Commercial 

Airplanes 707

Service Bulletin

ALERT

Number: A3539

Original Issue: April 26, 2013

ATA System: 5330

SUBJECT: FUSELAGE - Fuselage Skin - Inspection of the Fuselage Skin for Scribe Lines

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ECCN: 9E991

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BOEING SERVICE BULLETIN A3539

ALERT ALERT

BLANK PAGE
Table of Contents

Summary ...................................................... 5

1. PLANNING INFORMATION ........................................ 9

A. Effectivity ................................................ 9

1. Airplanes ............................................. 9

2. Spares Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

B. Concurrent Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

C. Reason . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

D. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

E. Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

F. Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

G. Manpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

H. Weight and Balance Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

I. Electrical Load Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

J. References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

1. Existing Data: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

2. Data Supplied with this Service Bulletin: . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

3. Installation Drawings Used in the Preparation of this Service Bulletin: . . . . . . . . . . . 39

K. Publications Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

L. Interchangeability and Intermixability of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

M. Software Accomplishment Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

2. MATERIAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

A. Material - Price and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

B. Industry Support Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

C. Parts Necessary for Each Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

1. Kits/Parts: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

2. Parts and Materials Supplied by the Operator: . . . . . . . . . . . . . . . . . . . . . . . . 41

3. Parts Modified and Reidentified: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4. Parts Removed and Not Replaced: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

D. Parts Necessary to Change Spares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

E. Special Tooling - Price and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

F. Special Tooling Necessary to do this Service Bulletin . . . . . . . . . . . . . . . . . . . . . . . 42

3. ACCOMPLISHMENT INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

A. GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

B. WORK INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

FIGURE 1: FUSELAGE - SKIN LAP JOINTS - INSPECTION [Group 1] . . . . . . . . . . . . . . . . . 58

FIGURE 2: FUSELAGE - SKIN LAP JOINTS - INSPECTION [Group 2] . . . . . . . . . . . . . . . . . 62

FIGURE 3: FUSELAGE - SKIN LAP JOINTS - INSPECTION [Group 3] . . . . . . . . . . . . . . . . . 66

FIGURE 4: FUSELAGE - SKIN LAP JOINTS - INSPECTION [Group 4] . . . . . . . . . . . . . . . . . 70

FIGURE 5: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION [Group 1] . . . . . . . . 74

FIGURE 6: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION [Group 2] . . . . . . . . 77

FIGURE 7: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION [Group 3] . . . . . . . . 80

FIGURE 8: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION [Group 4] . . . . . . . . 83

FIGURE 9: FUSELAGE - EXTERNAL FEATURES - INSPECTION [Group 1-4] . . . . . . . . . . . . . 86

FIGURE 10: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, AND EXTERNAL

FEATURES - NON-DESTRUCTIVE TESTING INSPECTIONS [Group 1-4] . . . . . . . . 89

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION [Group 5] . . . . . . . . . . . . . . . 91

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN . 97

Appendix B: REPORTING TEMPLATE - AIRPLANES WITH SCRIBE LINES . . . . . . . . . . . . . . 105

Appendix C: AIRPLANE FUSELAGE SCRIBE LINE MARK SUMMARY TABLES . . . . . . . . . . . . 107

Appendix D: SCRIBE LINE SAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Commercial 

Airplanes 707

Service Bulletin

ALERT

Summary Number: A3539

Original Issue: April 26, 2013

ATA System: 5330

SUBJECT: FUSELAGE - Fuselage Skin - Inspection of the Fuselage Skin for Scribe Lines

THIS BULLETIN IS SENT TO THE OPERATORS OF RECORD OF THE AIRPLANES SHOWN IN PARAGRAPH

1.A., EFFECTIVITY. IF AN AIRPLANE HAS BEEN LEASED OR SOLD, SEND THIS SERVICE BULLETIN TO

THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS SERVICE BULLETIN TO

THE NEW OWNER.

CONCURRENT REQUIREMENTS

None.

BACKGROUND

This service bulletin gives instructions to inspect for scribe lines in the fuselage skin. Fatigue cracks can develop

at scribe line locations. If this service bulletin is not done, any crack that remains undetected could grow large

and cause a rapid decompression of the airplane.

Although Boeing has not received reports of scribe line related cracks on 707 series airplanes, Boeing has

received reports of scribe line related cracks on two 727 airplanes. One report was on a 727-100 airplane with

44,171 cycles. The crack was near a repair and caused rapid decompression of the airplane. Another report

was on a 727-100 airplane with 51,195 cycles. The crack was at station 1090-1110, stringer 4L lap joint. This

also resulted in rapid decompression of the airplane.

A scribe line is a narrow, shallow, distinct line of damage (typically up to 0.006 inch deep), usually associated

with the removal of a fillet or gap seal (skin lap joints and skin butt joints, respectively). A more detailed definition

of a scribe line is included in Accomplishment Instructions Paragraph 3.B. - Identification of a "Typical" Scribe

Line.

A review of fleet activity yields two separate scenarios that are suspected to have caused scribe lines to the

fuselage skin.

The first scenario involves the paint stripping and repainting of airplanes. In the process of stripping and preparing

the airplane for paint, tools were used to remove sealant and paint buildup at lap joints, at certain external

approved repair doublers or door scuff plates, or around external features. Tools like scrapers (steel, wood, hard

plastic, etc.), knives, or utility knives can damage the skin. Fatigue cracks can develop at scribe line locations.

The second scenario is decal application on/or removal from the fuselage. To install the decals across lap joint

steps or repairs, investigation into maintenance practices has shown that decals have been cut in place, using

some form of knife, to allow the decal to lie flush to the skin at these stepped locations. This operation results

in scribe lines at the decal cut location. Based on service reports, sharp tools have also been used for close

trimming of decal outlines. This type of decal trimming also has left scribe lines on the fuselage skin.

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Each of the above maintenance operations can lead to the same type of scribe line damage and subsequent

premature fatigue cracks.

Boeing Service Related Problem (SRP) 707-SRP-53-0247 is related to this service bulletin.

This table is provided to operators for planning purposes only. Refer to the applicable sections for more

information.

Planning Data Affected Reference

Spares Affected No Paragraph 1.A.2., Spares Affected

Paragraph 1.E., Compliance and Paragraph

1.F., Approval

AD Related Yes

Weight and Balance Change No Paragraph 1.H., Weight and Balance Changes

Electrical Load Changed No Paragraph 1.I., Electrical Load Data

Publications Affected Yes Paragraph 1.K., Publications Affected

Airplane Flight Operations Affected (Flight Crew No Paragraph 1.K., Publications Affected

Operations Manual and/or FAA Approved Airplane Flight Manual)

Kits/Parts Required No Paragraph 2.C.1., Kits/Parts

Paragraph 2.C.2., Parts and Materials Supplied

by the Operator

Operator Supplied Parts/Material Yes

Paragraph 2.F., Special Tooling Necessary to

do this Service Bulletin

Special Tooling Required Yes

ACTION

Group 1-4:

Prepare surface for inspection by removing paint and sealant at the applicable locations. Do a detailed inspection

of the fuselage skin at skin lap joints, external approved repairs, and external features for any scribe line. If no

scribe lines are found, no further inspections are required. If any scribe line is found, measure the depth of the

scribe line. For scribe lines less than 0.001 inch deep, no repair or further inspections are required. For scribe

lines greater than or equal to 0.001 inch deep, Non-Destructive Testing (NDT) inspections are required to check

for cracks. If any crack is found, contact Boeing for repair instructions and do the repair.

As an alternative to immediate repair, for a scribe line that qualifies, the provided Limited Return To Service

(LRTS) program may be used to allow airplanes to return to revenue flight for a limited period before scribe lines

are repaired. This service bulletin contains a LRTS program.

NOTE: Further Boeing approval is not required to begin a LRTS program.

The LRTS program consists of repeat inspections to detect any crack where scribe lines were found. Total

airplane flight cycles, location, and the extent of the scribe line must meet specific criteria in order for a scribe

line to qualify for a LRTS program. Inspections at each affected structural location within a LRTS program will

be terminated with a repair.

Since a scribe line can occur at any time during the service life of an airplane and at many locations, this program

uses both total flight cycles and structural criticality of location to determine the inspection requirements.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Criticality of location allows this service bulletin to address the most critical areas first and determines the

inspection thresholds for each location. This service bulletin uses figures and compliance times to address all

of the critical locations and their corresponding inspection thresholds. Each critical piece of structure susceptible

to a scribe line is assigned to a figure. The affected structure for each group of airplanes is identified in individual

figures in this service bulletin.

Group 5:

Prepare surface for inspection by removing paint and sealant at the applicable locations. Do a detailed inspection

of the fuselage skin at all skin lap joints, external approved repairs, external features, skin butt joints, and decals

for any scribe line. If no scribe lines are found, no further inspections are required. If any scribe line is found,

measure the depth of the scribe line. For scribe lines less than 0.001 inch deep, no repair or further inspections

are required. For scribe lines greater than or equal to 0.001 inch deep, contact Boeing for repair instructions

and do the repair.

NOTE: There is no LRTS program for Group 5 airplanes.

EFFECTIVITY

707-100, 707-100B, 707-200, 707-300, 707-300B, 707-300C, 707-400, 720, 720B airplanes. Refer to Paragraph

1.A.1., Airplanes for the list of affected airplanes.

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.

Refer to Paragraph 1.E., Compliance.

INDUSTRY SUPPORT INFORMATION

Boeing warranty remedies are not available for the inspections 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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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Commercial 

Airplanes 707

Service Bulletin

ALERT

Number: A3539

Original Issue: April 26, 2013

ATA System: 5330

SUBJECT: FUSELAGE - Fuselage Skin - Inspection of the Fuselage Skin for Scribe Lines

THIS BULLETIN IS SENT TO THE OPERATORS OF RECORD OF THE AIRPLANES SHOWN IN PARAGRAPH

1.A., EFFECTIVITY. IF AN AIRPLANE HAS BEEN LEASED OR SOLD, SEND THIS SERVICE BULLETIN TO

THE NEW OPERATOR. IF APPLICABLE SPARES HAVE BEEN SOLD, SEND THIS SERVICE BULLETIN TO

THE NEW OWNER.

1. PLANNING INFORMATION

A. Effectivity

1. Airplanes

Refer to Service Bulletin Index Document D6-1647 Part 3 for Airplane Variable Number, Line

Number, and Serial Number data.

This service bulletin is for the airplanes shown below.

GROUP CONFIGURATION DESCRIPTION

1 - 707-100B Airplanes

2 - 707-300 Airplanes

3 - 707-300B Airplanes

4 - 707-300C Airplanes

5 - 707-100, 707-200, 707-400, 720, 720B Airplanes

Airplane Models:

707-100, 707-100B, 707-200, 707-300, 707-300B, 707-300C, 707-400, 720, 720B

Variable Number Group

B0001 - B0029 5

B0101 - B0125 5

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Variable Number Group

B0201 - B0203 5

B0301 - B0306 5

B0401 - B0402 5

B0501 - B0515 5

B2001 - B2008 5

B2091 - B2092 5

B2101 - B2116 5

B2191 - B2194 5

B2199 5

B2201 - B2227 5

B2401 - B2403 5

B2501 - B2502 5

B2551 - B2553 5

B2601 - B2608 5

00001 - 00004 5

00005 - 00006 1

00101 - 00156 1

00201 - 00205 5

00301 - 00305 5

00401 - 00415 5

00416 - 00451 1

00471 - 00475 1

00501 - 00513 1

00601 - 00602 5

00701 - 00703 1

02001 - 02020 2

02101 - 02121 2

02201 - 02207 2

02301 - 02303 2

02401 - 02418 2

04001 - 04005 5

04020 - 04022 5

04101 - 04106 5

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Variable Number Group

04201 - 04218 5

04271 - 04272 5

04301 - 04303 5

05001 - 05060 3

05101 - 05138 3

05201 - 05208 3

05301 - 05312 3

05401 3

05601 - 05605 3

05631 - 05635 3

05701 - 05703 3

05801 - 05802 3

05821 - 05827 3

05831 - 05833 3

05851 - 05854 3

05891 - 05892 3

05921 - 05923 3

05941 - 05942 3

05961 - 05970 3

06001 - 06002 3

06101 3

06401 - 06404 3

06451 3

06461 3

07001 - 07017 4

07041 - 07059 4

07071 - 07081 4

07101 - 07109 4

07181 4

07191 4

07201 - 07215 4

07251 - 07271 4

07401 - 07407 4

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Variable Number Group

07451 - 07458 4

07501 - 07504 4

07601 - 07626 4

07661 - 07662 4

07681 - 07684 4

07701 - 07702 4

07801 - 07821 4

07901 - 07907 4

08001 - 08008 4

08021 4

08051 - 08056 4

08071 - 08077 4

08101 - 08104 4

08121 - 08129 4

08141 - 08144 4

08151 - 08153 4

08171 - 08173 4

08191 - 08192 4

08201 - 08210 4

08221 - 08224 4

08241 - 08244 4

08251 4

08261 4

08271 4

08301 - 08320 4

08324 - 08330 4

08333 4

08401 - 08410 4

08451 - 08452 4

08471 - 08475 4

08501 - 08502 4

08551 - 08553 4

08581 - 08582 4

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Variable Number Group

09001 - 09006 4

09101 - 09107 4

09161 - 09167 4

09201 - 09204 4

09221 - 09223 4

09227 4

09231 - 09232 4

09251 4

09271 4

09281 4

09286 - 09290 4

09411 4

09421 4

09438 4

09441 4

2. Spares Affected

None.

B. Concurrent Requirements

None.

C. Reason

This service bulletin gives instructions to inspect for scribe lines in the fuselage skin. Fatigue cracks

can develop at scribe line locations. If this service bulletin is not done, any crack that remains undetected

could grow large and cause a rapid decompression of the airplane.

Although Boeing has not received reports of scribe line related cracks on 707 series airplanes, Boeing

has received reports of scribe line related cracks on two 727 airplanes. One report was on a 727-100

airplane with 44,171 cycles. The crack was near a repair and caused rapid decompression of the

airplane. Another report was on a 727-100 airplane with 51,195 cycles. The crack was at station

1090-1110, stringer 4L lap joint. This also resulted in rapid decompression of the airplane.

A scribe line is a narrow, shallow, distinct line of damage (typically up to 0.006 inch deep), usually

associated with the removal of a fillet or gap seal (skin lap joints and skin butt joints, respectively). A

more detailed definition of a scribe line is included in Accomplishment Instructions Paragraph 3.B. -

Identification of a "Typical" Scribe Line.

A review of fleet activity yields two separate scenarios that are suspected to have caused scribe lines

to the fuselage skin.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
The first scenario involves the paint stripping and repainting of airplanes. In the process of stripping

and preparing the airplane for paint, tools were used to remove sealant and paint buildup at lap joints,

at certain external approved repair doublers or door scuff plates, or around external features. Tools

like scrapers (steel, wood, hard plastic, etc.), knives, or utility knives can damage the skin. Fatigue

cracks can develop at scribe line locations.

The second scenario is decal application on/or removal from the fuselage. To install the decals across

lap joint steps or repairs, investigation into maintenance practices has shown that decals have been

cut in place, using some form of knife, to allow the decal to lie flush to the skin at these stepped locations.

This operation results in scribe lines at the decal cut location. Based on service reports, sharp tools

have also been used for close trimming of decal outlines. This type of decal trimming also has left

scribe lines on the fuselage skin.

Each of the above maintenance operations can lead to the same type of scribe line damage and

subsequent premature fatigue cracks.

Boeing Service Related Problem (SRP) 707-SRP-53-0247 is related to this service bulletin.

D. Description

Group 1-4:

Prepare surface for inspection by removing paint and sealant at the applicable locations. Do a detailed

inspection of the fuselage skin at skin lap joints, external approved repairs, and external features for

any scribe line. If no scribe lines are found, no further inspections are required. If any scribe line is

found, measure the depth of the scribe line. For scribe lines less than 0.001 inch deep, no repair or

further inspections are required. For scribe lines greater than or equal to 0.001 inch deep,

Non-Destructive Testing (NDT) inspections are required to check for cracks. If any crack is found,

contact Boeing for repair instructions and do the repair.

As an alternative to immediate repair, for a scribe line that qualifies, the provided Limited Return To

Service (LRTS) program may be used to allow airplanes to return to revenue flight for a limited period

before scribe lines are repaired. This service bulletin contains a LRTS program.

NOTE: Further Boeing approval is not required to begin a LRTS program.

The LRTS program consists of repeat inspections to detect any crack where scribe lines were found.

Total airplane flight cycles, location, and the extent of the scribe line must meet specific criteria in order

for a scribe line to qualify for a LRTS program. Inspections at each affected structural location within

a LRTS program will be terminated with a repair.

Since a scribe line can occur at any time during the service life of an airplane and at many locations,

this program uses both total flight cycles and structural criticality of location to determine the inspection

requirements.

Criticality of location allows this service bulletin to address the most critical areas first and determines

the inspection thresholds for each location. This service bulletin uses figures and compliance times to

address all of the critical locations and their corresponding inspection thresholds. Each critical piece

of structure susceptible to a scribe line is assigned to a figure. The affected structure for each group

of airplanes is identified in individual figures in this service bulletin.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 5:

Prepare surface for inspection by removing paint and sealant at the applicable locations. Do a detailed

inspection of the fuselage skin at all skin lap joints, external approved repairs, external features, skin

butt joints, and decals for any scribe line. If no scribe lines are found, no further inspections are required.

If any scribe line is found, measure the depth of the scribe line. For scribe lines less than 0.001 inch

deep, no repair or further inspections are required. For scribe lines greater than or equal to 0.001 inch

deep, contact Boeing for repair instructions and do the repair.

NOTE: There is no LRTS program for Group 5 airplanes.

The work in this service bulletin is done in the maintenance zone(s) given below.

Group 1:

Affected Maintenance Zones

Model Zone

707-100B 1-11, 1-12, 1-13, 1-14, 1-15, 1-16, 2-26

Group 2:

Affected Maintenance Zones

Model Zone

707-300 1-11, 1-12, 1-13, 1-14, 1-15, 1-16, 2-26

Group 3:

Affected Maintenance Zones

Model Zone

707-300B 1-11, 1-12, 1-13, 1-14, 1-15, 1-16, 2-26

Group 4:

Affected Maintenance Zones

Model Zone

707-300C 1-11, 1-12, 1-13, 1-14, 1-15, 1-16, 2-26

Group 5:

Affected Maintenance Zones

Model Zone

707-100, 707-200, 707-400, 1-11, 1-12, 1-13, 1-14, 1-15, 1-16, 2-26

720, 720B

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
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.

Inspection Exemptions: Certain inspections are not required under these conditions:

– Skin Lap Joints: Inspections are not required in skin lap joint areas where an existing external

approved repair covers a potential scribe line, provided the repair spans a minimum of three

fastener rows above and three fastener rows below the potential scribe line location. External

repairs that do not meet this requirement must be removed to allow skin lap joint inspection.

– If operator's records show that the airplane has never been stripped or repainted since delivery

from Boeing, then the skin lap joint and external approved repair scribe line inspections are not

required, except as noted below:

– If a decal is installed, or was previously installed, across an area that requires inspection, the

inspection exemption does not apply. The skin lap joint and external approved repair inspection

must still be done for the affected area at the compliance time in accordance with this service

bulletin.

Group 1-4:

The inspection compliance time is based upon analysis of fuselage geometry and loads.

Group 1-4 airplanes have three (3) areas for scribe line inspections. The areas are as follows:

— Skin Lap Joints

— External Approved Repairs

— External Features

Boeing recommends that operators do inspections for scribe lines at the times given in the Compliance

tables. The Compliance tables are broken down as follows:

1. Table 1 shows the initial scribe line inspection for the three (3) areas to be inspected.

2. Tables 2 through 7 show the Limited Return To Service (LRTS) repeat inspection intervals for the

three (3) areas to be inspected.

LRTS inspections are not an option for airplanes with more than 20,000 total flight cycles.

3. Table 8 shows how to disposition known existing scribe line damage outside of the service bulletin

inspection areas.

Group 5:

Group 5 airplanes have five (5) areas for scribe line inspections. The areas are as follows:

— Skin Lap Joints

— External Approved Repairs

— External Features

— Skin Butt Joints

— Decals

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Boeing recommends that operators do inspections for scribe lines at the times given in the Compliance

table. The Compliance table is broken down as follows:

1. Table 9 shows the initial scribe line inspection for the five (5) areas to be inspected.

NOTE: There is no LRTS program for Group 5 airplanes.

Group 1-4:

Table 1 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, and

External Features - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Within 12 months after the origi- -

nal issue date of this service

bulletin.

Do surface preparations for

scribe line inspections in accordance with Accomplishment Instructions Paragraph 3.B.3 -

Part 1.

Airplanes with more than

15,000 total flight cycles

as of the original issue

date of this service bulletin.

And

Do detailed inspections of the

applicable skin lap joints, external approved repairs, and external features for any scribe line

using the tables in accordance

with Accomplishment Instructions Paragraph 3.B.4 - Part 2.

Before 15,000 total flight cycles -

or within 24 months after the

original issue date of this service bulletin, whichever occurs

later.

Do surface preparations for

scribe line inspections in accordance with Accomplishment Instructions Paragraph 3.B.3 -

Part 1.

Airplanes with 15,000

total flight cycles or less

as of the original issue

date of this service bulletin.

And

Do detailed inspections of the

applicable skin lap joints, external approved repairs, and external features for any scribe line

using the tables in accordance

with Accomplishment Instructions Paragraph 3.B.4 - Part 2.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1-4:

Table 1 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, and

External Features - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

No further inspections are re- Before further flight. -

quired in accordance with Accomplishment Instructions

Paragraph 3.B.5 - Part 3.

No scribe line is found.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Measure the scribe line depth Before further flight. -

in accordance with Accomplishment Instructions Paragraph

3.B.6 - Part 4.

Any scribe line is found.

No repair or further inspections Before further flight. -

are required in accordance with

Accomplishment Instructions

Paragraph 3.B.6 - Part 4.

Scribe line is found less

than 0.001 inch deep.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Do the applicable Non-Destruc- Before further flight. -

tive Testing (NDT) inspection for

any crack in accordance with

Accomplishment Instructions

Paragraph 3.B.7 - Part 5.

Scribe line is greater

than or equal to 0.001

inch deep

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1-4:

Table 1 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, and

External Features - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Refer to the LRTS

Tables 2 to 7 for

repeat intervals.

Before LRTS repeat intervals in

Tables 2 to 7.

Do the LRTS repeat inspection

program in accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6.

If no crack is found and

the scribe line is greater

than or equal to 0.001

inch deep and less than

or equal to 0.006 inch

deep. And

Do surface finish restoration in Before further flight. -

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Or

Document and propose a repair Before further flight. -

to Boeing in accordance with

Accomplishment Instructions

Paragraph 3.B.7 - Part 5. Do the

repair.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Document and propose a repair Before further flight. -

to Boeing in accordance with

Accomplishment Instructions

Paragraph 3.B.7 - Part 5. Do the

repair.

If no crack is found and

the scribe line is greater

than 0.006 inch deep.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1-4:

Table 1 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, and

External Features - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Document and propose a repair Before further flight. -

to Boeing in accordance with

Accomplishment Instructions

Paragraph 3.B.7 - Part 5. Do the

repair.

If any crack is found.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1:

Table 2 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Do Part 1 - Surface Preparation, Part 2 -

Detailed Inspection, and the applicable NonDestructive Testing (NDT) inspection in accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6 for the skin lap joint

areas that follow:

Airplanes with scribe

lines using a Limited Return To Service (LRTS)

Program

Skin Lap Joints

LRTS inspections are not

an option for airplanes

with more than 20,000

total flight cycles.

Station Location Flight Cycles

From - To

Stringer

Location

S-30R STA NLG - 481 - 1,100

S-29R STA 960 - 1124.10 - 800

STA 1124.10 - 1265.20 - 1,400

S-25R STA 312 - 360 - 1,700

STA 360 - 481 - 2,100

S-24R STA 1364.10- 1440 - 2,200

S-20R STA 259.50 - 360 - 1,400

STA 360 - Door Cutout - 1,400

STA 580 - 600K - 1,400

STA 960 - Door Cutout - 1,200

Door Cutout - STA 1164.10 - 1,200

STA 1164.10 - Door Cutout - 2,900

Door Cutout - STA 1265.20 - 2,900

S-14R STA 360 - Door Cutout - 2,000

Door Cutout - STA 481 - 2,000

STA 1124.10 - 1164.10 - 3,000

STA 1241 - Door Cutout - 2,000

Door Cutout - STA 1364.10 - 2,400

S-10R STA 1241 - 1384.10 - 1,800

S-6R STA 441 - 580 - 1,900

S-6L STA 441 - 481 - 3,000

S-14L STA 360 - 481 - 2,000

STA 1220 - Door Cutout - 2,000

S-20L STA 259.50 - 360 - 1,400

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1:

Table 2 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

STA 360 - 600 1,400 -

STA 960 - 1164.10 - 1,300

STA 1164.10 - 1265.20 - 2,900

S-25L STA 312 - 360 - 1,700

STA 441 - 481 - 2,000

S-29L STA 960 - 1124.10 - 800

STA 1124.10- 1265.20 - 1,400

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If no crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Or

Repeat at intervals defined

above in this table.

Repeat the LRTS program in accordance -

with this service bulletin.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If any crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before 20,000 to- -

tal flight cycles.

Contact Boeing for additional inspections or

repair in accordance with Accomplishment

Instructions Paragraph 3.B.8 - Part 6. Do the

additional inspections or repair.

Airplanes with scribe

lines using a LRTS Program Inspection.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 2:

Table 3 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Do Part 1 - Surface Preparation, Part 2 -

Detailed Inspection, and the applicable NonDestructive Testing (NDT) inspection in accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6 for the skin lap joint

areas that follow:

Airplanes with scribe

lines using a Limited Return To Service (LRTS)

Program

Skin Lap Joints

LRTS inspections are not

an option for airplanes

with more than 20,000

total flight cycles.

Station Location Flight Cycles

From - To

Stringer

Location

S-30R STA NLG - 481 - 1,100

S-29R STA 960 - 1124.10 - 800

STA 1124.10 - 1265.20 - 1,400

S-25R STA 312 - 360 - 1,700

STA 360 - 481 - 2,100

S-24R STA 1364.10 - 1440 - 2,200

S-20R STA 259.50 - 360 - 1,400

STA 360 - Door Cutout - 1,400

STA 580 - 600K - 1,400

STA 960 - Door Cutout - 1,200

Door Cutout - STA 1164.10 - 1,200

STA 1164.10 - Door Cutout - 2,900

Door Cutout - STA 1265.20 - 2,900

S-14R STA 360 - Door Cutout - 2,000

Door Cutout - STA 481 - 2,000

STA 1124.10 - 1164.10 - 3,000

STA 1241 - Door Cutout - 2,000

Door Cutout - STA 1364.10 - 2,400

S-10R STA 1241 - 1384.10 - 1,800

S-6R STA 441 - 580 - 1,900

S-6L STA 441 - 481 - 3,000

S-14L STA 360 - 481 - 2,000

STA 1220 - Door Cutout - 2,000

S-20L STA 259.50 - 360 - 1,400

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 2:

Table 3 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

STA 360 - 441 1,400 -

STA 441 - 600H - 2,000

STA 960 - 1164.10 - 1,300

STA 1164.10 - 1265.20 - 2,900

S-25L STA 312 - 360 - 1,700

STA 441 - 481 - 2,000

S-29L STA 960 - 1124.10 - 800

STA 1124.10- 1265.20 - 1,400

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If no crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Or

Repeat at intervals defined

above in this table.

Repeat the LRTS program in accordance -

with this service bulletin.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If any crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before 20,000 to- -

tal flight cycles.

Contact Boeing for additional inspections or

repair in accordance with Accomplishment

Instructions Paragraph 3.B.8 - Part 6. Do the

additional inspections or repair.

Airplanes with scribe

lines using a LRTS Program Inspection.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 3:

Table 4 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Do Part 1 - Surface Preparation, Part 2 -

Detailed Inspection, and the applicable NonDestructive Testing (NDT) inspection in accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6 for the skin lap joint

areas that follow:

Airplanes with scribe

lines using a Limited Return To Service (LRTS)

Program

Skin Lap Joints

LRTS inspections are not

an option for airplanes

with more than 20,000

total flight cycles.

Station Location Flight Cycles

From - To

Stringer

Location

S-30R STA NLG - 481 - 1,100

S-29R STA 960 - 1124.10 - 800

STA 1124.10 - 1265.20 - 1,400

S-25R STA 312 - 360 - 1,700

STA 360 - 481 - 2,100

S-24R STA 1364.10 - 1440 - 2,200

S-20R STA 259.50 - 360 - 1,400

STA 360 - Door Cutout - 1,400

STA 580 - 600K - 1,400

STA 960 - Door Cutout - 1,200

Door Cutout - STA 1164.10 - 1,200

STA 1164.10 - Door Cutout - 2,900

Door Cutout - STA 1265.20 - 2,900

S-14R STA 360 - Door Cutout - 2,000

Door Cutout - STA 481 - 2,000

STA 1124.10 - 1164.10 - 3,000

STA 1241 - Door Cutout - 2,000

Door Cutout - STA 1364.10 - 2,400

S-10R STA 1241 - 1384.10 - 1,800

S-6R STA 441 - 580 - 1,900

S-6L STA 441 - 481 - 3,000

S-14L STA 360 - 481 - 2,000

STA 1220 - Door Cutout - 2,000

S-20L STA 259.50 - 360 - 1,400

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 3:

Table 4 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

STA 360 - 441 1,400 -

STA 441 - 600H - 2,000

STA 960 - 1164.10 - 1,300

STA 1164.10 - 1265.20 - 2,900

S-25L STA 312 - 360 - 1,700

STA 441 - 481 - 2,000

S-29L STA 960 - 1124.10 - 800

STA 1124.10 - 1265.20 - 1,400

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If no crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Or

Repeat at intervals defined

above in this table.

Repeat the LRTS program in accordance -

with this service bulletin.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If any crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before 20,000 to- -

tal flight cycles.

Contact Boeing for additional inspections or

repair in accordance with Accomplishment

Instructions Paragraph 3.B.8 - Part 6. Do the

additional inspections or repair.

Airplanes with scribe

lines using a LRTS Program Inspection.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 4:

Table 5 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Do Part 1 - Surface Preparation, Part 2 -

Detailed Inspection, and the applicable NonDestructive Testing (NDT) inspection in accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6 for the skin lap joint

areas that follow:

Airplanes with scribe

lines using a Limited Return To Service (LRTS)

Program

Skin Lap Joints

LRTS inspections are not

an option for airplanes

with more than 20,000

total flight cycles.

Station Location Flight Cycles

From - To

Stringer

Location

S-30R STA NLG - 481 - 1,100

S-29R STA 960 - 1124.10 - 800

STA 1124.10 - 1265.20 - 1,400

S-25R STA 312 - 360 - 1,700

STA 360 - 481 - 2,100

S-24R STA 1364.10 - 1440 - 2,200

S-20R STA 259.50 - 360 - 1,400

STA 360 - Door Cutout - 1,400

STA 580 - 600K - 1,400

STA 960 - Door Cutout - 1,200

Door Cutout - STA 1164.10 - 1,200

STA 1164.10 - Door Cutout - 2,900

Door Cutout - STA 1265.20 - 2,900

S-14R STA 360 - Door Cutout - 2,000

Door Cutout - STA 481 - 2,000

STA 1124.10 - 1164.10 - 3,000

STA 1241 - Door Cutout - 2,000

Door Cutout - STA 1364.10 - 2,400

S-10R STA 1241 - 1384.10 - 1,800

S-6R STA 441 - 580 - 1,900

S-6L STA 441 - Door Cutout - 3,000

S-14L STA 360 - Door Cutout - 2,000

STA 1220 - Door Cutout - 2,000

S-20L STA 259.50 - 360 - 1,400

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ALERT ALERT
Group 4:

Table 5 - Scribe Line Inspections on Fuselage Skin at Skin Lap Joints - Limited Return To Service Repeat

Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

STA 360 - 441 1,400 -

STA 600E - 600H - 2,000

STA 960 - 1164.10 - 1,300

STA 1164.10 - 1265.20 - 2,900

S-25L STA 312 - 360 - 1,700

STA 441 - 481 - 2,000

S-29L STA 960 - 1144.10 - 800

STA 1144.10 - 1265.20 - 1,400

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If no crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Or

Repeat at intervals defined

above in this table.

Repeat the LRTS program in accordance -

with this service bulletin.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before further -

flight.

Document and propose a repair to Boeing

in accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the repair.

If any crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before 20,000 to- -

tal flight cycles.

Contact Boeing for additional inspections or

repair in accordance with Accomplishment

Instructions Paragraph 3.B.8 - Part 6. Do the

additional inspections or repair.

Airplanes with scribe

lines using a LRTS Program Inspection.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1-4:

Table 6 - Scribe Line Inspections on Fuselage Skin at External Approved Repairs - Limited Return To

Service Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Do Part 1 - Surface Preparation, Part 2 - Detailed Inspection, and the applicable NonDestructive Testing (NDT) inspection in accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6 for the External Approved Repair areas that follow:

Airplanes with scribe

lines using a Limited Return To Service (LRTS)

Program

External Approved Repairs

LRTS inspections are not

an option for airplanes

with more than 20,000

total flight cycles.

Stringer Location Flight Cycles

From - To

Station Location

From - To

STA 259.50 - STA S30R - S30L - 1,200

1440

External Approved Repairs - 20 inches or

longer on any side.

STA 259.50 - STA S30R - S30L - 1,500

1440

External Approved Repairs - Less than 20

inches on any side.

Before further -

flight.

Document and propose a repair to Boeing in

accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6. Do the repair.

If no crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Or

Repeat at intervals defined

above in this table.

Repeat the LRTS program in accordance with -

this service bulletin.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Before further -

flight.

Document and propose a repair to Boeing in

accordance with Accomplishment Instructions

Paragraph 3.B.8 - Part 6. Do the repair.

If any crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance

with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Group 1-4:

Table 6 - Scribe Line Inspections on Fuselage Skin at External Approved Repairs - Limited Return To

Service Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Before 20,000 to- -

tal flight cycles.

Contact Boeing for additional inspections or

repair in accordance with Accomplishment

Instructions Paragraph 3.B.8 - Part 6. Do the

additional inspections or repair.

Airplanes with scribe

lines using a LRTS Program Inspection.

Group 1-4:

Table 7 - Scribe Line Inspections on Fuselage Skin at External Features - Limited Return To Service

Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance

Time

Condition Action

Do Part 1 - Surface Preparation, Part 2 - Detailed Inspection, and the applicable Non-Destructive Testing

(NDT) inspection in accordance with Accomplishment

Instructions Paragraph 3.B.8 - Part 6 for the External

Feature areas that follow:

Airplanes with scribe

lines using a Limited

Return To Service

(LRTS) Program

External Features

LRTS inspections are

not an option for airplanes with more than

20,000 total flight cycles.

Station Loca- External Feature Flight Cycles

tion

Stringer

Location

Air Traffic Control/ L- - 2,500

Band Antenna

STA 294.50 to

312.00

S-25L To S25R

Antenna - Low - 1,750

Range Radio Altimeter

S-30L To S- STA 1010

30R

Antenna - Low - 1,750

Range Radio Altimeter

S-30L To S- STA 1029

30R

Antenna - Low - 1,750

Range Radio Altimeter

S-30L To S- STA 1050

30R

Antenna - Low - 1,750

Range Radio Altimeter

S-30L To S- STA 1069

30R

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ALERT ALERT
Group 1-4:

Table 7 - Scribe Line Inspections on Fuselage Skin at External Features - Limited Return To Service

Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance

Time

Condition Action

Before further -

flight.

Document and propose a repair to Boeing in accordance with Accomplishment Instructions Paragraph

3.B.8 - Part 6. Do the repair.

If no crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance with Accomplishment Instructions Paragraph 3.B.9 - Part 7.

Or

Repeat at intervals defined

above in this table.

Repeat the LRTS program in accordance with this -

service bulletin.

And

Before further -

flight.

Do surface finish restoration in accordance with Accomplishment Instructions Paragraph 3.B.9 - Part 7.

Before further -

flight.

Document and propose a repair to Boeing in accordance with Accomplishment Instructions Paragraph

3.B.8 - Part 6. Do the repair.

If any crack is found.

And

Before further -

flight.

Do surface finish restoration in accordance with Accomplishment Instructions Paragraph 3.B.9 - Part 7.

Before -

20,000 total

flight cycles.

Contact Boeing for additional inspections or repair in

accordance with Accomplishment Instructions Paragraph 3.B.8 - Part 6. Do the additional inspections or

repair.

Airplanes with scribe

lines using a LRTS

Program Inspection.

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ALERT ALERT
Group 1-4:

Table 8: Known Existing Scribe Line Damage - Inspection for Scribe Lines Outside of Service Bulletin

Inspection Areas

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Do surface preparations in ac- Before 20,000 total flight cycles. -

cordance with Accomplishment

Instructions Paragraph 3.B.3 -

Part 1.

Airplanes with known

existing scribe line damage outside of this Service Bulletin Inspection

areas. And

Measure the scribe line depth

in accordance with Accomplishment Instructions Paragraph

3.B.10 - Part 8 for the fuselage

areas that follow:

Skin Lap Joints

External Approved Repairs

External Features (Antennas,

Lights, Beacons)

Skin Butt Joints

Decals and Fairings

No repair or further inspections Before further flight. -

are required in accordance with

Accomplishment Instructions

Paragraph 3.B.10 - Part 8.

Scribe line is found less

than 0.001 inch deep.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Do the applicable Non-Destruc- Before further flight. -

tive Testing (NDT) inspection for

any crack in accordance with

Accomplishment Instructions

Paragraph 3.B.10 - Part 8.

Scribe line is greater

than or equal to 0.001

inch deep

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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ALERT ALERT
Group 1-4:

Table 8: Known Existing Scribe Line Damage - Inspection for Scribe Lines Outside of Service Bulletin

Inspection Areas

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

No repair or further inspections Before further flight. -

are required in accordance with

Accomplishment Instructions

Paragraph 3.B.10 - Part 8.

If no crack is found and

the scribe line is greater

than or equal to 0.001

inch deep and less than

or equal to 0.004 inch

deep. And

Do surface finish restoration in Before further flight. -

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Contact Boeing for additional Before 20,000 total flight cycles. -

inspections or repair in accordance with Accomplishment Instructions Paragraph 3.B.10 -

Part 8. Do the additional inspections or repair.

If no crack is found and

the scribe line is greater

than 0.004 inch deep

and less than or equal

to 0.006 inch deep.

And

Do surface finish restoration in Before further flight. -

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Document and propose a repair Before further flight. -

to Boeing in accordance with

Accomplishment Instructions

Paragraph 3.B.10 - Part 8. Do

the repair.

If no crack is found and

the scribe line is greater

than 0.006 inch deep.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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ALERT ALERT
Group 1-4:

Table 8: Known Existing Scribe Line Damage - Inspection for Scribe Lines Outside of Service Bulletin

Inspection Areas

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Document and propose a repair Before further flight. -

to Boeing in accordance with

Accomplishment Instructions

Paragraph 3.B.10 - Part 8. Do

the repair.

If any crack is found.

And

Contact Boeing for additional

inspections in accordance with

Accomplishment Instructions

Paragraph 3.B.10 - Part 8. Do

the additional inspections.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Group 5:

Table 9 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, External

Features, Skin Butt Joints, and Decals - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Within 12 months after the origi- -

nal issue date of this service

bulletin.

Do surface preparations for

scribe line inspections in accordance with Accomplishment Instructions Paragraph 3.B.3 -

Part 1.

Airplanes with more than

15,000 total flight cycles

as of the original issue

date of this service bulletin.

And

Do detailed inspections of all

skin lap joints, external approved repairs, external features, skin butt joints, and decals for any scribe line using the

table in accordance with Accomplishment Instructions Paragraph 3.B.4 - Part 2.

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ALERT ALERT
Group 5:

Table 9 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, External

Features, Skin Butt Joints, and Decals - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Within 24 months after the origi- -

nal issue date of this service

bulletin or before 15,000 total

flight cycles, whichever occurs

later.

Do surface preparations for

scribe line inspections in accordance with Accomplishment Instructions Paragraph 3.B.3 -

Part 1.

Airplanes with 15,000

total flight cycles or less

as of the original issue

date of this service bulletin.

And

Do detailed inspections of all

skin lap joints, external approved repairs, external features, skin butt joints, and decals for any scribe line using the

table in accordance with Accomplishment Instructions Paragraph 3.B.4 - Part 2.

No further inspections are re- Before further flight. -

quired in accordance with Accomplishment Instructions

Paragraph 3.B.5 - Part 3.

No scribe line is found.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

Measure the scribe line depth Before further flight. -

in accordance with Accomplishment Instructions Paragraph

3.B.6 - Part 4.

Any scribe line is found.

No repair or further inspections Before further flight. -

are required in accordance with

Accomplishment Instructions

Paragraph 3.B.6 - Part 4.

Scribe line is found less

than 0.001 inch deep.

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

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ALERT ALERT
Group 5:

Table 9 : Scribe Line Inspection on Fuselage Skin at Skin Lap Joints, External Approved Repairs, External

Features, Skin Butt Joints, and Decals - Initial Inspection

Repeat Interval

(Not to Exceed)

Condition Action Compliance Time

Contact Boeing for repair instruc- Before further flight. -

tions and do the repair in accordance with Accomplishment Instructions Paragraph 3.B.6 -

Part 4.

Scribe line is greater

than or equal to 0.001

inch deep

And

Do surface finish restoration in

accordance with Accomplishment Instructions Paragraph

3.B.9 - Part 7.

F. Approval

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.

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.

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 examine the work

— Time to cure the materials

— Time to make the parts

— Time to find the tools.

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ALERT ALERT
Group 1:

Scribe Line Inspection

Task Number of Persons Task Hours Elapsed Hours

Figure 1 4 80.0 20.0

Figure 5 2 12.0 6.0

Figure 9 2 4.0 2.0

TOTAL FOR EACH AIRPLANE 96.0 * 28.0 *

* Total Task Hours and Elapsed Hours dependent upon total number of fuselage

areas being inspected.

* Additional time is required for paint and sealant removal.

* More time will be required for additional inspections and repairs if scribe lines or

other damage is found.

* More time may be required for inspections around large repair doublers.

Group 2:

Scribe Line Inspection

Task Number of Persons Task Hours Elapsed Hours

Figure 2 4 80.0 20.0

Figure 6 2 12.0 6.0

Figure 9 2 4.0 2.0

TOTAL FOR EACH AIRPLANE 96.0 * 28.0 *

* Total Task Hours and Elapsed Hours dependent upon total number of fuselage

areas being inspected.

* Additional time is required for paint and sealant removal.

* More time will be required for additional inspections and repairs if scribe lines or

other damage is found.

* More time may be required for inspections around large repair doublers.

Group 3:

Scribe Line Inspection

Task Number of Persons Task Hours Elapsed Hours

Figure 3 4 80.0 20.0

Figure 7 2 12.0 6.0

Figure 9 2 4.0 2.0

TOTAL FOR EACH AIRPLANE 96.0 * 28.0 *

* Total Task Hours and Elapsed Hours dependent upon total number of fuselage

areas being inspected.

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Group 3:

Scribe Line Inspection

Task Number of Persons Task Hours Elapsed Hours

* Additional time is required for paint and sealant removal.

* More time will be required for additional inspections and repairs if scribe lines or

other damage is found.

* More time may be required for inspections around large approved repairs.

Group 4:

Scribe Line Inspection

Task Number of Persons Task Hours Elapsed Hours

Figure 4 4 80.0 20.0

Figure 8 2 12.0 6.0

Figure 9 2 4.0 2.0

TOTAL FOR EACH AIRPLANE 96.0 * 28.0 *

* Total Task Hours and Elapsed Hours dependent upon total number of fuselage

areas being inspected.

* Additional time is required for paint and sealant removal.

* More time will be required for additional inspections and repairs if scribe lines or

other damage is found.

* More time may be required for inspections around large approved repairs.

Group 5:

Scribe Line Inspection

Task Number of Persons Task Hours Elapsed Hours

Figure 11 4 96.0 24.0

TOTAL FOR EACH AIRPLANE 96.0 * 24.0 *

* Total Task Hours and Elapsed Hours dependent upon total number of fuselage

areas being inspected.

* Additional time is required for paint and sealant removal.

* More time will be required for additional inspections and repairs if scribe lines or

other damage is found.

* More time may be required for inspections around large approved repairs.

H. Weight and Balance Changes

None.

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ALERT ALERT
I. Electrical Load Data

Not changed.

J. References

1. Existing Data:

a. Boeing Service Related Problem (SRP) 707-SRP-53-0247

b. Standard Overhaul Practices Manual (SOPM) 20-30-03, 20-43-03

c. 707 Non-Destructive Testing (NDT) Manual Part 10, 53-30-01; Part 4, 53-30-05; Part 4,

53-30-06; Part 6, 51-00-00, Figure 23; Part 6, 51-00-00, Figure 4; Part 6, 53-30-22; TR 06-10,

Part 6, 53-30-24; TR 06-11, Part 6, 53-30-25; TR 06-12, Part 6, 53-30-26

d. 707 Aircraft Maintenance Manual (AMM) 51-2-141, 51-3-0

e. Service Bulletin Index Document D6-1647 Part 3

2. Data Supplied with this Service Bulletin:

None.

3. Installation Drawings Used in the Preparation of this Service Bulletin:

None.

K. Publications Affected

1. Publications

Publication Chapter-Section

707 Aircraft Maintenance Manual 51-2

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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ALERT ALERT

BLANK PAGE
2. MATERIAL INFORMATION

A. Material - Price and Availability

None.

B. Industry Support Information

Boeing warranty remedies are not available for the inspections or repair procedures given in this service

bulletin.

C. Parts Necessary for Each Airplane

1. Kits/Parts:

None.

2. Parts and Materials Supplied by the Operator:

Part Number / QTY Name Notes

Specification

Type 2, Class A 10 Ounces Chemical Conversion Coating (b) (c) (g)

BMS 10-11 Type 1 24 Ounces Primer (a) (c) (g)

BMS 10-72 24 Ounces Primer Plus Enamel (a) (c) (d) (e) (f) (g)

BMS 10-79, Type II 24 Ounces Primer (a) (c) (d) (e) (f) (g)

BMS 10-60, Type II 24 Ounces Topcoat (a) (c) (d) (e) (f) (g)

(a) Refer to the Qualified Products List at the end of the Boeing Material Specification (BMS) for supplier

data.

(b) Refer to SOPM 20-43-03 as an accepted procedure for material sources.

(c) This part is only necessary if paint is removed.

(d) This part is only necessary if BMS 10-79 and BMS 10-60 or the operators normal decorative paint system

is not used.

(e) This part is only necessary if BMS 10-72 or the operators normal decorative paint system is not used.

(f) Refer to 707 AMM 51-2-141 as an accepted procedure for decorative exterior paint system application.

(g) The quantity given is an approximation. The actual quantity required will vary depending on the results

of the scribe line inspections.

3. Parts Modified and Reidentified:

None.

4. Parts Removed and Not Replaced:

None.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
D. Parts Necessary to Change Spares

None.

E. Special Tooling - Price and Availability

The operator can supply the tools shown in Paragraph 2.F., Special Tooling Necessary to do this

Service Bulletin. Tool price and supply data are not given.

F. Special Tooling Necessary to do this Service Bulletin

No special tooling is necessary to accomplish this bulletin. However, the following standard tools may

be needed to measure scribe line depth. These tools are unusual and may not be available at all shops

as standard tools. Maintenance and overhaul tools in the manuals shown in Paragraph 1.J., References,

can also be necessary. Examine operator tool supply to make sure all necessary tools are available.

Number Name

Model Number 8400K Digital Optical Micrometer (a) (b)

Model 966 (Part Number 125632-1) or Optical Micrometer (a) (c)

Model 966A (Part Number 125632)

Inspect Cam Model SDMS Laser Measurement System (d)

(a) These are typical optical micrometers.

(b) Rene Company

1005 South Mountain Avenue

Monrovia, California 91016 USA

Toll free: (866) 358-9955

Tel: (626) 358-9955

Fax: (626) 358-1448

Email: info@renecompany.com

(c) Taber Industries

455 Bryant Street

North Tonawanda, New York 14120 USA

Toll-Free: (800) 333-5300 (in USA or Canada)

Phone: (716) 694-4000

Fax: (716) 694-1450

(d) Refer to 707 NDT Manual Part 10, 53-30-01 for the latest vendor information.

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
3. ACCOMPLISHMENT INSTRUCTIONS

A. GENERAL INFORMATION

CAUTION: ELECTRICALLY GROUND THE AIRPLANE. THIS WILL HELP TO PREVENT DAMAGE

TO THE AIRPLANE OR EQUIPMENT.

CAUTION: 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.

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

4. 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.

5. Appendix D includes information for the fabrication or purchase of a scribe line sample

for use as a training aid. The use of this sample is not required when performing

actions of this service bulletin. This sample is an aid in identifying what a scribe line

may look and feel like but is not intended to show all damage that is considered a

scribe line. When identifying scribe lines, see the definition of a typical scribe line in

the Accomplishment Instructions of this service bulletin.

6. If an optical micrometer or laser measurement system cannot be used because the

upper skin of the lap joint covers a scribe line, then the scribe line depth does not

need to be determined at that location. These scribe lines must be considered typical

and therefore all inspection and other requirements for a typical scribe line apply.

7. It is required that individuals performing ultrasonic inspections on airplanes with

scribe lines to detect cracks per the relevant procedures must be recognized by the

operator or repair station as qualified to perform ultrasonic inspections on their

airplanes and meet at least one of the following criteria:

– The individual must be qualified to at least Level 2 in the ultrasonic method in

accordance with an accepted industry standard, i.e. ATA Specification 105,

Mil-Std.-410, NAS-410, SNT-TC-1A, or EN-4179 or equivalent. or

– The individual has received specific Boeing training with Boeing providing a

certificate stating that the individual has satisfactorily completed the training in

the specific techniques. or

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ALERT ALERT
– The individual has a Level 1 rating in the ultrasonic method in accordance with

an accepted industry standard and has received specific training and a statement

from the qualifying entity (employer) that the individual is qualified for this

particular inspection.

8. If scribe lines are found during any of the inspections contained in this service bulletin,

when determining the requirements for inspection and repair, each scribe line shall

be considered individually.

9. An external approved repair is identified as any SRM repair, a repair provided and

approved by Boeing for a specific case requested by the operator, or an operator

developed repair that has a Boeing approved Damage Tolerance Analysis.

10. If a scribe line is found outside of the inspections areas in this service bulletin, do

inspections in accordance with Work Instructions, Paragraph 3.B.10 - Part 8.

11. If any scribe line is detected at a non-approved repair, provide details of repair and

scribe line to Boeing for evaluation. Do the Boeing recommended disposition.

12. 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.

13. Boeing has developed training video VPS13290, "Preventing Scribe Damage Through

Proper Sealant Removal". To get this video, operators should contact their local

Boeing Field Service Representative.

14. Operators should thoroughly familiarize themselves with all Parts and Work

Instructions in this service bulletin prior to starting their scribe line inspection program.

In addition, it is recommended that all Non-Destructive Testing (NDT) procedures

be reviewed and limitations understood prior to the use of the NDT inspection. This

will aid in understanding all available options in the event a scribe line is discovered.

15. Inspection Exemptions: Certain inspections are not required under these conditions:

– Skin Lap Joints: Inspections are not required in skin lap joint areas where an

existing external approved repair covers a potential scribe line, provided the

repair spans a minimum of three fastener rows above and three fastener rows

below the potential scribe line location. External repairs that do not meet this

requirement must be removed to allow skin lap joint inspection.

– If operator's records show that the airplane has never been stripped or repainted

since delivery from Boeing then the skin lap joint and external approved repair

scribe line inspections are not required, except as noted below:

– If a decal is installed, or was previously installed, across an area that

requires inspection, the inspection exemption does not apply. The skin lap

joint and external approved repair inspection must still be done for the

affected area at the compliance time in accordance with this service bulletin.

16. Do not blend scribe lines. Blending a scribe line may hinder inspection techniques

necessary to determine the presence or absence of fatigue cracks.

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ALERT ALERT
B. WORK INSTRUCTIONS

1. IDENTIFICATION OF A "TYPICAL" SCRIBE LINE

Determine if the Scribe Line is "typical".

A scribe line is defined as a narrow, shallow, distinct line of damage (typically up to 0.006 inch

deep), usually associated with the removal of a fillet or gap seal (lap joints and butt joints,

respectively). Scribe lines can be both tactile and non-tactile. Discoloration of the aluminum clad

layer or small surface imperfections do not qualify as a scribe line. A lightning strike at a lap joint

or butt joint does not qualify as a scribe line. In certain cases, the scribe lines have been associated

with the trimming of fuselage skin decals. Scribe lines that create a potential safety concern are

generally long continuous scribe lines or several adjacent scribe lines in a critical orientation at

specific locations with relatively high stresses.

If an optical micrometer or laser measurement system cannot be used because the upper skin of

the lap joint covers a scribe line, then the scribe line depth does not need to be determined at that

location. These scribe lines must be considered typical and therefore all inspection and other

requirements for a typical scribe line apply.

Grinding, gouging, or other "non-typical" damage, which is more significant (deeper or locally more

extensive) than the typical scribe line must be repaired. Localized scratches, nicks and dents that

might be induced in other areas of the fuselage skin during either manufacture or maintenance

operations are not considered scribe lines. This type of damage should be addressed via the

acceptable maintenance practices detailed in the Structural Repair Manual.

2. LOCATIONS OF "TYPICAL" SCRIBE LINES

a. Skin Lap Joints

In areas near skin lap joints, scribe lines normally run parallel to the lap joint in the lower skin

along the edge of the upper skin. These scribe lines are typically within 0.25 inch of the lower

edge of the upper skin. In some cases, portions of the scribe lines may be directly adjacent

to or slightly under the lower edge of the upper skin resulting in hidden lines that cannot be

viewed without disassembly. The ends of these scribe lines sometimes may also turn slightly

away from the lap joint.

b. Skin Butt Joints

In butt joint areas, scribe lines are normally found on the splice plate in the gap between the

forward and aft skin edges and run along the butt joint.

c. External Approved Repairs

In areas around external approved repairs, scribe lines normally follow the periphery of the

external approved repairs.

d. External Features

In areas around external features, scribe lines normally follow the periphery of the external

feature.

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e. Decals and Fairings

In areas around decals and fairings, scribe lines normally follow the periphery of the decal or

fairing. Scribe lines may be located anywhere on a skin panel where decals or fairings are

currently installed or were previously were installed.

3. PART 1 - SURFACE PREPARATION - SCRIBE LINE INSPECTIONS

NOTE: Refer to Appendix A of this service bulletin for an accepted procedure for sealant removal

during surface preparation.

a. Skin Lap Joint Surface Preparation

(1) Remove the sealant from the lower edge of all affected lap joints.

(2) Remove the paint from below the lower edge of all affected lap joints. The bared area

should be at least one (1.0) inch wide, as measured from the lower edge of the upper

skin.

(3) If any section of the affected lap joints is under the wing-to-body fairing, remove the

appropriate fairing panel(s) for access.

b. Skin Butt Joint Surface Preparation

Remove the sealant from within the gap of the affected butt joints. It is recommended that the

primer and paint, if present, not be removed from the butt joint splice plate. If the primer is

removed, do not use chemical stripper.

c. External Approved Repair Surface Preparation

Remove paint and sealant from the area of the skin around the periphery of the external

approved repair. The bared area should be at least one (1.0) inch wide, around the periphery

of the external approved repair.

d. External Feature Surface Preparation

Remove paint and sealant from the area of the skin around the periphery of the external

feature. The bared area should be at least one (1.0) inch wide, around the periphery of the

external feature.

e. Decal and Fairing Surface Preparation

Remove the paint from the applicable area of the skin around the edges of the decal or fairing

as follows:

(1) If decals were previously installed, and it can be determined where the edges of the

decals previously were, remove the paint from the area of the skin around the edges of

the decal. The bared area should be at least one half (0.5) inch wide on both sides of the

edge of the decal.

(2) If decals were previously installed, but it cannot be determined where the edges of the

decal were, remove the paint from all of the affected decal locations.

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(3) For fairings, remove paint and sealant from the area of the skin around the periphery of

the fairing. The bared area should be at least one (1.0) inch wide, around the periphery

of the fairing.

4. PART 2 - DETAILED INSPECTION FOR SCRIBE LINES

a. Do a detailed inspection of the fuselage skin for scribe lines. Use a minimum 10X magnifying

lens to aid the inspection.

b. From the tables that follow, which correspond to airplane group numbers, determine the

applicable figures for the inspection areas to be inspected.

c. If no scribe line is found, do Part 3 - No Scribe Line Found.

d. If any scribe line is found, do Part 4 - Scribe Line Found.

e. Scribe Line Inspections:

Group 1:

Table 1 - Scribe Line Inspections

Area

Skin Lap Joints Figure 1

External Approved Repairs Figure 5

External Features Figure 9

Group 2:

Table 2 - Scribe Line Inspections

Area

Skin Lap Joints Figure 2

External Approved Repairs Figure 6

External Features Figure 9

Group 3:

Table 3 - Scribe Line Inspections

Area

Skin Lap Joints Figure 3

External Approved Repairs Figure 7

External Features Figure 9

Group 4:

Table 4 - Scribe Line Inspections

Area

Skin Lap Joints Figure 4

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Group 4:

Table 4 - Scribe Line Inspections

Area

External Approved Repairs Figure 8

External Features Figure 9

Group 5:

Table 5 - Scribe Line Inspections

Area

Skin Lap Joints Figure 11

External Approved Repairs Figure 11

External Features Figure 11

Skin Butt Joints Figure 11

Decals Figure 11

5. PART 3 - NO SCRIBE LINE IS FOUND

a. If no scribe lines are found, no further inspections are required.

b. Do Part 7 - Surface Finish Restoration.

6. PART 4 - ANY SCRIBE LINE IS FOUND

NOTE: DO NOT BLEND ANY SCRIBE LINE. BLENDING A SCRIBE LINE MAY HINDER

INSPECTION TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR

ABSENCE OF FATIGUE CRACKS.

a. Measure and document the location and depth of all scribe lines that are found. It is

recommended that you use the format outlined in Appendix C to document the scribe line.

b. Do a laser measurement inspection or the optical micrometer inspection to measure the

maximum depth of the scribe line.

NOTE: Only the laser measurement inspection in accordance with 707 NDT Manual Part

10, 53-30-01 can be used to confirm scribe line depth less than 0.001 inch.

c. If the scribe line depth is less than 0.001 inch:

(1) No repair or further inspections are required at that location.

(2) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

d. Group 1-4:

If the scribe line depth is greater than or equal to 0.001 inch:

(1) Do Part 5 - Non-Destructive Testing (NDT) Inspections - Scribe Lines to detect any crack.

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NOTE: The applicable NDT inspection(s) of the scribe line must be accomplished prior

to a repair proposal to verify that no crack exists in or around the scribe line.

(2) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

e. Group 5:

If the scribe line depth is greater than or equal to 0.001 inch:

(1) Contact Boeing for repair instructions and do the repair.

(2) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

7. Group 1-4:

PART 5 - NON-DESTRUCTIVE TESTING (NDT) INSPECTIONS - SCRIBE LINES

If the scribe line depth is greater than or equal to 0.001 inch, do what follows:

a. Scribe Line at Skin Lap Joint:

(1) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration. The

707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has application

limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is not

known.

(2) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch and

less than or equal to 0.006 inch, do one of the options that follows:

(a) Do the Limited Return To Service (LRTS) repeat inspection program in accordance

with Part 6 of this service bulletin.

or

(b) Document and propose a repair to Boeing. Do the repair. This will assist Boeing in

the analysis of the scribe line damage and repair proposal.

NOTE: A repair is not required until the repair compliance time is reached, provided

the operator chooses to do the LRTS repeat inspection program in

accordance with Part 6 of this service bulletin.

A repair proposal is only required if the operator has chosen not to do the

LRTS repeat inspection program.

(3) If no crack is found and the scribe line depth is greater than 0.006 inch, document and

propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis of the

scribe line damage and repair proposal.

NOTE: The LRTS repeat inspection program is not an option for scribe lines greater

than 0.006 inch deep.

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(4) If any crack is found, document and propose a repair to Boeing. Do the repair. This will

assist Boeing in the analysis of the crack and repair proposal.

(5) Do Part 7 - Surface Finish Restoration of this service bulletin.

b. Scribe Line at External Approved Repair:

(1) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration. The

707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has application

limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is not

known.

(2) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch and

less than or equal to 0.006 inch, do one of the options that follows:

(a) Do the Limited Return To Service (LRTS) repeat inspection program in accordance

with Part 6 of this service bulletin.

or

(b) Document and propose a repair to Boeing. Do the repair. This will assist Boeing in

the analysis of the scribe line damage and repair proposal.

NOTE: A repair is not required until the repair compliance time is reached, provided

the operator chooses to do the LRTS repeat inspection program in

accordance with Part 6 of this service bulletin.

A repair proposal is only required if the operator has chosen not to do the

LRTS repeat inspection program.

(3) If no crack is found and the scribe line depth is greater than 0.006 inch, document and

propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis of the

scribe line damage and repair proposal.

NOTE: The LRTS repeat inspection program is not an option for scribe lines greater

than 0.006 inch deep.

(4) If any crack is found, document and propose a repair to Boeing. Do the repair. This will

assist Boeing in the analysis of the crack and repair proposal.

(5) Do Part 7 - Surface Finish Restoration of this service bulletin.

c. Scribe Line at External Feature:

(1) Do the applicable NDT inspection in accordance with FIGURE 10.

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NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration. The

707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has application

limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is not

known.

(2) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch and

less than or equal to 0.006 inch, do one of the options that follows:

(a) Do the Limited Return To Service (LRTS) repeat inspection program in accordance

with Part 6 of this service bulletin.

or

(b) Document and propose a repair to Boeing. Do the repair. This will assist Boeing in

the analysis of the scribe line damage and repair proposal.

NOTE: A repair is not required until the repair compliance time is reached, provided

the operator chooses to do the LRTS repeat inspection program in

accordance with Part 6 of this service bulletin.

A repair proposal is only required if the operator has chosen not to do the

LRTS repeat inspection program.

(3) If no crack is found and the scribe line depth is greater than 0.006 inch, document and

propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis of the

scribe line damage and repair proposal.

NOTE: The LRTS repeat inspection program is not an option for scribe lines greater

than 0.006 inch deep.

(4) If any crack is found, document and propose a repair to Boeing. Do the repair. This will

assist Boeing in the analysis of the crack and repair proposal.

(5) Do Part 7 - Surface Finish Restoration of this service bulletin.

8. Group 1-4:

PART 6 - LIMITED RETURN TO SERVICE (LRTS) PROGRAM

a. Skin Lap Joints - Repeat Inspection:

(1) Determine which areas of the skin lap joints require repeat inspection based upon previous

inspection results.

(2) Do Part 1 - Surface Preparation - Scribe Line Inspection, in areas that require repeat

inspection.

(3) Do Part 2 - Detailed Inspection for Scribe Lines, in areas that require repeat inspection.

(4) Do the applicable NDT inspection in accordance with FIGURE 10.

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NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration. The

707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has application

limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is not

known.

(5) If no crack is found, do one of the options that follows:

(a) Document and propose a repair to Boeing. Do the repair. This will assist Boeing in

the analysis of the scribe line damage and repair proposal.

or

(b) Repeat the LRTS program in accordance with this service bulletin. Contact Boeing

before the compliance time listed in Paragraph 1.E for additional inspections or repair.

Do the additional inspections or repair.

(6) If any crack is found, document and propose a repair to Boeing. Do the repair. This will

assist Boeing in the analysis of the crack and repair proposal.

(7) Do Part 7 - Surface Finish Restoration of this service bulletin.

b. External Approved Repair - Repeat Inspection:

(1) Determine which areas of the external approved repairs require repeat inspection based

upon previous inspection results.

(2) Do Part 1 - Surface Preparation - Scribe Line Inspection, in areas that require repeat

inspection.

(3) Do Part 2 - Detailed Inspection for Scribe Lines, in areas that require repeat inspection.

(4) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration. The

707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has application

limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is not

known.

(5) If no crack is found, do one of the options that follows:

(a) Document and propose a repair to Boeing. Do the repair. This will assist Boeing in

the analysis of the scribe line damage and repair proposal.

or

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(b) Repeat the LRTS program in accordance with this service bulletin. Contact Boeing

before the compliance time listed in Paragraph 1.E for additional inspections or repair.

Do the additional inspections or repair.

(6) If any crack is found, document and propose a repair to Boeing. Do the repair. This will

assist Boeing in the analysis of the crack and repair proposal.

(7) Do Part 7 - Surface Finish Restoration of this service bulletin.

c. External Features - Repeat Inspection:

(1) Determine which areas of the external features require repeat inspection based upon

previous inspection results.

(2) Do Part 1 - Surface Preparation - Scribe Line Inspection, in areas that require repeat

inspection.

(3) Do Part 2 - Detailed Inspection for Scribe Lines, in areas that require repeat inspection.

(4) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration. The

707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has application

limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is not

known.

(5) If no crack is found, do one of the options that follows:

(a) Document and propose a repair to Boeing. Do the repair. This will assist Boeing in

the analysis of the scribe line damage and repair proposal.

or

(b) Repeat the LRTS program in accordance with this service bulletin. Contact Boeing

before the compliance time listed in Paragraph 1.E for additional inspections or repair.

Do the additional inspections or repair.

(6) If any crack is found, document and propose a repair to Boeing. Do the repair. This will

assist Boeing in the analysis of the crack and repair proposal.

(7) Do Part 7 - Surface Finish Restoration of this service bulletin.

9. PART 7 - SURFACE FINISH RESTORATION

NOTE: To reduce the possibility of future scribing, Boeing recommends that the BMS 5-95 fillet

seal not be reapplied except as follows:

1. In the gap at butt joints.

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2. The leading edge of the external approved repair for repairs that will be inspected

under the LRTS program.

3. Around external features as referred to in the applicable Aircraft Maintenance

Manual (AMM) section.

a. Refinish the external surface finish as follows:

(1) Apply Type 2, Class A chemical conversion coating. Refer to SOPM 20-43-03 as an

accepted procedure.

(2) Apply BMS 10-72 paint system (primer plus enamel), or BMS 10-79 Type II (primer) plus

BMS 10-60 Type II (topcoat), or the operator's normal decorative paint system. Refer to

707 Aircraft Maintenance Manual 51-2-141 as an accepted procedure.

b. Refinish the internal surface finish as follows:

(1) Apply Type 2, Class A chemical conversion coating. Refer to SOPM 20-43-03 as an

accepted procedure.

(2) Apply BMS 10-11 Type 1 primer. Refer to 707 Aircraft Maintenance Manual Subject

51-2-141 as an accepted procedure.

c. For external approved repairs that will be inspected under the LRTS program, apply a fillet

seal of BMS 5-95 sealant at the leading edge of the external approved repair. Refer to 707

Aircraft Maintenance Manual Subject 51-3-0 as an accepted procedure.

d. For external approved repairs around which no scribe lines were found, apply a fillet seal of

BMS 5-95 sealant around the periphery of the external approved repair. Refer to 707 Aircraft

Maintenance Manual Subject 51-3-0 as an accepted procedure.

e. Put the airplane back to a serviceable condition.

10. Group 1-4:

PART 8 - KNOWN EXISTING SCRIBE LINE DAMAGE - OUTSIDE OF SERVICE BULLETIN

INSPECTION AREAS

If scribe lines are found outside of service bulletin inspection areas, do what follows:

a. Do Part 1 - Surface Preparation - Scribe Line Inspections of this service bulletin.

b. Measure and document the location and depth of all scribe lines that are found. It is

recommended that you use the format outlined in Appendix C to document the scribe line.

c. Do a laser measurement inspection or the optical micrometer inspection to measure the

maximum depth of the scribe line.

NOTE: Only the laser measurement inspection in accordance with 707 NDT Manual Part

10, 53-30-01 can be used to confirm scribe line depth less than 0.001 inch.

d. If the scribe line depth is less than 0.001 inch:

(1) No repair or further inspections are required.

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(2) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

e. If the scribe line depth is greater than or equal to 0.001 inch, do what follows:

(1) Scribe Line at Skin Lap Joint - NDT Inspection

(a) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration.

The 707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has

application limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is

not known.

(b) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch

and less than or equal to 0.004 inch, no repair or further inspections are required.

(c) If no crack is found and the scribe line depth is greater than 0.004 inch and less than

or equal to 0.006 inch, contact Boeing for additional inspections or repair. Do the

additional inspections or repair.

(d) If no crack is found and the scribe line depth is greater than 0.006 inch, document

and propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis

of the scribe line damage and repair proposal.

(e) If any crack is found, document and propose a repair to Boeing. Do the repair. This

will assist Boeing in the analysis of the crack and repair proposal. Contact Boeing

for additional inspections. Do the additional inspections.

(f) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

(2) Scribe Line at External Approved Repair - NDT Inspection

(a) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration.

The 707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has

application limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is

not known.

(b) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch

and less than or equal to 0.004 inch, no repair or further inspections are required.

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(c) If no crack is found and the scribe line depth is greater than 0.004 inch and less than

or equal to 0.006 inch, contact Boeing for additional inspections or repair. Do the

additional inspections or repair.

(d) If no crack is found and the scribe line depth is greater than 0.006 inch, document

and propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis

of the scribe line damage and repair proposal.

(e) If any crack is found, document and propose a repair to Boeing. Do the repair. This

will assist Boeing in the analysis of the crack and repair proposal. Contact Boeing

for additional inspections. Do the additional inspections.

(f) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

(3) Scribe Line at External Feature - NDT Inspection

(a) Do the applicable NDT inspection in accordance with FIGURE 10.

NOTE: The skin thickness must be known when conducting the Ultrasonic (UT)

inspections so that the correct reference standard is used in calibration.

The 707 NDT Manual Part 4, 53-30-05 (Ultrasonic Single Element) has

application limitations based upon skin thickness.

Use the applicable Boeing drawing to determine skin thickness if skin thickness is

not known.

(b) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch

and less than or equal to 0.004 inch, no repair or further inspections are required.

(c) If no crack is found and the scribe line depth is greater than 0.004 inch and less than

or equal to 0.006 inch, contact Boeing for additional inspections or repair. Do the

additional inspections or repair.

(d) If no crack is found and the scribe line depth is greater than 0.006 inch, document

and propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis

of the scribe line damage and repair proposal.

(e) If any crack is found, document and propose a repair to Boeing. Do the repair. This

will assist Boeing in the analysis of the crack and repair proposal. Contact Boeing

for additional inspections. Do the additional inspections.

(f) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

(4) Scribe Line at Skin Butt Joint - NDT Inspection

(a) Based upon scribe line location, do the applicable NDT inspection in accordance

with what follows:

1) Low Frequency Eddy Current (LFEC) in accordance with 707 NDT Manual TR

06-10, Part 6, 53-30-24.

or

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2) High Frequency Eddy Current (HFEC) in accordance with 707 NDT Manual TR

06-11, Part 6, 53-30-25.

(b) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch

and less than or equal to 0.004 inch, no repair or further inspections are required.

(c) If no crack is found and the scribe line depth is greater than 0.004 inch and less than

or equal to 0.006 inch, contact Boeing for additional inspections or repair. Do the

additional inspections or repair.

(d) If no crack is found and the scribe line depth is greater than 0.006 inch, document

and propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis

of the scribe line damage and repair proposal.

(e) If any crack is found, document and propose a repair to Boeing. Do the repair. This

will assist Boeing in the analysis of the crack and repair proposal. Contact Boeing

for additional inspections. Do the additional inspections.

(f) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

(5) Scribe Line at Decals and Fairings - NDT Inspection

(a) Do a High Frequency Eddy Current (HFEC) inspection in accordance with 707 NDT

Manual Part 6, 51-00-00, Figure 4 or 707 NDT Manual Part 6, 51-00-00, Figure 23

to detect any crack at any affected decals and fairings.

(b) If no crack is found and the scribe line depth is greater than or equal to 0.001 inch

and less than or equal to 0.004 inch, no repair or further inspections are required.

(c) If no crack is found and the scribe line depth is greater than 0.004 inch and less than

or equal to 0.006 inch, contact Boeing for additional inspections or repair. Do the

additional inspections or repair.

(d) If no crack is found and the scribe line depth is greater than 0.006 inch, document

and propose a repair to Boeing. Do the repair. This will assist Boeing in the analysis

of the scribe line damage and repair proposal.

(e) If any crack is found, document and propose a repair to Boeing. Do the repair. This

will assist Boeing in the analysis of the crack and repair proposal. Contact Boeing

for additional inspections. Do the additional inspections.

(f) Do Part 7 - Surface Finish Restoration of this Service Bulletin.

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ALERT ALERT
This Figure applies only to: Group 1.

FIGURE 1: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 1 OF 4)

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FIGURE 1: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 2 OF 4)

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ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Skin S-30R, STA NLG To STA 481 - (a) (b)

S-29R, STA 960 To STA 1124.10

S-29R, STA 1124.10 To STA

1265.20

S-25R, STA 312 To STA 360

S-25R, STA 360 To STA 481

S-24R, STA 1364.10 To STA 1440

S-20R, STA 259.50 To STA 360

S-20R, STA 360 To Door Cutout

S-20R, STA 580 To STA 600K

S-20R, STA 960 To Door Cutout

S-20R, Door Cutout To STA 1164.10

S-20R, STA 1164.10 To Door Cutout

S-20R, Door Cutout To STA 1265.20

S-14R, STA 360 To Door Cutout

S-14R, STA Door Cutout To STA

481

S-14R, STA 1124.10 To STA

1164.10

S-14R, STA 1241 To Door Cutout

S-14R, Door Cutout To STA 1364.10

S-10R, STA 1241 To STA 1384.10

S-6R, STA 441 To STA 580

S-6L, STA 441 To STA 481

S-14L, STA 360 To STA 481

S-14L, STA 1220 To Door Cutout

S-20L, STA 259.50 To STA 360

S-20L, STA 360 To STA 600

FIGURE 1: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 3 OF 4)

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ALERT ALERT
STEP TASK NAME IDENTIFICATION QTY MORE DATA

S-20L, STA 960 To STA 1164.10

S-20L, STA 1164.10 To STA

1265.20

S-25L, STA 312 To STA 360

S-25L, STA 441 To STA 481

S-29L, STA 960 To STA 1124.10

S-29L, STA 1124.10 To STA

1265.20

(a) Do a detailed inspection of the fuselage skin for any scribe line. Use a minimum 10X magnifying lens

to aid the inspection.

(b) In areas near lap joints, scribe lines normally run parallel to the lap joint in the lower skin along the

edge of the upper skin. These scribe lines are typically within 0.25 inch of the lower edge of the upper

skin. In some cases, portions of the scribe lines may be directly adjacent to or slightly under the lower

edge of the upper skin. The ends of these scribe lines sometimes may also turn slightly away from the

lap joint.

FIGURE 1: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 4 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 2.

FIGURE 2: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 1 OF 4)

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ALERT ALERT
FIGURE 2: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 2 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Skin S-30R, STA NLG To STA 481 - (a) (b)

S-29R, STA 960 To STA 1124.10

S-29R, STA 1124.10 To STA

1265.20

S-25R, STA 312 To STA 360

S-25R, STA 360 To STA 481

S-24R, STA 1364.10 To STA 1440

S-20R, STA 259.50 To STA 360

S-20R, STA 360 To Door Cutout

S-20R, STA 580 To STA 600K

S-20R, STA 960 To Door Cutout

S-20R, Door Cutout To STA 1164.10

S-20R, STA 1164.10 To Door Cutout

S-20R, Door Cutout To STA 1265.20

S-14R, STA 360 To Door Cutout

S-14R, Door Cutout To STA 481

S-14R, STA 1124.10 To STA

1164.10

S-14R, STA 1241 To Door Cutout

S-14R, Door Cutout To STA 1364.10

S-10R, STA 1241 To STA 1384.10

S-6R, STA 441 To STA 580

S-6L, STA 441 To STA 481

S-14L, STA 360 To STA 481

S-14L, STA 1220 To Door Cutout

S-20L, STA 259.50 To STA 360

S-20L, STA 360 To STA 441

S-20L, STA 441 To STA 600H

FIGURE 2: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 3 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
STEP TASK NAME IDENTIFICATION QTY MORE DATA

S-20L, STA 960 To STA 1164.10

S-20L, STA 1164.10 To STA

1265.20

S-25L, STA 312 To STA 360

S-25L, STA 441 To STA 481

S-29L, STA 960 To STA 1124.10

S-29L, STA 1124.10 To STA

1265.20

(a) Do a detailed inspection of the fuselage skin for any scribe line. Use a minimum 10X magnifying lens

to aid the inspection.

(b) In areas near lap joints, scribe lines normally run parallel to the lap joint in the lower skin along the

edge of the upper skin. These scribe lines are typically within 0.25 inch of the lower edge of the upper

skin. In some cases, portions of the scribe lines may be directly adjacent to or slightly under the lower

edge of the upper skin. The ends of these scribe lines sometimes may also turn slightly away from the

lap joint.

FIGURE 2: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 4 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 3.

FIGURE 3: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 1 OF 4)

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ALERT ALERT
FIGURE 3: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 2 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Skin S-30R, STA NLG To STA 481 - (a) (b)

S-29R, STA 960 To STA 1124.10

S-29R, STA 1124.10 To STA

1265.20

S-25R, STA 312 To STA 360

S-25R, STA 360 To STA 481

S-24R, STA 1364.10 To STA 1440

S-20R, STA 259.50 To STA 360

S-20R, STA 360 To Door Cutout

S-20R, STA 580 To STA 600K

S-20R, STA 960 To Door Cutout

S-20R, Door Cutout To STA 1164.10

S-20R, STA 1164.10 To Door Cutout

S-20R, Door Cutout To STA 1265.20

S-14R, STA 360 To Door Cutout

S-14R, Door Cutout To STA 481

S-14R, STA 1124.10 To STA

1164.10

S-14R, STA 1241 To Door Cutout

S-14R, Door Cutout To STA 1364.10

S-10R, STA 1241 To STA 1384.10

S-6R, STA 441 To STA 580

S-6L, STA 441 To STA 481

S-14L, STA 360 To STA 481

S-14L, STA 1220 To Door Cutout

S-20L, STA 259.50 To STA 360

S-20L, STA 360 To STA 441

S-20L, STA 441 To STA 600H

FIGURE 3: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 3 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
STEP TASK NAME IDENTIFICATION QTY MORE DATA

S-20L, STA 960 To STA 1164.10

S-20L, STA 1164.10 To STA

1265.20

S-25L, STA 312 To STA 360

S-25L, STA 441 To STA 481

S-29L, STA 960 To STA 1124.10

S-29L, STA 1124.10 To STA

1265.20

(a) Do a detailed inspection of the fuselage skin for any scribe line. Use a minimum 10X magnifying lens

to aid the inspection.

(b) In areas near lap joints, scribe lines normally run parallel to the lap joint in the lower skin along the

edge of the upper skin. These scribe lines are typically within 0.25 inch of the lower edge of the upper

skin. In some cases, portions of the scribe lines may be directly adjacent to or slightly under the lower

edge of the upper skin. The ends of these scribe lines sometimes may also turn slightly away from the

lap joint.

FIGURE 3: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 4 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 4.

FIGURE 4: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 1 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 4: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 2 OF 4)

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A3539

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Skin S-30R, STA NLG To STA 481 - (a) (b)

S-29R, STA 960 To STA 1124.10

S-29R, STA 1124.10 To STA

1265.20

S-25R, STA 312 To STA 360

S-25R, STA 360 To STA 481

S-24R, STA 1364.10 To STA 1440

S-20R, STA 259.50 To STA 360

S-20R, STA 360 To Door Cutout

S-20R, STA 580 To STA 600K

S-20R, STA 960 To Door Cutout

S-20R, Door Cutout To STA 1164.10

S-20R, STA 1164.10 To Door Cutout

S-20R, Door Cutout To STA 1265.20

S-14R, STA 360 To Door Cutout

S-14R, Door Cutout To STA 481

S-14R, STA 1124.10 To STA

1164.10

S-14R, STA 1241 To Door Cutout

S-14R, Door Cutout To STA 1364.10

S-10R, STA 1241 To STA 1384.10

S-6R, STA 441 To STA 580

S-6L, STA 441 To Door Cutout

S-14L, STA 360 To Door Cutout

S-14L, STA 1220 To Door Cutout

S-20L, STA 259.50 To STA 360

S-20L, STA 360 To STA 441

S-20L, STA 600E To STA 600H

FIGURE 4: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 3 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
STEP TASK NAME IDENTIFICATION QTY MORE DATA

S-20L, STA 960 To STA 1164.10

S-20L, STA 1164.10 To STA

1265.20

S-25L, STA 312 To STA 360

S-25L, STA 441 To STA 481

S-29L, STA 960 To STA 1144.10

S-29L, STA 1144.10 To STA

1265.20

(a) Do a detailed inspection of the fuselage skin for any scribe line. Use a minimum 10X magnifying lens

to aid the inspection.

(b) In areas near lap joints, scribe lines normally run parallel to the lap joint in the lower skin along the

edge of the upper skin. These scribe lines are typically within 0.25 inch of the lower edge of the upper

skin. In some cases, portions of the scribe lines may be directly adjacent to or slightly under the lower

edge of the upper skin. The ends of these scribe lines sometimes may also turn slightly away from the

lap joint.

FIGURE 4: FUSELAGE - SKIN LAP JOINTS - INSPECTION

(SHEET 4 OF 4)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 1.

FIGURE 5: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 1 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 5: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 2 OF 3)

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A3539

75 of 110

BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

STA 259.50 To STA 1440 - S30R - (a) (b) (c)

To S30L

1 Inspect Skin

(a) Do a detailed inspection of the fuselage skin around external approved repairs for any scribe line. Use

a minimum 10X magnifying lens to aid the inspection.

(b) Scribe lines normally run parallel to the external approved repair along the edge of the repair. These

scribe lines are typically within 0.25 inch of the repair. In some cases, portions of the scribe lines may

be directly adjacent to or slightly under the edge of the repair.

(c) If the repair ends at a butt splice, inspect the butt splice strap at the repair area plus ten (10) inches

above and below the repair.

FIGURE 5: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 3 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 2.

FIGURE 6: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 1 OF 3)

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A3539

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 6: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 2 OF 3)

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A3539

78 of 110

BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

STA 259.50 To STA 1440 - S30R - (a) (b) (c)

To S30L

1 Inspect Skin

(a) Do a detailed inspection of the fuselage skin around external approved repairs for any scribe line. Use

a minimum 10X magnifying lens to aid the inspection.

(b) Scribe lines normally run parallel to the external approved repair along the edge of the repair. These

scribe lines are typically within 0.25 inch of the repair. In some cases, portions of the scribe lines may

be directly adjacent to or slightly under the edge of the repair.

(c) If the repair ends at a butt splice, inspect the butt splice strap at the repair area plus ten (10) inches

above and below the repair.

FIGURE 6: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 3 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 3.

FIGURE 7: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 1 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 7: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 2 OF 3)

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A3539

81 of 110

BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

STA 259.50 To STA 1440 - S30R - (a) (b) (c)

To S30L

1 Inspect Skin

(a) Do a detailed inspection of the fuselage skin around external approved repairs for any scribe line. Use

a minimum 10X magnifying lens to aid the inspection.

(b) Scribe lines normally run parallel to the external approved repair along the edge of the repair. These

scribe lines are typically within 0.25 inch of the repair. In some cases, portions of the scribe lines may

be directly adjacent to or slightly under the edge of the repair.

(c) If the repair ends at a butt splice, inspect the butt splice strap at the repair area plus ten (10) inches

above and below the repair.

FIGURE 7: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 3 OF 3)

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A3539

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 4.

FIGURE 8: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 1 OF 3)

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A3539

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 8: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 2 OF 3)

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A3539

84 of 110

BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

STA 259.50 To STA 1440 - S30R - (a) (b) (c)

To S30L

1 Inspect Skin

(a) Do a detailed inspection of the fuselage skin around external approved repairs for any scribe line. Use

a minimum 10X magnifying lens to aid the inspection.

(b) Scribe lines normally run parallel to the external approved repair along the edge of the repair. These

scribe lines are typically within 0.25 inch of the repair. In some cases, portions of the scribe lines may

be directly adjacent to or slightly under the edge of the repair.

(c) If the repair ends at a butt splice, inspect the butt splice strap at the repair area plus ten (10) inches

above and below the repair.

FIGURE 8: FUSELAGE - EXTERNAL APPROVED REPAIRS - INSPECTION

(SHEET 3 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 1-4.

FIGURE 9: FUSELAGE - EXTERNAL FEATURES - INSPECTION

(SHEET 1 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
FIGURE 9: FUSELAGE - EXTERNAL FEATURES - INSPECTION

(SHEET 2 OF 3)

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A3539

87 of 110

BOEING SERVICE BULLETIN A3539

ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

S-25L To S-25R, STA 294.50 To 1 (a) (b) (c)

STA 312

Air Traffic Control /

L-Band Antenna

1 Inspect

Antenna - Low S-30L To S-30R, STA 1010 1

Range Radio Altimeter

Antenna - Low S-30L To S-30R, STA 1029 1

Range Radio Altimeter

Antenna - Low S-30L To S-30R, STA 1050 1

Range Radio Altimeter

Antenna - Low S-30L To S-30R, STA 1069 1

Range Radio Altimeter Side

(a) Do a detailed inspection of the fuselage skin around the external feature for any scribe line. Use a

minimum 10X magnifying lens to aid the inspection.

(b) In areas around external features, scribe lines normally follow the periphery of the external feature.

(c) Location may vary among operators.

FIGURE 9: FUSELAGE - EXTERNAL FEATURES - INSPECTION

(SHEET 3 OF 3)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
This Figure applies only to: Group 1-4.

In each of the areas defined above, all of the inspections described in the table are necessary if scribes are

found.

The Illustration shown above is not to scale.

Initial inspections must be done with the paint removed.

Area 1 Inspections (h) Area 2 Inspections (h) Area 3 Inspections

Skin Lap Joint locations - If any

scribe lines are found in Area 3, all

of the following inspections must be

done in Area 3. (f) Butt joint to butt

joint inspections are not required in

Area 3.

Skin Lap Joint locations - If any

scribe lines are found in Area 2, all

of the following inspections must be

done in Area 2. (f) Butt joint to butt

joint inspections are not required in

Area 2.

Skin Lap Joint locations - If any

scribe lines are found in Area 1 or

Area 2, all of the following inspections must be done in Area 1 from

butt joint to butt joint at the skin lap

joint location. (a) (g)

External Approved Repairs locations

- If any scribe lines are in Area 3, all

of the following inspections must be

done in Area 3. (f) It is not required

to inspect the entire periphery of the

external approved repair location in

Area 3.

External Approved Repairs locations

- If any scribe lines are in Area 2, all

of the following inspections must be

done in Area 2. (f) It is not required

to inspect the entire periphery of the

external approved repair location in

Area 2.

External Approved Repairs locations

- If any scribe lines are in Area 1 or

Area 2, all of the following inspections must be done in Area 1 along

the entire periphery of the external

approved repair location.

FIGURE 10: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, AND EXTERNAL

FEATURES - NON-DESTRUCTIVE TESTING INSPECTIONS

(SHEET 1 OF 2)

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BOEING SERVICE BULLETIN A3539

ALERT ALERT
Area 1 Inspections (h) Area 2 Inspections (h) Area 3 Inspections

External Feature locations - If any

scribe lines are in Area 3, all of the

following inspections must be done

in Area 3. (f) It is not required to inspect the entire periphery of the external feature location in Area 3.

External Feature locations - If any

scribe lines are in Area 2, all of the

following inspections must be done

in Area 2. (f) It is not required to inspect the entire periphery of the external feature location in Area 2.

External Feature locations - If any

scribe lines are in Area 1 or Area 2,

all of the following inspections must

be done in Area 1 along the periphery of the external feature location.

High Frequency Eddy Current

(HFEC) below

High Frequency Eddy Current

(HFEC) below.

Option 1 or Option 2 below.

Surface HFEC in accordance with

707 NDT Manual Part 6, 51-00-00,

Figure 4 (b) (f)

Surface HFEC in accordance with

707 NDT Manual Part 6, 51-00-00,

Figure 4 (b) (f)

Option 1:

Ultrasonic (UT) Single Element in

accordance with 707 NDT Manual

Part 4, 53-30-05 (c) (d) or or

and Surface HFEC in accordance with

707 NDT Manual Part 6, 51-00-00,

Figure 23 (b) (f)

Surface HFEC in accordance with

707 NDT Manual Part 6, 51-00-00,

Figure 23 (b) (f)

Surface High Frequency Eddy Current (HFEC) in accordance with 707

NDT Manual Part 6, 53-30-22 (b) or

Eddy Current Array Inspection in

accordance with 707 NDT Manual

TR 06-12, Part 6, 53-30-26 (Skin

Lap Joint locations only) (b)

or

Eddy Current Array Inspection in

accordance with 707 NDT Manual

TR 06-12, Part 6, 53-30-26 (Skin

Lap Joint locations only) (b)

Option 2:

Ultrasonic (UT) Phased Array in accordance with 707 NDT Manual Part

4, 53-30-06 (b) (e)

(a) If a door cutout breaks up a skin panel between butt joints, then do inspection from butt joint to door cutout

instead of butt joint to butt joint.

(b) After the initial inspection with the paint removed, subsequent Limited Return to Service (LRTS) inspections

using this method can be done with the paint in place. For the ultrasonic phased array inspection, paint

thickness must be less than or equal to 0.007 inch thick if paint is left in place.

(c) The paint must be removed for this inspection.

(d) The Ultrasonic (UT) Single Element inspection method can detect cracks at scribe lines up to 0.030 inch

under the edge of the overlapping skin, external approved repair, or external feature.

(e) The Ultrasonic (UT) Phased Array inspection method can detect cracks at scribe lines up to 0.030 inch

under the edge of the overlapping skin, external approved repair, or external feature and up to 0.063 inch

beyond the edge of the overlapping skin, external approved repair, or external feature.

(f) This inspection is only required locally where scribe lines exist.

(g) For the Limited Return to Service (LRTS) program, areas along skin lap joints that require butt joint to butt

joint inspections do not need to be inspected at the same time; each area may be inspected independently

at its associated LRTS inspection interval. The LRTS inspection for each area may be delayed until the

actual compliance time in which each area is located. For areas outside of the service bulletin inspection

areas, refer to Table 8 of the Compliance section of this service bulletin. This note does not apply for initial

inspections.

(h) At skin lap joints, Area 1 inspections are required from butt joint to butt joint or door opening if any scribe

line is found within Area 1 or Area 2.

FIGURE 10: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, AND EXTERNAL

FEATURES - NON-DESTRUCTIVE TESTING INSPECTIONS

(SHEET 2 OF 2)

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ALERT ALERT
This Figure applies only to: Group 5.

FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION

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ALERT ALERT
FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION

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ALERT ALERT
FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION

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ALERT ALERT
FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION

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ALERT ALERT
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

CAUTION: DO NOT BLEND SCRIBE LINES. BLENDING A SCRIBE LINE MAY HINDER INSPECTION

TECHNIQUES NECESSARY TO DETERMINE THE PRESENCE OR ABSENCE OF FATIGUE

CRACKS.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

STA 178 To STA 1440 - S30R To All (a) (b)

S30L

1 Inspect Skin Lap Joints

STA 178 To STA 1440 - S30R To All (c) (d) (e)

S30L

External Approved

Repairs

2 Inspect

STA 178 To STA 1440 - S30R To All (f) (g) (h)

S30L

3 Inspect External Features

STA 178 To STA 1440 - S30R To All (i) (j)

S30L

4 Inspect Skin Butt Joints

STA 178 To STA 1440 - S30R To All (k) (l)

S30L

5 Inspect Decals

(a) Do a detailed inspection of all skin lap joints on the fuselage skin for any scribe line. Use a minimum

10X magnifying lens to aid the inspection.

(b) In areas near lap joints, scribe lines normally run parallel to the lap joint in the lower skin along the

edge of the upper skin. These scribe lines are typically within 0.25 inch of the lower edge of the upper

skin. In some cases, portions of the scribe lines may be directly adjacent to or slightly under the lower

edge of the upper skin. The ends of these scribe lines sometimes may also turn slightly away from the

lap joint.

(c) Do a detailed inspection around all external approved repairs on the fuselage skin for any scribe line.

Use a minimum 10X magnifying lens to aid the inspection.

(d) Scribe lines normally run parallel to the external approved repair along the edge of the repair. These

scribe lines are typically within 0.25 inch of the repair. In some cases, portions of the scribe lines may

be directly adjacent to or slightly under the edge of the repair.

(e) If the repair ends at a butt splice, inspect the butt splice strap at the repair area plus ten (10) inches

above and below the repair.

(f) Do a detailed inspection around all external features on the fuselage skin for any scribe line. Use a

minimum 10X magnifying lens to aid the inspection.

(g) In areas around external features, scribe lines normally follow the periphery of the external feature.

(h) Location may vary among operators.

(i) Do a detailed inspection around all skin butt joints on the fuselage skin for any scribe line. Use a minimum 10X magnifying lens to aid the inspection.

(j) Scribe lines at butt joints are normally found on the splice plate in the gap between the forward and

aft skin edges and run along the skin butt joint. In addition, scribe lines normally run parallel to the skin

butt joint. In some cases, portions of the scribe lines may be directly adjacent to the edge of the fuselage

skin.

FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION

(SHEET 5 OF 6)

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ALERT ALERT
STEP TASK NAME IDENTIFICATION QTY MORE DATA

(k) Do a detailed inspection around all decals on the fuselage skin for any scribe line. Use a minimum

10X magnifying lens to aid the inspection.

(l) In areas around decals, scribe lines normally follow the periphery of the decal.

FIGURE 11: FUSELAGE - SKIN LAP JOINTS, EXTERNAL APPROVED REPAIRS, EXTERNAL FEATURES,

SKIN BUTT JOINTS AND DECALS - INSPECTION

(SHEET 6 OF 6)

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ALERT ALERT
1. MATERIAL AND EQUIPMENT

a. Scrapers

(1) AC Tech Scraper, TS 1275-4 (6 inch length)

Supplier: Advanced Chemistry & Technology (AC TECH)

Address: 7341 Anaconda Avenue, Garden Grove, California 92841, USA

Phone: (714) 373-2837 extension 119 or 117

Fax: (714) 373-1913

Attn: Customer Service

email: rosie.cruze@actechaero.com

NOTE: Handles are also available for these products for better comfort and control. The

handle best suited for the TS 1275-4 scraper can be purchased under the part number

SHR 0272-T from AC Tech.

(2) SEMCO Scraper: P/N 234350 (6 inch length)

Supplier: PPG Aerospace: SEMCO Division

Address: PPG Aerospace (ASC-Seattle), 14126 NE 190th Street, Woodinville, Washington

98072, USA

Phone: North America (800) 237-6649 (This connects to the closest PPG Aerospace facility

in North America. For North America and International contacts visit the web site.)

China (Suzhou) 86 512 6661 5858

Dubai UAE 971 4 883 9666

France 33 0 5 6149 4849

Germany 49 40 742 193 10

Hong Kong 852 2861 0918

South Africa 27 11 608 5656

Singapore 65 861 1119

United Kingdom 44 0 1388 770222

Web Site: www.ppg.com/prc-desoto/main

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 1 OF 8)

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ALERT ALERT
email: Cheryl.Chittenden@PPG.com subject=Semco Scrapers (PN-234350)

(3) Jus N Tyme Scrapers: P/N JNT 411B60 (6 inch length), P/N JNT 411B90 (9 inch length

-tapered)

Supplier: Jus N Tyme Tooling

Address: 2167 Green Canyon Road, Fallbrook, California 92028, USA

Phone: (760) 723-5985

Fax: (760) 723-5820

Contacts: Cheryl or Bob Hancock

Web Site: www.JusNTyme.com

email: Bob@JusNTyme.com

NOTE: Scraper P/N JNT 411B90 is designed for removing sealant from butt joints with a

1/4 inch or larger gap.

(4) PnJ Scrapers: P/N DFD5019, SCD5019, SFD7519, DAD5013 (5 and 9 inch lengths of varying

widths); Plastic handles: P/N SHN0272, SHW0215, SHR0272

Supplier: PnJ Machining, Inc.

Address: 2601 Inter Avenue, Puyallup, Washington 98372, USA

Phone: (253) 841-0500

Fax: (253) 840-1695

Contact: Paul Hogeboom Web site: www.pnjmachining.com

NOTE: Scraper P/N DAD5013 is designed for removing sealant from butt joints with a 1/8

inch or larger gap.

(5) Elixair Scrapers: P/N 311/03/04, 311/06/06, 311/12/04, 311/12/06, 311/24/04, 311/24/06,

311/38/04, and 311/38/06 (7.5 inch length with handle of varying widths); Skyholder Rubber

Handle: P/N 310/1; Skymill Pneumatic Scraper Sharpener: P/N 309/3; Skybag for sharpener:

P/N 309/3B

Supplier: Elixair International Limited

Address: Roman Hill Business Park, Broadmayne, Dorset DT2 8LY, United Kingdom

Phone: 44 0 1305 853019 (within the UK); 44 1305 853019 (within the USA)

Fax: 44 0 1305 852060 (within the UK); 44 1305 852060 (within the USA)

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 2 OF 8)

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ALERT ALERT
Contact: Len McLaughlin

Web site: www.elixair.co.uk

email: sales@elixair.com or lenmclaughlin@elixair.co.uk

NOTE: 1. Scraper P/N 311/03/06 is designed for removing sealant from butt joints

with a 3 mm or larger gap.

2. The pneumatic sharpener can be used to sharpen most plastic scrapers.

(6) Custom Components LTD Scraper: P/N 10810 (6 inch length)

Supplier: Custom Components LTD

Address: Unit 3, Feltrim Business Park, Swords Co., Dublin Ireland

Phone: 353 1 8901909

Fax: 353 1 8901907

(7) Bomatic, Inc. Scraper: P/N 1-6390-A (9 inch length - tapered)

Supplier: Bomatic, Inc.

Address: 1841 East Acacia Street, Ontario, California 91761, USA

Phone: (909) 947 3900

Fax: (909) 947 5969 Contact: Kjeld Hestehave, Cathy Macri

Web site: www.bomatic.com

NOTE: Scraper P/N 1-6390-A is designed for removing sealant from butt joints with a 1/4

inch or larger gap.

(8) General Tool & Supply Scraper: P/N ST982L-9ACE (9 inch length)

Supplier: General Tool & Supply

Address: 355 Trek Drive, Tukwila, Washington 98188, USA

Phone: (206) 762-1500

Toll Free: (800) 321-3305

Fax: (206) 767-7026

Contact: Dean Zetty

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

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ALERT ALERT
Web site: www.generaltool.com

email: dzetty@generaltool.com

b. Power Tools

(1) 3M SR cutter - No. 3, 0.40 inch diameter, P/N 48011-30096-2

NOTE: Any power tool that will accept the 3M SR Cutter and has a maximum speed of 850

RPM (at the cutter) can be used.

c. Solvents

(1) Methyl Ethyl Ketone (MEK), ASTM D740

(2) Methyl Propyl Ketone (MPK), BMS 11-9, Grades 1 and 2

(3) Aliphatic Naptha, TT-N-95, Type I and Type III

(4) Toluene, TT-T-548 or ASTM D362

(5) Isopropyl Alcohol TT-I-736

d. Miscellaneous

(1) Aluminum Oxide abrasive paper, 400 grit or finer

(2) Paper or wipers that meet the requirements of BSM 15-5

2. SEALANT REMOVAL NOTES:

This appendix provides procedures for removing sealant from the exterior pressurized fuselage. Using

these procedures will minimize the risk of damaging clad aluminum surfaces during sealant removal.

The main areas of concern are:

a. Lap joints

b. Butt joints (including underlying splice plates)

c. Other areas where sealant is present (i.e. wing to body fairings, windows, access doors, etc.)

Boeing recommends only approved scrapers and tools listed in Paragraph 1 of this appendix be used

for removing sealant from the exterior fuselage. Alternately, it is acceptable to use other scrapers

provided they meet the requirements of BSS7384 (Method for Evaluating Tool Materials for use on

Unpainted Clad Aluminum). Commonly used scraper materials such as Lexan polycarbonate, acrylic

(Plexiglas), Micarta fiber reinforced phenolic resins, metal, wood, and other hard plastics have been

tested and found to scratch clad aluminum.

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 4 OF 8)

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ALERT ALERT
3. SEALANT REMOVAL PROCESS: LAP JOINT FILLET

a. To remove the lap joint fillet, follow this procedure:

CAUTION: PLEASE NOTE THAT THERE IS A POTENTIAL FOR THE SR CUTTER TO "RUN

AWAY" AND CAUSE DAMAGE AT THE LAP JOINT AND SURROUNDING AREA.

ALSO, IF THE CUTTER CONTACTS BARE METAL BENEATH THE SEALANT,

THE CLAD ALUMINUM SKIN COULD BE DAMAGED. BEFORE USING THE 3M

SR CUTTER, OPERATORS SHOULD BE TRAINED ON PROPER USAGE OF THIS

TOOL AND SHOULD PRACTICE ON TEST PANELS OR PIECES TO PERFECT

THEIR SKILLS IN WORKING WITH THE TOOL.

(1) Remove the majority of the fillet seal at the lap joint using any of the approved scrapers listed

in Paragraph 1.a. of this appendix.

As an alternative, the 0.4 inch diameter 3M SR Cutter listed in Paragraph 1.b. of this appendix

can be used. To prevent the cutter from damaging the clad aluminum surface, do not remove

the sealant to bare metal. There should be a thin layer of sealant remaining on the surface

after removing the majority of the sealant with the 3M SR Cutter.

(2) After removing the majority of the sealant with approved scrapers or the 3M SR Cutter, remove

the remaining sealant with any of the solvents listed in Paragraph 1.c. of this appendix. An

approved scraper (Paragraph 1.a.) or wiper (Paragraph 1.a.) can be used along with the

solvent to help with the removal.

4. SEALANT REMOVAL: BUTT JOINTS AND OTHER AREAS WHERE SEALANT IS PRESENT ON

THE EXTERIOR FUSELAGE

a. To remove sealant in butt joints and other areas on the exterior fuselage, follow this procedure:

CAUTION: THE 3M SR CUTTER IS RECOMMENDED FOR REMOVING SEALANT FROM

LAP JOINTS, BUT NOT FROM BUTT JOINTS OR OTHER AREAS.

(1) Remove the bulk of the sealant using any of the approved scrapers in Paragraph 1.a. of this

appendix. Scrapers designed specifically for removing sealant from butt joints are available

(i.e. PnJ, Elixair, Bomatic, Jus N Tyme). The shape of an approved scraper can be modified

to fit a butt joint or other areas, as required. One possible modification is shown below.

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 5 OF 8)

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ALERT ALERT
(2) After removing the majority of the sealant with approved scrapers or the 3M SR Cutter, remove

the remaining sealant with any of the solvents listed in Paragraph 1.c. of this appendix. An

approved scraper (Paragraph 1.a.) or wiper (Paragraph 1.d.) can be used along with the

solvent to help with the removal.

5. SCRAPER MAINTENANCE

Scrapers dulled from use can be sharpened with 400 grit or finer aluminum oxide paper. Before using

a sharpened scraper, the scraper should be rubbed on paper or cheesecloth (Paragraph 1.d.2.) to

remove loose sanding particles. If an alternate method of sharpening is used, such as a metal sharpening

wheel (including the Elixair International Limited pneumatic scraper sharpener), rub the scraper on 400

grit or finer aluminum oxide paper after sharpening to remove debris, and then rub the scraper on paper

or cheesecloth to remove loose particles.

6. USE OF CHEMICAL STRIPPERS TO ASSIST IN SEALANT REMOVAL FOR SCRIBE LINE

INSPECTION

a. MATERIALS

(1) Cee-Bee E-1058, McGean-Rohco, Incorporated, Atlanta Georgia.

(2) Eldorado PR-5044, Eldorado Chemical Company, Incorporated, San Antonio Texas.

(3) Elixair - Skyrestore (Thick), Elixair International Limited, Dorchester, England.

(4) Naftosolv FN, Chemetall GMBH, Frankfurt, Germany.

(5) Skycleen 2000 Aviation Cleaner, Solutia Incorporated, Saint Louis, Missouri.

(6) Turco 5351, Henkel Corporation, Madison Heights, Michigan.

b. SEALANT REMOVAL

Use one of the following methods to remove sealant along lap and butt joints on the exterior

fuselage.

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

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ALERT ALERT
(1) Method 1 - Mechanical/Chemical

Remove sealant fillet with an approved scraper in accordance with Paragraph 1.a., above.

Chemically strip any sealant remaining on the surface as follows:

(a) Mask surrounding areas as necessary to prevent contact with chemical strippers. Do not

allow chemical strippers to contact substrates other than aluminum. Do not use chemical

strippers on reverse lap joints.

NOTE: Chemical strippers will soften and remove paint.

(b) Using a natural bristle brush, apply a thin coating of chemical stripper on the sealant.

CAUTION: CHEMICAL STRIPPER MAY PENETRATE INTO JOINTS IF GAPS ARE

PRESENT DUE TO MISSING FAYING SURFACE SEALANT.

1) Do not apply excessive chemical stripper. Stripper should hang and not flow.

2) Let the stripper dwell until the sealant can be easily removed by dry wiping, but do

not exceed 40 minutes dwell time.

3) Remove softened sealant with clean dry wipers (BMS 15-5 Class A). Approved

scrapers may be used to facilitate removal.

(c) After chemical stripping is complete, remove stripper by thoroughly washing with a

water-based alkaline cleaner approved for painted surfaces. Refer to SOPM 20-30-03

as an accepted procedure. Rinse off alkaline cleaner with water.

(2) Method 2 - Chemical/Mechanical/Chemical

(a) Mask surrounding areas as necessary to prevent contact with chemical strippers. Do not

allow chemical strippers to contact substrates other than aluminum.

(b) Using a natural bristle brush, apply a thin coating of chemical stripper on the sealant fillet.

(c) Let the chemical stripper dwell for a maximum of 4 hours, except use a maximum dwell

time of 2 hours if Turco 5351 is used. A thin coat of stripper may be brushed on every

hour as necessary to maintain a wet surface. Do not apply excessive stripper. Stripper

should hang and not flow.

(d) Do not apply chemical stripper to areas where the joint is exposed.

(e) Remove softened sealant with an approved scraper and clean dry wipers (BMS 15-5

Class A).

(f) Repeat steps b., c., d., and e. if necessary, but do not apply chemical stripper to areas

where the joint is exposed.

(g) If any sealant remains on the surface after removing the sealant fillet, follow the procedure

outlined in Method 1.

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 7 OF 8)

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ALERT ALERT
(h) After chemical stripping is complete, remove stripper by thoroughly washing with a

water-based alkaline cleaner approved for painted surfaces. Refer to SOPM 20-30-03

as an accepted procedure. Rinse off alkaline cleaner with water.

Appendix A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 8 OF 8)

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ALERT ALERT
Boeing recommends that operators use the format that follows to report the results of the inspections in this

service bulletin to Boeing. Use of this standard format will result in a more rapid review and approval of the data.

A Return to Service Proposal will be provided by Boeing after review of the data.

INTRODUCTION

The following is a summary of the work carried out on airplane ___________ as part of a return to service

workpack.

Airplane Model:

Airplane Registration:

Airplane Variable Number:

Airplane Line Number:

Airplane Serial Number:

Airplane Total Hours / Flight Cycles:

Airplane Flight Cycles Since Scribe Line Introduction:

BACKGROUND

____________ has completed the following work on airplane ___________:

INSPECTIONS:

The following inspections were completed on airplane ___________:

Detailed Visual Inspections:

Skin Lap Joints:

Fuselage skin lap joints between STA _______ To STA _________

Findings: (Include a detailed description of any damage found, including locations, message

numbers, etc. Attach additional pages as necessary.)

Action:

-

Skin Butt Joints:

Fuselage skin butt joints between STA _______ To STA _________

Findings: (Include a detailed description of any damage found, including locations, message

numbers, etc. Attach additional pages as necessary.)

Action:

-

External Approved Repairs:

Fuselage skin around external approved repairs.

Appendix B: REPORTING TEMPLATE - AIRPLANES WITH SCRIBE LINES

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ALERT ALERT
Findings: (Include a detailed description of any damage found, including locations, message

numbers, etc. Attach additional pages as necessary.)

Action:

-

External Features:

Fuselage skin around external features.

Findings: (Include a detailed description of any damage found, including locations, message

numbers, etc. Attach additional pages as necessary.)

Action:

-

Decals and Fairings:

Fuselage skin around decals and fairings.

Findings: (Include a detailed description of any damage found, including locations, message

numbers, etc. Attach additional pages as necessary.)

Action:

-

Maximum Observed Scribe Line Depth:

The maximum scribe line depth for all locations (skin lap joints, skin butt joints, external

approved repairs, external features, and decals and fairings) is ______ inches.

Action:

-

NDT Inspections:

All NDT inspections for cracks at scribe line locations have been accomplished in accordance

with the Accomplishment Instructions of Service Bulletin 707-A3539.

Findings: (Include a detailed description of any damage found, including locations, message

numbers, etc. Attach additional pages as necessary.)

Action:

-

-

-

-

-

-

-

Appendix B: REPORTING TEMPLATE - AIRPLANES WITH SCRIBE LINES

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ALERT ALERT
Table 1 - Skin Lap Joints

Depth

(inches)

Length Distance From Lap (Inches)

(inches)

Location

d_min d_aft (c)

(b)

d_fwd

(a)

Aft Body L

Station

Forward Body

Station

Stringer

SSSSSS-

(a) d_fwd = Distance from the edge of the upper skin of the forward end of the scribe line.

(b) d_min = Minimum distance of the scribe line at any point along the entire length of the scribe

line from the edge of the upper skin.

(c) d_aft = Distance from the edge of the upper skin of the aft end of the scribe line.

Appendix C: AIRPLANE FUSELAGE SCRIBE LINE MARK SUMMARY TABLES

(SHEET 1 OF 2)

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Table 2 - Locations other than Skin Lap Joints

Depth

(inches)

Distance From Stringer (Inches)Length

(inches)

Aft Body Stringer

Station

Forward Body

Station

L d_fwd (a) d_aft (b)

SSSS-

(a) d_fwd = Distance of the forward end of the scribe from the stringer.

(b) d_aft = Distance of the aft end of the scribe from the stringer.

Appendix C: AIRPLANE FUSELAGE SCRIBE LINE MARK SUMMARY TABLES

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The instructions that follow can be used to make representative samples of the kinds of scribe line marks that

may be found during the inspections specified in this service bulletin.

This design is a visual inspection aid that can be used to familiarize visual inspectors with scribe lines and assure

consistency between visual inspectors. The flag note 1 scribe line is intended to show the inspector how a scribe

line can be hidden under a lap chamfer, requiring the inspector to look at an oblique angle to the lap joint edge

to detect some scribes lines. The flag note 2 scribe line is intended to demonstrate a typical tactile scribe line.

The flag note 3 scribe line is intended to demonstrate a shallow non-tactile scribe line.

NOTE: 1. Minimum surface roughness is 125 microinches.

2. Break all sharp edges.

3. Unless otherwise noted, the following dimensions and tolerances are used:

— All dimensions are in inches.

— Tolerance on linear dimensions, other than rivet or bolt edge margins, is plus or minus

0.03 inch.

— Tolerance on rivet or bolt edge margin is plus or minus 0.05 inch.

— Angular tolerance is plus or minus 2 degrees.

— Hole dimensions for standard solid rivets are given in 727 Structural Repair Manual,

Chapter 51.

1. Make part A from bare 2024-T3 aluminum, 0.040 inch thick. 0.060 inch thick bare 2024-T3 is an

acceptable substitute.

2. Make part B from bare 2024-T3 aluminum, 0.071 inch thick.

3. Fasten part B to part A with five - 5/32 inch diameter countersunk rivets. Make the countersinks in part

B.

4. Make three typical scribe line marks on part A as follows:

a. Flag Note 1: Scribe part A with the tip of a razor knife, using one to two pounds down load with

finger pressure on the knife handle. Displaced material from the scribing operation should remain

on part A. Make sure that the scribe line is under the 20 degree chamfer on the edge of part B.

Make sure the scribe line can be seen visually.

b. Flag Note 2: Scribe part A with the tip of a razor knife, using one to two pounds down load with

finger pressure on the knife handle. Displaced material from the scribing operation should remain

on part A. Make sure the scribe line is tactile (a fingernail can catch on the scribe line).

c. Flag Note 3: Scribe part A with one pass from the tip of a ball point pen, using 0.25 to 0.5 pound

down load. Make sure the scribe line is not tactile (a fingernail does not catch on the scribe line).

As an alternative to a ball point pen, use the edge of a 0.040 inch wide CRES plate, with 0.25 inch

diameter radii at the corners of the plate.

This sample can be obtained from the following vendors:

Appendix D: SCRIBE LINE SAMPLE

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EC/NDT NDT ENGINEERING CORP

1020 South 344th St. Suite 214 (Olympus NDT)

Federal Way, Washington 98003 USA 421 North Quay Street

Phone: (253) 815-0797 Kennewick, Washington 99336 USA

Fax: (253) 815-0827 Phone: (509) 736-2751

Fax: (509) 735-4672

Appendix D: SCRIBE LINE SAMPLE

(SHEET 2 OF 2)

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BOEING SERVICE BULLETIN A3539

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