[Federal Register Volume 59, Number 33 (Thursday, February 17, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-2411]


[[Page Unknown]]

[Federal Register: February 17, 1994]


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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39

[Docket No. 93-NM-131-AD; Amendment 39-8816; AD 94-03-09]

 

Airworthiness Directives; Lockheed Model L-1011-385 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment adopts a new airworthiness directive (AD), 
applicable to all Lockheed Model L-1011-385 series airplanes, that 
requires inspection, modification, and replacement, if necessary, of 
the flap vane lugs. This amendment is prompted by reports of failure of 
flap vane lugs due to stress corrosion. The actions specified by this 
AD are intended to prevent failure of the flap vane lugs, which could 
lead to separation of flap vane from the airplane and cause injury to 
people or damage to property on the ground.

DATES: Effective March 21, 1994.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of March 21, 1994.

ADDRESSES: The service information referenced in this AD may be 
obtained from Lockheed Western Export Company, Attn: Commercial and 
Customer Support, Dept. 693, Zone 0755, 86 South Cobb Drive, Marietta, 
Georgia 30063. This information may be examined at the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, Rules Docket, 
1601 Lind Avenue SW., Renton, Washington; or at the FAA, Atlanta 
Aircraft Certification Office, 1669 Phoenix Parkway, suite 210C, 
Atlanta, Georgia; or at the Office of the Federal Register, 800 North 
Capitol Street NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Thomas B. Peters, Aeronautical 
Engineer, Flight Test Branch, Atlanta Aircraft Certification Office, 
FAA, Small Airplane Directorate, 1669 Phoenix Parkway, suite 210C, 
Atlanta, Georgia 30349; telephone (404) 991-3915; fax (404) 991-3606.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations to include an airworthiness directive (AD) that is 
applicable to Lockheed Model L-1011-385 series airplanes was published 
in the Federal Register on September 21, 1993 (58 FR 48984). That 
action proposed to require inspection, modification, and replacement, 
if necessary, of the flap vane lugs.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received.
    Two commenters support the proposal.
    Two commenters request that the compliance time for the inspection 
of the flap vane lugs be extended from the proposed 1,800 flight hours 
to at least 3,500 flight hours, in order to accommodate regularly 
scheduled ``C'' check intervals for the majority of the affected fleet. 
The commenters point out that, in the preamble to the proposal, the FAA 
indicated that the intent of the specified compliance time of the rule 
was to allow operators ``ample time for the inspection to be 
accomplished coincidentally with scheduled major airplane inspection 
and maintenance activities (i.e., `C' checks).'' The commenter states 
that revising the compliance time to match the scheduled maintenance 
interval will enable affected operators to procure adequate necessary 
parts or manufacture them locally, thus minimizing costs and logistical 
considerations. The FAA concurs that the compliance time should be 
extended. Although the compliance time published in the notice was 
``1,800 flight hours,'' the intended compliance time was actually 
``1,800 flight cycles.'' This latter figure was meant to translate to 
approximately 3,600 flight hours, which is the average interval for 
scheduled ``C'' checks within the affected fleet. The final rule has 
been revised to specify a compliance time of 1,800 flight cycles.
    One commenter requests that the proposal be revised to allow 
repetitive inspections to be accomplished in accordance with part I 
(``Preparation and Inspection'') of the service bulletin, rather than 
the proposed one-time inspection and follow-on rework in accordance 
with part II (``Vane Lug Rework for Lugs Without a Crack/Corrosion 
Indication''). The commenter suggests that the rework procedures of 
part II could serve as terminating action for the repetitive 
inspections. This would allow operators that have inspected but not 
reworked the lug bores more time to accomplish the rework. It would 
also allow operators more flexibility in complying with the AD. The FAA 
does not concur. The inspection procedure specified in part I of the 
service bulletin and paragraph (a) of this AD is neither designed as 
nor intended to be an interim or on-going inspection to detect cracking 
or corrosion. The purpose of that inspection is only to determine the 
scope of the rework of the lug bores that is necessary. As for 
providing additional time for conducting the rework procedures, as 
discussed previously, the final rule has been revised to specify a 
longer compliance time than was proposed. This longer interval will 
provide sufficient time for operators to perform both the one-time 
inspection and the necessary rework within normal maintenance 
schedules.
    One commenter requests that the proposed rule be revised to provide 
some flexibility in the use of materials for bushing fabrication. The 
commenter notes that the Lockheed service bulletin referenced in the 
notice calls out ``QQ-C-645, CQ-Alloy 642, Drawn Annealed and Cadmium 
Plated'' material for such fabrication. However, the commenter stocks a 
bushing material made of a different alloy, which it uses in its fleet 
in flight control and landing gear applications. The commenter requests 
to be permitted to use this different material rather than the material 
specified in the service bulletin. The FAA does not concur. There 
currently are no FAA-approved data that would allow for the use of the 
commenter's specific alloy in a flap vane lug application. However, 
under the provisions of paragraph (e) of this AD, the commenter may 
submit a request to use this material as an alternative method of 
compliance with the AD, provided that substantiating data are included 
to demonstrate that this material will provide an acceptable level of 
safety in this particular application.
    This same commenter requests that the proposed rule be revised to 
include a part-marking procedure different from that called out in the 
referenced service bulletin. The procedure contained in the service 
bulletin specifies that the letter ``A'' is to be added to the end of 
the part number on each modified (reworked) vane fitting. The commenter 
requests that the rule include an alternative procedure to permit 
adding the letter ``A'' after the part number of the top assembly (the 
complete vane assembly) instead. The commenter states that this 
alternative procedure will simplify changes to its stock number 
assignments under its parts tracking system. The FAA cannot 
specifically concur with this request. The FAA does not consider that 
the inclusion of such changes as the one requested is appropriate in 
this AD. However, as stated previously, under the provisions of 
paragraph (e) of this AD, the commenter may submit a request to use an 
alternative marking procedure as an alternative method of compliance 
with the AD.
    After careful review of the available data, including the comments 
noted above, the FAA has determined that air safety and the public 
interest require the adoption of the rule with the change previously 
described. The FAA has determined that this change will neither 
increase the economic burden on any operator nor increase the scope of 
the AD.
    -There are approximately 241 Model L-1011-385 series airplanes of 
the affected design in the worldwide fleet. The FAA estimates that 117 
airplanes of U.S. registry will be affected by this AD, that it will 
take approximately 96 work hours per airplane to accomplish the 
required actions, and that the average labor rate is $55 per work hour. 
On the basis of these figures, the total cost impact of the AD on U.S. 
operators is estimated to be $617,760, or $5,280 per airplane. -
    However, the FAA has been advised that 56 of the affected U.S.-
registered airplanes have been inspected in accordance with the 
requirements of this AD. Therefore, the future economic cost impact of 
this rule on U.S. operators is now only $322,080.
    The regulations adopted herein will not have substantial direct 
effects 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, in 
accordance with Executive Order 12612, it is determined that this final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    -For the reasons discussed above, I certify that this action (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. A final evaluation has been prepared for this action 
and it is contained in the Rules Docket. A copy of it may be obtained 
from the Rules Docket at the location provided under the caption 
ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends 14 CFR part 
39 of the Federal Aviation Regulations as follows:

PART 39--AIRWORTHINESS DIRECTIVES

    1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. App. 1354(a), 1421 and 1423; 49 U.S.C. 
106(g); and 14 CFR 11.89.


Sec. 39.13  [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

94-03-09 Lockheed: Amendment 39-8816. Docket 93-NM-131-AD.

    Applicability: All Model L-1011-385 series airplanes, 
certificated in any category.
    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent failure of the flap vane lugs, which could ultimately 
lead to separation of the flap vane from the airplane and pose a 
danger to persons and property on the ground, accomplish the 
following:
    (a) Within 1,800 flight cycles after the effective date of this 
AD, inspect the inboard and outboard lug of each flap vane to detect 
cracks and corrosion, in accordance with Lockheed TriStar L-1011 
Service Bulletin 093-57-199, Revision 1, dated May 5, 1993.

    Note: Inspections and rework previously accomplished prior to 
the effective date of this AD in accordance with the original issue 
of Lockheed TriStar L-1011 Service Bulletin 093-57-199, dated 
January 21, 1988, are considered in compliance with this paragraph 
and do not need to be repeated.

    (b) For any lug that shows no evidence of cracks or corrosion, 
prior to further flight, rework the lug bore in accordance with part 
II of the service bulletin.
    (c) If any lug has corrosion or cracking that is within the 
limits specified in the service bulletin, prior to further flight, 
accomplish the rework procedures in accordance with Part III of the 
service bulletin.
    (d) If any lug has corrosion or cracking that exceeds the limits 
specified in the service bulletin, prior to further flight, replace 
the lug with a new or serviceable part in accordance with the 
service bulletin.
    (e) 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). 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: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Atlanta ACO.

    (f) Special flight permits may be issued in accordance with FAR 
21.197 and 21.199 to operate the airplane to a location where the 
requirements of this AD can be accomplished.
    (g) The inspection, rework, and replacement procedures shall be 
done in accordance with Lockheed TriStar L-1011 Service Bulletin 
093-57-199, Revision 1, dated May 5, 1993. This incorporation by 
reference was approved by the Director of the Federal Register in 
accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be 
obtained from Lockheed Western Export Company, Attn: Commercial and 
Customer Support, Dept. 693, Zone 0755, 86 South Cobb Drive, 
Marietta, Georgia 30063. Copies may be inspected at the FAA, 
Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, 
Washington; or at the FAA, Atlanta Aircraft Certification Office, 
1669 Phoenix Parkway, suite 210C, Atlanta, Georgia; or at the Office 
of the Federal Register, 800 North Capitol Street NW., suite 700, 
Washington, DC.
    (h) This amendment becomes effective on March 21, 1994.

    Issued in Renton, Washington, on January 28, 1994.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 94-2411 Filed 2-16-94; 8:45 am]
BILLING CODE 4910-13-U