9616 Federal Register / Vol. 60, No. 34 / Tuesday, February 21, 1995 / Rules and Regulations

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(g) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(h) Certain inspections shall be done in

accordance with Boeing Service Bulletin

747–57A2266, dated June 6, 1991, as

indicated. The incorporation by reference of

this document 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 May 4, 1992 (57 FR 10415,

March 26, 1992). Other inspections and

replacement actions, as indicated, shall be

done in accordance with Boeing Service

Bulletin 747–57A2266, Revision 1, dated

May 21, 1992; Boeing Service Bulletin 747–

57A2266, Revision 2, dated June 10, 1993;

Boeing Service Bulletin 747–57A2266,

Revision 3, dated March 31, 1994; and

Boeing Service Bulletin 747–57A2266,

Revision 4, dated November 3, 1994. 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 Boeing

Commercial Airplane Group, P.O. Box 3707,

Seattle, Washington 98124–2207. Copies may

be inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the Office of the Federal

Register, 800 North Capitol Street NW., suite

700, Washington, DC.

(i) This amendment becomes effective on

March 23, 1995.

Issued in Renton, Washington, on January

24, 1995.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–2173 Filed 2–17–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–01–AD; Amendment

39–9152; AD 95–02–51]

Airworthiness Directives; Aerospatiale

Model ATR–42 and ATR–72 Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting Airworthiness Directive (AD)

T95–02–51 that was sent previously to

all known U.S. owners and operators of

Aerospatiale Model ATR–42 and ATR–

72 series airplanes by individual

telegrams. Unless modifications are

accomplished or alternative procedures

and training are adopted, this AD

prohibits operation of the airplane in

certain icing conditions, and requires

restrictions on the use of the autopilot

in certain conditions. This AD also

provides for an optional terminating

action, which, if accomplished, would

terminate the requirements of this AD.

This amendment is prompted by an

FAA determination that, during flight in

freezing rain or freezing drizzle with the

flaps set at the 15-degree position, a

ridge of ice can form on the wing. This

ridge can interrupt the airflow over the

ailerons when the flaps are retracted to

the zero-degree position, and can cause

an aileron deflection and resultant

unusual control forces. The actions

specified by this AD are intended to

prevent a roll upset from which the

flight crew may be unable to recover.

DATES: Effective March 8, 1995, to all

persons except those persons to whom

it was made immediately effective by

telegraphic AD T95–02–51, issued

January 11, 1995, which contained the

requirements of this amendment.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 8,

1995.

Comments for inclusion in the Rules

Docket must be received on or before

April 24, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

01–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The applicable service information

may be obtained from Aerospatiale, 316

Route de Bayonne, 31060 Toulouse,

Cedex 03, France. This information may

be examined at the FAA, Transport

Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at

the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT: Sam

Grober or Gary Lium, Aerospace

Engineers, Standardization Branch,

ANM–113, FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056;

telephone (206) 227–1187 or (206) 227–

1112; fax (206) 227–1320.

SUPPLEMENTARY INFORMATION: On

December 9, 1994, the FAA issued

telegraphic airworthiness directive (AD)

T94–25–51, to address an unsafe

condition related to potential hazards

associated with operation of

Aerospatiale Model ATR–42 and ATR–

72 series airplanes in icing conditions.

That AD requires an operational

limitation that prohibits operation of the

airplane when icing conditions [as

defined in the Airplane Flight Manual

(AFM)] are forecast or reported. It also

requires restrictions on the use of the

autopilot in inadvertent icing

encounters, when the airplane is

operated in moderate or greater

turbulence, or whenever any unusual

lateral trim situation is observed.

That AD action was prompted by data

obtained following an accident

involving a Model ATR–72 series

airplane that occurred when the

airplane was enroute from Indianapolis

to Chicago. The accident occurred

during the initial descent for approach

to Chicago. The airplane had been in a

holding pattern for more than 30

minutes with flaps at the 15-degree

position, and there were icing

conditions and turbulence reported in

the area.

Although the official cause of the

accident has not been determined,

preliminary information from the

accident investigation indicates that,

immediately after the autopilot

disconnected, at an indicated airspeed

of approximately 185 knots, the ailerons

abruptly deflected in the right-wingdown direction, and the airplane

entered an abrupt roll to the right,

which was not corrected before the

airplane impacted the ground.

Prior to the issuance of AD T94–25–

51, ATR conducted certain wind tunnel

and ground tests in Toulouse, France.

Following these tests, ATR contracted

with the United States Air Force to

conduct a series of flight tests at

Edwards Air Force Base, California. The

test program was developed in

conjunction with the National

Transportation Safety Board (NTSB),

National Aeronautics and Space

Administration (NASA), United States

Air Force, representatives from the

FAA, and the Direction Generale de

l’Aviation Civile (DGAC), which is the

airworthiness authority for France.

During these tests, a Model ATR–72

series airplane flew in close formation

behind an ‘‘icing tanker,’’ which is a

specially modified aerial refueling

airplane designed to create icing

conditions by spraying supercooled

water droplets on a test airplane during

flight. Appendix C of part 25 of the

Federal Aviation Regulations (14 CFR

part 25) defines droplet diameters,

liquid water content, temperature, and

horizontal extent parameters for testing

leading to approval of flight in icing

conditions. Water droplet diameters

specified in part 25 of the Federal

Aviation Regulations (FAR) for

certification of transport category

airplanes, and larger droplets well

outside the diameters specified in part
Federal Register / Vol. 60, No. 34 / Tuesday, February 21, 1995 / Rules and Regulations 9617

25 of the FAR (commonly referred to as

‘‘freezing rain or freezing drizzle’’), were

sprayed onto the outer wing leading

edges and other airplane surfaces to

determine ice accretion characteristics

of the various diameter droplets. Droplet

diameters larger than those specified in

part 25 of the FAR were tested because

there is meteorological evidence that the

accident airplane encountered such

large droplets (freezing rain or freezing

drizzle) prior to the accident.

Results of data from the numerous

flight tests conducted have revealed the

following significant findings:

1. Ice accretion characteristics of the

normal diameter droplets, as specified

in the FAR, were entirely satisfactory.

This confirms that Model ATR–42 and

ATR–72 series airplanes comply fully

with performance requirements relating

to the icing envelope specified in part

25 of the FAR for certification of these

airplanes.

2. Additional testing was conducted

with large water droplets (outside

certification standards), and it was

found to be possible for ice to accrete aft

of the wing boot surface during a 17-

minute exposure to the tanker spray

when the aircraft operated in a flaps 15-

degree configuration. Flight tests

conducted in this configuration

indicated that a spanwise ridge could

disrupt the flow over the aileron when

the flaps are retracted to the zero-degree

position. This interruption caused an

uncommanded aileron deflection and

resultant unusual control forces.

However, during the tests conducted,

the forces required to control the aircraft

were within limits specified by the FAR.

3. Exposure to freezing rain or

freezing drizzle on the forward side

windows of the cockpit produced ice on

all or a substantial part of the forward

side windows. This ice accretion on the

forward side windows does not appear

when the airplane is flying in the icing

conditions defined in part 25 of the

FAR. This characteristic ice accretion

begins to form within 30 seconds of the

beginning of the encounter with freezing

rain or freezing drizzle. Additionally,

test data indicate that the crew can

observe the accumulation of ice on the

forward side windows at least several

minutes before a significant amount of

ice accumulates on the wings.

While the cause of the accident is still

under investigation, the FAA has

determined that if a Model ATR–42 or

ATR–72 series airplane is in flight with

the flaps set at the 15-degree position

during freezing rain or freezing drizzle,

an unusual ridge of ice on the wing (aft

of the ice protection boots) can occur.

This ridge can interrupt the airflow over

the ailerons when the flaps are retracted

to the zero-degree position. This

interruption can cause an aileron

deflection and resultant unusual control

forces. In actual operations, these

unusual forces may result in a roll upset

from which the flight crew may be

unable to recover.

In an effort to break the chain of

events that may lead to an aircraft roll

upset, the manufacturer has developed

a set of procedures to be followed if the

airplane should encounter freezing rain

or freezing drizzle conditions. These

procedures are based on results of the

tests conducted at Edwards Air Force

Base. They prohibit dispatch into or

operation in known or forecast freezing

rain or freezing drizzle, provide the

flight crew with a means to identify

inadvertent encounters with freezing

rain and freezing drizzle conditions, and

provide procedures to take appropriate

corrective action. Accomplishment of

these procedures will ensure safe

operation of the airplane while

operating in all icing conditions,

including inadvertent encounters with

freezing rain or freezing drizzle.

The procedures developed by the

manufacturer have been incorporated

into several documents, including the

following:

1. ATR–42 AFM Temporary Revision

18, dated January 10, 1995 (for Model

ATR–42 series airplanes); and ATR–72

AFM Temporary Revision 14, dated

January 10, 1995 (for Model ATR–72

series airplanes);

2. ATR Icing Conditions Procedures

Brochure, Version 1.0;

3. ATR Technical Background Paper,

Version 1.0, dated January 6, 1995; and

4. Flight Crew Operation Manual,

Revision 20, dated January 11, 1995 (for

Model ATR–42 series airplanes); and

Flight Crew Operation Manual, Revision

12, dated January 11, 1995 (for Model

ATR–72 series airplanes).

Additionally, certain modifications

have been proposed by the

manufacturer. The FAA finds that such

modification is preferable, as a long

term solution, to requiring special

procedures and special training, which

can be used for the short term. This is

consistent with the FAA’s general

policy that long term continued

operational safety will be better assured

by design changes that will preclude the

problem, rather than by long term

operational limitations. Such

operational limitations may not have the

desired long term effect. This, coupled

with a better understanding of the

human factors associated with such

limitations, has led the FAA to consider

placing less emphasis on those

limitations and more emphasis on

design improvements. The optional

modification specified in this AD is in

consonance with these considerations.

ATR has issued Service Bulletin

ATR72–27–1039, dated January 12,

1995, which describes procedures for

installation of ATR Modification

Number 04213 on Model ATR–72 series

airplanes. The modification permits

movement of the flaps above limit speed

in an emergency to give crews more

operational discretion. Accomplishment

of the modification eliminates the multifunction computer inhibition against

flap extension.

These documents form a basis for

providing added information to expand

the operation of Model ATR–42 and

ATR–72 series airplanes beyond that

defined in AD T94–25–51.

The FAA finds that these interim

procedures may be permitted until June

1, 1995, at which time an FAAapproved modification must be

installed. If such a modification is not

installed by June 1, 1995, dispatch into

or operation in known or forecast icing,

freezing rain, or freezing drizzle

conditions is prohibited.

This airplane model is manufactured

in France and is type certificated for

operation in the United States under the

provisions of section 21.29 of the

Federal Aviation Regulations (14 CFR

21.29) and the applicable bilateral

airworthiness agreement. Pursuant to

this bilateral airworthiness agreement,

the DGAC has kept the FAA informed

of the situation described above. The

FAA has examined the findings of the

DGAC, reviewed all available

information, and determined that AD

action is necessary for products of this

type design that are certificated for

operation in the United States.

Since the unsafe condition described

is likely to exist or develop on other

airplanes of the same type design

registered in the United States, the FAA

issued Telegraphic AD T95–02–51 to

minimize the potential hazards

associated with operating in icing

conditions, as defined in the AFM. This

AD supersedes AD T94–25–51. Unless

modifications are accomplished or

alternative procedures and training are

adopted, this AD continues to require an

operational limitation that prohibits

operation of the airplane when icing

conditions (as defined in the AFM) are

forecast or reported; and restrictions on

the use of the autopilot in inadvertent

icing encounters, when the airplane is

operated in moderate or greater

turbulence, or whenever any unusual

lateral trim situation is observed.

This AD permits, as an interim

measure prior to installation of an FAAapproved modification, operation of the

airplane into icing conditions, provided
9618 Federal Register / Vol. 60, No. 34 / Tuesday, February 21, 1995 / Rules and Regulations

that certain actions have been

accomplished. Those actions include

the following:

1. The FAA-approved AFM must be

revised to incorporate the ATR–42 and

ATR–72 AFM revisions described

previously.

2. All Model ATR–42 and ATR–72

flight crew members must attend an

FAA-approved training course prior to

flight in known or forecast icing

conditions. This training course will

provide instruction in the recognition of

characteristic ice accretion on the

cockpit forward side windows. This

course also will define the procedures

designed to escape freezing rain and

freezing drizzle conditions, and to

minimize the hazard posed by flight in

freezing rain or freezing drizzle.

3. Operators must establish an FAAapproved system to provide forecasts

and reports of freezing rain and freezing

drizzle at enroute altitudes along the

route of flight and at all airports

considered in the flight planning

process.

4. Operators of Model ATR–72 series

airplanes must install ATR Modification

Number 04213 to eliminate the multifunction computer inhibition against

flap extension.

This AD also provides for an optional

terminating action, which, if

accomplished, would terminate the

requirements of this AD. The optional

terminating action involves installing a

modification that precludes the

formation of hazardous ice

accumulation during flight in freezing

rain or freezing drizzle conditions. The

modification must be approved by the

FAA. Upon accomplishment of the

optional terminating action, ATR

Modification Number 04213 must be

removed from Model ATR–72 series

airplanes.

As described previously, the existing

AD imposes severe restrictions on many

airplanes operated in air transportation,

causing significant cost to the operators,

widespread disruption of passenger

travel, and an undermining of public

confidence in the safety of the airplane.

Based on the results of recent flight

tests, if certain procedures and training

are accomplished, these restrictions are

unnecessary to ensure an acceptable

level of public safety. Therefore, the

FAA has determined that it would be

contrary to the public interest to

continue these restrictions during the

period of time that would be necessary

to issue a notice to solicit public

comment on this action and to issue a

final rule; such notice is therefore also

impracticable. This action is considered

to be interim action; once the described

modification has been developed, the

FAA may consider further rulemaking

to mandate that modification.

Since it was found that immediate

corrective action was required, notice

and opportunity for prior public

comment thereon were impracticable

and contrary to the public interest, and

good cause existed to make the AD

effective immediately by individual

telegrams issued on January 11, 1995, to

all known U.S. owners and operators of

Aerospatiale Model ATR–42 and ATR–

72 series airplanes. These conditions

still exist, and the AD is hereby

published in the Federal Register as an

amendment to section 39.13 of the

Federal Aviation Regulations (14 CFR

39.13) to make it effective as to all

persons.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 95–NM–01–AD.’’ The

postcard will be date stamped and

returned to the commenter.

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

Authority: 49 U.S.C. App. 1354(a), 1421

and 1423; 49 U.S.C. 106(g); and 14 CFR

11.89.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–02–51 Aerospatiale: Amendment 39–

9152. Docket 95–NM–01–AD.

Supersedes telegraphic AD T94–25–51,

issued December 9, 1994.

Applicability: All Model ATR–42 and

ATR–72 series airplanes, certificated in any

category.

Compliance: Required as indicated, unless

accomplished previously.

To minimize the potential hazards

associated with operating in icing conditions,

as defined in the Airplane Flight Manual

(AFM), accomplish the following:

(a) Except as provided in paragraphs (b)

and (c) of this AD, within 24 hours after
Federal Register / Vol. 60, No. 34 / Tuesday, February 21, 1995 / Rules and Regulations 9619

receipt of telegraphic AD T94–25–51:

Incorporate the following into the

Limitations Section of the FAA-approved

AFM. This may be accomplished by inserting

a copy of this AD in the AFM.

‘‘(1) Operation of the airplane into forecast

or reported icing conditions, as such

conditions are defined in the AFM, is

prohibited.

‘‘(2) Use of the autopilot is prohibited

during inadvertent flight in icing conditions,

as defined in the AFM, or when the airplane

is operated in moderate or greater turbulence.

‘‘(3) If any unusual lateral trim situations

are observed, such as excessive trim

displacement; illumination of the message

‘RETRIM ROLL R WING DN’ or ‘RETRIM

ROLL L WING DN’ on the advisory display

unit (ADU); illumination of the message

‘AILERON MISTRIM’ on the ADU; or

abnormal flight characteristics of the

airplane: Disconnect the autopilot and

manually fly the airplane prior to adjusting

the lateral trim. The autopilot may be reengaged following manual adjustment of the

lateral trim.’’

(b) Between the effective date of this AD

and June 1, 1995, the limitations contained

in paragraph (a) of this AD may be removed

from the AFM upon accomplishment of the

actions specified in paragraphs (b)(1), (b)(2),

(b)(3), and (b)(4) of this AD, as applicable.

Dispatch into or operation in known or

forecast icing conditions, as defined in the

AFM, may occur if the actions specified in

paragraphs (b)(1), (b)(2), (b)(3), and (b)(4) of

this AD have been accomplished previously.

Except as provided by paragraph (c) of this

AD, the limitation required by paragraph (a)

of this AD must be reinserted in the AFM no

later than June 1, 1995.

(1) ATR–42 AFM Temporary Revision 18,

dated January 10, 1995; or ATR–72 AFM

Temporary Revision 14, dated January 10,

1995; as applicable; shall be incorporated

into the Limitations Section of the FAAapproved AFM.

(2) ATR–42 and ATR–72 flight crew

members shall receive FAA-approved

training, which consists of the following

items.

(i) ATR Icing Procedures Brochure, Version

1.0.

Note 1: The ATR Icing Procedure Brochure

specified in this paragraph also has been

published as ‘‘Version 2.0.’’ That version is

acceptable for compliance with this

paragraph.

(ii) ATR Technical Background Paper,

Version 1.0, dated January 6, 1995.

(iii) ATR–42 AFM Temporary Revision 18,

dated January 10, 1995; or ATR–72 AFM

Temporary Revision 14, dated January 10,

1995; as applicable.

(iv) Flight Crew Operation Manual,

Revision 20, dated January 11, 1995 (for

Model ATR–42 series airplanes); or Flight

Crew Operation Manual, Revision 13, dated

January 11, 1995 (for Model ATR–72 series

airplanes); as applicable.

(3) Operators of Model ATR–42 and ATR–

72 series airplanes shall establish an FAAapproved system to provide forecasts and

reports of freezing rain and freezing drizzle

at enroute altitudes along the route of flight

and at all airports considered in the flight

planning process. Training concerning the

use of these icing forecasts and reports shall

be accomplished in accordance with Flight

Standards Information Bulletin ‘‘ATR–42 and

ATR–72 Airworthiness Directive T95–02–51

Compliance Procedures,’’ dated January 11,

1995.

(4) For Model ATR–72 series airplanes

only: Install ATR Modification Number

04213 in accordance with ATR Service

Bulletin ATR72–27–1039, dated January 12,

1995.

(c) Installation of a modification that

precludes the formation of hazardous ice

accumulation during flight in freezing rain or

freezing drizzle conditions constitutes

terminating action for the requirements of

this AD. This modification must be approved

by the Manager, FAA, Transport Airplane

Directorate, Standardization Branch, ANM–

113. Following installation of such

modification, the modification required by

paragraph (b)(4) of this AD shall be removed

from Model ATR–72 series airplanes.

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

Standardization Branch, ANM–113.

Operators shall submit their requests through

an appropriate FAA Principal Operations

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(e) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(f) Certain actions, when accomplished in

accordance with paragraph (b) of this AD,

shall be done in accordance with ATR–42

AFM Temporary Revision 18, dated January

10, 1995; ATR–72 AFM Temporary Revision

14, dated January 10, 1995; ATR Icing

Procedures Brochure, Version 1.0; ATR

Technical Background Paper, Version 1.0,

dated January 6, 1995; ATR–42 Flight Crew

Operation Manual, Revision 20, dated

January 11, 1995; and ATR–72 Flight Crew

Operation Manual, Revision 13, dated

January 11, 1995; as applicable. Training

concerning the use of certain icing forecasts

and reports [as specified in paragraph (b)(3)

of this AD] shall be accomplished in

accordance with Flight Standards

Information Bulletin, ‘‘ATR–42 and ATR–72

Airworthiness Directive T95–02–51

Compliance Procedures,’’ dated January 11,

1995. Installation of ATR Modification

Number 04213 [as specified in paragraph

(b)(4) of this AD] shall be accomplished in

accordance with ATR Service Bulletin

ATR72–27–1039, dated January 12, 1995.

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 Aerospatiale, 316 Route de Bayonne,

31060 Toulouse, Cedex 03, France. Copies

may be inspected at the FAA, Transport

Airplane Directorate, 1601 Lind Avenue,

SW., Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

(g) This amendment becomes effective on

March 8, 1995, to all persons except those

persons to whom it was made immediately

effective by telegraphic AD T95–02–51,

issued January 11, 1995, which contained the

requirements of this amendment.

Issued in Renton, Washington, on February

13, 1995.

S.R. Miller,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 95–4001 Filed 2–17–95; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–11–AD; Amendment

39–9153; AD 95–04–01]

Airworthiness Directives; Boeing

Models 727, 737, and 747 Series

Airplanes; McDonnell Douglas Models

DC–8 and DC–9 Series Airplanes,

Model MD–88 Airplanes, and Models

MD–11 and MD–90–30 Series

Airplanes; Lockheed Models L–1011–

385–1, –385–1–14, –385–1–15, and

–385–3 Series Airplanes; and Fokker

Models F28 Mark 1000, 2000, 3000,

4000, and 0100 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to certain transport category

airplanes equipped with Honeywell

Standard Windshear Detection and

Recovery Guidance System (WSS). This

action requires a revision to the FAAapproved Airplane Flight Manual

(AFM) to alert the flight crew of the

potential for significant delays in the

WSS detecting windshear when the

flaps of the airplane are in transition.

This amendment is prompted by a

report of an accident during which an

airplane encountered severe windshear

during a missed approached. The

actions specified in this AD are

intended to ensure that the flight crew

is aware that there may be significant

delays in the WSS detecting windshear

when the flaps of the airplane are in

transition.

DATES: Effective March 8, 1995.

Comments for inclusion in the Rules

Docket must be received on or before

April 24, 1995.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation