Airworthiness Directives; Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Airplanes, 62075-62079 [2014-24549]

Download as PDF Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules unsatisfactory surface protection), and a detailed inspection of the upper and the lower attachments for damage (including, but not limited to, cracks, dents, corrosion, and unsatisfactory surface protection), in accordance with the Accomplishment Instructions of Airbus Service Bulletin A320– 27–1227, Revision 01, dated October 7, 2013. (1) Before the THSA accumulates 48,000 total flight hours or 30,000 total flight cycles, whichever occurs first since first installation on an airplane. (2) Within 4 months after the effective date of this AD. (h) Repetitive Inspections Repeat the inspections required by paragraph (g) of this AD thereafter at intervals not to exceed the applicable time specified in paragraphs (h)(1) and (h)(2) of this AD. (1) For a THSA that, as of the date of the most recent inspection required by paragraph (g) of this AD, has accumulated less than 67,500 total flight hours since first installation on an airplane: The repetitive inspection interval is 24 months. (2) For a THSA that, as of the date of the most recent inspection required by paragraph (g) of this AD, has accumulated 67,500 total flight hours or more since first installation on an airplane: The repetitive inspection interval is 4 months. (i) THSA Corrective Action If, during any inspection required by paragraphs (g) and (h) of this AD, any finding as described in Airbus Service Bulletin A320–27–1227, Revision 01, dated October 7, 2013, is found: At the applicable compliance time (depending on the applicable findings) specified in paragraph 1.E., ‘‘Compliance,’’ of Airbus Service Bulletin A320–27–1227, Revision 01, dated October 7, 2013, replace the THSA with a serviceable THSA, in accordance with the Accomplishment Instructions of Airbus Service Bulletin A320– 27–1227, Revision 01, dated October 7, 2013. For the purposes of this AD, a serviceable THSA is a THSA that has accumulated less than 67,500 total flight hours since first installation on an airplane. mstockstill on DSK4VPTVN1PROD with PROPOSALS (j) THSA Replacement Before a THSA accumulates 67,500 total flight hours since first installation on an airplane, or within 12 months after the effective date of this AD, whichever occurs later: Replace the THSA with a serviceable THSA, in accordance with the Accomplishment Instructions of Airbus Service Bulletin A320–27–1227, Revision 01, dated October 7, 2013. Thereafter, before the accumulation of 67,500 total flight hours since first installation on an airplane on any THSA, replace it with a serviceable THSA. (k) Replacement THSA: No Terminating Action Replacement of a THSA on an airplane, as required by paragraph (i) or (j) of this AD, does not constitute terminating action for the repetitive inspections required by paragraphs (g) and (h) of this AD for that airplane. After THSA replacement: At the applicable compliance time specified in paragraphs (g)(1), (g)(2), (h)(1), and (h)(2) of this AD, do VerDate Sep<11>2014 16:38 Oct 15, 2014 Jkt 235001 the inspections required by paragraph (g) of this AD. (l) Replacement THSA Equivalency Repairs of a THSA in shop, as described in United Technologies Corporation Aerospace Systems Component Maintenance Manual 27–44–51, are considered equivalent to having passed an inspection in accordance with the Accomplishment Instructions of Airbus Service Bulletin A320–27–1227, dated July 1, 2013; or Airbus Service Bulletin A320–27–1227, Revision 01, dated October 7, 2013. Depending on the flight hours or flight cycles accumulated by the repaired THSA: At the applicable compliance time specified in paragraphs (g)(1), (g)(2), (h)(1), and (h)(2) of this AD, do the inspections required by paragraph (g) of this AD. (m) Parts Installation Limitation As of the effective date of this AD, installation on an airplane of a THSA that has accumulated 67,500 or more total flight hours is allowed, provided that, prior to installation, the THSA has been modified or inspected using a method approved by the Manager, International Branch, ANM–116, Transport Airplane Directorate, FAA; or the European Aviation Safety Agency (EASA); or Airbus’s EASA Design Organization Approval (DOA). (n) Credit for Previous Actions This paragraph provides credit for inspections required by paragraphs (g) and (h) of this AD, if those inspections were performed before the effective date of this AD using Airbus Service Bulletin A320–27–1227, dated July 1, 2013, which is not incorporated by reference in this AD. (o) Other FAA AD Provisions The following provisions also apply to this AD: (1) Alternative Methods of Compliance (AMOCs): The Manager, International Branch, ANM–116, Transport Airplane Directorate, 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 International Branch, send it to ATTN: Sanjay Ralhan, Aerospace Engineer, International Branch, ANM–116, Transport Airplane Directorate, FAA, 1601 Lind Avenue SW., Renton, WA 98057–3356; telephone 425–227–1405; fax 425–227–1149. Information may be emailed to: 9-ANM-116-AMOC-REQUESTS@faa.gov. 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. The AMOC approval letter must specifically reference this AD. (2) Contacting the Manufacturer: For any requirement in this AD to obtain corrective actions from a manufacturer, the action must be accomplished using a method approved by the Manager, International Branch, ANM– 116, Transport Airplane Directorate, FAA; or the European Aviation Safety Agency PO 00000 Frm 00021 Fmt 4702 Sfmt 4702 62075 (EASA); or Airbus’s EASA Design Organization Approval (DOA). If approved by the DOA, the approval must include the DOA-authorized signature. (p) Related Information (1) Refer to Mandatory Continuing Airworthiness Information (MCAI) European Aviation Safety Agency Airworthiness Directive 2014–0011R1, dated January 17, 2014, for related information. This MCAI may be found in the AD docket on the Internet at https://www.regulations.gov by searching for and locating Docket No. FAA– 2014–0748. (2) For service information identified in this AD, contact Airbus, Airworthiness Office—EIAS, 1 Rond Point Maurice Bellonte, 31707 Blagnac Cedex, France; telephone +33 5 61 93 36 96; fax +33 5 61 93 44 51; email account.airworth-eas@ airbus.com; Internet https://www.airbus.com. 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 September 23, 2014. Dionne Palermo, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. [FR Doc. 2014–24557 Filed 10–15–14; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2014–0749; Directorate Identifier 2014–NM–051–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 adopt a new airworthiness directive (AD) for certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes. This proposed AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper and lower rainbow fittings on the outer wing are subject to widespread fatigue damage (WFD). This proposed AD would require repetitive inspections of the upper and lower rainbow fittings on the outer wing to detect cracks propagating from fasteners attaching the fittings to skin panels, and related investigative SUMMARY: E:\FR\FM\16OCP1.SGM 16OCP1 62076 Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules mstockstill on DSK4VPTVN1PROD with PROPOSALS and corrective actions if necessary; and replacement of the upper and lower rainbow fittings on the outer wing. We are proposing this AD to prevent fatigue cracking of the upper and lower rainbow fittings on the outer wing and skin-panel-to-fitting fastener holes, which could result in reduced structural integrity of the airplane and possible separation of the wing from the airplane. DATES: We must receive comments on this proposed AD by December 1, 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. For service information identified in this proposed AD, contact Lockheed Martin Corporation/Lockheed Martin Aeronautics Company, Airworthiness Office, Dept. 6A0M, Zone 0252, Column P–58, 86 S. Cobb Drive, Marietta, GA 30063; telephone 770–494–5444; fax 770–494–5445; email ams.portal@ 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– 0749; 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 VerDate Sep<11>2014 16:38 Oct 15, 2014 Jkt 235001 Aircraft Certification Office (ACO), 1701 Columbia Avenue, College Park, GA 30337; phone: 404–474–5554; fax: 404– 474–5606; email: Carl.W.Gray@faa.gov. SUPPLEMENTARY INFORMATION: Comments Invited We invite you to send any written relevant data, views, or arguments about this proposal. Send your comments to an address listed under the ADDRESSES section. Include ‘‘Docket No. FAA– 2014–0749; Directorate Identifier 2014– NM–051–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-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 PO 00000 Frm 00022 Fmt 4702 Sfmt 4702 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 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. This proposed AD was prompted by an evaluation by the DAH indicating that the upper and lower rainbow fittings of the outer wing are subject to WFD. Analysis of in-service cracking has shown that these fittings are susceptible to multiple site damage, and actions are required to ensure that cracking does not occur in the skinpanel-to-fitting fastener holes, resulting in an unacceptable reduction in residual strength. Fatigue cracking of the upper and lower rainbow fittings of the outer wing and skin-panel-to-fitting fastener holes could result in reduced structural integrity of the airplane and possible separation of the wing from the airplane. Relevant Service Information We reviewed Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013. This service bulletin describes procedures for repetitive inspections of the upper and lower rainbow fittings on the outer wing using an eddy current surface scan (ECSS) to detect cracks propagating from fasteners attaching the fittings to skin panels and a related E:\FR\FM\16OCP1.SGM 16OCP1 Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules investigative action of an automated bolt hole eddy current inspection to confirm ECSS inspection crack findings if suspected; and corrective actions if necessary. Corrective actions include contacting the manufacturer for instructions if cracking is found. Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013, also describes procedures for replacing the upper and lower rainbow fittings on the outer wing, which includes doing a detailed inspection of the wing faying structure for damage (e.g. damage includes pitting, and corrosion) and cracks; an automated bolt hole eddy current inspection on all open fastener holes in the mating structure, stiffeners, webs, and angles for cracking; and corrective actions if necessary. Corrective actions include repairing damage and cracking in accordance with Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013; or contacting the manufacturer for instructions. 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 designs. Proposed AD Requirements This proposed AD would require accomplishing the actions specified in the service information described previously, except as discussed under ‘‘Differences Between This Proposed AD and the Service Information.’’ Differences Between This Proposed AD and the Service Information Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013, specifies to contact the manufacturer for instructions on how to repair certain conditions, but this proposed AD would require repairing those conditions in one of the following ways: • In accordance with a method that we approve; or • Using data that meet the certification basis of the airplane, and 62077 that have been approved by the Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Designated Engineering Representative (DER) whom we have authorized to make those findings. Explanation of Compliance Time The compliance time for the replacement specified in this proposed AD for addressing WFD was established to ensure that discrepant structure is replaced 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 20 airplanes of U.S. registry. We estimate the following costs to comply with this proposed AD: ESTIMATED COSTS Parts cost Action Labor cost ECSS inspection ............. 24 work-hours × $85 per hour = $2,040 per inspection cycle. 24 work-hours × $85 per hour = $2,040 ................ $0 2,060 work-hours × $85 per hour = $175,100 ....... Bolt hole inspection during rainbow fitting replacement. Replacement of all four rainbow fittings. We estimate the following costs to do any necessary replacements that would Cost per product Cost on U.S. operators 0 $2,040 per inspection cycle. $2,040 ............................ $40,800 per inspection cycle. $40,800. 28,000 $203,100 ........................ $4,062,000. 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 Labor cost Parts cost Cost per product Replacement of one rainbow fitting mstockstill on DSK4VPTVN1PROD with PROPOSALS Action 515 work-hours × $85 per hour = $43,775 ............................................... $7,000 $50,775 We have received no definitive data that would enable us to provide cost estimates for on-condition actions for cracking of the skin-panel-to-fitting fastener holes specified in this proposed AD. Authority for This Rulemaking Title 49 of the United States Code specifies the FAA’s authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. Subtitle VII: Aviation Programs, describes in more VerDate Sep<11>2014 16:38 Oct 15, 2014 Jkt 235001 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 PO 00000 Frm 00023 Fmt 4702 Sfmt 4702 that is likely to exist or develop on products identified in this rulemaking action. Regulatory Findings We 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 E:\FR\FM\16OCP1.SGM 16OCP1 62078 Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules responsibilities among the various levels of government. For the reasons discussed above, I certify this 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 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. The FAA amends § 39.13 by adding the following new airworthiness directive (AD): ■ Lockheed Martin Corporation/Lockheed Martin Aeronautics Company: Docket No. FAA–2014–0749; Directorate Identifier 2014–NM–051–AD. (a) Comments Due Date We must receive comments by December 1, 2014. (b) Affected ADs None. mstockstill on DSK4VPTVN1PROD with PROPOSALS (c) Applicability This AD applies to Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes; certificated in any category; having any outer wing serial number 4542 and subsequent, or any manufacturing end product (MEP) replacement outer wing except 14Y series. (d) Subject Air Transport Association (ATA) of America Code 57, Wings. (e) Unsafe Condition This AD was prompted by an evaluation by the design approval holder (DAH) indicating that the upper and lower rainbow fittings on the outer wing are subject to widespread fatigue damage (WFD). We are issuing this VerDate Sep<11>2014 16:38 Oct 15, 2014 Jkt 235001 AD to prevent fatigue cracking of the upper and lower rainbow fittings on the outer wing and skin-panel-to-fitting fastener holes, which could result in reduced structural integrity of the airplane and possible separation of the wing from the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Repetitive Eddy Current Surface Scan (ECSS) Inspections At the later of the times specified in paragraphs (g)(1) and (g)(2) of this AD: Do an ECSS inspection of the left and right outer wing upper and lower rainbow fitting-toskin-panel attachments to detect cracks propagating from fasteners attaching the fittings to skin panels, and do all applicable related investigative actions, in accordance with the Accomplishment Instructions of Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013, except as provided by paragraph (j)(1) of this AD. Do all applicable related investigative actions before further flight. If any cracking is found during any inspection required by this paragraph, before further flight, repair the cracking, using a method approved in accordance with the procedures specified in paragraph (m) of this AD. Repeat the inspection of the left and right outer wing upper and lower rainbow fitting-to-skinpanel attachments thereafter at intervals not to exceed 2,000 flight hours, except as provided by paragraph (l) of this AD. (1) Before the accumulation of 30,000 total flight hours on any wing. (2) Within 365 days or 600 flight hours, whichever occurs first, after the effective date of this AD. (h) Rainbow Fitting Replacement and Inspections At the time specified in paragraph (i) of this AD, do the actions required by paragraph (h)(1) and (h)(2) of this AD. (1) Do a detailed inspection of the wing faying structure for damage and cracks, and do an automated bolt hole eddy current inspection on all open fastener holes in the mating structure, stiffeners, webs and angles for cracking, in accordance with the Accomplishment Instructions of Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013, except as provided by paragraph (j)(1) of this AD. (i) If any damage is found during any inspection required by paragraph (h)(1) of this AD, before further flight, repair the damage, using a method approved in accordance with the procedures specified in paragraph (m) of this AD. (ii) If any cracking is found during any inspection required by paragraph (h)(1) of this AD, before further flight, repair the cracking, in accordance with the Accomplishment Instructions of Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013, except as provided by paragraphs (j)(1) and (j)(2) of this AD. (2) Replace the left and right upper and lower rainbow fittings of the outer wing with PO 00000 Frm 00024 Fmt 4702 Sfmt 4702 new fittings, in accordance with the Accomplishment Instructions of Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013. Note 1 to paragraph (h) of this AD: AD 2012–06–09, Amendment 39–16990 (77 FR 21404, April 10, 2012), is related to the rainbow fitting replacement. AD 2012–06–09 references the Lockheed Martin Model 382, 382B, 382E, 382F, and 382G Series Aircraft Service Manual Publication (SMP), Supplemental Structural Inspection Document (SSID), SMP 515–C–SSID, Change 1, dated September 10, 2010; which contains inspections for the entire Model 382B–H airframe, not just the outer wing. Since installing new rainbow fittings, as required by paragraph (g) of this AD, resets the accumulated service life on certain parts to zero, certain compliance times specified in Table 3 of this SSID would be affected by the installation of new outer wing fittings. Note 2 to paragraph (h) of this AD: AD 2011–15–02, Amendment 39–16749 (76 FR 41647, July 15, 2011), has requirements for fuel system limitations (FSLs) and critical design configuration control limitations (CDCCLs) which might include configuration or parts limitations on areas affected by accomplishment of this AD. (i) Compliance Times for Paragraph (h) of This AD At the later of the times specified in paragraph (i)(1) and (i)(2) of this AD, do the actions required by paragraph (h) of this AD. (1) Before the accumulation of 50,000 total flight hours on any wing. (2) Within 60 days or 100 flight hours, whichever occurs first, after the effective date of this AD. (j) Exceptions to Service Information Specifications (1) Although Lockheed Service Bulletin 382–57–95, including Appendix A, dated December 16, 2013, specifies to submit certain information to the manufacturer, this AD does not include that requirement. (2) Where Lockheed Service Bulletin 382– 57–95, including Appendix A, dated December 16, 2013, specifies to contact Lockheed for repair instructions, before further flight, repair using a method approved in accordance with the procedures specified in paragraph (m) of this AD. (k) Parts Installation Limitation After replacement of the left and right upper and lower rainbow fittings of the outer wing with new fittings as required by paragraph (h) of this AD, any subsequent rainbow fitting replacements must be done using a method approved in accordance with the procedures specified in paragraph (m) of this AD. (l) Outer Wing Flight Hours Adjustment For any wing on which the left or right upper and lower rainbow fittings of the outer wing have been replaced with new fittings as required by paragraph (h) of this AD: Before the accumulation of 30,000 flight hours after accomplishing the replacement, do the inspection required by paragraph (g) of this E:\FR\FM\16OCP1.SGM 16OCP1 Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules AD and repeat thereafter at the times specified in paragraph (g) of this AD. DEPARTMENT OF TRANSPORTATION Federal Aviation Administration (m) 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 (n)(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. (3) An AMOC that provides an acceptable level of safety may be used for any repair required by this AD if it is approved by Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Designated Engineering Representative (DER) that has been authorized by the Manager, Atlanta ACO to make those findings. For a repair method to be approved, the repair must meet the certification basis of the airplane, and the approval must specifically refer to this AD. (n) 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: 404–474–5606; email: Carl.W.Gray@faa.gov. (2) For service information identified in this AD, contact Lockheed Martin Corporation/Lockheed Martin Aeronautics Company, Airworthiness Office, Dept. 6A0M, Zone 0252, Column P–58, 86 S. Cobb Drive, Marietta, GA 30063; telephone 770–494– 5444; fax 770–494–5445; email ams.portal@ 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 September 23, 2014. Dionne Palermo, Acting Manager, Transport Airplane Directorate, Aircraft Certification Service. mstockstill on DSK4VPTVN1PROD with PROPOSALS [FR Doc. 2014–24549 Filed 10–15–14; 8:45 am] BILLING CODE 4910–13–P VerDate Sep<11>2014 16:38 Oct 15, 2014 Jkt 235001 14 CFR Part 71 [Docket No. FAA–2014–0601; Airspace Docket No. 14–ANE–7] Proposed Amendment of Class E Airspace; Manchester, NH Federal Aviation Administration (FAA), DOT. ACTION: Notice of proposed rulemaking (NPRM). AGENCY: This action proposes to amend Class E Airspace at Manchester, NH, as a new approach procedure has been developed, requiring airspace redesign at Manchester Airport. This action would enhance the safety and airspace management of Instrument Flight Rules (IFR) operations at the airport. This action also would update the geographic coordinates of airport. DATES: Comments must be received on or before December 1, 2014. ADDRESSES: Send comments on this rule to: U.S. Department of Transportation, Docket Operations, West Building Ground Floor, Room W12–140, 1200 New Jersey SE., Washington, DC 20590– 0001; Telephone: 1–800–647–5527; Fax: 202–493–2251. You must identify the Docket Number FAA–2014–0601; Airspace Docket No. 14–ANE–7, at the beginning of your comments. You may also submit and review received comments through the Internet at https://www.regulations.gov. FOR FURTHER INFORMATION CONTACT: John Fornito, Operations Support Group, Eastern Service Center, Federal Aviation Administration, P.O. Box 20636, Atlanta, Georgia 30320; telephone (404) 305–6364. SUPPLEMENTARY INFORMATION: SUMMARY: Comments Invited Interested persons are invited to comment on this rule by submitting such written data, views, or arguments, as they may desire. Comments that provide the factual basis supporting the views and suggestions presented are particularly helpful in developing reasoned regulatory decisions on the proposal. Comments are specifically invited on the overall regulatory, aeronautical, economic, environmental, and energy-related aspects of the proposal. Communications should identify both docket numbers (FAA Docket No. FAA– 2014–0601; Airspace Docket No. 14– ANE–7) and be submitted in triplicate to the Docket Management System (see PO 00000 Frm 00025 Fmt 4702 Sfmt 4702 62079 ADDRESSES section for address and phone number). You may also submit comments through the Internet at https://www.regulations.gov. Persons wishing the FAA to acknowledge receipt of their comments on this action must submit with those comments a self-addressed stamped postcard on which the following statement is made: ‘‘Comments to Docket No. FAA–2014–0601; Airspace Docket No. 14–ANE–7.’’ The postcard will be date/time stamped and returned to the commenter. All communications received before the specified closing date for comments will be considered before taking action on the proposed rule. The proposal contained in this notice may be changed in light of the comments received. A report summarizing each substantive public contact with FAA personnel concerned with this rulemaking will be filed in the docket. Availability of NPRMs An electronic copy of this document may be downloaded from and comments submitted through https:// www.regulations.gov. Recently published rulemaking documents can also be accessed through the FAA’s Web page at https://www.faa.gov/airports_ airtraffic/air_traffic/publications/ airspace_amendments/. You may review the public docket containing the proposal, any comments received, and any final disposition in person in the Dockets Office (see the ADDRESSES section for address and phone number) between 9:00 a.m. and 5:00 p.m., Monday through Friday, except Federal Holidays. An informal docket may also be examined between 8:00 a.m. and 4:30 p.m., Monday through Friday, except Federal Holidays at the office of the Eastern Service Center, Federal Aviation Administration, Room 350, 1701 Columbia Avenue, College Park, Georgia 30337. Persons interested in being placed on a mailing list for future NPRM’s should contact the FAA’s Office of Rulemaking, (202) 267–9677, to request a copy of Advisory circular No. 11–2A, Notice of Proposed Rulemaking distribution System, which describes the application procedure. The Proposal The FAA is considering an amendment to Title 14, Code of Federal Regulations (14 CFR) part 71 to amend Class E airspace as an extension to Class C surface area at Manchester Airport, Manchester, NH. Airspace reconfiguration extending from the 5-mile radius of the airport to 8.3-miles E:\FR\FM\16OCP1.SGM 16OCP1

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[Federal Register Volume 79, Number 200 (Thursday, October 16, 2014)]
[Proposed Rules]
[Pages 62075-62079]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-24549]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0749; Directorate Identifier 2014-NM-051-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).

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SUMMARY: We propose to adopt a new airworthiness directive (AD) for 
certain Lockheed Martin Corporation/Lockheed Martin Aeronautics Company 
Model 382, 382B, 382E, 382F, and 382G airplanes. This proposed AD was 
prompted by an evaluation by the design approval holder (DAH) 
indicating that the upper and lower rainbow fittings on the outer wing 
are subject to widespread fatigue damage (WFD). This proposed AD would 
require repetitive inspections of the upper and lower rainbow fittings 
on the outer wing to detect cracks propagating from fasteners attaching 
the fittings to skin panels, and related investigative

[[Page 62076]]

and corrective actions if necessary; and replacement of the upper and 
lower rainbow fittings on the outer wing. We are proposing this AD to 
prevent fatigue cracking of the upper and lower rainbow fittings on the 
outer wing and skin-panel-to-fitting fastener holes, which could result 
in reduced structural integrity of the airplane and possible separation 
of the wing from the airplane.

DATES: We must receive comments on this proposed AD by December 1, 
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.
    For service information identified in this proposed AD, contact 
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company, 
Airworthiness Office, Dept. 6A0M, Zone 0252, Column P-58, 86 S. Cobb 
Drive, Marietta, GA 30063; telephone 770-494-5444; fax 770-494-5445; 
email ams.portal@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-
0749; 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: 404-474-5606; email: Carl.W.Gray@faa.gov.

SUPPLEMENTARY INFORMATION: 

Comments Invited

    We invite you to send any written relevant data, views, or 
arguments about this proposal. Send your comments to an address listed 
under the ADDRESSES section. Include ``Docket No. FAA-2014-0749; 
Directorate Identifier 2014-NM-051-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 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.
    This proposed AD was prompted by an evaluation by the DAH 
indicating that the upper and lower rainbow fittings of the outer wing 
are subject to WFD. Analysis of in-service cracking has shown that 
these fittings are susceptible to multiple site damage, and actions are 
required to ensure that cracking does not occur in the skin-panel-to-
fitting fastener holes, resulting in an unacceptable reduction in 
residual strength. Fatigue cracking of the upper and lower rainbow 
fittings of the outer wing and skin-panel-to-fitting fastener holes 
could result in reduced structural integrity of the airplane and 
possible separation of the wing from the airplane.

Relevant Service Information

    We reviewed Lockheed Service Bulletin 382-57-95, including Appendix 
A, dated December 16, 2013. This service bulletin describes procedures 
for repetitive inspections of the upper and lower rainbow fittings on 
the outer wing using an eddy current surface scan (ECSS) to detect 
cracks propagating from fasteners attaching the fittings to skin panels 
and a related

[[Page 62077]]

investigative action of an automated bolt hole eddy current inspection 
to confirm ECSS inspection crack findings if suspected; and corrective 
actions if necessary. Corrective actions include contacting the 
manufacturer for instructions if cracking is found.
    Lockheed Service Bulletin 382-57-95, including Appendix A, dated 
December 16, 2013, also describes procedures for replacing the upper 
and lower rainbow fittings on the outer wing, which includes doing a 
detailed inspection of the wing faying structure for damage (e.g. 
damage includes pitting, and corrosion) and cracks; an automated bolt 
hole eddy current inspection on all open fastener holes in the mating 
structure, stiffeners, webs, and angles for cracking; and corrective 
actions if necessary. Corrective actions include repairing damage and 
cracking in accordance with Lockheed Service Bulletin 382-57-95, 
including Appendix A, dated December 16, 2013; or contacting the 
manufacturer for instructions.

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 designs.

Proposed AD Requirements

    This proposed AD would require accomplishing the actions specified 
in the service information described previously, except as discussed 
under ``Differences Between This Proposed AD and the Service 
Information.''

Differences Between This Proposed AD and the Service Information

    Lockheed Service Bulletin 382-57-95, including Appendix A, dated 
December 16, 2013, specifies to contact the manufacturer for 
instructions on how to repair certain conditions, but this proposed AD 
would require repairing those conditions in one of the following ways:
     In accordance with a method that we approve; or
     Using data that meet the certification basis of the 
airplane, and that have been approved by the Lockheed Martin 
Corporation/Lockheed Martin Aeronautics Company Designated Engineering 
Representative (DER) whom we have authorized to make those findings.

Explanation of Compliance Time

    The compliance time for the replacement specified in this proposed 
AD for addressing WFD was established to ensure that discrepant 
structure is replaced 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 20 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
----------------------------------------------------------------------------------------------------------------
ECSS inspection...................  24 work-hours x $85          $0  $2,040 per inspection  $40,800 per
                                     per hour = $2,040                cycle.                 inspection cycle.
                                     per inspection cycle.
Bolt hole inspection during         24 work-hours x $85           0  $2,040...............  $40,800.
 rainbow fitting replacement.        per hour = $2,040.
Replacement of all four rainbow     2,060 work-hours x       28,000  $203,100.............  $4,062,000.
 fittings.                           $85 per hour =
                                     $175,100.
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    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 rainbow fitting...........  515 work-hours x $85 per hour =          $7,000          $50,775
                                                $43,775.
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    We have received no definitive data that would enable us to provide 
cost estimates for on-condition actions for cracking of the skin-panel-
to-fitting fastener holes specified in this proposed AD.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue 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 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

[[Page 62078]]

responsibilities among the various levels of government.
    For the reasons discussed above, I certify this 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. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

Lockheed Martin Corporation/Lockheed Martin Aeronautics Company: 
Docket No. FAA-2014-0749; Directorate Identifier 2014-NM-051-AD.

(a) Comments Due Date

    We must receive comments by December 1, 2014.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to Lockheed Martin Corporation/Lockheed Martin 
Aeronautics Company Model 382, 382B, 382E, 382F, and 382G airplanes; 
certificated in any category; having any outer wing serial number 
4542 and subsequent, or any manufacturing end product (MEP) 
replacement outer wing except 14Y series.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Unsafe Condition

    This AD was prompted by an evaluation by the design approval 
holder (DAH) indicating that the upper and lower rainbow fittings on 
the outer wing are subject to widespread fatigue damage (WFD). We 
are issuing this AD to prevent fatigue cracking of the upper and 
lower rainbow fittings on the outer wing and skin-panel-to-fitting 
fastener holes, which could result in reduced structural integrity 
of the airplane and possible separation of the wing from the 
airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Repetitive Eddy Current Surface Scan (ECSS) Inspections

    At the later of the times specified in paragraphs (g)(1) and 
(g)(2) of this AD: Do an ECSS inspection of the left and right outer 
wing upper and lower rainbow fitting-to-skin-panel attachments to 
detect cracks propagating from fasteners attaching the fittings to 
skin panels, and do all applicable related investigative actions, in 
accordance with the Accomplishment Instructions of Lockheed Service 
Bulletin 382-57-95, including Appendix A, dated December 16, 2013, 
except as provided by paragraph (j)(1) of this AD. Do all applicable 
related investigative actions before further flight. If any cracking 
is found during any inspection required by this paragraph, before 
further flight, repair the cracking, using a method approved in 
accordance with the procedures specified in paragraph (m) of this 
AD. Repeat the inspection of the left and right outer wing upper and 
lower rainbow fitting-to-skin-panel attachments thereafter at 
intervals not to exceed 2,000 flight hours, except as provided by 
paragraph (l) of this AD.
    (1) Before the accumulation of 30,000 total flight hours on any 
wing.
    (2) Within 365 days or 600 flight hours, whichever occurs first, 
after the effective date of this AD.

(h) Rainbow Fitting Replacement and Inspections

    At the time specified in paragraph (i) of this AD, do the 
actions required by paragraph (h)(1) and (h)(2) of this AD.
    (1) Do a detailed inspection of the wing faying structure for 
damage and cracks, and do an automated bolt hole eddy current 
inspection on all open fastener holes in the mating structure, 
stiffeners, webs and angles for cracking, in accordance with the 
Accomplishment Instructions of Lockheed Service Bulletin 382-57-95, 
including Appendix A, dated December 16, 2013, except as provided by 
paragraph (j)(1) of this AD.
    (i) If any damage is found during any inspection required by 
paragraph (h)(1) of this AD, before further flight, repair the 
damage, using a method approved in accordance with the procedures 
specified in paragraph (m) of this AD.
    (ii) If any cracking is found during any inspection required by 
paragraph (h)(1) of this AD, before further flight, repair the 
cracking, in accordance with the Accomplishment Instructions of 
Lockheed Service Bulletin 382-57-95, including Appendix A, dated 
December 16, 2013, except as provided by paragraphs (j)(1) and 
(j)(2) of this AD.
    (2) Replace the left and right upper and lower rainbow fittings 
of the outer wing with new fittings, in accordance with the 
Accomplishment Instructions of Lockheed Service Bulletin 382-57-95, 
including Appendix A, dated December 16, 2013.

    Note 1 to paragraph (h) of this AD: AD 2012-06-09, Amendment 39-
16990 (77 FR 21404, April 10, 2012), is related to the rainbow 
fitting replacement. AD 2012-06-09 references the Lockheed Martin 
Model 382, 382B, 382E, 382F, and 382G Series Aircraft Service Manual 
Publication (SMP), Supplemental Structural Inspection Document 
(SSID), SMP 515-C-SSID, Change 1, dated September 10, 2010; which 
contains inspections for the entire Model 382B-H airframe, not just 
the outer wing. Since installing new rainbow fittings, as required 
by paragraph (g) of this AD, resets the accumulated service life on 
certain parts to zero, certain compliance times specified in Table 3 
of this SSID would be affected by the installation of new outer wing 
fittings.


    Note 2 to paragraph (h) of this AD: AD 2011-15-02, Amendment 39-
16749 (76 FR 41647, July 15, 2011), has requirements for fuel system 
limitations (FSLs) and critical design configuration control 
limitations (CDCCLs) which might include configuration or parts 
limitations on areas affected by accomplishment of this AD.

(i) Compliance Times for Paragraph (h) of This AD

    At the later of the times specified in paragraph (i)(1) and 
(i)(2) of this AD, do the actions required by paragraph (h) of this 
AD.
    (1) Before the accumulation of 50,000 total flight hours on any 
wing.
    (2) Within 60 days or 100 flight hours, whichever occurs first, 
after the effective date of this AD.

(j) Exceptions to Service Information Specifications

    (1) Although Lockheed Service Bulletin 382-57-95, including 
Appendix A, dated December 16, 2013, specifies to submit certain 
information to the manufacturer, this AD does not include that 
requirement.
    (2) Where Lockheed Service Bulletin 382-57-95, including 
Appendix A, dated December 16, 2013, specifies to contact Lockheed 
for repair instructions, before further flight, repair using a 
method approved in accordance with the procedures specified in 
paragraph (m) of this AD.

 (k) Parts Installation Limitation

    After replacement of the left and right upper and lower rainbow 
fittings of the outer wing with new fittings as required by 
paragraph (h) of this AD, any subsequent rainbow fitting 
replacements must be done using a method approved in accordance with 
the procedures specified in paragraph (m) of this AD.

(l) Outer Wing Flight Hours Adjustment

    For any wing on which the left or right upper and lower rainbow 
fittings of the outer wing have been replaced with new fittings as 
required by paragraph (h) of this AD: Before the accumulation of 
30,000 flight hours after accomplishing the replacement, do the 
inspection required by paragraph (g) of this

[[Page 62079]]

AD and repeat thereafter at the times specified in paragraph (g) of 
this AD.

(m) 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 
(n)(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.
    (3) An AMOC that provides an acceptable level of safety may be 
used for any repair required by this AD if it is approved by 
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company 
Designated Engineering Representative (DER) that has been authorized 
by the Manager, Atlanta ACO to make those findings. For a repair 
method to be approved, the repair must meet the certification basis 
of the airplane, and the approval must specifically refer to this 
AD.

(n) 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: 404-474-5606; email: 
Carl.W.Gray@faa.gov.
    (2) For service information identified in this AD, contact 
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company, 
Airworthiness Office, Dept. 6A0M, Zone 0252, Column P-58, 86 S. Cobb 
Drive, Marietta, GA 30063; telephone 770-494-5444; fax 770-494-5445; 
email ams.portal@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 September 23, 2014.
Dionne Palermo,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2014-24549 Filed 10-15-14; 8:45 am]
BILLING CODE 4910-13-P