
[Federal Register Volume 80, Number 170 (Wednesday, September 2, 2015)]
[Rules and Regulations]
[Pages 52941-52946]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2015-21465]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2014-0779; Directorate Identifier 2014-NM-052-AD; 
Amendment 39-18260; AD 2015-18-02]
RIN 2120-AA64


Airworthiness Directives; Lockheed Martin Corporation/Lockheed 
Martin Aeronautics Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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SUMMARY: We are adopting a new airworthiness directive (AD) for all 
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company Model 
382, 382B, 382E, 382F, and 382G airplanes. This AD requires replacing 
the center wing box (CWB) and certain outer wings. This AD was prompted 
by an evaluation by the design approval holder (DAH) indicating that 
the CWB and outer wings are subject to widespread fatigue damage (WFD). 
We are issuing this AD to prevent fatigue cracking of the outer wings 
and the lower surface of the CWB, which could result in reduced 
structural integrity of the airplane.

DATES: This AD is effective September 17, 2015.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in this AD as of September 17, 
2015.
    We must receive comments on this AD by October 19, 2015.

ADDRESSES: You may send comments, using the procedures found in 14 CFR 
11.43 and 11.45, by any of the following methods:
     Federal eRulemaking Portal: Go to http://www.regulations.gov. Follow the instructions for submitting comments.
     Fax: 202-493-2251.
     Mail: U.S. Department of Transportation, Docket 
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New 
Jersey Avenue SE., Washington, DC 20590.
     Hand Delivery: U.S. Department of Transportation, Docket 
Operations, M-

[[Page 52942]]

30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue 
SE., Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through 
Friday, except Federal holidays.
    For service information identified in this AD, contact Lockheed 
Martin Corporation/Lockheed Martin Aeronautics Company, Airworthiness 
Office, Dept. 6A0M, Zone 0252, Column P-58, 86 S. Cobb Drive, Marietta, 
GA 30063; telephone 770-494-5444; fax 770-494-5445; email 
ams.portal@lmco.com; Internet http://www.lockheedmartin.com/ams/tools/TechPubs.html. You may view this referenced service information at the 
FAA, Transport Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. 
For information on the availability of this material at the FAA, call 
425-227-1221. It is also available on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0779.

Examining the AD Docket

    You may examine the AD docket on the Internet at http://www.regulations.gov by searching for and locating Docket No. FAA-2014-
0779; or in person at the Docket Management Facility between 9 a.m. and 
5 p.m., Monday through Friday, except Federal holidays. The AD docket 
contains this AD, the regulatory evaluation, any comments received, and 
other information. The street address for the Docket Office (phone: 
800-647-5527) is in the ADDRESSES section. Comments will be available 
in the AD docket shortly after receipt.

FOR FURTHER INFORMATION CONTACT: Carl Gray, Aerospace Engineer, 
Airframe Branch, ACE-117A, FAA, Atlanta Aircraft Certification Office 
(ACO), 1701 Columbia Avenue, College Park, GA 30337; phone: 404-474-
5554; fax: 404-474-5605; email: Carl.W.Gray@faa.gov.

SUPPLEMENTARY INFORMATION: 

Discussion

    We issued two notices of proposed rulemaking (NPRMs) to amend 14 
CFR part 39 by adding ADs that would apply to all Lockheed Martin 
Corporation/Lockheed Martin Aeronautics Company Model 382, 382B, 382E, 
382F, and 382G airplanes. The NPRMs were prompted by an evaluation by 
the design approval holder (DAH) indicating that certain structure is 
subject to widespread fatigue damage (WFD). We proposed the NPRMs to 
address fatigue cracking that could result in reduced structural 
integrity of the airplane.
    One NPRM (Directorate Identifier 2013-NM-218-AD, Docket No. FAA-
2014-0427), published in the Federal Register on July 1, 2014 (79 FR 
37248), was prompted by the determination that the CWB is subject to 
WFD. This NPRM proposed to require repetitive inspections and 
corrective actions for damage of the lower surface of the center wing 
box; and replacement of the center wing box, which would terminate the 
repetitive inspections.
    The other NPRM (Directorate Identifier 2014-NM-052-AD, Docket No. 
FAA-2014-0779) is the subject of this AD. This NPRM, published in the 
Federal Register on December 1, 2014 (79 FR 71033), was prompted by the 
determination that the outer wings are subject to WFD. This NPRM 
proposed to require replacing certain outer wings with new or certain 
serviceable outer wings.

Actions Since Previous Rulemaking

    We have subsequently determined that the proposed compliance time 
for replacing the CWB and outer wings would not adequately address the 
unsafe condition. The risk of undetected WFD rises rapidly for certain 
outer wings that have accumulated 30,000 total flight hours and for 
CWBs that have accumulated 50,000 total flight hours.
    Lockheed, commenting on the NPRMs for Directorate Identifier 2013-
NM-218-AD (79 FR 37248, July 1, 2014) and Directorate Identifier 2014-
NM-052-AD (79 FR 71033, December 1, 2014), also considered the proposed 
grace periods (24 months and 30 months, respectively) for replacing the 
CWBs and outer wings inappropriate in relation to the probable risk of 
the unsafe condition. Based on its engineering analysis, Lockheed 
concluded that the most prudent way to ensure fleet safety would be to 
ground affected Model 382 airplanes until over-threshold CWBs and outer 
wings are replaced.
    Therefore, in light of the urgency of the unsafe condition 
identified in this AD, we have determined that the unsafe condition 
associated with both NPRMs--Directorate Identifier 2013-NM-218-AD (79 
FR 37248, July 1, 2014) and Directorate Identifier 2014-NM-052-AD (79 
FR 71033, December 1, 2014)--necessitates the immediate adoption of 
this AD. We have revised both AD actions as follows:
     For the AD action related to Directorate Identifier 2013-
NM-218-AD (79 FR 37248, July 1, 2014): We are considering issuing the 
final rule without the requirement to replace the CWB.
     For this AD: We have added a requirement to replace the 
CWB, with a shorter grace period (for airplanes over the 50,000-flight-
hour threshold) than was provided in the NPRM for Directorate 
Identifier 2013-NM-218-AD (79 FR 38249, July 1, 2014). And, for the 
outer wing replacement, this AD provides a shorter grace period (for 
airplanes over the 30,000-flight-hour threshold) than was provided in 
the NPRM for this AD. This AD therefore requires replacement of both 
the CWB and outer wings.

Comments on NPRM for Directorate Identifier 2013-NM-218-AD (79 FR 
37248, July 1, 2014)

    Other commenters had expressed concern about the urgency of the 
unsafe condition and the compliance times for the CWB replacement 
proposed in the NPRM for Directorate Identifier 2013-NM-218-AD (79 FR 
37248, July 1, 2014). The following presents the comments that are 
related to the proposed CWB replacement requirement (which has been 
moved to this final rule) and the FAA's response to those comments.

Requests To Revise Compliance Time for CWB Replacement

    Lockheed requested that we remove the grace period from the NPRM 
(79 FR 37248, July 1, 2014) so that any airplane with a CWB that has 
accumulated over 50,000 total flight hours would be grounded until the 
CWB is replaced. Lockheed stated the level of risk rises rapidly beyond 
50,000 total flight hours due to increasing probabilities of the 
presence of undetected WFD.
    Lynden Air Cargo (Lynden) suggested a sliding scale of compliance 
times, based on time accumulated on the CWB, instead of the proposed 
compliance time, with the highest-risk CWBs to be removed from service 
earliest.
    Safair questioned the two-year grace period in light of the safety 
concern associated with this final rule. The commenter stated that the 
compliance time, which appears to allow the DAH time to manufacture new 
wings, appears to be commercially driven. Safair added that the DAH, 
which has considered the unsafe condition associated with this AD to be 
a significant safety risk, has strongly advised operators to ground 
airplanes with center wings having more than 50,000 total flight hours.
    As explained previously under ``Actions Since Previous 
Rulemaking,'' we have determined that the proposed compliance time for 
replacing the CWB would not adequately address the unsafe condition. 
Therefore, we have shortened the proposed grace period for the CWB 
replacement, in paragraph (k)(2) of this AD, to 30 days or 50 flight

[[Page 52943]]

hours (whichever occurs later) for any CWB that has accumulated 50,000 
or more total flight hours.

Request To Revise Applicability

    Lynden questioned whether the FAA considered the safety risk factor 
for ``restricted category type certificated Model C-130A through H 
airplanes'' and whether those airplanes should be included in the 
applicability.
    We did consider the safety risk factor for Model C-130 airplanes. 
We issued restricted-category type certificates only for Model C-130A 
and C-130B airplanes, and these are low-usage airplanes. The wings on 
Model C-130A airplanes are different from those of other models. In 
addition, the CWBs have previously been replaced on all Model C-130A 
airplanes. There are no civil-registered Model C-130B airplanes in 
service. We have not changed this AD in this regard. However, we might 
consider further rulemaking for Model C-130 airplanes.

Request To Allow Use of Certain Other Service Information

    Lynden requested that we revise the NPRM (79 FR 37248, July 1, 
2014), for the CWB replacement requirement, to allow use of Lockheed 
Service Bulletin 382-57-90, dated November 5, 2010, which is specific 
to Lynden's fleet. Lynden explained that Lockheed Service Bulletin 382-
57-90, dated November 5, 2010, includes all the detailed installation 
procedures, whereas Lockheed Service Bulletin 382-57-94, dated December 
3, 2013, is more generic and could involve additional nonrecurring 
engineering and possible alternative methods of compliance (AMOCs) for 
each specific CWB variant to accommodate production changes and 
individual airplane peculiarities. Lynden explained that those 
differences have already been addressed in Lockheed Service Bulletin 
382-57-90, dated November 5, 2010.
    We agree with the commenter's request, for the reasons provided by 
the commenter. We have included the requested provision in paragraph 
(l) of this AD.

Request To Revise Cost Estimates

    Safair requested that we revise the CWB replacement costs provided 
in the NPRM for Directorate Identifier 2013-NM-218-AD (79 FR 37248, 
July 1, 2014). The commenter stated that he was ``unable to achieve 
this level of pricing'' from Lockheed, and estimated that the 
replacement would take 15,000 work-hours, at $8.25 million per 
airplane.
    We do not agree to revise the per-airplane cost estimate. We have 
received no revised cost information from Lockheed. The cost estimates 
provided in this final rule are also based on costs provided by 
operators that have already replaced their CWBs. We have not changed 
this final rule regarding this issue.

Statement Regarding Impact on Small Entities

    Safair questioned the statement in the NPRM (79 FR 37248, July 1, 
2014) that the AD ``[w]ill not have a significant economic impact, 
positive or negative, on a substantial number of small entities under 
the criteria of the Regulatory Flexibility Act.'' The commenter stated 
that the NPRM will have a significant impact on aid and relief efforts 
in the Third World where the Lockheed Model 382 is a significant 
contributor to food and aid distribution. This impact on the cost per 
flight hour will result in less aid delivered.
    As specified under the Regulatory Findings section, this AD does 
have a significant economic impact on small entities, based on the 
Initial Regulatory Flexibility Analysis included in the NPRM for 
Directorate Identifier 2014-NM-052-AD (79 FR 71033, December 1, 2014). 
However, the FAA has not prepared a regulatory flexibility analysis for 
this AD. In accordance with Sec.  603(a) of the Regulatory Flexibility 
Act, such analyses are required only for rules for which a notice of 
proposed rulemaking is required by 5 U.S.C. 553. Because of the urgency 
of this action, as discussed later in this preamble, we find that 
notice and comment procedures are not required for this rulemaking.

Request To Allow Replacement With Serviceable CWB

    Safair requested that we revise the NPRM (79 FR 37248, July 1, 
2014) to allow replacement of the CWB with a serviceable CWB that has 
accumulated less than 50,000 total flight hours, or that has more than 
25,000 flight hours of usage remaining. The commenter noted that 
operators have acquired pre-owned center wings in anticipation of this 
NPRM.
    We partially agree with the request. The service information for 
the CWB replacement (Lockheed Service Bulletins 382-57-94, dated 
December 3, 2013; and 382-57-90, dated November 5, 2010); provides 
procedures for installing only a CWB that is new. Replacement with 
anything other than a new CWB would therefore require using a method 
specific to each airplane and approved by the FAA. Paragraph (j)(1) of 
this AD specifies replacement with a new CWB using the specified 
service information, and paragraph (j)(2) of this AD specifies 
replacement with a serviceable CWB using a method approved by the FAA.

Request To Provide Credit for Previous CWB Replacement

    Safair requested that CWBs replaced before the release of Lockheed 
Service Bulletin 382-57-94, dated December 3, 2013, be excluded from 
the CWB replacement requirement. Safair stated that Lockheed has 
replaced CWBs on civil airplanes using alternative processes since the 
1970s--before the release of Lockheed Service Bulletin 382-57-94, dated 
December 3, 2013. Safair explained that the industry supporting the 
military fleet of Model C-130 airplanes has significant experience and 
exposure to center wing replacements via other means, and should be 
credited for the experience and ability to develop sound processes.
    We disagree with the request to exclude those airplanes with 
previously replaced CWBs. Any replacement CWB that reaches 50,000 total 
flight hours before the airplane reaches its limit of validity (LOV) of 
75,000 total flight hours would need to be replaced again. As explained 
previously, paragraph (j)(2) of this AD allows replacement of the CWB 
with a serviceable CWB using a method approved by the FAA. This AD is 
based on the life of the CWB. If it can be shown that the CWB on the 
airplane has accumulated less than 50,000 total flight hours, then 
there is no need to replace the CWB until that wing reaches 50,000 
total flight hours. We have not changed this final rule regarding this 
issue.

Additional Change to NPRM for Directorate Identifier 2014-NM-052-AD (79 
FR 71033, December 1, 2014)

    Paragraph (i) of the NPRM (79 FR 71033, December 1, 2014) provided 
certain instructions for wings with previous military usage. We have 
revised this wording in this AD to clarify the instructions for 
contacting the FAA.

Other Relevant Rulemaking

    The information in this section is restated (with minor editorial 
changes) from the NPRM for Directorate Identifier 2013-NM-218-AD (79 FR 
37248, July 1, 2014) regarding the requirement to replace the CWBs. 
Replacement of the CWBs, as required by this AD, affects the 
requirements of certain other ADs:
     AD 2011-09-04, Amendment 39-16666 (76 FR 28626, May 18, 
2011), requires repetitive inspections for any damage to the lower 
surface of the CWB,

[[Page 52944]]

and corrective actions if necessary. AD 2011-09-04 was issued to detect 
and correct fatigue cracks of the lower surface of the CWB, which could 
result in the structural failure of the wings.
     AD 2011-15-02, Amendment 39-16749 (76 FR 41647, July 15, 
2011), superseded AD 2008-20-01, Amendment 39-15680 (73 FR 56464, 
September 29, 2008). AD 2011-15-02 requires revising the maintenance 
program by incorporating new airworthiness limitations for fuel tank 
systems to satisfy the requirements of Special Federal Aviation 
Regulation (SFAR) No. 88 (``SFAR 88,'' Amendment 21-78, and subsequent 
Amendments 21-82 (67 FR 57490, September 10, 2002) and 21-83 (67 FR 
72830, December 9, 2002)), which is part of a regulation titled 
``Transport Airplane Fuel Tank System Design Review, Flammability 
Reduction, and Maintenance and Inspection Requirements'' (66 FR 23086, 
May 7, 2001). AD 2011-15-02 also continues to require accomplishing 
certain fuel system modifications, initial inspections of certain 
repetitive fuel system limitations to phase in those inspections, and 
repair if necessary. AD 2011-15-02 corrects certain part number 
references, adds an additional inspection area and, for certain 
airplanes, requires certain actions to be reaccomplished according to 
revised service information. AD 2011-15-02 was issued to prevent the 
potential for ignition sources inside fuel tanks caused by latent 
failures, alterations, repairs, or maintenance actions, which, in 
combination with flammable fuel vapors, could result in a fuel tank 
explosion and consequent loss of the airplane.
     AD 2012-06-09, Amendment 39-16990 (77 FR 21404, April 10, 
2012), requires revising the maintenance/inspection program to include 
inspections that will give no less than the required damage tolerance 
analysis for each principal structural element (PSE), doing repetitive 
inspections to detect cracks of all PSEs, and repairing cracked 
structure. We issued AD 2012-06-09 to maintain the continued structural 
integrity of the fleet.
     AD 2015-05-08, Amendment 39-18118 (80 FR 14805, March 20, 
2015), requires repetitive inspections of the upper and lower rainbow 
fittings on the outer wing to detect cracks propagating from fasteners 
attaching the fittings to skin panels, and related investigative and 
corrective actions if necessary; and replacement of the upper and lower 
rainbow fittings on the outer wing. We issued AD 2015-05-08 to prevent 
fatigue cracking of the upper and lower rainbow fittings on the outer 
wing and skin-panel-to-fitting fastener holes, which could result in 
reduced structural integrity of the airplane and possible separation of 
the wing from the airplane.
     AD 2015-06-08, Amendment 39-18126 (80 FR 19013, April 9, 
2015), requires repetitive eddy current inspections to detect cracks in 
the center wing upper and lower rainbow fittings, and corrective 
actions if necessary; and repetitive replacements of rainbow fittings, 
which would extend the repetitive interval for the next inspection. We 
issued this AD to detect and correct fatigue cracks, which could grow 
large and lead to the failure of the fitting and a catastrophic failure 
of the center wing.

FAA's Determination

    We are issuing this AD because we evaluated all the relevant 
information and determined that the unsafe condition described 
previously is likely to exist or develop in other products of the same 
type design.

AD Requirements

    This AD requires replacing the CWB and certain outer wings.

FAA's Justification and Determination of the Effective Date

    An unsafe condition exists that requires the immediate adoption of 
this AD. The FAA has found that the risk to the flying public justifies 
waiving notice and comment prior to adoption of this rule because 
fatigue cracking of the outer wing and the lower surface of the CWB 
could result in reduced structural integrity of the airplane. 
Therefore, we find that notice and opportunity for prior public comment 
are impracticable and that good cause exists for making this amendment 
effective in less than 30 days.

Explanation of Compliance Time

    The compliance times for the replacements required by this AD for 
addressing WFD were established to ensure that discrepant structure is 
replaced before WFD develops in airplanes. Standard inspection 
techniques cannot be relied on to detect WFD before it becomes a hazard 
to flight. We will not grant any extensions of the compliance time to 
complete any AD-mandated service bulletin related to WFD without 
extensive new data that would substantiate and clearly warrant such an 
extension.

Comments Invited

    This AD is a final rule that involves requirements affecting flight 
safety and was not preceded by notice and an opportunity for public 
comment. However, we invite you to send any written data, views, or 
arguments about this AD. Send your comments to an address listed under 
the ADDRESSES section. Include the docket number FAA-2014-0779 and 
Directorate Identifier 2014-NM-052-AD at the beginning of your 
comments. We specifically invite comments on the overall regulatory, 
economic, environmental, and energy aspects of this AD. We will 
consider all comments received by the closing date and may amend this 
AD because of those comments.
    We will post all comments we receive, without change, to http://www.regulations.gov, including any personal information you provide. We 
will also post a report summarizing each substantive verbal contact we 
receive about this AD.

Related Service Information Under 1 CFR Part 51

    We reviewed the following service information.
     Lockheed Martin Aeronautics Company Service Bulletin 382-
57-90, dated November 5, 2010, which describes procedures for replacing 
the CWB with a new CWB.
     Lockheed Martin Aeronautics Company Service Bulletin 382-
57-94, dated December 3, 2013, which also describes procedures for 
replacing the CWB with a new CWB.
     Lockheed Martin Aeronautics Company Service Bulletin 382-
57-96, dated December 16, 2013, which describes procedures for 
replacing certain outer wings with new or certain serviceable outer 
wings.
    This service information is reasonably available because the 
interested parties have access to it through their normal course of 
business or by the means identified in the ADDRESSES section of this 
AD.

Costs of Compliance

    We estimate that this AD affects 20 airplanes of U.S. registry. We 
estimate the following costs to comply with this AD:

[[Page 52945]]



                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
               Action                         Labor cost            Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
CWB replacement....................  4,800 work-hours x $85 per       $5,000,000      $5,408,000    $108,160,000
                                      hour = $408,000.
Outer wing replacement.............  1,500 work-hours x 85 per         8,000,000       8,127,500     162,550,000
                                      hour = 127,500.
----------------------------------------------------------------------------------------------------------------

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to 
issue rules on aviation safety. Subtitle I, section 106, describes the 
authority of the FAA Administrator. ``Subtitle VII: Aviation Programs'' 
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in 
Subtitle VII, Part A, Subpart III, Section 44701: ``General 
requirements.'' Under that section, Congress charges the FAA with 
promoting safe flight of civil aircraft in air commerce by prescribing 
regulations for practices, methods, and procedures the Administrator 
finds necessary for safety in air commerce. This regulation is within 
the scope of that authority because it addresses an unsafe condition 
that is likely to exist or develop on products identified in this 
rulemaking action.

Regulatory Findings

    This AD will not have federalism implications under Executive Order 
13132. This AD will not have a substantial direct effect on the States, 
on the relationship between the national government and the States, or 
on the distribution of power and responsibilities among the various 
levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will have a significant economic impact, positive or negative, 
on a substantial number of small entities under the criteria of the 
Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

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

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority:  49 U.S.C. 106(g), 40113, 44701.


Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2015-18-02 Lockheed Martin Corporation/Lockheed Martin Aeronautics 
Company: Amendment 39-18260; Docket No. FAA-2014-0779; Directorate 
Identifier 2014-NM-052-AD.

(a) Effective Date

    This AD is effective September 17, 2015.

(b) Affected ADs

    None.

(c) Applicability

    This AD applies to all Lockheed Martin Corporation/Lockheed 
Martin Aeronautics Company Model 382, 382B, 382E, 382F, and 382G 
airplanes, certificated in any category.

(d) Subject

    Air Transport Association (ATA) of America Code 57, Wings.

(e) Unsafe Condition

    This AD was prompted by an evaluation by the design approval 
holder (DAH) indicating that the outer wings and center wing box 
(CWB) are subject to widespread fatigue damage (WFD). We are issuing 
this AD to prevent fatigue cracking of the outer wings and the lower 
surface of the CWB, which could result in reduced structural 
integrity of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified, 
unless already done.

(g) Outer Wing Replacement

    For airplanes with outer wings having serial numbers (S/Ns) 3946 
through 4541 inclusive, or manufacturing end product (MEP) 
replacement outer wings 14Y series having part numbers (P/Ns) 
388021-9/-10: At the later of the times specified in paragraphs 
(g)(1) and (g)(2) of this AD, except as specified in paragraph (i) 
of this AD, replace each outer wing with a replacement wing 
specified in paragraph (h) of this AD, in accordance with the 
Accomplishment Instructions of Lockheed Service Bulletin 382-57-96, 
dated December 16, 2013.
    (1) Before the outer wing accumulates 30,000 total flight hours.
    (2) Within 30 days or 50 flight hours after the effective date 
of this AD, whichever occurs later.

(h) Acceptable Replacement Outer Wings

    (1) Outer wings having S/Ns 3946 through 4541 inclusive, and MEP 
replacement outer wings 14Y series having P/Ns 388021-9/-10, are 
acceptable for the outer wing replacement required by paragraph (g) 
of this AD, provided that the replacement outer wing has accumulated 
less than 30,000 total flight hours. The replacement outer wing must 
be replaced before it accumulates 30,000 total flight hours, as 
required by paragraph (g) of this AD. Lockheed Service Bulletin 382-
57-96, dated December 16, 2013, describes an option to salvage 
certain system components when replacing an outer wing. If salvaged 
components are used in a replacement wing, an operator may need to 
comply with the following:
    (i) AD 2011-09-04, Amendment 39-16666 (76 FR 28626, May 18, 
2011);
    (ii) AD 2011-15-02, Amendment 39-16749 (76 FR 41647, July 15, 
2011);
    (iii) AD 2012-06-09, Amendment 39-16990 (77 FR 21404, April 10, 
2012);
    (iv) AD 2015-05-08, Amendment 39-18118 (80 FR 14805, March 20, 
2015); and
    (v) AD 2015-06-08, Amendment 39-18126 (80 FR 19013, April 9, 
2015).
    (2) Outer wings having S/Ns 4542 and subsequent, and MEP 
replacement outer wings except for 14Y series having P/Ns 388021-9/-
10, that have accumulated less than 75,000 total flight hours, are 
acceptable for the outer wing replacement required by paragraph (g) 
of this AD.

(i) Wings With Previous Military Usage

    For airplanes that have any outer wing with previous military 
usage: Within 30 days after the effective date of this AD, contact 
the Manager, Atlanta Aircraft Certification Office (ACO), FAA, to 
determine a compliance time for accomplishing the actions required 
by paragraph (g) of this AD, by using a method approved in 
accordance with the procedures specified in paragraph (n) of this 
AD.

(j) CWB Replacement

    At the applicable time specified in paragraphs (k)(1) and (k)(2) 
of this AD: Replace the CWB, as specified in paragraph (j)(1) or 
(j)(2) of this AD.
    (1) Replace the CWB with a new CWB, in accordance with the 
Accomplishment Instructions of Lockheed Service Bulletin 382-57-94, 
dated December 3, 2013. Although a note in the Accomplishment 
Instructions of Lockheed Service Bulletin 382-57-94, dated December 
3, 2013, instructs operators to contact Lockheed if any assistance 
is needed in accomplishing the actions specified in the service 
information, any deviation from the instructions provided

[[Page 52946]]

in the service information must be approved in accordance with the 
procedures specified in paragraph (n) of this AD.
    (2) Replace the CWB with a serviceable CWB using a method 
approved in accordance with the procedures specified in paragraph 
(n) of this AD.

(k) Compliance Time for CWB Replacement

    Replace the CWB at the later of the times specified in 
paragraphs (k)(1) and (k)(2) of this AD.
    (1) Before the CWB accumulates 50,000 total flight hours.
    (2) Within 30 days or 50 flight hours after the effective date 
of this AD, whichever occurs later.

(l) Alternative Service Information for CWB Replacement

    For airplanes identified in Lockheed Service Bulletin 382-57-90, 
dated November 5, 2010: Replacement of the CWB with a new CWB, in 
accordance with the Accomplishment Instructions of Lockheed Service 
Bulletin 382-57-90, dated November 5, 2010, is acceptable for 
compliance with the requirements of paragraph (j) of this AD.

(m) Terminating Action for AD 2011-09-04, Amendment 39-16666 (76 FR 
28626, May 18, 2011)

    Replacement of the CWB as required by paragraph (j) of this AD 
terminates the inspections required by AD 2011-09-04, Amendment 39-
16666 (76 FR 28626, May 18, 2011), for that CWB.

(n) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Atlanta ACO, FAA, has the authority to approve 
AMOCs for this AD, if requested using the procedures found in 14 CFR 
39.19. In accordance with 14 CFR 39.19, send your request to your 
principal inspector or local Flight Standards District Office, as 
appropriate. If sending information directly to the manager of the 
ACO, send it to the attention of the person identified in paragraph 
(o) of this AD.
    (2) Before using any approved AMOC, notify your appropriate 
principal inspector, or lacking a principal inspector, the manager 
of the local flight standards district office/certificate holding 
district office.
    (3) As of the effective date of this AD, an AMOC that provides 
an acceptable level of safety may be used for any repair required by 
this AD, if it is approved by a Delegated Engineering Representative 
(DER) for the Lockheed Martin Aeronautics Company who has been 
authorized by the Manager, Atlanta ACO, to make those findings. For 
a repair method to be approved, the repair approval must meet the 
certification basis of the airplane, and the approval must 
specifically refer to this AD.

(o) Related Information

    For more information about this AD, contact Carl Gray, Aerospace 
Engineer, Airframe Branch, ACE-117A, Atlanta ACO, FAA, 1701 Columbia 
Avenue, College Park, GA 30337; phone: 404-474-5554; fax: 404-474-
5605; email: carl.w.gray@faa.gov.

(p) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the 
incorporation by reference (IBR) of the service information listed 
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do 
the actions required by this AD, unless the AD specifies otherwise.
    (i) Lockheed Martin Aeronautics Company Service Bulletin 382-57-
90, dated November 5, 2010.
    (ii) Lockheed Martin Aeronautics Company Service Bulletin 382-
57-94, dated December 3, 2013.
    (iii) Lockheed Martin Aeronautics Company Service Bulletin 382-
57-96, dated December 16, 2013.
    (3) For service information identified in this AD, contact 
Lockheed Martin Corporation/Lockheed Martin Aeronautics Company, 
Airworthiness Office, Dept. 6A0M, Zone 0252, Column P-58, 86 S. Cobb 
Drive, Marietta, GA 30063; telephone 770-494-5444; fax 770-494-5445; 
email ams.portal@lmco.com; Internet http://www.lockheedmartin.com/ams/tools/TechPubs.html.
    (4) You may view this service information at FAA, Transport 
Airplane Directorate, 1601 Lind Avenue SW., Renton, WA. For 
information on the availability of this material at the FAA, call 
425-227-1221.
    (5) You may view this service information that is incorporated 
by reference at the National Archives and Records Administration 
(NARA). For information on the availability of this material at 
NARA, call 202-741-6030, or go to http://www.archives.gov/federal-register/cfr/ibr-locations.html.


    Issued in Renton, Washington, on August 21, 2015.
Kevin Hull,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2015-21465 Filed 9-1-15; 8:45 am]
 BILLING CODE 4910-13-P


