AD 2003-14-21

[Federal Register Volume 68, Number 139 (Monday, July 21, 2003)]
[Rules and Regulations]
[Pages 42958-42962]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 03-17949]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000-NM-369-AD; Amendment 39-13240; AD 2003-14-21]
RIN 2120-AA64


Airworthiness Directives; Lockheed Martin Models L-1011 Airplanes 
and Rolls-Royce plc RB211 Series Turbofan Engines

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

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SUMMARY: This amendment supersedes an existing airworthiness directive 
(AD) that is applicable to Lockheed Martin L-1011-385 series airplanes. 
That AD currently requires modifications of the engine turbine cooling 
air overheat monitoring panel at the flight engineer/second officer's 
console, pilot's caution and warning light panel on the main instrument 
panel, and the installation of a high speed gearbox (HSGB) overheat 
detector system into the monitoring system for the engine turbine air 
temperature. This amendment requires the same modifications. In 
addition, this amendment adds Lockheed Martin L-1011-385 series 
airplanes with RB211-22B-02 series engines to the applicability, 
requires installation of a revised engine front bearing housing 
assembly, installation of a revised speed probe loom electrical support 
assembly, and installation of a low pressure (LP) compressor shaft 
extreme axial movement detector system. Also, this amendment requires 
additional modifications to the engine turbine cooling air overheat 
monitoring panel at the flight engineer/second officer's console, 
pilot's caution and warning light panel on the main instrument panel. 
The actions specified by this AD are intended to prevent undetected 
fires originating within the HSGB from breaching the HSGB case, which 
could result in engine damage and increased difficulty in extinguishing 
a fire, and to prevent undetected LP compressor shaft location bearing 
failure, which could result in LP compressor and turbine shaft assembly 
failure, turbine

[[Page 42959]]

overspeed, and possible uncontained engine failure.

DATES: Effective August August 25, 2003. The incorporation by reference 
of certain publications listed in the regulations is approved by the 
Director of the Federal Register as of August 25, 2003.

ADDRESSES: The service information referenced in this AD may be 
obtained from Rolls-Royce plc, PO Box 31, Derby, England, DE248BJ; 
telephone: 011-44-1332-242-424; fax: 011-44-1332-245-418 and Lockheed 
Martin & Logistics Center, 120 Orion Street, Greenville, South Carolina 
29605. This information may be examined, by appointment, at the Federal 
Aviation Administration (FAA), New England Region, Office of the 
Regional Counsel, 12 New England Executive Park, Burlington, MA; or at 
the Office of the Federal Register, 800 North Capitol Street, NW., 
suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT: James Lawrence, Aerospace Engineer, 
Engine Certification Office, FAA, Engine and Propeller Directorate, 12 
New England Executive Park, Burlington, MA 01803-5299; telephone: (781) 
238-7176; fax: (781) 238-7199, and Robert A. Bosak, Aerospace Engineer, 
Atlanta Aircraft Certification Office, One Crown Center, Suite 475, 
1895 Phoenix Blvd., Atlanta, GA 39348, telephone: (770) 703-6094; fax: 
(770) 703-6097.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 2000-17-10 R1, 
Amendment 39-12378 (66 FR 44030 August 22, 2001), which is applicable 
to Lockheed Martin Models L-1011 airplanes and Rolls-Royce plc RB211 
series turbofan engines was published in the Federal Register on March 
11, 2003 (68 FR 11476). That action proposed to require:
    [sbull] Modifications of the engine turbine cooling air panel at 
the flight engineer/second officer's console, pilot's caution and 
warning light panel on the main instrument panel.
    [sbull] Installation of an engine turbine air temperature 
monitoring system.
    [sbull] Installation of a revised engine front bearing housing 
assembly.
    [sbull] Installation of speed probe loom electrical support 
assembly part number (P/N) FW15212, if applicable.
    [sbull] Installation of an LP compressor shaft extreme axial 
movement detector system. The actions would be required to be done in 
accordance with RR service bulletin (SB) RB.211-72-6149, Revision 9, 
dated November 24, 1999, RR SB RB.211-72-C178, Revision 1, dated March 
9, 2001, RR SB RB.211-77-C144, Revision 1, dated February 13, 2002, RR 
mandatory service bulletin RB.211-71-E047, dated August 2, 2002, 
Lockheed Martin SB 093-77-059, Revision 2, dated April 11, 2002, and 
Lockheed Martin SB 093-77-060, dated April 11, 2002.

    These actions must be done so that the installation of the HSGB 
overheat detector system and installation of the LP compressor shaft 
extreme axial movement detector system into the engine turbine cooling 
air overheat monitoring system are complete.

Comments

    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. The comments received are all from 
Lockheed Martin. Due consideration has been given to the comments 
received.

Clarifications of Modification Description in the Summary

    Lockheed Martin requests that the second sentence of the proposal 
summary be changed to read ``That AD currently requires modifications 
of the engine turbine cooling air overheat monitoring panel at the 
flight engineer/second officer's console, pilot's caution and warning 
light panel on the main instrument panel, and the installation of a 
high speed gearbox (HSGB) overheat detector system into the monitoring 
system for the engine turbine air temperature.'' The commenter states 
that this change clarifies that the modification adds the HSGB overheat 
detection system in series with the engine turbine cooling air overheat 
monitoring system. The sentence as-written in the proposal incorrectly 
states to require installation of an engine turbine air temperature 
monitoring system.
    The FAA agrees and has changed the summary in the final rule 
accordingly.
    Lockheed Martin also requests that the fourth sentence of the 
proposal summary be changed to read ``Also, this proposal would require 
additional modifications to the engine turbine cooling air overheat 
monitoring panel at the flight engineer/second officer's console and 
the pilot's caution and warning light panel on the main instrument 
panel.'' The commenter states that this change clarifies which two 
panels are to be modified.
    The FAA agrees and has changed the summary in the final rule 
accordingly.

Clarification of Modification Description in the Discussion

    Lockheed Martin requests that the first sentence of the proposal 
discussion be changed to read ``On August 15, 2001, the FAA issued 
airworthiness directive (AD) 2000-17-10 R1, Amendment 39-12378 (66 FR 
44030 August 22, 2001), to require modifications of the engine turbine 
cooling air panel at the flight engineer/second officer's console, 
pilot's caution and warning light panel on the main instrument panel, 
and the installation of an HSGB overheat detector system into the 
engine turbine cooling air overheat monitoring system.'' The commenter 
states that this change clarifies that the modification adds the HSGB 
overheat detection system in series with the engine turbine cooling air 
overheat monitoring system. The sentence as-written in the proposal 
incorrectly states to require installation of an engine turbine air 
temperature monitoring system.
    The FAA agrees and has changed the summary, which is where this 
information appears in the final rule, accordingly.

Request To Delete Model RB211-524B-B-02 From Discussion and 
Applicability

    Lockheed Martin requests that model RB211-524B-B-02 engines be 
deleted from the proposal discussion and from the proposal 
applicability. The commenter states that model RB211-524B-B-02 engines 
are not FAA-approved for installation on Lockheed L-1011 model 
airplanes.
    The FAA does not agree. The model RB211-524B-B-02 engine is not 
currently approved for installation in the Lockheed L-1011 model 
airplane. However, this model may be in service on other airplanes and 
therefore the requirements of paragraph (b) of this AD would also be 
applicable for those installations. Please note that the CAA ADs and 
the Rolls-Royce service bulletins referenced in this AD apply to the 
model RB211-524B-B-02 engine as well as those engine models installed 
on the Lockheed L-1011 model airplane. Based on this, no change is made 
to the final rule.

Change Description of Method Used To Detect Pending Failure

    Lockheed Martin requests that the last sentence in the second 
paragraph of the proposal discussion be changed to read ``The 
manufacturer states that the method used to detect pending failure of 
the LP compressor shaft location bearing is to monitor the airborne 
vibration monitoring system on the flight engineer/second officer's 
console.'' The commenter states that the engine vibration monitoring 
system successfully detected LP location bearing failures.

[[Page 42960]]

    The FAA does not agree. The vibration monitoring system has 
detected imminent failures of LP compressor shaft location bearing 
failures in the past. However, bearing and shaft failures have 
occurred, suggesting that flight crew reaction time due to workload or 
other circumstances have rendered vibration monitoring only partially 
effective. Therefore, no change is made to the final rule.

Clarification of Actions in Discussion

    Lockheed Martin requests that the second sentence in the third 
paragraph of the proposal discussion be changed to read ``Those actions 
must be done so that the installation of the HSGB overheat detector 
system and installation of the LP compressor shaft extreme axial 
movement detector system into the engine turbine cooling air overheat 
monitoring system are complete.'' Lockheed Martin states that this 
change clarifies that the modification adds the HSGB overheat detection 
system in series with the engine turbine cooling air overheat 
monitoring system. The sentence as-written in the proposal incorrectly 
states to require installation of an engine turbine air temperature 
monitoring system.
    The FAA agrees and has changed the supplementary information 
paragraph, which is where this information appears in the final rule, 
accordingly.

Clarification of Service Bulletin (SB) Lockheed Martin SB 093-77-059 
Description

    Lockheed Martin requests that the fifth service bulletin listed 
under Manufacturer's Service Information in the proposal be changed to 
read ``Lockheed Martin SB 093-77-059, Revision 2, dated April 11, 2002, 
which introduces modifications to the airplane instrument panels and 
consoles, necessary for compatibility with the installation of the HSGB 
overheat detector system and installation of the LP compressor shaft 
extreme axial movement detector system into the engine turbine cooling 
air overheat monitoring system.'' The commenter states that this change 
clarifies that the modification adds the HSGB overheat detection system 
in series with the engine turbine cooling air overheat monitoring 
system. The sentence as-written in the proposal incorrectly states to 
require installation of an engine turbine air temperature monitoring 
system.
    The FAA agrees. However, because SB 093-77-060, Revision 1, dated 
June 30, 2003, replaces SB 093-77-059 in its entirety, all references 
to SB 093-77-059 are deleted from the final rule.

Clarification of Lockheed Martin SB 093-77-060 Description

    Lockheed Martin requests that the sixth service bulletin listed 
under Manufacturer's Service Information in the proposal be changed to 
read ``Lockheed Martin SB 093-77-060, dated April 11, 2002, which 
introduces modifications to the airplane instrument panels and 
consoles, necessary for compatibility with the installation of Lockheed 
Martin SB 093-77-059 and the LP compressor shaft extreme axial movement 
detector system into the engine turbine cooling air overheat monitoring 
system.'' The commenter states that this change is needed to clarify 
that the modification is necessary for compatibility with SB 093-77-059 
and the LP compressor shaft extreme axial movement detector system into 
the engine turbine cooling air overheat monitoring system.
    The FAA agrees. However, because SB 093-77-060, Revision 1, dated 
June 30, 2003, replaces SB 093-77-059 in its entirety, all references 
to SB 093-77-059 are deleted from the final rule.

Clarification of First Requirement Listed in the Proposal

    Lockheed Martin requests that the first requirement listed in the 
proposal under proposed requirements of this AD, be changed to read: 
``Modifications of the engine turbine cooling air overheat monitoring 
panel at the flight engineer/second officer's console, pilot's caution 
and warning light panel on the main instrument panel.'' The commenter 
states that this change is needed to clarify that the panel is the 
engine turbine cooling air overheat monitoring panel.
    The FAA agrees and has changed the summary, which is where this 
information appears in the final rule, accordingly.

Clarification of Second Requirement Listed in the Proposal

    Lockheed Martin requests that the second requirement listed in the 
proposal under proposed requirements of this AD, be changed to read 
``Installation of an HSGB overheat detector system.'' The commenter 
states that the existing second proposed requirement is referencing a 
system that already exists on the airplane.
    The FAA agrees and has changed the summary, which is where this 
information appears in the final rule, accordingly.

Changes to Economic Analysis

    Lockheed Martin requests that the economic analysis be changed to 
reflect that instead of one engine requiring a speed probe loom 
electrical support assembly part number FW15212, ten engines require 
this part, and to reflect that the total cost of the AD to U.S. 
operators is estimated to be $19,996,560.
    The FAA agrees and has made these changes in the economic analysis 
in the AD.

Delete Compliance Paragraph (a)(2)

    Lockheed Martin requests that paragraph (a)(2) be deleted from the 
AD. The commenter states that Lockheed Martin SB 093-77-059 will be 
reconfigured when complying with Lockheed Martin SB 093-77-060.
    The FAA agrees. SB 093-77-060, Revision 1, dated June 30, 2003, 
replaces SB 093-77-059 in its entirety, and therefore, paragraph (a)(2) 
is not required. Paragraph (a)(2) has been deleted and the following 
substeps have been relettered in the final rule.

Change Wording in Compliance Paragraph (a)(5)

    Lockheed Martin requests that proposal paragraph (a)(5) be changed 
to read: ``Modify airplane instrument panels and consoles with the 
installation of the engine failure indicators, failure lenses, and 
marker, in accordance with Lockheed Martin SB 093-77-060, dated April 
11, 2002. The commenter states that this change provides clarity on how 
the panels and consoles are modified.
    The FAA agrees and has changed the affected paragraph by 
referencing SB 093-77-060, Revision 1, dated June 30, 2003.
    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 described 
previously.

Economic Analysis

    There are approximately 492 engines and 164 airplanes of the 
affected design in the worldwide fleet. The FAA estimates that 270 
engines installed on 90 airplanes of U.S. registry would be affected by 
this AD. The FAA estimates that it would take approximately 40 work 
hours per engine to accomplish the actions, and that the average labor 
rate is $60 per work hour. Required parts would cost approximately 
$58,956 per engine. The FAA estimates that it would cost approximately 
$37,920 per airplane to do the airframe panel modifications. In 
addition, ten airplanes of U.S. registry would require speed

[[Page 42961]]

probe loom electrical support assemblies P/N FW15212 installed on all 
three engines, at an estimated cost of $588 per engine. Based on these 
figures, the total cost of the AD to U.S. operators is estimated to be 
$19,996,560.

Regulatory Analysis

    This final rule does not have federalism implications, as defined 
in Executive Order 13132, because it would not have a substantial 
direct effect on the States, on the relationship between the national 
government and the States, or on the distribution of power and 
responsibilities among the various levels of government. Accordingly, 
the FAA has not consulted with state authorities prior to publication 
of this final rule.
    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 the 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 
by contacting 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

0
Accordingly, pursuant to the authority delegated to me by the 
Administrator, the Federal Aviation Administration amends part 39 of 
the Federal Aviation Regulations (14 CFR part 39) as follows:

PART 39--AIRWORTHINESS DIRECTIVES

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. Section 39.13 is amended by removing Amendment 39-12378, 66 FR 44030 
August 22, 2001), and by adding a new airworthiness directive:

2003-14-21 Lockheed Martin and Rolls-Royce plc: Amendment 39-13240. 
Docket No. 2000-NM-369-AD. Supersedes AD 2000-17-10 R1, Amendment 
39-12378.

    Applicability: This airworthiness directive (AD) is applicable 
to Lockheed Martin models L-1011-385-1, L-1011-385-1-14, L-1011-385-
1-15, and L-1011-385-3 airplanes and Rolls-Royce plc (RR) RB211-22B-
02, RB211-524B-02, RB211-524B-B-02, RB211-524B3-02, RB211-524B4-02, 
and RB211-524B4-D-02 series turbofan engines.
    Compliance: Compliance with this AD is required as indicated, 
unless already done.
    To prevent undetected fires originating within the high speed 
gearbox (HSGB) from breaching the HSGB case, which could result in 
engine damage and increased difficulty in extinguishing a fire, and 
to prevent undetected low pressure (LP) compressor shaft location 
bearing failure, which could result in LP compressor and turbine 
shaft assembly failure, turbine overspeed, and possible uncontained 
engine failure, do the following:

Requirements for All Applicable Airplanes and Engines

    (a) Incorporate the following service bulletins concurrently or 
before accomplishing the requirements of RR Mandatory Service 
Bulletin (MSB) RB.211-72-C963, dated December 4, 2001, or RR MSB 
RB.211-72-C863, dated February 15, 2002, whichever is applicable, as 
specified in paragraphs (b) through (d) of this AD:
    (1) Install a new design engine front bearing housing assembly 
in accordance with RR SB RB.211-72-6149, Revision 9, dated November 
24, 1999.
    (2) Install a revised gearbox breather assembly in accordance 
with RR SB RB.211-72-C178, Revision 1, dated March 9, 2001.
    (3) Install overheat detectors in the gearbox breather duct 
assembly, in accordance with RR SB RB.211-77-C144, Revision 1, dated 
February 13, 2002.
    (4) Modify airplane instrument panels and consoles with the 
installation of the engine failure indicators, failure lenses, and 
marker, in accordance with Lockheed Martin SB 093-77-060, Revision 
1, dated June 30, 2003.

RB211-524B-02 and RB211-524B-B-02 Engines

    (b) Within three months after the effective date of this AD, for 
RB211-524B-02 and RB211-524B-B-02 engines, do the following:
    (1) Install an LP compressor shaft extreme axial movement 
detector system in accordance with RR MSB RB.211-72-C963, dated 
December 4, 2001.
    (2) Replace existing speed probe loom electrical support 
assembly, located on the engine front bearing housing assembly, with 
speed probe loom electrical support assembly P/N FW15212, in 
accordance with 3.A. Accomplishment Instructions of RR MSB RB.211-
71-E047, dated August 2, 2002.

RB211-22B-02 Engines

    (c) Within three years after the effective date of this AD, for 
RB211-22B-02 engines, install an LP compressor shaft extreme axial 
movement detector system in accordance with RR MSB RB.211-72-C863, 
dated February 15, 2002.

RB211-524B3-02, RB211-524B4-02, and RB211-524B4-D-02 Engines

    (d) Within four years after the effective date of this AD, for 
RB211-524B3-02, RB211-524B4-02, and RB211-524B4-D-02 engines, 
install an LP compressor shaft extreme axial movement detector 
system in accordance with RR MSB RB.211-72-C963, dated December 4, 
2001.

Alternative Methods of Compliance

    (e) 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, Engine Certification Office (ECO) 
for engines or Manager, Atlanta Aircraft Certification Office (ACO) 
for airplanes. Operators must submit their request through an 
appropriate FAA Principal Maintenance Inspector, who may add 
comments and then send it to the Manager, ECO, or Manager, ACO.

    Note 1: Information concerning the existence of approved 
alternative methods of compliance with this airworthiness directive, 
if any, may be obtained from the ECO or ACO.

Special Flight Permits

    (f) Special flight permits may be issued in accordance with 
Sec. Sec.  21.197 and 21.199 of the Federal Aviation Regulations (14 
CFR 21.197 and 21.199) to operate the airplane to a location where 
the requirements of this AD can be done.

    Note 2: The subject of this AD is addressed in CAA airworthiness 
directive AD 006-12-2001, AD 003-08-2002, and AD 006-02-2002.

Documents That Have Been Incorporated by Reference

    (g) The actions in this AD must be done in accordance with the 
following Rolls-Royce plc service bulletins and Lockheen Martin 
service bulletin:

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             Document No.                       Pages                   Revision                   Date
----------------------------------------------------------------------------------------------------------------
RB.211-72-6149.......................  All....................  9......................  Nov. 24, 1999.
    Total pages: 72
RB.211-77-C144.......................  All....................  1......................  Feb. 13, 2002.
    Total pages: 57
RB.211-72-C963.......................  All....................  Original...............  Dec. 4, 2001.
    Total pages: 75
RB.211-71-E047.......................  All....................  Original...............  Aug. 2, 2002.

[[Page 42962]]

 
    Total pages: 6
RB.211-72-C863.......................  All....................  Original...............  Feb. 15, 2002.
    Total pages: 75
Lockheed Martin
093-77-060...........................  1......................  1......................  Jun. 30, 2003.
                                       2-4....................  Original...............  Apr. 11, 2002.
                                       5......................  1......................  Jun. 30, 2003.
                                       6-10...................  Original...............  Apr. 11, 2002.
    Total pages: 10
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This incorporation by reference was approved by the Director of the 
Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR part 
51. Copies may be obtained from Rolls-Royce plc, PO Box 31, Derby, 
England, DE248BJ; telephone: 011-44-1332-242-424; fax: 011-44-1332-
245-418 and Lockheed Martin & Logistics Center, 120 Orion Street, 
Greenville, South Carolina 29605. Copies may be inspected at the 
FAA, New England Region, Office of the Regional Counsel, 12 New 
England Executive Park, Burlington, MA; or at the Office of the 
Federal Register, 800 North Capitol Street, NW., suite 700, 
Washington, DC.

Effective Date

    (h) This amendment becomes effective on August 25, 2003.

    Issued in Burlington, Massachusetts, on July 10, 2003.
Francis A. Favara,
Acting Manager, Engine and Propeller Directorate, Aircraft 
Certification Service.
[FR Doc. 03-17949 Filed 7-18-03; 8:45 am]
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