[Federal Register Volume 69, Number 129 (Wednesday, July 7, 2004)]
[Proposed Rules]
[Pages 40821-40823]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 04-15381]


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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]
RIN 2120-AA64


Airworthiness Directives; Lockheed Model 1329 Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of proposed rulemaking (NPRM).

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SUMMARY: The FAA proposes to adopt a new airworthiness directive (AD) 
for certain Lockheed Model 1329 series airplanes. This proposed AD 
would 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. This 
proposed 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 proposing 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. This action is intended to address the identified unsafe 
condition.

DATES: We must receive comments on this proposed AD by August 23, 2004.

ADDRESSES: Use one of the following addresses to submit comments on 
this proposed AD.
     DOT Docket Web site: Go to http://dms.dot.gov and follow 
the instructions for sending your comments electronically.
     Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your 
comments electronically.
     Mail: Docket Management Facility, U.S. Department of 
Transportation, 400 Seventh Street, SW., Nassif Building, room PL-401, 
Washington, DC 20590.
     By fax: (202) 493-2251.
     Hand Delivery: Room PL-401 on the plaza level of the 
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
    You can get the service information identified in this proposed AD 
from Lockheed Martin Aircraft & Logistics Center, 120 Orion Street, 
Greenville, South Carolina 29605.
    You may 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.

FOR FURTHER INFORMATION CONTACT: 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.

SUPPLEMENTARY INFORMATION:

Docket Management System (DMS)

    The FAA has implemented new procedures for maintaining AD dockets 
electronically. As of May 17, 2004, new AD actions are posted on DMS 
and assigned a docket number. We track each action and assign a 
corresponding directorate identifier. The DMS AD docket number is in 
the form ``Docket No. FAA-2004-99999.'' The Transport Airplane 
Directorate identifier is in the form ``Directorate Identifier 2004-NM-
999-AD.'' Each DMS AD docket also lists the directorate identifier 
(``Old Docket Number'') as a cross-reference for searching purposes.

Comments Invited

    We invite you to submit any written relevant data, views, or 
arguments regarding this proposed AD. Send your comments to an address 
listed under ADDRESSES. Include ``Docket No. FAA-2004-18557; 
Directorate Identifier 2004-NM-174-AD'' in the subject line of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of the proposed AD. We will 
consider all comments submitted by the closing date and may amend the 
proposed AD in light of those comments.

[[Page 40822]]

    We will post all comments we receive, without change, to http://dms.dot.gov, including any personal information you provide. We will 
also post a report summarizing each substantive verbal contact with FAA 
personnel concerning this proposed AD. Using the search function of 
that Web site, anyone can find and read the comments in any of our 
dockets, including the name of the individual who sent the comment (or 
signed the comment on behalf of an association, business, labor union, 
etc.). You may review DOT's complete Privacy Act Statement in the 
Federal Register published on April 11, 2000 (65 FR 19477-78), or you 
may visit http://dms.dot.gov.
    We are reviewing the writing style we currently use in regulatory 
documents. We are interested in your comments on whether the style of 
this document is clear, and your suggestions to improve the clarity of 
our communications that affect you. You can get more information about 
plain language at http://www.faa.gov/language and http://www.plainlanguage.gov.

Examining the Docket

    You may examine the AD docket 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. 
Comments will be available in the AD docket shortly after the DMS 
receives them.

Discussion

    We have received 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 for certain Lockheed Model 1329 series airplanes. 
Investigation revealed that the cracks began at the upper aft fillet 
radius in the aft tang of the spar cap doublers, a location in the 
original design where several stress concentrations can accumulate to 
create a poor fatigue feature. Undetected cracks in the front spar cap 
assembly of the lower vertical stabilizer, if not found and repaired, 
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.

Relevant Service Information

    We have reviewed 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). These service bulletins describe procedures 
for the following actions:
    1. Repetitive detailed inspections to detect crack damage in the 
front spar cap assembly of the lower vertical stabilizer.
    2. Reworking the spar cap doublers by smoothing the radius to a 
finish to remove all burrs, sharp edges, and extraneous tool marks and 
by touching up the finish to prevent corrosion, if no crack damage is 
found during any inspection.
    3. Repairing if any crack damage is found during any inspection.
    The service bulletins also specify to report inspection findings to 
the manufacturer. We have determined that accomplishment of the actions 
specified in the service bulletins will adequately address the unsafe 
condition.

FAA's Determination and Requirements of the Proposed AD

    We have evaluated all pertinent information and identified an 
unsafe condition that is likely to exist or develop on other airplanes 
of this same type design. Therefore, we are proposing this AD, which 
would 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. The 
proposed AD would require you to use the service information described 
previously to perform these actions, except as discussed under 
``Differences Between the Proposed AD and the Service Bulletins.''

Differences Between the Proposed AD and the Service Bulletins

    Operators should note that, although the Lockheed service bulletins 
specify to inspect within a certain grace period ``or at the next 
annual inspection, whichever occurs first,'' this proposed AD would 
require inspection within a grace period of 150 flight hours or 300 
flight hours, depending on whether an airplane has accumulated more or 
less than 10,000 total flight hours.
    Operators should note also that, although the Lockheed service 
bulletins specify that operators may contact the manufacturer for 
disposition of certain repair conditions, this proposed AD would 
require operators to repair those conditions in accordance with a 
method approved by the FAA.
    Operators should also note that, although the Accomplishment 
Instructions of the referenced Lockheed service bulletins specify that 
operators may report all inspection findings to the manufacturer, this 
proposed AD would require operators to report all inspection findings 
to the FAA. Because the cause of the cracking is not known, these 
required inspection reports will help determine the extent of the 
cracking in the affected fleet. Based on the results of these reports, 
we may determine that further corrective action is warranted.

Costs of Compliance

    This proposed AD would affect about 85 airplanes of U.S. registry 
and 98 airplanes worldwide. The proposed actions would 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 proposed AD for U.S. operators is $5,525, or $65 per airplane.

Regulatory Findings

    We have 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 that the 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. 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 proposed AD. See the ADDRESSES section for a location 
to examine the regulatory evaluation.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, 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:

[[Page 40823]]

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. The FAA amends Sec.  39.13 by adding the following new 
airworthiness directive (AD):

Lockheed: Docket No. FAA-2004-18557; Directorate Identifier 2004-NM-
174-AD.

Comments Due Date

    (a) The Federal Aviation Administration (FAA) must receive 
comments on this AD action by August 23, 2004.

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 visual examination of a specific 
structural area, system, installation, or assembly to detect damage, 
failure, or irregularity. Available lighting is normally 
supplemented with a direct source of good lighting at intensity 
deemed appropriate by the inspector. Inspection aids such as mirror, 
magnifying lenses, etc., may be used. Surface cleaning and elaborate 
access 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 
flight hours since the most recent inspection, 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.

    Issued in Renton, Washington, on June 29, 2004.
Kalene C. Yanamura,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 04-15381 Filed 7-6-04; 8:45 am]
BILLING CODE 4910-13-P