Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations 2699

part number (P/N) 47142–201 or P/N 47142–

203; certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise modified, altered, or repaired in

the area subject to the requirements of this

AD. For airplanes that have been modified,

altered, or repaired so that the performance

of the requirements of this AD is affected, the

owner/operator must use the authority

provided in paragraph (c) of this AD to

request approval from the FAA. This

approval may address either no action, if the

current configuration eliminates the unsafe

condition; or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent runaway of the horizontal

stabilizer to its full up or down position,

subsequent reduced maneuvering capability,

and a potential pitch upset, accomplish the

following:

(a) Within 12 days after the effective date

of this AD, perform an inspection to ensure

correct synchronization of the hydraulic

control valves of the trimmable horizontal

stabilizer (THS) actuator, in accordance with

paragraph 4.2.2.1 of Airbus All Operators

Telex (AOT) 27–21, Revision 1, dated

January 5, 1996.

(1) If the actuator is synchronized

correctly, prior to further flight, perform a

functional test of the THS in accordance with

paragraph 4.2.2.1 of the AOT. Thereafter,

repeat the inspection required by paragraph

(a) of this AD at intervals not to exceed 500

hours time-in-service.

(2) If the actuator is desynchronized

slightly, as specified in the AOT, prior to

further flight, adjust the synchronization, and

perform a functional test of the THS, in

accordance with paragraph 4.2.2.2 of the

AOT. Thereafter, repeat the inspection

required by paragraph (a) of this AD at

intervals not to exceed 500 hours time-inservice.

(3) If the actuator is desynchronized

significantly, as specified in the AOT, prior

to further flight, accomplish either paragraph

(a)(3)(i) or (a)(3)(ii) of this AD. Prior to further

flight following the accomplishment of either

of those paragraphs, adjust the

synchronization, and perform a functional

test of the THS, in accordance with

paragraph 4.2.2.3 of the AOT. Thereafter,

repeat the inspection required by paragraph

(a) of this AD at intervals not to exceed 500

hours time-in-service.

(i) Remove and replace the hydraulic

motors of the horizontal stabilizer actuator

(HSA) with new or serviceable motors in

accordance with procedures specified in the

Airplane Maintenance Manual. Or

(ii) Remove the hydraulic motors of the

HSA and perform the various follow-on

actions specified in paragraph 4.2.2.4 of the

AOT, in accordance with that paragraph.

(The follow-on actions include checking the

motors and the cam seats, assembling the

motors, and metal stamping the modification

plate of the motors.) If any discrepancy is

found during the check, prior to further

flight, repair in accordance with paragraph

4.2.2.4 of the AOT.

(b) For airplanes on which any

maintenance action relating to a hydraulic

motor or a hydraulic valve block of the HSA

has occurred since the airplane was new:

Within 12 days after the effective date of this

AD, accomplish either paragraph (b)(1) or

(b)(2) of this AD.

(1) Replace both hydraulic motors of the

HSA with new or serviceable motors in

accordance with the procedures specified in

the Airplane Maintenance Manual. Adjust

the synchronization, and perform a

functional test of the THS in accordance with

paragraph 4.2.2.3 of Airbus AOT 27–21,

Revision 1, dated January 5, 1996. Thereafter,

perform the repetitive inspections required

by paragraph (a) of this AD at intervals not

to exceed 500 hours time-in-service. Or

(2) Remove the hydraulic motors of the

HSA and perform the various follow-on

actions specified in paragraph 4.2.2.4 of the

AOT, in accordance with that paragraph of

the AOT. Adjust the synchronization, and

perform a functional test of the THS in

accordance with paragraph 4.2.2.3 of the

AOT. (The follow-on actions include

checking the motors and the cam seats,

assembling the motors, and metal stamping

the modification plate of the motors.) If any

discrepancy is found during the check, prior

to further flight, repair in accordance with

paragraph 4.2.2.4 of the AOT. Thereafter,

perform the repetitive inspections required

by paragraph (a) of this AD at intervals not

to exceed 500 hours time-in-service.

(c) 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, FAA,

Transport 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, 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.

(d) 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.

(e) The actions shall be done in accordance

with Airbus All Operators Telex (AOT) 27–

21, Revision 1, dated January 5, 1996. 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 Airbus

Industrie, 1 Rond Point Maurice Bellonte,

31707 Blagnac Cedex, 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.

(f) This amendment becomes effective on

February 5, 1996, to all persons except those

persons to whom it was made immediately

effective by telegraphic AD T96–01–52,

issued January 9, 1996, which contained the

requirements of this amendment.

Issued in Renton, Washington, on January

12, 1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–591 Filed 1–26–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–270–AD; Amendment

39–9495; AD 95–26–15]

Airworthiness Directives; Allied Signal

Commercial Avionics Systems CAS–81

Traffic Alert and Collision Avoidance

Systems (TCAS) as Installed in, but

Not Limited to, Various Transport

Category Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This document publishes in

the Federal Register an amendment

adopting an airworthiness directive that

was sent previously by individual

letters to all known U.S. owners and

operators of various transport category

airplanes equipped with Allied Signal

Commercial Avionics Systems CAS–81

TCAS. This amendment is prompted by

reports of failure of the audio output of

the CAS–81 TCAS. This AD requires a

revision to the Airplane Flight Manual

to provide the flightcrew with

procedures to cycle power to the TCAS

processor via the circuit breaker or

power bus, and to perform a TCAS

functional test to verify proper

operation of the TCAS. The actions

specified by this AD are intended to

ensure that the flightcrew is advised of

the potential hazard associated with

failure of the audio output of the CAS–

81 TCAS, and of the procedures

necessary to address it.

DATES: Effective February 5, 1996.

Comments for inclusion in the Rules

Docket must be received on or before

March 29, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 95–NM–

270–AD, 1601 Lind Avenue SW.,

Renton, Washington 98055–4056.

This information concerning this

amendment may be obtained from or
2700 Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations

examined at the FAA, Transport

Airplane Directorate, 1601 Lind Avenue

SW., Renton, Washington; or at the

FAA, Small Airplane Directorate,

Atlanta Aircraft Certification Office,

Campus Building, Suite 2–160, 1701

Columbia Avenue, College Park,

Georgia.

FOR FURTHER INFORMATION CONTACT:

David Gollings, Flight Test Pilot,

Systems and Flight Test Branch, ACE–

116A, FAA, Atlanta Aircraft

Certification Office, Campus Building,

Suite 2–160, 1701 Columbia Avenue,

College Park, Georgia 30337–2748;

telephone (404) 305–7370; fax (404)

305–7348.

SUPPLEMENTARY INFORMATION: On

December 26, 1995, the FAA issued

priority letter AD 95–26–15, applicable

to Allied Signal Commercial Avionics

Systems CAS–81 Traffic Alert and

Collision Avoidance Systems (TCAS)

that are installed in, but not limited to,

various transport category airplanes.

That action requires a revision to the

FAA-approved Airplane Flight Manual

(AFM) to provide the flightcrew with

procedures to cycle power to the TCAS

processor via the circuit breaker or

power bus, and to perform a TCAS

functional test to verify proper

operation of the TCAS. That action was

prompted by reports of failure of the

audio output of the CAS–81 TCAS.

During bench testing, the parts

manufacturer identified a capacitor in

the audio output circuit that continued

to build charge as long as the system

was powered. The capacitor biases the

audio circuit and causes failure of the

audio output. The absence of audio

output can occur after the TCAS has

been powered without interruption for

approximately 12 hours. Power

interrupts (intentional or unintentional)

tend to relieve the failure condition by

causing the capacitor to discharge. This

condition, if not corrected, could result

in a critical reduction of the reliability

of the CAS–81 TCAS to perform its

collision avoidance function.

Since the unsafe condition described

is likely to exist or develop on other

airplanes of the same type design, the

FAA issued priority letter AD 95–26–15

to ensure that the flightcrew is advised

of the potential hazard associated with

failure of the audio output of the CAS–

81 TCAS, and of the procedures

necessary to address it. The AD requires

a revision to the AFM to provide the

flightcrew with procedures to cycle

power to the TCAS processor via the

circuit breaker or power bus prior to the

first flight of the day, prior to the

accumulation of 10 hours of

uninterrupted power, and at the midpoint of any one flight scheduled to

exceed 10 hours. Additionally, the AD

requires that, prior to taxi before takeoff,

a functional test must be accomplished

to verify proper operation of the TCAS.

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

letters issued on December 26, 1995, to

all known U.S. owners and operators of

various transport category airplanes

equipped with Allied Signal

Commercial Avionics Systems CAS–81

TCAS. 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 to all persons.

This is considered to be interim

action. The manufacturer has advised

that it currently is developing a

modification that will positively address

the unsafe condition addressed by this

AD. Once this modification is

developed, approved, and available, the

FAA may consider additional

rulemaking.

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–270–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, 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. 106(g), 40113, 44701.
Federal Register / Vol. 61, No. 19 / Monday, January 29, 1996 / Rules and Regulations 2701

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

95–26–15 Allied Signal Commercial

Avionics Systems: Amendment 39–9495

Docket 95–NM–270–AD.

Applicability: All CAS–81 Traffic Alert and

Collision Avoidance Systems (TCAS) that are

installed in, but not limited to, the following

airplanes, certificated in any category:

Aerospatiale Models ATR42 and ATR72

series airplanes;

Airbus Industries Models A300, A310, and

A340 series airplanes;

Beech Models 1900 and BE–65 through -90

(inclusive) series airplanes;

Boeing Models 727–100, 727–200, 737–200,

737–300, 737–400, 737–500, 747–100, 747–

200, 747–300, 747–400, 747SP, 757–200,

767–200, and 767–300 series airplanes;

Convair Model CV–580 airplanes;

de Havilland Model DHC–7 series airplanes

and Model DHC–8–100 airplanes;

EMBRAER Model EMB–120 series airplanes;

Fairchild Model F227 airplanes;

Fokker Models F28 Mark 100, Mark 1000,

and Mark 4000 series airplanes;

General Dynamics Models Convair 340 and

440 airplanes;

Gulfstream Models G–159 and G-IV

airplanes;

Lockheed Model L–1011 series airplanes;

McDonnell Douglas Models DC–8–60, DC–9–

31, DC–9–51, DC–10–10, DC–10–30, DC–

10–30F, MD–11, and MD–80 series

airplanes;

Rockwell International NA–265–65 airplanes;

Saab Model 340 series airplanes; and

Shorts Model 360 series airplanes.

Note 1: This AD applies to, but is not

limited to, each airplane identified in the

preceding applicability provision, regardless

of whether it has been modified, altered, or

repaired in the area subject to the

requirements of this AD. For airplanes that

have been modified, altered, or repaired so

that the performance of the requirements of

this AD is affected, the owner/operator must

use the authority provided in paragraph (b)

of this AD to request approval from the FAA.

This approval may address either no action,

if the current configuration eliminates the

unsafe condition; or different actions

necessary to address the unsafe condition

described in this AD. Such a request should

include an assessment of the effect of the

changed configuration on the unsafe

condition addressed by this AD. In no case

does the presence of any modification,

alteration, or repair remove any affected

airplane from the applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To ensure that the flightcrew is advised of

the potential hazard associated with failure

of the audio output of the CAS–81 TCAS, and

of the procedures necessary to address it,

accomplish the following:

(a) Within 3 calendar days after receipt of

this AD, revise the Limitations Section of the

FAA-approved Airplane Flight Manual

(AFM) to include the following. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘In order to ensure that the audio output

of the CAS–81 TCAS operates properly,

accomplish the following:

• Prior to the first flight of the day; prior

to the accumulation of 10 hours of

uninterrupted power; and at the mid-point of

any one flight scheduled to exceed 10 hours:

Cycle the power to the TCAS processor via

the circuit breaker or power bus.

• Prior to taxi before takeoff: Initiate the

TCAS functional test in accordance with

AFM procedures to verify operational

condition of the CAS–81 TCAS.’’

(b) 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, FAA,

Atlanta Aircraft Certification Office.

Operators shall submit their requests through

an appropriate FAA Principal Operations

Inspector, who may add comments and then

send it to the Manager, Atlanta ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Atlanta ACO.

(c) 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.

(d) This amendment becomes effective on

February 5, 1996.

Issued in Renton, Washington, on January

22, 1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–1571 Filed 1–26–96; 8:45 am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 94–ANE–36; Amendment 39–

9471; AD 94–11–10]

Airworthiness Directives; CurtissWright R1820 Series Reciprocating

Engines

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)

94–11–10 that was sent previously to

certain U.S. owners and operators of

Curtiss-Wright R1820 series

reciprocating engines, installed on the

following U.S. registered aircraft:

N313WB, N7044L, N815SH, and

N83AW by individual letters. This AD

requires engines certified to operate on

91 octane or higher avgas to undergo a

teardown and analytical inspection for

detonation damage, and engines

certified to operate on 80 octane avgas

to undergo inspection for evidence of

possible internal engine damage. This

amendment is prompted by reports that

aircraft with certain Curtiss-Wright

engines installed were fueled with a

contaminated fuel mixture between May

22 and June 2, 1994, at Sacramento

Executive (SAC) airport, or between

May 18 and June 2, 1994, at Sacramento

Metro (SMF) airport. The actions

specified by this AD are intended to

prevent detonation due to low octane,

which can result in severe engine

damage and subsequent failure.

DATES: Effective February 13, 1996, to

all persons except those persons to

whom it was made immediately

effective by priority letter AD 94–11–10,

issued on June 23, 1994, which

contained the requirements of this

amendment.

Comments for inclusion in the Rules

Docket must be received on or before

March 29, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), New England

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket No.

94–ANE–36, 12 New England Executive

Park, Burlington, MA 01803–5299.

FOR FURTHER INFORMATION CONTACT:

Locke Easton, Aerospace Engineer,

Engine and Propeller Standards Staff,

FAA, Engine and Propeller Directorate,

12 New England Executive Park;

telephone (617) 238–7113, fax (617)

238–7199.

SUPPLEMENTARY INFORMATION: On June

23, 1994, the Federal Aviation

Administration (FAA) issued priority

letter airworthiness directive (AD) 94–

11–10, applicable to Curtiss-Wright

R1820 series reciprocating engines,

installed on the following U.S.

registered aircraft: N313WB, N7044L,

N815SH, and N83AW, which requires

teardown and analytical inspection for

engines certified to operate on 91 or

higher octane aviation gasoline (avgas),

and differential compression test and

examination of the oil filter for engines

certified to operate on 80 octane avgas.

That action was prompted by reports of

reports of aviation gasoline (avgas) being

contaminated by Jet A fuel. After

investigation, the source of the

contamination has been determined to

be the refiner of the avgas. Through its

distribution system, the refiner

inadvertently caused Jet A fuel to be

loaded into distribution tanks intended

for avgas. Contaminated avgas from

these distribution tanks was then

shipped to local fuel distributors. The

FAA has determined that aircraft with

certain Franklin engines installed were

fueled with this contaminated mixture

between May 22 and June 2, 1994, at