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[Federal Register Volume 60, Number 96 (Thursday, May 18, 1995)]
[Rules and Regulations]
[Pages 26683-26686]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 95-11974]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-NM-82-AD; Amendment 39-9234; AD 95-10-17]

Airworthiness Directives; Lockheed Model L-1011-385 Series 
Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This amendment adopts a new airworthiness directive (AD) that 
is applicable to all Lockheed Model L-1011-385 series airplanes. This 
action requires inspections to detect cracking or severing of the 
fuselage frames, and an additional inspection or repair, if necessary. 
This amendment is prompted by reports indicating that fatigue cracking 
was found on certain fuselage frames on these airplanes. The actions 
specified in this AD are intended to prevent reduced structural 
integrity of the fuselage shell due to the problems associated with 
fatigue cracking.

DATES: Effective May 23, 1995.
    The incorporation by reference of certain publications listed in 
the regulations is approved by the Director of the Federal Register as 
of May 23, 1995.
    Comments for inclusion in the Rules Docket must be received on or 
before July 17, 1995.

ADDRESSES: Submit comments in triplicate to the Federal Aviation 
Administration (FAA), Transport Airplane Directorate, ANM-103, 
Attention: Rules Docket No. 95-NM-82-AD, 1601 Lind Avenue, SW., Renton, 
Washington 98055-4056.
    The service information referenced in this AD may be obtained from 
Lockheed Aeronautical Systems Support Company (LASSC), Field Support 
Department, Dept. 693, Zone 0755, 2251 Lake Park Drive, Smyrna, Georgia 
30080. This information may be examined at the FAA, Transport Airplane 
Directorate, [[Page 26684]] 1601 Lind Avenue, SW., Renton, Washington; 
or at the FAA, Small Airplane Directorate, Atlanta Aircraft 
Certification Office, Campus Building, 1701 Columbia Avenue, Suite 2-
160, College Park, Georgia; or at the Office of the Federal Register, 
800 North Capitol Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: Thomas Peters, Aerospace Engineer, 
Flight Test Branch, ACE-116A, FAA, Small Airplane Directorate, Atlanta 
Aircraft Certification Office, Campus Building, 1701 Columbia Avenue, 
Suite 2-160, College Park, Georgia 30337-2748; telephone (404) 305-
7367; fax (404) 305-7348.

SUPPLEMENTARY INFORMATION: The FAA has recently received six reports 
indicating that cracking was found on certain fuselage frames on 
Lockheed Model L-1011-385 series airplanes. This cracking occurred at 
the location where the outer flange of the frame attaches to the water 
line (WL) 280.6 longeron (the upper stringerless sidewall longeron) on 
the left- and right-hand sides of the airplane. Such cracking also has 
been found in multiple frames of a single airplane. On one airplane, 
two adjacent frames were severed completely; cracks were found in three 
more adjacent frames on this same airplane. In each of the cracked 
frames, the cracks emanated from the fastener hole that attaches the 
frame to the WL 280.6 longeron at the shear slip cutout.
    The cracking appears to be fatigue related, primarily as a result 
of pressurization loads. An engineering analysis indicates that this 
cracking initiates when the airplane has accumulated between 20,000 and 
25,000 total landings. Loads analysis and testing performed during its 
original certification shows that this airplane model can retain fail-
safe load capability with a skin crack extending across two skin bays 
and one frame severed completely. (To date, no skin cracking has been 
reported.) Subsequent engineering analysis confirms that the airplane 
is capable of limit pressurization and fuselage bending loads with two 
adjacent frames severed completely.
    Fatigue cracking in the fuselage frames, if not detected and 
corrected in a timely manner, could result in reduced structural 
integrity of the fuselage shell.
    The FAA has reviewed and approved Lockheed Alert Service Bulletin 
093-53-A271, dated April 25, 1995, including Attachments 1 and 2, which 
describes procedures for either an external X-ray inspection, or both 
an internal close visual and an eddy current inspection, to detect 
cracking or severing of the fuselage frames; and an inspection (using 
either an eddy current surface scan or a magneto-optic imager) of the 
adjacent frames and external skin, or repair, if necessary. The alert 
service bulletin specifies that, for certain airplanes, the inspection 
area is located between fuselage station (FS) 589 to FS 749 (for the C1 
door) and FS 509 to FS 749 (for the C1A door) on the right-hand side of 
the airplane. (For airplanes on which any cracking or severing is found 
in the fuselage frames, the alert service bulletin describes procedures 
for an additional inspection of the fuselage frames between FS 1605 to 
FS 1745 on the left- and right-hand sides of the airplane.) For certain 
other airplanes, the alert service bulletin indicates that the 
inspection area includes all fuselage frames where the frame outer 
flange attaches to the WL 280.6 longeron (upper stringerless sidewall 
longeron) on both the left- and right-hand sides of the airplane.
    Since an unsafe condition has been identified that is likely to 
exist or develop on other Lockheed Model L-1011-385 series airplanes of 
the same type design, this AD is being issued to prevent reduced 
structural integrity of the fuselage shell. This AD requires either an 
external X-ray inspection, or both an internal close visual and an eddy 
current inspection, to detect cracking or severing of the fuselage 
frames; and an inspection (using either an eddy current surface scan or 
a magneto-optic imager) of the adjacent frames and external skin, or 
repair, if necessary. The actions are required to be accomplished in 
accordance with the alert service bulletin described previously.
    This is considered to be interim action until final action is 
identified, at which time the FAA may consider further rulemaking.
    The required compliance time of 120 days for certain airplanes 
[reference paragraph (b) of this AD] is usually sufficient to allow for 
a brief comment period before adoption of a final rule. In this AD, 
however, the compliance time of 120 days for airplanes that have 
accumulated 20,000 total landings, but less than 25,000 total landings, 
was established based on inspections to date of airplanes in this 
category along with an engineering evaluation of frame crack 
propagation rates. The FAA established that compliance time in order to 
provide an acceptable level of safety commensurate with the compliance 
time of 25 days for airplanes that have accumulated 25,000 or more 
total landings. In addition, the FAA selected the 120-day compliance 
time because of a potential short-term problem with availability of 
sufficient parts for repairing a fuselage frame if any defect is found; 
a shorter compliance time might have resulted in the unnecessary 
removal of airplanes from service pending delivery of repair parts. 
Nevertheless, the FAA has determined that immediate adoption is 
necessary in this case because of the importance of initiating the 
required inspections as soon as possible.
    As a result of recent communications with the Air Transport 
Association (ATA) of America, the FAA has learned that, in general, 
some operators may misunderstand the legal effect of AD's on airplanes 
that are identified in the applicability provision of the AD, but that 
have been altered or repaired in the area addressed by the AD. The FAA 
points out that all airplanes identified in the applicability provision 
of an AD are legally subject to the AD. If an airplane has been altered 
or repaired in the affected area in such a way as to affect compliance 
with the AD, the owner or operator is required to obtain FAA approval 
for an alternative method of compliance with the AD, in accordance with 
the paragraph of each AD that provides for such approvals. A note has 
been included in this rule to clarify this long-standing requirement.
    Since a situation exists that requires the immediate adoption of 
this regulation, it is found that notice and opportunity for prior 
public comment hereon are impracticable, and that good cause exists for 
making this amendment effective in less than 30 days.

Comments Invited

    Although this action is in the form of a final rule that involves 
requirements affecting flight safety and, thus, was not preceded by 
notice and an opportunity for public comment, comments are invited on 
this rule. Interested persons are invited to comment on this rule by 
submitting such written data, views, or arguments as they may desire. 
Communications shall identify the Rules Docket number and be submitted 
in triplicate to the address specified under the caption ADDRESSES. All 
communications received on or before the closing date for comments will 
be considered, and this rule may be amended in light of the comments 
received. Factual information that supports the commenter's ideas and 
suggestions is extremely helpful in evaluating the effectiveness of the 
AD action and determining whether additional rulemaking action would be 
needed. [[Page 26685]] 
    Comments are specifically invited on the overall regulatory, 
economic, environmental, and energy aspects of the rule that might 
suggest a need to modify the rule. All comments submitted will be 
available, both before and after the closing date for comments, in the 
Rules Docket for examination by interested persons. A report that 
summarizes each FAA-public contact concerned with the substance of this 
AD will be filed in the Rules Docket.
    Commenters wishing the FAA to acknowledge receipt of their comments 
submitted in response to this rule must submit a self-addressed, 
stamped postcard on which the following statement is made: ``Comments 
to Docket Number 95-NM-82-AD.'' The postcard will be date stamped and 
returned to the commenter.
    The regulations adopted herein will not have substantial direct 
effects 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. Therefore, in 
accordance with Executive Order 12612, it is determined that this final 
rule does not have sufficient federalism implications to warrant the 
preparation of a Federalism Assessment.
    The FAA has determined that this regulation is an emergency 
regulation that must be issued immediately to correct an unsafe 
condition in aircraft, and that it is not a ``significant regulatory 
action'' under Executive Order 12866. It has been determined further 
that this action involves an emergency regulation under DOT Regulatory 
Policies and Procedures (44 FR 11034, February 26, 1979). If it is 
determined that this emergency regulation otherwise would be 
significant under DOT Regulatory Policies and Procedures, a final 
regulatory evaluation will be prepared and placed in the Rules Docket. 
A copy of it, if filed, may be obtained from the Rules Docket at the 
location provided under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by 
reference, Safety.

Adoption of the Amendment

    Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (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. App. 1354(a), 1421 and 1423; 49 U.S.C. 
106(g); and 14 CFR 11.89.

Sec. 39.13   [Amended]

    2. Section 39.13 is amended by adding the following new 
airworthiness directive:

95-10-17  Lockheed Aeronautical Systems Company: Amendment 39-9234. 
Docket 95-NM-82-AD.

    Applicability: All Model L-1011-385 series airplanes, 
certificated in any category.

    Note 1: This AD applies to each airplane identified in the 
preceding applicability provision, regardless of whether it has been 
modified, altered, or repaired in the area subject to the 
requirements of this AD. For airplanes that have been modified, 
altered, or repaired so that the performance of the requirements of 
this AD is affected, the owner/operator must use the authority 
provided in paragraph (d) to request approval from the FAA. This 
approval may address either no action, if the current configuration 
eliminates the unsafe condition; or different actions necessary to 
address the unsafe condition described in this AD. Such a request 
should include an assessment of the effect of the changed 
configuration on the unsafe condition addressed by this AD. In no 
case does the presence of any modification, alteration, or repair 
remove any airplane from the applicability of this AD.

    Compliance: Required as indicated, unless accomplished 
previously.
    To prevent reduced structural integrity of the fuselage shell 
due to fatigue cracking of the fuselage frames, accomplish the 
following:
    (a) Prior to the accumulation of 25,000 total landings, or 
within 25 days after the effective date of this AD, whichever occurs 
later: Perform either an external X-ray inspection, or both an 
internal close visual and an eddy current inspection, to detect 
cracking or severing of the fuselage frames at all fuselage frames 
where the frame outer flange attaches to the water line (WL) 280.6 
longeron (upper stringerless sidewall longeron) on both the left- 
and right-hand sides of the airplane, in accordance with Lockheed 
Alert Service Bulletin 093-53-A271, dated April 25, 1995, including 
Attachments 1 and 2.
    (1) If no cracking or severing is found, no further action is 
required by paragraph (a) of this AD.
    (2) If any cracking or severing is found, prior to further 
flight, perform an inspection (using either an eddy current surface 
scan or a magneto-optic imager) to detect cracking of the adjacent 
frames and external skin, in accordance with the alert service 
bulletin. Prior to further flight, repair any cracking or severing 
found during any inspection required by paragraph (a) of this AD, in 
accordance with the alert service bulletin.
    (b) Except as provided by paragraph (c) of this AD, prior to the 
accumulation of 20,000 total landings, or within 120 days after the 
effective date of this AD, whichever occurs later: Perform either an 
external X-ray inspection, or both an internal close visual and an 
eddy current inspection, to detect cracking or severing of the 
fuselage frames between fuselage stations (FS) 589 to FS 749 (for 
the C1 door) and between FS 509 to FS 749 (for the C1A door) on the 
right-hand side of the airplane, in accordance with Lockheed Alert 
Service Bulletin 093-53-A271, dated April 25, 1995, including 
Attachments 1 and 2. If any cracking or severing is found, prior to 
further flight, perform an inspection to detect cracking of the 
fuselage frames at FS 1605 to FS 1745 on the left- and right-hand 
sides of the airplane, in accordance with the alert service 
bulletin.
    (1) If no cracking is found, no further action is required by 
paragraph (b) of this AD.
    (2) If any cracking is found, prior to further flight, perform 
an inspection (using either an eddy current surface scan or a 
magneto-optic imager) to detect cracking of the adjacent frames and 
external skin, in accordance with the alert service bulletin. Prior 
to further flight, repair any cracking or severing found during any 
inspection required by paragraph (b) of this AD, in accordance with 
the alert service bulletin.
    (c) Airplanes on which the inspection required by paragraph (a) 
of this AD is performed within the compliance time specified in 
paragraph (b) of this AD are not required to accomplish the 
inspection required by paragraph (b).
    (d) An alternative method of compliance or adjustment of the 
compliance time that provides an acceptable level of safety may be 
used if approved by the Manager, Atlanta Aircraft Certification 
Office (ACO), FAA, Small Airplane Directorate. Operators shall 
submit their requests through an appropriate FAA Principal 
Maintenance Inspector, who may add comments and then send it to the 
Manager, Atlanta ACO.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Atlanta ACO.

    (e) Special flight permits may be issued in accordance with 
Secs. 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 
21.197 and 21.199) to operate the airplane to a location where the 
requirements of this AD can be accomplished.
    (f) The inspections and repair shall be done in accordance with 
Lockheed Alert Service Bulletin 093-53-A271, dated April 25, 1995, 
including Attachments 1 and 2. (NOTE: Attachment 1 is undated.) This 
incorporation by reference was approved by the Director of the 
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51. Copies may be obtained from Lockheed Aeronautical Systems 
Support Company (LASSC), Field Support Department, Dept. 693, Zone 
0755, 2251 Lake Park Drive, Smyrna, Georgia 30080. Copies may be 
inspected at the FAA, Transport Airplane Directorate, 1601 Lind 
Avenue, SW., Renton, Washington; or at the FAA, Small Airplane 
Directorate, Atlanta Aircraft Certification Office, Campus Building, 
1701 Columbia Avenue, Suite 2-160, College Park, Georgia; or at the 
Office of [[Page 26686]] the Federal Register, 800 North Capitol 
Street, NW., suite 700, Washington, DC.
    (g) This amendment becomes effective on May 23, 1995.

    Issued in Renton, Washington, on May 10, 1995.
James V. Devany,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 95-11974 Filed 5-17-95; 8:45 am]
BILLING CODE 4910-13-U
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