2024-20-02: Fuselage

1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. 2. The FAA amends § 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. (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. Table 1 to Paragraph ( l )-Applicable STA Model Paragraph (l) of this AD DC-9-11, DC-9-12, DC-9-13, DC-9-14, DC-9-15, DC-9-15F, and DC-9-21 airplanes STA 942.225 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 STA 1121.225 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: AMOC@faa.gov. (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: Wayne.Ha@faa.gov. (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 myboeingfleet.com. (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 www.archives.gov/federal-register/cfr/ibr-locationsoremailfr.inspection@nara.gov. 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