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It addresses the imminent future changes to airworthiness limitations, how those changes were developed, and how Boeing will assist operators with rule compliance.WFD in an airplane’s structure is defined as the simultaneous presence of cracks at multiple locations that are of sufficient size and density that the structure will no longer meet required damage tolerance and will not maintain required residual strength after partial structural failure (see fig. The risk of WFD onset increases as airplanes are operated well past their original design objectives in flight cycles or flight hours.The FAA’s WFD rule specifies actions that are required of airplane manufacturers and operators.

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The FAA defines the LOV as “the period of time (in flight cycles, flight hours, or both) up to which it has been demonstrated by test evidence, analysis and, if available, service experience and teardown inspections, that widespread fatigue damage will not occur in the airplane structure.” It is further defined as the point in the structural life of an airplane at which there is significantly increased risk of uncertainties in structural performance and probable development of WFD.

Once the airworthiness limitations containing the LOV are approved by the FAA, an airplane may not operate beyond the LOV.

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All of these areas are explained in the FAA Advisory Circular 120-104.

This list is not meant to be inclusive of all structure that might be susceptible on any given airplane model, and it should only be used for general guidance.

Group 1 Airplanes The first group of airplanes affected are those certified prior to 14 CFR 25 Amendment 45.

As part of rule compliance, Boeing is required to identify WFD-susceptible areas for both the as-delivered structure and any structure that required modification by an airworthiness directive (AD).

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