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Commercial Airplanes 737 Service Bulletin ALERT Number: 737-53A1293 Original Issue: August 13, 2008 Revision 3: January 23, 2015 ATA System: 5331 SUBJECT: FUSELAGE - Skin - Stringer S-1 and Stringer S-2R, Station 400 to Station 460 Inspection, Repair and Modification Export of this technology is controlled under the United States Export Administration Regulations (EAR) (15 CFR 300-774). An export license may be required before it is used for development, production or use by foreign persons from specific countries. The controller of this data has the individual responsibility to abide by all export laws.
9E991ECCN:
BOEING PROPRIETARY, CONFIDENTIAL AND/OR TRADE SECRET Copyright © 2008 Boeing.
Unpublished Work. All Rights Reserved.
Treatment of this document and its content is governed by contract with Boeing. Rights to use this document are licensed on a per aircraft basis and such rights may not be transferable. For more information, contact The Boeing Company.
Boeing, the Boeing signature, the Boeing symbol, 707, 717, 727, 737, 747, 757, 767, 777, 787, Dreamliner, BBJ, DC-8, DC-9, DC-10, KC-10, KC-46, KDC-10, MD-10, MD-11, MD-80, MD-88, MD-90, P-8, Poseidon and Boeing liveries are all trademarks owned by The Boeing Company; and no trademark license is granted in connection with this document unless provided in writing by Boeing.
Original Issue: August 13, 2008 737-53A1293Revision 3: January 23, 2015 1 of 148
3.0
Export Controlled ECCN: 9E991 - BOEING PROPRIETARY - Copyright © Unpublished Work - See page 1 for details.
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Table of Contents
Revision Transmittal Sheet5
Summary9
1. PLANNING INFORMATION ........................................ 1 5 A. Effectivity ............................................... 1 5
1. Airplanes ............................................ 1 5
2. Spares Affected ........................................ 2 3 B. Concurrent Requirements ...................................... 2 3 C. Reason ................................................ 2 3 D. Description .............................................. 2 4 E. Compliance .............................................. 2 7 F. Approval ............................................... 5 2 G. Manpower .............................................. 5 3 H. Weight and Balance Changes .................................... 5 5 I. Electrical Load Data ......................................... 5 6 J. References .............................................. 5 6
1. Existing Data: ......................................... 5 6
2. Data Supplied with this Service Bulletin: ........................... 5 6
3. Installation Drawings Used in the Preparation of this Service Bulletin: ........... 5 7 K. Publications Affected ........................................ 5 7 L. Interchangeability and Intermixability of Parts ........................... 5 7 M. Software Accomplishment Summary ................................ 5 7
2. MATERIAL INFORMATION ........................................ 5 9 A. Material - Price and Availability ................................... 5 9 B. Industry Support Information .................................... 5 9 C. Parts Necessary for Each Airplane ................................. 5 9
1. Kits/Parts ............................................ 5 9
2. Parts and Materials Supplied by the Operator ........................ 5 9
3. Parts Modified and Reidentified ................................ 6 3
4. Parts Removed and Not Replaced .............................. 6 3 D. Parts Necessary to Change Spares ................................. 6 3 E. Special Tooling - Price and Availability ............................... 6 3 F. Special Tooling Necessary to do this Service Bulletin ....................... 6 3
3. ACCOMPLISHMENT INSTRUCTIONS .................................. 6 5 A. GENERAL INFORMATION ..................................... 6 5 B. WORK INSTRUCTIONS ....................................... 6 6 FIGURE 1: THIS FIGURE DELETED AT REVISION 1 [Group 1] ..................... 7 6 FIGURE 2: EXTERNAL FUSELAGE SKIN CHEM-MILL STEP INSPECTION - STRINGERS S-1 AND S-2R, STA 400 - STA 460 [Group 1] ................................. 7 7 FIGURE 3: THIS FIGURE DELETED AT REVISION 1 [Group 2] ..................... 7 9 FIGURE 4: EXTERNAL FUSELAGE SKIN CHEM-MILL STEP INSPECTION - STRINGERS S-1 AND S-2R, STA 400 - STA 460 [Group 2] ................................. 8 0 FIGURE 5: FUSELAGE SKIN - CRACK REMOVAL [Group 1] ...................... 8 2 FIGURE 6: 737-300,737-400 SERIES AIRPLANE - REPAIR DOUBLER FABRICATION AND INSTALLATION [Group 1] ............................................ 8 5 FIGURE 7: EXTERNAL FUSELAGE SKIN CHEM-MILL STEP INSPECTION AFTER REPAIR - STRINGERS S-1 AND S-2R, STA 400 - STA 460 [Group 1] ........................ 9 5 Export Controlled ECCN: 9E991 - BOEING PROPRIETARY - Copyright © Unpublished Work - See page 1 for details.
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FIGURE 8: 737-500 SERIES AIRPLANES - REPAIR DOUBLER FABRICATION AND INSTALLATION [Group 1] ............................................ 9 7 FIGURE 9: EXTERNAL FUSELAGE SKIN CHEM-MILL STEP INSPECTION AFTER REPAIR - STRINGERS S-1 AND S-2R, STA 400 - STA 460 [Group 2] ........................ 1 0 8 FIGURE 10: FUSELAGE SKIN - CRACK REMOVAL [Group 2] ..................... 1 1 0 FIGURE 11: REPAIR DOUBLER FABRICATION AND INSTALLATION [Group 2] ........... 1 1 3 FIGURE 12: POST REPAIR - CRITICAL FASTENER ROW INSPECTION [Group 2] .......... 1 1 9 FIGURE 13: PREVENTIVE MODIFICATION - INSPECTION, FABRICATION AND INSTALLATION [Group 1 ] ................................................ 1 2 1 FIGURE 14: PREVENTIVE MODIFICATION ON EXISTING REPAIR - INSPECTION, FABRICATION AND INSTALLATION [Group 1] .................................. 1 3 3 FIGURE 15: EXTERNAL FUSELAGE CHEM-MILL STEP POST REPAIR OR POST PREVENTIVE MODIFICATION INSPECTION - STRINGERS S-1 AND S-2R, STA 400 - STA 460 [Group 1] ................................................. 1 4 5 FIGURE 16: POST REPAIR OR POST PREVENTIVE MODIFICATION - CRITICAL FASTENER ROW INSPECTION - STA 400 - STA 460 [Group 1] ........................ 1 4 7 Export Controlled ECCN: 9E991 - BOEING PROPRIETARY - Copyright © Unpublished Work - See page 1 for details.
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Commercial Airplanes 737 Service Bulletin ALERT Revision Transmittal SheetNumber: 737-53A1293Original Issue: August 13, 2008 Revision 3: January 23, 2015 ATA System: 5331 SUBJECT: FUSELAGE - Skin - Stringer S-1 and Stringer S-2R, Station 400 to Station 460 Inspection, Repair and Modification This revision includes all pages of the service bulletin.
COMPLIANCE INFORMATION RELATED TO THIS REVISION Federal Aviation Administration (FAA) Airworthiness Directive AD 2008-09-13 and AD 2012-12-04 are related to this service bulletin. AD 2012-12-04 supersedes AD 2008-19-03. The effective date of AD 2012-12-04 is July 23, 2012.
The Federal Aviation Administration (FAA) will possibly release an additional Airworthiness Directive related to this service bulletin. The Airworthiness Directive will make the compliance tasks and times given in this service bulletin mandatory.
More work is necessary on Group 1 airplanes inspected or changed in accordance with Revision 2 of this service bulletin. For Group 1 airplanes, the inspection threshold has been lowered and a preventive modification is required to mitigate Widespread Fatigue Damage (WFD) concerns at the ATC antenna location. Post preventive modification inspections are required.
No more work is necessary on Group 2 airplanes inspected or changed in accordance with Revision 2 of this service bulletin.
No airplanes have been added or removed from the effectivity of this service bulletin.
REASON FOR REVISION This revision is sent to revise inspection thresholds and provide structural modification requirements to address WFD requirements at the ATC antenna location for Group 1 airplanes, to provide post modification inspection for Group 1 airplanes and provide an Alternative Method of Compliance (AMOC) for Supplemental Structural Inspection Document (SSID) items F-39A, F-39B, F-39E and F-39F. For Group 1 and Group 2 airplanes, the Ultrasonic Phase Array (UTPA) inspection option NDI procedure number has been revised.
These sections were changed:
1. Summary, Background, reference to 737-SRP-53-0406 added and reference to 737-SRP-53-0334 deleted.
2. Summary, Action, reference to preventive modification for Group 1 airplanes added.
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3. Summary, Compliance, reference to AD 2012-12-04 added.
4. Summary illustration, revised.
5. 1.C., Reason, reference to 737-SRP-53-0406 added and reference to 737-SRP-53-0334 deleted.
6. 1.D., Description, reference to preventive modification for Group 1 airplanes added.
7. 1.E., Compliance, Tables 1, 2, 3 and 4 revised to add preventive modification and follow-on inspection thresholds.
8. 1.E., Compliance, Table 7 added to reference alternate SSID inspection requirements.
9. 1.F., Approval, revised to add requirements for AD 2012-12-04 and reference to an AMOC for AD 2008-09-13.
10. 1.G., Manpower, Table 3 added for preventive modification, preventive modification on existing repair and post repair or post preventive modification skin panel inspection - Group 1 airplanes.
11. 1.J., References, 737-SRP-53-0406, AD 2008-09-13, AD 2012-12-04 added and reference to 737-SRP-53-0334 deleted.
12. 2.C., Parts Necessary for Each Airplane, Table 3 added for preventive modification and Table 4 added for preventive modification on an existing repair.
13. 3.B., Work Instructions, reference to preventive modification added, compliance threshold revised and reference to Figures 13, 14, 15 and 16 added.
14. Figure 2, UTPA inspection procedure revised.
15. Figure 4, UTPA inspection procedure revised.
16. Figure 5, revised illustrations and step table.
17. Figure 6, revised illustrations, step table and fastener table.
18. Figure 7, UTPA inspection procedure revised.
19. Figure 8, revised illustrations and step table.
20. Figure 9, UTPA inspection procedure revised.
21. Figure 10, revised illustrations and step table.
22. Figure 11, revised illustrations and step table.
23. Figure 13, new figure added to do a preventive modification.
24. Figure 14, new figure added to do a preventive modification on an existing repair.
25. Figure 15, new figure added to do a post repair skin inspection.
26. Figure 16, new figure added to do a post modification critical fastener row inspection.
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Vertical lines are put on the left edge of each page, except in Paragraph 1.A., Effectivity and format changes, to show the location of all content changes.
Pages with no vertical lines have no changes.
REVISION HISTORY August 13, 2008Original Issue:
July 07, 2010Revision 1:
August 10, 2011Revision 2:
January 23, 2015Revision 3:
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Commercial Airplanes 737 Service Bulletin ALERT SummaryNumber: 737-53A1293Original Issue: August 13, 2008 Revision 3: January 23, 2015 ATA System: 5331 SUBJECT: FUSELAGE - Skin - Stringer S-1 and Stringer S-2R, Station 400 to Station 460 Inspection, Repair and Modification
THIS BULLETIN IS SENT TO THE OPERATORS OF RECORD OF THE AIRPLANES SHOWN IN PARAGRAPH
1.A., EFFECTIVITY. IF AN AIRPLANE HAS BEEN LEASED OR SOLD, SEND THIS SERVICE BULLETIN TO THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS SERVICE BULLETIN TO THE NEW OWNER.
CONCURRENT REQUIREMENTS None.
BACKGROUND Accomplishment of the inspections in this service bulletin will make sure that fuselage skin cracks at stringers S-1 and S-2R, between Body Stations STA 400 and STA 460 are found and repaired. An Air Traffic Control (ATC) antenna was installed at this location at delivery on the affected airplanes. All airplanes listed in this service bulletin require inspection even if the ATC antenna has been removed. This action is necessary to find and repair fatigue cracks of the skin panels at the chem-mill steps. Continued operation with undetected skin cracks could cause unscheduled down time for repairs or possibly a decompression of the airplane.
Boeing has received several reports from multiple operators regarding fuselage skin cracks adjacent to the ATC antenna.
A total of 60 cracks have been found on Group 1 airplanes (10 inch tear strap bays) at both S-1 and S-2R. The affected airplanes had accumulated between 40,080 and 67,032 total flight cycles.
A total of 3 cracks have been found on Group 2 airplanes (20 inch tear strap bays) at S-1 only but similar cracking is possible at S-2R. The affected airplanes had accumulated between 43,565 and 44,700 total flight cycles.
Analysis by Boeing indicates that the cracks are caused by fatigue due to high tension stresses and local bending at the edge of the chem-mill pockets of the bonded skin. The cracks initiate at the inner surface of the skin and typically originate at multiple sites along the chem-mill step. Multiple site originations can result in several adjacent partial-thickness cracks. These adjacent partial-thickness cracks can be subsequently linked together before propagating through the full-thickness of the skin.
Additional follow-on analysis to address Widespread Fatigue Damage (WFD) requirements has determined a reduced inspection threshold and a preventive modification is required on Group 1 airplanes that have reached a specified threshold.
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Accomplishment of the work given in this service bulletin will make sure that cracks in the fuselage skin at stringers S-1 and S-2R, between STA 400 and STA 460 are detected and repaired.
Boeing Service Related Problem (SRP) 737-SRP-53-0406 is related to this service bulletin.
Multi-Operator Message (MOM) MOM-MOM-09-0807-01B (R1) is related to this service bulletin.
On Group 1 airplanes the skin pockets adjacent to the ATC Antenna have been determined to be structure that is susceptible to Widespread Fatigue Damage (WFD).
This table is provided to operators for planning purposes only. Refer to the applicable sections for more information.
ReferenceAffectedPlanning Data Paragraph 1.A.2., Spares AffectedNoSpares Affected Paragraph 1.E., Compliance and Paragraph
1.F., Approval YesAD Related Paragraph 1.H., Weight and Balance ChangesYesWeight and Balance Change Paragraph 1.I., Electrical Load DataNoElectrical Load Changed Paragraph 1.K., Publications AffectedNoPublications Affected Paragraph 1.K., Publications AffectedNoAirplane Flight Operations Affected (Flight Crew Operations Manual and/or FAA Approved Airplane Flight Manual) Paragraph 2.C.1., Kits/PartsNoKits/Parts Required Paragraph 2.C.2., Parts and Materials Supplied by the Operator YesOperator Supplied Parts/Material Paragraph 2.F., Special Tooling Necessary to do this Service Bulletin NoSpecial Tooling Required ACTION
1. Get external access to the area around the ATC antenna at stringers S-1 and S-2R, between STA 400 and STA 460.
2. Do external Detailed Inspection (DI) for any crack in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between STA 400 and STA 460.
3. Do external Non Destructive Inspections (NDI) for any crack in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between STA 400 and STA 460. The NDI's that can be used are Medium Frequency Eddy Current (MFEC), Magneto Optical Imaging (MOI), C-Scan or Ultrasonic Phased Array (UTPA).
4. If no crack is found:
a. Do repeat external DI and NDI for any crack in the fuselage skin along the chem-mill steps at stringers S-1 and S-2R, between STA 400 and STA 460 at intervals in accordance with Paragraph
1.E., Compliance.
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b. Group 1:
Do the preventive modification in accordance with Paragraph 1.E., Compliance.
(1) Do repeat external DI and NDI for any crack in the fuselage skin along the chem-mill steps (not covered by the preventive modification) between STA 400 and STA 460 at intervals in accordance with Paragraph 1.E., Compliance.
(2) Do post-modification damage tolerance inspections (DTI) of the fuselage skin at the critical fastener row common to the preventive modification in accordance with this service bulletin.
5. Group 1:
If any of the following is found as a result of the external DI and NDI, contact Boeing for repair instructions, do the repair and do repeat external DI and NDI of the fuselage skin chem-mill steps (not covered by a repair) for any crack in accordance with Paragraph 1.E., Compliance.
a. Group 1, Configuration 1:
(1) Any crack found before 33,000 total flight cycles.
(2) Any crack found in four or more tear strap bays.
(3) Any crack found longer than 5 inches.
(4) Any crack found not contained within the skin cut-out.
b. Group 1, Configuration 2-5:
(1) Any crack found before 35,000 total flight cycles.
(2) Any crack found in four or more tear strap bays.
(3) Any crack found longer than 5 inches.
(4) Any crack found not contained within the skin cut-out.
The repair must be removed and replaced with the preventive modification before the compliance time in accordance with Paragraph 1.E., Compliance. After the accomplishment of the preventive modification:
a. Do repeat external DI and NDI for any crack in the fuselage skin along the chem-mill steps (not covered by the preventive modification) between STA 400 and STA 460 at intervals in accordance with Paragraph 1.E., Compliance.
b. Do post-modification damage tolerance inspections (DTI) of the fuselage skin at the critical fastener row common to the preventive modification accomplished in accordance with this service bulletin.
If all of the following are found as a result of the external DI and NDI, do the repair or preventive modification in accordance with this service bulletin.
a. Group 1, Configuration 1:
(1) Any crack found at or after 33,000 total flight cycles.
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(2) Any crack found in three or less tear strap bays.
(3) Any crack found 5 inches or shorter.
(4) Any crack found contained within the skin cut-out.
b. Group 1, Configuration 2-5:
(1) Any crack found at or after 35,000 total flight cycles.
(2) Any crack found in three or less tear strap bays.
(3) Any crack found 5 inches or shorter.
(4) Any crack found contained within the skin cut-out.
Do repeat external DI and NDI for any crack in the fuselage skin along the chem-mill steps at S-1 and S-2R (not covered by the repair or preventive modification), between STA 400 and STA 460 at intervals in accordance with Paragraph 1.E., Compliance. If the repair is accomplished, it must be removed and replaced with the preventive modification before the compliance time in accordance with Paragraph
1.E., Compliance. After the accomplishment of the preventive modification:
a. Do repeat external DI and NDI for any crack in the fuselage skin along the chem-mill steps at S-1 and S-2R (not covered by the preventive modification), between STA 400 and STA 460 at intervals in accordance with Paragraph 1.E., Compliance.
b. Do post repair or post preventive modification damage tolerance inspections (DTI) of the fuselage skin at the critical fastener row common to the repair or preventive modification accomplished in accordance with this service bulletin.
6. Group 2:
If any of the following is found as a result of the external DI and NDI, contact Boeing for repair instructions, do the repair and do repeat external DI and NDI of the fuselage skin chem-mill steps (not covered by a repair) for any crack in accordance with Paragraph 1.E., Compliance.
a. Any crack found before 33,000 total flight cycles.
b. Any crack found between STA 400 and STA 420.
c. Any crack found between STA 440 and STA 460.
d. Any crack found longer than 12.5 inches.
e. Any crack found not contained within the skin cut-out.
If all of the following is found as a result of the external DI and NDI, do the repair in accordance with this service bulletin.
a. Any crack found at or after 33,000 total flight cycles.
b. Any crack found between STA 420 and STA 440.
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