Federal Register / Vol. 80, No. 170 / Wednesday, September 2, 2015 / Rules and Regulations 52941 

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 adding 

the following new airworthiness 

directive (AD): 

2015–17–24 The Boeing Company: 

Amendment 39–18257 ; Docket No. 

FAA–2014–0777; Directorate Identifier 

2014–NM–088–AD. 

(a) Effective Date 

This AD is effective October 7, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 787–8 airplanes, certificated in any 

category, as identified in Boeing Alert 

Service Bulletin B787–81205–SB270021–00, 

Issue 001, dated March 20, 2014. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 27, Flight Controls. 

(e) Unsafe Condition 

This AD was prompted by numerous 

reports of failures of the proximity sensor 

within the slat skew detection mechanism 

assembly (DMA) leading to slats up landing 

events. We are issuing this AD to prevent 

failure of the proximity sensor, which could 

result in the slats being shut down and a slats 

up high speed landing. This condition, in 

combination with abnormal landing 

conditions such as a short runway or adverse 

weather conditions, could result in a runway 

excursion. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Replacement 

Within 24 months after the effective date 

of this AD: Replace the slat skew DMAs in 

slat number 5 and slat number 8 with new 

slat skew DMAs, and mark the existing 

identification plates on the slat with the new 

part number, in accordance with the 

Accomplishment Instructions of Boeing Alert 

Service Bulletin B787–81205–SB270021–00, 

Issue 001, dated March 20, 2014. 

(h) Parts Installation Prohibitions 

(1) As of the effective date of this AD, no 

person may install a slat skew DMA, part 

number P683A0001–03, on any airplane. 

(2) As of the effective date of this AD, no 

person may install on any airplane, a slat 

assembly number 5, having part number 

145Z0201–11–8, 145Z0201–21–4, 145Z0201– 

21–3, 145Z0201–21–5, 145Z0201–21–8, 

145Z0201–21–9, 145Z0201–31-1, or 

145Z0201–33-1. 

(3) As of the effective date of this AD, no 

person may install on any airplane, a slat 

assembly number 8, having part number 

145Z0201–12–8, 145Z0201–22–4, 145Z0201– 

22–3, 145Z0201–22–5, 145Z0201–22–8, 

145Z0201–22–9, 145Z0201–32–1, or 

145Z0201–34-1. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle Aircraft 

Certification Office (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 (j) of this AD. Information may be 

emailed to: 9-ANM-Seattle-ACO-AMOCRequests@faa.gov. 

(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. 

(j) Related Information 

For more information about this AD, 

contact Douglas Tsuji, Senior Aerospace 

Engineer, Systems and Equipment Branch, 

ANM–130S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, WA 98057–3356; telephone: 425– 

917–6546; fax: 425–917–6590; email: 

douglas.tsuji@faa.gov. 

(k) 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. 

(i) Boeing Alert Service Bulletin B787– 

81205–SB270021–00, Issue 001, dated March 

20, 2014. 

(ii) Reserved. 

(3) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P.O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(4) 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. 

(5) 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 August 

21, 2015. 

Kevin Hull, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–21474 Filed 9–1–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0779; Directorate 

Identifier 2014–NM–052–AD; Amendment 

39–18260; AD 2015–18–02] 

RIN 2120–AA64 

Airworthiness Directives; Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company Model 

382, 382B, 382E, 382F, and 382G 

airplanes. This AD requires replacing 

the center wing box (CWB) and certain 

outer wings. This AD was prompted by 

an evaluation by the design approval 

holder (DAH) indicating that the CWB 

and outer wings are subject to 

widespread fatigue damage (WFD). We 

are issuing this AD to prevent fatigue 

cracking of the outer wings and the 

lower surface of the CWB, which could 

result in reduced structural integrity of 

the airplane. 

DATES: This AD is effective September 

17, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 17, 2015. 

We must receive comments on this 

AD by October 19, 2015. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 


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30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin 

Aeronautics Company, Airworthiness 

Office, Dept. 6A0M, Zone 0252, Column 

P–58, 86 S. Cobb Drive, Marietta, GA 

30063; telephone 770–494–5444; fax 

770–494–5445; email ams.portal@

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–2014–0779. 

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– 

0779; 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 street address for 

the Docket Office (phone: 800–647– 

5527) is in the ADDRESSES section. 

Comments will be available in the AD 

docket shortly after receipt. 

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 two notices of proposed 

rulemaking (NPRMs) to amend 14 CFR 

part 39 by adding ADs that would apply 

to all Lockheed Martin Corporation/

Lockheed Martin Aeronautics Company 

Model 382, 382B, 382E, 382F, and 382G 

airplanes. The NPRMs were prompted 

by an evaluation by the design approval 

holder (DAH) indicating that certain 

structure is subject to widespread 

fatigue damage (WFD). We proposed the 

NPRMs to address fatigue cracking that 

could result in reduced structural 

integrity of the airplane. 

One NPRM (Directorate Identifier 

2013–NM–218–AD, Docket No. FAA– 

2014–0427), published in the Federal 

Register on July 1, 2014 (79 FR 37248), 

was prompted by the determination that 

the CWB is subject to WFD. This NPRM 

proposed to require repetitive 

inspections and corrective actions for 

damage of the lower surface of the 

center wing box; and replacement of the 

center wing box, which would terminate 

the repetitive inspections. 

The other NPRM (Directorate 

Identifier 2014–NM–052–AD, Docket 

No. FAA–2014–0779) is the subject of 

this AD. This NPRM, published in the 

Federal Register on December 1, 2014 

(79 FR 71033), was prompted by the 

determination that the outer wings are 

subject to WFD. This NPRM proposed to 

require replacing certain outer wings 

with new or certain serviceable outer 

wings. 

Actions Since Previous Rulemaking 

We have subsequently determined 

that the proposed compliance time for 

replacing the CWB and outer wings 

would not adequately address the 

unsafe condition. The risk of undetected 

WFD rises rapidly for certain outer 

wings that have accumulated 30,000 

total flight hours and for CWBs that 

have accumulated 50,000 total flight 

hours. 

Lockheed, commenting on the NPRMs 

for Directorate Identifier 2013–NM– 

218–AD (79 FR 37248, July 1, 2014) and 

Directorate Identifier 2014–NM–052–AD 

(79 FR 71033, December 1, 2014), also 

considered the proposed grace periods 

(24 months and 30 months, 

respectively) for replacing the CWBs 

and outer wings inappropriate in 

relation to the probable risk of the 

unsafe condition. Based on its 

engineering analysis, Lockheed 

concluded that the most prudent way to 

ensure fleet safety would be to ground 

affected Model 382 airplanes until overthreshold CWBs and outer wings are 

replaced. 

Therefore, in light of the urgency of 

the unsafe condition identified in this 

AD, we have determined that the unsafe 

condition associated with both 

NPRMs—Directorate Identifier 2013– 

NM–218–AD (79 FR 37248, July 1, 2014) 

and Directorate Identifier 2014–NM– 

052–AD (79 FR 71033, December 1, 

2014)—necessitates the immediate 

adoption of this AD. We have revised 

both AD actions as follows: 

• For the AD action related to 

Directorate Identifier 2013–NM–218–AD 

(79 FR 37248, July 1, 2014): We are 

considering issuing the final rule 

without the requirement to replace the 

CWB. 

• For this AD: We have added a 

requirement to replace the CWB, with a 

shorter grace period (for airplanes over 

the 50,000-flight-hour threshold) than 

was provided in the NPRM for 

Directorate Identifier 2013–NM–218–AD 

(79 FR 38249, July 1, 2014). And, for the 

outer wing replacement, this AD 

provides a shorter grace period (for 

airplanes over the 30,000-flight-hour 

threshold) than was provided in the 

NPRM for this AD. This AD therefore 

requires replacement of both the CWB 

and outer wings. 

Comments on NPRM for Directorate 

Identifier 2013–NM–218–AD (79 FR 

37248, July 1, 2014) 

Other commenters had expressed 

concern about the urgency of the unsafe 

condition and the compliance times for 

the CWB replacement proposed in the 

NPRM for Directorate Identifier 2013– 

NM–218–AD (79 FR 37248, July 1, 

2014). The following presents the 

comments that are related to the 

proposed CWB replacement 

requirement (which has been moved to 

this final rule) and the FAA’s response 

to those comments. 

Requests To Revise Compliance Time 

for CWB Replacement 

Lockheed requested that we remove 

the grace period from the NPRM (79 FR 

37248, July 1, 2014) so that any airplane 

with a CWB that has accumulated over 

50,000 total flight hours would be 

grounded until the CWB is replaced. 

Lockheed stated the level of risk rises 

rapidly beyond 50,000 total flight hours 

due to increasing probabilities of the 

presence of undetected WFD. 

Lynden Air Cargo (Lynden) suggested 

a sliding scale of compliance times, 

based on time accumulated on the CWB, 

instead of the proposed compliance 

time, with the highest-risk CWBs to be 

removed from service earliest. 

Safair questioned the two-year grace 

period in light of the safety concern 

associated with this final rule. The 

commenter stated that the compliance 

time, which appears to allow the DAH 

time to manufacture new wings, appears 

to be commercially driven. Safair added 

that the DAH, which has considered the 

unsafe condition associated with this 

AD to be a significant safety risk, has 

strongly advised operators to ground 

airplanes with center wings having 

more than 50,000 total flight hours. 

As explained previously under 

‘‘Actions Since Previous Rulemaking,’’ 

we have determined that the proposed 

compliance time for replacing the CWB 

would not adequately address the 

unsafe condition. Therefore, we have 

shortened the proposed grace period for 

the CWB replacement, in paragraph 

(k)(2) of this AD, to 30 days or 50 flight 


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hours (whichever occurs later) for any 

CWB that has accumulated 50,000 or 

more total flight hours. 

Request To Revise Applicability 

Lynden questioned whether the FAA 

considered the safety risk factor for 

‘‘restricted category type certificated 

Model C–130A through H airplanes’’ 

and whether those airplanes should be 

included in the applicability. 

We did consider the safety risk factor 

for Model C–130 airplanes. We issued 

restricted-category type certificates only 

for Model C–130A and C–130B 

airplanes, and these are low-usage 

airplanes. The wings on Model C–130A 

airplanes are different from those of 

other models. In addition, the CWBs 

have previously been replaced on all 

Model C–130A airplanes. There are no 

civil-registered Model C–130B airplanes 

in service. We have not changed this AD 

in this regard. However, we might 

consider further rulemaking for Model 

C–130 airplanes. 

Request To Allow Use of Certain Other 

Service Information 

Lynden requested that we revise the 

NPRM (79 FR 37248, July 1, 2014), for 

the CWB replacement requirement, to 

allow use of Lockheed Service Bulletin 

382–57–90, dated November 5, 2010, 

which is specific to Lynden’s fleet. 

Lynden explained that Lockheed 

Service Bulletin 382–57–90, dated 

November 5, 2010, includes all the 

detailed installation procedures, 

whereas Lockheed Service Bulletin 382– 

57–94, dated December 3, 2013, is more 

generic and could involve additional 

nonrecurring engineering and possible 

alternative methods of compliance 

(AMOCs) for each specific CWB variant 

to accommodate production changes 

and individual airplane peculiarities. 

Lynden explained that those differences 

have already been addressed in 

Lockheed Service Bulletin 382–57–90, 

dated November 5, 2010. 

We agree with the commenter’s 

request, for the reasons provided by the 

commenter. We have included the 

requested provision in paragraph (l) of 

this AD. 

Request To Revise Cost Estimates 

Safair requested that we revise the 

CWB replacement costs provided in the 

NPRM for Directorate Identifier 2013– 

NM–218–AD (79 FR 37248, July 1, 

2014). The commenter stated that he 

was ‘‘unable to achieve this level of 

pricing’’ from Lockheed, and estimated 

that the replacement would take 15,000 

work-hours, at $8.25 million per 

airplane. 

We do not agree to revise the perairplane cost estimate. We have received 

no revised cost information from 

Lockheed. The cost estimates provided 

in this final rule are also based on costs 

provided by operators that have already 

replaced their CWBs. We have not 

changed this final rule regarding this 

issue. 

Statement Regarding Impact on Small 

Entities 

Safair questioned the statement in the 

NPRM (79 FR 37248, July 1, 2014) that 

the AD ‘‘[w]ill not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act.’’ The commenter stated 

that the NPRM will have a significant 

impact on aid and relief efforts in the 

Third World where the Lockheed Model 

382 is a significant contributor to food 

and aid distribution. This impact on the 

cost per flight hour will result in less 

aid delivered. 

As specified under the Regulatory 

Findings section, this AD does have a 

significant economic impact on small 

entities, based on the Initial Regulatory 

Flexibility Analysis included in the 

NPRM for Directorate Identifier 2014– 

NM–052–AD (79 FR 71033, December 1, 

2014). However, the FAA has not 

prepared a regulatory flexibility analysis 

for this AD. In accordance with § 603(a) 

of the Regulatory Flexibility Act, such 

analyses are required only for rules for 

which a notice of proposed rulemaking 

is required by 5 U.S.C. 553. Because of 

the urgency of this action, as discussed 

later in this preamble, we find that 

notice and comment procedures are not 

required for this rulemaking. 

Request To Allow Replacement With 

Serviceable CWB 

Safair requested that we revise the 

NPRM (79 FR 37248, July 1, 2014) to 

allow replacement of the CWB with a 

serviceable CWB that has accumulated 

less than 50,000 total flight hours, or 

that has more than 25,000 flight hours 

of usage remaining. The commenter 

noted that operators have acquired preowned center wings in anticipation of 

this NPRM. 

We partially agree with the request. 

The service information for the CWB 

replacement (Lockheed Service 

Bulletins 382–57–94, dated December 3, 

2013; and 382–57–90, dated November 

5, 2010); provides procedures for 

installing only a CWB that is new. 

Replacement with anything other than a 

new CWB would therefore require using 

a method specific to each airplane and 

approved by the FAA. Paragraph (j)(1) of 

this AD specifies replacement with a 

new CWB using the specified service 

information, and paragraph (j)(2) of this 

AD specifies replacement with a 

serviceable CWB using a method 

approved by the FAA. 

Request To Provide Credit for Previous 

CWB Replacement 

Safair requested that CWBs replaced 

before the release of Lockheed Service 

Bulletin 382–57–94, dated December 3, 

2013, be excluded from the CWB 

replacement requirement. Safair stated 

that Lockheed has replaced CWBs on 

civil airplanes using alternative 

processes since the 1970s—before the 

release of Lockheed Service Bulletin 

382–57–94, dated December 3, 2013. 

Safair explained that the industry 

supporting the military fleet of Model 

C–130 airplanes has significant 

experience and exposure to center wing 

replacements via other means, and 

should be credited for the experience 

and ability to develop sound processes. 

We disagree with the request to 

exclude those airplanes with previously 

replaced CWBs. Any replacement CWB 

that reaches 50,000 total flight hours 

before the airplane reaches its limit of 

validity (LOV) of 75,000 total flight 

hours would need to be replaced again. 

As explained previously, paragraph 

(j)(2) of this AD allows replacement of 

the CWB with a serviceable CWB using 

a method approved by the FAA. This 

AD is based on the life of the CWB. If 

it can be shown that the CWB on the 

airplane has accumulated less than 

50,000 total flight hours, then there is 

no need to replace the CWB until that 

wing reaches 50,000 total flight hours. 

We have not changed this final rule 

regarding this issue. 

Additional Change to NPRM for 

Directorate Identifier 2014–NM–052– 

AD (79 FR 71033, December 1, 2014) 

Paragraph (i) of the NPRM (79 FR 

71033, December 1, 2014) provided 

certain instructions for wings with 

previous military usage. We have 

revised this wording in this AD to 

clarify the instructions for contacting 

the FAA. 

Other Relevant Rulemaking 

The information in this section is 

restated (with minor editorial changes) 

from the NPRM for Directorate Identifier 

2013–NM–218–AD (79 FR 37248, July 1, 

2014) regarding the requirement to 

replace the CWBs. Replacement of the 

CWBs, as required by this AD, affects 

the requirements of certain other ADs: 

• AD 2011–09–04, Amendment 39– 

16666 (76 FR 28626, May 18, 2011), 

requires repetitive inspections for any 

damage to the lower surface of the CWB, 


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and corrective actions if necessary. AD 

2011–09–04 was issued to detect and 

correct fatigue cracks of the lower 

surface of the CWB, which could result 

in the structural failure of the wings. 

• AD 2011–15–02, Amendment 39– 

16749 (76 FR 41647, July 15, 2011), 

superseded AD 2008–20–01, 

Amendment 39–15680 (73 FR 56464, 

September 29, 2008). AD 2011–15–02 

requires revising the maintenance 

program by incorporating new 

airworthiness limitations for fuel tank 

systems to satisfy the requirements of 

Special Federal Aviation Regulation 

(SFAR) No. 88 (‘‘SFAR 88,’’ Amendment 

21–78, and subsequent Amendments 

21–82 (67 FR 57490, September 10, 

2002) and 21–83 (67 FR 72830, 

December 9, 2002)), which is part of a 

regulation titled ‘‘Transport Airplane 

Fuel Tank System Design Review, 

Flammability Reduction, and 

Maintenance and Inspection 

Requirements’’ (66 FR 23086, May 7, 

2001). AD 2011–15–02 also continues to 

require accomplishing certain fuel 

system modifications, initial inspections 

of certain repetitive fuel system 

limitations to phase in those 

inspections, and repair if necessary. AD 

2011–15–02 corrects certain part 

number references, adds an additional 

inspection area and, for certain 

airplanes, requires certain actions to be 

reaccomplished according to revised 

service information. AD 2011–15–02 

was issued to prevent the potential for 

ignition sources inside fuel tanks caused 

by latent failures, alterations, repairs, or 

maintenance actions, which, in 

combination with flammable fuel 

vapors, could result in a fuel tank 

explosion and consequent loss of the 

airplane. 

• AD 2012–06–09, Amendment 39– 

16990 (77 FR 21404, April 10, 2012), 

requires revising the maintenance/

inspection program to include 

inspections that will give no less than 

the required damage tolerance analysis 

for each principal structural element 

(PSE), doing repetitive inspections to 

detect cracks of all PSEs, and repairing 

cracked structure. We issued AD 2012– 

06–09 to maintain the continued 

structural integrity of the fleet. 

• AD 2015–05–08, Amendment 39– 

18118 (80 FR 14805, March 20, 2015), 

requires repetitive inspections of the 

upper and lower rainbow fittings on the 

outer wing to detect cracks propagating 

from fasteners attaching the fittings to 

skin panels, and related investigative 

and corrective actions if necessary; and 

replacement of the upper and lower 

rainbow fittings on the outer wing. We 

issued AD 2015–05–08 to prevent 

fatigue cracking of the upper and lower 

rainbow fittings on the outer wing and 

skin-panel-to-fitting fastener holes, 

which could result in reduced structural 

integrity of the airplane and possible 

separation of the wing from the 

airplane. 

• AD 2015–06–08, Amendment 39– 

18126 (80 FR 19013, April 9, 2015), 

requires repetitive eddy current 

inspections to detect cracks in the 

center wing upper and lower rainbow 

fittings, and corrective actions if 

necessary; and repetitive replacements 

of rainbow fittings, which would extend 

the repetitive interval for the next 

inspection. We issued this AD to detect 

and correct fatigue cracks, which could 

grow large and lead to the failure of the 

fitting and a catastrophic failure of the 

center wing. 

FAA’s Determination 

We are issuing this AD because we 

evaluated all the relevant information 

and determined that the unsafe 

condition described previously is likely 

to exist or develop in other products of 

the same type design. 

AD Requirements 

This AD requires replacing the CWB 

and certain outer wings. 

FAA’s Justification and Determination 

of the Effective Date 

An unsafe condition exists that 

requires the immediate adoption of this 

AD. The FAA has found that the risk to 

the flying public justifies waiving notice 

and comment prior to adoption of this 

rule because fatigue cracking of the 

outer wing and the lower surface of the 

CWB could result in reduced structural 

integrity of the airplane. Therefore, we 

find that notice and opportunity for 

prior public comment are impracticable 

and that good cause exists for making 

this amendment effective in less than 30 

days. 

Explanation of Compliance Time 

The compliance times for the 

replacements required by this AD for 

addressing WFD were established to 

ensure that discrepant structure is 

replaced before WFD develops in 

airplanes. Standard inspection 

techniques cannot be relied on to detect 

WFD before it becomes a hazard to 

flight. We will not grant any extensions 

of the compliance time to complete any 

AD-mandated service bulletin related to 

WFD without extensive new data that 

would substantiate and clearly warrant 

such an extension. 

Comments Invited 

This AD is a final rule that involves 

requirements affecting flight safety and 

was not preceded by notice and an 

opportunity for public comment. 

However, we invite you to send any 

written data, views, or arguments about 

this AD. Send your comments to an 

address listed under the ADDRESSES

section. Include the docket number 

FAA–2014–0779 and Directorate 

Identifier 2014–NM–052–AD at the 

beginning of your comments. We 

specifically invite comments on the 

overall regulatory, economic, 

environmental, and energy aspects of 

this AD. We will consider all comments 

received by the closing date and may 

amend this AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed the following service 

information. 

• Lockheed Martin Aeronautics 

Company Service Bulletin 382–57–90, 

dated November 5, 2010, which 

describes procedures for replacing the 

CWB with a new CWB. 

• Lockheed Martin Aeronautics 

Company Service Bulletin 382–57–94, 

dated December 3, 2013, which also 

describes procedures for replacing the 

CWB with a new CWB. 

• Lockheed Martin Aeronautics 

Company Service Bulletin 382–57–96, 

dated December 16, 2013, which 

describes procedures for replacing 

certain outer wings with new or certain 

serviceable outer wings. 

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 20 

airplanes of U.S. registry. We estimate 

the following costs to comply with this 

AD: 


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ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

CWB replacement ................... 4,800 work-hours × $85 per hour = $408,000 ....................... $5,000,000 $5,408,000 $108,160,000 

Outer wing replacement ......... 1,500 work-hours × 85 per hour = 127,500 ........................... 8,000,000 8,127,500 162,550,000 

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 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 adding 

the following new airworthiness 

directive (AD): 

2015–18–02 Lockheed Martin Corporation/ 

Lockheed Martin Aeronautics Company: 

Amendment 39–18260; Docket No. 

FAA–2014–0779; Directorate Identifier 

2014–NM–052–AD. 

(a) Effective Date 

This AD is effective September 17, 2015. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company Model 382, 382B, 382E, 382F, and 

382G airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 57, Wings. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder (DAH) indicating 

that the outer wings and center wing box 

(CWB) are subject to widespread fatigue 

damage (WFD). We are issuing this AD to 

prevent fatigue cracking of the outer wings 

and the lower surface of the CWB, which 

could result in reduced structural integrity of 

the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Outer Wing Replacement 

For airplanes with outer wings having 

serial numbers (S/Ns) 3946 through 4541 

inclusive, or manufacturing end product 

(MEP) replacement outer wings 14Y series 

having part numbers (P/Ns) 388021–9/–10: 

At the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD, except 

as specified in paragraph (i) of this AD, 

replace each outer wing with a replacement 

wing specified in paragraph (h) of this AD, 

in accordance with the Accomplishment 

Instructions of Lockheed Service Bulletin 

382–57–96, dated December 16, 2013. 

(1) Before the outer wing accumulates 

30,000 total flight hours. 

(2) Within 30 days or 50 flight hours after 

the effective date of this AD, whichever 

occurs later. 

(h) Acceptable Replacement Outer Wings 

(1) Outer wings having S/Ns 3946 through 

4541 inclusive, and MEP replacement outer 

wings 14Y series having P/Ns 388021–9/–10, 

are acceptable for the outer wing replacement 

required by paragraph (g) of this AD, 

provided that the replacement outer wing has 

accumulated less than 30,000 total flight 

hours. The replacement outer wing must be 

replaced before it accumulates 30,000 total 

flight hours, as required by paragraph (g) of 

this AD. Lockheed Service Bulletin 382–57– 

96, dated December 16, 2013, describes an 

option to salvage certain system components 

when replacing an outer wing. If salvaged 

components are used in a replacement wing, 

an operator may need to comply with the 

following: 

(i) AD 2011–09–04, Amendment 39–16666 

(76 FR 28626, May 18, 2011); 

(ii) AD 2011–15–02, Amendment 39–16749 

(76 FR 41647, July 15, 2011); 

(iii) AD 2012–06–09, Amendment 39– 

16990 (77 FR 21404, April 10, 2012); 

(iv) AD 2015–05–08, Amendment 39– 

18118 (80 FR 14805, March 20, 2015); and 

(v) AD 2015–06–08, Amendment 39–18126 

(80 FR 19013, April 9, 2015). 

(2) Outer wings having S/Ns 4542 and 

subsequent, and MEP replacement outer 

wings except for 14Y series having P/Ns 

388021–9/–10, that have accumulated less 

than 75,000 total flight hours, are acceptable 

for the outer wing replacement required by 

paragraph (g) of this AD. 

(i) Wings With Previous Military Usage 

For airplanes that have any outer wing 

with previous military usage: Within 30 days 

after the effective date of this AD, contact the 

Manager, Atlanta Aircraft Certification Office 

(ACO), FAA, to determine a compliance time 

for accomplishing the actions required by 

paragraph (g) of this AD, by using a method 

approved in accordance with the procedures 

specified in paragraph (n) of this AD. 

(j) CWB Replacement 

At the applicable time specified in 

paragraphs (k)(1) and (k)(2) of this AD: 

Replace the CWB, as specified in paragraph 

(j)(1) or (j)(2) of this AD. 

(1) Replace the CWB with a new CWB, in 

accordance with the Accomplishment 

Instructions of Lockheed Service Bulletin 

382–57–94, dated December 3, 2013. 

Although a note in the Accomplishment 

Instructions of Lockheed Service Bulletin 

382–57–94, dated December 3, 2013, 

instructs operators to contact Lockheed if any 

assistance is needed in accomplishing the 

actions specified in the service information, 

any deviation from the instructions provided 


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52946 Federal Register / Vol. 80, No. 170 / Wednesday, September 2, 2015 / Rules and Regulations 

in the service information must be approved 

in accordance with the procedures specified 

in paragraph (n) of this AD. 

(2) Replace the CWB with a serviceable 

CWB using a method approved in accordance 

with the procedures specified in paragraph 

(n) of this AD. 

(k) Compliance Time for CWB Replacement 

Replace the CWB at the later of the times 

specified in paragraphs (k)(1) and (k)(2) of 

this AD. 

(1) Before the CWB accumulates 50,000 

total flight hours. 

(2) Within 30 days or 50 flight hours after 

the effective date of this AD, whichever 

occurs later. 

(l) Alternative Service Information for CWB 

Replacement 

For airplanes identified in Lockheed 

Service Bulletin 382–57–90, dated November 

5, 2010: Replacement of the CWB with a new 

CWB, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 382–57–90, dated November 

5, 2010, is acceptable for compliance with 

the requirements of paragraph (j) of this AD. 

(m) Terminating Action for AD 2011–09–04, 

Amendment 39–16666 (76 FR 28626, May 

18, 2011) 

Replacement of the CWB as required by 

paragraph (j) of this AD terminates the 

inspections required by AD 2011–09–04, 

Amendment 39–16666 (76 FR 28626, May 18, 

2011), for that CWB. 

(n) 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 (o) 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. 

(3) As of the effective date of this AD, an 

AMOC that provides an acceptable level of 

safety may be used for any repair required by 

this AD, if it is approved by a Delegated 

Engineering Representative (DER) for the 

Lockheed Martin Aeronautics Company who 

has been authorized by the Manager, Atlanta 

ACO, to make those findings. For a repair 

method to be approved, the repair approval 

must meet the certification basis of the 

airplane, and the approval must specifically 

refer to this AD. 

(o) Related Information 

For more information about this AD, 

contact Carl Gray, Aerospace Engineer, 

Airframe Branch, ACE–117A, Atlanta ACO, 

FAA, 1701 Columbia Avenue, College Park, 

GA 30337; phone: 404–474–5554; fax: 404– 

474–5605; email: carl.w.gray@faa.gov. 

(p) 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. 

(i) Lockheed Martin Aeronautics Company 

Service Bulletin 382–57–90, dated November 

5, 2010. 

(ii) Lockheed Martin Aeronautics Company 

Service Bulletin 382–57–94, dated December 

3, 2013. 

(iii) Lockheed Martin Aeronautics 

Company Service Bulletin 382–57–96, dated 

December 16, 2013. 

(3) For service information identified in 

this AD, contact Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

Company, Airworthiness Office, Dept. 6A0M, 

Zone 0252, Column P–58, 86 S. Cobb Drive, 

Marietta, GA 30063; telephone 770–494– 

5444; fax 770–494–5445; email ams.portal@

lmco.com; Internet http://

www.lockheedmartin.com/ams/tools/

TechPubs.html. 

(4) 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. 

(5) 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 August 

21, 2015. 

Kevin Hull, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–21465 Filed 9–1–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–3656; Directorate 

Identifier 2015–CE–027–AD; Amendment 

39–18259; AD 2015–18–01] 

RIN 2120–AA64 

Airworthiness Directives; Vulcanair 

S.p.A. Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for 

Vulcanair S.p.A. Model P.68R airplanes. 

This AD results from mandatory 

continuing airworthiness information 

(MCAI) issued by the aviation authority 

of another country to identify and 

correct an unsafe condition on an 

aviation product. The MCAI describes 

the unsafe condition as a discrepancy in 

the climb performance reported in the 

airplane flight manual and in the actual 

performance of the airplane. We are 

issuing this AD to require actions to 

address the unsafe condition on these 

products. 

DATES: This AD is effective September 

22, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of September 22, 2015. 

We must receive comments on this 

AD by October 19, 2015. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this AD, contact Vulcanair S.p.A., Via 

Giovanni Pascoli 80026 Casoria NA 

Italy; telephone: +39 081 5918111; fax: 

+39 081 5918172; Internet: http:// 

www.vulcanair.com/technical-support; 

email: continued.airworthiness@

vulcanair.com. You may view this 

referenced service information at the 

FAA, Small Airplane Directorate, 901 

Locust, Kansas City, Missouri 64106. 

For information on the availability of 

this material at the FAA, call (816) 329– 

4148. It is also available on the Internet 

at http://www.regulations.gov by 

searching for Docket No. FAA–2015– 

3656. 

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–2015– 

3656; 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 street address for 


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