Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules 62075 

unsatisfactory surface protection), and a 

detailed inspection of the upper and the 

lower attachments for damage (including, but 

not limited to, cracks, dents, corrosion, and 

unsatisfactory surface protection), in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1227, Revision 01, dated October 7, 2013. 

(1) Before the THSA accumulates 48,000 

total flight hours or 30,000 total flight cycles, 

whichever occurs first since first installation 

on an airplane. 

(2) Within 4 months after the effective date 

of this AD. 

(h) Repetitive Inspections 

Repeat the inspections required by 

paragraph (g) of this AD thereafter at 

intervals not to exceed the applicable time 

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

this AD. 

(1) For a THSA that, as of the date of the 

most recent inspection required by paragraph 

(g) of this AD, has accumulated less than 

67,500 total flight hours since first 

installation on an airplane: The repetitive 

inspection interval is 24 months. 

(2) For a THSA that, as of the date of the 

most recent inspection required by paragraph 

(g) of this AD, has accumulated 67,500 total 

flight hours or more since first installation on 

an airplane: The repetitive inspection 

interval is 4 months. 

(i) THSA Corrective Action 

If, during any inspection required by 

paragraphs (g) and (h) of this AD, any finding 

as described in Airbus Service Bulletin 

A320–27–1227, Revision 01, dated October 7, 

2013, is found: At the applicable compliance 

time (depending on the applicable findings) 

specified in paragraph 1.E., ‘‘Compliance,’’ of 

Airbus Service Bulletin A320–27–1227, 

Revision 01, dated October 7, 2013, replace 

the THSA with a serviceable THSA, in 

accordance with the Accomplishment 

Instructions of Airbus Service Bulletin A320– 

27–1227, Revision 01, dated October 7, 2013. 

For the purposes of this AD, a serviceable 

THSA is a THSA that has accumulated less 

than 67,500 total flight hours since first 

installation on an airplane. 

(j) THSA Replacement 

Before a THSA accumulates 67,500 total 

flight hours since first installation on an 

airplane, or within 12 months after the 

effective date of this AD, whichever occurs 

later: Replace the THSA with a serviceable 

THSA, in accordance with the 

Accomplishment Instructions of Airbus 

Service Bulletin A320–27–1227, Revision 01, 

dated October 7, 2013. Thereafter, before the 

accumulation of 67,500 total flight hours 

since first installation on an airplane on any 

THSA, replace it with a serviceable THSA. 

(k) Replacement THSA: No Terminating 

Action 

Replacement of a THSA on an airplane, as 

required by paragraph (i) or (j) of this AD, 

does not constitute terminating action for the 

repetitive inspections required by paragraphs 

(g) and (h) of this AD for that airplane. After 

THSA replacement: At the applicable 

compliance time specified in paragraphs 

(g)(1), (g)(2), (h)(1), and (h)(2) of this AD, do 

the inspections required by paragraph (g) of 

this AD. 

(l) Replacement THSA Equivalency 

Repairs of a THSA in shop, as described in 

United Technologies Corporation Aerospace 

Systems Component Maintenance Manual 

27–44–51, are considered equivalent to 

having passed an inspection in accordance 

with the Accomplishment Instructions of 

Airbus Service Bulletin A320–27–1227, 

dated July 1, 2013; or Airbus Service Bulletin 

A320–27–1227, Revision 01, dated October 7, 

2013. Depending on the flight hours or flight 

cycles accumulated by the repaired THSA: At 

the applicable compliance time specified in 

paragraphs (g)(1), (g)(2), (h)(1), and (h)(2) of 

this AD, do the inspections required by 

paragraph (g) of this AD. 

(m) Parts Installation Limitation 

As of the effective date of this AD, 

installation on an airplane of a THSA that 

has accumulated 67,500 or more total flight 

hours is allowed, provided that, prior to 

installation, the THSA has been modified or 

inspected using a method approved by the 

Manager, International Branch, ANM–116, 

Transport Airplane Directorate, FAA; or the 

European Aviation Safety Agency (EASA); or 

Airbus’s EASA Design Organization 

Approval (DOA). 

(n) Credit for Previous Actions 

This paragraph provides credit for 

inspections required by paragraphs (g) and 

(h) of this AD, if those inspections were 

performed before the effective date of this AD 

using Airbus Service Bulletin A320–27–1227, 

dated July 1, 2013, which is not incorporated 

by reference in this AD. 

(o) Other FAA AD Provisions 

The following provisions also apply to this 

AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, 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 International Branch, send it to ATTN: 

Sanjay Ralhan, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

telephone 425–227–1405; fax 425–227–1149. 

Information may be emailed to: 

9-ANM-116-AMOC-REQUESTS@faa.gov. 

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. The AMOC 

approval letter must specifically reference 

this AD. 

(2) Contacting the Manufacturer: For any 

requirement in this AD to obtain corrective 

actions from a manufacturer, the action must 

be accomplished using a method approved 

by the Manager, International Branch, ANM– 

116, Transport Airplane Directorate, FAA; or 

the European Aviation Safety Agency 

(EASA); or Airbus’s EASA Design 

Organization Approval (DOA). If approved by 

the DOA, the approval must include the 

DOA-authorized signature. 

(p) Related Information 

(1) Refer to Mandatory Continuing 

Airworthiness Information (MCAI) European 

Aviation Safety Agency Airworthiness 

Directive 2014–0011R1, dated January 17, 

2014, for related information. This MCAI 

may be found in the AD docket on the 

Internet at http://www.regulations.gov by 

searching for and locating Docket No. FAA– 

2014–0748. 

(2) For service information identified in 

this AD, contact Airbus, Airworthiness 

Office—EIAS, 1 Rond Point Maurice 

Bellonte, 31707 Blagnac Cedex, France; 

telephone +33 5 61 93 36 96; fax +33 5 61 

93 44 51; email account.airworth-eas@

airbus.com; Internet http://www.airbus.com. 

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 

September 23, 2014. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–24557 Filed 10–15–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0749; Directorate 

Identifier 2014–NM–051–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 adopt a new 

airworthiness directive (AD) for certain 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company Model 

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

airplanes. This proposed AD was 

prompted by an evaluation by the 

design approval holder (DAH) 

indicating that the upper and lower 

rainbow fittings on the outer wing are 

subject to widespread fatigue damage 

(WFD). This proposed AD would 

require 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 

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62076 Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules 

and corrective actions if necessary; and 

replacement of the upper and lower 

rainbow fittings on the outer wing. We 

are proposing this AD 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. 

DATES: We must receive comments on 

this proposed AD by December 1, 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 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. 

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– 

0749; 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– 

474–5606; email: Carl.W.Gray@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2014–0749; Directorate Identifier 2014– 

NM–051–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 

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. 

This proposed AD was prompted by 

an evaluation by the DAH indicating 

that the upper and lower rainbow 

fittings of the outer wing are subject to 

WFD. Analysis of in-service cracking 

has shown that these fittings are 

susceptible to multiple site damage, and 

actions are required to ensure that 

cracking does not occur in the skinpanel-to-fitting fastener holes, resulting 

in an unacceptable reduction in residual 

strength. Fatigue cracking of the upper 

and lower rainbow fittings of the outer 

wing and skin-panel-to-fitting fastener 

holes could result in reduced structural 

integrity of the airplane and possible 

separation of the wing from the 

airplane. 

Relevant Service Information 

We reviewed Lockheed Service 

Bulletin 382–57–95, including 

Appendix A, dated December 16, 2013. 

This service bulletin describes 

procedures for repetitive inspections of 

the upper and lower rainbow fittings on 

the outer wing using an eddy current 

surface scan (ECSS) to detect cracks 

propagating from fasteners attaching the 

fittings to skin panels and a related 

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investigative action of an automated bolt 

hole eddy current inspection to confirm 

ECSS inspection crack findings if 

suspected; and corrective actions if 

necessary. Corrective actions include 

contacting the manufacturer for 

instructions if cracking is found. 

Lockheed Service Bulletin 382–57–95, 

including Appendix A, dated December 

16, 2013, also describes procedures for 

replacing the upper and lower rainbow 

fittings on the outer wing, which 

includes doing a detailed inspection of 

the wing faying structure for damage 

(e.g. damage includes pitting, and 

corrosion) and cracks; an automated bolt 

hole eddy current inspection on all 

open fastener holes in the mating 

structure, stiffeners, webs, and angles 

for cracking; and corrective actions if 

necessary. Corrective actions include 

repairing damage and cracking in 

accordance with Lockheed Service 

Bulletin 382–57–95, including 

Appendix A, dated December 16, 2013; 

or contacting the manufacturer for 

instructions. 

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 designs. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Differences Between This Proposed AD 

and the Service Information.’’ 

Differences Between This Proposed AD 

and the Service Information 

Lockheed Service Bulletin 382–57–95, 

including Appendix A, dated December 

16, 2013, specifies to contact the 

manufacturer for instructions on how to 

repair certain conditions, but this 

proposed AD would require repairing 

those conditions in one of the following 

ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company 

Designated Engineering Representative 

(DER) whom we have authorized to 

make those findings. 

Explanation of Compliance Time 

The compliance time for the 

replacement specified in this proposed 

AD for addressing WFD was 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. 

Costs of Compliance 

We estimate that this proposed AD 

affects 20 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 

ECSS inspection ............. 24 work-hours × $85 per hour = $2,040 per inspection cycle.$0 $2,040 per inspection 

cycle.

$40,800 per inspection 

cycle. 

Bolt hole inspection during rainbow fitting replacement.24 work-hours × $85 per hour = $2,040 ................ 0 $2,040 ............................ $40,800. 

Replacement of all four 

rainbow fittings.

2,060 work-hours × $85 per hour = $175,100 ....... 28,000 $203,100 ........................ $4,062,000. 

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 rainbow fitting 515 work-hours × $85 per hour = $43,775 ............................................... $7,000 $50,775 

We have received no definitive data 

that would enable us to provide cost 

estimates for on-condition actions for 

cracking of the skin-panel-to-fitting 

fastener holes specified in this proposed 

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 

We 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 

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62078 Federal Register / Vol. 79, No. 200 / Thursday, October 16, 2014 / Proposed Rules 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this 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. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company: Docket 

No. FAA–2014–0749; Directorate 

Identifier 2014–NM–051–AD. 

(a) Comments Due Date 

We must receive comments by December 1, 

2014. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to Lockheed Martin 

Corporation/Lockheed Martin Aeronautics 

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

382G airplanes; certificated in any category; 

having any outer wing serial number 4542 

and subsequent, or any manufacturing end 

product (MEP) replacement outer wing 

except 14Y series. 

(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 upper and lower rainbow fittings on 

the outer wing are subject to widespread 

fatigue damage (WFD). We are issuing this 

AD 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. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Repetitive Eddy Current Surface Scan 

(ECSS) Inspections 

At the later of the times specified in 

paragraphs (g)(1) and (g)(2) of this AD: Do an 

ECSS inspection of the left and right outer 

wing upper and lower rainbow fitting-toskin-panel attachments to detect cracks 

propagating from fasteners attaching the 

fittings to skin panels, and do all applicable 

related investigative actions, in accordance 

with the Accomplishment Instructions of 

Lockheed Service Bulletin 382–57–95, 

including Appendix A, dated December 16, 

2013, except as provided by paragraph (j)(1) 

of this AD. Do all applicable related 

investigative actions before further flight. If 

any cracking is found during any inspection 

required by this paragraph, before further 

flight, repair the cracking, using a method 

approved in accordance with the procedures 

specified in paragraph (m) of this AD. Repeat 

the inspection of the left and right outer wing 

upper and lower rainbow fitting-to-skinpanel attachments thereafter at intervals not 

to exceed 2,000 flight hours, except as 

provided by paragraph (l) of this AD. 

(1) Before the accumulation of 30,000 total 

flight hours on any wing. 

(2) Within 365 days or 600 flight hours, 

whichever occurs first, after the effective date 

of this AD. 

(h) Rainbow Fitting Replacement and 

Inspections 

At the time specified in paragraph (i) of 

this AD, do the actions required by paragraph 

(h)(1) and (h)(2) of this AD. 

(1) Do a detailed inspection of the wing 

faying structure for damage and cracks, and 

do an automated bolt hole eddy current 

inspection on all open fastener holes in the 

mating structure, stiffeners, webs and angles 

for cracking, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 382–57–95, including 

Appendix A, dated December 16, 2013, 

except as provided by paragraph (j)(1) of this 

AD. 

(i) If any damage is found during any 

inspection required by paragraph (h)(1) of 

this AD, before further flight, repair the 

damage, using a method approved in 

accordance with the procedures specified in 

paragraph (m) of this AD. 

(ii) If any cracking is found during any 

inspection required by paragraph (h)(1) of 

this AD, before further flight, repair the 

cracking, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 382–57–95, including 

Appendix A, dated December 16, 2013, 

except as provided by paragraphs (j)(1) and 

(j)(2) of this AD. 

(2) Replace the left and right upper and 

lower rainbow fittings of the outer wing with 

new fittings, in accordance with the 

Accomplishment Instructions of Lockheed 

Service Bulletin 382–57–95, including 

Appendix A, dated December 16, 2013. 

Note 1 to paragraph (h) of this AD: AD 

2012–06–09, Amendment 39–16990 (77 FR 

21404, April 10, 2012), is related to the 

rainbow fitting replacement. AD 2012–06–09 

references the Lockheed Martin Model 382, 

382B, 382E, 382F, and 382G Series Aircraft 

Service Manual Publication (SMP), 

Supplemental Structural Inspection 

Document (SSID), SMP 515–C–SSID, Change 

1, dated September 10, 2010; which contains 

inspections for the entire Model 382B–H 

airframe, not just the outer wing. Since 

installing new rainbow fittings, as required 

by paragraph (g) of this AD, resets the 

accumulated service life on certain parts to 

zero, certain compliance times specified in 

Table 3 of this SSID would be affected by the 

installation of new outer wing fittings. 

Note 2 to paragraph (h) of this AD: AD 

2011–15–02, Amendment 39–16749 (76 FR 

41647, July 15, 2011), has requirements for 

fuel system limitations (FSLs) and critical 

design configuration control limitations 

(CDCCLs) which might include configuration 

or parts limitations on areas affected by 

accomplishment of this AD. 

(i) Compliance Times for Paragraph (h) of 

This AD 

At the later of the times specified in 

paragraph (i)(1) and (i)(2) of this AD, do the 

actions required by paragraph (h) of this AD. 

(1) Before the accumulation of 50,000 total 

flight hours on any wing. 

(2) Within 60 days or 100 flight hours, 

whichever occurs first, after the effective date 

of this AD. 

(j) Exceptions to Service Information 

Specifications 

(1) Although Lockheed Service Bulletin 

382–57–95, including Appendix A, dated 

December 16, 2013, specifies to submit 

certain information to the manufacturer, this 

AD does not include that requirement. 

(2) Where Lockheed Service Bulletin 382– 

57–95, including Appendix A, dated 

December 16, 2013, specifies to contact 

Lockheed for repair instructions, before 

further flight, repair using a method 

approved in accordance with the procedures 

specified in paragraph (m) of this AD. 

(k) Parts Installation Limitation 

After replacement of the left and right 

upper and lower rainbow fittings of the outer 

wing with new fittings as required by 

paragraph (h) of this AD, any subsequent 

rainbow fitting replacements must be done 

using a method approved in accordance with 

the procedures specified in paragraph (m) of 

this AD. 

(l) Outer Wing Flight Hours Adjustment 

For any wing on which the left or right 

upper and lower rainbow fittings of the outer 

wing have been replaced with new fittings as 

required by paragraph (h) of this AD: Before 

the accumulation of 30,000 flight hours after 

accomplishing the replacement, do the 

inspection required by paragraph (g) of this 

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AD and repeat thereafter at the times 

specified in paragraph (g) of this AD. 

(m) 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 (n)(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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by 

Lockheed Martin Corporation/Lockheed 

Martin Aeronautics Company Designated 

Engineering Representative (DER) that has 

been authorized by the Manager, Atlanta 

ACO to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(n) 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: 404–474–5606; 

email: Carl.W.Gray@faa.gov. 

(2) 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 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 

September 23, 2014. 

Dionne Palermo, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–24549 Filed 10–15–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2014–0601; Airspace 

Docket No. 14–ANE–7] 

Proposed Amendment of Class E 

Airspace; Manchester, NH 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

amend Class E Airspace at Manchester, 

NH, as a new approach procedure has 

been developed, requiring airspace 

redesign at Manchester Airport. This 

action would enhance the safety and 

airspace management of Instrument 

Flight Rules (IFR) operations at the 

airport. This action also would update 

the geographic coordinates of airport. 

DATES: Comments must be received on 

or before December 1, 2014. 

ADDRESSES: Send comments on this rule 

to: U.S. Department of Transportation, 

Docket Operations, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey SE., Washington, DC 20590– 

0001; Telephone: 1–800–647–5527; Fax: 

202–493–2251. You must identify the 

Docket Number FAA–2014–0601; 

Airspace Docket No. 14–ANE–7, at the 

beginning of your comments. You may 

also submit and review received 

comments through the Internet at 

http://www.regulations.gov. 

FOR FURTHER INFORMATION CONTACT: John 

Fornito, Operations Support Group, 

Eastern Service Center, Federal Aviation 

Administration, P.O. Box 20636, 

Atlanta, Georgia 30320; telephone (404) 

305–6364. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

Interested persons are invited to 

comment on this rule by submitting 

such written data, views, or arguments, 

as they may desire. Comments that 

provide the factual basis supporting the 

views and suggestions presented are 

particularly helpful in developing 

reasoned regulatory decisions on the 

proposal. Comments are specifically 

invited on the overall regulatory, 

aeronautical, economic, environmental, 

and energy-related aspects of the 

proposal. 

Communications should identify both 

docket numbers (FAA Docket No. FAA– 

2014–0601; Airspace Docket No. 14– 

ANE–7) and be submitted in triplicate to 

the Docket Management System (see 

ADDRESSES section for address and 

phone number). You may also submit 

comments through the Internet at 

http://www.regulations.gov. 

Persons wishing the FAA to 

acknowledge receipt of their comments 

on this action must submit with those 

comments a self-addressed stamped 

postcard on which the following 

statement is made: ‘‘Comments to 

Docket No. FAA–2014–0601; Airspace 

Docket No. 14–ANE–7.’’ The postcard 

will be date/time stamped and returned 

to the commenter. 

All communications received before 

the specified closing date for comments 

will be considered before taking action 

on the proposed rule. The proposal 

contained in this notice may be changed 

in light of the comments received. A 

report summarizing each substantive 

public contact with FAA personnel 

concerned with this rulemaking will be 

filed in the docket. 

Availability of NPRMs 

An electronic copy of this document 

may be downloaded from and 

comments submitted through http://

www.regulations.gov. Recently 

published rulemaking documents can 

also be accessed through the FAA’s Web 

page at http://www.faa.gov/airports_

airtraffic/air_traffic/publications/

airspace_amendments/. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office (see the 

ADDRESSES section for address and 

phone number) between 9:00 a.m. and 

5:00 p.m., Monday through Friday, 

except Federal Holidays. An informal 

docket may also be examined between 

8:00 a.m. and 4:30 p.m., Monday 

through Friday, except Federal Holidays 

at the office of the Eastern Service 

Center, Federal Aviation 

Administration, Room 350, 1701 

Columbia Avenue, College Park, Georgia 

30337. 

Persons interested in being placed on 

a mailing list for future NPRM’s should 

contact the FAA’s Office of Rulemaking, 

(202) 267–9677, to request a copy of 

Advisory circular No. 11–2A, Notice of 

Proposed Rulemaking distribution 

System, which describes the application 

procedure. 

The Proposal 

The FAA is considering an 

amendment to Title 14, Code of Federal 

Regulations (14 CFR) part 71 to amend 

Class E airspace as an extension to Class 

C surface area at Manchester Airport, 

Manchester, NH. Airspace 

reconfiguration extending from the 

5-mile radius of the airport to 8.3-miles 

mstockstill on DSK4VPTVN1PROD with PROPOSALS