AT67E&M 9/12/03 10:10 am Page 48
ENGINEERING & MAINTENANCE
Boeing 737 — modifications
and maintenance
Aircraft Technology looks at
the aftermarket activities of
the world’s most populous
airliner — the B737. In
particular, we examine the
various key players for cargo
conversions on this type. We
also provide an update on
the lap-joint and bulkhead
section 178 modification
issues.
"I believe we’ll perform 10 B737-
300/-400 freighter conversions
next year and we are ready to
spool-up and increase that
number.In line with demand,we
are also expanding our product
support divisions to better
support our products in the field."
— Rick Smith,director of
marketing and aircraft
modification sales,Pemco
World Air Services.
48
Until recently, Pemco World Air Services was the only producer of cargo-converted B737-300s. This example is
a -QC "combi" variant shown with the passenger seats being quickly removed in preparation for a cargo flight.
Pemco World Air Services
Pemco has been converting the B737-300
from passenger-to-freighter since the early
1990s, some of which were actually
accomplished on new aircraft as a post-
production modification. A majority of
these early conversions were for ‘niche’
type customers who wanted a "quick-
change" (QC) capability. Pemco’s QC
conversion enables the operator to generate
passenger revenue with the aircraft when
it might otherwise be parked, such as
during the day or during periods of lower
demand for freight lift. In general the
cargo conversion adds another 15-20 years
of useful life to an aircraft that might other
wise be retired after 15 or 20 years in
passenger service.
Regarding the B737 Classic (-300 thru -500)
population as a whole, Rick Smith, sales &
marketing director notes: "Boeing
manufactured some 1,300 aircraft between
1984 and 1999. If you look at the older B737
Classics which date back into the 1980s,
many of those will likely be converted into
freighters at some point. And of the newer
aircraft, there are a number flying that are
scheduled to be parked or returned to
lessors over the next few years, so those
aircraft will eventually become candidates
for freighter conversion as well."
It should be noted that in July 2000, the
Aircraft Technology Engineering & Maintenance - December 2003/January 2004
FAA issued an AD to monitor possible
cracking in the lower part of the main
cargo door on early B737-300QCs
conversions. Smith clarifies that the ADs
pertain only to the older B737 conversions
(those performed before 2000), and adds
that Pemco has assisted operators by
providing instructions for continuing
airworthiness ranging from routine interval
inspections up through terminating action
via accomplishment of an SB to the MCD
and surrounding structure.
Smith points out that in 2000, the
company set out to update its conversion
STC, eliminating the ADs, and generally
upgrading the freighter and QC products
to incorporate the latest in functionality
and design. In accomplishing these
objectives, Pemco Engineering drew from
Boeing’s proprietary aircraft data obtained
through license agreement. "The mission
was successful, and Pemco was rewarded
with FAA approval for its STC
amendment," he adds.
Today, Pemco’s newest generation of B737-
300 conversions are AD free, and they
incorporate many design improvements
based on more than 10 years of in-service
experience. Smith says that while Pemco’s
B737 freighter operators have reported
over 99 per cent in-service reliability over
850,000 hours and cycles, its newest
AT67E&M 9/12/03 10:10 am Page 50

ENGINEERING & MAINTENANCE

freighters have proved "even more reliable airworthiness regulatory bodies of

than ever". He adds that Pemco has not
stopped at just increasing reliability. "We
continue to develop upgrades aimed at
increasing the usefulness of the aircraft
and reducing the cost of maintenance.
Examples include our newly released
hydraulic and electrical system upgrade,
the ninth pallet position option and our
recent cargo handling system intermix
flexibility option."
In May 2002, Pemco announced it was to
participate more extensively in the B737-
300 passenger-to-freighter conversion
market following the certification of its
new B737-300 STC by the FAA. Bluebird
Cargo, based in Iceland was the first
customer under the new certification. At
the time this meant that Pemco was the
only third party modification facility to be
certified with an FAA-approved STC for
B737-300 conversions. In 2002 Pemco
received certification from the China CAAC
and this year gained approval from the UK
CAA. It is also approved by the
Belgium, France, Germany, Europe (both
JAA and EASA) to mention a few.
In late 2003, Pemco reported a potential
backlog of up to eight B737 conversions
going into 2004. "I believe we’ll perform
10 next year," says Smith. "Indeed, we are
ready to spool-up and increase that
number. In line with the increase in
demand, we are also expanding our
product support divisions to better
support our products in the field. There
are currently about 40 Pemco converted
aircraft flying in many locations around
world and we expect that number to
double over the next few years. Moreover,
by 2004, we will have technical support
and spare parts inventories in Europe and
China."
He notes that as with most major
conversion undertakings, full advantage of
the downtime is usually made with regards
to simultaneously implementing other
maintenance modifications. "On some of
the B737 cargo conversions we recently

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50 Aircraft Technology Engineering & Maintenance - December 2003/January 2004

AT67E&M 9/12/03 10:11 am Page 51

ENGINEERING & MAINTENANCE

completed, we also added the latest RVSM
upgrade, as well as ACARS, some fuel
quantity indicator upgrades (SFAR-88),
and also flight data recorder ‘DFDAU’
upgrades. In fact, it is very uncommon for
us to do only a conversion. In short, when
the aircraft is down for a 75 to 90 day
period, we usually do a heavy check,
service-bulletins, and any required
avionics upgrades."
AEI / Commercial Jet
Another imminent entrant into the B737
conversion scene is “Aeronautical
Engineers” (AEI) and its sister company
Commercial Jet. Iso Nezaj, the group’s
general manager points out that his
organisation — which includes another
division called “Universal Cargo Door” —
has just purchased its first B737-300
which will be used as the prototype for its
new programme of B737-300 (and B737-
400) cargo conversions. “I think there is a
market for converting the late model -
200s, -300s, and -400s. However, I think
the -500 market is very limited, he adds.
He reckons that in the next five years
AEI will undertake at least 50 B737-
300 conversions and he expects that
the initial five or 10 will be for
customers in Europe in particular, in
addition to US & China market. “In
Europe given the high price of fuel, it
would make great sense to operate the
CFM-powered B737s in cargo Computer graphic of AEI’s B737-300/-400
configuration,” says Nezaj. “The main door structure.
engineering analysis has been
completed, including the finite element
model which has been submitted to the
FAA for approval, pending prototype
for conformity of all parts and
installation. Hopefully our STC
approval will be awarded prior to the
Farnborough Air Show 2004.”
It should be noted that AEI has been in
the cargo conversion for many years, so
instead of starting from scratch on a whole
new STC for the -300s and -400s, AEI took Graphic illustration of the one of two door vent
the opportunity of building on its existing assemblies, showing the operating cables —
part of the forthcoming AEI / Commercial Jet
STC for the -100 and -200 “classic”
cargo door structure for the B737-300/-400.

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Aircraft Technology Engineering & Maintenance - December 2003/January 2004 51

AT67E&M 9/12/03 10:11 am Page 53
conversion which it had been producing
for many years previously. “However, it
will be a completely different approach to
how we had done the older conversions,”
stresses Nezaj. “For example, instead of
putting the big thick doublers over the
critical fuselage structure, we will actually
re-skin the aircraft in the area supporting
the door jamb, and that would take out
the window belt area and any of the ADs
which had affected that area.”
AEI’s B737-300/-400 conversion consists of
the installation of a 86in x 140in cargo
door on the left side of the fuselage, and
the installation a Class E cargo interior
with the capacity to carry nine 88in x
125in containers, or pallets with a
maximum of 43,000lb. Other major
features of the AEI conversion include:
6,500lb container weight limits, with
8,000lb in positions 5 & 6; Ancra
manufactured side restraints with
outboard seat track; 9g rigid cargo barrier
with sliding door, for access to cargo
compartment; dual vent door system;
reinforced floor structure for pallet weights
up to 8,000lb; high reliability independent
hydraulic system with electrically powered
with manual backup; and, fuselage
surround structure skins replaced with
new stretch formed skins.
Presently, tooling for all formed parts has
been completed, and at least 10 shipsets of
parts are now in stock. In addition, the
stretch-formed skins for the surround
structure and cargo door are complete, as
is the one-piece 9g rigid cargo barrier
panel and the vent-door mock-up. The
actuator cable tested to 10,000 cycles.
IAI Bedek
To add to the B737 conversion fray is the
Bedek division of Israel Aircraft Industries
(IAI-Bedek) which has also opened a B737-
300/-400 passenger-to-freighter conversion
line. Work has already begun on the first
two B737s and the division given the
subsequent US FAA STC approval. The IAI
subsidiary is also working on a quick
change (QC) conversion programme for the
B737 which will allow a passenger aircraft
to be changed to cargo configuration in less
than an hour. The development project is
at an advanced stage, and the next aircraft
for conversion is a B737-300QC which has
already entered the conversion centre.
Bedek is also examining a QC version of the
B737-400. According to reports, an
Aircraft Technology Engineering & Maintenance - December 2003/January 2004
ENGINEERING & MAINTENANCE
undisclosed customer has signed a
memorandum of understanding with
Bedek to convert at least five B737-400s
from passenger to freighter configuration.
The first aircraft is scheduled to begin the
conversion process by the first quarter of
2004. Bedek says it currently has 33 firm
orders to convert various models of the
B737 aircraft from passenger types to
freighters. The total value of these contracts
exceeds $85 million. Details of AEI’s B737-300/-400 cargo door
design which the company has submitted as
Boeing & ICAS cargo part of its recent STC application.
conversion programme
In 2000, Boeing, Goodrich and
InterContinental Aircraft Services (ICAS)
announced a “memorandum of agreement”
under which they would work together in
a partnership to develop a B737 passenger-
to-freighter conversion programme. Both
Goodrich and ICAS (an alliance of
Taiwanese companies including: Air Asia,
China Airlines, Evergreen Aviation
Technologies, and Aerospace Industrial
Development) are members of Boeing
Aircraft Services’ international network of
modification and engineering facilities. At "Our latest STC will use a
the time, Boeing forecasted a requirement
for approximately 250 B737-300/-400 completely different approach to
passenger to freighters conversions during how we had done the older
the next 20 years. B737-200 conversions.Instead of
Subsequently the configuration and
engineering plans for modifying both the
putting the big thick doublers
B737-300 and -400 models were over the critical fuselage
developed. In addition, a “quick change” structure,we will actually re-skin
option was also evaluated, which would the aircraft in the area
allow airlines to convert from freighter to
passenger operations in a short period of supporting the door jamb,and
time. The converted B737-300/-400s that would take out the window
would be capable of carrying belt area and any of the ADs
approximately 39,200lb of revenue
payload with a range of approximately which had affected that area."
1,500nm with full payload. Featuring a — Iso Nezaj,general manger,
90in x 140in cargo door installed on the AEI / Commercial Jet.
forward left side of the fuselage, the -
300SF would carry eight 88in x 125in
pallets while the -400SF would carry
nine. List price for the conversion would
be in the region of $3.5million per
aircraft.
Under the agreement, the partnership led
by Boeing Aircraft Services, would have
provided proprietary data and technical
expertise in order to develop a ‘safe and
reliable modification’. The result would
have been an FAA STC owned by Boeing,
and administered and supported ‘around-
the-clock’ by the Boeing’s global network
53
AT67E&M 9/12/03 10:13 am Page 54
ENGINEERING & MAINTENANCE
Singapore Technologies Aerospace is a one-
stop-shop for B737 maintenance &
modifications with facilities in both the US
and the Far East.
"The section 178 bulkhead and
the lap joint modifications for the
B737 ‘classics’are now
mandatory at the 50,000 cycles
threshold.This is a big problem
for the B737 classic fleet because
they are all approaching about
30,000-40,000 cycles."
— Indy Jaswal,director of
business development,Cascade
Aerospace
54
of field service representatives.
The plan was for ICAS and Goodrich to
perform the modifications at their
respective facilities in Taiwan and the US.
Had it not been for the events of 9/11, the
first B737 freighter conversion would have
been performed at the Goodrich facility in
Everett and probably delivered in the
summer of 2002. Today the product is still
featured on Boeing’s website, but an actual
Boeing-produced B737 passenger-to-
freighter conversion has yet to emerge.
Other modifications
Aside from cargo conversions, the sheer
number of B737 classics in operation means
that there is a busy aftermarket for C and D
checks as well as other structural
modifications to keep these workhorses
performing in airline fleets world wide. It
should be noted that mandatory repairs for
fuselage skin lap joints as per SB 737-
53A1177 are still one of the largest service
bulletin work packages undertaken by
aircraft owners and operators. In essence,
with guidance from Boeing, a number of
qualified aftermarket providers have
refined the lap joint repair process for
stringers 4, 10 and 14 using one continuous
doubler and tripler between production
joints. The other major remedial work
which applies to B737 classics is the
bulkhead 178 termination procedure.
Canada, in particular features two players
who specialise in these type of repair —
Cascade Aerospace and Spar Aerospace.
Indy Jaswal, director of business
development at Cascade points out that his
company also undertakes avionics
upgrades such as groundprox; EGPWS;
TCAS, ACARS; GPS; flight data recorders;
interior livery changes; and, recovering
inside wall and galleys. He adds: “On the
B737NG side we do a fair amount of
interior reconfiguration work for lease
transactions; Sony or Matshushita IFE
installations; we also perform a lot of post-
delivery mods for Boeing especially,
including winglets.”
He notes that unless airlines place their
winglet orders about a year in advance of
aircraft delivery, these will not be fitted
on Boeing’s production line. “It is a timing
issue of when you get the change order
into Boeing. Southwest, for example has
done this well in advance, and so starting
from mid 2004, their aircraft will come out
with the winglets already installed.”
Aircraft Technology Engineering & Maintenance - December 2003/January 2004
As for the mandated fleet-wide structural
modifications, these are driven by cycle
counts. For example, the 178 bulkhead
and the lap joint modifications are
required at the 50,000 cycles threshold and
is applicable to all the classics up to the
model -500. To date Cascade has
accomplished approximately 70 lap joint
modifications.
“This lap joint mod has been going on for
about 6-7 years,” notes Jaswal, “and the
178 mod came out about four years ago.
The latter affects the pressure bulkhead at
the front of the aircraft which was prone
to cracking. To accomplish this we remove
that front bulkhead and replace it with
one made from a higher strength material.
This entails taking all the cockpit apart
including the upper and lower avionics
bays. It therefore takes a good 14-21 days
depending on how much other work on.
In most cases it is either tagged to a D-
check or to a C-check where they just
extend the C-check time by a few days.”
He points out that the lap joint mandate is
the result of the Aloha Airlines accident 15
years ago when a high-cycle B737-200
aircraft suffered an opening in the fuselage
caused by fatigue cracking on the lap
joints. From then on a rigorous programme
of inspections was mandated on all aircraft
with over a specified number of cycles.
“The maximum number of recommended
B737 classic cycle-count was originally
specified as at 70,000,” recalls Jaswal.
“Now that has been reduced to about
50,000, and they are talking about maybe
dropping that even lower. This is a big
problem for the B737 classic fleet because
they are all approaching about 30,000-
40,000 cycles now. (The problem does not
affect the B737-NG series).”
In Europe, however, the cycle count is
much lower than North America. This
has much to do with the startups and
low-cost-carriers there, so the aircraft
are still quite young, and whereas the
customers in the US have had their
B737s for a long time. As a result, B737
aftermarket providers in Europe are
nevertheless quite active with fleet
maintenance, as well as with performing
the usual gamut of structural, cabin, and
avionics modifications. To this end there
are several key providers, including the
likes of FLS Aerospace, ATC Lasham,
TAT Industries, Shannon Aerospace and
Lufthansa Technik. ●