Results
72-12-01: 72-12-01 BOEING: Amendment 39-1456 as amended by Amendment 39-2026, 39-2353 and 39-2410 is further amended by Amendment 39-2576. Applies to all model 727 series airplanes listed in Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, incorporating main landing gear downlock torque shaft P/N 65-23366. \n\n\tCompliance required as indicated: \n\tTo detect cracks in the main landing gear downlock torque shaft, accomplish the following: \n\t(a)\tFor all torque shafts which have accumulated 8,000 or more landing cycles on the effective date of Amendment 39-2353, inspect the shaft within the next 300 landings after the effective date of Amendment 39-2353, unless already accomplished within the last 100 landings, and thereafter at intervals not to exceed 400 landings since the last inspection, per (b) below, until the shaft is replaced per (c) below. \n\t(b)\tInspect the shaft in accordance with Boeing Service Bulletin No. 32-180, Revision 1, or later FAA-approved revisions, or an equivalent inspection approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region. If evidence of a crack is found, replace the shaft prior to further flight with an improved shaft P/N 65-78698 in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or with a shaft that (1) has accumulated less than 8,000 landing cycles, or (2) has been previously inspected per this AD. \n\t(c)\tReplace shafts per Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA-approved revisions, or an equivalent replacement procedure approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region.\n \t(d)\tFor the purpose of this AD, when conclusive records are not available to show the number of landings accumulated by a particular shaft, the number of landings may be computed by dividing the airplane time in service since the shaft was installed in the airplane by the operator's fleet average time per flight for his model 727 airplanes. \n\t(e)\tInstallations of main landing gear downlock torque shafts, P/N 65-78698, in accordance with Boeing Service Bulletin Nos. 32-180, Revision 1, or 727-32-237, or later FAA approved revisions, or an equivalent installation approved by the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, constitutes terminating action from the provisions of this AD. \n\t(f)\tUpon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA Northwest Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for that operator. \n\tThe manufacturer's specifications and procedures identified and described in this directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). \n\tAll persons affected by this directive who have not already received these documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Company, P.O. Box 3707, Seattle, Washington 98124. The documents may also be examined at FAA Northwest Region, 9010 East Marginal Way South, Seattle, Washington. \n\n\tAmendment 39-1456 became effective July 3, 1972. \n\tAmendment 39-2026 became effective December 2, 1974. \n\tAmendment 39-2353 became effective September 29, 1975. \n\tAmendment 39-2410 became effective December 4, 1975. \n\tThis amendment 39-2576 becomes effective May 3, 1976.
75-12-03: 75-12-03 MCDONNELL DOUGLAS: Amendment 39-2229 as amended by Amendment 39-2297. Applies to Model DC-10-10, -10F, -30, -30F airplanes certificated in all categories. \n\n\tTo maintain fire containment capability of the aft engine, and to protect against potential foreign object damage to the aft engine fan section, accomplish the following after the effective date of this AD. \n\n\tWithin the next 300 flight hours, unless already accomplished within the 600 flight hours previous to the effective date of this AD, and at intervals not to exceed 900 flight hours thereafter, accomplish the inspection and repair requirements of McDonnell Douglas Service Bulletin 71-75, dated May 16, 1975, or later FAA-approved revisions. \n\n\tThe repetitive inspections required per this AD may be discontinued when the modifications described in McDonnell Douglas Service Bulletin No. 71-73, dated July 15, 1975 or later FAA-approved revisions, are accomplished. \n\n\tEquivalent inspections and repairs may beapproved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tSpecial flight permits may be issued under FAR 21.197 and 21.199 for the purpose of moving the aircraft to a base to perform the inspection requirements of the AD. \n\n\tAmendment 39-2229 became effective June 6, 1975. \n\n\tThis amendment 39-2297 becomes effective August 7, 1975.
2022-03-01: The FAA is adopting a new airworthiness directive (AD) for certain Diamond Aircraft Industries GmbH (DAI) Model DA 42, DA 42 M-NG, and DA 42 NG airplanes. This AD was prompted by mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as dissolved or detached fuel tank hose material entering the main fuel tank chambers, which could result in restricted fuel flow with consequent fuel starvation. This AD requires removing the fuel tank connection hoses from service and inspecting the fuel tank connection hoses for damage and detached rubber material. The FAA is issuing this AD to address the unsafe condition on these products.
97-08-06: This amendment adopts a new airworthiness directive (AD) that applies to Louis L'Hotellier S.A. (L'Hotellier) ball and swivel joint quick connectors installed on gliders and sailplanes that are not equipped with a "Uerling" sleeve or an LS-safety sleeve. These connectors allow the operator of the gliders and sailplanes to quickly connect and disconnect the control systems during assembly and disassembly for storage purposes. This action requires enlarging the safety pin guide hole diameter, and fabricating and installing a placard that specifies a check of the security of the connectors prior to each flight. Several in-flight accidents involving inadvertent disconnection of these connectors that are installed on certain gliders and sailplanes prompted this action. The actions specified by this AD are intended to prevent the connectors from becoming inadvertently disconnected, which could result in loss of control of the sailplane or glider.
97-07-12: This amendment supersedes an existing airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 and DC-10 series airplanes, and KC-10A (military) airplanes. That AD currently requires functional testing to verify proper installation of the electrical connectors to the engine generator and fire bell shutoff switches, and correction of the installation, if necessary. This amendment requires installation of a modification that terminates the requirement to perform repetitive functional tests. This amendment is prompted by the development of a modification that minimizes the possibility of improperly connecting (crossing) the electrical connectors to the fire extinguishing handles. The actions specified by this amendment are intended to prevent the wrong engine-driven generator from being shut down unnecessarily in the event of an engine fire warning.
97-01-04: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 97-01-04 that was sent previously to all known U.S. owners and operators of certain Textron Lycoming TIO-540, LTIO-540, and IO-540 series reciprocating engines with certain Superior Air Parts, Inc. Parts Manufacture Approval (PMA) replacement cylinder assemblies installed by individual letters. This AD requires removal from service of affected cylinder assemblies for higher time cylinder assemblies and replacement with serviceable parts, and initial and repetitive dye penetrant inspections for mid-time cylinder assemblies, or replacement with serviceable parts. This amendment is prompted by a report of an inflight engine failure of a Textron Lycoming TIO-540 reciprocating engine with affected Superior Air Parts, Inc. PMA cylinder assemblies installed. The actions specified by this AD are intended to prevent cylinder head separation, inflight loss of power, possible engine failure, and fire.
91-12-16: 91-12-16 BOEING: Amendment 39-7028. Docket No. 90-NM-37-AD. \n\n\tApplicability: Model 767 series airplanes, line numbers 001 through 255, on which Production Revision Release (PRR) 11546-2 has not been incorporated, certificated in any category. \n\n\tCompliance: Required within the next 3,600 hours time-in-service or 24 calendar months after the effective date of this AD, whichever occurs later, unless previously accomplished. \n\n\tTo prevent loss of fluid in the left hydraulic system, accomplish the following: \n\n\tA.\tModify the left hydraulic system in accordance with the instructions contained in Boeing Alert Service Bulletin 767-29A0038, Revision 1, dated August 3, 1989. \n\n\tB.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, Washington. \n\n\tThis amendment (39-7028, AD 91-12-16) becomes effective on July 15, 1991.
91-16-08: 91-16-08 BOEING: Amendment 39-7098. Docket No. 90-NM-236-AD.\n \n\tApplicability: Model 737 series airplanes, equipped with a Boeing aft cargo bay auxiliary fuel tank; listed in Boeing Service Bulletin 737-28-1088, dated September 6, 1990; certificated in any category. \n\n\tCompliance: Required as indicated, unless previously accomplished. \n\n\tTo reduce the potential for a fire in the aft cargo compartment due to fuel leaking from the auxiliary fuel tank, accomplish the following: \n\n\tA.\tWithin 90 days after the effective date of this AD, accomplish one of the following: \n\n\t\t1.\tDeactivate the auxiliary fuel system and attach a placard in the flight compartment to indicate that the auxiliary fuel tank is inoperative, in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990, or Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t2.\tInstall a check valve and a pressure activated shutoff valve in the auxiliary fuel systemnear the center wing tank in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990; and perform the following inspections of the auxiliary fuel tank support structure in accordance with the inspection procedures below: \n\n\t\t\ta.\tWithin 500 flight cycles after the effective date of this AD, to detect a disbonded or cracked side panel in the auxiliary fuel tank, accomplish one of the following: \n\n\t\t\t\t(1)\tConduct an inspection of the lower sidewall (curved) panels of the auxiliary fuel tanks for disbonding, in accordance with Part I of the Accomplishment Instructions in Boeing Service Bulletin 737-28-1088, dated September 6, 1990. \n\n\t\t\t\t(2)\tPerform a leak check of the auxiliary fuel tanks in accordance with Part III of Boeing Service Bulletin 737-28-1088, dated September 6, 1990. If any fuel leakage is detected, repair prior to further flight in accordance with Part III of the service bulletin. Repeat leak check prior to each flight. \n\n\t\t\tb.\tWithin 12,000 flight cycles after the effective date of this AD, conduct an inspection of the auxiliary fuel tank and support structure in accordance with Part II of Boeing Service Bulletin 737- 28-1088, dated September 6, 1990. Repeat this inspection at intervals not to exceed 12,000 flight cycles. Accomplishment of this inspection constitutes terminating action for the inspection requirements of paragraph A.2.a. of this AD. \n\n\t\t\tc.\tIf a disbonded or cracked panel is detected during the inspections required by paragraphs A.2.a. or A.2.b. of this AD, accomplish one of the following prior to further flight: \n\n\t\t\t\t(1)\tReplace the panel in accordance with Part IV of Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t\t\t(2)\tDeactivate the auxiliary fuel tank in accordance with Boeing Alert Service Bulletin 737-28A1034, Revision 2, dated December 6, 1990; or Boeing Service Bulletin 737-28-1088, dated September 6, 1990; or \n\n\t\t\t\t(3)\tRemove the auxiliary fuel tankin accordance with the Boeing 737 Maintenance Manual Subject 28-14-0. \n\n\tNOTE: A deactivated auxiliary fuel tank will require inspections per paragraph A.2. of this AD when reactivated. Auxiliary fuel tanks that are deactivated but remain in an airplane accumulate the same number of flight cycles as the airplane. \n\n\tB.\tAuxiliary fuel tanks currently not installed in an airplane must be inspected in accordance with Boeing Service Bulletin 737-28-1088, dated September 6, 1990, prior to installation in an airplane if they have accumulated more than 4,000 flight cycles. If any cracking or delamination is detected, repair prior to installation in an airplane. \n\n\tC.\tAn alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Seattle ACO. \n\n\tD.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplane Group, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington. \n\n\tThis amendment (39-7098, AD 91-16-08) becomes effective on September 6, 1991.
2011-23-12: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Several instances of fan blade cracking have been reported. The results of the subsequent technical investigation concluded that the cracking was caused by fan blade flutter at certain engine settings during prolonged ground running. This condition, if not corrected, could affect the integrity of the fan blades, leading to cracking of multiple fan blades and could possibly result in engine failure and release of uncontained high energy debris. We are issuing this AD to prevent fan blade flutter, which could result in an uncontained engine failure and damage to the airplane.
68-26-07: 68-26-07 MCDONNELL DOUGLAS: Amdt. 39-700. Publication of this correction necessary to show correct rework tolerance in Part II (b)(2)(ii). Note: correction is underlined. Applies to Model DC-8 and DC-8F airplanes having certain identified main landing gear forward bogie beam assemblies installed. \n\n\tCompliance required as indicated. \n\n\tSeveral failures in the "critical area" on the bottom of certain main landing gear forward bogie beams have been attributed to fatigue resulting from localized high loads during ground operation. The "critical area" is defined in McDonnell Douglas Letter C1-78-987/WBM. Failures have also occurred in the main landing gear forward bogie beam swivel pin lower lugs due to cracking as a result of corrosion. To preclude further failures of this nature, accomplish the following or an equivalent approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\tPART I ("keyway area") \n\n\t(a)\tPart I of this AD applies to airplanes having a main landing gear forward bogie beam assembly, P/N's 5760590, 5760602, or 5719123, installed (hereinafter referred to as the Bogie Beam Assembly). \n\n\tNOTE: AD 63-27-01, which is superseded, lists parts other than these. These parts may be found either as a component of the main landing gear forward bogie beam and axle assemblies, P/N's 5760631, 5760633, or 5719124, or as a component of main landing gear aft and forward bogie beam assemblies, P/N's 5760630, 5760635, or 5716469. \n\n\t(b)\tRework each Bogie Beam Assembly per that portion of Appendix II, McDonnell Douglas Letter C1-78-228/WBM (or later FAA approved revision) dated February 16, 1965, entitle "IV. Rework Instructions," except that, in lieu of Notes 1, 2, and 3 under 5.A, remove .040 inches of material in a manner prescribed in 5.B following removal of crack indications. Rework may also be accomplished in accordance with procedures approved by the Chief, Aircraft Engineering Division, FAA Western Region. The applicable times are: \n\n\t\t(1)\tFor bogie beams that have never been reworked: \n\n\tWithin the next 400 landings after the effective date of this AD or before the accumulation of a total of 4,000 landings, whichever occurs later; and again within 6,000 landings (for Bogie Beam Assembly P/N's 5760602 and 571923) or 10,000 landings (for Bogie Beam Assembly P/N 5760590) after the initial rework. \n\n\t\t(2)\tFor bogie beams that have undergone one instance of rework in which .040 inches of material have been removed from an uncracked Bogie Beam Assembly or in which .040 inches of material have been removed following removal of crack indications: \n\n\tWithin 6,000 landings (for Bogie Beam Assembly P/N's 5760602 and 5719123) or 10,000 landings (for Bogie Beam Assembly P/N 5760590) after the initial rework, or within the next 400 landings after the effective date of this AD, whichever occurs later. \n\n\t\t(3)\tFor bogie beams that have undergone one or more instances of rework in which less than the specified .040 inches of material have been removed from an uncracked Bogie Beam Assembly or in which less than .040 inches of material have been removed following removal of crack indications: \n\n\tThe applicable times will be as established by the Chief, Aircraft Engineering Division, FAA Western Region, for each specific case. \n\n\t(c)\tIn accomplishing the rework per (b) of Part I of this AD, the total depth of material removed at the centerline of the keyway, including the material removed during all phases of any rework previously performed, shall not exceed .120 inches without prior approval by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(d)\tWithin the next 400 landings after the effective date of this AD or before the accumulation of a total of 4,000 landings, whichever occurs later, install "Kit A" or "Kit E" per that portion of McDonnell Douglas Service Bulletin No. 32-79, Reissue No. 1, Revision No. 3 (or later FAA approved revision) dated January 26, 1968, entitled "2. Accomplish Instructions. Kit A and Kit E, " or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(e)\tLubricate each Bogie Beam Assembly at the bogie beam swivel joint in accordance with the lubrication instructions contained in Figure 2, Sheets 1 through 3, of McDonnell Douglas Service Bulletin No. 32-79, Reissue No. 1, Revision No. 3, dated January 26, 1968, or later FAA approved revision, or by a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 100 hours time in service after the effective date of this AD and thereafter at intervals not to exceed 100 hours time in service from the last lubrication. Lubrication under this paragraph may be discontinued upon the installation of "Kit A" or "Kit E" in accordance with (d) of Part I or this AD. \n\n\tNOTE: While not part of this AD, Bogie Beam Assemblies reworked per "Kit A" or "Kit E" should still be lubricated between the swivelpin and the lower swivel lug bushing in accordance with good maintenance practice. \n\n\t(f)\tFor the purpose of complying with Part I of this AD: \n\n\t\t(1)\tOperators who have not kept records of the number of landings accumulated by individual Bogie Assemblies shall, in lieu thereof, substitute the total number of landings of the airplanes on which the Bogie Beam Assembly has been installed. \n\n\t\t(2)\tSubject to acceptance by the assigned FAA Maintenance Inspector, the operator may determine the number of landings by dividing each airplane's hours time in service by the operator's fleet average time from take-off to landing for the airplane type. \n\n\t\t(3)\tUpon request of the operator, an FAA Maintenance Inspector, subject to prior approval of the Chief, Aircraft Engineering Division, FAA Western Region, may adjust the repetitive intervals for lubrication in (e) of Part I of this AD if the request contains substantiating data to justify the increase for such operator. \n\n\tPART II ("critical area") \n\n\t(a)\tPart II of this AD applies to airplanes having a main landing gear forward bogie beam assembly, P/N's 5760602, 5719123, 5773032, 5773033, or 5777346, installed (hereinafter referred to as the Bogie Beam Assembly). \n\n\tNOTE: AD 64-17-7, which is superseded, does not list all of these parts. These parts may also be found either as a component of main landing gear forward bogie beam and axle assemblies, P/N's 5760631 or 5719124, or as a component of main landing gear aft and forward bogie beam assemblies, P/N's 5760630, 5716469, or 5774700. \n\n\t(b)\tInspect each Bogie Beam Assembly "critical area" in accordance with McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or in accordance with an inspection procedure approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 400 landings after the effective date of this AD or before the accumulation of a total of 4000 landings after the effective date of this AD or before the accumulation of a total of 4000 landings, whichever occurs later, unless an initial .006 inches of material has been removed (per McDonnell Douglas Letter C1-78-987/WBM) with the last 800 landings prior to the effective date of this AD or unless .040 inches of material has been removed (per McDonnell Douglas Letter C1-78-228/WBM) within the last 2600 landings prior to the effective date of this AD. \n\n\t\t(1)\tIf no cracks are found and the bogie beam has not previously been reworked in the "critical area," perform (i) or (ii) below. \n\n\tIf the bogie beam has previously been reworked in the "critical area," perform (ii) below. \n\n\t\t \t(i)\tRemove .006 inches of material in accordance with McDonnell Douglas Letter \nC1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework see (c) below).(ii)\tRemove .040 inches of material in accordance with Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM dated February 16, 1965, or later FAA approved revision, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework see (d) below). \n\n\t\t(2)\tIf cracks are found, remove all crack indications in accordance with the rework instructions in Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM, dated February 16, 1965, or later FAA approved revision or a method approved by the Chief, Aircraft Engineering Division, FAA Western Region. After removal of crack indications, perform one of the following: \n\n\t\t\t(i)\tIf no crack indications were evident after removal .003 inches of material and the bogie beam has not previously been reworked in accordance with McDonnell Douglas Letter C1-78-987/WBM or undergone any other rework, complete the rework to a total depth of .006 inches as specified in McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework, see (c) below). \n\n\t\t\t(ii)\tIf no crack indications were evident after removal of .003 inches of material, continue to rework by removing an additional .040 inches of material below the bottom of the crack in accordance with Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM, or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework, see (d) below). \n\n\t\t\t(iii)\tIf crack indications were evident after removal of .003 inches of material but no crack indications were evident after removal of up to .030 inches of material, continue to rework by removing an additional .040 inches of material below the bottom of the crack in accordance with Section IV of Appendix I of McDonnell Douglas Letter C1-78-228/WBM or perform a rework approved by the Chief, Aircraft Engineering Division, FAA Western Region. (For subsequent inspection and rework, see (d) below). \n\n\t(c)\tReinspect each Bogie Beam Assembly "critical area" per McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA Approved revision, or in accordance with a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 400 landings after the effective date of this AD, or within the next 1,200 landings following removal of .006 inches of material per McDonnell Douglas Letter C1-78-987/WBM, whichever occurs later. If cracks are found, remove the cracks as specified per (b)(2)(iii). If no cracks are found, accomplish rework per (b)(2)(ii). \n\n\t(d)\tReinspect each Bogie Beam Assembly "critical area" per McDonnell Douglas Letter C1-78-987/WBM, Revision 1, dated July 17, 1964, or later FAA approved revision, or in accordancewith a method approved by the Chief, Aircraft Engineering Division, FAA Western Region, within the next 400 landings after the effective date of this AD, or within the next 3,000 landings following rework per McDonnell Douglas Letter C1-78-228/WBM, whichever occurs later, and reinspect at intervals not to exceed 3,000 landings following any rework performed in accordance with this paragraph. If cracks are found, remove the cracks per (b)(2)(ii) or (b)(2)(iii). If no cracks are found, remove .040 inches of material per (b)(2)(ii). \n\n\t(See paragraph (e) of Part II of this AD for bogie beam limitations.) \n\n\t(e)\tThe following limitations apply to bogie beams reworked in accordance with (b), (c) and (d) above: \n\n\t\t(1)\tThe bogie beam must not be reworked more than 3 times in accordance with Section IV or Appendix I of McDonnell Douglas Letter C1-78-228/WBM or an FAA approved equivalent rework. \n\n\t\t(2)\tThe bogie beam must not be used beyond a total of 3,000 landings after the thirdrework in accordance with Section IV of Appendix I of McDonnell Douglas letter C1-78-228/WBM or an FAA approved equivalent rework. \n\n\t(f)\tA bogie beam assembly specified in this AD may be replaced with one of the following: \n\n\t\t(1)\tA new bogie beam approved for installation on an airplane with an approved takeoff weight equal to or in excess of the takeoff weight of the airplane receiving the replacement bogie beam. The following table lists the airplane approved takeoff weights with the appropriate bogie beam assembly part numbers. \n\n\n\nT.O. Weight\n(1000 lbs.)\nBogie Beam \nAssembly P/N\n\n\n276\n5760590\n\n5773031\n300\n5760602\n\n5773032\n315\n5719123\n\n5773033\n325\n5777346\n\n5778946\n\n\t\t(2)\tA bogie beam assembly inspected and reworked in accordance with this AD that has not exceeded the landing life limits of this AD. \n\n\t\t(3)\tA bogie beam assembly approved by the Chief, Aircraft Engineering Division, FAA Western Region. \n\n\t(g)\tFor the purpose of complying with PartII of this AD: \n\n\t\t(1)\tOperators who have not kept records of the number of landings accumulated by individual Bogie Beam Assemblies shall, in lieu thereof, substitute the total number of landings of the airplanes on which the Bogie Beam Assembly has been installed. \n\n\t\t(2)\tSubject to acceptance by the assigned FAA Maintenance Inspector, the operator may determine the number of landings by dividing each airplane's hours time in service by the operator's fleet average time from take-off to landing for the airplane type. \n\nThis amendment becomes effective February 1, 1969.