[Federal Register Volume 63, Number 156 (Thursday, August 13, 1998)]
[Rules and Regulations]
[Pages 43294-43297]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 98-21656]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. 98-NM-154-AD; Amendment 39-10707; AD 98-17-05]
RIN 2120-AA64
Airworthiness Directives; Airbus Model A319, A320, A321, A330,
and A340 Series Airplanes Equipped With AlliedSignal RIA-35B Instrument
Landing System Receivers
AGENCY: Federal Aviation Administration, DOT.
ACTION: Final rule; request for comments.
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SUMMARY: This amendment adopts a new airworthiness directive (AD) that
is applicable to certain Airbus Model A319, A320, A321, A330, and A340
series airplanes. This action requires revising the Airplane Flight
Manual (AFM) to require the flightcrew to discontinue use of any
Instrument Landing System (ILS) receiver for which a certain caution
message is displayed. This action also requires, for certain airplanes,
replacing any faulty ILS receiver with a new, serviceable, or modified
unit. This AD also provides for an optional terminating action for the
AFM revisions. This amendment is prompted by a pilot's report of errors
in the glide slope deviation provided by an ILS receiver. The actions
specified in this AD are intended to detect and correct faulty ILS
receivers and to ensure that the flightcrew is advised of the potential
hazard of performing ILS approaches using a localizer deviation from a
faulty ILS receiver, and advised of the procedures necessary to address
that hazard. An erroneous localizer deviation could result in a landing
outside the lateral boundary of the runway.
DATES: Effective August 28, 1998.
Comments for inclusion in the Rules Docket must be received on or
before October 13, 1998.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Transport Airplane Directorate, ANM-114,
Attention: Rules Docket No. 98-NM-154-AD, 1601 Lind Avenue, SW.,
Renton, Washington 98055-4056.
The service information referenced in this AD may be obtained from
AlliedSignal Aerospace, Technical Publications, Dept. 65-70, P.O. Box
52170, Phoenix, Arizona 85072-2170. This information may be examined at
the FAA, Transport Airplane Directorate, 1601 Lind Avenue, SW., Renton,
Washington.
FOR FURTHER INFORMATION CONTACT: Tim Backman, Aerospace Engineer,
International Branch, ANM-116, FAA, Transport Airplane Directorate,
1601 Lind Avenue, SW., Renton, Washington 98055-4056; telephone (425)
227-2797; fax (425) 227-1149.
SUPPLEMENTARY INFORMATION: The FAA has received a report indicating
that, during a test flight of a Boeing airplane, the flightcrew
detected discrepancies in the glide slope deviation provided by one of
the onboard Instrument Landing System (ILS) receivers. (The glide slope
is the vertical flight path that an airplane is to follow when making
an ILS landing. The display of the glide slope deviation indicates the
position of the airplane relative to the glide slope and indicates to
the flightcrew whether the airplane needs to be on a higher or lower
glidepath to be on the normal approach flight path.) The discrepancies
in the glide slope deviation provided by the discrepant ILS receiver
resulted in the display showing that the airplane was on the glide
slope, when the airplane was approximately one dot low on the glide
slope (as determined from the data provided by the ILS receivers that
were operating correctly). The flightcrew received no annunciation that
there were discrepancies between the glide slope deviations being
provided by the ILS receivers.
An investigation conducted by AlliedSignal, the manufacturer of the
RIA-35B ILS receivers installed on the airplane, has revealed that the
discrepancies in the glide slope deviation were caused by failure of an
internal component of the ILS receiver due to that component's
sensitivity to temperature.
The same ILS receiver also provides localizer deviation. (The
display of the localizer deviation indicates the position of the
airplane relative to the center line of the runway during an ILS
landing.) An erroneous localizer deviation could result in a landing
outside the lateral boundary of the runway. If a faulty ILS receiver
provides a localizer deviation that contains errors that are not
detected by the flightcrew, use of a single ILS receiver for ILS or
localizer approaches could result in the pilot being directed to land
the airplane outside the lateral boundary of the runway. If the
localizer deviations generated by two of the ILS receivers onboard the
airplane contain errors that are not detected by the flightcrew, during
category II and III operations, the autopilot system may land the
airplane
[[Page 43295]]
outside the lateral boundary of the runway.
Additionally, certain ground proximity warning systems (GPWS) and
enhanced GPWS's use the glide slope deviation provided by ILS
receivers. For these systems, if the ILS receiver used by the GPWS has
experienced an unannunciated failure, there may be late or false GPWS
alerts/callouts. Affected GPWS features may include sink rate alerts,
glide slope deviation alerts, and altitude callouts.
The RIA-35B ILS receivers installed on certain Airbus Model A319,
A320, A321, 330, and A340 series airplanes are the same type as those
on the affected Boeing airplane. Therefore, those Airbus Model A319,
A320, A321, A330, and A340 series airplanes may be subject to the same
unsafe condition. Unlike the affected Boeing airplane, during most of
the flight profile, the flightcrew on Airbus Model A319, A320, A321,
A330, and A340 series airplanes would receive an annunciation of
discrepancies between the glide slope or localizer deviations being
provided by the ILS receivers. However, such annunciation is not
available to the flightcrew during the approach and landing portions of
the flight when the ILS is active (ILS tuned and receiving).
Explanation of Relevant Service Information
The FAA has reviewed and approved AlliedSignal Electronic and
Avionics Systems Service Bulletin M-4431 (RIA-35B-34-7), Revision 1,
dated May 1998, which describes procedures for modifying RIA-35B ILS
receivers, part number (P/N) 066-50006-0202. The modification includes
removing the radio frequency (RF) assembly; modifying the RF module by
cutting two solder-side tracks, installing two 221-ohm resistors, and
replacing components U8009 and U8206; and reinstalling the modified RF
assembly. Once modified, the P/N of the ILS receiver is converted to P/
N 066-50006-1202. Accomplishment of the actions specified in the
service bulletin is intended to adequately address the identified
unsafe condition.
Airbus has issued A319/320/321 Flight Manual Temporary Revision
4.02.00/03, A330 Flight Manual Temporary Revision 4.02.00/11, and A340
Flight Manual Temporary Revision 4.02.00/22; all dated March 30, 1998.
These temporary revisions (TR's) specify that the pilot should
discontinue use of an ILS receiver for which a certain caution message
(``ILS 1 FAULT,'' ``ILS 2 FAULT,'' or ``ILS 1+2 FAULT'') is displayed
intermittently or continuously on the electronic centralized aircraft
monitor (ECAM) during any portion of the flight, until the affected
unit is replaced with a new, serviceable, or modified unit.
U.S. Type Certification of the Airplanes
These airplane models are manufactured in France and are 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.
Explanation of Requirements of Rule
Since an unsafe condition has been identified that is likely to
exist or develop on other airplanes of the same type design, this AD is
being issued to detect and correct faulty ILS receivers and to ensure
that the flightcrew is advised of the potential hazard of performing
ILS approaches using a localizer deviation from a faulty ILS receiver,
and advised of the procedures necessary to address that hazard. This AD
requires a revision to the Limitations Section of the FAA-approved
Airplane Flight Manual (AFM) to provide the flightcrew with explicit
restrictions on operation in the event that a certain caution message
is displayed intermittently or continuously on the ECAM during any
portion of the flight. For cases where certain caution messages are
displayed, this AD also requires replacement of the faulty ILS receiver
with a new, serviceable, or modified unit. This AD also provides for an
optional terminating action for the AFM revision described previously.
Explanation of the Applicability of the Rule
The FAA notes that its general policy is that, when an unsafe
condition results from the installation of an appliance or other item
that is installed in a limited number of airplane models, an AD is
issued so that it is applicable to those airplanes, rather than the
item. The reason for this is simple: making the AD applicable to the
airplane models on which the item is installed ensures that operators
of those airplanes will be notified directly of the unsafe condition
and the action required to correct it. While it is assumed that an
operator will know the models of airplanes that it operates, there is a
potential that the operator will not know or be aware of specific items
that are installed on its airplanes. Therefore, calling out the
airplane model as the subject of the AD prevents ``unknowing non-
compliance'' on the part of the operator.
Interim Action
This is considered to be interim action. The FAA is considering
further rulemaking action to require replacement of all existing RIA-
35B ILS receivers with modified parts, which would constitute
terminating action for the AFM revision required by this AD action.
However, the planned compliance time for such replacement is
sufficiently long so that notice and opportunity for prior public
comment will be practicable.
Differences Between the Rule and the Airbus Temporary AFM Revisions
The FAA is not referencing the Airbus TR's described previously as
the appropriate source of service information.
Operators should note that, unlike the procedures described in the
TR's, this AD would not permit use of a single ILS receiver for ILS or
localizer approaches. The TR's allow use of a single source ILS
receiver for ILS or localizer approaches even though the ILS receiver
does not display caution messages on the ECAM during the approach and
landing portions of the flight when the ILS is active. If there is a
failure of a single ILS, or if the aircraft is dispatched with a single
operative ILS, there is no way for the crew to identify a failure of
the second ILS during these phases of flight. In such a case, the
remaining ILS receiver may be providing erroneous localizer or glide
slope deviation, and, therefore, a single ILS receiver should not be
used for ILS or localizer approaches.
Operators also should note that, unlike the procedures described in
the TR's, this AD would not permit an ILS approach to be continued if a
discrepancy between the glide slope and/or localizer deviation provided
by ILS receivers 1 and 2 is detected. The TR's allow the crew to
continue the ILS or localizer approach, if the crew can immediately
identify the faulty ILS. This determination is to be made by the crew,
based on continuous monitoring and comparison of the glide slope and
localizer deviations displayed from both ILS receivers. However, should
a discrepancy be detected during this continuous monitoring and
comparison procedure, it may not be apparent to the crew which ILS
receiver is providing correct glide slope and/or localizer deviation.
For this reason, during an ILS or localizer approach, if the crew
detects a discrepancy between the glide slope and/or localizer
deviation provided by the two ILS receivers, the ILS approach should be
immediately interrupted.
[[Page 43296]]
Determination of Rule's Effective Date
Since a situation exists that requires the immediate adoption of
this regulation, it is found that notice and opportunity for prior
public comment hereon are impracticable, and that good cause exists for
making this amendment effective in less than 30 days.
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 98-NM-154-AD.'' The postcard will be date stamped and
returned to the commenter.
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.
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.
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding the following new
airworthiness directive:
98-17-05 Airbus Industrie: Amendment 39-10707. Docket 98-NM-154-AD.
Applicability: Model A319, A320, A321, A330, and A340 series
airplanes; equipped with AlliedSignal RIA-35B Instrument Landing
System (ILS) receivers, part number (P/N) 066-50006-0202;
certificated in any category.
Note 1: This AD applies 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 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.
Compliance: Required as indicated, unless accomplished
previously.
To detect and correct faulty ILS receivers and to ensure that
the flightcrew is advised of the potential hazard of performing ILS
approaches using a localizer deviation from a faulty ILS receiver,
and advised of the procedures necessary to address that hazard,
accomplish the following:
(a) Within 10 days after the effective date of this AD,
accomplish the requirements of paragraphs (a)(1) and (a)(2) of this
AD.
(1) Revise the Limitations Section of the FAA-approved Airplane
Flight Manual (AFM) to include the following statement. This may be
accomplished by inserting a copy of this AD into the AFM.
``Instrument Landing (ILS) 1(2) Fault
If `ILS 1(2) FAULT,' electronic centralized aircraft monitor
(ECAM) caution, is triggered at any time during the flight, the
affected ILS receiver must be considered as no longer available
until it is replaced, and the flight crew must make the appropriate
entry in the aircraft maintenance log prior to the next flight.
During an ILS or LOC approach, the glide slope deviation and
localizer deviation from ILS receivers 1 and 2 must be monitored and
compared. If a discrepancy between the glide slope deviation and/or
localizer deviation provided by ILS receivers 1 and 2 is
experienced, interrupt the ILS approach.
Do not conduct ILS or LOC approaches using a single ILS
receiver.
If ILS 1 has experienced an unannunciated failure there may be
late or false ground proximity warning system (GPWS) alerts/
callouts. Affected GPWS features may include sink rate alerts, glide
slope deviation alerts, and altitude callouts.''
(2) Following accomplishment of the AFM revision required by
paragraph (a)(1) of this AD, if a caution message reading ``ILS 1
FAULT,'' ``ILS 2 FAULT,'' or ``ILS 1+2 FAULT'' is displayed
intermittently or continuously on ECAM during any portion of any
flight: Within 10 days after the message is first displayed, remove
the faulty ILS receiver and install either a new or serviceable part
that has the same P/N as the ILS receiver that was removed from the
airplane or a part that has been modified in accordance with
AlliedSignal Electronic and Avionics Systems Service Bulletin M-4431
(RIA-35B-34-7), Revision 1, dated May 1998.
Note 2: The ECAM messages described in paragraph (a)(2) of this
AD, when displayed to the pilot, are normally preceded by ``NAV''
indicating a fault in the navigation system.
(b) Replacement of all RIA-35B ILS receivers, P/N 066-50006-
0202, with
RIA-35B ILS receivers that have been modified in accordance with
AlliedSignal Electronic and Avionics Systems Service Bulletin M-4431
(RIA-35B-34-7), Revision 1, dated May 1998; on which the P/N's have
been converted to 066-50006-1202; constitutes terminating action for
the requirements of this AD. After the replacement has been
accomplished, the limitations required by paragraph (a)(1) may be
removed from the AFM.
Note 3: Modification of all AlliedSignal RIA-35B ILS receivers,
P/N 066-50006-0202, accomplished prior to the effective date of this
AD in accordance with AlliedSignal
[[Page 43297]]
Electronic and Avionics Systems Service Bulletin M-4431 (RIA-35B-34-
7), dated April 1998; is considered acceptable for compliance with
the modification specified in this amendment.
(c) As of the effective date of this AD, no person shall install
on any airplane an AlliedSignal RIA-35B ILS receiver, P/N 066-50006-
0202, that has been found to be discrepant [that is, an ILS receiver
for which one of the caution messages specified in paragraph (a)(2)
of this AD was displayed on the ECAM] unless the discrepancy has
been corrected by modifying the ILS receiver in accordance with
AlliedSignal Electronic and Avionics Systems Service Bulletin M-4431
(RIA-35B-34-7), Revision 1, dated May 1998.
(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, International Branch, ANM-116, FAA,
Transport Airplane Directorate. Operators shall submit their
requests through an appropriate FAA Principal Operations Inspector
or Principal Avionics Inspector, who may add comments and then send
it to the Manager, International Branch, ANM-116.
Note 4: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the International Branch, ANM-116.
(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 August 28, 1998.
Issued in Renton, Washington, on August 6, 1998.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 98-21656 Filed 8-12-98; 8:45 am]
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