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required by the FAA) after the discovery of early production difficulties in the B-737 cold bond lap joint which resulted in low bond durability, corrosion, and premature fatigue _cracking. ) The safety issues raised in this report include: o .Open official document at PDF page 6NTSB AAR-89/03: Aloha Airlines flight 243, N73711
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temperature before installation. This bond cured at room temperature after assembly. The cold bonding process was intended to provide structural efficiency and manufacturing cost advantages plus overall airplane weight reduction over traditionally riveted thick skin panels.Open official document at PDF page 20NTSB AAR-89/03: Aloha Airlines flight 243, N73711
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NUMBER 1-291 HOT BONDED TEAR STRAP HOT BOND CURED ADHESIVE CHEMICALLY MILLED WAFFLE COLD BOND CUTOUTS '-- SCRIM CLOTH HOT BONDED TEAR STRAP EXPOSED CURED ADHESIVE - ‘NOTE: SINGLE THICKNESS AT BOTTOM OF PANEL LINE NUMBER 292 & AFTER -Open official document at PDF page 21NTSB AAR-89/03: Aloha Airlines flight 243, N73711
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16 LINE No. 1-291 LINE No. 292-AND AFTER COLD BONDED LAP JOINT FAY SURFACE SEALED LAP JOINT NOTE: SKIN THICKNESS DIMENSION 0.036 in. NOT TO SCALE - SKIN THICKNESS IS ENLARGED TO SHOW DETAIL Figure 4a.--Lap joint section betweeOpen official document at PDF page 22NTSB AAR-89/03: Aloha Airlines flight 243, N73711
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17 UPPER HOT BONDED TEARSTRAP LINE No. 292-AND AFTER ad r@--- HOT BOND TAPERED © SHIM COLD BONDED ‘| LAP JOINT LOWER HOT BONDED HOT BOND == S \\ [Fay SURFACE | i SounUe cont v- INNER (LOWER) SKIN )Open official document at PDF page 23NTSB AAR-89/03: Aloha Airlines flight 243, N73711
Printed page label not indexed. PDF page 24.
fuselage section fatigue test were performed by the Boeing Company and were used to assess cold bond durability. According to Boeing, the results indicated that certification requirements were met. The early service history of production B-737 airplanes with cold-bonded JapOpen official document at PDF page 24NTSB AAR-89/03: Aloha Airlines flight 243, N73711