[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 [www.gpo.gov]
[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.

-----------------------------------------------------------------------

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 regulations.gov. 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 regulations.gov 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 myboeingfleet.com.
    <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 regulations.gov 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 
regulations.gov, 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 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 <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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