[Federal Register Volume 59, Number 43 (Friday, March 4, 1994)]
[Unknown Section]
[Page 0]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 94-4129]
[[Page Unknown]]
[Federal Register: March 4, 1994]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 92-NM-106-AD; Amendment 39-8839; AD 94-05-01]
Airworthiness Directives; Lockheed Model L-1011-385 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule.
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SUMMARY: This amendment supersedes an existing airworthiness directive
(AD), applicable to certain Lockheed Model L-1011 series airplanes,
that currently requires certain structural modifications and
inspections. This amendment revises certain inspections required by the
existing AD, and requires additional inspections and structural
modifications. This amendment is prompted by reports of recent
incidents involving fatigue cracking and corrosion in transport
category airplanes that are approaching or have exceeded their economic
design goal. The actions specified by this AD are intended to prevent
degradation of the structural capabilities of the affected airplanes.
This action also reflects the FAA's determination that long term
continued operational safety should be assured by actual modification
of the airframe rather than repetitive inspections.
DATES: Effective April 4, 1994.
The incorporation by reference of Lockheed Service Bulletin 093-51-
035, Revision 1, dated December 16, 1991, as revised by L-1011 Service
Bulletin Change Notification 093-51-035, R1-CN1, dated October 27,
1992, as listed in the regulations, is approved by the Director of the
Federal Register as of April 4, 1994.
The incorporation by reference of Lockheed Service Bulletin 093-51-
035, dated June 28, 1990, as listed in the regulations, was approved
previously by the Director of the Federal Register as of March 22, 1991
(56 FR 6556, February 19, 1991).
ADDRESSES: The service information referenced in this AD may be
obtained from Lockheed Western Export Company (LWEC), Dept. 693, Zone
0755, 86 South Cobb Drive, Marietta, Georgia 30063. This information
may be examined at the Federal Aviation Administration (FAA), Transport
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton,
Washington; or at the FAA, Atlanta Aircraft Certification Office, suite
210C, 1669 Phoenix Parkway, Atlanta, Georgia; or at the Office of the
Federal Register, 800 North Capitol Street, NW., suite 700, Washington,
DC.
FOR FURTHER INFORMATION CONTACT: Thomas B. Peters, Aerospace Engineer,
Flight Test Branch, ACE-160A, FAA, Small Airplane Directorate, Atlanta
Aircraft Certification Office, suite 210C, 1669 Phoenix Parkway,
Atlanta, Georgia 30349; telephone (404) 991-3915; fax (404) 991-3606.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations by superseding AD 91-05-05, Amendment 39-6878 (56
FR 6556, February 19, 1991), which is applicable to certain Lockheed
Model L-1011-385 series airplanes, was published in the Federal
Register on December 4, 1992 (57 FR 57392). The action proposed to
require certain structural modifications and inspections.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
One commenter supports the proposed rule.
One commenter suggests that any new requirements or changes to AD's
that address ``collector'' service bulletins (CSB) should be issued as
new AD's, rather than supersedures of ``old'' AD's. The commenter
suggests further that a ``collector'' AD should be issued annually to
address any changes or additions to CSB's. The commenter believes that
this proposed procedure would ease administrative and financial burdens
to operators, particularly in the case of AD's that address CSB's, such
as the proposed rule.
The FAA does not concur. The FAA's normal policy is to supersede an
``old'' AD by removing it from the system and adding a new AD in a case
where substantive requirements must be added to the ``old'' AD. The FAA
has determined that the changes made to the original issue of the CSB
addressed in this AD are substantive, since changes have been made to
certain accomplishment procedures and some new requirements have been
added. The FAA finds that issuance of a supersedure is appropriate in
this case to include those new or revised requirements.
The Air Transport Association (ATA) of America, on behalf of one of
its members, requests that the FAA conduct a thorough review of AD 91-
05-05 and this proposed rule to eliminate any references to service
bulletins that are addressed in other existing AD's. The commenter
contends that there is no justification for requiring operators to
perform duplicate inspections and that such requirements are confusing
to operators.
The FAA does not concur with the commenter's request to eliminate
references to service bulletins addressed in this AD that are also
addressed in other existing AD's. The FAA recognizes that certain
service bulletins addressed in this AD have also been the subject of
other existing AD's. However, the FAA has included references to such
service bulletins in this AD only to require that operators accomplish
those actions that will terminate the repetitive inspections required
by other existing AD's. The FAA has also been informed by Lockheed of
the necessity to revise Lockheed Service Bulletin 093-51-035 (referred
to in this AD as the Collector Service Bulletin (CSB)) to fully address
the required terminating actions for all affected airplanes.
Subsequently, the FAA may consider further rulemaking to require that
action be taken in accordance with that revised CSB; any duplicate
requirements would then be eliminated by rescinding any existing AD's
that address those duplicate requirements.
Two commenters suggest that the contents of the second ``NOTE'' in
paragraph (d) of the proposal should appear in the final rule as two
separate paragraphs, one to exclude the first three service bulletins
cited and a second to exclude the fourth service bulletin. One of the
commenters asks if a ``NOTE'' has legal status in an AD. Another
commenter states that the actions described in the first three service
bulletins should have been excluded from this AD, since such an
exclusion appeared in AD 91-05-05.
The FAA concurs with the commenters' request to exclude the actions
described in the service bulletins specified in the second ``NOTE'' in
paragraph (d) of the proposal, since this was the intent of that
``NOTE.'' The FAA clarifies that the material that appears in a
``NOTE'' is simply explanatory or informational. The FAA has removed
the ``NOTE'' from the final rule and has revised paragraphs (a) and (d)
to provide an exclusion of the actions described in the first three
service bulletins referenced from the requirements of this AD. In
addition, the actions specified in the fourth service bulletin
referenced in the ``NOTE'' are addressed in another existing AD; this
information has been specified in paragraph (d) of the final rule.
Two commenters request that paragraphs (a) and (b) of the proposal
be revised to reference Table II of Lockheed Service Bulletin 093-51-
035, in addition to Table I, since Table II contains interim inspection
requirements. The FAA concurs, as its intent was to include these
interim inspection requirements in the AD. Paragraphs (a) and (b) of
the final rule have been revised accordingly.
Two commenters request that the proposed rule be revised to permit
repairs to be accomplished ``in accordance with FAA-approved repair
procedures'' and that paragraph (g) of the proposal be revised to
explain the Designated Engineering Representative's (DER) authority,
including any limitations, to approve minor changes to repairs done in
accordance with the proposal. One commenter states that obtaining
approval from the FAA often requires extended down time and unnecessary
interruptions of scheduled service. The commenter believes that
operators with in-house resources for obtaining FAA approval of repairs
(i.e., DER's or organizations that hold a Special Federal Aviation
Regulation (SFAR) 36 authorization) should be allowed to use those
sources of FAA approval to return aircraft to service in an expeditious
manner, particularly when repetitive inspections are being
accomplished. The second commenter indicates that the CSB references
approval of deviations to repairs and modifications by normal non-AD
approval procedures.
The FAA does not concur. While DER's and SFAR 36-authorized
organizations are authorized to determine whether a design or repair
method complies with a specific requirement, they are not authorized
currently to make the discretionary determination as to what the
applicable requirement is. Further, where repair data do not exist, it
is essential that the FAA have feedback as to the type of repairs being
made. The FAA has determined that the Manager of the Atlanta Aircraft
Certification Office should approve any such deviations to the AD's
requirements. Given that possible new relevant issues might be revealed
during this process, it is imperative that the FAA, at this level, have
such feedback. Only by reviewing deviation approvals can the FAA be
assured of this feedback and of the adequacy of the repair methods.
However, the FAA is currently conducting a review of this policy and
may consider revising it based upon the results of that review.
One commenter requests that the FAA revise paragraph (b) of the
proposal to allow inspections to continue in accordance with the
service bulletin revision levels specified in the original issue of the
CSB, except for those inspections for which the procedures have been
revised substantively in Revision 1 of the CSB. The commenter suggests
that the excepted inspections should be addressed in a separate
paragraph of the proposal and should be phased in over a period of
time, rather than required as of the effective date of this AD. The
commenter adds that any new inspection procedures required by this AD
should have been discussed with the Airworthiness Assurance Working
Group (AAWG) for these airplanes.
The FAA concurs partially. The intent of paragraph (b) is to
require that, after the effective date of this AD, inspections be
accomplished in accordance with the service bulletin revision levels
listed in Revision 1 of the CSB. The AAWG endorsed that revision of the
CSB at a conference held in November 1991. However, upon
reconsideration, the FAA has determined that an acceptable level of
safety can be maintained if operators are allowed a ``phase-in'' period
to change over from accomplishing inspection procedures in accordance
with the original issue of the CSB to accomplishing the updated
inspection procedures specified in Revision 1 of the CSB. Therefore,
the FAA has revised paragraph (b) of the final rule to allow a phase-in
period of 12 months for operators with airplanes that are being
inspected as of the effective date of this AD to make this change.
One commenter requests that the modification requirement specified
in Lockheed Service Bulletin 093-53-237 be specifically excluded from
the requirements of this AD, as recommended by the AAWG. The FAA
concurs. Paragraphs (b) and (d) of the final rule have been revised to
reference L-1011 Service Bulletin Change Notification 093-51-035, R1-
CN1, dated October 27, 1992, which eliminates the modification
specified in Lockheed Service Bulletin 093-53-237.
Two commenters request that the proposal be revised to allow credit
for modifications accomplished previously in accordance with the
original issue of the CSB. One of the commenters points out that the
only revised listing that appears in Table II of Revision 1 of the CSB
is Lockheed Service Bulletin 093-53-233, which describes additional
inspections to be conducted after accomplishing the modification
specified in the service bulletin. This commenter states further that
it was not the intent of the AAWG to mandate that modifications be
accomplished in accordance with the latest issues of the service
bulletins.
The FAA concurs. After accomplishing the modification described in
Lockheed Service Bulletin 093-53-233, certain inspections are required.
Those inspections are described in Lockheed Service Bulletin 093-53-
238, which is listed in Table II of the revised CSB and required by
paragraph (c)(1) of the final rule. The scope of the required
inspections is dependent upon which version of Lockheed Service
Bulletin 093-53-233 an operator accomplished; this issue is addressed
under Lockheed Service Bulletin 093-53-233 in the ``Remarks'' section
of Table II of the revised CSB.
The FAA finds that accomplishment of modifications in accordance
with Table II of the original issue of the CSB may continue.
Accordingly, paragraph (e) of the proposal, which would have required
certain structural modifications in accordance with the service
bulletins listed in Table II of the CSB, has been removed from the
final rule. The contents of the first sentence of the second ``NOTE''
that appeared in paragraph (e) of the proposal, which indicated that
Lockheed Service Bulletins 093-57-184, Revision 6; 093-57-196, Revision
5; and 093-57-203, Revision 3; are addressed in paragraph (f) of the
proposal, are specified in ``NOTE 3'' under paragraph (d) of the final
rule.
In addition, paragraph (d) of the final rule has been revised to
specify that modifications accomplished in accordance with Table II of
either the original issue or Revision 1 of the CSB are acceptable for
compliance with the requirements of that paragraph. Further, paragraphs
(b)(2) and (c) of the final rule have been revised to specify that
modification in accordance with paragraph (d) or (e) of this AD or in
accordance with the applicable service bulletin listed within the
inspection portion of either the original issue or Revision 1 of the
CSB constitutes terminating action for the individual inspection
requirements of the applicable service bulletin.
One commenter asks that the number of Model L-1011 series airplanes
of the affected airplanes in the worldwide fleet be revised, since the
actual number is larger than that reflected in the economic impact
information specified in the proposal. The FAA concurs. The FAA has
verified that the correct number of affected airplanes in the worldwide
fleet is 241 and has revised the economic impact information, below,
accordingly.
After careful review of the available data, including the comments
noted above, the FAA has determined that air safety and the public
interest require the adoption of the rule with the changes previously
described. The FAA has determined that these changes will neither
increase the economic burden on any operator nor increase the scope of
the AD.
There are approximately 241 Model L-1011 series airplanes of the
affected design in the worldwide fleet. The FAA estimates that 112
airplanes of U.S. registry will be affected by this AD. The actions
required previously by AD 91-05-05 necessitate 1,200 work hours per
airplane to accomplish, at an average labor rate of $40 per work hour.
The cost for parts required by that AD is $52,000 per airplane. Based
on these figures, the total cost of AD 91-05-05 to affected U.S.
operators over an initial 5-year time period was estimated to be
approximately $11,200,000, or $100,000 per airplane.
The actions required by this AD will require an additional 549 work
hours per airplane to accomplish at an average labor rate of $55 per
work hour. (Note that, in order to account for various inflationary
costs in the airline industry, the FAA has increased the labor rate
used in calculating the economic impact of this AD activity from $40
per work hour to $55 per work hour.) Required parts will cost
approximately $21,000 per airplane. Based on these figures, the
additional costs to U.S. operators with regard to the actions required
by this AD is estimated to be $5,733,840, or $51,195 per airplane.
Based on the figures discussed above, the total cost impact of this
AD action on U.S. operators is estimated to be $16,933,840, or $151,195
per airplane. The total cost impact figure(s) discussed above is based
on assumptions that no operator has yet accomplished any of the
requirements of either this new AD action or the previous AD, and that
no operator would accomplish those actions in the future if this AD
were not adopted.
The FAA recognizes that the obligation to maintain aircraft in an
airworthy condition is vital, but sometimes expensive. Because AD's
require specific actions to address specific unsafe conditions, they
appear to impose costs that would not otherwise be borne by operators.
However, because of the general obligation of operators to maintain
aircraft in an airworthy condition, this appearance is deceptive.
Attributing those costs solely to the issuance of this AD is
unrealistic because, in the interest of maintaining safe aircraft, most
prudent operators would accomplish the required actions even if they
were not required to do so by the AD.
A full cost-benefit analysis has not been accomplished for this AD.
As a matter of law, in order to be airworthy, an aircraft must conform
to its type design and be in a condition for safe operation. The type
design is approved only after the FAA makes a determination that it
complies with all applicable airworthiness requirements. In adopting
and maintaining those requirements, the FAA has already made the
determination that they establish a level of safety that is cost-
beneficial. When the FAA, as in this AD, makes a finding of an unsafe
condition, this means that this cost-beneficial level of safety is no
longer being achieved and that the required actions are necessary to
restore that level of safety. Because this level of safety has already
been determined to be cost-beneficial, a full cost-benefit analysis for
this AD would be redundant and unnecessary.
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.
For the reasons discussed above, I certify that this action (1) is
not a ``significant regulatory action'' under Executive Order 12866;
(2) is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979); and (3) 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. A final evaluation has been prepared for this action
and it is contained in the Rules Docket. A copy of it 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 14 CFR part
39 of the Federal Aviation Regulations 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 removing amendment 39-6878 (56 FR
6556, February 19, 1991), and by adding a new airworthiness directive
(AD), amendment 39-8839, to read as follows:
94-05-01 Lockheed Aeronautical Systems Company: Amendment 39-8839.
Docket 92-NM-106-AD. Supersedes AD 91-05-05, Amendment 39-6878.
Applicability: Model L-1011-385 series airplanes; as listed in
Lockheed Collector Service Bulletin 093-51-035, Revision 1, dated
December 16, 1991; certificated in any category.
Compliance: Required as indicated, unless accomplished
previously.
Note 1: Paragraphs (a) and (d) of this AD restate the
requirements of AD 91-05-05, Amendment 39-6878, paragraphs (a) and
(b). As allowed by the phrase, ``unless accomplished previously,''
if the requirements of AD 91-05-05 have been accomplished
previously, paragraphs (a) and (d) of this AD do not require those
inspections and modifications to be repeated.
To prevent degradation of the structural capabilities of the
affected airplanes, accomplish the following:
(a) Within the threshold for inspections specified in the
service bulletins listed in Tables I and II of Lockheed Service
Bulletin 093-51-035, dated June 28, 1990 (``Structures--Aging
Aircraft Structural Modifications and Inspections--Collector Service
Bulletin''), or within one repetitive inspection period specified in
those service bulletins after March 22, 1991 (the effective date of
AD 91-05-05, Amendment 39-6878), whichever occurs later, inspect for
cracks in accordance with those service bulletins. Repeat these
inspections thereafter at intervals specified in the service
bulletins listed in Lockheed Service Bulletin 093-51-035, dated June
28, 1990. The inspections specified in Lockheed Service Bulletins
093-57-184, Revision 4, dated May 16, 1990; 093-57-196, Revision 3,
dated March 7, 1990; and 093-57-203, Revision 1, dated August 11,
1989; as listed in Lockheed Service Bulletin 093-51-035, dated June
28, 1990, are excluded from the requirements of this AD.
(1) If cracks are found during any inspection, prior to further
flight, either accomplish the terminating modification in accordance
with the applicable service bulletin, or repair in accordance with
the FAA-approved repair procedures in the applicable service
bulletin or in accordance with a method approved by the Manager,
Atlanta Aircraft Certification Office, FAA, Small Airplane
Directorate.
(2) Modification in accordance with paragraph (d) of this AD or
in accordance with the applicable service bulletin listed within the
inspection portion of Lockheed Service Bulletin 093-51-035, dated
June 28, 1990, constitutes terminating action for the individual
inspection requirements of the applicable service bulletin.
(b) Except as provided by paragraph (c) of this AD, the initial
and repetitive inspections required by paragraph (a) of this AD that
are performed after 12 months after the effective date of this AD
must be done in accordance with the service bulletins listed in
Tables I and II of Lockheed Service Bulletin 093-51-035, Revision 1,
dated December 16, 1991 (``Structures--Aging Aircraft Structural
Modifications and Inspections--Collector Service Bulletin;''
hereinafter referred to as the ``Collector Service Bulletin''), as
revised by L-1011 Service Bulletin Change Notification 093-51-
035,R1-CN1, dated October 27, 1992, at the thresholds and intervals
specified in those service bulletins.
(1) If cracks are found during any inspection, prior to further
flight, either accomplish the terminating modification in accordance
with the applicable service bulletin, or repair in accordance with
the FAA-approved repair procedures in the applicable service
bulletin or in accordance with a method approved by the Manager,
Atlanta Aircraft Certification Office, FAA, Small Airplane
Directorate.
(2) Modification in accordance with paragraph (d) or (e) of this
AD or in accordance with the applicable service bulletin listed
within the inspection portion of Lockheed Service Bulletin 093-51-
035, dated June 28, 1990, or Revision 1, dated December 16, 1991, as
revised by L-1011 Service Bulletin Change Notification 093-51-
035,R1-CN1, dated October 27, 1992, constitutes terminating action
for the individual inspection requirements of the applicable service
bulletin.
(c) Within the threshold for inspections specified in the
service bulletins listed in paragraphs (c)(1), (c)(2), and (c)(3) of
this AD, or within one repetitive inspection interval after the
effective date of this AD, whichever occurs later, inspect for
cracks in accordance with those service bulletins. Repeat these
inspections thereafter at the intervals specified in the service
bulletins. If cracks are found during any inspection, prior to
further flight, either accomplish the terminating modification in
accordance with the applicable service bulletin, or repair in
accordance with the FAA-approved repair procedures in the applicable
service bulletin or in accordance with a method approved by the
Manager, Atlanta Aircraft Certification Office, FAA, Small Airplane
Directorate. Modification in accordance with paragraph (d) or (e) of
this AD, or in accordance with the applicable service bulletin
listed within the inspection portion of the Collector Service
Bulletin, constitutes terminating action for the individual
inspection requirements of the applicable service bulletin.
(1) For Model L-1011-385 series airplanes, serial numbers 1013
through 1250, inclusive: Lockheed Service Bulletin 093-53-238,
Revision 5, dated October 7, 1991.
(2) For Model L-1011-385 series airplanes, serial numbers 1002
through 1188, inclusive: Lockheed Service Bulletin 093-57-207,
Revision 3, dated November 22, 1991.
(3) For Model L-1011-385 series airplanes, serial numbers 1131
through 1250, inclusive: Lockheed Service Bulletin 093-57-050,
Revision 3, dated July 12, 1991.
(d) Structural modifications must be accomplished in accordance
with the service bulletins listed in Table II of Lockheed Service
Bulletin 093-51-035, dated June 28, 1990, or Revision 1, dated
December 16, 1991, as revised by L-1011 Service Bulletin Change
Notification 093-51-035,R1-CN1, dated October 27, 1992, within the
time limits specified in paragraph (d)(1) or (d)(2) of this AD,
whichever occurs later. The actions specified in Lockheed Service
Bulletins 093-57-184, Revision 4, dated May 16, 1990; 093-57-196,
Revision 3, dated March 7, 1990; and 093-57-203, Revision 1, dated
August 11, 1989; as listed in Lockheed Service Bulletin 093-51-035,
dated June 28, 1990, are excluded from the requirements of this AD.
Lockheed Service Bulletin 093-52-155, Revision 1, dated October 23,
1989, is not addressed in this AD action.
(1) Prior to reaching the thresholds for modifications specified
in Lockheed Service Bulletin 093-51-035, dated June 28, 1990, or
Revision 1, dated December 16, 1991, as revised by L-1011 Service
Bulletin Change Notification 093-51-035,R1-CN1, dated October 27,
1992. Or
(2) Within 5 years or 5,000 flight cycles after March 22, 1991
(the effective date of AD 91-05-05, Amendment 39-6878), whichever
occurs first.
Note 2: The modifications required by this paragraph do not
terminate the inspection requirements of any other AD unless that AD
specifies that any such modification constitutes terminating action
for the inspection requirements.
Note 3: Lockheed Service Bulletins 093-57-184, Revision 6; 093-
57-196, Revision 5; and 093-57-203, Revision 3; all dated October
28, 1991, are addressed in paragraph (e) of this AD.
(e) Accomplish structural modifications in accordance with
paragraph (e)(2) of this AD at the time specified in paragraph
(e)(1) of this AD.
(1) Accomplish the structural modifications at the later of the
following times:
(i) Prior to reaching the thresholds for modifications specified
in Table II of the Collector Service Bulletin. Or
(ii) Within 5 years or 5,000 flight cycles after the effective
date of this AD, whichever occurs first.
(2) Accomplish the structural modifications in accordance with
the following service bulletins:
(i) For Model L-1011-385-1, serial numbers 1002 through 1051,
inclusive: Lockheed Service Bulletin 093-57-196, Revision 5, dated
October 28, 1991.
(ii) For Model L-1011-385-1 series airplanes, serial numbers
1052 through 1245, inclusive: Lockheed Service Bulletin 093-57-184,
Revision 6, dated October 28, 1991.
(iii) For Model L-1011-385-3 series airplanes, serial numbers
1157 through 1250, inclusive: Lockheed Service Bulletin 093-57-203,
Revision 3, dated October 28, 1991. (Only the structural
modification portion of the service bulletin is mandated by this
action; the inspection portion of the service bulletin is not
addressed in this AD action.)
(f) 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 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Atlanta ACO.
(g) Special flight permits may be issued in accordance with FAR
21.197 and 21.199 to operate the airplane to a location where the
requirements of this AD can be accomplished.
(h) The actions shall be done in accordance with Lockheed
Service Bulletin 093-51-035, dated June 28, 1990; and Lockheed
Service Bulletin 093-51-035, Revision 1, dated December 16, 1991, as
revised by L-1011 Service Bulletin Change Notification 093-51-
035,R1-CN1, dated October 27, 1992. The incorporation by reference
of Lockheed Service Bulletin 093-51-035, Revision 1, dated December
16, 1991, as revised by L-1011 Service Bulletin Change Notification
093-51-035,R1-CN1, dated October 27, 1992, was approved by the
Director of the Federal Register in accordance with 5 U.S.C. 552(a)
and 1 CFR part 51. The incorporation by reference of Lockheed
Service Bulletin 093-51-035, dated June 28, 1990, was approved
previously by the Director of the Federal Register in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51 as of March 22, 1991 (56 FR
6556, February 19, 1991). Copies may be obtained from Lockheed
Western Export Company (LWEC), Dept. 693, Zone 0755, 86 South Cobb
Drive, Marietta, Georgia 30063. 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, suite 210C, 1669 Phoenix Parkway,
Atlanta, Georgia; or at the Office of the Federal Register, 800
North Capitol Street, NW., suite 700, Washington, DC.
(i) This amendment becomes effective on April 4, 1994.
Issued in Renton, Washington, on February 17, 1994.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 94-4129 Filed 3-3-94; 8:45 am]
BILLING CODE 4910-13-P
