AD 68-26-07

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AD Number:
68-26-07
Document Type:
AD Final Rules
Docket Number:
Unknown
Subject Heading:
Airworthiness Directives; MCDONNELL DOUGLAS DC-8 and DC-8F Airplanes
Subject:
Forward Bogie Beams
Status:
Current
Citation:
This information is not available.
Citation Publish Date:
Effective Date:
02/01/1969
Make:
The Boeing Company
Model:
DC-8-11 | DC-8-12 | DC-8-21 | DC-8-31 | DC-8-32 | DC-8-33 | DC-8-41 | DC-8-42 | DC-8-43 | DC-8-51 | ...Show more
Product Type:
Aircraft
Product Subtype:
Large Airplane
Affected AD:
Superseded AD:
Affected By:
Superseded By:
Service/Office:
Office of Primary Responsibility:
CFR Part Reference:
Part 39
Comments:
AIRWORTHINESS DIRECTIVES FINAL RULES: 68-26-07
CITATION:   This information is not available.

PAGE NUMBER:  

DOCKET NUMBER:   Unknown

AMENDMENT:   39-700

AD NUMBER:   68-26-07

SUBJECT HEADING:   Airworthiness Directives; MCDONNELL DOUGLAS DC-8 and DC-8F Airplanes

ACTION:  

SUMMARY:  

DATES:   Effective February 1, 1969.

ADDRESSES:  

FOR FURTHER INFORMATION CONTACT:  

SUPPLEMENTARY INFORMATION:  

REGULATORY TEXT:  
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.

Compliance required as indicated.

Several 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.

PART I ("keyway area")

(a) Part 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).

NOTE: AD 63-27-01, which is superseded, lists parts other than these.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.

(b) Rework 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:

(1) For bogie beams that have never been reworked:

Within 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.

(2) For 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:

Within 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.

(3) For 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:

The applicable times will be as established by the Chief, Aircraft Engineering Division, FAA Western Region, for each specific case.

(c) In 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.

(d) Within 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.

(e) Lubricate 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.

NOTE: While not part of this AD, Bogie Beam Assemblies reworked per "Kit A" or "Kit E" should still be lubricated between the swivel pin and the lower swivel lug bushing in accordance with good maintenance practice.

(f) For the purpose of complying with Part I of this AD:

(1) Operators 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.

(2) Subject 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.

(3) Upon 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.

PART II ("critical area")

(a) Part 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).

NOTE: 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.

(b) Inspect 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.

(1) If no cracks are found and the bogie beam has not previously been reworked in the "critical area," perform (i) or (ii) below.

If the bogie beam has previously been reworked in the "critical area," perform (ii) below.

(i) Remove .006 inches of material in accordance with 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).

(ii) Remove .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).

(2) If 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:

(i) If 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).

(ii) If 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).

(iii) If 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).

(c) Reinspect 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).

(d) Reinspect 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 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).

(See paragraph (e) of Part II of this AD for bogie beam limitations.)

(e) The following limitations apply to bogie beams reworked in accordance with (b), (c) and (d) above:

(1) The 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.

(2) The bogie beam must not be used beyond a total of 3,000 landings after the third rework in accordance with Section IV of Appendix I of McDonnell Douglas letter C1-78-228/WBM or an FAA approved equivalent rework.

(f) A bogie beam assembly specified in this AD may be replaced with one of the following:

(1) A 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.



T.O. Weight
(1000 lbs.)
	
Bogie Beam
Assembly P/N

	

276
	
5760590

	
5773031


300
	
5760602

	
5773032


315
	
5719123

	
5773033


325
	
5777346

	
5778946

(2) A bogie beam assembly inspected and reworked in accordance with this AD that has not exceeded the landing life limits of this AD.

(3) A bogie beam assembly approved by the Chief, Aircraft Engineering Division, FAA Western Region.

(g) For the purpose of complying with Part II of this AD:

(1) Operators 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.

(2) Subject 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.

This amendment becomes effective February 1, 1969.


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