Operators revisit 747-400F maintenance schedules to minimize AD impact

After the discovery of cracks in the front spar shear tie and at the intercostal lug fitting on some 747 aircraft, the Federal Aviation Administration adopted a new airworthiness directive (AD) that affects all 747-200Fs and 747-400Fs on U.S. Air Operator Certificates. Although ADs are routinely issued, the current unavailability of repair kits and a fast-approaching effective date of Oct. 5 could prolong maintenance checks and increase down time when capacity is already severely limited. [caption id="attachment_416581" align="alignright" width="560"] Unit 26350 in Osoda. (Photo/Kalitta Air)[/caption] “This AD requires repetitive detailed and surface high frequency eddy current (HFEC) inspections of the front spar shear tie and intercostal lug fitting at certain locations for any cracking,” according to an update to the Federal Register published on Aug. 31. The FAA has based compliance deadlines on a Boeing Alert Requirements Bulletin 747-53A2904 (RB) issued on Dec. 16, 2020. According to the RB, all airplanes must be inspected “within 6,000 flight cycles after Boeing Converted Freighter modification,” or “within 1,900 flight cycles after the Original Issue date of Requirements Bulletin 747-53A2904 RB.” Some 117 aircraft in the United States are affected, according to the FAA. Inspections will require 314 workhours. Atlas Air Worldwide Holdings, whose airlines operate the world's largest 747-400F fleet, did not respond to a request for comment. Kalitta Air, which operates a large 747-400F fleet, confirmed to Cargo Facts the AD applies to all twenty-four of its 747-400Fs. Although the inspections represent an “extensive” maintenance undertaking requiring hundreds of additional labor hours, the airline is not concerned the AD will impact its operation. “We are implementing this AD as regular checks are coming due,” said Zoltan Kocis, VP Maintenance of Kalitta Air. “In our case, initial inspections are required within 1,900 cycles from Dec. 16, 2020.” “We try to adapt these types of ADs into heavy checks,” he said. With C Checks due every two years, the airline averages about one C check per month at its Oscoda (OSC) MRO. “If an aircraft is not going to make it [cannot wait for a heavy check], we’ll do a heavy A check,” Kocis said, noting the carrier’s ability to be flexible with maintenance workflows because of its in-house MRO operation. Kalitta Air’s first aircraft that will need to comply with the AD, a 747-400BCF (26350), landed at OSC for a C check on Sept. 9. If inspections uncover cracks, a repair must be done “before further flight,” according to the SB. While the FAA could not provide an estimate for the number of aircraft requiring installations and repairs, it projects repairs would incur an additional 368 workhours and up to $38,446 in parts costs. Despite the existence of a fix, Kalitta said it had been informed by Boeing that no ready-to-ship kits were available. In case the kits become necessary, and parts remain unavailable, Kalitta said it would work with Boeing and its partners to make the parts itself. “We’re not freaking out,” Kocis said. Cargo Facts Symposium, taking place LIVE October 25-27 at the Wynn Las Vegas, is the essential event for stakeholders in the air cargo industry. Learn more and register at www.cargofactssymposium.com .

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