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Item Summary Title LRU PN Vendor Aircraft ATA From

92 Fan Cowl Repair Boeing B787 71-10 UAL

Collins Aerospace

UAL has experienced two damaged fan cowls which exceed the repair scope of SRM B787-A-54-21-01-01B-
664A-A. The SRM covers wet lay-up repairs which is applicable to only 25% of the fan cowl surface (SRM
example shown as Fig. 1). One fan cowl was covered by UTAS one off repair, and the other was traded in for
exchange after Boeing/UTAS could not provide one off repair.

UAL would like to request Boeing/UTAS to provide pre-preg repairs to expand the SRM to cover no size limit
permanent repair as with other Boeing SRMs (777 SRM 54-20-01 Repair 1 as an example shown as Fig. 2). It is
frustrating while all other Boeing fleets operated by UAL has SRMs that list no size limit 350°F pre-preg repairs;
but for the 787, 75% of the fan cowl is in the un-reparable zone.

UAL is open to new repair materials such as M20 or other pre-pregs.

UAL has not seen any improvements to the SRM for reparability nor has UAL seen any prioritizations for
improvements to the applicable SRM as of yet.

Can Boeing/Collins comments on the issue at hand?

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Item Summary Title LRU PN Vendor Aircraft ATA From

93 AFT Cowl Corrosion 315A2104-XX Boeing B737 7830 UAL

Numerous units that have come in for overhaul with severely corroded AFT Cowls. After the damage is removed,
the thickness is beyond the allowable limits. There are no current repair procedures in the SRM. UAL is forced to
replace the entire AFT Cowl Panel Assy. United Airlines is requesting Boeing to provide further disposition on
specific allowable damage limits for the AFT Cowl and provide an SRM Repair for damaged AFT cowls.

Boeing and other operator comments, please.

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Item Summary Title LRU PN Vendor Aircraft ATA From

94 Sleeve AFT Outer Skin LJ75XXX Boeing 757 7830 UAL

Corrosion
Collins
Aerospace

Numerous units have come in for overhaul with severe corrosion damage to the outer skin at the blister fairing
location. The damage exceeds allowable limits per the SRM. This is also a recurring issue. United Airlines is
forced to open up the sleeve beyond its normal overhauls removals and perform a one-off repair. United Airlines
requests Boeing to provide a typical repair in the SRM manual.

Boeing, Collins Aerospace, and other operator comments, please.

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Item Summary Title LRU PN Vendor Aircraft ATA From

95 Sleeve Anti-Rotation UAL

315W3532-4/-6/-8 Boeing 777 7830
Bracket
Spirit

The Translating Sleeve hinge fittings common to the blocker doors have an anti-rotation feature that seems to
wear out (potentially due to vibration). In CMM 78-31-72 Figure 7 items 25, 26, and 27, there are 3 different anti-
rotation brackets provided: 315W3532-4, 315W3532-6, and 315W3532-8. The kinematics of the 315W3532-6 or
the 315W3532-8 do not seem to make sense, as they do not act as an anti-rotation bracket. In other words, the
bracket does not react to the anti-rotation lug in the hinge fitting. This information is not clear in the CMM.
Furthermore, in the 78-31-14-30 IPC all three brackets have the same effectivity. United Airlines is requesting
Boeing to provide clarification interchangeability on each of the three brackets and explain how the kinematics of
each of the brackets work with the anti-rotation lug of the hinge fitting.

Boeing and other operator comments, please.

Item Summary Title LRU PN Vendor Aircraft ATA From

96 Sleeve AFT Outer Skin UAL

740-0006-XXX Airbus/Collins A320 7830
Cracked Holes
745-0006-XXX

Several Translating Sleeve outer skins under blister fairing sustains damage. The damage consists of cracks and
elongated holes at several fastener locations. This repair is not covered by SRM. United Airlines requests the
OEM to add allowance for usage of oversize fasteners in SRM and/or repair procedure.

Airbus, Collins Aerospace, and other operator comments, please.

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Item Summary Title LRU PN Vendor Aircraft ATA From

97 787 Thermal Insulation Collins UAL

721Z3311-XXX B787 78-32
Blanket Repair Aerospace
721Z3411-XXX

In 2020, UAL has removed 26 thermal insulation blankets on the 787 GEnX powered fleet. The economic impact
of the removal and replacement of the heat blankets is significant.

B787 AMM currently provides one stainless steel foil and RTV88 interim repair for the thrust reverser thermal
insulation blankets per G78-31-06-01C-664A-A. The repair is valid for 15 calendar days. A permanent repair
and/or blanket replacement must be accomplished after the 15-day limit. The limits of the repair are as follows:

Tears or cuts that are less than or equal to 2 in2 as noted below:

1. A tear in the inner metal sheet or hot side is shorter than 3.00 in. (76 mm).
2. The damaged area is more than 0.5 in. (12.7 mm) from a grommet, sharp bend or edge in the blanket.
3. Around each damaged area in all directions, there is at least 0.5 in. (12.7 mm) of undamaged blanket.
4. A maximum of two damage locations on each thrust reverser blanket; the damaged areas must be separated
by more than 6.0 in. (152 mm).
5. The batting insulation must be intact and not wet with water, hydraulic fluid, etc.
6. There are no indications of impact damage to the back skin.
7. There are no indications of the blanket being burned.

Per Goodrich CMM 78-32-81 Repair 002 and 78-32-84 Repair 003 for the respective LH and RH Fan Reverser
Subassemblies, there is a weld patch repair for the CRES sheet. This repair is considered permanent but has the
following limitations:

1. No damage to the inner kapton film surface is permitted.

2. No damage to the insulation material is permitted.
3. No fluid contamination of the insulation material is permitted.
4. No missing insulation material is permitted.
5. No more than two repairs per blanket are permitted.
6. Maximum dimension of the repair patch is 3.0 x 3.0 inch (76 x 76 mm).
7. The minimum overlap of the repair patch to the damage cut out is 0.5 inch (13 mm).
8. The minimum distance between repair patches, thermal blanket attachment point, or vent hole caps is 1.0
inch (25.4 mm).
9. Thermal blanket attachment points and vent hole caps cannot be repaired.
10. It is permitted to repair thermal blanket up to edge of initial CRES sheet.

Of the removed blankets, the damage falls outside of the limits of the subject CMM’s. Examples of damaged
blankets from one aircraft below with reasoning on why spot-welding repair could not be accomplished per CMM.

When sending these back to Collins for repair, they are deemed BER and are usually scrapped.

There are common locations to the damage noted. One identified location is damage due to the TRF supply tube
external bolt heads are interfering with the blanket installation causing damage.

UAL requests the following:

1. Larger allowable damage on the blankets for repairs. Larger repairs have been approved in the past and
if testing needs to be accomplished, it should begin soon.
2. Damage is resulting from design problems. Areas with interference or hard spot crack should be
redesigned. 777 & V2500 are examples of redesigns that have occurred in the past.
3. Weld repairs or alternative permanent repairs for locations with irregular locations or small edge distance.
(The CMM repair requires a 0.5” overlap from the cutout of the thermal blanket.)
Boeing, Collins Aerospace, and other operator comments, please.
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Item Summary Title LRU PN Vendor Aircraft ATA From

98 B767 GE Inlet Cowl UAL

Component Overhaul 224-2101-573 Collins Aerospace B767 71-11-16
Instructions
Goodrich
Aerostructures

UAL has been working on the subject Boeing 767 Inlet Cowl and has noticed that the CMM does not contain
sufficient data in order to perform a complete overhaul of the Inlet cowl. For example, the check section contains
information on previous configuration that instructs the technician to check TAI and A-links of the nose cowl and is
not applicable to the newest design, where the newest configuration a TAI spray tube does not exist and is a D-
Duct style TAI system. Repairs for the newest configurations are also not common and therefore the manual does
not actually cover a full overhaul.

UAL would like to see Collins provide a standalone CMM which covers the specific PN and does not contain older
configuration information.

Can Boeing and Collins Aerospace comment on this issue?