Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 20819 

the type-certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Model EMB–550 will incorporate 

the following novel or unusual design 

features: A stowage compartment 

located in the lavatory designed to store 

passenger belongings. The stowage 

compartment may be isolated from the 

main passenger cabin by two doors 

(lavatory and stowage compartment 

doors), which could hinder the ability to 

detect smoke or fire. The installation of 

a stowage compartment in the lavatory 

is a novel and unusual design feature for 

which the applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards. 

Discussion 

Embraer did not classify the EMB–550 

stowage compartment in the aft part of 

the pressurized area as a Class B cargo 

compartment due to its relatively small 

volume of 37 cubic feet. The 

compartment has a door that is intended 

to be closed in all phases of flight but 

can be opened to allow passenger access 

during flight. The lavatory door must be 

kept open for takeoff and landing but 

will likely be kept closed in all other 

phases of flight. 

Due to the facts that the stowage 

compartment is not classified as a Class 

B cargo compartment and may be 

isolated from the main cabin by two 

doors during flight, and considering that 

it will be used to store passenger 

belongings, existing requirements for 

stowage compartments are not adequate 

to address fire protection concerns. The 

isolation characteristics and the 

possibility of storing items that may 

start a fire create the potential for an 

undetected fire event. 

Additional safety precautions are 

required to avoid a situation where a 

fire condition remains undetected in an 

isolated stowage compartment. The 

proposed additional safety standards in 

the stowage compartment compensate 

for the increased risk of an undetected 

fire. 

Applicability 

As discussed above, these special 

conditions are applicable to the Embraer 

Model EMB–550. Should Embraer S.A. 

apply at a later date for a change to the 

type certificate to include another 

model 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 one model 

of airplanes. It is not a rule of general 

applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, 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 Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Embraer 

S.A. Model EMB–550. 

1. Stowage Compartment Fire 

Protection. 

a. A means for fire detection that 

meets the provisions of § 25.858 is 

required regardless of the fact that the 

compartment is not classified as a cargo 

compartment per § 25.857 (only a 

‘‘stowage’’ compartment). A visual and 

audible indication of smoke detection 

that clearly identifies that smoke has 

been detected in the stowage 

compartment must be provided to the 

flight or cabin crew. 

b. In addition to the requirements of 

§ 25.851, at least one hand-held or 

manually-activated compartment fire 

extinguisher appropriate to the kinds of 

fires likely to occur and, if applicable, 

associated protective breathing 

equipment must be provided in the 

lavatory. 

c. Sufficient access must be provided 

to enable a crew member to effectively 

reach any part of the stowage 

compartment with the content of a 

hand-held fire extinguisher. 

d. When the access provisions are 

being used, no hazardous quantity of 

smoke, flames, or extinguishing agent 

will enter any compartment occupied by 

the crew or passengers. 

e. A liner must be provided that meets 

the requirements of § 25.855 at 

Amendment 25–60 for a Class B cargo 

compartment unless it can be shown 

that the material used to construct the 

stowage compartment meets the 

flammability requirements by a 60- 

second vertical test in lieu of 12-second 

vertical test and by presenting past test 

results of typical panels that meet the 

45-degree flame penetration test. 

Issued in Renton, Washington, on April 8, 

2014. 

John P. Piccola, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–08269 Filed 4–11–14; 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] 

RIN 2120–AA64 

Airworthiness Directives; Lockheed 

Martin Corporation/Lockheed Martin 

Aeronautics Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 95–26–11, 

which applies to all Lockheed Martin 

Corporation/Lockheed Martin 

Aeronautics Company Model L–1011 

series airplanes. AD 95–26–11 currently 

requires inspections to detect cracking 

of the fittings that attach the aft pressure 

bulkhead to the fuselage stringers, 

inspections to detect cracking of the 

fittings and of the splice tab of the aft 

pressure bulkhead, and corrective 

actions if necessary. Since we issued AD 

95–26–11, we have determined that the 

fittings at stringer attachments to the 

upper region of the aft pressure 

bulkhead are subject to widespread 

fatigue damage (WFD), which could 

result in cracking in the aft pressure 

bulkhead. This proposed AD would 

reduce the compliance time; add 

inspections for cracking of certain aft 

fuselage skin panels; add a structural 

modification; and also add a post 

modification inspection program. We 

are proposing 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: We must receive comments on 

this proposed AD by May 29, 2014. 

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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

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20820 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 

For service information identified in 

this proposed 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. 

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 proposed 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: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0227; Directorate Identifier 

2013–NM–211–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed 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 proposed AD. 

Discussion 

Structural fatigue damage is 

progressive. It begins as minute cracks, 

and those cracks grow under the action 

of repeated stresses. This can happen 

because of normal operational 

conditions and design attributes, or 

because of isolated situations or 

incidents such as material defects, poor 

fabrication quality, or corrosion pits, 

dings, or scratches. Fatigue damage can 

occur locally, in small areas or 

structural design details, or globally. 

Global fatigue damage is general 

degradation of large areas of structure 

with similar structural details and stress 

levels. Multiple-site damage is global 

damage that occurs in a large structural 

element such as a single rivet line of a 

lap splice joining two large skin panels. 

Global damage can also occur in 

multiple elements such as adjacent 

frames or stringers. Multiple-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as WFD. As an 

airplane ages, WFD will likely occur, 

and will certainly occur if the airplane 

is operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

structural failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

design approval holders (DAHs) 

establish a limit of validity (LOV) of the 

engineering data that support the 

structural maintenance program. 

Operators affected by the WFD rule may 

not fly an airplane beyond its LOV, 

unless an extended LOV is approved. 

The WFD rule (75 FR 69746, 

November 15, 2010) does not require 

identifying and developing maintenance 

actions if the DAHs can show that such 

actions are not necessary to prevent 

WFD before the airplane reaches the 

LOV. Many LOVs, however, do depend 

on accomplishment of future 

maintenance actions. As stated in the 

WFD rule, any maintenance actions 

necessary to reach the LOV will be 

mandated by airworthiness directives 

through separate rulemaking actions. 

In the context of WFD, this action is 

necessary to enable DAHs to propose 

LOVs that allow operators the longest 

operational lives for their airplanes, and 

still ensure that WFD will not occur. 

This approach allows for an 

implementation strategy that provides 

flexibility to DAHs in determining the 

timing of service information 

development (with FAA approval), 

while providing operators with certainty 

regarding the LOV applicable to their 

airplanes. 

On December 18, 1995, we issued AD 

95–26–11, Amendment 39–9469 (60 FR 

66870, December 27, 1995), for all 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company Model L– 

1011 series airplanes. AD 95–26–11 

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, and 

corrective actions if necessary. AD 95– 

26–11 was prompted by the results of 

the visual inspections performed in 

accordance with AD 95–18–52; the 

inspection results indicated that the 

visual inspections were inadequate to 

detect fatigue cracking. AD 95–26–11 

superseded AD 95–18–52, Amendment 

39–9366 (60 FR 47465, September 13, 

1995). 

Actions Since AD 95–26–11, 

Amendment 39–9469 (60 FR 66870, 

December 27, 1995) Was Issued 

Since we issued AD 95–26–11, 

Amendment 39–9469 (60 FR 66870, 

December 27, 1995), we have 

determined that the fittings at stringer 

attachments to the upper region of the 

aft pressure bulkhead are subject to 

WFD. If cracks in the stringer end 

fittings remain undetected, the cracks 

will propagate until the end fitting is 

severed. The load in the severed fitting 

redistributes to the adjacent fittings and, 

if those fittings have undetected cracks, 

the increased load will cause those 

cracks to propagate at a faster rate than 

the first fitting. This process continues 

until there are multiple damaged fittings 

adjacent to one another at which point 

the membrane and discontinuity loads 

in the aft pressure dome are 

redistributed to the fuselage skin by 

shear-bending of the vertical leg of the 

aft pressure bulkhead ring inner and 

outer tee caps. This bending induces a 

circumferential fatigue crack in the tee 

cap vertical leg. Once this crack reaches 

its critical length, the result is a rapid 

decompression of the airplane during 

flight. 

Relevant Service Information 

We reviewed Lockheed Service 

Bulletin 093–53–105, Revision 3, dated 

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May 31, 2013. This service bulletin 

describes, among other things, 

procedures for the following actions. 

• For airplanes with a large (47-inchwide) aft passenger door, a borescope 

inspection for cracking of the end 

fittings at stringer locations 12, 13, 53, 

and 54. 

• For airplanes with a large aft 

passenger door, an eddy current surface 

scan (ECSS) inspection for cracking of 

the left and right aft fuselage skin panels 

and related investigative and corrective 

action. The related investigative actions 

include bolt hole eddy current (BHEC), 

ECSS, and borescope inspections. The 

corrective actions include repairs. 

• For all airplanes, a structural 

modification consisting of removing and 

replacing all stringer end fittings at 

stringers 1 through 14, and 52 through 

64. This modification is preceded by an 

ECSS inspection to detect cracking of 

the lower (or inner) surface of the upper 

bonded splice tab of the bulkhead 

assembly; and a BHEC inspection for 

cracking of the six fastener holes in the 

inner tee cap forward flange. 

• For all airplanes, a repetitive poststructural modification inspection 

program consisting of the inspections 

and, if necessary, the related 

investigative and corrective actions, 

specified in paragraph (e) of AD 95–26– 

11, Amendment 39–9469 (60 FR 66870, 

December 27, 1995); and end fitting and 

skin panel inspections, and the related 

investigative and corrective actions 

mentioned previously if necessary. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would retain 

certain requirements of AD 95–26–11, 

Amendment 39–9469 (60 FR 66870, 

December 27, 1995). This proposed AD 

would require accomplishing the 

actions specified in the service 

information described previously, 

except as discussed under ‘‘Differences 

Between this AD and the Service 

Information.’’ 

Change to AD 95–26–11, Amendment 

39–9469 (60 FR 66870, December 27, 

1995) 

Since AD 95–26–11, Amendment 39– 

9469 (60 FR 66870, December 27, 1995) 

was issued, the AD format has been 

revised, and certain paragraphs have 

been rearranged. As a result, the 

corresponding paragraph identifiers 

have changed in this proposed AD, as 

listed in the following table: 

REVISED PARAGRAPH IDENTIFIERS

Requirement in 

AD 95–26–11, 

amendment 39–9469 

(60 FR 66870, 

December 27, 1995) 

Corresponding 

requirement in this 

proposed AD 

paragraph (a) ............ paragraph (g). 

paragraph (c) ............ paragraph (h). 

paragraph (d) ............ paragraph (i). 

paragraph (e) ............ paragraph (j). 

paragraph (f) ............. paragraph (l). 

paragraph (g) ............ paragraph (m). 

Differences Between This Proposed AD 

and the Service Information 

Although Lockheed Service Bulletin 

093–53–105, Revision 3, dated May 31, 

2013, specifies 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. 

Explanation of Compliance Time 

The compliance time for the 

modification specified in this proposed 

AD for addressing WFD was established 

to ensure that discrepant structure is 

modified 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. 

Costs of Compliance 

We estimate that this proposed AD 

affects 26 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed 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 proposed action].185 work-hours × $85 per hour = 

$15,725.

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

We estimate the following costs to do 

any necessary replacements that would 

be required based on the results of the 

proposed inspection. 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 proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

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20822 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 

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 

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), 

(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. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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. Amend § 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: 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company: Docket 

No. FAA–2014–0227; Directorate 

Identifier 2013–NM–211–AD. 

(a) Comments Due Date 

The FAA must receive comments on this 

AD action by May 29, 2014. 

(b) Affected ADs 

This AD supersedes 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 

(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 L– 

1011 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, 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 L– 

1011 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 L–1011 

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 

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Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 20823 

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 L–1011 

Service Bulletin 093–53–105, Revision 3, 

dated May 31, 2013. As of the effective date 

of this AD, use only Lockheed L–1011 

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 bolt 

hole eddy current (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 L– 

1011 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 L–1011 

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 L–1011 

Service Bulletin 093–53–105, Revision 3, 

dated May 31, 2013, for accomplishing the 

actions required by this paragraph. 

(k) 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 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, Amendment 39–9469 

(60 FR 66870, December 27, 1995)), 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. 

(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 L–1011 

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 L–1011 

Service Bulletin 093–53–105, Revision 3, 

dated May 31, 2013. As of the effective date 

of this AD, use only Lockheed L–1011 

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: Within 1,750 flight 

cycles after finding the crack, but no later 

than before the accumulation of 20,800 total 

flight cycles. 

(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., bolt hole eddy 

current, 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, except as provided by 

paragraph (q) of this AD. Repeat the 

inspection of the stringer end fittings 

thereafter at intervals not to exceed 1,750 

flight cycles until the actions required by 

paragraph (r) 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 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 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 Deferral 

(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 

paragraph (o) 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 3, dated May 

31, 2013. Within 1,750 flight cycles after 

finding the crack, but no later than before the 

accumulation of 20,800 total flight cycles, 

replace the cracked fitting and/or splice tab/ 

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20824 Federal Register / Vol. 79, No. 71 / Monday, April 14, 2014 / Proposed Rules 

fasteners, in accordance with the 

Accomplishment Instructions of Lockheed L– 

1011 Service Bulletin 093–53–105, Revision 

3, dated May 31, 2013. 

(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 

paragraph (o) of this AD, the related 

investigative actions (inspections of the inner 

and outer tee caps) required by paragraph (n) 

of this AD may also be deferred until the 

cracked fittings are replaced as required by 

paragraph (q)(1) of this AD, but no later than 

before the accumulation of 20,800 total flight 

cycles. 

(r) New Pre-structural Modification 

Inspections and Structural Modification 

Before the accumulation of 20,800 total 

flight cycles: Do the applicable actions 

specified in paragraphs (r)(1) and (r)(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. 

(s) New Post-structural Modification 

Repetitive Inspections 

Within 13,875 flight cycles after 

performing the actions required by paragraph 

(r)(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 

13,875 flight cycles. 

(t) 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. 

(u) 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 (v)(1) 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. 

(v) Related Information 

(1) 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. 

(2) 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 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. 

Issued in Renton, Washington, on April 4, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–08302 Filed 4–11–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0195; Directorate 

Identifier 2013–NM–195–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to supersede 

Airworthiness Directive (AD) 2008–17– 

03, which applies to certain The Boeing 

Company Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes. 

AD 2008–17–03 currently requires 

repetitive inspections to detect fuselage 

frame cracking, and corrective action if 

necessary. AD 2008–17–03 also 

provides for optional terminating action 

(repair/preventive change) for the 

repetitive inspections. Since we issued 

AD 2008–17–03, we have determined 

that additional airplanes may be subject 

to the identified unsafe condition. This 

proposed AD would add airplanes to the 

applicability. For the newly added 

airplanes, however, this proposed AD 

would not provide terminating action 

for the repetitive inspections because 

service information has not been 

provided for a repair/preventive change. 

We are proposing this AD to detect and 

correct fuselage frame cracking, which 

could prevent the left forward entry 

door from sealing correctly, and could 

cause in-flight decompression of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by May 29, 2014. 

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: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed 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. 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. 

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– 

0195; 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 proposed 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: 

Alan Pohl, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6450; 

fax: 425–917–6590; email: alan.pohl@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2014–0195; Directorate Identifier 

2013–NM–195–AD’’ at the beginning of 

your comments. We specifically invite 

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