# Boeing Alert Service Bulletin 737-53A1360: No revision named

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- Document: [Boeing Alert Service Bulletin 737-53A1360](https://openairdocs.org/service-documents/boeing/737-53a1360.md)
- Title as filed: SB-737-53A1360-00
- Pages: 319
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### Page 1

Commercial 
Airplanes
737
Service Bulletin
ALERT
Number: 737-53A1360
Original Issue: June 21, 2018
ATA System: 5311
SUBJECT: FUSELAGE - Frames and Bulkheads - Station 277 to Station 520 and Station 727A to
Station 1006, between Stringer S-10 and Stringer S-17, Inspections
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 © 2018 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Unpublished Work.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: June 21, 2018
737-53A1360
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2.0

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Table of Contents
S u m m a r y  ...................................................... 9
1. PLANNING INFORMATION ........................................ 1 5
A . E f f e c t i v i t y  ............................................... 1 5
1. Airplanes ............................................ 1 5
2 . S p a r e s  A f f e c t e d  ........................................ 2 7
B. Concurrent Requirements ...................................... 2 7
C. Reason ................................................ 2 7
D. Description .............................................. 2 8
E. Compliance .............................................. 3 1
F . A p p r o v a l  ............................................... 4 5
G. Manpower .............................................. 4 6
H. Weight and Balance Changes .................................... 5 3
I. Electrical Load Data ......................................... 5 3
J . R e f e r e n c e s  .............................................. 5 3
1. Existing Data: ......................................... 5 3
2. Data Supplied with this Service Bulletin: ........................... 5 4
3. Installation Drawings Used in the Preparation of this Service  Bulletin: ........... 5 4
K. Publications Affected ........................................ 5 6
L. Interchangeability and Intermixability of Parts ........................... 5 6
M. Software Accomplishment Summary ................................ 5 6
2. MATERIAL INFORMATION ........................................ 5 7
A. Material - Price and Availability ................................... 5 7
B. Industry Support Information .................................... 5 7
C. Parts Necessary for Each Airplane ................................. 5 7
1 . K i t s / P a r t s  ............................................ 5 7
2. Parts and Materials Supplied by the Operator ........................ 5 7
3. Parts Modified and Reidentified ................................ 5 7
4. Parts Removed and Not Replaced .............................. 5 8
D. Parts Necessary to Change Spares ................................. 5 8
E. Special Tooling - Price and Availability ............................... 5 8
F. Special Tooling Necessary to do this Service Bulletin ....................... 5 8
3. ACCOMPLISHMENT INSTRUCTIONS .................................. 5 9
A. GENERAL INFORMATION ..................................... 5 9
B. WORK INSTRUCTIONS ....................................... 6 2
FIGURE 1: FRAME WEB, LEFT SIDE - UPPER FRAME, SIDE FRAME AND FAI L-SAFE CHORD -
INSPECTION [Group 2] .................................... 8 7
FIGURE 2: FRAME WEB, RIGHT SIDE - UPPER FRAME, SIDE FRAME AND FA IL-SAFE CHORD -
INSPECTION [Group 2] .................................... 9 0
FIGURE 3: FRAME WEB, LEFT SIDE - UPPER FRAME, SIDE FRAME AND FAI L-SAFE CHORD -
INSPECTION [Group 3] .................................... 9 3
FIGURE 4: FRAME WEB, RIGHT SIDE - UPPER FRAME, SIDE FRAME AND FA IL-SAFE CHORD -
INSPECTION [Group 3] .................................... 9 5
FIGURE 5: FRAME WEB, LEFT SIDE - UPPER FRAME, SIDE FRAME AND FAI L-SAFE CHORD -
INSPECTION [Group 4, 7] ................................... 9 8
FIGURE 6: FRAME WEB, RIGHT SIDE - UPPER FRAME, SIDE FRAME AND FA IL-SAFE CHORD -
INSPECTION [Group 4, 7] .................................. 1 0 1
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### Page 4

FIGURE 7: FRAME WEB, LEFT SIDE - UPPER FRAME, SIDE FRAME AND FAI L-SAFE CHORD -
INSPECTION [Group 5, 8] .................................. 1 0 4
FIGURE 8: FRAME WEB, RIGHT SIDE - UPPER FRAME, SIDE FRAME AND FA IL-SAFE CHORD -
INSPECTION [Group 5, 8] .................................. 1 0 7
FIGURE 9: FRAME WEB, LEFT SIDE - UPPER FRAME, SIDE FRAME AND FAI L-SAFE CHORD -
INSPECTION [Group 6, 9] .................................. 1 1 0
FIGURE 10: FRAME WEB, RIGHT SIDE - UPPER FRAME, SIDE FRAME AND F AIL-SAFE CHORD -
INSPECTION [Group 6, 9] .................................. 1 1 3
FIGURE 11: UPPER FRAME WEB, LEFT SIDE - UPPERMOST FASTENER OF TH E FRAME SPLICE -
INSPECTION [Group 7] .................................... 1 1 6
FIGURE 12: UPPER FRAME WEB, RIGHT SIDE - UPPERMOST FASTENER OF T HE FRAME SPLICE -
INSPECTION [Group 7] .................................... 1 1 8
FIGURE 13: UPPER FRAME WEB, LEFT SIDE - UPPERMOST FASTENER OF TH E FRAME SPLICE -
INSPECTION [Group 8] .................................... 1 2 0
FIGURE 14: UPPER FRAME WEB, RIGHT SIDE - UPPERMOST FASTENER OF T HE FRAME SPLICE -
INSPECTION [Group 8] .................................... 1 2 3
FIGURE 15: UPPER FRAME WEB, LEFT SIDE - UPPERMOST FASTENER OF TH E FRAME SPLICE -
INSPECTION [Group 9] .................................... 1 2 6
FIGURE 16: UPPER FRAME WEB, RIGHT SIDE - UPPERMOST FASTENER OF T HE FRAME SPLICE -
INSPECTION [Group 9] .................................... 1 2 8
FIGURE 17: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ Group 2, 4-5, 7-8] . . 130
FIGURE 18: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ Group 2-9] ...... 1 3 3
FIGURE 19: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 2-5, 7-8] . . 136
FIGURE 20: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 2, 4-5, 7-8] . 139
FIGURE 21: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [ G r o u p  6 ,  9 ]  .... 1 4 2
FIGURE 22: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ G r o u p  6 ,  9 ]  ..... 1 4 5
FIGURE 23: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [ G r o u p  6 ,  9 ]  .... 1 4 8
FIGURE 24: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 2, 4-9] . . . 151
FIGURE 25: FRAME WEB, LEFT SIDE - STRINGER CLIP ATTACHMENTS, REINFORCEMENT DOUBLER
END FASTENER ATTACHMENTS, FAIL-SAFE CHORD AT STRINGER FLANGE
ATTACHMENTS AND STRINGER FLANGE AT FAIL-SAFE CHORD ATTACHMENTS -
INSPECTION [Group 2, 4-5, 7-8] ............................... 1 5 4
FIGURE 26: FRAME WEB, RIGHT SIDE - STRINGER CLIP ATTACHMENTS, REINFORCEMENT DOUBLER
END FASTENER ATTACHMENTS, FAIL-SAFE CHORD AT STRINGER FLANGE
ATTACHMENTS AND STRINGER FLANGE AT FAIL-SAFE CHORD ATTACHMENTS -
INSPECTION [Group 2, 4-5, 7-8] ............................... 1 5 8
FIGURE 27: FRAME WEB, RIGHT SIDE - STRINGER CLIP ATTACHMENTS, REINFORCEMENT DOUBLER
END FASTENER ATTACHMENTS, FAIL-SAFE CHORD AT STRINGER FLANGE
ATTACHMENTS AND STRINGER FLANGE AT FAIL-SAFE CHORD ATTACHMENTS -
INSPECTION [Group 2-5, 7-8] ................................ 1 6 1
FIGURE 28: FRAME WEB, LEFT SIDE - STRINGER CLIP ATTACHMENTS, REINFORCEMENT DOUBLER
END FASTENER ATTACHMENTS, FAIL-SAFE CHORD AT STRINGER FLANGE
ATTACHMENTS AND STRINGER FLANGE AT FAIL-SAFE CHORD ATTACHMENTS -
INSPECTION [Group 6, 9] .................................. 1 6 5
FIGURE 29: FRAME WEB, RIGHT SIDE - STRINGER CLIP ATTACHMENTS, REINFORCEMENT DOUBLER
END FASTENER ATTACHMENTS, FAIL-SAFE CHORD AT STRINGER FLANGE
ATTACHMENTS AND STRINGER FLANGE AT FAIL-SAFE CHORD ATTACHMENTS -
INSPECTION [Group 6, 9] .................................. 1 6 8
FIGURE 30: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 2, 4-9] ................................. 1 7 2
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FIGURE 31: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 2, 4-9] ................................ 1 7 4
FIGURE 32: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 2] .................................... 1 7 6
FIGURE 33: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 3] .................................... 1 7 8
FIGURE 34: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 2-3] .................................. 1 8 0
FIGURE 35: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 4] .................................... 1 8 2
FIGURE 36: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 4] ................................... 1 8 4
FIGURE 37: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 5] .................................... 1 8 6
FIGURE 38: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 5] ................................... 1 8 8
FIGURE 39: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 6] .................................... 1 9 0
FIGURE 40: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 6] ................................... 1 9 2
FIGURE 41: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
PREVENTATIVE MODIFICATION [Group 2-9] ....................... 1 9 4
FIGURE 42: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- PREVENTATIVE MODIFICATION [Group 2-9] ...................... 1 9 6
FIGURE 43: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 5] .................................... 1 9 8
FIGURE 44: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 5] ................................... 2 0 0
FIGURE 45: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 7] .................................... 2 0 2
FIGURE 46: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 7] ................................... 2 0 4
FIGURE 47: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 8] .................................... 2 0 6
FIGURE 48: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 8] ................................... 2 0 8
FIGURE 49: FRAME WEB, LEFT SIDE - OPEN TOOLING HOLE BETWEEN STRI NGER S-14 AND S-15 -
INSPECTION [Group 9] .................................... 2 1 0
FIGURE 50: FRAME WEB, RIGHT SIDE - OPEN TOOLING HOLE BETWEEN STR INGER S-14 AND S-15
- INSPECTION [Group 9] ................................... 2 1 2
FIGURE 51: UPPER FRAME WEB, LEFT SIDE - UPPERMOST FASTENER OF FRAME SPLICE BETWEEN
STRINGER S-13 AND S-14 - INSPECTION [Group 7] ................... 2 1 4
FIGURE 52: UPPER FRAME WEB, RIGHT SIDE - UPPERMOST FASTENER OF FRAME SPLICE BETWEEN
STRINGER S-13 AND S-14 - INSPECTION [Group 7] ................... 2 1 6
FIGURE 53: UPPER FRAME WEB, LEFT SIDE - UPPERMOST FASTENER OF TH E FRAME SPLICE
BETWEEN STRINGER S-13 AND S-14 - INSPECTION [Group 8] ............ 2 1 8
FIGURE 54: UPPER FRAME WEB, RIGHT SIDE - UPPERMOST FASTENER OF T HE FRAME SPLICE
BETWEEN STRINGER S-13 AND S-14 - INSPECTION [Group 8] ............ 2 2 1
FIGURE 55: UPPER FRAME WEB, LEFT SIDE - UPPERMOST FASTENER OF TH E FRAME SPLICE
BETWEEN STRINGER S-13 AND S-14 - INSPECTION [Group 9] ............ 2 2 4
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FIGURE 56: UPPER FRAME WEB, RIGHT SIDE - UPPERMOST FASTENER OF T HE FRAME SPLICE
BETWEEN STRINGER S-13 AND S-14 - INSPECTION [Group 9] ............ 2 2 6
FIGURE 57: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ G r o u p  2 ]  ....... 2 2 8
FIGURE 58: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 2] ...... 2 3 2
FIGURE 59: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ G r o u p  3 ]  ....... 2 3 6
FIGURE 60: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 3] ...... 2 4 0
FIGURE 61: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ Group 4-9] ...... 2 4 4
FIGURE 62: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 4-9] ..... 2 4 8
FIGURE 63: FRAME WEB, LEFT SIDE - STRINGER CUTOUT - INSPECTION [ Group 4-5, 7-8] . . . 252
FIGURE 64: FRAME WEB, RIGHT SIDE - STRINGER CUTOUT - INSPECTION [Group 4-5, 7-8] . . 255
FIGURE 65: FRAME, RIGHT SIDE - INTEGRAL INBOARD CHORD AND WEB - INSPECTION [Group 3]
................................................. 2 5 8
FIGURE 66: FRAME, LEFT SIDE - INTEGRAL INBOARD CHORD AT MOP-SILL  ATTACHMENT -
INSPECTION [Group 2, 4-9] ................................. 2 6 0
FIGURE 67: FRAME, RIGHT SIDE - INTEGRAL INBOARD CHORD AT MOP-SIL L ATTACHMENT -
INSPECTION [Group 2, 4-9] ................................. 2 6 2
FIGURE 68: FRAME, LEFT SIDE - INTEGRAL INBOARD CHORD AT MOP-SILL  ATTACHMENT -
INSPECTION [Group 3] .................................... 2 6 4
FIGURE 69: FRAME, RIGHT SIDE - INTEGRAL INBOARD CHORD AT MOP-SIL L ATTACHMENT -
INSPECTION [Group 3] .................................... 2 6 6
FIGURE 70: FRAME WEB, LEFT SIDE - FASTENER LOCATIONS COMMON TO T HE CREASE BEAM
CLIPS AT STRINGER S-17 - INSPECTION [Group 2, 4-9] ................. 2 6 8
FIGURE 71: FRAME WEB, RIGHT SIDE - FASTENER LOCATIONS COMMON TO THE CREASE BEAM
CLIPS AT STRINGER S-17 - INSPECTION [Group 2, 4-9] ................. 2 7 3
FIGURE 72: FRAME WEB, LEFT SIDE - FASTENER LOCATIONS COMMON TO T HE CREASE BEAM
CLIPS AT STRINGER S-17 - INSPECTION [Group 3] ................... 2 7 8
FIGURE 73: FRAME WEB, RIGHT SIDE - FASTENER LOCATIONS COMMON TO THE CREASE BEAM
CLIPS AT STRINGER S-17 - INSPECTION [Group 3] ................... 2 8 3
APPENDIX A: TYPICAL FRAME CONSTRUCTION AND COMPONENT IDENTIFICATI O N  ...... 2 8 8
APPENDIX B: LOGIC DIAGRAM FOR TABLE 2 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE UPPER FRAME, SIDE FRAME AND FAIL-SAFE CHORD, BETWEEN STRINGER
S-10 AND S-17, LEFT AND RIGHT SIDE  [Group 2-9] ................... 2 9 2
APPENDIX C: LOGIC DIAGRAM FOR TABLE 3 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE FRAME WEB STRINGER CUTOUT AT STA 277 AND FROM STA 360 TO STA
500, LEFT AND RIGHT SIDE  [Group 2-9] ......................... 2 9 4
APPENDIX D: LOGIC DIAGRAM FOR TABLE 4 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE FRAME WEB AT STRINGER CLIP, REINFORCEMENT DOUBLER AND STRINGER
FLANGE ATTACHMENTS FROM STA 360 TO STA 500, LEFT AND RIGHT SIDE  [Group 2-9]
................................................. 2 9 8
APPENDIX E: LOGIC DIAGRAM FOR TABLE 5 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE FRAME WEB AT THE OPEN TOOLING HOLE BETWEEN STRINGER S-14 AND
S-15 FROM STA 360 TO STA 520, LEFT AND RIGHT SIDE, FOR ANY CRACK.  [Group 2-9]
................................................. 3 0 1
APPENDIX F: LOGIC DIAGRAM FOR TABLE 6 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE FRAME WEB AT THE TOOLING HOLE BETWEEN STRINGER S-14 AND S-15,
FROM STA 380 TO STA 520, LEFT AND RIGHT SIDE FOR ANY CRACK.  [Group 5, 7-9] . 303
APPENDIX G: LOGIC DIAGRAM FOR TABLE 7 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF
FUSELAGE UPPER FRAME WEB UPPERMOST FASTENER OF FRAME SPLICE BETWEEN
STRINGER S-13 AND S-14 FROM STA 380 TO STA 520, LEFT AND RIGHT SIDE, FOR ANY
CRACK.  [Group 7-9] ..................................... 3 0 5
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APPENDIX H: LOGIC DIAGRAM FOR TABLE 8 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE FRAME WEB STRINGER CUTOUT FROM STA 727A TO STA 747, LEFT AND
RIGHT SIDE, FOR ANY CRACK.  [Group 2-9] ....................... 3 0 8
APPENDIX I: LOGIC DIAGRAM FOR TABLE 9 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF THE
FUSELAGE FRAME INTEGRAL INBOARD CHORD FROM STA 360 TO STA 400, RIGHT
S I D E ,  F O R  A N Y  C R A C K  O R  A N Y  D E N T  [ G r o u p  3 ]  .................... 312
APPENDIX J: LOGIC DIAGRAM FOR TABLE 10 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF
THE FUSELAGE FRAME INTEGRAL INBOARD CHORD AT THE MOP-SILL ATTACHMENT
FROM STA 727A TO STA 727B, LEFT AND RIGHT SIDE, FOR ANY CRACK. [Group 2-9] . 314
APPENDIX K: LOGIC DIAGRAM FOR TABLE 11 OF PARAGRAPH 1.E. COMPLIANCE: INSPECTION OF
THE FUSELAGE FRAME WEB AT THE CREASE BEAM CLIP FROM STA 867 TO STA 907,
L E F T  A N D  R I G H T  S I D E ,  F O R  A N Y  C R A C K .  [ G r o u p  2 - 9 ]  ................. 3 1 7
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### Page 9

Commercial 
Airplanes
737
Service Bulletin
ALERT
SummaryNumber: 737-53A1360Original Issue: June 21, 2018
ATA System: 5311
SUBJECT: FUSELAGE - Frames and Bulkheads - Station 277 to Station 520 and Station 727A to
Station 1006, between Stringer S-10 and Stringer S-17, Inspections
THIS DOCUMENT 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 DOCUMENT
TO THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS DOCUMENT TO THE
NEW OWNER.
CONCURRENT REQUIREMENTS
None.
BACKGROUND
This service bulletin is sent to inspect the frames in the fuselage from STA 277 to STA 520 and STA 727A to
STA 1006, between stringer S-10 and S-17 for any crack. Accomplishment of this service bulletin will mitigate
the safety issue associated with frame cracking and make sure that any crack is found and repaired before
reaching the critical length. Frame cracking is the result of fatigue caused by cyclic pressurization of the fuselage
and flight loads. If cracks are not detected and repaired, they can grow until the frame severs. Continued operation
of the airplane with multiple adjacent severed frames or the combination of a severed frame adjacent to fuselage
skin chem-mill cracks could result in an uncontrolled decompression of the airplane and loss of structural integrity.
Fleet data indicates cracking is occurring in the frame web, frame integral inboard chord and fail-safe chord on
multiple 737CL airplanes, multiple frame locations and multiple fatigue details. The frame cracking issues
addressed in this service bulletin are summarized below.
In the frame web corner radii at the stringer cutouts for stringer S-14, S-15, S-16 and S-17, there has been 72
reports of cracking at multiple frame locations occurring between 24,802 and 73,655 total flight cycles. The
cracks were 0.10 inches to 2.10 inches long.
In the frame web at the open tooling hole between stringer S-14 and S-15, there has been 1 report of cracking
at STA 500D and 5 reports of cracking at STA 520 occurring between 31,624 and 65,504 total flight cycles. The
cracks were 1.40 inches to 2.00 inches long.
In the frame web at the stringer clip fastener attachment at stringer S-15 and S-16, there has been 3 reports of
cracking at STA 380 and 1 report of cracking at STA 500 occurring between 61,294 and 63,988 total flight cycles.
The cracks were 0.18 inches to 0.75 inches long.
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### Page 10

In the upper frame web at the uppermost frame splice fastener between stringer S-13 and S-14 right, there has
been 1 report of cracking at STA 380 occurring at 38,050 total flight cycles. The crack was 0.35 inches long.
This is the first crack reported for this frame splice configuration which is not addressed in Service Bulletin
737-53A1261. The inspections in this service bulletin will mitigate safety and address Widespread Fatigue
Damage (WFD) concerns for cracking in the upper frame web at the frame splice. Refer to Boeing Service
Bulletins 737-53A1261 and 737-53A1339 for reports of similar frame splice cracking and inspection requirements
for the 737CL airplanes not addressed in this service bulletin.
In the frame web at the reinforcement doubler end fastener between stringer S-16 and S-17 left, there has been
1 report of cracking at STA 380 occurring at 65,083 total flight cycles. The crack was 0.60 inches long.
In the fail-safe chord flange at the fastener attachment to stringer S-16 left, there has been 1 report of cracking
at STA 400 occurring at 66,286 total flight cycles. The crack was 0.34 inches long.
In the frame integral inboard chord at the mop-sill fastener attachment at stringer S-17, there has been 2 reports
of cracking at STA 727A and 1 report of cracking at STA 1006 occurring between 41,107 and 63,667 total flight
cycles. The cracks were from 0.10 inches to 0.75 inches long.
In the frame web at the crease beam clip fastener attachment at stringer S-17 right, there has been 1 report of
cracking at STA 887 occurring at 65,804 total flight cycles. The crack was 0.37 inches long.
In the frame integral inboard chord at stringer S-16 right, there has been 1 report of cracking at STA 380 on a
737-200C airplane with 53,158 total flight cycles. The frame integral inboard chord locations opposite of the
737-200C main deck cargo door are susceptible to cargo handling loads resulting in dent and crack damage.
The crack was 3.50 inches long emanating from the dent.
In addition Boeing has received reports of cracking that has been determined not to be a safety issue but are
included in the visual inspection program of this service bulletin. These crack reports are summarized below:
– In the frame shear tie bend radius and skin attachment flange between stringers S-14 and S-16 there have
been numerous reports of cracking from STA 277 to STA 500 occurring between 29,485 and 68,315 total
flight cycles.
– In the stringer flange at fastener attachments to the frame fa il-safe chord at stringer S-15 there has been
8 reports of cracking at STA 380 and STA 400 occurring between 40,989 and 73,386 total flight cycles.
Refer to Boeing Service Bulletins 737-53A1108, 737-53A1241, 737-53A1261 and 737-53A1339 for other reports
of frame cracking and required inspections that are not addressed in this service bulletin.
Boeing Fleet Team Digest (FTD) 737-FTD-53-10004 is related to this service bulletin.
Boeing Service Related Problem (SRP) 737-SRP-53-0504 is related to this service bulletin.
The fuselage frame splices addressed in this service bulletin from STA 380 to STA 520 and STA 727A to STA
907 between stringer S-13 and S-14 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.
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### Page 11

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 ChangesNoWeight 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 Air-
plane 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
Group 1:
The Boeing Company endorses the new FAA rules related to Limit of Validity (LOV) and recommends immediate
and permanent removal from service of any airplanes upon reaching the LOV, whether or not it is operated
under FAA jurisdiction. As such, The Boeing Company no longer provides maintenance instructions for airplanes
that have accumulated flight cycles beyond the LOV. Airplanes in Group 1 (line number 1-291) have accumulated
flight cycles beyond the LOV of the maintenance program. 14 CFR 121.1115 and 129.115 prohibit operation of
an airplane beyond its LOV.
Group 2-9:
Do PART 2: Detailed and General Visual inspections of the fuselage upper frame, side frame and fail-safe chord
between Stringer S-10 and S-17, from STA 277 to STA 294.5, STA 360 to STA 520, STA 727A to STA 907 and
STA 1006, left and right side for any crack. If any crack is found, contact The Boeing Company for repair
instructions and do the repair and repeat PART 2: Detailed and General Visual inspection for any crack. If no
crack is found, repeat PART 2: Detailed and General Visual inspection for any crack.
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 3 eddy current inspection zones.
For any repairs found contact The Boeing Company for alternative inspection(s) to this service bulletin and do
the inspections(s) and any corrective actions as applicable. Do PART 3: High Frequency Eddy Current (HFEC)
surface inspection at the unrepaired areas of the fuselage frame web stringer cutouts at STA 277 and from STA
360 to STA 500, left and right side for any crack. If any crack is found, contact The Boeing Company for repair
instructions and do the repair and repeat PART 3: HFEC surface inspection for any crack. If no crack is found,
repeat PART 3: HFEC surface inspection for any crack.
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### Page 12

Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 4 eddy current inspection zones.
For any repairs found contact The Boeing Company for alternative inspection(s) to this service bulletin and do
the inspections(s) and any corrective actions as applicable. Do PART 4: Eddy Current inspection at the unrepaired
areas of the fuselage frame web at stringer clip attachments, reinforcement doubler end fastener attachments,
fail-safe chord at stringer flange attachments and detailed inspection of the stringer flange at the fail-safe chord
attachments from STA 360 to STA 500, left and right side for any crack. If any crack is found, contact The Boeing
Company for repair instructions and do the repair and repeat PART 4: Eddy Current inspection for any crack.
If no crack is found, repeat PART 4: Eddy Current inspection for any crack.
Group 2-9:
Do PART 5: General Visual inspection for open tooling hole in the frame web between Stringer S-14 and S-15
from STA 360 to STA 520, left and right side. If the tooling hole is not open, contact The Boeing Company for
alternative inspection(s) to this service bulletin and do the inspection(s) and any corrective actions applicable.
If the tooling hole is open, do PART 6: Open hole High Frequency Eddy Current (HFEC) inspection of the frame
web at the affected open tooling hole between Stringer S-14 and S-15, left and right side, for any crack. If any
crack is found, contact The Boeing Company for repair instructions and do the repair and repeat PART 6: Open
hole HFEC inspection for any crack. As an option, operators can do PART 7: Preventative Modification to
terminate repeat inspections.
Group 5, 7-9:
Do PART 8: General Visual inspection for open tooling hole in the frame web between Stringer S-14 and S-15
from STA 380 to STA 520, left and right side. If the tooling hole is not open, no further action is required. If the
tooling hole is open, contact The Boeing Company for alternative inspection(s) to this service bulletin and do
the inspection(s) and any corrective actions as applicable.
Group 7-9:
Do a general visual inspection to determine if there are any repairs in the PART 9 eddy current inspection zones.
For any repairs found contact The Boeing Company for alternative inspection(s) to this service bulletin and do
the inspections(s) and any corrective actions as applicable. Do PART 9: High Frequency Eddy Current (HFEC)
surface inspection at the unrepaired areas of the upper frame web around the uppermost fastener of the frame
splice between Stringer S-13 and S-14, from STA 380 to STA 520 and STA 727A to STA 907, left and right side,
for any crack. If any crack is found, contact The Boeing Company for repair instructions and do the repair and
repeat PART 9: HFEC inspection for any crack. If no crack is found, repeat PART 9: HFEC inspection for any
crack.
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 10 eddy current inspection
zones. For any repairs found contact The Boeing Company for alternative inspection(s) to this service bulletin
and do the inspections(s) and any corrective actions as applicable. Do PART 10: High Frequency Eddy Current
(HFEC) surface inspection at the unrepaired areas of the fuselage frame web stringer cutout from STA 727A to
STA 747, left and right side, for any crack. If any crack is found, contact The Boeing Company for repair
instructions and do the repair and repeat PART 10: HFEC inspection for any crack. If no crack is found, repeat
PART 10: HFEC inspection for any crack.
Group 3:
Do PART 11: Detailed inspection of the fuselage frame integral inboard chord and web from STA 360 to STA
400, right side, for any crack or any dent If any crack or dent is found, contact The Boeing Company for repair
instructions and do the repair and repeat PART 11: Detailed inspection for any crack or any dent If no crack or
dent is found, repeat PART 11: Detailed inspection for any crack or any dent
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### Page 13

Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 12 eddy current inspection
zones. For any repairs found contact The Boeing Company for alternative inspection(s) to this service bulletin
and do the inspections(s) and any corrective actions as applicable. Do PART 12: High Frequency Eddy Current
(HFEC) surface inspection at the unrepaired areas of the fuselage frame integral inboard chord at the mop-sill
attachment from STA 727A to STA 727B, left and right side, for any crack. If any crack is found, contact The
Boeing Company for repair instructions and do the repair and repeat PART 12: HFEC inspection for any crack.
If no crack is found, repeat PART 12: HFEC inspection for any crack.
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 13 eddy current inspection
zones. For any repairs found contact The Boeing Company for alternative inspection(s) to this service bulletin
and do the inspections(s) and any corrective actions as applicable. Do PART 13: Eddy Current inspections at
the unrepaired areas of the frame web at the crease beam clip from STA 867 to STA 907, left and right side,
for any crack. If any crack is found, contact The Boeing Company for repair instructions and do the repair and
repeat PART 13: Eddy Current inspection for any crack. If no crack is found, repeat PART 13: Eddy Current
inspection for any crack.
EFFECTIVITY
737-100, 737-200, 737-200C, 737-300, 737-400, 737-500 Airplanes. Refer to Paragraph 1.A., Effectivity, for
the list of affected airplanes.
COMPLIANCE
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.
Refer to Paragraph 1.E., Compliance.
INDUSTRY SUPPORT INFORMATION
Boeing warranty remedies are not available for the inspection, and/or repair procedures given in this service
bulletin.
MANPOWER
Refer to Paragraph 1.G., Manpower.
MATERIAL INFORMATION
Operator Supplied Parts/Materials.
Refer to Paragraph 2.A., Material - Price and Availability.
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### Page 14 (OCR)

BOEING SERVICE BULLETIN 737-53A1360
ALERT  ALERT
STA  STA STA
STA 520  907 1006
500A
STA
277
STA
727A
STA
STA  520
STA 380
360
S-10L-  S-17L  737-200C  STA  277
| STA
294.54
(popoppers
737-300 SHOWN
737-200/-400/-500 SIMILAR
S-10L  737-200C STA 727A TO STA 1006 SIMILAR
GROUPS 2-9:  S-17L
DO GENERAL VISUAL, DETAILED AND EDDY CURRENT INSPECTIONS OF THE FUSELAGE FRAMES ABOVE
THE PASSENGER FLOOR AND BELOW STRINGER 10 LEFT FROM STA 277 TO STA 294.5, STA 360 TO 520
AND FROM STA 727A TO STA 907 AND STA 1006 FOR ANY CRACK.
STA
1006 STA
907
72TA
STA
520
STA
380
STA
360
737-300 SHOWN
737-200/-400/-500 SIMILAR
S-17R S-10R
GROUPS 2-9:
THE PASSENGER FLOOR AND BELOW STRINGER 10 RIGHT FROM STA 360 TO 520 AND FROM STA 727A  DO GENERAL VISUAL, DETAILED AND EDDY CURRENT INSPECTIONS OF THE FUSELAGE FRAMES ABOVE  2508713
TO STA 907 AND STA 1006 FOR ANY CRACK.
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### Page 15

Commercial 
Airplanes
737
Service Bulletin
ALERT
Number: 737-53A1360
Original Issue: June 21, 2018
ATA System: 5311
SUBJECT: FUSELAGE - Frames and Bulkheads - Station 277 to Station 520 and Station 727A to
Station 1006, between Stringer S-10 and Stringer S-17, Inspections
THIS DOCUMENT 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 DOCUMENT
TO THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS DOCUMENT TO THE
NEW OWNER.
1.    PLANNING INFORMATION
A. Effectivity
1. Airplanes
This service bulletin is applicable to 737-100, 737-200, 737-200C, 737-300, 737-400, 737-500
Airplanes, line numbers 1-2565 in nine groups. The Variable Numbers and Group Information for
the applicable airplanes is given below.
Refer to Service Bulletin Index D6-19567 Part 3 for Airplane Variable Number, Line Number, and
Serial Number data.
DESCRIPTIONCONFIGURATIONGROUP
737-100/200/200C Airplanes, Line Numbers 1 through 291.-1
737-200 Airplanes, Line Numbers 292 through 1585.-2
737-200C Airplanes, Line Numbers 294 through 1113.-3
737-300 Airplanes, Line Numbers 1001 through 1918.-4
737-400 Airplanes, Line Numbers 1487 through 1916.-5
737-500 Airplanes, Line Numbers 1718 through 1919.-6
737-300 Airplanes, Line Numbers 1920 through 2565.-7
737-400 Airplanes, Line Numbers 1922 through 2564-8
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### Page 16

DESCRIPTIONCONFIGURATIONGROUP
737-500 Airplanes, Line Numbers 1921 through 2553-9
Airplane Models:
737-100, 737-200, 737-200C, 737-300, 737-400, 737-500
GroupVariable Number
1PA001 - PA022
1PA099
1PA231 - PA232
1PC001 - PC005
1PG001 - PG075
1PG199
1PG201 - PG230
1PG251 - PG255
1PG271 - PG279
1PG301 - PG314
1PG331 - PG332
1PG351 - PG356
1PG375
1PG401 - PG403
1PG431 - PG442
1PG471 - PG475
1PG501 - PG505
1PG571 - PG583
2PG584 - PG586
1PG621 - PG630
1PG651 - PG652
1PG701 - PG705
2PH001
2PH011 - PH013
2PH021 - PH024
1PH701 - PH715
1PH731 - PH732
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### Page 17

GroupVariable Number
1PH741 - PH742
2PH743
1PJ001 - PJ002
2PJ003 - PJ009
1PJ031 - PJ032
1PJ071 - PJ072
1PJ101 - PJ104
2PJ105 - PJ119
2PJ201 - PJ219
8PJ301 - PJ302
8PJ551 - PJ552
2PK026 - PK029
2PK041 - PK053
2PK061 - PK070
2PK081 - PK082
2PK091 - PK099
2PK101 - PK103
2PK111 - PK120
2PK141 - PK146
2PK201 - PK204
2PK211 - PK223
2PK231 - PK241
2PK251 - PK258
2PK271 - PK274
2PK281 - PK289
2PK291
2PK301 - PK318
2PK341
2PK351 - PK361
2PK391
2PK431 - PK433
2PK451 - PK452
2PK461 - PK469
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### Page 18

GroupVariable Number
2PK495
2PK501 - PK504
2PK511 - PK515
2PK519
2PK521 - PK528
2PK541 - PK565
2PK581
2PK591 - PK599
2PK601 - PK617
2PK621 - PK637
2PK641 - PK642
2PK661 - PK666
2PK671 - PK681
2PK691 - PK697
2PK711 - PK716
2PK731 - PK765
2PK771 - PK779
2PK801 - PK804
2PK819 - PK827
2PK830
2PK861 - PK863
2PK871 - PK874
2PK881 - PK884
2PK901 - PK938
2PK971 - PK974
2PL001 - PL028
2PL061
2PL081
2PL101 - PL113
2PL151
2PL171 - PL172
2PL201 - PL203
2PL221
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### Page 19

GroupVariable Number
2PL401 - PL417
2PL421
2PL441
2PL451 - PL456
2PL471
2PL491
2PL501 - PL506
2PL551 - PL562
2PL581
2PL601 - PL603
2PL611
2PL621 - PL626
2PL631 - PL632
1PL711 - PL712
1PL716
2PL717 - PL747
2PL756
2PL758
2PL761 - PL770
2PL781 - PL788
2PL793
1PL801 - PL803
2PM001 - PM006
2PM016 - PM017
2PM021 - PM023
2PM051 - PM066
2PM101 - PM119
2PM141 - PM142
2PM171
2PM181
2PM251 - PM255
2PM281 - PM283
4PM381 - PM392
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GroupVariable Number
7PM393 - PM399
7PM401 - PM417
7PM541 - PM547
8PM551 - PM564
2PN001 - PN002
2PN021 - PN043
2PN081 - PN086
2PN101 - PN117
2PN131 - PN163
2PN401 - PN420
2PN431 - PN433
2PN451 - PN456
2PN471 - PN474
2PN481
2PN491 - PN493
2PN501 - PN502
2PN511 - PN512
2PN521
4PP001 - PP054
4PP101 - PP148
7PP149 - PP160
4PP161 - PP169
4PP181 - PP199
4PP201 - PP205
4PP221
4PP231 - PP243
4PP281 - PP286
4PP301 - PP305
4PP351 - PP353
4PP376 - PP384
4PP391 - PP393
4PP401 - PP440
4PP471 - PP475
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### Page 21

GroupVariable Number
4PP501 - PP510
7PP511 - PP517
4PP521 - PP522
4PP631 - PP634
4PP651 - PP652
4PP671 - PP699
4PP701 - PP733
4PP771 - PP779
4PP801 - PP808
4PP821 - PP827
4PP831 - PP848
4PP851 - PP852
4PP861 - PP873
7PP874 - PP875
4PP891 - PP899
4PP901 - PP924
7PP925 - PP930
4PP931 - PP936
4PP946 - PP948
4PP951 - PP952
4PP961 - PP967
4PP981 - PP987
7PP988 - PP990
4PP991
4PP993
4PQ001 - PQ016
4PQ026 - PQ041
4PQ051 - PQ073
7PQ074 - PQ085
4PQ086 - PQ092
4PQ101 - PQ197
7PQ198 - PQ199
7PQ201 - PQ202
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GroupVariable Number
4PQ221 - PQ229
7PQ230
4PQ231 - PQ236
7PQ237
4PQ241 - PQ243
4PQ251 - PQ255
7PQ256 - PQ267
4PQ281 - PQ286
7PQ287 - PQ296
4PQ301 - PQ305
7PQ306 - PQ307
4PQ331 - PQ332
7PQ341 - PQ344
7PQ361 - PQ369
7PQ401 - PQ408
7PQ411 - PQ413
7PQ421
7PQ471 - PQ473
7PQ479 - PQ481
7PQ486 - PQ487
7PQ491 - PQ493
7PQ771
7PQ791 - PQ793
7PQ801 - PQ805
7PQ931 - PQ932
7PS601 - PS616
7PS631
7PS636 - PS638
4PS641 - PS642
7PS643 - PS644
7PS651 - PS657
4PS666 - PS668
7PS669
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GroupVariable Number
7PS691 - PS692
7PS701 - PS703
7PS751 - PS762
9PT001 - PT011
6PT021 - PT023
9PT024 - PT028
9PT041 - PT064
6PT101
9PT102 - PT105
6PT121 - PT123
9PT124 - PT125
6PT146
9PT147 - PT148
9PT161 - PT170
6PT181 - PT182
9PT183 - PT187
6PT211 - PT213
9PT214 - PT220
6PT295
9PT301 - PT306
9PT331 - PT360
9PT381 - PT399
9PT401 - PT438
9PT501 - PT512
9PT561 - PT565
9PT581 - PT584
9PT611 - PT621
9PT641 - PT642
9PT651 - PT655
9PT671 - PT672
9PT701 - PT703
6PU001 - PU007
9PU008 - PU025
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GroupVariable Number
5PV001 - PV040
8PV041 - PV055
8PV201 - PV203
8PV231 - PV237
8PV271 - PV272
8PV281 - PV283
5PW001 - PW036
8PW037 - PW050
5PW051
8PW052 - PW054
5PW061 - PW063
8PW064 - PW068
8PW072
5PW091 - PW093
8PW094
8PW101 - PW102
8PW106
5PW111 - PW117
8PW118 - PW120
8PW156 - PW157
5PW161
8PW162 - PW167
8PW201 - PW245
8PW261
8PW265 - PW268
8PW278
8PW281 - PW284
8PW293
8PW296
8PW301 - PW327
8PW461 - PW467
5PW501 - PW503
8PW504
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GroupVariable Number
5PW511 - PW518
8PW519 - PW520
8PW526
5PW531 - PW535
8PW536 - PW546
8PW556 - PW557
5PW561 - PW563
8PW564
5PW571 - PW573
8PW574 - PW576
5PW591 - PW594
8PW595 - PW596
5PW611 - PW615
8PW616 - PW620
5PW631 - PW632
8PW633 - PW634
5PW661
8PW662
8PW681 - PW683
8PW701 - PW702
8PW711 - PW717
8PW741 - PW742
8PW761
8PW771
1PX071
1PX701
1PY001 - PY008
1PY021
3PY022
1PY031
3PY036 - PY037
3PY046 - PY048
3PY051 - PY053
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GroupVariable Number
3PY056 - PY057
3PY101 - PY103
3PY111 - PY113
3PY131 - PY135
3PY141 - PY143
3PY151 - PY154
3PY156 - PY157
3PY161 - PY162
3PY166
3PY191
3PY201
3PY221 - PY222
3PY231
3PY241 - PY244
3PY270 - PY275
3PY281
3PY286
1PY301 - PY304
1PY321 - PY323
1PY341 - PY346
1PY361 - PY362
1PY381
3PY401
3PY409 - PY411
3PY421 - PY422
3PY441
3PY451
3PY461 - PY463
3PY591 - PY595
3PY611 - PY612
3PY621
3PY631
3PY651
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GroupVariable Number
3PY671 - PY672
3PY721
3PY741
2. Spares Affected
None.
B. Concurrent Requirements
None.
C. Reason
This service bulletin is sent to inspect the frames in the fuselage from STA 277 to STA 520 and STA
727A to STA 1006, between stringer S-10 and S-17 for any crack. Accomplishment of this service
bulletin will mitigate the safety issue associated with frame cracking and make sure that any crack is
found and repaired before reaching the critical length. Frame cracking is the result of fatigue caused
by cyclic pressurization of the fuselage and flight loads. If cracks are not detected and repaired, they
can grow until the frame severs. Continued operation of the airplane with multiple adjacent severed
frames or the combination of a severed frame adjacent to fuselage skin chem-mill cracks could result
in an uncontrolled decompression of the airplane and loss of structural integrity.
Fleet data indicates cracking is occurring in the frame web, frame integral inboard chord and fail-safe
chord on multiple 737CL airplanes, multiple frame locations and multiple fatigue details. The frame
cracking issues addressed in this service bulletin are summarized below.
In the frame web corner radii at the stringer cutouts for stringer S-14, S-15, S-16 and S-17, there has
been 72 reports of cracking at multiple frame locations occurring between 24,802 and 73,655 total flight
cycles. The cracks were 0.10 inches to 2.10 inches long.
In the frame web at the open tooling hole between stringer S-14 and S-15, there has been 1 report of
cracking at STA 500D and 5 reports of cracking at STA 520 occurring between 31,624 and 65,504 total
flight cycles. The cracks were 1.40 inches to 2.00 inches long.
In the frame web at the stringer clip fastener attachment at stringer S-15 and S-16, there has been 3
reports of cracking at STA 380 and 1 report of cracking at STA 500 occurring between 61,294 and
63,988 total flight cycles. The cracks were 0.18 inches to 0.75 inches long.
In the upper frame web at the uppermost frame splice fastener between stringer S-13 and S-14 right,
there has been 1 report of cracking at STA 380 occurring at 38,050 total flight cycles. The crack was
0.35 inches long. This is the first crack reported for this frame splice configuration which is not addressed
in Service Bulletin 737-53A1261. The inspections in this service bulletin will mitigate safety and address
Widespread Fatigue Damage (WFD) concerns for cracking in the upper frame web at the frame splice.
Refer to Boeing Service Bulletins 737-53A1261 and 737-53A1339 for reports of similar frame splice
cracking and inspection requirements for the 737CL airplanes not addressed in this service bulletin.
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In the frame web at the reinforcement doubler end fastener between stringer S-16 and S-17 left, there
has been 1 report of cracking at STA 380 occurring at 65,083 total flight cycles. The crack was 0.60
inches long.
In the fail-safe chord flange at the fastener attachment to stringer S-16 left, there has been 1 report of
cracking at STA 400 occurring at 66,286 total flight cycles. The crack was 0.34 inches long.
In the frame integral inboard chord at the mop-sill fastener attachment at stringer S-17, there has been
2 reports of cracking at STA 727A and 1 report of cracking at STA 1006 occurring between 41,107 and
63,667 total flight cycles. The cracks were from 0.10 inches to 0.75 inches long.
In the frame web at the crease beam clip fastener attachment at stringer S-17 right, there has been 1
report of cracking at STA 887 occurring at 65,804 total flight cycles. The crack was 0.37 inches long.
In the frame integral inboard chord at stringer S-16 right, there has been 1 report of cracking at STA
380 on a 737-200C airplane with 53,158 total flight cycles. The frame integral inboard chord locations
opposite of the 737-200C main deck cargo door are susceptible to cargo handling loads resulting in
dent and crack damage. The crack was 3.50 inches long emanating from the dent.
In addition Boeing has received reports of cracking that has been determined not to be a safety issue
but are included in the visual inspection program of this service bulletin. These crack reports are
summarized below:
– In the frame shear tie bend radius and skin attachment flange between stringers S-14 and S-16
there have been numerous reports of cracking from STA 277 to STA 500 occurring between 29,485
and 68,315 total flight cycles.
– In the stringer flange at fastener attachments to the frame fa il-safe chord at stringer S-15 there
has been 8 reports of cracking at STA 380 and STA 400 occurring between 40,989 and 73,386
total flight cycles.
Refer to Boeing Service Bulletins 737-53A1108, 737-53A1241, 737-53A1261 and 737-53A1339 for
other reports of frame cracking and required inspections that are not addressed in this service bulletin.
Boeing Fleet Team Digest (FTD) 737-FTD-53-10004 is related to this service bulletin.
Boeing Service Related Problem (SRP) 737-SRP-53-0504 is related to this service bulletin.
The fuselage frame splices addressed in this service bulletin from STA 380 to STA 520 and STA 727A
to STA 907 between stringer S-13 and S-14 have been determined to be structure that is susceptible
to Widespread Fatigue Damage (WFD).
D. Description
Group 1:
The Boeing Company endorses the new FAA rules related to Limit of Validity (LOV) and recommends
immediate and permanent removal from service of any airplanes upon reaching the LOV, whether or
not it is operated under FAA jurisdiction. As such, The Boeing Company no longer provides maintenance
instructions for airplanes that have accumulated flight cycles beyond the LOV. Airplanes in Group 1
(line number 1-291) have accumulated flight cycles beyond the LOV of the maintenance program. 14
CFR 121.1115 and 129.115 prohibit operation of an airplane beyond its LOV.
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Group 2-9:
Do PART 2: Detailed and General Visual inspections of the fuselage upper frame, side frame and
fail-safe chord between Stringer S-10 and S-17, from STA 277 to STA 294.5, STA 360 to STA 520,
STA 727A to STA 907 and STA 1006, left and right side for any crack. If any crack is found, contact
The Boeing Company for repair instructions and do the repair and repeat PART 2: Detailed and General
Visual inspection for any crack. If no crack is found, repeat PART 2: Detailed and General Visual
inspection for any crack.
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 3 eddy current inspection
zones. For any repairs found contact The Boeing Company for alternative inspection(s) to this service
bulletin and do the inspections(s) and any corrective actions as applicable. Do PART 3: High Frequency
Eddy Current (HFEC) surface inspection at the unrepaired areas of the fuselage frame web stringer
cutouts at STA 277 and from STA 360 to STA 500, left and right side for any crack. If any crack is
found, contact The Boeing Company for repair instructions and do the repair and repeat PART 3: HFEC
surface inspection for any crack. If no crack is found, repeat PART 3: HFEC surface inspection for any
crack.
Group 2-9:
Do a general visual Inspection to determine if there are any repairs in the PART 4 eddy current inspection
zones. For any repairs found contact The Boeing Company for alternative inspection(s) to this service
bulletin and do the inspections(s) and any corrective actions as applicable. Do PART 4: Eddy Current
inspection at the unrepaired areas of the fuselage frame web at stringer clip attachments, reinforcement
doubler end fastener attachments, fail-safe chord at stringer flange attachments and detailed inspection
of the stringer flange at the fail-safe chord attachments from STA 360 to STA 500, left and right side
for any crack. If any crack is found, contact The Boeing Company for repair instructions and do the
repair and repeat PART 4: Eddy Current inspection for any crack. If no crack is found, repeat PART
4: Eddy Current inspection for any crack.
Group 2-9:
Do PART 5: General Visual inspection for open tooling hole in the frame web between Stringer S-14
and S-15 from STA 360 to STA 520, left and right side. If the tooling hole is not open, contact The
Boeing Company for alternative inspection(s) to this service bulletin and do the inspection(s) and any
corrective actions as applicable. If the tooling hole is open, do PART 6: Open hole High Frequency
Eddy Current (HFEC) inspection of the frame web at the affected open tooling hole between Stringer
S-14 and S-15, left and right side, for any crack. If any crack is found, contact The Boeing Company
for repair instructions and do the repair and repeat PART 6: Open hole HFEC inspection for any crack.
As an option, operators can do PART 7: Preventative Modification to terminate repeat inspections.
Group 5, 7-9:
Do PART 8: General Visual inspection for open tooling hole in the frame web between Stringer S-14
and S-15 from STA 380 to STA 520, left and right side. If the tooling hole is not open, no further action
is required. If the tooling hole is open, contact The Boeing Company for alternative inspection(s) to this
service bulletin and do the inspection(s) and any corrective actions as applicable.
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Group 7-9:
Do a general visual inspection to determine if there are any repairs in the PART 9 eddy current inspection
zones. For any repairs found contact The Boeing Company for alternative inspection(s) to this service
bulletin and do the inspections(s) and any corrective actions as applicable. Do PART 9: High Frequency
Eddy Current (HFEC) surface inspection at the unrepaired areas of the upper frame web around the
uppermost fastener of the frame splice between Stringer S-13 and S-14, from STA 380 to STA 520
and STA 727A to STA 907, left and right side, for any crack. If any crack is found, contact The Boeing
Company for repair instructions and do the repair and repeat PART 9: HFEC inspection for any crack.
If no crack is found, repeat PART 9: HFEC inspection for any crack.
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 10 eddy current
inspection zones. For any repairs found contact The Boeing Company for alternative inspection(s) to
this service bulletin and do the inspections(s) and any corrective actions as applicable. Do PART 10:
High Frequency Eddy Current (HFEC) surface inspection at the unrepaired areas of the fuselage frame
web stringer cutout from STA 727A to STA 747, left and right side, for any crack. If any crack is found,
contact The Boeing Company for repair instructions and do the repair and repeat PART 10: HFEC
inspection for any crack. If no crack is found, repeat PART 10: HFEC inspection for any crack.
Group 3:
Do PART 11: Detailed inspection of the fuselage frame integral inboard chord and web from STA 360
to STA 400, right side, for any crack or any dent If any crack or dent is found, contact The Boeing
Company for repair instructions and do the repair and repeat PART 11: Detailed inspection for any
crack or any dent If no crack or dent is found, repeat PART 11: Detailed inspection for any crack or
any dent
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 12 eddy current
inspection zones. For any repairs found contact The Boeing Company for alternative inspection(s) to
this service bulletin and do the inspections(s) and any corrective actions as applicable. Do PART 12:
High Frequency Eddy Current (HFEC) surface inspection at the unrepaired areas of the fuselage frame
integral inboard chord at the mop-sill attachment from STA 727A to STA 727B, left and right side, for
any crack. If any crack is found, contact The Boeing Company for repair instructions and do the repair
and repeat PART 12: HFEC inspection for any crack. If no crack is found, repeat PART 12: HFEC
inspection for any crack.
Group 2-9:
Do a general visual inspection to determine if there are any repairs in the PART 13 eddy current
inspection zones. For any repairs found contact The Boeing Company for alternative inspection(s) to
this service bulletin and do the inspections(s) and any corrective actions as applicable. Do PART 13:
Eddy Current inspections at the unrepaired areas of the frame web at the crease beam clip from STA
867 to STA 907, left and right side, for any crack. If any crack is found, contact The Boeing Company
for repair instructions and do the repair and repeat PART 13: Eddy Current inspection for any crack.
If no crack is found, repeat PART 13: Eddy Current inspection for any crack.
The work in this service bulletin is done in the maintenance zone(s) given below.
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Group 1:
Affected Maintenance Zones
ZoneModel
1-7, 1-8737-100, 737-200, 737-200C
Group 2:
Affected Maintenance Zones
ZoneModel
1-7, 1-8737-200
Group 3:
Affected Maintenance Zones
ZoneModel
1-7, 1-8737-200C
Group 4, 7:
Affected Maintenance Zones
ZoneModel
107, 108737-300
Group 5, 8:
Affected Maintenance Zones
ZoneModel
107, 108737-400
Group 6, 9:
Affected Maintenance Zones
ZoneModel
107, 108737-500
E. Compliance
The Federal Aviation Administration (FAA) will possibly release an Airworthiness Directive related to
this service bulletin. The Airworthiness Directive will make the compliance tasks and times given in this
service bulletin mandatory.
Do the required actions in accordance with Paragraph 3.B., Work Instructions.
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A logic diagram showing compliance tasks and compliance times is included as an aid in Appendices
B thru K.
When more than one OPTION is given for a CONDITION, do only one of the OPTION numbers. When
more than one ACTION is given for a CONDITION number or an OPTION number, do all of the ACTION
numbers for that CONDITION number or OPTION number.
Group 1:
The Boeing Company endorses the new FAA rules related to Limit of Validity (LOV) and recommends
immediate and permanent removal from service of any airplanes upon reaching the LOV, whether or
not it is operated under FAA jurisdiction. As such, The Boeing Company no longer provides maintenance
instructions for airplanes that have accumulated flight cycles beyond the LOV. Airplanes in Group 1
(line number 1-291) have accumulated flight cycles beyond the LOV of the maintenance program. 14
CFR 121.1115 and 129.115 prohibit operation of an airplane beyond its LOV.
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Table 1: PART - Title Index
DescriptionPART
DETAILED AND GENERAL VISUAL INSPECTION OF THE FUSELAGE UPPER FRAME, SIDE
FRAME AND FAIL-SAFE CHORD, BETWEEN STRINGER S-10 AND S-17, FROM STA 277
TO STA 294.5, STA 360 TO STA 520, STA 727A TO STA 907 AND STA 1006, LEFT AND
RIGHT SIDE
PART 2
HIGH FREQUENCY EDDY CURRENT (HFEC) SURFACE INSPECTION OF THE FUSELAGE
FRAME WEB STRINGER CUTOUT AT STA 277 AND FROM STA 360 TO STA 500, LEFT AND
RIGHT SIDE
PART 3
EDDY CURRENT INSPECTION OF THE FUSELAGE FRAME WEB AT STRINGER CLIP AT-
TACHMENTS, REINFORCEMENT DOUBLER END FASTENER ATTACHMENTS, FAIL-SAFE
CHORD AT STRINGER FLANGE ATTACHMENTS AND DETAILED INSPECTION OF THE
STRINGER FLANGE AT FAIL-SAFE CHORD ATTACHMENTS FROM STA 360 TO STA 500,
LEFT AND RIGHT SIDE
PART 4
GENERAL VISUAL INSPECTION FOR OPEN TOOLING HOLE IN THE FUSELAGE FRAME
WEB BETWEEN STRINGER S-14 AND S-15, FROM STA 360 TO STA 520, LEFT AND RIGHT
SIDE
PART 5
OPEN HOLE HIGH FREQUENCY EDDY CURRENT (HFEC) INSPECTION OF THE FUSELAGE
FRAME WEB AT THE AFFECTED OPEN TOOLING HOLE BETWEEN STRINGER S-14 AND
S-15, LEFT AND RIGHT SIDE
PART 6
PREVENTATIVE MODIFICATION OF THE FUSELAGE FRAME WEB AT THE AFFECTED
OPEN TOOLING HOLE BETWEEN STRINGER S-14 AND S-15
PART 7
GENERAL VISUAL INSPECTION FOR OPEN TOOLING HOLE IN THE FUSELAGE FRAME
WEB BETWEEN STRINGER S-14 AND S-15, FROM STA 380 TO STA 520, LEFT AND RIGHT
SIDE
PART 8
HIGH FREQUENCY EDDY CURRENT (HFEC) SURFACE INSPECTION OF THE FUSELAGE
UPPER FRAME WEB AROUND THE UPPERMOST FASTENER OF THE FRAME SPLICE
BETWEEN STRINGER S-13 AND S-14, FROM STA 380 TO STA 520 AND STA 727A TO STA
907, LEFT AND RIGHT SIDE
PART 9
HIGH FREQUENCY EDDY CURRENT (HFEC) SURFACE INSPECTION OF THE FUSELAGE
FRAME WEB STRINGER CUTOUT FROM STA 727A TO STA 747, LEFT AND RIGHT SIDE
PART 10
DETAILED INSPECTION OF THE FUSELAGE FRAME INTEGRAL INBOARD CHORD AND
WEB FROM STA 360 TO STA 400, RIGHT SIDE
PART 11
HIGH FREQUENCY EDDY CURRENT (HFEC) SURFACE INSPECTION OF THE FUSELAGE
FRAME INTEGRAL INBOARD CHORD AT THE MOP-SILL ATTACHMENT FROM STA 727A
TO STA 727B, LEFT AND RIGHT SIDE
PART 12
EDDY CURRENT INSPECTION OF THE FUSELAGE FRAME WEB AT THE CREASE BEAM
CLIP FROM STA 867 TO STA 907, LEFT AND RIGHT SIDE
PART 13
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Group 2-9:
Table 2: Inspection of the Fuselage Upper Frame, Side Frame and Fail-Safe Chord, between Stringer S-
10 and S-17, from STA 277 to STA 294.5, STA 360 to STA 520, STA 727A to STA 907 and STA 1006, Left
and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do PART 2 for any crack. (a)All airplanes.
-Before further flight.CONDITION 1 (ACTION 1):
Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 1:
ANY CRACK
FOUND.
9,000 flight cycles.
(a)
-CONDITION 1 (ACTION 2):
Repeat PART 2 for any crack.
9,000 flight cycles.
(a)
-Repeat PART 2 for any crack.CONDITION 2:
NO CRACK FOUND.
(a) Accomplishment of PART 9 HFEC inspection terminates the PART 2 detailed inspection of the upper
frame web at the uppermost frame splice fastener location only.
Group 2-9:
Table 3: Inspection of the Fuselage Frame Web Stringer Cutout at STA 277 and from STA 360 to STA
500, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do a general visual inspection
to determine if there are any re-
pairs in the PART 3 eddy cur-
rent inspection zones.
All airplanes.
-Before further flight.CONDITION 3 (ACTION 1):CONDITION 3:
Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable. (a)
ANY REPAIR
FOUND.
-Before further flight.CONDITION 3 (ACTION 2):
Do PART 3 at the unrepaired
areas for any crack.
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Group 2-9:
Table 3: Inspection of the Fuselage Frame Web Stringer Cutout at STA 277 and from STA 360 to STA
500, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.CONDITION 3.1 (ACTION 1):CONDITION 3.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 3.1 (ACTION 2):
Repeat PART 3 for any crack.
(a)(b)
9,000 flight cycles.-Repeat PART 3 for any crack.
(a)(b)
CONDITION 3.2:
NO CRACK FOUND.
-Before further flight.Do PART 3 for any crack.CONDITION 4:
NO REPAIR FOUND.
-Before further flight.CONDITION 4.1 (ACTION 1):CONDITION 4.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 4.1 (ACTION 2):
Repeat PART 3 for any crack.
(a)(b)
9,000 flight cycles.-Repeat PART 3 for any crack.
(a)(b)
CONDITION 4.2:
NO CRACK FOUND.
(a) It is not required to contact Boeing or do PART 3 inspections on the frame web at stringer cutout locations
where one of the following repairs has been installed:
1. For 737-200 airplanes repaired in accordance with 737-100/200  SRM 53-10-4, Figure 7, Figure
8, Figure 9, or Figure 11.
2. For 737-300 airplanes repaired in accordance with 737-300 SRM  53-00-07 Repair 4, Repair 5,
Repair 6 or Repair 8.
3. For 737-400 airplanes repaired in accordance with 737-400 SRM  53-00-07 Repair 4, Repair 5,
Repair 6 or Repair 8.
4. For 737-500 airplanes repaired in accordance with 737-500 SRM  53-00-07, Repair 4, Repair 5,
Repair 6 or Repair 8.
5. A frame repair where the stringer cutout radius has been elim inated by trimming off the shear
tie and is approved by the Boeing Organization Designation Authorization (ODA) via a FAA
Form 8100-9.
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Group 2-9:
Table 3: Inspection of the Fuselage Frame Web Stringer Cutout at STA 277 and from STA 360 to STA
500, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
(b) It is not required to do PART 3 inspections in areas where a repair covers the affected inspection zone
provided all of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
Group 2-9:
Table 4: Inspection of the Fuselage Frame Web at Stringer Clip Attachments, Reinforcement Doubler
End Fastener Attachments, Fail-Safe Chord at Stringer Flange Attachments and Detailed Inspection of
the Stringer Flange at the Fail-Safe Chord Attachments from STA 360 to STA 500, Left and Right Side.
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do a general visual inspection
to determine if there are any re-
pairs in the PART 4 eddy cur-
rent inspection zones.
All airplanes.
-Before further flight.CONDITION 5 (ACTION 1):CONDITION 5:
Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable.
ANY REPAIR FOUND
-Before further flight.CONDITION 5 (ACTION 2):
Do PART 4 at the unrepaired
areas for any crack.
-Before further flight.CONDITION 5.1 (ACTION 1):CONDITION 5.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 5.1 (ACTION 2):
Repeat PART 4 for any crack.
(a)
9,000 flight cycles.-Repeat PART 4 for any crack.
(a)
CONDITION 5.2:
NO CRACK FOUND.
-Before further flight.Do PART 4 for any crack.CONDITION 6:
NO REPAIR FOUND
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Group 2-9:
Table 4: Inspection of the Fuselage Frame Web at Stringer Clip Attachments, Reinforcement Doubler
End Fastener Attachments, Fail-Safe Chord at Stringer Flange Attachments and Detailed Inspection of
the Stringer Flange at the Fail-Safe Chord Attachments from STA 360 to STA 500, Left and Right Side.
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.CONDITION 6.1 (ACTION 1):CONDITION 6.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 6.1 (ACTION 2):
Repeat PART 4 for any crack.
(a)
9,000 flight cycles.-Repeat PART 4 for any crack.
(a)
CONDITION 6.2:
NO CRACK FOUND.
(a) It is not required to do PART 4 inspections in areas where a repair covers the affected inspection zone
provided all of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
Group 2-9:
Table 5: Inspection of the Fuselage Frame Web at the Open Tooling Hole Between Stringer S-14 and S-
15, from STA 360 to STA 520, Left and Right Side.
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do PART 5 for open tooling
hole. (a)
All airplanes.
-Before further flight.Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable.
CONDITION 7:
TOOLING HOLE IS
NOT OPEN.
-Before further flight.Do PART 6 for any crack.CONDITION 8:
TOOLING HOLE IS
OPEN.
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Group 2-9:
Table 5: Inspection of the Fuselage Frame Web at the Open Tooling Hole Between Stringer S-14 and S-
15, from STA 360 to STA 520, Left and Right Side.
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.CONDITION 9 (ACTION 1):
Contact The Boeing Company
for repair instructions and do the
repair.
CONDITION 9:
ANY CRACK
FOUND.
6,000 flight cycles.
(c)
-CONDITION 9 (ACTION 2):
OPTION 1: Repeat PART 6 for
any crack.
(a)(b)
-Before further flight.CONDITION 9 (ACTION 2):
OPTION 2: Do PART 7. (c)
6,000 flight cycles.
(c)
-CONDITION 10 (OPTION 1):
Repeat PART 6 for any crack.
(a)(b)
CONDITION 10:
NO CRACK FOUND.
-Before further flight.CONDITION 10 (OPTION 2):
Do PART 7. (c)
(a) If an insulation blanket stud is installed in the tooling hole, the tooling hole is considered open.
(b) It is not required to do PART 6 inspections at a tooling hole location that has been repaired provided all
of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
(c) Accomplishment of PART 7: PREVENTATIVE MODIFICATION at a tooling hole location is terminating
action to the repeat inspections at the modified tooling hole location only.
Group 5, 7-9:
Table 6: Inspection of the Fuselage Frame Web at the Tooling Hole Between Stringer S-14 and S-15,
from STA 380 to STA 520, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do PART 8 for open tooling
hole. (a)
All airplanes.
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### Page 39

Group 5, 7-9:
Table 6: Inspection of the Fuselage Frame Web at the Tooling Hole Between Stringer S-14 and S-15,
from STA 380 to STA 520, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
--No further action is required.CONDITION 11:
TOOLING HOLE IS
NOT OPEN
-Before further flight.Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable.
CONDITION 12:
TOOLING HOLE IS
OPEN.
(a) If an insulation blanket stud is installed in the tooling hole, the tooling hole is considered open.
Group 7-9:
Table 7: Inspection of the Fuselage Upper Frame Web Around the Uppermost Fastener of the Frame
Splice Between Stringer S-13 and S-14, from STA 380 to STA 520 and STA 727A to STA 907, Left and
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 40,000
total flight cy-
cles.
Do a general visual inspection
to determine if there are any re-
pairs in the PART 9 eddy cur-
rent inspection zones.
All airplanes.
-Before further flight.CONDITION 13 (ACTION 1):CONDITION 13:
Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable.
ANY REPAIR FOUND
-Before further flight.CONDITION 13 (ACTION 2):
Do PART 9 at the unrepaired
areas for any crack. (a)
-Before further flight.CONDITION 13.1 (ACTION 1):CONDITION 13.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
6,000 flight cycles.-CONDITION 13.1 (ACTION 2):
Repeat PART 9 for any crack.
(a)(b)
6,000 flight cycles.-Repeat PART 9 for any crack.
(a)(b)
CONDITION 13.2:
NO CRACK FOUND
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Group 7-9:
Table 7: Inspection of the Fuselage Upper Frame Web Around the Uppermost Fastener of the Frame
Splice Between Stringer S-13 and S-14, from STA 380 to STA 520 and STA 727A to STA 907, Left and
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.Do PART 9 for any crack. (a)CONDITION 14:
NO REPAIR FOUND
-Before further flight.CONDITION 14.1 (ACTION 1):CONDITION 14.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
6,000 flight cycles.-CONDITION 14.1 (ACTION 2):
Repeat PART 9 for any crack.
(a)(b)
6,000 flight cycles.-Repeat PART 9 for any crack.
(a)(b)
CONDITION 14.2:
NO CRACK FOUND.
(a) Accomplishment of PART 9 HFEC inspection terminates the PART 2 detailed inspection of the upper
frame web at the uppermost frame splice fastener location only.
(b) It is not required to do PART 9 inspections in areas where a repair covers the affected inspection zone
provided all of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
Group 2-9:
Table 8: Inspection of the Fuselage Frame Web Stringer Cutout from STA 727A to STA 747, Left and
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do a general visual inspection
to determine if there are any re-
pairs in the PART 10 eddy cur-
rent inspection zones.
All airplanes.
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Group 2-9:
Table 8: Inspection of the Fuselage Frame Web Stringer Cutout from STA 727A to STA 747, Left and
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.CONDITION 15 (ACTION 1):CONDITION 15:
Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable. (a)
ANY REPAIR FOUND
-Before further flight.CONDITION 15 (ACTION 2):
Do PART 10 at the unrepaired
areas for any crack.
-Before further flight.CONDITION 15.1 (ACTION 1):CONDITION 15.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 15.1 (ACTION 2):
Repeat PART 10 for any crack.
(a)(b)
9,000 flight cycles.-Repeat PART 10 for any crack.
(a)(b)
CONDITION 15.2:
NO CRACK FOUND.
-Before further flight.Do PART 10 for any crack.CONDITION 16:
NO REPAIR FOUND
-Before further flight.CONDITION 16.1 (ACTION 1):CONDITION 16.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 16.1 (ACTION 2):
Repeat PART 10 for any crack.
(a)(b)
9,000 flight cycles.-Repeat PART 10 for any crack.
(a)(b)
CONDITION 16.2:
NO CRACK FOUND.
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Group 2-9:
Table 8: Inspection of the Fuselage Frame Web Stringer Cutout from STA 727A to STA 747, Left and
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
(a) It is not required to contact Boeing or do PART 10 inspections on the frame web at stringer cutout locations
where one of the following repairs has been installed:
1. For 737-200 airplanes repaired in accordance with 737-100/200  SRM 53-10-4, Figure 7, Figure
8, Figure 9, or Figure 11.
2. For 737-300 airplanes repaired in accordance with 737-300 SRM  53-00-07 Repair 4, Repair 5,
Repair 6 or Repair 8.
3. For 737-400 airplanes repaired in accordance with 737-400 SRM  53-00-07 Repair 4, Repair 5,
Repair 6 or Repair 8.
4. For 737-500 airplanes repaired in accordance with 737-500 SRM  53-00-07, Repair 4, Repair 5,
Repair 6 or Repair 8.
5. A frame repair where the stringer cutout radius has been elim inated by trimming off the shear
tie and is approved by the Boeing Organization Designation Authorization (ODA) via a FAA
Form 8100-9.
(b) It is not required to do PART 10 inspections in areas where a repair covers the affected inspection zone
provided all of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
Group 3:
Table 9: Inspection of the Fuselage Frame Integral Inboard Chord and Web from STA 360 to STA 400,
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 30,000
total flight cy-
cles.
Do PART 11 for any crack or
any dent.
All airplanes.
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Group 3:
Table 9: Inspection of the Fuselage Frame Integral Inboard Chord and Web from STA 360 to STA 400,
Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.CONDITION 17 (ACTION 1):CONDITION 17:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK OR
ANY DENT FOUND.
9,000 flight cycles.-CONDITION 17 (ACTION 2):
Repeat PART 11 for any crack
or any dent.
9,000 flight cycles.-Repeat PART 11 for any crack
or any dent.
CONDITION 18:
NO CRACK OR
DENT FOUND.
Group 2-9:
Table 10: Inspection of the Fuselage Frame Integral Inboard Chord at the Mop-Sill Attachment from STA
727A to STA 727B, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 52,000
total flight cy-
cles.
Do a general visual inspection
to determine if there are any re-
pairs in the PART 12 eddy cur-
rent inspection zones.
All airplanes.
-Before further flight.CONDITION 19 (ACTION 1):CONDITION 19:
Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable.
ANY REPAIR FOUND
-Before further flight.CONDITION 19 (ACTION 2):
Do PART 12 at the unrepaired
areas for any crack.
-Before further flight.CONDITION 19.1 (ACTION 1):CONDITION 19.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 19.1 (ACTION 2):
Repeat PART 12 for any crack.
(a)
9,000 flight cycles.-Repeat PART 12 for any crack.
(a)
CONDITION 19.2:
NO CRACK FOUND.
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Group 2-9:
Table 10: Inspection of the Fuselage Frame Integral Inboard Chord at the Mop-Sill Attachment from STA
727A to STA 727B, Left and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.Do PART 12 for any crack.CONDITION 20:
NO REPAIR FOUND.
-Before further flight.CONDITION 20.1 (ACTION 1):CONDITION 20.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
9,000 flight cycles.-CONDITION 20.1 (ACTION 2):
Repeat PART 12 for any crack.
(a)
9,000 flight cycles.-Repeat PART 12 for any crack.
(a)
CONDITION 20.2:
NO CRACK FOUND.
(a) It is not required to do PART 12 inspections in areas where a repair covers the affected inspection zone
provided all of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
Group 2-9:
Table 11: Inspection of the Fuselage Frame Web at the Crease Beam Clip from STA 867 to STA 907, Left
and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Within 4,500
flight cycles af-
ter the original
issue date of
this service
bulletin.
Before 40,000
total flight cy-
cles.
Do a general visual inspection
to determine if there are any re-
pairs in the PART 13 eddy cur-
rent inspection zones.
All airplanes.
-Before further flight.CONDITION 21 (ACTION 1):CONDITION 21:
Contact The Boeing Company
for alternative inspection(s) to
this service bulletin and do the
inspection(s) and any corrective
actions as applicable.
ANY REPAIR FOUND
-Before further flight.CONDITION 21 (ACTION 2):
Do PART 13 at the unrepaired
areas for any crack.
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Group 2-9:
Table 11: Inspection of the Fuselage Frame Web at the Crease Beam Clip from STA 867 to STA 907, Left
and Right Side
Repeat Interval
(Not to Exceed)
Compliance Time
(Whichever Occurs Later)
ActionCondition
-Before further flight.CONDITION 21.1 (ACTION 1):CONDITION 21.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
6,000 flight cycles.-CONDITION 21.1 (ACTION 2):
Repeat PART 13 for any crack.
(a)
6,000 flight cycles.-Repeat PART 13 for any crack.
(a)
CONDITION 21.2:
NO CRACK FOUND.
-Before further flight.Do PART 13 for any crack.CONDITION 22:
NO REPAIR FOUND
-Before further flight.CONDITION 22.1 (ACTION 1):CONDITION 22.1:
Contact The Boeing Company
for repair instructions and do the
repair.
ANY CRACK
FOUND.
6,000 flight cycles.-CONDITION 22.1 (ACTION 2):
Repeat PART 13 for any crack.
(a)
6,000 flight cycles.-Repeat PART 13 for any crack.
(a)
CONDITION 22.2:
NO CRACK FOUND.
(a) It is not required to do PART 13 inspections in areas where a repair covers the affected inspection zone
provided all of the following conditions are met:
1. The repair is the corrective action to the crack condition id entified in this service bulletin and in-
stalled after the original issue date of this service bulletin, AND
2. The installed repair was approved by the Boeing ODA via a FAA  Form 8100-9.
F. Approval
This service bulletin was examined by the Federal Aviation Administration (FAA). The changes specified
in this service bulletin comply with the applicable regulations and are FAA approved, as well as European
Aviation Safety Agency (EASA)/Joint Aviation Authorities (JAA) approved for all EASA/JAA approved
airplanes listed in the service bulletin effectivity. This service bulletin and its approval were based on
the airplane in its original Boeing delivery configuration or as modified by other approved Boeing
changes.
If an airplane has a non-Boeing modification or repair that affects a component or system also affected
by this service bulletin, the operator is responsible for obtaining appropriate regulatory agency approval
before incorporating this service bulletin.
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G. Manpower
The table below shows an estimate of the task hours necessary to do this inspection for each airplane.
This estimate is for direct labor only, done by an experienced crew. Adjust the estimate with operator
task hour data if necessary. The estimate does not include lost time. These are some examples of lost
time:
• Time to adjust to the workplace
• Time to schedule the work
• Time to inspect the work
• Time to cure the materials
• Time to make the parts
• Time to find the tools
Group 2:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
6.006.001FIGURE 1
5.505.501FIGURE 2
5.105.101FIGURE 17
0.750.751FIGURE 18
5.105.101FIGURE 19
0.100.101FIGURE 20
0.600.601FIGURE 24
28.7028.701FIGURE 25
2.002.001FIGURE 26
24.6024.601FIGURE 27
0.100.101FIGURE 30
0.100.101FIGURE 31
1.001.001FIGURE 32
1.001.001FIGURE 34
0.350.351FIGURE 41
0.350.351FIGURE 42
4.504.501FIGURE 57
4.504.501FIGURE 58
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
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Group 2:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Close Access
161.35227.35TOTAL FOR EACH AIRPLANE
Group 3:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
4.104.101FIGURE 3
5.505.501FIGURE 4
0.800.801FIGURE 18
5.105.101FIGURE 19
24.6024.601FIGURE 27
0.100.101FIGURE 30
0.100.101FIGURE 31
0.300.301FIGURE 33
1.001.001FIGURE 34
0.350.351FIGURE 41
0.350.351FIGURE 42
3.003.001FIGURE 59
3.003.001FIGURE 60
0.500.501FIGURE 65
0.200.201FIGURE 68
0.200.201FIGURE 69
1.901.901FIGURE 72
1.901.901FIGURE 73
33.0066.002Close Access
119.00185.00TOTAL FOR EACH AIRPLANE
Group 4:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
7.207.201FIGURE 5
6.706.701FIGURE 6
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Group 4:
Elapsed HoursTask HoursNumber of PersonsTask
5.105.101FIGURE 17
0.800.801FIGURE 18
5.105.101FIGURE 19
0.100.101FIGURE 20
0.600.601FIGURE 24
28.7028.701FIGURE 25
2.102.101FIGURE 26
24.6024.601FIGURE 27
0.100.101FIGURE 30
0.100.101FIGURE 31
1.201.201FIGURE 35
1.201.201FIGURE 36
0.350.351FIGURE 41
0.350.351FIGURE 42
4.504.501FIGURE 61
4.504.501FIGURE 62
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
33.0066.002Close Access
164.30230.30TOTAL FOR EACH AIRPLANE
Group 5:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
8.408.401FIGURE 7
7.907.901FIGURE 8
5.105.101FIGURE 17
0.800.801FIGURE 18
5.105.101FIGURE 19
0.100.101FIGURE 20
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Group 5:
Elapsed HoursTask HoursNumber of PersonsTask
0.600.601FIGURE 24
28.7028.701FIGURE 25
2.102.101FIGURE 26
24.6024.601FIGURE 27
0.100.101FIGURE 30
0.100.101FIGURE 31
1.301.301FIGURE 37
1.301.301FIGURE 38
0.350.351FIGURE 41
0.350.351FIGURE 42
0.200.201FIGURE 43
0.200.201FIGURE 44
4.504.501FIGURE 61
4.504.501FIGURE 62
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
33.0066.002Close Access
167.30233.30TOTAL FOR EACH AIRPLANE
Group 6:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
6.006.001FIGURE 9
5.505.501FIGURE 10
0.800.801FIGURE 18
0.100.101FIGURE 21
3.603.601FIGURE 22
3.403.401FIGURE 23
0.600.601FIGURE 24
20.5020.501FIGURE 28
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Group 6:
Elapsed HoursTask HoursNumber of PersonsTask
20.5020.501FIGURE 29
0.100.101FIGURE 30
0.100.101FIGURE 31
0.900.901FIGURE 39
0.900.901FIGURE 40
0.350.351FIGURE 41
0.350.351FIGURE 42
4.504.501FIGURE 61
4.504.501FIGURE 62
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
33.0066.002Close Access
143.70209.70TOTAL FOR EACH AIRPLANE
Group 7:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
7.207.201FIGURE 5
6.706.701FIGURE 6
2.602.601FIGURE 11
2.602.601FIGURE 12
5.105.101FIGURE 17
0.800.801FIGURE 18
5.105.101FIGURE 19
0.100.101FIGURE 20
0.600.601FIGURE 24
28.7028.701FIGURE 25
2.102.101FIGURE 26
24.6024.601FIGURE 27
0.100.101FIGURE 30
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Group 7:
Elapsed HoursTask HoursNumber of PersonsTask
0.100.101FIGURE 31
0.350.351FIGURE 41
0.350.351FIGURE 42
1.101.101FIGURE 45
1.101.101FIGURE 46
3.103.101FIGURE 51
3.103.101FIGURE 52
4.504.501FIGURE 61
4.504.501FIGURE 62
0.800.801FIGURE 63
0.800.801FIGURE 64
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
33.0066.002Close Access
177.10243.10TOTAL FOR EACH AIRPLANE
Group 8:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
8.408.401FIGURE 7
7.907.901FIGURE 8
3.103.101FIGURE 13
3.103.101FIGURE 14
5.105.101FIGURE 17
0.800.801FIGURE 18
5.105.101FIGURE 19
0.100.101FIGURE 20
0.600.601FIGURE 24
28.7028.701FIGURE 25
2.102.101FIGURE 26
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Group 8:
Elapsed HoursTask HoursNumber of PersonsTask
24.6024.601FIGURE 27
0.100.101FIGURE 30
0.100.101FIGURE 31
0.350.351FIGURE 41
0.350.351FIGURE 42
1.501.501FIGURE 47
1.501.501FIGURE 48
3.603.601FIGURE 53
3.603.601FIGURE 54
4.504.501FIGURE 61
4.504.501FIGURE 62
0.800.801FIGURE 63
0.800.801FIGURE 64
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
33.0066.002Close Access
182.30248.30TOTAL FOR EACH AIRPLANE
Group 9:
Elapsed HoursTask HoursNumber of PersonsTask
33.0066.002Open Access
6.006.001FIGURE 9
5.505.501FIGURE 10
2.102.101FIGURE 15
2.102.101FIGURE 16
0.800.801FIGURE 18
0.100.101FIGURE 21
3.603.601FIGURE 22
3.403.401FIGURE 23
0.600.601FIGURE 24
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Group 9:
Elapsed HoursTask HoursNumber of PersonsTask
20.5020.501FIGURE 28
20.5020.501FIGURE 29
0.100.101FIGURE 30
0.100.101FIGURE 31
0.350.351FIGURE 41
0.350.351FIGURE 42
0.900.901FIGURE 49
0.900.901FIGURE 50
2.602.601FIGURE 55
2.602.601FIGURE 56
4.504.501FIGURE 61
4.504.501FIGURE 62
0.350.351FIGURE 66
0.350.351FIGURE 67
2.152.151FIGURE 70
2.152.151FIGURE 71
33.0066.002Close Access
153.10219.10TOTAL FOR EACH AIRPLANE
H. Weight and Balance Changes
None.
I. Electrical Load Data
Not changed.
J. References
1. Existing Data:
a. Boeing Service Bulletin 737-53A1108, 737-53A1241, 737-53A1261 , 737-53A1339
b. Boeing Service Letter 737-SL-51-042
c. Boeing Service Related Problem (SRP) 737-SRP-53-0504
d. Boeing Fleet Team Digest (FTD) 737-FTD-53-10004
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e. Service Bulletin Index D6-19567
f. Standard Overhaul Practices Manual (SOPM) 20-30-03, 20-41-02,  20-50-12
g. 737 Non-Destructive Testing (NDT) Manual Part 6, 51-00-00, Part 6, 51-00-26, Part 6, 53-30-00
h. 737-100/200 Aircraft Maintenance Manual (AMM) 25-21-00, 25-21-21, 25-21-300, 25-21-311,
25-21-339, 25-21-346, 25-21-347, 25-21-51, 25-22-00, 25-31-51, 25-40-01
i. 737-100/200 Structural Repair Manual (SRM) 51-30-02, 51-40-05 , 53-10-4
j. 737-300/400/500 Aircraft Maintenance Manual (AMM) 25-21-39, 25-21-46, 25-22-00, 25-31-11,
25-40-01
k. 737-300 Structural Repair Manual (SRM) 51-40-02, 51-40-05, 53 -00-07
l. 737-400 Structural Repair Manual (SRM) 51-40-02, 51-40-05, 53 -00-07
m. 737-500 Structural Repair Manual (SRM) 51-40-02, 51-40-05, 53 -00-07
2. Data Supplied with this Service Bulletin:
None.
3. Installation Drawings Used in the Preparation of this Service  Bulletin:
TitleDrawing Number
FRAME AND BEAM INSTL STA 27765-45805
FRAME INSTL - BODY STA 36065-58280
FRAME INSTL - BODY STA 38065-46525
FRAME INSTL - BODY STA 40065-46526
FRAME INSTL - BODY STA 40065C33509
FRAME INSTL - FORWARD CARGO DOOR FORWARD SIDE65C33514
FRAME INSTL - BODY STA 42065-46527
FRAME INSTL - BODY STA 42065C33510
FRAME INSTL - BODY STA 44065-20722
FRAME INSTL - BODY STA 44065-46529
FRAME INSTL - BODY STA 44065C33511
FRAME INSTL - BODY STA 46065-46530
FRAME INSTL - BODY STA 46065C33512
FRAME INSTL - BODY STA 48065-46532
FRAME INSTL - BODY STA 48265C34355
FRAME INSTL - BODY STA 482A65C34356
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### Page 55

TitleDrawing Number
FRAME INSTL - BODY STA 482B65C34357
FRAME INSTL - BODY STA 50065-46533
FRAME INSTL - BODY STA 50065-54956
FRAME INSTL - BODY STA 500A65-46593
FRAME INSTL - BODY STA 500A65-54957
FRAME INSTL - BODY STA 500B65-46594
FRAME INSTL - BODY STA 500B65-54958
FRAME INSTL - BODY STA 500B65C22908
FRAME INSTL - BODY STA 500C65C22909
FRAME INSTL - BODY STA 500D65C22910
FRAME INSTL - BODY STA 500E65C32351
FRAME INSTL - BODY STA 500F65C32352
FRAME INSTL - BODY STA 500G65C32353
FRAME INSTL - BODY STA 52065-46534
FRAME INSTL - BODY STA 52065-62173
FRAME INSTL - BODY STA 727A65-46595
FRAME INSTL - BODY STA 727B65-46596
FRAME INSTL - BODY STA 727C65C25228
FRAME INSTL - BODY STA 727D65C25229
FRAME INSTL - BODY STA 727E65C25230
FRAME INSTL - BODY STA 727F65C32395
FRAME INSTL - BODY STA 727G65C32396
FRAME INSTL - BODY STA 74765-46548
FRAME INSTL - BODY STA 76765-46549
FRAME INSTL - BODY STA 78765-46550
FRAME INSTL - BODY STA 80765-46551
FRAME INSTL - AFT CARGO DOOR BODY STA 82765-46552
FRAME INSTL - BODY STA 84765-46554
FRAME INSTL - BODY STA 84765-47960
FRAME INSTL - BODY STA 86765-46555
FRAME INSTL - BODY STA 88765-46557
FRAME INSTL - BODY STA 90765-46558
FRAME INSTL- BODY STA 100665-46567
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### Page 56

The table above lists applicable drawings used to prepare this service bulletin. The drawings are
not necessary to make the specified changes, and are not supplied with this service bulletin. The
drawings may not be applicable to all airplane configurations or operators.
K. Publications Affected
1. Publications:
None.
2. Damage Tolerance Based Structural Inspections:
Boeing has evaluated the repairs and/or changes in this service bulletin for effects on Fatigue
Critical Structure (FCS) and for changes to Damage Tolerance Inspections (DTI) required in the
Maintenance Program. This service bulletin affects FCS but no new DTIs are necessary.
L. Interchangeability and Intermixability of Parts
Accomplishment of this service bulletin does not affect interchangeability or intermixability of parts.
M. Software Accomplishment Summary
Not affected.
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### Page 57

2.    MATERIAL INFORMATION
A. Material - Price and Availability
None.
B. Industry Support Information
Boeing warranty remedies are not available for the inspection procedures given in this service bulletin.
C. Parts Necessary for Each Airplane
1. Kits/Parts
None.
2. Parts and Materials Supplied by the Operator
The following parts or materials are necessary to do the change in this service bulletin. Parts and
materials in the manuals given in Paragraph 1.J., References, can also be necessary. Examine
operator part and material supply to make sure all necessary parts and materials are available.
Group 2-9:
NotesNameQTYPart Number / Specifi-
cation
(a)(e)RIVET20BACR15BB10AD()C
(e)LINING ATTACHMENT STUD20OP1913-1 (Optional
2045081-1)
(b)(c)(e)PRIMER1 PintBMS 10-11 Type I
(b)(d)(e)ADHESIVE4 ouncesBMS 5-105, Type II,
Class 1, 2 or 3
(a) Refer to 737 Structural Repair Manual Chapter 51 for alternate fasteners.
(b) Refer to the Qualified Products List at the end of the Boeing Material Specification (BMS)
for supplier data.
(c) Some primers contain Strontium Chromate and will not be available in the European
Union after January 2019 without an authorization. EU operators are encouraged to ensure
their suppliers are authorized to provide the material after the sunset date and users
comply with the risk mitigation measures and operational conditions.
(d) Bond the new lining attachment stud with BMS 5-105, Type II, Class 1, 2 or 3 (Type 89).
Alternative adhesives are BMS 5-92, Type V, Class 1 or 2 (Type 117) or PR2701 (Type
121). Refer to SOPM 20-50-12 as an accepted procedure.
(e) Parts and consumables will only be required if the Preventative Modification is done.
3. Parts Modified and Reidentified
None.
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### Page 58

4. Parts Removed and Not Replaced
None.
D. Parts Necessary to Change Spares
None.
E. Special Tooling - Price and Availability
None.
F. Special Tooling Necessary to do this Service Bulletin
No special tools or equipment are necessary to do the change in this service bulletin. But, maintenance
and overhaul tools in the manuals given in Paragraph 1.J., References, can be necessary. Examine
operator tool supply to make sure all necessary tools are available.
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### Page 59

3.    ACCOMPLISHMENT INSTRUCTIONS
A. GENERAL INFORMATION
KEEP THE WORK AREA, WIRES AND ELECTRICAL BUNDLES CLEAN OF
METAL PARTICLES OR CONTAMINATION WHEN YOU USE TOOLS. UNWANTED
MATERIAL, METAL PARTICLES OR CONTAMINATION CAUGHT IN WIRE
BUNDLES CAN CAUSE DAMAGE TO THE BUNDLES. DAMAGED WIRE BUNDLES
CAN CAUSE SPARKS OR OTHER ELECTRICAL DAMAGE.
CAUTION
NOTE: 1. Manual titles are referred to by acronyms. Refer to Paragraph  1.J., References, for
definition of the acronyms.
2. Obey all of the warnings and cautions given in the specified manual sections.
3. Unless shown differently, these dimensions and tolerances are  used:
– Linear dimensions are in inches
– Tolerance on linear dimensions, other than rivet and bolt edge  margins, is plus
or minus 0.03 inch
– Tolerance on rivet and bolt edge margin is plus or minus 0.05 inch
– Angular tolerance is plus or minus 2 degrees
– Hole dimensions for standard solid rivets and fasteners are in  Structural Repair
Manual (SRM) Chapter 51
– Torque Values:
— Values for structural fasteners are given in 737 Structural Repair Manual,
Chapter 51.
— Values for airframe maintenance tasks are included in Chapter 20 of 737
Aircraft Maintenance Manual (AMM).
— Values for engine maintenance tasks are included in Chapter 70 of 737
Aircraft Maintenance Manual (AMM).
4. A Detailed Inspection is defined as: An intensive examination  of a specific item,
installation, or assembly to detect damage, failure, or irregularity. Available lighting
is normally supplemented with a direct source of good lighting at an intensity deemed
appropriate. Inspection aids such as mirrors, magnifying lenses, etc. may be
necessary. Surface cleaning and elaborate procedures may be required.
5. A General Visual Inspection is defined as: A visual examinati on of an interior or
exterior area, installation or assembly to detect obvious damage, failure or irregularity.
This level of inspection is made from within touching distance unless otherwise
specified. A mirror may be necessary to enhance visual access to all exposed surfaces
in the inspection area. This level of inspection is made under normally available
lighting conditions such as daylight, hangar lighting, flashlight or drop-light and may
require removal or opening of access panels or doors. Stands, ladders or platforms
may be required to gain proximity to the area being checked.
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### Page 60

6. These work instructions refer to procedures included in other  Boeing documents.
When the words "refer to" are used and the operator has an accepted alternative
procedure, the accepted alternative procedure can be used. When the words "in
accordance with" are included in the instruction, the procedure in the Boeing document
must be used.
7. Boeing Service Letter 737-SL-51-042, Damage Reporting and Rep air Plan/Design
Guidelines, is an acceptable procedure to request information from Boeing for
additional structural repair instructions. The Service Letter describes what information
must be provided to Boeing before a structural repair can be provided.
8. Refer to APPENDIX A for TYPICAL FRAME CONSTRUCTION AND COMPON ENT
IDENTIFICATION.
9. Refer to APPENDIX B thru APPENDIX K for logic diagrams. Logic  diagrams are
provided as an aid only. Information contained in Paragraph 1.E., Compliance, is
the primary source for compliance times. Information in Paragraph 3.B., Work
Instructions is the primary source for tasks required for compliance.
10. The instructions in Paragraph 3.B., Work Instructions and th e figures can include
operation of tools or test equipment. Boeing Engineering Tool Drawings, the Illustrated
Tool and Equipment Manual, and the Special Tool and Ground Handling Drawing
Index contain data on versions of the tools or test equipment that you can use. It is
permitted to use replaced tools. It is not permitted to use superseded tools.
11. If it is necessary to remove more parts for access, you can remove those parts. If
you can get access without removing identified parts, it is not necessary to remove
all of the identified parts. Jacking and shoring limitations must be observed.
12. Use of colors in Figures is based on guidance from the ATA e -Business Program
(ATA) iSpec 2200.
13. When more than one OPTION is given for a CONDITION, do only one of the OPTION
numbers. When more than one ACTION is given for a CONDITION number or an
OPTION number, do all of the ACTION numbers for that CONDITION number or
OPTION number.
14. The compliance times for the actions in Paragraph 3.B., WORK  INSTRUCTIONS
are in Paragraph 1.E., Compliance.
15. Some steps in the Work Instructions are labeled as Required for Compliance (RC).
If this service bulletin is mandated by an Airworthiness Directive (AD), then the steps
labeled as RC, including sub-steps under an RC step and any figures identified in
an RC step, must be done to comply with the AD. If a step or sub-step is labeled
"RC Exempt," then the RC requirement is removed from that step or sub-step. An
Alternative Method of Compliance (AMOC) is required for any deviations to RC steps,
including sub-steps and identified figures. Steps not labeled as RC may be deviated
from using accepted methods in accordance with the operator's maintenance or
inspection program without obtaining approval of an AMOC. This is provided that
the RC steps, including sub-steps and identified figures, can still be done as specified,
and the airplane can be put back in an airworthy condition.
16. Use the table below for the description of each PART.
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