Airworthiness Directives; Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Airplanes, 20819-20824 [2014-08302]

Download as PDF 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 mstockstill on DSK4VPTVN1PROD with PROPOSALS 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 VerDate Mar<15>2010 16:59 Apr 11, 2014 Jkt 232001 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 PO 00000 Frm 00002 Fmt 4702 Sfmt 4702 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 http://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: E:\FR\FM\14APP1.SGM 14APP1 20820 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 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 http://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 http:// 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: mstockstill on DSK4VPTVN1PROD with PROPOSALS 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 http:// 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. VerDate Mar<15>2010 16:59 Apr 11, 2014 Jkt 232001 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 PO 00000 Frm 00003 Fmt 4702 Sfmt 4702 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 E:\FR\FM\14APP1.SGM 14APP1 20821 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 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: mstockstill on DSK4VPTVN1PROD with PROPOSALS 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 VerDate Mar<15>2010 16:59 Apr 11, 2014 Jkt 232001 estimates for the other on-condition actions specified in this proposed AD. PO 00000 Frm 00004 Fmt 4702 Sfmt 4702 Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue E:\FR\FM\14APP1.SGM 14APP1 20822 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 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. mstockstill on DSK4VPTVN1PROD with PROPOSALS 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, ■ VerDate Mar<15>2010 16:59 Apr 11, 2014 Jkt 232001 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 PO 00000 Frm 00005 Fmt 4702 Sfmt 4702 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 E:\FR\FM\14APP1.SGM 14APP1 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules mstockstill on DSK4VPTVN1PROD with PROPOSALS 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 Jkt 232001 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 Frm 00006 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 http:// 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 http://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 http:// 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 http://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 http://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 http://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 http://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 http://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