[Federal Register: January 5, 2005 (Volume 70, Number 3)]
[Rules and Regulations]
[Page 687-689]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr05ja05-9]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2004-18557; Directorate Identifier 2003-NM-174-AD;
Amendment 39-13926; AD 2005-01-02]
RIN 2120-AA64
Airworthiness Directives; Lockheed Model 1329 Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
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SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Lockheed Model 1329 series airplanes. This AD requires
repetitive inspections to detect crack damage in the front spar cap
assembly of the lower vertical stabilizer; reworking the spar cap
doublers if no crack damage is found during any inspection; and
repairing if any crack damage is found during any inspection. This AD
is prompted by reports of cracks in the front spar cap assembly of the
lower vertical stabilizer at box beam station 24 on the aft side of the
25% chord line. We are issuing this AD to find and fix cracks in the
front spar cap assembly of the lower vertical stabilizer, which could
result in rapid crack propagation and failure of the front spar cap.
Failure of the front spar cap could lead to loss of rudder control and
consequent reduced controllability of the airplane.
DATES: This AD becomes effective February 9, 2005.
The incorporation by reference of certain publications listed in
the AD is approved by the Director of the Federal Register as of
February 9, 2005.
ADDRESSES: For service information identified in this AD, contact
Lockheed Martin Aircraft & Logistics Center, 120 Orion Street,
Greenville, South Carolina 29605. You can examine this information at
the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, call (202)
741-6030, or go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
You can examine the contents of this AD docket on the Internet at
http://dms.dot.gov, or at the Docket Management Facility, U.S.
Department of Transportation, 400 Seventh Street, SW., room PL-401, on
the plaza level of the Nassif Building, Washington, DC. This docket
number is FAA-2004-18557; the directorate identifier for this docket is
2003-NM-174-AD.
[[Page 688]]
FOR FURTHER INFORMATION CONTACT:
Technical information: Carl Gray, Aerospace Engineer, Airframe
Branch, ACE-117A, FAA, Atlanta Aircraft Certification Office, One Crown
Center, 1895 Phoenix Boulevard, suite 450, Atlanta, Georgia 30349;
telephone (770) 703-6131; fax (770) 703-6097.
Plain language information: Marcia Walters, marcia.walters@faa.gov.
Examining the Docket
The AD docket contains the proposed AD, comments, and any final
disposition. You can examine the AD docket on the Internet at http://dms.dot.gov
, or in person at the Docket Management Facility office
between 9 a.m. and 5 p.m., Monday through Friday, except Federal
holidays. The Docket Management Facility office (telephone (800) 647-
5227) is located on the plaza level of the Nassif Building at the DOT
street address stated in the ADDRESSES section.
SUPPLEMENTARY INFORMATION: The FAA proposed to amend 14 CFR part 39
with an AD for certain Lockheed Model 1329 series airplanes. That
action, published in the Federal Register on July 7, 2004 (69 FR
40821), proposed to require repetitive inspections to detect crack
damage in the front spar cap assembly of the lower vertical stabilizer;
reworking the spar cap doublers if no crack damage is found during any
inspection; and repairing if any crack damage is found during any
inspection.
Comments
We provided the public the opportunity to participate in the
development of this AD. We have considered the comment that has been
submitted on the proposed AD.
Request To Withdraw Proposed AD
One commenter contends that the FAA should not classify cracking of
the front spar cap assembly of the lower vertical stabilizer as a
safety issue. The commenter justifies this statement by saying that we
have known about the cracking for over four years, and if it is a true
safety issue, we would have addressed it either many years ago, or last
year when Lockheed Service Bulletin 329-302, dated July 9, 2003 (for
Model 1329-23A, -23D, and -23E series airplanes); and Lockheed Service
Bulletin 329II-55-4, dated July 9, 2003 (for Model 1329-25 series
airplanes) were published. While the commenter does not explicitly make
a request, we infer from its statements that the commenter requests to
withdraw the proposed AD. The commenter also asks the following
questions:
1. What analysis has been done to show that cracking will not cause
a problem until 301 flight hours?
2. Have we been lucky that cracking has not caused safety issues in
the last four years?
3. How could cracking possibly affect the rudder? Would the entire
tail depart from the aircraft?
We do not agree with the commenter. To withdraw this action would
be inappropriate, since we have determined that an unsafe condition
exists and that inspections must be conducted to ensure continued
safety. We have provided answers to the commenter's questions below:
1. Lockheed Martin Engineering performed damage tolerance analysis
(DTA) to establish the inspection intervals for cracking. Based on this
data, it has recommended inspection intervals of 300 flight hours for
airplanes that have accumulated fewer than 10,000 total flight hours
and 150 flight hours for airplanes that have accumulated 10,000 or more
total flight hours. We agree with its analysis and the inspection
intervals it recommended in Lockheed Service Bulletin 329-302; and
Lockheed Service Bulletin 329II-55-4.
2. We have determined that there have not been any serious
accidents related to the unsafe condition addressed in this AD because
of the small number of Lockheed Model 1329 series airplanes in the U.S.
fleet and the low utilization of those airplanes. Also, some operators
have already found Model 1329 series airplanes with cracking of the
front spar cap assembly of the lower vertical stabilizer and have
repaired those airplanes.
3. Cracks in the front spar cap assembly of the lower vertical
stabilizer, if allowed to propagate, substantially reduce the
structural load capability of the rudder spar. This condition could
lead to spar failure. Failure of the rudder spar cap could lead to
operational handling problems of the rudder, which could cause loss of
control of the airplane.
Explanation of Changes Made to This AD
For clarification, we have revised the definition of a ``detailed
inspection'' in this final rule.
We inadvertently misstated the compliance time for paragraph (g)(2)
of this AD and have clarified it accordingly.
Conclusion
We have carefully reviewed the available data, including the
comment that has been submitted, and determined that air safety and the
public interest require adopting the AD with the changes described
previously. We have determined that these changes will neither increase
the economic burden on any operator nor increase the scope of the AD.
Costs of Compliance
This AD affects about 85 airplanes of U.S. registry and 98
airplanes worldwide. The required actions take about 1 work hour per
airplane, at an average labor rate of $65 per work hour. No parts are
required. Based on these figures, the estimated cost of the AD for U.S.
operators is $5,525, or $65 per airplane.
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, 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 AD.
Regulatory Findings
We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the National Government and the States, or on the distribution of power
and responsibilities among the various levels of government.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866;
(2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and
(3) 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 prepared a regulatory evaluation of the estimated costs to
comply with this AD. See the ADDRESSES section for
[[Page 689]]
a location to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
Adoption of the Amendment
0
Accordingly, under the authority delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
1. The authority citation for part 39 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701.
Sec. 39.13 [Amended]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive (AD):
2005-01-02 Lockheed: Amendment 39-13926. Docket No. FAA-2004-18557;
Directorate Identifier 2003-NM-174-AD.
Effective Date
(a) This AD becomes effective February 9, 2005.
Affected ADs
(b) None.
Applicability
(c) This AD applies to Lockheed Model 1329-23A, -23D, and -23E
series airplanes, serial numbers 5001 through 5162 inclusive, and
Lockheed Model 1329-25 series airplanes, serial numbers 5201 through
5240 inclusive; certificated in any category.
Unsafe Condition
(d) This AD was prompted by reports of cracks in the front spar
cap assembly of the lower vertical stabilizer at box beam station 24
on the aft side of the 25% chord line. We are issuing this AD to
find and fix cracks in the front spar cap assembly of the lower
vertical stabilizer, which could result in rapid crack propagation
and failure of the front spar cap, leading to loss of rudder control
and consequent reduced controllability of the airplane.
Compliance
(e) You are responsible for having the actions required by this
AD performed within the compliance times specified, unless the
actions have already been done.
Service Bulletin References
(f) The term ``service bulletin,'' as used in this AD, means the
Accomplishment Instructions of the following service bulletins, as
applicable:
(1) For Model 1329-23A, -23D, and -23E series airplanes:
Lockheed Service Bulletin 329-302, dated July 9, 2003; and
(2) For Model 1329-25 series airplanes: Lockheed Service
Bulletin 329II-55-4, dated July 9, 2003.
Initial and Repetitive Inspections
(g) Do a detailed inspection to detect any crack damage in the
left and right radius detail of the spar cap doublers, at the
applicable time specified in paragraph (g)(1) or (g)(2) of this AD,
in accordance with the service bulletin.
Note 1: For the purposes of this AD, a detailed inspection is
defined as: ``An intensive examination of a specific item,
installation, or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate.
Inspection aids such as mirror, magnifying lenses, etc., may be
necessary. Surface cleaning and elaborate procedures may be
required.''
(1) For airplanes that have accumulated 10,000 or more total
flight hours as of the effective date of this AD: Inspect within 150
flight hours after the effective date of this AD. Repeat the
detailed inspection thereafter at intervals not to exceed 150 flight
hours.
(2) For airplanes that have accumulated fewer than 10,000 total
flight hours as of the effective date of this AD: Inspect within 300
flight hours after the effective date of this AD. Repeat the
detailed inspection thereafter at intervals not to exceed 300 flight
hours. At the time the airplane has accumulated 10,000 or more total
flight hours, repeat the detailed inspection thereafter at intervals
not to exceed 150 flight hours.
No Damage Detected
(h) If no crack damage is found during any inspection required
by paragraph (g) of this AD, before further flight, rework the spar
cap doublers by performing the actions in paragraphs (h)(1) and
(h)(2) of this AD, in accordance with the service bulletin.
(1) Remove all burrs, sharp edges, and extraneous tool marks by
smoothing the radius to an RMS 125 finish.
(2) Touch up finish to prevent corrosion.
Damage Detected: Corrective Action
(i) If any crack damage is found during any inspection required
by paragraph (g) of this AD, and the service bulletin specifies to
contact Lockheed Martin Technical Support Center for repair
instructions: Before further flight, repair in accordance with a
method approved by the Manager, Atlanta Aircraft Certification
Office (ACO), FAA. 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.
Parts Installation
(j) As of the effective date of this AD, no person shall install
a spar cap doubler, part number (P/N) JE15-2 L/R or P/N JE15-15 L/R,
on any airplane unless it has been reworked as required by paragraph
(h) of this AD.
Reporting Requirement
(k) Submit a report of the findings (both positive and negative)
of any inspection required by paragraph (g)(1) or (g)(2) of this AD
to the Manager, Atlanta ACO, FAA, Small Airplane Directorate, One
Crown Center, 1895 Phoenix Boulevard, suite 450, Atlanta, Georgia
30349; fax (770) 703-6097; at the applicable time specified in
paragraph (k)(1) or (k)(2) of this AD. (The report must include the
inspection results, a description of any discrepancy found (e.g.,
crack length and location), the airplane serial number, and the
number of landings and flight hours on the airplane.) Information
collection requirements contained in this AD have been approved by
the Office of Management and Budget (OMB) under the provisions of
the Paperwork Reduction Act of 1980 (44 U.S.C. 3501 et seq.) and
have been assigned OMB Control Number 2120-0056.
(1) For airplanes on which any inspection required by paragraph
(g) of this AD is accomplished after the effective date of this AD:
Submit the report within 30 days after performing those inspections.
(2) For airplanes on which any inspection required by paragraph
(g) of this AD has been accomplished before the effective date of
this AD: Submit the report within 30 days after the effective date
of this AD.
Previously Accomplished Initial Inspections
(l) Initial inspections accomplished within 12 months prior to
the effective date of this AD in accordance with the service
bulletin are considered acceptable for compliance with the
applicable actions specified in paragraph (g) of this AD.
Alternative Methods of Compliance (AMOCs)
(m) 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.
Material Incorporated by Reference
(n) You must use Lockheed Service Bulletin 329-302, dated July
9, 2003; or Lockheed Service Bulletin 329II-55-4, dated July 9,
2003; as applicable; to perform the actions that are required by
this AD, unless the AD specifies otherwise. The Director of the
Federal Register approves the incorporation by reference of this
document in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. For
copies of the service information, contact Lockheed Martin Aircraft
& Logistics Center, 120 Orion Street, Greenville, South Carolina
29605. For information on the availability of this material at the
National Archives and Records Administration (NARA), call (202) 741-
6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
.
You may view the AD docket at the Docket Management Facility,
U.S. Department of Transportation, 400 Seventh Street SW., Room PL-
401, Nassif Building, Washington, DC.
Issued in Renton, Washington, on December 27, 2004.
Kevin M. Mullin,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 05-104 Filed 1-4-05; 8:45 am]
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