Airworthiness Directives; Garmin International GMN-00962 GTS Processor Units, 18887-18890 [2021-07422]
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Federal Register / Vol. 86, No. 68 / Monday, April 12, 2021 / Rules and Regulations
(ii) Bombardier Global 5000 Aircraft
Maintenance Manual, Part II, Publication No.
BD–700 AMM, Revision 70, dated February
22, 2021, Chapter 27, ‘‘Flight Controls,’’
Subject 27–11–13, ‘‘Roll Control InputModule’’:
(A) Task 27–11–13–400–801, ‘‘Installation
of the Roll Control Input-Module’’ (including
Figure 401, ‘‘Roll Control Input–Module—
Removal/Installation’’);
(B) Task 27–11–13–720–801, ‘‘Functional
Test of the Roll Control Input-Module’’; and
(C) Task 27–11–13–820–801, ‘‘Adjustment
of the Roll Control Input-Module.’’
(iii) Bombardier Global 5000 Featuring
Global Vision Flight Deck Aircraft
Maintenance Manual, Part II, Publication No.
GL 5000 GVFD AMM, Revision 37, dated
February 22, 2021, Chapter 27, ‘‘Flight
Controls,’’ Subject 27–11–13, ‘‘Roll Control
Input-Module’’:
(A) Task 27–11–13–400–801, ‘‘Installation
of the Roll Control Input-Module’’ (including
Figure 401, ‘‘Roll Control Input-Module—
Removal/Installation’’);
(B) Task 27–11–13–720–801, ‘‘Functional
Test of the Roll Control Input-Module’’; and
(C) Task 27–11–13–820–801, ‘‘Adjustment
of the Roll Control Input-Module.’’
(iv) Bombardier Global 5500 Aircraft
Maintenance Manual, Part II, Publication No.
GL 5500 AMM, Revision 6, dated February
22, 2021, Chapter 27, ‘‘Flight Controls,’’
Subject 27–11–13, ‘‘Roll Control InputModule’’:
(A) Task 27–11–13–400–801, ‘‘Installation
of the Roll Control Input-Module’’ (including
Figure 401, ‘‘Roll Control Input-Module—
Removal/Installation’’);
(B) Task 27–11–13–720–801, ‘‘Functional
Test of the Roll Control Input-Module’’; and
(C) Task 27–11–13–820–801, ‘‘Adjustment
of the Roll Control Input-Module.’’
(v) Bombardier Global 6000 Aircraft
Maintenance Manual, Part II, Publication No.
GL 6000 AMM, Revision 38, dated February
22, 2021, Chapter 27, ‘‘Flight Controls,’’
Subject 27–11–13, ‘‘Roll Control InputModule’’:
(A) Task 27–11–13–400–801, ‘‘Installation
of the Roll Control Input-Module’’ (including
Figure 401, ‘‘Roll Control Input-Module—
Removal/Installation’’);
(B) Task 27–11–13–720–801, ‘‘Functional
Test of the Roll Control Input-Module’’; and
(C) Task 27–11–13–820–801, ‘‘Adjustment
of the Roll Control Input-Module.’’
(vi) Bombardier Global 6500 Aircraft
Maintenance Manual, Part II, Publication No.
GL 6500 AMM, Revision 7, dated February
22, 2021, Chapter 27, ‘‘Flight Controls,’’
Subject 27–11–13, ‘‘Roll Control InputModule’’:
(A) Task 27–11–13–400–801, ‘‘Installation
of the Roll Control Input-Module’’ (including
Figure 401, ‘‘Roll Control Input-Module—
Removal/Installation’’);
(B) Task 27–11–13–720–801, ‘‘Functional
Test of the Roll Control Input-Module’’; and
(C) Task 27–11–13–820–801, ‘‘Adjustment
of the Roll Control Input-Module.’’
(vii) Bombardier Global Express XRS
Aircraft Maintenance Manual, Part II,
Publication No. BD–700 XRS AMM, Revision
67, dated February 22, 2021, Chapter 27,
‘‘Flight Controls,’’ Subject 27–11–13, ‘‘Roll
Control Input-Module’’:
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(A) Task 27–11–13–400–801, ‘‘Installation
of the Roll Control Input-Module’’ (including
Figure 401, ‘‘Roll Control Input-ModuleRemoval/Installation’’);
(B) Task 27–11–13–720–801, ‘‘Functional
Test of the Roll Control Input-Module’’; and
(C) Task 27–11–13–820–801, ‘‘Adjustment
of the Roll Control Input-Module.’’
(3) For service information identified in
this AD, contact Bombardier, Inc., 400 CoˆteVertu Road West, Dorval, Que´bec H4S 1Y9,
Canada; telephone 514–855–5000; fax 514–
855–7401; email ac.yul@
aero.bombardier.com; internet https://
www.bombardier.com.
Note 7 to paragraph (l)(3): For obtaining
the tasks for Bombardier Global Express
Aircraft Maintenance Manual, Publication
No. BD–700 AMM, use Document
Identification No. GL 700 AMM.
Note 8 to paragraph (l)(3): For obtaining
the tasks for Bombardier Global 5000 Aircraft
Maintenance Manual, Publication No. BD–
700 AMM, use Document Identification No.
GL 5000 AMM.
Note 9 to paragraph (l)(3): For obtaining
the tasks for Bombardier Global Express XRS
Aircraft Maintenance Manual, Publication
No. BD–700 XRS AMM, use Document
Identification No. GL XRS AMM.
(4) You may view this service information
at the FAA, Airworthiness Products Section,
Operational Safety Branch, 2200 South 216th
St., Des Moines, WA. For information on the
availability of this material at the FAA, call
206–231–3195.
(5) You may view this service information
that is incorporated by reference at the
National Archives and Records
Administration (NARA). For information on
the availability of this material at NARA,
email fedreg.legal@nara.gov, or go to: https://
www.archives.gov/federal-register/cfr/ibrlocations.html.
Issued on April 2, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–07536 Filed 4–8–21; 11:15 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2020–0991; Project
Identifier AD–2020–00478–Q; Amendment
39–21509; AD 2021–08–15]
RIN 2120–AA64
Airworthiness Directives; Garmin
International GMN–00962 GTS
Processor Units
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
The FAA is adopting a new
airworthiness directive (AD) for certain
SUMMARY:
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18887
Garmin International (Garmin) GMN–
00962 GTS processor units (GTS 825,
GTS 855, GTS 8000). This AD was
prompted by reports of GTS processor
units issuing resolution advisories (RAs)
when no risk of collision or loss of
separation exists between the airplanes
involved. This AD requires updating the
software version of the affected GTS
Processor units. The FAA is issuing this
AD to address the unsafe condition on
these products.
DATES: This AD is effective May 17,
2021.
ADDRESSES: For service information
identified in this final rule, contact
Garmin International, Garmin Aviation
Support 1200 E. 151st Street, Olathe, KS
66062; phone: (866) 739–5687; website:
https://fly.garmin.com/fly-garmin/
support/. You may view this service
information at the FAA, Airworthiness
Products Section, Operational Safety
Branch, 901 Locust St., Kansas City, MO
64106. For information on the
availability of this material at the FAA,
call (816) 329–4148.
Examining the AD Docket
You may examine the AD docket at
https://www.regulations.gov by
searching for and locating Docket No.
FAA–2020–0991; or in person at Docket
Operations between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal
holidays. The AD docket contains this
final rule, any comments received, and
other information. The address for
Docket Operations is U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE,
Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Paul
Rau, Aviation Safety Engineer, Wichita
ACO Branch, FAA, 1801 Airport Road,
Wichita, KS 67209; phone: (316) 946–
4149; fax: (316) 946–4107; email:
paul.rau@faa.gov or Wichita-COS@
faa.gov.
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed
rulemaking (NPRM) to amend 14 CFR
part 39 by adding an AD that would
apply to Garmin GMN–00962 GTS
processor units (GTS 825, GTS 855, GTS
8000) with part number 011–02571–0( )
and software version 3.13 or earlier
(except version 3.12.1). The NPRM
published in the Federal Register on
December 14, 2020 (85 FR 80696). The
NPRM was prompted by seven reports
of false RAs involving aircraft equipped
with Garmin GMN–00962 GTS
processor configured for traffic collision
avoidance system II (TCAS II)
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(configuration marketed as GTS–8000
units). The Garmin GMN–00962 GTS
processor units are marketed by Garmin
as the GTS 825, GTS 855 or GTS 8000,
with the marketing name representing
the traffic system configuration.
A false RA occurs when there is no
risk of collision or loss of separation of
the airplanes. These false RAs result
from the GTS Processor software
potentially calculating incorrect range
rates. This results in traffic advisories or
RAs being generated when targets are
greater than 10 nautical miles (NM)
away. A TCAS event involving three or
more airplanes can result in mid-air
collision by increasing the risk that the
TCAS, in resolving the false RA with the
initial airplane, will create an actual
loss of separation with a third airplane.
This condition, if not addressed, could
result in an RA being generated when
no risk of loss of separation or risk of
collision exists between the airplanes
involved, which can lead to a mid-air
collision with a third airplane.
In the NPRM, the FAA proposed to
require updating the GTS processor unit
software. The FAA is issuing this AD to
address the unsafe condition on these
products.
The affected GTS processor units
were installed on the airplanes listed
below during production and via an
STC; however, the affected units may
have been installed on other airplane
models as a supplemental type
certificate (STC). Although the names
found in parenthesis may not be listed
on the type certificate, the manufacturer
may use those names as marketing
names for the airplanes.
• Textron Aviation Inc. (type
certificate previously held by Cessna
Aircraft Company) Model 525 (Cessna
Citation M2), Model 525B (Cessna
Citation CJ3+), Model Model 680
Sovereign, Model 680A Latitude, and
Model 700 (Cessna Citation Longitude);
• Embraer S.A. Model EMB–500
(Phenom 100) and Model EMB–505
(Phenom 300);
• Learjet Inc. Model 45 (Learjet 70)
and Model 45 (Learjet 75); and
• Viking Air Limited (type certificate
previously held by Shorts Brothers PLC,
Shorts Brothers Limited) Model SD3–60
SHERPA, modified by Field Aerospace
STC No. ST00865DE.
Discussion of Final Airworthiness
Directive Comments
The FAA received comments from six
commenters. The commenters were
Garmin, Learjet Inc. (Learjet), Textron
Aviation Inc. (Textron), NetJets, Field
Aerospace, and an individual. The
following presents the comments
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received on the NPRM and the FAA’s
response to each comment.
Supportive
An individual commenter supported
the NPRM without change.
Request Regarding Applicability
Garmin requested the FAA clarify the
AD applicability, as the proposed AD
applies to GTS 825 and GTS 855, which
are not affected by the false RA issue.
Garmin suggested that the FAA add a
clarifying statement to the background
section, and revise the applicability
paragraph to remove references to the
GTS 825 and GTS 855.
The FAA disagrees. This AD applies
to the GTS Processor part number 011–
02571–0( ) units with software version
3.13 or earlier, except software version
3.12.1. The GTS 825, GTS 855, and GTS
8000 marketing labels describe different
installation configurations rather than
different appliances. While the GTS
Processor will not generate false RAs
when configured as TAS (GTS 825) or
TCAS I (GTS 855), the appliance itself
is still susceptible to the issue, and the
unsafe condition would occur if an
operator enables the TCAS II option
without also updating the software.
The FAA did not change this AD
based on this comment.
Request Regarding Affected Aircraft
Field Aerospace stated that the
proposed AD would affect Shorts
Sherpa Model SD3–60 airplanes that
have been modified under Field
Aerospace STC No. ST00865DE.
The FAA agrees with this comment.
The FAA issued this AD against the
Garmin appliance because the unsafe
condition exists in the appliance. The
FAA has added Model SD3–60 SHERPA
airplanes modified by Field Aerospace
STC No. ST00865DE to the list of
known affected aircraft in the
background section. This is not an allinclusive list; all operators must check
their airplanes for the affected
appliance, regardless of whether the
model of their airplane is listed.
Request Regarding Unsafe Condition
Garmin requested the FAA add
information relevant to the actual risk in
the discussion of the unsafe condition
in the background section. Specifically,
Garmin stated that loss of separation
with a third airplane is not inevitable
when a false RA occurs. Garmin further
stated that the TCAS II implemented by
the GTS 8000 is capable of negotiating
threats with more than one airplane and
will adjust the RA in a situation should
loss of separation to a third airplane
result in a collision threat.
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The FAA disagrees. The unsafe
condition statement describes the
condition the FAA is trying to prevent;
as such, it does not describe all possible
outcomes. The FAA assessed the
likelihood of the unsafe condition in
determining whether an AD or other
action was warranted. While the FAA
acknowledges that no loss of separation
event has been associated with this
issue on Garmin equipment, a similar
issue with other TCAS II equipment has
resulted in loss of separation events.
Additionally, the rate of false RAs
observed with GTS Processor-equipped
aircraft far exceeds the acceptable
probability of a false RA due to a failure
of the system specified in Advisory
Circular No. 20–151C, Airworthiness
Approval of Traffic Alert and Collision
Avoidance Systems (TCAS II), Versions
7.0 & 7.1 and Associated Mode S
Transponders, dated July 21, 2017.
Further, the potential for a loss of
separation is not limited to the GTS
Processor-equipped aircraft, as the
second aircraft may also contain
equipment that attempts to resolve the
multi-threat encounter. Although the
TCAS II is capable of resolving conflicts
with more than one aircraft, since the
current design of TCAS RAs is limited
to vertical maneuvers, it is not able to
provide conflict resolution for all
encounters involving multiple aircraft.
The FAA did not change this AD
based on this comment.
Request Regarding Required Actions
and Compliance
Garmin requested the FAA revise the
AD to require updating the affected
software to version 3.12.1, or to version
3.14 or later. Garmin stated that, as
proposed, the AD would not allow
update of software to version 3.12.1,
which is not affected by the issue.
The FAA agrees with this comment.
The unsafe condition is also resolved in
version 3.12.1. The FAA has changed
the Required Actions and Compliance
paragraph to also allow updating the
GTS processor software to version
3.12.1.
Learjet, Textron, and NetJets
requested the FAA extend the
compliance time to allow adequate time
for the certification and deployment of
the required changes to all affected
products. Learjet requested a
compliance time of 18 months, while
Textron requested a compliance time of
24 months.
The FAA agrees. In addition to the
reasons provided by the commenters,
the FAA’s risk assessment, in
consideration of the ongoing pandemic
and resulting reduction in air traffic,
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supports extending the compliance time
from 12 to 24 months.
Request Regarding Costs
Textron requested the FAA update the
estimated cost information to include
additional work for Textron aircraft.
Textron stated it has prior agreements
with Garmin to accomplish this
software change as part of a package of
other product improvements, for a peraircraft cost of approximately $3,000.
The FAA disagrees with this
comment. The cost analysis in AD
rulemaking actions typically includes
only the costs associated with
complying with the AD. This AD does
not mandate the entire package of
changes for Textron aircraft.
The FAA has not made changes to
this AD based on this comment.
Request Regarding Certificate of
Airworthiness
Learjet requested the FAA revise the
AD to allow initial Certificates of
Airworthiness to be issued to newlymanufactured aircraft prior to
complying with the AD. Learjet stated
that certification of new software to
comply with the AD (software later than
version 3.13) will take a minimum of 9
months.
The FAA disagrees with this
comment. The AD does not prohibit the
issuance of a Certificate of
Airworthiness to eligible aircraft.
Newly-manufactured aircraft need to
comply with the AD actions within the
same timeframe as aircraft in the current
U.S. fleet.
The FAA has not made changes to
this AD based on this comment.
products. Except for minor editorial
changes and any other changes
described previously, this AD is
adopted as proposed in the NPRM.
None of the changes will increase the
economic burden on any operator.
Conclusion
Costs of Compliance
The FAA reviewed the relevant data,
considered any comments received, and
determined that air safety requires
adopting this AD as proposed.
Accordingly, the FAA is issuing this AD
to address the unsafe condition on these
The FAA estimates that this AD
affects 700 appliances installed on
airplanes of U.S. registry.
The FAA estimates the following
costs to comply with this AD:
Related Service Information
The FAA reviewed Garmin Service
Bulletin No. 2065, Revision A, dated
May 7, 2020; and Garmin Service
Bulletin No. 1948, Revision B, dated
March 26, 2020. These service bulletins
contain procedures for uploading the
software update to the GMN–00962 GTS
Processor units (GTS 825, GTS 855, GTS
8000).
ESTIMATED COSTS
Action
Labor cost
Update GTS Processor software ....................
4.00 work-hours × $85 per hour = $340 ........
Authority for This Rulemaking
Title 49 of the United States Code
specifies the FAA’s authority to issue
rules on aviation safety. Subtitle I,
section 106, describes the authority of
the FAA Administrator. Subtitle VII:
Aviation Programs, describes in more
detail the scope of the Agency’s
authority.
The FAA is issuing this rulemaking
under the authority described in
Subtitle VII, Part A, Subpart III, Section
44701: General requirements. Under
that section, Congress charges the FAA
with promoting safe flight of civil
aircraft in air commerce by prescribing
regulations for practices, methods, and
procedures the Administrator finds
necessary for safety in air commerce.
This regulation is within the scope of
that authority because it addresses an
unsafe condition that is likely to exist or
develop on products identified in this
rulemaking action.
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Regulatory Findings
This AD will not have federalism
implications under Executive Order
13132. This AD will not have a
substantial direct effect on the States, on
the relationship between the national
government and the States, or on the
distribution of power and
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responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that this AD:
(1) Is not a ‘‘significant regulatory
action’’ under Executive Order 12866,
(2) Will not affect intrastate aviation
in Alaska, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
The Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 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.
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Cost per
product
Parts cost
$0
§ 39.13
$340
Cost on U.S.
operators
$238,000
[Amended]
2. The FAA amends § 39.13 by adding
the following new airworthiness
directive:
■
2021–08–15 Garmin International:
Amendment 39–21509; Docket No.
FAA–2020–0991; Project Identifier AD–
2020–00478–Q.
(a) Effective Date
This airworthiness directive (AD) is
effective May 17, 2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Garmin International
GMN–00962 GTS processor units, part
number 011–02571–0( ), with software
version 3.13 or earlier, except software
version 3.12.1, installed on airplanes
certificated in any category. These units are
marketed as the GTS 825, GTS 855, or GTS
8000.
(d) Subject
Joint Aircraft System Component (JASC)
Code 3445, AIR COLLISION AVOIDANCE
SYSTEM (TCAS).
(e) Unsafe Condition
This AD was prompted by the GTS
processor unit issuing false resolution
advisories (RAs) when no risk of collision or
loss of separation exists between the
airplanes involved. A traffic collision
avoidance system (TCAS) event involving
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three or more airplanes can result in mid-air
collision by increasing the risk that the
TCAS, in resolving the false RA between the
initial airplane, will create an actual loss of
separation with a third airplane. The FAA is
issuing this AD to prevent these false RAs,
which can lead to a mid-air collision with a
third airplane.
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 71
[Docket No. FAA–2020–0823; Airspace
Docket No. 20–AAL–49]
(f) Required Action and Compliance
Within 24 months after the effective date
of this AD, update the GTS processor
software to a version that is not 3.13 or
earlier, except 3.12.1. Software version 3.12.1
does not contain the unsafe condition.
(g) Alternative Methods of Compliance
(AMOCs)
(1) The Manager, Wichita ACO Branch,
FAA, has the authority to approve AMOCs
for this AD, if requested using the procedures
found in 14 CFR 39.19. In accordance with
14 CFR 39.19, send your request to your
principal inspector or local Flight Standards
District Office, as appropriate. If sending
information directly to the manager of the
certification office, send it to the attention of
the person identified in Related Information.
(2) Before using any approved AMOC,
notify your appropriate principal inspector,
or lacking a principal inspector, the manager
of the local flight standards district office/
certificate holding district office.
(h) Related Information
(1) For more information about this AD,
contact Paul Rau, Aviation Safety Engineer,
Wichita ACO Branch, FAA, 1801 Airport
Road, Wichita, KS 67209; phone: (316) 946–
4149; fax: (316) 946–4107; email: paul.rau@
faa.gov or Wichita-COS@faa.gov.
(2) For service information identified in
this AD contact Garmin International,
Garmin Aviation Support 1200 E. 151st
Street, Olathe, KS 66062; phone: (866) 739–
5687; website: https://fly.garmin.com/flygarmin/support/. You may also view this
service information at FAA, Airworthiness
Products Section, Operational Safety Branch,
901 Locust St., Kansas City, MO 64106. For
information on the availability of this
material at the FAA, call (816) 329–4148.
Issued on April 7, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness
Division, Aircraft Certification Service.
[FR Doc. 2021–07422 Filed 4–9–21; 8:45 am]
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BILLING CODE 4910–13–P
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RIN 2120–AA66
Amendment To Separate Terminal
Airspace Areas From Norton Sound
Low, Woody Island Low, Control
1234L, and Control 1487L Offshore
Airspace Areas; Alaska
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
This action amends the
following Offshore Airspace Areas in
Alaska: Norton Sound Low, Woody
Island Low, Control 1234L, and Control
1487L. The FAA found an error with the
Offshore Airspace Legal Descriptions
containing airspace descriptions not
related to the need to apply IFR en route
Air Traffic Control services in
international airspace. This action
corrects that error by removing terminal
airspace, airspace associated with
geographic coordinates, and airspace
associated with NAVAIDs from the
Offshore Airspace legal descriptions.
DATES: Effective date 0901 UTC, June
17, 2021. The Director of the Federal
Register approves this incorporation by
reference action under 1 CFR part 51,
subject to the annual revision of FAA
Order 7400.11 and publication of
conforming amendments.
ADDRESSES: FAA Order 7400.11E,
Airspace Designations and Reporting
Points, and subsequent amendments can
be viewed online at https://
www.faa.gov/air_traffic/publications/.
For further information, you can contact
the Rules and Regulations Group,
Federal Aviation Administration, 800
Independence Avenue SW, Washington,
DC 20591; telephone: (202) 267 8783.
The Order is also available for
inspection at the National Archives and
Records Administration (NARA). For
information on the availability of FAA
Order 7400.11E at NARA, email:
fedreg.legal@nara.gov or go to https://
www.archives.gov/federal-register/cfr/
ibr-locations.html.
FOR FURTHER INFORMATION CONTACT:
Christopher McMullin, Rules and
Regulations Group, Office of Policy,
Federal Aviation Administration, 800
Independence Avenue SW, Washington,
DC 20591; telephone: (202) 267–8783.
SUPPLEMENTARY INFORMATION:
SUMMARY:
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Authority for This Rulemaking
The FAA’s authority to issue rules
regarding aviation safety is found in
Title 49 of the United States Code.
Subtitle I, Section 106 describes the
authority of the FAA Administrator.
Subtitle VII, Aviation Programs,
describes in more detail the scope of the
agency’s authority. This rulemaking is
promulgated under the authority
described in Subtitle VII, Part A,
Subpart I, Section 40103. Under that
section, the FAA is charged with
prescribing regulations to assign the use
of the airspace necessary to ensure the
safety of aircraft and the efficient use of
airspace. This regulation is within the
scope of that authority as it would
correct the Offshore Airspace legal
descriptions as necessary to preserve the
safe and efficient flow of air traffic
within the National Airspace System.
History
The FAA published a notice of
proposed rulemaking for Docket No.
FAA–2020–0823 in the Federal Register
(85 FR 59220; September 21, 2020)
reversing the final rule for Docket No.
FAA–2006–25852 in the Federal
Register (72 FR 31714; June 8, 2007; as
corrected 72 FR 37430, July 10, 2007)
that amended the offshore airspace
areas, including: Norton Sound Low,
Woody Island Low, Control 1234L, and
Control 1487L Offshore Airspace Areas;
Alaska, to include terminal airspace
previously thought to be excluded in the
Code of Federal Regulations. The
exclusionary language was
misinterpreted including all airspace
West of Longitude 160°. The FAA found
this interpretation to be in error, as the
exclusion only pertains to the area West
of Longitude 160° for the Alaskan
Peninsula. The Alaskan Peninsula does
not include the Aleutian Islands, nor
preclude the establishment of airspace
under CFR 71.71(c). Additionally, this
final rule corrects the final rule for
Docket No. FAA–2006–26164 in the
Federal Register (72 FR 5611; February
7, 2007) that revoked Class E Airspace
for Adak, ATKA, Cold Bay, Nelson
Lagoon, Saint George Island, Sand
Point, Shemya, St. Paul Island, and
Unalaska, AK as it was thought that
because these locations were within
Control 1234L, they should be
contained in the offshore airspace
description. This was in error, as
offshore airspace cannot be established
within 12 nautical miles (NM) of a
coastline of the United States (U.S.).
This action corrects these errors.
Interested parties were invited to
participate in this rulemaking effort by
submitting written comments on the
E:\FR\FM\12APR1.SGM
12APR1
]]>Agencies
[Federal Register Volume 86, Number 68 (Monday, April 12, 2021)]
[Rules and Regulations]
[Pages 18887-18890]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2021-07422]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2020-0991; Project Identifier AD-2020-00478-Q;
Amendment 39-21509; AD 2021-08-15]
RIN 2120-AA64
Airworthiness Directives; Garmin International GMN-00962 GTS
Processor Units
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) for
certain Garmin International (Garmin) GMN-00962 GTS processor units
(GTS 825, GTS 855, GTS 8000). This AD was prompted by reports of GTS
processor units issuing resolution advisories (RAs) when no risk of
collision or loss of separation exists between the airplanes involved.
This AD requires updating the software version of the affected GTS
Processor units. The FAA is issuing this AD to address the unsafe
condition on these products.
DATES: This AD is effective May 17, 2021.
ADDRESSES: For service information identified in this final rule,
contact Garmin International, Garmin Aviation Support 1200 E. 151st
Street, Olathe, KS 66062; phone: (866) 739-5687; website: https://fly.garmin.com/fly-garmin/support/. You may view this service
information at the FAA, Airworthiness Products Section, Operational
Safety Branch, 901 Locust St., Kansas City, MO 64106. For information
on the availability of this material at the FAA, call (816) 329-4148.
Examining the AD Docket
You may examine the AD docket at https://www.regulations.gov by
searching for and locating Docket No. FAA-2020-0991; or in person at
Docket Operations between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays. The AD docket contains this final rule, any
comments received, and other information. The address for Docket
Operations is U.S. Department of Transportation, Docket Operations, M-
30, West Building Ground Floor, Room W12-140, 1200 New Jersey Avenue
SE, Washington, DC 20590.
FOR FURTHER INFORMATION CONTACT: Paul Rau, Aviation Safety Engineer,
Wichita ACO Branch, FAA, 1801 Airport Road, Wichita, KS 67209; phone:
(316) 946-4149; fax: (316) 946-4107; email: [email protected] or
[email protected].
SUPPLEMENTARY INFORMATION:
Background
The FAA issued a notice of proposed rulemaking (NPRM) to amend 14
CFR part 39 by adding an AD that would apply to Garmin GMN-00962 GTS
processor units (GTS 825, GTS 855, GTS 8000) with part number 011-
02571-0( ) and software version 3.13 or earlier (except version
3.12.1). The NPRM published in the Federal Register on December 14,
2020 (85 FR 80696). The NPRM was prompted by seven reports of false RAs
involving aircraft equipped with Garmin GMN-00962 GTS processor
configured for traffic collision avoidance system II (TCAS II)
[[Page 18888]]
(configuration marketed as GTS-8000 units). The Garmin GMN-00962 GTS
processor units are marketed by Garmin as the GTS 825, GTS 855 or GTS
8000, with the marketing name representing the traffic system
configuration.
A false RA occurs when there is no risk of collision or loss of
separation of the airplanes. These false RAs result from the GTS
Processor software potentially calculating incorrect range rates. This
results in traffic advisories or RAs being generated when targets are
greater than 10 nautical miles (NM) away. A TCAS event involving three
or more airplanes can result in mid-air collision by increasing the
risk that the TCAS, in resolving the false RA with the initial
airplane, will create an actual loss of separation with a third
airplane. This condition, if not addressed, could result in an RA being
generated when no risk of loss of separation or risk of collision
exists between the airplanes involved, which can lead to a mid-air
collision with a third airplane.
In the NPRM, the FAA proposed to require updating the GTS processor
unit software. The FAA is issuing this AD to address the unsafe
condition on these products.
The affected GTS processor units were installed on the airplanes
listed below during production and via an STC; however, the affected
units may have been installed on other airplane models as a
supplemental type certificate (STC). Although the names found in
parenthesis may not be listed on the type certificate, the manufacturer
may use those names as marketing names for the airplanes.
Textron Aviation Inc. (type certificate previously held by
Cessna Aircraft Company) Model 525 (Cessna Citation M2), Model 525B
(Cessna Citation CJ3+), Model Model 680 Sovereign, Model 680A Latitude,
and Model 700 (Cessna Citation Longitude);
Embraer S.A. Model EMB-500 (Phenom 100) and Model EMB-505
(Phenom 300);
Learjet Inc. Model 45 (Learjet 70) and Model 45 (Learjet
75); and
Viking Air Limited (type certificate previously held by
Shorts Brothers PLC, Shorts Brothers Limited) Model SD3-60 SHERPA,
modified by Field Aerospace STC No. ST00865DE.
Discussion of Final Airworthiness Directive Comments
The FAA received comments from six commenters. The commenters were
Garmin, Learjet Inc. (Learjet), Textron Aviation Inc. (Textron),
NetJets, Field Aerospace, and an individual. The following presents the
comments received on the NPRM and the FAA's response to each comment.
Supportive
An individual commenter supported the NPRM without change.
Request Regarding Applicability
Garmin requested the FAA clarify the AD applicability, as the
proposed AD applies to GTS 825 and GTS 855, which are not affected by
the false RA issue. Garmin suggested that the FAA add a clarifying
statement to the background section, and revise the applicability
paragraph to remove references to the GTS 825 and GTS 855.
The FAA disagrees. This AD applies to the GTS Processor part number
011-02571-0( ) units with software version 3.13 or earlier, except
software version 3.12.1. The GTS 825, GTS 855, and GTS 8000 marketing
labels describe different installation configurations rather than
different appliances. While the GTS Processor will not generate false
RAs when configured as TAS (GTS 825) or TCAS I (GTS 855), the appliance
itself is still susceptible to the issue, and the unsafe condition
would occur if an operator enables the TCAS II option without also
updating the software.
The FAA did not change this AD based on this comment.
Request Regarding Affected Aircraft
Field Aerospace stated that the proposed AD would affect Shorts
Sherpa Model SD3-60 airplanes that have been modified under Field
Aerospace STC No. ST00865DE.
The FAA agrees with this comment. The FAA issued this AD against
the Garmin appliance because the unsafe condition exists in the
appliance. The FAA has added Model SD3-60 SHERPA airplanes modified by
Field Aerospace STC No. ST00865DE to the list of known affected
aircraft in the background section. This is not an all-inclusive list;
all operators must check their airplanes for the affected appliance,
regardless of whether the model of their airplane is listed.
Request Regarding Unsafe Condition
Garmin requested the FAA add information relevant to the actual
risk in the discussion of the unsafe condition in the background
section. Specifically, Garmin stated that loss of separation with a
third airplane is not inevitable when a false RA occurs. Garmin further
stated that the TCAS II implemented by the GTS 8000 is capable of
negotiating threats with more than one airplane and will adjust the RA
in a situation should loss of separation to a third airplane result in
a collision threat.
The FAA disagrees. The unsafe condition statement describes the
condition the FAA is trying to prevent; as such, it does not describe
all possible outcomes. The FAA assessed the likelihood of the unsafe
condition in determining whether an AD or other action was warranted.
While the FAA acknowledges that no loss of separation event has been
associated with this issue on Garmin equipment, a similar issue with
other TCAS II equipment has resulted in loss of separation events.
Additionally, the rate of false RAs observed with GTS Processor-
equipped aircraft far exceeds the acceptable probability of a false RA
due to a failure of the system specified in Advisory Circular No. 20-
151C, Airworthiness Approval of Traffic Alert and Collision Avoidance
Systems (TCAS II), Versions 7.0 & 7.1 and Associated Mode S
Transponders, dated July 21, 2017. Further, the potential for a loss of
separation is not limited to the GTS Processor-equipped aircraft, as
the second aircraft may also contain equipment that attempts to resolve
the multi-threat encounter. Although the TCAS II is capable of
resolving conflicts with more than one aircraft, since the current
design of TCAS RAs is limited to vertical maneuvers, it is not able to
provide conflict resolution for all encounters involving multiple
aircraft.
The FAA did not change this AD based on this comment.
Request Regarding Required Actions and Compliance
Garmin requested the FAA revise the AD to require updating the
affected software to version 3.12.1, or to version 3.14 or later.
Garmin stated that, as proposed, the AD would not allow update of
software to version 3.12.1, which is not affected by the issue.
The FAA agrees with this comment. The unsafe condition is also
resolved in version 3.12.1. The FAA has changed the Required Actions
and Compliance paragraph to also allow updating the GTS processor
software to version 3.12.1.
Learjet, Textron, and NetJets requested the FAA extend the
compliance time to allow adequate time for the certification and
deployment of the required changes to all affected products. Learjet
requested a compliance time of 18 months, while Textron requested a
compliance time of 24 months.
The FAA agrees. In addition to the reasons provided by the
commenters, the FAA's risk assessment, in consideration of the ongoing
pandemic and resulting reduction in air traffic,
[[Page 18889]]
supports extending the compliance time from 12 to 24 months.
Request Regarding Costs
Textron requested the FAA update the estimated cost information to
include additional work for Textron aircraft. Textron stated it has
prior agreements with Garmin to accomplish this software change as part
of a package of other product improvements, for a per-aircraft cost of
approximately $3,000.
The FAA disagrees with this comment. The cost analysis in AD
rulemaking actions typically includes only the costs associated with
complying with the AD. This AD does not mandate the entire package of
changes for Textron aircraft.
The FAA has not made changes to this AD based on this comment.
Request Regarding Certificate of Airworthiness
Learjet requested the FAA revise the AD to allow initial
Certificates of Airworthiness to be issued to newly-manufactured
aircraft prior to complying with the AD. Learjet stated that
certification of new software to comply with the AD (software later
than version 3.13) will take a minimum of 9 months.
The FAA disagrees with this comment. The AD does not prohibit the
issuance of a Certificate of Airworthiness to eligible aircraft. Newly-
manufactured aircraft need to comply with the AD actions within the
same timeframe as aircraft in the current U.S. fleet.
The FAA has not made changes to this AD based on this comment.
Conclusion
The FAA reviewed the relevant data, considered any comments
received, and determined that air safety requires adopting this AD as
proposed. Accordingly, the FAA is issuing this AD to address the unsafe
condition on these products. Except for minor editorial changes and any
other changes described previously, this AD is adopted as proposed in
the NPRM. None of the changes will increase the economic burden on any
operator.
Related Service Information
The FAA reviewed Garmin Service Bulletin No. 2065, Revision A,
dated May 7, 2020; and Garmin Service Bulletin No. 1948, Revision B,
dated March 26, 2020. These service bulletins contain procedures for
uploading the software update to the GMN-00962 GTS Processor units (GTS
825, GTS 855, GTS 8000).
Costs of Compliance
The FAA estimates that this AD affects 700 appliances installed on
airplanes of U.S. registry.
The FAA estimates the following costs to comply with this AD:
Estimated Costs
----------------------------------------------------------------------------------------------------------------
Cost per Cost on U.S.
Action Labor cost Parts cost product operators
----------------------------------------------------------------------------------------------------------------
Update GTS Processor software......... 4.00 work-hours x $85 $0 $340 $238,000
per hour = $340.
----------------------------------------------------------------------------------------------------------------
Authority for This Rulemaking
Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, section 106, describes the
authority of the FAA Administrator. Subtitle VII: Aviation Programs,
describes in more detail the scope of the Agency's authority.
The FAA is issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701: General requirements.
Under that section, Congress charges the FAA with promoting safe flight
of civil aircraft in air commerce by prescribing regulations for
practices, methods, and procedures the Administrator finds necessary
for safety in air commerce. This regulation is within the scope of that
authority because it addresses an unsafe condition that is likely to
exist or develop on products identified in this rulemaking action.
Regulatory Findings
This AD will not have federalism implications under Executive Order
13132. This AD will not have a substantial direct effect 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.
For the reasons discussed above, I certify that this AD:
(1) Is not a ``significant regulatory action'' under Executive
Order 12866,
(2) Will not affect intrastate aviation in Alaska, 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.
The Amendment
Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:
PART 39--AIRWORTHINESS DIRECTIVES
0
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]
0
2. The FAA amends Sec. 39.13 by adding the following new airworthiness
directive:
2021-08-15 Garmin International: Amendment 39-21509; Docket No. FAA-
2020-0991; Project Identifier AD-2020-00478-Q.
(a) Effective Date
This airworthiness directive (AD) is effective May 17, 2021.
(b) Affected ADs
None.
(c) Applicability
This AD applies to Garmin International GMN-00962 GTS processor
units, part number 011-02571-0( ), with software version 3.13 or
earlier, except software version 3.12.1, installed on airplanes
certificated in any category. These units are marketed as the GTS
825, GTS 855, or GTS 8000.
(d) Subject
Joint Aircraft System Component (JASC) Code 3445, AIR COLLISION
AVOIDANCE SYSTEM (TCAS).
(e) Unsafe Condition
This AD was prompted by the GTS processor unit issuing false
resolution advisories (RAs) when no risk of collision or loss of
separation exists between the airplanes involved. A traffic
collision avoidance system (TCAS) event involving
[[Page 18890]]
three or more airplanes can result in mid-air collision by
increasing the risk that the TCAS, in resolving the false RA between
the initial airplane, will create an actual loss of separation with
a third airplane. The FAA is issuing this AD to prevent these false
RAs, which can lead to a mid-air collision with a third airplane.
(f) Required Action and Compliance
Within 24 months after the effective date of this AD, update the
GTS processor software to a version that is not 3.13 or earlier,
except 3.12.1. Software version 3.12.1 does not contain the unsafe
condition.
(g) Alternative Methods of Compliance (AMOCs)
(1) The Manager, Wichita ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or local Flight Standards District
Office, as appropriate. If sending information directly to the
manager of the certification office, send it to the attention of the
person identified in Related Information.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
(h) Related Information
(1) For more information about this AD, contact Paul Rau,
Aviation Safety Engineer, Wichita ACO Branch, FAA, 1801 Airport
Road, Wichita, KS 67209; phone: (316) 946-4149; fax: (316) 946-4107;
email: [email protected] or [email protected].
(2) For service information identified in this AD contact Garmin
International, Garmin Aviation Support 1200 E. 151st Street, Olathe,
KS 66062; phone: (866) 739-5687; website: https://fly.garmin.com/fly-garmin/support/. You may also view this service information at
FAA, Airworthiness Products Section, Operational Safety Branch, 901
Locust St., Kansas City, MO 64106. For information on the
availability of this material at the FAA, call (816) 329-4148.
Issued on April 7, 2021.
Lance T. Gant,
Director, Compliance & Airworthiness Division, Aircraft Certification
Service.
[FR Doc. 2021-07422 Filed 4-9-21; 8:45 am]
BILLING CODE 4910-13-P
