Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 80729 

upper RH bolt or reinstall the existing upper 

RH bolt, as applicable, by following the 

Accomplishment Instructions, paragraphs 11 

and 12 of ASB 212–21–166 Rev A, ASB 412– 

21–187 Rev A, or ASB 412CF–21–72 Rev A, 

as applicable to your helicopter model. Then 

accomplish the actions required by paragraph 

(g)(5)(v) of this AD. 

(iii) With the lower LH bolt removed, 

visually inspect the lower LH bolt for any 

corrosion, damaged threads, wear, and 

fatigue cracking. If the lower LH bolt has any 

corrosion, a damaged thread, wear, or fatigue 

cracking, before further flight, remove the 

lower LH bolt from service. Install a new 

lower LH bolt or reinstall the existing lower 

LH bolt, as applicable, by following the 

Accomplishment Instructions, paragraphs 16 

and 17 of ASB 212–21–166 Rev A, ASB 412– 

21–187 Rev A, or ASB 412CF–21–72 Rev A, 

as applicable to your helicopter model. Then 

accomplish the actions required by paragraph 

(g)(5)(v) of this AD. 

(iv) With the lower RH bolt removed, 

visually inspect the lower RH bolt for any 

corrosion, damaged threads, wear, and 

fatigue cracking. If the lower RH bolt has any 

corrosion, a damaged thread, wear, or fatigue 

cracking, before further flight, remove the 

lower RH bolt from service. Install a new 

lower RH bolt or reinstall the existing lower 

RH bolt, as applicable, by following the 

Accomplishment Instructions, paragraphs 16 

and 17 of ASB 212–21–166 Rev A, ASB 412– 

21–187 Rev A, or ASB 412CF–21–72 Rev A, 

as applicable to your helicopter model. Then 

accomplish the actions required by paragraph 

(g)(5)(v) of this AD. 

(v) After accumulating 1 hour TIS, but not 

to exceed 5 hours TIS after accomplishing the 

actions required by paragraph (g)(5)(i), (ii), 

(iii), or (iv) of this AD, using the torque value 

information in the Accomplishment 

Instructions, part II, paragraph 1, of ASB 

212–21–166 Rev A, ASB 412–21–187 Rev A, 

or ASB 412CF–21–72 Rev A, as applicable to 

your helicopter model, inspect the torque 

applied on each bolt. Thereafter, repeat the 

torque inspection of those bolts after 

accumulating 1 hour TIS, but not to exceed 

5 hours TIS, to determine if the torque has 

stabilized. Do not exceed three torque 

inspections total for those bolts and 

accomplish the actions required by 

paragraphs (g)(2)(i) and (ii) of this AD. 

(6) For helicopters identified in paragraph 

(c) of this AD, as of the effective date of this 

AD, do not install a steel alloy barrel nut P/ 

N NAS577B9A, P/N NAS577B8A, or P/N 

NAS577B6A on any helicopter. 

(h) Special Flight Permit 

A one-time special flight permit may be 

issued in accordance with 14 CFR 21.197 and 

21.199 in order to fly to a maintenance area 

to perform the required actions in this AD. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Central Certification 

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 local 

Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the Central Certification 

Branch, send it to the attention of the person 

identified in paragraph (j) 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 local flight standards district office/ 

certificate holding district office. 

(j) Additional Information 

For more information about this AD, 

contact Jacob Fitch, Aviation Safety Engineer, 

FAA, 1801 S Airport Road, Wichita, KS 

67209; phone: (817) 222–4130; email: 

jacob.fitch@faa.gov. 

(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) Bell Alert Service Bulletin 212–21–166, 

Revision A, dated February 23, 2022. 

(ii) Bell Alert Service Bulletin 412–21–187, 

Revision A, dated February 23, 2022. 

(iii) Bell Alert Service Bulletin 412CF–21– 

72, Revision A, dated February 23, 2022. 

(3) For Bell material identified in this AD, 

contact Bell Textron Inc., P.O. Box 482, Fort 

Worth, TX 76101; phone: (450) 437–2862 or 

1–800–363–8023; fax: (450) 433–0272; email: 

productsupport@bellflight.com; or website: 

bellflight.com/support/contact-support. 

(4) You may view this material at the FAA, 

Office of the Regional Counsel, Southwest 

Region, 10101 Hillwood Parkway, Room 6N– 

321, Fort Worth, TX 76177. For information 

on the availability of this material at the 

FAA, call (817) 222–5110. 

(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-locations or email fr.inspection@nara.gov. 

Issued on September 27, 2024. 

Victor Wicklund, 

Deputy Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2024–22929 Filed 10–3–24; 8:45 am] 

BILLING CODE 4910–13–P 

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 onetime 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: 

• Federal eRulemaking Portal: Go to 

regulations.gov. Follow the instructions 

for submitting comments. 

• Fax: 202–493–2251. 

• 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. 

• 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: 

• 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. 

• You may view this material at the 

FAA, Airworthiness Products Section, 


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80730 Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 

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: Wayne.Ha@faa.gov. 

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: Wayne.Ha@

faa.gov. 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 


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Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 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

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

One-time inspection ............................................ 3 work-hours × $85 per hour = $255 ................. $0 $255 $33,915 

Inspection due to certain conditions ................... 3 work-hours × $85 per hour = $255 ................. 0 255 33,915 

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

Action Labor cost Parts cost Cost per 

product 

Reporting ............................................ 1 work-hours × $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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

■ 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. 


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(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. 


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Federal Register / Vol. 89, No. 193 / Friday, October 4, 2024 / Rules and Regulations 80733 

TABLE 1 TO PARAGRAPH (l)—APPLICABLE STA 

Model Paragraph (l) of this AD 

DC–9–11, DC–9–12, DC–9–13, DC–9–14, 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 


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