Airworthiness Directives; Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Airplanes, 20819-20824 [2014-08302]
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Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules
the type-certification basis under
§ 21.17(a)(2).
of airplanes. It is not a rule of general
applicability.
Novel or Unusual Design Features
The Model EMB–550 will incorporate
the following novel or unusual design
features: A stowage compartment
located in the lavatory designed to store
passenger belongings. The stowage
compartment may be isolated from the
main passenger cabin by two doors
(lavatory and stowage compartment
doors), which could hinder the ability to
detect smoke or fire. The installation of
a stowage compartment in the lavatory
is a novel and unusual design feature for
which the applicable airworthiness
regulations do not contain adequate or
appropriate safety standards.
List of Subjects in 14 CFR Part 25
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Discussion
Embraer did not classify the EMB–550
stowage compartment in the aft part of
the pressurized area as a Class B cargo
compartment due to its relatively small
volume of 37 cubic feet. The
compartment has a door that is intended
to be closed in all phases of flight but
can be opened to allow passenger access
during flight. The lavatory door must be
kept open for takeoff and landing but
will likely be kept closed in all other
phases of flight.
Due to the facts that the stowage
compartment is not classified as a Class
B cargo compartment and may be
isolated from the main cabin by two
doors during flight, and considering that
it will be used to store passenger
belongings, existing requirements for
stowage compartments are not adequate
to address fire protection concerns. The
isolation characteristics and the
possibility of storing items that may
start a fire create the potential for an
undetected fire event.
Additional safety precautions are
required to avoid a situation where a
fire condition remains undetected in an
isolated stowage compartment. The
proposed additional safety standards in
the stowage compartment compensate
for the increased risk of an undetected
fire.
Applicability
As discussed above, these special
conditions are applicable to the Embraer
Model EMB–550. Should Embraer S.A.
apply at a later date for a change to the
type certificate to include another
model incorporating the same novel or
unusual design feature, the special
conditions would apply to that model as
well.
Conclusion
This action affects only certain novel
or unusual design features on one model
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Aircraft, Aviation safety, Reporting
and recordkeeping requirements.
The authority citation for these
special conditions is as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701,
44702, 44704.
The Proposed Special Conditions
Accordingly, the Federal Aviation
Administration (FAA) proposes the
following special conditions as part of
the type certification basis for Embraer
S.A. Model EMB–550.
1. Stowage Compartment Fire
Protection.
a. A means for fire detection that
meets the provisions of § 25.858 is
required regardless of the fact that the
compartment is not classified as a cargo
compartment per § 25.857 (only a
‘‘stowage’’ compartment). A visual and
audible indication of smoke detection
that clearly identifies that smoke has
been detected in the stowage
compartment must be provided to the
flight or cabin crew.
b. In addition to the requirements of
§ 25.851, at least one hand-held or
manually-activated compartment fire
extinguisher appropriate to the kinds of
fires likely to occur and, if applicable,
associated protective breathing
equipment must be provided in the
lavatory.
c. Sufficient access must be provided
to enable a crew member to effectively
reach any part of the stowage
compartment with the content of a
hand-held fire extinguisher.
d. When the access provisions are
being used, no hazardous quantity of
smoke, flames, or extinguishing agent
will enter any compartment occupied by
the crew or passengers.
e. A liner must be provided that meets
the requirements of § 25.855 at
Amendment 25–60 for a Class B cargo
compartment unless it can be shown
that the material used to construct the
stowage compartment meets the
flammability requirements by a 60second vertical test in lieu of 12-second
vertical test and by presenting past test
results of typical panels that meet the
45-degree flame penetration test.
Issued in Renton, Washington, on April 8,
2014.
John P. Piccola,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–08269 Filed 4–11–14; 8:45 am]
BILLING CODE 4910–13–P
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20819
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0227; Directorate
Identifier 2013–NM–211–AD]
RIN 2120–AA64
Airworthiness Directives; Lockheed
Martin Corporation/Lockheed Martin
Aeronautics Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 95–26–11,
which applies to all Lockheed Martin
Corporation/Lockheed Martin
Aeronautics Company Model L–1011
series airplanes. AD 95–26–11 currently
requires inspections to detect cracking
of the fittings that attach the aft pressure
bulkhead to the fuselage stringers,
inspections to detect cracking of the
fittings and of the splice tab of the aft
pressure bulkhead, and corrective
actions if necessary. Since we issued AD
95–26–11, we have determined that the
fittings at stringer attachments to the
upper region of the aft pressure
bulkhead are subject to widespread
fatigue damage (WFD), which could
result in cracking in the aft pressure
bulkhead. This proposed AD would
reduce the compliance time; add
inspections for cracking of certain aft
fuselage skin panels; add a structural
modification; and also add a post
modification inspection program. We
are proposing this AD to prevent
simultaneous failure of multiple stringer
end fittings through fatigue cracking at
the aft pressure bulkhead, which could
lead to rapid decompression of the
airplane.
SUMMARY:
We must receive comments on
this proposed AD by May 29, 2014.
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
https://www.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.
DATES:
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For service information identified in
this proposed AD, contact Lockheed
Martin Corporation/Lockheed Martin
Aeronautics Company, L1011 Technical
Support Center, Dept. 6A4M, Zone
0579, 86 South Cobb Drive, Marietta,
GA 30063–0579; telephone 770–494–
5444; fax 770–494–5445; email
L1011.support@lmco.com; Internet
https://www.lockheedmartin.com/ams/
tools/TechPubs.html. You may view this
referenced service information at the
FAA, Transport Airplane Directorate,
1601 Lind Avenue SW., Renton, WA.
For information on the availability of
this material at the FAA, call 425–227–
1221.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0227; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
Carl
Gray, Aerospace Engineer, Airframe
Branch, ACE–117A, FAA, Atlanta
Aircraft Certification Office (ACO), 1701
Columbia Avenue, College Park, GA
30337; phone: 404–474–5554; fax: 404–
474–5605; email: Carl.W.Gray@faa.gov.
FOR FURTHER INFORMATION CONTACT:
SUPPLEMENTARY INFORMATION:
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Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2014–0227; Directorate Identifier
2013–NM–211–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
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Discussion
Structural fatigue damage is
progressive. It begins as minute cracks,
and those cracks grow under the action
of repeated stresses. This can happen
because of normal operational
conditions and design attributes, or
because of isolated situations or
incidents such as material defects, poor
fabrication quality, or corrosion pits,
dings, or scratches. Fatigue damage can
occur locally, in small areas or
structural design details, or globally.
Global fatigue damage is general
degradation of large areas of structure
with similar structural details and stress
levels. Multiple-site damage is global
damage that occurs in a large structural
element such as a single rivet line of a
lap splice joining two large skin panels.
Global damage can also occur in
multiple elements such as adjacent
frames or stringers. Multiple-sitedamage and multiple-element-damage
cracks are typically too small initially to
be reliably detected with normal
inspection methods. Without
intervention, these cracks will grow,
and eventually compromise the
structural integrity of the airplane, in a
condition known as WFD. As an
airplane ages, WFD will likely occur,
and will certainly occur if the airplane
is operated long enough without any
intervention.
The FAA’s WFD final rule (75 FR
69746, November 15, 2010) became
effective on January 14, 2011. The WFD
rule requires certain actions to prevent
structural failure due to WFD
throughout the operational life of
certain existing transport category
airplanes and all of these airplanes that
will be certificated in the future. For
existing and future airplanes subject to
the WFD rule, the rule requires that
design approval holders (DAHs)
establish a limit of validity (LOV) of the
engineering data that support the
structural maintenance program.
Operators affected by the WFD rule may
not fly an airplane beyond its LOV,
unless an extended LOV is approved.
The WFD rule (75 FR 69746,
November 15, 2010) does not require
identifying and developing maintenance
actions if the DAHs can show that such
actions are not necessary to prevent
WFD before the airplane reaches the
LOV. Many LOVs, however, do depend
on accomplishment of future
maintenance actions. As stated in the
WFD rule, any maintenance actions
necessary to reach the LOV will be
mandated by airworthiness directives
through separate rulemaking actions.
In the context of WFD, this action is
necessary to enable DAHs to propose
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LOVs that allow operators the longest
operational lives for their airplanes, and
still ensure that WFD will not occur.
This approach allows for an
implementation strategy that provides
flexibility to DAHs in determining the
timing of service information
development (with FAA approval),
while providing operators with certainty
regarding the LOV applicable to their
airplanes.
On December 18, 1995, we issued AD
95–26–11, Amendment 39–9469 (60 FR
66870, December 27, 1995), for all
Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company Model L–
1011 series airplanes. AD 95–26–11
requires repetitive inspections to detect
cracking of the fittings that attach the aft
pressure bulkhead to the fuselage
stringers, repetitive inspections to detect
cracking of the fittings and of the splice
tab of the aft pressure bulkhead, and
corrective actions if necessary. AD 95–
26–11 was prompted by the results of
the visual inspections performed in
accordance with AD 95–18–52; the
inspection results indicated that the
visual inspections were inadequate to
detect fatigue cracking. AD 95–26–11
superseded AD 95–18–52, Amendment
39–9366 (60 FR 47465, September 13,
1995).
Actions Since AD 95–26–11,
Amendment 39–9469 (60 FR 66870,
December 27, 1995) Was Issued
Since we issued AD 95–26–11,
Amendment 39–9469 (60 FR 66870,
December 27, 1995), we have
determined that the fittings at stringer
attachments to the upper region of the
aft pressure bulkhead are subject to
WFD. If cracks in the stringer end
fittings remain undetected, the cracks
will propagate until the end fitting is
severed. The load in the severed fitting
redistributes to the adjacent fittings and,
if those fittings have undetected cracks,
the increased load will cause those
cracks to propagate at a faster rate than
the first fitting. This process continues
until there are multiple damaged fittings
adjacent to one another at which point
the membrane and discontinuity loads
in the aft pressure dome are
redistributed to the fuselage skin by
shear-bending of the vertical leg of the
aft pressure bulkhead ring inner and
outer tee caps. This bending induces a
circumferential fatigue crack in the tee
cap vertical leg. Once this crack reaches
its critical length, the result is a rapid
decompression of the airplane during
flight.
Relevant Service Information
We reviewed Lockheed Service
Bulletin 093–53–105, Revision 3, dated
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May 31, 2013. This service bulletin
describes, among other things,
procedures for the following actions.
• For airplanes with a large (47-inchwide) aft passenger door, a borescope
inspection for cracking of the end
fittings at stringer locations 12, 13, 53,
and 54.
• For airplanes with a large aft
passenger door, an eddy current surface
scan (ECSS) inspection for cracking of
the left and right aft fuselage skin panels
and related investigative and corrective
action. The related investigative actions
include bolt hole eddy current (BHEC),
ECSS, and borescope inspections. The
corrective actions include repairs.
• For all airplanes, a structural
modification consisting of removing and
replacing all stringer end fittings at
stringers 1 through 14, and 52 through
64. This modification is preceded by an
ECSS inspection to detect cracking of
the lower (or inner) surface of the upper
bonded splice tab of the bulkhead
assembly; and a BHEC inspection for
cracking of the six fastener holes in the
inner tee cap forward flange.
• For all airplanes, a repetitive poststructural modification inspection
program consisting of the inspections
and, if necessary, the related
investigative and corrective actions,
specified in paragraph (e) of AD 95–26–
11, Amendment 39–9469 (60 FR 66870,
December 27, 1995); and end fitting and
skin panel inspections, and the related
investigative and corrective actions
mentioned previously if necessary.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would retain
certain requirements of AD 95–26–11,
Amendment 39–9469 (60 FR 66870,
December 27, 1995). This proposed AD
would require accomplishing the
actions specified in the service
information described previously,
except as discussed under ‘‘Differences
Between this AD and the Service
Information.’’
Change to AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27,
1995)
Since AD 95–26–11, Amendment 39–
9469 (60 FR 66870, December 27, 1995)
was issued, the AD format has been
revised, and certain paragraphs have
been rearranged. As a result, the
corresponding paragraph identifiers
have changed in this proposed AD, as
listed in the following table:
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
(a) ............
(c) ............
(d) ............
(e) ............
(f) .............
(g) ............
Explanation of Compliance Time
The compliance time for the
modification specified in this proposed
AD for addressing WFD was established
to ensure that discrepant structure is
modified before WFD develops in
airplanes. Standard inspection
techniques cannot be relied on to detect
WFD before it becomes a hazard to
flight. We will not grant any extensions
of the compliance time to complete any
AD-mandated service bulletin related to
WFD without extensive new data that
would substantiate and clearly warrant
such an extension.
We estimate that this proposed AD
affects 26 airplanes of U.S. registry.
We estimate the following costs to
comply with this proposed AD:
Corresponding
requirement in this
proposed AD
paragraph
paragraph
paragraph
paragraph
paragraph
paragraph
Although Lockheed Service Bulletin
093–53–105, Revision 3, dated May 31,
2013, specifies that operators may
contact the manufacturer for disposition
of certain repair conditions, this
proposed AD would require operators to
repair those conditions in accordance
with a method approved by the FAA.
Costs of Compliance
REVISED PARAGRAPH IDENTIFIERS
Requirement in
AD 95–26–11,
amendment 39–9469
(60 FR 66870,
December 27, 1995)
Differences Between This Proposed AD
and the Service Information
(g).
(h).
(i).
(j).
(l).
(m).
ESTIMATED COSTS
Action
Parts
cost
Labor cost
Inspections [actions retained from AD 95–26–
11, Amendment 39–9469 (60 FR 66870, December 27, 1995)].
Inspections and modification [new proposed action].
We estimate the following costs to do
any necessary replacements that would
Cost per product
23 work-hours × $85 per hour =
$1,955 per inspection cycle.
$0
$1,955 per inspection cycle ..
185 work-hours × $85 per hour =
$15,725.
$6,750
$22,475 ..................................
be required based on the results of the
proposed inspection. We have no way of
Cost on U.S.
operators
$50,830 per
inspection
cycle.
$584,350.
determining the number of aircraft that
might need these replacements:
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ON-CONDITION COSTS
Action
Labor cost
Parts cost
Cost per
product
Replacement of one fitting ................................................
16 work-hour × $85 per hour = $1,360 ...........................
$250
$1,610
We have received no definitive data
that would enable us to provide cost
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estimates for the other on-condition
actions specified in this proposed AD.
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Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
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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.
We are 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
We have determined that this
proposed AD would not have federalism
implications under Executive Order
13132. This proposed AD would 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 the proposed regulation:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Is not a ‘‘significant rule’’ under
the DOT Regulatory Policies and
Procedures (44 FR 11034, February 26,
1979),
(3) Will not affect intrastate aviation
in Alaska, and
(4) Will not have a significant
economic impact, positive or negative,
on a substantial number of small entities
under the criteria of the Regulatory
Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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The Proposed Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 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. Amend § 39.13 by removing
Airworthiness Directive (AD) 95–26–11,
■
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Amendment 39–9469 (60 FR 66870,
December 27, 1995), and adding the
following new AD:
Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company: Docket
No. FAA–2014–0227; Directorate
Identifier 2013–NM–211–AD.
(a) Comments Due Date
The FAA must receive comments on this
AD action by May 29, 2014.
(b) Affected ADs
This AD supersedes AD 95–26–11,
Amendment 39–9469 (60 FR 66870,
December 27, 1995).
(c) Applicability
This AD applies to all Lockheed Martin
Corporation/Lockheed Martin Aeronautics
Company Model L–1011–385–1, L–1011–
385–1–14, L–1011–385–1–15, and L–1011–
385–3 airplanes, certificated in any category.
(d) Subject
Air Transport Association (ATA) of
America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a determination
that the fittings at stringer attachments to the
upper region of the aft pressure bulkhead are
subject to widespread fatigue damage (WFD).
We are issuing this AD to prevent
simultaneous failure of multiple stringer end
fittings through fatigue cracking at the aft
pressure bulkhead, which could lead to rapid
decompression of the airplane.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Retained Detailed Visual Inspection
This paragraph restates the requirements of
paragraph (a) of AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27, 1995),
with no changes. Perform a detailed visual
inspection to detect cracking of the fittings
that attach the aft pressure bulkhead to the
fuselage stringers (hereinafter referred to as
‘‘fittings’’) at stringers 1 through 10 (right
side) and at stringers 56 through 64 (left
side), at the later of the times specified in
either paragraph (g)(1) or (g)(2) of this AD.
(1) Prior to the accumulation of 20,000
total flight cycles; or
(2) Within the next 25 flight cycles or 10
days after September 28, 1995 (the effective
date of AD 95–18–52, Amendment 39–9366
(60 FR 47465, September 13, 1995)),
whichever occurs earlier.
(h) Retained Corrective Action for Cracked
Fitting
This paragraph restates the requirements of
paragraph (c) of AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27, 1995),
with no changes. If any cracked fitting is
detected during the inspection required by
paragraph (g) of this AD: Before further flight,
accomplish the requirements of paragraphs
(h)(1) and (h)(2) of this AD.
(1) Replace the cracked fitting with a new
fitting, or with a serviceable fitting on which
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a detailed visual inspection has been
performed previously to detect cracking and
that has been found to be free of cracks.
(2) Perform a detailed visual inspection to
detect cracking in the radius at the lower end
of the vertical leg of the bulkhead T-shaped
frame between the stringer locations on
either side of the stringer having the cracked
fitting. If any cracked T-shaped frame is
detected: Before further flight, repair in
accordance with a method approved by the
Manager, Atlanta Aircraft Certification Office
(ACO), FAA.
(i) Retained Repetitive Fitting Inspections
This paragraph restates the requirements of
paragraph (d) of AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27, 1995),
with no changes. Repeat the inspections and
other necessary actions required by
paragraphs (g) and (h) of this AD at intervals
not to exceed 1,800 flight cycles or 3,000
flight hours, whichever occurs earlier, until
paragraph (j) of this AD is accomplished.
(j) Retained Eddy Current Surface Scan
(ECSS) Inspections, and Related
Investigative and Corrective Actions
This paragraph restates the requirements of
paragraph (e) of AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27, 1995),
with revised compliance times specified in
paragraph (k) of this AD, exclusion of an
ECSS inspection for certain airplanes, and
new service information. Except as provided
by paragraph (l) of this AD: At the applicable
time specified in paragraph (k)(1) of this AD,
accomplish the requirements of paragraphs
(j)(1) and (j)(2) of this AD. Repeat the ECSS
inspections thereafter at the compliance time
specified in paragraph (k)(2) of this AD.
Accomplishment of the ECSS inspection
constitutes terminating action for the
repetitive inspection requirements of
paragraph (i) of this AD.
(1) Perform an ECSS inspection to detect
cracking of the fittings at stringers 1 through
14 (right side) and at stringers 52 through 64
(left side), in accordance with the
Accomplishment Instructions of Lockheed L–
1011 Service Bulletin 093–53–105, Revision
1, dated November 17, 1995; or Lockheed L–
1011 Service Bulletin 093–53–105, Revision
3, dated May 31, 2013; except for airplanes
with a large (47-inch-wide) aft passenger
door, an ECSS inspection of stringers 12, 13,
53, and 54 is not required by this paragraph.
Except as provided by paragraph (m) of this
AD, if any cracking is detected, prior to
further flight, replace the fitting with a new
fitting without pilot holes, rework the fitting,
and perform various follow-on actions (i.e.,
bolt hole eddy current, ECSS, and borescope
inspections; and repair) of the inner and
outer tee caps, in accordance with the
Accomplishment Instructions of Lockheed L–
1011 Service Bulletin 093–53–105, Revision
1, dated November 17, 1995; or Lockheed L–
1011 Service Bulletin 093–53–105, Revision
3, dated May 31, 2013, except as required by
paragraph (p) of this AD. As of the effective
date of this AD, use only Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013, for accomplishing the
actions required by this paragraph.
(2) Perform an ECSS inspection to detect
cracking of the lower (or inner) surface of the
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upper bonded splice tab of the bulkhead
assembly at stringers 1 through 14 (right side)
and at stringers 52 through 64 (left side), in
accordance with the Accomplishment
Instructions of Lockheed L–1011 Service
Bulletin 093–53–105, Revision 1, dated
November 17, 1995; or Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013. As of the effective date
of this AD, use only Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013, for accomplishing the
actions required by this paragraph.
(i) Except as provided by paragraph (m) of
this AD, if any cracking is detected at the
upper bonded splice tab, repair in
accordance with a method approved by the
Manager, Atlanta ACO, FAA.
(ii) Except as provided by paragraph (m) of
this AD, if any cracking is detected at a
fastener, prior to further flight, perform a bolt
hole eddy current (BHEC) inspection to
detect cracking of the forward flange of the
inner tee cap, in accordance with the
Accomplishment Instructions of Lockheed L–
1011 Service Bulletin 093–53–105, Revision
1, dated November 17, 1995; or Lockheed L–
1011 Service Bulletin 093–53–105, Revision
3, dated May 31, 2013. If any cracking is
detected, prior to further flight, repair in
accordance with the Accomplishment
Instructions of Lockheed L–1011 Service
Bulletin 093–53–105, Revision 1, dated
November 17, 1995; or Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013, except as required by
paragraph (p) of this AD. As of the effective
date of this AD, use only Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013, for accomplishing the
actions required by this paragraph.
(k) Revised Compliance Times for Paragraph
(j) of This AD
(1) Do the initial inspections required by
paragraph (j) of this AD at the earlier of the
times specified in paragraphs (k)(1)(i) and
(k)(1)(ii) of this AD.
(i) Prior to the accumulation of 20,000 total
flight cycles, or within 30 days after January
11, 1996 (the effective date of AD 95–26–11,
Amendment 39–9469 (60 FR 66870,
December 27, 1995)), whichever occurs later.
(ii) At the later of the times specified in
paragraphs (k)(1)(ii)(A) and (k)(1)(ii)(B) of
this AD.
(A) Before the accumulation of 13,875 total
flight cycles.
(B) Within 365 days or 1,000 flight cycles
after the effective date of this AD, whichever
occurs first.
(2) Repeat the inspections specified in
paragraph (j) of this AD within 2,500 flight
cycles after accomplishing the most recent
inspection required by paragraph (j) of this
AD, and repeat the inspection thereafter at
intervals not to exceed 1,750 flight cycles.
(l) Retained Inspection Deferral for
Paragraph (j) of This AD
This paragraph restates the requirements of
paragraph (f) of AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27, 1995).
Accomplishment of the initial ECSS
inspections required by paragraph (j) of this
AD may be deferred to a date within 120 days
VerDate Mar<15>2010
16:59 Apr 11, 2014
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after January 11, 1996 (the effective date of
date of AD 95–26–11, Amendment 39–9469
(60 FR 66870, December 27, 1995)), provided
that, in the interim, a visual inspection as
specified in paragraph (g) of this AD is
accomplished within 30 days after January
11, 1996 (the effective date of date of AD 95–
26–11), and repeated thereafter at intervals
not to exceed 50 flight cycles. Once the ECSS
inspections begin, the visual inspections may
be terminated.
(m) Retained Inspection Deferral With
Revised Compliance Time and New Deferral
This paragraph restates the requirements of
paragraph (g) of AD 95–26–11, Amendment
39–9469 (60 FR 66870, December 27, 1995),
with a revised compliance time, service
information, and a new deferred action.
(1) If two or more adjacent fittings on both
sides of the cracked fittings or bonded splice
tabs/fasteners are determined to be free of
cracks by the ECSS inspection required by
paragraphs (j)(1) and (j)(2) of this AD, repeat
the ECSS inspection of the adjacent fittings
thereafter at intervals not to exceed 600 flight
cycles until the cracked fittings or splice
tabs/fasteners are replaced or repaired, in
accordance with the Accomplishment
Instructions of Lockheed L–1011 Service
Bulletin 093–53–105, Revision 1, dated
November 17, 1995; or Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013. At the applicable time
specified in paragraphs (m)(1)(i) and
(m)(1)(ii) of this AD: Replace the cracked
fitting and/or splice tab/fasteners, in
accordance with the Accomplishment
Instructions of Lockheed L–1011 Service
Bulletin 093–53–105, Revision 1, dated
November 17, 1995; or Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013. As of the effective date
of this AD, use only Lockheed L–1011
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013, for accomplishing the
actions required by this paragraph.
(i) For any crack found before the effective
date of this AD: Within 2,500 flight cycles
after finding the crack.
(ii) For any crack found on or after the
effective date of this AD: Within 1,750 flight
cycles after finding the crack, but no later
than before the accumulation of 20,800 total
flight cycles.
(2) If two or more adjacent fittings on both
sides of the cracked fittings or bonded splice
tabs/fasteners are determined to be free of
cracks by the ECSS inspection required by
paragraphs (j)(1) and (j)(2) of this AD, the
follow-on inspection (i.e., bolt hole eddy
current, ECSS, and borescope inspections) of
the inner and outer tee caps required by
paragraph (j)(1) of this AD may also be
deferred until the cracked fittings are
replaced as required by paragraph (m)(1) of
this AD, but no later than before the
accumulation of 20,800 total flight cycles.
(n) New Repetitive Borescope Inspections of
Certain End Fittings and Corrective Actions
For airplanes with a large (47-inch-wide)
aft passenger door: At the later of the times
specified in paragraphs (n)(1) and (n)(2) of
this AD, do a borescope inspection for
cracking of the stringer end fittings at stringer
PO 00000
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Fmt 4702
Sfmt 4702
20823
locations 12, 13, 53, and 54; and do all
applicable related investigative and
corrective actions; in accordance with the
Accomplishment Instructions of Lockheed
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013; except as specified in
paragraph (p) of this AD. Do all applicable
related investigative and corrective actions
before further flight, except as provided by
paragraph (q) of this AD. Repeat the
inspection of the stringer end fittings
thereafter at intervals not to exceed 1,750
flight cycles until the actions required by
paragraph (r) of this AD have been done.
(1) Before the accumulation of 13,875 total
flight cycles.
(2) Within 365 days or 1,000 flight cycles
after the effective date of this AD, whichever
occurs earlier.
(o) New Repetitive Borescope Inspections of
Fuselage Skin Panels
For airplanes with a large (47-inch-wide)
aft passenger door: At the later of the times
specified in paragraphs (o)(1) and (o)(2) of
this AD, do an ECSS inspection for cracking
of the left and right aft fuselage skin panels;
and do all applicable related investigative
and corrective actions; in accordance with
the Accomplishment Instructions of
Lockheed Service Bulletin 093–53–105,
Revision 3, dated May 31, 2013; except as
specified in paragraph (p) of this AD. Do all
applicable related investigative and
corrective actions before further flight.
Repeat the inspection of the aft fuselage skin
panels thereafter at intervals not to exceed
1,750 flight cycles until the actions required
by paragraph (q) of this AD have been done.
(1) Before the accumulation of 13,875 total
flight cycles.
(2) Within 365 days or 1,000 flight cycles
after the effective date of this AD, whichever
occurs first.
(p) New Service Information Exception
If any cracking is found during any
inspection required by this AD, and
Lockheed Service Bulletin 093–53–105,
Revision 3, dated May 31, 2013, specifies
contacting Lockheed for appropriate action:
Before further flight, repair the cracking in
accordance with a method approved by the
Manager, Atlanta ACO, FAA. As of the
effective date of this AD, for a repair method
to be approved by the Manager, Atlanta ACO,
as required by this paragraph, the Manager’s
approval letter must specifically refer to this
AD.
(q) New Deferral
(1) If two or more adjacent fittings on both
sides of the cracked fittings or bonded splice
tabs/fasteners are determined to be free of
cracks by the ECSS inspection required by
paragraph (o) of this AD, repeat the ECSS
inspection of the adjacent fittings thereafter
at intervals not to exceed 600 flight cycles
until the cracked fittings or splice tabs/
fasteners are replaced or repaired, in
accordance with the Accomplishment
Instructions of Lockheed L–1011 Service
Bulletin 093–53–105, Revision 3, dated May
31, 2013. Within 1,750 flight cycles after
finding the crack, but no later than before the
accumulation of 20,800 total flight cycles,
replace the cracked fitting and/or splice tab/
E:\FR\FM\14APP1.SGM
14APP1
20824
Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules
fasteners, in accordance with the
Accomplishment Instructions of Lockheed L–
1011 Service Bulletin 093–53–105, Revision
3, dated May 31, 2013.
(2) If two or more adjacent fittings on both
sides of the cracked fittings or bonded splice
tabs/fasteners are determined to be free of
cracks by the ECSS inspection required by
paragraph (o) of this AD, the related
investigative actions (inspections of the inner
and outer tee caps) required by paragraph (n)
of this AD may also be deferred until the
cracked fittings are replaced as required by
paragraph (q)(1) of this AD, but no later than
before the accumulation of 20,800 total flight
cycles.
(r) New Pre-structural Modification
Inspections and Structural Modification
Before the accumulation of 20,800 total
flight cycles: Do the applicable actions
specified in paragraphs (r)(1) and (r)(2) of this
AD.
(1) Perform pre-structural modification
inspections by doing the actions required by
paragraphs (j), (n), and (o) of this AD.
(2) Perform a structural modification of the
aft pressure bulkhead by removing and
replacing all stringer end fittings with new or
refurbished fittings at stringers 1 through 14,
and 52 through 64, in accordance with the
Accomplishment Instructions of Lockheed
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013.
(s) New Post-structural Modification
Repetitive Inspections
Within 13,875 flight cycles after
performing the actions required by paragraph
(r)(2) of this AD: Do the actions specified in
paragraphs (j), (n), and (o) of this AD, and
repeat thereafter at intervals not to exceed
13,875 flight cycles.
mstockstill on DSK4VPTVN1PROD with PROPOSALS
(t) No Reporting Requirement
Although Lockheed Service Bulletin 093–
53–105, Revision 3, dated May 31, 2013,
referenced in this AD specifies to submit
certain information to the manufacturer, this
AD does not include that requirement.
(u) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Atlanta ACO, 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 ACO, send it to the
attention of the person identified in
paragraph (v)(1) of this AD.
(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.
(v) Related Information
(1) For more information about this AD,
contact Carl Gray, Aerospace Engineer,
Airframe Branch, ACE–117A, FAA, Atlanta
Aircraft Certification Office (ACO), 1701
Columbia Avenue, College Park, GA 30337;
phone: 404–474–5554; fax: 404–474–5605;
email: carl.w.gray@faa.gov.
VerDate Mar<15>2010
16:59 Apr 11, 2014
Jkt 232001
(2) For service information identified in
this AD, contact Lockheed Martin
Corporation/Lockheed Martin Aeronautics
Company, L1011 Technical Support Center,
Dept. 6A4M, Zone 0579, 86 South Cobb
Drive, Marietta, GA 30063–0579; telephone
770–494–5444; fax 770–494–5445; email
L1011.support@lmco.com; Internet https://
www.lockheedmartin.com/ams/tools/
TechPubs.html. You may view this service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
WA. For information on the availability of
this material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on April 4,
2014.
Michael Kaszycki,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. 2014–08302 Filed 4–11–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0195; Directorate
Identifier 2013–NM–195–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to supersede
Airworthiness Directive (AD) 2008–17–
03, which applies to certain The Boeing
Company Model 737–100, –200, –200C,
–300, –400, and –500 series airplanes.
AD 2008–17–03 currently requires
repetitive inspections to detect fuselage
frame cracking, and corrective action if
necessary. AD 2008–17–03 also
provides for optional terminating action
(repair/preventive change) for the
repetitive inspections. Since we issued
AD 2008–17–03, we have determined
that additional airplanes may be subject
to the identified unsafe condition. This
proposed AD would add airplanes to the
applicability. For the newly added
airplanes, however, this proposed AD
would not provide terminating action
for the repetitive inspections because
service information has not been
provided for a repair/preventive change.
We are proposing this AD to detect and
correct fuselage frame cracking, which
could prevent the left forward entry
door from sealing correctly, and could
cause in-flight decompression of the
airplane.
DATES: We must receive comments on
this proposed AD by May 29, 2014.
SUMMARY:
PO 00000
Frm 00007
Fmt 4702
Sfmt 4702
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
https://www.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.
For service information identified in
this proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, WA 98124–2207;
telephone 206–544–5000, extension 1;
fax 206–766–5680; Internet https://
www.myboeingfleet.com. You may view
this referenced service information at
the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW.,
Renton, WA. For information on the
availability of this material at the FAA,
call 425–227–1221.
ADDRESSES:
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0195; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Alan Pohl, Aerospace Engineer,
Airframe Branch, ANM–120S, FAA,
Seattle Aircraft Certification Office
(ACO), 1601 Lind Avenue SW., Renton,
WA 98057–3356; phone: 425–917–6450;
fax: 425–917–6590; email: alan.pohl@
faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2014–0195; Directorate Identifier
2013–NM–195–AD’’ at the beginning of
your comments. We specifically invite
E:\FR\FM\14APP1.SGM
14APP1
]]>Agencies
[Federal Register Volume 79, Number 71 (Monday, April 14, 2014)]
[Proposed Rules]
[Pages 20819-20824]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-08302]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2014-0227; Directorate Identifier 2013-NM-211-AD]
RIN 2120-AA64
Airworthiness Directives; Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to supersede Airworthiness Directive (AD) 95-26-11,
which applies to all Lockheed Martin Corporation/Lockheed Martin
Aeronautics Company Model L-1011 series airplanes. AD 95-26-11
currently requires inspections to detect cracking of the fittings that
attach the aft pressure bulkhead to the fuselage stringers, inspections
to detect cracking of the fittings and of the splice tab of the aft
pressure bulkhead, and corrective actions if necessary. Since we issued
AD 95-26-11, we have determined that the fittings at stringer
attachments to the upper region of the aft pressure bulkhead are
subject to widespread fatigue damage (WFD), which could result in
cracking in the aft pressure bulkhead. This proposed AD would reduce
the compliance time; add inspections for cracking of certain aft
fuselage skin panels; add a structural modification; and also add a
post modification inspection program. We are proposing this AD to
prevent simultaneous failure of multiple stringer end fittings through
fatigue cracking at the aft pressure bulkhead, which could lead to
rapid decompression of the airplane.
DATES: We must receive comments on this proposed AD by May 29, 2014.
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 https://www.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.
[[Page 20820]]
For service information identified in this proposed AD, contact
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company, L1011
Technical Support Center, Dept. 6A4M, Zone 0579, 86 South Cobb Drive,
Marietta, GA 30063-0579; telephone 770-494-5444; fax 770-494-5445;
email L1011.support@lmco.com; Internet https://www.lockheedmartin.com/ams/tools/TechPubs.html. You may view this referenced service
information at the FAA, Transport Airplane Directorate, 1601 Lind
Avenue SW., Renton, WA. For information on the availability of this
material at the FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0227; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this proposed AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Carl Gray, Aerospace Engineer,
Airframe Branch, ACE-117A, FAA, Atlanta Aircraft Certification Office
(ACO), 1701 Columbia Avenue, College Park, GA 30337; phone: 404-474-
5554; fax: 404-474-5605; email: Carl.W.Gray@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0227;
Directorate Identifier 2013-NM-211-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
Structural fatigue damage is progressive. It begins as minute
cracks, and those cracks grow under the action of repeated stresses.
This can happen because of normal operational conditions and design
attributes, or because of isolated situations or incidents such as
material defects, poor fabrication quality, or corrosion pits, dings,
or scratches. Fatigue damage can occur locally, in small areas or
structural design details, or globally. Global fatigue damage is
general degradation of large areas of structure with similar structural
details and stress levels. Multiple-site damage is global damage that
occurs in a large structural element such as a single rivet line of a
lap splice joining two large skin panels. Global damage can also occur
in multiple elements such as adjacent frames or stringers. Multiple-
site-damage and multiple-element-damage cracks are typically too small
initially to be reliably detected with normal inspection methods.
Without intervention, these cracks will grow, and eventually compromise
the structural integrity of the airplane, in a condition known as WFD.
As an airplane ages, WFD will likely occur, and will certainly occur if
the airplane is operated long enough without any intervention.
The FAA's WFD final rule (75 FR 69746, November 15, 2010) became
effective on January 14, 2011. The WFD rule requires certain actions to
prevent structural failure due to WFD throughout the operational life
of certain existing transport category airplanes and all of these
airplanes that will be certificated in the future. For existing and
future airplanes subject to the WFD rule, the rule requires that design
approval holders (DAHs) establish a limit of validity (LOV) of the
engineering data that support the structural maintenance program.
Operators affected by the WFD rule may not fly an airplane beyond its
LOV, unless an extended LOV is approved.
The WFD rule (75 FR 69746, November 15, 2010) does not require
identifying and developing maintenance actions if the DAHs can show
that such actions are not necessary to prevent WFD before the airplane
reaches the LOV. Many LOVs, however, do depend on accomplishment of
future maintenance actions. As stated in the WFD rule, any maintenance
actions necessary to reach the LOV will be mandated by airworthiness
directives through separate rulemaking actions.
In the context of WFD, this action is necessary to enable DAHs to
propose LOVs that allow operators the longest operational lives for
their airplanes, and still ensure that WFD will not occur. This
approach allows for an implementation strategy that provides
flexibility to DAHs in determining the timing of service information
development (with FAA approval), while providing operators with
certainty regarding the LOV applicable to their airplanes.
On December 18, 1995, we issued AD 95-26-11, Amendment 39-9469 (60
FR 66870, December 27, 1995), for all Lockheed Martin Corporation/
Lockheed Martin Aeronautics Company Model L-1011 series airplanes. AD
95-26-11 requires repetitive inspections to detect cracking of the
fittings that attach the aft pressure bulkhead to the fuselage
stringers, repetitive inspections to detect cracking of the fittings
and of the splice tab of the aft pressure bulkhead, and corrective
actions if necessary. AD 95-26-11 was prompted by the results of the
visual inspections performed in accordance with AD 95-18-52; the
inspection results indicated that the visual inspections were
inadequate to detect fatigue cracking. AD 95-26-11 superseded AD 95-18-
52, Amendment 39-9366 (60 FR 47465, September 13, 1995).
Actions Since AD 95-26-11, Amendment 39-9469 (60 FR 66870, December 27,
1995) Was Issued
Since we issued AD 95-26-11, Amendment 39-9469 (60 FR 66870,
December 27, 1995), we have determined that the fittings at stringer
attachments to the upper region of the aft pressure bulkhead are
subject to WFD. If cracks in the stringer end fittings remain
undetected, the cracks will propagate until the end fitting is severed.
The load in the severed fitting redistributes to the adjacent fittings
and, if those fittings have undetected cracks, the increased load will
cause those cracks to propagate at a faster rate than the first
fitting. This process continues until there are multiple damaged
fittings adjacent to one another at which point the membrane and
discontinuity loads in the aft pressure dome are redistributed to the
fuselage skin by shear-bending of the vertical leg of the aft pressure
bulkhead ring inner and outer tee caps. This bending induces a
circumferential fatigue crack in the tee cap vertical leg. Once this
crack reaches its critical length, the result is a rapid decompression
of the airplane during flight.
Relevant Service Information
We reviewed Lockheed Service Bulletin 093-53-105, Revision 3, dated
[[Page 20821]]
May 31, 2013. This service bulletin describes, among other things,
procedures for the following actions.
For airplanes with a large (47-inch-wide) aft passenger
door, a borescope inspection for cracking of the end fittings at
stringer locations 12, 13, 53, and 54.
For airplanes with a large aft passenger door, an eddy
current surface scan (ECSS) inspection for cracking of the left and
right aft fuselage skin panels and related investigative and corrective
action. The related investigative actions include bolt hole eddy
current (BHEC), ECSS, and borescope inspections. The corrective actions
include repairs.
For all airplanes, a structural modification consisting of
removing and replacing all stringer end fittings at stringers 1 through
14, and 52 through 64. This modification is preceded by an ECSS
inspection to detect cracking of the lower (or inner) surface of the
upper bonded splice tab of the bulkhead assembly; and a BHEC inspection
for cracking of the six fastener holes in the inner tee cap forward
flange.
For all airplanes, a repetitive post-structural
modification inspection program consisting of the inspections and, if
necessary, the related investigative and corrective actions, specified
in paragraph (e) of AD 95-26-11, Amendment 39-9469 (60 FR 66870,
December 27, 1995); and end fitting and skin panel inspections, and the
related investigative and corrective actions mentioned previously if
necessary.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would retain certain requirements of AD 95-26-11,
Amendment 39-9469 (60 FR 66870, December 27, 1995). This proposed AD
would require accomplishing the actions specified in the service
information described previously, except as discussed under
``Differences Between this AD and the Service Information.''
Change to AD 95-26-11, Amendment 39-9469 (60 FR 66870, December 27,
1995)
Since AD 95-26-11, Amendment 39-9469 (60 FR 66870, December 27,
1995) was issued, the AD format has been revised, and certain
paragraphs have been rearranged. As a result, the corresponding
paragraph identifiers have changed in this proposed AD, as listed in
the following table:
Revised Paragraph Identifiers
------------------------------------------------------------------------
Requirement in AD 95-26-11, amendment 39- Corresponding requirement
9469 (60 FR 66870, December 27, 1995) in this proposed AD
------------------------------------------------------------------------
paragraph (a)............................. paragraph (g).
paragraph (c)............................. paragraph (h).
paragraph (d)............................. paragraph (i).
paragraph (e)............................. paragraph (j).
paragraph (f)............................. paragraph (l).
paragraph (g)............................. paragraph (m).
------------------------------------------------------------------------
Differences Between This Proposed AD and the Service Information
Although Lockheed Service Bulletin 093-53-105, Revision 3, dated
May 31, 2013, specifies that operators may contact the manufacturer for
disposition of certain repair conditions, this proposed AD would
require operators to repair those conditions in accordance with a
method approved by the FAA.
Explanation of Compliance Time
The compliance time for the modification specified in this proposed
AD for addressing WFD was established to ensure that discrepant
structure is modified before WFD develops in airplanes. Standard
inspection techniques cannot be relied on to detect WFD before it
becomes a hazard to flight. We will not grant any extensions of the
compliance time to complete any AD-mandated service bulletin related to
WFD without extensive new data that would substantiate and clearly
warrant such an extension.
Costs of Compliance
We estimate that this proposed AD affects 26 airplanes of U.S.
registry.
We estimate the following costs to comply with this proposed AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Parts Cost on U.S.
Action Labor cost cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspections [actions retained from 23 work-hours x $85 $0 $1,955 per inspection $50,830 per
AD 95-26-11, Amendment 39-9469 per hour = $1,955 cycle. inspection cycle.
(60 FR 66870, December 27, 1995)]. per inspection cycle.
Inspections and modification [new 185 work[dash]hours x $6,750 $22,475.............. $584,350.
proposed action]. $85 per hour =
$15,725.
----------------------------------------------------------------------------------------------------------------
We estimate the following costs to do any necessary replacements
that would be required based on the results of the proposed inspection.
We have no way of determining the number of aircraft that might need
these replacements:
On-Condition Costs
----------------------------------------------------------------------------------------------------------------
Cost per
Action Labor cost Parts cost product
----------------------------------------------------------------------------------------------------------------
Replacement of one fitting..................... 16 work-hour x $85 per hour = $250 $1,610
$1,360.
----------------------------------------------------------------------------------------------------------------
We have received no definitive data that would enable us to provide
cost estimates for the other on-condition actions specified in this
proposed AD.
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue
[[Page 20822]]
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.
We are 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
We have determined that this proposed AD would not have federalism
implications under Executive Order 13132. This proposed AD would 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 the proposed
regulation:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Is not a ``significant rule'' under the DOT Regulatory Policies
and Procedures (44 FR 11034, February 26, 1979),
(3) Will not affect intrastate aviation in Alaska, and
(4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Proposed Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA proposes to amend 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. Amend Sec. 39.13 by removing Airworthiness Directive (AD) 95-26-11,
Amendment 39-9469 (60 FR 66870, December 27, 1995), and adding the
following new AD:
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company:
Docket No. FAA-2014-0227; Directorate Identifier 2013-NM-211-AD.
(a) Comments Due Date
The FAA must receive comments on this AD action by May 29, 2014.
(b) Affected ADs
This AD supersedes AD 95-26-11, Amendment 39-9469 (60 FR 66870,
December 27, 1995).
(c) Applicability
This AD applies to all Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company Model L-1011-385-1, L-1011-385-1-14, L-
1011-385-1-15, and L-1011-385-3 airplanes, certificated in any
category.
(d) Subject
Air Transport Association (ATA) of America Code 53, Fuselage.
(e) Unsafe Condition
This AD was prompted by a determination that the fittings at
stringer attachments to the upper region of the aft pressure
bulkhead are subject to widespread fatigue damage (WFD). We are
issuing this AD to prevent simultaneous failure of multiple stringer
end fittings through fatigue cracking at the aft pressure bulkhead,
which could lead to rapid decompression of the airplane.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Retained Detailed Visual Inspection
This paragraph restates the requirements of paragraph (a) of AD
95-26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995), with
no changes. Perform a detailed visual inspection to detect cracking
of the fittings that attach the aft pressure bulkhead to the
fuselage stringers (hereinafter referred to as ``fittings'') at
stringers 1 through 10 (right side) and at stringers 56 through 64
(left side), at the later of the times specified in either paragraph
(g)(1) or (g)(2) of this AD.
(1) Prior to the accumulation of 20,000 total flight cycles; or
(2) Within the next 25 flight cycles or 10 days after September
28, 1995 (the effective date of AD 95-18-52, Amendment 39-9366 (60
FR 47465, September 13, 1995)), whichever occurs earlier.
(h) Retained Corrective Action for Cracked Fitting
This paragraph restates the requirements of paragraph (c) of AD
95-26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995), with
no changes. If any cracked fitting is detected during the inspection
required by paragraph (g) of this AD: Before further flight,
accomplish the requirements of paragraphs (h)(1) and (h)(2) of this
AD.
(1) Replace the cracked fitting with a new fitting, or with a
serviceable fitting on which a detailed visual inspection has been
performed previously to detect cracking and that has been found to
be free of cracks.
(2) Perform a detailed visual inspection to detect cracking in
the radius at the lower end of the vertical leg of the bulkhead T-
shaped frame between the stringer locations on either side of the
stringer having the cracked fitting. If any cracked T-shaped frame
is detected: Before further flight, repair in accordance with a
method approved by the Manager, Atlanta Aircraft Certification
Office (ACO), FAA.
(i) Retained Repetitive Fitting Inspections
This paragraph restates the requirements of paragraph (d) of AD
95-26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995), with
no changes. Repeat the inspections and other necessary actions
required by paragraphs (g) and (h) of this AD at intervals not to
exceed 1,800 flight cycles or 3,000 flight hours, whichever occurs
earlier, until paragraph (j) of this AD is accomplished.
(j) Retained Eddy Current Surface Scan (ECSS) Inspections, and Related
Investigative and Corrective Actions
This paragraph restates the requirements of paragraph (e) of AD
95-26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995), with
revised compliance times specified in paragraph (k) of this AD,
exclusion of an ECSS inspection for certain airplanes, and new
service information. Except as provided by paragraph (l) of this AD:
At the applicable time specified in paragraph (k)(1) of this AD,
accomplish the requirements of paragraphs (j)(1) and (j)(2) of this
AD. Repeat the ECSS inspections thereafter at the compliance time
specified in paragraph (k)(2) of this AD. Accomplishment of the ECSS
inspection constitutes terminating action for the repetitive
inspection requirements of paragraph (i) of this AD.
(1) Perform an ECSS inspection to detect cracking of the
fittings at stringers 1 through 14 (right side) and at stringers 52
through 64 (left side), in accordance with the Accomplishment
Instructions of Lockheed L-1011 Service Bulletin 093-53-105,
Revision 1, dated November 17, 1995; or Lockheed L-1011 Service
Bulletin 093-53-105, Revision 3, dated May 31, 2013; except for
airplanes with a large (47-inch-wide) aft passenger door, an ECSS
inspection of stringers 12, 13, 53, and 54 is not required by this
paragraph. Except as provided by paragraph (m) of this AD, if any
cracking is detected, prior to further flight, replace the fitting
with a new fitting without pilot holes, rework the fitting, and
perform various follow-on actions (i.e., bolt hole eddy current,
ECSS, and borescope inspections; and repair) of the inner and outer
tee caps, in accordance with the Accomplishment Instructions of
Lockheed L-1011 Service Bulletin 093-53-105, Revision 1, dated
November 17, 1995; or Lockheed L-1011 Service Bulletin 093-53-105,
Revision 3, dated May 31, 2013, except as required by paragraph (p)
of this AD. As of the effective date of this AD, use only Lockheed
L-1011 Service Bulletin 093-53-105, Revision 3, dated May 31, 2013,
for accomplishing the actions required by this paragraph.
(2) Perform an ECSS inspection to detect cracking of the lower
(or inner) surface of the
[[Page 20823]]
upper bonded splice tab of the bulkhead assembly at stringers 1
through 14 (right side) and at stringers 52 through 64 (left side),
in accordance with the Accomplishment Instructions of Lockheed L-
1011 Service Bulletin 093-53-105, Revision 1, dated November 17,
1995; or Lockheed L-1011 Service Bulletin 093-53-105, Revision 3,
dated May 31, 2013. As of the effective date of this AD, use only
Lockheed L-1011 Service Bulletin 093-53-105, Revision 3, dated May
31, 2013, for accomplishing the actions required by this paragraph.
(i) Except as provided by paragraph (m) of this AD, if any
cracking is detected at the upper bonded splice tab, repair in
accordance with a method approved by the Manager, Atlanta ACO, FAA.
(ii) Except as provided by paragraph (m) of this AD, if any
cracking is detected at a fastener, prior to further flight, perform
a bolt hole eddy current (BHEC) inspection to detect cracking of the
forward flange of the inner tee cap, in accordance with the
Accomplishment Instructions of Lockheed L-1011 Service Bulletin 093-
53-105, Revision 1, dated November 17, 1995; or Lockheed L-1011
Service Bulletin 093-53-105, Revision 3, dated May 31, 2013. If any
cracking is detected, prior to further flight, repair in accordance
with the Accomplishment Instructions of Lockheed L-1011 Service
Bulletin 093-53-105, Revision 1, dated November 17, 1995; or
Lockheed L-1011 Service Bulletin 093-53-105, Revision 3, dated May
31, 2013, except as required by paragraph (p) of this AD. As of the
effective date of this AD, use only Lockheed L-1011 Service Bulletin
093-53-105, Revision 3, dated May 31, 2013, for accomplishing the
actions required by this paragraph.
(k) Revised Compliance Times for Paragraph (j) of This AD
(1) Do the initial inspections required by paragraph (j) of this
AD at the earlier of the times specified in paragraphs (k)(1)(i) and
(k)(1)(ii) of this AD.
(i) Prior to the accumulation of 20,000 total flight cycles, or
within 30 days after January 11, 1996 (the effective date of AD 95-
26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995)),
whichever occurs later.
(ii) At the later of the times specified in paragraphs
(k)(1)(ii)(A) and (k)(1)(ii)(B) of this AD.
(A) Before the accumulation of 13,875 total flight cycles.
(B) Within 365 days or 1,000 flight cycles after the effective
date of this AD, whichever occurs first.
(2) Repeat the inspections specified in paragraph (j) of this AD
within 2,500 flight cycles after accomplishing the most recent
inspection required by paragraph (j) of this AD, and repeat the
inspection thereafter at intervals not to exceed 1,750 flight
cycles.
(l) Retained Inspection Deferral for Paragraph (j) of This AD
This paragraph restates the requirements of paragraph (f) of AD
95-26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995).
Accomplishment of the initial ECSS inspections required by paragraph
(j) of this AD may be deferred to a date within 120 days after
January 11, 1996 (the effective date of date of AD 95-26-11,
Amendment 39-9469 (60 FR 66870, December 27, 1995)), provided that,
in the interim, a visual inspection as specified in paragraph (g) of
this AD is accomplished within 30 days after January 11, 1996 (the
effective date of date of AD 95-26-11), and repeated thereafter at
intervals not to exceed 50 flight cycles. Once the ECSS inspections
begin, the visual inspections may be terminated.
(m) Retained Inspection Deferral With Revised Compliance Time and New
Deferral
This paragraph restates the requirements of paragraph (g) of AD
95-26-11, Amendment 39-9469 (60 FR 66870, December 27, 1995), with a
revised compliance time, service information, and a new deferred
action.
(1) If two or more adjacent fittings on both sides of the
cracked fittings or bonded splice tabs/fasteners are determined to
be free of cracks by the ECSS inspection required by paragraphs
(j)(1) and (j)(2) of this AD, repeat the ECSS inspection of the
adjacent fittings thereafter at intervals not to exceed 600 flight
cycles until the cracked fittings or splice tabs/fasteners are
replaced or repaired, in accordance with the Accomplishment
Instructions of Lockheed L-1011 Service Bulletin 093-53-105,
Revision 1, dated November 17, 1995; or Lockheed L-1011 Service
Bulletin 093-53-105, Revision 3, dated May 31, 2013. At the
applicable time specified in paragraphs (m)(1)(i) and (m)(1)(ii) of
this AD: Replace the cracked fitting and/or splice tab/fasteners, in
accordance with the Accomplishment Instructions of Lockheed L-1011
Service Bulletin 093-53-105, Revision 1, dated November 17, 1995; or
Lockheed L-1011 Service Bulletin 093-53-105, Revision 3, dated May
31, 2013. As of the effective date of this AD, use only Lockheed L-
1011 Service Bulletin 093-53-105, Revision 3, dated May 31, 2013,
for accomplishing the actions required by this paragraph.
(i) For any crack found before the effective date of this AD:
Within 2,500 flight cycles after finding the crack.
(ii) For any crack found on or after the effective date of this
AD: Within 1,750 flight cycles after finding the crack, but no later
than before the accumulation of 20,800 total flight cycles.
(2) If two or more adjacent fittings on both sides of the
cracked fittings or bonded splice tabs/fasteners are determined to
be free of cracks by the ECSS inspection required by paragraphs
(j)(1) and (j)(2) of this AD, the follow-on inspection (i.e., bolt
hole eddy current, ECSS, and borescope inspections) of the inner and
outer tee caps required by paragraph (j)(1) of this AD may also be
deferred until the cracked fittings are replaced as required by
paragraph (m)(1) of this AD, but no later than before the
accumulation of 20,800 total flight cycles.
(n) New Repetitive Borescope Inspections of Certain End Fittings and
Corrective Actions
For airplanes with a large (47-inch-wide) aft passenger door: At
the later of the times specified in paragraphs (n)(1) and (n)(2) of
this AD, do a borescope inspection for cracking of the stringer end
fittings at stringer locations 12, 13, 53, and 54; and do all
applicable related investigative and corrective actions; in
accordance with the Accomplishment Instructions of Lockheed Service
Bulletin 093-53-105, Revision 3, dated May 31, 2013; except as
specified in paragraph (p) of this AD. Do all applicable related
investigative and corrective actions before further flight, except
as provided by paragraph (q) of this AD. Repeat the inspection of
the stringer end fittings thereafter at intervals not to exceed
1,750 flight cycles until the actions required by paragraph (r) of
this AD have been done.
(1) Before the accumulation of 13,875 total flight cycles.
(2) Within 365 days or 1,000 flight cycles after the effective
date of this AD, whichever occurs earlier.
(o) New Repetitive Borescope Inspections of Fuselage Skin Panels
For airplanes with a large (47-inch-wide) aft passenger door: At
the later of the times specified in paragraphs (o)(1) and (o)(2) of
this AD, do an ECSS inspection for cracking of the left and right
aft fuselage skin panels; and do all applicable related
investigative and corrective actions; in accordance with the
Accomplishment Instructions of Lockheed Service Bulletin 093-53-105,
Revision 3, dated May 31, 2013; except as specified in paragraph (p)
of this AD. Do all applicable related investigative and corrective
actions before further flight. Repeat the inspection of the aft
fuselage skin panels thereafter at intervals not to exceed 1,750
flight cycles until the actions required by paragraph (q) of this AD
have been done.
(1) Before the accumulation of 13,875 total flight cycles.
(2) Within 365 days or 1,000 flight cycles after the effective
date of this AD, whichever occurs first.
(p) New Service Information Exception
If any cracking is found during any inspection required by this
AD, and Lockheed Service Bulletin 093-53-105, Revision 3, dated May
31, 2013, specifies contacting Lockheed for appropriate action:
Before further flight, repair the cracking in accordance with a
method approved by the Manager, Atlanta ACO, FAA. As of the
effective date of this AD, for a repair method to be approved by the
Manager, Atlanta ACO, as required by this paragraph, the Manager's
approval letter must specifically refer to this AD.
(q) New Deferral
(1) If two or more adjacent fittings on both sides of the
cracked fittings or bonded splice tabs/fasteners are determined to
be free of cracks by the ECSS inspection required by paragraph (o)
of this AD, repeat the ECSS inspection of the adjacent fittings
thereafter at intervals not to exceed 600 flight cycles until the
cracked fittings or splice tabs/fasteners are replaced or repaired,
in accordance with the Accomplishment Instructions of Lockheed L-
1011 Service Bulletin 093-53-105, Revision 3, dated May 31, 2013.
Within 1,750 flight cycles after finding the crack, but no later
than before the accumulation of 20,800 total flight cycles, replace
the cracked fitting and/or splice tab/
[[Page 20824]]
fasteners, in accordance with the Accomplishment Instructions of
Lockheed L-1011 Service Bulletin 093-53-105, Revision 3, dated May
31, 2013.
(2) If two or more adjacent fittings on both sides of the
cracked fittings or bonded splice tabs/fasteners are determined to
be free of cracks by the ECSS inspection required by paragraph (o)
of this AD, the related investigative actions (inspections of the
inner and outer tee caps) required by paragraph (n) of this AD may
also be deferred until the cracked fittings are replaced as required
by paragraph (q)(1) of this AD, but no later than before the
accumulation of 20,800 total flight cycles.
(r) New Pre-structural Modification Inspections and Structural
Modification
Before the accumulation of 20,800 total flight cycles: Do the
applicable actions specified in paragraphs (r)(1) and (r)(2) of this
AD.
(1) Perform pre-structural modification inspections by doing the
actions required by paragraphs (j), (n), and (o) of this AD.
(2) Perform a structural modification of the aft pressure
bulkhead by removing and replacing all stringer end fittings with
new or refurbished fittings at stringers 1 through 14, and 52
through 64, in accordance with the Accomplishment Instructions of
Lockheed Service Bulletin 093-53-105, Revision 3, dated May 31,
2013.
(s) New Post-structural Modification Repetitive Inspections
Within 13,875 flight cycles after performing the actions
required by paragraph (r)(2) of this AD: Do the actions specified in
paragraphs (j), (n), and (o) of this AD, and repeat thereafter at
intervals not to exceed 13,875 flight cycles.
(t) No Reporting Requirement
Although Lockheed Service Bulletin 093-53-105, Revision 3, dated
May 31, 2013, referenced in this AD specifies to submit certain
information to the manufacturer, this AD does not include that
requirement.
(u) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Atlanta ACO, 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
ACO, send it to the attention of the person identified in paragraph
(v)(1) of this AD.
(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.
(v) Related Information
(1) For more information about this AD, contact Carl Gray,
Aerospace Engineer, Airframe Branch, ACE-117A, FAA, Atlanta Aircraft
Certification Office (ACO), 1701 Columbia Avenue, College Park, GA
30337; phone: 404-474-5554; fax: 404-474-5605; email:
carl.w.gray@faa.gov.
(2) For service information identified in this AD, contact
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company,
L1011 Technical Support Center, Dept. 6A4M, Zone 0579, 86 South Cobb
Drive, Marietta, GA 30063-0579; telephone 770-494-5444; fax 770-494-
5445; email L1011.support@lmco.com; Internet https://www.lockheedmartin.com/ams/tools/TechPubs.html. You may view this
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, WA. For information on the availability of
this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on April 4, 2014.
Michael Kaszycki,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-08302 Filed 4-11-14; 8:45 am]
BILLING CODE 4910-13-P
