by the surfaces of the Lower Chord Tab, Web and
Flange, the Stringer Cap Flange, the Stringer base flange, the Stringer fittings or Radius Fillers (as applicable),
and the lower skin panel.
NOTE: A stringer fitting gusset cavity is defined as the space created by the stringer fitting gussets, stringer fitting cap
flange, and stringer fitting base flange.

1. For lower panel stringers 2 through 6, the following design features must be verified:
a. If the sealant applied within the lower chord cavity is disturbed, the following design features must be
verified:
i. An edge seal is applied to the inboard edge of the stringer base flange.
ii. An edge seal is applied to the exposed inboard edge of the stringer web flange that is not covered by
the prepack seal in between the stringer fittings.
A) Replacement of the prepack seal in between the stringer fittings is prohibited.
NOTE: Refer to 28-AWL-88 for repair instructions of structural installations
iii. An edge seal is applied to the inboard edge of the stringer cap flange.
iv. A Type 2 fillet seal is applied along the outboard edge of the joint between the lower chord flange and
the lower skin panel.
A) The area to be sealed is solvent cleaned 6 separate times.
B) A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
v. A Type 2 fillet seal is applied along the edge of the joint between the stringer cap flange and the lower
chord tab.
vi. A Type 2 fillet seal is applied along the edges of the joints between each stringer fitting and the stringer.
A) The Type 2 fillet seal thickness is 0.30 in. (7.62 mm) or more.

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28-AWL-120, Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application, Continued
Continued vii. A pre-cured sealant cap is applied to each inboard fastener that attaches the lower chord flange to the
lower skin panel, common to the lower chord flange.
viii. For the fasteners that attach the stringer cap flange to the lower chord tab, and each stringer fitting to
the stringer cap flange and lower chord tab, and for the outboard fasteners that attach the lower chord
flange to the lower skin panel:
A) An injection seal is applied to fill the clearance between the forward and aft fasteners in the lower
chord cavity, from the stringer fittings to the inboard edge of the stinger cap flange.
1) The injection seal covers more than one half of the diameter of each fastener in the forward and
aft directions (as applicable).
B) A cut pre-cured sealant cap is applied to each fastener, common to the stringer cap flange, lower
chord flange, or stringer fitting (as applicable).
1) No more than half of the pre-cured sealant cap is cut away along the axis of the cap.
2) The cut edges of the pre-cured sealant cap are covered by the injection sealant.
ix. Each pre-cured sealant in Step 1.a.vii and 1.a.viii.B are visible after the injection seal and pre-cured
sealant cap applications are complete.
b. If the sealant applied within a stringer fitting gusset cavity is disturbed, the following design features must be
verified:
i. An injection seal is applied to fill the clearance between the stringer fitting and the fasteners.
A) The injection seal covers more than one half of the diameter of each fastener in the forward or aft
directions (as applicable).
ii. A cut pre-cured sealant cap is applied to each fastener, common to the stringer fitting cap flange, or
stringer fitting base flange (as applicable).
A) No more than half of the pre-cured sealant cap is cut away along the axis of the cap.
B) The cut edges of the pre-cured sealant cap are covered by the injection sealant.
iii. Each pre-cured sealant cap in Step 1.f.ii is visible after the injection seal and pre-cured sealant cap
applications are complete.
c. If the sealant applied at the following locations is removed and replaced, the design features for that
location must be verified:
i. For the forward edge of the stringer base flange, verify that an edge seal is applied along the edge of
the flange and extends to a length of 6.7in (170mm) or more beyond the most outboard surface of the
forward stringer fitting.
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28-AWL-120, Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application, Continued
Continued ii. For the aft edge of the stringer base flange, verify that an edge seal is applied along the edge of the
flange and extends to a length of 5.6in (142mm) or more beyond the most outboard surface of the aft
stringer fitting.
iii. For the forward edge of the stringer cap flange, verify that an edge seal is applied along the edge of the
flange and extends to a length of 6.5in (165mm) or more beyond the most outboard fastener that
attaches the stringer cap flange to the stringer fitting.
iv. For the aft edge of the stringer cap flange, verify that an edge seal is applied along the edge of the
flange and extends to a length of 6.5in (165mm) or more beyond the most outboard fastener that
attaches the stringer cap flange and stringer fitting.
v. For a fastener that attaches the lower chord tab to the stringer cap flange common to the lower chord
tab, verify that a pre-cured sealant cap is applied to the fastener.
vi. For a fastener that attaches the lower chord tab to the stringer cap flange and each stringer fitting,
common to the lower chord tab, verify that a pre-cured sealant cap is applied to the fastener.
vii. For a fastener that attaches the stringer cap flange to each stringer fitting, common to the stringer cap
flange, verify that a pre-cured sealant cap is applied to the fastener.
viii. For a fastener that attaches each stringer fitting to the stringer base flange and lower skin panel,
common to the stringer fitting, not within the stringer fitting gusset cavity, verify that a pre-cured sealant
cap is applied to the fastener.
2. For lower panel stringers 7 through 12 and 15, the following design features must be verified:
a. If the sealant applied within the lower chord cavity is disturbed, the following design features must be
verified:
i. An edge seal is applied to the inboard edge of the stringer base flange.
ii. An edge seal is applied to the exposed inboard edge of the stringer web flange that is not covered by
the stringer fittings.
A) Replacement of the prepack seal in between the stringer fittings is prohibited.
NOTE: Refer to 28-AWL-88 for repair instructions of structural installations
iii. An edge seal is applied to the inboard edge of the stringer cap flange.

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28-AWL-120, Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application, Continued
Continued iv. A Type 2 fillet seal is applied along the outboard edge of the joint between the lower chord flange and
the lower skin panel.
A) The area to be sealed is solvent cleaned 6 separate times.
B) A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
v. A Type 2 fillet seal is applied along the edge of the joint between the stringer cap flange and the lower
chord tab.
vi. A Type 2 fillet seal is applied along the edges of the joints between each stringer fitting and the stringer.
A) The Type 2 fillet seal thickness is 0.30 in. (7.62 mm) or more.
vii. A pre-cured sealant cap is applied to each fastener that attaches the lower chord flange to the lower
skin panel, common to the lower chord flange.
viii. A pre-cured sealant cap is applied to each fastener that attaches the stringer cap flange to the lower
chord tab, common to the stringer cap flange, and each stringer fitting to the stringer cap flange and
lower chord tab, common to the stringer fitting.
b. If the sealant applied within a stringer fitting gusset cavity is disturbed, the following design features must be
verified:
i. An injection seal is applied to fill the clearance between the stringer fitting and the fasteners.
A) The injection seal covers more than one half of the diameter of each fastener in the forward and aft
directions (as applicable).
ii. A cut pre-cured sealant cap is applied to each fastener, common to the stringer fitting cap flange, or
stringer fitting base flange (as applicable).
A) No more than half of the pre-cured sealant cap is cut away along the axis of the cap.
B) The cut edges of the pre-cured sealant cap are covered by the injection sealant.
iii. Each pre-cured sealant in Step 2.f.ii is visible after the injection seal and pre-cured sealant cap
applications are complete.
c. If the sealant applied at the following locations is removed and replaced, the design features for that
location must be verified:
i. For the forward edge of the stringer base flange, verify that an edge seal is applied along the edge of
the flange and extends to a length of 6.7 in. (170mm) or more beyond the most outboard surface of the
forward stringer fitting.
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28-AWL-120, Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application, Continued
Continued ii. For the aft edge of the stringer base flange, verify that an edge seal is applied along the edge of the
flange and extends to a length of 5.6 in. (142mm) or more beyond the most outboard surface of the aft
stringer fitting.
iii. For the forward edge of the stringer cap flange, verify that an edge seal is applied along the edge of the
joint and extends to a length of 6.5 in. (165mm) or more beyond the most outboard fastener that
attaches the stringer cap flange to the stringer fitting.
iv. For the aft edge of the stringer cap flange, verify that an edge seal is applied along the edge of the
flange and extends to a length of 6.5 in. (165mm) or more beyond the most outboard fastener that
attaches the stringer cap flange and stringer fitting.
v. For a fastener that attaches the lower chord tab to the stringer cap flange common to the lower chord
tab, verify that a pre-cured sealant cap is applied to the fastener.
vi. For a fastener that attaches the lower chord tab to the stringer cap flange and each stringer fitting,
common to the lower chord tab, verify that a pre-cured sealant cap is applied to the fastener.
vii. For a fastener that attaches the stringer cap flange to the stringer fitting, common to the stringer cap
flange, verify that a pre-cured sealant cap is applied to the fastener.
viii. For a fastener that attaches the forward and aft stringer fittings to the stringer base flange and lower
skin panel, common to the stringer fitting, not within the stringer fitting gusset cavity, verify that a pre-
cured sealant cap is applied to the fastener.
3. For lower panel stringers 13, 14, and 16 through 18, the following design features must be verified:
a. If any of the sealant applied at the locations listed in Step 3.a.i is disturbed, the design features in Steps
3.a.ii-3.a.iv must be verified:
i. The following are the applicable sealant application locations:
A) The inboard edge of the stringer base flange.
B) The outboard edge of the joint between the lower chord flange and the lower skin panel.
C) The inboard edge of the joint between the stringer base flange and each stringer radius filler.
ii. An edge seal is applied to the inboard edge of the stringer base flange.
iii. A Type 2 fillet seal is applied along the outboard edge of the joint between the lower chord flange and
the lower skin panel.
A) The area to be sealed is solvent cleaned 6 separate times.
B) A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
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28-AWL-120, Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application, Continued
Continued iv. A Type 2 fillet seal is applied along the edge of the joints between each stringer radius filler and the
stringer base flange.
b. If the sealant applied at the following locations is removed and replaced, the design features for that
location must be verified:
i. For the edge of the joint between the stringer cap flange and lower chord tab, verify that a Type 2 fillet
seal is applied along the edge of the joint.
ii. For a fastener that attaches the lower chord flange to the lower skin panel, common to the lower chord
flange, verify that a pre-cured sealant cap is applied to the fastener.
iii. For a fastener that attaches the stringer cap flange to the lower chord tab, common to the stringer cap
flange, verify that a pre-cured sealant cap is applied to the fastener.
iv. For the forward edge of the stringer base flange, verify that an edge seal is applied along the edge and
extends to a length of 6.7 in. (170mm) or more beyond the most outboard surface of the forward stringer
radius filler.
v. For the aft edge of the stringer base flange, verify that an edge seal is applied along the edge and
extends to a length of 5.6 in. (142mm) or more beyond the most outboard surface of the aft stringer
radius filler.
vi. For a fastener that attaches the lower chord tab to the stringer cap flange, common to the lower chord
tab, verify that a pre-cured sealant cap is applied to the fastener.
vii. For a fastener that attaches the forward and aft stringer radius filler to the stringer base flange and lower
skin panel, verify that a pre-cured sealant cap is applied to the fastener.

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28-AWL-121 CDCCL N/A ALL Front and Rear Spar Terminal Fittings sealant application and surface preparation
Concern: Inadequate installation of sealant, or preparation of the surfaces, could result in the potential for arcing or
sparking to occur within the fuel tanks.
If the sealant applied to the Terminal Fittings, Center Section Spar Lower Chords, and Wing Spar Lower Chords is
removed and replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-11-00-23A-
664A-A):
1. If the sealant applied at the following locations near the front spar terminal fitting and/or the center section front
spar lower chord near the front spar terminal fitting is removed and replaced, the design features for that location
must be verified:
a. For the edge of the joint between the front spar terminal fitting and the center section front spar lower chord,
verify that a Type 2 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
b. For the edges of the joints between the center section side seal pan and the front spar terminal fitting,
center section front spar lower chord, and center section lower skin panel, verify that a Type 2 fillet seal is
applied along the edges of the joints.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
c. c. For the edge of the joint between the center section front spar lower chord and the center section lower
skin panel, verify that a Type 1 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
iii. The Type 1 fillet seal extends 6.0 inches (153 mm) or more beyond the most inboard edge of the seal
pan.
2. If the sealant applied at the following locations near the front spar terminal fitting and/or the wing front spar lower
chord near the front spar terminal fitting is disturbed, the design features for that location must be verified:

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28-AWL-121 Front and Rear Spar Terminal Fittings sealant application and surface preparation, Continued
Continued a. For the edge of the joint between the front spar terminal fitting and the wing front spar lower chord, verify
that a Type 2 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
b. For the edges of the joints between the wing side seal pan and the front spar terminal fitting, front spar
lower chord, and wing lower skin panel, verify that a Type 2 fillet seal is applied along the edges of the
joints.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
c. For the edge of the joint between the wing front spar lower chord and the wing lower skin panel, verify that
a Type 1 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
iii. The Type 1 fillet seal extends 6.0 inches (153 mm) or more beyond the most outboard edge of the seal
pan.
3. If the sealant applied at the following locations near the rear spar terminal fitting and/or the center section rear
spar lower chord near the rear spar terminal fitting is disturbed, the design features for that location must be
verified:
a. For the edge of the joint between the rear spar terminal fitting and the center section rear spar lower chord,
verify that a Type 2 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
b. For the edges of the joints between the center section side seal pan and the rear spar terminal fitting, center
section rear spar lower chord, and center section lower skin panel, verify that a Type 2 fillet seal is applied
along the edges of the joints.

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28-AWL-121 Front and Rear Spar Terminal Fittings sealant application and surface preparation, Continued
Continued i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
c. For the edge of the joint between the center section rear spar lower chord and the center section lower skin
panel, verify that a Type 1 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
iii. The Type 1 fillet seal extends 6.0 inches (153 mm) or more beyond the most outboard edge of the seal
pan.
4. If the sealant applied at the following locations near the rear spar terminal fitting and/or the wing rear spar lower
chord near the rear spar terminal fitting is disturbed, the design features for that location must be verified:
a. For the edge of the joint between the rear spar terminal fitting and the wing rear spar lower chord, verify that
a Type 2 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
b. For the edges of the joints between the wing side seal pan and the rear spar terminal fitting, wing rear spar
lower chord, and wing lower skin panel, verify that a Type 2 fillet seal is applied along the edges of the
joints.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
c. For the edge of the joint between the wing rear spar lower chord and the wing lower skin panel, verify that a
Type 1 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat seal is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
iii. The Type 1 fillet seal extends from the outboard edge of the seal pan to the inboard edge of the drag
brace fitting.

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28-AWL-122 CDCCL N/A 787-8, Lower Panel Stringer Runout Straps and Clips Sealant Application
L/N 6-476 Concern: Inadequate installation of sealant could result in the potential for arcing or sparking to occur within the
fuel tanks.
If any of the sealant applied at the locations listed in Step 1 is removed and replaced, the design features in Steps
2-4 must be verified for that location (refer to Boeing AMM B787-A-28-11-00-24A-664A-A):
1. The following are the applicable sealant application locations at stringer runout straps and runout clips:
a. Lower Stringer 5 to Rib 12
b. Lower Stringer 8 to Rib 17
c. Lower Stringer 19 to Rib 19
d. Lower Stringer 15 to Rib 32
2. A Type 1 fillet seal is applied along the edge of the joint between the runout strap and the lower skin panel.
3. A Type 1 fillet seal is applied along the external edge of the joint between each runout clip and the runout strap.
4. A Type 2 fillet seal is applied along the external edge of the joint between the two runout clip vertical flanges.
a. The Type 2 fillet seal thickness is 0.30 in. (7.62 mm) or more.

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28-AWL-123 CDCCL N/A 787-8 Side of Body (SOB) Chord, Lower Skin and Stringers Sealant Application
Concern: Inadequate installation of sealant, or preparation of the surfaces, could result in the potential for arcing or
sparking to occur within the fuel tanks.
If the sealant applied to the left or right wing, lower chord cavity at stringer Nos. 2 through 18 is removed and
replaced, the following design features must be verified (refer to Boeing AMM B787-A-28-11-00-26A-664A-A):
NOTE: The lower chord cavity is defined as the space created by the surfaces of the Lower Chord Tab, Web and
Flange, the Stringer Cap Flange, the Stringer base flange, the Stringer Radius Fillers, and the lower skin
panel.

1. For each stringer, if any of the sealant applied at the locations listed in Step 1.a is disturbed, the design features
in Steps 1.b-1.d must be verified:
a. The following are the applicable sealant application locations:
i. The outboard edge of the joint between the lower chord flange and the lower skin panel.
ii. The inboard edge of the stringer base flange.
iii. The inboard edge of the joint between each stringer radius filler and the stringer base flange.
b. A Type 2 fillet seal is applied along the outboard edge of the joint between the lower chord flange and the
lower skin panel.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat of sealant is applied to the fillet seal application area no more than 30 minutes after the
final solvent cleaning is complete.
c. An edge seal is applied to the inboard edge of the stringer base flange.
d. A Type 2 fillet seal is applied along the inboard edges of the joints between each stringer radius filler and
the stringer base flange.
2. For each stringer, if the sealant applied at the following locations is removed and replaced, the design features
for that location must be verified:
a. For the edge of the joint between the stringer cap flange and lower chord tab, verify that a Type 2 fillet seal
is applied along the edge of the joint.
b. For a fastener that attaches the lower chord flange to the lower skin panel, common to the lower chord
flange, verify that a pre-cured sealant cap is applied to the fastener.
c. For a fastener that attaches the stringer cap flange to the lower chord tab, common to the stringer cap
flange, verify that a pre-cured sealant cap is applied to the fastener.

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28-AWL-124 CDCCL N/A 787-9/10 Upper Side of Body (SOB) Stringer Splice Fittings Sealant Application
Concern: Inadequate installation of sealant, or preparation of the surfaces, could result in the potential for arcing or
sparking to occur within the fuel tanks.
If the sealant applied to the upper SOB splice fittings in the wing or wing center section is removed and replaced,
the following design features must be verified (refer to Boeing AMM B787-A-28-11-00-18A-664A-A):
NOTE: The T-chord cavity is defined as the space created by the surfaces of the T-chord, stringer splice fitting,
stringer base flange, upper skin panel, and upper side of body splice plate.
1. If the sealant applied at the following locations on the upper SOB stringer splice fittings in the wing center
section is removed and replaced, the design features for that location must be verified:
a. For the T-chord cavity, verify that an injection seal is applied in the cavity.
b. For a fastener that attaches the T-chord to the upper SOB splice plate and the upper SOB flex T-chord,
located between upper SOB splice fittings, verify that a pre-cured sealant cap is applied to the fastener.
c. For the edge of the joint between the T-chord and the upper SOB splice plate that is visible between the
upper SOB splice fittings, verify that a Type 2 fillet seal is applied along the edge of the joint.
d. For the edge of the joints between the upper skin panel and the upper SOB splice plate that is visible
between the upper SOB splice fittings, verify that a Type 1 fillet seal is applied along the edges of the joints.
e. For the edges of the joints between the stringer splice fittings and the upper panel stringer base flange,
verify that a Type 2 fillet seal is applied along the edges of the joints.
i. The Type 2 fillet seal thickness is 0.30 in. (7.62 mm) or more.
f. For the edge of the joint between the stringer base flange and the upper skin panel, verify that a Type 1 fillet
seal is applied along the edge of the joint.
i. The Type 1 fillet seal extends inboard from the end of the stringer to a length of 4.0 in (102 mm) or
more.
2. If the sealant applied at the following locations on the upper SOB stringer splice fittings in the wing is disturbed,
the design features for that location must be verified:
a. For the T-chord cavity, verify that an injection seal is applied in the cavity.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat of sealant is applied to the injection seal application area no more than 30 minutes after the
final solvent cleaning is complete.
b. For a fastener that attaches the T-chord to the upper SOB splice plate and the upper SOB flex T-chord,
located between upper SOB splice fittings, verify that a pre-cured sealant cap is applied to the fastener.
(Continued on next page)

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28-AWL-124, Upper Side of Body (SOB) Stringer Splice Fittings Sealant Application, Continued
Continued c. For the edge of the joint between the T-chord and upper SOB splice plate that is visible between the upper
SOB splice fittings, verify that a Type 2 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat of sealant is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
d. For the edge of the joint between the upper skin panel and the upper SOB splice plate that is visible
between the upper SOB splice fittings, verify that a Type 1 fillet seal is applied along the edge of the joint.
i. The area to be sealed is solvent cleaned 6 separate times.
ii. A brushcoat of sealant is applied to the fillet seal application area no more than 30 minutes after the final
solvent cleaning is complete.
e. For the edges of the joints between each stringer splice fitting and the upper panel stringer base flange,
verify that a Type 2 fillet seal is applied along the edges of the joints.
i. The Type 2 fillet seal thickness is 0.30 in. (7.62 mm) or more.
f. For the edge of a stringer base flange, verify that an edge seal is applied along the edge of the flange and
extends:
i. For stringers 2-4, the edge seal on the forward edge of the stringer base flange extends outboard
beyond the stringer fitting:
A) For Stringer 2, 0.1 in (3 mm) or more
B) For Stringer 3, 0.8 in (21 mm) or more
C) For Stringer 4, 1.0 in (26 mm) or more
ii. For stringers 2-4, the edge seal on the aft edge of the stringer base flange extends outboard beyond the
stringer fitting:
A) For Stringer 2, 0.9 in (23 mm) or more
B) For Stringer 3, 2.2 in (56 mm) or more
C) For Stringer 4, 4.1 in (105 mm) or more
iii. For stringers 5-12, and 17-18, the edge seals on the forward and aft stringer base flanges extend
outboard beyond the stringer splice fitting 4.8 in (122 mm) or more.

(Continued on next page)

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28-AWL-124, Upper Side of Body (SOB) Stringer Splice Fittings Sealant Application, Continued
Continued iv. For stringers 13-16, the edge seal on the forward edge of the stringer base flange extends outboard
beyond the stringer splice fitting:
A) For Stringer 13, 2.1 in (54 mm) or more
B) For Stringer 14, 2.0 in (51 mm) or more
C) For Stringer 15, 1.3 in (33 mm) or more
D) For Stringer 16, 1.7 in (44 mm) or more
v. For stringers 13-16, the edge seal on the aft edge of the stringer base flange extends outboard beyond
the stringer splice fitting:
A) For Stringer 13, 7.3 in (186 mm) or more
B) For Stringer 14, 7.3 in (186 mm) or more
C) For Stringer 15, 6.8 in (173 mm) or more
D) For Stringer 16, 6.9 in (176 mm) or more

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28-AWL-125 CDCCL N/A 787-9/10 Center Section Lower Skin and Stringer 2 at Side of Body Chord, Sealant Application
Concern: Inadequate installation of sealant, or preparation of the surfaces, could result in the potential for arcing or
sparking to occur within the fuel tanks.
If the sealant applied to the center section lower side of body chord and stringer No. 2 is removed and replaced,
the following design features must be verified (refer to Boeing AMM B787-A-28-11-00-25A-664A-A):
NOTE: A stringer fitting gusset cavity is defined as the space created by the stringer fitting gussets, stringer fitting
cap flange, and stringer fitting base flange.
1. If the sealant applied at the following locations is removed and replaced, the design features for that location
must be verified:
a. For the outboard edge of the stringer web flange between the forward and aft stringer fittings, verify that an
edge seal is applied along the edge of the flange.
b. For the outboard edge of the stringer cap flange, verify that an edge seal is applied along the edge of the
flange.
c. For the inboard edge of the joint between the lower chord flange and the lower skin panel, verify that a Type
2 fillet seal is applied along the inboard edge of the joint.
d. For the edges of the joints between each stringer fitting and the stringer, verify that a Type 2 fillet seal is
applied along the edge of each joint.
i. The Type 2 fillet seal thickness is 0.30 in. (7.62 mm) or more.
e. For the edge of the joint between the stringer cap flange and the lower chord tab, verify that a Type 2 fillet
seal is applied along the edge of the joint.
f. For the edge of the joint between the filler and the stringer cap flange, verify that a Type 2 fillet seal is
applied along the edge of the joint.
g. For each fastener that attaches the lower chord flange to the lower skin panel, common to the lower chord
flange, a pre-cured sealant cap is applied to the fastener.
h. For each fastener that attaches the stringer cap flange to the lower chord tab, and each stringer fitting to the
stringer cap flange and lower chord tab, verify that a pre-cured sealant cap is applied to the head and tail of
the fastener.
i. For the forward and aft edges of the stringer cap flange, verify that an edge seal is applied to the edge of
the flange and extends to a length of 7.3in (185.4mm) or more beyond the most inboard edge of the lower
chord tab.

(Continued on next page)

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28-AWL-125 Center Section Lower Skin and Stringer 2 at Side of Body Chord, Sealant Application, Continued
j. For each fastener that attaches the stringer cap flange to the stringer fitting and is common to the stringer
cap flange, verify that a pre-cured sealant cap is applied to the fastener.
k. For each fastener that attaches the forward and aft stringer fittings to the stringer base flange and lower
skin panel and is common to the stringer fitting and not within the stringer fitting gusset cavity, verify that a
pre-cured sealant cap is applied to the fastener.
2. If the sealant applied within a stringer fitting gusset cavity is disturbed, the following design features must be
verified:
a. An injection seal is applied to fill the clearance between the stringer fitting and the fasteners.
i. The injection seal covers more than one half of the diameter of each fastener in the forward and aft
directions (as applicable).
b. A cut pre-cured sealant cap is applied to each fastener, common to the stringer fitting cap flange, or stringer
fitting base flange (as applicable).
i. No more than half of the pre-cured sealant cap is cut away along the axis of the cap.
ii. The cut edges of the pre-cured sealant cap are covered by the injection sealant.
iii. Each pre-cured sealant in Step 2.b is visible after the injection seal and pre-cured sealant cap
applications are complete.

28-AWL-126 CDCCL N/A ALL Fuel Quantity Indicating System (FQIS) Wire Harness Support Bracket Inspection
Concern: Potential for maintenance or alteration error that could compromise ignition source prevention provided
by the FQIS wire installation separation from structure, components, and other systems installations.
If any maintenance, preventive maintenance, or alteration is performed in the fuel tanks, perform a detailed
inspection of each of the FQIS wire harness support brackets in the fuel tank bays that were accessed (including
for transit), and verify the following design features after a slight tension is applied to the head of the support
bracket, away from the base of the bracket (refer to Boeing AMM B787-A-28-11-00-01A-740A-A):
1. The base of the wire harness support bracket is not broken.
2. The head of the wire harness support bracket does not come loose.
NOTE: Refer to 28-AWL-88 to replace any missing or broken FQIS wire harness support brackets.

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28-AWL-127 CDCCL N/A 787-9/10 Upper Skin Panel to Upper Stringer Edge Sealant Application
L/N 645 and on Concern: Inadequate installation of sealant could result in the potential for arcing or sparking to occur within the
fuel tanks.
1. For Line Numbers 645 and on, if any of the sealant applied to the edges of the stringers at the locations listed in
Step 1.a are removed and replaced, the design features in Steps 1.b and 1.c must be verified for that location
(refer to Boeing AMM B787-A-28-11-00-28A-664A-A):
a. The following are the applicable sealant application locations:
i. Upper stringer 2 between Rib 2 and Rib 6, inboard of the upper chord of Rib 6.
ii. Upper stringer 19 between Rib 18 and Rib 19, inboard of the upper chord of Rib 19.
iii. Upper stringer 11 between Rib 26 and Rib 27, inboard of the upper chord of Rib 27.
iv. Upper stringer 17 between Rib 27 and Rib 28, inboard of the upper chord of Rib 28.
v. Upper stringer 12 between Rib 30 and Rib 31, inboard of the upper chord of Rib 31.
b. An edge seal is applied along the forward edge of the upper stringer base flange from the sealant on the
upper rib chord of the outboard rib and adjacent upper stringer base flange, extending to a point 6.5 inches
(165 mm) or more beyond the inboard most forward fastener that attaches the upper stringer to the upper
skin panel.
c. An edge seal is applied along the aft edges of the upper stringer base flange from the sealant on the upper
rib chord of the outboard rib and adjacent upper stringer base flange, extending to a point 6.5 inches
(165 mm) or more beyond the inboard most aft fastener that attaches the upper stringer to the upper skin
panel.
2. For Line Numbers 715 and on, if any of the sealant applied to the edges of the stringers at the locations listed in
Step 2.a are removed and replaced, the design features in Steps 2.b and 2.c must be verified for that location
(refer to Boeing AMM B787-A-28-11-00-28A-664A-A):
a. The following are the applicable sealant application locations:
i. Upper stringer 3 between Rib 7 and Rib 8, inboard of the upper chord of Rib 8.
ii. Upper stringer 4 between Rib 9 and Rib 10, inboard of the upper chord of Rib 10.
iii. Upper stringer 6 between Rib 12 and Rib 13, inboard of the upper chord of Rib 13.
iv. Upper stringer 7 between Rib 14 and Rib 15, inboard of the upper chord of Rib 15.
v. Upper stringer 8 between Rib 16 and Rib 17, inboard of the upper chord of Rib 17.
vi. Upper stringer 9 between Rib 17 and Rib 18, inboard of the upper chord of Rib 18.
(Continued on next page)

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28-AWL-127, Upper Skin Panel to Upper Stringer Edge Sealant Application, Continued
Continued b. For upper stringer 3:
i. An edge seal is applied along the forward edge of the upper stringer base flange from the sealant on the
upper rib chord of rib 8 and adjacent upper stringer base flange, extending to a point 5.9 inches (150
mm) or more inboard of the upper rib chord.
ii. An edge seal is applied along the aft edge of the upper stringer base flange extending from the sealant
on the upper rib chord of rib 8 and adjacent upper stringer base flange, extending to a point 5.9 inches
(150 mm) or more inboard of the upper rib chord.
c. For upper stringers 4, 6, 7, 8 and 9:
i. An edge seal is applied along the forward edge of the upper stringer base flange from the sealant on the
upper rib chord of the outboard rib and adjacent upper stringer base flange, extending to a point 6.5
inches (165 mm) or more beyond the inboard most forward fastener that attaches the upper stringer to
the upper skin panel.
ii. An edge seal is applied along the aft edges of the upper stringer base flange from the sealant on the
upper rib chord of the outboard rib and adjacent upper stringer base flange, extending to a point 6.5
inches (165 mm) or more beyond the inboard most aft fastener that attaches the upper stringer to the
upper skin panel.
3. For Line Numbers 645 and on, if any of the sealant applied to the edges of upper stringer 16 between Rib 32
and Rib 34 at the locations listed in Step 3.a are removed and replaced, the design features in Steps 3.b through
3.f must be verified for that location (refer to Boeing AMM B787-A-28-11-00-28A-664A-A):
a. The following are the applicable sealant application locations:
i. Forward base flange edge, inboard of the radius filler inboard of Rib 33.
ii. Aft base flange edge, inboard of the upper rib chord of Rib 33.
iii. Forward vertical flange, along the lower double edge, inboard of the outboard edge of upper stringer 16.
iv. Aft vertical flange, along the lower double edge, inboard of the outboard edge of upper stringer 16.
v. Cap flange, along the inner double edge.
b. An edge seal is applied along the forward edge of the upper stringer base flange from the sealant on the
radius filler and adjacent upper stringer base flange inboard of Rib 33, extending to a point 6.5 inches
(165 mm) or more beyond the inboard most forward fastener that attaches the upper stringer to the upper
skin panel.
(Continued on next page)

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28-AWL-127, Upper Skin Panel to Upper Stringer Edge Sealant Application, Continued
Continued c. An edge seal is applied along the aft edge of the upper stringer base flange from the sealant on the upper
rib chord of Rib 33 and adjacent upper stringer base flange, extending to a point 6.5 inches (165 mm) or
more beyond the inboard most aft fastener that attaches the upper stringer to the upper skin panel.
d. An edge seal is applied along the lower double edge of the forward vertical flange from the sealant applied
on the outboard edge of the upper stringer and adjacent upper rib chord of Rib 33 extending to the inner
double edge of the cap flange.
e. An edge seal is applied along the lower double edge of the aft vertical flange from the sealant applied on
the outboard edge of the upper stringer and adjacent upper rib chord of Rib 33 extending to the inner
double edge of the cap flange.
f. An edge seal is applied along the inner double edge of the cap flange extending from the sealant on the
lower double edge of the forward vertical flange to the sealant on the lower double edge of the aft vertical
flange.

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28-AWL-128 CDCCL N/A 787-9/10 Lower Skin Panel to Lower Stringer Edge Sealant Application
L/N 645 and on Concern: Inadequate installation of sealant could result in the potential for arcing or sparking to occur within the
fuel tanks.
If any of the sealant applied at the stringer locations listed in Step 1 are removed and replaced, the design features
in Steps 2 -7, as applicable, must be verified for that location (refer to Boeing AMM B787-A-28-11-00-30A-664A-A):
1. The following are the applicable sealant application locations:
a. Lower stringer 12 between Rib 2 and Rib 4, inboard of the lower chord of Rib 4.
b. Lower stringer 2 between Rib 2 and Rib 6, inboard of the radius fillers inboard of Rib 6.
c. Lower stringer 19 between Rib 6 and Rib 7, outboard of the radius fillers outboard of Rib 6.
d. Lower stringer 3 between Rib 7 and Rib 8, inboard of the radius fillers inboard of Rib 8.
e. Lower stringer 4 between Rib 9 and Rib 10, inboard of the radius fillers inboard of Rib 10.
f. Lower stringer 14 between Rib 11 and Rib 12, inboard of the lower rib chord or backup fitting on Rib 12.
g. Lower stringer 6 between Rib 12 and Rib 13, between the radius fillers and fairing support brackets, and
inboard of the fairing support brackets, inboard of Rib 13.
h. Lower stringer 15 between Rib 13 and Rib 14, outboard of the lower rib chord or backup fitting on Rib 13.
i. Lower stringer 7 between Rib 14 and Rib 15, inboard of the radius fillers inboard of Rib 15.
j. Lower stringer 19 between Rib 18 and Rib 19, inboard of the radius fillers inboard of Rib 19.
k. Lower stringer 12 between Rib 28 and Rib 29, inboard of the radius fillers inboard of Rib 29.
l. Lower stringer 16 between Rib 31 and Rib 32, inboard of the radius fillers inboard of Rib 32.
2. For lower stringer 12 between Rib 2 and Rib 4:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
lower rib chord of Rib 4 and adjacent lower stringer base flange, extending to a point 6.5 inches (165 mm)
or more beyond the inboard most forward fastener that attaches the lower stringer to the lower skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the lower rib
chord of Rib 4 and adjacent lower stringer base flange, extending to a point 6.5 inches (165 mm) or more
beyond the inboard most aft fastener that attaches the lower stringer to the lower skin panel.
(Continued on next page)

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28-AWL-128, Lower Skin Panel to Lower Stringer Edge Sealant Application, Continued
Continued
3. For lower stringers 2, 3, 4, 7, and 16:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
radius filler and adjacent lower stringer base flange, inboard of the outboard rib, extending to a point
6.5 inches (165 mm) or more beyond the inboard most forward fastener that attaches the lower stringer to
the lower skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the radius
filler and adjacent lower stringer base flange, inboard of the outboard rib, extending to a point 6.5 inches
(165 mm) or more beyond the inboard most aft fastener that attaches the lower stringer to the lower skin
panel.
4. For lower stringer 19 between Rib 6 and Rib 7:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
radius filler and adjacent lower stringer base flange, outboard of Rib 6 extending to a point 6.5 inches
(165 mm) or more beyond the outboard most forward fastener that attaches the lower stringer to the lower
skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the radius
filler and adjacent lower stringer base flange, outboard of Rib 6 extending to a point 6.5 inches (165 mm) or
more beyond the outboard most aft fastener that attaches the lower stringer to the lower skin panel.
5. For lower stringer 14:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
backup fitting, lower rib chord of Rib 12, and adjacent lower stringer base flange, extending to a point
6.5 inches (165 mm) or more beyond the inboard most forward fastener that attaches the lower stringer to
the lower skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the lower rib
chord of Rib 12 and adjacent stringer base flange, extending to a point 6.5 inches (165 mm) or more
beyond the inboard most forward fastener that attaches the lower stringer to the lower skin panel.
6. For lower stringer 6:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
radius filler and adjacent lower stringer base flange, inboard of Rib 13, extending to the outboard edge of
the sealant on the fairing support bracket and adjacent lower stringer base flange.
(Continued on next page)

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28-AWL-128, Lower Skin Panel to Lower Stringer Edge Sealant Application, Continued
Continued b. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
inboard edge the fairing support bracket and adjacent lower stringer base flange, extending to a point
6.5 inches (165 mm) or more beyond the inboard most forward fastener that attaches the fairing support
bracket to the lower stringer and to the lower skin panel.
c. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the radius
filler and adjacent lower stringer base flange, inboard of Rib 13, extending to the outboard edge of the
sealant on the fairing support bracket and adjacent lower stringer base flange.
d. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the inboard
edge the fairing support bracket and adjacent lower stringer base flange, extending to a point 6.5 inches
(165 mm) or more beyond the inboard most aft fastener that attaches the fairing support bracket to the
lower stringer and to the lower skin panel.
7. For lower stringer 15:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
lower rib chord of Rib 13 and adjacent stringer base flange, extending to a point 6.5 inches (165 mm) or
more beyond the outboard most aft fastener that attaches the lower stringer to the lower skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the backup
fitting, lower rib chord of Rib 13, and adjacent stringer base flange, extending to a point 6.5 inches
(165 mm) or more beyond the outboard most aft fastener that attaches the lower stringer to the lower skin
panel.
8. For lower stringer 19 between Rib 18 and Rib 19:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
radius filler and adjacent lower stringer base flange, inboard of Rib 19 extending to a point 6.5 inches
(165 mm) or more beyond the inboard most forward fastener that attaches the lower stringer to the lower
skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the radius
filler and adjacent lower stringer base flange, inboard of Rib 19 extending to a point 6.5 inches (165 mm) or
more beyond the inboard most aft fastener that attaches the lower stringer to the lower skin panel.
(Continued on next page)

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28-AWL-128, Lower Skin Panel to Lower Stringer Edge Sealant Application, Continued
Continued
9. For lower stringer 12 between Rib 28 and Rib 29:
a. An edge seal is applied along the forward edge of the lower stringer base flange from the sealant on the
radius filler and adjacent lower stringer base flange, inboard of Rib 29, extending to a point 6.5 inches
(165 mm) or more beyond the inboard most forward fastener that attaches the lower stringer to the lower
skin panel.
b. An edge seal is applied along the aft edge of the lower stringer base flange from the sealant on the radius
filler and adjacent lower stringer base flange, inboard of Rib 29, extending to a point 6.5 inches (165 mm) or
more beyond the inboard most aft fastener that attaches the lower stringer to the lower skin panel.

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28-AWL-129 CDCCL N/A 787-8 Upper Skin Panel to Upper Panel Stiffener Edge Sealant Application
Concern: Inadequate installation of sealant could result in the potential for arcing or sparking to occur within the
fuel tanks.
If any of the sealant applied to the edges of the upper panel stiffeners or the adjacent upper rib chord at the
locations listed in step 1 is removed and replaced, the design features in steps 2 through 6 must be verified for that
location (refer to Boeing AMM B787-A-28-11-00-29A-664A-A):
1. The following are the applicable sealant application locations:
a. For airplanes Line Numbers 55 and on, Upper Panel Stiffener 3 between Rib 8 and Rib 9.
b. Upper Panel Stiffener 4 between Rib 10 and Rib 11.
c. Upper Panel Stiffener 6 between Rib 13 and Rib 14.
d. Upper Panel Stiffener 7 between Rib 15 and Rib 16.
2. An edge seal is applied along the forward edge of the upper panel stiffener base flange extending from the
outboard edge of the upper panel stiffener base flange to a point 6.5 inches (165 mm) or more beyond the
inboard most forward fastener that attaches the upper panel stiffener to the upper skin panel.
3. An edge seal is applied along the aft edge of the upper panel stiffener base flange extending from the outboard
edge of the upper panel stiffener base flange to a point 6.5 inches (165 mm) or more beyond the inboard most
aft fastener that attaches the upper panel stiffener to the upper skin panel.
4. An edge seal is applied along the outboard edge of the upper panel stiffener base flange, extending from the
sealant on the forward edge of the base flange to the sealant on the aft edge of the base flange.
5. An edge seal is applied along the outboard double edge of the upper panel stiffener vertical flange extending
from the edge seal applied to the outboard edge of the upper panel stiffener base flange along the full length of
the flange.
6. A fillet seal is applied along the edge of the joint between the upper skin panel and the upper rib chord adjacent
to the outboard edge of the upper panel stiffener base flange.

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ATA 29

AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

29-AWL-01 CDCCL N/A ALL Hydraulic System Heat Exchanger

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
Mitigation: When re-installing or replacing the Hydraulic System Heat Exchanger, the following design features
must be maintained (refer to Boeing AMMs B787-A-29-11-07-00A-720A-A, B787-A-29-11-07-01A-720A-A, and
B787-A-29-11-07-02A-720A-A):
1. The surfaces of the heat exchanger and shim are prepared for electrical bonding (applicable to Line Numbers
4 - 89 only):
a. Bare metal mating surfaces where the fasteners (washers or nuts) will install on the heat exchanger
and shim.
b. Solvent cleaned mating surfaces where the fasteners (washers or nuts) will install on the heat exchanger
and shim.
c. Solvent cleaned mating surfaces of the bolts, washers, and nuts.
2. Wet install the fasteners (bolts, washers, and nuts) that attach the Heat Exchanger to the bracket (applicable to
787-8 only).
3. The brackets the heat exchanger installs on shall not be removed, replaced, or altered (including material
makeup or attachment provisions). Contact Boeing for removal and re-installation of the brackets.
4. The head of the bolts that attach the Heat Exchanger to the brackets are torqued to 80 +/- 2 in.-lb.
(9.0 +/- 0.2 N-m).
5. Sealant comes out in a continuous circle around the bolts, washers and nuts as they are being installed
(applicable to 787-8 only).
6. A brushcoat of sealant is applied to the bolts, washers and nuts that attach the Heat Exchanger to the brackets
(applicable to Line Numbers 4 - 89 only).
7. The electrical bonding resistance between the heat exchanger and each hydraulic tube is less than 0.003 ohm
(3 milliohms).

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29-AWL-02 CDCCL N/A ALL Hydraulic Tube and Fittings Replacement and Repairs
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
1. If a hydraulic system tube or fitting installed within a fuel tank is removed, reinstalled, replaced, or repaired or
altered, the following design features must be verified (refer to Boeing AMMs B787-A-20-10-09-05A-663A-A and
B787-A-20-10-09-03A-340A-A):
a. Re-installation, replacement, repair, or alteration of hydraulic bulkhead fittings (excluding hydraulic
bulkhead isolators) is prohibited.
b. The existing tube bends, tube routing, and tube clamping are maintained.
c. The tube to tube separation for the hydraulic tube being installed is verified to be not less than the minimum
separations identified below:
i. A minimum separation of 2.50 inches (63.5 mm) in the radial direction from the tube being installed to
an adjacent fuel/NGS tube is required.
ii. A minimum separation of 1.50 inches (38.1 mm) in the radial direction from the tube being installed to
an adjacent hydraulic tube is required.
d. The tube to structure separation for the hydraulic tube being installed is verified to be not less than the
minimum separations identified below:
i. In the radial direction, at a tubing support location, a minimum separation of 0.58 inch (14.8 mm) from
the tube being installed to the supporting structure is required.
ii. In the radial direction, a minimum separation of 1.50 inches (38.1 mm) from the tube being installed to a
wing skin panel, stringer base flanges, or spar chords, including skin penetrating fasteners, is required.
iii. In the radial direction, at locations 3.00 inches (76.2 mm) or more axially away from a tubing support
location, a minimum separation of 1.25 inches (31.8 mm) from the tube being installed to adjacent
structure is required.
iv. In the radial direction, at locations less than 3.00 inches (76.2 mm) axially away from a tubing support
location, a minimum separation of 1.10 inches (28.0 mm) in the radial direction from the tube being
installed to adjacent structure is required.
e. In the axial direction, the minimum separation from a fitting on the hydraulic tube being installed to clamps,
brackets, Electromagnetic Effects (EME) sleeves, or other structure is verified to be 2.50 inches (63.5 mm)
or more.

(Continued on next page)

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29-AWL-02, Hydraulic Tube and Fittings Replacement and Repairs, Continued

Continued
2. If a hydraulic system tube or fitting installed within the wing leading or trailing edges is removed, reinstalled,
replaced, or repaired or altered, the minimum separation from the Hydraulic tube being installed to the upper
and lower wing skins of the wing leading and trailing edge is verified to be 0.50 inch (12.7 mm) or more (refer to
Boeing AMM B787-A-20-10-09-03A-340A-A).
NOTE: Where noted above, separations to or from "tube(s)" includes the couplings and fittings installed
onto the tubing.
NOTE: Where noted above, separations to or from "structure" includes primary structure, secondary structure (e.g.
brackets), fasteners installed in primary and secondary structure, and sealant applied to primary and
secondary structure and fasteners.
NOTE: The requirements for electrical bonding resistance verification between tubes and other tubes or fittings are
contained in 20-AWL-01.
Any maintenance, preventative maintenance, repair, or alteration that does not comply with the requirements
identified in Steps 1 and 2 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:
• Boeing Structural Repair Manual (SRM) procedures, and/or
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;
where all the required procedures that relate to the new or altered hydraulic tubing 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 29-AWL-02 provided the
repair or alteration is accomplished in accordance with these instructions.”

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47-AWL-01 CDCCL N/A ALL Nitrogen Generation System (NGS) Isolation Valve Actuator
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If an Isolation Valve Actuator (NGS) is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-47-21-01-00A-720A-A):
1. A fay surface bond sealed with corrosion inhibiting compound is installed between the actuator and the adapter.
2. With one or both ends of each bonding jumper disconnected, and the electrical connector disconnected from the
actuator, the electrical bonding resistance between the actuator and the adapter is less than 0.001 ohm
(1 milliohm).
3. Two bonding jumpers are installed between the actuator and structure.
a. If a bonding jumper is disconnected from structure, the following design features must be verified:
i. The bonding jumper terminal is attached to structure with a fay sealed ground stud assembly.
ii. Prior to attaching the bonding jumper to the actuator, the electrical bonding resistance between the
bonding jumper terminal and structure is less than 0.0009 ohm (0.9 milliohm).
iii. The bonding jumper terminal and ground stud assembly are encapsulated in sealant (SLT4 or SLT6).
b. Each bonding jumper terminal is attached to the actuator with a fay sealed ground stud assembly, it is
acceptable to not apply sealant to the fastener threads.
c. The electrical bonding resistance between each bonding jumper terminal and the actuator is less than
0.0009 ohm (0.9 milliohm).
d. Each bonding jumper terminal and the ground stud assembly attached to the actuator are encapsulated in
sealant (SLT4 or SLT6).

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47-AWL-02 CDCCL N/A 787-8 NGS Isolation Valve Body and Driveshaft
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If an NGS Isolation Valve Body or Driveshaft is removed and reinstalled or replaced, the following design features
must be verified (refer to Boeing AMM B787-A-47-21-02-00A-720A-A):
1. If a driveshaft is removed and reinstalled or replaced, the following design features must be verified:
a. A fastener spot bond is installed between the head of each fastener and the doubler.
b. Corrosion Inhibiting Compound is applied to each O-ring as the lubricant.
c. Wet install each fastener, it is acceptable to not apply sealant to the fastener threads.
d. The electrical bonding resistance between the head of each fastener and the doubler is less than
0.0010 ohm (1.0 milliohm).
e. A Type 2 fillet seal is applied along the edge of the joint between the driveshaft and the spar.
2. For the left and right wing installations, if a valve body is removed and reinstalled or replaced, the following
design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. The fastener is installed in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fillet sealed fay surface bond is installed between the valve body and the rib.
c. A fastener spot bond is installed between the tail of each fastener and the valve body (applicable to Line
Numbers 4 - 54 if not installing P/N7012060H02; and Line Numbers 55 and subsequent).
d. Wet install each fastener.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the valve body and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the tail of each fastener and the valve body is less than
0.0015 ohm (1.5 milliohms) (applicable to Line Numbers 4 - 54 if not installing P/N7012060H02; and
Line Numbers 55 and subsequent).
h. Pre-cured sealant caps are applied to the tail of each fastener.
i. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the rib, on the outboard
side of the rib.
(Continued on next page)

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47-AWL-02, NGS Isolation Valve Body and Driveshaft, Continued

Continued j. An injection seal is applied between the valve body and the rib, on the inboard side of the rib (applicable to
Line Numbers 4 - 6).
k. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the rib, on the inboard
side of the rib, filling the clearance between the valve body and the rib (applicable to Line Numbers 7 and
subsequent).
3. For the center wing installation, if a valve body is removed and reinstalled or replaced, the following design
features must be verified:
a. A fay surface bond sealed with Corrosion Inhibiting Compound is installed between the valve body and the
bulkhead fitting.
b. Corrosion Inhibiting Compound is applied to the O-ring as the lubricant.
c. Wet install the head of each fastener.
d. The electrical bonding resistance between the valve body and the bulkhead fitting is less than 0.0005 ohm
(0.5 milliohm).
e. A brushcoat seal is applied to the head of each fastener.
f. A Type 2 fillet seal is applied along the edge of the joint between the valve body and the bulkhead fitting.

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47-AWL-03 CDCCL N/A ALL Nitrogen Generation System (NGS) Supply Transport Elements
Concern: Potential for arcing or sparking inside the tank due to insufficient, or a degradation of, electrical continuity
as a result of improper surface preparation, improper fastener installation, or improper sealing, or from insufficient
separation from tubing installations to other systems installations or from tubing to structure.
If the NGS Supply Transport Elements (tubes, clamps, fittings, isolators, couplings, EME sleeves, etc.) are
removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM
B787-A-47-21-03-00A-720A-A):
1. For 787-8 airplanes, if the tube at Rib 2 in the right wing that mates to the Check Valve and Bracket was
removed and reinstalled or replaced, the following design features must be verified:
a. If the head of a fastener is removed from the rib and doubler, the following design features must be verified:
i. For airplanes Line Numbers 7 and on, an interference-fit fastener bond through the fastener is installed
between the rib and the doubler.
ii. The fastener is installed with an interference-fit in the rib and doubler in accordance with Boeing SRM
51-41-05.
iii. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the rib and the doubler
is less than 0.0005 ohm (0.5 milliohm).
iv. For airplanes Line Numbers 6-173, a pre-cured sealant cap is applied to the head of the fastener.
b. Each fastener is wet installed.
c. The tail of each fastener is installed in accordance with Boeing SRM 51-43-05.
2. For 787-8 airplanes, if either the Y-tube or forward NGS tube in the right wing at Rib 2 is removed and reinstalled
or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the Y-tube flange and the NGS supply tube flange.
b. A clearance-fit fastener bond is installed between the head of each fastener and the Y-tube flange.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the NGS supply tube flange.
d. Each fastener is wet installed.
e. The tail of each fastener that attaches the Y-tube to the NGS supply tube is torqued to 35 +/- 1 in.-lb.
(4.0 +/- 0.1 N-m).
f. The electrical bonding resistance between the Y-tube flange and the NGS supply tube flange is less than
0.0005 ohm (0.5 milliohm).

(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued
3. For 787-8 airplanes, if the loop tubes inboard of Rib 32 that mate to the In-Line Check Valve were removed and
reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the tube flange and the bracket.
b. A clearance-fit fastener bond is installed between the head of each fastener and the tube flange.
c. Each fastener is wet installed.
d. For airplane Line Number 6, the head of each fastener that attaches the tube assembly to the bracket is
torqued to 35 +/- 1 in.-lb (4.0 +/- 0.1 N-m).
e. For airplanes Line Numbers 7 and on, the head of each inboard fastener that attaches the tube assembly to
the bracket is torqued to 30 +/- 1 in.-lb (3.4 +/- 0.1 N-m).
f. For airplanes Line Numbers 7 and on, the head of each outboard fastener that attaches the tube assembly
to the bracket is torqued to 35 +/- 1 in.-lb (4.0 +/- 0.1 N-m).
g. The electrical bonding resistance between the tube assembly and the bracket is less than 0.0005 ohm
(0.5 milliohm).
h. Pre-cured sealant caps are applied to the head of each fastener.
4. For airplanes 787-9, Line Numbers 126-478, if the loop tubes inboard of Rib 32 that mate to the In-Line Check
Valve were removed and reinstalled or replaced, the following design features must be verified:
a. For airplanes Line Numbers 126-229, a fillet sealed fay surface bond is installed between the tube
assembly and the bracket.
b. For airplanes Line Numbers 236 and on, a fay sealed fay surface bond is installed between the tube
assembly and the bracket.
c. A clearance-fit fastener bond is installed between the head of each fastener and the bracket.
d. A clearance-fit fastener bond is installed between the tail of each fastener and the tube assembly.
e. Each fastener is wet installed.
f. Each fastener is installed in accordance with Boeing SRM 51-41-05.
g. The electrical bonding resistance between the tube assembly and the bracket is less than 0.0005 ohm
(0.5 milliohm).
h. The electrical bonding resistance between the head of each fastener and the bracket is less than
0.0010 ohm (1.0 milliohm).
i. The electrical bonding resistance between the tail of each fastener and the tube assembly is less than
0.0010 ohm (1.0 milliohm).
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued j. Pre-cured sealant caps are applied to the head and tail of each fastener.
k. For airplanes Line Numbers 126-229, a Type 2 fillet seal is applied along the edge of the joint between the
tube assembly and the bracket.
5. For airplanes Line Numbers 35 and on, removal and re-installation, or replacement of the applicable EME
sleeves installed at the locations listed in Step 5.b is permitted:
a. If any of the EME sleeves listed in step 5.b were removed and reinstalled or replaced, the following design
features must be verified:
i. If the head of a fastener that attaches the EME sleeve to the rib is removed from the rib, the fastener is
installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. The tail of each fastener is installed in accordance with Boeing SRM 51-43-05.
b. EME Sleeves:
i. Rib 8.
ii. Rib 10.
iii. For 787-9 or 787-10 airplanes, Rib 27.
6. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if the bulkhead isolator at the right wing SOB
Rib was removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead isolator.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead isolator or the rib.
e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead isolator or the rib.
f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with Boeing SRM 51-41-05.
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued h. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
j. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead isolator is less than 0.0005 ohm (0.5 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead isolator or the rib is less than 0.0010 ohm (1.0 milliohm).
l. For airplanes 787-8, Line Numbers 7 and on, the electrical bonding resistance between the tail of each
fastener and the bulkhead isolator or the rib is less than 0.0015 ohm (1.5 milliohms).
m. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bulkhead
isolator or the rib is less than 0.0010 ohm (1.0 milliohm).
n. Pre-cured sealant caps are applied to the head and tail of each fastener.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
inboard side of the rib.
p. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead isolator and the rib, on the
outboard side of the rib.
7. For airplanes 787-9, Line Numbers 690 and on, if the bulkhead isolator at the right wing SOB Rib was removed
and reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead isolator or the
rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator or the
rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the bulkhead isolator or the rib is
less than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator or the rib is
less than 0.0010 ohm (1.0 milliohm).
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued i. Pre-cured sealant caps are applied to the head and tail of each fastener.
8. For 787-10 airplanes, if the bulkhead isolator at the right wing SOB Rib was removed and reinstalled or
replaced, the following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. A clearance-fit fastener bond is installed between the head of the fastener and the rib.
ii. The fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead isolator and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead isolator.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead isolator and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the tail of each fastener and the bulkhead isolator is less than
0.0010 ohm (1.0 milliohm).
h. Pre-cured sealant caps are applied to the tail of each fastener.
9. For 787-8 airplanes; or airplanes 787-9, Line Numbers 126-689; if the bulkhead fitting at the left wing Side-of-
Body (SOB) Rib was removed and reinstalled or replaced, the following design features must be verified:
a. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
b. For airplane Line Number 6, a clearance-fit fastener bond is installed between the head of each fastener
and the rib.
c. For airplane Line Number 6, a clearance-fit fastener bond is installed between the tail of each fastener and
the bulkhead fitting.
d. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the bulkhead fitting or the rib.

(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued e. For airplanes Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the bulkhead fitting or the rib.
f. Each fastener is wet installed.
g. For 787-9 airplanes, each fastener is installed in accordance with Boeing SRM 51-41-05.
h. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For airplane Line Number 6, the electrical bonding resistance between the head of each fastener and the rib
is less than 0.0005 ohm (0.5 milliohm).
j. For airplane Line Number 6, the electrical bonding resistance between the tail of each fastener and the
bulkhead fitting is less than 0.0005 ohm (0.5 milliohm).
k. For airplanes Line Numbers 7 and on, the electrical bonding resistance between the head of each fastener
and the bulkhead fitting or the rib is less than 0.0010 ohm (1.0 milliohm).
l. For airplanes 787-8, Line Numbers 7 and on, the electrical bonding resistance between the tail of each
fastener and the bulkhead fitting or the rib is less than 0.0015 ohm (1.5 milliohms).
m. For 787-9 airplanes, the electrical bonding resistance between the tail of each fastener and the bulkhead
fitting or the rib is less than 0.0010 ohm (1.0 milliohm).
n. Pre-cured sealant caps are applied to the head and tail of each fastener.
o. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
p. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.
10. For airplanes 787-9, Line Numbers 690 and on, if the bulkhead fitting at the left wing Side-of-Body (SOB) Rib
was removed and reinstalled or replaced, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the bulkhead fitting or the
rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting or the rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued g. The electrical bonding resistance between the head of each fastener and the bulkhead fitting or the rib is
less than 0.0010 ohm (1.0 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting or the rib is less
than 0.0010 ohm (1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
11. For 787-10 airplanes, if the bulkhead fitting at the left wing Side-of-Body (SOB) Rib was removed and reinstalled
or replaced, the following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. A clearance-fit fastener bond is installed between the head of the fastener and the rib.
ii. The fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting is less than
0.0010 ohm (1.0 milliohm).
h. Pre-cured sealant caps are applied to the tail of each fastener.
12. For 787-8 airplanes, if the bulkhead fitting at the right wing Rib 2 was removed and reinstalled or replaced, the
following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. An interference-fit fastener bond is installed between the fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and rib is less than 0.0005 ohm
(0.5 milliohm).
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A clearance-fit fastener bond is installed between the tail of each fastener and the bulkhead fitting.
c. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
d. The electrical bonding resistance between the tail of each fastener and the bulkhead fitting is less than
0.0015 ohm (1.5 milliohms).
e. Pre-cured sealant caps are applied to the tail of each fastener.
f. For airplanes Line Numbers 90 and on, an injection seal or prepack seal is applied between the bulkhead
fitting and the rib.
13. If the bulkhead fitting at Rib 9 was removed and reinstalled or replaced, the following design features must be
verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fillet sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. For airplanes 787-8, Line Numbers 7 and on, a clearance-fit fastener bond is installed between the tail of
each fastener and bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
inboard side of the rib.
i. A Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting and the rib, on the
outboard side of the rib.

(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued
14. For airplanes Line Numbers 6-689, if the bulkhead fitting at Rib 21 was removed and reinstalled or replaced, the
following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the
bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. Pre-cured sealant caps are applied to the tail of each fastener.
h. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the inboard side of the rib.
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the outboard side of the rib.
15. For airplanes Line Numbers 690 and on, if the bulkhead fitting at Rib 21 or a fastener on the fitting was removed,
the following design features must be verified:
a. For each removed fastener:
i. An interference-fit fastener bond through the fastener is installed between the bulkhead fitting and the
rib.
ii. The fastener is installed with an interference-fit in the bulkhead fitting and the rib in accordance with
Boeing SRM 51-41-05.
iii. The fastener is wet installed.
b. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued
16. For 787-8 airplanes; or airplanes 787-9 or 787-10, Line Numbers 126-689; if the bulkhead fitting at Rib 31 was
removed and reinstalled or replaced, the following design features must be verified:
a. For 787-8 airplanes, if the head of the fastener that attaches the bulkhead fitting to the rib and vent bracket
is removed from the vent bracket and rib, the following design features must be verified:
i. For airplanes Line Numbers 6-107, a clearance-fit fastener bond is installed between the head of the
fastener and the vent bracket.
ii. For airplanes Line Numbers 108 and on, an interference-fit fastener bond is installed between the
fastener and the vent bracket.
iii. For airplanes Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
iv. For airplanes Line Numbers 6-107, the fastener is installed to the vent bracket in accordance with
Boeing SRM 51-41-05.
v. For airplanes Line Numbers 108 and on, the fastener is installed with an interference-fit to the vent
bracket in accordance with Boeing SRM 51-41-05.
vi. The fastener is installed with an interference-fit to the rib in accordance with Boeing SRM 51-41-05.
vii. For airplanes Line Numbers 108 and on, the electrical bonding resistance between the vent bracket and
the rib is less than 0.0005 ohm (0.5 milliohm).
viii. A pre-cured sealant cap is applied to the head of the fastener.
b. If the head of a fastener that only attaches the bulkhead fitting to the rib is removed from the rib, the
following design features must be verified:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
c. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
d. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the
bulkhead fitting.
e. Each fastener is wet installed.
f. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
(Continued on next page)

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47-AWL-03, Nitrogen Generation System (NGS) Supply Transport Elements, Continued

Continued g. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
h. Pre-cured sealant caps are applied to the tail of each fastener.
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the inboard side of the rib.
j. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the outboard side of the rib.
k. For airplanes 787-8, Line Numbers 90 and on, if the minimum distance between the applied pre-cured
sealant caps and the surrounding parts, fasteners, or fastener seal is less than 0.1 inch (2.5 mm), a fillet
seal is applied to fill the clearance between the applied pre-cured sealant caps and the surrounding parts,
fasteners, or fastener seal.
17. For airplanes 787-9 or 787-10, Line Numbers 690 and on, if the bulkhead fitting at Rib 31 or a fastener on the
fitting was removed, the following design features must be verified:
a. For each removed fastener:
i. An interference-fit fastener bond through the fastener is installed between the bulkhead fitting and the
rib.
ii. The fastener is installed with an interference-fit in the bulkhead fitting and the rib in accordance with
Boeing SRM 51-41-05.
iii. The fastener is wet installed.
b. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
18. For 787-8 airplanes, if the tubes noted in Steps 18.a - 18.c were disturbed during maintenance, preventative
maintenance, or alteration the following design features must be verified:
a. If the tubes between Rib 28 and 29 in the left wing were disturbed, the clearance between the tube and the
FQIS wire harness running along Rib 29 is 0.87 inch (22.1 mm) or more.
b. If the tubes between Rib 28 and 29 in the right wing were disturbed, the clearance between the tube and the
FQIS wire harness running along Rib 29 is 0.89 inch (22.6 mm) or more.
c. If the tubes between the SOB Rib and Rib 2 in the right wing were disturbed, the clearance between the
NGS tube and the vent tube is 0.61 inch (15.5 mm) or more.

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47-AWL-04 CDCCL N/A ALL Center Tank Nitrogen Enriched Air (NEA) Jet Pump Ejector
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
potentially result in arcing or sparking within the fuel tanks.
If the Center Tank NEA Jet Pump Ejector is removed and reinstalled or replaced, the following design features
must be verified (refer to Boeing AMM B787-A-47-21-05-00A-720A-A):
1. For 787-8 airplanes, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the jet pump ejector and the rib.
b. For airplanes Line Numbers 6-97, a clearance-fit fastener bond is installed between the head of each
fastener and the jet pump ejector.
c. For airplanes Line Numbers 98 and on, a clearance-fit fastener bond is installed between the head of each
fastener and the jet pump ejector or the rib.
d. For airplanes Line Numbers 6-97, a clearance-fit fastener bond is installed between the tail of each fastener
and the rib.
e. For airplanes Line Numbers 98 and on, a clearance-fit fastener bond is installed between the tail of each
fastener and the jet pump ejector or the rib.
f. Each fastener is wet installed.
g. The electrical bonding resistance between the jet pump ejector and the rib is less than 0.0005 ohm
(0.5 milliohm).
h. For airplanes Line Numbers 6-97:
i. The electrical bonding resistance between the head of each fastener and the jet pump ejector is less
than 0.0005 ohm (0.5 milliohm).
ii. For airplanes Line Numbers 6-64, 66, or 90 and on, the electrical bonding resistance between the tail of
each fastener and the rib is less than 0.0005 ohm (0.5 milliohm).
iii. For airplanes Line Numbers 65 or 67-89, the electrical bonding resistance between the tail of each
fastener and the rib is less than 0.0010 ohm (1.0 milliohm).
i. For airplanes Line Numbers 98-125:
i. The electrical bonding resistance between the head of each fastener and the jet pump ejector or the rib
is less than 0.0010 ohm (1.0 milliohm).
ii. The electrical bonding resistance between the tail of each fastener and the jet pump ejector or the rib is
less than 0.0015 ohm (1.5 milliohms).
(Continued on next page)

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47-AWL-04, Center Tank Nitrogen Enriched Air (NEA) Jet Pump Ejector
Continued j. For airplanes Line Numbers 127 and on:
i. The electrical bonding resistance between the head of each fastener and the jet pump ejector or the rib
is less than 0.0005 ohm (0.5 milliohm).
ii. The electrical bonding resistance between the tail of each fastener and the jet pump ejector or the rib is
less than 0.0010 ohm (1.0 milliohm).
k. Pre-cured sealant caps are applied to the head and tail of each fastener.
l. A Type 2 fillet seal is applied along the edge of the joint between the jet pump ejector and the rib, on the
inboard side of the rib.
m. A Type 2 fillet seal is applied along the edge of the joint between the jet pump ejector and the rib, on the
outboard side of the rib.
2. For 787-9 airplanes, the following design features must be verified:
a. A fay sealed fay surface bond is installed between the jet pump ejector and the rib.
b. A clearance-fit fastener bond is installed between the head of each fastener and the jet pump ejector.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the rib.
d. Each fastener is wet installed.
e. Each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the jet pump ejector and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the head of each fastener and the jet pump ejector is less than
0.0005 ohm (0.5 milliohm).
h. The electrical bonding resistance between the tail of each fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
i. Pre-cured sealant caps are applied to the head and tail of each fastener.
j. For airplanes Line Numbers 126-689, a Type 2 fillet seal is applied along the edge of the joint between the
jet pump ejector and the rib, on the inboard side of the rib.
k. For airplanes Line Numbers 126-689, a Type 2 fillet seal is applied along the edge of the joint between the
jet pump ejector and the rib, on the outboard side of the rib.

(Continued on next page)

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47-AWL-04, Center Tank Nitrogen Enriched Air (NEA) Jet Pump Ejector, Continued
Continued
3. For 787-10 airplanes, the following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. A clearance-fit fastener bond is installed between the head of the fastener and the rib.
ii. The fastener is installed with an interference-fit in the rib in accordance with Boeing SRM 51-41-05.
iii. The electrical bonding resistance between the head of the fastener and the rib is less than 0.0010 ohm
(1.0 milliohm).
iv. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the jet pump ejector and the rib.
c. A clearance-fit fastener bond is installed between the tail of each fastener and the jet pump ejector.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the jet pump ejector and the rib is less than 0.0005 ohm
(0.5 milliohm).
g. The electrical bonding resistance between the tail of each fastener and the jet pump ejector is less than
0.0010 ohm (1.0 milliohm).
h. Pre-cured sealant caps are applied to the tail of each fastener.

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47-AWL-05 CDCCL N/A ALL Nitrogen Generation System (NGS) Distribution Transport Elements
Concern: Potential for arcing or sparking to occur within the fuel tanks due to insufficient, or a degradation of
electrical continuity as a result of improper surface preparation, improper fastener installation, or improper sealing,
or from insufficient separation from tubing installations to other systems installations or from tubing to structure.
If the NGS Distribution Transport Elements (fittings, clamps, couplings, isolators, piccolo tubes, EME sleeves, etc.)
are removed and reinstalled or replaced, the following design features must be verified (refer to Boeing AMM
B787-A-47-21-06-00A-720A-A):
1. For 787-8 airplanes; or airplanes 787-9 or 787-10, Line Numbers 126-644; if the tube installed at Rib 11 was
removed and reinstalled or replaced, the following design features must be verified:
a. If the head of the fastener is removed from the rib, the following design features must be verified:
i. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. A pre-cured sealant cap is applied to the head of the fastener.
b. The inboard end of the tube is pointed down and aft.
c. For 787-8 airplanes, a fillet sealed fay surface bond is installed between the tube flange and the rib.
d. For 787-9 or 787-10 airplanes, a fay sealed fay surface bond is installed between the tube flange and the
rib.
e. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the tube
flange.
f. For airplanes 787-8, Line Numbers 6-34; or for 787-9 or 787-10 airplanes; each fastener is wet installed.
g. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
h. The electrical bonding resistance between the tube flange and the rib is less than 0.0005 ohm
(0.5 milliohm).
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the tube flange and
rib, on the inboard side of the rib.
j. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the tube flange and
rib, on the outboard side of the rib.
k. Pre-cured sealant caps are applied to the tail of each fastener.
2. For airplanes 787-9 or 787-10, Line Numbers 645 and on, if the tube between Ribs 10 and 11 was removed and
reinstalled or replaced, verify that the inboard end of the tube is pointed down and aft.

(Continued on next page)

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47-AWL-05, Nitrogen Generation System (NGS) Distribution Transport Elements, Continued

Continued
3. Removal and re-installation, or replacement of the applicable EME sleeves installed at the locations listed in
Step 3.b is permitted:
a. If any of the EME sleeves listed in step 3.b were removed and reinstalled or replaced, the following design
features must be verified:
i. If the head of a fastener that attaches the EME sleeve to the rib is removed from the rib, the fastener is
installed with an interference-fit in accordance with Boeing SRM 51-41-05.
ii. The tail of each fastener is installed in accordance with SRM 51-43-05.
b. EME Sleeves:
i. For airplanes Line Numbers 35 and on: Rib 10
ii. For airplanes 787-9 or 787-10, Line Numbers 645 and on: Rib 11
iii. For airplanes Line Numbers 35 and on: Rib 15
iv. For airplanes 787-8, Line Numbers 234 and on: Rib 18
v. For airplanes Line Numbers 35 and on: Rib 24
vi. For airplanes 787-8, Line Numbers 234 and on: Rib 27
4. For airplanes Line Numbers 6-689, if the bulkhead fitting at Rib 21 was removed and reinstalled or replaced, the
following design features must be verified:
a. If the head of a fastener is removed from the rib, the following design features must be verified:
i. For airplanes 787-8, Line Numbers 35 and on, an interference-fit fastener bond is installed between the
fastener and the rib.
ii. The fastener is installed with an interference-fit in accordance with Boeing SRM 51-41-05.
iii. A pre-cured sealant cap is applied to the head of the fastener.
b. A fay sealed fay surface bond is installed between the bulkhead fitting and the rib.
c. For 787-8 airplanes, a clearance-fit fastener bond is installed between the tail of each fastener and the
bulkhead fitting.
d. Each fastener is wet installed.
e. The tail of each fastener is installed in accordance with Boeing SRM 51-41-05.
f. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm (0.5
milliohm).
(Continued on next page)

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47-AWL-05, Nitrogen Generation System (NGS) Distribution Transport Elements, Continued

Continued g. Pre-cured sealant caps are applied to the tail of each fastener.
h. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the inboard side of the rib.
i. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the bulkhead fitting
and the rib, on the outboard side of the rib.
5. For airplanes Line Numbers 690 and on, if the bulkhead fitting at Rib 21 or a fastener on the fitting was removed
and reinstalled or replaced, the following design features must be verified:
a. For each removed fastener:
i. An interference-fit fastener bond through the fastener is installed between the bulkhead fitting and the
rib.
ii. The fastener is installed with an interference-fit in the bulkhead fitting and the rib in accordance with
Boeing SRM 51-41-05.
iii. The fastener is wet installed.
b. The electrical bonding resistance between the bulkhead fitting and the rib is less than 0.0005 ohm
(0.5 milliohm).
6. For 787-8 airplanes, if the tubes noted in steps 6.a - 6.b were disturbed during maintenance, preventative
maintenance, or alteration the following design features must be verified:"
a. If the tube between Ribs 28 and 29 was disturbed, the distance between the tube and the FQIS wire
harness running parallel to Rib 29 is 0.89 inch (22.6 mm) or more.
b. If the tube between Ribs 11 and 12 was disturbed, the distance between the tube and the fuel height sensor
on Rib 12 is 0.75 inch (19.1 mm) or more.

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47-AWL-06 CDCCL N/A ALL NGS Isolation Valve Adapter

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a NGS Isolation Valve Adapter is removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-47-21-13-00A-720A-A):
1. A fay surface bond sealed with corrosion inhibiting compound is installed between the adapter and the doubler.
2. Corrosion Inhibiting Compound is applied to the O-ring as the lubricant.
3. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
4. The electrical bonding resistance between the adapter and the doubler is less than 0.0005 ohm (0.5 milliohm).
5. A Type 2 fillet seal is applied along the edge of the joint between the adapter and the doubler.

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47-AWL-07 CDCCL N/A ALL Nitrogen Generation System (NGS) Spar Mounted Check Valve
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If the NGS Spar Mounted Check Valve is removed and reinstalled or replaced, the following design features must
be verified (refer to Boeing AMM B787-A-47-22-01-00A-720A-A):
1. If the insulator bushing was removed:
a. An injection seal is applied between the insulator bushing and the doubler and the spar, on the outside of
the tank.
b. A Type 2 fillet seal is applied along the edge of the joint between the insulator bushing and the doubler, on
the inside of the tank.
2. If the insulator bushing was not removed:
a. Verify the following at the specified sealant applications in Step 2.b:
i. The sealant is not missing.
ii. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion
check).
iii. The sealant does not come loose between the sealant and the part or structure during a sealant
adhesion check.
b. Sealant Applications:
i. The injection seal applied between the insulator bushing and the doubler and the spar, on the outside of
the tank.
ii. The Type 2 fillet seal applied along the edge of the joint between the insulator bushing and the doubler,
on the inside of the tank.
3. Each fastener is wet installed, it is acceptable to not apply sealant to the fastener threads.
4. The head of each fastener is torqued to 30 +/- 1 in.-lb (3.4 +/- 0.1 N-m).

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47-AWL-08 CDCCL N/A ALL Nitrogen Enriched Air (NEA) In-Line Check Valve
Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If an In-Line Check Valve is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-47-22-02-00A-720A-A):
1. Main Tank In-line Check Valve:
a. For 787-8 airplanes, a fillet sealed fay surface bond is installed between the check valve and the tube
flange.
b. For 787-9 or 787-10 airplanes, a fay surface bond is installed between the check valve and the tube flange.
c. The electrical bonding resistance between the check valve and the tube flange is less than 0.0005 ohm
(0.5 milliohm).
d. For 787-8 airplanes, a Type 2 fillet seal is applied along the edge of the joint between the check valve and
the tube flange.
e. For 787-9 or 787-10 airplanes, a brushcoat seal is applied along the joint between the check valve and the
tube flange.
f. A brushcoat seal is applied to the head and tail of each fastener.
2. For 787-8 airplanes, Center Tank In-Line Check Valve at Right Wing Rib 2:
a. A fillet sealed fay surface bond is installed between the check valve and the tube flange.
b. Each fastener is wet installed.
c. The electrical bonding resistance between the check valve and the tube flange is less than 0.0005 ohm
(0.5 milliohm).
d. A Type 2 fillet seal is applied along the edge of the joint between the check valve and the tube flange.
e. A brushcoat seal is applied to the tail of each fastener.
3. For 787-9 or 787-10 airplanes, Center Tank In-Line Check Valve at the Right SOB Rib.
a. A fay surface bond is installed between the check valve and the tube flange.
b. The electrical bonding resistance between the check valve and the tube flange is less than 0.0005 ohm
(0.5 milliohm).
c. A brushcoat seal is applied along the joint between the check valve and the tube flange.
d. A brushcoat seal is applied to the head and tail of each fastener.

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47-AWL-09 CDCCL N/A ALL NGS Motor Driven Compressor

DELETED

47-AWL-10 CDCCL N/A ALL Vent System Repairs

Concern: Potential for arcing or sparking inside of the fuel tanks due to insufficient bonding within the ground
electrical path or from insufficient separation, from tubing installations to other tubing installations or from tubing to
structure. In addition, changes to, or modifications of, the airplane fuel tank vent system could result in an increase
of fuel tank flammability.
Any repair or alteration to fuel tank vent system installations (tube routing, number of connections, types of
connections, attachment points to structure, introduction of alternate air entry/exit paths, etc) 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:
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;
where all the required procedures that relate to the new or altered vent system installations 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 47-AWL-10 provided the
repair or alteration is accomplished in accordance with these instructions.”

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47-AWL-11 CDCCL N/A ALL Nitrogen Enriched Air (NEA) Distribution System Modifications
Concern: Potential for arcing or sparking inside of the fuel tank from tubing installations to other tubing installations
or from tubing to structure due to insufficient bonding within the ground electrical path or from insufficient
separation. In addition, changes to, or modifications of, the NEA distribution system design could result in an
increase of fuel tank flammability.
Any repair or alteration to NEA distribution system installations (tube routing, number of connections, types of
connections, attachment points to structure, etc) 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:
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;
where all the required procedures that relate to the new or altered NEA distribution system installations 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 47-AWL-11
provided the repair or alteration is accomplished in accordance with these instructions.”

47-AWL-12 CDCCL N/A ALL NGS 1 Inch Remote Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1 inch remote valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 47-21-01) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the mounting face
and the end retainer connection is 0.0025 ohm (2.5 milliohms) or less.
b. With a power supply providing 0.10 A ± 5 mA, and an applied torque of 4.75 to 5.25 lbf-in (0.54 to 0.59 N-m)
on the female spline end, the electrical bonding resistance between the mounting face and the female
spline drive is 10 ohms or less.
c. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle is 100 ohms or less.

(Continued on next page)

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47-AWL-12, NGS 1 Inch Remote Valve Design Features, Continued

Continued
2. If the lacquer seal at a bonding interface listed in Step 2.a is removed, verify the following in Steps 2.b and 2.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. First end retainer and valve body.
ii. Second end retainer and valve body.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end retainers or an associated fastener was removed and reinstalled or replaced, verify that each fastener
that was removed is torqued between 16 and 18 lbf-in (1.81 and 2.03 N-m).

47-AWL-13 CDCCL N/A ALL 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 in accordance with Title 14 CFR Part 25, Appendix M. Boeing will monitor U.S. descent statistics and if
necessary to maintain compliance, will publish service 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.

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47-AWL-14 CDCCL N/A 787-9/10 NGS Isolation Valve

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, could
result in the potential for arcing or sparking to occur within the fuel tanks.
If a NGS Isolation Valve is removed and reinstalled or replaced, the following design features must be verified
(refer to Boeing AMM B787-A-47-21-14-00A-720A-A):
1. Corrosion Inhibiting Compound is applied to each O-ring as the lubricant.
2. A fastener spot bond is installed between the head of each fastener and doubler.
3. Each fastener is wet installed, it is acceptable to not apply sealant to the threads.
4. The electrical bonding resistance between the head of each fastener and the doubler is less than 0.0010 ohm
(1.0 milliohm).
5. A Type 2 fillet seal is applied along the edge of the joint between the valve and structure.

47-AWL-15 CDCCL N/A ALL NGS 1.5 Inch Remote Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1.5 inch remote valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 47-21-06) prior to reinstallation on the aircraft:
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 0.05 A, the electrical bonding resistance between the mounting face
and the end retainer connection is less than 0.0025 ohm (2.5 milliohms).
b. With a power supply providing 0.10 A ± 5 mA, and an applied torque of 4.75 to 5.25 lbf-in (0.54 to 0.59 N-m)
on the female spline end, the electrical bonding resistance between the mounting face and the female
spline drive is less than 10 ohms.
c. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle is less than 100 ohms.

(Continued on next page)

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47-AWL-15, NGS 1.5 Inch Remote Valve Design Features, Continued

Continued
2. If the lacquer seal at a bonding interface listed in Step 2.a is removed, verify the following in Steps 2.b and 2.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. First end retainer and valve body.
ii. Second end retainer and valve body.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If the end retainers or an associated fastener was removed and reinstalled or replaced, verify that each fastener
that was removed is torqued between 16 and 18 lbf-in (1.81 and 2.03 N-m).

47-AWL-16 CDCCL N/A ALL NGS 1 Inch Pedestal Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1 inch pedestal valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 47-21-11) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.0025 ohm
(2.5 milliohms) between:
i. Mounting face and end retainer 1.
ii. Mounting face and end retainer 2.
b. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle is less than 100 ohms.

(Continued on next page)

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47-AWL-16, NGS 1 Inch Pedestal Valve Design Features, Continued

Continued
2. Insulation Test:
a. An electrical insulation test on the pedestal valve assembly is performed by applying 1500 VAC RMS-60 Hz
for a minimum of 60 seconds between the mounting face and the spindle assembly.
b. Verify that there is no evidence of disruptive discharge in the form of leakage current in excess of 0.15 mA.
3. If the lacquer seal at a bonding interface listed in Step 3.a is removed, verify the following in Steps 3.b and 3.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. End retainer 1 and valve body assembly.
ii. End retainer 2 and valve body assembly.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint.
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
4. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. End retainer 1 to valve body: Each fastener is torqued between 10 and 20 lbf-in (1.13 and 2.25 N-m).
b. End retainer 2 to valve body: Each fastener is torqued between 10 and 20 lbf-in (1.13 and 2.25 N-m).

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47-AWL-17 CDCCL N/A ALL NGS 1 ½ Inch Pedestal Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1 ½ inch pedestal valve is removed for overhaul, repair, or bench testing, the following must be verified (refer
to UTC Aerospace Systems (73030) CMM 47-21-13) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance is less than 0.0025 ohm
(2.5 milliohms) between:
i. Mounting face and end retainer 1.
ii. Mounting face and end retainer 2.
b. With a power supply providing 0.10 A ± 5 mA, the electrical bonding resistance between the mounting face
and the bottom spindle is less than 100 ohms.
2. Insulation Test:
a. An electrical insulation test on the pedestal valve assembly is performed by applying 1500 VAC RMS-60 Hz
for a minimum of 60 seconds between the mounting face and the spindle assembly.
b. Verify that there is no evidence of disruptive discharge in the form of leakage current in excess of 0.15 mA.
3. If the lacquer seal at a bonding interface listed in Step 3.a is removed, verify the following in Steps 3.b and 3.c
for the bonding interface where lacquer seal was removed:
a. Applicable bonding interfaces:
i. End retainer 1 and valve body assembly.
ii. End retainer 2 and valve body assembly.
b. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head of each
fastener for that joint.
c. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.

(Continued on next page)

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47-AWL-17, NGS 1 ½ Inch Pedestal Valve Design Features, Continued

Continued
4. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. End retainer 1 to valve body: Each fastener is torqued between 10 and 20 lbf-in (1.13 and 2.25 N-m).
b. End retainer 2 to valve body: Each fastener is torqued between 10 and 20 lbf-in (1.13 and 2.25 N-m).

47-AWL-18 CDCCL N/A ALL NGS 1 ½ Inch Check Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1 ½ inch check valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 47-22-01) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the end connection
subassembly end termination and the intake ring subassembly mounting surface is less than 0.0025 ohm
(2.5 milliohms).
b. With a power supply providing 2.0 mA ± 0.5 mA, the electrical bonding resistance is less than 10,000 ohms
(10 kilohms) between:
i. The intake ring subassembly mounting surface and valve flap 1.
ii. The intake ring subassembly mounting surface and valve flap 2.
2. If the lacquer seal at the bonding interface between the intake ring subassembly and the end connection
subassembly is removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Hinge supports: Each self locking nut is torqued between 10 and 15 lbf-in (1.13 and 1.69 N-m).
b. Intake ring subassembly: Each fastener is torqued between 45 and 48 lbf-in (5.09 and 5.42 N-m).

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47-AWL-19 CDCCL N/A ALL NGS 1 ¼ Inch Check Valve Design Features
Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the 1 ¼ inch check valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 47-22-02) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the body
subassembly end termination and the mounting subassembly mounting surface is less than 0.0025 ohm
(2.5 milliohms).
b. With a power supply providing 2.0 mA ± 0.5 mA, the electrical bonding resistance is less than 10,000 ohms
(10 kilohms) between:
i. The mounting subassembly mounting surface and valve flap 1.
ii. The mounting subassembly mounting surface and valve flap 2.
2. If the lacquer seal at the bonding interface between the body subassembly and the mounting subassembly is
removed, verify that:
a. Two coats of lacquer seal are applied along the joint of the bonding interface and around the head and tail
of each fastener for that joint.
b. The lacquer seal is visibly continuous with no air bubbles after each of the following process steps:
i. The first coat has been applied.
ii. The second coat has been applied.
iii. Both coats have cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Hinge supports: Each self-locking nut is torqued between 10 and 15 lbf-in (1.13 and 1.69 N-m).
b. Mounting subassembly: Each fastener is torqued between 45 and 48 lbf-in (5.09 and 5.42 N-m).

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47-AWL-20 CDCCL N/A ALL Check Arrestor Valve Design Features

Concern: Potential for maintenance error that could compromise ignition source prevention features.
If the check arrestor valve is removed for overhaul, repair, or bench testing, the following must be verified (refer to
UTC Aerospace Systems (73030) CMM 47-22-03) prior to reinstallation on the aircraft.
1. Electrical Bonding Bench Test:
a. With a power supply providing 1.0 A ± 50 mA, the electrical bonding resistance between the inlet valve end
termination and the outlet valve end termination is less than 0.0025 ohm (2.5 milliohms).
b. With a power supply providing 2.0 mA ± 0.5 mA, the electrical bonding resistance between the end of the
inlet valve flange and the swing check valve is less than 10,000 ohms (10 kilohms).
2. If the component sealant at the bonding interface between the outlet and the inlet assembly is removed, verify
that:
a. The component sealant (CS2) is applied along the joint of the bonding interface and around the head of
each fastener for that joint.
b. The component sealant is visibly continuous with no air bubbles after each of the following process steps:
i. Sealant application.
ii. Sealant has cured.
3. If any of the following parts or associated fasteners were removed and reinstalled or replaced, verify the torque
value for that applicable part or fastener that was removed:
a. Swing check valve: Each fastener is torqued between 11.5 and 12.5 lbf-in (1.30 and 1.41 N-m).
b. Outlet to inlet: Each fastener is torqued between 39 and 41 lbf-in (4.41 and 4.63 N-m).

47-AWL-21 CDCCL N/A ALL Nitrogen Generation System (NGS) – Flammability Exposure and Performance
Concern: Airplane alterations may impact the performance of the NGS and hence the flammability of the fuel tanks.
Any alteration that affects performance of the NGS system, such as the items below, requires approval from the
FAA Oversight Office.
1. Alteration that adds any heat to the wing fuel tanks (Main or Center Tanks) or increases heat retention of the
wing fuel tanks (it does not include alterations to airplane fuselage paint color, or interior carpet or cabin
furnishings).
2. Alteration that changes the performance of the NGS Motor Driven Compressor.

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47-AWL-22 CDCCL N/A ALL Nitrogen Generation System (NGS) Pack Insulation
Concern: Alterations of the NGS Pack Insulation, could allow excessive heat to be conducted into the fuel tank,
increasing fuel tank flammability.
Any alteration to the NGS Pack Insulation installations (material, thickness, location, presence, etc) requires
approval from the FAA Oversight Office.
However, no additional FAA Oversight Office approval is required if the alteration is accomplished in accordance
with:
1. Boeing Service Bulletins, and/or
2. Boeing Organization Designation Authorization (ODA) approved alteration instructions;
where all the required procedures that relate to the new or altered NGS pack insulation installations 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 47-AWL-22
provided the alteration is accomplished in accordance with these instructions."

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51-AWL-01 CDCCL N/A 787-8/9 Wing and Pylon Finish Application

Concern: Potential for sparking within the fuel tanks due to increased dry film thickness of the finishes allowing
increased current through structural fasteners in combination with a lightning strike or from attachment to out-tank
tubing or components due to lightning strike punch through of structural panels.
A finish is defined as all post-cured applied materials such as appearance correction putties/spray surfacers,
primer, intermediate coats, Teflon filled enamels, all exterior topcoats, metallic and non-metallic visual effect coats,
clear coats, and decals.
Total dry film thickness is the sum of the thickness of any remaining originally applied finishes and the thickness of
any newly applied finishes.
Fueled area of the outboard wing is defined as the area bounded by the center lines of the front spar, the rear spar,
the Side-of-Body Rib and Rib 35.
1. If any maintenance, preventative maintenance, repair, or alteration requires the application of finishes at the
specified locations, the following design features must be verified (refer to Boeing AMM B787-A-51-21-00-01A-
030A-A):
a. For finishes applied to the Fueled wing area of the outboard wing:
i. The maximum total dry film thickness of the finishes for the Outboard Wing Box Skin Panels from the
SOB Rib to the Centerline of Rib 26 is:
A) For airplanes 787-8, Line Numbers 6-150, not more than 4.8 mils (122 microns).
B) For airplanes 787-8, Line Numbers 151 and on, or for 787-9 airplanes, not more than
10.0 mils (254 microns).
ii. The maximum total dry film thickness of the finishes for the Outboard Wing Box Skin Panels from the
Centerline of Rib 26 to the Centerline of Rib 35 is:
A) For airplanes 787-8, Line Numbers 6-150, not more than 6.8 mils (173 microns).
B) For airplanes 787-8, Line Numbers 151 and on, or for 787-9 airplanes, not more than
10.0 mils (254 microns).
iii. If an exterior topcoat is applied, the following material must be used: BMS 10-60, TYPE II
(DESOTHANE HS Only), Color BAC 70846 WHITE (refer to Boeing AMM B787-A-57-00-00-02A-257A-
A).
A) The "Color" requirement does not apply to registry markings applied outboard of the centerline of
Rib 26.
(Continued on next page)

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51-AWL-01, Wing and Pylon Finish Application, Continued

Continued iv. Local finish areas can exceed the identified maximum total dry film thickness limit if at least one
dimension for that area is less than 6.0 inches (152.4 mm).
b. For finishes applied to the Upper Fixed Leading Edge Panels verify that the maximum total dry film
thickness of the finishes is not more than 7.6 mils (193 microns).
c. For finishes applied to the Fixed Trailing Edge Panels, verify that the maximum total dry film thickness of
the finishes is not more than 6.6 mils (168 microns).
d. For finishes applied to the Thick Teflon application areas, contained in the areas described in Steps 1.a-1.c,
the following design features must be verified:
i. The maximum total dry film thickness of the finishes is not more than 18.0 mils (457 microns).
ii. The dimensions of the existing (or newly approved) thick Teflon application area are maintained (refer to
Boeing AMM B787-A-57-00-00-02A-257A-A).
e. For finishes applied to the Pylon Panels, verify that the maximum total dry film thickness of the finishes is
not more than 14.0 mils (356 microns).
f. For finishes applied to the Wing-Body Fairing, verify that the maximum total dry film thickness of the finishes
is not more than 14.0 mils (356 microns).
g. If an exterior topcoat is applied as part of the finishes applied in Steps 1.b-1.e, the following material shall
be used: BMS 10-60, TYPE II, COLOR BAC 70846 WHITE (refer to Boeing AMM B787-A-51-21-00-01A-
030A-A and B787-A-57-00-00-02A-257A-A).
h. Local applications of putties/spray surfacers can be excluded from the maximum total dry film thickness of
the finishes calculation if all dimensions of the putties/spray surfacer application are less than 6.0 inches
(152 mm).
Any repair or alteration that does not comply with the requirements identified in Steps 1.a-1.h, 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 wing finish application 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 51-AWL-01 provided the
repair or alteration is accomplished in accordance with these instructions.”

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51-AWL-02 CDCCL N/A 787-10 Wing and Pylon Finish Application

Concern: Potential for sparking within the fuel tanks due to increased dry film thickness of the finishes allowing
increased current through structural fasteners in combination with a lightning strike or from attachment to out-tank
tubing or components due to lightning strike punch through of structural panels.
A finish is defined as all post-cured applied materials such as appearance correction putties/spray surfacers,
primer, intermediate coats, Teflon filled enamels, all exterior topcoats, metallic and non-metallic visual effect coats,
clear coats, and decals.
Total dry film thickness is the sum of the thickness of any remaining originally applied finishes and the thickness of
any newly applied finishes.
Fueled area of the outboard wing is defined as the area bounded by the center lines of the front spar, the rear spar,
the Side-of-Body Rib and Rib 35.
1. If any maintenance, preventative maintenance, repair, or alteration requires the application of surface finishes at
the specified locations, the following design features must be verified (refer to Boeing
AMM B787-A-51-21-00-01B-030A-A):
a. For finishes applied to the Fueled wing area of the outboard wing, the maximum total dry film thickness of
the finishes is not more than 10.0 mils (254 microns).
i. If an exterior topcoat is applied, the following material must be used: BMS 10-60, TYPE II
(DESOTHANE HS Only), Color BAC 70846 WHITE (refer to Boeing
AMM B787-A-57-00-00-02A-257A-A).
A) The "Color" requirement does not apply to registry markings applied outboard of the centerline of
Rib 26.
ii. Local finish areas can exceed the identified maximum total dry film thickness limit if at least one
dimension for that area is less than 6.0 inches (152.4 mm) and no part of the area is within 1.0 in (25.4
mm) of a fastener.
iii. Local applications of putties/spray surfacers can be excluded from the maximum total dry film thickness
of the finishes calculation if all dimensions of the putties/spray surfacer application are less than 6.0
inches (152.4 mm) and no part of the area is within 1.0 in (25.4 mm) of a fastener.
b. For finishes applied to the Upper Fixed Leading Edge Panels verify that the maximum total dry film
thickness of the surface finishes is not more than 7.6 mils (193 microns).
c. For finishes applied to the Fixed Trailing Edge Panels, verify that the maximum total dry film thickness of
the surface finishes is not more than 6.6 mils (168 microns).

(Continued on next page)

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51-AWL-02, Wing and Pylon Finish Application, Continued

Continued d. For finishes applied to the Thick Teflon application areas, contained in the areas described in Steps 1.a-1.c,
the following design features must be verified:
i. The maximum total dry film thickness of the finishes is not more than 18.0 mils (457 microns).
ii. The dimensions of the existing (or newly approved) thick Teflon application area are maintained (refer to
Boeing AMM B787-A-57-00-00-02A-257A-A).
e. For finishes applied to the Pylon Panels, verify that the maximum total dry film thickness of the surface
finishes is not more than 14.0 mils (356 microns).
f. For finishes applied to the Wing-Body Fairing, verify that the maximum total dry film thickness of the finishes
is not more than 14.0 mils (356 microns).
g. If an exterior topcoat is applied as part of the finishes applied in Steps 1.b-1.e, the following material shall
be used: BMS 10-60, TYPE II, COLOR BAC 70846 WHITE (refer to Boeing AMM B787-A-51-21-00-01B-
030A-A and B787-A-57-00-00-02A-257A-A).
h. For finishes applied to the areas described in Steps 1.b-1.f, local applications of putties/spray surfacers can
be excluded from the maximum total dry film thickness of the finishes calculation if all dimensions of the
putties/spray surfacer application are less than 6.0 inches (152 mm).
Any repair or alteration that does not comply with the requirements identified in Steps 1.a-1.h, 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:
• Boeing Structural Repair Manual (SRM) procedures, and/or
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;
where all the required procedures that relate to the new or altered wing finish application 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 51-AWL-02 provided the
repair or alteration is accomplished in accordance with these instructions.”

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ATA 57

AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

57-AWL-01 ALI 12 YR/ ALL Edge and Fillet Seals at Stringer and Spar Locations (Zone 2)
24,000 Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
Flight lightning strike.
Cycles
Perform a detailed inspection of the edge and fillet seals at the specified inspection areas in step 1, and verify the
NOTE design features in steps 2 to 4 (refer to Boeing AMM B787-A-57-05-03-02A-280B-A):
1. The following are the applicable sealant application locations:
NOTE: This AWL does not include the inspection requirements for the 787-9 or 787-10 Wing Lower Panel Stringer
Attachments to the Lower Side of Body Chord (refer to 57-AWL-15).
a. For 787-8 airplanes, the edge seal and fillet seal inspection areas are specified in Section F, 57-AWL-01,
Figure 1 of this document.
b. For airplanes 787-9, Line Numbers 126-313, the edge seal and fillet seal inspection areas are specified in
Section F, 57-AWL-01, Figure 2 of this document.
c. For airplanes 787-9 or 787-10, Line Numbers 316 and on, the edge seal and fillet seal inspection areas are
specified in Section F, 57-AWL-01, Figure 3 of this document.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
part or structure.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

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57-AWL-02 ALI 12 YR/ L/N 7-45 Fasteners on Bare Carbon Fiber Reinforced Plastic (CFRP) Stripes
24,000 Concern: The potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination
Flight with a lightning strike.
Cycles
Perform a detailed inspection of the sealant applied to the fasteners where bare CFRP passes under the sealant
NOTE applied to the fastener (i.e. pre-cured seal cap), or under the sealant applied to that sealant (i.e. fillet seal applied to
pre-cured seal cap) at the inspection areas listed in Step 1, and verify the design features in Steps 2-4 (refer to
Boeing AMMs B787-A-57-05-03-05A-280B-A (Wing Center Section), B787-A-57-05-03-06A-280B-A (Wings)):
1. Steps 1.a to 1.d are the applicable sealant application areas in the fuel tanks. For Line Numbers 7-33 the
inspection areas are applicable to the Wing Center Section and the Left and Right Wings (inboard of the
centerline of Rib 35). For Line Numbers 34-45 the inspection areas are applicable to the Wing Center Section
only.
NOTE: Inspection is not required for fasteners located in the wing dry bay.
a. Upper and Lower Skin Panels
b. Stringer base flanges and Stringer web surfaces
c. Front and Rear Spars
d. Center Section Spanwise Beams
2. The sealant is installed.
a. Sealant installation is not required if a fastener is installed 0.1 inch (2.54 mm) or more from bare CFRP.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
part or structure.
INTERVAL NOTE: Whichever come first.
NOTE: Report all findings of missing, damaged, or insufficient sealant to Boeing on a Discrepant Structure Report
Form.

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57-AWL-03 ALI 12 YR/ L/N 6-54 Head-in-tank Thin-Sleeved Interference-Fit Fasteners with Heads in the Fuel Tank
24,000 Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
Flight lightning strike.
Cycles
Perform a detailed inspection of the sealant on the fasteners at the specified inspection areas in step 1, and verify
NOTE the design features in steps 2 to 4 (refer to Boeing AMM B787-A-57-05-03-03A-280B-A):
1. The following are the applicable sealant application locations:
a. For airplane Line Number 6, the inspection areas in the Left Wing are specified in Section F, 57-AWL-03,
Figure 1 of this document.
b. For airplane Line Number 6, the inspection areas in the Right Wing are specified in Section F, 57-AWL-03,
Figure 2 of this document.
c. For airplanes Line Number 7-54, the inspection areas in the Left Wing are specified in Section F,
57-AWL-03, Figure 3 of this document.
d. For airplanes Line Number 7-54, the inspection areas in the Right Wing are specified in Section F,
57-AWL-03, Figure 4 of this document.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
part or structure
INTERVAL NOTE: Whichever come first.
NOTE: Report all findings of missing, damaged, or insufficient sealant or fasteners to Boeing on a Discrepant
Structure Report Form.

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57-AWL-04 CDCCL N/A ALL Pin Joint Bonding Jumper at the Lower Internal Beam within the Center Fuel Tank
Concern: Potential for arcing or sparking within the fuel tanks following a lightning strike due to insufficient, or a
degradation of, electrical continuity of the bond path.
Maintenance, preventative maintenance, repairs, or alterations that require removal of the Pin Joint Bonding
Jumper installed in the Center Fuel Tank (Maintenance Zones 133 and 134) must be approved by 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 Pin Joint Bonding Jumper 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 57-AWL-04 provided the repair or
alteration is accomplished in accordance with these instructions."

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57-AWL-05 ALI 12 YR/ L/N 6-69 Titanium Collars – BACC30CT Fasteners (Clearance Fit)
24,000 Concern: Potential for sparking within the fuel tanks due to a broken or cracked collar in combination with a loss of
Flight sealant or lack of proper sealant adhesion and a lightning strike.
Cycles
Perform a detailed inspection of the sealant on the fasteners at the specified inspection areas in step 1, and verify
NOTE the design features in steps 2 to 6 (refer to Boeing AMM B787-A-57-05-03-07A-280B-A):
1. The following are the applicable sealant application locations:
a. For airplane Line Number 6, the inspection areas are specified in Section F, 57-AWL-05, Figure 1 of this
document.
b. For airplanes Line Numbers 7-19, the inspection areas are specified in Section F, 57-AWL-05, Figure 2 of
this document.
c. For airplanes Line Numbers 20-69, the inspection areas are specified in Section F, 57-AWL-05, Figure 3 of
this document.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
part or structure.
5. If any sealant is missing, damaged (gouges, cuts, cracks, tears, or abrasions not caused by the adhesion
check), or does not pass the sealant adhesion check, remove the sealant to verify that the fastener collar is
installed and not cracked.
NOTE: Refer to 28-AWL-88 to replace any missing or cracked fasteners.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of cracked or missing fasteners or missing sealant to Boeing on a Discrepant Structure
Report Form.

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57-AWL-06 ALI 12 YR/ L/N 6-69 Titanium Collars – BACC30CY Collars (Interference-Fit with Swaged Collars)
24,000 Concern: Potential for sparking within the fuel tanks due to a broken or cracked collar in combination a lightning
Flight strike.
Cycles
1. Perform a detailed inspection of all visible BACC30CY collars at the specified inspection areas in step 1.a, and
NOTE verify the design features in steps 1.b and 1.c (refer to Boeing AMM B787-A-57-05-03-04A-280B-A):
a. The following are the applicable collar inspection locations in the fuel tanks for wing skin penetrating
fasteners:
i. The upper surface of the Main and Center Fuel Tanks between the front spar and the rear spar, and
between BBL 132.94 and Rib 35.
1) Inspection of the area between BBL 294.19 and BBL 483.81 is not required.
ii. The lower surface of the Main and Center Fuel Tanks between the front spar and the rear spar, and
between BBL 132.94 and Rib 35.
NOTE: The collars on skin penetrating fasteners will be installed on in-tank structural features such as: the dry bay
barrier, stringer base flanges, stringer runout clips or straps, rib shear ties, rib post clips, spar gussets, spar
chords, fairing support brackets, backup fittings and hydraulic heat exchanger brackets.
NOTE: Pre-cured sealant caps are required for all skin penetrating fastener collars at these locations, inspection of a
collar covered by a pre-cured sealant cap is not required.
b. The collars are installed.
c. The collars are not cracked.
2. If a skin penetrating fastener is found with a collar that is cracked or is not installed, perform a detailed
inspection of the sealant applied to the fasteners at the specified inspection areas in step 2.a and verify the
design features in steps 2.b to 2.d
a. The following are the applicable sealant application locations for fasteners in the fuel tanks:
i. The upper surface of the Main and Center Fuel Tanks between the front spar and the rear spar, and
between the SOB Rib and Rib 35.
ii. The lower surface of the Main and Center Fuel Tanks between the front spar and the rear spar, and
between the SOB Rib and Rib 35.
iii. The surface of the front spar web between the SOB Rib and Rib 2.
iv. The surface of the front spar web between Rib 7 and Rib 16.

(Continued on next page)

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57-AWL-06 Titanium Collars – BACC30CY Collars (Interference-Fit with Swaged Collars), Continued
Continued v. The surface of the rear spar web between the SOB Rib and Rib 2.
vi. The surface of the rear spar web between Rib 12 and Rib 18.
vii. The fasteners common to Ribs 9 and 10 that attach the dry bay barrier to the rib.
b. The sealant is installed.
c. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion
check).
d. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and
the part or structure.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of cracked or missing fasteners or missing sealant to Boeing on a Discrepant Structure
Report Form.

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57-AWL-07 ALI 12 YR/ ALL Tension-rated Bolt Locations at Side of Body (SOB) and Nacelle Fittings
24,000 Concern: Potential for sparking within the fuel tanks due to a broken bolt resulting in loss of sealant or lack of
Flight proper sealant adhesion in combination with a lightning strike.
Cycles
Perform a detailed inspection of the sealant at the specified inspection areas in step 1, and verify the design
NOTE features in steps 2 to 5 (refer to Boeing AMM B787-A-57-05-03-08A-280B-A):
1. The following are the applicable sealant application locations:
NOTE: This AWL does not include the inspection requirements for the 787-9 or 787-10 Wing Lower Panel Stringer
Attachments to the Lower Side of Body Chord (refer to 57-AWL-15).
a. For 787-8 airplanes, the Nacelle Fitting inspection areas are specified in Section F, 57-AWL-07, Figure 1 of
this document.
b. For 787-9 or 787-10 airplanes, the Nacelle Fitting inspection areas are specified in Section F, 57-AWL-07,
Figure 2 of this document.
c. For airplanes 787-8, Line Numbers 6 and 55 and on, the SOB inspection areas are specified in Section F,
57-AWL-07, Figure 3 of this document.
d. For airplanes 787-8, Line Numbers 7-54, the SOB inspection areas are specified in Section F, 57-AWL-07,
Figure 4 of this document.
e. For 787-9 or 787-10 airplanes, the SOB inspection areas are specified in Section F, 57-AWL-07, Figure 5 of
this document.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
part or structure.
5. If any sealant is missing, damaged (gouges, cuts, cracks, tears, or abrasions not caused by the adhesion
check), or does not pass the sealant adhesion check, remove the sealant to verify that the fastener is not
missing or cracked.
NOTE: Refer to 28-AWL-88 to replace any missing or cracked fasteners.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of missing, damaged, or inadequate sealant or fasteners to Boeing on a Discrepant
Structure Report Form.

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57-AWL-08 ALI 6 YR/ L/N 6-403 Dielectric Top on Wing Surface

12,000 Concern: Potential for sparking within the fuel tanks due to potential loss of effectiveness of the dielectric tops in
Flight combination with a lightning strike.
Cycles
Perform a detailed inspection of the dielectric tops on the fasteners that penetrate the upper and lower wing skin
NOTE within the inspection areas listed in Step 1, and verify the design features in Steps 2 and 3 (refer to Boeing AMM
B787-A-57-05-03-09A-280B-A):
1. The following are the applicable dielectric top inspection locations:
a. For airplanes 787-8, Line Numbers 6-150, the upper surface of the Main and Center Fuel Tanks between
the front spar and the rear spar, and between BBL 132.94 and Rib 35.
i. Inspection of the area between BBL 294.19 and BBL 483.81 is not required.
b. For airplanes 787-8, Line Numbers 6-150, the lower surface of the Main and Center Fuel Tanks between
the front spar and the rear spar, and between BBL 132.94 and Rib 35.
c. For airplanes 787-8, Line Numbers 151-397; or for airplanes 787-9, Line Numbers 126-403, fasteners that
install the left/right/center heat exchangers, main/surge tank sump drains, and slat 1/2/11/12 can drains on
the lower surfaces of the Main and Center Fuel Tanks.
2. The dielectric top is installed.
3. The finish applied on the dielectric top does not have a crack larger than 0.10 inch (2.54 mm).
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of missing or damaged dielectric tops to Boeing on a Discrepant Structure Report Form.

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57-AWL-09 ALI 12 YR/ L/N 39 - 125 Inspection Requirements for Class 1A Seal Installations created as a result of Boeing Material Review Board
24,000 127 - 128, Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
Flight 245 lightning strike.
Cycles
Perform a detailed inspection of the edge, fillet, and cap seals at the specified inspection areas in step 1, and verify
NOTE the design features in steps 2 to 4 (refer to Boeing AMMs B787-A-57-05-03-32A-280B-A, B787-A-57-05-03-33A-
280B-A, and B787-A-57-05-03-34A-280B-A):
1. The following are the applicable sealant application locations:
a. For airplanes Line Numbers 39-65, the fillet seal inspection areas on the upper stringers between the SOB
rib and Rib 2 are specified in Section F, 57-AWL-09, Figure 1 of this document.
b. For airplanes Line Numbers 47-125, 127, and 128, the sealant inspection areas in the Left Wing are
specified in Section F, 57-AWL-09, Figure 2 of this document.
c. For airplanes Line Numbers 47-125, 127, and 245, the sealant inspection areas in the Right Wing are
specified in Section F, 57-AWL-09, Figure 3 of this document.
2. The sealant is installed.
3. The sealant is not damaged (gouges, cuts, cracks, tears, or abrasion not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
structure.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

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57-AWL-10 ALI 12 YR/ ALL Inspection Requirements for In-Tank Fasteners near Side of Body (SOB) Rib and between Ribs 7 and 18
24,000 Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
Flight lightning strike.
Cycles
Perform a detailed inspection of the sealant at the specified inspection areas in step 1, and verify the design
NOTE features in steps 2 to 4 (refer to Boeing AMM B787-A-57-05-03-26A-280B-A):
1. The following are the applicable sealant application locations:
NOTE: This AWL does not include the inspection requirements for the 787-9 or 787-10 Wing Lower Panel Stringer
Attachments to the Lower Side of Body Chord (refer to 57-AWL-15)
a. For airplanes 787-8, Line Numbers 6-150, the sealant inspection areas are specified in Section F,
57-AWL-10, Figure 1 of this document.
b. For airplanes 787-8, Line Numbers 151 and on, the sealant inspection areas are specified in Section F,
57-AWL-10, Figure 2 of this document.
c. For 787-9 or 787-10 airplanes, the sealant inspection areas are specified in Section F, 57-AWL-10, Figure 3
of this document.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
part or structure.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

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57-AWL-11 CDCCL N/A 787-9/10 Fuel Vent Stringer Covers

Concern: Insufficient, or a degradation of, electrical continuity as a result of improper surface preparation, sealing,
or fastener installation could result in the potential for arcing or sparking to occur within the fuel tanks.
If the Fuel Vent Stringer Covers are removed and reinstalled or replaced, the following design features must be
verified (refer to Boeing AMM B787-A-57-14-01-00A-720A-A):
1. If a cover flange is removed from the stringer cover and reinstalled or replaced, the following design features
must be verified:
a. A faying surface seal is applied between the cover flange and the stringer cover.
b. Each fastener that attaches the cover flange to the stringer cover is wet installed.
c. Each fastener that attaches the cover flange to the stringer cover is installed in accordance with Boeing
SRM 51-43-10.
d. For airplanes 787-9 Line Numbers 126-569, or airplanes 787-10 Line Numbers 528-672, pre-cured sealant
caps are applied to the head of each fastener that attaches the cover flange to the stringer cover.
e. A Type 2 fillet seal is applied along the edge of the joint between the cover flange and the stringer cover, on
the external edge.
2. If the Cover Flange/Stringer Cover Assembly was removed from the stringer fitting and reinstalled or replaced,
the following design features must be verified:
NOTE: There are 4 bonded fasteners that attach the stringer cover to the stringer fitting. Inboard of the SOB Rib the
bonded fasteners are the 5th and 6th fasteners away from the SOB Rib on each side of the fitting. Outboard of
the SOB Rib the bonded fasteners are the 4th and 5th fasteners away from the SOB Rib on each side of the
fitting.
a. For airplanes Line Numbers 126 – 169, verify the following:
i. A fastener bond to conductive finishes on composites is installed between the head of each bonded
fastener and the anti-static coating on the stringer cover.
A) Ensure the anti-static coating on the stringer cover is not worn or damaged.
ii. A fastener spot bond is installed between the tail of each fastener and the stringer fitting.
iii. A fastener sleeve bond through each fastener is installed between the cover flange closest to the SOB
rib and the stringer fitting.

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57-AWL-11, Fuel Vent Stringer Covers, Continued

Continued iv. A faying surface seal is applied between:
A) The stringer cover and the stringer fitting.
B) Each cover flange and the stringer fitting.
C) The cover flange farthest from the SOB and the seal dam adapter.
v. A prepack seal is applied to fill the space(s) between:
A) The stringer cover and the stringer fitting, and between each cover flange and the stringer fitting,
where each cover flange and the stringer cover meet.
B) The cover flange farthest from the SOB rib, the stringer fitting, and the seal dam adapter.
vi. Each fastener is wet installed that attaches:
A) The stringer cover to the stringer fitting.
B) The cover flange farthest from the SOB rib to the seal dam adapter.
C) Each cover flange to the stringer fitting.
vii. Each fastener is installed in accordance with Boeing SRM 51-43-10 that attaches:
A) Each cover flange to the stringer fitting.
B) The cover flange farthest from the SOB to the seal dam adapter.
viii. The electrical bonding resistance between:
A) The head of each bonded fastener and the anti-static coating on the stringer cover is less than
300,000 ohms.
B) The tail of each bonded fastener and the stringer fitting is less than 0.0015 ohm (1.5 milliohms).
C) The cover flange closest to the SOB and the stringer fitting is less than 0.0010 ohm (1.0 milliohm).
ix. Pre-cured sealant caps are applied to:
A) The head of each fastener that attaches each cover flange to the stringer fitting.
B) The head of each fastener that attaches the cover flange farthest from the SOB rib to the seal dam
adapter.
C) The tail of each fastener that attaches the cover flange closest to the SOB to the stringer fitting.

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57-AWL-11, Fuel Vent Stringer Covers, Continued

Continued b. For airplanes 787-9 Line Numbers 181-569, or airplanes 787-10 Line Numbers 528-672, verify the
following:
i. A fastener bond to conductive finishes on composites is installed between the head of each bonded
fastener and the anti-static coating on the stringer cover.
A) Ensure the anti-static coating on the stringer cover is not worn or damaged.
ii. A fastener spot bond is installed between the tail of each fastener and the stringer fitting.
iii. A fastener sleeve bond through each fastener is installed between:
A) The cover flange closest to the SOB and the stringer fitting.
B) The cover flange farthest from the SOB and the stringer fitting.
iv. A faying surface seal is applied between:
A) The stringer cover and the stringer fitting.
B) Each cover flange and the stringer fitting.
v. A prepack seal is applied to fill the space(s) between:
A) The stringer cover and the stringer fitting, and between each cover flange and the stringer fitting,
where each cover flange and the stringer cover meet.
B) The stringer fitting and the stringer, and between the cover flange farthest from the SOB and the
stringer.
vi. Each fastener is wet installed that attaches:
A) The stringer cover to the stringer fitting.
B) Each cover flange to the stringer fitting.
vii. Each fastener is installed in accordance with Boeing SRM 51-43-10 that attaches each cover flange to
the stringer fitting.
viii. The electrical bonding resistance between:
A) The head of each bonded fastener and the anti-static coating on the stringer cover is less than
300,000 ohms.
B) The tail of each bonded fastener and the stringer fitting is less than 0.0015 ohm (1.5 milliohms).
C) The cover flange closest to the SOB and the stringer fitting is less than 0.0010 ohm (1.0 milliohm).
D) The cover flange farthest from the SOB and the stringer fitting is less than 0.0010 ohm (1.0 milliohm).
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57-AWL-11, Fuel Vent Stringer Covers, Continued

Continued ix. Pre-cured sealant caps are applied to:
A) The head of each fastener that attaches each cover flange to the stringer fitting.
B) The tail of each fastener that attaches the cover flange farthest from the SOB to the stringer fitting.
C) The tail of each fastener that attaches the cover flange closest to the SOB to the stringer fitting.
c. For airplanes 787-9 Line Numbers 570 and on, or airplanes 787-10 Line Numbers 686 and on, verify the
following:
i. A fay sealed fay surface bond is installed between each cover flange and the stringer fitting.
ii. A fastener bond to conductive finishes on composites is installed between the head of each bonded
fastener and the anti-static coating on the stringer cover.
A) Ensure the anti-static coating on the stringer cover is not worn or damaged.
iii. A fastener spot bond is installed between the tail of each fastener and the stringer fitting.
iv. A fastener sleeve bond through each fastener is installed between:
A) The cover flange closest to the SOB and the stringer fitting.
B) The cover flange farthest from the SOB and the stringer fitting.
v. A faying surface seal is applied between the stringer cover and the stringer fitting.
vi. A prepack seal is applied to fill the space(s) between:
A) The stringer cover and the stringer fitting, and between each cover flange and the stringer fitting,
where each cover flange and the stringer cover meet.
B) The stringer fitting and the stringer, and between the cover flange farthest from the SOB and the
stringer.
vii. Each fastener is wet installed that attaches:
A) The stringer cover to the stringer fitting.
B) Each cover flange to the stringer fitting.
viii. Each fastener is installed in accordance with Boeing SRM 51-43-10 that attaches each cover flange to
the stringer fitting.

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57-AWL-11, Fuel Vent Stringer Covers, Continued

Continued ix. The electrical bonding resistance between:
A) The head of each bonded fastener and the anti-static coating on the stringer cover is less than
300,000 ohms.
B) The tail of each bonded fastener and the stringer fitting is less than 0.0015 ohm (1.5 milliohms).
C) The cover flange closest to the SOB and the stringer fitting is less than 0.0007 ohm (0.7 milliohm).
D) The cover flange farthest from the SOB and the stringer fitting is less than 0.0007 ohm (0.7 milliohm).
3. If the fillet seal installations along the exterior of the Cover Flange/Stringer Cover Assembly installation were
removed and replaced, the following design features must be verified:
a. For airplanes Line Numbers 126 – 169, verify the following:
i. A Type 2 fillet seal is applied along the edge of the joint between each cover flange and the stringer
fitting.
ii. A Type 2 fillet seal is applied along the edge of the joint between the cover flange farthest from the SOB
and the seal dam adapter.
b. For airplanes Line Numbers 181 and on, verify the following:
i. A Type 2 fillet seal is applied along the edge of the joint between the stringer and the prepack seal
under the cover flange farthest from the SOB rib.
ii. A Type 2 fillet seal is applied along the edge of the joint between the stringer fitting and stringer at the
end farthest from the SOB rib.
iii. A Type 2 fillet seal is applied along the edge of the joint between each cover flange and the stringer
fitting.

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57-AWL-12 CDCCL N/A L/N 10 Structural Sealant Repairs

787-9/10 Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
lightning strike.
1. For airplane Line Number 10, repair or replacement of fillet seals applied along the edge of the joints between
each stringer fitting and stringer web; each stringer fitting and stringer base flange; and each stringer fitting and
stringer cap flange, for the Right Wing, Upper Stringer No. 3, Forward and Aft stringer fittings located in
Rib Bay 1 must be approved by the FAA Oversight Office.
2. For 787-9 or 787-10 airplanes, repair or replacement of edge seals applied along each internal edge of each
vent stringer outboard of the SOB must be approved by the FAA Oversight Office.
3. For 787-9 or 787-10 airplanes, repair or replacement of sealant applied to the Upper Stringer 2 aft base flange
adjacent to the upper drag brace fitting or to the upper drag brace fitting adjacent to the Upper Stringer 2 aft
base flange must be approved by the FAA Oversight Office.
4. For airplanes 787-9 or 787-10, Line Numbers 645 and on, repair or replacement of sealant applied to the upper
stringer or to the upper rib chord, where the upper stringer is located over or adjacent to an upper rib chord must
be approved by the FAA Oversight Office for the following locations:
a. Upper stringer 2 at Rib 6
b. Upper stringer 19 at Rib 19
c. Upper stringer 11 at Rib 27
d. Upper stringer 17 at Rib 28
e. Upper stringer 12 at Rib 31
5. For airplanes 787-9 or 787-10, Line Numbers 645 and on, repair or replacement of sealant applied to the Upper
stringer 16 at Rib 33 or to the upper rib chord at Rib 33, where the upper stringer is located over or adjacent to
the upper rib chord; or of sealant applied to the upper stringer or to the radius filler, where the upper stringer is
located adjacent to the radius filler must be approved by the FAA Oversight Office, except for the sealant
applied directly to the edges of the forward and aft vertical flanges and edge of the cap flange of Upper stringer
16 at Rib 33.
6. For airplanes 787-9 or 787-10, Line Numbers 715 and on, repair or replacement of sealant applied to the upper
stringer or to the upper rib chord, where the upper stringer is located over or adjacent to an upper rib chord must
be approved by the FAA Oversight Office for the following locations:
a. Upper Stringer 3 at Rib 8
b. Upper stringer 4 at Rib 10
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57-AWL-12, Structural Sealant Repairs, Continued

Continued c. Upper stringer 6 at Rib 13
d. Upper stringer 7 at Rib 15
e. Upper stringer 8 at Rib 17
f. Upper stringer 9 at Rib 18
7. For airplanes 787-9 or 787-10, Line Numbers 645 and on, repair or replacement of sealant applied to the lower
stringer or to the lower rib chord, where the lower stringer is located under or adjacent to a lower rib chord; or of
sealant applied to the lower stringer or to a radius filler, where the lower stringer is located adjacent to a radius
filler must be approved by the FAA Oversight Office for the following locations:
a. Lower stringer 12 at Rib 4
b. Lower stringer 2 at Rib 6 and Radius Fillers
c. Lower stringer 19 at Rib 6 and Radius Fillers
d. Lower stringer 3 at Rib 8 and Radius Fillers
e. Lower stringer 4 at Rib 10 and Radius Fillers
f. Lower stringer 6 at Rib 13 and Radius Fillers
g. Lower stringer 7 at Rib 15 and Radius Fillers
h. Lower stringer 19 at Rib 19 and Radius Fillers
i. Lower stringer 12 at Rib 29 and Radius Fillers
j. Lower stringer 16 at Rib 32 and Radius Fillers
8. For airplanes 787-9 or 787-10, Line Numbers 645 and on, repair or replacement of sealant applied to the lower
stringer or to the lower rib chord, where the lower stringer is located under or adjacent to a lower rib chord; or of
sealant applied to the lower stringer or to a backup fitting, where the lower stringer is located under or adjacent
to a backup fitting must be approved by the FAA Oversight Office for the following locations:
a. Lower stringer 14 at Rib 12 and Backup Fitting
b. Lower stringer 15 at Rib 13 and Backup Fitting
9. For airplanes 787-9 or 787-10, Line Numbers 645 and on, repair or replacement of sealant applied to Lower
Stringer 6, between Rib 12 and Rib 13, or a fairing support bracket, where the lower stringer is located under or
adjacent to a fairing support bracket must be approved by the FAA Oversight Office.

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57-AWL-12, Structural Sealant Repairs, Continued

Continued However, no additional FAA Oversight Office approval is required if the repair or alteration is accomplished in
accordance with:
• Boeing Structural Repair Manual (SRM) procedures, and/or
• Boeing Service Bulletins, and/or
• Boeing Organization Designation Authorization (ODA) approved repair/alteration instructions;
where all the required procedures that relate to the listed sealant installations 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 57-AWL-12 provided the repair or
alteration is accomplished in accordance with these instructions.”

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57-AWL-13 ALI 12 YR/ L/N 10, 13, 15-19. Inspection Requirements for In-Tank Fasteners and Edge Seal near Disbond Arrestment (DBA) Fastener
24,000 Installations in Lightning Zone 2
Airplanes that
Flight Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
have
Cycles lightning strike.
incorporated
NOTE Service Bulletin Perform a detailed inspection of the edge seals applied along the edge of the forward and aft joints between the
B787-81205- stringers and the upper wing skin at the locations listed in steps 1 and 2, and verify the design features in steps 3
SB570030-00 to 5 (refer to Boeing AMM B787-A-57-05-03-36A-280B-A).
1. The following are the applicable stringer locations, in the left wing:
a. For airplanes Line Numbers 7-9, 14, 15, 19, 21, 23, 31-33, 36, 38-44, 46, 49, 50, 52, 55, 56, 58, 60, 62-68,
70-86, and 111:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 14, Between Ribs 9 and 10
iii. Stringer 13, Between Ribs 9 and 10
b. For airplanes Line Numbers 10, 11, 13, and 17:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 14, Between Ribs 9 and 10
iii. Stringer 13, Between Ribs 9 and 10
iv. Stringer 14, Between Ribs 8 and 9
c. For airplanes Line Numbers 12, 16, and 18:
i. Stringer 17, Between Ribs 10 and 11
ii. Stringer 15, Between Ribs 9 and 10, aft joint only
iii. Stringer 14, Between Ribs 9 and 10
iv. Stringer 13, Between Ribs 9 and 10
v. Stringer 14, Between Ribs 8 and 9

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57-AWL-13, Inspection Requirements for In-Tank Fasteners and Edge Seal near Disbond Arrestment (DBA) Fastener
Continued Installations in Lightning Zone 2, Continued
d. For airplanes Line Numbers 20, 22, 24-30, 34, 35, 37, 45, 47, 48, 51, 53, 54, 57, 59, and 69:
i. Stringer 17, Between Ribs 10 and 11
ii. Stringer 15, Between Ribs 9 and 10, aft joint only
iii. Stringer 14, Between Ribs 9 and 10
iv. Stringer 13, Between Ribs 9 and 10
e. For airplanes Line Numbers 61, 89, 90, 93-95, 98, 100, 101, 105, 108, 112, 114, 116, and 119:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
f. For airplanes Line Numbers 92, 99, 106, and 113:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 13, Between Ribs 9 and 10
g. For airplane Line Number 115:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 14, Between Ribs 9 and 10
2. The following are the applicable stringer locations, in the right wing:
a. For airplane Line Number 6:
i. Stringer 14, Between Ribs 9 and 10
b. For airplanes Line Numbers 7, 8, 10, 14, 16, and 17:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 14, Between Ribs 9 and 10
iii. Stringer 13, Between Ribs 9 and 10
iv. Stringer 14, Between Ribs 8 and 9

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57-AWL-13, Inspection Requirements for In-Tank Fasteners and Edge Seal near Disbond Arrestment (DBA) Fastener
Continued Installations in Lightning Zone 2, Continued
c. For airplanes Line Numbers 9, 11-13, 20-23, 32, 34, 35, 37, 39-47, 50-53, 57, 58, 60, 62, 64-69, 75-78, 80,
81, 86-88, and 108-110:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 14, Between Ribs 9 and 10
iii. Stringer 13, Between Ribs 9 and 10
d. For airplanes Line Numbers 15, 18, and 19:
i. Stringer 17, Between Ribs 10 and 11
ii. Stringer 15, Between Ribs 9 and 10, aft joint only
iii. Stringer 14, Between Ribs 9 and 10
iv. Stringer 13, Between Ribs 9 and 10
v. Stringer 14, Between Ribs 8 and 9
e. For airplanes Line Numbers 24-31, 33, 36, 38, 48, 49, 54-56, 59, 61, 70-74, 79, and 82-85:
i. Stringer 17, Between Ribs 10 and 11
ii. Stringer 15, Between Ribs 9 and 10, aft joint only
iii. Stringer 14, Between Ribs 9 and 10
iv. Stringer 13, Between Ribs 9 and 10
f. For airplanes Line Numbers 63, 89-93, 101-105, 107, and 111-114:
i. Stringer 15, Between Ribs 9 and 10, aft joint only
ii. Stringer 13, Between Ribs 9 and 10
g. For airplanes Line Numbers 94-96, 98, 100, 106, 115-118, 138, and 150:
i. Stringer 15, Between Ribs 9 and 10, aft joint only

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57-AWL-13, Inspection Requirements for In-Tank Fasteners and Edge Seal near Disbond Arrestment (DBA) Fastener
Continued Installations in Lightning Zone 2, Continued
3. The sealant is installed.
4. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
5. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
structure.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

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57-AWL-14 ALI 12 YR/ L/N 10 Supplemental Inspection Requirements for Pre-cured Sealant Caps, Fillet Seals, and Edge Seals associated
24000 Stringer Splice Fitting Installation located at Right Wing Upper Panel Stringer No.3, just Outboard of the Side of
Flight Body Rib
Cycles Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
NOTE lightning strike.
Perform a detailed inspection of the sealant applications applicable to the right wing upper panel stringer No.3,
forward and aft stringer fittings, and stringer splice fitting at the locations listed in step 1, and verify the design
features in steps 2 to 4 (refer to Boeing AMM B787-A-57-05-03-37A-280B-A).
1. The following are the applicable sealant application locations:
a. Pre-cured sealant caps, applied to the fasteners that attach the stringer cap flange to the stringer fittings,
common to the stringer cap flange.
b. Pre-cured sealant caps, applied to the fasteners that attach the stringer fittings to the stringer base flange
and upper skin panel, common to the stringer fittings.
c. Edge seals applied to the forward and aft edges of the stringer base flange.
d. Fillet seals applied along the edge of the joints between:
i. Each stringer fitting and stringer web.
ii. Each stringer fitting and stringer base flange.
iii. Each stringer fitting and stringer cap flange.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
structure.
5. If the fillet seals in Step 1.d are missing, damaged (gouges, cuts, cracks, tears, or abrasion not caused by the
adhesion check), or does not pass the sealant adhesion check they must be repaired or replaced. Sealant repair
or replacement must be approved by the FAA Oversight Office.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

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57-AWL-15 ALI 12 YR/ 787-9/10 Inspection Requirements for Pre-cured Sealant Caps, Injection Seals, Fillet Seals, and Edge Seals associated with
24000 the Wing Lower Panel Stringer Attachments to the Lower Side of Body (SOB) Chord
Flight Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
Cycles lightning strike.
NOTE Perform a detailed inspection of the sealant applications applicable to the wing lower panel stringer attachments to
the lower side of body chord at the locations listed in step 1, and verify the design features in steps 2 to 5 (refer to
Boeing AMM B787-A-57-05-03-38A-280B-A).
NOTE: The lower chord cavity is defined as the space created by the surfaces of the Lower Chord Tab, Web and
Flange, the Stringer Cap Flange, the Stringer base flange, the Stringer fittings or Radius Fillers (as applicable),
and the lower skin panel.

1. The following are the applicable sealant application locations:

NOTE: There are multiple sealant configurations possible for the stringer application locations. Each configuration is
identified in a separate figure (Section F, 57-AWL-15, Figures 1-4).
a. The following are the applicable sealant application locations for Stringers 2-6:
i. For airplanes Line Numbers 126-403:
A) If an injection seal is not present in the lower chord cavity, the stringer inspection areas are as
specified in Section F, 57-AWL-15, Figure 1 of this document.
B) If an injection seal with visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 2 of this document.
ii. For airplanes Line Numbers 404-585, the stringer inspection areas are specified in Section F,
57-AWL-15, Figure 2 of this document.
iii. For airplanes 787-9, Line Numbers 586 and on:
A) If an injection seal with visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 2 of this document.
B) If an injection seal with no visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 3 of this document.
iv. For airplanes 787-10, Line Numbers 528-672, the stringer inspection areas are specified in Section F,
57-AWL-15, Figure 2 of this document.

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57-AWL-15, Inspection Requirements for Pre-cured Sealant Caps, Injection Seals, Fillet Seals, and Edge Seals associated with
Continued the Wing Lower Panel Stringer Attachments to the Lower Side of Body (SOB) Chord, Continued
v. For airplanes 787-10, Line Numbers 686 and on:
A) If an injection seal with visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 2 of this document.
B) If an injection seal with no visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 3 of this document.
b. The following are the applicable sealant application locations for Stringers 7-12 and 15:
i. For airplanes Line Numbers 126-627, the stringer inspection areas are specified in Section F,
57-AWL-15, Figure 1 of this document.
ii. For airplanes 787-9, Line Numbers 628 and on:
A) If an injection seal is not present in the lower chord cavity, the stringer inspection areas are as
specified in Section F, 57-AWL-15, Figure 1 of this document.
B) If an injection seal with no visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 3 of this document.
iii. For airplanes 787-10, Line Numbers 528-672, the stringer inspection areas are specified in Section F,
57-AWL-15, Figure 1 of this document.
iv. For airplanes 787-10, Line Numbers 686 and on:
A) If an injection seal with visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 1 of this document.
B) If an injection seal with no visible cap seals is present in the lower chord cavity, the stringer inspection
areas are as specified in Section F, 57-AWL-15, Figure 3 of this document.
c. For Stringers 13, 14, and 16-18, the stringer inspection areas are specified in Section F, 57-AWL-15,
Figure 4 of this document.
2. The sealant is installed.
3. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
4. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
structure.

(Continued on next page)

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AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

57-AWL-15, Inspection Requirements for Pre-cured Sealant Caps, Injection Seals, Fillet Seals, and Edge Seals associated with
Continued the Wing Lower Panel Stringer Attachments to the Lower Side of Body (SOB) Chord, Continued
5. If any of the pre-cured sealant caps or injection seals applied to a high-tension bolt (as identified in Section F,
57-AWL-15, Figures 1-4) is missing, damaged (gouges, cuts, cracks, tears, or abrasions not caused by the
adhesion check), or does not pass the sealant adhesion check, verify that the applicable fasteners are not
missing or cracked.
NOTE: Refer to 28-AWL-88 to replace any missing or cracked fasteners.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

57-AWL-16 ALI 12 YR/ L/N 597 Supplemental Inspection Requirements for Edge Seals located at Left Wing Upper Panel Stringer No. 19, Between
24000 Ribs 8 and 9
Flight Concern: Potential for sparking within the fuel tanks due to lack of proper sealant adhesion in combination with a
Cycles lightning strike.
NOTE Perform a detailed inspection of the edge seals applied along the edge of the forward and aft joints between left
wing upper panel stringer No. 19 and the upper wing skin, between Ribs 8 and 9, and verify the design features in
steps 1 to 3 (refer to Boeing AMM B787-A-57-05-03-39A-280B-A).
1. The sealant is installed.
2. The sealant is not damaged (no gouges, cuts, cracks, tears, or abrasions not caused by an adhesion check).
3. Perform a sealant adhesion check and verify that the sealant does not come loose between the sealant and the
structure.
a. Pre-cured edge seals may be used in place of hand formed edge seals. Where pre-cured edge seals are
present, verify that the sealant does not come loose between the sealant and the part or structure during a
sealant adhesion check, for each piece of pre-cured edge seal.
INTERVAL NOTE: Whichever comes first.
NOTE: Report all findings of sealant that is missing, damaged, or does not pass the adhesion test to Boeing on a
Discrepant Structure Report Form.

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AWL NUMBER TASK INTERVAL APPLICABILITY DESCRIPTION

57-AWL-17 CDCCL N/A 787-9/10, Slat Can Drain Installation Verification

L/N 670 and on Concern: In the event of a lightning strike, the potential for sparking within the fuel tanks due to disturbed slat can
drain installations which do not satisfy the critical separation dimensional requirements.
If any maintenance, preventative maintenance, or alteration is performed on the slat can installations (including if
the slat can drain hose is removed and re-installed or replaced) between Ribs 28 and 29 or between Ribs 30 and
31, the following design features must be verified (refer to Boeing AMM B787-A-20-10-09-00A-720A-A and B787-
A-57-05-03-53A-280B-A):
1. For the slat can installation between Ribs 28 and 29, the clearance between the slat can drain hose assembly
and lower stringer 16 is 0.25 inch (6.4 mm) or more.
2. For the slat can installation between Ribs 30 and 31, the clearance between the slat can drain fitting (including
the fasteners, and any sealant on the fitting or the fasteners) and lower stringer 16 is 0.25 inch (6.4 mm) or
more.
NOTE: Refer to 28-AWL-83 for the identification and replacement of sealant.
NOTE: Refer to 28-AWL-88 to perform maintenance on the slat can or the slat can drain fitting.

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E. SUPPLEMENTAL AWL TABLES

Table 1 – 787-9 or 787-10 FQIS Wire Harness Separation to Structure (Left and Right Wings) (28-AWL-91)

Minimum Distance
Support Type Mounted to to Structure Location
Rib Mounted – Tall 2.85 in. (72.39 mm)
Rib – Flat Side
Rib Mounted – Short 1.85 in. (46.99 mm)
Stringer Top 1.35 in. (34.29 mm) All
Stringer
Stringer Side 1.60 in. (40.64 mm)
Rib Mounted – Short Stringer Runout 1.75 in. (44.45 mm)
2.75 in. (69.85 mm) Outboard of Rib 11 (Ch A only)
0.85 in. (21.59 mm) Outboard of Rib 11 (Ch B only)
1.45 in. (36.83 mm) Inboard of Rib 12
Rib Mounted – All Rib – Machined Side
1.35 in. (34.29 mm) Inboard of Rib 14 (Ch B only)
Inboard of Rib 23
1.56 in. (39.62 mm)
Inboard of Rib 24

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Table 2 – 787-9 or 787-10 FQIS Wire Harness Separation to Structure (Between SOB Ribs) (28-AWL-91)

Bay Rear Spar Side of Body Spanwise Beam 1 Spanwise Beam 2 Spanwise Beam 3 Upper/Lower Stringer
1
3.45 in. (87.63 mm) 1.00 in. (25.40 mm) 3.45 in. (87.63 mm) - - -
(Aft most bay)
2 Ch A: 2.85 in. (72.39 mm)
- - 1.35 in. (34.29 mm) - 1.25 in. (31.75 mm)
Ch B: 3.35 in. (85.09 mm)
3 - - - 1.35 in. (34.29 mm) 1.85 in. (46.99 mm) 1.25 in. (31.75 mm)
4
- 1.00 in. (25.40 mm) - - - -
(Forward most bay)

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Table 3 – 787-9 or 787-10 FQIS Wire Harness Separation to Systems Components (28-AWL-91)

Unless otherwise specified, each separation requirement applies to both Left and Right Wings.

Location Harness System Component Minimum Separation

2.56 in. (65.02 mm) (Left Wing)
Between Ribs 10 and 11 Hydraulic Tube
1.63 in. (41.40 mm) (Right Wing)
Between Ribs 12 and 13 Engine Fuel Feed Tube 0.72 in. (18.29 mm)
Refuel/Jettison Tube 1.86 in. (47.24 mm)
Between Ribs 13 and 14 Hydraulic Tube (Left Wing)
1.37 in. (34.80 mm)
Hydraulic Isolator (Right Wing)

Between Ribs 14 and 15 Hydraulic Tube 3.35 in. (85.09 mm) (Left Wing)

Between Ribs 16 and 17 Refuel/Jettison Tube 2.07 in. (52.58 mm)

Channel A Refuel/Jettison Tube 2.41 in. (61.21 mm)
Between Ribs 19 and 20 1.17 in. (29.72 mm) (Left Wing)
Hydraulic Tube Bracket
1.55 in. (39.37 mm) (Right Wing)
Hydraulic Tube 1.88 in. (47.75 mm)
Between Ribs 22 and 23
Refuel/Jettison Tube 0.97 in. (24.64 mm)
1.83 in. (46.48 mm) (Left Wing)
Between Ribs 23 and 24 Hydraulic Tube
2.95 in. (74.93 mm) (Right Wing)
Between Ribs 25 and 26 Hydraulic Tube 2.35 in. (59.69 mm)
Between Ribs 29 and 30 Hydraulic Tube Bracket 1.24 in. (31.50 mm)
Between Ribs 11 and 12 NGS Tube 3.05 in. (77.47 mm)
NGS Tube Bracket 1.25 in. (31.75 mm)
2.05 in. (52.07 mm) (Left Wing)
Between Ribs 13 and 14 Hydraulic Tube
2.85 in. (72.39 mm) (Right Wing)
Channel B
Backup Fittings 1.72 in. (43.69 mm)
Refuel/Jettison Tube 1.87 in. (47.50 mm)
Between Ribs 18 and 19
Slat Can 1.50 in. (38.10 mm)
Between Ribs 19 and 20 Refuel/Jettison Tube 2.41 in. (61.21 mm)

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Table 3 – 787-9 or 787-10 FQIS Wire Harness Separation to Systems Components (28-AWL-91), Continued

Location Harness System Component Minimum Separation

NGS Tube Bracket 2.05 in. (52.07 mm)
Between Ribs 20 and 21 Slat Can 1.41 in. (35.81 mm)
Hydraulic Tube 2.05 in. (52.07 mm)
Vent Tube Bracket 1.55 in. (39.37 mm)
Between Ribs 21 and 22
Refuel/Jettison Tube 2.76 in. (70.10 mm)
Channel B
Between Ribs 23 and 24 NGS Tube 1.53 in. (38.86 mm)
Between Ribs 24 and 25 Hydraulic Tube 2.55 in. (64.77 mm)
2.24 in. (56.90 mm) (Left Wing)
Between Ribs 25 and 26 Hydraulic Tube
1.95 in. (49.53 mm) (Right Wing)
Between Ribs 28 and 29 Hydraulic Tube Bracket 1.38 in. (35.05 mm)
Refuel/Defuel Tube at Rear Spar 1.45 in. (36.83 mm)
Channel A
Refuel/Defuel Tube at Right SOB 2.45 in. (62.23 mm)
Between Left SOB Rib and Refuel/Defuel Tube at Rear Spar 1.97 in. (50.04 mm)
Right SOB Rib, Bay 1 Refuel/Defuel Tube at Left SOB 2.45 in. (62.23 mm)
Channel B
Engine Fuel Feed Tube 1.38 in. (35.05 mm)
APU Fuel Feed Tube 1.57 in. (39.88 mm)
Between Left SOB Rib and Channel A 1.42 in. (36.07 mm)
Vent Tube
Right SOB Rib, Bay 3 Channel B 1.32 in. (33.53 mm)

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Table 4 – 787-9 or 787-10 FQIS Wire Harness Slack (28-AWL-91)

Sensor Location Maximum Slack

Fuel Height Sensor (FHS) - 8CA Outboard of Rib 7
FHS - 1LA Outboard of Rib 9 2.00 in. (50.80 mm)
Fuel Temperature Sensor (FTS) - TLA Outboard of Rib 9 on 1LA
Outboard of Rib 11, between sensor and last support
Fuel Compensator Sensor (FCS) - CLA 1.00 in. (25.40 mm)
Outboard of Rib 11, between breakout and first support
FHS - 3LA Inboard of Rib 12
FHS - 5LA Outboard of Rib 16
FHS - 7LA Outboard of Rib 19 2.00 in. (50.80 mm)
FHS - 9LA Outboard of Rib 22
FHS - 11LA Outboard of Rib 26
Inboard of Rib 30 0.00 in. (0.00 mm)
FHS - 13LA
Equally distributed on both sides of Rib 29 3.00 in. (76.20 mm)
FHS - 9CB Inboard of Rib 8
FHS - 2LB
Outboard of Rib 11
Fuel Density Sensor (FDS) - DLB
2.00 in. (50.80 mm)
FHS - 4LB Inboard of Rib 14
FHS - 6LB Inboard of Rib 18
FHS - 8LB Outboard of Rib 20
Outboard of Rib 24 0.00 in. (0.00 mm)
FHS - 10LB
Equally distributed on both sides of Rib 24 3.00 in. (76.20 mm)
Outboard of Rib 28 0.00 in. (0.00 mm)
FHS - 12LB
Equally distributed on both sides of Rib 27 3.00 in. (76.20 mm)
Outboard of Rib 30 0.00 in. (0.00 mm)
FHS - 14LB
Equally distributed on both sides of Rib 29 3.00 in. (76.20 mm)

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Table 4 – 787-9 or 787-10 FQIS Wire Harness Slack (28-AWL-91), Continued

Sensor Location Maximum Slack

FHS - 7CA Aft side of Spanwise Beam 1 at Right SOB Rib 2.00 in. (50.80 mm)
Between sensor and last support 0.00 in. (0.00 mm)
FCS - CCA Above sensor
1.00 in. (25.40 mm)
Forward side of Spanwise Beam 1 at Right SOB Rib
FHS - 1CA Between sensor and last support
2.00 in. (50.80 mm)
FTS - TCA Between sensor and last support
FHS - 3CA Between sensor and last support 3.00 in. (76.20 mm)
FHS - 2CB Aft side of Spanwise Beam 1 at Left SOB Rib 2.00 in. (50.80 mm)
Between sensor and last support 0.00 in. (0.00 mm)
FCS - CCB Above sensor
1.00 in. (25.40 mm)
Forward side of Spanwise Beam 1 at Left SOB Rib
FHS - 6CB Between sensor and last support 3.00 in. (76.20 mm)

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Table 5 – 787-8 FQIS Wire Harness Separation to Structure (Left and Right Wings) (28-AWL-71)

All dimensions are in inches, with millimeter conversions in parentheses.

Minimum Distance
Support Type Mounted To to Structure Location
Rib Mounted – Tall 2.85 (72.39)
Rib -- Flat Side
Rib Mounted – Short 1.85 (46.99)
Stringer Top 1.35 (34.29) All
Stringer
Stringer Side 1.60 (40.64)
Rib Mounted -- Short Stringer Runout 1.55 (39.37)
1.18 (29.97) Inboard of Rib 8
2.14 (54.36) Inboard of Rib 9
3.16 (80.26) Outboard of Rib 11
(Channel A only)

1.15 (29.21) Outboard of Rib 11

(Channel B only)

1.05 (26.67) Inboard of Rib 12

Rib Mounted -- All Rib – Machined Side 1.25 (31.75) Inboard of Rib 13
1.40 (35.56) Inboard of Rib 14
(Channel A only)

1.53 (38.86) Inboard of Rib 14

(Channel B only)

2.85 (72.39) Inboard of Rib 23

2.51 (63.75) Inboard of Rib 29
2.42 (61.47) Inboard of Rib 30

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Table 6 – 787-8 FQIS Wire Harness Separation to Structure (Center Section) (28-AWL-71)

All dimensions are in inches, with millimeter conversions in parentheses.

Spanwise Spanwise Upper/Lower

Bay Rear Spar Side of Body Beam 1 Beam 2 Stringer
1 2.85 (72.39) Rib Stiffener Stiffener: - -
Fitting: 1.85 (46.99)
(Aft most bay)
1.95 (49.53)
Web:
Rib Flanges: 2.85 (72.39)
2.45 (62.23)

2 - - 1.55 (39.37) Stiffener: 3.10 (78.74)

1.85 (46.99)
Web: 2.85 (72.39)

3 - 2.60 (66.00) - 1.55 (39.37)

4 - 4.85 (123.19) - - -
(Fwd most bay)

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Table 7 – 787-8 FQIS Wire Harness Separation to Systems Components (28-AWL-71)

All dimensions are in inches, with millimeter conversions in parentheses.

Location Harness System Component Minimum Separation

Hydraulic Tube
1.18 (29.97)
(Applicable to Line Numbers 4 - 271)
Between Ribs 10 and 11
Hydraulic Tube
2.80 (71.12)
(Applicable to Line Numbers 273 and Subsequent)
Between Ribs 11 and 12 Vent Tube 3.37 (85.60)
Hydraulic Tube
1.73 (43.94)
(Applicable to Line Numbers 4 - 271)
Between Ribs 12 and 13 Hydraulic Tube
N/A
(Applicable to Line Numbers 273 and Subsequent)
Engine Fuel Feed Tube 0.29 (7.37)
2.36 (59.94)
Channel A (Left Wing)
Between Ribs 14 and 15 Hydraulic Tube
1.85 (46.99)
(Right Wing)
Refuel/Jettison Tube 2.20 (55.88)
Between Ribs 16 and 17
Hydraulic Tube 0.62 (15.75)
2.27 (57.66)
(Left Wing)
Hydraulic Tube
Between Ribs 18 and 19 2.05 (52.07)
(Right Wing)
Refuel/Jettison Tube 3.08 (78.23)
Between Ribs 19 and 20 Refuel/Jettison Tube 2.34 (59.44)

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Table 7 – 787-8 FQIS Wire Harness Separation to Systems Components (28-AWL-71), Continued

Location Harness System Component Minimum Separation

0.36 (9.14)
(Left Wing)
Refuel/Jettison Tube
0.53 (13.46)
(Right Wing)
Between Ribs 22 and 23
0.65 (16.51)
Hydraulic Tube Bracket
(Left Wing)
1.05 (26.67)
Hydraulic Tube
(Right Wing)
2.05 (52.07)
(Left Wing)
Between Ribs 23 and 24 Hydraulic Tube
Channel A 1.68 (42.67)
(Right Wing)
Between Ribs 24 and 25 Hydraulic Isolator 1.30 (33.02)
Between Ribs 25 and 26 Hydraulic Tube 1.26 (32.00)
Hydraulic Tube 0.84 (21.34)

Refuel/Jettison Tube Bracket (Aft Corner) 0.58 (14.73)

Between Ribs 26 and 27

Refuel/Jettison Tube Bracket (Fwd Corner) 0.37 (9.40)

Between Ribs 29 and 30 Vent Tube 2.35 (59.69)

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Table 7 – 787-8 FQIS Wire Harness Separation to Systems Components (28-AWL-71), Continued

Location Harness System Component Minimum Separation

Between Ribs 11 and 12 Vent Tube 2.38 (60.45)
NGS Tube Bracket 1.19 (30.23)
Hydraulic Tube 1.34 (34.04)
Between Ribs 13 and 14
Vent Tube 1.54 (39.12)
Backup Fittings 1.11 (28.19)
Between Ribs 18 and 19 Refuel/Jettison Tube 2.17 (55.12)
Between Ribs 19 and 20 Refuel/Jettison Tube 3.07 (77.98)
NGS Tube Bracket 1.45 (36.83)
Between Ribs 20 and 21
Slat Can 0.89 (22.61)
Between Ribs 21 and 22 Vent Tube Drain Valve 1.72 (43.69)
NGS Tube Bracket 1.95 (49.53)
Between Ribs 22 and 23
Channel B Hydraulic Tube Bracket 0.57 (14.48)
NGS Tube 1.82 (46.23)
Hydraulic Tube Bracket 1.34 (34.04)
Between Ribs 23 and 24 (Left Wing)
Hydraulic Tube 1.92 (48.77)
(Left Wing)
NGS Tube 2.01 (51.05)
Between Ribs 24 and 25 Hydraulic Tube 1.39 (35.31)
(Left Wing)
Vent Tube Bracket 1.58 (40.13)
Between Ribs 25 and 26 Hydraulic Tube 1.51 (38.35)
(Right Wing)
Between Ribs 26 and 27 Hydraulic Tube 1.63 (41.40)

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Table 7 – 787-8 FQIS Wire Harness Separation to Systems Components (28-AWL-71), Continued

Tube Material Tube Size System Component Minimum Separation

Hydraulic Tube 2.15 (54.61)
Between Ribs 27 and 28
NGS Tube 1.40 (35.56)
NGS Distribution Tube 0.87 (22.10)
Channel B
Between Ribs 28 and 29 NGS Piccolo Tube 0.89 (22.61)
Vent Tube 1.27 (32.26)
Between Ribs 29 and 30 Vent Tube 1.36 (34.54)
Refuel/Defuel Tube at 1.41 (35.81)
Rear Spar
Channel A
Refuel/Defuel Tube at 3.85 (97.79)
Right Side of Body Rib
Center Section, Bay 1
Refuel/Defuel Tube at 2.91 (73.91)
Rear Spar
Channel B
Engine Fuel Feed Tube 2.02 (51.13)
APU Fuel Feed Tube 2.29 (58.17)

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Table 8 – Electrical Bonding Resistance Values for Tube to Fitting installations, In-Tank (20-AWL-01)

Location Harness Tube to Fitting [1]

Flareless Fittings Axially Swaged Fittings
0.0007 ohm --- [2]
Aluminum -6
(0.7 milliohm)

CRES -8 0.0025 ohm --- [2]

(2.5 milliohms)
--- [2] 0.0020 ohm
-8
(2.0 milliohms)

-10 0.0015 ohm 0.0020 ohm

Titanium
(1.5 milliohms) (2.0 milliohms)

-12 --- [2] 0.0020 ohm

(2.0 milliohms)
[1] "Fittings" includes "Bulkhead Fittings"
[2] Not used in the fuel tank

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F. SUPPLEMENTAL AWL ILLUSTRATIONS

This section contains selected illustrations, airplane applicability and textual information, if any, for certain
Airworthiness Limitations (AWL) to facilitate understanding of the AWL scope.

For illustrations supporting Critical Design Control Configuration Limitations (CDCCL) AWLs:

The data within the applicable figures must be followed without deviation as directed from the
specified AWL unless the changes have been approved by the FAA Oversight Office.

For illustrations supporting Airworthiness Limitation Instructions (ALI) AWLs:

The related AWL inspections must be performed at the locations specified in illustrations and other
data without deviation unless the changes have been approved by the FAA Oversight Office.

Within this section two separate types of figures are shown, within each figure there may be
multiple related views:

Locator Figures: These figures show where a Detailed Inspection will be performed. There may
be several levels of Locator Figures, with the most detailed figure containing the pointers to the
applicable Detailed Inspections. The Locator Figures will also specify if a Detailed Inspection
will be applicable to another location that is not shown, if a figure for that other location would
be a duplicate. For example, a Locator Figure will identify that the "Right Wing is Opposite"
instead of showing a Right Wing Locator Figure as that figure would simply be a Mirror of the
Left Wing Locator Figure.

Detailed Inspection Figures: These figures show the specific inspection location and type that
will be performed within the Locator Figures. The Detailed Inspection views may specify that
they are an "Example" which means the Detailed Inspection will be performed at multiple
locations and the view has been generalized to accommodate that. All figures will still have the
required information to locate the inspection area.

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
28-AWL-83

EXTERIOR BODY SECTION

AND FUEL SIDE OF SPAR

AFTER FAIRING

APPROXIMATELY 0.120 INCH

0.06 INCH (1.5mm) (3.0 mm) MINIMUM

0.120 INCH
(3.0 mm) FLUSH TO EDGE
MINIMUM OF PART FAIR EXTRUDED SEALANT FLUSH OR
FAIR THE EXTRUDED SEALANT TO THE HEIGHT WITH A RADIUS TO THE HEIGHT SHOWN.
AND WIDTH SHOWN OR FLUSH WITH THE PART.

2678530-S0000628359
FOR PARTS WITH A RADIUS OF FOR PARTS WITH A RADIUS OF
LESS THAN 0.5 INCH (13 mm): 0.5 INCH (13 mm) OR MORE:

A A

Figure 1.1: 28-AWL-83, for airplanes 787, Faying Surface Seal

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a
h
b < 0.25 INCH (6.4 mm)

TYPE 1 FILLET SEAL DIMENSIONS

FOR b < 0.25 INCH (6.4 mm)

a
h

t
b ³ 0.25 INCH (6.4 mm)

TYPE 1 FILLET SEAL DIMENSIONS

FOR b ³ 0.25 INCH (6.4 mm)

a = (w-b) OR 0.10 INCH (MINIMUM) a = (w-b) OR 2.5 mm (MINIMUM)

2678535-S0000628360

w = 0.25 INCH TO 0.75 INCH w = 6.4 mm TO 19.0 mm

d = 0.15 INCH (MINIMUM) TO 0.65 INCH d = 3.8 mm (MINIMUM) TO 16.5 mm

t = 0.13 INCH (MINIMUM) t = 3.3 mm (MINIMUM)

h = 0.070 INCH (MINIMUM) h = 1.8 mm (MINIMUM)

MEASURED AT STEP EDGE MEASURED AT STEP EDGE

Figure 2.1: 28-AWL-83, for airplanes 787, Fillet Seal - Type 1

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a
h
b < 0.25 INCH (6.4 mm)

TYPE 2 FILLET SEAL DIMENSIONS

FOR b < 0.25 INCH (6.4 mm)

d b ³ 0.25 INCH (6.4 mm)

w

TYPE 2 FILLET SEAL DIMENSIONS

FOR b ³ 0.25 INCH (6.4 mm)
2678536-S0000628361

a = (w-b) OR 0.10 INCH (MINIMUM) a = (w-b) OR 2.5 mm (MINIMUM)

w = 0.25 INCH TO 0.75 INCH w = 6.4 mm TO 19.0 mm

d = 0.15 INCH (MINIMUM) TO 0.65 INCH d = 3.8 mm (MINIMUM) TO 16.5 mm

h = 0.070 INCH (MINIMUM) h = 1.8 mm (MINIMUM)

MEASURED AT STEP EDGE MEASURED AT STEP EDGE

Figure 2.2: 28-AWL-83, for airplanes 787, Fillet Seal - Type 2

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0.4 INCH + d (MINIMUM)

10mm + d (MINIMUM)
0.05 INCH MINIMUM
1.3 mm MINIMUM a

a
a = 0.20 INCH (MINIMUM)
a = 10mm (MINIMUM)

2678538-S0000628362
GAP SHALL BE FILLED,
d NOT BRIDGED

BUTT JOINT SEALING DIMENSIONS

Figure 2.3: 28-AWL-83, for airplanes 787, Fillet Seal - Butt Joint Sealing

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STRUCTURE
SEALANT

BRUSH SEALED

SEALANT

w
SEALANT
2678572-S0000628370

FULL COVERAGE

NOTE:
w = 0.10 TO 0.20 INCH (2.5 TO 5.1 mm)

Figure 3.1: 28-AWL-83, for airplanes 787, Brushcoat Seal on a Fastener

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

t
t
d d
d
d

w
WASHER w
WASHER
d = 0.12 INCH (MINIMUM)

t = 0.10 INCH (MINIMUM)

w = 0.12 TO 0.50 INCH

FASTENER FILLET SEAL DIMENSIONS

BRUSHCOAT WHOLE
FASTENER HEAD AND BRUSHCOAT WHOLE
WASHER (IF INSTALLED) FASTENER HEAD AND
AND THEN FILLET SEAL WASHER (IF INSTALLED)
AND THEN FILLET SEAL
FASTENER
HEAD FASTENER
HEAD
b WASHER
b
d d
d

w w w w

2678540-S0000628363
w = 0.12 INCH (MINIMUM) TO 0.50 INCH (MAXIMUM)

b = 0.12 INCH (MINIMUM)

d = 0.12 TO 0.50 INCH

LARGE HEAD FASTENER FILLET SEAL DIMENSIONS
(FOR BOLT HEADS WITH A THICKNESS OF 0.25 INCH
(6.4 mm) OR MORE, NOT INCLUDING WASHER)

Figure 4.1: 28-AWL-83, for airplanes 787, Fastener Fillet Seal

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SEALANT

CAP

0.03 INCH (0.76 mm)

MINIMUM
STRUCTURE

2678543-S0000628364
0.50 INCH (12.7 mm)
MAXIMUM
THE FULL BOTTOM EDGE OF THE SEAL
CAP MUST TOUCH THE STRUCTURE.

ENCAPSULATING FASTENERS WITH PRE-CURED SEALANT CAPS

(NOT INSTALLED ON BARE CFRP)

Figure 5.1: 28-AWL-83, for airplanes 787, Pre-cured Sealant Cap

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A A

BARE CFRP

SEALANT
PRIMED CFRP

(EXAMPLE)
(TOP VIEW)

SEALANT
CAP
0.5 INCH (12.7 mm)
MINIMUM
BARE CFRP

2781865-S0000631035

CFRP
0.5 INCH (12.7 mm)
MINIMUM
PRE-CURED SEALANT CAP WITH
FILLET SEAL ON BARE CFRP
(EXAMPLE)
A-A

Figure 5.2: 28-AWL-83, for airplanes 787, Pre-cured Sealant Cap - Bare CFRP

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SATISFACTORY SATISFACTORY SATISFACTORY NOT SATISFACTORY

2781866-S0000631037
SQUEEZE THE SEAL CAP IN THE DIRECTION OF
THE ARROWS TO MAKE THE NECESSARY CUTS.

Figure 5.3: 28-AWL-83, for airplanes 787, Pre-cured Sealant Cap - Trimming

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CUTTING A CLAM SHELL SEAL

2781868-S0000631036

ASSEMBLY OF CLAM SHELL SEAL

Figure 5.4: 28-AWL-83, for airplanes 787, Pre-cured Sealant Cap - Clamshell

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

BOLT
BOLT STRUCTURE

SEALANT

PART OR
STRUCTURE PART
SEALANT

REMOVABLE FASTENER PERMANENT FASTENER

BOLT
PART

PART OR
STRUCTURE

ADDITIONAL
2678544-S0000628365
SEALANT

ADDITIONAL
SEALANT WASHER
ADDITIONAL SEALANT

Figure 6.1: 28-AWL-83, for airplanes 787, Wet Installation - Helical Threaded Fastener (Non-Sleeved)

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LOCKBOLT

SEALANT

PART OR
STRUCTURE

2678598-S0000628366

Figure 6.2: 28-AWL-83, for airplanes 787, Wet Installation - Annular Grooved Lockbolt (Non-Threaded)

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SLEEVE

BOLT

SEALANT

PART SLEEVE
SEALANT

PART
SEALANT APPLICATION SEALANT APPLICATION
ON SLEEVE ON FLUSH-HEAD THIN-
SLEEVED FASTENER

APPROXIMATELY
1/8 INCH (3.2 mm)

PART
SEALANT

SEALANT
WASHER
(IF INSTALLED)

SEALANT

SWAGED
COLLAR 2678566-S0000628367

TORQUED
COLLAR

SEALANT APPLICATION
ON FASTENER THREADS

Figure 6.3: 28-AWL-83, for airplanes 787, Wet Installation - Sleeved Fastener

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A A

T T
D D

W W
NOTE:
SEALANT AS SHOWN ABOVE.

SEALING OF A SINGLE EDGE SEALING OF AN EDGE IN A GAP THAT IS WIDER

THAN O.5 INCH (12.7 mm)
A A

NOTE:
FILL THE GAP WITH SEALANT AS SHOWN ABOVE.
SEALING OF AN EDGE IN A GAP THAT IS 0.5 INCH
(12.7 mm) WIDE OR SMALLER

DIMENSIONS INCHES MILLIMETERS

2678568-S0000628368

A 0.10-0.30 2.54-7.62
D 0.13 MINIMUM 3.30 MINIMUM

T 0.13 MINIMUM 3.30 MINIMUM

W 0.15-0.25 3.81-6.35

REQUIRED DIMENSIONS (ALL VIEWS)

Figure 7.1: 28-AWL-83, for airplanes 787, Edge Sealing - Single Edge

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D = 0.13 INCH (0.30 mm)

MINIMUM
T = 0.13 INCH TO 0.30 INCH
(3.30 mm TO 7.62 mm)
0.13 INCH TO 0.30 INCH
(3.30 mm TO 7.62 mm)

2678570-S0000628369
CROSS SECTION OF
A COMPOSITE EDGE

SEALING OF A DOUBLE EDGE

Figure 7.2: 28-AWL-83, for airplanes 787, Edge Sealing - Double Edge

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-01

LEFT WING
A

2583532-S0000623319
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 1.1: 57-AWL-01, for 787-8 airplanes, Locator, Fillet and Edge Seals - Airplane Level

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B
RIB 7
D
E
H WING
DRY BAY

H
K 1
F
K1 2
G

RIB 18

H K 1
F
W
LEFT WING K1 2
D
(LEFT WING IS SHOWN,
2583534-S0000623320

INBD RIGHT WING IS OPPOSITE)

(BOTTOM VIEW)

A
1 APPLICABLE TO AIRPLANES 787-8, LINE NUMBERS 6-54
2 APPLICABLE TO AIRPLANES 787-8, LINE NUMBER 55 AND ON

Figure 1.2: 57-AWL-01, for 787-8 airplanes, Locator, Fillet and Edge Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER STRINGERS 2-18

RIB 2
C

SIDE OF BODY
LOWER CHORD SIDE OF BODY

2583537-S0000623345
FWD RIB
I LEFT WING
N (LEFT WING IS SHOWN,
B RIGHT WING IS OPPOSITE)
D (TOP VIEW)

Figure 1.3: 57-AWL-01, for 787-8 airplanes, Locator, Fillet and Edge Seals - Lower Stringers
at Outboard Side of Body Rib

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SIDE OF BODY
LOWER CHORD

EDGE SEAL
INSPECTION AREAS

LOWER
STRINGER

D
INB

LOWER

2585668-S0000624468
SKIN PANEL FWD

LOWER STRINGER
(EXAMPLE)

Figure 1.4: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Lower Stringers to Lower Skin Panel
at Outboard Side of Body Rib - Edge Seals

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FILLET SEAL
UPPER INSPECTION AREA
SKIN PANEL

SIDE OF BODY RIB

RIB 2

INBD FRONT SPAR

FWD
D

FRONT SPAR

FILLET SEAL
INSPECTION AREA

RIB 2 SIDE OF
BODY RIB

LOWER
SKIN PANEL
2583538-S0000623346

FWD

E INBD

Figure 1.5: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Front Spar to Upper and Lower Skin Panels
at Outboard Side of Body Rib - Fillet Seals

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UPPER
SKIN PANEL

UPPER DRAG
BRACE FITTING

FILLET SEAL
INSPECTION AREA

REAR SPAR
SIDE OF
BODY RIB

FWD

INBD
F

REAR SPAR

FILLET SEAL LOWER DRAG

INSPECTION AREA BRACE FITTING

LOWER
SIDE OF SKIN PANEL
BODY RIB

2583540-S0000623348

INBD

FWD
G

Figure 1.6: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Rear Spar to Upper and Lower Skin Panels
at Outboard Side of Body Rib - Fillet Seals

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UPPER FRONT
SPAR FILLET SEAL
INSPECTION AREAS
STRINGER 19
RIB 7 J UPPER FRONT
STRINGER 17 RIB 8 WING SPAR FILLET SEAL
DRY BAY INSPECTION AREAS
STRINGER 15 RIB 9
J1
STRINGER 13 RIB 10
UPPER FRONT
RIB 11 SPAR FILLET SEAL
STRINGER 11 RIB 12 INSPECTION AREA
STRINGER 9
RIB 13 P
STRINGER 7
RIB 14
STRINGER 5
RIB 15
STRINGER 3
RIB 16

RIB 17

RIB 18

UPPER FRONT
SPAR FILLET SEAL
INSPECTION AREAS
J2

UPPER REAR SPAR

FILLET SEAL
INSPECTION AREA
UPPER FRONT SPAR
I FILLET SEAL
INSPECTION AREAS
F

2583541-S0000623321
FILLET SEAL INSPECTION AREAS
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE)
W J3
D
(LOWER PANEL IS NOT SHOWN)
(BOTTOM VIEW) INBD
H

Figure 1.7: 57-AWL-01, for 787-8 airplanes, Locator, Fillet and Edge Seals - Wing Upper Front and Rear Spar

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UPPER FILLET SEAL

SKIN PANEL INSPECTION AREA

RIB
RIB

2583542-S0000623349
FWD
REAR SPAR
(EXAMPLE)

INBD I

Figure 1.8: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Wing Rear Spar
to Upper Skin Panel - Fillet Seals

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FILLET SEAL FILLET SEAL

UPPER INSPECTION AREA UPPER INSPECTION AREA
SKIN PANEL SKIN PANEL

RIB 9
RIB 8 RIB 11

RIB 10

INBD INBD

FRONT SPAR FRONT SPAR

J FWD
J1 FWD

FILLET SEAL FILLET SEAL

UPPER INSPECTION AREA UPPER INSPECTION AREA
SKIN PANEL SKIN PANEL

RIB 12
RIB 11
RIB

RIB

INBD INBD 2583543-S0000623350

FRONT SPAR FRONT SPAR

(EXAMPLE)

J2 FWD J3 FWD

Figure 1.9: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Wing Front Spar
to Upper Skin Panel - Fillet Seals

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RIB 8
WING
STRINGER 19 RIB 9 DRY BAY
UPPER STRINGER
STRINGER 17 RIB 10 ADJACENT TO FRONT
SPAR, EDGE SEAL
RIB 11 INSPECTION AREAS
STRINGER 15
RIB 12 M
STRINGER 13
RIB 13
STRINGER 11
RIB 14
M
STRINGER 9

STRINGER 7 RIB 15
RIB 16
STRINGER 5
RIB 17
STRINGER 3

UPPER RIB 18
STRINGER
EDGE SEAL
INSPECTION
AREAS
O N

UPPER STRINGER ADJACENT

TO REAR SPAR, EDGE SEAL N
INSPECTION AREAS
L L

UPPER STIFFENER
INSPECTION AREA
L F
N W
D

INBD

2583544-S0000623328
EDGE SEAL INSPECTION AREAS
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE)
(LOWER PANEL IS NOT SHOWN)
(BOTTOM VIEW)

Figure 1.10: 57-AWL-01, for airplanes 787-8, L/N 6-54, Locator, Fillet and Edge Seals - Wing Upper
Stringers and Upper Stiffeners

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RIB 8 WING
DRY BAY UPPER STRINGER
STRINGER 19 RIB 9 M ADJACENT TO FRONT
RIB 10 SPAR, EDGE SEAL
STRINGER 17 INSPECTION AREAS
RIB 11
STRINGER 15 RIB 12 M
UPPER STRINGER
ADJACENT TO FRONT
STRINGER 13 SPAR, EDGE SEAL
RIB 13
INSPECTION AREAS
STRINGER 11 RIB 14 M1 1
STRINGER 9
RIB 15 M
STRINGER 7

STRINGER 5 RIB 16

RIB 17
UPPER
STRINGER
EDGE SEAL RIB 18
INSPECTION
AREAS
O N
L O

UPPER STRINGER ADJACENT N

TO REAR SPAR, EDGE SEAL
INSPECTION AREAS L
L UPPER STIFFENER
INSPECTION AREA
N L

2583553-S0000623331
EDGE SEAL INSPECTION AREAS F
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE) W
(LOWER PANEL IS NOT SHOWN) D
(BOTTOM VIEW)
INBD
1 APPLICABLE TO AIRPLANES 787-8,
LINE NUMBERS 55-546 K1

Figure 1.11: 57-AWL-01, for airplanes 787-8, L/N 55 and on, Locator, Fillet and Edge Seals - Wing Upper
Stringers and Upper Stiffeners

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UPPER
STRINGER SKIN PANEL

EDGE SEAL
INSPECTION AREAS

RIB RIB

FWD

REAR SPAR
INBD (EXAMPLE)

UPPER EDGE SEAL UPPER EDGE SEAL

SKIN PANEL INSPECTION AREAS SKIN PANEL INSPECTION AREAS
STRINGER STRINGER
RIB RIB RIB 18 RIB 17

INBD INBD 2583555-S0000623352

FRONT SPAR (EXAMPLE) FRONT SPAR

FWD FWD
M M1 1

1 APPLICABLE TO AIRPLANES 787-8, LINE NUMBERS 55-546

Figure 1.12: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Upper Stringer to Upper Skin Panel
Adjacent to Front or Rear Spar - Edge Seals

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UPPER
SKIN PANEL

EDGE SEAL
INSPECTION AREA

UPPER
PANEL
STIFFENER

FWD RIB
REAR SPAR
(EXAMPLE)
INBD
N

EDGE SEAL
UPPER INSPECTION AREAS RIB
SKIN PANEL STRINGER
RIB

2583573-S0000623353

FWD

(EXAMPLE)
INBD
O

Figure 1.13: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Upper Stiffener to Upper Skin Panel
and Upper Stringer to Upper Skin Panel - Edge Seals

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UPPER
SKIN PANEL

RIB 12

FWD
FRONT

2583575-S0000623355
LOWER SPAR RIB 11
SKIN PANEL
INBD
NACELLE BACKUP FITTING
(LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)

Figure 1.14: 57-AWL-01, for 787-8 airplanes, Locator, Fillet Seals - Nacelle Backup Fitting at Front Spar

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FILLET SEAL
INSPECTION AREA

NACELLE
BACKUP FITTING

FRONT
SPAR

2585669-S0000624469
D
FW

IN
BD

Figure 1.15: 57-AWL-01, for 787-8 airplanes, Detailed Inspection, Nacelle Backup Fitting
to Front Spar - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING

CENTER SECTION A
B

2583577-S0000623333
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 2.1: 57-AWL-01, for airplanes 787-9, L/N 126-313, Locator, Fillet and Edge Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

E
H
RIB 7
I
S
P
WING
DRY BAY

P
L
M S

K
RIB 18

N
J
O

P
S
2583579-S0000623334

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
INBD (BOTTOM VIEW)

Figure 2.2: 57-AWL-01, for airplanes 787-9, L/N 126-313, Locator, Fillet and Edge Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FWD REAR
SPAR

CENTER SECTION
OUTBD
B
SIDE OF
BODY RIB SIDE OF BODY
REAR SPAR LOWER CHORD

D
LOWER
STRINGER 2 2583583-S0000623361

D FWD
INB LOWER STRINGER 2
(EXAMPLE)

Figure 2.3: 57-AWL-01, for airplanes 787-9, L/N 126-313, Locator, Fillet and Edge Seals - Center Section
Rear Spar and Lower Stringer 2

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY
LOWER CHORD

AFT EDGE SEAL

INSPECTION AREAS
(FORWARD EDGE SEAL
INSPECTION AREAS
ARE OPPOSITE)

LOWER
STRINGER 2

D
INB

2583586-S0000623362
FWD
LOWER
SKIN PANEL

Figure 2.4: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Lower Stringer 2
at Inboard Side of Body Rib - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER STRINGERS 2-9

UPPER UPPER
STRINGER 9 F STRINGER 2

FWD
SIDE OF BODY RIB

VENT STRINGERS 13-16 UPPER

STRINGER 10
G INBD

UPPER
STRINGER 18

2583588-S0000623363

UPPER SIDE OF BODY RIB FWD UPPER

STRINGERS 17-18 STRINGERS 10-12
F INBD F
E

Figure 2.5: 57-AWL-01, for airplanes 787-9, L/N 126-313, Locator, Fillet and Edge Seals - Upper Stringers
at Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

EDGE SEAL UPPER

INSPECTION STRINGER
AREAS

FITTING
UPPER
SKIN PANEL

VENT
RIB 2 STRINGER
SIDE OF
BODY RIB
EDGE SEAL
INSPECTION
AREAS
(EXTERNAL
EDGES)

FWD

INBD
UPPER STRINGER
(EXAMPLE) EDGE SEAL
INSPECTION
F AREAS
(INTERNAL
EDGES)
VENT
STRINGER
FITTING
17.5 INCHES
(445 mm)

UPPER
SKIN
PANEL

2583597-S0000623364
FWD
SIDE OF BODY RIB
VENT STRINGER INBD
(VENT COVER IS REMOVED)
(EXAMPLE)

Figure 2.6: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Upper Stringers
and Vent Stringers to Upper Skin Panel at Outboard Side of Body Rib - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL FILLET SEAL
INSPECTION AREA

RIB 2

SIDE OF BODY RIB

INBD FRONT SPAR

FWD H

FRONT SPAR

FILLET SEAL
INSPECTION AREA

RIB 2 SIDE OF
BODY RIB

2583605-S0000623366
LOWER
SKIN PANEL

FWD

I INBD

Figure 2.7: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Front Spar to Upper
and Lower Skin Panels at Outboard Side of Body Rib - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FILLET SEAL UPPER

INSPECTION AREA SKIN PANEL

REAR SPAR

RIB 2
RIB 6

FWD

INBD
J

FILLET SEAL
INSPECTION AREA
UPPER
SKIN PANEL

RIB 2
UPPER DRAG
BRACE FITTING

REAR SPAR

2583607-S0000623367

FWD

INBD

Figure 2.8: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Rear Spar
to Upper Skin Panel Inboard and Outboard of Rib 2 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

EDGE SEAL
INSPECTION AREA

UPPER
SKIN PANEL

UPPER DRAG
BRACE FITTING
UPPER
STRINGER 2

INBD

FWD L

EDGE SEAL
INSPECTION AREA
UPPER
SKIN PANEL

UPPER
STRINGER 2

UPPER DRAG
BRACE FITTING
2583608-S0000623368

FW D

INBD
M

Figure 2.9: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Upper Stringer 2
to Upper Skin Panel near Upper Drag Brace Fitting - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL

FILLET SEAL
INSPECTION AREA

REAR SPAR

UPPER DRAG
BRACE FITTING

SIDE OF
BODY RIB

2583609-S0000623369
FWD

INBD
N

Figure 2.10: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Rear Spar
to Upper Skin Panel at Outboard Side of Body Rib - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SPAR
FILLET SEAL
INSPECTION AREA

SIDE OF
BODY RIB LOWER DRAG
BRACE FITTING

LOWER
SKIN PANEL

2583611-S0000623370
INBD

O FWD

Figure 2.11: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Rear Spar
to Lower Skin Panel at Outboard Side of Body Rib - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FRONT
SPAR FILLET SEAL
INSPECTION AREAS
STRINGER 19
RIB 7 R UPPER FRONT
STRINGER 17 RIB 8 WING SPAR FILLET SEAL
DRY BAY INSPECTION AREAS
STRINGER 15 RIB 9
R1
STRINGER 13 RIB 10
RIB 11
STRINGER 11
RIB 12
STRINGER 9
RIB 13
STRINGER 7
RIB 14
STRINGER 5
RIB 15
STRINGER 3
RIB 16

RIB 17

RIB 18

UPPER FRONT
SPAR FILLET SEAL
INSPECTION AREAS
R2

F UPPER REAR SPAR

W FILLET SEAL
D INSPECTION AREA
UPPER FRONT SPAR
INBD Q FILLET SEAL
INSPECTION AREAS

2583615-S0000623337
FILLET SEAL INSPECTION AREAS
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE) R3
(LOWER PANEL IS NOT SHOWN)
(BOTTOM VIEW)

Figure 2.12: 57-AWL-01, for airplanes 787-9, L/N 126-313, Locator, Fillet Seals - Wing Upper Front
and Rear Spar

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL

SKIN PANEL INSPECTION AREA

RIB
RIB

2583616-S0000623371
FWD REAR SPAR

(EXAMPLE)
INBD
Q

Figure 2.13: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Wing Rear Spar
to Upper Skin Panel - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL UPPER FILLET SEAL

SKIN PANEL INSPECTION AREA SKIN PANEL INSPECTION AREA

RIB 9
RIB 11

RIB 8
RIB 10

INBD INBD

FRONT SPAR FRONT SPAR

R FWD R1 FWD

UPPER FILLET SEAL UPPER FILLET SEAL

SKIN PANEL INSPECTION AREA SKIN PANEL INSPECTION AREA

RIB 12

RIB 11
RIB

RIB

INBD INBD 2583617-S0000623372

FRONT SPAR FRONT SPAR

(EXAMPLE)

R2 FWD R3 FWD

Figure 2.14: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Wing Front Spar
to Upper Skin Panel - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

STRINGER 19 UPPER STRINGER

RIB 7 U ADJACENT TO FRONT
STRINGER 17 SPAR, EDGE SEAL
RIB 8 INSPECTION AREAS
STRINGER 15 RIB 9
U
STRINGER 13 RIB 10
RIB 11
U
STRINGER 11

STRINGER 9 RIB 12
RIB 13 U
STRINGER 7

STRINGER 5
RIB 14 U
RIB 15 U
STRINGER 3
RIB 16

RIB 17
WING
DRY BAY RIB 18

T.

F
W UPPER STRINGER
D ADJACENT TO REAR
SPAR, EDGE SEAL
INBD INSPECTION AREAS
T

2583620-S0000623338
EDGE SEAL INSPECTION AREAS
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE)
(LOWER PANEL IS NOT SHOWN)
(BOTTOM VIEW)

Figure 2.15: 57-AWL-01, for airplanes 787-9, L/N 126-313, Locator, Edge Seals - Wing Upper Stringers
Adjacent to Front and Rear Spar

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER SKIN PANEL

EDGE SEAL
INSPECTION AREAS

RIB RIB

FWD

REAR SPAR
(EXAMPLE)
INBD
T

UPPER EDGE SEAL

STRINGER SKIN PANEL INSPECTION AREAS

RIB

RIB

2583646-S0000623373

FRONT SPAR
INBD
(EXAMPLE)

U FWD

Figure 2.16: 57-AWL-01, for airplanes 787-9, L/N 126-313, Detailed Inspection, Upper Stringer
to Upper Skin Panel Adjacent to Front or Rear Spar - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
A

2583678-S0000623339
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 3.1: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Locator, Fillet and Edge Seals - Airplane
Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

B
E
RIB 7
F P
M
WING
DRY BAY

M
I
J P

H
RIB 18

K
G
L

M
P
2583680-S0000623340

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
INBD (BOTTOM VIEW)

Figure 3.2: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Locator, Fillet and Edge Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER STRINGERS 2-9

UPPER UPPER
STRINGER 9 C STRINGER 2

FWD
SIDE OF BODY RIB

VENT STRINGERS 13-16 UPPER

STRINGER 10
D INBD

UPPER
STRINGER 18

2583681-S0000623374

FWD UPPER
UPPER SIDE OF BODY RIB
STRINGERS 17-18 STRINGERS 10-12

C INBD C
B

Figure 3.3: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Locator, Edge Seals - Upper Stringers
at Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
EDGE SEAL STRINGER
INSPECTION
AREAS

UPPER
SKIN PANEL

FITTING
VENT
RIB 2 STRINGER

EDGE SEAL
SIDE OF INSPECTION
BODY RIB AREAS
(EXTERNAL
EDGES)

FWD
EDGE SEAL
INBD INSPECTION
UPPER STRINGER AREAS
(EXAMPLE) (INTERNAL
EDGES)
C VENT
STRINGER
FITTING
17.5 INCHES
(445 mm)

UPPER
SKIN
PANEL

FWD

2583682-S0000623375
SIDE OF BODY RIB

VENT STRINGER INBD

(VENT COVER IS REMOVED)
(EXAMPLE)

Figure 3.4: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Upper Stringers
and Vent Stringers to Upper Skin Panel at Outboard Side of Body Rib - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL

SKIN PANEL INSPECTION AREA

RIB 2
SIDE OF BODY RIB

INBD FRONT SPAR

FWD
E

FRONT SPAR

FILLET SEAL
INSPECTION AREA

RIB 2 SIDE OF
BODY RIB

LOWER
SKIN PANEL
2583690-S0000623376

FWD

F INBD

Figure 3.5: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Front Spar
to Upper and Lower Skin Panels at Outboard Side of Body Rib - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FILLET SEAL UPPER

INSPECTION AREA SKIN PANEL

REAR SPAR

RIB 2
RIB 6

FWD

INBD
G
FILLET SEAL
INSPECTION AREA

UPPER
SKIN PANEL

RIB 2
UPPER DRAG
BRACE FITTING

REAR SPAR

2583691-S0000623377

FWD

INBD

Figure 3.6: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Rear Spar
to Upper Skin Panel Inboard and Outboard of Rib 2 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

EDGE SEAL
INSPECTION AREA

UPPER
SKIN PANEL
UPPER DRAG
BRACE FITTING

UPPER
STRINGER 2 INBD

I FWD

UPPER EDGE SEAL

SKIN PANEL INSPECTION AREA

UPPER
STRINGER 2

UPPER DRAG
BRACE FITTING
2583693-S0000623378

FWD

J INBD

Figure 3.7: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Upper Stringer 2
to Upper Skin Panel near Upper Drag Brace Fitting - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL

FILLET SEAL
INSPECTION AREA

UPPER DRAG
BRACE FITTING

REAR SPAR
SIDE OF
BODY RIB

2583694-S0000623379
FWD

INBD
K

Figure 3.8: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Rear Spar
to Upper Skin Panel at Outboard Side of Body Rib - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SPAR

FILLET SEAL
INSPECTION AREA

SIDE OF
BODY RIB LOWER DRAG
BRACE FITTING

LOWER
SKIN PANEL

2583695-S0000623380
INBD

L FWD

Figure 3.9: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Rear Spar
to Lower Skin Panel at Outboard Side of Body Rib - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FRONT
SPAR FILLET SEAL
INSPECTION AREAS
STRINGER 19
RIB 7 O UPPER FRONT
STRINGER 17 RIB 8 WING SPAR FILLET SEAL
DRY BAY INSPECTION AREAS
STRINGER 15 RIB 9
O1
STRINGER 13 RIB 10
RIB 11
STRINGER 11
RIB 12
STRINGER 9
RIB 13
STRINGER 7
RIB 14
STRINGER 5
RIB 15
STRINGER 3
RIB 16

RIB 17

RIB 18

UPPER FRONT
SPAR FILLET SEAL
INSPECTION AREAS
O2

F
W UPPER REAR SPAR
D FILLET SEAL
INSPECTION AREA UPPER FRONT SPAR
INBD FILLET SEAL
N INSPECTION AREAS

2583696-S0000623343
FILLET SEAL INSPECTION AREAS
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE) O3
(LOWER PANEL IS NOT SHOWN)
(BOTTOM VIEW)

Figure 3.10: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Locator, Fillet Seals - Wing Upper Front
and Rear Spar

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL

SKIN PANEL INSPECTION AREA

RIB
RIB

2583698-S0000623382
FWD REAR SPAR

(EXAMPLE)
INBD
N

Figure 3.11: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Wing Rear Spar
to Upper Skin Panel - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FILLET SEAL FILLET SEAL

UPPER INSPECTION AREA UPPER INSPECTION AREA
SKIN PANEL SKIN PANEL

RIB 9
RIB 11

RIB 8
RIB 10

INBD INBD

FRONT SPAR FRONT SPAR

O FWD O1 FWD

FILLET SEAL FILLET SEAL

UPPER INSPECTION AREA UPPER INSPECTION AREA
SKIN PANEL SKIN PANEL

RIB 12

RIB 11
RIB

RIB

INBD INBD 2583701-S0000623383

FRONT SPAR FRONT SPAR

(EXAMPLE)
FWD FWD
O2 O3

Figure 3.12: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Wing Front Spar
to Upper Skin Panel - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER STRINGER ADJACENT TO FRONT

SPAR, EDGE SEAL INSPECTION AREAS
STRINGER 19
RIB 7 R
STRINGER 17 UPPER STRINGER ADJACENT TO FRONT
RIB 8 SPAR, EDGE SEAL INSPECTION AREAS
STRINGER 15 RIB 9
R R1 1
STRINGER 13 RIB 10

STRINGER 11 RIB 11
RIB 12
R
STRINGER 9

STRINGER 7 RIB 13
RIB 14 R
STRINGER 5
RIB 15
STRINGER 3
RIB 16 R

WING RIB 17
DRY BAY
RIB 18
Q1 2
Q
Q2 3

Q1 2
Q
Q3 3
Q1 2
Q
Q4 3
Q
UPPER STRINGER ADJACENT TO REAR
SPAR, EDGE SEAL INSPECTION AREAS
Q1 2

Q4 3
F

2583702-S0000623344
1 APPLICABLE TO AIRPLANES 787-9 W
OR 787-10, LINE NUMBERS 316-548 EDGE SEAL INSPECTION AREAS
(LEFT WING IS SHOWN, RIGHT WING IS OPPOSITE) D
2 APPLICABLE TO AIRPLANES 787-9 (LOWER PANEL IS NOT SHOWN)
OR 787-10, LINE NUMBERS 316-714 (BOTTOM VIEW) INBD
3 APPLICABLE TO AIRPLANES 787-9
OR 787-10, LINE NUMBER 715 AND ON P

Figure 3.13: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Locator, Edge Seals
- Wing Upper Stringers Adjacent to Front and Rear Spar

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER
EDGE SEAL
INSPECTION AREAS

RIB

RIB
UPPER
SKIN PANEL

FWD

INBD
(EXAMPLE) REAR SPAR

UPPER
STRINGER

EDGE SEAL
INSPECTION AREAS

RIB

RIB
UPPER
SKIN PANEL

FWD

INBD
2583703-S0000623384

(EXAMPLE) REAR SPAR

Q1 2

2 APPLICABLE TO AIRPLANES 787-9 OR 787-10, LINE NUMBERS 316-714

Figure 3.14: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection,
Upper Stringer to Upper Skin Panel Adjacent to Rear Spar - Edge Seals

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STRINGER 3

EDGE SEAL
INSPECTION AREAS
UPPER
SKIN PANEL
RIB 8

RIB 7

FWD

REAR SPAR
INBD Q2

STRINGER 4 EDGE SEAL

INSPECTION AREAS
UPPER
SKIN PANEL

RIB 9
RIB 10

2819674-S0000651649
FWD

INBD REAR SPAR

Q3

Figure 3.15: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 715 and on, Detailed Inspection,
Upper Stringers 3 and 4 to Upper Skin Panel Adjacent to Rear Spar - Partial Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

EDGE SEAL
STRINGER INSPECTION AREAS

UPPER
SKIN PANEL RIB

RIB

FWD

2819676-S0000651650
REAR SPAR
INBD (EXAMPLE)

Q4

Figure 3.16: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 715 and on, Detailed Inspection,
Upper Stringer to Upper Skin Panel Adjacent to Rear Spar - Partial Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER EDGE SEAL

UPPER SKIN PANEL INSPECTION AREAS
STRINGER

RIB

RIB

INBD

FRONT SPAR (EXAMPLE) FWD

R

UPPER
UPPER SKIN PANEL EDGE SEAL
STRINGER INSPECTION AREAS

RIB 8
RIB 9

INBD 2819678-S0000651651

FRONT SPAR FWD

R1 1

1 APPLICABLE TO AIRPLANES 787-9 OR 787-10, LINE NUMBERS 316-548

Figure 3.17: 57-AWL-01, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection,
Upper Stringer to Upper Skin Panel Adjacent to Front Spar - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-03

B
A

2608356-S0000626992
FW
D

Figure 1.1: 57-AWL-03, for airplane L/N 6, Locator, Left Wing Fastener Seals - Airplane Level

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RIB 2
STRINGER 18

STRINGER 16 RIB 3

STRINGER 14 RIB 5

STRINGER 12
RIB 7
STRINGER 10 E
RIB 9
STRINGER 8
F
STRINGER 6 RIB 11
G
STRINGER 4
RIB 13
STRINGER 2 T

R S
D V
C
P Q

N O
F
J
W
H

2608400-S0000626831
D L M
INBD
LEFT WING I U
(BOTTOM VIEW)
(LOWER SKIN PANEL NOT SHOWN)
K
A

Figure 1.2: 57-AWL-03, for airplane L/N 6, Locator, Fastener Seals - Left Wing Side of Body Rib to Rib 14

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AB
AD
RIB 14
STRINGER 18
STRINGER 16 AE
AA
STRINGER 12 RIB 18

STRINGER 10

STRINGER 8 RIB 20

X
RIB 22
W
RIB 24
Y RIB 16

RIB 26
Z AC

RIB 28
RIB 29
RIB 30

F
W
D
INBD

2608403-S0000626832
LEFT WING
(BOTTOM VIEW)
(LOWER SKIN PANEL NOT SHOWN)
RIB 31
B

Figure 1.3: 57-AWL-03, for airplane L/N 6, Locator, Fastener Seals - Left Wing Rib 14 to Rib 31

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER SKIN PANEL STRINGER 5
STRINGER 4

SEALED FASTENER
INSPECTION AREA
1

SEALED FASTENER
INSPECTION AREA
1

RIB 2

D
INB

FWD

2608425-S0000626849
1 INSPECT THE SEALANT ON BOTH
ENDS OF EACH FASTENER LOCATION.

Figure 1.4: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 4 and 5
Inboard of LH Rib 2 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2

LOWER
SEALED FASTENER SKIN PANEL
INSPECTION AREA
1 SEALED FASTENER
INSPECTION AREA
1

LOWER
STRINGER 6

LOWER
STRINGER 5

FWD

D INBD

2787452-S0000633567

1 INSPECT THE SEALANT ON BOTH

ENDS OF EACH FASTENER LOCATION.

Figure 1.5: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Lower Stringers 5 and 6
Inboard of LH Rib 2 - Fastener Seals

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UPPER UPPER SEALED FASTENER

SEALED FASTENER STRINGER 17 STRINGER 18 INSPECTION AREA
INSPECTION AREA UPPER UPPER SEALED FASTENER
SEALED FASTENER STRINGER 17 STRINGER 18 INSPECTION AREA
INSPECTION AREA

2608417-S0000626843
FWD

2608417-S0000626843
RIB 9
FWD
RIB 9

E INBD

E INBD

Figure 1.6: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 17 and 18
Inboard of LH Rib 9 - Fastener Seals

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SEALED FASTENER
INSPECTION AREA UPPER UPPER SEALED FASTENER
STRINGER 13 STRINGER 12 INSPECTION AREA

2608416-S0000626842
INBD
RIB 9
FWD

Figure 1.7: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 12 and 13
Outboard of LH Rib 9 - Fastener Seals

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SEALED FASTENER UPPER

STRINGER 13 UPPER SEALED FASTENER
INSPECTION AREA
STRINGER 12 INSPECTION AREA

2787447-S0000633562
INBD
RIB 10

FWD

Figure 1.8: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 12 and 13
Outboard of LH Rib 10 - Fastener Seals

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SEALED FASTENER
INSPECTION AREA
SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 8

2608405-S0000626833
RIB 11
FWD
UPPER
STRINGER 7

H INBD

Figure 1.9: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 11 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER STRINGER 8 SEALED FASTENER
SEALED FASTENER STRINGER 7 INSPECTION AREA
INSPECTION AREA

2608406-S0000626834
FWD
RIB 12

I INBD

Figure 1.10: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 12 - Fastener Seals

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SEALED FASTENER
INSPECTION AREAS

2608410-S0000626837
UPPER UPPER
RIB 12 FWD STRINGER 10
STRINGER 9

J INBD

Figure 1.11: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 9 and 10
Inboard of LH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER SEALED FASTENER

INSPECTION AREAS INSPECTION AREAS

2608407-S0000626835
UPPER
UPPER RIB 13 FWD STRINGER 8
STRINGER 7

K
INBD

Figure 1.12: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 8

REAR SPAR

RIB 12
RIB 13

2787442-S0000633556
INBD

FWD L

Figure 1.13: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 8
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 9

RIB 12

RIB 13

2608409-S0000626836
FWD

M INBD

Figure 1.14: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 9
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 11

RIB 13

2787443-S0000633557
RIB 12
INBD REAR SPAR

FWD N

Figure 1.15: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 11
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 12

RIB 12

RIB 13

2608411-S0000626838
FWD
FRONT
SPAR

INBD
O

Figure 1.16: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 12
Inboard of LH Rib 13 - Fastener Seals

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SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 14

RIB 12

RIB 13

2787445-S0000633560
INBD
REAR SPAR

FWD P

Figure 1.17: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 14
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 15

RIB 13

RIB 12

2608412-S0000626839
FWD

FRONT
SPAR

INBD
Q

Figure 1.18: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 15
Inboard of LH Rib 13 - Fastener Seals

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SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 17

RIB 13

2608413-S0000626840
RIB 12

INBD

FWD
R

Figure 1.19: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 17
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 18
RIB 13

RIB 12

2787446-S0000633561
FRONT SPAR FWD

INBD
S

Figure 1.20: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 18
Inboard of LH Rib 13 - Fastener Seals

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SEALED FASTENER SEALED FASTENER

INSPECTION AREA INSPECTION AREA

UPPER
UPPER STRINGER 19
STRINGER 18

2608415-S0000626841
FWD

RIB 13

T INBD

Figure 1.21: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 18 and 19
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED FASTENER UPPER

STRINGER 7 INSPECTION AREAS STRINGER 8

2787441-S0000633555
RIB 14 FWD

U INBD

Figure 1.22: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 14 - Fastener Seals

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SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 16

UPPER

2787444-S0000633558
STRINGER 15
FWD
RIB 14

INBD
V

Figure 1.23: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER STRINGER 8
SEALED FASTENER STRINGER 9
INSPECTION AREA SEALED FASTENER
INSPECTION AREA

RIB 14

2787449-S0000633564
INBD

FWD
W

Figure 1.24: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 8 and 9
Outboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER UPPER

INSPECTION AREA STRINGER 11 STRINGER 10 SEALED FASTENER
INSPECTION AREA

2787448-S0000633563
INBD

FWD RIB 14

Figure 1.25: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 10 and 11
Outboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER

UPPER INSPECTION AREAS
STRINGER 7 STRINGER 8

2608420-S0000626845
FWD
RIB 15

Y INBD

Figure 1.26: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER SEALED FASTENER

INSPECTION AREA INSPECTION AREA

UPPER
UPPER STRINGER 9
STRINGER 8

2608421-S0000626846
FWD
RIB 15

Z INBD

Figure 1.27: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 8 and 9
Inboard of LH Rib 15 - Fastener Seals

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UPPER
STRINGER 11

UPPER
STRINGER 10

SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

2608419-S0000626844
FWD
RIB 15

AA INBD

Figure 1.28: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 10 and 11
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER

2787451-S0000633566
STRINGER 15 UPPER
RIB 15 FWD STRINGER 16

AB INBD

Figure 1.29: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2787450-S0000633565
UPPER
RIB 16 FWD STRINGER 12
UPPER
STRINGER 11

INBD
AC

Figure 1.30: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 11 and 12
Inboard of LH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 15

UPPER
STRINGER 16

2608423-S0000626848
FWD
RIB 16

AD INBD

Figure 1.31: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER

UPPER STRINGER 16
STRINGER 15 INSPECTION AREAS

2608422-S0000626847
FWD
RIB 17

AE INBD

Figure 1.32: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

B
A

2608371-S0000626995
D
FW

Figure 2.1: 57-AWL-03, for airplane L/N 6, Locator, Right Wing Fastener Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2
STRINGER 18

RIB 3 STRINGER 16

RIB 5 STRINGER 14

E STRINGER 12
RIB 7
F STRINGER 10

RIB 9
STRINGER 8
H
RIB 11 STRINGER 6
G
STRINGER 4
RIB 13
U
STRINGER 2

S T
Q R
C
W
D
O P
K
N M I F
W

2608438-S0000626850
V J
D
RIGHT WING
(BOTTOM VIEW) INBD
L (LOWER SKIN PANEL NOT SHOWN)

Figure 2.2: 57-AWL-03, for airplane L/N 6, Locator, Fastener Seals -

Right Wing Side of Body Rib to Rib 14

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

AC

AE RIB 14
STRINGER 18
STRINGER 16
AF RIB 16

AB
STRINGER 12
RIB 18
Y
STRINGER 10
RIB 20 STRINGER 8

X
RIB 22
Z
RIB 24
AA

RIB 26
AD

RIB 28
RIB 29
RIB 30
F
W
D

INBD

2608440-S0000626851
RIGHT WING
(BOTTOM VIEW)
(LOWER SKIN PANEL NOT SHOWN)
RIB 31 B

Figure 2.3: 57-AWL-03, for airplane L/N 6, Locator, Fastener Seals - Right Wing Rib 14 to Rib 31

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 5 SKIN PANEL STRINGER 4

SEALED FASTENER
INSPECTION AREA SEALED FASTENER
1 INSPECTION AREA
1

RIB 2

INB
D

FWD
C

2608463-S0000626871
1 INSPECT THE SEALANT ON BOTH
ENDS OF EACH FASTENER LOCATION.

Figure 2.4: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 4 and 5
Inboard of RH Rib 2 - Fastener Seals

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RIB 2

LOWER
SKIN PANEL

SEALED FASTENER
INSPECTION AREA
1

SEALED FASTENER
LOWER INSPECTION AREA
STRINGER 5
1

LOWER
STRINGER 4
FWD

INBD D

2787463-S0000633626

1 INSPECT THE SEALANT ON BOTH

ENDS OF EACH FASTENER LOCATION.

Figure 2.5: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Lower Stringers 4 and 5
Inboard of RH Rib 2 - Fastener Seals

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SEALED FASTENER
INSPECTION AREA UPPER UPPER
STRINGER 18 STRINGER 17 SEALED FASTENER
INSPECTION AREA

2787460-S0000633623
FWD
RIB 9

INBD E

Figure 2.6: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 17 and 18
Inboard of RH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER UPPER SEALED FASTENER

INSPECTION AREA STRINGER 12 RIB 9 STRINGER 13 INSPECTION AREA

2608452-S0000626863
INBD

FWD

Figure 2.7: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 12 and 13
Outboard of RH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER SEALED FASTENER

INSPECTION AREA UPPER UPPER
STRINGER 10 RIB 10 STRINGER 11 INSPECTION AREA

2787459-S0000633622
INBD

FWD

Figure 2.8: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 10 and 11
Outboard of RH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER SEALED FASTENER

SEALED FASTENER STRINGER 13
INSPECTION AREA STRINGER 12 RIB 10 INSPECTION AREA

2608451-S0000626862
INBD

H F WD

Figure 2.9: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 12 and 13
Outboard of RH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2608441-S0000626852
UPPER
STRINGER 8 UPPER
RIB 11 FWD STRINGER 7

INBD I

Figure 2.10: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 11 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER

INSPECTION AREA STRINGER 8 UPPER
STRINGER 7 SEALED FASTENER
INSPECTION AREA

2608443-S0000626853
FWD RIB 12

INBD J

Figure 2.11: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

LEFT WING
CENTER WING
A
B

2608446-S0000626857
UPPER
FW
STRINGER 10 D
FWD RIB 12 UPPER

2584279-S0000623891
STRINGER 9
D
INB

INBD K
(LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)

Figure 2.12: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 9 and 10
Inboard of RH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER SEALED FASTENER

INSPECTION AREAS INSPECTION AREAS

2608444-S0000626854
UPPER FWD UPPER
STRINGER 8 RIB 13 STRINGER 7

INBD
L

Figure 2.13: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 8

RIB 13

REAR SPAR RIB 12

2787454-S0000633569
INBD

M FWD

Figure 2.14: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 8
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 9

RIB 12 RIB 13

FWD

INBD 2608445-S0000626855

Figure 2.15: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 9
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 11

RIB 13

RIB 12

2787455-S0000633618
REAR SPAR INBD

O FWD

Figure 2.16: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 11
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 12

RIB 12

RIB 13

2608447-S0000626858
FRONT FWD
SPAR

INBD
P

Figure 2.17: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 12
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 14

RIB 12

RIB 13

REAR SPAR

2787457-S0000633620
INBD

Q FWD

Figure 2.18: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 14
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 15

RIB 13
RIB 12

FRONT
SPAR FWD

2608448-S0000626859
INBD
R

Figure 2.19: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 15
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 17

RIB 13

RIB 12

INBD 2608449-S0000626860

FWD S

Figure 2.20: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 17
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 18

RIB 13
RIB 12

2787458-S0000633621
FRONT SPAR
FWD

INBD
T

Figure 2.21: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringer 18
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 19
UPPER
STRINGER 18

2608450-S0000626861
FWD
RIB 13

INBD
U

Figure 2.22: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 18 and 19
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED FASTENER UPPER

STRINGER 8 INSPECTION AREAS STRINGER 7

2787453-S0000633568
FWD
RIB 14

INBD V

Figure 2.23: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2787456-S0000633619
UPPER UPPER
STRINGER 16 FWD RIB 14
STRINGER 15

INBD
W

Figure 2.24: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 8 STRINGER 9 SEALED FASTENER
INSPECTION AREA
SEALED FASTENER
INSPECTION AREA

RIB 14

2608454-S0000626865
INBD

FWD
X

Figure 2.25: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 8 and 9
Outboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 10 SEALED FASTENER
STRINGER 11 INSPECTION AREA
SEALED FASTENER
INSPECTION AREA

2608453-S0000626864
INBD
RIB 14
FWD
Y

Figure 2.26: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 10 and 11
Outboard of RH Rib 14 - Fastener Seals

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UPPER SEALED FASTENER

STRINGER 8 INSPECTION AREAS UPPER
STRINGER 7

2787462-S0000633625
FWD RIB 15

INBD
Z

Figure 2.27: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 9

UPPER
STRINGER 8

RIB 15

2608455-S0000626866
FWD

INBD AA

Figure 2.28: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 8 and 9
Inboard of RH Rib 15 - Fastener Seals

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UPPER
STRINGER 11

UPPER
STRINGER 10

SEALED
FASTENER SEALED
INSPECTION FASTENER
AREA INSPECTION
AREA

2787461-S0000633624
FWD RIB 15

INBD
AB

Figure 2.29: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 10 and 11
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER UPPER

2608462-S0000626870
STRINGER 16 RIB 15 STRINGER 15
FWD

INBD AC

Figure 2.30: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
SEALED FASTENER INSPECTION AREAS
INSPECTION AREAS

2608456-S0000626867
UPPER INBD RIB 15 UPPER
STRINGER 11 STRINGER 12

FWD
AD

Figure 2.31: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 11 and 12
Outboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS SEALED FASTENER
INSPECTION AREAS

2608461-S0000626869
UPPER
STRINGER 16 RIB 16 FWD UPPER
STRINGER 15
INBD
AE

Figure 2.32: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED FASTENER UPPER

STRINGER 16 INSPECTION AREAS STRINGER 15

2608460-S0000626868
FWD RIB 17

INBD AF

Figure 2.33: 57-AWL-03, for airplane L/N 6, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

B
A

2608366-S0000626996
FW
D

Figure 3.1: 57-AWL-03, for airplanes L/N 7-54, Locator, Left Wing Fastener Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2
STRINGER 18

STRINGER 16 RIB 3

STRINGER 14 RIB 5

STRINGER 12
RIB 7
STRINGER 10 G
RIB 9
H I
STRINGER 8

STRINGER 6 RIB 11 K
STRINGER 4
RIB 13
STRINGER 2 AA

Y Z
W X
D
C AC
E
F U V
F P
W L
D
S T
INBD J M O AB
N Q

2608473-S0000626872
LEFT WING R
(BOTTOM VIEW)
(LOWER SKIN PANEL NOT SHOWN)

Figure 3.2: 57-AWL-03, for airplanes L/N 7-54, Locator, Fastener Seals -
Left Wing Side of Body Rib to Rib 14

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

AJ AK
AO AN
RIB 14
STRINGER 18
AR
STRINGER 16
AQ
AI
STRINGER 12 RIB 18

STRINGER 10 AT
STRINGER 8 RIB 20
AU
AF
RIB 22
AE
AG RIB 24
RIB 16
AD
AP RIB 26
AH
AM AL
RIB 28
AS AV RIB 29
RIB 30

F AW
W
D

INBD AX AY

2608535-S0000626873
LEFT WING
(BOTTOM VIEW) RIB 31
(LOWER SKIN PANEL NOT SHOWN)

Figure 3.3: 57-AWL-03, for airplanes L/N 7-54, Locator, Fastener Seals -
Left Wing Rib 14 to Rib 31

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 4 SKIN PANEL STRINGER 5

SEALED FASTENER
INSPECTION AREA
1
SEALED FASTENER
INSPECTION AREA
1

RIB 2

D
INB

FWD

2608582-S0000626899
1 INSPECT THE SEALANT ON BOTH
ENDS OF EACH FASTENER LOCATION.

Figure 3.4: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 4 and 5
Inboard of LH Rib 2 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2

SEALED FASTENER LOWER

INSPECTION AREA SKIN PANEL
1
SEALED FASTENER
INSPECTION AREA
1

LOWER
STRINGER 6

LOWER
STRINGER 5
FWD

INBD
D

1 INSPECT THE SEALANT ON BOTH 2787487-S0000633593

ENDS OF EACH FASTENER LOCATION.

Figure 3.5: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringers 5 and 6
Inboard of LH Rib 2 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

OUTBOARD
VERTICAL
BACK UP SEALED FASTENER
FITTING INSPECTION AREA

RIB 8

REAR SPAR

RIB 7

2608536-S0000626874
INBD

FWD
E

Figure 3.6: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of LH Rib 8 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE LOAD
BACK UP
FITTING REAR
SPAR

RIB 9

SEALED FASTENER
INSPECTION AREA

2787464-S0000633570
INBD

FWD
F

Figure 3.7: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of LH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS UPPER
UPPER
STRINGER 17 STRINGER 18

2608549-S0000626887
FWD
RIB 9

G INBD

Figure 3.8: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 17 and 18
Inboard of LH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER SEALED FASTENER

INSPECTION AREAS UPPER UPPER
STRINGER 13 INSPECTION AREAS
STRINGER 12

2608548-S0000626885
INBD
RIB 9
FWD

Figure 3.9: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 12 and 13
Outboard of LH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 9

FRONT
SPAR
RIB 10

FWD

2787475-S0000633581
INBD

Figure 3.10: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Front Spar
Outboard of LH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

BRACKET

RIB 10

RIB 11

SEALED FASTENER STIFFENER STIFFENER

INSPECTION AREAS SEALED FASTENER
INSPECTION AREAS

REAR
SPAR

2787465-S0000633571
INBD
BRACKET

FWD J

Figure 3.11: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Outboard of LH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER

INSPECTION AREAS STRINGER 13 UPPER SEALED FASTENER
STRINGER 12 INSPECTION AREAS

2787474-S0000633580
INBD
RIB 10
FWD

Figure 3.12: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 12 and 13
Outboard of LH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS
UPPER
STRINGER 8

RIB 11

2608537-S0000626875
UPPER
STRINGER 7
FWD

L
INBD

Figure 3.13: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 11 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

BRACKET

STIFFENER

RIB 12

SEALED FASTENER
INSPECTION AREAS
REAR
SPAR

2608538-S0000626876
BRACKET
D
INB

FWD M

Figure 3.14: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of LH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 5

RIB 11

2608539-S0000626877
RIB 12 FWD

N INBD

Figure 3.15: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 5
Inboard of LH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED FASTENER

UPPER STRINGER 8 INSPECTION AREA
SEALED FASTENER STRINGER 7
INSPECTION AREA

2787466-S0000633572
FWD
RIB 12

O INBD

Figure 3.16: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2608543-S0000626880
UPPER
UPPER RIB 12 STRINGER 10
STRINGER 9
FWD

INB
D
P

Figure 3.17: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 9 and 10
Inboard of LH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 13 SEALED FASTENER

INSPECTION AREA
RIB 12

LOWER FWD

2787467-S0000633573
STRINGER 6

INBD

Figure 3.18: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 6
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
SEALED FASTENER INSPECTION AREAS
INSPECTION AREAS

2608541-S0000626878
UPPER
UPPER STRINGER 8
STRINGER 7 RIB 13 FWD

R INBD

Figure 3.19: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 8

REAR SPAR

RIB 13
RIB 12

2787469-S0000633575
INBD

FWD
S

Figure 3.20: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 8
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 9

RIB 13
RIB 12

2608542-S0000626879
FWD

INBD
T

Figure 3.21: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 9
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 11

RIB 13
RIB 12

2787470-S0000633576
INBD REAR SPAR

FWD U

Figure 3.22: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 11
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 12

RIB 13
RIB 12

2608544-S0000626881
FWD FRONT
SPAR

INBD
V

Figure 3.23: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 12
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 14

RIB 12
RIB 13

2787472-S0000633578
REAR SPAR
INBD

FWD W

Figure 3.24: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 14
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 15

RIB 13
RIB 12

FRONT

2608545-S0000626882
FWD SPAR

INBD
X

Figure 3.25: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 15
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 17

RIB 13
RIB 12

2608546-S0000626883
INBD

Y FWD

Figure 3.26: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 17
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 18

RIB 13

2787473-S0000633579
RIB 12
FRONT SPAR
FWD

INBD
Z

Figure 3.27: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 18
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS
UPPER
STRINGER 19

UPPER
STRINGER 18

2608547-S0000626884
FWD

RIB 13

AA INBD

Figure 3.28: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 18 and 19
Inboard of LH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
UPPER INSPECTION AREAS UPPER
STRINGER 7 STRINGER 8

2787468-S0000633574
RIB 14 FWD

AB INBD

Figure 3.29: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
SEALED FASTENER INSPECTION AREA
INSPECTION AREA

UPPER
STRINGER 16

UPPER
STRINGER 15

2787471-S0000633577
FWD
RIB 14

INBD
AC

Figure 3.30: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS
UPPER
STRINGER 7

2787478-S0000633584
FWD RIB 14
RIB 15

INBD
AD

Figure 3.31: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 7
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA UPPER
STRINGER 8

UPPER
STRINGER 9
SEALED FASTENER
INSPECTION AREA

RIB 14

2787477-S0000633583
INBD

FWD

AE

Figure 3.32: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 8 and 9
Outboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 11 UPPER
STRINGER 10
SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

2787476-S0000633582
INBD RIB 14

FWD
AF

Figure 3.33: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 10 and 11
Outboard of LH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER SEALED FASTENER STRINGER 8
STRINGER 7 INSPECTION AREAS

2608552-S0000626889
FWD
RIB 15

AG INBD

Figure 3.34: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 9
SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

UPPER
STRINGER 8

2608553-S0000626890
FWD
RIB 15

AH INBD

Figure 3.35: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 8 and 9
Inboard of LH Rib 15 - Fastener Seals

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UPPER
STRINGER 11
UPPER
STRINGER 10

SEALED
FASTENER
INSPECTION
AREA
SEALED
FASTENER
INSPECTION
AREA

2608551-S0000626888
RIB 15 FWD

AI
INBD

Figure 3.36: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 10 and 11
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED
STRINGER 14 FASTENER
UPPER
STRINGER 13 INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

RIB 15

2608581-S0000626898
FWD

INBD
AJ

Figure 3.37: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 13 and 14
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER UPPER
STRINGER 15 STRINGER 16

2787486-S0000633592
RIB 15 FWD

INBD
AK

Figure 3.38: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED FASTENER UPPER

STRINGER 15 INSPECTION AREAS STRINGER 14

2608555-S0000626892
INBD RIB 15

FWD
AL

Figure 3.39: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 14 and 15
Outboard of LH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER

2787479-S0000633585
STRINGER 12
UPPER RIB 16
STRINGER 11 FWD

AM INBD

Figure 3.40: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 11 and 12
Inboard of LH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 13 STRINGER 14

SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

2787485-S0000633591
FWD RIB 16

INBD
AN

Figure 3.41: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 13 and 14
Inboard of LH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 15

UPPER
STRINGER 16

2608563-S0000626897
RIB 16
FWD

AO INBD

Figure 3.42: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 8

2608554-S0000626891
RIB 17 FWD
RIB 16

INBD
AP

Figure 3.43: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 8
Inboard of LH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 15 UPPER
STRINGER 14

RIB 16

2787484-S0000633590
SEALED FASTENER
INSPECTION AREAS
INBD

FWD
AQ

Figure 3.44: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 14 and 15
Outboard of LH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER

2608561-S0000626896
STRINGER 15 RIB 17 UPPER
FWD STRINGER 16

INBD
AR

Figure 3.45: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of LH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 9

RIB 17

2787480-S0000633586

FWD

INBD
AS

Figure 3.46: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 9
Outboard of LH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 19
FRONT
SPAR

2608560-S0000626895
FWD
SEALED FASTENER
INSPECTION AREAS

INBD
AT

Figure 3.47: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Front Spar
Inboard of LH Rib 19 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 20

FRONT
SPAR

2787483-S0000633589
D
FW
SEALED FASTENER
INSPECTION AREAS
INBD

AU

Figure 3.48: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Front Spar
Inboard of LH Rib 20 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 20
RIB 19

2787481-S0000633587
REAR
SEALED FASTENER SPAR
INSPECTION AREA
INBD

AV FWD

Figure 3.49: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of LH Rib 20 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA
2

LOWER
STRINGER 13
RIB 27

FWD

INBD
AW

2608556-S0000626893

2 ONE FASTENER IS ON THE INBOARD SIDE OF RIB 27

ONE FASTENER IS ON THE OUTBOARD SIDE OF RIB 27

Figure 3.50: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 13
at LH Rib 27 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
STRINGER 16

RIB 31

RIB 30

SEALED FASTENER

2608558-S0000626894
INSPECTION AREAS LOWER
STRINGER 15
FWD

INBD
AX

Figure 3.51: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 15
Outboard of LH Rib 30 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
STRINGER 15

RIB 31

RIB 30

2787482-S0000633588
LOWER INBD
STRINGER 16 SEALED FASTENER
INSPECTION AREAS
FWD

AY

Figure 3.52: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 16
Outboard of LH Rib 30 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

B
A

2608373-S0000626997
D
FW

Figure 4.1: 57-AWL-03, for airplanes L/N 7-54, Locator, Right Wing Fastener Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2
STRINGER 18

RIB 3 STRINGER 16

RIB 5 STRINGER 14

G STRINGER 12
RIB 7
H STRINGER 10

I RIB 9
STRINGER 8
L
RIB 11 STRINGER 6
K
STRINGER 4
RIB 13
AB
STRINGER 2

Z AA
X Y
C
D
AD
F E
M
V W
Q F
T U J W
P D
R N
INBD
AC O
S

2608584-S0000626900
RIGHT WING
(BOTTOM VIEW)
(LOWER SKIN PANEL NOT SHOWN)

Figure 4.2: 57-AWL-03, for airplanes L/N 7-54, Locator, Fastener Seals -
Right Wing Side of Body Rib to Rib 14

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

AL

AO AP RIB 14 AK STRINGER 18

STRINGER 16
AS RIB 16

AR AJ
RIB 18 STRINGER 12
AF
RIB 20 STRINGER 10
STRINGER 8

RIB 22
AE
AH
RIB 24
AI
AG
RIB 26 AQ
AN AM
.
RIB 28
RIB 29 AU AT
RIB 30

F
AV W
D

INBD

2608585-S0000626901
AW AX
RIGHT WING
(BOTTOM VIEW)
(LOWER SKIN PANEL NOT SHOWN)
RIB 31
B

Figure 4.3: 57-AWL-03, for airplanes L/N 7-54, Locator, Fastener Seals -
Right Wing Rib 14 to Rib 31

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
SKIN PANEL STRINGER 4

UPPER SEALED FASTENER

STRINGER 5 INSPECTION AREA
1

SEALED FASTENER
INSPECTION AREA
1

RIB 2

INB
D

FWD

2608612-S0000626925
1 INSPECT THE SEALANT ON BOTH
ENDS OF EACH FASTENER LOCATION.

Figure 4.4: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 4 and 5
Inboard of RH Rib 2 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2

LOWER
SKIN PANEL

SEALED FASTENER
SEALED FASTENER INSPECTION AREA
INSPECTION AREA 1
1

LOWER
STRINGER 5

LOWER
STRINGER 4
FWD

D INBD

2787494-S0000633617

1 INSPECT THE SEALANT ON BOTH

ENDS OF EACH FASTENER LOCATION.

Figure 4.5: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringers 4 and 5
Inboard of RH Rib 2 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

OUTBOARD
VERTICAL
SEALED FASTENER BACK UP
INSPECTION AREA FITTING

RIB 8

REAR
SPAR

RIB 7

2608586-S0000626902
INBD

FWD
E

Figure 4.6: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of RH Rib 8 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE LOAD
BACK UP
REAR FITTING
SPAR

RIB 9

SEALED FASTENER
INSPECTION AREA

2787495-S0000633594
INBD

F FWD

Figure 4.7: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of RH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SEALED FASTENER

INSPECTION AREAS UPPER
STRINGER 18 STRINGER 17

2787496-S0000633606
FWD RIB 9

INBD G

Figure 4.8: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 17 and 18
Inboard of RH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 9
SEALED FASTENER UPPER UPPER SEALED FASTENER
INSPECTION AREA STRINGER 12 STRINGER 13 INSPECTION AREA

2608600-S0000626914
INBD

FWD
H

Figure 4.9: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 12 and 13
Outboard of RH Rib 9 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS
UPPER
STRINGER 19

FRONT
RIB 10 SPAR

2787497-S0000633605
FWD

INBD
I

Figure 4.10: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Front Spar
Outboard of RH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

BRACKET

RIB 10
RIB 11

SEALED FASTENER STIFFENER STIFFENER

INSPECTION AREAS
SEALED FASTENER
INSPECTION AREAS

REAR
SPAR

2787498-S0000633595
INBD BRACKET

FWD
J

Figure 4.11: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of RH Rib 11 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER SEALED FASTENER

UPPER INSPECTION AREA
INSPECTION AREA STRINGER 10 STRINGER 11

2787499-S0000633604
INBD
RIB 10

FWD
K

Figure 4.12: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 10 and 11
Outboard of RH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
SEALED FASTENER UPPER UPPER INSPECTION AREA
INSPECTION AREA STRINGER 12 STRINGER 13
RIB 10

2608599-S0000626913
INBD

FWD

Figure 4.13: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 12 and 13
Outboard of RH Rib 10 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2608587-S0000626903
UPPER
STRINGER 8 UPPER
FWD RIB 11 STRINGER 7

INBD
M

Figure 4.14: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 11 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

BRACKET

STIFFENER

RIB 12
SEALED FASTENER
INSPECTION AREAS

REAR SPAR

2608588-S0000626904
BRACKET INBD

N FWD

Figure 4.15: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of RH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 5

RIB 11

RIB 12

2608589-S0000626905
FWD

INBD

Figure 4.16: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 5
Inboard of RH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER UPPER

INSPECTION AREA UPPER
STRINGER 8 STRINGER 7 SEALED FASTENER
INSPECTION AREA

2787501-S0000633596
FWD
RIB 12

INBD P

Figure 4.17: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER

2608593-S0000626908
STRINGER 10 UPPER
RIB 12 STRINGER 9
FWD

INBD Q

Figure 4.18: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 9 and 10
Inboard of RH Rib 12 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER RIB 13

INSPECTION AREA
RIB 12

LOWER
FWD STRINGER 6

2787502-S0000633597
INBD

Figure 4.19: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 6
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS SEALED FASTENER
INSPECTION AREAS

2608591-S0000626906
UPPER UPPER
STRINGER 8 STRINGER 7
FWD RIB 13

INBD S

Figure 4.20: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 9

RIB 13
RIB 12

FWD

2608592-S0000626907
INBD

Figure 4.21: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 9
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 8

RIB 13

REAR SPAR
RIB 12

2787503-S0000633599
INBD

U FWD

Figure 4.22: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 8
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 11

RIB 12

RIB 13

2787504-S0000633600
REAR SPAR INBD

V FWD

Figure 4.23: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 11
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 12

RIB 13
RIB 12

2608594-S0000626909
FWD
FRONT
SPAR

INBD
W

Figure 4.24: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 12
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 14

RIB 12
RIB 13

REAR SPAR

2787505-S0000633602
INBD

X FWD

Figure 4.25: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 14
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 15

RIB 13
RIB 12

FRONT

2608595-S0000626910
SPAR
FWD

INBD
Y

Figure 4.26: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 15
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA

UPPER
STRINGER 17

RIB 13

RIB 12

2608596-S0000626911
INBD

FWD Z

Figure 4.27: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 17
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
UPPER INSPECTION AREA
STRINGER18

RIB 13

2787506-S0000633603
RIB 12 FRONT SPAR
FWD

INBD
AA

Figure 4.28: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 18
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS
UPPER
STRINGER 19 UPPER
STRINGER 18

2608598-S0000626912
FWD RIB 13

INBD AB

Figure 4.29: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 18 and 19
Inboard of RH Rib 13 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
UPPER INSPECTION AREAS UPPER
STRINGER 8 STRINGER 7

2787507-S0000633598
FWD RIB 14

INBD
AC

Figure 4.30: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2787508-S0000633601
UPPER
STRINGER 16 FWD
UPPER
RIB 14 STRINGER 15

INBD AD

Figure 4.31: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 8 STRINGER 9

SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

RIB 14

2608603-S0000626916
INBD

FWD
AE

Figure 4.32: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 8 and 9
Outboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 10 STRINGER 11

SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

2608602-S0000626915
INBD
RIB 14

FWD
AF

Figure 4.33: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 10 and 11
Outboard of RH Rib 14 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS
UPPER
STRINGER 7

2608604-S0000626917
RIB 14 FWD RIB 15

INBD
AG

Figure 4.34: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 7
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER UPPER
STRINGER 8 STRINGER 7

2787509-S0000633608
RIB 15
FWD

AH
INBD

Figure 4.35: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 7 and 8
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 9
UPPER
SEALED STRINGER 8
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

RIB 15

2787510-S0000633609
FWD

INBD
AI

Figure 4.36: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 8 and 9
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 11

SEALED UPPER
FASTENER STRINGER 10
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

2787511-S0000633607
FWD
RIB 15

INBD AJ

Figure 4.37: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 10 and 11
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 14 UPPER
STRINGER 13

SEALED
FASTENER
INSPECTION
AREA SEALED
FASTENER
INSPECTION
AREA

RIB 15

2787512-S0000633616
FWD

INBD
AK

Figure 4.38: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 13 and 14
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER

2608611-S0000626924
STRINGER 16 UPPER
FWD STRINGER 15
RIB 15

INBD AL

Figure 4.39: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER SEALED FASTENER

INSPECTION AREAS INSPECTION AREAS

2608605-S0000626918
INBD UPPER
UPPER RIB 15 STRINGER 12
STRINGER 11

FWD
AM

Figure 4.40: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 11 and 12
Outboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 14 STRINGER 15

2787513-S0000633611
SEALED FASTENER INBD
RIB 15 INSPECTION AREAS
FWD

AN

Figure 4.41: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 14 and 15
Outboard of RH Rib 15 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 14 STRINGER 13

SEALED
FASTENER
INSPECTION
AREA

SEALED
FASTENER
INSPECTION
AREA

2608610-S0000626923
FWD RIB 16

AO
INBD

Figure 4.42: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 13 and 14
Inboard of RH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

2787514-S0000633615
UPPER RIB 16 UPPER
STRINGER 16 STRINGER 15
FWD

INBD
AP

Figure 4.43: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 16 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 8

2787515-S0000633610
FWD RIB 17
RIB 16

INBD
AQ

Figure 4.44: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 8 Inboard of RH Rib 17 -
Fastener Seals

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UPPER UPPER
STRINGER 14 STRINGER 15

RIB 16

2608609-S0000626922
SEALED FASTENER
INSPECTION AREAS INBD

FWD
AR

Figure 4.45: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 14 and 15
Outboard of RH Rib 16 - Fastener Seals

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SEALED FASTENER SEALED FASTENER

INSPECTION AREA UPPER UPPER INSPECTION AREA
STRINGER 16 STRINGER 15

2787516-S0000633614
RIB 17
FWD

INBD AS

Figure 4.46: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringers 15 and 16
Inboard of RH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREAS

UPPER
STRINGER 9

RIB 17

2608606-S0000626919

FWD

INBD
AT

Figure 4.47: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Upper Stringer 9
Outboard of RH Rib 17 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 20

2608607-S0000626920
REAR
SPAR SEALED FASTENER RIB 19
INBD INSPECTION AREA

FWD AU

Figure 4.48: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Rear Spar
Inboard of RH Rib 20 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SEALED FASTENER
INSPECTION AREA
2

LOWER
RIB 27 STRINGER 13

FWD

INBD

AV

2787517-S0000633612

2 ONE FASTENER IS ON THE INBOARD SIDE OF RIB 27

ONE FASTENER IS ON THE OUTBOARD SIDE OF RIB 27

Figure 4.49: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 13
at RH Rib 27 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
STRINGER 16

RIB 31

RIB 30

FWD

2787518-S0000633613
SEALED FASTENER
LOWER INSPECTION AREAS
STRINGER 15
INBD

AW

Figure 4.50: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 15
Outboard of RH Rib 30 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
STRINGER 15

RIB 31

RIB 30

2608608-S0000626921
LOWER
STRINGER 16 SEALED FASTENER INBD
INSPECTION AREAS

AX FWD

Figure 4.51: 57-AWL-03, for airplanes L/N 7-54, Detailed Inspection, Lower Stringer 16
Outboard of RH Rib 30 - Fastener Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-05

2631987-S0000627690
D
FW
CENTER
SECTION
A

Figure 1.1: 57-AWL-05, for airplanes 787-8, L/N 6, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE
BEAM 3 H
SPANWISE
BEAM 2 F
SPANWISE
BEAM 1
E G

FRONT
SPAR

D
REAR
FWD
2631989-S0000627691
SPAR

CENTER SECTION

Figure 1.2: 57-AWL-05, for airplanes 787-8, L/N 6, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

WEB
REAR
SPAR

INBD
INSPECTION AREA 1
FWD
B

2631990-S0000627692

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.3: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Right Side Center Section Rear Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

WEB

REAR
SPAR

INSPECTION AREA 1
INBD

C FWD

2631992-S0000627693

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.4: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Left Side Center Section Rear Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
LOWER
SKIN PANEL

REAR
SPAR F
(TOP VIEW) W
D
D
2631993-S0000627694

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.5: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Center Section Bay 1 Lower Panel - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 2 INSPECTION AREA 1

SPANWISE BEAM 2

2631994-S0000627695

SPANWISE BEAM 2 FWD

(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT
E
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.6: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Aft Side Spanwise Beam 2 - Cap Seals

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SPANWISE BEAM 2 INSPECTION AREA 1

SPANWISE BEAM 2

2631995-S0000627696

SPANWISE BEAM 2
(VIEW IN THE AFT DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT F FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.7: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Forward Side Spanwise Beam 2 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
SPANWISE BEAM 3

SPANWISE BEAM 3

2631996-S0000627697

SPANWISE BEAM 3 FWD

(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT G
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.8: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Aft Side Spanwise Beam 3 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
SPANWISE BEAM 3

SPANWISE BEAM 3

2631997-S0000627698

SPANWISE BEAM 3
(VIEW IN THE AFT DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT H FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 1.9: 57-AWL-05, for airplanes 787-8, L/N 6, Detailed Inspection,

Forward Side Spanwise Beam 3 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2631998-S0000627699
D
FW
CENTER
SECTION
A

Figure 2.1: 57-AWL-05, for airplanes 787-8, L/N 7-19, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE
BEAM 3 J
SPANWISE
BEAM 2
SPANWISE H
BEAM 1
F I
E G
FRONT
SPAR

D
REAR

2632003-S0000627700
SPAR FWD

CENTER SECTION

Figure 2.2: 57-AWL-05, for airplanes 787-8, L/N 7-19, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

WEB
REAR
SPAR

INSPECTION AREA 1
INBD

B FWD

2632036-S0000627701

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.3: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Right Side Center Section Rear Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

WEB

REAR
SPAR

INSPECTION AREA 1
INBD

FWD
C

2632038-S0000627702

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.4: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Left Side Center Section Rear Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
LOWER
SKIN PANEL

REAR
SPAR F
(TOP VIEW) W
D
D
2632039-S0000627703

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.5: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Center Section Bay 1 Lower Panel - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 1 INSPECTION AREA 1

SPANWISE BEAM 1

2632041-S0000627704

SPANWISE BEAM 1 FWD

(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT E
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.6: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Aft Side Spanwise Beam 1 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 1 INSPECTION AREA 1

SPANWISE BEAM 1

2632042-S0000627705

SPANWISE BEAM 1
(VIEW IN THE AFT DIRECTION)
1 ALL HIGHLIGHTED CAP SEALS ARE INSPECTION AREA 1
INSTALLED ON CLEARANCE-FIT F FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.7: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Forward Side Spanwise Beam 1 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
SPANWISE BEAM 2

SPANWISE BEAM 2

2632044-S0000627706

SPANWISE BEAM 2 FWD

(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT G
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.8: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Aft Side Spanwise Beam 2 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 2 INSPECTION AREA 1

SPANWISE BEAM 2

2632045-S0000627707

SPANWISE BEAM 2
(VIEW IN THE AFT DIRECTION)
1 ALL HIGHLIGHTED CAP SEALS ARE INSPECTION AREA 1
INSTALLED ON CLEARANCE-FIT H FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.9: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Forward Side Spanwise Beam 2 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 3 INSPECTION AREA 1

SPANWISE BEAM 3

2632046-S0000627708

SPANWISE BEAM 3 FWD

INSPECTION AREA 1
(VIEW IN THE FORWARD DIRECTION)
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT I
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.10: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Aft Side Spanwise Beam 3 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 3 INSPECTION AREA 1

SPANWISE BEAM 3

2632048-S0000627709

SPANWISE BEAM 3
(VIEW IN THE AFT DIRECTION) INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT J FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 2.11: 57-AWL-05, for airplanes 787-8, L/N 7-19, Detailed Inspection,
Forward Side of Spanwise Beam 3 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2632053-S0000627710
D
FW
CENTER
SECTION
A

Figure 3.1: 57-AWL-05, for airplanes 787-8, L/N 20-69, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE
BEAM 3 I
SPANWISE
BEAM 2
SPANWISE G
BEAM 1
E H
D F
FRONT
SPAR

REAR

2632054-S0000627711
SPAR FWD

CENTER SECTION

Figure 3.2: 57-AWL-05, for airplanes 787-8, L/N 20-69, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

WEB
REAR
SPAR

INSPECTION AREA 1 INBD

B FWD

2632056-S0000627712

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.3: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Right Side Center Section Rear Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

WEB

REAR
SPAR

INSPECTION AREA 1
INBD

FWD
C

2632058-S0000627713

1 ALL HIGHLIGHTED CAP SEALS ARE

INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.4: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Left Side Center Section Rear Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 1 INSPECTION AREA 1

SPANWISE BEAM 1

2632060-S0000627715

SPANWISE BEAM 1 FWD

(VIEW IN THE FORWARD DIRECTION) INSPECTION AREA 1

1 ALL HIGHLIGHTED CAP SEALS ARE

D
INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.5: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Aft Side Spanwise Beam 1 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
SPANWISE BEAM 1

SPANWISE BEAM 1

2632061-S0000627716

SPANWISE BEAM 1
(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT
E FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.6: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Forward Side Spanwise Beam 1 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
SPANWISE BEAM 2

SPANWISE BEAM 2

2632063-S0000627717

SPANWISE BEAM 2 FWD

(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT F
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.7: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Aft Side Spanwise Beam 2 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1
SPANWISE BEAM 2

SPANWISE BEAM 2

2632064-S0000627718

SPANWISE BEAM 2
(VIEW IN THE AFT DIRECTION)
1 ALL HIGHLIGHTED CAP SEALS ARE INSPECTION AREA 1
INSTALLED ON CLEARANCE-FIT G FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.8: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Forward Side Spanwise Beam 2 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 3 INSPECTION AREA 1

SPANWISE BEAM 3

2632065-S0000627719

SPANWISE BEAM 3 FWD

(VIEW IN THE FORWARD DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE H
INSTALLED ON CLEARANCE-FIT
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.9: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Aft Side Spanwise Beam 3 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SPANWISE BEAM 3 INSPECTION AREA 1

SPANWISE BEAM 3

2632066-S0000627720

SPANWISE BEAM 3
(VIEW IN THE AFT DIRECTION)
INSPECTION AREA 1
1 ALL HIGHLIGHTED CAP SEALS ARE
INSTALLED ON CLEARANCE-FIT I FWD
FASTENERS WITH SWAGED
TITANIUM COLLARS.

Figure 3.10: 57-AWL-05, for airplanes 787-8, L/N 20-69, Detailed Inspection,
Forward Side Spanwise Beam 3 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-07

LEFT WING
A

2600894-S0000626153
FW
D

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 1.1: 57-AWL-07, for 787-8 airplanes, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 9
CENTER/MAIN
TANK BOUNDARY

B
LEFT MAIN
TANK

FRONT
SPAR

REAR
SPAR

F
W

2600891-S0000626154
D
LEFT WING
INBD (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)

Figure 1.2: 57-AWL-07, for 787-8 airplanes, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 15 STRINGER 7

RIB 14

RIB 13
STRINGER 9
REAR
SPAR

RIB 12 STRINGER 11

STRINGER 13

INSPECTION AREA
1
STRINGER 15

RIB 11
STRINGER 17

STRINGER 19

RIB 10

INSPECTION AREA
1
2600898-S0000626155

FRONT
SPAR
INBD
(TOP VIEW)
INSPECTION AREA F
1
B W
D
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 1.3: 57-AWL-07, for 787-8 airplanes, Detailed Inspection, Nacelle Fittings - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
A

2600895-S0000626156
FW
D

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 2.1: 57-AWL-07, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 9
CENTER/MAIN
TANK BOUNDARY

B
LEFT MAIN
TANK

FRONT
SPAR

REAR
SPAR

F
W

2600896-S0000626157
D
LEFT WING
INBD (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)

Figure 2.2: 57-AWL-07, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 15 STRINGER 7

RIB 14

RIB 13
REAR STRINGER 9
SPAR

RIB 12 STRINGER 11

INSPECTION AREA
1
STRINGER 13

STRINGER 15

RIB 11
STRINGER 17

STRINGER 19

RIB 10

INSPECTION AREA
1
2600899-S0000626158

FRONT
SPAR
INBD
(TOP VIEW)
INSPECTION AREA F
W
1
B D
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 2.3: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Nacelle Fittings - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CENTER LEFT WING

SECTION A
B

2589395-S0000626162
FW
D

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 3.1: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

K M 1

M1 2

WING DRY
BAY

L N 1

N1 2 LEFT MAIN
TANK

LEFT WING
F (LEFT WING IS SHOWN,
2589423-S0000626164

W RIGHT WING IS OPPOSITE)

D (BOTTOM VIEW)

INBD A
1 APPLICABLE TO AIRPLANE LINE NUMBER 6
2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON

Figure 3.2: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR
SPAR
SPANWISE
BEAM NO. 1 C
SPANWISE
BEAM NO. 2 G 1

SPANWISE G1 2 C
BEAM NO. 3
G 1

FRONT D G1 2
SPAR
H 1 D
E H1 2 H 1

F I H1 2
E
J F
I
J

D
FW CENTER SECTION

B
2589536-S0000626165

1 APPLICABLE TO AIRPLANE LINE NUMBER 6

2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON

Figure 3.3: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 4
INSPECTION AREA 3
UPPER
UPPER SKIN PANEL
STRINGER 1

REAR SPANWISE
SPAR BEAM NO. 1
INBD
INSPECTION AREA SIDE OF BODY RIB
(EXAMPLE)
2 3
FWD
C
UPPER UPPER UPPER
STRINGER 6 INSPECTION AREA 3 STRINGER 9
SKIN PANEL

INBD
2589541-S0000626168
SPANWISE (EXAMPLE) SPANWISE
BEAM NO. 1 INSPECTION
AREA BEAM NO. 2
SIDE OF BODY RIB
D 1 3
1 APPLICABLE TO AIRPLANE LINE NUMBER 6 FWD

2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON

3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.4: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Detailed Inspection, Aft Upper Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER INSPECTION AREA 3 SKIN PANEL STRINGER 14
STRINGER 11

SPANWISE
BEAM NO. 2

SPANWISE
BEAM NO. 3
INBD
SIDE OF INSPECTION AREA
(EXAMPLE)
BODY RIB 1 3
E
FWD
UPPER
STRINGER 16 UPPER
SKIN PANEL INSPECTION AREA 3
UPPER
STRINGER 18

FRONT
SPAR

INBD
2589544-S0000626186

SPANWISE (EXAMPLE)
BEAM NO. 3 INSPECTION AREA
SIDE OF BODY RIB FWD
2 3
F
1 APPLICABLE TO AIRPLANE LINE NUMBER 6
2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.5: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Detailed Inspection, Forward Upper Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY SIDE OF BODY RIB

REAR LOWER CHORD INSPECTION AREA 3
SPAR SPANWISE
BEAM NO. 1

FWD
LOWER LOWER
STRINGER 2 STRINGER 4
(EXAMPLE)

G INBD

SIDE OF BODY INSPECTION AREA 3

LOWER CHORD SIDE OF BODY RIB
SPANWISE
SPANWISE BEAM NO. 2
BEAM NO. 1

2589559-S0000626200

FWD
LOWER (EXAMPLE)
STRINGER 6 LOWER
H STRINGER 9
INBD
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.6: 57-AWL-07, for airplanes 787-8, L/N 6, Detailed Inspection, Aft Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SIDE OF BODY

LOWER CHORD INSPECTION AREA 3 SIDE OF BODY RIB
SPAR
SPANWISE
BEAM NO. 1

LOWER FWD
STRINGER 2 LOWER
STRINGER 4

(EXAMPLE)
INBD
G1
SIDE OF BODY
LOWER CHORD INSPECTION AREA 3 SIDE OF BODY RIB

SPANWISE SPANWISE
BEAM NO. 1 BEAM NO. 2

2589563-S0000626201

LOWER FWD
STRINGER 6
(EXAMPLE) LOWER
STRINGER 9
H1
INBD
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.7: 57-AWL-07, for airplanes 787-8, L/N 55 and on, Detailed Inspection, Aft Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY RIB

SIDE OF BODY INSPECTION AREA 1 3 SPANWISE
LOWER CHORD BEAM NO. 3

SPANWISE FWD
BEAM NO. 2
(EXAMPLE) LOWER
INSPECTION AREA
STRINGER 14 INBD
LOWER 3
STRINGER 11 I
INSPECTION AREA 2 3
SIDE OF BODY RIB
SIDE OF BODY INSPECTION AREA 3
FRONT
LOWER CHORD
SPAR
SPANWISE
BEAM NO. 3

FWD

LOWER
STRINGER 18
2589567-S0000626262

(EXAMPLE) INBD

LOWER
STRINGER 16
J
1 APPLICABLE TO AIRPLANE LINE NUMBER 6
2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.8: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Detailed Inspection, Forward Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 10

UPPER
SKIN PANEL

HORIZONTAL
STIFFENER
INSPECTION AREA 1
3
SIDE OF BODY
UPPER CHORD

UPPER
STRINGER 18 INSPECTION AREA 1 3

FRONT
SPAR
SIDE OF BODY RIB

INBD

FWD

INSPECTION AREA 2 3
2589591-S0000626263

K
1 APPLICABLE TO AIRPLANE LINE NUMBER 6
2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.9: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Detailed Inspection, Forward Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 9

UPPER
SKIN PANEL

INSPECTION AREA 3

UPPER
STRINGER 2

SIDE OF BODY
UPPER CHORD
INSPECTION AREA
1 3 HORIZONTAL
STIFFENER
1
SIDE OF BODY RIB
FWD
REAR
SPAR
INSPECTION AREA
2 3
INBD

2589595-S0000626273
1 APPLICABLE TO AIRPLANE LINE NUMBER 6
2 APPLICABLE TO AIRPLANE 787-8, LINE NUMBER 55 AND ON
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.10: 57-AWL-07, for airplanes 787-8, L/N 6, 55 and on, Detailed Inspection, Aft Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY
LOWER CHORD
SIDE OF BODY RIB

INSPECTION AREA 3 HORIZONTAL

STIFFENER

FRONT
SPAR

LOWER
STRINGER 18

LOWER
SKIN PANEL
FWD D
INB

LOWER
M STRINGER 10

SIDE OF BODY RIB

HORIZONTAL SIDE OF BODY
STIFFENER LOWER CHORD

REAR
LOWER SPAR
STRINGER 2 2589639-S0000626276

INSPECTION AREA INB

D
3
LOWER
LOWER SKIN PANEL
STRINGER 9 N FWD

3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.11: 57-AWL-07, for airplanes 787-8, L/N 6, Detailed Inspection, Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY
LOWER CHORD

SIDE OF BODY RIB

INSPECTION AREA 3

FRONT
SPAR

LOWER
STRINGER 18

FWD D
INB LOWER
SKIN PANEL

LOWER
STRINGER 10

M1
REAR
SPAR
SIDE OF BODY
LOWER CHORD
SIDE OF BODY RIB

LOWER
STRINGER 2
2589642-S0000626277

INSPECTION AREA INB

3 D
LOWER
SKIN PANEL
LOWER
STRINGER 9 FWD
N1
3 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.12: 57-AWL-07, for airplanes 787-8, L/N 55 and on, Detailed Inspection, Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CENTER LEFT WING

SECTION A
B

2589644-S0000626280
FW
D

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 4.1: 57-AWL-07, for airplanes 787-8, L/N 7-54, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

K M

WING DRY
BAY

L N
LEFT MAIN
TANK 2589645-S0000626281

LEFT WING
F (LEFT WING IS SHOWN,
W RIGHT WING IS OPPOSITE)
D (BOTTOM VIEW)

INBD A

Figure 4.2: 57-AWL-07, for airplanes 787-8, L/N 7-54, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR
SPAR
SPANWISE
BEAM NO. 1
SPANWISE
BEAM NO. 2
C
SPANWISE G
BEAM NO. 3 C
FRONT
G
SPAR D
H
E D
F I H
E
J F
I
J

2589646-S0000626282
D
FW CENTER SECTION

Figure 4.3: 57-AWL-07, for airplanes 787-8, L/N 7-54, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 4
INSPECTION AREA 1
UPPER
UPPER SKIN PANEL
STRINGER 1

REAR
SPAR SPANWISE
INBD BEAM NO. 1
SIDE OF
BODY RIB
(EXAMPLE) FWD

C
UPPER
STRINGER 6 UPPER UPPER
SKIN PANEL INSPECTION AREA 1 STRINGER 9

INBD
2589647-S0000626283

SPANWISE
SPANWISE BEAM NO. 2
BEAM NO. 1 SIDE OF BODY RIB
(EXAMPLE)
FWD
D
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 4.4: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection,
Aft Upper Stringers at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 11 INSPECTION AREA 1 SKIN PANEL UPPER
STRINGER 14

SPANWISE
BEAM NO. 2

SPANWISE
BEAM NO. 3
INBD

SIDE OF BODY RIB

(EXAMPLE)
FWD
E
UPPER UPPER
STRINGER 16 SKIN PANEL INSPECTION AREA 1
UPPER
STRINGER 18

FRONT
SPAR

INBD 2589648-S0000626284

SPANWISE
BEAM NO. 3
SIDE OF BODY RIB (EXAMPLE)
FWD
F
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 4.5: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection, Forward Upper Stringers
and Front Spar at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY
REAR LOWER CHORD SIDE OF BODY RIB
INSPECTION AREA 1
SPAR
SPANWISE
BEAM NO. 1

FWD
LOWER
STRINGER 2 LOWER
STRINGER 4

(EXAMPLE) INBD

G
SIDE OF BODY
LOWER CHORD INSPECTION AREA 1 SIDE OF BODY RIB
SPANWISE
SPANWISE BEAM NO. 2
BEAM NO. 1

FWD
2589649-S0000626285

LOWER
STRINGER 6 (EXAMPLE)
LOWER
STRINGER 9
H INBD

1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 4.6: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection, Aft Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY SIDE OF BODY RIB

INSPECTION AREA 1 SPANWISE
LOWER CHORD
BEAM NO. 3

SPANWISE
BEAM NO. 2 LOWER FWD
(EXAMPLE) STRINGER 14
LOWER
STRINGER 11
I INBD

SIDE OF BODY RIB

SIDE OF BODY INSPECTION AREA 1
LOWER CHORD FRONT
SPAR
SPANWISE
BEAM NO. 3

LOWER FWD
STRINGER 18
2589651-S0000626286

(EXAMPLE) INBD
LOWER
STRINGER 16 J
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 4.7: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection, Forward Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 10

UPPER
SKIN PANEL

SIDE OF BODY
UPPER CHORD

UPPER
STRINGER 18 INSPECTION AREA
1

FRONT
SPAR
SIDE OF BODY RIB

INBD
2589652-S0000626287

FWD

K
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 4.8: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection, Forward Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 9

UPPER
SKIN PANEL

INSPECTION AREA 1

UPPER
STRINGER 2

SIDE OF BODY
UPPER CHORD

FWD SIDE OF BODY RIB

REAR
SPAR
INBD

2589654-S0000626288

1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 4.9: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection, Aft Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY
LOWER CHORD HORIZONTAL
STIFFENERS 2

INSPECTION AREA 1

SIDE OF BODY RIB

HORIZONTAL
STIFFENERS 2

FRONT
SPAR

LOWER
STRINGER 18

LOWER
SKIN PANEL
FWD D
INB

LOWER
STRINGER 10
M
SIDE OF BODY RIB
SIDE OF BODY
HORIZONTAL LOWER CHORD
STIFFENERS 2
HORIZONTAL
STIFFENERS 2

REAR
SPAR
LOWER
STRINGER 2
2589660-S0000626289

INSPECTION AREA INB

D
1
LOWER LOWER
STRINGER 9 SKIN PANEL
N FWD
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.
2 APPLICABLE TO AIRPLANES 787-8, LINE NUMBERS 7-33

Figure 4.10: 57-AWL-07, for airplanes 787-8, L/N 7-54, Detailed Inspection, Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CENTER LEFT WING

SECTION A
B

2589665-S0000626307
FW
D

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 5.1: 57-AWL-07, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

K M

WING DRY
BAY

L N
LEFT MAIN
TANK
2589663-S0000626308

LEFT WING
F (LEFT WING IS SHOWN,
W RIGHT WING IS OPPOSITE)
D (BOTTOM VIEW)

INBD A

Figure 5.2: 57-AWL-07, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR
SPAR
SPANWISE
BEAM NO. 1
SPANWISE
BEAM NO. 2
C
SPANWISE G
BEAM NO. 3 C
FRONT
G
SPAR D
H
E D
F I H
E
J F
I
J

2589666-S0000626309
D
FW CENTER SECTION

Figure 5.3: 57-AWL-07, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1 UPPER UPPER

SKIN PANEL STRINGER 4
UPPER
STRINGER 1

REAR
SPAR
UPPER INBD SPANWISE
T-CHORD SIDE OF
(EXAMPLE) BEAM NO. 1
BODY RIB
C FWD

UPPER UPPER
STRINGER 6 SKIN PANEL

INSPECTION AREA 1
UPPER
STRINGER 9

SPANWISE SPANWISE
BEAM NO. 1 BEAM NO. 2
INBD
2589667-S0000626310

SIDE OF BODY RIB (EXAMPLE) UPPER

T-CHORD
D FWD

1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.4: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Aft Upper Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER CENTER WING

UPPER INSPECTION AREA 1 STRINGER 14
STRINGER 11 SKIN PANEL STRINGER
COVER

SPANWISE
BEAM NO. 3
SPANWISE INBD
BEAM NO. 2

UPPER SIDE OF
T-CHORD BODY RIB (EXAMPLE)
FWD
E

UPPER CENTER WING UPPER UPPER

STRINGER 16 STRINGER SKIN PANEL STRINGER 18
COVER INSPECTION AREA 1

FRONT
SPANWISE SPAR
BEAM NO. 3 INBD
2589668-S0000626311

UPPER
SIDE OF BODY RIB T-CHORD
(EXAMPLE)
FWD
F
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.5: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Forward Upper Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1 SIDE OF BODY RIB SPANWISE

SIDE OF BODY
BEAM NO. 1
LOWER CHORD
REAR
SPAR

FWD LOWER
STRINGER 2 LOWER
STRINGER 4
(EXAMPLE)

INBD G

SIDE OF BODY
LOWER CHORD INSPECTION AREA 1 SIDE OF BODY RIB
SPANWISE
SPANWISE BEAM NO. 2
BEAM NO. 1

FWD
2589669-S0000626312

LOWER (EXAMPLE) LOWER

STRINGER 6 STRINGER 9
H INBD

1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.6: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Aft Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY RIB SPANWISE

BEAM NO. 3
SIDE OF BODY INSPECTION AREA 1
LOWER CHORD
SPANWISE
BEAM NO. 2

FWD
LOWER
STRINGER 14
LOWER (EXAMPLE) INBD
STRINGER 11
I
SIDE OF BODY RIB
INSPECTION AREA 1
SIDE OF BODY
LOWER CHORD
FRONT
SPANWISE SPAR
BEAM NO. 3

FWD
2589670-S0000626313

LOWER
STRINGER 18
LOWER (EXAMPLE) INBD
STRINGER 16
J
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.7: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Forward Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 10

CENTER WING
STRINGER
COVER

UPPER
SKIN PANEL
UPPER
T-CHORD

UPPER
STRINGER 18
INSPECTION AREA
1

FRONT
SPAR

SIDE OF BODY RIB

INBD
2589671-S0000626314

FWD

K
1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.8: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Forward Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 9
UPPER
SKIN PANEL

INSPECTION AREA 1

UPPER
STRINGER 2

UPPER
T-CHORD

FWD SIDE OF BODY RIB

UPPER SPLICE REAR

PLATE SPAR
INBD

2589672-S0000626315

1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.9: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Aft Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INSPECTION AREA 1 INSPECTION AREA 1

SIDE OF
SIDE OF BODY BODY RIB
LOWER CHORD

FRONT LOWER LOWER

SPAR STRINGER 18 LOWER
SKIN PANEL STRINGER 10
INBD
M

FWD

INSPECTION AREA 1 INSPECTION AREA 1

SIDE OF BODY SIDE OF REAR
LOWER CHORD BODY RIB SPAR

INBD
LOWER LOWER
SKIN PANEL STRINGER 2
LOWER
STRINGER 9

FWD 2589673-S0000626316

1 ALL HIGHLIGHTED CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 5.10: 57-AWL-07, for 787-9 or 787-10 airplanes, Detailed Inspection, Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-09

LEFT WING
A

2609183-S0000627304
FW
D

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 1.1: 57-AWL-09, for airplanes L/N 39-65, Locator, Fillet Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2615227-S0000627305

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)
INBD
A

Figure 1.2: 57-AWL-09, for airplanes L/N 39-65, Locator, Fillet Seals - Left Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SPAR

STRINGER FITTING
D
UPPER STRINGERS
5-11
C

FRONT SPAR
RIB 2
INBD

F
2620107-S0000627306

SIDE OF BODY RIB W

D

(BOTTOM VIEW)

Figure 1.3: 57-AWL-09, for airplanes L/N 39-65, Locator, Fillet Seals - Upper Stringers
at Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL UPPER STRINGER

STRINGER
FITTING

A A

2620109-S0000627307
SIDE OF BODY RIB FWD
(VIEW IN THE INBOARD DIRECTION)
(EXAMPLE)

Figure 1.4: 57-AWL-09, for airplanes L/N 39-65, Locator, Fillet Seals - Upper Stringers 5-11

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

1
UPPER
SKIN PANEL

UPPER STRINGER FILLET SEAL

INSPECTION AREA
FILLET SEAL
INSPECTION AREA

STRINGER
SIDE OF BODY RIB FITTING
1
FWD
A-A

2787763-S0000633716
1 DO NOT REMOVE SEALANT OR STRUCTURE FOR THE ADHESION
CHECK. PERFORM THE SEALANT ADHESION CHECK ON THE
OUTER MOST SURFACE THAT YOU CAN SEE.

Figure 1.5: 57-AWL-09, for airplanes L/N 39-65, Detailed Inspection, Stringer Fitting
at Upper Stringers 5-11 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SKIN
PANEL STRINGER FITTING

B B

2620110-S0000627340
SIDE OF
REAR
BODY RIB SPAR
FWD
(VIEW IN THE INBOARD DIRECTION)

Figure 1.6: 57-AWL-09, for airplanes L/N 39-65, Locator, Fillet Seals - Upper Stringer 1

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER SKIN FILLET SEAL

PANEL 1 INSPECTION AREA

FILLET SEAL
INSPECTION
AREA

STRINGER SIDE OF
FITTING BODY RIB

FWD
B-B

2787769-S0000633717
1 DO NOT REMOVE SEALANT OR STRUCTURE FOR THE ADHESION
CHECK. PERFORM THE SEALANT ADHESION CHECK ON THE
OUTER MOST SURFACE THAT YOU CAN SEE.

Figure 1.7: 57-AWL-09, for airplanes L/N 39-65, Detailed Inspection, Stringer Fitting
at Upper Stringer 1 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
A

2620124-S0000627341
FW
D

Figure 2.1: 57-AWL-09, for airplanes L/N 47-125, 127, 128, Locator, Left Wing Sealant - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

C 1

D 1

WING E 1
DRY
BAY

F 1

G 1

J 2

RIB 9
RIB 12 H 1

I 1

F
2620146-S0000627342

W
LEFT WING
D (BOTTOM VIEW)
INBD
A
1 APPLICABLE TO AIRPLANE LINE NUMBER 98
2 APPLICABLE TO AIRPLANE LINE NUMBER 99

Figure 2.2: 57-AWL-09, for airplanes L/N 47-125, 127, 128, Locator, Left Wing Sealant - Left Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

RIB 2

FRONT SPAR

SIDE OF BODY
RIB

CAP SEALS
INSPECTION
AREA

2620116-S0000627310
FWD

INBD
B

Figure 2.3: 57-AWL-09, for airplanes L/N 47-125, 127, 128, Detailed Inspection, Lower Front Spar
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 15 UPPER UPPER
STRINGER 16
UPPER
STRINGER 14
K. SKIN PANEL STRINGER 19

INBD

2620147-S0000627343
RIB 9 CAP SEAL
INSPECTION AREA FRONT
SPAR

FWD
C

Figure 2.4: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Inboard of Rib 9 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

FRONT SKIN PANEL STRINGER 16 STRINGER 15
SPAR L.

FWD

RIB 9

2620148-S0000627344
INBD
(DRY BAY BARRIER IS NOT SHOWN)

Figure 2.5: 57-AWL-09, for airplane L/N 98, Locator, Fillet Seals - Outboard of Rib 9

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 15 STRINGER 16 SKIN PANEL
L.

INBD
RIB 10 FRONT
SPAR

2620149-S0000627345
FWD
(DRY BAY BARRIER IS NOT SHOWN)

Figure 2.6: 57-AWL-09, for airplane L/N 98, Locator, Fillet Seals - Inboard of Rib 10

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 16 STRINGER 15
K.

FRONT RIB 10 CAP SEAL

2620152-S0000627346
SPAR INSPECTION AREA FWD

INBD

Figure 2.7: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Outboard of Rib 10 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

RIB 13 STRINGER 13
STRINGER 19 SKIN PANEL

FRONT
SPAR CAP SEAL
INSPECTION AREA

RIB 12 FWD

2620153-S0000627347
INBD
G

Figure 2.8: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Front Spar Outboard of Rib 12 - Cap Seal

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 6 SKIN PANEL
K

REAR SPAR

INBD
CAP SEAL

2620154-S0000627348
RIB 13 INSPECTION AREA

FWD

Figure 2.9: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Inboard of Rib 13 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
SKIN PANEL K STRINGER 6

FWD

2620156-S0000627349
RIB 13 REAR SPAR

INBD
I

Figure 2.10: 57-AWL-09, for airplane L/N 98, Locator, Fillet Seals - Outboard of Rib 13

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEAL FRONT SPAR

INSPECTION AREA SLAT CAN 5 UPPER UPPER
STRINGER 19 SKIN PANEL

FRONT
SPAR

2620157-S0000627352
FWD
RIB 15

J INBD

Figure 2.11: 57-AWL-09, for airplane L/N 99, Detailed Inspection, Upper Front Spar
Outboard of Rib 15 - Cap Seal

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL UPPER

UPPER INSPECTION AREAS
STRINGER SKIN PANEL STRINGER

2794289-S0000637251
RIB
(EXAMPLE)

Figure 2.12: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Rib to Upper Skin Panel
and Upper Stringers - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER SKIN PANEL FILLET SEAL UPPER
INSPECTION AREAS STRINGER

2794290-S0000637252
RIB

(EXAMPLE)

Figure 2.13: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Rib to Upper Skin Panel
and Upper Stringers - Dry Bay - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2620158-S0000627353
D
FW

Figure 3.1: 57-AWL-09, for airplanes L/N 47-125, 127, 245, Locator, Right Wing Sealant - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

B 1

B1 2

B2 5

B3 5

F 2 WING DRY
BAY
RIB 9
F1 3
RIB 11
D 2

H 2 D1 3
J 2
H1 3
J1 3
H2 4

L 2
RIB 15
L1 3

L2 4

RIB 18

C 2

G 2
E 2
G1 3
E1 3

M 2 K 2 I 2 E2 4

N 2 M1 3 K1 3 I1 3
O 2
N1 3 K2 4
O1 3
2624270-S0000627359

1 APPLICABLE TO AIRPLANE LINE RIGHT WING

NUMBERS 47-96, 98-125, 127 (BOTTOM VIEW) F
W
2 APPLICABLE TO AIRPLANE LINE NUMBER 97 A D
3 APPLICABLE TO AIRPLANE LINE NUMBER 98
INBD
4 APPLICABLE TO AIRPLANE LINE NUMBER 99
5 APPLICABLE TO AIRPLANE LINE NUMBER 245

Figure 3.2: 57-AWL-09, for airplanes L/N 47-125, 127, 245, Locator, Right Wing Sealant - Right Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS FRONT SPAR

INSPECTION AREA

SIDE OF BODY
RIB RIB 2

2620263-S0000627355
FWD

INBD

Figure 3.3: 57-AWL-09, for airplanes L/N 47-96, 98-125, 127, Detailed Inspection, Lower Front Spar
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS FRONT SPAR

INSPECTION AREA

SIDE OF BODY
RIB RIB 2

2623407-S0000627356
FWD

INBD

B1

Figure 3.4: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Lower Front Spar
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEAL
INSPECTION FRONT SPAR
AREAS

SIDE OF BODY LOWER

RIB STRINGER 18

EDGE SEAL LOWER

INSPECTION STRINGER 17
AREA

RIB 2

FWD

INBD
B2

SIDE OF BODY
RIB

CAP SEAL
INSPECTION
AREAS EDGE SEAL
INSPECTION
AREA

2623613-S0000627357

LOWER
STRINGER 17 D
INB

FWD
LOWER
STRINGER 18 B3

Figure 3.5: 57-AWL-09, for airplane L/N 245, Detailed Inspection, Forward Lower Stringers
at Outboard Side of Body Rib - Cap and Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER P
.
STRINGER 12 UPPER UPPER
SKIN PANEL STRINGER 5

CAP SEALS
INSPECTION AREA RIB 11 REAR SPAR

UPPER P. UPPER P. UPPER

FRONT STRINGER 19 SKIN PANEL STRINGER 12
SPAR

CAP SEAL CAP SEALS

RIB 11

2625361-S0000627372
INBD INSPECTION AREA INSPECTION AREA

FWD
C

Figure 3.6: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Inboard of Rib 11 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER FRONT

STRINGER 13 P.
UPPER P. STRINGER 19 SPAR
SKIN PANEL

CAP SEALS
INSPECTION AREA RIB 11

UPPER P.
UPPER UPPER
STRINGER 5 SKIN PANEL STRINGER 12

REAR SPAR CAP SEALS

INSPECTION AREA FWD

2625321-S0000627371
RIB 11

INBD
D

Figure 3.7: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Outboard of Rib 11 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 5 SKIN PANEL STRINGER 12

2630887-S0000627387
CAP SEALS
INSPECTION AREA RIB 11 FWD
REAR SPAR

D1 INBD

Figure 3.8: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar
Outboard of Rib 11 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL
UPPER P. UPPER UPPER
STRINGER 12 STRINGER 7 STRINGER 5

CAP SEALS RIB 12 REAR SPAR

INSPECTION AREA

UPPER
STRINGER 19 UPPER UPPER UPPER
SKIN PANEL STRINGER 13
STRINGER 15 P.

FRONT
SPAR

2625320-S0000627370
INBD RIB 12 CAP SEALS
INSPECTION AREA

FWD
E

Figure 3.9: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Inboard of Rib 12 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
UPPER UPPER UPPER UPPER INSPECTION
STRINGER 12 SKIN PANEL STRINGER 7 STRINGER 5 AREA

RIB 12 REAR SPAR

UPPER
STRINGER 19 UPPER UPPER UPPER
SKIN PANEL P. STRINGER 15 STRINGER 13

FRONT
SPAR

2630793-S0000627386
INBD CAP SEAL
INSPECTION AREA RIB 12

FWD
E1

Figure 3.10: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Inboard of Rib 12 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEAL
UPPER UPPER UPPER INSPECTION AREA
STRINGER 7 SKIN PANEL STRINGER 5

2630894-S0000627396
INBD REAR SPAR
RIB 12

FWD
E2

Figure 3.11: 57-AWL-09, for airplane L/N 99, Detailed Inspection, Upper Rear Spar Inboard of Rib 12 - Cap Seal

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER
STRINGER 13
P. RIB 13
SKIN PANEL STRINGER 19

FRONT
SPAR

RIB 12
CAP SEALS
INSPECTION AREA

UPPER
UPPER
P. STRINGER 12
RIB 13 UPPER
STRINGER 6 SKIN PANEL

2625256-S0000627369

FWD
CAP SEALS
REAR SPAR RIB 12 INSPECTION AREA

INBD
F

Figure 3.12: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Outboard of Rib 12 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 13
RIB 13 P SKIN PANEL STRINGER 19

FRONT
SPAR
RIB 12

UPPER UPPER
RIB 13 SKIN PANEL STRINGER 12
CAP SEAL UPPER
INSPECTION AREA STRINGER 6

2630702-S0000627385

FWD
RIB 12
REAR SPAR

INBD
F1

Figure 3.13: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Outboard of Rib 12 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER CAP SEALS

STRINGER 12 UPPER UPPER INSPECTION AREA
SKIN PANEL P. STRINGER 6

RIB 13 CAP SEALS REAR SPAR

INSPECTION
AREA

UPPER UPPER UPPER

Q. STRINGER 19 SKIN PANEL STRINGER 13
FRONT
SPAR

INBD CAP SEALS

2625136-S0000627368
INSPECTION AREA
RIB 13

FWD

Figure 3.14: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Inboard of Rib 13 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER CAP SEALS

STRINGER 12 SKIN PANEL STRINGER 6 INSPECTION AREA

INBD

2630597-S0000627384
RIB 13 REAR SPAR

FWD

G1

Figure 3.15: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar Inboard of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 13 SKIN PANEL STRINGER 19
Q.

CAP SEALS FRONT

INSPECTION AREA SPAR
RIB 13

UPPER UPPER
UPPER SKIN PANEL
STRINGER 6 P. STRINGER 12

CAP SEALS
INSPECTION AREA RIB 13 FWD
REAR SPAR 2625027-S0000627367

INBD

Figure 3.16: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Outboard of Rib 13 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 6 SKIN PANEL STRINGER 12

2630490-S0000627383
CAP SEALS
INSPECTION AREA RIB 13 FWD
REAR SPAR

H1 INBD

Figure 3.17: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar
Outboard of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS UPPER UPPER

INSPECTION AREA STRINGER 6 SKIN PANEL UPPER
STRINGER 9

REAR SPAR

2630893-S0000627395
RIB 13
FWD

INBD
H2

Figure 3.18: 57-AWL-09, for airplane L/N 99, Detailed Inspection, Upper Rear Spar
Outboard of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER
STRINGER 12
RIB 13 SKIN PANEL P. STRINGER 6

CAP SEAL REAR SPAR

RIB 14 INSPECTION AREAS

CAP SEALS
FRONT INSPECTION UPPER UPPER RIB 13 UPPER
SPAR AREA STRINGER 19 SKIN PANEL STRINGER 13

R INBD
2624921-S0000627366
RIB 14

FWD

Figure 3.19: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Inboard of Rib 14 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER CAP SEALS

UPPER RIB 13 SKIN PANEL UPPER
STRINGER 12 STRINGER 6 INSPECTION AREA

RIB 14 REAR SPAR

UPPER UPPER RIB 13

STRINGER 19 UPPER
SKIN PANEL STRINGER 13

CAP SEALS
INSPECTION AREA INBD
FRONT 2630377-S0000627382
SPAR
RIB 14

FWD

I1

Figure 3.20: 57-AWL-09, for airplane L/N 98, Detailed Inspection,

Upper Front and Rear Spar Outboard of Rib 14 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
UPPER UPPER UPPER
STRINGER 19 INSPECTION AREA
STRINGER 13 SKIN PANEL

FRONT
SPAR
R
RIB 14

UPPER UPPER UPPER

STRINGER 7 P. SKIN PANEL STRINGER 12

CAP SEALS FWD

2624821-S0000627365

INSPECTION AREA RIB 14

REAR SPAR

INBD
J

Figure 3.21: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Outboard of Rib 14 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 13 SKIN PANEL STRINGER 19

FRONT
CAP SEALS SPAR
INSPECTION AREA

RIB 14

CAP SEALS UPPER UPPER

INSPECTION AREA UPPER
STRINGER 7 SKIN PANEL STRINGER 12

2630250-S0000627381

FWD
RIB 14
REAR SPAR

INBD
J1

Figure 3.22: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Front
and Rear Spar Outboard of Rib 14 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER SKIN PANEL
STRINGER 13 CAP SEALS
UPPER
STRINGER 7 INSPECTION AREA

RIB 15 R REAR
SPAR

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 14
S

FRONT
SPAR CAP SEAL
INSPECTION AREA
INBD 2624679-S0000627364
RIB 15

FWD

Figure 3.23: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Inboard of Rib 15 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 13
UPPER CAP SEALS
SKIN PANEL UPPER
STRINGER 7 INSPECTION AREA

LEFT WING
CENTER WING
A
B

RIB 15 REAR
INBD

2630141-S0000627380
FW SPAR
D

2584279-S0000623891
D
INB
FWD

K1
(LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)

Figure 3.24: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar Inboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
INSPECTION AREA
UPPER UPPER UPPER
SKIN PANEL STRINGER 9 STRINGER 7

INBD

2630892-S0000627394
RIB 15
REAR SPAR
FW D

K2

Figure 3.25: 57-AWL-09, for airplanes L/N 99, Detailed Inspection, Upper Rear Spar
Inboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER FRONT SPAR

STRINGER 14 UPPER STRINGER 19 SLAT CAN 5
SKIN PANEL S

FRONT
CAP SEAL SPAR
RIB 15 INSPECTION AREA

UPPER UPPER
CAP SEALS UPPER STRINGER 13
INSPECTION AREA STRINGER 7 SKIN PANEL

FWD
2624522-S0000627363

REAR R RIB 15
SPAR

INBD

Figure 3.26: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Outboard of Rib 15 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER STRINGER 13
STRINGER 7 SKIN PANEL

2630019-S0000627379
FWD
REAR SPAR CAP SEALS RIB 15
INSPECTION AREA

INBD
L1

Figure 3.27: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar
Outboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS UPPER UPPER UPPER

INSPECTION AREA STRINGER 7 SKIN PANEL STRINGER 10

FWD

2630891-S0000627393
REAR SPAR RIB 15

INBD
L2

Figure 3.28: 57-AWL-09, for airplane L/N 99, Detailed Inspection, Upper Rear Spar
Outboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER UPPER STRINGER 7
STRINGER 11 SKIN PANEL T

REAR
SPAR

2624413-S0000627362
INBD CAP SEALS
RIB 16 INSPECTION AREA R

FWD
M

Figure 3.29: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Inboard of Rib 16 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 11 SKIN PANEL STRINGER 7

REAR
SPAR

2629915-S0000627378
INBD CAP SEALS
RIB 16
INSPECTION AREA

FWD
M1

Figure 3.30: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar Inboard of Rib 16 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL
UPPER
STRINGER 8
U.
RIB 17

CAP SEALS R RIB 16

FWD REAR SPAR INSPECTION AREA

2624303-S0000627361
INBD

Figure 3.31: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Outboard of Rib 16 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL

UPPER
STRINGER 8

RIB 17

FWD

CAP SEALS
INBD R INSPECTION AREA
REAR SPAR

2629874-S0000627377

N1

Figure 3.32: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar
Inboard of Rib 17 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL

UPPER
STRINGER 9

CAP SEALS
INSPECTION AREA RIB 17

D
FW
2624301-S0000627360

REAR SPAR
INB
D

Figure 3.33: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Upper Rear Spar
Outboard of Rib 17 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL

UPPER
STRINGER 9

CAP SEALS
INSPECTION AREA

REAR SPAR RIB 17 2629873-S0000627376

R D
FW

INB
D
O1

Figure 3.34: 57-AWL-09, for airplane L/N 98, Detailed Inspection, Upper Rear Spar
Outboard of Rib 17 - Cap and Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL UPPER

UPPER INSPECTION AREAS
STRINGER SKIN PANEL STRINGER

2794295-S0000637250
RIB
(EXAMPLE)

Figure 3.35: 57-AWL-09, for airplanes L/N 97 and 98, Detailed Inspection,
Rib to Upper Skin Panel and Upper Stringers - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL UPPER FRONT

STRINGER 19 INSPECTION AREAS SKIN PANEL SPAR

2794296-S0000637253
RIB 13
FWD
(EXAMPLE)

Figure 3.36: 57-AWL-09, for airplane L/N 97, Detailed Inspection,

Rib 13 to Upper Skin Panel and Upper Stringer 19 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FILLET SEAL
INSPECTION
UPPER AREA
SKIN PANEL

SPAR

RIB
SPAR
CLIP

SPAR

2625500-S0000627373

(EXAMPLE)

Figure 3.37: 57-AWL-09, for airplanes L/N 97 and 98, Detailed Inspection, Spar Clip to Upper Spar - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL

UPPER SKIN PANEL INSPECTION AREA UPPER
STRINGER 19 STRINGER 18

2794297-S0000637324
FWD RIB 15
(EXAMPLE)

Figure 3.38: 57-AWL-09, for airplane L/N 97, Detailed Inspection, Rib 15 to Upper Stringer 19 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL FILLET SEAL
UPPER UPPER REAR SPAR
INSPECTION AREAS STRINGER 7
STRINGER 8

2794298-S0000637325
INBD
RIB 16

FWD
T

Figure 3.39: 57-AWL-09, for airplane L/N 97, Detailed Inspection,

Inboard of Rib 16 to Upper Skin Panel and Upper Stringer 8 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER FILLET SEAL UPPER

REAR SPAR SKIN PANEL INSPECTION AREAS STRINGER 8

2794299-S0000637326
RIB 16
FWD

INBD
U

Figure 3.40: 57-AWL-09, for airplane L/N 97, Detailed Inspection,

Outboard of Rib 16 to Upper Skin Panel and Upper Stringer 8 - Fillet Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-10

LEFT WING
CENTER SECTION
A
B

FW
D

2584262-S0000623726
D
INB

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 1.1: 57-AWL-10, for airplanes 787-8, L/N 6-150, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

F
2584264-S0000623724

W
D LEFT WING
(LEFT WING IS SHOWN,
INBD (RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)

Figure 1.2: 57-AWL-10, for airplanes 787-8, L/N 6-150, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

D
E

I
F 1
E
C
G 1

F 1
H 1

G 1
H 1

J
D INB
FW D

CENTER SECTION

2584265-S0000623728

1 NOT APPLICABLE TO AIRPLANES 787-8,

LINE NUMBERS 7-54

Figure 1.3: 57-AWL-10, for airplanes 787-8, L/N 6-150, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 1 CAP SEALS STRINGER 4
INSPECTION
AREAS

INBD
REAR SPAR
2584266-S0000623729
SIDE OF BODY RIB
FWD

Figure 1.4: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Left Side Center Section
Rear Spar Upper Chord - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER CAP SEALS UPPER

STRINGER 4 INSPECTION STRINGER 1
AREAS

INBD
REAR SPAR
2584267-S0000623730

SIDE OF BODY RIB FWD

Figure 1.5: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Right Side Center Section
Rear Spar Upper Chord - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SPAR

CAP SEALS
INSPECTION
AREA

LOWER
STRINGER 2
SIDE OF BODY RIB
CAP SEALS
INSPECTION LOWER D FWD
AREA STRINGER 4 INB
1 (EXAMPLE)

E
SIDE OF BODY RIB

D FWD
INB
2584268-S0000623731

LOWER CAP SEALS

INSPECTION LOWER
STRINGER 6 STRINGER 9
AREA
1 (EXAMPLE)

F
1 NOT APPLICABLE TO AIRPLANES 787-8,
LINE NUMBERS 7-54

Figure 1.6: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Rear Spar and Aft Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY RIB

LOWER CAP SEALS

INSPECTION LOWER D FWD
STRINGER 11
AREA STRINGER 14 INB
(EXAMPLE)

LOWER
STRINGER 18
FRONT SPAR

SIDE OF BODY RIB

FWD

CAP SEALS
2584269-S0000623737

INSPECTION INBD
LOWER AREA
STRINGER 16

(EXAMPLE)

Figure 1.7: 57-AWL-10, for airplanes 787-8, L/N 6, 55-150, Detailed Inspection, Forward Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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UPPER
CAP SEALS STRINGER 18
INSPECTION
AREA

FRONT SPAR SIDE OF BODY RIB

INBD

FWD

I
UPPER
STRINGER 18

CAP SEALS
INSPECTION
AREA

FRONT SPAR
SIDE OF BODY RIB

INBD
2584270-S0000623738

FWD

Figure 1.8: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Center Section Front Spar
Upper Chord - Cap Seals

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FRONT SPAR

LOWER
STRINGER 18 CAP SEALS
INSPECTION
AREA

RIB 2

SIDE OF BODY RIB

LOWER
STRINGER 13

FWD
2584271-S0000623739
INBD

Figure 1.9: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Forward Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
STRINGER 13
SIDE OF BODY RIB

RIB 2

CAP SEALS
INSPECTION
AREA

2584272-S0000623740

FWD
LOWER
STRINGER 7
L INBD

Figure 1.10: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Center Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS REAR

INSPECTION AREAS SPAR

SIDE OF BODY RIB RIB 2

LOWER DRAG
BRACE FITTING

LOWER
STRINGER 2

LOWER
STRINGER 6

2584263-S0000623741

INBD

M FWD

Figure 1.11: 57-AWL-10, for airplanes 787-8, L/N 6-150, Detailed Inspection, Aft Lower Stringers
and Rear Spar at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
CENTER SECTION
A
B

FW
D

2584292-S0000623742
D
INB

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 2.1: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

K M
Q 1
RIB 8
Q1 2

P S

U 3

N U1 4

V Y
AC
AA
AE

R AG
RIB 17

L O T 3 AH
T1 4
W
X Z AI

RIB 13
AB AF
AD

F
W
D LEFT WING
(LEFT WING IS SHOWN,
2584293-S0000623743

INBD RIGHT WING IS OPPOSITE)

(BOTTOM VIEW)

1 LEFT WING A
2 RIGHT WING
3 APPLICABLE TO AIRPLANES 787-8, LINE NUMBERS 151-476
4 APPLICABLE TO AIRPLANES 787-8, LINE NUMBER 482 AND ON

Figure 2.2: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Locator, Cap Seals - Wing

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D
E

I
E
F C
G
F
H
G
H

2584294-S0000623744
INB
D D CENTER SECTION
FW

Figure 2.3: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER CAP SEALS UPPER

STRINGER 1 INSPECTION STRINGER 4
AREAS

2584295-S0000623860

REAR SPAR INBD SIDE OF BODY

RIB
FWD
C

Figure 2.4: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Left Side Center Section
Rear Spar Upper Chord - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER CAP SEALS UPPER

STRINGER 4 INSPECTION STRINGER 1
AREAS

2584296-S0000623861

SIDE OF BODY RIB INBD

REAR SPAR
FWD
D

Figure 2.5: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Right Side Center Section
Rear Spar Upper Chord - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SPAR

LOWER
STRINGER 2
SIDE OF BODY RIB

CAP SEALS
INSPECTION LOWER
AREAS (EXAMPLE) STRINGER 4 D FWD
INB

SIDE OF BODY RIB

2584298-S0000623862
D FWD
LOWER CAP SEALS INB
STRINGER 6 INSPECTION LOWER
AREA (EXAMPLE) STRINGER 9

Figure 2.6: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Rear Spar
and Aft Lower Stringers at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY RIB

LOWER CAP SEALS

INSPECTION LOWER D FWD
STRINGER 11 (EXAMPLE) STRINGER 14 INB
AREA
G

LOWER
STRINGER 18
FRONT SPAR

SIDE OF BODY RIB

FWD
2584303-S0000623863
INBD
LOWER CAP SEALS
STRINGER 16 INSPECTION
AREA
(EXAMPLE)

Figure 2.7: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Forward Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
CAP SEALS STRINGER 18
INSPECTION
AREA

FRONT SPAR SIDE OF BODY RIB

INBD

FWD
I
UPPER
STRINGER 18

CAP SEALS
INSPECTION
AREA

FRONT SPAR
SIDE OF BODY RIB

INBD
2584305-S0000623864

FWD

Figure 2.8: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Center Section
Front Spar Upper Chord - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 17

CAP SEALS
RIB 2 INSPECTION
AREA

FRONT SPAR

INBD SIDE OF BODY RIB

2584306-S0000623865
FWD

Figure 2.9: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Front Spar Upper Chord
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 2

CAP SEALS
UPPER DRAG INSPECTION
BRACE FITTING AREA

RIB 2

FWD
REAR SPAR

2584308-S0000623866
INBD

Figure 2.10: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Upper Drag
Brace Fitting - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FRONT SPAR

LOWER
STRINGER 18 CAP SEALS
INSPECTION
AREAS

RIB 2

SIDE OF BODY RIB

LOWER
STRINGER 13

2584309-S0000623867

FWD

M INBD

Figure 2.11: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Forward Lower Stringers
and Front Spar at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
STRINGER 13
SIDE OF BODY RIB

RIB 2

CAP SEALS
INSPECTION
AREA

2584311-S0000623868

FWD
LOWER
STRINGER 7

N INBD

Figure 2.12: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Center Lower Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS REAR

INSPECTION AREAS SPAR

SIDE OF BODY RIB RIB 2

LOWER
STRINGER 2

LOWER DRAG
BRACE FITTING

LOWER
STRINGER 6

2584312-S0000623869

INBD

O FWD

Figure 2.13: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Aft Lower Stringers and Rear
Spar at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL

UPPER
STRINGER 19

CAP SEALS
INSPECTION
RIB 8 AREA

FRONT

2584313-S0000623870
INBD
SPAR

FWD

Figure 2.14: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Rib 8 Inboard
to Upper Skin Panel at Front Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER CAP SEALS

RIB 9 SKIN PANEL INSPECTION AREA UPPER
STRINGER 19

RIB 8

INBD

LEFT WING FRONT

SPAR FWD
Q

UPPER CAP SEALS UPPER

STRINGER 19 INSPECTION AREA SKIN PANEL

RIB 9

RIB 8

DOUBLER
2584937-S0000624175

INBD

FRONT
FWD SPAR RIGHT WING

Q1

Figure 2.15: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Between Rib 8 and Rib 9 at Front Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 14 SKIN PANEL STRINGER 19

CAP SEALS
INSPECTION
AREA
INBD

RIB 9 FWD
FRONT
R SPAR
RIB 10
UPPER
SKIN PANEL RIB 9

UPPER
STRINGER 15

2584314-S0000623871

CAP SEALS
INSPECTION
AREA
INBD
DRY BAY
BARRIER
S FWD

Figure 2.16: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Inboard and Outboard of Rib 9 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER SKIN PANEL UPPER
STRINGER 8 STRINGER 15

INBD

RIB 10 CAP SEALS DRY BAY

INSPECTION PANEL
AREA
T FWD

UPPER UPPER
UPPER SKIN PANEL STRINGER 8
STRINGER 19

2584315-S0000623872

CAP SEALS RIB 10 FWD

FRONT INSPECTION
SPAR AREA
U INBD

Figure 2.17: 57-AWL-10, for airplanes 787-8, L/N 151-476, Detailed Inspection,
Inboard and Outboard of Rib 10 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER SKIN PANEL
STRINGER 8 STRINGER 15

INBD

RIB 10 CAP SEALS DRY BAY

INSPECTION PANEL
AREA
FWD
T1

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 8

2584316-S0000623873

CAP SEALS
FRONT FWD
SPAR INSPECTION RIB 10
AREA
U1 INBD

Figure 2.18: 57-AWL-10, for airplanes 787-8, L/N 482 and on, Detailed Inspection,
Inboard and Outboard of Rib 10 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 5 SKIN PANEL STRINGER 12

CAP SEALS
REAR SPAR INSPECTION RIB 11
AREA

UPPER
STRINGER 12 UPPER UPPER
SKIN PANEL STRINGER 19
FRONT
SPAR

2584317-S0000623874
INBD
CAP SEALS
INSPECTION
RIB 11 AREA

FWD
V

Figure 2.19: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Inboard of Rib 11 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 19 UPPER UPPER
SKIN PANEL STRINGER 13
FRONT
SPAR

CAP SEALS
INSPECTION RIB 11
AREA

UPPER UPPER UPPER

STRINGER 12 SKIN PANEL STRINGER 5

2584318-S0000623875
CAP SEALS REAR SPAR
RIB 11 INSPECTION FWD
AREA

W INBD

Figure 2.20: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Outboard of Rib 11 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 5 UPPER UPPER
SKIN PANEL STRINGER 12

CAP SEALS
REAR SPAR
INSPECTION
AREA RIB 12

UPPER
UPPER UPPER STRINGER 19
STRINGER 13 SKIN PANEL

2584319-S0000623876
INBD
FRONT
SPAR
CAP SEALS
INSPECTION
RIB 12 AREA
FWD
X

Figure 2.21: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Inboard of Rib 12 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 19 SKIN PANEL RIB 13
UPPER
STRINGER 13

FRONT
SPAR
CAP SEALS
INSPECTION
AREA RIB 12

FWD
UPPER
SKIN PANEL
UPPER
STRINGER 12 RIB 13
UPPER
STRINGER 6 INBD

2584320-S0000623877

CAP SEALS
RIB 12 INSPECTION
AREA REAR SPAR
Y

Figure 2.22: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Outboard
of Rib 12 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 6 SKIN PANEL STRINGER 12

CAP SEALS
REAR SPAR INSPECTION
AREA RIB 13

UPPER UPPER
UPPER STRINGER 19
STRINGER 13 SKIN PANEL

FRONT
SPAR

2584321-S0000623878
INBD
CAP SEALS
INSPECTION
RIB 13 AREA
FWD
Z

Figure 2.23: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Inboard of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 13

FRONT
SPAR
CAP SEALS
INSPECTION RIB 13
AREA

UPPER UPPER UPPER PANEL

STRINGER 12 SKIN PANEL BAY STIFFENER 6

2584324-S0000623881
FWD
RIB 13 CAP SEALS REAR SPAR
INSPECTION
AREA

AA INBD

Figure 2.24: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Outboard
of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER RIB 13 UPPER

STRINGER 6 SKIN PANEL STRINGER 12

CAP SEALS
REAR SPAR INSPECTION RIB 14
AREA

UPPER
RIB 13 UPPER STRINGER 19
UPPER SKIN PANEL
STRINGER 13

2584323-S0000623880
INBD
FRONT
CAP SEALS SPAR
INSPECTION
RIB 14 AREA
FWD
AB

Figure 2.25: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Inboard of Rib 14 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 19 UPPER
SKIN PANEL STRINGER 13

FRONT
SPAR CAP SEALS
INSPECTION
AREA RIB 14

FWD

UPPER
UPPER UPPER STRINGER 7 INBD
STRINGER 12 SKIN PANEL

2584322-S0000623879

CAP SEALS REAR SPAR

RIB 14 INSPECTION
AREA
AC

Figure 2.26: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Outboard of Rib 14 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER STRINGER 13
STRINGER 7 SKIN PANEL

CAP SEALS
INSPECTION RIB 15
REAR SPAR AREA

UPPER
UPPER UPPER STRINGER 19
STRINGER 14 SKIN PANEL

FRONT

2584325-S0000623882
INBD
SPAR
CAP SEALS
INSPECTION
RIB 15 AREA
FWD

AD

Figure 2.27: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Inboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FRONT SPAR UPPER

SLAT CAN 5 STRINGER 19 UPPER UPPER
SKIN PANEL STRINGER 14

FRONT
SPAR
CAP SEALS
INSPECTION RIB 15
AREA

UPPER UPPER UPPER PANEL

STRINGER 13 SKIN PANEL BAY STIFFENER 7

2584326-S0000623884

RIB 15 FWD
CAP SEALS
INSPECTION REAR
AREA SPAR

AE INBD

Figure 2.28: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Outboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER PANEL UPPER UPPER

BAY STIFFENER 7 SKIN PANEL STRINGER 11

REAR SPAR CAP SEALS

INSPECTION RIB 16
AREA

UPPER
UPPER UPPER STRINGER 17
STRINGER 12 SKIN PANEL

2584327-S0000623885
INBD

CAP SEALS
RIB 16 INSPECTION
FWD
AREA
AF

Figure 2.29: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Inboard of Rib 16 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
SKIN PANEL UPPER
STRINGER 13

UPPER
STRINGER 17

CAP SEALS
INSPECTION
AREA RIB 16

UPPER
STRINGER 12 UPPER
SKIN PANEL UPPER
STRINGER 8

2584328-S0000623886

RIB 16 FWD REAR

CAP SEALS SPAR
INSPECTION
AREA

AG INBD

Figure 2.30: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Outboard of Rib 16 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 12

UPPER
SKIN PANEL

UPPER
STRINGER 8

RIB 17

CAP SEALS
INSPECTION
AREA

FWD
2584329-S0000623887

INBD

REAR SPAR

AH

Figure 2.31: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection, Inboard of Rib 17 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 12

UPPER
SKIN PANEL

UPPER
STRINGER 09

FW
D

D
INB

CAP SEALS
INSPECTION
AREA

2584330-S0000623888
RIB 17

REAR SPAR

AI

Figure 2.32: 57-AWL-10, for airplanes 787-8, L/N 151 and on, Detailed Inspection,
Outboard of Rib 17 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
CENTER SECTION
A
LEFT WING
B WING
CENTER
A
B

FW
D
FW

2584279-S0000623891
D

2584279-S0000623891
D
INB
D
INB

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)
(LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)

Figure 3.1: 57-AWL-10, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

K N

L Q 1

RIB 8 Q1 2

P U 3
S
WING
U1 4
DRY
BAY U2 5

V
X Y

AA
AC
R
AE
RIB 17
M O
T 3
AG
T1 4
W AH
T2 5
Z
AI
AF
RIB 13
AD
AB

F
W
D LEFT WING
(LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
INBD (BOTTOM VIEW)

A
2584283-S0000623892

1 LEFT WING
2 RIGHT WING
3 APPLICABLE TO AIRPLANES 787-9, LINE NUMBERS 126-478
4 APPLICABLE TO AIRPLANES 787-9 OR 787-10, LINE NUMBERS 479-548
5 APPLICABLE TO AIRPLANES 787-9 OR 787-10, LINE NUMBERS 549 AND ON

Figure 3.2: 57-AWL-10, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

D
E

I E
F C
G
F
H
G
H

2584286-S0000623893
D
FW

CENTER SECTION

Figure 3.3: 57-AWL-10, for 787-9 or 787-10 airplanes, Locator, Cap Seals - Center Section

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
UPPER UPPER TANK INSPECTION UPPER
STRINGER 1 SKIN PANEL AREAS STRINGER 4

2584282-S0000623905
FWD
REAR SPAR SIDE OF BODY RIB
INBD
C

Figure 3.4: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Left Side Center
Section Rear Spar Upper Chord and Upper Tank Panel - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
UPPER INSPECTION UPPER
STRINGER 4 AREAS UPPER WING
TANK SKIN STRINGER 1

2584284-S0000623906
REAR SPAR
SIDE OF BODY RIB FW D
D INB

Figure 3.5: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Right Side Center Section
Rear Spar Upper Chord and Upper Tank Panel - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

REAR SPAR

LOWER SIDE OF BODY

STRINGER 2 RIB

CAP SEALS LOWER

FWD SKIN PANEL
D INSPECTION
INB LOWER
AREAS (EXAMPLE) STRINGER 4

SIDE OF BODY RIB

2584285-S0000623907

D FWD
CAP SEALS INB
LOWER LOWER
STRINGER 6 INSPECTION STRINGER 9
AREA (EXAMPLE)

Figure 3.6: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Rear Spar
and Aft Lower Stringers at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF BODY RIB

LOWER CAP SEALS LOWER FWD

D
STRINGER 11 INSPECTION (EXAMPLE) STRINGER 14 INB
AREA
G

LOWER
STRINGER 18
FRONT SPAR

SIDE OF BODY RIB

FWD 2584287-S0000623908

CAP SEALS
INSPECTION INBD
LOWER AREA
STRINGER 16
(EXAMPLE)

Figure 3.7: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Forward Lower Stringers
at Inboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 18
CAP SEALS
INSPECTION
AREA

SIDE OF BODY
RIB

FRONT SPAR

INBD

FWD

UPPER
STRINGER 18

FRONT SPAR

CAP SEALS
INSPECTION
SIDE OF AREA
BODY RIB

INBD
2584281-S0000623904

FWD

Figure 3.8: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Center Section
Front Spar Upper Chord - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
INSPECTION
AREA
UPPER
STRINGER 14

RIB 2
SIDE OF BODY RIB

UPPER
STRINGER 18

2584505-S0000623955

INBD
FRONT
SPAR
K FWD

Figure 3.9: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Forward Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
INSPECTION UPPER
AREA SKIN PANEL
SIDE OF BODY RIB UPPER
STRINGER 14

RIB 2

2584507-S0000623956
FWD
UPPER
STRINGER 7

INBD
L

Figure 3.10: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Center Upper Stringers
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 8

CAP SEALS
INSPECTION
AREA RIB 2

UPPER
SKIN PANEL

CAP SEALS
INSPECTION AREA
1

SIDE OF
BODY RIB

UPPER
STRINGER 2

UPPER DRAG
BRACE FITTING 2584525-S0000623970

FWD

REAR SPAR INBD

1 NOT APPLICABLE TO AIRPLANES 787-9,

LINE NUMBERS 126-146 M

Figure 3.11: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Aft Upper Stringers
and Drag Brace Fitting at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

SIDE OF
CAP SEAL FRONT BODY RIB
INSPECTION SPAR
AREA
RIB 2

LOWER

2584508-S0000623957
SKIN PANEL FWD

INBD

Figure 3.12: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Lower Front Spar
at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS REAR

INSPECTION AREAS SPAR

SIDE OF RIB 2
BODY RIB

LOWER DRAG
BRACE FITTING

2584510-S0000623958
INBD

FWD

Figure 3.13: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Lower Drag Brace Fitting
and Lower Rear Spar at Outboard Side of Body Rib - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 19 SKIN PANEL

CAP SEALS
INSPECTION
AREA

RIB 8

FRONT
SPAR

2584291-S0000623894
INBD

FWD
P

Figure 3.14: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Rib 8 Inboard
to Upper Skin Panel at Front Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
RIB 9 SKIN PANEL

UPPER
STRINGER 19

CAP SEALS
INSPECTION AREA
1
CAP SEALS
INSPECTION AREA

RIB 8

INBD
LEFT WING FRONT
SPAR
FWD
Q
CAP SEALS
INSPECTION AREA UPPER
1 SKIN PANEL

UPPER
STRINGER 19 RIB 9

CAP SEALS
INSPECTION
AREA

RIB 8

DOUBLER
2584970-S0000624181

INBD

RIGHT WING FRONT

FWD SPAR
1 APPLICABLE TO AIRPLANES 787-9 OR
Q1
787-10, LINE NUMBERS 126-548

Figure 3.15: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection,

Between Rib 8 and Rib 9 at Front Spar - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
SKIN PANEL UPPER
STRINGER 14 STRINGER 19

CAP SEALS
INSPECTION
AREA INBD

RIB 9 FRONT
FWD SPAR
R
UPPER
RIB 10 SKIN PANEL
RIB 9

UPPER
STRINGER 15

2584512-S0000623959

INBD
CAP SEALS
DRY BAY INSPECTION
BARRIER S AREA
FWD

Figure 3.16: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard
and Outboard of Rib 9 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
UPPER STRINGER 15
STRINGER 8 SKIN PANEL

CAP SEALS INBD

INSPECTION
RIB 10 AREA

T FWD

UPPER
STRINGER 19 UPPER
UPPER STRINGER 8
SKIN PANEL

2584513-S0000623961

CAP SEALS
FRONT INSPECTION FWD
SPAR RIB 10
AREA
INBD

Figure 3.17: 57-AWL-10, for airplanes 787-9, L/N 126-478, Detailed Inspection, Inboard
and Outboard of Rib 10 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 8 SKIN PANEL STRINGER 15

INBD
CAP SEALS
RIB 10 INSPECTION
AREA
FWD
T1

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 8

2584986-S0000624182
CAP SEALS
FW D
RIB 10 INSPECTION
FRONT AREA
SPAR INBD
U1

Figure 3.18: 57-AWL-10, for airplanes 787-9 or 787-10, L/N 479-548, Detailed Inspection, Inboard
and Outboard of Rib 10 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 8 SKIN PANEL STRINGER 15

INBD
CAP SEALS
RIB 10 INSPECTION
AREA
FWD
T2

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 8

2584987-S0000624183
FRONT CAP SEALS
SPAR RIB 10 INSPECTION FWD
AREA
U2 INBD

Figure 3.19: 57-AWL-10, for airplanes 787-9 or 787-10, L/N 549 and on, Detailed Inspection, Inboard
and Outboard of Rib 10 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 05 SKIN PANEL STRINGER 12

CAP SEALS
REAR SPAR INSPECTION RIB 11
AREA

UPPER CAP SEAL UPPER

STRINGER 12 UPPER INSPECTION AREA STRINGER 19
SKIN PANEL 1
FRONT
SPAR

INBD
CAP SEALS
RIB 11 INSPECTION
AREA

2584514-S0000623962
FWD
V

1 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-548

Figure 3.20: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 11 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 19
UPPER
CAP SEAL UPPER STRINGER 13
FRONT INSPECTION AREA 1 SKIN PANEL
SPAR

CAP SEALS RIB 11

INSPECTION AREA

CAP SEALS
UPPER INSPECTION AREA 6
UPPER
STRINGER 12
SKIN PANEL
UPPER
STRINGER 05

FWD
RIB 11 CAP SEALS REAR SPAR
INSPECTION AREA

W INBD 2584519-S0000623963

1 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-548.
6 APPLICABLE TO AIRPLANES 787-9 OR
787-10, LINE NUMBERS 126-714.

Figure 3.21: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 11 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 05 SKIN PANEL STRINGER 12

REAR SPAR CAP SEALS

INSPECTION
AREA RIB 12

CAP SEAL
INSPECTION AREA 1
UPPER
UPPER UPPER STRINGER 19
STRINGER 13 SKIN PANEL

INBD FRONT
SPAR
CAP SEALS
INSPECTION
RIB 12 AREA
FWD
X
2584520-S0000623964

1 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-548

Figure 3.22: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 12 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 19 UPPER
SKIN PANEL UPPER
STRINGER 13

FRONT
SPAR

CAP SEALS
INSPECTION AREA
RIB 12

UPPER UPPER
STRINGER 12 CAP SEALS UPPER
INSPECTION AREA SKIN PANEL
STRINGER 06
6

CAP SEALS
INSPECTION AREA

CAP SEALS
INSPECTION AREA
6

CAP SEALS REAR SPAR

FWD
RIB 12 INSPECTION AREA
2584297-S0000623895

Y
INBD

6 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-714.

Figure 3.23: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 12 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
STRINGER 06 UPPER STRINGER 12
SKIN PANEL

CAP SEALS
REAR SPAR INSPECTION
AREA RIB 13

UPPER UPPER UPPER

STRINGER 13 SKIN PANEL STRINGER 19
FRONT
SPAR

INBD

CAP SEALS
2584299-S0000623896
INSPECTION
RIB 13 AREA
FWD

Figure 3.24: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 13

FRONT CAP SEALS RIB 13

SPAR INSPECTION
AREA

UPPER UPPER UPPER

STRINGER 12 SKIN PANEL STRINGER 7

FWD 2584523-S0000623966
RIB 13 CAP SEALS REAR SPAR
INSPECTION
AREA

AA INBD

Figure 3.25: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 13 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER UPPER STRINGER 12
STRINGER 07 SKIN PANEL

REAR SPAR CAP SEALS

INSPECTION RIB 14
AREA

UPPER
STRINGER 19
UPPER
UPPER SKIN PANEL
STRINGER 13

2584522-S0000623965
INBD FRONT
SPAR
CAP SEALS
RIB 14 INSPECTION
AREA
FWD
AB

Figure 3.26: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 14 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 19 SKIN PANEL STRINGER 13

FRONT
SPAR CAP SEALS
INSPECTION AREA RIB 14

UPPER UPPER UPPER

STRINGER 12 SKIN PANEL STRINGER 07

CAP SEALS
INSPECTION AREA

CAP SEALS REAR

INSPECTION AREA SPAR
6

FWD
CAP SEALS
INSPECTION AREA
RIB 14 2584300-S0000623897

AC INBD

6 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-714.

Figure 3.27: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 14 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER UPPER STRINGER 13
STRINGER 07 SKIN PANEL

CAP SEALS
INSPECTION RIB 15
REAR SPAR AREA

UPPER
UPPER STRINGER 19
SKIN PANEL
UPPER
STRINGER 14

FRONT
INBD SPAR
CAP SEALS 2584301-S0000623898
INSPECTION
RIB 15 AREA
FWD

AD

Figure 3.28: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FRONT SPAR UPPER

SLAT CAN 5 STRINGER 19
UPPER UPPER
SKIN PANEL STRINGER 14

FRONT
SPAR CAP SEALS
INSPECTION RIB 15
AREA

UPPER UPPER UPPER

STRINGER 13 SKIN PANEL STRINGER 8

2584302-S0000623899

CAP SEALS
RIB 15 FWD
INSPECTION REAR SPAR
AREA

AE INBD

Figure 3.29: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 15 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER UPPER

STRINGER 8 SKIN PANEL STRINGER 11

REAR SPAR CAP SEALS

INSPECTION RIB 16
AREA

UPPER UPPER UPPER

STRINGER 12 SKIN PANEL STRINGER 17

2584304-S0000623900

INBD

CAP SEALS
RIB 16 INSPECTION
AREA
FWD
AF

Figure 3.30: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 16 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER UPPER
SKIN PANEL STRINGER 13

UPPER
STRINGER 17

CAP SEALS
INSPECTION AREA
RIB 16

UPPER
STRINGER 12 UPPER
SKIN PANEL UPPER
STRINGER 08
CAP SEALS
INSPECTION AREA

CAP SEALS
INSPECTION AREA
6

FWD
CAP SEALS
2584307-S0000623901

RIB 16 INSPECTION AREA REAR SPAR

AG INBD

6 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-714.

Figure 3.31: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 16 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
STRINGER 12

UPPER
SKIN PANEL

CAP SEALS
UPPER INSPECTION AREA 6
STRINGER 08

RIB 17

CAP SEALS
INSPECTION AREA

FWD

INBD
REAR SPAR

2584310-S0000623902
AH

6 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-714.

Figure 3.32: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Inboard of Rib 17 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

UPPER
UPPER SKIN PANEL
STRINGER 12

UPPER
CAP SEALS STRINGER 09
INSPECTION AREA 6

CAP SEALS
INSPECTION AREA

FW
D
RIB 17

D
INB REAR SPAR

AI 2584280-S0000623903

6 APPLICABLE TO AIRPLANES 787-9 OR

787-10, LINE NUMBERS 126-714.

Figure 3.33: 57-AWL-10, for 787-9 or 787-10 airplanes, Detailed Inspection, Outboard of Rib 17 - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS
57-AWL-15

LEFT WING
A

2768225-S0000629398
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 1.1: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, No Injection Seal Configuration - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2768229-S0000629399

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)
INBD
A

Figure 1.2: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, No Injection Seal Configuration - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER STRINGERS 2-6

C 1

FWD LOWER STRINGERS 7-12 AND 15

I
N
C1
B
D LEFT WING
(LEFT WING IS SHOWN,
(RIGHT WING IS OPPOSITE)
(TOP VIEW)

2768231-S0000629400

1 APPLICABLE TO AIRPLANES 787-9, LINE NUMBERS 126-403

Figure 1.3: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, No Injection Seal Configuration - Lower Stringers
at Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

E
STRINGER
CAP FLANGE

SIDE OF BODY
E LOWER CHORD

D 2

D1 3
FORWARD
STRINGER
FITTING

D
INB
STRINGER
BASE FLANGE
FWD
LOWER LOWER
AFT STRINGER
SKIN PANEL STRINGER F 2
FITTING

CONFIGURATION ONE -
VISIBLE CAP SEALS AND NO INJECTION SEAL
IN THE LOWER CHORD CAVITY
(EXAMPLE)

2768233-S0000629401
2 APPLICABLE TO AIRPLANES 787-9, LINE NUMBERS 126-313
3 APPLICABLE TO AIRPLANES 787-9, LINE NUMBERS 316-403

Figure 1.4: 57-AWL-15, for airplanes 787-9, L/N 126-403, Locator, No Injection Seal Configuration - Lower
Stringer Sealant, Stringers 2-6

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

E
STRINGER
CAP FLANGE

SIDE OF BODY
E LOWER CHORD

D 2

D2 4
FORWARD
STRINGER
FITTING

D
INB
STRINGER
BASE FLANGE
FWD
LOWER LOWER
AFT STRINGER
SKIN PANEL STRINGER F 2
FITTING

CONFIGURATION ONE -
VISIBLE CAP SEALS AND NO INJECTION SEAL
IN THE LOWER CHORD CAVITY
(EXAMPLE)

C1

2776593-S0000630525
2 APPLICABLE TO AIRPLANES 787-9, LINE NUMBERS 126-313
4 APPLICABLE TO AIRPLANES 787-9 OR 787-10, LINE NUMBER 316 AND ON

Figure 1.5: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, No Injection Seal Configuration - Lower Stringer
Sealant, Stringers 7-12, 15

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

EDGE SEAL
INSPECTION AREAS

STRINGER
AFT EDGE SEAL CAP FLANGE
INSPECTION AREAS
(FORWARD EDGE SEAL SIDE OF BODY
INSPECTION AREAS LOWER CHORD
ARE OPPOSITE)

STRINGER
LOWER WEB FLANGE
STRINGER

FORWARD
STRINGER
FITTING

D
INB

FWD
STRINGER

2768234-S0000629402
LOWER AFT STRINGER
SKIN PANEL BASE FLANGE
FITTING

EDGE SEAL INSPECTION

Figure 1.6: 57-AWL-15, for airplanes 787-9, L/N 126-313, Detailed Inspection, No Injection Seal Configuration
Lower Stringers - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

STRINGER
AFT EDGE SEAL CAP FLANGE
INSPECTION AREAS
(FORWARD EDGE SEAL SIDE OF BODY
INSPECTION AREAS LOWER CHORD
ARE OPPOSITE)

EDGE SEAL
LOWER INSPECTION AREA
STRINGER
FORWARD
STRINGER
FITTING

D
INB

2768236-S0000629404
STRINGER FWD
LOWER AFT STRINGER BASE FLANGE
SKIN PANEL FITTING

EDGE SEAL INSPECTION

D1

Figure 1.7: 57-AWL-15, for airplanes 787-9, L/N 316-403, Detailed Inspection, No Injection Seal Configuration
Lower Stringers - Edge Seals, Stringers 2-6

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

STRINGER
AFT EDGE SEAL CAP FLANGE
INSPECTION AREAS
(FORWARD EDGE SEAL SIDE OF BODY
INSPECTION AREAS LOWER CHORD
ARE OPPOSITE)

EDGE SEAL
LOWER INSPECTION AREA
STRINGER
FORWARD
STRINGER
FITTING

D
INB

2776594-S0000630527
STRINGER FWD
LOWER AFT STRINGER BASE FLANGE
SKIN PANEL FITTING

EDGE SEAL INSPECTION

D2

Figure 1.8: 57-AWL-15, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, No Injection Seal
Configuration Lower Stringers - Edge Seals, Stringers 7-12, 15

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
CAP SEAL CAP SEALS 6

STRINGER CAP CAP SEALS 5

FLANGE
LOWER
CHORD TAB

CAP SEAL
CAP SEAL

LOWER CAP SEALS

SKIN PANEL 5 STRINGER LOWER
BASE FLANGE CAP SEAL CHORD
6 CAP SEAL FLANGE
AFT STRINGER FITTING (INBOARD MOST)
(FORWARD STRINGER
FITTING IS OPPOSITE) 6

FWD
CAP SEAL INSPECTION

2768240-S0000629405
INBD

5 AN INJECTION SEAL IS PART OF THESE CAP SEALS.

6 CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 1.9: 57-AWL-15, for 787-9 or 787-10 airplanes, Detailed Inspection, No Injection Seal Configuration Lower
Stringers - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

AFT STRINGER
AFT INJECTION SEAL INSPECTION AREA
(FORWARD INJECTION INSPECTION FITTING
AREA IS OPPOSITE)
CAP SEAL OUTER SURFACE

CAP SEAL OUTER

SURFACE

2768241-S0000629406
INBD

INJECTION SEAL INSPECTION

(VIEW IN THE FORWARD DIRECTION)

Figure 1.10: 57-AWL-15, for airplanes 787-9, L/N 126-313, Detailed Inspection, No Injection Seal Configuration
Lower Stringer Fittings - Injection Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
A

2768226-S0000629409
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 2.1: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Cap and Injection Seal Configuration - Airplane
Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2768247-S0000629410

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)
INBD
A

Figure 2.2: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Cap and Injection Seal Configuration - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER STRINGERS 2-6

C

2768248-S0000629411
FWD

I LEFT WING
N (LEFT WING IS SHOWN,
B (RIGHT WING IS OPPOSITE)
D (TOP VIEW)

Figure 2.3: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Cap and Injection Seal Configuration - Lower
Stringers at Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

F
STRINGER
CAP FLANGE SIDE OF BODY
LOWER CHORD

F
E 1 INJECTION
SEAL
E1 2 D
FORWARD
STRINGER
FITTING

D
INB
STRINGER
BASE FLANGE
FWD
LOWER LOWER
SKIN PANEL STRINGER G 1 AFT STRINGER
FITTING

CONFIGURATION TWO -
VISIBLE CAP SEALS AND INJECTION SEAL
IN THE LOWER CHORD CAVITY
(EXAMPLE)

2768251-S0000629412
1 APPLICABLE TO AIRPLANES 787-9, LINE NUMBERS 126-313
2 APPLICABLE TO AIRPLANES 787-9 OR 787-10, LINE NUMBER 316 AND ON

Figure 2.4: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Cap and Injection Seal Configuration - Lower
Stringer Sealant

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

FORWARD STRINGER FITTING

CAP SEAL 5 (AFT STRINGER FITTING IS
OPPOSITE)
INJECTION SEAL
STRINGER INSPECTION AREA LOWER
CAP FLANGE STRINGER
CAP SEAL 4 5
LOWER
CHORD TAB
LOWER
CHORD WEB

PRE-CURED SEAL
(OPTIONAL)
3 LOWER
SKIN PANEL
STRINGER
LOWER CHORD BASE
FLANGE FLANGE
CAP SEAL
(OUTBOARD) 4 5
CAP SEAL
(INBOARD MOST) INJECTION SEAL INBD
LOWER (FORWARD IS SHOWN, AFT
4 5 INJECTION SEAL IS OPPOSITE)
SKIN PANEL

INJECTION SEAL INSPECTION

(VIEW IN THE AFT DIRECTION)

2768252-S0000629413
3 IF YOU SEE A PRE-CURED SEAL, INSPECTION
BETWEEN THE PRE-CURED SEAL AND THE INJECTION
SEAL IS NOT NECESSARY.
4 CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.
5 AN INJECTION SEAL IS PART OF THESE CAP SEALS.

Figure 2.5: 57-AWL-15, for 787-9 or 787-10 airplanes, Detailed Inspection, Cap and Injection Seal Configuration
Lower Chord Cavity - Injection Seal

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

EDGE SEAL
INSPECTION AREA 6

STRINGER
AFT EDGE SEAL CAP FLANGE
INSPECTION AREAS
(FORWARD EDGE SEAL SIDE OF BODY
INSPECTION AREAS LOWER CHORD
ARE OPPOSITE)
STRINGER
WEB FLANGE
INJECTION SEAL
LOWER
STRINGER FORWARD STRINGER
FITTING

STRINGER D
LOWER BASE FLANGE INB
AFT STRINGER
SKIN PANEL FITTING
FWD

EDGE SEAL INSPECTION

2768253-S0000629414

6 THERE CAN BE AN INJECTION SEAL AS AN ALTERNATIVE TO

THE EDGE SEAL IN THE LOWER CHORD CAVITY.

Figure 2.6: 57-AWL-15, for airplanes 787-9, L/N 126-313, Detailed Inspection, Cap and Injection Seal
Configuration Lower Stringers - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

STRINGER
CAP FLANGE
AFT EDGE SEAL SIDE OF BODY
INSPECTION AREAS LOWER CHORD
(FORWARD EDGE SEAL
INSPECTION AREAS STRINGER
ARE OPPOSITE) WEB FLANGE
INJECTION SEAL
LOWER
STRINGER FORWARD STRINGER
FITTING

D
INB

STRINGER

2768256-S0000629415
LOWER BASE FLANGE FWD
AFT STRINGER
SKIN PANEL FITTING

EDGE SEAL INSPECTION

E1

Figure 2.7: 57-AWL-15, for airplanes 787-9 or 787-10, L/N 316 and on, Detailed Inspection, Cap and Injection
Seal Configuration Lower Stringers - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
CAP SEAL CAP SEALS 4

STRINGER CAP CAP SEALS 5

LOWER
FLANGE CHORD TAB

INJECTION
SEAL

CAP SEAL
CAP SEAL 5

CAP SEALS
LOWER SKIN 5
PANEL LOWER
STRINGER CAP SEAL CHORD
AFT STRINGER FITTING BASE FLANGE CAP SEAL FLANGE
(FORWARD STRINGER 4 5
(INBOARD MOST)
FITTING IS OPPOSITE)
4 5

FWD
CAP SEAL INSPECTION

2768257-S0000629416
INBD

4 CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

5 AN INJECTION SEAL IS PART OF THESE CAP SEALS.

Figure 2.8: 57-AWL-15, for airplanes 787-9 or 787-10, Detailed Inspection, Cap and Injection Seal
Configuration Lower Stringers - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

AFT STRINGER
AFT INJECTION SEAL INSPECTION AREA FITTING
(FORWARD INJECTION INSPECTION
AREA IS OPPOSITE)
CAP SEAL OUTER SURFACE

CAP SEAL OUTER

SURFACE

2768258-S0000629417
INBD

INJECTION SEAL INSPECTION

(VIEW IN THE FORWARD DIRECTION)

Figure 2.9: 57-AWL-15, for airplanes 787-9, L/N 126-313, Detailed Inspection, Cap and Injection Seal
Configuration Lower Stringer Fittings - Injection Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LEFT WING
A

2768227-S0000629419
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 3.1: 57-AWL-15, for airplanes 787-9, L/N 586 and on, or 787-10, L/N 686 and on, Locator,
Injection Seal Only Configuration - Airplane Level

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

2768259-S0000629420

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)
INBD
A

Figure 3.2: 57-AWL-15, for airplanes 787-9, L/N 586 and on, or 787-10, L/N 686 and on, Locator,
Injection Seal Only Configuration - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER STRINGERS 2-6

C 2 3

FWD LOWER STRINGERS 7-12 AND 15

I
N
C1 1 2
B
D LEFT WING
(LEFT WING IS SHOWN,
(RIGHT WING IS OPPOSITE)
(TOP VIEW)

2768261-S0000629421
1 APPLICABLE TO AIRPLANES 787-9, LINE NUMBER 628 AND ON.
2 APPLICABLE TO AIRPLANES 787-10, LINE NUMBER 686 AND ON.
3 APPLICABLE TO AIRPLANES 787-9, LINE NUMBER 586 AND ON.

Figure 3.3: 57-AWL-15, for airplanes 787-9, L/N 586 and on, or 787-10, L/N 686 and on, Locator,
Injection Seal Only Configuration - Lower Stringers at Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

F
STRINGER
CAP FLANGE
SIDE OF BODY
LOWER CHORD
F
INJECTION
SEAL
LOWER E D
STRINGER

FORWARD
STRINGER
FITTING

D
INB

STRINGER
BASE FLANGE FWD
LOWER AFT STRINGER
SKIN PANEL FITTING

2768262-S0000629422
CONFIGURATION THREE -
INJECTION SEAL AND NO VISIBLE CAP SEALS
IN THE LOWER CHORD CAVITY
(EXAMPLE)

Figure 3.4: 57-AWL-15, for airplanes 787-9, L/N 586 and on, or 787-10, L/N 686 and on, Locator,
Injection Seal Only Configuration - Lower Stringer Sealant, Stringers 2-6

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

F
STRINGER
CAP FLANGE
SIDE OF BODY
LOWER CHORD
F
INJECTION
SEAL
LOWER E D1
STRINGER

FORWARD
STRINGER
FITTING

D
INB

STRINGER
BASE FLANGE FWD
LOWER AFT STRINGER
SKIN PANEL FITTING

2776596-S0000630528
CONFIGURATION THREE -
INJECTION SEAL AND NO VISIBLE CAP SEALS
IN THE LOWER CHORD CAVITY
(EXAMPLE)

C1

Figure 3.5: 57-AWL-15, for airplanes 787-9, L/N 628 and on, or 787-10, L/N 686 and on, Locator, Injection Seal
Only Configuration - Lower Stringer Sealant, Stringers 7-12, 15

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INJECTION SEAL
INSPECTION AREA LOWER
STRINGER
TENSION-RATED FORWARD STRINGER
BOLT FITTING (AFT STRINGER
STRINGER FITTING IS OPPOSITE)
LOWER CAP
CHORD FLANGE
TAB
LOWER
CHORD WEB

PRE-CURED SEAL
2 LOWER SKIN
PANEL
STRINGER BASE
FLANGE
INJECTION SEAL
(FORWARD IS SHOWN,
AFT INJECTION SEAL IS
OPPOSITE)
LOWER LOWER CHORD
SKIN PANEL FLANGE
INBD

INJECTION SEAL INSPECTION

2768263-S0000629423
(VIEW IN THE AFT DIRECTION)

2 INSPECTION BETWEEN THE PRE-CURED SEAL AND

THE INJECTION SEAL IS NOT NECESSARY.

Figure 3.6: 57-AWL-15, for airplanes 787-9, L/N 586 and on, or 787-10, L/N 686 and on, Detailed Inspection,
Injection Seal Only Configuration Lower Chord Cavity - Injection Seals, Stringers 2-6

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

INJECTION SEAL
INSPECTION AREA LOWER
STRINGER
TENSION-RATED FORWARD STRINGER
BOLT FITTING (AFT STRINGER
STRINGER FITTING IS OPPOSITE)
LOWER CAP
CHORD FLANGE
TAB
LOWER
CHORD WEB

LOWER SKIN
PANEL
STRINGER BASE
FLANGE
INJECTION SEAL
(FORWARD IS SHOWN,
AFT INJECTION SEAL IS
OPPOSITE)
LOWER LOWER CHORD
FLANGE

2776599-S0000630529
SKIN PANEL
INBD

INJECTION SEAL INSPECTION

(VIEW IN THE AFT DIRECTION)

D1

Figure 3.7: 57-AWL-15, for airplanes 787-9, L/N 628 and on, or 787-10, L/N 686 and on, Detailed Inspection,
Injection Seal Only Configuration Lower Chord Cavity - Injection Seals, Stringers 7-12, 15

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER
CHORD TAB

STRINGER
CAP FLANGE
AFT
STRINGER
FITTING
AFT EDGE SEAL
INSPECTION AREAS LOWER INJECTION
(FORWARD EDGE SEAL STRINGER SEAL
INSPECTION AREAS
ARE OPPOSITE) FORWARD
STRINGER
FITTING

D
INB

FWD
LOWER STRINGER BASE

2768264-S0000629424
SKIN PANEL FLANGE

EDGE SEAL INSPECTION

Figure 3.8: 57-AWL-15, for airplanes 787-9 L/N 586 and on, or 787-10, L/N 686 and on, Detailed Inspection,
Injection Seal Only Configuration Lower Stringers - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

CAP SEALS
CAP SEAL CAP SEALS 4

STRINGER CAP CAP SEALS 3

FLANGE LOWER
CHORD TAB

STRINGER

CAP SEAL

CAP SEALS
AFT STRINGER INJECTION
3 STRINGER SEAL
FITTING (FORWARD BASE FLANGE
STRINGER FITTING
LOWER SKIN FWD
IS OPPOSITE)
PANEL
CAP SEAL INSPECTION

F
INBD

2768267-S0000629425
3 AN INJECTION SEAL IS PART OF THESE CAP SEALS.
4 CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS.

Figure 3.9: 57-AWL-15, for airplanes 787-9, L/N 586 and on, or 787-10, L/N 686 and on, Detailed Inspection,
Injection Seal Only Configuration Lower Stringers - Cap Seals

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LEFT WING
A

2768228-S0000629427
FW D
D TB
OU

(LEFT WING IS SHOWN,

RIGHT WING IS OPPOSITE)

Figure 4.1: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Stringers 13, 14, 16-18 - Airplane Level

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2768275-S0000629428

F
W LEFT WING
D (LEFT WING IS SHOWN,
RIGHT WING IS OPPOSITE)
(BOTTOM VIEW)
INBD
A

Figure 4.2: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Stringers 13, 14, 16-18 - Wing

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER STRINGERS
13, 14 AND 16-18
C

2768276-S0000629429
FWD
LEFT WING
I (LEFT WING IS SHOWN,
N (RIGHT WING IS OPPOSITE)
B (TOP VIEW)
D
B

Figure 4.3: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Stringers 13, 14, 16-18 - Lower Stringers at
Outboard Side of Body Rib

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

E SIDE OF BODY
LOWER CHORD
STRINGER
CAP FLANGE

FORWARD STRINGER
RADIUS FILLER

D
INB

FWD
LOWER STRINGER
SKIN PANEL AFT STRINGER BASE FLANGE
RADIUS FILLER

2768277-S0000629430
VISIBLE CAP SEALS WITH NO INJECTION SEAL
IN THE LOWER CHORD CAVITY
(EXAMPLE)

Figure 4.4: 57-AWL-15, for 787-9 or 787-10 airplanes, Locator, Stringers 13, 14, 16-18 - Lower Stringer Sealant

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

STRINGER
CAP FLANGE

EDGE SEAL SIDE OF BODY

INSPECTION AREA LOWER CHORD

LOWER
STRINGER

FORWARD STRINGER
RADIUS FILLER

D
INB

FWD

2768278-S0000629431
STRINGER
LOWER BASE FLANGE
SKIN PANEL AFT STRINGER
RADIUS FILLER

EDGE SEAL INSPECTION

Figure 4.5: 57-AWL-15, for 787-9 or 787-10 airplanes, Detailed Inspection, Stringers 13, 14, 16-18 Lower
Stringers - Edge Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

LOWER FORWARD
STRINGER FORWARD CAP SEALS
STRINGER
CAP SEALS CAP FLANGE
LOWER
CHORD TAB

LOWER CHORD
FLANGE

AFT STRINGER
RADIUS FILLER AFT CAP
(FORWARD STRINGER SEALS AFT CAP FWD
SEAL CAP SEAL
RADIUS FILLER IS STRINGER
OPPOSITE) 1 CAP SEAL
BASE FLANGE (INBOARD MOST)
1
INBD
CAP SEAL INSPECTION

1 CAP SEALS ARE INSTALLED ON TENSION-RATED BOLTS. 2768279-S0000629432

Figure 4.6: 57-AWL-15, for 787-9 or 787-10 airplanes, Detailed Inspection, Stringers 13, 14, 16-18 Lower
Stringers - Cap Seals

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

APPENDIX A – EXCEPTIONAL SHORT-TERM EXTENSIONS

Since AWL intervals are based on estimations of the probability of an event, an exceptional short-term extension for each fuel system AWL listed in this
document may be made without jeopardizing safety. The local regulatory authority (e.g., 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 operators "short-term escalation" program for
normal maintenance tasks described in the operators' manuals and in the Flight Standards Handbook 8300.10.

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 fuel 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.

After a fuel 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.

The 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.

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 787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

APPENDIX B – REPORTING RESULTS OF STRUCTURAL INSPECTIONS

Reports of structural significant defects, as defined by the FAA Service Difficulty Report (SDR) Process (Part 121.703), shall be submitted by operators
operating under FAA regulations. Operators which are not required to submit SDRs shall make equivalent reports to Boeing Commercial Airplanes (BCA).

In addition to the above, all significant structural discrepancies found during scheduled fatigue related inspection tasks, and those discrepancies noted
during inspection of sealant identified as ALIs, shall also be reported to BCA on a Discrepant Structure Report Form (see following pages) or similar form
(any suitable alternative which contains the same information is acceptable).

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 Page B.0-2

DISCREPANT STRUCTURE REPORT SIDE 1

1. REPORT DATA A.T.A. INDEX REPORT NO.
AIRLINE AGENCY STATION MONTH DAY YEAR
2. AIRCRAFT DATA MODEL SERIES TAIL NO.
787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

MFG. SERIAL NO. FLIGHT HOURS FLIGHT CYCLES

3. COMPONENT DATA (AS APPLICABLE AND AVAILABLE):
NAME P/N S/N
BOEING PROPRIETARY - Copyright (c) - Unpublished Work - See title page for details
IPC/DWG. REF. SRM REF.
COMPLETE THE FOLLOWING IF KNOWN AND DIFFERENT FROM SECTION 2:
COMPONENT FLIGHT HOURS SINCE NEW SINCE OVERHAUL
COMPONENT FLIGHT CYCLES SINCE NEW SINCE OVERHAUL
4. REPAIR DATA PLANNED COMPLETED

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4A. ACTION

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4B. REFERENCES ASSOCIATED WITH INSPECTION/REPAIR (SPECIFY NO., PAGE, FIGURE, ETC.)
SB AD IPC SRM
MPD OTHER (E.G., SDR, MRR) SNA
STRUCTURAL SIGNIFICANT ITEM NO. SERIES 50 NO.
5. SERVICE BULLETINS INCORPORATED IN AREA OF DISCREPANCY
SERVICE BULLETIN APPLICABLE SECTION DATE OF TOTAL FLIGHT HOURS AND
NO. OF SERVICE BULLETIN INCORPORATION CYCLES AT INCORPORATION
HOURS FLIGHTS
HOURS FLIGHTS
HOURS FLIGHTS
6. INSPECTION DATA (COMPLETE KNOWN INFO., CHECK APPROPRIATE ITEMS FOR DISCREPANT STRUCTURE):
CURRENT INSPECTION INTERVALS (FLIGHTS)
CORRESPONDING INSPECTION LEVELS
6A. WHEN DISCOVERED 6B. INSPECTION LEVEL 6C. INSPECTION LEVEL
SCHEDULED MAINTENANCE WALK-AROUND VISUAL TAP TEST
OVERHAUL GENERAL VISUAL MAG. VISUAL SOUND
UNSCHEDULED EXTERNAL SURVEILLANCE DYE PENETRANT SMELL
SPECIAL/DIRECTED (AD. SB...) INTERNAL SURVEILLANCE ULTRASONIC FEEL
SYMPTOM FUEL/PRESS LEAK..) DETAILED X-RAY FUEL LEAK
RELATED FLEET EXPERIENCE SPECIAL LOW FREQUENCY PRESS. LOSS
ACCIDENT INVESTIGATION EDDY CURRENT
SSID HIGH FREQUENCY
EDDY CURRENT
SERIES 50
BORESCOPE
MAGNETIC
PARTICAL
X 24291 ORIG. 3/84 (FRONT)

AUG 2011
F25163
 Page B.0-3
D"ISCREPANf STRL!ICTI!IRE AEPOHli SIDE~

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787 SPECIAL COMPLIANCE ITEMS/AIRWORTHINESS LIMITATIONS

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