AKL - MEL routing?
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.
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.
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.
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.
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.
now completing the approval process directly with the FAA
Depressurisation concerns I expect
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.
Last edited by kitchen bench; 28th Jan 2023 at 21:35. Reason: Typo.
