4.
Each operator with an airplane approaching the threshold listed in Section 3 should revise their existing approved maintenance program include the data contained in this document. The procedure for achieving this will vary due to the differences that exist in operator maintenance programs, operating environments, and fleet modification status;
5.
Maintenance Planning Data (MPD) and Corrosion Prevention and Control Program (CPCP) references have been included only for the purpose of relating each SSI to a general structural area(s).
6.
Certification Maintenance Requirements (CMRs) for 737-300/400/500 airplanes are included in the 737-100/200/300/400/500 Airworthiness Limitations (AWLs) and Certification Maintenance Requirements (CMRs) document, D6-38278-CMR.
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2.0 INTRODUCTION
This document outlines inspection requirements in accordance with FAA AC-91-56A and CAA Airworthiness Notice No. 89 for the Boeing Model 737-300/-400/-500 airplane. These two references require a structural reassessment or audit and development of a continuing structural integrity program for older transport airplanes, certified in the United States to the fail-safe or damage tolerance structural requirements of Civil Air Regulations (CAR) 4b), or Federal Aviation Regulation (FAR) Part 25; or in the United Kingdom to similar requirements of BCAR Section D. This program ensures continuing structural airworthiness of older transport airplanes, by utilizing directed supplemental inspections based on a structural audit, using modern damage tolerance evaluation techniques. The Supplemental Structural Inspection Program is an alternative to the establishment of restrictions or limits, such as "lifing limits", on the older airplane, by the airworthiness authorities.
The structural reassessment involved:
1.
The identification of structural parts or components which contribute significantly to carrying flight, ground, pressure or control loads whose failure could affect the structural integrity necessary for the safety of the airplane and whose damage tolerance or safe-life characteristics it is necessary, therefore, to establish or confirm. These are called Structural Significant Items (SSIs).
2.
The calculation of residual strength, with multiple site damage and interactive crack growth under typical flight and ground loading, such that the airplane structure can sustain the load conditions stated for fail-safe qualification under the current FAR 25.571(b).
3.
The establishment of a procedure for developing inspection programs that provide a high probability of detecting fatigue damage before residual strength falls below the above noted fail-safe requirements.
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