95-22-06: Main Landing Gear Shock Strut Cylinder

95-22-06 MCDONNELL DOUGLAS: Amendment 39-9413. Docket 95-NM-183-AD.\n\n\tApplicability: Model DC-9-81 (MD-81), DC-9-82 (MD-82), DC-9-83 (MD-83), and DC-9-87 (MD-87) series airplanes, and Model MD-88 airplanes; as listed in McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995; certificated in any category.\n\n\tNOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must use the authority provided in paragraph (e) of this AD to request approval from the FAA. This approval may address either no action, if the current configuration eliminates the unsafe condition; or different actions necessary to address the unsafe condition described in this AD. Such a request should include an assessment of the effect of the changed configuration on the unsafe condition addressed by this AD. In no case does the presence of any modification, alteration, or repair remove any airplane from the applicability of this AD.\n\n\tCompliance: Required as indicated, unless accomplished previously.\n\n\tTo prevent collapse of the main landing gear (MLG) due to fracturing of the shock strut cylinder, accomplish the following:\n\n\t(a)\tFor airplanes on which brake line hydraulic restrictors have not been installed on the left and right MLG brake systems in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995, prior to the effective date of this AD: Within 90 days after the effective date of this AD, perform dye penetrant and magnetic particle inspections to detect cracking of the shock strut cylinder of the MLG, in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995.\n\n\t\t(1)\tIf no cracking is found, repeat the inspections thereafter at intervals not to exceed 1,200 landings.\n\n\t\t(2)\tIf any cracking is found, prior to further flight, replace the shock strut cylinder with a crack-free serviceable part in accordance with the alert service bulletin. After replacement, repeat the inspections at intervals not to exceed 1,200 landings.\n\n\t(b)\tFor airplanes on which brake line hydraulic restrictors have been installed on the left and right MLG brake systems in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995, prior to the effective date of this AD: Within 90 days after the effective date of this AD, perform dye penetrant and magnetic particle inspections to detect cracking of the shock strut cylinder of the MLG, in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995.\n\n\t\t(1)\tIf no cracking is found, no further action is required by this AD.\n\n\t\t(2)\tIf any cracking is found, prior to further flight, replace the shock strut cylinder with a crack-free serviceable part in accordance with the alert service bulletin. After the cylinder is replaced and the brake line hydraulic restrictors are reinstalled, no further action is required by this AD.\n\n\t(c)\tInstallation of brake line hydraulic restrictors on the left and right MLG brake systems, in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995, constitutes terminating action for the repetitive requirements of this AD only if it is accomplished prior to further flight after a dye penetrant and magnetic particle inspection is performed in accordance with this AD and no cracking is found during that inspection.\n\n\t(d)\tAs of the effective date of this AD, no person shall install on any airplane a MLG shock strut cylinder or MLG assembly unless that part has been inspected and found to be crack free, in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286,dated September 11, 1995.\n\n\t(e)\tAn alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Maintenance Inspector, who may add comments and then send it to the Manager, Los Angeles ACO.\n\n\tNOTE 2: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Los Angeles ACO.\n\n\t(f)\tSpecial flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the initial inspection required by this AD can be accomplished. Such special flight permits may not be issued for airplanes on which cracking is found during an inspection required by this AD.(g)\tThe actions shall be done in accordance with McDonnell Douglas Alert Service Bulletin MD80-32A286, dated September 11, 1995. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Technical Publications Business Administration, Department C1-L51 (2-60). Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton, Washington; or at the FAA, Transport Airplane Directorate, Los Angeles Aircraft Certification Office, 3960 Paramount Boulevard, Lakewood, California; or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC.\n\n\t(h)\tThis amendment becomes effective on November 8, 1995.