[Federal Register Volume 61, Number 225 (Wednesday, November 20, 1996)]
[Rules and Regulations]
[Pages 58989-58991]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-29605]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 96-NM-81-AD; Amendment 39-9824; AD 95-26-15 R1]
RIN 2120-AA64
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.
-----------------------------------------------------------------------
SUMMARY: This amendment revises an existing airworthiness directive
(AD), applicable to various transport category airplanes equipped with
Allied Signal Commercial Avionics Systems CAS-81 TCAS, that currently
requires a revision to the 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 AD was prompted by reports of
failure of the audio output of the CAS-81 TCAS. The actions specified
by that 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. This
amendment adds a revision of the AFM requirements that provides an
alternative method of compliance with the currently required AFM
revision; and provides for a modification to the TCAS processor, which,
if accomplished, terminates the requirements of the AD.
DATES: Effective December 26, 1996.
ADDRESSES: The service information referenced in this AD may be
obtained from Allied Signal Aerospace, Technical Publications, Dept.
65-70, P.O. Box 52170, Phoenix, Arizona 85072-2170. 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, Small
Airplane Directorate, Campus Building, 1701 Columbia Avenue, Suite 2-
160, College Park, Georgia; or at the Office of the Federal Register,
800 North Capitol Street, NW., suite 700, Washington, DC.
FOR FURTHER INFORMATION CONTACT: David Crew, Aerospace Engineer,
Systems and Flight Test Branch, ACE-116A, FAA, Atlanta Aircraft
Certification Office, Small Airplane Directorate, Campus Building, 1701
Columbia Avenue, Suite 2-160, College Park, Georgia 30337-2748;
telephone (404) 305-7335; fax (404) 305-7348.
SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) by revising AD 95-26-15,
amendment 39-9495 (61 FR 2699, January 29, 1996), which is applicable
to various transport category airplanes equipped with Allied Signal
Commercial Avionics Systems CAS-81 TCAS, was published in the Federal
Register on June 5, 1996 (61 FR 28518). The action proposed to continue
to require a revision to the 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. The action also proposed to
require a revision of the AFM requirements that would provide an
alternative method of compliance with the currently required AFM
revision; and would provide for a modification to the TCAS processor,
which, if accomplished, terminates the requirements of the AD.
Interested persons have been afforded an opportunity to participate
in the making of this amendment. Due consideration has been given to
the comments received.
Support for the Proposal
Three commenters support the rule.
Request to Cite Additional Service Instructions
One commenter requests that paragraph (c) of the proposed rule be
revised to indicate that modification of the TPA-81A Traffic Alert and
Collision Avoidance Systems (TCAS) processor may be accomplished either
in accordance with Allied Signal Service Bulletin TPA-81A-34-82, dated
January 1996, or with Allied Signal Service Bulletin TPA-81A-34-84,
dated January 1996.
The FAA concurs, and has revised the final rule to reflect that the
modification can be accomplished in accordance with either of the
service bulletins.
Request to Specify Part Numbers of Affected Items
One commenter requests that the proposed rule specifically define
the part numbers (by serial number) that are subject to the proposed
requirements so that applicability could be established by using those
serial numbers of the parts. The commenter states that using specific
serial numbers to define applicability does not remove the burden of
the manufacturers and
[[Page 58990]]
operators to have a process that controls serial numbers.
The FAA does not concur. The requirements of this AD are applicable
to all CAS-81 TCAS that are installed in any airplane. Therefore, there
is no special need to cite every specific serial number manufactured.
However, for the optional modification provided by this AD, the service
bulletins that are cited in this action sufficiently define the
applicable processor part numbers.
Request to Add Airplane Models to Applicability
This same commenter requests that the FAA add Boeing Model 777
series airplanes to the applicability of the proposed rule since the
CAS-81 TCAS processors may be installed on that model.
The FAA concurs. The FAA points out, however, that this AD (as well
as the previously issued AD) is applicable to the subject TCAS unit
itself, notwithstanding the model of airplane on which it is installed.
As an aid to operators in identifying whether or not they may be
subject to the rule, the FAA has included a list of the airplane models
on which the TCAS unit is known to be installed.
However, this list is not intended to include every airplane on
which the TCAS may be installed. Operators are required to determine if
the unit is installed on their airplanes, even if the airplane model
does not appear on the list. The FAA has revised the wording of the
applicability of the final rule to clarify this point.
Request to Correct Compliance Time for Paragraph (a)
One commenter notes that the compliance time in paragraph (a) of
the proposed rule does not specify the number of hours that the
airplane must not exceed at the mid-point of any one flight. In order
to clarify this compliance time, the commenter requests that the phrase
be changed to: ``* * * and at the mid-point of any one flight scheduled
to exceed 10 hours of power.''
The FAA concurs. The FAA acknowledges that the specific number of
hours that the airplane must not exceed at the mid-point of any one
flight did appear in the originally issued AD 95-26-15, but was
inadvertently omitted from paragraph (a) of the proposed rule. It was
the FAA's intent that the requirement in the proposal in this regard be
the same as that of the originally issued AD. The FAA, therefore, has
corrected paragraph (a) of this final rule to include the phrase ``10
hours of power'' in the specified compliance time.
Additionally, certain other wording of the same AFM revision that
appeared in paragraph (a) of the proposal was inadvertently omitted,
and not identical to that which appeared in the originally issued AD
95-26-15. In the proposal, the wording describing the compliance time
for cycling the power to the TCAS processor inadvertently stated, ``* *
* prior to the accumulation of 10 hours of power.'' However, that
phrase should have been identical to what appeared in AD 95-26-15,
which stated, ``* * * prior to the accumulation of 10 hours of
uninterrupted power.'' This correction has been made to the final rule.
Conclusion
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.
Cost Impact
There are approximately 5,000 various transport category airplanes
in the worldwide fleet on which the subject TCAS unit may be installed.
The FAA estimates that as many as 3,650 airplanes of U.S. registry may
be affected by this AD.
The actions that are currently required by AD 95-26-15, and
retained in this AD, take approximately 1 work hour per airplane to
accomplish, at an average labor rate of $60 per work hour. Based on
these figures, the cost impact of the existing AD on U.S. operators is
estimated to be $219,000, or $60 per airplane.
The cost impact figure discussed above is based on assumptions that
no operator has yet accomplished any of the proposed requirements of
this AD action, and that no operator would accomplish those actions in
the future if this AD were not adopted.
Should an operator elect to accomplish the optional terminating
modification rather than continue using the AFM revision, it would take
approximately 3 work hours per airplane to accomplish, at an average
labor rate of $60 per work hour. Required parts would be furnished by
the manufacturer at no cost to the operator. Based on these figures,
the cost impact of this optional terminating action on U.S. operators
is estimated to be $180 per airplane.
Regulatory Impact
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, 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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by removing amendment 39-9495 (61 FR
2699, January 29, 1996), and by adding a new airworthiness directive
(AD), amendment 39-9824, to read as follows:
95-26-15 R1 Allied Signal Commercial Avionics Systems: Amendment 39-
9824. Docket 96-NM-81-AD. Revises AD 95-26-15, Amendment 39-9495.
Applicability: CAS-81 Traffic Alert and Collision Avoidance
Systems (TCAS) installed in transport category airpanes, including
but not limited to, the following airplane models, certificated in
any category:
Aerospatiale Models ATR42 and ATR72 series airplanes;
Airbus Industrie Models A300B2, A300B4, A310-200, A310-300,
A300-600, A320-100,
[[Page 58991]]
A320-200, A321-100, A330-300, A340-200, and A340-300 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,
767-300, and 777-200 series airplanes;
Convair Model CV-580 airplanes;
de Havilland 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 L1011 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 each airplane on which the TCAS unit
identified in the preceding applicability provision has been
installed, regardless of whether it has been otherwise modified,
altered, or repaired in the area subject to the requirements of this
AD. For affected TCAS units or airplanes that have been modified,
altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an
alternative method of compliance in accordance with paragraph (d) of
this AD. The request should include an assessment of the effect of
the modification, alteration, or repair on the unsafe condition
addressed by this AD; and, if the unsafe condition has not been
eliminated, the request should include specific proposed actions to
address it.
Note 2: CAS-81 Traffic Alert and Collision Avoidance Systems
(TCAS) processors having serial numbers 6066 and subsequent, are not
subject to the requirements 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) Except as provided by paragraph (b) of this AD: Within 3
calendar days after February 5, 1996 (the effective date of AD 95-
26-15, amendment 39-9495), 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 of power: 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) For airplanes on which the manufacturer has substantiated 30
degrees Celsius as a maximum ambient temperature for the TCAS
processor location, the following is considered to be an alternative
method of compliance for the AFM revision requirements specified in
paragraph (a) 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. After
revising the AFM, the AFM revision required by paragraph (a) of this
AD may be removed from the AFM.
``In order to ensure that the audio output of the CAS-81 TCAS
operates properly, accomplish the following:
Prior to each flight of up to 18 hours duration, reset the TCAS
circuit breaker and conduct a TCAS self-test.''
(c) Modification of the TPA-81A TCAS processor receiver in
accordance with Allied Signal Service Bulletin TPA-81A-34-82, dated
January 1996, or Allied Signal Service Bulletin TPA-81A-34-84, dated
January 1996, constitutes terminating action for the requirements of
this AD. After this modification is accomplished, the AFM revisions
specified in paragraphs (a) and (b) of this AD may be removed from
the AFM.
(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, 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 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the Atlanta ACO.
(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) This amendment becomes effective on December 26, 1996.
Issued in Renton, Washington, on November 13, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 96-29605 Filed 11-19-96; 8:45 am]
BILLING CODE 4910-13-U
