(6)  
Remove the mylar tapes.

(7)  
Send the information to Boeing.

(8)  
Put the airplane back to its usual condition.

(a)  After you have measured 10 airplanes, recalibrate the measuring tool as follows: 1) Place the tool on a flat level surface. 2) Lower the stem onto the flat level surface by lowering the lever. 3) If the dial does not read 0.500 + 0.003 inches, rotate the face of the dial until the
large needle points at 0. The small needle should be pointing at 0.500. 4) Lock the dial in place. 5) Take two other measurements along the flat level surface to verify that the tool
is within tolerance.
501 
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G59759G59750 G59765 G59768 G59771
Mylar Tape Installation  501 
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501  Skin Measurement 
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 Skin Measurement  501 
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501  737 Skin Waviness Analysis Worksheet - Right Side 
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737 Skin Waviness Analysis Worksheet - Left Side  501 
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B.  RVSM Reporting: 
NOTE:  Boeing requests operators use the following Reduced Vertical Separation Minimum (RVSM) Reporting System to tell Boeing about airplanes that fail the skin waviness inspection. 
(1)  If you find a problem, send duplicates of all information to Boeing with this heading:
ATTENTION - RVSM DISCREPANCY - SERVICE BULLETIN RELATED
(a)  
Include the following information: 1) The Service Bulletin Number. 2) The airplane line number, variable number, or registration number upon which

the discrepancy or discrepancies were found. 3) The number of flight cycles and hours on the airplane upon which the discrepancies were found. 4) The tables with the skin measurements for the right and left sides of the airplane. 5) Detailed descriptions of any dents, bulges, or repairs such as: location, shape, orientation, and depth or height. 6) Any other information about the skin that the operator believes is important.

(b)  
If you can, take the following measurements while the airplane is flying at cruise speed: 1) The pilot’s altimeter reading. 2) The copilot’s altimeter reading. 3) The Mach number or the Indicated Airspeed of the airplane when the altimeters

were read.

(c)  
Send the data and reports of the skin waviness and RVSM to Boeing thru the Field Service Representative or directly to: 1) Boeing Commercial Airplane Group

P.O. Box 3707 Seattle, Washington 98124 Attn: Director, 707/727/737/757 Customer Support Engineering Org. M-7271, Mail Stop 2H-84

(d)  
Wait for a disposition from Boeing.

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PROTECTIVE FINISHES - DESCRIPTION AND OPERATION
1.  General
A.  Structure of the airplane is protected from corrosion by application of various finishes. The finish applied depends upon the parent material and upon whether the surface is an interior or exterior surface. The following finishes are applied to new airplanes and recommended for refinishing of all.
B.  Interior surfaces requiring special protective finishes.
(1)  
BMS 10-11, TY-I primer and BMS 10-11, TY-II white enamel on areas near and below the battery, galley and toilet for corrosion protection.

(2)  
BMS 10-11, TY-I primer and BMS 10-11, TY-II white enamel on fuselage bilge areas and electronic compartments for protection and to provide better visibility for maintenance purposes.

NOTE:  For in-service repairs to the interior finish where appearance is not of concern, it is acceptable to use two coats of BMS 10-11, Type 1 primer instead of the BMS 10-11 primer plus white enamel. Tests have shown that two coats of primer is as effective as the primer plus enamel for protection against corrosion.

(3)  
　
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