Commercial 

Airplanes 737

Service Bulletin

SPECIAL ATTENTION

Number: 737-53-1315

Original Issue: July 29, 2011

ATA System: 5331

SUBJECT: FUSELAGE - Skin - Station 727 to 1016 - Aft Skin Inspection and Repair

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BLANK PAGE
Table of Contents

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

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

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

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

2. Spares Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

B. Concurrent Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

C. Reason . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

D. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

E. Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

F. Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

G. Manpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

H. Weight and Balance Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

I. Electrical Load Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

J. References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

1. Existing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

2. Data supplied with this Service Bulletin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3. Installation Drawings Used in the Preparation of this Service Bulletin . . . . . . . . . . . . 19

K. Publications Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

L. Interchangeability and Intermixability of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2. MATERIAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

A. Material - Price and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

B. Industry Support Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

C. Parts Necessary For Each Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

1. Kits/Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

2. Parts and Materials Supplied by the Operator . . . . . . . . . . . . . . . . . . . . . . . . 21

3. Parts Modified and Reidentified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4. Parts Removed and Not Replaced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

D. Parts Necessary to Change Spares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

E. Special Tooling - Price and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

F. Special Tooling Necessary to do this Service Bulletin . . . . . . . . . . . . . . . . . . . . . . . 22

3. ACCOMPLISHMENT INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

A. GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

B. WORK INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

FIGURE 1: INSPECTION ZONES - LEFT SIDE [Group 1] . . . . . . . . . . . . . . . . . . . . . . . . 29

FIGURE 2: INSPECTION ZONES - RIGHT SIDE [Group 1] . . . . . . . . . . . . . . . . . . . . . . . 32

FIGURE 3: INSPECTION ZONES - LEFT SIDE [Group 2] . . . . . . . . . . . . . . . . . . . . . . . . 35

FIGURE 4: INSPECTION ZONES - RIGHT SIDE [Group 2] . . . . . . . . . . . . . . . . . . . . . . . 37

FIGURE 5: EXTERNAL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

FIGURE 6: INTERNAL INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

FIGURE 7: TIME LIMITED REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

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BLANK PAGE
Commercial 

Airplanes 737

Service Bulletin

SPECIAL ATTENTION

Summary Number: 737-53-1315

Original Issue: July 29, 2011

ATA System: 5331

SUBJECT: FUSELAGE - Skin - Station 727 to 1016 - Aft Skin Inspection and Repair

BOEING RECOMMENDS THAT EACH OPERATOR EXAMINE THIS SERVICE BULLETIN IMMEDIATELY.

CONCURRENT REQUIREMENTS

None.

BACKGROUND

This service bulletin is sent to make sure that fuselage skin cracks at specified locations are found and repaired.

Continued operation with undetected skin cracks could cause unscheduled down time for repairs or possibly a

decompression of the airplane.

More than three hundred incidents of skin chem-mill cracks on twenty six airplanes have been reported from

Body Station (STA) 727 to 1016 and Stringer S-14 to S-25 (left and right side) between 29,808 and 53,454 flight

cycles. Most of the skin cracks were found aft of STA 747 on the left side. Several of the reported cracks occurred

in multiple adjacent bays.

On the existing skin panel assembly, the doubler is chem-milled to the skin. At these skin panel locations on

the airplane, the loads could cause a condition where skin cracks could form along the longitudinal edges of the

doubler.

Boeing Service Related Problem (SRP) 737-SRP-53-0324 is related to this service bulletin.

ACTION

Do a detailed inspection and Non Destructive Inspection (NDI) in Zone 1, detailed inspection in Zone 2, and

detailed inspection and NDI in Zone 3 in accordance with this service bulletin between STA 727 and STA 1016,

between Stringers S-14 and S-25.

If any cracks are found in the fuselage skin, install the time limited repair with blind fasteners in accordance with

this service bulletin, or do a permanent repair in accordance with the Structural Repair Manual (SRM) 737-500

SRM 53-00-01, Repair 31, Figure 201.

Do the repeat inspections in accordance with this service bulletin.

EFFECTIVITY

737-500 airplanes. Refer to Paragraph 1.A.1., Airplanes, for the list of affected airplanes.

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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 inspection and 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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BLANK PAGE
Commercial 

Airplanes 737

Service Bulletin

SPECIAL ATTENTION

Number: 737-53-1315

Original Issue: July 29, 2011

ATA System: 5331

SUBJECT: FUSELAGE - Skin - Station 727 to 1016 - Aft Skin Inspection and Repair

BOEING RECOMMENDS THAT EACH OPERATOR EXAMINE THIS SERVICE BULLETIN IMMEDIATELY.

1. PLANNING INFORMATION

A. Effectivity

1. Airplanes

Refer to Service Bulletin Index Document D6-19567 Part 3 for Airplane Variable Number, Line

Number, and Serial Number data.

This service bulletin is for the airplane(s) shown below.

GROUP CONFIGURATION DESCRIPTION

1 - 737-500 Airplanes, Line Numbers 1718 to 2494

2 - 737-500 Airplanes, Line Numbers 2498 to 2553

Airplane Models:

737-500

Variable Number Group

PT001 - PT011 1

PT021 - PT027 1

PT028 2

PT041 - PT059 1

PT060 - PT064 2

PT101 - PT105 1

PT121 - PT125 1

PT146 - PT148 1

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Variable Number Group

PT161 - PT170 1

PT181 - PT187 1

PT211 - PT220 1

PT295 1

PT301 - PT303 1

PT304 - PT306 2

PT331 - PT360 1

PT381 - PT399 1

PT401 - PT435 1

PT436 - PT438 2

PT501 - PT512 1

PT561 - PT565 1

PT581 - PT584 1

PT611 - PT621 1

PT641 - PT642 1

PT651 - PT655 1

PT671 - PT672 1

PT701 - PT703 1

PU001 - PU025 1

2. Spares Affected

None.

B. Concurrent Requirements

None.

C. Reason

This service bulletin is sent to make sure that fuselage skin cracks at specified locations are found and

repaired. Continued operation with undetected skin cracks could cause unscheduled down time for

repairs or possibly a decompression of the airplane.

More than three hundred incidents of skin chem-mill cracks on twenty six airplanes have been reported

from Body Station (STA) 727 to 1016 and Stringer S-14 to S-25 (left and right side) between 29,808

and 53,454 flight cycles. Most of the skin cracks were found aft of STA 747 on the left side. Several of

the reported cracks occurred in multiple adjacent bays.

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BOEING SERVICE BULLETIN 737-53-1315
On the existing skin panel assembly, the doubler is chem-milled to the skin. At these skin panel locations

on the airplane, the loads could cause a condition where skin cracks could form along the longitudinal

edges of the doubler.

Boeing Service Related Problem (SRP) 737-SRP-53-0324 is related to this service bulletin.

D. Description

Do a detailed inspection and Non Destructive Inspection (NDI) in Zone 1, detailed inspection in Zone

2, and detailed inspection and NDI in Zone 3 in accordance with this service bulletin between STA 727

and STA 1016, between Stringers S-14 and S-25.

If any cracks are found in the fuselage skin, install the time limited repair with blind fasteners in

accordance with this service bulletin, or do a permanent repair in accordance with the Structural Repair

Manual (SRM) 737-500 SRM 53-00-01, Repair 31, Figure 201.

Do the repeat inspections in accordance with this service bulletin.

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

Affected Maintenance Zones

Model Zone

737-500 218, 220

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.

NOTE: The following inspection tables give the minimum inspections required for safety. Operators

may wish to accomplish the actions given below earlier for economic reasons. Its likely some

cracks could be found between inspections.

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BOEING SERVICE BULLETIN 737-53-1315
Group 1:

Table 1: Inspection of Aft Skins Between STA 727 and STA 1016, Stringer S-14 to S-25

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Later)

Condition Action

4,500 flight cycles.

(c)

Within 4,500

flight cycles

from the original

issue date of

this service bulletin.

Before 22,000

total flight cycles.

Zone 1

Do an external detailed

inspection and an external subsurface eddy current, Magneto Optic Imager (MOI) or C-scan inspection for cracks in the

fuselage skin at the

chem-mill steps in accordance with Paragraph

3.B. Work Instructions,

Part 1.

All Airplanes

(b) (d)

4,500 flight cycles.

(c)

Within 4,500

flight cycles

from the original

issue date of

this service bulletin.

Before 22,000

total flight cycles.

Zone 2

Do an external detailed

inspection to inspect for

cracks in the fuselage

skin at the chem-mill

steps in accordance with

Paragraph 3.B. Work Instructions, Part 1.

(a) (b)

3,700 flight cycles.

(c)

Within 4,500

flight cycles

from the original

issue date of

this service bulletin.

Before 22,000

total flight cycles.

Zone 3

Do an external detailed

inspection and an external subsurface eddy current, MOI or C-scan inspection for cracks in the

fuselage skin at the

chem-mill steps in accordance with Paragraph

3.B. Work Instructions,

Part 1.

(b)

Before further - -

flight.

Do a Time Limited Repair

in accordance with Paragraph 3.B. Work Instructions, Part 2, step 1.c.

Any crack found in the skin.

OR

Before further - -

flight.

Do a permanent repair in

accordance with Paragraph 3.B. Work Instructions Part 2, step 1.b.

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BOEING SERVICE BULLETIN 737-53-1315
Group 1:

Table 1: Inspection of Aft Skins Between STA 727 and STA 1016, Stringer S-14 to S-25

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Later)

Condition Action

Within 3,000 - -

flight cycles of

the repair installation.

Do a general visual inspection for loose or

missing fasteners in accordance with Paragraph

3.B. Work Instructions

Part 2, step 1.c.(2).

Airplanes with Time Limited

Repairs

Within 4,500 - -

flight cycles of

the repair installation.

Do an internal detailed

inspection and High Frequency Eddy Current inspection of the bonded

doubler for disbonding

and cracks in accordance

with Paragraph 3.B. Work

Instructions Part 2, step

1.c.(3).

Within 6,000 - -

flight cycles of

the repair installation.

Make the time limited repair permanent in accordance with Paragraph

3.B. Work Instructions

Part 2, step 1.c.(4).

Before further - -

flight.

Replace the fastener in

accordance with Paragraph 3.B. Work Instructions Part 2, step

1.c.(2)(a).

If any fastener is loose or

missing.

Before further - -

flight.

Contact Boeing for repair

instructions and do the

work instructed by Boeing.

If any disbonding or crack

is found.

(a) External or internal subsurface eddy current, MOI or C-scan inspections can be used in place of the external detailed inspections.

(b) It is not required to inspect areas under external repair doublers, provided either: (1) The doubler extends

a minimum of 3 rows of fasteners beyond the chem-mill step and the repair was approved by the FAA

or a Boeing company authorized representative who was authorized by the FAA to make such findings,

or (2) The doubler extends a minimum of 2 rows beyond the chem-mill step and was accomplished in

accordance with 737-500 SRM 53-00-01, Repair 31, Figure 201.

(c) Accomplishment of the permanent repair in accordance with Paragraph 3.B. Work Instructions Part 2,

step 1.b. is terminating action for the repeat inspection in the area of the repair only.

(d) If it is not possible to inspect an area due to interference with external support structure for the fairing,

then do an internal eddy current inspection in accordance with 737 NDT Part 6, 53-30-20 in place of the

external inspections. The internal inspection is only applicable locally where the external inspections are

not possible.

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BOEING SERVICE BULLETIN 737-53-1315
Group 2:

Table 2: Inspection of Aft Skins Between STA 907 and STA 1016, Stringer S-14 to S-25

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Later)

Condition Action

4,500 flight cycles.

(c)

Within 4,500

flight cycles

from the original

issue date of

this service bulletin.

Before 22,000

total flight cycles.

Zone 2

Do an external detailed

inspection to inspect for

cracks in the fuselage

skin at the chem-mill

steps in accordance with

Paragraph 3.B. Work Instructions, Part 1.

All Airplanes

(a) (b)

3,700 flight cycles.

(c)

Within 4,500

flight cycles

from the original

issue date of

this service bulletin.

Before 22,000

total flight cycles.

Zone 3

Do an external detailed

inspection and an external subsurface eddy current, Magneto Optic Imager (MOI) or C-scan inspection for cracks in the

fuselage skin at the

chem-mill steps in accordance with Paragraph

3.B. Work Instructions,

Part 1.

(b)

Before further - -

flight.

Do a Time Limited Repair

in accordance with Paragraph 3.B. Work Instructions, Part 2, step 1.c.

Any crack found in the skin.

OR

Before further - -

flight.

Do a permanent repair in

accordance with Paragraph 3.B. Work Instructions, Part 2, step 1.b.

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BOEING SERVICE BULLETIN 737-53-1315
Group 2:

Table 2: Inspection of Aft Skins Between STA 907 and STA 1016, Stringer S-14 to S-25

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Later)

Condition Action

Within 3,000 - -

flight cycles of

the repair installation.

Do a general visual inspection for loose or

missing fasteners in accordance with Paragraph

3.B. Work Instructions,

Part 2, step 1.c.(2).

Airplanes with Time Limited

Repairs

Within 4,500 - -

flight cycles of

the repair installation.

Do an internal detailed

inspection and High Frequency Eddy Current inspection of the bonded

doubler for disbonding

and cracks in accordance

with Paragraph 3.B. Work

Instructions, Part 2, step

1.c.(3).

Within 6,000 - -

flight cycles of

the repair installation.

Make the time limited repair permanent in accordance with Paragraph

3.B. Work Instructions,

Part 2, step 1.c.(4).

Before further - -

flight.

Replace the fastener in

accordance with Paragraph 3.B. Work Instructions Part 2 step

1.c.(2)(a).

If any fastener is loose or

missing

Before further - -

flight.

Contact Boeing for repair

instructions and do the

work instructed by Boeing.

If any disbonding or crack

is found.

(a) External or internal subsurface eddy current, MOI or C-scan inspections can be used in place of the external detailed inspections.

(b) It is not required to inspect areas under external repair doublers, provided either: (1) The doubler extends

a minimum of 3 rows of fasteners beyond the chem-mill step and the repair was approved by the FAA

or a Boeing company authorized representative who was authorized by the FAA to make such findings,

or (2) The doubler extends a minimum of 2 rows beyond the chem-mill step and was accomplished in

accordance with 737-500 SRM 53-00-01, Repair 31, Figure 201.

(c) Accomplishment of the permanent repair in accordance with Paragraph 3.B. Work Instructions Part 2,

step 1.b. is terminating action for the repeat inspection in the area of the repair only.

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BOEING SERVICE BULLETIN 737-53-1315
F. Approval

This service bulletin was examined by the Federal Aviation Administration (FAA). The changes specified

in this service bulletin comply with the applicable regulations and are FAA approved, as well as European

Aviation Safety Agency (EASA)/Joint Aviation Authorities (JAA) approved for all EASA/JAA approved

airplanes listed in the service bulletin effectivity. This service bulletin and its approval were based on

the airplane in its original Boeing delivery configuration or as modified by other approved Boeing

changes.

If an airplane has a non-Boeing modification or repair that affects a component or system also affected

by this service bulletin, the operator is responsible for obtaining appropriate regulatory agency approval

before incorporating this service bulletin.

G. Manpower

The table below shows an estimate of the task hours necessary to do this inspection and repair for

each airplane. This estimate is for direct labor only, done by an experienced crew. Adjust the estimate

with operator task hour data if necessary. The estimate does not include lost time. These are some

examples of lost time:

• Time to adjust to the workplace

• Time to schedule the work

• Time to inspect the work

• Time to cure the materials

• Time to make the parts

• Time to find the tools.

Group 1:

Table 1 - Skin Panel Inspection and Repair.

Task Number of Persons Task Hours Elapsed Hours

FIGURE 5 4 23.00 5.75

FIGURE 6 1 1.50 (a) 1.50 (a)

FIGURE 7 2 7.00 (b) 3.50 (b)

TOTAL FOR EACH AIRPLANE 23.00 5.75

(a) The estimate shown is for a typical internal bonded doubler inspection not including access and is not included in the total shown. The operator must

multiply the number of internal inspections required by the estimate given and

add to the total shown to arrive at the revised total.

(b) The estimate shown is for one typical repair and is not included in the total

shown. The operator must multiply the number of repairs required by the estimate given and add to the total shown to arrive at the revised total.

Group 2:

Table 2 - Skin Panel Inspection and Repair.

Task Number of Persons Task Hours Elapsed Hours

FIGURE 5 2 6.00 3.00

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Group 2:

Table 2 - Skin Panel Inspection and Repair.

Task Number of Persons Task Hours Elapsed Hours

FIGURE 6 1 1.50 (a) 1.50 (a)

FIGURE 7 2 7.00 (b) 3.50 (b)

TOTAL FOR EACH AIRPLANE 6.00 3.00

(a) The estimate shown is for a typical internal bonded doubler inspection not including access and is not included in the total shown. The operator must

multiply the number of internal inspections required by the estimate given and

add to the total shown to arrive at the revised total.

(b) The estimate shown is for one typical repair and is not included in the total

shown. The operator must multiply the number of repairs required by the estimate given and add to the total shown to arrive at the revised total.

H. Weight and Balance Changes

All airplanes:

1. Calculate the change in weight for each time limited repair done in accordance with FIGURE 7 as

follows:

a. Calculate the gross area of each repair doubler in square inches (Length x Width).

Example for FIGURE 7: Length = approximately 16 inches and Width = approximately 10

inches. Area = 160 square inches. (It is acceptable to ignore the curvature of the fuselage,

holes and rounding of corners).

b. Record the thickness for each repair doubler (see FIGURE 7, Table 1) and calculate the

change in weight for each different thickness using the following formulas:

(1) To calculate the weight for each 0.040 inch thick repair doubler installed, including

fasteners, paint and sealant, multiply the repair doubler area (from step 1.a.) by 0.005 lb

per sq in.

Example for FIGURE 7: Change in weight = 160 x 0.005 = 0.8 pounds rounded to the

nearest 1/10th pound.

(2) To calculate the weight for each 0.050 inch thick repair doubler installed, including

fasteners, paint and sealant, multiply the repair doubler area (from step 1.a.) by 0.006 lb

per sq in.

Example for FIGURE 7: Change in weight = 160 x 0.006 = 1.0 pounds rounded to the

nearest 1/10th pound.

(3) For change in weight calculations for repair doubler thicknesses different to those specified

in step 1.b.(1) and 1.b.(2) contact Boeing for further instructions.

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NOTE: If the total weight of all the repair doublers is less than 20 pounds per airplane, where

the repair doubler thickness is uncertain, use 0.006 lb per sq in. to calculate the weight.

2. Calculate the change in moment for each time limited repair done in accordance with FIGURE 7

as follows:

a. Record the station of the geometric center of the repair doubler.

For example, if a repair doubler is between stations 907 and 917, the geometric center is

station 912. Refer to 737-500 SRM 53-00-00, Figure 1, Fuselage Station Diagram, if necessary,

to locate the geometric centre of the of the repair doubler.

b. To calculate the change in moment for each repair doubler, use the formula applicable for the

station of the geometric center of the repair doubler locations as follows:

(1) From station 727 to 747: change in weight from step 1.b. x (station from step 2.a. + 30)

= Change in Moment.

Example for FIGURE 7: 1.0 x (737 + 30) = 770 Pound-Inches rounded to nearest 10

pound-inches.

(2) From station 747 to 1016: change in weight from step 1.b. x (station from step 2.a. + 60)

= Change in Moment.

Example for FIGURE 7: 1.0 x (912 + 60) = 970 Pound-Inches rounded to nearest 10

pound-inches.

3. If multiple time limited repairs are installed in accordance with FIGURE 7, treat each one individually

and then sum the weights and moments.

I. Electrical Load Data

Not changed.

J. References

1. Existing Data

a. Boeing Service Letter 737-SL-51-042

b. Boeing Service Related Problem (SRP) 737-SRP-53-0324

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

d. 737 Non-Destructive Testing (NDT) Manual Part 6, 51-00-00, Part 6, 53-30-09, Part 6, 53-30-18,

Part 6, 53-30-19, Part 6, 53-30-20, Part 6, 53-30-25

e. 737-300/400/500 Aircraft Maintenance Manual (AMM) 25-21-39, 25-21-46, 25-22-00, 25-27-15,

25-52-73

f. 737-500 Structural Repair Manual (SRM) 51-40-08, 53-00-00, 53-00-01

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BOEING SERVICE BULLETIN 737-53-1315
2. Data supplied with this Service Bulletin

None.

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

Drawing Number Title

65-45774 Skin Panel Instl - S-14L to S-25L, STA 727 to STA 908.

65-52988 Skin Panel Instl - S-4L to S-25L, STA 908 to STA 1016.

65-45775 Skin Panel Instl - S-14R to S-25R, STA 727 to STA 908.

Skin Panel Instl - Aft Galley Door, STA 908 - STA 1016, S-4R to

S-25R.

65-45778

These drawings were used to prepare this service bulletin. These drawings are not necessary to

make the specified changes, and are not supplied with this service bulletin. These drawings may

not be applicable to all airplane configurations or operators.

K. Publications Affected

1. Publications:

None.

2. Damage Tolerance Based Structural Inspections:

Boeing has evaluated the repairs and/or changes in this service bulletin for effects on Fatigue

Critical Structure (FCS) and for changes to Damage Tolerance Inspections (DTI) required in the

Maintenance Program. This service bulletin affects FCS. DTI requirements for the structure affected

are contained in 737-500 SRM 53-00-01, Repair 31, Figure 201 for the permanent repair and for

the time limited repair after it has been made permanent. The time limited repair is considered a

category "C" repair that must be modified within the compliance time given in Paragraph 1.E.,

Compliance.

L. Interchangeability and Intermixability of Parts

Accomplishment of this service bulletin does not affect interchangeability or intermixability of parts.

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BLANK PAGE
2. MATERIAL INFORMATION

A. Material - Price and Availability

The operator can supply the parts and materials shown in Paragraph 2.C., Parts Necessary for Each

Airplane. As an alternative, operators can purchase the parts from Boeing Spares. This service bulletin

does not show the Boeing price and supply data.

B. Industry Support Information

Boeing warranty remedies are not available for the inspection and 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

QTY Name Notes

(e)

Part Number /

Specification

2024-T3 Clad Sheet x0.040 inch (a)

thick

40

inches

x 30

inches

AMS QQ-A-250/5

2024-T3 Clad Sheet x0.050 inch (a)

thick

40

inches

x 30

inches

AMS QQ-A-250/5

BACR15FR5E5R 120 Blind Rivet (b)

BACR15FR5E6R 120 Blind Rivet (b)

BACR15FR6E6R 120 Blind Rivet (b)

BACR15FR6E7R 120 Blind Rivet (b)

BACR15BB6AD6C 120 Solid Rivet (b)

BACR15BB6AD7C 120 Solid Rivet (b)

BACR15BB7AD7C 120 Solid Rivet (b)

BACR15BB7AD8C 120 Solid Rivet (b)

2 Chemical Conversion Coating (c)

Ounces

TYPE 2, Class A

3 Primer (d)

Ounces

BMS 10-11, Type

1

6 Sealant (d)

Ounces

BMS 5-95, Class

B-1/2, B-2

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QTY Name Notes

(e)

Part Number /

Specification

(a) Use to make external doubler in accordance with FIGURE 7 Table 1.

(b) Refer to 737 Structural Repair Manual Chapter 51 for alternate fasteners.

(c) Refer to SOPM 20-43-03 for material sources.

(d) Refer to the Qualified Products List at the end of the Boeing Material Specification (BMS)

for supplier data.

(e) Quantities shown are for a single typical repair as shown in FIGURE 7. Not all rivets are

required.

3. Parts Modified and Reidentified

None.

4. Parts Removed and Not Replaced

None.

D. Parts Necessary to Change Spares

None.

E. Special Tooling - Price and Availability

None.

F. Special Tooling Necessary to do this Service Bulletin

No special tools or equipment are necessary to do the change in this service bulletin. But, maintenance

and overhaul tools in the manuals given in Paragraph 1.J., References, can be necessary. Examine

operator tool supply to make sure all necessary tools are available.

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BOEING SERVICE BULLETIN 737-53-1315
3. ACCOMPLISHMENT INSTRUCTIONS

A. GENERAL INFORMATION

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

– Tolerance on rivet and bolt edge margin is plus or minus 0.05 inch

– Angular tolerance is plus or minus 2 degrees

– Hole dimensions for standard solid rivets and fasteners are in Structural Repair

Manual (SRM) Chapter 51

– Torque limits to tighten nuts and bolts are in SRM Chapter 51

4. Use the approved fastener and process material substitutions in accordance with

SRM Chapter 51.

5. If the length of any fastener specified in this service bulletin does not meet installation

standards given in SRM Chapter 51, then a fastener of the same specification, or

an approved substitute, with a length which meets the installation standards given

in SRM Chapter 51 may be used. In addition, washers may be installed for fastener

grip length in accordance with SRM Chapter 51.

6. 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.

7. A General Visual Inspection is defined as: A visual examination of an interior or

exterior area, installation or assembly to detect obvious damage, failure or irregularity.

This level of inspection is made from within touching distance unless otherwise

specified. A mirror may be necessary to enhance visual access to all exposed surfaces

in the inspection area. This level of inspection is made under normally available

lighting conditions such as daylight, hangar lighting, flashlight or drop-light and may

require removal or opening of access panels or doors. Stands, ladders or platforms

may be required to gain proximity to the area being checked.

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8. 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.

9. Boeing Service Letter 737-SL-51-042, Damage Reporting and Repair Plan/Design

Guidelines, is an acceptable procedure to request information from Boeing for

additional structural repair instructions. The Service Letter describes what information

must be provided to Boeing before a structural repair can be provided.

10. If it is necessary to remove more parts for access, you can remove those parts. If

you can get access without removing identified parts, it is not necessary to remove

all of the identified parts. Jacking and shoring limitations must be observed.

B. WORK INSTRUCTIONS

PART 1 - EXTERNAL INSPECTION

1. Group 1:

Determine the skin inspection zones for the left side in accordance with FIGURE 1.

2. Group 1:

Determine the skin inspection zones for the right side in accordance with FIGURE 2.

3. Group 2:

Determine the skin inspection zones for the left side in accordance with FIGURE 3.

4. Group 2:

Determine the skin inspection zones for the right side in accordance with FIGURE 4.

5. Do an external detailed inspection and an external subsurface eddy current, Magneto Optic Imager

(MOI) or C-scan inspection for cracking in the skin at the zone 1 locations in accordance with

FIGURE 5. If it is not possible to inspect an area due to interference with external support structure

for the fairing, then do an internal eddy current inspection in accordance with 737 NDT Part 6,

53-30-20 in place of the external inspections. The internal inspection is only applicable locally

where the external inspections are not possible.

NOTE: It is not required to inspect areas under external repair doublers, provided either:

1. The doubler extends a minimum of 3 rows of fasteners beyond the chem-mill

step and the repair was approved by the FAA or a Boeing company authorized

representative who was authorized by the FAA to make such findings, or

2. The doubler extends a minimum of 2 rows beyond the chem-mill step and was

accomplished in accordance with 737-500 SRM 53-00-01, Repair 31, Figure

201.

NOTE: Zone 1 areas are areas under the fairing that may or may not have had a history of

cracking.

a. If any crack is found, repair in accordance with Part 2.

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6. Do an external detailed inspection for cracking in the skin at the zone 2 locations in accordance

with FIGURE 5.

NOTE: It is not required to inspect areas under external repair doublers, provided either:

1. The doubler extends a minimum of 3 rows of fasteners beyond the chem-mill

step and the repair was approved by the FAA or a Boeing company authorized

representative who was authorized by the FAA to make such findings, or

2. The doubler extends a minimum of 2 rows beyond the chem-mill step and was

accomplished in accordance with 737-500 SRM 53-00-01, Repair 31, Figure

201.

NOTE: It is optional to do external subsurface eddy current, Magneto Optic Imager (MOI) or

C-scan inspections in accordance with FIGURE 5, or internal subsurface eddy current in

accordance with 737 NDT Part 6, 53-30-20 in place of the external detailed inspections.

NOTE: Zone 2 areas are areas outside of the fairing that have similar loading and structural

configuration as Zones 1 and 3, but no history of cracks. Boeing request that any cracking

in zone 2 is reported. Please send the following details to the Boeing Airline Support

Group:

1. Airplane Identification Number.

2. Flight Cycles.

3. Flight Hours.

4. Size, location of the crack and is the crack visible.

5. Detection method.

a. If any crack is found, repair in accordance with Part 2.

7. Do an external detailed inspection and an external subsurface eddy current, MOI or C-scan

inspection for cracking in the skin at the zone 3 locations in accordance with FIGURE 5.

NOTE: It is not required to inspect areas under external repair doublers, provided either:

1. The doubler extends a minimum of 3 rows of fasteners beyond the chem-mill

step and the repair was approved by the FAA or a Boeing company authorized

representative who was authorized by the FAA to make such findings, or

2. The doubler extends a minimum of 2 rows beyond the chem-mill step and was

accomplished in accordance with 737-500 SRM 53-00-01, Repair 31, Figure

201.

NOTE: Zone 3 areas are areas outside the fairing which have had a history of cracking.

a. If any crack is found, repair in accordance with Part 2.

8. Repeat inspections in accordance with paragraph Paragraph 1.E., Compliance.

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BOEING SERVICE BULLETIN 737-53-1315
PART 2 - FUSELAGE SKIN REPAIR

1. Repair all skin cracks using a permanent repair or a time limited repair as follows:

a. Get internal access to the repair area as follows:

NOTE: Access is not necessary to accomplish the Time Limited Repair.

– Remove the passenger seats as necessary. Refer to 737-300/400/500 AMM 25-22-00

as an accepted procedure.

– Remove the passenger carpets as necessary. Refer to 737-300/400/500 AMM 25-27-15

as an accepted procedure.

– Remove the passenger cabin sidewall panels as necessary. Refer to 737-300/400/500

AMM 25-21-46 as an accepted procedure.

– Remove the passenger cabin sidewall insulation blankets as necessary. Refer to

737-300/400/500 AMM 25-21-39 as an accepted procedure.

– Remove the aft cargo compartment sidewall panels and insulation blankets as necessary.

Refer to 737-300/400/500 AMM 25-52-73 as an accepted procedure.

b. Permanent repair:

NOTE: Accomplishment of the permanent repair is terminating action for the repeat inspection

in the area of the repair only.

(1) Do an internal inspection of the bonded doubler for cracks and disbond in accordance

with FIGURE 6.

NOTE: This inspection is not required along the horizontal edge of the bonded doubler

if the stringer does not make it possible to place the eddy current probe at the

required location for inspection

(a) If a shear-tie does not make it possible to place the eddy current probe at the required

location for this inspection, then remove the two end fasteners from the shear-tie

and inspect the open holes in accordance with 737 NDT Part 6, 51-00-00, Figure

16.

1) If no cracks are found in the open hole, and the hole will be common to the repair

doubler, then install fasteners in accordance with the SRM repair instructions

that follow.

2) If no cracks are found in the open hole and the hole will not be common to the

repair doubler, then install the same type and size fastener as specified in

production.

(b) If any crack or disbonding in the bonded doubler is found, contact Boeing for further

instructions and do the work instructed by Boeing.

(2) Repair the skin crack(s) in accordance with 737-500 SRM 53-00-01, Repair 31, Figure

201.

c. Time Limited Repair:

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NOTE: This repair cannot be used if the rivets that exist are larger than 3/16 inch

diameter.

1.

2. This repair cannot be used in areas where hi-locks, lockbolts, or bolts were

installed in production. If these fasteners are installed in the area of a crack,

do the permanent repair.

3. Do not use this repair common to fuselage cut-outs, lap joints or butt joints.

CAUTION: USE CAUTION WHEN LOCATING BLIND FASTENERS RELATIVE TO HIDDEN

INTERNAL STRUCTURE. DRILLING INTO HIDDEN INTERNAL STRUCTURE

OR EQUIPMENT MAY RESULT IN DOWNTIME FOR EXPENSIVE REPAIR.

(1) For typical cracks found in the skin at the chem-mill step, except at the lap splice, repair

in accordance with FIGURE 7.

(a) If any corrosion or disbonded doubler is found contact Boeing for repair instructions

and do the work instructed by Boeing.

(b) If the crack cut-out edge is 0.5 inches or less from the end of the visible crack then

do the Permanent repair in accordance with Part 2.

(2) Do an external general visual inspection for loose or missing fasteners in the repaired

area at the time given in Paragraph 1.E., Compliance.

NOTE: Installation of the permanent repair terminates the requirement for this inspection.

(a) If any loose or missing fastener is found replace the loose or missing fastener in

accordance with FIGURE 7.

(3) Do an internal detailed inspection and High Frequency Eddy Current (HFEC) inspection

of the bonded doubler for disbonding and cracks in accordance with FIGURE 6 at the

time given in Paragraph 1.E., Compliance.

(a) If any disbonding or crack is found contact Boeing for repair instructions and do the

work instructed by Boeing.

NOTE: Installation of the permanent repair terminates the requirement for this inspection.

(4) In accordance with the compliance time given in Paragraph 1.E., Compliance, for the

Time Limited Repair, make the repair permanent as follows:

(a) Accomplish a repair in accordance with 737-500 SRM 53-00-01, Repair 31, Figure

201 except at existing blind rivet locations, install permanent fasteners in accordance

with FIGURE 7 Table 3.

d. Install the furnishings that were removed for access as follows:

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– Install the aft cargo compartment sidewall panels and insulation blankets. Refer to

737-300/400/500 AMM 25-52-73 as an accepted procedure.

– Install the passenger cabin sidewall insulation blankets. Refer to 737-300/400/500 AMM

25-21-39 as an accepted procedure.

– Install the passenger cabin sidewall panels. Refer to 737-300/400/500 AMM 25-21-46

as an accepted procedure.

– Install the passenger carpets. Refer to 737-300/400/500 AMM 25-27-15 as an accepted

procedure.

– Install the passenger seats. Refer to 737-300/400/500 AMM 25-22-00 as an accepted

procedure.

2. Put the airplane back to a serviceable condition.

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This Figure applies only to: Group 1.

FIGURE 1: INSPECTION ZONES - LEFT SIDE

(SHEET 1 OF 3)

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FIGURE 1: INSPECTION ZONES - LEFT SIDE

(SHEET 2 OF 3)

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FIGURE 1: INSPECTION ZONES - LEFT SIDE

(SHEET 3 OF 3)

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This Figure applies only to: Group 1.

FIGURE 2: INSPECTION ZONES - RIGHT SIDE

(SHEET 1 OF 3)

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FIGURE 2: INSPECTION ZONES - RIGHT SIDE

(SHEET 2 OF 3)

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FIGURE 2: INSPECTION ZONES - RIGHT SIDE

(SHEET 3 OF 3)

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This Figure applies only to: Group 2.

FIGURE 3: INSPECTION ZONES - LEFT SIDE

(SHEET 1 OF 2)

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FIGURE 3: INSPECTION ZONES - LEFT SIDE

(SHEET 2 OF 2)

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This Figure applies only to: Group 2.

FIGURE 4: INSPECTION ZONES - RIGHT SIDE

(SHEET 1 OF 2)

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FIGURE 4: INSPECTION ZONES - RIGHT SIDE

(SHEET 2 OF 2)

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FIGURE 5: EXTERNAL INSPECTION

(SHEET 1 OF 2)

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

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Fuselage Skin - - (a)

2 Inspect Fuselage Skin - - (b)

(a) Do a detailed inspection on the surface of the skin panels

(b) Do a subsurface eddy current, Magneto Optic Imager (MOI) or C-scan inspection on the skin for subsurface

cracks along the edge of the bonded doubler in accordance with one of the following procedures; 737

NDT Part 6, 53-30-09, 737 NDT Part 6, 53-30-18, 737 NDT Part 6, 53-30-19, or 737 NDT Part 6, 53-30-

25.

FIGURE 5: EXTERNAL INSPECTION

(SHEET 2 OF 2)

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FIGURE 6: INTERNAL INSPECTION

(SHEET 1 OF 2)

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

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Bonded Doubler - - (a)

2 Inspect Bonded Doubler - - (b)

(a) Do a detailed inspection of the bonded doubler for disbonding adjacent to the area detailed in Step 2.

(b) Do a High Frequency Eddy Current (HFEC) inspection for cracks in the bonded doubler within 0.25 inch

of the doubler edge in the area shown in accordance with 737 NDT Part 6, 51-00-00, Figure 4 or Figure

23. Place the HFEC probe on the doubler and scan the probe parallel to the edge of the doubler.

FIGURE 6: INTERNAL INSPECTION

(SHEET 2 OF 2)

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FIGURE 7: TIME LIMITED REPAIR

(SHEET 1 OF 4)

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

numbers shown below are the number of parts necessary for each typical repair.

NOTE: In the typical repair shown in this figure, the left side tear strap location shows a typical shear tie fastener

pattern. The right side tear strap location shows a typical non-shear tied fastener pattern. The detail

may be different, depending on the specific repair location. Use this figure as a guide, maintaining the

same number and pattern of fasteners around the cut-out, and common to the tear straps or shear

ties.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

1 Inspect Fuselage Skin - - (a)

Common to the repair.2 Remove Existing Fasteners - -

3 Cut Fuselage Skin - - (b) (c)

Chemical Conversion - - (d)

Coating

4 Apply

Apply Primer BMS 10-11, TYPE 1 - (d)

For required Repair

Doubler thickness.

5 Measure Upper Skin Thickness - -

See Table 1 for Repair Doubler thickness. (e) (f)

Make Repair Doubler 2024-T3 CLAD SHEET 1

To the Repair Doubler.Chemical Conversion - -

Coating

6 Apply

One coat to the Repair Doubler.Apply Primer BMS 10-11, TYPE 1 -

7 Install (New) Repair Doubler - 1 (g) (h) (i) (j)

BMS 5-95, CLASS B- -

1/2, B-2

8 Apply Fillet Seal

9 Apply Finish - -

(a) Do a detailed inspection of the fuselage skin in the area of the crack(s) for corrosion or disbonded doublers.

Look for bulging, white powder or a thin black line.

(b) Cut the skin as shown, regardless of the crack length, provided the crack is contained within the cut-out

area. Make sure a minimum 2D edge margin is maintained when cutting. The cut-out must be as shown

to eliminate undetected cracks. The cut-out must be a minimum of 0.5 inches beyond the visible end of

the crack.

(c) The cut line cannot enter the radius of the bonded doubler at the tear straps. Maintain a 63 micro-inch or

better surface finish on the cut-out edge.

(d) Apply a Chemical Conversion coating to the cut edges in the fuselage skin. Refer to SOPM 20-43-03 as

an accepted procedure. Then apply one coat of Primer BMS 10-11, Type 1.

FIGURE 7: TIME LIMITED REPAIR

(SHEET 2 OF 4)

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BOEING SERVICE BULLETIN 737-53-1315
STEP TASK NAME IDENTIFICATION QTY MORE DATA

(e) Size the repair doubler to maintain a minimum edge distance of two times the fastener diameter at all

fastener locations. Maintain a minimum corner radius of 0.5 inch.

(f) Pre-form the repair doubler to match the contour of the fuselage.

(g) Shim all gaps from 0.01 - 0.04 inch prior to fastener installation. Do not install shims between the skin

and the doubler.

(h) Clean the faying surfaces of the fuselage skin and repair doubler. Refer to SOPM 20-30-03 as an accepted

procedure.

(i) Install the repair doubler with BMS 5-95, Class B-1/2, B-2 sealant.

(j) See fastener table 2 for rivets to be used.

Table 1 - Repair Doubler Thickness.

Existing Skin Thickness (Inches) Repair Doubler Thickness (Inches)

0.032 or 0.036 0.040

0.040 0.050

0.050 Contact Boeing for further instructions.

Table 2 - Blind Rivet Installation.

CODE NAME IDENTIFICATION QTY HOLE DIA MORE DATA

BACR15FR5E( )R, - 0.176 - 0.180 (a) (b) (e) (f) (g)

(NAS1738E5-( )

optional)

A Blind Rivet

BACR15FR6E( )R, - 0.205 - 0.209 (a) (c) (d)

(NAS1738E6-( )

optional)

B Blind Rivet

(a) Install with repair washers in accordance with 737-500 SRM 51-40-08 at existing countersink locations.

(b) Use this rivet at existing rivet positions, where the original rivet size was 5/32 inch diameter and at all new

rivet positions. If any existing hole is damaged, increase the damaged hole size and install a Code B rivet.

(c) Use this rivet at existing rivet positions, where the original rivet size was 3/16 inch diameter.

(d) Maintain a minimum edge margin at the shear tie, of 1.5 times the rivet diameter. Maintain a minimum

edge margin of 1.7 times the rivet diameter from the edge of the tear strap.

(e) Maintain a minimum edge margin of 2 times the rivet diameter for new rivet locations and 1.7 times the

rivet diameter for rivet locations that exist.

(f) Install the rivets using the rivet pattern shown as a guide in the forward and aft direction. Use this figure

to determine rivet pitch in the circumferential direction. Make the distance between the rivets 0.93 to 1.10

inches.

FIGURE 7: TIME LIMITED REPAIR

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Table 2 - Blind Rivet Installation.

CODE NAME IDENTIFICATION QTY HOLE DIA MORE DATA

(g) At new rivet positions common to tear strap maintain minimum pitch of 0.75 inch.

Table 3 - Replacement of Blind Rivets With Solid Rivets.

CODE NAME IDENTIFICATION QTY HOLE DIA MORE DATA

C Solid Rivet BACR15BB6AD( )C - 0.190 - 0.196 (a) (c)

D Solid Rivet BACR15BB7AD( )C - 0.225 - 0.231 (b) (c)

(a) Replace existing 5/32 inch blind rivets with Code C rivets.

(b) Replace existing 3/16 inch blind rivets with Code D rivets.

(c) The minimum diameter of the driven head of the rivet is 1.4 times the rivet diameter.

FIGURE 7: TIME LIMITED REPAIR

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BOEING SERVICE BULLETIN 737-53-1315