05 Scribe Lines

Scribe Lines
737 Classic
Contents
Background
Inspection Service Bulletin
Overview
Zonal Maps
Zonal Compliance Charts
Limited Return To Service (LRTS)
Pre-Threshold Scribe Finding
Example
Skin Trim
Training
Repairs
March 2005
Background
Since Feb 2003, Boeing has received reports of multiple scribe

lines in multiple locations on fifty-four 737 Classics, eight
747s, one 767, and one 757
One 737-200 airplane had 5 inch crack in a lap joint, a second

airplane had two cracks (5 and 8 inches) in adjacent bays of a
lap joint, and all due to scribe lines
One 747-400 had a 30-inch crack at the BS 2180 butt joint and
one 747-200 had a 30-inch crack at the BS 400 butt joint, both
due to improper sealant removal
March 2005
Background
Scribe lines appear to be caused by the use
of putty knives, razor blades, or other tools
used to remove sealant or to trim decals
(even plastic scrapers can damage the clad
layer of fuselage skins)
Scribe lines are generally 0.001 (0.025 mm)

to 0.005 (0.127 mm) deep, and many times do
not penetrate the ~0.003 clad layer (.076 mm)
Scribe lines typically run parallel (within 0.25

or 6.25 mm) to the upper skin at lap joints and
vertically in the splice strap between skins at
butt joints
Scribe can be hidden by sealant and may

reside just under the lap joint step depending
on tool angle
March 2005
Background
March 2005
Typical Scribe Detail - 737 Classic

Lap Joint (LN 292 -2565)
CL
Frame
Up
Upper Skin
(.036)
10
Inbd
Upper
Doubler
(.036)
Scribe in
Lower Skin
View From Outside
Scribe
Lower Skin
(.036)
Sealant
A-A
March 2005
March 2005
Mapping of Visible Scribe Lines on One

737-200
Cracks (5 and 10 inches)
Visible Scribe Lines
March 2005
737 Crack Assessment
Cracks initiated from scribe lines

Approximately 22,000 to 24,000 cycles from scribe marking to
cracks growing through the thickness of the skin
Cracks initiate at multiple points along the length of each
scribe line (MSD Multi Site Damage)
Scribing across tear straps and adjacent to lap joint lower
row MSD could potentially lead to very long cracks (zipper
effect)
Many variables affect crack initiation and growth (scatter
factor)
March 2005
Scribed Airplanes
Fifty-four 737 Classic airplanes are known to have scribes
(out of 81 inspected ~ 67%)
30 737-200s
20 737-300s
4 737-400s
8 operators in USA, 7 in Europe, 2 in Canada, 1 in Australia,

1 in Africa, 1 in South America, and 1 in Central America
March 2005
10
Lap/Butt Joint Mechanics

Upper Skin
Bonded
Doubler
0 KSI
Outer Fiber
KSI
Inner Fiber
Chem-mill Cracks
Scribe Cracks
Lower Skin
KSI
KSI
Inner Fiber
Outer Fiber
Unloaded Lap Joint

March 2005
Loaded Lap Joint

11
737 Cracking Behavior

Scribe cracks initiate at multiple sites (many per inch) along the
scribe
Multiple Crack Initiation Sites
Skin
Scribe
Multiple small cracks link up before they grow through thickness

creating a continuous long crack partially through the thickness
Skin Thickness
Crack Fronts Link Up Partially Through Skin Thickness
March 2005
12
737 Cracking Scenarios

CL
Frame
Up
Upper Skin
(.036)
10
Inbd
Upper
Doubler
(.036)
Scribe in
Lower Skin
Typical Lower
Skin, Lower
Row Crack
March 2005
View From Outside
.36 TYP
Lower Row
Crack
Lower Skin
(.036)
Scribe
A-A
13

Local Scribe Damage
Scenario
1
Scribe in
Lower Skin
Lower
Row
Cracks
Scribe in
Lower Skin
March 2005
Scribe Induced
Cracks
Scribe/Lower
Row Interaction
Scribe Induced
Cracks
14

Continuous Scribe Damage
Scenario
3
Scribe Induced
Crack
Lower
Row
Cracks
4
Scribe/Lower
Row
Interaction
March 2005
Scribe Induced
Crack
15
Where We Were
The initial position of the FAA was that scribe lines are known
damage and must be repaired before returning the airplane to
service
Boeing worked with the FAA to establish a Limited Return To

Service (LRTS) plan to allow short term operation of airplanes
that would otherwise be grounded
The initial LRTS plan consisted of burdensome inspections of

scribed areas until scribe damage was repaired (based on
limited initial data and analysis)
An inspection service bulletin has now been developed, with

FAA and operator involvement, that maintains safety but is less
burdensome than the original LRTS
March 2005
16
Working Group
Air Transport Association (ATA) sponsored
Integral part of the Lead Airline Process
Members: Boeing, the FAA (ACO and FSDO), ATA, and airlines:
US Airways
- United
Continental
- Lufthansa (LTK)
Delta
- Qantas
Southwest
March 2005
17
737 Classic Fleet Action Plan
An inspection service bulletin using a risk based zonal approach

was released on 09 Dec 04
A Repair/Modification service bulletin is scheduled for release late

in 2005
Improved sealant removal process and tools have been developed

and are continuing to be refined
Training materials for use by airline/MRO/paint facilities are being

developed (posters/videos)
A trim tool is being developed to address hidden lines that

may mitigate inspection/repair costs and reduce down time
March 2005
18
Inspection
Service Bulletin
737-53A1262
Where We Are Going
The FAAs initial position, based on limited data, was that

scribes are known damage and must be repaired
Since that time, more fleet data has become available,

extensive analysis has been performed, and specific
inspection techniques have been developed
These actions support a new position:

Scribes can be viewed as allowable damage and an
inspection program can be implemented to preclude
potential cracks from becoming critical
March 2005
20
Where We Are Going
The FAA views the current service bulletin approach as a

relieving program, allowing operators to fly with allowable
damage
An inspection service bulletin using a phased zonal

approach has been released
Key features of the bulletin are:

Specific inspection locations (zones)
Phased compliance thresholds
Return to service options if scribe lines are found
Boeing understands the FAA is considering regulatory action,

such as an NPRM, to mandate the service bulletin
March 2005
21
Service Bulletin Applicability
Applicable to all 737 Classic airplanes (L/Ns 1 3132)

Some exemptions/exceptions are possible:
Airplanes that have never been stripped or repainted since delivery from Boeing
are exempt from lap joint, butt joint, repair and door scuff plate inspections
Airplanes for which records substantiate that the wing-to-body fairing was never
removed since delivery from the OEM are exempt from the wing-to-body fairing
inspections
Airplanes that have never had decals installed are exempt from inspecting the
decal areas
For each repair, if the operators records show that the airplane has never been
stripped or painted since the repair was installed, then the inspections for that
specific repair are not required
Airplanes for which records substantiate that they have never been stripped or
repainted under the wing-to-body fairing are exempt from the wing-to-body fairing
inspections
Airplanes for which records substantiate sealant removal was performed using the
sealant removal processes identified in this service bulletin during all prior
operations since delivery from Boeing are exempt from lap joint, butt joint, repair
and door scuff plate inspections
March 2005
22
Schedule
Initial release: Covers all 737 Classic airplanes

Released on 09 Dec 2004
Rev 1: Revised for 737-400/500 bonded skins

Release planned for 31 Mar 2005
Rev 2: Revised for 737-300/400/500 solid skins and 737-200C

Release planned for 22 Jul 2005
March 2005
23
Service Bulletin Overview

There are three concepts that are key to understanding the
service bulletin:
Where:
Zonal Maps
When:
Zone
Compliance
LRTS
How to Return to Flight : Zonal LRTS Plan
March 2005
24
Zonal Maps
Zone
Zonal Maps
Zone
Scribe lines have been found over large areas of the airplane: lap joints,
butt joints, wing-to-body fairings, decal areas, window frames, door
thresholds, repair doublers, etc.
To manage the large amount of area requiring inspection while

maintaining safety, SB 737-53A1262 will allow a phased zonal
approach
This approach provides a method to prioritize aircraft inspections by

addressing the more critical locations first
This approach also results in sequenced maintenance activity, thus

reducing operator burden
Zonal maps were developed by extensive analysis of the scribe

locations, examination of specific structural details and local stress
states, and application of a non-linear structural analysis to the details
March 2005
26
Zonal Maps
Zone
Each zone is based on a fatigue threshold

Zone 1: Scribe crack threshold < 30K cycles
- Zone 1A: Areas susceptible to lap joint lower row
Multi Site Damage (MSD)
- Zone 1B: All other zone 1 areas
Zone 2: Scribe crack threshold between 30K and 50K cycles
(No MSD)
Zone 3: Scribe crack threshold between 50K and 100K
(No MSD)
Areas with scribe crack thresholds above 100K are not shown in
the Zonal Maps. For typical scribes found in these areas no
special action is required
March 2005
27
Zonal Maps
Zone
Zonal maps address the following categories:

Lap joint and butt joint
Decal areas
Repair areas
Wing-to-body fairings
Door cutout areas
Zonal maps address the

1 following 737 configurations:
Minor models -100, -200, -200C, -300, -400, -500
Bonded and solid skin configurations
1 L/N 1-291 all lap and butt joints are identified as Zone 1B. The LRTS
plan is not applicable
March 2005
28
737-200 Section 43 & 46 - Lap Splices and

Butt Joints Scribe Threshold Map
Zone 1B
Zone 1A
STA STA STA STA STA STA STA STA STA STA STA STA
360 380 400 420 440 460 480 500 500A500B 520 540
BL0
S-26R
S-25R
S-19R
S-18R
S-16R
Zone 2
STA
663.75
S-26R
STASTA STA STA STA
559 578 597 616 639
Zone
Zone 3
STA STA STA STA STA STA STA STA STA STA STA STA STA STA STA STA STA
727 727A 727B 747 767 787 807 827 847 867 887 907 927 947.5 967 986.51006
S-25R
STA STA
685 706
S-20R
S-19R
STA
1016
S-25R
S-20R
S-14R
S-14R
S-10R
S-10R
S-4R
S-4R
BL 0
Top
S-4L
S-4L
S-10L
S-10L
S-14L
S-14L
S-16L
S-19L
E
L
P
M
A
EX
S-19L
S-22L
S-25L
S-26L
BL0
March 2005
S-26L
S-20L
S-20L
S-25L
S-25L
29
737-200 Decal Areas

Scribe Threshold Map
Zone
Zone 3
Zone 2
STA STA STA STA STA STA STA STA STA STA STA STA
360 380 400 420 440 460 480 500 500A500B 520 540
BL0
S-26R
BS
259
S-19R
STA
663.75
S-26R
STASTA STA STA STA
559 578 597 616 639
727 727A 727B 747 767 787 807 827 847 867 887 907 927 947.5 967 986.51006
S-25R
STA
1016
STA STA
685 706
S-20R
S-25R
S-19R
S-20R
S-14R
S-14R
S-10R
S-10R
S-4R
S-4R
S-4L
S-4L
S-10L
S-10L
S-14L
S-14L
S-19L
S-26L
BL0
March 2005
E
L
P
M
A
EX
S-19L
S-26L
S-20L
S-20L
S-25L
S-25L
30
737-200 External Repair Doubler

Zone 1A
Zone 1B
STA STA STA STA STA STASTASTA STA STA STA STA STA STA STA STA STA STA
259. 277 294. 312 328 344 360 380 400 420 440 460 480 500 500A500B 520 540
5
5
STA STA STA STA STA

559 578 597 616 639
BL0
Zone 3
STA
663.75
S-26R
Zone
727 727A 727B 747 767 787 807 827 847 867 887 907 927 947.5 967 986.51006
STA
1016
S-25R
STA STA
685 706
S-20R
S-25R
S-19R
S-24R
S-19R
S-20R
10
S-14R
S-14R
S-10R
S-10R
S-4R
S-4R
BL 0 Top
S-4L
S-4L
S-10L
S-14L
S-10L
S-19L
S-14L
S-24L
E
L
P
M
A
EX
S-19L
BL0
S-26L
March 2005
S-20L
S-25L
S-20L
S-25L
31
March 2005
S-14R
S-19R
STASTASTA STA ST ST ST
480 500 500 500 A A A
A B 500 500 520
C D
E
L
P
M
A
EX
S-19L
S-14L
S-26L
S-19L
ST
A
57
8
ST
A
59
7
ST ST
A A
61 63
9
6
S-25L
S-20L
20R
ST
A
68
S5
STA 706
S-25R
ST ST ST STA STASTA
A A A 727 727 727
727 727 727 C D E
A B
ST
A
74
7
ST
A
76
7
Zone 2
S-10L
S-4L
19R
ST
A
55
S-9
S-26R
STA
663.
75
Zone 1B
BL 0
Top
S-4R
S-10R
ST
A
54
0
737-200 Wing to Body Fairing

Zone
Zone 3
32
Door Cutout Areas
Zone
Inspection for scribes is only required along edge of

repairs that end in the following restricted zones
note that these areas should be considered zone 1B:
1. Fwd Galley Door Cutout Str-10R to Str-14R, from
BS 344 to aft edge of door cutout
5.0
5.0
2. Fwd Entry Door Cutout Str-9L to Str-14L, from

BS 294 to aft edge of door cutout
3. Inspect along edge of repairs ending in restricted
zones of the following cutout corners:
Fwd Entry Door Cutout Fwd Upper Corner
Fwd Entry Airstair Door Cutout Fwd Upper
Corner
Fwd Entry Airstair Door Cutout Aft Lower Corner
Fwd Galley Door Cutout Fwd Upper Corner
Fwd Cargo Door Cutout Fwd and Aft Lower
Corners
Fwd Cargo Door Cutout Aft Upper Corner
Aft Cargo Door Cutout Fwd and Aft Lower
Corners
Aft Entry Door Cutout Fwd Lower Corner
Aft Galley Door Cutout Fwd Lower Corner
March 2005
5.0
Tangent
Points
5.0
Restricted
Zone
Figure 1
33
Compliance
Compliance
Zonal compliance charts provide the initial inspection

thresholds to look for scribe damage
Inspection thresholds are based on total aircraft cycles and

Cycles Since First Scribe Opportunity (Threshold)
The threshold is a function of either a formula or a grace period
If scribe damage is found, the associated LRTS flow chart

provides additional compliance instructions
March 2005
35
Compliance
How to use the charts for each airplane:
1.
Plot the aircraft total cycles and Cycles Since First Scribe
Opportunity to identify the applicable chart area
2.
For airplanes without conclusive records substantiating first

scribe opportunity, Cycles Since First Scribe Opportunity
(Threshold) (CSFSO) shall equal cycles at service bulletin
release less 5,000 cycles
3.
From the associated tables, use the formulas for the

applicable chart area to calculate a threshold
4.
The calculations can be verified by plotting the aircraft data

on the chart
March 2005
36
Cycles Since First Scribe Opportunity
Zone 1 Scribe Inspection

Compliance
Compliance
Area C
Area B
Area A
Area E
Area D
March 2005
37
Zone 1 Compliance Chart

Associated Formula Table
AREA
Compliance
INITIAL COMPLIANCE THRESHOLD:

x = [(Total Flight Cycles as of the date of the initial release of this service bulletin) - (Flight Cycles Since
First Scribe Opportunity (Threshold))]
Threshold (Total Flight Cycles) = [(x/2.3) + (30,000)], or [(4500) + (Total Flight Cycles as of the date of
the initial release of this service bulletin)], whichever is later.
In areas where the cutout modification shown in Boeing Service Bulletin 737-53A1177 was
accomplished:
Threshold (Total Flight Cycles) = [(4500) + (Total Flight Cycles as of the date of the initial release of this
service bulletin)]
In areas where the cutout modification shown in Boeing Service Bulletin 737-53A1177 was not
accomplished:
Threshold (Total Flight Cycles) = [50,000 total flight cycles], or [(4500) + (Total Flight Cycles as of the
date of the initial release of this service bulletin)], whichever comes first.
In areas where the cutout modification shown in Boeing Service Bulletin 737-53A1177 was
accomplished:
service bulletin)]
accomplished:
service bulletin)]
1 See following slide on additional requirements during 4,500 cycle grace period
March 2005
38
Zone 1 Compliance Chart

AREA
Compliance

x = [Total Flight Cycles as of the date of the initial release of this service bulletin] + [(17,000) -
(Flight Cycles Since First Scribe Opportunity (Threshold))]

Threshold (Total Flight Cycles) = x (calculated above), or [(4500) + (Total flight cycles as of the
date of the initial release of this service bulletin)], whichever comes later.
In areas where the cutout modification shown in Boeing Service Bulletin 737-53A1177 was accomplished:
x = [Total Flight Cycles as of the date of the initial release of this service bulletin] + [(17,000) - (Flight Cycles Since First
Scribe Opportunity (Threshold))]
Threshold (Total Flight Cycles) = x (calculated above), or [(4500) + (Total flight cycles as of the
date of the initial release of this service bulletin)], whichever comes later.
accomplished:
x = [Total Flight Cycles as of the date of the initial release of this service bulletin] + [(17,000) - (Flight Cycles Since First
Threshold (Total Flight Cycles) = x (calculated above), or [(1200) + (Total flight cycles as of the date of the initial release of
this service bulletin)], whichever comes later.
1 See following slide on additional requirements during 4,500 cycle grace period
March 2005
39
Zone 1A
Grace Periods
Compliance
Each compliance area (A,B,C,D,E) contains grace periods to

provide a reasonable period for inspections
Grace Periods
Area
S/B 53A1177 Accomplished?

Yes
No
A, B or D
4,500 Cycles
4,500 Cycles
C or E
4,500 Cycles
1,200 Cycles
March 2005
40
Zone 1A Lap Joint Lower Row

Inspection Requirements
Compliance
In areas A, B or D, if the airplane is within the grace period (4,500

cycles) and the SB 53A1177 lap joint modification has not been
accomplished, then additional lap joint lower row inspections may
be required
Inspection requirements start at 40,000 total flight cycles
Lap joint lower row external LFEC inspections and/or a onetime internal MFEC
March 2005
41
Zone 1 Compliance Chart: Example
Compliance
Sample Airplane 1:
Total A/C Cycles at release of service bulletin: 27,491
First scribe opportunity:
No decals, no records of first strip and paint
"Cycles Since First Scribe Opportunity": 27,491 - 5,000 = 22,491 cycles

This airplane would be in Area A of the Compliance Chart
Zone 1 Inspection Threshold

[(27,491 - 22,491) / 2.3] + 30,000 = 32,174 cycles or
- 4,500 cycles from release of service bulletin whichever is later
- Since 27,491 + 4,500 = 31,991 cycles is earlier than 32,174 cycles, then
Zone 1 threshold = 32,174 total airplane cycles

Verify with Zone 1 chart
March 2005
42
Zone 1: Scribe Inspection Compliance

Chart
Compliance
Threshold = 27,491
+ 30,000
= 32,174
27,49122,491
Cycles Since
1st Scribe
Op + 30,000
2.3
2.3
E
L
PA/C Cyc Cycles Since 1
M
ThresholdA
= Total
EX
2.3
Area A:
Detailed Inspection:
Threshold = The later of:
Threshold = Total A/C Cycles Cyc Since 1st Scribe Op + 30,000

2.3
or 4,500 cycles
**
st
30,000
Scribe Op +Area
C
Area B
22,491
Area A
Area E
Area D
27,491
32,174 Aircraft Cycles
** If scribes are found, then accomplish
Inspections per LRTS Zone 1
March 2005
43
Zone 2: Scribe Inspection Compliance
March 2005
Compliance
Area B
Area A
Area C
44
Zone 2: Compliance Chart

AREA
A
B
Compliance

x = [(Total Flight Cycles as of the date of the initial release of this service bulletin)] - [(Flight Cycles Since
Threshold (Total Flight Cycles) = [(x/1.87) + (45,000 cycles)], or [(4500) + (Total Flight Cycles as of the
date of the initial release of this service bulletin)], whichever is later.
Threshold (Total Flight-Cycles) = [(4500) + (Total Flight Cycles as of the date of the initial release of this
service bulletin)].
x = [Total Flight Cycles as of the date of the initial release of this service bulletin] + [(32,000) - (Flight
Cycles Since First Scribe Opportunity (Threshold))]
March 2005
Threshold (Total Flight Cycles) = x (calculated above), or [(4500) + (Total flight cycles as of the date of
the initial release of this service bulletin)], whichever comes later.
45
Zone 2: Compliance Chart: Example
Compliance
Zone 2 inspection threshold

Area A
[(27,491 - 22,491) / 1.87] + 45,000 = 47,674 cycles or
4,500 cycles from release of service bulletin whichever is later
Since 27,491 + 4,500 = 31,991 cycles is earlier than 47,674
cycles, then
March 2005
46
Zone 2: Scribe Inspection

Compliance Chart
Compliance
Threshold = Total A/C Cyc Cycles Since 1st scribe Op + 45,000

1.87
Area B
22,491
Area A
Area C

27,491
March 2005
47

Compliance
March 2005
Compliance
Area B
Area A
Area C
48
Zone 3: Compliance Chart

AREA
Compliance

x = [(Total Flight Cycles as of the date of the initial release of this service bulletin)] - [(Flight Cycles Since
Threshold (Total Flight Cycles) = [(x/3.6) + (65,000 cycles)], or [(4500) + (Total Flight Cycles as of the
date of the initial release of this service bulletin)], whichever is later
service bulletin)].
x = [Total Flight Cycles as of the date on this service bulletin] + [(52,000) - (Flight Cycles Since First
March 2005
Threshold (Total Flight Cycles) = x (calculated above), or [(4500) + (Total flight cycles as of the date of
the initial release of this service bulletin)], whichever comes later.
49
Zone 3: Compliance Chart: Example
Compliance
Zone 3 inspection threshold

Area A
[(27,491 - 22,491) / 3.6] + 65,000 = 66,389 cycles or
4,500 cycles from release of service bulletin whichever is later
Since 27,491 + 4,500 = 31,991 cycles is earlier than 66,389

cycles, then

March 2005
50

Compliance Chart
Compliance
Threshold = Total A/C Cyc Cycles Since 1st Scribe Op + 65,000

3.6
Area B
22,491
Area C
Area A

27,491
March 2005
51
Threshold Calculator
A Tool To Assist Operators in Calculating Scribe

Inspection Thresholds
Disclaimer
The Service Bulletin is the source for determining

thresholds
This tool can be used to verify the results of using the

threshold charts contained in the Service Bulletin
March 2005
53
Tool Overview
Developed in MS Excel using Visual Basic for Applications

(macros)
Allows multiple aircraft entry such that an operators fleet can

be assessed at one time
Fill each cell with the applicable data
Fill in consecutive rows
Provides input format error checking
Warns the user if the aircraft current cycles exceeds the

threshold value
March 2005
54
Data Entry Form
Y or N
Numeric
Alpha-numeric
March 2005
55
Data Entry Example
Click to calculate
Threshold
March 2005
56
Standard Output Thresholds

for Each Zone
Click to
show
more
threshold
details
March 2005
57
Additional Details Each Compliance Area,

Equation Value & Grace Period Evaluated
March 2005
58
Additional Output is Provided on Tabs
Input
Detailed Output
March 2005
Zone 3 Chart
Zone 2 Chart
Zone 1 Chart
59
Each Zonal Compliance Chart is

Provided With Fleet Data Plotted
Zone 1
E
L
P
M
A
X
E
March 2005
PRELIMINARY
NOT FAA APPROVED
60
Zone 2
E
L
P
M
A
EX
March 2005
PRELIMINARY
NOT FAA APPROVED
61
Zone 3
E
L
P
M
A
EX
March 2005
PRELIMINARY
NOT FAA APPROVED
62
Threshold Calculator Example

Guangzhou Example
March 2005
63
Limited Return
To Service (LRTS)
LRTS
LRTS Overview
A Relieving Program
LRTS
LRTS provides relief to enable continued operation for a

limited time with known damage that is not repaired
Thresholds, repeat inspections, and time limits associated

with repair requirements are based on fleet data, analysis,
the inspection procedures, and coordination with the FAA
March 2005
65
LRTS
LRTS Steps
For each affected area (lap, butt, decal location, etc.):
Assess if the damage is within the parameters of a typical scribe

as defined in the service bulletin
Perform Detail and NDI inspections as defined in the service

bulletin
Repeat inspections based on total aircraft cycles and Cycles

Since First Scribe Opportunity (LRTS) (CSFSO)
CSFSOLRTS is calculated at the start of LRTS, not at service
bulletin release, and could be different for each zone
CSFSOLRTS is the difference between the current airplane
cycles and the cycles when first scribed
March 2005
66
LRTS
LRTS Steps (continued)

For each affected area (lap, butt, decal location etc.):
Perform internal substructure inspections per existing service

bulletins (1085, 1125, 1179, 1255, 1027, 1160, 1177)
Required to support residual strength and crack growth

assumptions utilized to develop the program
These are one-time inspections that are accomplished in all zones

at thresholds as described in the LRTS
March 2005
67
LRTS
LRTS Service Bulletin

Substructure Inspections
The following inspections are required at all locations except those where
it has been confirmed that scribes do not exist in adjacent skin locations.
S/B 737-53
Subject
Threshold
Repeats
-1085
Stringer-to-Frame Tie Clip
40K 50K
None
-1125
Frames and Bulkheads Frame

Splice Mod
40K 50K
None
-1179
Bonded Skin Doubler (T/S)

Delamination
40K 50K
None
A1255
Crown Skin Lap Joint Cracking
41.5K 45K
None
A1027
Fwd & Aft Cargo Frame
40K 50K
None
-1069
Fwd Cargo Damage Prevention
40K 50K
1
1
A1160
Cargo A/C Lower Lobe Left

Frames BS360-500B
40K 50K
A1177
Cracks in Lower Skin at Lap Joints
41.5K 50K
1
1
None
None
1,200 LFEC
For cycles greater than upper threshold value, when entering LRTS, inspect before further flight
March 2005
68
LRTS
LRTS Compliance Data
The LRTS compliance data provided in S/B 737-53A1262 is in paragraph

form
Work Instructions Example:
S/B 737-53A1262 also provides flow or

logic diagrams of the LRTS plans in the
S/B Appendixes
Logic Diagram Example:
To highlight the decisions and demonstrate the steps involved, the

LRTS compliance data is provided in tables in this presentation
March 2005
69
LRTS
Zone 1A: LRTS Compliance

Zone 1A Potential Lower Row MSD Areas
Total
A/C
Cycles
Repeat Inspections for Lap Joints and All Edges of External Doublers
>18 (sealant required only on the leading edge of repair doublers)
(Cycles)
<30K
<15K since first scribe opportunity: Detailed inspections for cracks @ 1,000
cycles until 15K cycles since first scribe opportunity
>15K since first scribe opportunity : Detailed inspections for cracks @ 1,000
+
NDT at 4.5K until 30K total A/C Cycles
30-40K
<15K since first scribe opportunity : Detailed inspections for cracks @ 1,000
Time Limit
Until Repair
(Cycles)
Prior to
50,000 total
airplane
cycles
>15K since first t scribe opportunity : Detailed and NDT @ 500 cycles until
40K total A/C cycles
40-50K
Lap Joint Lower Row Internal MFEC inspection

<15K since first scribe opportunity : Detailed inspections for cracks @ 500
>15K since first scribe opportunity : Detailed and NDT @ 250 cycles until
March 2005
70
LRTS
Zone 1B: LRTS Compliance

Zone 1B
Total A/C
Cycles
>15 and <70K
Repeat Inspections
(Cycles)
<15K since first scribe opportunity :
Butt Joints and Wing-to-body Fairings: No inspection required
All other scribed locations: Detailed inspections @ 1,000 cycles
until 15K cycles since first scribe opportunity
Time Limit
Until Repair
(Cycles)
Prior to
70,000 total
airplane
cycles
>15K since first scribe opportunity :

Butt Joints: LFEC at 1,000 cycles intervals
Wing-to-Body Fairings: NDT at 4,500 cycles intervals
All other scribed locations: Detailed at 1,000 + NDT at 4.5K
March 2005
71
LRTS
Zone 2: LRTS Compliance

Zone 2
Total A/C
Cycles
>30 and <70K
Repeat Inspections
(Cycles)

Butt Joints: No inspections required
Wing-to-Body Fairings: No inspections required
Time Limit
Until Repair
(Cycles)
Prior to
70,000 total
Airplane
cycles
All other scribe locations: Detailed inspections for scribe

cracks @ 1,000 cycles until 30K cycles since scribing
Butt Joints: LFEC inspections at 1,000 cycles intervals
Wing-to-body Fairings: NDT at 4,500 cycles
All other scribed locations: Detailed inspections for scribe
cracks @ 1,000 + NDT at 4.5K
March 2005
72
LRTS
Zone 3: LRTS Compliance

Zone 3
Total A/C
Cycles
> 50 and <70K
Repeat Inspections
(Cycles)

Time Limit
Until Repair
(Cycles)
Prior to
70,000 total
Airplane
cycles
All other scribe locations: Detailed inspections for cracks

@ 1,000 cycles until 50K cycles since scribing
All other scribed locations: Detailed inspections for cracks
@ 1,000 + NDT at 4.5K until 70K total A/C Cycles
March 2005
73
Inspection Requirement Summary

Inspection
Applicability
When
Zone
Initial
Detailed Visual
All A/C with sealant removed

since production
At compliance
threshold
All
Search
Ext./Int. Lap
Joint Lwr Row
A/C with 4,500 cycle grace

period
Starting at 40K
1A
S/B Internal
Substructure
All A/C with scribes or

unknown scribes
Between 40-50K
All
Internal Lap
Joint Lwr Row
All A/C on LRTS >40K cycles
At 40K
1A
Internal Butt
Joint
All A/C on LRTS with scribes in

butt joint
When scribes are

found
All
All A/C on LRTS
Initially when scribes

are found and repeat
during LRTS
All
LRTS
External NDT
UT and Eddy
Current
March 2005
74
LRTS
LRTS Zone 1: Example
Zone 1 Inspection: @ 32,174 cycles:

Strip paint and sealant per approved process in service bulletin in
Zone 1 areas, including applicable repairs, door cutout areas, and
visually inspect
Result: Scribes found common to laps joints, butt joints and two
repairs
Decision: Continue on Zone 1 LRTS rather than repair:

Step 1: Measure and document scribe damage
Step 2: Accomplish initial UT and Eddy current inspection of lap
joints (from butt joint to butt joint) and the two repairs
Step 3: Accomplish internal and external inspections of butt joints
March 2005
75
LRTS

Step 4: Determine if internal service bulletin substructure and
lap joint lower row inspections are required at this
time
Since the airplane has 32,174 cycles, internal service
bulletin substructure inspections are not required at this
time. However, if not addressed prior to the service
bulletin thresholds, they will be required at the following
times:
March 2005
76
LRTS Service Bulletin

Substructure Inspections
LRTS
The following inspections are required at all locations except those where it
has been confirmed that scribes do not exist in adjacent skin locations
S/B 737-53
Subject
Threshold
Repeats
-1085
Stringer-to-Frame Tie Clip
40K 50K
None
-1125
Frames and Bulkheads Frame

Splice Mod
40K 50K
None
-1179
Bonded Skin Doubler (T/S)

Delamination
40K 50K
None
A1255
Crown Skin Lap Joint Cracking
41.5K 45K
None
A1027
Fwd & Aft Cargo Frame
40K 50K
None
-1069
Fwd Cargo Damage Prevention
40K 50K
None
A1160
Cargo A/C Lower Lobe Left

Frames BS360-500B
40K 50K
None
A1177
Cracks in Lower Skin at Lap Joints
41.5K 50K
1,200 LFEC
1 For cycles greater than upper threshold value, when entering LRTS, inspect before further flight
March 2005
77
LRTS
Step 5: Recommended reapplication of sealant and paint:
Do not apply fillet seals to the following areas:

a.
Lap joints from butt joint to butt joint where scribes were found.
It is also recommended that sealant not be applied in areas
where scribes were not found to preclude future scribe concerns
b.
Longitudinal edges of repairs with scribes
c.
Longitudinal edges of scuff plates in restricted zones around

cutouts where scribes were found
Apply sealant to the following areas:

a.
Butt joints
b.
Fillet seals at leading edges of repairs and scuff plates
c.
Wing-to-body fairing
To allow future inspections, do not reapply paint or primer to the

scribed areas
March 2005
78
LRTS

Step 6: Determine repeat inspection schedule and time
limit for Zone 1 areas by referring to Zone 1
LRTS tables based on:
Aircraft cycles: 32,174

(CSFSOLRTS) = 27,174
March 2005
79
LRTS

Total
A/C
Cycles
(Cycles)
<30K
<15K since first scribe opportunity: Detailed inspections for cracks @ 1,000
>15K since first scribe opportunity: Detailed inspections for cracks @ 1,000
+
NDT at 4.5K until 30K total A/C Cycles
30-40K
<15K since first scribe opportunity: Detailed inspections for cracks @

1,000 cycles until 15K cycles since first scribe
opportunity
Time Limit
Until Repair
(Cycles)
Prior to
50,000 total
airplane
cycles
>15K since first scribe opportunity: Detailed and NDT @ 500 cycles until
40-50K

<15K since first scribe opportunity: Detailed inspections for cracks @ 500
March 2005
80
LRTS

Zone 1A areas:
Since the A/C has more than 30K total cycles and more than
15K cycles since first scribe opportunity, accomplish repeat
NDT inspections in Zone 1A areas at 500 cycle repeats until
At 40K A/C cycles, accomplish internal NDT lower row

inspections per Figures 1 & 2 of SB 737- 53-1255 at Zone 1A
scribe affected lap joints from butt joint to butt joint. Repair
all lower row damage and continue repeat external Detailed
and NDT inspections for scribe cracks at 250 cycle repeats
until 50K total A/C cycles
Prior to 50K A/C cycles, repair all Zone 1A areas
March 2005
81
LRTS

Zone 1B
Total A/C
Cycles
>15 and <70K
Repeat Inspections
(Cycles)
<15K since first scribe opportunity:
Butt Joints and Wing-to-body Fairings: No inspection required
All other scribed locations: Detailed inspections @ 1,000 cycles
until 15K cycles since first scribe opportunity
Time Limit
Until Repair
(Cycles)
Prior to
70,000 total
airplane
cycles
>15K since first Scribe Opportunity:

Butt Joints: LFEC at 1,000 cycles intervals
Wing-to-Body Fairings: NDT at 4,500 cycles intervals
All other scribed locations: Detailed at 1,000 + NDT at 4.5K
March 2005
82
LRTS

Zone 1B areas:
Since A/C has less than 70K total cycles and more than 15K
cycles since first scribe opportunity, for the butt joints
accomplish internal stringer inspections (first inspection to
ensure fail-safe capability) and external NDT inspections at
1,000 cycle intervals
At the lap joints, accomplish repeat Detailed inspections at

1,000 cycle intervals and NDT inspections at 4,500 cycle
intervals until 70K total A/C cycles
Prior to 70K A/C cycles, repair all Zone 1B areas
March 2005
83
LRTS

Zone 2 Inspection: @ 47,674 cycles:
Strip paint and sealant per approved process in service bulletin

in Zone 2 areas, including applicable repairs, and visually
inspect
Result: Scribes found in laps joints and butt joints

Step 1: Measure and document scribe damage
Step 2: Accomplish initial UT and Eddy current inspection
of lap joints
Step 3: Accomplish internal and external inspections of
butt joints
March 2005
84
LRTS

Step 4: Determine if internal service bulletin substructure
and lap joint lower row inspections are required at
this time
Since airplane has 47,674 cycles, if not previously
accomplished, internal service bulletin substructure
inspections of the lap joint lower row are required
before further flight
The other service bulletin inspections are required
before 50,000 cycles in areas adjacent to scribe
locations
March 2005
85
LRTS

1. Do not apply fillet seals to the following areas:
a. Lap joints from butt joint to butt joint where scribes were found. It is
also recommended that sealant not be applied in areas where scribes
were not found to preclude future scribe concerns
b. Longitudinal edges of repairs with scribes
c. Longitudinal edges of scuff plates in restricted zones around cutouts
where scribes were found
2. Apply sealant to the following areas:
a. Butt joints
b. Fillet seals at leading edges of repairs and scuff plates
c. Wing-to-body fairing
3. To allow future inspections, do not reapply paint or primer to the scribed
areas
March 2005
86
LRTS

Step 6: Determine repeat inspection schedule and time
limit for Zone 2 areas by referring to Zone 2
LRTS
tables based on:
Cycles Since First Scribe Opportunity: 42,674
March 2005
87
LRTS

Zone 2
Repeat Inspections
Total A/C
Cycles
>30 and <70K
Time Limit
Until Repair
(Cycles)
(Cycles)
Prior to
70,000 total
airplane
cycles

All other scribe locations: Detailed inspections for
cracks @ 1,000 cycles until 30K cycles since
scribing
scribe
>30K since first scribe opportunity:

All other scribed locations: Detailed inspections for scribe
cracks @ 1,000 + NDT at 4.5K
March 2005
88
LRTS

Zone 2 areas:
Since A/C has more than 30K total cycles and more than 30K
cycles since first scribe opportunity, accomplish the
following repeat inspections:
At Butt joints external NDT inspections at 1,000 cycle

intervals
At lap joints Detailed inspections at 1,000 cycle

intervals and NDT inspections at 4,500 cycles repeats,
until 70K total A/C cycles
Prior to 70K A/C cycles repair all Zone 2 areas
March 2005
89
LRTS

Zone 3 Inspection: @ 66,389 cycles: Strip paint and sealant
per approved process in service bulletin in Zone 3 areas,
including applicable repairs, and visually inspect
Result: Scribes found in laps joints and butt joints
- Step 1: Measure and document scribe damage
- Step 2: Accomplish initial UT and Eddy current inspection of lap
joints
- Step 3: Accomplish internal and external inspections of butt joints
March 2005
90
LRTS

Step 4: Determine if internal service bulletin substructure and
lap joint lower row inspections are required at this time
Since the airplane has 66,389 cycles, the service bulletin
internal inspections in Zone 1, 2 and 3 were previously
accomplished per the LRTS between 40,000 and 50,000
A/C cycles, therefore, the internal inspections are not
required
Note: Even though Zone 3 was not previously inspected
for scribes, the service bulletin internal inspections in
Zone 3 areas were required between 40,000 and 50,000
cycles
March 2005
91
LRTS

1.
2.
3.
March 2005
Do not apply fillet seals to the following areas:

a.
Lap joints from butt joint to butt joint where scribes were found. It is
also recommended that sealant not be applied in areas where scribes
were not found to preclude future scribe concerns
b.
Longitudinal edges of repairs with scribes
c.
Longitudinal edges of scuff plates in restricted zones around cutouts

where scribes were found
Apply sealant to the following areas:

a.
Butt joints
b.
Fillet seals at leading edges of repairs and scuff plates
c.
Wing-to-body fairing
To allow future inspections, do not reapply paint or primer to the

scribed areas
92
LRTS

Step 6: Determine repeat inspection schedule and
time limit for Zone 3 areas by referring to Zone 3 LRTS
tables based on:
Cycles Since First Scribe Opportunity: 61,389
March 2005
93
LRTS

Zone 3
Total A/C
Cycles
> 50 and <70K
Repeat Inspections
(Cycles)
Time Limit
Until Repair
(Cycles)
Prior to
70,000 total
airplane
cycles
All other scribe locations: Detailed inspections for scribe cracks

@ 1,000 cycles until 50K cycles since scribing
>50K since first scribe opportunity:
All other scribed locations: Detailed inspections for cracks @
1,000 + NDT at 4.5K until 70K total A/C Cycles
March 2005
94
LRTS

Zone 3 areas:
Since A/C has more than 50K total A/C cycles and more than
50K cycles since first paint, accomplish the following repeat
inspections in Zone 3 areas:
At butt joints external NDT inspections at 1,000 cycles
intervals
At lap joints detailed inspections at 1,000 cycles
intervals and NDT inspections 4,500 cycles repeats until
Prior to 70K A/C cycles repair all Zone 3 areas
March 2005
95
Inspection
Service Bulletin
Pre-Threshold Finding
LRTS
The service bulletin provides the steps required to address

scribe findings found at a time prior to the threshold, such as a
walk around or a planned paint operation
Pre-threshold scribe findings do not require stripping, cleaning

and/or inspecting other areas until the applicable threshold is
reached
The service bulletin provides instructions on documenting and

inspecting damage or determining if a repair is required
Actions necessary to return the airplane to service will be

covered by a Reduced LRTS plan
March 2005
97
LRTS
Reduced LRTS plan
A candidate airplane may have the Reduced LRTS applied if:

1. Scribing is found prior to the threshold, or
2. If the airplane has local damage only
The inspection program uses the Zonal LRTS tables
Has a 250 cycle grace period prior to Zonal LRTS inspection

requirements
Does not require internal service bulletin substructure

inspections or full panel lap joint inspections
March 2005
98
LRTS
Pre-Threshold Finding: Example
While performing some overnight maintenance, a mechanic

identifies two separate 8 scribes at S-4L where the fillet seal
is missing, just aft of the entry door
Perform a detailed inspection for cracks at the scribe

locations
No cracks found, damage within parameters of a typical
scribe
Scribe locations identified as Zone 1A
March 2005
99
LRTS
Within the next 250 cycles, airplane plan details would be

worked out. For this example, assume the following:
Aircraft cycles at finding: 27,491
First scribe opportunity is unknown, use default value of
5,000 cycles
Cycles Since Scribe Opportunity CSFSOLRTS = 22,491
Zone 1 threshold = 32,174 total A/C cycles
The aircraft is 32,174 - 27,491 = 4,683 cycles from its Zone 1

threshold compliance inspections
Decision: Continue with Zone 1 Reduced LRTS rather than

repair
March 2005
100
LRTS

Total
A/C
Cycles
<30K
(Cycles)
opportunity
>15K since first scribe opportunity: Detailed inspections for cracks @
1,000 + NDT at 4.5K until 30K total A/C Cycles
30-40K
Time Limit
Until Repair
(Cycles)

opportunity
Prior to
50,000 total
airplane
cycles
40K total A/C Cycles
40-50K

<15K since first scribe opportunity: Detailed inspections for cracks @ 500
March 2005
101
LRTS
Before further flight, perform a detailed inspection of visible

scribe for cracks
Within 250 cycles, strip paint local to scribe and conduct NDT
inspections
Since the A/C has less than 30K total cycles and more than 15K
cycles since first scribe opportunity, accomplish repeat NDT
inspections of the identified scribe locations at 1,000 cycle
repeats until 30K total A/C cycles
At 30K cycles and more than 15K cycles since first scribe
opportunity, accomplish detailed and NDT inspections every
500 cycles until reaching Zone 1A threshold of 32,174 cycles
Upon reaching the 32,174 total A/C cycles threshold per Zone 1
Compliance Charts, inspect all Zone 1 areas and perform the
requirements of the Full LRTS on all findings including the prethreshold finding location
March 2005
102
LRTS

Alternate Decision: Repair local areas
Contact Boeing for repair information

1
Within 250 cycles accomplish local scribe repairs
Upon reaching the 32,174 total A/C cycles threshold per

Zone 1 Compliance Charts, inspect all Zone 1 areas and
perform the requirements of the Full LRTS on all findings
1 250 cycles is prior to the Zonal Compliance Chart threshold
March 2005
103
Service Bulletin Summary
Boeing has released an Alert SB (737-53A1262) to inspect for

possible scribe line damage
Cover initial inspections and LRTS plans

A zonal approach has been developed which is less burdensome
to operators than the previous LRTS, by using:
Specific inspection locations
Phased compliance thresholds
New concepts introduced are:

Zonal maps
Zonal compliance charts
Zonal LRTS tables
March 2005
104
Skin Trim Tool
March 2005
106
Skin Trim Tool

Boeing is investigating trimming up to 0.1 inch from the lower edge of
the upper skin
Trimming offers the following benefits:

Better visibility of scribe lines previously hidden
More reliable NDT inspection possible
Greater intervals between repeat inspections possible
Tooling is being developed using proven technology

Testing is in process
Full scale testing is scheduled for March 05

Business case assessment will be based on results of the full
scale test
March 2005
107
Numerically Controlled Driller/Router
March 2005
108
Industry Awareness Training

Objective
Increase awareness of issues surrounding scribe line damage
Minimize opportunities for scribe line damage to occur during

future repaint and decal application
Help operators determine what constitutes a scribe
Inform operators of effective means of accomplishing initial

inspections
March 2005
110

Methods
Posters (currently available)
Video(s) DVD with capability for edit/voice-over (in work)
Web-based training (in work)
New Maintenance Procedures
Sealant Removal Process (currently available)
Ref BCS message 1-J8LN7
SOPM 20-50-19 (1-Nov-2004 revision)
Sealant reapplication (BCS message 1-RPR66)
Decal Installation Process (in work)
March 2005
111

Message
Training needs to be on-going (frequent refreshers)
New processes need to become part of daily work practices
Training aids (posters, videos) are available from Boeing, but

change needs to occur on the work floor
March 2005
112
Repairs
Repairs
A new service bulletin will be created to address scribe damage

beyond SRM limits or other approved repairs
Repairs to address scribing at lap joints, butt joints and wingto-body fairing
Coverage for additional blend-out allowances
Should enable operators to develop and accomplish most scribe

line damage repairs without Boeings assistance
This repair service bulletin will be released in 2005
March 2005
114
Repairs
Repairs may be required at:

Lap Joints
Wing-to-Body Fairings
Butt Joints
External Repair Doublers
Other areas with external reinforcement (i.e., antenna
cutouts, scuff plates, others)
STC Areas
SB 737-53A1177 modification is terminating action where
applicable in Zone 1A
STC affected areas will require coordination with the STC holder
and the Regulatory Authority
March 2005
115
Repairs - Local
Structural Repair Manual (SRM)

New figures have been added:
Section 51-10-02 Inspection and Removal of Damage
Section 53-00-01 Figures 101/102 Fuselage Skin
Allowable Damage
Local scribe repair

For damage beyond SRM limits
Must be coordinated with Boeing
March 2005
116
Lap Joint - Internal Repair
An internal repair concept has been developed that can address scribes
at some lap joints by providing an alternative load path and reduced
stress at locations of concern
The internal repair may reduce inspection requirements by providing

improved fatigue life at known locations of concern:
Scribe location
Chem-mill location
Lap joint lower row location
Successfully completed residual strength test
Strain data indicates that future inspections of the repair will be

necessary
March 2005
117
Lap Joints Internal Repairs

Up
0.036 Fillers
10
0.032 Shim
Inbd
Scribe
Fail-safe Doublers
0.032, 2024-T3 Clad Sht
A
March 2005
View From Outside
A-A
B-B
118
Internal View
March 2005
119
Solid Skin Panel Replacement
Original bonded skins are very expensive
Too many variable configurations
Equivalent solid skins offer a potential cost reduction, will

significantly reduce the number of configurations, and may
simplify the overall method of addressing damage
March 2005
120
Window Belt Replacement

Due to the number of cracks being found in the
window corners, Boeing is developing a Window Belt
Replacement Program
March 2005
121
Wing-to-Body Fairing Repair
For damage beyond SRM limits

Operators can fabricate detail parts
Minimum gage
Single layer
Boeing to provide necessary configuration detail
information
Considering concepts to protect the underlying skin structure

from future damage that may be associated with frequent
fairing removal and reinstallation
March 2005
122
Repair Summary
There is significant work to be done to address repairs for

all of the scribed areas
All of these issues will be worked based on the criticality of

the structure
The plan is to release a service bulletin providing repair

instructions and options for as many areas as possible
March 2005
123
Scribe Line Summary
For the 737 Classic (-100 thru -500) fleet, this is potentially a
serious safety issue affecting a large portion of the fleet
The economic impact could be significant
Boeing is working with the industry to develop fleet action plans
Boeing has:
Investigated maintenance actions which may produce
scribe lines and clarified maintenance documentation
Developed scribe line training materials
March 2005
124
Scribe Line Summary
Boeing has (continued):

Developed specific NDI inspections to address scribe lines
Updated 737 SRMs to address scribe damage
Published an alert inspection, SB 737-53A1262, which
covers initial inspections and the LRTS plan
Boeing understands the FAA is considering regulatory action,

such as an NPRM, related to this inspection service bulletin
March 2005
125
Questions?
March 2005
126

05 Scribe Lines

Загружено:

Сведения о документе

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

05 Scribe Lines

Загружено:

Авторское право:

Доступные форматы

Scribe Lines

Since Feb 2003, Boeing has received reports of multiple scribe

One 737-200 airplane had 5 inch crack in a lap joint, a second

Scribe lines are generally 0.001 (0.025 mm)

Scribe lines typically run parallel (within 0.25

Scribe can be hidden by sealant and may

Typical Scribe Detail - 737 Classic

View From Outside

Mapping of Visible Scribe Lines on One

737 Crack Assessment

Cracks initiated from scribe lines

8 operators in USA, 7 in Europe, 2 in Canada, 1 in Australia,

Lap/Butt Joint Mechanics

Unloaded Lap Joint

Loaded Lap Joint

737 Cracking Behavior

Multiple Crack Initiation Sites

Multiple small cracks link up before they grow through thickness

Crack Fronts Link Up Partially Through Skin Thickness

737 Cracking Scenarios

View From Outside

737 Cracking Scenarios

737 Cracking Scenarios

Boeing worked with the FAA to establish a Limited Return To

The initial LRTS plan consisted of burdensome inspections of

An inspection service bulletin has now been developed, with

Air Transport Association (ATA) sponsored

Integral part of the Lead Airline Process

737 Classic Fleet Action Plan

An inspection service bulletin using a risk based zonal approach

A Repair/Modification service bulletin is scheduled for release late

Improved sealant removal process and tools have been developed

Training materials for use by airline/MRO/paint facilities are being

A trim tool is being developed to address hidden lines that

Where We Are Going

The FAAs initial position, based on limited data, was that

Since that time, more fleet data has become available,

These actions support a new position:

Where We Are Going

The FAA views the current service bulletin approach as a

An inspection service bulletin using a phased zonal

Key features of the bulletin are:

Boeing understands the FAA is considering regulatory action,

Service Bulletin Applicability

Applicable to all 737 Classic airplanes (L/Ns 1 3132)

Initial release: Covers all 737 Classic airplanes

Rev 1: Revised for 737-400/500 bonded skins

Rev 2: Revised for 737-300/400/500 solid skins and 737-200C

Service Bulletin Overview

Zonal Compliance Charts

How to Return to Flight : Zonal LRTS Plan

To manage the large amount of area requiring inspection while

This approach provides a method to prioritize aircraft inspections by

This approach also results in sequenced maintenance activity, thus

Zonal maps were developed by extensive analysis of the scribe

Each zone is based on a fatigue threshold

Zonal maps address the following categories:

Zonal maps address the

plan is not applicable

737-200 Section 43 & 46 - Lap Splices and

737-200 Decal Areas

737-200 External Repair Doubler

STA STA STA STA STA

737-200 Wing to Body Fairing