Airworthiness Directives Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Airplanes, 68377-68381 [2014-27067]
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Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules
‘‘highly compensated employee’’ solely
because of a one-time or lump sum
pension payment that occurred at the
end of their career. Such a result would
necessarily cause an otherwise highly
compensated employee who is not a
‘‘senior officer’’ to fall out of the top five
highest compensated employees for that
reporting period, and thus, to not be
included in the disclosure required
under § 620.6(c)(2)(i).
This proposed rule would improve
the quality of the disclosure required
under existing § 620.6(c)(2)(i) by
eliminating the potential for unintended
results such as the one outlined above.
Therefore, we propose to amend
§ 620.6(c)(2)(i) to exclude any such
employee from the Compensation Table
if the employee would be considered
highly compensated solely because of
payments related to or change(s) in
value of the employee’s qualified
pension plan provided that the plan was
available to all similarly situated
employees on the same basis at the time
the employee joined the plan.
IV. Regulatory Flexibility Act
Pursuant to section 605(b) of the
Regulatory Flexibility Act (5 U.S.C. 601
et seq.), the FCA hereby certifies that the
proposed rule would not have a
significant economic impact on a
substantial number of small entities.
Each of the banks in the Farm Credit
System, considered together with its
affiliated associations, has assets and
annual income in excess of the amounts
that would qualify them as small
entities. Therefore, Farm Credit System
institutions are not ‘‘small entities’’ as
defined in the Regulatory Flexibility
Act.
List of Subjects in 12 CFR Part 620
Accounting, Agriculture, Banks,
banking, Reporting and recordkeeping
requirements, Rural areas.
For the reasons stated in the
preamble, part 620 of chapter VI, title 12
of the Code of Federal Regulations is
proposed to be amended as follows:
PART 620—DISCLOSURE TO
SHAREHOLDERS
1. The authority citation for part 620
continues to read as follows:
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■
Authority: Secs. 4.3, 4.3A, 4.19, 5.9, 5.19
of the Farm Credit Act (12 U.S.C. 2154,
2154a, 2207, 2243, 2252, 2254); sec. 424 of
Pub. L. 100–233, 101 Stat. 1568, 1656, sec.
514 of Pub. L. 102–552, 106 Stat. 4102.
2. Section 620.6(c)(2)(i) is revised to
read as follows:
■
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16:18 Nov 14, 2014
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§ 620.6 Disclosures in the annual report to
shareholders relating to directors and
senior officers.
*
*
*
*
*
(c) * * *
(2) * * *
(i) If applicable, when any employee
who is not a senior officer has annual
compensation at a level that is among
the five highest paid by the institution
during the reporting period, include the
highly compensated employee(s) in the
aggregate number and amount of
compensation reported in the
Compensation Table. However, exclude
any such employee from the
Compensation Table if the employee
would be considered highly
compensated solely because of
payments related to or change(s) in
value of the employee’s qualified
pension plan provided that the plan was
available to all similarly situated
employees on the same basis at the time
the employee joined the plan.
*
*
*
*
*
Dated: November 12, 2014.
Dale L. Aultman,
Secretary, Farm Credit Administration Board.
[FR Doc. 2014–27192 Filed 11–14–14; 8:45 am]
BILLING CODE 6705–01–P
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: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
We are revising an earlier
proposed airworthiness directive (AD)
that proposed to supersede AD 95–26–
11, for all Lockheed Martin Corporation/
Lockheed Martin Aeronautics Company
Model L–1011 series airplanes. AD 95–
26–11 currently 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. The NPRM
proposed to reduce the compliance
SUMMARY:
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68377
time; add inspections for cracking of
certain aft fuselage skin panels; add a
structural modification; and also add a
post-modification inspection program.
The NPRM 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),
which could result in cracking in the aft
pressure bulkhead. This action revises
the NPRM by reducing the poststructural modification repetitive
inspection interval. We are proposing
this supplemental NPRM (SNPRM) 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. Since
this action imposes an additional
burden over that proposed in the NPRM,
we are reopening the comment period to
allow the public the chance to comment
on these proposed changes.
DATES: We must receive comments on
this SNPRM by January 2, 2015.
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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590, between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays.
For service information identified in
this AD, contact Lockheed Martin
Corporation/Lockheed Martin
Aeronautics Company, L1011 Technical
Support Center, Dept. 6A4M, Zone
0579, 86 South Cobb Drive, Marietta,
GA 30063–0579; telephone 770–494–
5444; fax 770–494–5445; email
L1011.support@lmco.com; Internet
https://www.lockheedmartin.com/ams/
tools/TechPubs.html. You may view this
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://
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Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules
www.regulations.gov by searching for
and locating Docket No. FAA–2014–
0227; or in person at the Docket
Management Facility between 9 a.m.
and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket
contains this proposed AD, the
regulatory evaluation, any comments
received, and other information. The
street address for the Docket Office
(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT: Carl
Gray, Aerospace Engineer, Airframe
Branch, ACE–117A, FAA, Atlanta
Aircraft Certification Office (ACO), 1701
Columbia Avenue, College Park, GA
30337; phone: 404–474–5554; fax: 404–
474–5605; email: carl.w.gray@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposed AD. Send your comments
to an address listed under the
ADDRESSES section. Include ‘‘Docket No.
FAA–2014–0227; Directorate Identifier
2013–NM–211–AD’’ at the beginning of
your comments. We specifically invite
comments on the overall regulatory,
economic, environmental, and energy
aspects of this proposed AD. We will
consider all comments received by the
closing date and may amend this
proposed AD because of those
comments.
We will post all comments we
receive, without change, to https://
www.regulations.gov, including any
personal information you provide. We
will also post a report summarizing each
substantive verbal contact we receive
about this proposed AD.
Discussion
We issued an NPRM to amend 14 CFR
part 39 by adding an AD that would
apply to all Lockheed Martin
Corporation/Lockheed Martin
Aeronautics Company Model L–1011
series airplanes. The NPRM published
in the Federal Register on April 14,
2014 (79 FR 20819). The NPRM
proposed to supersede Airworthiness
Directive 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 currently
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. The
NPRM proposed to 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.
Actions Since Previous NPRM Was
Issued
Since we issued the NPRM, we have
determined that the post-structural
modification repetitive inspection
interval should be revised.
Comments
We gave the public the opportunity to
comment on the NPRM (79 FR 20819,
April 14, 2014). The following presents
the comment received on the NPRM,
and the FAA’s response to the comment.
Request To Revise Repetitive Inspection
Compliance Time
Lockheed requested that we revise the
post-structural modification repetitive
inspection interval in paragraph (s) of
the NPRM (79 FR 20819, April 14, 2014)
from 13,875 flight cycles to 1,750 flight
cycles. Paragraph (s) of the NPRM is
identified as paragraph (r) in this
SNPRM. Lockheed explained that the
1,750 flight cycles inspection interval
meets the intent of Lockheed Service
Bulletin 093–53–105, Revision 3, dated
May 31, 2013.
We agree to revise the repetitive
inspection interval in paragraph (r) of
this SNPRM to 1,750 flight cycles. The
13,875 flight cycles interval was a
typographical error.
Revised Compliance Time
We have also determined that if any
cracking is found during any inspection
specified in this SNPRM, it must be
repaired before further flight in order to
address the identified unsafe condition.
We have removed (q) of this SNPRM,
which deferred replacement of cracked
fittings/splice tabs and certain
inspections. We have revised the
compliance time inparagraph (m)(1)(ii)
of this AD from ‘‘within 1,750 flight
cycles after finding the crack’’ to ‘‘before
further flight.’’ In addition, we added
‘‘The deferral specified in paragraphs
(m)(1) and (m)(2) of this AD cannot be
done as of the effective date of this AD.’’
We have also revised paragraphs (n)
and (o) of this SNPRM to remove the
reference to paragraph (q) of this
SNPRM.
FAA’s Determination
We are proposing this SNPRM
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. The change
described above expands the scope of
the NPRM (79 FR 20819, April 14,
2014). As a result, we have determined
that it is necessary to reopen the
comment period to provide additional
opportunity for the public to comment
on this SNPRM.
Proposed Requirements of This SNPRM
This SNPRM would retain certain
requirements of AD 95–26–11,
Amendment 39–9469 (60 FR 66870,
December 27, 1995). This SNPRM
would reduce the compliance time; add
inspections for cracking of certain aft
fuselage skin panels; add a structural
modification; and also add a postmodification inspection program.
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
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Action
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].
23 work-hours × $85 per hour
= $1,955 per inspection
cycle.
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Parts cost
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$1,955 per inspection cycle ...
$50,830 per inspection cycle.
6,750
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Cost on U.S. operators
$0
185 work-hours × $85 per
hour = $15,725.
Cost per product
22,475 ....................................
584,350.
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Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules
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
68379
determining the number of aircraft that
might need these replacements:
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
List of Subjects in 14 CFR Part 39
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.
(f) Compliance
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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.
Comply with this AD within the
compliance times specified, unless already
done.
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,
Amendment 39–9469 (60 FR 66870,
December 27, 1995), and adding the
following new AD:
■
(e) Unsafe Condition
(i) Retained Repetitive Fitting Inspections
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.
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.
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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
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.
We must receive comments by January 2,
2015.
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(h) Retained Corrective Action for Cracked
Fitting
Air Transport Association (ATA) of
America Code 53, Fuselage.
(a) Comments Due Date
16:18 Nov 14, 2014
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.
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.
Lockheed Martin Corporation/Lockheed
Martin Aeronautics Company: Docket
No. FAA–2014–0227; Directorate
Identifier 2013–NM–211–AD.
Regulatory Findings
VerDate Sep<11>2014
(g) Retained Detailed Visual Inspection
(b) Affected ADs
This AD replaces 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
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Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules
(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
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 (BHEC), 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 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 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
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 Service
Bulletin 093–53–105, Revision 3, dated May
31, 2013. As of the effective date of this AD,
use only Lockheed 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
BHEC inspection to detect cracking of the
forward flange of the inner tee cap, in
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16:18 Nov 14, 2014
Jkt 235001
accordance with the Accomplishment
Instructions of Lockheed L–1011 Service
Bulletin 093–53–105, Revision 1, dated
November 17, 1995; or Lockheed 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
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) New 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 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
AD 95–26–11), 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
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. As
of the effective date of this AD, the deferral
specified in paragraphs (m)(1) and (m)(2) of
this AD cannot be done. If cracking was
found before the effective date of this AD, the
deferrel specified in paragraphs (m)(1) and
(m)(2) of this AD may be done.
(1) If two or more adjacent fittings on both
sides of the cracked fittings or bonded splice
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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 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
Service Bulletin 093–53–105, Revision 3,
dated May 31, 2013. As of the effective date
of this AD, use only Lockheed 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: Before further flight
after finding the crack.
(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., BHEC, 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. Repeat the inspection of
the stringer end fittings 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 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
E:\FR\FM\17NOP1.SGM
17NOP1
Federal Register / Vol. 79, No. 221 / Monday, November 17, 2014 / Proposed Rules
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 modification
required by paragraph (q) of this AD is 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 Pre-Structural Modification
Inspections and Structural Modification
Before the accumulation of 20,800 total
flight cycles: Do the applicable actions
specified in paragraphs (q)(1) and (q)(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.
(r) New Post-Structural Modification
Repetitive Inspections
Within 13,875 flight cycles after
performing the actions required by paragraph
(q)(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
1,750 flight cycles.
mstockstill on DSK4VPTVN1PROD with PROPOSALS
(s) 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.
(t) 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
VerDate Sep<11>2014
16:18 Nov 14, 2014
Jkt 235001
to the manager of the ACO, send it to the
attention of the person identified in
paragraph (u)(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.
(u) Related Information
(1) For more information about this AD,
contact Carl Gray, Aerospace Engineer,
Airframe Branch, ACE–117A, FAA, Atlanta
Aircraft Certification Office (ACO), 1701
Columbia Avenue, College Park, GA 30337;
phone: 404–474–5554; fax: 404–474–5605;
email: carl.w.gray@faa.gov.
(2) For service information identified in
this AD, contact Lockheed Martin
Corporation/Lockheed Martin Aeronautics
Company, L1011 Technical Support Center,
Dept. 6A4M, Zone 0579, 86 South Cobb
Drive, Marietta, GA 30063–0579; telephone
770–494–5444; fax 770–494–5445; email
L1011.support@lmco.com; Internet https://
www.lockheedmartin.com/ams/tools/
TechPubs.html. You may view this service
information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue SW., Renton,
WA. For information on the availability of
this material at the FAA, call 425–227–1221.
Issued in Renton, Washington, on
November 5, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2014–27067 Filed 11–14–14; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2014–0772; Directorate
Identifier 2014–NM–090–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) 2011–08–
51, which applies to certain The Boeing
Company Model 737–300, –400, and
–500 series airplanes. AD 2011–08–51
currently requires repetitive inspections
of the lap joint at certain stringers along
the entire length from certain body
stations. Since we issued AD 2011–08–
51, an evaluation by the design approval
holder (DAH) has determined that the
lower fastener holes in the lower skin of
the fuselage lap splice are subject to
widespread fatigue damage (WFD), and
SUMMARY:
PO 00000
Frm 00006
Fmt 4702
Sfmt 4702
68381
as a result the DAH specified revised
compliance times, an expanded
inspection area, and additional
inspections for cracks and open pockets,
and corrective actions if necessary.
Additionally, this evaluation has also
determined that the repetitive
inspection interval can be increased for
lap splices with certain new fay
scratches. This proposed AD would
expand the inspection area, require
additional inspections for cracks and
open pockets, and corrective actions if
necessary, and revise the compliance
times. We are proposing this AD to
detect and correct fatigue cracking of the
lower fastener holes in the lower skin of
the fuselage lap splice, which could
result in reduced structural integrity of
the airplane.
DATES: We must receive comments on
this proposed AD by January 2, 2015.
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 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.
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–
0772; 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
E:\FR\FM\17NOP1.SGM
17NOP1
]]>Agencies
[Federal Register Volume 79, Number 221 (Monday, November 17, 2014)]
[Proposed Rules]
[Pages 68377-68381]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2014-27067]
=======================================================================
-----------------------------------------------------------------------
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: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.
-----------------------------------------------------------------------
SUMMARY: We are revising an earlier proposed airworthiness directive
(AD) that proposed to supersede AD 95-26-11, for all Lockheed Martin
Corporation/Lockheed Martin Aeronautics Company Model L-1011 series
airplanes. AD 95-26-11 currently 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. The NPRM proposed to 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. The NPRM 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), which could result in cracking in the aft pressure
bulkhead. This action revises the NPRM by reducing the post-structural
modification repetitive inspection interval. We are proposing this
supplemental NPRM (SNPRM) 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.
Since this action imposes an additional burden over that proposed in
the NPRM, we are reopening the comment period to allow the public the
chance to comment on these proposed changes.
DATES: We must receive comments on this SNPRM by January 2, 2015.
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: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
For service information identified in this AD, contact Lockheed
Martin Corporation/Lockheed Martin Aeronautics Company, L1011 Technical
Support Center, Dept. 6A4M, Zone 0579, 86 South Cobb Drive, Marietta,
GA 30063-0579; telephone 770-494-5444; fax 770-494-5445; email
L1011.support@lmco.com; Internet https://www.lockheedmartin.com/ams/tools/TechPubs.html. You may view this 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://
[[Page 68378]]
www.regulations.gov by searching for and locating Docket No. FAA-2014-
0227; or in person at the Docket Management Facility between 9 a.m. and
5 p.m., Monday through Friday, except Federal holidays. The AD docket
contains this proposed AD, the regulatory evaluation, any comments
received, and other information. The street address for the Docket
Office (phone: 800-647-5527) is in the ADDRESSES section. Comments will
be available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Carl Gray, Aerospace Engineer,
Airframe Branch, ACE-117A, FAA, Atlanta Aircraft Certification Office
(ACO), 1701 Columbia Avenue, College Park, GA 30337; phone: 404-474-
5554; fax: 404-474-5605; email: carl.w.gray@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposed AD. Send your comments to an address
listed under the ADDRESSES section. Include ``Docket No. FAA-2014-0227;
Directorate Identifier 2013-NM-211-AD'' at the beginning of your
comments. We specifically invite comments on the overall regulatory,
economic, environmental, and energy aspects of this proposed AD. We
will consider all comments received by the closing date and may amend
this proposed AD because of those comments.
We will post all comments we receive, without change, to https://www.regulations.gov, including any personal information you provide. We
will also post a report summarizing each substantive verbal contact we
receive about this proposed AD.
Discussion
We issued an NPRM to amend 14 CFR part 39 by adding an AD that
would apply to all Lockheed Martin Corporation/Lockheed Martin
Aeronautics Company Model L-1011 series airplanes. The NPRM published
in the Federal Register on April 14, 2014 (79 FR 20819). The NPRM
proposed to supersede Airworthiness Directive 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 currently 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. The NPRM proposed to 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.
Actions Since Previous NPRM Was Issued
Since we issued the NPRM, we have determined that the post-
structural modification repetitive inspection interval should be
revised.
Comments
We gave the public the opportunity to comment on the NPRM (79 FR
20819, April 14, 2014). The following presents the comment received on
the NPRM, and the FAA's response to the comment.
Request To Revise Repetitive Inspection Compliance Time
Lockheed requested that we revise the post-structural modification
repetitive inspection interval in paragraph (s) of the NPRM (79 FR
20819, April 14, 2014) from 13,875 flight cycles to 1,750 flight
cycles. Paragraph (s) of the NPRM is identified as paragraph (r) in
this SNPRM. Lockheed explained that the 1,750 flight cycles inspection
interval meets the intent of Lockheed Service Bulletin 093-53-105,
Revision 3, dated May 31, 2013.
We agree to revise the repetitive inspection interval in paragraph
(r) of this SNPRM to 1,750 flight cycles. The 13,875 flight cycles
interval was a typographical error.
Revised Compliance Time
We have also determined that if any cracking is found during any
inspection specified in this SNPRM, it must be repaired before further
flight in order to address the identified unsafe condition. We have
removed (q) of this SNPRM, which deferred replacement of cracked
fittings/splice tabs and certain inspections. We have revised the
compliance time inparagraph (m)(1)(ii) of this AD from ``within 1,750
flight cycles after finding the crack'' to ``before further flight.''
In addition, we added ``The deferral specified in paragraphs (m)(1) and
(m)(2) of this AD cannot be done as of the effective date of this AD.''
We have also revised paragraphs (n) and (o) of this SNPRM to remove
the reference to paragraph (q) of this SNPRM.
FAA's Determination
We are proposing this SNPRM 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.
The change described above expands the scope of the NPRM (79 FR 20819,
April 14, 2014). As a result, we have determined that it is necessary
to reopen the comment period to provide additional opportunity for the
public to comment on this SNPRM.
Proposed Requirements of This SNPRM
This SNPRM would retain certain requirements of AD 95-26-11,
Amendment 39-9469 (60 FR 66870, December 27, 1995). This SNPRM 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.
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
----------------------------------------------------------------------------------------------------------------
Cost on U.S.
Action Labor cost Parts cost Cost per product operators
----------------------------------------------------------------------------------------------------------------
Inspections [actions retained 23 work-hours x $85 $0 $1,955 per $50,830 per
from AD 95-26-11, Amendment 39- per hour = $1,955 inspection cycle. inspection cycle.
9469 (60 FR 66870, December 27, per inspection
1995)]. cycle.
Inspections and modification [new 185 work-hours x 6,750 22,475............. 584,350.
proposed action]. $85 per hour =
$15,725.
----------------------------------------------------------------------------------------------------------------
[[Page 68379]]
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 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 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. 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
We must receive comments by January 2, 2015.
(b) Affected ADs
This AD replaces 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.
[[Page 68380]]
(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 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 (BHEC), 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 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 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 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 Service Bulletin
093-53-105, Revision 3, dated May 31, 2013. As of the effective date
of this AD, use only Lockheed 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 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 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 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) New 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 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 AD 95-26-11), 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 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. As of the effective date of this AD, the deferral specified
in paragraphs (m)(1) and (m)(2) of this AD cannot be done. If
cracking was found before the effective date of this AD, the
deferrel specified in paragraphs (m)(1) and (m)(2) of this AD may be
done.
(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 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 Service
Bulletin 093-53-105, Revision 3, dated May 31, 2013. As of the
effective date of this AD, use only Lockheed 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: Before further flight after finding the crack.
(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., BHEC,
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. Repeat
the inspection of the stringer end fittings 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 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
[[Page 68381]]
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 modification
required by paragraph (q) of this AD is 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 Pre-Structural Modification Inspections and Structural
Modification
Before the accumulation of 20,800 total flight cycles: Do the
applicable actions specified in paragraphs (q)(1) and (q)(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.
(r) New Post-Structural Modification Repetitive Inspections
Within 13,875 flight cycles after performing the actions
required by paragraph (q)(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 1,750 flight cycles.
(s) 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.
(t) 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
(u)(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.
(u) Related Information
(1) For more information about this AD, contact Carl Gray,
Aerospace Engineer, Airframe Branch, ACE-117A, FAA, Atlanta Aircraft
Certification Office (ACO), 1701 Columbia Avenue, College Park, GA
30337; phone: 404-474-5554; fax: 404-474-5605; email:
carl.w.gray@faa.gov.
(2) For service information identified in this AD, contact
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company,
L1011 Technical Support Center, Dept. 6A4M, Zone 0579, 86 South Cobb
Drive, Marietta, GA 30063-0579; telephone 770-494-5444; fax 770-494-
5445; email L1011.support@lmco.com; Internet https://www.lockheedmartin.com/ams/tools/TechPubs.html. You may view this
service information at the FAA, Transport Airplane Directorate, 1601
Lind Avenue SW., Renton, WA. For information on the availability of
this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on November 5, 2014.
Jeffrey E. Duven,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2014-27067 Filed 11-14-14; 8:45 am]
BILLING CODE 4910-13-P
