[Federal Register Volume 61, Number 17 (Thursday, January 25, 1996)]
[Rules and Regulations]
[Pages 2095-2099]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-1102]



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 Rules and Regulations
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  Federal Register / Vol. 61, No. 17 / Thursday, January 25, 1996 / 
Rules and Regulations  

[[Page 2095]]


DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 95-NM-55-AD; Amendment 39-9494; AD 96-02-06]


Airworthiness Directives; Boeing Models 727, 737, and 747 Series 
Airplanes; McDonnell Douglas Model 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 Series Airplanes; Fokker Models F28 Mark 
1000, 2000, 3000, 4000, and 0100 Series Airplanes; and British 
Aerospace Model Avro 146-RJ Series Airplanes

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: This amendment supersedes two existing airworthiness 
directives (AD), applicable to certain transport category airplanes 
equipped with certain Honeywell Standard Windshear Detection Systems 
(WSS). Those AD's currently require a revision to the FAA-approved 
Airplane Flight Manual (AFM) to alert the flightcrew of the potential 
for significant delays in the WSS detecting windshear when the flaps of 
the airplane are in transition. Those AD's were prompted by a report of 
an accident during which an airplane encountered severe windshear 
during a missed approach. This amendment requires that the currently-
installed line replaceable unit (LRU) be replaced with a modified LRU 
having new software that eliminates delays in the WSS detecting 
windshear when the flaps of the airplane are in transition. The actions 
specified by this AD are intended to prevent significant delays in the 
WSS detecting hazardous windshear, which could lead to the loss of 
flight path control.

EFFECTIVE DATE: February 26, 1996.

ADDRESSES: Information concerning this AD may be obtained from or 
examined at the Federal Aviation Administration (FAA), Transport 
Airplane Directorate, Rules Docket, 1601 Lind Avenue, SW., Renton, 
Washington; or at the FAA, Los Angeles Aircraft Certification Office, 
Transport Airplane Directorate, 3960 Paramount Boulevard, Lakewood, 
California.

FOR FURTHER INFORMATION CONTACT: J. Kirk Baker, Aerospace Engineer, 
Systems and Equipment Branch, ANM-130L, FAA, Los Angeles Aircraft 
Certification Office, 3960 Paramount Boulevard, Lakewood, California 
90712; telephone (310) 627-5345; fax (310) 627-5210.

SUPPLEMENTARY INFORMATION: A proposal to amend part 39 of the Federal 
Aviation Regulations (14 CFR part 39) by superseding AD 95-04-01, 
amendment 39-9153 (60 FR 9619, February 21, 1995), and AD 95-09-05, 
amendment 39-9208 (60 FR 20887, April 28, 1995) that was corrected on 
May 12, 1995 (60 FR 26824, May 19, 1995); was published in the Federal 
Register on June 13, 1995 (60 FR 31122). The proposed action is 
applicable to certain transport category airplanes equipped with 
certain Honeywell Standard Windshear Detection Systems (WSS). The 
action proposed to require replacement of the currently-installed line 
replaceable unit (LRU) with a modified LRU having new software that 
eliminates delays in the WSS detecting windshear when the flaps of the 
airplane are in transition.
    Interested persons have been afforded an opportunity to participate 
in the making of this amendment. Due consideration has been given to 
the comments received. -
    One commenter supports the proposed rule.
    One commenter requests that the proposal be withdrawn since 
unmodified WSS's provide the necessary level of safety required for 
windshear detection. Furthermore, the commenter states that existing 
AD's 95-04-01 and 95-09-05, which require that specific operational 
procedures be followed, ensure that the flightcrews are properly 
trained on the peculiarities of the Honeywell WSS. -
    The FAA does not concur. The FAA finds that the unsafe condition 
will be positively addressed by installing new software in the LRU that 
will eliminate delays in the WSS detecting windshear when the flaps of 
the airplane are in transition. Additionally, the FAA has determined 
that long term continued operational safety will be better assured by 
design changes to remove the source of the problem, rather than by 
performing special operating procedures. Performing long-term special 
operating procedures may not be providing the degree of safety 
assurance necessary for affected airplanes in the fleet. This, coupled 
with a better understanding of the human factors associated with 
numerous continual special procedures, has led the FAA to consider 
placing less emphasis on special procedures and more emphasis on design 
improvements. This requirement for modification of the software is in 
consonance with these considerations.
    One commenter requests a revision to part 121 or part 135 of the 
Federal Aviation Regulations (FAR) (14 CFR 121 or 135), since the 
proposal does not address the root problem. The commenter states that 
the proposal addresses ``reactive'' WSS's but, since ``predictive'' 
systems are now available, they should be required equipment on all 
aircraft. The commenter contends that the ultimate solution to the 
problem would be to require airborne predictive windshear detection 
equipment, in conjunction with ground-based detection equipment, on all 
airplanes operating in accordance with FAR part 121 or 135.
    The FAA does not concur. According to section 39.1 (``Airworthiness 
directives'') of the FAR (14 CFR 39.1), the issuance of an AD is based 
on the finding that an unsafe condition exists or is likely to develop 
in a product of a particular type design. This AD is based on such a 
finding; it is the result of an investigation into the cause of an 
accident involving a transport category airplane equipped with 
Honeywell Standard Windshear Detection System. That investigation 
revealed that a design feature in the windshear computer delayed 
detection of windshear when the airplane's flaps were in transition. 
From this investigation, the FAA determined that an unsafe condition 
exists with regard to the flightcrew 

[[Page 2096]]
being unaware of the potential for significant delays in the WSS 
detecting windshear when the flaps of the airplane are in transition. 
The issuance of this AD is to correct that unsafe condition. While the 
commenter's request to require installation of specific equipment for 
operation of air carriers or air taxis in accordance with part 121 or 
part 135 has merit, it is clearly beyond the scope of this AD action.
    One commenter requests a change in the applicability from the 
proposed manufacturers of the airplanes to Honeywell, the manufacturer 
of the faulty WSS's. The FAA does not concur in this case. While it is 
assumed that an operator will know the models of airplanes it operates, 
there is a potential that the operator will not know or be immediately 
aware of specific items that are installed on its airplanes. The FAA 
reasons that, by calling out all of the manufacturers of the airplane 
models on which the subject item is likely to be installed, it will 
prevent ``unknowing non-compliance'' with the AD on the part of the 
operator.-
    One commenter requests a revision to the proposal to include a 
requirement to install placards in all airplanes to warn flightcrews of 
the potential for significant delays in the WSS detecting windshear. 
This commenter states that, since the WSS's on all airplanes within an 
operator's fleet will not be modified simultaneously, the flightcrew 
may not know whether the airplane has a modified or unmodified WSS. 
This commenter contends that these proposed placards would minimize the 
possibility for confusion as to the operating characteristics of the 
specific WSS on the airplane. -
    The FAA does not concur. The FAA finds that safety of the fleet of 
affected airplanes will be ensured by the requirements of AD 95-04-01 
and AD 95-09-04 [and retained in paragraph (a) of the final rule], 
which require a limitation to the FAA-approved Airplane Flight Manual 
(AFM) to alert the flightcrew of the potential for significant delays 
in the WSS detecting windshear when the flaps of the airplane are in 
transition. Typically, placards that are used in the cockpit are brief 
and provide pilots with information that highlights significant changes 
(i.e., labeling specific equipment inoperative). Longer, more detailed 
changes to systems, such as that required by paragraph (a) of the final 
rule, are normally detailed in the AFM. Therefore, the FAA finds that 
the requiring the installation of a placard in the cockpit to warn 
pilots of the potential for significant delays in the WSS detecting 
windshear would not significantly enhance safety. Conversely, the FAA 
has received comments to other rulemaking actions from operators 
indicating that an overabundance of placards in the cockpit tends to 
clutter the cockpit, which would make it easy for the flightcrew to 
overlook important operational changes that require the pilot to take 
necessary action. -
    One commenter requests a revision to paragraph (a) of the proposal, 
which restates the requirements of AD 95-04-01 and AD 95-09-05. 
Proposed paragraph (a) requires a revision to the FAA-approved AFM to 
alert the flightcrew of the potential for significant delays in the WSS 
detecting windshear when the flaps of the airplane are in transition. 
The commenter requests the inclusion of references to the roll rate 
desensitizing feature, which the commenter states would increase 
flightcrew confidence in the system to detect windshear in all 
configurations. -
    The FAA does not concur. During certification testing, the FAA 
evaluated the effects of bank angles and roll rates, and determined 
that roll rates high enough to cause desensitization will produce the 
15-degree bank angle that is noted in the AFM limitation required by 
paragraph (a) of the final rule. The FAA has reviewed all currently 
available data and finds that changes to paragraph (a) of the final 
rule to incorporate roll rate compensations are not warranted. However, 
paragraph (b) of the final rule has been changed to recommend revising 
the AFM limitation [required by paragraph (a) of the final rule] 
following installation of a modified LRU. The newly revised AFM 
limitation alerts pilots that sustained banks greater than 15 degrees 
will desensitize the WSS and that the potential exists for delays in 
the WSS detecting windshear. -
    Several commenters object to the proposed requirement of paragraph 
(b) to replace the currently installed LRU with a modified LRU having 
new software that eliminates delays in the WSS detecting windshear when 
the flaps of the airplane are in transition. Several commenters state 
that the proposed replacement is unnecessary since such replacement 
would not enhance safety of the affected airplanes. One of these 
commenters notes that the proposed replacement requirement would result 
in changes in aircraft configuration that may increase nuisance alerts, 
since the sensitivity reduction factor would be totally eliminated 
during flap transition. -
    The FAA does not concur. The criteria for reactive windshear 
systems state that a warning shall be issued once the windshear is 
encountered. The criteria also consider the airplane's available 
performance and the system's propensity for nuisance alerts due to 
turbulence. The FAA evaluates compliance with these criteria based upon 
the system's ability to issue timely warnings in all reasonably 
expected conditions. The FAA finds that encountering windshear during 
flap transition is a reasonably expected condition, vis-a-vis the 
accident during which an airplane encountered severe windshear during a 
missed approach. -
    Further, the FAA has determined that conducting missed approaches, 
prior to encountering windshear, is a reasonably probable scenario. In 
such a scenario, the pilot would rely on prior knowledge attained in 
FAA-required training to recognize and recover from a windshear 
encounter, such as that provided in ``Windshear Training Aid,'' 
Revision 1, dated February 1990. Therefore, the pilot would likely 
determine that windshear has been encountered before the detection 
system actually detects the phenomena since the WSS is intended to be 
strictly an adjunct system, not a sole or primary system. The windshear 
training that pilots receive instructs the pilot not to retract the 
airplane's flaps in this scenario. However, if the pilot does not 
believe that windshear has been encountered, the pilot may execute a 
normal go-around and retract the flaps, due to what the pilot perceives 
to be an unstable approach. Therefore, the FAA considers any delay in 
windshear detection to be unacceptable while the airplane's flaps are 
in transition. Consequently, the FAA finds that any improvement in 
warning time for the pilot will enhance safety for the affected 
airplanes. -
    Further, the FAA does not concur that installation of a modified 
LRU, and consequently, removal of the windshear warning delay during 
flap transition, would result in an increase in nuisance alerts. The 
FAA has reviewed all available data and cannot substantiate the 
commenter's assertion that elimination of the sensitivity reduction 
factor during flap transition would result in an increase in nuisance 
alerts. The FAA finds that the flaps are usually extended at altitudes 
higher than the altitude at which the system is armed. Furthermore, the 
FAA considers conducting a go-around with strong turbulence (excluding 
actual windshear conditions) to be a highly unlikely combination of 
events. Additionally, the FAA will evaluate the modified Honeywell 
windshear computer to determine compliance with the nuisance alert 
criteria, discussed above. -
    Several commenters request an extension to the proposed compliance 

[[Page 2097]]
    time of 24 months for the replacement of the LRU. These commenters 
suggest that a compliance time of 36 months would be more appropriate 
to accommodate the time necessary to amend the supplemental type 
certificate (STC) and revise the parts manufacture approval. One of 
these commenters states that, since airplanes are prohibited from 
flying with a mixture of modified and unmodified units, this extension 
is necessary to ensure that Honeywell will be able to provide an 
adequate number of modified units to the affected fleet.
    The FAA concurs. The FAA has verified with the manufacturer that 
the lead time for developing the required LRU will exceed the proposed 
compliance time of 24 months. Further, the FAA has determined that 
extending the compliance time to the suggested 36 months will 
accommodate the time necessary for the manufacturer to develop, test, 
and certify these units. The FAA finds that this 12-month extension 
will not adversely affect safety significantly. Therefore, paragraph 
(b) of the final rule has been revised accordingly.
    One commenter requests that the proposed 24-month compliance time 
for replacement of the LRU be shortened to 12 months. This commenter 
suggests that the proposed compliance time may be too long, in light of 
the catastrophic consequences of the identified unsafe condition.
    The FAA does not concur that a shorter compliance time is 
appropriate. The proposed 24-month compliance time was based on the 
time originally estimated as necessary for operators to obtain modified 
LRU's, plus the time necessary for operators to install that modified 
LRU on the affected fleet. However, in light of the information 
received concerning availability of these required parts, as discussed 
above, the FAA has determined that a more appropriate time for 
accomplishing the replacement of the LRU is 36 months. The FAA 
considers that the AFM limitation currently required by AD 95-04-01 and 
AD 95-09-05 [and retained in paragraph (a) of the final rule] will 
ensure safety in the interim until the LRU's can be replaced.
    One commenter requests a revision to paragraph (b) of the proposal 
to specify that the modified LRU have software that would eliminate the 
horizontal portion of the flap rate compensation feature only. The 
commenter contends that removal of the vertical portion of the flap 
rate compensation feature will increase nuisance alerts and will 
minimally improve the time it takes for the WSS to detect hazardous 
windshear when the flaps of the airplane are in transition.
    The FAA does not concur. Since paragraph (b) of the final rule 
requires that the FAA approve all replacement LRU's, the FAA approval 
will include, among other factors, a review of the system's 
susceptibility to nuisance warnings caused by both horizontal and 
vertical compensations.
    Two commenters request an extension to the proposed compliance time 
of 12 months required by paragraph (c), which prohibits installation of 
unmodified LRU's. One of these commenters states that a 12-month 
extension would allow Honeywell, the manufacturer of these WSS's, 
sufficient time to develop and manufacture an adequate number of 
modified units. The other commenter suggests that an extension of 6 
months would allow operators ample time to remove and return the units 
to Honeywell to be reprogrammed.
    The FAA concurs that a 6-month extension to the compliance time is 
appropriate. The FAA has confirmed that the manufacturer will require 
18 months to manufacture an adequate number of units. The FAA has 
determined that such an extension to the compliance time will not 
compromise the safety of the affected airplanes, and that the currently 
required operating limitations will provide an acceptable level of 
safety in the interim. Therefore, paragraph (c) of the final rule has 
been revised to prohibit, installation of unmodified LRU's as of 18 
months after the effective date of the AD.
    One commenter supports the proposed rule, but recommends that the 
proposed 12-month compliance time of paragraph (c), which prohibits 
installation of unmodified LRU's, be shortened to 6 months. This 
commenter states that, in light of the accident that prompted this AD 
action, 12 months may be too long to permit unmodified LRU's to be 
installed on the affected airplanes.
    The FAA does not concur. Based upon the information received 
concerning the new schedule for the availability of required parts, 
discussed above, the FAA finds it necessary to extend this compliance 
time to 18 months.
    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.
    There are approximately 2,320 airplanes of the affected design in 
the worldwide fleet. The FAA estimates that 1,618 airplanes of U.S. 
registry will be affected by this AD.
    The actions that are currently required by AD's 95-04-01 and 95-09-
05 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 on U.S. operators of the actions currently required is 
estimated to be $97,080, or $60 per airplane.
    The new actions that are required by this new AD will take 
approximately 10 work hours per airplane to accomplish, at an average 
labor rate of $60 per work hour. Required parts will be provided by 
Honeywell at not cost to operators. Based on these figures, the cost 
impact on U.S. operators of the new requirements of this AD is 
estimated to be $970,800, or $600 per airplane.
    The cost impact figures discussed above are based on assumptions 
that no operator has yet accomplished any of the requirements of this 
AD action, and that no operator would accomplish those actions in the 
future if this AD were not adopted.
    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. 
    
[[Page 2098]]


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 USC 106(g),40113, 44701.


Sec. 39.13  [Amended]

    -2. Section 39.13 is amended by removing amendments 39-9153 (60 FR 
9619, February 21, 1995) and 39-9208 (60 FR 20887, April 28, 1995), and 
by adding a new airworthiness directive (AD), amendment 39-9494, to 
read as follows:

96-02-06 Boeing; McDonnell Douglas; Lockheed; Fokker; and British 
Aerospace Regional Aircraft Limited, AVRO International Aerospace 
Division (Formerly British Aerospace, plc; British Aerospace 
Commercial Aircraft, Limited): Amendment 39-9494. Docket 95-NM-55-
AD. Supersedes AD 95-04-01, Amendment 39-9153; and AD 95-09-05, 
Amendment 39-9208.

    Applicability: The following models and series of airplanes, 
certificated in any category, equipped with Honeywell Standard 
Windshear Detection Systems (WSS):

----------------------------------------------------------------------------------------------------------------
   Manufacturer and model of airplane         Type of computer                        Part Nos.                 
----------------------------------------------------------------------------------------------------------------
Boeing 727-100 and -200................  Standard Windshear          4061048-902, -903, and -904, 4068054-901,  
                                          (Honeywell STC).            4068060-901.                              
Boeing 737-100 and -200................  Standard Windshear          4061048-903, -904, and -905, 4068058-903.  
                                          (Honeywell STC).                                                      
Boeing 737-200.........................  Performance Management      4050730-904 through -911, 4051819-906.     
                                          (Honeywell STC).                                                      
Boeing 737-300.........................  Standard Windshear          4068060-901.                               
                                          (Honeywell STC).                                                      
Boeing 747-100 and -200................  Standard Windshear          4061048-904.                               
                                          (Honeywell STC).                                                      
McDonnell Douglas DC-8-50, -60, and -70  Standard Windshear          4068046-903.                               
                                          (Honeywell STC).                                                      
McDonnell Douglas DC-9-10, -21, -31, -   Standard Windshear          4068046-901, -902, 4068048-901, -902.      
 41, and -51.                             (Honeywell STC)-.                                                     
McDonnell Douglas DC-9-80 and MD-88....  Windshear (OEM TC)........  4059845-902.                               
McDonnell Douglas MD-90-30.............  Windshear (OEM TC)........  4059845-910.                               
McDonnell Douglas MD-11................  Flight Control (OEM TC)...  4059001-901 through -905 (with windshear   
                                                                      option selected).                         
Lockheed L-1011-385-1, -385-1-14, -385-  Standard Windshear (OEM     4068044-901.                               
 1-15, and -385-3.                        TC).                                                                  
Fokker F28 Mark 1000, 2000, 3000, and    Standard Windshear          4068052-901.                               
 4000.                                    (Honeywell STC).                                                      
Fokker F28 Mark 0100...................  Flight Management (OEM TC)  4052502-951 (with windshear option         
                                                                      selected).                                
British Aerospace Avro 146-RJ70A, -      Flight Control (OEM TC)...  4068300-902.                               
 RJ85A, and -RJ100A.                                                                                            
----------------------------------------------------------------------------------------------------------------

    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 use the authority 
provided in paragraph (d) 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 significant delays in the Honeywell Standard 
Windshear Detection Systems (WSS) detecting hazardous windshear, 
which could lead to the loss of flight path control, accomplish the 
following:
    (a) Revise the Limitations Section of the FAA-approved Airplane 
Flight Manual (AFM) to include the following statement, at the time 
specified in either paragraph (a)(1) or (a)(2) of this AD, as 
applicable. This may be accomplished by inserting a copy of this AD 
in the AFM.
    ``During sustained banks of greater than 15 degrees or during 
flap configuration changes, the Honeywell Windshear Detection and 
Recovery Guidance System (WSS) is desensitized and alerts resulting 
from encountering windshear conditions will be delayed.''
    (1) For all Boeing, McDonnell Douglas, Lockheed, and Fokker 
airplanes specified in the applicability statement of this AD: 
Within 14 days after March 8, 1995 (the effective date of AD 95-04-
01, amendment 39-9153).
    (2) For British Aerospace Model Avro airplanes specified in the 
applicability statement of this AD: Within 14 days after May 15, 
1995 (the effective date of AD 95-09-05, amendment 39-9208).
    (b) Within 36 months after the effective date of this AD, 
replace the currently-installed line replaceable unit (LRU) with a 
modified LRU having new software that eliminates delays in the WSS 
detecting windshear when the flaps of the airplane are in 
transition, in accordance with a method approved by the Manager, Los 
Angeles Aircraft Certification Office (ACO), FAA, Transport Airplane 
Directorate. Accomplishment of this replacement constitutes 
terminating action for the requirements of paragraph (a) of this AD; 
after the replacement has been accomplished, the AFM limitation 
required by paragraph (a) of this AD may be revised to read as 
follows:
    ``During sustained banks of greater than 15 degrees, the 
Honeywell Windshear Detection and Recovery Guidance System (WSS) is 
desensitized and alerts resulting from encountering windshear 
conditions will be delayed.''
    (c) As of 18 months after the effective date of this AD, no 
person shall install on any airplane an LRU that has not been 
modified in accordance with paragraph (b) of this AD. An unmodified 
LRU may be installed up to 18 months after the effective date of 
this AD, provided that, during that time, the AFM 

[[Page 2099]]
limitation required by paragraph (a) of this AD remains in effect.
    (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, Los Angeles ACO. Operators shall 
submit their requests through an appropriate FAA Principal 
Maintenance Inspector, who may add comments and then send it to the 
Manager, Los Angeles ACO.

    Note 2: Information concerning the existence of approved 
alternative methods of compliance with this AD, if any, may be 
obtained from the Los Angeles 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 February 26, 1996.

    Issued in Renton, Washington, on January 18, 1996.
Darrell M. Pederson,
Acting Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 96-1102 Filed 1-24-96; 8:45 am]
BILLING CODE 4910-13-U