[Federal Register: December 16, 2004 (Volume 69, Number 241)]
[Proposed Rules]
[Page 75282-75287]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr16de04-19]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 99-NM-129-AD]
RIN 2120-AA64
Airworthiness Directives; Lockheed Model L-1011-385 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Supplemental notice of proposed rulemaking; reopening of
comment period.
-----------------------------------------------------------------------
SUMMARY: This document revises an earlier proposed airworthiness
directive (AD), applicable to all Lockheed Model L-1011-385 series
airplanes, that would have required repetitive inspections to detect
corrosion or fatigue cracking of certain structural elements of the
airplane; corrective actions if necessary; and incorporation of certain
structural modifications. This new action revises the proposed rule by
referencing a new service bulletin that, among other changes, corrects
the effectivity and revises the modification threshold of various
secondary service bulletins. The actions specified by this new proposed
AD are intended to prevent corrosion or fatigue cracking of certain
structural elements, which could result in reduced structural integrity
of the airplane. This action is intended to address the identified
unsafe condition.
DATES: Comments must be received by January 10, 2005.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 99-NM-129-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056. Comments may be inspected at this
location between 9 a.m. and 3 p.m., Monday through Friday, except
Federal holidays. Comments may be submitted via fax to (425) 227-1232.
Comments may also be sent via the Internet using the following address:
9-anm-nprmcomment@faa.gov. Comments sent via fax or the Internet must
contain ``Docket No. 99-NM-129-AD'' in the subject line and need not be
submitted in triplicate. Comments sent via the Internet as attached
electronic files must be formatted in Microsoft Word 97 for Windows or
ASCII text.
The service information referenced in the proposed rule may be
obtained from Lockheed Martin Aircraft & Logistics Centers, 120 Orion
Street, Greenville, South Carolina 29605. This information may be
examined at the FAA, Transport Airplane Directorate, 1601 Lind Avenue,
SW., Renton, Washington; or at the FAA, Atlanta Aircraft Certification
Office, One Crown Center, 1895 Phoenix Boulevard, suite 450, Atlanta,
Georgia.
FOR FURTHER INFORMATION CONTACT: William Herderich, Aerospace Engineer,
Airframe Branch, ACE-117A, FAA, Atlanta Aircraft Certification Office,
One Crown Center, 1895 Phoenix Boulevard, suite 450, Atlanta, Georgia
30349; telephone (770) 703-6082; fax (770) 703-6097.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications shall identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this action may be changed in
light of the comments received.
Submit comments using the following format:
Organize comments issue-by-issue. For example, discuss a
request to change the compliance time and a request to change the
service bulletin reference as two separate issues.
For each issue, state what specific change to the proposed
AD is being requested.
Include justification (e.g., reasons or data) for each
request.
Comments are specifically invited on the overall regulatory,
economic,
[[Page 75283]]
environmental, and energy aspects of the proposed rule. All comments
submitted will be available, both before and after the closing date for
comments, in the Rules Docket for examination by interested persons. A
report summarizing each FAA-public contact concerned with the substance
of this proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this action must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket Number 99-NM-129-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Transport Airplane Directorate, ANM-114, Attention: Rules
Docket No. 99-NM-129-AD, 1601 Lind Avenue, SW., Renton, Washington
98055-4056.
Discussion
A proposal to amend part 39 of the Federal Aviation Regulations (14
CFR part 39) to add an airworthiness directive (AD), applicable to all
Lockheed Model L-1011-385 series airplanes, was published as a notice
of proposed rulemaking (NPRM) (hereafter referred to as ``the original
NPRM'') in the Federal Register on December 9, 1999 (64 FR 68960). The
original NPRM would have required repetitive inspections to detect
corrosion or fatigue cracking of certain structural elements of the
airplane; corrective actions if necessary; and incorporation of certain
structural modifications. The original NPRM was prompted by new
recommendations related to incidents of fatigue cracking and corrosion
in transport category airplanes that are approaching or have exceeded
their economic design goal. Such corrosion or fatigue cracking in
certain structural elements, if not corrected, could result in reduced
structural integrity of the airplane.
Comments
Due consideration has been given to the comments received in
response to the original NPRM.
Request To Reference Latest Revision of Service Bulletin
One commenter, the airplane manufacturer, provides clarification
about the compliance times specified in paragraphs (a)(1), (a)(2),
(c)(1), and (c)(2) of the original NPRM as they pertain to certain
service bulletins identified in Lockheed Tristar L-1011 Service
Bulletin (SB) 093-51-041, dated April 27, 1998 (which is referenced in
the original NPRM as the appropriate source of service information for
accomplishing the proposed actions; hereafter called the ``Collector
Service Bulletin''). The commenter states that it will initiate
Revision 1 of the Collector Service Bulletin to reflect that continuing
inspections are called for by SB 093-57-208; to list the latest
revision CN4, dated May 8, 1998, of SB 093-53-260; to reference AD 99-
09-14, amendment 39-11147 (64 FR 20144, April 28, 1999); and to revise
the threshold of certain modifications.
From this comment, the FAA infers that the commenter is requesting
that the original NPRM reference Revision 1 of the Collector Service
Bulletin. We agree. The original issue of the Collector Service
Bulletin was referenced in the original NPRM as the appropriate source
of service information. The original issue describes procedures for
certain repetitive inspections to detect corrosion or fatigue cracking
of certain structural elements of the airplane; corrective actions, if
necessary; and incorporation of certain structural modifications. Since
the issuance of the original NPRM, we have reviewed and approved
Revision 1 of Lockheed SB 093-51-41, dated March 3, 2000. Revision 1 of
the service bulletin corrects the effectivity and revises the
``Modification Termination Threshold'' of various secondary SBs;
revises SB 093-53-260, CN3 to CN4; and contains certain editorial
changes. We have revised the supplemental NPRM to include reference to
Revision 1 of SB 093-51-041 as the appropriate source of service
information.
Requests To Clarify Certain Compliance Times
One commenter, the airplane manufacturer, provides further
clarification about the compliance times specified in paragraphs (a)(1)
and (a)(2) of the original NPRM for the inspections specified in SB
093-57-058, R5-CN1, dated August 22, 1995, which is listed in the
Collector Service Bulletin. The commenter states the SB 093-57-208,
Revision 1, dated October 28, 1997, which is also listed in the
Collector Service Bulletin, forces inspection of the center box wing
spar web at different frequencies. Since both of these SBs will be
mandated, the commenter assumes the earlier schedule will take
precedence.
From this comment, we infer that the commenter is requesting that
the compliance times specified in paragraphs (a)(1) and (a)(2) of the
supplemental NPRM be clarified. We agree. We find that paragraph (c)(1)
of the supplemental NPRM also needs to be clarified. Those paragraphs
refer to the threshold and repetitive intervals specified in the
individual service bulletin as listed in Tables 1 and II of the
Collector Service Bulletin, as applicable. In the ``Inspection
Threshold'' and ``Reinspection Intervals'' columns of Tables 1 and II,
the Collector Service Bulletin references a total of eight notes (i.e.,
three notes in Table 1 and five notes in Table II) located at the
bottom of those tables. Our intent was that the information specified
in those notes be required as part of the applicable compliance time.
As indicated in NOTE (1) of Tables I and II the Collector Service
Bulletin, ``Inspection thresholds and repeat inspection intervals are
shown for convenience, in the event of conflicts the individual service
bulletin shall take precedence. Some service bulletins contain
inspection options that are not shown here.'' Therefore, for the
subject inspections, the inspection times listed in SB 093-57-058, R5-
CN1, take precedence.
In light of this request and other similar requests below, we find
that operators may misinterpret the compliance times specified in the
original NPRM. Therefore, for clarification purposes, we have revised
the supplemental NPRM by listing the compliance times for each
individual service bulletin in a table (i.e., Table 1) and revised
paragraphs (a)(1), (a)(2), and (c)(1) to refer to the individual
service bulletin listed in Table 1.
One commenter requests that the compliance times specified in
paragraphs (a)(1) and (a)(2) of the original NPRM for the initial
fatigue-related inspection (i.e., reference SB 093-53-276, Basic, dated
June 17, 1996) be clarified as to whether that inspection is to be done
at two or four years or is dependent upon corrosion inhibiting compound
(CIC) application. The commenter notes that Table 1 of the ``Collector
Service Bulletin states that the repetitive interval for Service
Bulletin 093-53-276 is ``CPCP (5).'' The commenter states that SB 093-
53-276 refers to two Corrosion Prevention and Control Program (CPCP)
tasks, which are accomplished repetitively at either two or four years
(if 2 part CIC is used).
We do not agree. SB 093-53-276 recommends the use of the initial
and repetitive intervals specified in corrosion tasks C-53-120-04 and
C-53-160-01, as described in the Lockheed Corrosion Prevention and
Control Program (CPCP). In this case, the later of the times is the 15-
year threshold and
[[Page 75284]]
10-year repetitive interval specified in C-53-160-01. No change to the
supplemental NPRM is necessary in this regard.
One commenter requests that SB 093-53-266, which is referenced in
the Collector Service Bulletin as an additional source of service
information, be revised as described in items 1 through 4 below.
1. The initial threshold should be ``prior to the threshold listed
in SB 093-53-266, or within one `C' interval after the effective AD
date of the AD, whichever occurs later.'' From this comment, we infer
that the commenter is requesting a grace period for the initial
threshold specified in the service bulletin, because the compliance
time specified in the subject SB is ``within 1 year after receipt of
this service bulletin.''
We do not agree. As indicated in ``NOTE 2'' of the Collector
Service Bulletin, `` * * * perform these inspections as specified
except substitute `Effective Date of Airworthiness Directive' for
`After Receipt of Service Bulletin.' '' Therefore, the initial
threshold specified in this supplemental NPRM is within 1 year after
the effective date of this AD for that SB. However, for clarification
purposes, we have revised the supplemental NPRM by listing the
compliance times for each individual service bulletin in Table 1 and
revised paragraphs (a)(1), (a)(2), and (c)(1) to refer to the
individual service bulletin listed in that table (discussed
previously).
2. For airplanes not previously repaired per SB 093-53-264: Within
1 year, do the inspection per paragraph B of the Accomplishment
Instructions of SB 093-53-266, and repetitively inspect frames found to
be cracked at intervals not to exceed 90 days until modified by the
referenced ``LCC'' drawing.
We do not agree. The 1-year inspection threshold is already
identified in paragraph (1)(C)(1) of SB 093-53-266. In addition, it is
our policy to require repair of known cracks before further flight (we
may make exceptions to this policy in certain cases of unusual need, as
discussed below). This policy is based on the fact that such damaged
airplanes do not conform to the FAA-certificated type design and,
therefore, are not airworthy until a properly approved repair is
incorporated. While recognizing that repair deferrals may be necessary
at times, our policy is intended to minimize adverse human factors
relating to the lack of reliability of long-term repetitive
inspections, which may reduce the safety of the type certificated
design if such repair deferrals are practiced routinely. Additionally,
our policy applies to airplanes certificated to damage tolerance
evaluation regulations, as well as those not so certificated.
As noted above, we may make an exception to this policy in certain
cases, if there is an unusual need for a temporary deferral. Unusual
needs include such circumstances as legitimate difficulty in acquiring
parts to accomplish repairs. Under such conditions, we may allow a
temporary deferral of the repair, subject to a stringent inspection
program acceptable to us. We acknowledge that the manufacturer has
specified inspection intervals that are intended to allow continued
operation with known cracks, and to prevent the need for extensive
repairs. However, since we are not aware of any unusual need for repair
deferral in regard to this supplemental NPRM, we have not evaluated
these inspection intervals.
We consider the compliance times in this supplemental NPRM to be
adequate to allow operators time to acquire parts to have on hand in
the event that a crack is detected during inspection. Therefore, we
have determined that, due to the safety implications and consequences
associated with such cracking, any subject frame that is found to be
cracked must be repaired or modified prior to further flight. No change
to the supplemental NPRM is necessary in this regard.
3. For airplanes previously repaired per LCC drawings LCC-7622-337
or -325: Within 15,000 flight after repair installation, and thereafter
at intervals not to exceed 15,000 cycles, inspect per paragraph C of
the Accomplishment Instructions of SB 093-53-266.
We do not agree. The compliance times identified by the commenter
are already identified in paragraph (1)(C)(2) of SB 093-53-266. No
change to the supplemental NPRM is necessary in this regard.
4. For airplanes repaired or modified per SB 093-53-264 or -266:
Every heavy maintenance visit (HMV), do a visual inspection per
paragraph C of SB 093-53-266.
We do not agree. The compliance time identified by the commenter is
already identified in paragraph (1)(C)(3) of SB 093-53-266. No change
to the supplemental NPRM is necessary in this regard.
One commenter, the airplane manufacturer, notes that Table II of
the Collector Service Bulletin does not specify a threshold or
repetitive interval for SB 093-53-054, Revision 1, dated August 12,
1975. However, the notes of the Collector Service Bulletin say to
modify at next HMV. The commenter notes that this SB is a modification
only.
From this comment, we infer that the commenter is requesting that
the compliance times specified in paragraph (c)(1) of the supplemental
NPRM be clarified. We agree. For clarification purposes, we have
revised the supplemental NPRM by listing the compliance times for each
individual service bulletin in Table 1 and revised paragraphs (a)(1),
(a)(2), and (c)(1) to refer to the individual service bulletin listed
in that table (discussed previously).
Request for Credit for Previously Approved Alternative Methods of
Compliance (AMOC) for Other ADs
One commenter requests that previously approved AMOCs for other ADs
(i.e., AD 91-21-51, and AD 99-09-14) that refer to several of the SBs
listed in the Collector Service Bulletin be approved for the original
NPRM.
We do not agree. We find that any previously approved AMOC must be
assessed for its impact on the actions specified by this supplemental
NPRM. Paragraph (d) of this supplemental NPRM provides affected
operators the opportunity to apply for an AMOC. No change to the
supplemental NPRM is necessary in this regard.
Conclusion
Since certain of these changes expand the scope of the originally
proposed rule, we have determined that it is necessary to reopen the
comment period to provide additional opportunity for public comment.
Changes to 14 CFR Part 39/Effect on the AD
On July 10, 2002, the FAA issued a new version of 14 CFR part 39
(67 FR 47997, July 22, 2002), which governs the FAA's airworthiness
directives system. The regulation now includes material that relates to
altered products, special flight permits, and alternative methods of
compliance. However, for clarity and consistency in this final rule, we
have retained the language of the NPRM regarding that material.
Changes to Labor Rate
We have reviewed the figures we have used over the past several
years to calculate AD costs to operators. To account for various
inflationary costs in the airline industry, we find it necessary to
increase the labor rate used in these calculations from $60 per work
hour to $65 per work hour. The cost impact information, below, reflects
this increase in the specified hourly labor rate.
[[Page 75285]]
Cost Impact
There are approximately 235 airplanes of the affected design in the
worldwide fleet. The FAA estimates that 117 airplanes of U.S. registry
would be affected by this proposed AD.
It would take approximately 32 work hours per airplane (for actions
specified in Table I of the Collector Service Bulletin) and 97 work
hours per airplane (for actions specified in Table II of the Collector
Service Bulletin) to accomplish the proposed inspections, at an average
labor rate of $65 per work hour. Based on these figures, the cost
impact of the proposed AD on U.S. operators is estimated to be
$243,360, or $2,080 per airplane, per inspection cycle (for Table I),
and $737,685, or $6,305 per airplane, per inspection cycle (for Table
II).
It would take approximately 614 work hours per airplane to
accomplish the proposed modifications, at an average labor rate is $65
per work hour. Required parts would cost approximately $142,275 per
airplane. Based on these figures, the cost impact of the proposed AD on
U.S. operators is estimated to be $21,315,645, or $182,185 per
airplane.
The cost impact figures discussed above are based on assumptions
that no operator has yet accomplished any of the proposed requirements
of this AD action, and that no operator would accomplish those actions
in the future if this AD were not adopted. The cost impact figures
discussed in AD rulemaking actions represent only the time necessary to
perform the specific actions actually required by the AD. These figures
typically do not include incidental costs, such as the time required to
gain access and close up, planning time, or time necessitated by other
administrative actions.
Authority for This Rulemaking
The FAA's authority to issue rules regarding aviation safety is
found in Title 49 of the United States Code. 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.
This rulemaking is promulgated under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, the FAA is charged with promoting
safety 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 AD.
Regulatory Impact
The regulations proposed herein 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. Therefore, it
is determined that this proposal would not have federalism implications
under Executive Order 13132.
For the reasons discussed above, I certify that 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);
and (3) if promulgated, 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. A copy of the draft
regulatory evaluation prepared for this action is contained in the
Rules Docket. A copy of it may be obtained by contacting the Rules
Docket at the location provided under the caption ADDRESSES.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
part 39 of the Federal Aviation Regulations (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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
Lockheed: Docket 99-NM-129-AD.
Applicability: All Model L-1011-385 series airplanes,
certificated in any category.
Note 1: This AD applies to each airplane identified in the
preceding applicability provision, regardless of whether it has been
modified, altered, or repaired in the area subject to the
requirements of this AD. For airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (d) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Compliance: Required as indicated, unless accomplished
previously.
To prevent corrosion or fatigue cracking of certain structural
elements, which could result in reduced structural integrity of the
airplane, accomplish the following:
Inspections
(a) At the time specified in the ``Initial Compliance Time''
column of Table 1 of this AD, perform structural inspections to
detect corrosion or fatigue cracking of certain structural elements
of the airplane, in accordance with the applicable service bulletins
listed under ``Service Bulletin Number, Revision, and Date'' in
Tables I and II of Lockheed Tristar L-1011 Service Bulletin 093-51-
041, Revision 1, dated March 3, 2000. Thereafter, repeat the
inspections at intervals specified in the ``Repetitive Intervals''
column of Table 1 of this AD.
Table 1.--Compliance Times
----------------------------------------------------------------------------------------------------------------
Initial compliance time (whichever occurs later
between the times in ``Inspection Threshold''
Lockheed service bulletin and ``Grace Period'') Repetitive intervals
--------------------------------------------------
Inspection threshold Grace period
----------------------------------------------------------------------------------------------------------------
(1) 093-53-269, Revision 1, dated Before the accumulation Within 6,450 flight At intervals not to
October 28, 1997. 8,000 total flight cycles or 5 years exceed 6,450 flight
cycles or 15,000 total after the effective cycles or 5 years,
flight hours, date of this AD, whichever occurs
whichever occurs first. whichever occurs first. first.
(2) 093-53-274, dated May 28, 1997... Within 14 months after (None)................. At intervals not to
the effective date of exceed 14 months.
this AD.
[[Page 75286]]
(3) 093-53-275, dated December 10, Within 6,450 flight (None)................. (None).
1996. cycles or 5 years
after the effective
date of this AD,
whichever occurs first.
(4) 093-53-276, dated June 17, 1996.. At the next Corrosion (None)................. At intervals not to
Prevention and Control exceed the next CPCP
Program (CPCP) inspection.
inspection after the
effective date of this
AD.
(5) 093-57-085, Revision 1, dated Before the accumulation Within 1,800 flight At intervals not to
December 1, 1997. of 26,000 total flight cycles or 3,300 flight exceed 1,800 flight
cycles or 48,000 total hours after the cycles or 3,300 flight
flight hours, effective date of this hours, whichever first
whichever occurs first. AD, whichever occurs occurs first.
first.
(6) 093-57-208, Revision 1, dated Before the accumulation Within 6,450 flight At intervals not to
October 28, 1997. of 18,000 total flight cycles or 5 years exceed 6,450 flight
cycles. after the effective cycles or 5 first
date of this AD, years, whichever
whichever occurs first. occurs first.
(7) 093-52-210, dated July 19, 1991.. Within 5,000 flight (None)................. (None).
hours or 18 months
after the effective
date of this AD,
whichever occurs first.
(8) 093-53-054, dated August 12, 1975 Within 6,450 flight (None)................. (None).
cycles or 5 years
after the effective
date of this AD,
whichever occurs first.
(9) 093-53-070, Revision 3, dated Before the accumulation Within 1,500 flight At intervals not to
September 19, 1989. of 6,000 total flight hours after the exceed 3,000 flight
hours. effective date of this hours.
AD.
(10) 093-53-085, Revision 3, dated Part I: Before the Part I: Within 1,600 Part I: At intervals
December 15, 1989. accumulation of 20,000 flight cycles or 3,000 not to exceed 1,600
flight cycles or flight hours after the flight cycles or 3,000
37,000 total flight effective date of this flight hours,
hours, whichever AD, whichever occurs whichever occurs
occurs first. first. first.
Part II: Before the Part II: Within 5,000 Part II: At intervals
accumulation of 30,000 flight cycles or 9,200 not to exceed 5,000
flight cycles or flight hours after the flight cycles or 9,200
55,000 total flight effective date of this flight hours,
hours, whichever AD, whichever occurs whichever occurs
occurs first. first. first.
(11) 093-53-086, Revision 5, dated Before the accumulation Within 1,600 flight At intervals not to
April 12, 1990. of 9,000 flight cycles cycles or 3,000 flight exceed 1,600 flight
or 10,000 flight hours after the cycles or 3,000 flight
hours, whichever effective date of this hours, whichever
occurs first. AD, whichever occurs occurs first.
first.
(12) 093-53-110, Revision 1, dated Before the accumulation Within 2,200 flight At intervals not to
May 7, 1993. of 22,000 total flight cycles or 4,000 flight exceed 2,200 flight
cycles or 40,000 total hours after the cycles or 4,000 flight
flight hours, effective date of this hours, whichever
whichever occurs first. AD, whichever occurs occurs first.
first.
(13) Change Notification 093-53-260, Before the accumulation Within 800 flight At intervals not to
CN4, dated May 8, 1998. of 8,000 total flight cycles or 1,500 flight exceed 800 flight
cycles or 20,000 total hours after the cycles or 1,500 flight
flight hours, effective date of this hours, whichever
whichever occurs first. AD, whichever occurs occurs first.
first.
(14) Change Notification 093-53-266, Within 12 months after (None)................. At intervals not to
CN1, dated July 10, 1992. the effective date of exceed 90 days.
this AD.
(15) Change Notification 093-57-058, Before the accumulation Within 1,600 flight At intervals not to
R5-CN1, dated May 3, 1993. of 20,000 total flight cycles or 3,000 flight exceed 1,600 flight
cycles or 37,000 total hours after the cycles or 3,000 flight
flight hours, effective date of this hours, whichever
whichever occurs first. AD, whichever occurs occurs first.
first.
(16) Change Notification 093-57-195, For airplanes having Within 2,200 flight At intervals not to
R3-CN1, dated August 22, 1995. serial numbers (S/N) cycles after the exceed 2,200 flight
1002 through 1109 effective date of this cycles.
inclusive: Before the AD.
accumulation of 20,000
total flight cycles.
For airplanes having S/
Ns 1110 through 1250
inclusive: Before the
accumulation of 30,000
total flight cycles..
[[Page 75287]]
(17) Change Notification 093-57-213, For Model L-1011-385-1, Within 6,450 flight At intervals not to
CN1, dated February 20, 1996. L-1011-385-1-14, L- cycles or 5 years exceed 6,450 flight
1011-385-1-15: Before after the effective cycles or 5 years,
the accumulation of date of this AD, whichever occurs
15,00 total flight whichever occurs first. first.
cycles.
For Model L-1011-385-3:
Before the
accumulation of 10,000
total flight cycles..
----------------------------------------------------------------------------------------------------------------
Corrective Action
(b) If any cracking or corrosion is detected during any
inspection required by paragraph (a) of this AD, prior to further
flight, accomplish the actions specified in paragraph (b)(1),
(b)(2), (b)(3), or (b)(4) of this AD.
(1) Repair in accordance with the applicable service bulletin
referenced in Table I or II of Lockheed Tristar L-1011 Service
Bulletin 093-51-041, Revision 1, dated March 3, 2000.
(2) Repair in accordance with the applicable section of the
Lockheed L-1011 Structural Repair Manual.
(3) Accomplish the terminating modification in accordance with
the applicable service bulletin referenced in Table I or II of
Lockheed Tristar L-1011 Service Bulletin 093-51-041, Revision 1,
dated March 3, 2000.
(4) Repair in accordance with a method approved by the Manager,
Atlanta Aircraft Certification Office (ACO), FAA, Small Airplane
Directorate.
Terminating Action
(c) Within 5 years or 5,000 flight cycles after the effective
date of this AD, whichever occurs first, install the terminating
modification referenced in the applicable service bulletin listed in
Table 1 of this AD, per the applicable service bulletin. Such
installation constitutes terminating action for the applicable
structural inspection required by paragraph (a) of this AD.
Alternative Methods of Compliance
(d) An alternative method of compliance or adjustment of the
compliance time that provides an acceptable level of safety may be
used if approved by the Manager, Atlanta Aircraft Certification
Office (ACO), FAA. Operators shall submit their requests through an
appropriate FAA Principal Maintenance Inspector, who may add
comments and then send it to the Manager, Atlanta ACO.
Note 2: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Atlanta ACO.
Special Flight Permits
(e) Special flight permits may be issued in accordance with
sections 21.197 and 21.199 of the Federal Aviation Regulations (14
CFR 21.197 and 21.199) to operate the airplane to a location where
the requirements of this AD can be accomplished.
Issued in Renton, Washington, on December 7, 2004.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 04-27520 Filed 12-15-04; 8:45 am]
BILLING CODE 4910-13-P