Rule2025-21478
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
November 28, 2025
Effective
January 2, 2026
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. This AD was prompted by a report of a nose landing gear-up landing caused by the failure of the upper lock link assembly. This AD requires repetitive inspections for cracking of the upper lock link assembly and applicable on-condition actions. The FAA is issuing this AD to address the unsafe condition on these products.
Full Text
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<title>Federal Register, Volume 90 Issue 227 (Friday, November 28, 2025)</title>
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[Federal Register Volume 90, Number 227 (Friday, November 28, 2025)]
[Rules and Regulations]
[Pages 54552-54555]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2025-21478]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2025-0739; Project Identifier AD-2025-00196-T;
Amendment 39-23177; AD 2025-21-05]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for all
The Boeing Company Model 717-200 airplanes. This AD was prompted by a
report of a nose landing gear-up landing caused by the failure of the
upper lock link assembly. This AD requires repetitive inspections for
cracking of the upper lock link assembly and applicable on-condition
actions. The FAA is issuing this AD to address the unsafe condition on
these products.
DATES: This AD is effective January 2, 2026.
The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of January 2,
2026.
ADDRESSES:
AD Docket: You may examine the AD docket at <a href="http://regulations.gov">regulations.gov</a> under
Docket No. FAA-2025-0739; 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 address for Docket Operations is U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.
Material Incorporated by Reference:
<bullet> For the 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, 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-2025-0739.
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#83f4e2faede6adebe2c3e5e2e2ade4ecf5"><span class="__cf_email__" data-cfemail="a8dfc9d1c6cd86c0c9e8cec9c986cfc7de">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to all The Boeing Company
Model 717-200 airplanes. The NPRM was published in the Federal Register
on April 29, 2025 (90 FR 17746). The NPRM was prompted by a report of a
nose landing gear-up landing caused by the failure of the upper lock
link assembly. In the NPRM, the FAA proposed to require repetitive
inspections for cracking of the upper lock link assembly and applicable
on-condition actions. The FAA is issuing this AD to address a failure
of the upper lock link assembly caused by non-conforming surface
roughness, due to tool marks on the surface. The unsafe condition, if
not addressed, could result in a failure of the nose landing gear (NLG)
to fully extend during landing or cause the nose gear to remain
retracted while the main gear deploys. Additionally, it could restrict
ground
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maneuverability, increasing the risk of a runway excursion.
Discussion of Final Airworthiness Directive
Comments
The FAA received comments from the Air Line Pilots Association,
International (ALPA) and Boeing who supported the NPRM without change.
The FAA received additional comments from Delta Air Lines (Delta)
and an anonymous commenter. The following presents those comments and
the FAA's response.
Request To Exclude Newly Manufactured Parts
Delta requested that the FAA add an exception to paragraph (h) of
the proposed AD to exclude from the overhaul requirement upper lock
link assemblies manufactured after a specific date. Delta stated that
Boeing Alert Requirements Bulletin 717-32A0043 RB, dated February 12,
2025, specifies overhauling all upper lock link assemblies, including
newly manufactured parts. Delta claimed that overhaul of new parts
places a significant burden on operators, particularly those relying on
third-party vendors for overhaul services. Delta also expressed concern
that this action implies newly manufactured parts are still being
manufactured and delivered with the known defect. However, if the part
defect has been addressed in production, Delta stated new parts
produced after a specific date determined by the manufacturer should be
exempted from the overhaul requirement.
The FAA acknowledges the request. After consultation with the parts
manufacturer, the FAA has determined that upper lock link assemblies
manufactured after December 31, 2001, are serviceable upper lock link
assemblies and therefore should be exempt from the overhaul
requirement. Accordingly, the FAA has added paragraphs (h)(2) and (3)
of this AD to exclude airplanes with an upper lock link assembly
manufactured after December 31, 2001, from the requirements of this AD.
Request To Expand the Definition of Serviceable Upper Lock Link
Assembly
Delta requested that the FAA add an exception to paragraph (h) of
the proposed AD to expand the definition of a serviceable upper lock
link assembly to include parts that were manufactured after a specific
date determined by the manufacturer. As discussed in the previous
comment, Delta stated that the part defect may have been addressed in
production, and these new parts should be included in the definition of
a serviceable upper lock link assembly. Delta stated that note (a) of
table 1 defines a serviceable part solely as one that has been
overhauled in accordance with a certain overhaul manual.
The FAA agrees with the request for the reasons provided in the
previous comment. Accordingly, the FAA has added paragraph (h)(4) to
include upper lock link assemblies manufactured after December 31,
2001, in the definition of a serviceable upper lock link assembly.
Request To Allow Installation of a Non-Overhauled Part
Delta noted that table 1, condition 1 of Boeing Alert Requirements
Bulletin 717-32A0043 RB, dated February 12, 2025, specifies installing
a serviceable upper lock link assembly (i.e., one that has been
overhauled in accordance with a certain overhaul manual) before further
flight if any crack is found as a result of the eddy current high
frequency (ETHF) inspection. Delta requested the FAA add an exception
to paragraph (h) of the proposed AD to provide an option to table 1,
condition 1 (in case a crack is found) that instead allows installation
of an upper lock link assembly that has not been overhauled in
accordance with a certain overhaul manual but has complied with the
initial ETHF inspection. Delta suggested that an upper lock link
assembly that has been inspected by the ETHF inspection should be
considered acceptable for installation because it is being tracked to
comply with the repetitive inspection interval every 4,800 flight
cycles. Delta asserted that this approach would maintain an equivalent
level of safety while offering operators greater flexibility.
The FAA infers that Delta is requesting that the FAA revise the AD
to allow installation of an upper lock link assembly that has not been
overhauled in accordance with the overhaul manual referenced in the
requirements bulletin but on which the ETHF inspection has been
accomplished with no crack found. The FAA agrees with this request. The
FAA has determined that, in this case, the affected upper lock link
assembly is being tracked and maintained in accordance with the
required repetitive ETHF inspection interval, and that this approach
maintains an equivalent level of safety. The FAA has not changed the AD
in this regard because installation of a non-overhauled part is already
acceptable under table 1, condition 2, option 1 of the requirements
bulletin.
Request To Reduce the Repetitive Inspection Interval
An anonymous commenter requested that the FAA revise the proposed
AD to require more frequent inspections, especially for aircraft with
high cycle counts. The commenter asserted that the proposed inspection
requirements do not address the serious safety risk of the nose gear-up
landing incident that prompted the proposed AD.
The FAA disagrees with reducing the repetitive inspection interval.
The safety concern of this AD is not related to the number of airplane
cycles. The root cause of the upper lock link assembly failure was non-
conforming surface roughness from tool marks. The referenced service
information in this AD outlines procedures for repetitive ETHF
inspections of both the top and bottom surfaces of the upper lock link
assembly to detect any cracks and specifies replacement of any cracked
assemblies with serviceable ones. The repetitive inspection interval of
4,800 cycles was calculated by crack growth analysis and was correlated
to the striation count data in the National Transportation Safety Board
(NTSB) lab report. The required inspection interval allows for two
inspection opportunities between crack detectability and instability.
The FAA did not change this AD in response to this comment.
Request To Require Immediate Replacement of the Affected Parts
An anonymous commenter requested that the FAA revise the proposed
AD to require immediate replacement of all upper lock link assemblies
manufactured during the same production period as the failed part
identified in the related NTSB report, rather than waiting for cracks
to become visible during routine inspections.
The FAA disagrees with the request. As discussed in its response to
the previous comment, the FAA has determined that accomplishing the
repetitive inspections within the required inspection interval provides
an acceptable level of safety. Replacement of the upper lock link
assemblies with a serviceable upper lock link assembly terminates the
repetitive inspections. The FAA notes that a serviceable upper lock
link assembly is defined in Boeing Alert Requirements Bulletin 717-
32A0043 RB, dated February 12, 2025, except as specified in paragraph
(h)(4) of this AD. The FAA has not changed the AD in this regard.
Conclusion
The FAA reviewed the relevant data, considered the comments
received, and
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determined that air safety requires adopting this AD as proposed.
Accordingly, the FAA is issuing this AD to address the unsafe condition
on these products. Except for minor editorial changes, and any other
changes described previously, this AD is adopted as proposed in the
NPRM. None of the changes will increase the economic burden on any
operator.
Material Incorporated by Reference Under 1 CFR Part 51
The FAA reviewed Boeing Alert Requirements Bulletin 717-32A0043 RB,
dated February 12, 2025. This material specifies procedures for
repetitive ETHF inspections of the top and bottom surfaces of the upper
lock link assembly for any crack, and replacement of any cracked upper
lock link assembly with a serviceable upper lock link assembly. This
material also specifies that replacement of the upper lock link
assembly terminates the repetitive inspections.
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.
Costs of Compliance
The FAA estimates that this AD affects 117 airplanes of U.S.
registry. The FAA estimates the following costs to comply with this AD:
Estimated Costs
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Cost on U.S.
Action Labor cost Parts cost Cost per product operators
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ETHF inspection............ 5 work-hours x $85 $0 $425 per inspection $49,725 per
per hour = $425 per cycle. inspection cycle.
inspection cycle.
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The FAA estimates the following costs to do any necessary
replacement that would be required based on the results of the
inspection. The agency has no way of determining the number of aircraft
that might need these replacements:
On-Condition Costs
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Cost per
Action Labor cost Parts cost product
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Replacement................................ 9 work-hours x $85 per hour = $765. $17,819 $18,584
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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,
(2) Will not affect intrastate aviation in Alaska, and
(3) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
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:
2025-21-05 The Boeing Company: Amendment 39-23177; Docket No. FAA-
2025-0739; Project Identifier AD-2025-00196-T.
(a) Effective Date
This airworthiness directive (AD) is effective January 2, 2026.
(b) Affected ADs
None.
(c) Applicability
This AD applies to all The Boeing Company Model 717-200
airplanes, certificated in any category, as identified in Boeing
Alert Requirements Bulletin 717-32A0043 RB, dated February 12, 2025.
(d) Subject
Air Transport Association (ATA) of America Code 32, Landing
Gear.
(e) Unsafe Condition
This AD was prompted by a report of a Boeing Model 717-200
operator that experienced a nose landing gear-up landing caused by
the failure of the upper lock link assembly. The unsafe condition,
if not addressed, could result in a failure of the nose landing gear
(NLG) to fully extend during landing or cause the nose gear to
remain retracted while the main gear
[[Page 54555]]
deploys. Additionally, it could restrict ground maneuverability,
increasing the risk of a runway excursion.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Required Actions
Except as specified by paragraph (h) of this AD: At the
applicable times specified in the ``Compliance'' paragraph of Boeing
Alert Requirements Bulletin 717-32A0043 RB, dated February 12, 2025,
do all applicable actions identified in, and in accordance with, the
Accomplishment Instructions of Boeing Alert Requirements Bulletin
717-32A0043 RB, dated February 12, 2025.
Note 1 to paragraph (g): Guidance for accomplishing the actions
required by this AD can be found in Boeing Alert Service Bulletin
717-32A0043, dated February 12, 2025, which is referred to in Boeing
Alert Requirements Bulletin 717-32A0043 RB, dated February 12, 2025.
(h) Exceptions to Requirements Bulletin Specifications
(1) Where the Condition and Compliance Time columns of the
tables in the ``Compliance'' paragraph of Boeing Alert Requirements
Bulletin 717-32A0043 RB, dated February 12, 2025, refer to the
original issue date of Requirements Bulletin 717-32A0043 RB, this AD
requires using the effective date of this AD.
(2) Where the Condition column of table 1 in the ``Compliance''
and ``Accomplishment Instructions'' paragraphs of Boeing Alert
Requirements Bulletin 717-32A0043 RB, dated February 12, 2025,
specifies all airplanes with an Upper Lock Link assembly that has
not been overhauled, as of the Original Issue date of Requirements
Bulletin 717-32A0043 RB, in accordance with OHM 32-21-2, Revision
No. 63 dated July 01, 2024, or later Boeing approved revisions
published on New Maintenance Performance Toolbox (nMPT), that
condition does not apply to an Upper Lock Link assembly that was
manufactured after December 31, 2001.
(3) Where the Condition column of table 1 in the ``Compliance''
and ``Accomplishment Instructions'' paragraphs of Boeing Alert
Requirements Bulletin 717-32A0043 RB, dated February 12, 2025,
specifies ``All airplanes with an Upper Lock Link assembly that has
been overhauled'', this AD requires replacing that text with ``All
airplanes with an Upper Lock Link assembly that was manufactured
after December 31, 2001, or has been overhauled''.
(4) Where note (a) of table 1 in the ``Compliance'' and
``Accomplishment Instructions'' paragraphs of Boeing Alert
Requirements Bulletin 717-32A0043 RB, dated February 12, 2025,
defines a serviceable Upper Lock Link assembly as ``one that has
been overhauled'', this AD requires replacing that text with ``one
that was manufactured after December 31, 2001, or that has been
overhauled''.
(i) 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
(j)(1) of this AD. Information may be emailed to: <a href="/cdn-cgi/l/email-protection#4a0b0705090a2c2b2b642d253c"><span class="__cf_email__" data-cfemail="5e1f13111d1e383f3f70393128">[email protected]</span></a>.
Before using any approved AMOC, notify your appropriate principal
inspector, or lacking a principal inspector, the manager of the
responsible Flight Standards Office.
(2) 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.
(j) 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#710610081f145f1910311710105f161e07"><span class="__cf_email__" data-cfemail="7c0b1d05121952141d3c1a1d1d521b130a">[email protected]</span></a>.
(2) Material identified in this AD that is not incorporated by
reference is available at the address specified in paragraph (k)(3)
this AD.
(k) 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 Alert Requirements Bulletin 717-32A0043 RB, dated
February 12, 2025.
(ii) [Reserved]
(3) For the 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="http://www.archives.gov/federal-register/cfr/ibr-locations">www.archives.gov/federal-register/cfr/ibr-locations</a>, or email <a href="/cdn-cgi/l/email-protection#5432267a3d3a27243137203d3b3a143a3526357a333b22"><span class="__cf_email__" data-cfemail="7016025e191e0300151304191f1e301e1102115e171f06">[email protected]</span></a>.
Issued on October 17, 2025.
Lona C. Saccomando,
Acting Deputy Director, Integrated Certificate Management Division,
Aircraft Certification Service.
[FR Doc. 2025-21478 Filed 11-26-25; 8:45 am]
BILLING CODE 4910-13-P
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