Airworthiness Directive · Amendment 39-22861 · Fuselage
The Boeing Company Airplanes
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.
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.
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.
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.
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.
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.
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.
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.
| 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.
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.
The aircraft, engines and makers this AD names, by the model designations in its text. A model listed here may still be outside the AD's serial ranges.
