Commercial 

Airplanes 777

Service Bulletin

Number: 777-53A0054

Original Issue: August 07, 2008

Revision 1: November 04, 2010

ATA System: 5300

SUBJECT: FUSELAGE - Body Station 132.5 to Body Station 2150 - External Inspection of the

Fuselage Skin for External Scribe Lines

Export of this technology is controlled under the United States Export Administration Regulations (EAR) (15

CFR 730-774). An export license may be required before it is used for development, production or use by foreign

persons from specific countries. The controller of this data has the individual responsibility to abide by all export

laws.

ECCN: 9E991

BOEING PROPRIETARY, CONFIDENTIAL, AND/OR TRADE SECRET

Copyright © 2008 The Boeing Company

Unpublished Work - All Rights Reserved

Boeing claims copyright in each page of this document only to the extent that the page contains copyrightable

subject matter. Boeing also claims copyright in this document as a compilation and/or collective work.

This document includes proprietary information owned by The Boeing Company and/or one or more third parties.

Treatment of the document and the information it contains is governed by contract with Boeing. For more

information, contact The Boeing Company, P.O. Box 3707, Seattle, Washington 98124.

Boeing, the Boeing signature, the Boeing symbol, 707, 717, 727, 737, 747, 757, 767, 777, 787, Dreamliner,

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3.0
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BLANK PAGE
Table of Contents

Revision Transmittal Sheet ............................................ 5

Summary ...................................................... 7

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

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

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

2. Spares Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

B. Concurrent Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

C. Reason . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

D. Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

E. Compliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

F. Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

G. Manpower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

H. Weight and Balance Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

I. Electrical Load Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

J. References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

1. Existing Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

2. Data supplied with this Service Bulletin . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

3. Installation Drawings Used in the Preparation of this Service Bulletin . . . . . . . . . . . . 28

K. Publications Affected . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

L. Interchangeability and Intermixability of Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

2. MATERIAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

A. Material - Price and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

B. Industry Support Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

C. Parts Necessary For Each Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

1. Kits/Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

2. Parts and Materials Supplied by the Operator . . . . . . . . . . . . . . . . . . . . . . . . 29

3. Parts Modified and Reidentified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4. Parts Removed and Not Replaced . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

D. Parts Necessary to Change Spares . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

E. Special Tooling - Price and Availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

F. Special Tooling Necessary to do this Service Bulletin . . . . . . . . . . . . . . . . . . . . . . . 29

3. ACCOMPLISHMENT INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

A. GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

B. WORK INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

FIGURE 1: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 1 AIRPLANES [Group 1] . 46

FIGURE 2: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 2 AIRPLANES [Group 2] . 47

FIGURE 3: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 3 AIRPLANES [Group 3] . 48

FIGURE 4: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 4 AIRPLANES [Group 4] . 49

FIGURE 5: ZONE 1 - GROUP 3 AND 4 AIRPLANES [Group 3-4] . . . . . . . . . . . . . . . . . . . . 50

FIGURE 6: ZONE 2 - GROUP 1 AND 2 AIRPLANES [Group 1-2] . . . . . . . . . . . . . . . . . . . . 51

FIGURE 7: ZONE 2 - GROUP 3 AND 4 AIRPLANES [Group 3-4] . . . . . . . . . . . . . . . . . . . . 52

FIGURE 8: ZONE 3 - GROUP 1 AIRPLANES [Group 1] . . . . . . . . . . . . . . . . . . . . . . . . . 53

FIGURE 9: ZONE 3 - GROUP 2 AIRPLANES [Group 2] . . . . . . . . . . . . . . . . . . . . . . . . . 54

FIGURE 10: ZONE 3 - GROUP 3 AIRPLANES [Group 3] . . . . . . . . . . . . . . . . . . . . . . . . . 55

FIGURE 11: ZONE 3 - GROUP 4 AIRPLANES [Group 4] . . . . . . . . . . . . . . . . . . . . . . . . . 56

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BOEING SERVICE BULLETIN 777-53A0054
FIGURE 12: ZONE 4 - GROUP 1 AND 2 AIRPLANES [Group 1-2] . . . . . . . . . . . . . . . . . . . . 57

FIGURE 13: ZONE 4 - GROUP 3 AND 4 AIRPLANES [Group 3-4] . . . . . . . . . . . . . . . . . . . . 58

FIGURE 14: INSPECTION FOR SCRIBE LINES AT EXTERNAL REPAIR DOUBLER LOCATIONS . . 59

FIGURE 15: INSPECTION FOR SCRIBE LINES AT LAP JOINT LOCATIONS . . . . . . . . . . . . . . 60

FIGURE 16: INSPECTION FOR SCRIBE LINES AT BUTT JOINT LOCATIONS . . . . . . . . . . . . . 61

FIGURE 17: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD LARGE CARGO DOOR HINGES

- GROUP 1 AND 3 AIRPLANES [Group 1, 3] . . . . . . . . . . . . . . . . . . . . . . . . . 63

FIGURE 18: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD AND AFT LARGE CARGO

DOOR HINGES - GROUP 2 AND 4 AIRPLANES [Group 2, 4] . . . . . . . . . . . . . . . 66

FIGURE 19: INSPECTION FOR CRACKS AT SCRIBE LINES AT EXTERNAL REPAIR DOUBLER

LOCATIONS OR AT LAP JOINT LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . 69

FIGURE 20: INSPECTION FOR CRACKS AT SCRIBE LINES AT BUTT JOINT LOCATIONS . . . . . 72

FIGURE 21: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD LARGE CARGO

DOOR HINGES - GROUP 1 AND 3 AIRPLANES [Group 1, 3] . . . . . . . . . . . . . . . 74

FIGURE 22: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD AND AFT LARGE

CARGO DOOR HINGES - GROUP 2 AND 4 AIRPLANES [Group 2, 4] . . . . . . . . . . . 78

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN . 82

APPENDIX B: SCRIBE SAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90

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BOEING SERVICE BULLETIN 777-53A0054
Commercial 

Airplanes 777

Service Bulletin

Revision Transmittal Sheet Number: 777-53A0054

Original Issue: August 07, 2008

Revision 1: November 04, 2010

ATA System: 5300

SUBJECT: FUSELAGE - Body Station 132.5 to Body Station 2150 - External Inspection of the

Fuselage Skin for External Scribe Lines

This revision includes all pages of the service bulletin.

COMPLIANCE INFORMATION RELATED TO THIS REVISION

More work is necessary on airplanes which have not been stripped or repainted, but have had decals installed

or removed across affected lap joints, large cargo door hinges, or external doublers. If those airplanes had

previously been determined to not require inspections in accordance with the original issue of this service bulletin,

do the lap joint, large cargo door hinge, and external doubler inspections in accordance with Paragraph 3.B.,

PART 11 at the applicable time for the affected decal locations.

Federal Aviation Administration (FAA) Notice of Proposed Rule Making FAA NPRM 2009-NM-004-AD is related

to this service bulletin.

No airplanes were added to this service bulletin effectivity.

REASON FOR REVISION

This revision is sent to include information about scribe lines that may exist in the fuselage skin around external

decals that may have been installed or removed. Only the inspection areas described in the original issue of

this service bulletin (external doubler locations, Zone 1, Zone 2, Zone 3, Zone 4, and large cargo door hinge

locations) require inspections for scribe lines, which may include scribe lines associated with the installation or

removal of decals.

References to FAA Notice of Proposed Rule Making FAA NPRM 2009-NM-004-AD were added to this service

bulletin.

The data given in Information Notice 777-53A0054 IN 01 is included in this revision. IN 01 included clarification

of the notes in Paragraph 1.E., Compliance, and corrections for various typographic errors.

Vertical lines are put on the left edge of each page, except in Paragraph 1.A., Effectivity, to show the location

of important changes.

Pages with no vertical lines have no important changes.

REVISION HISTORY

Original Issue: August 07, 2008

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BOEING SERVICE BULLETIN 777-53A0054
Commercial 

Airplanes 777

Service Bulletin

Summary Number: 777-53A0054

Original Issue: August 07, 2008

Revision 1: November 04, 2010

ATA System: 5300

SUBJECT: FUSELAGE - Body Station 132.5 to Body Station 2150 - External Inspection of the

Fuselage Skin for External Scribe Lines

CONCURRENT REQUIREMENTS

None.

BACKGROUND

This service bulletin gives instructions for the inspection and repair of scribe lines in the fuselage skin at certain

lap joints, butt joints, and external repair doublers, and around the large cargo door hinges. Fatigue cracks can

develop in the skin at scribe line locations. Fatigue cracks in the skin that remain undetected could grow large

and cause sudden decompression and the inability to sustain limit load.

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

removal of a fillet or gap seal. A more detailed definition of a scribe line is included in Paragraph 3.B.,

Accomplishment Instructions.

At the time this service bulletin was originally released, only one 777 airplane has been found with scribe damage

by one operator. On this airplane, scribe lines were found around the edges of the area where a large decal had

been installed. The operator believed that the scribe lines were made when the decal was removed. No cracks

were found at the scribe line locations. On other airplane models, scribe lines appear to have been made when

sealant was removed as part of preparation of the airplane for repainting, and have in some cases resulted in

significant cracking.

Subsequent to the original issue of this service bulletin, it was determined that scribe lines could occur when

decals are installed or removed, even on airplanes that had not previously been stripped or repainted.

Accomplishment of the inspections shown in this service bulletin will help make sure that fatigue cracks that can

form in the fuselage skin at scribe lines are found and repaired before they can become large and cause sudden

loss of cabin pressure.

Boeing Service Related Problem (SRP) 777-SRP-53-0243 is related to this service bulletin.

ACTION

The lap joint and butt joint locations that should be inspected are divided into four zones to address the most

critical areas first and to give less critical areas appropriately reduced compliance requirements. In addition to

these four zones, detailed inspections are also required at certain external doubler locations and around the

large cargo door hinges.

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At the times shown in Paragraph 1.E., Compliance, start to do detailed inspections for scribe lines in the affected

areas. If no scribe lines are found in that area, no more inspections are necessary in that affected area. If scribe

lines are found, do detailed, eddy current or ultrasonic inspections of the scribes lines for cracks. If cracks are

found, repair before further flight. If no cracks are found, repair the scribe lines. As an alternative to scribe line

repair, if the scribe lines are no more than 0.006 inch deep restore the finish in the area and do the inspections

for cracks again at the times shown in this service bulletin.

EFFECTIVITY

777-200, 777-200LR, 777-300, and 777-300ER Airplanes. Refer to Paragraph 1.A.1., Airplanes for the list of

affected airplanes.

COMPLIANCE

Refer to Paragraph 1.E., Compliance.

Federal Aviation Administration (FAA) Notice of Proposed Rule Making FAA NPRM 2009-NM-004-AD, is related

to this service bulletin.2009-NM-004-AD

INDUSTRY SUPPORT INFORMATION

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

bulletin.

MANPOWER

Refer to Paragraph 1.G., Manpower.

MATERIAL INFORMATION

None.

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BOEING SERVICE BULLETIN 777-53A0054
Commercial 

Airplanes 777

Service Bulletin

Number: 777-53A0054

Original Issue: August 07, 2008

Revision 1: November 04, 2010

ATA System: 5300

SUBJECT: FUSELAGE - Body Station 132.5 to Body Station 2150 - External Inspection of the

Fuselage Skin for External Scribe Lines

1. PLANNING INFORMATION

A. Effectivity

1. Airplanes

Refer to Service Bulletin Index Document D624W001 Part 3 for Airplane Variable Number, Line

Number, and Serial Number data.

This service bulletin is for the airplanes shown below.

GROUP CONFIGURATION DESCRIPTION

777-200 and 777-200LR airplanes through line number 660 with a

small aft cargo door.

1 -

777-200 and 777-200LR airplanes through line number 660 with a

large aft cargo door.

2 -

777-300 and 777-300ER airplanes through line number 660 with a

small aft cargo door.

3 -

777-300 and 777-300ER airplanes through line number 660 with a

large aft cargo door.

4 -

Airplane Models:

777-200, 777-200LR, 777-300, 777-300ER

Variable Number Group

WA001 - WA017 2

WA076 - WA080 1

WA086 - WA093 1

WA101 - WA104 1

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Variable Number Group

WA116 - WA119 1

WA131 - WA137 1

WA171 - WA175 1

WA196 - WA198 1

WA206 - WA212 1

WA221 - WA223 2

WA231 - WA232 2

WA241 - WA250 1

WA261 - WA266 2

WA281 - WA283 1

WA301 - WA304 1

WB001 1

WB002 - WB021 2

WB031 - WB046 2

WB051 - WB088 2

WB101 - WB106 1

WB121 - WB125 1

WB131 - WB144 1

WB151 - WB155 1

WB161 - WB177 1

WB181 - WB194 1

WB201 - WB215 1

WB231 - WB247 1

WB271 - WB272 1

WB273 2

WB276 - WB285 1

WB286 2

WB291 - WB302 2

WB306 - WB307 2

WB311 - WB337 2

WB341 - WB342 2

WB366 - WB368 2

WB371 - WB388 2

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BOEING SERVICE BULLETIN 777-53A0054
Variable Number Group

WB406 1

WB411 - WB413 2

WB416 - WB439 1

WB446 - WB453 2

WB476 1

WB481 - WB484 2

WB501 - WB512 4

WB531 - WB537 3

WB551 - WB554 3

WB591 - WB597 3

WB601 - WB606 3

WB611 - WB622 3

WB631 - WB638 4

WB646 - WB649 4

WC051 - WC073 1

WC101 - WC104 2

WC111 - WC119 1

WC221 - WC222 2

WC241 - WC243 2

WC281 - WC290 2

WC301 - WC308 2

WC361 - WC364 2

WC371 - WC374 1

WC381 - WC395 2

WC441 1

WC446 - WC449 1

WC456 - WC459 2

WC486 - WC493 2

WC506 - WC508 2

WC521 - WC522 2

WC531 - WC534 2

WC546 - WC547 2

WC556 2

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BOEING SERVICE BULLETIN 777-53A0054
Variable Number Group

WC566 - WC567 2

WD001 - WD002 1

WD011 - WD013 1

WD031 - WD032 2

WD046 2

WD501 - WD506 3

WD521 - WD536 4

WD546 - WD552 4

WD561 - WD570 4

WD581 - WD592 4

WD606 - WD609 4

WD621 - WD632 4

WD651 - WD657 4

WD671 - WD675 4

WD691 - WD700 3

WD741 - WD745 4

WD761 - WD765 4

WD786 - WD787 3

WD826 - WD828 3

2. Spares Affected

None.

B. Concurrent Requirements

None.

C. Reason

This service bulletin gives instructions for the inspection and repair of scribe lines in the fuselage skin

at certain lap joints, butt joints, and external repair doublers, and around the large cargo door hinges.

Fatigue cracks can develop in the skin at scribe lines. Fatigue cracks in the skin can become large and

cause a sudden loss of cabin pressure and the inability to sustain limit load.

At the time this service bulletin was originally released, only one 777 airplane has been found with

scribe damage by one operator. On this airplane, scribe lines were found around the edges of the area

where a large decal had been installed. The operator believed that the scribe lines were made when

the decal was removed. No cracks were found at the scribe line locations. On other airplane models,

scribe lines appear to have been made when sealant was removed as part of preparation of the airplane

for repainting.

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BOEING SERVICE BULLETIN 777-53A0054
Subsequent to the original issue of this service bulletin, it was determined that scribe lines could occur

when decals are installed or removed, even on airplanes that had not previously been stripped or

repainted.

Accomplishment of the inspections shown in this service bulletin will help make sure that fatigue cracks

that can form in the fuselage skin at scribe lines are found and repaired before they can become large

and cause sudden loss of cabin pressure.

Boeing Service Related Problem (SRP) 777-SRP-53-0243 is related to this service bulletin.

Revision 1 is sent to include information about scribe lines that may exist in the fuselage skin around

external decals that may have been installed or removed. Only the inspection areas described in the

original issue of this service bulletin (external doubler locations, Zone 1, Zone 2, Zone 3, Zone 4, and

large cargo door hinge locations) require inspections for scribe lines, which may include scribe lines

associated with the installation or removal of decals. References to FAA Notice of Proposed Rule

Making FAA NPRM 2009-NM-004-AD were added to this service bulletin. The data given in Information

Notice 777-53A0054 IN 01 is included in this revision. IN 01 included clarification of the notes in

Paragraph 1.E., Compliance, and corrections for various typographic errors.

D. Description

The lap joint and butt joint locations that should be inspected are divided into four zones to address

the most critical areas first and to give less critical areas appropriately reduced compliance requirements.

In addition to these four zones, detailed inspections are also required at certain external doubler

locations and around the large cargo door hinges.

At the times shown in Paragraph 1.E., Compliance, start to do detailed inspections for scribe lines in

the affected areas. If no scribe lines are found in that area, no more inspections are necessary in that

affected area. If scribe lines are found, do detailed, eddy current or ultrasonic inspections of the scribes

lines for cracks. If cracks are found, repair before further flight. No more inspections are required in

the repaired area. If no cracks are found, repair the scribe lines. As an alternative to scribe line repair,

if the scribe lines are no more than 0.006 inch deep restore the finish in the area and do the inspections

for cracks again at the times shown in this service bulletin.

Revision 1 - More work is necessary on airplanes which have not been stripped or repainted, but have

had decals installed or removed across affected lap joints, large cargo door hinges, or external doublers.

If those airplanes had previously been determined to not require inspections in accordance with the

original issue of this service bulletin, do the lap joint, large cargo door hinge, and external doubler

inspections in accordance with Paragraph 3.B., PART 11 at the applicable time for the affected decal

locations.

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

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BOEING SERVICE BULLETIN 777-53A0054
Group 1-2:

Affected Maintenance Zones

Model Zone

111, 112, 113, 114, 115, 116, 117, 118, 121,

122, 123, 124, 125, 126, 151, 152, 153, 154,

161, 162, 163, 164, 165, 166, 211, 212, 221,

222, 223, 224, 231, 232, 233, 234, 241, 242,

243, 244, 251, 252, 253, 254, 261, 262, 263, 264

777-200, 777-200LR

Group 3-4:

Affected Maintenance Zones

Model Zone

111, 112, 113, 114, 115, 116, 117, 118, 121,

122, 123, 124, 125, 126, 151, 152, 153, 154,

161, 162, 163, 164, 165, 166, 211, 212, 221,

222, 223, 224, 231, 232, 233, 234, 241, 242,

243, 244, 251, 252, 253, 254, 261, 262, 263, 264

777-300, 777-300ER

E. Compliance

Federal Aviation Administration (FAA) Notice of Proposed Rule Making FAA NPRM 2009-NM-004-AD,

is related to this service bulletin.2009-NM-004-AD

NOTE: The inspections shown in this service bulletin are not necessary if the operator can

show that the airplane has never been stripped or repainted since delivery from

Boeing and the operator can show the airplane has never had external decals installed

across the pressurized fuselage skin lap joints, cargo door hinges, or external doublers

that are required to be inspected in accordance with this service bulletin. Any area

of the airplane that the operator can show: a) has never been stripped or repainted

since delivery from Boeing, and b) has never had decals applied or removed since

delivery from Boeing, does not need to be inspected per this service bulletin.

1.

2. The inspections shown in this service bulletin are not necessary in any areas where

the operator can show that, since airplane delivery from Boeing: a) removal of sealant

at all times has been done using the proper sealant removal procedures and b) no

decals have been installed or removed from these areas. Refer to Appendix A for

proper sealant removal procedures.

3. The lap joint inspections shown in this service bulletin are not necessary at the S-5,

S-14, S-24, or S-45 lap joints aft of STA 508, where there is no existing fillet seal at

those lap joints, and the operator can show that no fillet seal was previously removed

from those lap joints and that the operator can show that decals have not been cut

across these lap joints. The lap joints must be inspected at locations where decals

may have been cut at the lap joints whether there has ever been a fillet seal at these

locations or not.

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BOEING SERVICE BULLETIN 777-53A0054
4. The lap joint inspections shown in this service bulletin are not necessary at the S-34

lap joints aft of STA 655 where there is no existing fillet seal at that lap joint, and the

operator can show that no fillet seal was previously removed from that lap joint and

that the operator can show that decals have not been cut across these lap joints.

The lap joints must be inspected at locations where decals may have been cut at

the lap joints whether there has ever been a fillet seal at these locations or not.

5. For each repair, if the operator can show that the airplane has never been stripped

or repainted since the repair has been installed and that a decal has not been cut at

an edge of the repair, then the repair inspections for that specific repair are not

required.

6. Where this service bulletin refers to "paint records", this term includes records of

repainting of the airplane as well as records of decal installations and removals.

Boeing recommends that the inspections in this service bulletin be done in accordance with the tables

that follow:

NOTE: In the tables that follow, "date of delivery from Boeing" is defined as the issue date of the

original airworthiness certificate or export certificate of airworthiness for a specific airplane.

Table 1: Initial Inspection Threshold and Repeat Inspection Intervals for External Repair Doubler Locations

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

15,000 total

flight-cycles,

plus the total

number of flightcycles at 1,500

days after the

date of delivery

from Boeing.

Do detailed inspections

for scribe lines at external

repair doubler locations

in accordance with Paragraph 3.B., PART 1.

If repair and paint records

are not available:

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

15,000 total

flight-cycles,

plus the total

number of flightcycles at the

time the repair

was installed.

Do detailed inspections

for scribe lines at external

repair doubler locations

in accordance with Paragraph 3.B., PART 1.

If only the repair record is

available:

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

15,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint since

delivery from

Boeing.

Do detailed inspections

for scribe lines at external

repair doubler locations

in accordance with Paragraph 3.B., PART 1.

If only the paint record is

available:

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BOEING SERVICE BULLETIN 777-53A0054
Table 1: Initial Inspection Threshold and Repeat Inspection Intervals for External Repair Doubler Locations

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

15,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint after installation of the

repair.

Do detailed inspections

for scribe lines at external

repair doubler locations

in accordance with Paragraph 3.B., PART 1.

If both the repair and paint

records are available:

No more work is neces- - -

sary. Inspect for scribe

lines at other locations in

accordance with Table 2.

No scribe lines found

Do detailed, eddy current Before further flight -

or ultrasonic inspections

of the scribe lines for

cracks in accordance with

Paragraph 3.B., PART 1.

(a)

Scribe lines found

Repair in accordance with Before further flight -

Paragraph 3.B., PART 1.

Cracks found

Start to do detailed inspections for scribe lines

at Zone 4 locations at the

times given in Table 5.

Start to do detailed inspections for scribe lines

at large cargo door hinge

areas in accordance with

Table 6. (a)

No more work is neces- - -

sary at scribe lines verified to be crack-free and

less than 0.001 inch

deep. Inspect for scribe

lines at other locations in

accordance with Table 2.

No cracks found, and all

scribe lines are less than

0.001 inch deep.

Repair in accordance with Before further flight. -

Paragraph 3.B., PART 1.

(a)

No cracks found, and any

scribe line found is more

than 0.006 inch deep.

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BOEING SERVICE BULLETIN 777-53A0054
Table 1: Initial Inspection Threshold and Repeat Inspection Intervals for External Repair Doubler Locations

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

Within 1,200 flight-cycles of the -

initial inspection.

Repair in accordance with

Paragraph 3.B., PART 1.

(a)

No cracks found, and any

scribe lines found are

0.001 inch deep or more,

but less than or equal to

0.006 inch deep.

or

Within 1,200 flight-cycles of the 1,200 flight-cycles

previous inspection.

Do repeat detailed, eddy

current or ultrasonic inspections of the scribe

lines in accordance with

Paragraph 3.B., PART

10. (a)

(a) Inspect for scribe lines at other locations in accordance with Table 2.

Table 2: Zone 1 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

32,000 total

flight-cycles,

plus the total

number of flightcycles at 1,500

days after the

date of delivery

from Boeing.

Do detailed inspections

for scribe lines at Zone 1

locations in accordance

with Paragraph 3.B.,

PART 2.

If the paint record is not

available:

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

32,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint since

delivery from

Boeing.

Do detailed inspections

for scribe lines at Zone 1

locations in accordance

with Paragraph 3.B.,

PART 2.

If the paint record is available:

No more work is neces- - -

sary. Inspect for scribe

lines at other locations in

accordance with Table 3.

No scribe lines found

Do detailed, eddy current Before further flight -

or ultrasonic inspections

of the scribe lines for

cracks in accordance with

Paragraph 3.B., PART 2.

(a)

Scribe lines found

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BOEING SERVICE BULLETIN 777-53A0054
Table 2: Zone 1 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

Repair in accordance with Before further flight -

Paragraph 3.B., PART 2.

Cracks found

Start to do inspections for

scribe lines at Zone 4 locations at the times given

in Table 5. Start to do detailed inspections for

scribe lines at large cargo

door hinge areas in accordance with Table 6. (a)

No more work is neces- - -

sary at scribe lines verified to be crack-free and

less than 0.001 inch

deep. Inspect for scribe

lines at other locations in

accordance with Table 3.

No cracks found, and all

scribe lines are less than

0.001 inch deep.

Repair in accordance with Before further flight -

Paragraph 3.B., PART 2.

(a)

No cracks found, and any

scribe line found is more

than 0.006 inch deep.

Within 1,800 flight-cycles of the -

initial inspection.

Repair in accordance with

Paragraph 3.B., PART 2.

(a)

No cracks found, and any

scribe lines found are

0.001 inch deep or more,

but less than or equal to

0.006 inch deep.

or

Within 1,800 flight-cycles of the 1,800 flight-cycles

previous inspection.

Do repeat detailed, eddy

current or ultrasonic inspections of the scribe

lines in accordance with

Paragraph 3.B., PART

10. (a)

(a) Inspect for scribe lines at other locations in accordance with Table 3.

Table 3: Zone 2 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

32,000 total

flight-cycles,

plus the total

number of flightcycles at 1,500

days after the

date of delivery

from Boeing.

Do detailed inspections

for scribe lines at Zone 2

locations in accordance

with Paragraph 3.B.,

PART 3.

If the paint record is not

available:

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BOEING SERVICE BULLETIN 777-53A0054
Table 3: Zone 2 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

32,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint since

delivery from

Boeing.

Do detailed inspections

for scribe lines at Zone 2

locations in accordance

with Paragraph 3.B.,

PART 3.

If the paint record is available:

No more work is neces- - -

sary. Inspect for scribe

lines at other locations in

accordance with Table 4.

No scribe lines found

Do detailed, eddy current Before further flight -

or ultrasonic inspections

of the scribe lines for

cracks in accordance with

Paragraph 3.B., PART 3.

(a)

Scribe lines found

Repair in accordance with Before further flight -

Paragraph 3.B., PART 3.

Cracks found

Start to do inspections for

scribe lines at Zone 4 locations at the times given

in Table 5. Start to do detailed inspections for

scribe lines at large cargo

door hinge areas in accordance with Table 6. (a)

No more work is neces- - -

sary at scribe lines verified to be crack-free and

less than 0.001 inch

deep. Inspect for scribe

lines at other locations in

accordance with Table 4.

No cracks found, and all

scribe lines are less than

0.001 inch deep.

Repair in accordance with Before further flight -

Paragraph 3.B., PART 3.

(a)

No cracks found, and any

scribe line found is more

than 0.006 inch deep.

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BOEING SERVICE BULLETIN 777-53A0054
Table 3: Zone 2 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

Within 2,500 flight-cycles of the -

initial inspection.

Repair in accordance with

Paragraph 3.B., PART 3.

(a)

No cracks found, and any

scribe lines found are

0.001 inch deep or more,

but less than or equal to

0.006 inch deep.

or

Within 2,500 flight-cycles of the 2,500 flight-cycles

previous inspection.

Do detailed, eddy current

or ultrasonic repeat inspections of the scribe

lines in accordance with

Paragraph 3.B., PART

10. (a)

(a) Inspect for scribe lines at other locations in accordance with Table 4.

Table 4: Zone 3 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

32,000 total

flight-cycles,

plus the total

number of flightcycles at 1,500

days after the

date of delivery

from Boeing.

Do detailed inspections

for scribe lines at Zone 3

locations in accordance

with Paragraph 3.B.,

PART 4.

If the paint record is not

available:

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

32,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint since

delivery from

Boeing.

Do detailed inspections

for scribe lines at Zone 3

locations in accordance

with Paragraph 3.B.,

PART 4.

If the paint record is available:

No more work is neces- - -

sary.

No scribe lines found

Do detailed, eddy current Before further flight -

or ultrasonic inspections

of the scribe lines for

cracks in accordance with

Paragraph 3.B., PART 4.

Scribe lines found

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BOEING SERVICE BULLETIN 777-53A0054
Table 4: Zone 3 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

Repair in accordance with Before further flight -

Paragraph 3.B., PART 4.

Cracks found

Start to do inspections for

scribe lines at Zone 4 locations at the times given

in Table 5. Start to do detailed inspections for

scribe lines at large cargo

door hinge areas in accordance with Table 6.

No more work is neces- - -

sary at scribe lines verified to be crack-free and

less than 0.001 inch

deep.

No cracks found, and all

scribe lines are less than

0.001 inch deep.

Repair in accordance with Before further flight -

Paragraph 3.B., PART 4.

No cracks found, and any

scribe line found is more

than 0.006 inch deep.

Within 3,500 flight-cycles of the -

initial inspection.

Repair in accordance with

Paragraph 3.B., PART 4.

No cracks found, and any

scribe lines found are

0.001 inch deep or more,

but less than or equal to

0.006 inch deep.

or

Within 3,500 flight-cycles of the 3,500 flight-cycles

previous inspection.

Do repeat detailed, eddy

current or ultrasonic inspections of the scribe

lines in accordance with

Paragraph 3.B., PART

10.

NOTE: The inspections shown in Table 5 for Zone 4 are only necessary if cracks were found at scribe

lines around external repair doublers or in Zone 1, Zone 2, or Zone 3.

Table 5: Zone 4 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

45,000 total

flight-cycles,

plus the total

number of flightcycles at 1,500

days after the

date of delivery

from Boeing.

Do detailed inspections

for scribe lines at Zone 4

locations in accordance

with Paragraph 3.B.,

PART 5.

If the paint record is not

available:

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BOEING SERVICE BULLETIN 777-53A0054
Table 5: Zone 4 Initial Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

45,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint since

delivery from

Boeing.

Do detailed inspections

for scribe lines at Zone 4

locations in accordance

with Paragraph 3.B.,

PART 5.

If the paint record is available:

No more work is neces- - -

sary. (a)

No scribe lines found

Do detailed, eddy current Before further flight -

or ultrasonic inspections

of the scribe lines for

cracks in accordance with

Paragraph 3.B., PART 5.

(a)

Scribe lines found

Repair in accordance with Before further flight -

Paragraph 3.B., PART 5.

(a)

Cracks found

No more work is neces- - -

sary at scribe lines verified to be crack-free and

less than 0.001 inch

deep. (a)

No cracks found, and all

scribe lines are less than

0.001 inch deep.

Repair in accordance with Before further flight -

Paragraph 3.B., PART 5.

(a)

No cracks found, and any

scribe line found is more

than 0.006 inch deep.

Within 5,000 flight-cycles of the -

initial inspection.

Repair in accordance with

Paragraph 3.B., PART 5.

(a)

No cracks found, and any

scribe lines found are

0.001 inch deep or more,

but less than or equal to

0.006 inch deep.

or

Within 5,000 flight-cycles of the 5,000 flight-cycles

previous inspection.

Do repeat detailed, eddy

current or ultrasonic inspections of the scribe

lines in accordance with

Paragraph 3.B., PART

10. (a)

(a) Inspect for scribe lines at other locations in accordance with Table 6.

NOTE: The inspections shown in Table 6 for the large cargo door hinge areas are only necessary if

cracks were found at scribe lines around external repair doublers or in Zone 1, Zone 2, or

Zone 3.

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BOEING SERVICE BULLETIN 777-53A0054
Table 6: Large Cargo Door Hinge Inspection Threshold and Repeat Inspection Intervals

Repeat Interval

(Not to Exceed)

Compliance Time (Whichever

Occurs Last)

Condition Action

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

45,000 total

flight-cycles,

plus the total

number of flightcycles at 1,500

days after the

date of delivery

from Boeing.

Do detailed inspections

for scribe lines at the

large cargo door hinges

in accordance with Paragraph 3.B., PART 6.

If the paint record is not

available:

6,000 flight-cy- -

cles after the

original issue

date on this service bulletin.

45,000 total

flight-cycles,

plus the total

number of flightcycles at the

time of the first

repaint since

delivery from

Boeing.

Do detailed inspections

for scribe lines at large

cargo door hinges in accordance with Paragraph

3.B., PART 6.

If the paint record is available:

No more work is neces- - -

sary.

No scribe lines found

Do detailed, eddy current Before further flight -

or ultrasonic inspections

of the scribe lines for

cracks in accordance with

Paragraph 3.B., PART 6.

Scribe lines found

Repair in accordance with Before further flight -

Paragraph 3.B., PART 6.

Cracks found

No more work is neces- - -

sary at scribe lines verified to be crack-free and

less than 0.001 inch

deep.

No cracks found, and all

scribe lines are less than

0.001 inch deep.

Repair in accordance with Before further flight -

Paragraph 3.B., PART 6.

No cracks found, and any

scribe line found is more

than 0.006 inch deep.

Within 5,000 flight-cycles of the -

initial inspection.

Repair in accordance with

Paragraph 3.B., PART 6.

No cracks found, and any

scribe lines found are

0.001 inch deep or more,

but less than or equal to

0.006 inch deep.

or

Within 5,000 flight-cycles of the 5,000 flight-cycles

previous inspection.

Do repeat detailed, eddy

current or ultrasonic inspections of the scribe

lines in accordance with

Paragraph 3.B., PART

10.

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BOEING SERVICE BULLETIN 777-53A0054
Contact Boeing for inspection requirements for operation beyond 60,000 total flight-cycles after first

repaint.

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.

The Manager of the Seattle Aircraft Certification Office (SACO) approves the accomplishment of the

inspections and repair procedures defined in Service Bulletin 777-53A0054, Revision 1 as an alternative

method of compliance (AMOC) to the inspections and repair procedures defined in SB 777-53A0054,

dated August 7, 2008, required by paragraph (g) of AD 2009-24-08. All provisions of AD 2009-24-08

that are not specifically referenced in the preceding sentence remain fully applicable and must be

complied with.

G. Manpower

The table below shows an estimate of the task hours necessary to do this inspection for each airplane.

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

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

time:

• Time to adjust to the workplace

• Time to schedule the work

• Time to inspect the work

• Time to cure the materials

• Time to make the parts

• Time to find the tools.

Group 1:

Number of Per- Task Hours Elapsed Hours

sons

Task

Prepare Zone 2 for inspection 6 195 32.5

Inspect Zone 2 for scribe lines 2 7 3.5

Restore Zone 2 3 51 17

TOTAL FOR ZONE 2 253 53

Prepare Zone 3 for inspection 8 464 58

Inspect Zone 3 for scribe lines 4 16 4

Restore Zone 3 4 122 30.5

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BOEING SERVICE BULLETIN 777-53A0054
Group 1:

Number of Per- Task Hours Elapsed Hours

sons

Task

TOTAL FOR ZONE 3 602 92.5

Prepare Zone 4 for inspection 6 93 15.5

Inspect Zone 4 for scribe lines 2 3.5 1.75

Restore Zone 4 4 24 6

TOTAL FOR ZONE 4 120.5 23.25

Prepare forward cargo door hinges 2 10 5

for inspection

Inspect forward large cargo door 1 0.5 0.5

hinges for scribe lines

Restore forward large cargo door 2 2.5 1.25

hinges

TOTAL FOR CARGO DOOR HINGES 13 6.75

TOTAL FOR EACH AIRPLANE 988.5 175.5

Group 2:

Number of Per- Task Hours Elapsed Hours

sons

Task

Prepare Zone 2 for inspection 6 195 32.5

Inspect Zone 2 for scribe lines 2 7 3.5

Restore Zone 2 3 51 17

TOTAL FOR ZONE 2 253 53

Prepare Zone 3 for inspection 8 462 57.75

Inspect Zone 3 for scribe lines 4 16 4

Restore Zone 3 4 122 30.5

TOTAL FOR ZONE 3 600 92.25

Prepare Zone 4 for inspection 6 93 15.5

Inspect Zone 4 for scribe lines 2 3.5 1.75

Restore Zone 4 4 24 6

TOTAL FOR ZONE 4 120.5 23.25

Prepare forward and aft cargo door 4 20 5

hinges for inspection

Inspect forward and aft large cargo 2 1 0.5

door hinges for scribe lines

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BOEING SERVICE BULLETIN 777-53A0054
Group 2:

Number of Per- Task Hours Elapsed Hours

sons

Task

Restore forward and aft large cargo 2 5.5 2.75

door hinges

TOTAL FOR CARGO DOOR HINGES 26.5 8.25

TOTAL FOR EACH AIRPLANE 1000 176.75

Group 3:

Number of Per- Task Hours Elapsed Hours

sons

Task

Prepare Zone 1 for inspection 4 28 7

Inspect Zone 1 for scribe lines 2 1 0.5

Restore Zone1 2 7.5 3.75

TOTAL FOR ZONE 1 36.5 11.25

Prepare Zone 2 for inspection 8 240 30

Inspect Zone 2 for scribe lines 2 8.5 4.25

Restore Zone 2 3 63 21

TOTAL FOR ZONE 2 311.5 55.25

Prepare Zone 3 for inspection 8 376 47

Inspect Zone 3 for scribe lines 4 12 3

Restore Zone 3 4 87 21.75

TOTAL FOR ZONE 3 475 71.75

Prepare Zone 4 for inspection 8 306 38.25

Inspect Zone 4 for scribe lines 2 11 5.5

Restore Zone 4 4 81 20.25

TOTAL FOR ZONE 4 398 64

Prepare forward cargo door hinges 2 10 5

for inspection

Inspect forward large cargo door 1 0.5 0.5

hinges for scribe lines

Restore forward large cargo door 2 2.5 1.25

hinges

TOTAL FOR CARGO DOOR HINGES 13 6.75

TOTAL FOR EACH AIRPLANE 1234 209

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BOEING SERVICE BULLETIN 777-53A0054
Group 4:

Number of Per- Task Hours Elapsed Hours

sons

Task

Prepare Zone 1 for inspection 4 28 7

Inspect Zone 1 for scribe lines 2 1 0.5

Restore Zone1 2 7.5 3.75

TOTAL FOR ZONE 1 36.5 11.25

Prepare Zone 2 for inspection 8 240 30

Inspect Zone 2 for scribe lines 2 8.5 4.25

Restore Zone 2 3 63 21

TOTAL FOR ZONE 2 311.5 55.25

Prepare Zone 3 for inspection 8 328 41

Inspect Zone 3 for scribe lines 4 12 3

Restore Zone 3 4 87 21.75

TOTAL FOR ZONE 3 427 65.75

Prepare Zone 4 for inspection 8 306 38.25

Inspect Zone 4 for scribe lines 2 11 5.5

Restore Zone 4 4 81 20.25

TOTAL FOR ZONE 4 398 64

Prepare forward and aft cargo door 4 20 5

hinges for inspection

Inspect forward and aft large cargo 2 1 0.5

door hinges for scribe lines

Restore forward and aft large cargo 2 5.5 2.75

door hinges

TOTAL FOR CARGO DOOR HINGES 26.5 8.25

TOTAL FOR EACH AIRPLANE 1199.5 204.5

NOTE: 1. A task-hour estimate for external doubler areas is not given, since the inspections

required can be different depending on the in-service repair history of the airplane.

2. In the tables above, the "prepare" task includes removal of sealant and paint as

necessary for the scribe inspection.

3. More time will be necessary to do additional inspections and possible repairs if scribe

lines are found.

H. Weight and Balance Changes

None.

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BOEING SERVICE BULLETIN 777-53A0054
I. Electrical Load Data

Not changed.

J. References

1. Existing Data

a. Service Related Problem (SRP) 777-SRP-53-0243

b. 777 Aircraft Maintenance Manual (AMM) 51-21-01, 51-21-02, 51-21-10, 51-31-01

c. 777 Structural Repair Manual (SRM) Chapter 51 and 53

d. 777 Non-Destructive Testing (NDT) Manual Part 10, 53-30-01, Part 4, 53-00-01, Part 4,

53-00-02, Part 6, 51-00-01, Part 6, 53-00-04, Part 6, 53-00-05, Part 6, 53-00-07

e. Standard Overhaul Practices Manual (SOPM) 20-30-03, 20-60-01

f. Federal Aviation Administration (FAA) Notice of Proposed Rule Making 2009-NM-004-AD

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:

None.

2. Damage Tolerance Based Structural Inspections:

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

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

Maintenance Program. This service bulletin affects FCS but no new DTIs are necessary.

L. Interchangeability and Intermixability of Parts

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

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BOEING SERVICE BULLETIN 777-53A0054
2. MATERIAL INFORMATION

A. Material - Price and Availability

None.

B. Industry Support Information

Boeing warranty remedies are not available for the inspections 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

None.

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

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

To get the tools shown below, refer to Paragraph 2.E., Special Tooling - Price and Availability.

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.

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Number Name

(b) Rene Company 1005 S. Mountain Ave. Monrovia, CA 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 Towawanda, New York 14120 USA Toll

free: 800.333.5300 (in USA or Canada) Phone: 716.694.4000 Fax: 716.694.1450

(d) Remote Vision Solutions PTY LTD Unit 1 118 Church Street Hawthorn, 3122, Victoria

Australia Phone: +61 3 9815 0933 Fax: +61 3 9818 5597 US Representative: David

Hexter Dallas, Texas Cell Phone: 817.504.8320 dhexter@remotevs.com

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BOEING SERVICE BULLETIN 777-53A0054
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. The instructions identified in Paragraph 3.B., Work Instructions and the Figure(s)

give the recommended sequence of steps. The sequence of steps to do this service

bulletin can be changed.

2. Manual titles are referred to by acronyms. Refer to Paragraph 1.J., References, for

definition of the acronyms.

3. Obey all of the warnings and cautions given in the specified manual sections.

4. 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

– Angular tolerance is plus or minus 2 degrees

5. In the figures, lap joints and butt joint areas that should be inspected are indicated

with heavy lines.

6. If a repair doubler does not span the potential scribe location by 3 or more fastener

rows, but there is no evidence of scribes within 10 inches of the repair, then

inspections under the repair are not required. If scribes exist within 10 inches of the

repair, and the repair does not span the potential scribe by 3 or more rows of

fasteners, then remove the repair and inspect for scribes, or contact Boeing with

details for further evaluation. Inspections are not required in areas where an existing

repair covers a potential scribe line, or the scribe line is within 10 inches of the repair,

provided the repair spans a minimum of three rows beyond each side of the potential

scribe line location (perpendicular to the scribe line direction).

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

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

butt splices, respectively). Scribe lines can be both tactile (your fingernail will catch

on the scribe); and non-tactile (your fingernail will not catch on the scribe).

Discoloration of the aluminum clad layer or small surface imperfections do not qualify

as a scribe. A lightning strike at a lap joint or butt splice does not qualify as a scribe.

In certain cases the scribe lines have also been associated with the trimming of

fuselage skin decals. Scribe lines that create a potential safety concern are generally

long continuous scribes or several adjacent scribes in a critical orientation at specific

locations with relatively high stresses. Figures are included in this Service Bulletin

to depict typical scribe damage found common to lap joints, butt joints, external

repairs,and large cargo door hinge areas.

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BOEING SERVICE BULLETIN 777-53A0054
In areas near the lap joints, these 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 lines

may be directly adjacent to or slightly under the lower edge of the upper skin, resulting

in hidden scribe lines that cannot be directly viewed without further disassembly. The

ends of these scribe lines may also turn slightly away from the lap joint. Scribe lines

at the butt joints are normally found on the splice plate in the gap between the forward

and aft skin edges and run along the butt joint. Along the edges of external repair

doublers and the large cargo door hinges, scribe lines normally follow the periphery

of the doubler or hinge.

Note that the above is not to be used for the definition of a scribe. Refer to PART 9

for the definition of a scribe.

Appendix B includes information for the fabrication or purchase of a scribe 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 may

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

When identifying scribes see the definition of a scribe in Part 9 of the accomplishment

instructions.

8. 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.

9. 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 II 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

— The individual has a level I 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.

10. 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 shall be

considered individually.

11. 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.

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BOEING SERVICE BULLETIN 777-53A0054
12. 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.

13. Refer to Appendix A for sealant removal instructions.

14. Where repair requires disassembly of a lap joint or a butt joint, contact Boeing for

jacking instructions.

15. Where this service bulletin instructs to remove paint, refer to 777 AMM 51-21-01 as

an accepted procedure.

16. Remove sealant using the procedures given in Appendix A of this service bulletin.

17. Where this service bulletin instructs to apply finish, refer to 777 AMM 51-21-02 as

an accepted procedure for preparing an area for paint. Refer to 777 AMM 51-21-10

as an accepted procedure for applying finish.

18. Where this service bulletin instructs to apply sealant, refer to 777 AMM 51-31-01 as

an accepted procedure.

19. Areas under the wing to body fairings are not included in the inspection requirements

of this service bulletin.

B. WORK INSTRUCTIONS

PART 1 - INSPECTION FOR SCRIBES AT EXTERNAL REPAIR DOUBLER LOCATIONS

1. Group 1:

External doubler inspection areas (Area A and Area B) are shown in Figure 1.

2. Group 2:

External doubler inspection areas (Area A and Area B) are shown in Figure 2.

3. Group 3:

External doubler inspection areas (Area A and Area B) are shown in Figure 3.

4. Group 4:

External doubler inspection areas (Area A and Area B) are shown in Figure 4.

5. At or before the initial compliance threshold given in Paragraph 1.E., Compliance, remove the

paint and sealant from the area of the skin around the entire periphery of any external repair

doubler:

a. in Area A that is longer than 6 inches in the longitudinal (forward-aft) direction or longer than

8 inches in the circumferential direction.

b. in Area B that is longer than 6 inches in the longitudinal (forward-aft) direction.

The area of bare skin should be at least one inch wide. Use the sealant removal instructions in

Appendix A of this service bulletin.

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BOEING SERVICE BULLETIN 777-53A0054
6. Do a detailed inspection of the fuselage skin for scribe lines in the area of bare skin around the

doubler in accordance with Figure 14. The use of at least 10X magnifying lens is required for this

inspection.

7. If no scribe lines are found, apply finish to the skin to match adjacent structure. Apply a fillet seal

of BMS 5-95 or BMS 5-142 sealant at the leading edge of the doubler.

NOTE: It is also acceptable to apply a fillet seal of BMS 5-95 or BMS 5-142 sealant all around

the edges of the doubler.

8. If scribe lines are found, do the steps that follow:

a. Do a detailed inspection of the fuselage skin for scribe lines in these areas of bare skin in

accordance with Figure 14. The use of at least 10X magnifying lens is required for this

inspection.

b. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the damaged skin

panel, or ask Boeing for repair data.

c. Do detailed, eddy current and ultrasonic inspections of all scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 19.

d. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Remove the repair doubler to determine the full extent of the

scribe lines and cracks. Do surface HFEC inspections of the skin at any scribe lines found

after doubler removal for cracks. Repair all scribe lines and cracks in accordance with

the Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair

data.

e. If no crack indications are found, do the following:

(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at external repair doubler locations that are more than 0.006 inch

deep before further flight. Remove the repair doubler to determine the full extent of the

scribe lines and cracks. Do surface HFEC inspections of any scribe lines found after

doubler removal for cracks. Repair all scribe lines and cracks in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

(3) If all scribe lines at external doubler locations are 0.006 inch deep or less, apply finish to

the skin to match adjacent structure. Apply a fillet seal of BMS 5-95 or BMS 5-142 sealant

at the leading edge of the doubler. Document the location of all scribe damage that was

found at external doubler locations that was not repaired.

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BOEING SERVICE BULLETIN 777-53A0054
At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, remove the repair doubler to determine the full extent of the scribe lines

and cracks. Do surface HFEC inspections of any scribe lines found after doubler removal

for cracks. Repair all scribe lines and cracks in accordance with the Structural Repair

Manual, replace the damaged skin panel, or ask Boeing for repair data.

NOTE: If all of the scribe lines around an external doubler are less than 0.001 inch deep,

it is acceptable to apply a fillet seal of BMS 5-95 or BMS 5-142 sealant all around

the edges of the doubler.

9. Put the airplane back in a serviceable condition, and do the inspections in PART 2 (Zone 1), PART

3 (Zone 2), PART 4 (Zone 3), PART 5 (Zone 4) and PART 6 (Large Cargo Door Hinges) at the

times specified in Paragraph 1.E., Compliance.

Group 3-4:

PART 2 - ZONE 1 INSPECTION

1. Affected Zone 1 locations are given in Figure 5.

2. At or before the initial compliance threshold given in Paragraph 1.E., Compliance, do detailed

inspections for scribe lines at the affected lap joints in Zone 1 in accordance with PART 7.

3. If no scribe lines are found in Zone 1, no more inspections are necessary in Zone 1. In the areas

that were inspected, apply finish to the skin to match adjacent structure.

NOTE: To reduce the possibility of future scribing, Boeing recommends that no fillet seal be

applied at the lap joints.

4. If scribe lines are found in Zone 1, do the steps that follow:

a. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the damaged skin

panel, or ask Boeing for repair data.

b. Do detailed, eddy current and ultrasonic inspections of all scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 19.

c. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Disassemble the full length of the lap joint from the forward

end of the skin panel to the aft end and determine the full extent of the any scribe lines

and cracks. Do surface HFEC inspections of the skin at any scribe lines found during

disassembly for cracks. Repair all scribe lines and cracks found in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

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An alternative repair is to repair using an approved method which repairs the entire

complete length of the lap joint, from the forward end of the scribed skin panel to the aft

end.

d. If no crack indications are found, do the following:

(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at Zone 1 lap joint locations that are more than 0.006 inch deep

before further flight. Disassemble the full length of the lap joint from the forward end of

the skin panel to the aft end and determine the full extent of the any scribe lines and

cracks. Do surface HFEC inspections of the skin at any scribe lines found during

disassembly for cracks. Repair all scribe lines and cracks found in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

(3) If all scribe lines at Zone 1 lap joint locations are 0.006 inch deep or less, apply finish to

the skin to match adjacent structure. Document the location of all scribe damage that

was found at Zone 1 locations that was not repaired.

At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, disassemble the full length of the lap joint from the forward end of the

skin panel to the aft end and determine the full extent of any scribe lines and cracks. Do

surface HFEC inspections of the skin at any scribe lines found during disassembly for

cracks. Repair all scribe lines and cracks found in accordance with the Structural Repair

Manual, replace the damaged skin panel, or ask Boeing for repair data.

5. Put the airplane back in a serviceable condition, and do the inspections in PART 3 (Zone 2), PART

4 (Zone 3), PART 5 (Zone 4) and PART 6 (Large Cargo Door Hinges) at the times specified in

Paragraph 1.E., Compliance.

PART 3 - ZONE 2 INSPECTION

1. Group 1-2:

Affected Zone 2 locations are given in Figure 6.

2. Group 3-4:

Affected Zone 2 locations are given in Figure 7.

3. At or before the initial compliance threshold given in Paragraph 1.E., Compliance, do detailed

inspections for scribe lines at the affected lap joints in Zone 2 in accordance with PART 7.

4. If no scribe lines are found in Zone 2, no more inspections are necessary in Zone 2. In the areas

that were inspected, apply finish to the skin to match adjacent structure.

NOTE: To reduce the possibility of future scribing, Boeing recommends that no fillet seal be

applied at the lap joints.

5. If scribe lines are found in Zone 2, do the steps that follow

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BOEING SERVICE BULLETIN 777-53A0054
a. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the damaged skin

panel, or ask Boeing for repair data.

b. Do detailed, eddy current and ultrasonic inspections of all scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 19.

c. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Disassemble the full length of the lap joint from the forward

end of the skin panel to the aft end and determine the full extent of the any scribe lines

and cracks. Do surface HFEC inspections of the skin at any scribe lines found during

disassembly for cracks. Repair all scribe lines and cracks found in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

An alternative repair is to repair using an approved method which repairs the entire

complete length of the lap joint, from the forward end of the scribed skin panel to the aft

end.

d. If no crack indications are found, do the following:

(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at Zone 2 lap joint locations that are more than 0.006 inch deep

before further flight. Disassemble the full length of the lap joint from the forward end of

the skin panel to the aft end and determine the full extent of any scribe lines and cracks.

Do surface HFEC inspections of the skin at any scribe lines found during disassembly

for cracks. Repair all scribe lines and cracks found in accordance with the Structural

Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

(3) If all scribe lines at Zone 2 lap joint locations are 0.006 inch deep or less, apply finish to

the skin to match adjacent structure. Document the location of all scribe damage that

was found at Zone 2 locations that was not repaired.

At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, disassemble the full length of the lap joint from the forward end of the

skin panel to the aft end and determine the full extent of any scribe lines and cracks. Do

surface HFEC inspections of the skin at any scribe lines found during disassembly for

cracks. Repair all scribe lines and cracks found in accordance with the Structural Repair

Manual, replace the damaged skin panel, or ask Boeing for repair data.

6. Put the airplane back in a serviceable condition, and do the inspections in PART 4 (Zone 3), PART

5 (Zone 4) and PART 6 (Large Cargo Door Hinges) at the times specified in Paragraph 1.E.,

Compliance.

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BOEING SERVICE BULLETIN 777-53A0054
PART 4 - ZONE 3 INSPECTION

1. Group 1:

Affected Zone 3 locations are given in Figure 8.

2. Group 2:

Affected Zone 3 locations are given in Figure 9.

3. Group 3:

Affected Zone 3 locations are given in Figure 10.

4. Group 4:

Affected Zone 3 locations are given in Figure 11.

5. At or before the initial compliance threshold given in Paragraph 1.E., Compliance, do detailed

inspections for scribe lines at the affected lap joints in Zone 3 in accordance with PART 7.

6. If no scribe lines are found in Zone 3, no more inspections are necessary in Zone 3. In the areas

that were inspected, apply finish to the skin to match adjacent structure.

NOTE: To reduce the possibility of future scribing, Boeing recommends that no fillet seal be

applied at the lap joints.

7. If scribe lines are found in Zone 3, do the steps that follow:

a. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the damaged skin

panel, or ask Boeing for repair data.

b. Do detailed, eddy current and ultrasonic inspections of all scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 19.

c. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Disassemble the full length of the lap joint from the forward

end of the skin panel to the aft end and determine the full extent of any scribe lines and

cracks. Do surface HFEC inspections of the skin at any scribe lines found during

disassembly for cracks. Repair all scribe lines and cracks found in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

An alternative repair is to repair using an approved method which repairs the entire

complete length of the lap joint, from the forward end of the scribed skin panel to the aft

end.

d. If no crack indications are found, do the following:

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BOEING SERVICE BULLETIN 777-53A0054
(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at Zone 3 lap joint locations that are more than 0.006 inch deep

before further flight. Disassemble the full length of the lap joint from the forward end of

the skin panel to the aft end and determine the full extent of any scribe lines and cracks.

Do surface HFEC inspections of the skin at any scribe lines found during disassembly

for cracks. Repair all scribe lines and cracks found in accordance with the Structural

Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

(3) If all scribe lines at Zone 3 lap joint locations are 0.006 inch deep or less, apply finish to

the skin to match adjacent structure. Document the location of all scribe damage that

was found at Zone 3 locations that was not repaired.

At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, disassemble the full length of the lap joint from the forward end of the

skin panel to the aft end and determine the full extent of any scribe lines and cracks. Do

surface HFEC inspections of the skin at any scribe lines found during disassembly for

cracks. Repair all scribe lines and cracks found in accordance with the Structural Repair

Manual, replace the damaged skin panel, or ask Boeing for repair data.

8. Put the airplane back in a serviceable condition and do the inspections in PART 5 (Zone 4) and

PART 6 (Large Cargo Door Hinges) at the times specified in Paragraph 1.E., Compliance.

PART 5 - ZONE 4 INSPECTION

1. Group 1-2:

Affected Zone 4 locations are given in Figure 12.

2. Group 3-4:

Affected Zone 4 locations are given in Figure 13.

3. At or before the initial compliance threshold given in Paragraph 1.E., Compliance, do detailed

inspections for scribe lines at the affected lap joints in Zone 4 in accordance with PART 7. Do

inspections for scribe lines at the affected butt joints in Zone 4 in accordance with PART 8.

4. If no scribe lines are found in Zone 4, no more inspections are necessary in Zone 4. In the areas

that were inspected, apply finish to the skin and splice strap or splice chord to match adjacent

structure. Reseal the butt joints.

NOTE: To reduce the possibility of future scribing, Boeing recommends that no fillet seal be

applied at the lap joints. BMS 5-95 or BMS 5-142 sealant should be applied to the fuselage

butt joints.

5. At scribe lines found in Zone 4 lap joints, do the steps that follow:

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BOEING SERVICE BULLETIN 777-53A0054
a. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the damaged skin

panel, or ask Boeing for repair data.

b. Do detailed, eddy current and ultrasonic inspections of all lap joint scribe lines that are within

the parameters of a "typical" scribe for cracks in accordance with Figure 19.

c. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Disassemble the full length of the lap joint from the forward

end of the skin panel to the aft end and determine the full extent of any scribe lines and

cracks. Do surface HFEC inspections of the skin at any scribe lines found during

disassembly for cracks. Repair all scribe lines and cracks found in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

An alternative repair is to repair using an approved method which repairs the entire

complete length of the lap joint, from the forward end of the scribed skin panel to the aft

end.

d. If no crack indications are found, do the following:

(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at Zone 4 lap joint locations that are more than 0.006 inch deep

before further flight. Disassemble the full length of the lap joint from the forward end of

the skin panel to the aft end and determine the full extent of any scribe lines and cracks.

Do surface HFEC inspections of the skin at any scribe lines found during disassembly

for cracks. Repair all scribe lines and cracks found in accordance with the Structural

Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

(3) If all scribe lines at Zone 4 lap joint locations are 0.006 inch deep or less, apply finish to

the skin to match adjacent structure. Document the location of all scribe damage that

was found at Zone 4 lap joint locations that were not repaired.

At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, disassemble the full length of the lap joint from the forward end of the

skin panel to the aft end and determine the full extent of any scribe lines and cracks. Do

surface HFEC inspections of the skin at any scribe lines found during disassembly for

cracks. Repair all scribe lines and cracks found in accordance with the Structural Repair

Manual, replace the damaged skin panel, or ask Boeing for repair data.

6. At scribe lines found in Zone 4 butt joints, do the steps that follow:

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a. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the cracked splice

strap or splice chord, or ask Boeing for repair data.

b. Do detailed and eddy current inspections of all butt joint scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 20.

c. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Disassemble the butt joint to determine the full extent of any

scribe lines and cracking. Do surface HFEC inspections of the splice strap or splice chord

at any scribe lines found during disassembly for cracks. Repair all scribe lines and cracks

found in accordance with the Structural Repair Manual, replace the cracked splice strap

or splice chord, or ask Boeing for repair data.

An alternative repair is to repair using an approved method which repairs the entire length

of the splice strap or splice chord.

d. If no crack indications are found, do the following:

(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at Zone 4 butt joint locations that are more than 0.006 inch deep

before further flight. Disassemble the butt joint to determine the full extent of any scribe

lines and cracks. Do surface HFEC inspections of the splice strap or splice chord at any

scribe lines found during disassembly for cracks. Repair all scribe lines and cracks found

in accordance with the Structural Repair Manual, replace the cracked splice strap or

splice chord, or ask Boeing for repair data

(3) If all scribe lines at Zone 4 butt joint locations are 0.006 inch deep or less, apply finish to

the skin and splice strap or splice chord to match adjacent structure. Reseal the butt joint.

Document the location of all scribe damage that was found at Zone 4 butt joint locations

that were not repaired.

At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, disassemble the butt joint to determine the full extent of any scribe

lines and cracks. Do surface HFEC inspections of the splice strap or splice chord at any

scribe lines found during disassembly for cracks. Repair all scribe lines and cracks found

in accordance with the Structural Repair Manual, replace the cracked splice strap or

splice chord, or ask Boeing for repair data.

7. Put the airplane back in a serviceable condition.

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PART 6 - INSPECTION AT LARGE CARGO DOOR HINGES

1. Group 1, 3:

At or before the initial compliance threshold given in Paragraph 1.E., Compliance, remove the

sealant and paint around the large cargo door hinges and do detailed inspections for scribe lines

in accordance with Figure 17. The area of bare skin should be at least one inch wide, all around

the large cargo door hinge segments, on both the body and door sides. Use the sealant removal

instructions in Appendix A of this service bulletin.

2. Group 2, 4:

At or before the initial compliance threshold given in Paragraph 1.E., Compliance, remove the

sealant and paint around the large cargo door hinges and do detailed inspections for scribe lines

in accordance with Figure 18. The area of bare skin should be at least one inch wide, all around

the large cargo door hinge segments, on both the body and door sides. Use the sealant removal

instructions in Appendix A of this service bulletin.

3. If no scribe lines are found around the large cargo door hinges, no more inspections are necessary

in this area. In the areas that were inspected, apply finish to the skin to match adjacent structure.

4. If scribe lines are found around the large cargo door hinges, do the steps that follow:

a. Go to PART 9 and determine if the scribe damage is within the parameters of a "typical" scribe.

If the scribe damage is not within the parameters of a "typical" scribe, repair before further

flight. Repair in accordance with the Structural Repair Manual, replace the damaged skin

panel, or ask Boeing for repair data.

b. Group 1, 3:

Do detailed, eddy current and ultrasonic inspections of scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 21.

c. Group 2, 4:

Do detailed, eddy current and ultrasonic inspections of scribe lines that are within the

parameters of a "typical" scribe for cracks in accordance with Figure 22.

d. If any crack indications are found, do the steps that follow:

(1) Send a report about the crack indication to Boeing.

(2) Repair before further flight. Disassemble the hinge segments to determine the full extent

of the scribe lines and cracking. Do surface HFEC inspections of the skin at any scribe

lines found during disassembly for cracks. Repair all scribe lines and cracks found in

accordance with the Structural Repair Manual, replace the damaged skin panel, or ask

Boeing for repair data.

e. If no crack indications are found, do the following:

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BOEING SERVICE BULLETIN 777-53A0054
(1) No more action is required by this service bulletin at any scribe lines that are determined

to be less than 0.001 inch deep. To determine if scribe lines are less than 0.001 inch

deep, they must be measured using the laser measurement procedure given in 777 NDT

Part 10, 53-30-01.

(2) Repair all scribe lines at large cargo door hinge locations that are more than 0.006 inch

deep before further flight. Disassemble the hinge segments to determine the full extent

of scribe lines and cracks. Do surface HFEC inspections of the skin at any scribe lines

found during disassembly for cracks. Repair all scribe lines and cracks found in accordance

with the Structural Repair Manual, replace the damaged skin panel, or ask Boeing for

repair data.

(3) If all scribe lines at large cargo door hinge locations are 0.006 inch deep or less, apply

finish to the skin to match adjacent structure. Document the location of all scribe damage

that was found at large cargo door hinge locations that was not repaired.

At or prior to the time given in Paragraph 1.E., Compliance, go to PART 10 and complete

all of the requirements of the Limited Return to Service (LRTS) plan for the scribed areas.

As an alternative, disassemble the hinge segments to determine the full extent of scribe

lines and cracks. Do surface HFEC inspections of the skin at any scribe lines found during

disassembly for cracks. Repair all scribe lines and cracks found in accordance with the

Structural Repair Manual, replace the damaged skin panel, or ask Boeing for repair data.

5. Put the airplane back in a serviceable condition.

PART 7 - INSPECTION AT FUSELAGE SKIN LAP JOINTS

1. Remove the sealant and paint from the lower edge of all affected lap joints. The bared area should

be at least one inch wide, as measured from the lower edge of the upper skin. Use the sealant

removal instructions in Appendix A of this service bulletin.

NOTE: At the Stringer 45 lap joint forward of STA 1035, the lap joint is reversed, and the sealant

removal and inspection is at the upper edge of the lap joint.

2. Do a detailed inspection of the fuselage skin for scribe lines in the area of bare skin at each affected

lap joint in accordance with Figure 15. The use of at least 10X magnifying lens are required for

this inspection.

NOTE: 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.

PART 8 - INSPECTION AT FUSELAGE SKIN BUTT JOINTS

1. Remove the sealant from within the gap of the affected butt joints. Use the sealant removal

instructions in Appendix A of this service bulletin.

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NOTE: 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.

2. Do a detailed inspection of the butt joint splice plate for scribe lines in each affected area in

accordance with Figure 16. The use of at least 10X magnifying lens is required for this inspection.

NOTE: 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 butt joint.

PART 9 - IDENTIFICATION OF A "TYPICAL" SCRIBE

1. Determine if a scribe line is "typical":

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

associated with the removal of a fillet or gap seal (lap joints and butt splices, 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. A lightning strike at a lap joint or butt splice does not

qualify as a scribe. In certain cases the scribe lines have also been associated with the trimming

of fuselage skin decals. Scribe lines that create a potential safety concern are generally long

continuous scribes or several adjacent scribes in a critical orientation at specific locations with

relatively high stresses. Figures are included in this Service Bulletin to depict typical scribe damage

found common to lap joints, butt joints, external doublers and large cargo door hinges.

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

extensive) than the typical scribing must be repaired before further flight. 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 scribes. This type of damage should be addressed

via the acceptable maintenance practices detailed in the Structural Repair Manual.

PART 10 - LIMITED RETURN TO SERVICE (LRTS) INSPECTION PLAN

1. At the time given in Paragraph 1.E., Compliance for the appropriate area:

a. Do detailed, eddy current and ultrasonic inspections of the scribe lines that were found at

external doubler locations or at lap joint locations for cracks in accordance with Figure 19.

b. Do detailed and eddy current inspections of the scribe lines that were found at butt joint

locations for cracks in accordance with Figure 20.

c. Group 1, 3:

Do detailed, eddy current and ultrasonic inspections of the scribe lines that were found at

large cargo door hinge locations for cracks in accordance with Figure 21.

d. Group 2, 4:

Do detailed, eddy current and ultrasonic inspections of the scribe lines that were found at

large cargo door hinge locations for cracks in accordance with Figure 22.

2. If any crack indications are found, do the steps that follow:

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a. Send a report about the crack indication to Boeing.

b. Repair before further flight. Repair in accordance with Parts 1 through Part 6, as appropriate.

3. If no crack indications are found, do one of the following:

a. Repair in accordance with Parts 1 through Part 6, as appropriate. This service bulletin requires

no more inspections for scribe lines that have been repaired.

b. Apply finish to the skin, splice straps or splice chords to match adjacent structure.

c. Reseal butt joints, if sealant was removed for inspection.

4. Put the airplane back to a serviceable condition. Do the inspections in PART 10 again at the

appropriate time from Paragraph 1.E., Compliance, for each affected scribed area. Inspections

are no longer necessary in areas that have been repaired.

PART 11 - MORE WORK REQUIRED AT DECAL LOCATIONS

1. The inspections that follow are only necessary on airplanes that have had external decals applied

or removed across affected lap joints, large cargo door hinges, or external doublers, but were

previously determined to not require inspections in accordance with the Original Issue of this

service bulletin, because they had never been stripped or repainted.

2. Determine the affected locations where external decals have been applied or removed across

affected lap joints, large cargo door hinges, or external doublers.

NOTE: These inspections are only necessary at locations where external decals have been

applied or removed across affected lap joints, large cargo door hinges, or external

doublers.

3. Use Figures 1 - 13, 17 and 18 to determine if the affected locations are External Doubler, Zone 1,

Zone 2, Zone 3, Zone 4, or Large Cargo Door Hinge locations.

4. Depending upon the affected locations, do inspections for scribe lines in accordance with PART

1, PART 2, PART 3, PART 4, PART 5, and PART 6, as applicable. Do inspections and repairs at

any scribe lines that are found in accordance with PART 1, PART 2, PART 3, PART 4, PART 5,

and PART 6, as applicable.

5. Put the airplane back to a serviceable condition.

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BOEING SERVICE BULLETIN 777-53A0054
This Figure applies only to: Group 1.

FIGURE 1: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 1 AIRPLANES

(SHEET 1 OF 1)

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BOEING SERVICE BULLETIN 777-53A0054
This Figure applies only to: Group 2.

FIGURE 2: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 2 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 3.

FIGURE 3: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 3 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 4.

FIGURE 4: EXTERNAL DOUBLER INSPECTION LOCATIONS - GROUP 4 AIRPLANES

(SHEET 1 OF 1)

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BOEING SERVICE BULLETIN 777-53A0054
This Figure applies only to: Group 3-4.

FIGURE 5: ZONE 1 - GROUP 3 AND 4 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 1-2.

FIGURE 6: ZONE 2 - GROUP 1 AND 2 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 3-4.

FIGURE 7: ZONE 2 - GROUP 3 AND 4 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 1.

FIGURE 8: ZONE 3 - GROUP 1 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 2.

FIGURE 9: ZONE 3 - GROUP 2 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 3.

FIGURE 10: ZONE 3 - GROUP 3 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 4.

FIGURE 11: ZONE 3 - GROUP 4 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 1-2.

FIGURE 12: ZONE 4 - GROUP 1 AND 2 AIRPLANES

(SHEET 1 OF 1)

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This Figure applies only to: Group 3-4.

FIGURE 13: ZONE 4 - GROUP 3 AND 4 AIRPLANES

(SHEET 1 OF 1)

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

NOTE: 1. Use care to not blend out any scribe lines that may exist when cleaning the affected areas.

2. Remove all sealant and paint from around the periphery of the doubler to do the inspections

that follow.

3. Inspect around the entire periphery of the external repair doubler.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Detailed inspection

for scribe lines. At

affected locations,

using at least 10X

magnification, or use

the laser inspection

tool in accordance

with 777 NDT Part

10, 53-30-01.

1 Inspect Skin - -

If scribe lines are

found. Use an optical micrometer or

the laser measurement tool in accordance with 777 NDT

Part 10, 53-30-01.

2 Measure Scribe Depth - -

FIGURE 14: INSPECTION FOR SCRIBE LINES AT EXTERNAL REPAIR DOUBLER LOCATIONS

(SHEET 1 OF 1)

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The step number shown below agrees with the number shown in the circle symbols in the figure.

NOTE: 1. Use care to not blend out any scribe lines that may exist when cleaning the affected areas.

2. Remove all sealant and paint from the affected areas to do the inspections that follow.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Detailed inspection

for scribe lines. At

affected locations,

using at least 10X

magnification, or use

the laser inspection

tool in accordance

with 777 NDT Part

10, 53-30-01..

1 Inspect Skin - -

If scribe lines are

found. Use an optical micrometer or

the laser measurement tool in accordance with 777 NDT

Part 10, 53-30-01.

2 Measure Scribe Depth - -

FIGURE 15: INSPECTION FOR SCRIBE LINES AT LAP JOINT LOCATIONS

(SHEET 1 OF 1)

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BOEING SERVICE BULLETIN 777-53A0054
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

NOTE: Use care to not blend out any scribe lines that may exist when cleaning the butt joint area.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Detailed inspection

for scribe lines. At

affected locations,

using at least 10X

magnification, or use

the laser inspection

tool in accordance

with 777 NDT Part

10, 53-30-01.

Splice Strap or Splice - -

Chord

1 Inspect

FIGURE 16: INSPECTION FOR SCRIBE LINES AT BUTT JOINT LOCATIONS

(SHEET 1 OF 2)

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STEP TASK NAME IDENTIFICATION QTY MORE DATA

If scribe lines are

found. Use an optical micrometer or

the laser measurement tool in accordance with 777 NDT

Part 10, 53-30-01.

2 Measure Scribe Depth - -

FIGURE 16: INSPECTION FOR SCRIBE LINES AT BUTT JOINT LOCATIONS

(SHEET 2 OF 2)

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This Figure applies only to: Group 1, 3.

FIGURE 17: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD LARGE CARGO DOOR HINGES

- GROUP 1 AND 3 AIRPLANES

(SHEET 1 OF 3)

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BOEING SERVICE BULLETIN 777-53A0054
FIGURE 17: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD LARGE CARGO DOOR HINGES

- GROUP 1 AND 3 AIRPLANES

(SHEET 2 OF 3)

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BOEING SERVICE BULLETIN 777-53A0054
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

NOTE: Remove all sealant and paint from around the large cargo door hinge segments to do the

inspections that follow.

1.

2. Use care to not blend out any scribe lines that may exist when cleaning the affected area.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Detailed inspection

of the fuselage and

large cargo door

skin for scribe lines.

At affected locations,

using at least 10X

magnification, or use

the laser inspection

tool in accordance

with 777 NDT Part

10, 53-30-01.

1 Inspect Skin - -

If scribe lines are

found. Use an optical micrometer or

the laser measurement tool in accordance with 777 NDT

Part 10, 53-30-01.

2 Measure Scribe Depth - -

FIGURE 17: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD LARGE CARGO DOOR HINGES

- GROUP 1 AND 3 AIRPLANES

(SHEET 3 OF 3)

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This Figure applies only to: Group 2, 4.

FIGURE 18: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD AND AFT LARGE CARGO DOOR

HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 1 OF 3)

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FIGURE 18: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD AND AFT LARGE CARGO DOOR

HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 2 OF 3)

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BOEING SERVICE BULLETIN 777-53A0054
The step numbers shown below agree with the numbers shown in the circle symbols in the figure.

NOTE: Remove all sealant and paint from around the large cargo door hinge segments to do the

inspections that follow.

1.

2. Use care to not blend out any scribe lines that may exist when cleaning the affected area.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Detailed inspection

of the fuselage and

large cargo door

skin for scribe lines.

At affected locations,

using at least 10X

magnification, or use

the laser inspection

tool in accordance

with 777 NDT Part

10, 53-30-01.

1 Inspect Skin - -

If scribe lines are

found. Use an optical micrometer or

the laser measurement tool in accordance with 777 NDT

Part 10, 53-30-01.

2 Measure Scribe Depth - -

FIGURE 18: INSPECTION FOR SCRIBE LINES AROUND THE FORWARD AND AFT LARGE CARGO DOOR

HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 3 OF 3)

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The step number shown below agrees with the number shown in the circle symbols in the figure.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Depending on the

location of the scribe

lines, use the inspection methods given

in Table 1.

1 Inspect Skin - -

In each of the areas defined above, do the inspections shown in Table 1 if scribe lines are found.

FIGURE 19: INSPECTION FOR CRACKS AT SCRIBE LINES AT EXTERNAL REPAIR DOUBLER LOCATIONS

OR AT LAP JOINT LOCATIONS

(SHEET 1 OF 3)

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BOEING SERVICE BULLETIN 777-53A0054
NOTE: 1. The illustration shown is not to scale.

2. The initial inspection must be done with the paint removed.

TABLE 1 - INSPECTION METHODS

Area 1 Inspections Area 2 Inspections Area 3 Inspections

Lap joint locations: If any scribe

lines are in Area 3, all of the following inspections must be done

in Area 3. (c) Butt joint to butt

joint inspections are not required

in Area 3.

External repair doubler locations:

If any scribe lines are in Area 3,

all of the following inspections

must be done in Area 3. (c) Inspections must be done at all scribe

lines along the entire periphery

of the doubler.

Lap joint locations: If any scribe

lines are in Area 2, all of the following inspections must be done

in Area 2. (c) Butt joint to butt

joint inspections are not required

in Area 2.

External repair doubler locations:

If any scribe lines are in Area 2,

all of the following inspections

must be done in Area 2. (c) Inspections must be done at all scribe

lines along the entire periphery

of the doubler.

If any scribe lines are in Area 1 or

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

butt joint to butt joint (at lap joint

locations) or along the entire periphery of the doubler (at external

repair doubler locations), unless

otherwise noted.

Detailed (a) and either Option 1 or Detailed (a) and HFEC below. Detailed (a) and HFEC below.

Option 2 below.

Surface HFEC in accordance with

777 NDT Part 6, 51-00-01 (a)

Surface HFEC in accordance with

777 NDT Part 6, 51-00-01 (a)

Option 1: Ultrasound (d) (g). Single

element ultrasonic in accordance

with 777 NDT Part 4, 53-00-01 (b)

(f)

and

Surface HFEC in accordance with

777 NDT Part 6, 53-00-07 (a)

Option 2: Ultrasound (e) (g). Phased

array ultrasonic in accordance with

777 NDT Part 4, 53-00-02 (a) (f)

(a) After the initial inspection with the paint removed, subsequent inspections using this method can be accomplished with the paint in place.

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

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

(d) The single element ultrasonic inspection method can detect cracks at scribe lines up to 0.03 inch under

the edge of the overlapping skin or doubler.

(e) The phased array ultrasonic inspection method can detect cracks at scribe lines up to 0.03 inch under the

edge of the overlapping skin or doubler and up to 0.063 inch beyond the edge of the overlapping skin or

doubler.

(f) This inspection does not need to be done where there is interference from fasteners or adjacent structure,

provided that the interference is not longer than 0.5 inch and there is no more than one interference every

FIGURE 19: INSPECTION FOR CRACKS AT SCRIBE LINES AT EXTERNAL REPAIR DOUBLER LOCATIONS

OR AT LAP JOINT LOCATIONS

(SHEET 2 OF 3)

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TABLE 1 - INSPECTION METHODS

Area 1 Inspections Area 2 Inspections Area 3 Inspections

Lap joint locations: If any scribe

lines are in Area 3, all of the following inspections must be done

in Area 3. (c) Butt joint to butt

joint inspections are not required

in Area 3.

External repair doubler locations:

If any scribe lines are in Area 3,

all of the following inspections

must be done in Area 3. (c) Inspections must be done at all scribe

lines along the entire periphery

of the doubler.

Lap joint locations: If any scribe

lines are in Area 2, all of the following inspections must be done

in Area 2. (c) Butt joint to butt

joint inspections are not required

in Area 2.

External repair doubler locations:

If any scribe lines are in Area 2,

all of the following inspections

must be done in Area 2. (c) Inspections must be done at all scribe

lines along the entire periphery

of the doubler.

If any scribe lines are in Area 1 or

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

butt joint to butt joint (at lap joint

locations) or along the entire periphery of the doubler (at external

repair doubler locations), unless

otherwise noted.

20 inches. If there is more than one interference every 20 inches, or if the inspection cannot be done for

more than 0.5 inch, contact Boeing for inspection options.

(g) The skin thickness must be known when conducting the ultrasonic inspection. Refer to the Boeing drawings

if the skin thickness is not known.

FIGURE 19: INSPECTION FOR CRACKS AT SCRIBE LINES AT EXTERNAL REPAIR DOUBLER LOCATIONS

OR AT LAP JOINT LOCATIONS

(SHEET 3 OF 3)

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The step number shown below agrees with the number shown in the circle symbols in the figure.

NOTE: The initial inspection must be done with the sealant removed. Sealant removal is not necessary for the

repeat inspections, if the repeat inspections are done with the optional LFEC method.

FIGURE 20: INSPECTION FOR CRACKS AT SCRIBE LINES AT BUTT JOINT LOCATIONS

(SHEET 1 OF 2)

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STEP TASK NAME IDENTIFICATION QTY MORE DATA

Detailed and HFEC,

for cracks at scribe

lines in accordance

with 777 NDT Part

6, 53-00-04. Optional: LFEC inspection

for cracks at scribe

lines in accordance

with 777 NDT Part

6, 53-00-05.

Splice Strap or Splice - -

Chord

1 Inspect

FIGURE 20: INSPECTION FOR CRACKS AT SCRIBE LINES AT BUTT JOINT LOCATIONS

(SHEET 2 OF 2)

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This Figure applies only to: Group 1, 3.

FIGURE 21: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD LARGE CARGO

DOOR HINGES - GROUP 1 AND 3 AIRPLANES

(SHEET 1 OF 4)

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FIGURE 21: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD LARGE CARGO

DOOR HINGES - GROUP 1 AND 3 AIRPLANES

(SHEET 2 OF 4)

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The step number shown below agrees with the number shown in the circle symbols in the figure.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Depending on the

location of the scribe

lines, use the inspection methods given

in Table 1.

1 Inspect Skin - -

In each of the areas defined above, do the inspections shown in Table 1 if scribe lines are found.

NOTE: 1. The illustration shown above is not to scale.

2. The initial inspection must be done with the fillet seal and paint removed.

TABLE 1 - INSPECTION METHODS

Area 1 Inspections Area 2 Inspections Area 3 Inspections

If any scribe lines are in Area 3,

all of the following inspections

must be done in Area 3. (c) Inspections along the entire length of

the hinge are not required in Area

3.

If any scribe lines are in Area 2,

all of the following inspections

must be done in Area 2. (c) Inspections along the entire length of

the hinge are not required in Area

2.

If any scribe lines are in Area 1 or

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

the entire length of the hinge, unless otherwise noted.

Detailed (a) and either Option 1 or Detailed (a) and HFEC below. Detailed (a) and HFEC below.

Option 2 below.

Surface HFEC in accordance with

777 NDT Part 6, 51-00-01 (a)

Surface HFEC in accordance with

777 NDT Part 6, 51-00-01 (a)

Option 1: Ultrasound (d) (g). Single

element ultrasonic in accordance

with 777 NDT Part 4, 53-00-01 (b)

(f)

and

Surface HFEC in accordance with

777 NDT Part 6, 53-00-07 (a)

Option 2: Ultrasound (e) (g). Phased

array ultrasonic in accordance with

777 NDT Part 4, 53-00-02 (a) (f)

(a) After the initial inspection with the paint removed, subsequent inspections using this method can be accomplished with the paint in place.

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

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

(d) The single element ultrasonic inspection method can detect cracks at scribe lines up to 0.03 inch under

the edge of the overlapping skin or doubler.

FIGURE 21: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD LARGE CARGO

DOOR HINGES - GROUP 1 AND 3 AIRPLANES

(SHEET 3 OF 4)

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TABLE 1 - INSPECTION METHODS

Area 1 Inspections Area 2 Inspections Area 3 Inspections

If any scribe lines are in Area 3,

all of the following inspections

must be done in Area 3. (c) Inspections along the entire length of

the hinge are not required in Area

3.

If any scribe lines are in Area 2,

all of the following inspections

must be done in Area 2. (c) Inspections along the entire length of

the hinge are not required in Area

2.

If any scribe lines are in Area 1 or

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

the entire length of the hinge, unless otherwise noted.

(e) The phased array ultrasonic inspection method can detect cracks at scribe lines up to 0.03 inch under the

edge of the overlapping skin or doubler and up to 0.063 inch beyond the edge of the overlapping skin or

doubler.

(f) This inspection does not need to be done where there is interference from fasteners or adjacent structure,

provided that the interference is not longer than 0.5 inch and there is no more than one interference every

20 inches. If there is more than one interference every 20 inches, or if the inspection cannot be done for

more than 0.5 inch, contact Boeing for inspection options.

(g) The skin thickness must be known when conducting the ultrasonic inspection. Refer to the Boeing drawings

if the skin thickness is not known.

FIGURE 21: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD LARGE CARGO

DOOR HINGES - GROUP 1 AND 3 AIRPLANES

(SHEET 4 OF 4)

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This Figure applies only to: Group 2, 4.

FIGURE 22: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD AND AFT LARGE

CARGO DOOR HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 1 OF 4)

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FIGURE 22: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD AND AFT LARGE

CARGO DOOR HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 2 OF 4)

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The step number shown below agrees with the number shown in the circle symbols in the figure.

STEP TASK NAME IDENTIFICATION QTY MORE DATA

Depending on the

location of the scribe

lines, use the inspection methods given

in Table 1.

1 Inspect Skin - -

In each of the areas defined above, do the inspections shown in Table 1 if scribe lines are found.

NOTE: 1. The illustration shown above is not to scale

2. The initial inspection must be done with the fillet seal and paint removed.

TABLE 1 - INSPECTION METHODS

Area 1 Inspections Area 2 Inspections Area 3 Inspections

If any scribe lines are in Area 3,

all of the following inspections

must be done in Area 3. (c) Inspections along the entire length of

the hinge are not required in Area

3.

If any scribe lines are in Area 2,

all of the following inspections

must be done in Area 2. (c) Inspections along the entire length of

the hinge are not required in Area

2.

If any scribe lines are in Area 1 or

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

the entire length of the hinge, unless otherwise noted.

Detailed (a) and either Option 1 or Detailed (a) and HFEC below. Detailed (a) and HFEC below.

Option 2 below.

Surface HFEC in accordance with

777 NDT Part 6, 51-00-01 (a)

Surface HFEC in accordance with

777 NDT Part 6, 51-00-01 (a)

Option 1: Ultrasound (d) (g). Single

element ultrasonic in accordance

with 777 NDT Part 4, 53-00-01 (b)

(f)

and

Surface HFEC in accordance with

777 NDT Part 6, 53-00-07 (a)

Option 2: Ultrasound (e) (g). Phased

array ultrasonic in accordance with

777 NDT Part 4, 53-00-02 (a) (f)

(a) After the initial inspection with the paint removed, subsequent inspections using this method can be accomplished with the paint in place.

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

(c) This inspection is only required where scribes exist.

(d) The single element ultrasonic inspection method can detect cracks at scribe lines up to 0.03 inch under

the edge of the overlapping skin or doubler.

FIGURE 22: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD AND AFT LARGE

CARGO DOOR HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 3 OF 4)

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TABLE 1 - INSPECTION METHODS

Area 1 Inspections Area 2 Inspections Area 3 Inspections

If any scribe lines are in Area 3,

all of the following inspections

must be done in Area 3. (c) Inspections along the entire length of

the hinge are not required in Area

3.

If any scribe lines are in Area 2,

all of the following inspections

must be done in Area 2. (c) Inspections along the entire length of

the hinge are not required in Area

2.

If any scribe lines are in Area 1 or

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

the entire length of the hinge, unless otherwise noted.

(e) The phased array ultrasonic inspection method can detect cracks at scribe lines up to 0.03 inch under the

edge of the overlapping skin or doubler and up to 0.063 inch beyond the edge of the overlapping skin or

doubler.

(f) This inspection does not need to be done where there is interference from fasteners or adjacent structure,

provided that the interference is not longer than 0.5 inch and there is no more than one interference every

20 inches. If there is more than one interference every 20 inches, or if the inspection cannot be done for

more than 0.5 inch, contact Boeing for inspection options.

(g) The skin thickness must be known when conducting the ultrasonic inspection. Refer to the Boeing drawings

if the skin thickness is not known.

FIGURE 22: INSPECTION FOR CRACKS AT SCRIBE LINES AROUND THE FORWARD AND AFT LARGE

CARGO DOOR HINGES - GROUP 2 AND 4 AIRPLANES

(SHEET 4 OF 4)

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BOEING SERVICE BULLETIN 777-53A0054
NOTE: Also refer to 777 AMM 51-31-01 as an accepted procedure.

1. MATERIAL REQUIRED:

a. Scrapers

(1) AC Tech Scraper, TS 1275-4 (6 inch length)

Supplier: Advanced Chemistry & Technology (AC TECH)

Address: 7341 Anaconda Avenue, Garden Grove, CA 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, WA 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.asp?img=asc

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 1 OF 8)

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email: Cheryl.Chittenden@PPG.com?subject=SemcoScrapers (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, CA 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, WA 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 1305853019 (within the USA)

Fax: 44 0 1305 852060 (within the UK); 44 1305852060 (within the USA)

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 2 OF 8)

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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 E. Acacia St., Ontario, CA 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, WA 98188, USA

Phone: 206 762-1500

Toll: 1 800-321-3305

Fax: 206 767-7026

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 3 OF 8)

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Contact: Dean Zetty

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) Toulene, TT-T-548 or ASTM D362

(5) Isopropyl Alcohol TT-I-735

(6) Acetone (refer to SOPM 20-60-01 for specifications)

d. Miscellaneous

(1) Aluminum Oxide abrasive paper, 400 grit or finer

(2) Paper or wipers that meet the requirements of BMS 15-5

(3) Soft bristle brush

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.)

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 4 OF 8)

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BOEING SERVICE BULLETIN 777-53A0054
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 the

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.

3. SEALANT REMOVAL PROCESS: LAP JOINT FILLET SEAL

a. To remove the lap joint fillet seal, 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.), soft bristle brush or wiper (Paragraph 1.D.) 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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(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.), soft bristle brush 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 (Paragraph1.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 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, Inc. Atlanta GA

(2) Eldorado PR-5044, Eldorado Chemical Company, Inc. San Antonio TX

(3) Elixair - Skyrestore (Thick), Elixair International Limited, Dorchester, England

(4) Naftosolv FN, Chemetall GMBH, Frankfurt, Germany

(5) Skycleen 2000 Aviation Cleaner, Solutia Inc. St.Louis, MO

(6) Turco 5351, Henkel Corporation, Madison Heights, MI

b. SEALANT REMOVAL

Use one of the following methods to remove sealant on the exterior fuselage.

(1) Method 1 - Mechanical/Chemical

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

(SHEET 6 OF 8)

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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 non-aluminum parts or substrates (e.g. composites, Teflon

surfaces, steels, etc.) as these items can be damaged by strippers. Do not use chemical

strippers on reverse lap joints.

NOTE: Chemical strippers will soften and remove paint.

CAUTION: CHEMICAL STRIPPER MAY PENETRATE INTO JOINTS IF GAPS ARE PRESENT

DUE TO MISSING FAYING SURFACE SEALANT.

(b) Using a natural bristle brush, apply a thin coating of chemical stripper on the 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

(Paragraph 1.A.) 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 in accordance with SOPM 20-30-03. 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 (Paragraph1.A.) and clean dry wipers

(BMS 15-5 Class A).

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

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(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.

(h) After chemical stripping is complete, remove stripper by thoroughly washing with a water-based

alkaline cleaner approved for painted surfaces in accordance with SOPM 20-30-03. Rinse off

alkaline cleaner with water.

APPENDIX A: SEALANT REMOVAL PROCEDURE FOR EXTERIOR PRESSURIZED FUSELAGE SKIN

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The instructions that follow can be used to make representative samples of the kinds of scribe 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 777 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 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 is under the 20 degree chamfer on the edge of part B. Make sure the scribe

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 is tactile (a fingernail can catch on the scribe).

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 is not tactile (a fingernail does not catch on the scribe). 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 B: SCRIBE SAMPLE

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EC/NDT NDT Engineering Corp.

1020 South 344th St. 19620 Russell Road

Suite 214 Kent, WA 98032 USA

Federal Way, WA 98003 USA Phone: (253) 872-3565

Phone: (253) 815-0797 Fax: (253) 872-0857

Fax: (253) 815-0827

APPENDIX B: SCRIBE SAMPLE

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