Federal Register / Vol. 80, No. 110 / Tuesday, June 9, 2015 / Rules and Regulations 32441 

The woven composite fan blades are 

a novel and unusual design feature that 

requires additional airworthiness 

standards for type certification of the 

LEAP–1A and –1C engine models. 

Discussion of Comments 

A notice of proposed special 

conditions, No. 33–14–02–SC, for the 

CFM LEAP–1A and—1C engine models 

was published in the Federal Register 

on Friday, November 14, 2014 (79 FR 

68137). No comments were received and 

the special conditions are adopted as 

proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to the LEAP 

–1A and –1C engine models. Should 

CFM apply at a later date for a change 

to the type certificate to include another 

model on the same type certificate 

incorporating the same novel or unusual 

design feature, the special conditions 

would apply to that model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on LEAP–1A 

and –1C engine models. It is not a rule 

of general applicability and applies only 

to CFM, who requested FAA approval of 

this engine feature. 

List of Subjects in 14 CFR Part 33 

Aircraft, Engines, Aviation Safety, 

Reporting and recordkeeping 

requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701, 

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for CFM LEAP–1A 

and –1C engine models. 

1. Part 33, Requirements 

In addition to the airworthiness 

standards in 14 CFR part 33, effective 

February 1, 1965, with Amendments 

33–1 through 33–32 applicable to the 

LEAP–1A and –1C engine models, CFM 

will: 

(a) Conduct an engine fan blade 

containment test with the fan blade 

failing at the inner annulus flow path 

line instead of at the outermost 

retention groove. 

(b) Substantiate by test and analysis, 

or other methods acceptable to the FAA, 

that a fan disk and fan blade retention 

system with minimum material 

properties can withstand, without 

failure, a centrifugal load equal to two 

times the maximum load the retention 

system could experience within 

approved engine operating limitations. 

The fan blade retention system includes 

the portion of the fan blade from the 

inner annulus flow path line inward to 

the blade dovetail, the blade retention 

components, and the fan disk and fan 

blade attachment features. 

(c) Using a procedure approved by the 

FAA, establish an operating limitation 

that specifies the maximum allowable 

number of start-stop stress cycles for the 

fan blade retention system. The life 

evaluation must include the combined 

effects of high-cycle and low-cycle 

fatigue. If the operating limitation is less 

than 100,000 cycles, that limitation 

must be specified in Chapter 5 of the 

Engine Manual Airworthiness 

Limitations Section. The procedure 

used to establish the maximum 

allowable number of start-stop stress 

cycles for the fan blade retention system 

will incorporate the integrity 

requirements in paragraphs (c)(1), (c)(2), 

and (c)(3) of these special conditions for 

the fan blade retention system. 

(1) An engineering plan, which 

establishes and maintains that the 

combinations of loads, material 

properties, environmental influences, 

and operating conditions, including the 

effects of parts influencing these 

parameters, are well known or 

predictable through validated analysis, 

test, or service experience. 

(2) A manufacturing plan that 

identifies the specific manufacturing 

constraints necessary to consistently 

produce the fan blade retention system 

with the attributes required by the 

engineering plan. 

(3) A service management plan that 

defines in-service processes for 

maintenance and repair of the fan blade 

retention system, which will maintain 

attributes consistent with those required 

by the engineering plan. 

(d) Substantiate by test and analysis, 

or other methods acceptable to the FAA, 

that the blade design below the inner 

annulus flow path line provides 

multiple load paths and crack arresting 

features that prevent delamination or 

crack propagation to blade failure 

during the life of the blade. 

(e) Substantiate that during the 

service life of the engine, the total 

probability of an individual blade 

retention system failure resulting from 

all possible causes, as defined in 

§ 33.75, will be extremely improbable 

with a cumulative calculated probability 

of failure of less than 10¥9 per engine 

flight hour. 

(f) Substantiate by test or analysis that 

not only will the engine continue to 

meet the requirements of § 33.75 

following a lightning strike on the 

composite fan blade structure, but that 

the lightning strike will not cause 

damage to the fan blades that would 

prevent continued safe operation of the 

affected engine. 

(g) Account for the effects of inservice deterioration, manufacturing 

variations, minimum material 

properties, and environmental effects 

during the tests and analyses required 

by paragraphs (a), (b), (c), (d), (e), and 

(f) of these special conditions. 

(h) Propose fleet leader monitoring 

and field sampling programs that will 

monitor the effects of engine fan blade 

usage and fan blade retention system 

integrity. 

(i) Mark each fan blade legibly and 

permanently with a part number and a 

serial number. 

Issued in Burlington, Massachusetts, on 

June 1, 2015. 

Ann C. Mollica, 

Acting Manager, Engine and Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–14084 Filed 6–8–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0227; Directorate 

Identifier 2013–NM–211–AD; Amendment 

39–18165; AD 2015–11–02] 

RIN 2120–AA64 

Airworthiness Directives; Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 95–26–11 

for all Lockheed Martin Corporation/

Lockheed Martin Aeronautics Company 

Model L–1011 series airplanes. AD 95– 

26–11 required 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. This new 

AD 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, 

repetitive inspections for cracking of 


tkelley on DSK3SPTVN1PROD with RULES
32442 Federal Register / Vol. 80, No. 110 / Tuesday, June 9, 2015 / Rules and Regulations 

certain aft fuselage skin panels, a 

structural modification, a postmodification inspection program, and 

corrective actions if necessary. 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. 

DATES: This AD is effective July 14, 

2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of July 14, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain other publication listed in 

this AD as of January 11, 1996 (60 FR 

668702, December 27, 1995). 

ADDRESSES: 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 

http://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. It is also available on the Internet 

at http://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2014–0227. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

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 AD, the regulatory 

evaluation, any comments received, and 

other information. The address for the 

Docket Office (phone: 800–647–5527) is 

Docket Management Facility, U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590. 

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: 

Discussion 

We issued a supplemental notice of 

proposed rulemaking (SNPRM) to 

amend 14 CFR part 39 to supersede AD 

95–26–11, Amendment 39–9469 (60 FR 

66870, December 27, 1995). AD 95–26– 

11 applied to all Lockheed Martin 

Corporation/Lockheed Martin 

Aeronautics Company Model L–1011 

series airplanes. The SNPRM published 

in the Federal Register on November 17, 

2014 (79 FR 68377). We preceded the 

SNPRM with a notice of proposed 

rulemaking (NPRM) that published in 

the Federal Register on April 14, 2014 

(79 FR 20819). The NPRM proposed to 

require 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, 

repetitive inspections for cracking of 

certain aft fuselage skin panels, a 

structural modification, a postmodification inspection program, and 

corrective actions if necessary. 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 

WFD. The SNPRM proposed to reduce 

the post-structural modification 

repetitive inspection interval. 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. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the SNPRM 

(79 FR 68377, November 17, 2014) or on 

the determination of the cost to the 

public. 

Conclusion 

We reviewed the relevant data and 

determined that air safety and the 

public interest require adopting this AD 

as proposed except for minor editorial 

changes. We have determined that these 

minor changes: 

• Are consistent with the intent that 

was proposed in the SNPRM (79 FR 

68377, November 17, 2014) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the SNPRM (79 FR 68377, 

November 17, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Lockheed Service 

Bulletin 093–53–105, Revision 3, dated 

May 31, 2013. The service information 

describes procedures for inspections for 

cracking of the stringer end fittings at 

the aft pressure bulkhead, corrective 

actions, and a modification that 

includes replacement of the stringer end 

fittings of certain stringers with new 

fittings. This service information is 

reasonably available because the 

interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section of this AD. 

Costs of Compliance 

We estimate that this AD affects 26 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. 

operators 

Inspections [actions retained 

from AD 95–26–11, 

Amendment 39–9469 (60 

FR 66870, December 27, 

1995)].

23 work-hours × $85 per 

hour = $1,955 per inspection cycle.

$0 $1,955 per inspection cycle $50,830 per inspection 

cycle. 

Inspections and modification 

[new action].

185 work-hours × $85 per 

hour = $15,725.

6,750 $22,475 ................................ $584,350. 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 80, No. 110 / Tuesday, June 9, 2015 / Rules and Regulations 32443 

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

inspections. We have no way of 

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 

We have received no definitive data 

that would enable us to provide cost 

estimates for the other on-condition 

actions specified in this 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 

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), 

(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. 

Adoption of the Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 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. The FAA amends § 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: 

2015–11–02 Lockheed Martin Corporation/ 

Lockheed Martin Aeronautics Company: 

Amendment 39–18165 ; Docket No. 

FAA–2014–0227; Directorate Identifier 

2013–NM–211–AD. 

(a) Effective Date 

This AD is effective July 14, 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. 

(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 


tkelley on DSK3SPTVN1PROD with RULES
32444 Federal Register / Vol. 80, No. 110 / Tuesday, June 9, 2015 / Rules and Regulations 

(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 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 

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 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 

deferral 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 

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. 


tkelley on DSK3SPTVN1PROD with RULES
Federal Register / Vol. 80, No. 110 / Tuesday, June 9, 2015 / Rules and Regulations 32445 

(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) 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 

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. 

(v) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(3) The following service information was 

approved for IBR on July 14, 2015. 

(i) Lockheed Service Bulletin 093–53–105, 

Revision 3, dated May 31, 2013 (The date of 

May 15, 2013, on page 1 of Lockheed Service 

Bulletin 093–53–105, Revision 3, dated May 

31, 2013, is incorrect and should be May 31, 

2013). 

(ii) Reserved. 

(4) The following service information was 

approved for IBR on January 11, 1996 (60 FR 

66870, December 27, 1995). 

(i) Lockheed L–1011 Service Bulletin 093– 

53–105, Revision 1, dated November 17, 

1995. 

(ii) Reserved. 

(5) For Lockheed 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 

http://www.lockheedmartin.com/ams/tools/

TechPubs.html. 

(6) You may view this service information 

at 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. 

(7) You may view this service information 

that is incorporated by reference 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/cfr/ibrlocations.html. 

Issued in Renton, Washington, on May 18, 

2015. 

John P. Piccola, Jr., 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–13325 Filed 6–8–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–1937; Directorate 

Identifier 2014–SW–067–AD; Amendment 

39–18171; AD 2015–11–08] 

RIN 2120–AA64 

Airworthiness Directives; Agusta 

S.p.A. (Agusta) Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are superseding 

airworthiness directive (AD) 2014–02– 

08 for Agusta Model A109C, A109S, 

A109K2, A109E, and AW109SP 

helicopters. AD 2014–02–08 required 

inspecting the lock wires securing the 

tail rotor (T/R) duplex bearing locking 

nut (locking nut) to determine whether 

any lock wires are missing or damaged. 

This AD retains some of the 

requirements of AD 2014–02–08 but 

removes the terminating action, expands 

the applicability, and adds a daily pilot 

check. This AD was prompted by 

reports of loosening T/R locking nuts. 

These actions are intended to prevent 

failure of the T/R and subsequent loss 

of control of the helicopter. 

DATES: This AD becomes effective June 

24, 2015. 

We must receive comments on this 

AD by August 10, 2015. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Docket: Go to 

http://www.regulations.gov. Follow the 

online instructions for sending your 

comments electronically. 

• Fax: 202–493–2251. 

• Mail: Send comments to the U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE., Washington, 

DC 20590–0001. 

• Hand Delivery: Deliver to the 

‘‘Mail’’ address between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov or in person at the 

Docket Operations Office between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. The AD 

docket contains this AD, the European 

Aviation Safety Agency (EASA) AD, the 

economic evaluation, any comments 


tkelley on DSK3SPTVN1PROD with RULES