AKL - MEL routing?

[zanzibar]

[QUOTE]and then removed the EDTO certification for ANY conversions done by anyone but Boeing.[QUOTE]

When did that allegedly happen? Can you supply a reference as I cannot find one anywhere and several non-Boeing converted 73’s conducted EDTO flights this past week.

[kitchen bench]

Correct me if I’m wrong, but I’m not aware that Boeing has converted -300’s or -400’s to freighters, just -800’s.

My understanding is that if an a/c has an STC for the conversion that has nothing to do with Boeing and they would find it difficult to justify revoking the EDTO elements for these aircraft.

Besides, it is stated earlier that an audit had been done on “ ALL Boeing Converted Freighters “ (i.e. -800’s) so where is the connection to aircraft converted by third parties that aren’t Boeing Converted Freighters?

I’m finding it difficult to understand how the reliability requirements for EDTO are affected adversely by the conversion.

[VHOED191006]

Originally Posted by kitchen bench

Correct me if I’m wrong, but I’m not aware that Boeing has converted -300’s or -400’s to freighters, just -800’s.

All of EFA's 737Fs are ex-passenger aircraft, with all of the -300s being ex-TN/QF.

[Wizofoz]

Originally Posted by VHOED191006

All of EFA's 737Fs are ex-passenger aircraft, with all of the -300s being ex-TN/QF.

All 737-300Fs are ex passenger aircraft- Boeing never made a dedicated 737F- the question is on regard to who did the P2F conversion.

[By George]

Airwork has 11 x737-400 and 3 x737-300 working in the Australia/New Zealand network. All the 400's have the AEI cargo door conversion (Aircraft Engineers Inc of Dothan Alabama). Of the 300's one has the AEI door and the remaining two have the IAI (Israel Aircraft Industries) cargo door conversion. With Boeing withdrawing EDTO approval the individual conversion companies are now completing the approval process directly with the FAA. It is only a paperwork exercise and a temporary hiccup.

[Mail-man]

Originally Posted by kitchen bench

Correct me if I’m wrong, but I’m not aware that Boeing has converted -300’s or -400’s to freighters, just -800’s.

My understanding is that if an a/c has an STC for the conversion that has nothing to do with Boeing and they would find it difficult to justify revoking the EDTO elements for these aircraft.

Besides, it is stated earlier that an audit had been done on “ ALL Boeing Converted Freighters “ (i.e. -800’s) so where is the connection to aircraft converted by third parties that aren’t Boeing Converted Freighters?

I’m finding it difficult to understand how the reliability requirements for EDTO are affected adversely by the conversion.

Depressurisation concerns I expect

[VHOED191006]

Originally Posted by Wizofoz

All 737-300Fs are ex passenger aircraft- Boeing never made a dedicated 737F- the question is on regard to who did the P2F conversion.

Ah righto. According to aussieairliners, it was Qantas Engineering in Melbourne who did the conversion.

[kitchen bench]

now completing the approval process directly with the FAA

Wasn’t it always the case that STC’s were approved by the FAA and not the manufacturer?

Depressurisation concerns I expect

EDTO approval covers such an event so unlikely to be the reason for the alleged removal.


Yet to see any EDTO revocation evidence asked for in a previous post.

My memory may be a bit dim but aren’t EDTO approvals the responsibility of the relative authority (e.g. CASA) in the operator’s State (e.g. Australia) subject to the propulsion reliabilty requirements being met? Providing the manufacturer’s EDTO maintenance criteria are met it is the State that grants EDTO approval, not the manufacturer.