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

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]

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