1

Lecturer: Mr. MOHD HELMI BIN ABDUL RAHIM

1.

Group 2:
1) MUHAMMAD ALIF NAJMI BIN OMAR
2) SYUKRI QUSYAIRI BIN HADENOR
3) MOHD AZRUL ARIEF BIN MOHD AZMI
4) FARITH AMINUALLAH ANWAR BIN ZULKIFLI
5) AMIRUL HAIKAL BIN ZAINAL
6) NUR ELIYINA BINTI ROSLAN

Define Scribe Mark.

A number of Boeing Model 737,747,757 and 767 were reported to have
multiple scribe mark scratches at significant structural parts of the aircraft (i.e
fuselage skin lap joints, butt joints). This scribe mark scratches were caused by
the use of sharp scrapers (possibly made of metal, certain woods, or plastic),
putty knives, razor blade, or other tools used to remove sealant or trim decals.
This tools can damage the clad layer of fuselage skins. This scratches can be
hidden by sealant and may reside just under the lap joint step depending on the
tool angle.
One of Boeing 737 , which has scribe mark scratches in the mid-1990,
has developed into five to ten inches of crack after 21 000 to 25 000 flight
cycles. Because the repair of the crack is expensive one operate has decided to
retire the aircraft at 22 000 flight cycles. According to the FFA, a number of other
type aircraft are also affected. Our search of aircraft accident database
concluded that a Boeing 727 had experienced cabin decompression after the
fuselage skin peeled off from its stringers in 1998. NTSB concluded that the skin
failure was the result of scribe mark scratches which was introduced during the
aircraft maintenance.
It is obvious that such scribe mark scratches, if not repaired, will initiate
fatigue cracks and resulting in widespread multi-site fatigue damaged (MSD),
which would result in rapid decompression and loss of aircraft in-flight. Scribing
mark scratches run across the tear straps and adjacent to lap joint lower row
MSD could potentially lead to very long cracks (zipper effect). Aloha airlines
737 and Air China 747 accidents were the result of MSD.
Boeing has reviewed and proposed changes to the structural repair
manual (SRM) for the Boeing Model 737. This changes will be published in the
September revision of the 737 SRM. Boeing issued and inspection SB for Boeing
Model 737 classic fleet on 9th December 2004. The FAA is considering mandating
this SB.

2. Explain how does scribe mark are related to human factor and

awareness.
Aviation safety relies heavily on maintenance. When it is not done
correctly, it contributes to a significant proportion of aviation accidents and
incidents. Some example of maintenance errors are parts, and necessary checks
not being performed. In comparison to many other threats to aviation safety, the
mistakes of an aviation maintenance technician (AMT) can be more difficult to
detect. Often times, these mistakes are present but not visible and have the
potential to remain latent, affecting the safe operation of aircraft for longer
periods of time.
AMTs are confronted with a set of human factors unique within aviation.
Often times, they are working in the evening or early morning hours, in confined
spaces, on platforms that are up high, and in a variety of adverse
temperature/humidity conditions. The work can be physically strenuous, yet it
also requires attention to detail. Because of the nature of the maintenance tasks,
AMTs commonly spend more time preparing for a task than actually carrying it
out. Proper documentation of all maintenance work is key a key element, and
AMTs typically spend as much time updating maintenance logs as they do
performing the work.
Human factors awareness can lead to improved quality, an environment
that ensures continuing worker and aircraft safety, and a more involved and
responsible work force.

3. In your opinion how to prevent the scribe mark problem.

The scratches or scribe marks, occurs when a plane is prepared for
repainting. Workers scrape off a sealant used on the joints that hold together
sections of the aircrafts aluminium skin. The scribe marks can lead to deeper
cracks that can spread, potentially leading to an uncontrolled decompression
that can strip off pieces at the skin.
They are a few ways to prevent the scribe mark problem. Firstly, the
workers in the aircraft maintenance must be discipline in their work. We all need
to exercise self-discipline to be successful in life. For the aircraft maintenance
they must being discipline in follow the procedures that have make to guide
them. This procedures will help the workers to reduce the mistake or damage to
the aircraft.
Furthermore, employers must be monitor in their activities and behaviour
of their employees in the workplace. Employers believes that employee who
knows that he is being watched and monitored by his employee is more likely to
do perfectly on his job and complete the work. This monitoring will help to
prevent from this problem.

3
Last but not least, an aircraft maintenance must use the suitable hand
tools to operate with the aircraft. They are a few type of hand tools such as
scriber block and scribing compass. This can help to prevent scribe mark
problem occurs which may cause the aircraft to burst out or crash in the air that
can lead to death and lost at properties in an aviation company to our country.

4. How does aircraft safety affected by scribe mark?

Scribe mark scratches, if not repair, will initiate fatigue cracks and
resulting widespread multi-site fatigue damage (MSD), which would result in
rapid decompression and loss of aircraft in-flight. The clad layer might be change
because of scribe mark which will lead to aircraft corrosion and metal structure
damages.
Aircraft aerodynamics will be cause due to the scribe marks because
external force from outside will push and the possibilities for the scribe mark to
increase is very high.

5. In the case of Ryan Air and FLS Aerospace who is responsible

for the Scribe Mark Damage? Explain your answer.
In our opinion, FLS is responsible for the Scribe Mark Damage because
there are factors that lead to the case. Firstly, It is unfortunate that Ryanair has
publicly associated FLS aerospace with this matter as there is no evidence
whatsoever that these scratches occurred as a result of painting carried out at
FLS Aerospace. Furthermore, that scribe marks caused by maintenance facilities
use of metal, instead of wooden, instruments to remove paint from lap joints
could lead to catastrophic damage to the fuselage. Moreover, It added that a
Boeing examination revealed that scribing can lead to cracks 130mm-250mm (510in)-long 24 000 cycles after the damage was caused. One aircraft showed
cracking after only 22 000 cycles. Last but not least, Boeing says it has been
asking all operators to inspect all aircraft for scribe marks at all structural edgesincluding lap joints-between fuselage panels and butt joints forming the
circumferential seam between fuselage sections. FLS Aerospace had violating the
ban by using sharp instruments to cut off the sealant. So it is prove that FLS is
responsible for the Scribe Mark Damage.