Rule2024-23101
Airworthiness Directives; The Boeing Company Airplanes
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
October 4, 2024
Effective
October 21, 2024
Issuing agencies
Transportation DepartmentFederal Aviation Administration
Abstract
The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 717-200 airplanes and Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-50 series airplanes. This AD was prompted by a report of cracked and severed structure found in the aft fuselage cant bulkhead at a certain station (STA) and the vertical stabilizer rear spar installation. This AD requires a one-time inspection of the aft fuselage cant bulkhead at certain STAs and vertical stabilizer rear spar structure, and corrective actions and an inspection report if necessary. This AD also requires an inspection of that same structure if certain conditions occur during any phase of flight. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 89 Issue 193 (Friday, October 4, 2024)</title>
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[Federal Register Volume 89, Number 193 (Friday, October 4, 2024)]
[Rules and Regulations]
[Pages 80729-80733]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2024-23101]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2024-2324; Project Identifier AD-2024-00514-T;
Amendment 39-22861; AD 2024-20-02]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule; request for comments.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
The Boeing Company Model 717-200 airplanes and Model DC-9-10, DC-9-20,
DC-9-30, DC-9-40, and DC-9-50 series airplanes. This AD was prompted by
a report of cracked and severed structure found in the aft fuselage
cant bulkhead at a certain station (STA) and the vertical stabilizer
rear spar installation. This AD requires a one-time inspection of the
aft fuselage cant bulkhead at certain STAs and vertical stabilizer rear
spar structure, and corrective actions and an inspection report if
necessary. This AD also requires an inspection of that same structure
if certain conditions occur during any phase of flight. The FAA is
issuing this AD to address the unsafe condition on these products.
DATES: This AD is effective October 21, 2024.
The Director of the Federal Register approved the incorporation by
reference of certain publications listed in this AD as of October 21,
2024.
The FAA must receive comments on this AD by November 18, 2024.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, by any of the following methods:
<bullet> Federal eRulemaking Portal: Go to <a href="http://regulations.gov">regulations.gov</a>. Follow
the instructions for submitting comments.
<bullet> Fax: 202-493-2251.
<bullet> Mail: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE, Washington, DC 20590.
<bullet> Hand Delivery: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
AD Docket: You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> by
searching for and locating Docket No. FAA-2024-2324; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this final rule, any
comments received, and other information. The street address for Docket
Operations is listed above.
Material Incorporated by Reference:
<bullet> For Boeing material identified in this AD, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600;
telephone 562-797-1717; website <a href="http://myboeingfleet.com">myboeingfleet.com</a>.
<bullet> You may view this material at the FAA, Airworthiness
Products Section,
[[Page 80730]]
Operational Safety Branch, 2200 South 216th St., Des Moines, WA. For
information on the availability of this material at the FAA, call 206-
231-3195. It is also available at <a href="http://regulations.gov">regulations.gov</a> under Docket No. FAA-
2024-2324.
FOR FURTHER INFORMATION CONTACT: Wayne Ha, Aviation Safety Engineer,
FAA, 2200 South 216th St., Des Moines, WA 98198; phone: 562-627-5238;
email: <a href="/cdn-cgi/l/email-protection#8cdbedf5e2e9a2c4edcceaededa2ebe3fa"><span class="__cf_email__" data-cfemail="d88fb9a1b6bdf690b998beb9b9f6bfb7ae">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites you to send any written data, views, or arguments
about this final rule. Send your comments to an address listed under
the ADDRESSES section. Include Docket No. FAA-2024-2324 and Project
Identifier AD-2024-00514-T at the beginning of your comments. The most
helpful comments reference a specific portion of the final rule,
explain the reason for any recommended change, and include supporting
data. The FAA will consider all comments received by the closing date
and may amend this final rule because of those comments.
Except for Confidential Business Information (CBI) as described in
the following paragraph, and other information as described in 14 CFR
11.35, the FAA will post all comments received, without change, to
<a href="http://regulations.gov">regulations.gov</a>, including any personal information you provide. The
agency will also post a report summarizing each substantive verbal
contact received about this final rule.
Confidential Business Information
CBI is commercial or financial information that is both customarily
and actually treated as private by its owner. Under the Freedom of
Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public
disclosure. If your comments responsive to this AD contain commercial
or financial information that is customarily treated as private, that
you actually treat as private, and that is relevant or responsive to
this AD, it is important that you clearly designate the submitted
comments as CBI. Please mark each page of your submission containing
CBI as ``PROPIN.'' The FAA will treat such marked submissions as
confidential under the FOIA, and they will not be placed in the public
docket of this AD. Submissions containing CBI should be sent to Wayne
Ha, Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA
98198; phone: 562-627-5238; email: <a href="/cdn-cgi/l/email-protection#7621170f1813583e173610171758111900"><span class="__cf_email__" data-cfemail="7720160e1912593f163711161659101801">[email protected]</span></a>. Any commentary
that the FAA receives that is not specifically designated as CBI will
be placed in the public docket for this rulemaking.
Background
The FAA has received a report indicating cracked and severed
structure was found in the aft fuselage cant bulkhead at STA 1178.225
and vertical stabilizer rear spar installation, on a Boeing Model 717-
200 airplane. The cant bulkhead and vertical stabilizer rear spar
structure on Boeing Model DC-9-10, DC-9-20, DC-9-30, DC-9-40, and DC-9-
50 series airplanes are similar to that of the Model 717-200 airplane
and therefore are susceptible to cracking. This condition, if not
addressed, could result in reduced structural integrity of the
airplane. The FAA is issuing this AD to address the unsafe condition on
these products.
FAA's Determination
The FAA is issuing this AD because the agency has determined the
unsafe condition described previously is likely to exist or develop in
other products of the same type design.
Material Incorporated by Reference Under 1 CFR Part 51
The FAA reviewed Boeing Multi Operator Message MOM-MOM-24-0457-
01B(R1) and Boeing Multi Operator Message MOM-MOM-24-0456-01B(R1), both
dated September 4, 2024. These documents are distinct since they apply
to different airplane models. This material specifies procedures for a
one-time detailed inspection of the aft fuselage cant bulkhead (at STA
1178.225 for Model 717-200 airplanes, STA 942.225 for Model DC-9-10 and
DC-9-20 series airplanes, STA 1121.225 for Model DC-9-30 series
airplanes, STA 1197.225 for Model DC-9-40 series airplanes, and STA
1292.225 for Model DC-9-50 series airplanes) and vertical stabilizer
rear spar structure for any crack and, if any crack is found during the
detailed inspection, obtaining and following approved repair
instructions. This material is reasonably available because the
interested parties have access to it through their normal course of
business or by the means identified in the ADDRESSES section.
AD Requirements
This AD requires accomplishing the actions specified in the
material already described. This AD also requires sending the
inspection findings to the airplane manufacturer if any crack is found
during the one-time detailed inspection. This AD also requires a
detailed inspection of the cant bulkhead (at STA 1178.225 for Model
717-200 airplanes, STA 942.225 for Model DC-9-10 and DC-9-20 series
airplanes, STA 1121.225 for Model DC-9-30 series airplanes, STA
1197.225 for Model DC-9-40 series airplanes, and STA 1292.225 for Model
DC-9-50 series airplanes), left and right sides, between longerons 11L
through 11R at the forward and aft surfaces; upper cap; upper (cap)
doubler; bulkhead webs and doublers; stiffeners; lower tee cap and
strap; and vertical stabilizer rear spar cap and web for any
discrepancy, if any of the following conditions occur during any phase
of flight: (1) high drag/side loads or unusual ground handling, (2) a
hard or overweight landing, (3) severe turbulence (or rough air
(turbulence)) or an excessive maneuver, or (4) high compressive loads
to the hydraulic tail bumper/strut (for Model 717-200 airplanes) or
auxiliary gear (tail bumper) (for Model DC-9-10, DC-9-20, DC-9-30, DC-
9-40, and DC-9-50 series airplanes). A discrepancy includes buckles,
distortion, cracks, loose or missing fasteners, or any other obvious
indication of damage.
Justification for Immediate Adoption and Determination of the Effective
Date
Section 553(b) of the Administrative Procedure Act (APA) (5 U.S.C.
551 et seq.) authorizes agencies to dispense with notice and comment
procedures for rules when the agency, for ``good cause,'' finds that
those procedures are ``impracticable, unnecessary, or contrary to the
public interest.'' Under this section, an agency, upon finding good
cause, may issue a final rule without providing notice and seeking
comment prior to issuance. Further, section 553(d) of the APA
authorizes agencies to make rules effective in less than thirty days,
upon a finding of good cause.
An unsafe condition exists that requires the immediate adoption of
this AD without providing an opportunity for public comments prior to
adoption. The FAA has found that the risk to the flying public
justifies forgoing notice and comment prior to adoption of this rule
because cracked and severed structure in the aft fuselage cant bulkhead
and vertical stabilizer rear spar, if not addressed, could result in
reduced structural integrity of the airplane. Further, analysis has
shown that an airplane with this unsafe condition is not capable of
sustaining a limit load event, which would be catastrophic.
Accordingly, notice and opportunity for prior public comment are
impracticable and contrary to the public interest pursuant to 5 U.S.C.
553(b).
The compliance time in this AD is shorter than the time necessary
for the public to comment and for publication of the final rule. In
addition, the FAA finds that good cause exists pursuant to
[[Page 80731]]
5 U.S.C. 553(d) for making this amendment effective in less than 30
days, for the same reasons the FAA found good cause to forgo notice and
comment.
Regulatory Flexibility Act
The requirements of the Regulatory Flexibility Act (RFA) do not
apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt
a rule without prior notice and comment. Because the FAA has determined
that it has good cause to adopt this rule without notice and comment,
RFA analysis is not required.
Costs of Compliance
The FAA estimates that this AD affects 133 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
One-time inspection...................... 3 work-hours x $85 per hour $0 $255 $33,915
= $255.
Inspection due to certain conditions..... 3 work-hours x $85 per hour 0 255 33,915
= $255.
----------------------------------------------------------------------------------------------------------------
The FAA estimates the following costs to do any necessary reporting
that would be required based on the results of the inspection. The FAA
has no way of determining the number of aircraft that might need this
reporting:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Reporting..................................... 1 work-hours x $85 per hour = $85..... $0 $85
----------------------------------------------------------------------------------------------------------------
The FAA has received no definitive data on which to base the cost
estimates for the on-condition repair specified in this AD.
Paperwork Reduction Act
A federal agency may not conduct or sponsor, and a person is not
required to respond to, nor shall a person be subject to a penalty for
failure to comply with a collection of information subject to the
requirements of the Paperwork Reduction Act unless that collection of
information displays a currently valid OMB Control Number. The OMB
Control Number for this information collection is 2120-0056. Public
reporting for this collection of information is estimated to take
approximately 1 hour per response, including the time for reviewing
instructions, searching existing data sources, gathering and
maintaining the data needed, and completing and reviewing the
collection of information. All responses to this collection of
information are mandatory. Send comments regarding this burden estimate
or any other aspect of this collection of information, including
suggestions for reducing this burden, to: Information Collection
Clearance Officer, Federal Aviation Administration, 10101 Hillwood
Parkway, Fort Worth, TX 76177-1524.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect on the States,
on the relationship between the national government and the States, or
on the distribution of power and responsibilities among the various
levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866, and
(2) Will not affect intrastate aviation in Alaska.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2024-20-02 The Boeing Company: Amendment 39-22861; Docket No. FAA-
2024-2324; Project Identifier AD-2024-00514-T.
(a) Effective Date
This airworthiness directive (AD) is effective October 21, 2024.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company airplanes identified
in paragraphs (c)(1) through (6) of this AD, certificated in any
category.
(1) Model 717-200 airplanes.
(2) Model DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, and DC-9-
15F airplanes.
[[Page 80732]]
(3) Model DC-9-21 airplanes.
(4) Model DC-9-31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-32F
(C-9A, C-9B), DC-9-33F, DC-9-34, and DC-9-34F airplanes.
(5) Model DC-9-41 airplanes.
(6) Model DC-9-51 airplanes.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a report of cracked and severed
structure found in the aft fuselage cant bulkhead at station (STA)
1178.225 and vertical stabilizer rear spar installation. The FAA is
issuing this AD to address cracked and severed structure in the aft
fuselage cant bulkhead and vertical stabilizer rear spar. The unsafe
condition, if not addressed, could result in reduced structural
integrity of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) One-Time Inspection
Within 45 days after the effective date of this AD, do a
detailed inspection of the cant bulkhead and vertical stabilizer
rear spar structure for any crack, in accordance with table 1 of the
applicable material identified in paragraph (g)(1) or (2) of this
AD.
(1) For Model 717-200 airplanes: Boeing Multi Operator Message
MOM-MOM-24-0457-01B(R1), dated September 4, 2024.
(2) For Model DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, DC-9-
15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-32F
(C-9A, C-9B), DC-9-33F, DC-9-34, DC-9-34F, DC-9-41, and DC-9-51
airplanes: Boeing Multi Operator Message MOM-MOM-24-0456-01B(R1),
dated September 4, 2024.
(h) Repair for One-Time Inspection
If any crack is found during the detailed inspection required by
paragraph (g) of this AD, repair the crack before further flight
using a method approved in accordance with the procedures specified
in paragraph (o) of this AD.
(i) Definitions
For the purposes of paragraphs (j) through (m) of this AD, the
following terms are defined as follows.
(1) A ``detailed inspection'' is an intensive visual examination
of a specific structural area, system, 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 by the inspector. Inspection aids such
as mirrors, magnifying lenses, etc. may be used. Surface cleaning
and elaborate access procedures may be required.
(2) A ``discrepancy'' includes buckles, distortion, cracks,
loose or missing fasteners, or any other obvious indication of
damage.
(3) A ``high drag/side load or unusual ground handling''
condition is a result of one or more of the pilot-reported
conditions specified in paragraphs (i)(3)(i) through (iv) of this
AD.
(i) Skid or over-run from a prepared surface to an unprepared
surface.
(ii) Landing short of the prepared surface.
(iii) Landing with two or more tires deflated.
(iv) Ground operations of a heavy aircraft during push back,
prior to takeoff or after landing on unstable surface conditions
like ice, snow, mud, soft pavement, or sand.
(4) A ``hard landing'' is when an aircraft touches down on the
runway with more force or velocity than is considered normal or
desirable.
(5) An ``overweight landing'' is a landing at a weight that is
more than the maximum certificated landing weight.
(6) ``Severe turbulence'' or ``rough air (turbulence)'' is
turbulence (including gusts) that can result in abnormal and abrupt
changes in aircraft altitude, attitude, and airspeed.
(7) An ``excessive maneuver'' is a maneuver that results in
severe and abnormal aircraft altitude or attitude changes due to
rapid or large flight control inputs, i.e. control column, rudder
pedals, or control wheel.
(8) ``High compressive loads to the hydraulic tail bumper/
strut'' or ``high compressive loads to the auxiliary gear (tail
bumper)'' is any loading event, such as a tail strike, tail skid,
etc., that has the potential to move the indicating pin of the
hydraulic tail bumper/strut or auxiliary gear (tail bumper) to the
vertical position.
(j) Report for One-Time Inspection Findings
If any crack is found during the detailed inspection required by
paragraph (g) of this AD, at the applicable time specified in
paragraph (j)(1) or (2) of this AD, submit a report of positive
findings to The Boeing Company via the Boeing Communication System
(BCS). The report must include the crack size, crack location, and
whether or not airplane maintenance records show any unscheduled
maintenance checks due to severe turbulence or an excessive
maneuver, high drag/side loads or unusual ground handling, a hard or
overweight landing, or high compressive loads to the hydraulic tail
bumper/strut or auxiliary gear (tail bumper).
(1) If the inspection was done on or after the effective date of
this AD: Submit the report within 10 days after the inspection.
(2) If the inspection was done before the effective date of this
AD: Submit the report within 10 days after the effective date of
this AD.
(k) Conditional Inspections for Model 717-200 Airplanes
As of 45 days after the effective date of this AD: If a Model
717-200 airplane experiences high drag/side loads or unusual ground
handling, a hard or overweight landing, severe turbulence or an
excessive maneuver, or high compressive loads to the hydraulic tail
bumper/strut: Do a detailed inspection of the cant bulkhead at STA
1178.225, left and right sides, between longerons 11L through 11R at
the forward and aft surfaces; upper cap; upper (cap) doubler;
bulkhead webs and doublers; stiffeners; lower tee cap and strap; and
vertical stabilizer rear spar cap and web for any discrepancy.
Note 1 to paragraph (k): Guidance for doing the inspection
required by paragraph (k) of this AD due to high drag/side loads or
unusual ground handling can be found in Subtask 05-51-03-210-005,
steps (9) and (9)(a), of Boeing 717 Aircraft Maintenance Manual
(AMM) Temporary Revision 05-1003, High Drag/Side Loads or Unusual
Ground Handling Conditions--Inspection/Check, dated September 10,
2024.
Note 2 to paragraph (k): Guidance for doing the inspection
required by paragraph (k) of this AD due to a hard or overweight
landing can be found in Subtask 05-51-04-210-028, steps (6)(a) and
(6)(a)(1), of Boeing 717 AMM Temporary Revision 05-1004, Hard or
Overweight Landing--Inspection/Check, dated September 10, 2024.
Note 3 to paragraph (k): Guidance for doing the inspection
required by paragraph (k) of this AD due to severe turbulence or an
excessive maneuver can be found in Subtask 05-51-02-210-005, steps
(6)(a) and (6)(a)(1), of Boeing 717 AMM Temporary Revision 05-1005,
Severe Turbulence or Excessive Maneuver Conditions--Inspection/
Check, dated September 10, 2024.
Note 4 to paragraph (k): Guidance for doing the inspection
required by paragraph (k) of this AD due to high compressive loads
to the hydraulic tail bumper/strut can be found in Subtask 32-71-04-
211-001, step (2), of Boeing 717 AMM Temporary Revision 32-1001,
Hydraulic Tail Bumper--Inspection/Check, dated September 13, 2024.
(l) Conditional Inspections for Model DC-9-10, DC-9-20, DC-9-30, DC-9-
40, and DC-9-50 Series Airplanes
As of 45 days after the effective date of this AD: If a Model
DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, DC-9-15F, DC-9-21, DC-
9-31, DC-9-32, DC-9-32 (VC-9C), DC-9-32F, DC-9-32F (C-9A, C-9B), DC-
9-33F, DC-9-34, DC-9-34F, DC-9-41, or DC-9-51 airplane experiences
high drag/side loads or unusual ground handling, a hard or
overweight landing, an excessive maneuver or rough air (turbulence),
or high compressive loads to the auxiliary gear (tail bumper): Do a
detailed inspection of the cant bulkhead at the applicable STA
specified in table 1 to paragraph (l) of this AD, left and right
sides, between longerons 11L through 11R at the forward and aft
surfaces; upper cap; upper (cap) doubler; bulkhead webs and
doublers; stiffeners; lower tee cap and strap; and vertical
stabilizer rear spar cap and web for any discrepancy.
[[Page 80733]]
Table 1 to Paragraph (l)--Applicable STA
------------------------------------------------------------------------
Model Paragraph (l) of this AD
------------------------------------------------------------------------
DC-9-11, DC-9-12, DC-9-13, DC-9- STA 942.225
14, DC-9-15, DC-9-15F, and
DC[dash]9-21 airplanes.
DC-9-31, DC-9-32, DC-9-32 STA 1121.225
(VC[dash]9C), DC-9-32F, DC-9-
32F (C-9A, C-9B), DC-9-33F, DC-
9-34, and DC[dash]9-34F
airplanes.
DC-9-41 airplanes.............. STA 1197.225
DC-9-51 airplanes.............. STA 1292.225
------------------------------------------------------------------------
Note 5 to paragraph (l): For Model DC-9-11, DC-9-12, DC-9-13,
DC-9-14, DC-9-15, DC-9-15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-
9C), DC-9-32F, DC-9-32F (C-9A, C-9B), DC-9-33F, DC-9-34, and DC-9-
34F airplanes, guidance for doing the inspection required by
paragraph (l) of this AD due to high drag/side loads or unusual
ground handling can be found in paragraph 6.A(3), step E(4), of
Boeing DC-9 AMM Temporary Revision 5-147, dated September 9, 2024.
Although that material does not specify the applicable STA location
for Model DC-9-41 and DC-9-51 airplanes, guidance for doing the
inspection required by paragraph (l) of this AD due to high drag/
side loads or unusual ground handling for those airplanes can be
found in that material, and the applicable STA can be found in table
1 to paragraph (l) of this AD.
Note 6 to paragraph (l): For Model DC-9-11, DC-9-12, DC-9-13,
DC-9-14, DC-9-15, DC-9-15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-
9C), DC-9-32F, DC-9-32F (C-9A, C-9B), DC-9-33F, DC-9-34, and DC-9-
34F airplanes, guidance for doing the inspection required by
paragraph (l) of this AD due to a hard or overweight landing can be
found in paragraph 2.B(2), table 601, step B(5), of Boeing DC-9 AMM
Temporary Revision 5-147, dated September 9, 2024. Although that
material does not specify the applicable STA location for Model DC-
9-41 and DC-9-51 airplanes, guidance for doing the inspection
required by paragraph (l) of this AD due to a hard or overweight
landing for those airplanes can be found in that material, and the
applicable STA can be found in table 1 to paragraph (l) of this AD.
Note 7 to paragraph (l): For Model DC-9-11, DC-9-12, DC-9-13,
DC-9-14, DC-9-15, DC-9-15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-
9C), DC-9-32F, DC-9-32F (C-9A, C-9B), DC-9-33F, DC-9-34, and DC-9-
34F airplanes, guidance for doing the inspection required by
paragraph (l) of this AD due to excessive maneuver or rough air
(turbulence) can be found in paragraph 5.A(2), step B(8), of Boeing
DC-9 AMM Temporary Revision 5-147, dated September 9, 2024. Although
that material does not specify the applicable STA location for Model
DC-9-41 and DC-9-51 airplanes, guidance for doing the inspection
required by paragraph (l) of this AD due to excessive maneuver or
rough air (turbulence) for those airplanes can be found in that
material, and the applicable STA can be found in table 1 to
paragraph (l) of this AD.
Note 8 to paragraph (l): For Model DC-9-11, DC-9-12, DC-9-13,
DC-9-14, DC-9-15, DC-9-15F, DC-9-21, DC-9-31, DC-9-32, DC-9-32 (VC-
9C), DC-9-32F, DC-9-32F (C-9A, C-9B), DC-9-33F, DC-9-34, and DC-9-
34F airplanes, guidance for doing the inspection required by
paragraph (l) of this AD due to high compressive loads to the
auxiliary gear (tail bumper) can be found in paragraph 5.B(2) or
(4), as applicable, of Boeing DC-9 AMM Temporary Revision 32-687,
dated September 13, 2024. Although that material does not specify
the applicable STA location for Model DC-9-41 and DC-9-51 airplanes,
guidance for doing the inspection required by paragraph (l) of this
AD due to high compressive loads to the auxiliary gear (tail bumper)
for those airplanes can be found in that material, and the
applicable STA can be found in table 1 to paragraph (l) of this AD.
(m) Repair for Conditional Inspections
If any discrepancy is found during any inspection required by
paragraph (k) or (l) of this AD, repair the discrepancy before
further flight using a method approved in accordance with the
procedures specified in paragraph (o) of this AD.
(n) Credit for Previous Actions
This paragraph provides credit for the corresponding inspections
specified in paragraph (g) of this AD, if those actions were
performed before the effective date of this AD in accordance with
Boeing Multi Operator Message MOM-MOM-24-0456-01B, dated September
3, 2024; or Boeing Multi Operator Message MOM-MOM-24-0457-01B, dated
September 3, 2024; as applicable.
(o) Alternative Methods of Compliance (AMOCs)
(1) The Manager, AIR-520, Continued Operational Safety Branch,
FAA, has the authority to approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19. In accordance with 14
CFR 39.19, send your request to your principal inspector or
responsible Flight Standards Office, as appropriate. If sending
information directly to the manager of the certification office,
send it to the attention of the person identified in paragraph
(p)(1) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#d6979b999596b0b7b7f8b1b9a0"><span class="__cf_email__" data-cfemail="50111d1f13103631317e373f26">[email protected]</span></a>.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the responsible Flight Standards Office.
(3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by The Boeing Company Organization Designation
Authorization (ODA) that has been authorized by the Manager, AIR-
520, Continued Operational Safety Branch, FAA, to make those
findings. To be approved, the repair method, modification deviation,
or alteration deviation must meet the certification basis of the
airplane, and the approval must specifically refer to this AD.
(p) Related Information
(1) For more information about this AD, contact Wayne Ha,
Aviation Safety Engineer, FAA, 2200 South 216th St., Des Moines, WA
98198; phone: 562-627-5238; email: <a href="/cdn-cgi/l/email-protection#a4f3c5ddcac18aecc5e4c2c5c58ac3cbd2"><span class="__cf_email__" data-cfemail="c097a1b9aea5ee88a180a6a1a1eea7afb6">[email protected]</span></a>.
(2) Material identified in this AD that is not incorporated by
reference is available at the address specified in paragraph (q)(3)
of this AD.
(q) Material Incorporated by Reference
(1) The Director of the Federal Register approved the
incorporation by reference of the material listed in this paragraph
under 5 U.S.C. 552(a) and 1 CFR part 51.
(2) You must use this material as applicable to do the actions
required by this AD, unless the AD specifies otherwise.
(i) Boeing Multi Operator Message MOM-MOM-24-0456-01B(R1), dated
September 4, 2024.
(ii) Boeing Multi Operator Message MOM-MOM-24-0457-01B(R1),
dated September 4, 2024.
(3) For Boeing material identified in this AD, contact Boeing
Commercial Airplanes, Attention: Contractual & Data Services (C&DS),
2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-5600;
telephone 562-797-1717; website <a href="http://myboeingfleet.com">myboeingfleet.com</a>.
(4) You may view this material at the FAA, Airworthiness
Products Section, Operational Safety Branch, 2200 South 216th St.,
Des Moines, WA. For information on the availability of this material
at the FAA, call 206-231-3195.
(5) You may view this material at the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, visit <a href="/cdn-cgi/l/email-protection#e9d588c9819b8c8fd4" http: www.archives.gov federal-register cfr ibr-locationsoremailfr.inspection@nara.gov">www.archives.gov/federal-register/cfr/<span class="__cf_email__" data-cfemail="4a232838672625292b3e2325243925382f272b23262c38642324393a2f293e2325240a242b382b642d253c">[email protected]</span></a>"><a href="http://www.archives.gov/federal-register/cfr/ibr-locationsoremailfr.inspection@nara.gov">www.archives.gov/federal-register/cfr/<span class="__cf_email__" data-cfemail="96fff4e4bbfaf9f5f7e2fff9f8e5f9e4f3fbf7fffaf0e4b8fff8e5e6f3f5e2fff9f8d6f8f7e4f7b8f1f9e0">[email protected]</span></a></a>.
Issued on September 27, 2024.
Peter A. White,
Deputy Director, Integrated Certificate Management Division, Aircraft
Certification Service.
[FR Doc. 2024-23101 Filed 10-2-24; 4:15 pm]
BILLING CODE 4910-13-P
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</html>Indexed from Federal Register on October 4, 2024.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.