# AD 91-11-10: Cargo Door - Type: Airworthiness directive - Status: Current - Products: Boeing DC-9-15F, DC-9-32F, DC-9-32F (C-9A), DC-9-32F (C-9B), DC-9-33F and DC-9-34F - Effective: July 1, 1991 - Superseded by: Nothing supersedes this AD - Product type: Aircraft, Large airplane - Amendment: 39-7008 - Docket: 90-NM-249-AD - Registered aircraft: 10 may be affected, by airframe or engine model (OpenAirDocs) - FAA DRS: https://drs.faa.gov/browse/excelExternalWindow/78A7CE236962B44986256A080064B7AC.0001 - DRS record last changed: May 30, 2024 - Page: https://openairdocs.org/ad/91-11-10 ## The airworthiness directive 91-11-10 MCDONNELL DOUGLAS: Amendment 39-7008. Docket No. 90-NM-249-AD. Applicability: Model DC-9-15F, -32F, -33F, and -34F series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent loss of control following the opening of the main deck cargo door, accomplish the following: A. Within 30 days after the effective date of this AD, add the following procedure to the FAA-approved Airplane Flight Manual (AFM) Emergency Procedures. This may be accomplished by inserting a copy of this AD in the AFM. CARGO DOOR OPENS DURING FLIGHT MAIN CARGO DOOR OPENS AFTER TAKEOFF: Series 15F Series 32F, 33F, 34F Directional Control......................... Maintain Maintain Landing Gear................................. Up Up Flaps.................................................. Takeoff --- Flaps/Slats....................................... --- Takeoff Land as soon aspractical. NOTE: The airplane yaw to the right may require almost full left rudder and aileron inputs to correct. Left turns may be more controllable than right turns. Return to the runway should be accomplished with coordinated turns using very little bank (less than 20 degrees), and with speed appropriate to the flap/slat position. Loss of communication may result if the cargo door strikes the upper VHF antenna (try another radio). Do not change configuration until lined up for straight-in landing. MAIN CARGO DOOR OPENS DURING CLIMB, CRUISE, DESCENT, OR APPROACH: Directional control: Maintain Maintain Rapid decompression/emergency descent: Accomplish (if required) Accomplish (if required) NOTE: Do not exceed recommended structural damage airspeed during descent. After level-off, slow to minimum maneuvering speed. Land as soon as practical. Accomplish "on final approach" items. MAIN CARGO DOOR OPENS ON FINAL APPROACH: Landing Gear Down Down Flaps 30° --- Flaps/Slats --- 25°/Ext IAS Establish* Establish* *Reduce to normal approach speed using normal wind additives. NOTE: There may be indicated airspeed and altitude variations due to disturbed airflow across the static ports. B. An 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, Los Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Operations Inspector who may concur or comment then send it to the Manager, Los Angeles ACO. C. Special 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. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to McDonnell Douglas Corporation, 3855 Lakewood Boulevard, Long Beach, California 90846, Attention: Business Unit Manager, Technical Publications, C1-HCW (34-60). This information may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington, or the Los Angeles Aircraft Certification Office, 3229 East Spring Street, Long Beach, California. This amendment (39-7008, AD 91-11-10) becomes effective on July 1, 1991. ## Affected data sheets (1) (OpenAirDocs) The type certificate data sheets whose models the AD names. - [TCDS A6WE](https://openairdocs.org/tcds/A6WE): The Boeing Company; names 4 of 25 models: DC-9-15F, DC-9-34F, DC-9-33F, DC-9-32F ## Registered aircraft it may apply to (OpenAirDocs) Matched by airframe and engine model; the AD's applicability may narrow it by serial number, part number or equipment. - Aircraft: 10 (10 by airframe model, 0 by engine model) - Makers: Mcdonnell Douglas 7, Douglas 3 Models with the most aircraft: - [Mcdonnell Douglas DC-9-15F](https://openairdocs.org/model/mcdonnell-douglas-dc-9-15f): 3 aircraft (airframe model) - [Mcdonnell Douglas DC-9-33F](https://openairdocs.org/model/mcdonnell-douglas-dc-9-33f): 3 aircraft (airframe model) - [Douglas DC-9-15F](https://openairdocs.org/model/douglas-dc-9-15f): 1 aircraft (airframe model) - [Douglas DC-9-32F](https://openairdocs.org/model/douglas-dc-9-32f): 1 aircraft (airframe model) - [Mcdonnell Douglas DC-9-32F](https://openairdocs.org/model/mcdonnell-douglas-dc-9-32f): 1 aircraft (airframe model) - [Douglas DC-9-33F](https://openairdocs.org/model/douglas-dc-9-33f): 1 aircraft (airframe model) All 6 models: https://openairdocs.org/ad/91-11-10/models.md Every aircraft: https://openairdocs.org/ad/91-11-10/aircraft.md Its text cites no advisory circulars or STCs. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.