Airworthiness Directives; Cessna Aircraft Company Models 208 and 208B Airplanes, 27725-27730 [E7-9398]
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Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations
responsibilities among the various
levels of government.
For the reasons discussed above, I
certify that the regulation:
1. Is not a ‘‘significant regulatory
action’’ under Executive Order 12866;
2. Is not a ‘‘significant rule’’ under the
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.
We prepared a regulatory evaluation
of the estimated costs to comply with
this AD and placed it in the AD docket.
See the ADDRESSES section for a location
to examine the regulatory evaluation.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Adoption of the Amendment
Accordingly, under the authority
delegated to me by the Administrator,
the FAA amends 14 CFR part 39 as
follows:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
§ 39.13
[Amended]
2. The Federal Aviation
Administration (FAA) amends § 39.13
by adding the following new
airworthiness directive (AD):
I
2007–10–09 Boeing: Amendment 39–15050.
Docket No. FAA–2005–22288;
Directorate Identifier 2005–NM–132–AD.
Effective Date
(a) This AD becomes effective June 1, 2007.
Affected ADs
(b) None.
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Applicability
(c) This AD applies to Boeing Model 747–
400 series airplanes, certificated in any
category; as identified in Boeing Alert
Service Bulletin 747–53A2660, dated
November 16, 2006.
Unsafe Condition
(d) This AD results from several reports
indicating that fatigue cracking was found in
upper deck floor beams made from 7000
series aluminum alloy. We are issuing this
AD to detect and correct cracking in the
upper deck floor beam at station 400, which
could extend and sever the floor beam. A
severed floor beam could result in loss of
controllability and rapid decompression of
the airplane.
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Compliance
(e) You are responsible for having the
actions required by this AD performed within
the compliance times specified, unless the
actions have already been done.
Repetitive Inspections and Corrective
Actions
(f) At the applicable times specified in
Table 1 of paragraph 1.E. of Boeing Alert
Service Bulletin 747–53A2660, dated
November 16, 2006, do the actions specified
in paragraphs (f)(1), (f)(2), and (f)(3) of this
AD and do all applicable corrective actions,
by accomplishing all the applicable actions
specified in the Accomplishment
Instructions of Boeing Alert Service Bulletin
747–53A2660, dated November 16, 2006;
except where the service bulletin specifies to
contact Boeing for appropriate action: Before
further flight, repair the crack using a method
approved in accordance with paragraph (g) of
this AD. Do all applicable corrective actions
before further flight.
(1) Repetitive detailed inspections for any
crack in the upper deck floor beam at the
intersection of the floor beam and frame on
both sides of the airplane.
(2) Repetitive open hole high frequency
eddy current (HFEC) inspections for any
crack in certain fastener holes at the
intersection of the floor beam upper chord
and the frame inner chord on both sides of
the airplane.
(3) Repetitive open hole HFEC inspections
for any crack in the upper deck floor beam
at all floor panel attachment fastener holes
through the forward and aft horizontal
flanges of the floor beam upper chord, from
the left body frame to the right body frame.
Alternative Methods of Compliance
(AMOCs)
(g)(1) The Manager, Seattle Aircraft
Certification Office (ACO), FAA, has the
authority to approve AMOCs for this AD, if
requested in accordance with the procedures
found in 14 CFR 39.19.
(2) To request a different method of
compliance or a different compliance time
for this AD, follow the procedures in 14 CFR
39.19. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(3) An AMOC that provides an acceptable
level of safety may be used for any repair
required by this AD, if it is approved by an
Authorized Representative for the Boeing
Commercial Airplanes Delegation Option
Authorization Organization who has been
authorized by the Manager, Seattle ACO, to
make those findings. For a repair method to
be approved, the repair must meet the
certification basis of the airplane, and the
approval must specifically refer to this AD.
Material Incorporated by Reference
(h) You must use Boeing Alert Service
Bulletin 747–53A2660, dated November 16,
2006, to perform the actions that are required
by this AD, unless the AD specifies
otherwise. The Director of the Federal
Register approved the incorporation by
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27725
reference of this document in accordance
with 5 U.S.C. 552(a) and 1 CFR part 51.
Contact Boeing Commercial Airplanes, P.O.
Box 3707, Seattle, Washington 98124–2207,
for a copy of this service information. You
may review copies at the FAA, Transport
Airplane Directorate, 1601 Lind Avenue,
S.W., Renton, Washington; or at the National
Archives and Records Administration
(NARA). For information on the availability
of this material at NARA, call 202–741–6030,
or go to: https://www.archives.gov/federalregister/cfr/ibr-locations.html.
Issued in Renton, Washington, on May 7,
2007.
Stephen P. Boyd,
Acting Manager, Transport Airplane
Directorate, Aircraft Certification Service.
[FR Doc. E7–9396 Filed 5–16–07; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–26498; Directorate
Identifier 2006–CE–83–AD; Amendment 39–
15056; AD 2007–10–15]
RIN 2120–AA64
Airworthiness Directives; Cessna
Aircraft Company Models 208 and
208B Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) to
supersede AD 2006–06–06, which
applies to certain Cessna Aircraft
Company (Cessna) Models 208 and
208B airplanes. AD 2006–06–06
currently requires you to incorporate
information into the applicable section
of the Airplane Flight Manual (AFM)
and Pilot’s Operating Handbook (POH)
and requires you to install placards.
Since we issued AD 2006–06–06,
Cessna issued new S1 Known Icing
Equipment AFM supplements and
developed a low airspeed awareness
system. Consequently, this AD requires
you to incorporate the applicable AFM
supplement revision and temporarily
retain the requirements of AD 2006–06–
06 until the above revisions are
incorporated. One of the AFM
requirements is the installation of a
functional low airspeed awareness
system to operate the airplane in known
icing conditions. We are issuing this AD
to assure that the pilot has enough
information and the necessary
equipment to prevent loss of control of
the airplane while in-flight during icing
conditions.
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Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations
This AD becomes effective on
June 21, 2007.
ADDRESSES: To get the service
information identified in this AD,
contact the Cessna Aircraft Company,
Product Support, P.O. Box 7706,
Wichita, Kansas 67277.
To view the AD docket, go to the
Docket Management Facility; U.S.
Department of Transportation, 400
Seventh Street, SW., Nassif Building,
Room PL–401, Washington, DC 20590–
001 or on the Internet at https://
dms.dot.gov. The docket number FAA–
2006–26498; Directorate Identifier
2006–CE–83–AD.
FOR FURTHER INFORMATION CONTACT:
Robert P. Busto, Aerospace Engineer,
Wichita Aircraft Certification Office,
FAA, 1801 Airport Road, Wichita,
Kansas 67209; telephone: (316) 946–
4157; fax: (316) 946–4107.
SUPPLEMENTARY INFORMATION:
DATES:
Discussion
On January 25, 2007, we issued a
proposal to amend part 39 of the Federal
Aviation Regulations (14 CFR part 39) to
include an AD that would apply to
Cessna Models 208 and 208B airplanes.
This proposal was published in the
Federal Register as a notice of proposed
rulemaking (NPRM) on February 1, 2007
(FR 72 4663). The NPRM proposed to
supersede AD 2006–06–06, which
currently requires you to incorporate
information into the applicable section
of the Airplane Flight Manual (AFM)
and Pilot’s Operating Handbook (POH)
and requires you to install placards. The
NPRM would require you to incorporate
new S1 Known Icing Equipment AFM
supplements and to install a low
airspeed awareness system.
Comments
We provided the public the
opportunity to participate in developing
this AD. The following presents the
comments received on the proposal and
FAA’s response to each comment. As
policy, we do not address anonymous
comments.
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Comment Issue No. 1: Provide More
Time for Installation of the Low
Airspeed Awareness System
Corporate Air, the Regional Air Cargo
Carriers Association (RACCA), and
Federal Express request an extension to
the compliance time for installing the
low airspeed awareness system. The
NPRM proposes a compliance time of 30
days, and the commenters want an
extension until September 2007 in order
to prevent unnecessary grounding of
their airplanes. The commenters state
that this should not present a safety
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15:37 May 16, 2007
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problem since the icing season does not
start until the end of September or early
October.
The FAA concurs that the compliance
time for the low airspeed awareness
system can be extended and will
increase it from 30 days to 90 days after
the effective date of the AD. Cessna has
issued new S1 Known Icing Equipment
AFM supplements, dated February 20,
2007. These supplements incorporate all
the actions from the NPRM, including
the requirement for the installation of a
functional low airspeed awareness
system when flying into known icing
conditions.
We are changing the final rule to
require the incorporation of the
applicable S1 Known Icing Equipment
AFM supplement, dated February 20,
2007, and to extend the compliance
time from 30 days to 90 days after the
effective date of the AD.
Comment Issue No. 2: Do Not Retain the
Actions From AD 2006–06–06
RACCA believes that there is no need
for the FAA to restate the actions of AD
2006–06–06 in the AD. The commenter
states that as soon as the new AD
becomes effective, the actions of AD
2006–06–06 are superseded and are no
longer necessary.
We concur that, as of the effective
date of the new AD, the actions of AD
2006–06–06 are superseded. However,
we are allowing 90 days after the
effective date of this AD before the new
actions must be incorporated. It is
essential to address the unsafe condition
and assure that the actions of AD 2006–
06–06 remain in effect until the actions
required by the new AD are
incorporated.
We have not made changes to the
final rule based on this comment.
Comment Issue No. 3: Clarify Whether
Alternative Methods of Compliance
(AMOC) Approved per AD 2006–06–06
Are Retained for This AD
Since the FAA is retaining the actions
of AD 2006–06–06 until the new actions
are done, RACCA questions whether it
is the FAA’s intent to allow the AMOCs
approved for AD 2006–06–06.
It is the FAA’s intent to retain the
AMOCs approved for AD 2006–06–06
during the 90-day compliance period
until the new actions are required.
We are changing the final rule to state
that AMOCs approved for AD 2006–06–
06 are approved for this AD until the
actions required by paragraph (e) of this
AD are done.
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Comment Issue No. 4: Concern About
the Reliability and Accuracy of the Low
Airspeed Awareness Alert System
Corporate Air expresses concern
about the reliability and accuracy of the
low airspeed awareness alert system.
The commenter did not request a
specific change other than the change in
compliance time referenced previously.
We infer that the commenter either
wants the requirement taken out of the
AD or the AD delayed until further
research can be done.
The FAA and Cessna conducted flight
tests of the low airspeed awareness
system during certification where the
system passed all certification tests and
was found acceptable. The system was
designed to meet reliability certification
requirements. We have determined that
a functional low airspeed awareness
system is necessary for the Cessna
Models 208 and 208B to safely operate
in known icing conditions.
We have not made changes to the
final rule based on this comment.
Comment Issue No. 5: Require
Equipment Other Than the Low
Airspeed Awareness System
Stephen McClure believes that there
will not be any benefit in safety from the
installation of the low airspeed
awareness system, because the airplane
airspeed indicators already fill the need.
He feels that pilots need to be trained to
avoid and/or exit icing conditions once
encountered. As an alternative, the
commenter believes a better wing ice
detection light system, automatic boot
cycling system, and Goodrich ice
detection system would provide a better
safety benefit than the low airspeed
awareness system.
We do not agree that the low airspeed
awareness system is not necessary and
have determined that it is necessary for
flight in known icing conditions. The
accident/incident history of the Model
208 indicates that pilots have not been
diligent in the management of the
aircraft when operating in icing
conditions, as aircraft performance can
decay very quickly. Additionally, the
accident that occurred in Moscow in
2006 and recent flight tests have shown
that the aural stall warning system does
not provide sufficient time before a stall
in all icing conditions. The low airspeed
awareness system addresses each of
these concerns by providing an alert
with sufficient time to allow pilots to
take the proper corrective action. The
commenter is correct in stating that
training pilots to avoid and/or exit icing
conditions is a prudent course of action.
Cessna has issued new S1 Known Icing
Equipment AFM supplements, dated
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Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations
February 20, 2007. These supplements
incorporate all the actions from the
NPRM, including the requirement for
the installation of a functional low
airspeed awareness system when flying
into known icing conditions.
We agree with the commenter that the
additional systems referenced would
enhance safety. However, the accident/
incident history on the Models 208 and
208B does not justify requiring the
installation of such equipment through
AD action. The pilot’s failure to detect
icing conditions has not been the
problem on the affected airplanes; the
problem has been having the
information, training, and/or equipment
necessary to operate safely once icing
conditions are encountered.
Additionally, the FAA examined the
effectiveness of auto deice boot cycling
during icing tunnel tests in 2005 and
discovered that, at typical speeds
associated with the Models 208 and
208B airplanes, the deice boot clearing
effectiveness was not significantly
improved over manually cycling at a
certain accretion thickness. Therefore,
the benefit of an automatic deice boot
cycling system would be to relieve pilot
workload. Service history on the Models
208 and 208B airplanes and many other
aircraft with manual boot cycling
systems does not justify the need to
mandate an automatic system.
We are changing the final rule to
require the incorporation of the
applicable S1 Known Icing Equipment
AFM supplement, dated February 20,
2007, and the extension of the
compliance time from 30 days to 90
days after the effective date of the AD.
Conclusion
We have carefully reviewed the
available data and determined that air
safety and the public interest require
27727
adopting the AD as proposed except for
the changes previously discussed and
minor editorial corrections. We have
determined that these changes and
minor corrections:
• Are consistent with the intent that
was proposed in the NPRM for
correcting the unsafe condition; and
• Do not add any additional burden
upon the public than is already
required.
Costs of Compliance
We estimate that this AD affects 765
airplanes in the U.S. registry.
The AD requires inserting the
applicable new S1 Known Icing
Equipment AFM supplement, dated
February 20, 2007, into the AFM/POH,
which includes the installation of a low
airspeed awareness alert system. We
estimate the following costs to do the
actions of this AD:
Labor cost
Parts cost
Total cost per
airplane
Total cost on
U.S. operators
22 work-hours × $80 per hour = $1,760 .....................................................................................
$6,440
$8,200
$6,273,000
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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.
We are 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 AD.
2. Is not a ‘‘significant rule’’ under the
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.
We prepared a summary of the costs
to comply with this AD (and other
information as included in the
Regulatory Evaluation) and placed it in
the AD Docket. You may get a copy of
this summary by sending a request to us
at the address listed under ADDRESSES.
Include ‘‘Docket No. FAA–2006–26498;
Directorate Identifier 2006–CE–83–AD’’
in your request.
Regulatory Findings
We have determined that 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;
Adoption of the Amendment
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List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Safety.
Accordingly, under 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:
I
PART 39—AIRWORTHINESS
DIRECTIVES
1. The authority citation for part 39
continues to read as follows:
I
Authority: 49 U.S.C. 106(g), 40113, 44701.
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§ 39.13
[Amended]
2. The FAA amends § 39.13 by
removing Airworthiness Directive (AD)
2006–06–06, Amendment 39–14514, (71
FR 13533, March 16, 2006), and adding
the following new AD:
I
2007–10–15 Cessna Aircraft Company:
Amendment 39–15056; Docket No.
FAA–2006–26498; Directorate Identifier
2006–CE–83–AD.
Effective Date
(a) This AD becomes effective on June 21,
2007.
Affected ADs
(b) This AD supersedes AD 2006–06–06,
Amendment 39–14514.
Applicability
(c) This AD applies to Models 208 and
208B, all serial numbers, that are certificated
in any category.
Unsafe Condition
(d) This AD results from our determination
that the revisions dated February 20, 2007, to
the S1 Known Icing Equipment AFM
supplement are necessary and should be
incorporated into the Airplane Flight Manual
(AFM)/Pilot’s Operating Handbook (POH);
and that a low airspeed awareness system
should be required when operating in known
icing conditions. We are issuing this AD to
assure that the pilot has enough information
and the necessary equipment to prevent loss
of control of the airplane while in-flight
during icing conditions.
New Actions Required by this AD
(e) Unless already done, within the next 90
days after the effective date of this AD,
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Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations
incorporate the applicable new S1 Known
Icing Equipment AFM supplement, dated
February 20, 2007, into the AFM/POH:
Document
Affects
(1) Model 208 (675 SHP) FAA-approved Flight Manual Supplement S1
‘‘Known Icing Equipment,’’ Cessna document D1352-S1–10, dated
February 20, 2007, or later FAA-approved revision that incorporates
the same information.
Cessna Model 208 airplanes with a Pratt & Whitney of Canada Ltd.,
PT6A–114A turboprop engine installed (675 SHP) or FAA-approved
engine of equivalent or higher horsepower installed, equipped with
airframe deicing pneumatic boots, that are not currently prohibited
from flight in known or forecast icing
Cessna Model 208 airplanes with a Pratt & Whitney of Canada Ltd.,
PT6A–114 turboprop engine installed (600 SHP) or FAA-approved
engine of equivalent horsepower installed, equipped with airframe
deicing pneumatic boots, that are not currently prohibited from flight
in known or forecast icing.
Cessna Model 208B airplanes with a Pratt & Whitney of Canada Ltd.,
PT6A–114A turboprop engine installed (675 SHP) or FAA-approved
engine of equivalent or higher horsepower installed, equipped with
airframe deicing pneumatic boots, that are not currently prohibited
from flight in known or forecast icing.
Cessna Model 208B airplanes with a Pratt & Whitney of Canada Ltd.,
PT6A–114 turboprop engine installed (600 SHP) or FAA-approved
engine of equivalent horsepower installed, equipped with airframe
deicing pneumatic boots, that are not currently prohibited from flight
in known or forecast icing.
(2) Model 208 (600 SHP) FAA-approved Flight Manual Supplement S1
‘‘Known Icing Equipment,’’ Cessna document D1307-S1–09, dated
February 20, 2007, or later FAA-approved revision that incorporates
the same information.
(3) Model 208B (675 SHP) FAA-approved Flight Manual Supplement
S1 ‘‘Known Icing Equipment,’’ Cessna document D1329-S1–10,
dated February 20, 2007, or later FAA-approved revision that incorporates the same information.
(4) Model 208B (600 SHP) FAA-approved Flight Manual Supplement
S1 ‘‘Known Icing Equipment,’’ Cessna document D1309-S1–10,
dated February 20, 2007, or later FAA-approved revision that incorporates the same information.
Note: The above supplements require the
installation of a functional low airspeed
awareness system. Cessna Service Bulletin
CAB06–11 and Service Kit SK 208–171, both
dated October 9, 2006, provide instructions
for such an installation.
(f) The owner/operator holding at least a
private pilot certificate as authorized by
section 43.7 of the Federal Aviation
Regulations (14 CFR 43.7) may insert the
information into the POH specified in all
paragraphs (e)(1) through (e)(4) of this AD.
Make an entry into the aircraft records
showing compliance with this portion of the
AD in accordance with section 43.9 of the
Federal Aviation Regulations (14 CFR 43.9).
Actions Retained From AD 2006–06–06
(g) The actions in paragraphs (h) and (i) of
this AD below are retained in this AD from
AD 2006–06–06. The new actions required by
this AD in paragraph (e) above terminate the
requirement for the actions in paragraphs (h)
and (i) of this AD.
(h) No later than March 27, 2006 (3 days
after March 24, 2006, which is the effective
date of AD 2006–06–06), incorporate the
following revisions into the Airplane Flight
Manual (AFM), unless already done:
Affected airplanes
Incorporate the following AFM revision document
(1) Cessna Model 208 airplanes and Model 208B airplanes, all serial
numbers.
Section 2: Limitations and Section 4: Normal Procedures: Temporary
Revision 208PHTR05, dated June 27, 2005, to the POH and FAAapproved AFM.
Section 9: Optional Systems Description and Operating Procedures:
Revision 6 of the 208 (675 SHP) POH/FAA-approved AFM Supplement S1 ‘‘Known Icing Equipment,’’ Cessna document D1352–S1–
06, dated June 27, 2005.
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(2) Cessna Model 208 airplanes with a Pratt & Whitney of Canada Ltd.,
PT6A–114A turboprop engine installed (675 SHP) or FAA-approved
engine of equivalent horsepower installed, equipped with airframe
deicing pneumatic boots, that are not currently prohibited from flight
in known or forecast icing.
(3) Cessna Model 208 airplanes with a Pratt & Whitney of Canada Ltd.,
PT6A–114 turboprop engine installed (600 SHP) or FAA-approved
engine of equivalent horsepower installed, equipped with airframe
deicing pneumatic boots, that are not currently prohibited from flight
in known or forecast icing.
(4) Cessna Model 208B airplanes with a Pratt & Whitney of Canada
Ltd., PT6A–114A turboprop engine installed (675 SHP) or FAA-approved engine of equivalent horsepower installed, equipped with airframe deicing pneumatic boots, that are not currently prohibited from
flight in known or forecast icing.
(5) Cessna Model 208B airplanes with a Pratt & Whitney of Canada
Ltd., PT6A–114 turboprop engine installed (600 SHP) or FAA-approved engine of equivalent horsepower installed, equipped with airframe deicing pneumatic boots, that are not currently prohibited from
flight in known or forecast icing.
(i) No later than March 27, 2006 (3 days
after March 24, 2006, which is the effective
date of AD 2006–06–06), you must do the
following actions, unless already done. These
changes are to the POH and FAA-approved
AFM and to the POH/FAA-approved AFM
Supplement S1 ‘‘Known Icing Equipment’’
mandated in paragraph (h) of this AD. The
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Section 9: Optional Systems Description and Operating Procedures:
Revision 6 of the Cessna Model 208 (600 SHP) POH/FAA-approved
AFM Supplement S1 ‘‘Known Icing Equipment,’’ Cessna document
D1307–S1–06, dated June 27, 2005.
Section 9: Optional Systems Description and Operating Procedures:
Revision 7 of the 208B (675 SHP) POH/FAA-approved AFM Supplement S1 ‘‘Known Icing Equipment,’’ Cessna document D1329–S1–
07, dated June 27, 2005.
Section 9: Optional Systems Description and Operating Procedures:
Revision 6 of the 208B (600 SHP) POH/FAA-approved AFM Supplement S1 ‘‘Known Icing Equipment,’’ Cessna document D1309-S1–
06, dated June 27, 2005.
owner/operator holding at least a private
pilot certificate as authorized by section 43.7
of the Federal Aviation Regulations (14 CFR
43.7) may do the placard POH/AFM
requirements as specified in the paragraphs
below. Make an entry into the aircraft records
showing compliance with portion of the AD
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in accordance with section 43.9 of the
Federal Aviation Regulations (14 CFR 43.9):
(1) For Cessna Model 208 airplanes and
Model 208B airplanes, all serial numbers,
equipped with airframe deicing pneumatic
boots, that are not currently prohibited from
flight in known or forecast icing: You are
prohibited from continued flight after
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Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations
encountering moderate or greater icing
conditions. The airplane can dispatch into
forecast areas of icing but must exit moderate
or greater icing conditions if encountered.
(2) For Cessna Model 208 airplanes and
Model 208B airplanes, all serial numbers,
equipped with airframe deicing pneumatic
boots, that are not currently prohibited from
flight in known or forecast icing:
(i) Insert the text in Appendix 1 of this AD
preceding the KINDS OF OPERATION
LIMITS paragraph in the LIMITATIONS
section of the Cessna Models 208 or 208B
POH and FAA-approved AFM.
(ii) Insert the text in Appendix 2 of this AD
in the LIMITATIONS section of the Cessna
Models 208 or 208B POH and FAA-approved
AFM KNOWN ICING EQUIPMENT
SUPPLEMENT S1 at the beginning of the
paragraph ‘‘REQUIRED EQUIPMENT.’’
(3) For Cessna Models and Models 208B
airplanes, all serial numbers, equipped with
airframe deicing pneumatic boots that are
not currently prohibited from flight in known
or forecast icing: Install three placards with
black letters on a white background. The
placards must be located on the instrument
panel under the radio stack, immediately
above the pilot’s flight instruments, or below
the vertical speed indicator. Lettering on the
placard must be a minimum height of 1/8inch.
(i) Placard 1 must include the text of
Appendix 3 of this AD.
(ii) Placard 2 must include the following
text: ‘‘120 KIAS Minimum in Icing Flaps Up
except 110 KIA if Climbing to Exit Icing.’’
(iii) Placard 3 must include the following
text: ‘‘Disconnect autopilot at first indication
of ice accretion.’’
(4) For Cessna Models 208 and 208B
airplanes, all serial numbers, equipped with
airframe deicing pneumatic boots that are
not currently prohibited from flight into
known or forecast icing:
(i) Insert the text in Appendix 4 of this AD
under the ‘‘AIRSPEED LIMITATIONS’’
paragraph in the LIMITATIONS section of
the Cessna Models 208 and 208B POH and
FAA-approved AFM.
(ii) Replace the text in the KNOWN ICING
EQUIPMENT SUPPLEMENT S1 under the
‘‘MINIMUM SPEED IN ICING CONDITIONS’’
paragraph with the text in Appendix 4 of this
AD.
(iii) Insert the following text in the
LIMITATIONS section of the POH/AFM
under the ‘‘OTHER LIMITATIONS’’
paragraph and in the LIMITATIONS section
of the KNOWN ICING EQUIPMENT
SUPPLEMENT S1 under the ‘‘AUTOPILOT
OPERATION IN ICING CONDITIONS’’
paragraph: ‘‘Disconnect autopilot at first
indication of ice accretion.’’
(5) For Cessna Model 208 airplanes and
Model 208B airplanes, all serial numbers,
equipped with airframe deicing pneumatic
boots, that are not currently prohibited from
flight in known or forecast icing:
(i) Replace the text in the PERFORMANCE
section of the Cessna Models 208 or 208B
POH and FAA-approved AFM KNOWN
ICING EQUIPMENT SUPPLEMENT S1 under
the ‘‘STALL SPEEDS’’ paragraph with the
text in Appendix 5 of this AD.
(ii) Replace the ‘‘WARNING’’ text in the
LIMITATIONS section of the Cessna Models
VerDate Aug<31>2005
15:37 May 16, 2007
Jkt 211001
208 or 208B POH and FAA-approved AFM
KNOWN ICING EQUIPMENT SUPPLEMENT
S1 under ‘‘ENVIRONMENTAL
CONDITIONS’’ with: ‘‘FLIGHT IN THESE
CONDITIONS ARE PROHIBITED.’’
(iii) Replace the last two sentences in the
LIMITATIONS section of the Cessna Models
208 or 208B POH and FAA-approved AFM
KNOWN ICING EQUIPMENT SUPPLEMENT
S1 under ‘‘ENVIRONMENTAL
CONDITIONS’’ with the following text: ‘‘Exit
strategies should be determined during preflight planning.’’
Alternative Methods of Compliance
(AMOCs)
(j) The Manager, Wichita Aircraft
Certication (ACO), has the authority to
approve AMOCs for this AD, if requested
using the procedures found in 14 CFR 39.19.
Send information to ATTN: Robert P. Busto,
Aerospace Engineer, Wichita ACO, FAA,
1801 Airport Road, Wichita, Kansas 67209;
telephone: (316) 946–4157; fax: (316) 946–
4107. Before using any approved AMOC on
any airplane to which the AMOC applies,
notify your appropriate principal inspector
(PI) in the FAA Flight Standards District
Office (FSDO), or lacking a PI, your local
FSDO.
(k) AMOCs approved for AD 2006–06–06
are approved for this AD until the actions in
paragraph (e) of this AD are done. After this,
they are no longer valid. The paragraph
designations of the AMOC refer to paragraphs
(e) and (f) of AD 2006–06–06, which are
paragraphs (h) and (i) of this AD respectively.
Related Information
(l) To get copies of the AFM supplements
and service information referenced in this
AD, contact: Cessna Aircraft Company,
Product Support, P.O. Box 7706, Wichita,
Kansas 67277. To view the AD docket, go to
the Docket Management Facility; U.S.
Department of Transportation, 400 Seventh
Street, SW., Nassif Building, Room PL–401,
Washington, DC, or on the Internet at
https://dms.dot.gov. The docket number is
Docket No. FAA–2006–26498; Directorate
Identifier 2006–CE–83–AD.
Appendix 1 Retained From AD 2006–
06–06
Changes to the Cessna Models 208 or 208B
Pilot’s Operating Handbook (POH) and FAAApproved Airplane Flight Manual (AFM)
Affected Cessna Models 208 or 208B POH
and FAA-Approved AFM
Insert the following text at the beginning of
the KINDS OF OPERATION LIMITS
paragraph in the LIMITATIONS section of
the Cessna Models 208 or 208B POH and
FAA-approved AFM. This may be done by
inserting a copy of this AD into the POH/
AFM:
‘‘Continued flight after encountering
moderate or greater icing conditions is
prohibited. One or more of the following
defines moderate icing conditions for this
airplane:
Indicated airspeed in level cruise flight at
constant power decreases by 20 knots.
Engine torque required to maintain
airspeed increases by 400 ft. lbs.
PO 00000
Frm 00009
Fmt 4700
Sfmt 4700
27729
Airspeed of 120 KIAS cannot be
maintained in level flight.
An accretion of 1⁄4-inch of ice is observed
on the wing strut.
Disregard any mention of approval for
flight in icing conditions within the POH/
AFM.’’
Appendix 2 Retained From AD 2006–
06–06
Changes to the Cessna Models 208 or 208B
Pilot’s Operating Handbook (POH) and FAAApproved Airplane Flight Manual (AFM)
Affected Cessna Models 208 or 208B POH
and FAA-Approved AFM
Insert the following text in the
LIMITATIONS section of the POH and FAAapproved AFM KNOWN ICING EQUIPMENT
SUPPLEMENT S1, at the beginning of the
paragraph ‘‘REQUIRED EQUIPMENT.’’ This
may be done by inserting a copy of this AD
into the POH/AFM:
‘‘Continued flight after encountering
moderate or greater icing conditions is
prohibited. One or more of the following
defines moderate icing conditions for this
airplane:
Indicated airspeed in level flight at
constant power decreases by 20 knots.
Engine torque required to maintain
airspeed increases by 400 ft. lbs.
Airspeed of 120 KIAS cannot be
maintained in level flight.
An accretion of 1⁄4-inch of ice is observed
on the wing strut.
Disregard any mention of approval for
flight in icing conditions within the POH/
AFM.’’
Appendix 3 Retained From AD 2006–
06–06
Cessna Model 208 Airplanes and Model
208B Airplanes, Equipped With Airframe
Deicing Pneumatic Boots, That Are Not
Currently Prohibited From Flight in Known
or Forecast Icing
Install a placard with black letters on a
white background. The placard shall be
located on the instrument panel in one of the
following areas: Under the radio stack,
immediately above the pilot’s flight
instruments, or below the pilot’s vertical
speed indicator. Lettering on the placard
shall be a minimum 1⁄8-inch tall and state the
following:
‘‘Continued flight after encountering
moderate or greater icing conditions is
prohibited. One or more of the following
defines moderate icing conditions for this
airplane:
Airspeed in level flight at constant power
decreases by 20 KIAS.
Engine torque required to maintain
airspeed increases by 400 ft. lbs.
120 KIAS cannot be maintained in level
flight.
Ice accretion of 1/4 inch observed on the
wing strut.’’
E:\FR\FM\17MYR1.SGM
17MYR1
27730
Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations
Appendix 4 Retained From AD 2006–
06–06
DEPARTMENT OF TRANSPORTATION
Changes to the Cessna Models 208 or 208B
Pilot’s Operating Handbook (POH) and FAAApproved Airplane Flight Manual (AFM)
Supplement S1
Affected Cessna Models 208 or 208B POH
and FAA-Approved AFM and FAA-Approved
Supplement S1
Insert the following text into the
LIMITATIONS section under the ‘‘AIRSPEED
LIMITATIONS’’ paragraph of the Cessna
Models 208 or 208B POH and FAA-approved
AFM, and replace the text in the KNOWN
ICING EQUIPMENT SUPPLEMENT S1 under
the ‘‘MINIMUM SPEED IN ICING
CONDITIONS’’ paragraph with the following
text. This may be done by inserting a copy
of this AD into the POH/AFM:
‘‘Minimum airspeed in icing conditions,
for all flight phases including approach,
except takeoff and landing:
Flaps up: 120 KIAS
Flaps 10°: 105 KIAS
Flaps 20°: 95 KIAS
Exception for flaps up: when climbing to
exit icing conditions airspeed can be reduced
to 110 KIAS minimum.
Flaps must be extended during all phases
(takeoff and landing included) at airspeeds
below 110 KIAS, except adhere to published
AFM procedures when operating with
ground deicing/anti-icing fluid applied.
Warning
The aural stall warning system does not
function properly in all icing conditions and
should not be relied upon to provide
adequate stall warning when in icing
conditions.’’
Note: These are minimum speeds for
operations in icing conditions. Disregard any
reference to the original speeds within the
POH/AFM.
Appendix 5 Retained From AD 2006–
06–06
cprice-sewell on PROD1PC71 with RULES
Changes to the Cessna Models 208 or 208B
Pilot’s Operating Handbook (POH) and FAAApproved Airplane Flight Manual (AFM)
Supplement S1
Replace the text in the PERFORMANCE
section of the POH/AFM KNOWN ICING
EQUIPMENT SUPPLEMENT S1 under the
‘‘STALL SPEEDS’’ paragraph with the
following text:
‘‘Ice accumulation on the airframe may
result in a 20 KIAS increase in stall speed.
Either buffet or aural stall warning should be
treated as an imminent stall.’’
‘‘WARNING—The aural stall warning
system does not function properly in all icing
conditions and should not be relied upon to
provide adequate stall warning when in icing
conditions.’’
Issued in Kansas City, Missouri, on May
10, 2007.
David R. Showers,
Acting Manager, Small Airplane Directorate,
Aircraft Certification Service.
[FR Doc. E7–9398 Filed 5–16–07; 8:45 am]
BILLING CODE 4910–13–P
VerDate Aug<31>2005
15:37 May 16, 2007
Jkt 211001
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2006–24696; Directorate
Identifier 2006–NM–038–AD; Amendment
39–15052; AD 2007–10–11]
RIN 2120–AA64
Airworthiness Directives; Empresa
Brasileira de Aeronautica S.A.
(EMBRAER) Model EMB–145LR,
–145XR, and –145MP Airplanes; and
Model EMB–135BJ and –135LR
Airplanes
Federal Aviation
Administration (FAA), Department of
Transportation (DOT).
ACTION: Final rule.
AGENCY:
SUMMARY: The FAA is adopting a new
airworthiness directive (AD) for certain
EMBRAER Model EMB–145LR, –145XR,
and –145MP airplanes; and Model
EMB–135BJ and –135LR airplanes. This
AD requires replacing the electrical
bonding clamps inside the fuel tanks
and adjacent areas. This AD results from
a report of the failure of a fitting clamp
of an electrical bonding cable for the
fuel tubing. We are issuing this AD to
prevent loss of bonding protection in
the interior of the fuel tanks or adjacent
areas, and a consequent potential source
of ignition in a fuel tank and possible
fire or explosion.
DATES: This AD becomes effective June
21, 2007.
The Director of the Federal Register
approved the incorporation by reference
of certain publications listed in the AD
as of June 21, 2007.
ADDRESSES: You may examine the AD
docket on the Internet at https://
dms.dot.gov or in person at the Docket
Management Facility, U.S. Department
of Transportation, 400 Seventh Street,
SW., Nassif Building, Room PL–401,
Washington, DC.
Contact Empresa Brasileira de
Aeronautica S.A. (EMBRAER), P.O. Box
343—CEP 12.225, Sao Jose dos
Campos—SP, Brazil, for service
information identified in this AD.
FOR FURTHER INFORMATION CONTACT: Dan
Rodina, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; telephone
(425) 227–2125; fax (425) 227–1149.
SUPPLEMENTARY INFORMATION:
Examining the Docket
You may examine the AD docket on
the Internet at https://dms.dot.gov or in
PO 00000
Frm 00010
Fmt 4700
Sfmt 4700
person at the Docket Management
Facility office between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays. The Docket
Management Facility office (telephone
(800) 647–5227) is located on the plaza
level of the Nassif Building at the street
address stated in the ADDRESSES section.
Discussion
The FAA issued a supplemental
notice of proposed rulemaking (NPRM)
to amend 14 CFR part 39 to include an
AD that would apply to certain
EMBRAER Model EMB–145, –145ER,
–145MR, –145LR, –145XR, –145MP, and
–145EP airplanes; and Model EMB–
135BJ, –135ER, –135KE, –135KL, and
–135LR airplanes. That supplemental
NPRM was published in the Federal
Register on December 6, 2006 (71 FR
70648). That supplemental NPRM
proposed to require replacing the
electrical bonding clamps inside the
fuel tanks and adjacent areas. That
supplemental NPRM also proposed to
add airplanes to the applicability.
Comments
We provided the public the
opportunity to participate in the
development of this AD. We have
considered the single comment
received.
Request To Remove Airplanes From the
Applicability of the Supplemental
NPRM
ExpressJet points out that the
supplemental NPRM specified that the
newly added EMBRAER Model EMB–
135BJ, –135ER, –135KE, –135KL, and
–135LR airplanes accomplish the
required actions in accordance with
EMBRAER Service Bulletin 145LEG–
28–0030, dated April 19, 2006.
ExpressJet asserts that this service
bulletin is not applicable to any of these
airplanes, except the Model EMB–135BJ
airplanes. Therefore, ExpressJet states
that EMBRAER Model EMB–135ER,
–135KE, –135KL, and –135LR airplanes
should not be included in the
applicability of the supplemental
NPRM.
From this comment, we infer that
ExpressJet is requesting that EMBRAER
Model EMB–135ER, –135KE, –135KL,
and –135LR airplanes be removed from
the applicability of the AD. We partially
agree. As we stated in the supplemental
NPRM, the Agincia Nacional de Aviarno
Civil (ANAC), which is the
airworthiness authority for Brazil,
notified us that the unsafe condition
identified in the original NPRM might
exist on EMBRAER ‘‘Model EMB–135
airplanes,’’ in addition to the airplanes
identified in the original NPRM. ANAC
E:\FR\FM\17MYR1.SGM
17MYR1
]]>Agencies
[Federal Register Volume 72, Number 95 (Thursday, May 17, 2007)]
[Rules and Regulations]
[Pages 27725-27730]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: E7-9398]
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2006-26498; Directorate Identifier 2006-CE-83-AD;
Amendment 39-15056; AD 2007-10-15]
RIN 2120-AA64
Airworthiness Directives; Cessna Aircraft Company Models 208 and
208B Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The FAA is adopting a new airworthiness directive (AD) to
supersede AD 2006-06-06, which applies to certain Cessna Aircraft
Company (Cessna) Models 208 and 208B airplanes. AD 2006-06-06 currently
requires you to incorporate information into the applicable section of
the Airplane Flight Manual (AFM) and Pilot's Operating Handbook (POH)
and requires you to install placards. Since we issued AD 2006-06-06,
Cessna issued new S1 Known Icing Equipment AFM supplements and
developed a low airspeed awareness system. Consequently, this AD
requires you to incorporate the applicable AFM supplement revision and
temporarily retain the requirements of AD 2006-06-06 until the above
revisions are incorporated. One of the AFM requirements is the
installation of a functional low airspeed awareness system to operate
the airplane in known icing conditions. We are issuing this AD to
assure that the pilot has enough information and the necessary
equipment to prevent loss of control of the airplane while in-flight
during icing conditions.
[[Page 27726]]
DATES: This AD becomes effective on June 21, 2007.
ADDRESSES: To get the service information identified in this AD,
contact the Cessna Aircraft Company, Product Support, P.O. Box 7706,
Wichita, Kansas 67277.
To view the AD docket, go to the Docket Management Facility; U.S.
Department of Transportation, 400 Seventh Street, SW., Nassif Building,
Room PL-401, Washington, DC 20590-001 or on the Internet at https://
dms.dot.gov. The docket number FAA-2006-26498; Directorate Identifier
2006-CE-83-AD.
FOR FURTHER INFORMATION CONTACT: Robert P. Busto, Aerospace Engineer,
Wichita Aircraft Certification Office, FAA, 1801 Airport Road, Wichita,
Kansas 67209; telephone: (316) 946-4157; fax: (316) 946-4107.
SUPPLEMENTARY INFORMATION:
Discussion
On January 25, 2007, we issued a proposal to amend part 39 of the
Federal Aviation Regulations (14 CFR part 39) to include an AD that
would apply to Cessna Models 208 and 208B airplanes. This proposal was
published in the Federal Register as a notice of proposed rulemaking
(NPRM) on February 1, 2007 (FR 72 4663). The NPRM proposed to supersede
AD 2006-06-06, which currently requires you to incorporate information
into the applicable section of the Airplane Flight Manual (AFM) and
Pilot's Operating Handbook (POH) and requires you to install placards.
The NPRM would require you to incorporate new S1 Known Icing Equipment
AFM supplements and to install a low airspeed awareness system.
Comments
We provided the public the opportunity to participate in developing
this AD. The following presents the comments received on the proposal
and FAA's response to each comment. As policy, we do not address
anonymous comments.
Comment Issue No. 1: Provide More Time for Installation of the Low
Airspeed Awareness System
Corporate Air, the Regional Air Cargo Carriers Association (RACCA),
and Federal Express request an extension to the compliance time for
installing the low airspeed awareness system. The NPRM proposes a
compliance time of 30 days, and the commenters want an extension until
September 2007 in order to prevent unnecessary grounding of their
airplanes. The commenters state that this should not present a safety
problem since the icing season does not start until the end of
September or early October.
The FAA concurs that the compliance time for the low airspeed
awareness system can be extended and will increase it from 30 days to
90 days after the effective date of the AD. Cessna has issued new S1
Known Icing Equipment AFM supplements, dated February 20, 2007. These
supplements incorporate all the actions from the NPRM, including the
requirement for the installation of a functional low airspeed awareness
system when flying into known icing conditions.
We are changing the final rule to require the incorporation of the
applicable S1 Known Icing Equipment AFM supplement, dated February 20,
2007, and to extend the compliance time from 30 days to 90 days after
the effective date of the AD.
Comment Issue No. 2: Do Not Retain the Actions From AD 2006-06-06
RACCA believes that there is no need for the FAA to restate the
actions of AD 2006-06-06 in the AD. The commenter states that as soon
as the new AD becomes effective, the actions of AD 2006-06-06 are
superseded and are no longer necessary.
We concur that, as of the effective date of the new AD, the actions
of AD 2006-06-06 are superseded. However, we are allowing 90 days after
the effective date of this AD before the new actions must be
incorporated. It is essential to address the unsafe condition and
assure that the actions of AD 2006-06-06 remain in effect until the
actions required by the new AD are incorporated.
We have not made changes to the final rule based on this comment.
Comment Issue No. 3: Clarify Whether Alternative Methods of Compliance
(AMOC) Approved per AD 2006-06-06 Are Retained for This AD
Since the FAA is retaining the actions of AD 2006-06-06 until the
new actions are done, RACCA questions whether it is the FAA's intent to
allow the AMOCs approved for AD 2006-06-06.
It is the FAA's intent to retain the AMOCs approved for AD 2006-06-
06 during the 90-day compliance period until the new actions are
required.
We are changing the final rule to state that AMOCs approved for AD
2006-06-06 are approved for this AD until the actions required by
paragraph (e) of this AD are done.
Comment Issue No. 4: Concern About the Reliability and Accuracy of the
Low Airspeed Awareness Alert System
Corporate Air expresses concern about the reliability and accuracy
of the low airspeed awareness alert system. The commenter did not
request a specific change other than the change in compliance time
referenced previously. We infer that the commenter either wants the
requirement taken out of the AD or the AD delayed until further
research can be done.
The FAA and Cessna conducted flight tests of the low airspeed
awareness system during certification where the system passed all
certification tests and was found acceptable. The system was designed
to meet reliability certification requirements. We have determined that
a functional low airspeed awareness system is necessary for the Cessna
Models 208 and 208B to safely operate in known icing conditions.
We have not made changes to the final rule based on this comment.
Comment Issue No. 5: Require Equipment Other Than the Low Airspeed
Awareness System
Stephen McClure believes that there will not be any benefit in
safety from the installation of the low airspeed awareness system,
because the airplane airspeed indicators already fill the need. He
feels that pilots need to be trained to avoid and/or exit icing
conditions once encountered. As an alternative, the commenter believes
a better wing ice detection light system, automatic boot cycling
system, and Goodrich ice detection system would provide a better safety
benefit than the low airspeed awareness system.
We do not agree that the low airspeed awareness system is not
necessary and have determined that it is necessary for flight in known
icing conditions. The accident/incident history of the Model 208
indicates that pilots have not been diligent in the management of the
aircraft when operating in icing conditions, as aircraft performance
can decay very quickly. Additionally, the accident that occurred in
Moscow in 2006 and recent flight tests have shown that the aural stall
warning system does not provide sufficient time before a stall in all
icing conditions. The low airspeed awareness system addresses each of
these concerns by providing an alert with sufficient time to allow
pilots to take the proper corrective action. The commenter is correct
in stating that training pilots to avoid and/or exit icing conditions
is a prudent course of action. Cessna has issued new S1 Known Icing
Equipment AFM supplements, dated
[[Page 27727]]
February 20, 2007. These supplements incorporate all the actions from
the NPRM, including the requirement for the installation of a
functional low airspeed awareness system when flying into known icing
conditions.
We agree with the commenter that the additional systems referenced
would enhance safety. However, the accident/incident history on the
Models 208 and 208B does not justify requiring the installation of such
equipment through AD action. The pilot's failure to detect icing
conditions has not been the problem on the affected airplanes; the
problem has been having the information, training, and/or equipment
necessary to operate safely once icing conditions are encountered.
Additionally, the FAA examined the effectiveness of auto deice boot
cycling during icing tunnel tests in 2005 and discovered that, at
typical speeds associated with the Models 208 and 208B airplanes, the
deice boot clearing effectiveness was not significantly improved over
manually cycling at a certain accretion thickness. Therefore, the
benefit of an automatic deice boot cycling system would be to relieve
pilot workload. Service history on the Models 208 and 208B airplanes
and many other aircraft with manual boot cycling systems does not
justify the need to mandate an automatic system.
We are changing the final rule to require the incorporation of the
applicable S1 Known Icing Equipment AFM supplement, dated February 20,
2007, and the extension of the compliance time from 30 days to 90 days
after the effective date of the AD.
Conclusion
We have carefully reviewed the available data and determined that
air safety and the public interest require adopting the AD as proposed
except for the changes previously discussed and minor editorial
corrections. We have determined that these changes and minor
corrections:
Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
Do not add any additional burden upon the public than is
already required.
Costs of Compliance
We estimate that this AD affects 765 airplanes in the U.S.
registry.
The AD requires inserting the applicable new S1 Known Icing
Equipment AFM supplement, dated February 20, 2007, into the AFM/POH,
which includes the installation of a low airspeed awareness alert
system. We estimate the following costs to do the actions of this AD:
----------------------------------------------------------------------------------------------------------------
Total cost per Total cost on
Labor cost Parts cost airplane U.S. operators
----------------------------------------------------------------------------------------------------------------
22 work-hours x $80 per hour = $1,760........................ $6,440 $8,200 $6,273,000
----------------------------------------------------------------------------------------------------------------
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.
We are 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 AD.
Regulatory Findings
We have determined that 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. Is not a ``significant rule'' under the 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.
We prepared a summary of the costs to comply with this AD (and
other information as included in the Regulatory Evaluation) and placed
it in the AD Docket. You may get a copy of this summary by sending a
request to us at the address listed under ADDRESSES. Include ``Docket
No. FAA-2006-26498; Directorate Identifier 2006-CE-83-AD'' in your
request.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Safety.
Adoption of the Amendment
0
Accordingly, under 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
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 removing Airworthiness Directive (AD)
2006-06-06, Amendment 39-14514, (71 FR 13533, March 16, 2006), and
adding the following new AD:
2007-10-15 Cessna Aircraft Company: Amendment 39-15056; Docket No.
FAA-2006-26498; Directorate Identifier 2006-CE-83-AD.
Effective Date
(a) This AD becomes effective on June 21, 2007.
Affected ADs
(b) This AD supersedes AD 2006-06-06, Amendment 39-14514.
Applicability
(c) This AD applies to Models 208 and 208B, all serial numbers,
that are certificated in any category.
Unsafe Condition
(d) This AD results from our determination that the revisions
dated February 20, 2007, to the S1 Known Icing Equipment AFM
supplement are necessary and should be incorporated into the
Airplane Flight Manual (AFM)/Pilot's Operating Handbook (POH); and
that a low airspeed awareness system should be required when
operating in known icing conditions. We are issuing this AD to
assure that the pilot has enough information and the necessary
equipment to prevent loss of control of the airplane while in-flight
during icing conditions.
New Actions Required by this AD
(e) Unless already done, within the next 90 days after the
effective date of this AD,
[[Page 27728]]
incorporate the applicable new S1 Known Icing Equipment AFM
supplement, dated February 20, 2007, into the AFM/POH:
------------------------------------------------------------------------
Document Affects
------------------------------------------------------------------------
(1) Model 208 (675 SHP) FAA-approved Cessna Model 208 airplanes with
Flight Manual Supplement S1 ``Known a Pratt & Whitney of Canada
Icing Equipment,'' Cessna document Ltd., PT6A-114A turboprop
D1352-S1-10, dated February 20, 2007, engine installed (675 SHP) or
or later FAA-approved revision that FAA-approved engine of
incorporates the same information. equivalent or higher
horsepower installed, equipped
with airframe deicing
pneumatic boots, that are not
currently prohibited from
flight in known or forecast
icing
(2) Model 208 (600 SHP) FAA-approved Cessna Model 208 airplanes with
Flight Manual Supplement S1 ``Known a Pratt & Whitney of Canada
Icing Equipment,'' Cessna document Ltd., PT6A-114 turboprop
D1307-S1-09, dated February 20, 2007, engine installed (600 SHP) or
or later FAA-approved revision that FAA-approved engine of
incorporates the same information. equivalent horsepower
installed, equipped with
airframe deicing pneumatic
boots, that are not currently
prohibited from flight in
known or forecast icing.
(3) Model 208B (675 SHP) FAA-approved Cessna Model 208B airplanes
Flight Manual Supplement S1 ``Known with a Pratt & Whitney of
Icing Equipment,'' Cessna document Canada Ltd., PT6A-114A
D1329-S1-10, dated February 20, 2007, turboprop engine installed
or later FAA-approved revision that (675 SHP) or FAA-approved
incorporates the same information. engine of equivalent or higher
horsepower installed, equipped
with airframe deicing
pneumatic boots, that are not
currently prohibited from
flight in known or forecast
icing.
(4) Model 208B (600 SHP) FAA-approved Cessna Model 208B airplanes
Flight Manual Supplement S1 ``Known with a Pratt & Whitney of
Icing Equipment,'' Cessna document Canada Ltd., PT6A-114
D1309-S1-10, dated February 20, 2007, turboprop engine installed
or later FAA-approved revision that (600 SHP) or FAA-approved
incorporates the same information. engine of equivalent
horsepower installed, equipped
with airframe deicing
pneumatic boots, that are not
currently prohibited from
flight in known or forecast
icing.
------------------------------------------------------------------------
Note: The above supplements require the installation of a
functional low airspeed awareness system. Cessna Service Bulletin
CAB06-11 and Service Kit SK 208-171, both dated October 9, 2006,
provide instructions for such an installation.
(f) The owner/operator holding at least a private pilot
certificate as authorized by section 43.7 of the Federal Aviation
Regulations (14 CFR 43.7) may insert the information into the POH
specified in all paragraphs (e)(1) through (e)(4) of this AD. Make
an entry into the aircraft records showing compliance with this
portion of the AD in accordance with section 43.9 of the Federal
Aviation Regulations (14 CFR 43.9).
Actions Retained From AD 2006-06-06
(g) The actions in paragraphs (h) and (i) of this AD below are
retained in this AD from AD 2006-06-06. The new actions required by
this AD in paragraph (e) above terminate the requirement for the
actions in paragraphs (h) and (i) of this AD.
(h) No later than March 27, 2006 (3 days after March 24, 2006,
which is the effective date of AD 2006-06-06), incorporate the
following revisions into the Airplane Flight Manual (AFM), unless
already done:
------------------------------------------------------------------------
Incorporate the following AFM
Affected airplanes revision document
------------------------------------------------------------------------
(1) Cessna Model 208 airplanes and Section 2: Limitations and
Model 208B airplanes, all serial Section 4: Normal Procedures:
numbers. Temporary Revision 208PHTR05,
dated June 27, 2005, to the
POH and FAA-approved AFM.
(2) Cessna Model 208 airplanes with a Section 9: Optional Systems
Pratt & Whitney of Canada Ltd., PT6A- Description and Operating
114A turboprop engine installed (675 Procedures: Revision 6 of the
SHP) or FAA-approved engine of 208 (675 SHP) POH/FAA-approved
equivalent horsepower installed, AFM Supplement S1 ``Known
equipped with airframe deicing Icing Equipment,'' Cessna
pneumatic boots, that are not document D1352-S1-06, dated
currently prohibited from flight in June 27, 2005.
known or forecast icing.
(3) Cessna Model 208 airplanes with a Section 9: Optional Systems
Pratt & Whitney of Canada Ltd., PT6A- Description and Operating
114 turboprop engine installed (600 Procedures: Revision 6 of the
SHP) or FAA-approved engine of Cessna Model 208 (600 SHP) POH/
equivalent horsepower installed, FAA-approved AFM Supplement S1
equipped with airframe deicing ``Known Icing Equipment,''
pneumatic boots, that are not Cessna document D1307-S1-06,
currently prohibited from flight in dated June 27, 2005.
known or forecast icing.
(4) Cessna Model 208B airplanes with a Section 9: Optional Systems
Pratt & Whitney of Canada Ltd., PT6A- Description and Operating
114A turboprop engine installed (675 Procedures: Revision 7 of the
SHP) or FAA-approved engine of 208B (675 SHP) POH/FAA-
equivalent horsepower installed, approved AFM Supplement S1
equipped with airframe deicing ``Known Icing Equipment,''
pneumatic boots, that are not Cessna document D1329-S1-07,
currently prohibited from flight in dated June 27, 2005.
known or forecast icing.
(5) Cessna Model 208B airplanes with a Section 9: Optional Systems
Pratt & Whitney of Canada Ltd., PT6A- Description and Operating
114 turboprop engine installed (600 Procedures: Revision 6 of the
SHP) or FAA-approved engine of 208B (600 SHP) POH/FAA-
equivalent horsepower installed, approved AFM Supplement S1
equipped with airframe deicing ``Known Icing Equipment,''
pneumatic boots, that are not Cessna document D1309-S1-06,
currently prohibited from flight in dated June 27, 2005.
known or forecast icing.
------------------------------------------------------------------------
(i) No later than March 27, 2006 (3 days after March 24, 2006,
which is the effective date of AD 2006-06-06), you must do the
following actions, unless already done. These changes are to the POH
and FAA-approved AFM and to the POH/FAA-approved AFM Supplement S1
``Known Icing Equipment'' mandated in paragraph (h) of this AD. The
owner/operator holding at least a private pilot certificate as
authorized by section 43.7 of the Federal Aviation Regulations (14
CFR 43.7) may do the placard POH/AFM requirements as specified in
the paragraphs below. Make an entry into the aircraft records
showing compliance with portion of the AD in accordance with section
43.9 of the Federal Aviation Regulations (14 CFR 43.9):
(1) For Cessna Model 208 airplanes and Model 208B airplanes, all
serial numbers, equipped with airframe deicing pneumatic boots, that
are not currently prohibited from flight in known or forecast icing:
You are prohibited from continued flight after
[[Page 27729]]
encountering moderate or greater icing conditions. The airplane can
dispatch into forecast areas of icing but must exit moderate or
greater icing conditions if encountered.
(2) For Cessna Model 208 airplanes and Model 208B airplanes, all
serial numbers, equipped with airframe deicing pneumatic boots, that
are not currently prohibited from flight in known or forecast icing:
(i) Insert the text in Appendix 1 of this AD preceding the KINDS
OF OPERATION LIMITS paragraph in the LIMITATIONS section of the
Cessna Models 208 or 208B POH and FAA-approved AFM.
(ii) Insert the text in Appendix 2 of this AD in the LIMITATIONS
section of the Cessna Models 208 or 208B POH and FAA-approved AFM
KNOWN ICING EQUIPMENT SUPPLEMENT S1 at the beginning of the
paragraph ``REQUIRED EQUIPMENT.''
(3) For Cessna Models and Models 208B airplanes, all serial
numbers, equipped with airframe deicing pneumatic boots that are not
currently prohibited from flight in known or forecast icing: Install
three placards with black letters on a white background. The
placards must be located on the instrument panel under the radio
stack, immediately above the pilot's flight instruments, or below
the vertical speed indicator. Lettering on the placard must be a
minimum height of 1/8-inch.
(i) Placard 1 must include the text of Appendix 3 of this AD.
(ii) Placard 2 must include the following text: ``120 KIAS
Minimum in Icing Flaps Up except 110 KIA if Climbing to Exit
Icing.''
(iii) Placard 3 must include the following text: ``Disconnect
autopilot at first indication of ice accretion.''
(4) For Cessna Models 208 and 208B airplanes, all serial
numbers, equipped with airframe deicing pneumatic boots that are not
currently prohibited from flight into known or forecast icing:
(i) Insert the text in Appendix 4 of this AD under the
``AIRSPEED LIMITATIONS'' paragraph in the LIMITATIONS section of the
Cessna Models 208 and 208B POH and FAA-approved AFM.
(ii) Replace the text in the KNOWN ICING EQUIPMENT SUPPLEMENT S1
under the ``MINIMUM SPEED IN ICING CONDITIONS'' paragraph with the
text in Appendix 4 of this AD.
(iii) Insert the following text in the LIMITATIONS section of
the POH/AFM under the ``OTHER LIMITATIONS'' paragraph and in the
LIMITATIONS section of the KNOWN ICING EQUIPMENT SUPPLEMENT S1 under
the ``AUTOPILOT OPERATION IN ICING CONDITIONS'' paragraph:
``Disconnect autopilot at first indication of ice accretion.''
(5) For Cessna Model 208 airplanes and Model 208B airplanes, all
serial numbers, equipped with airframe deicing pneumatic boots, that
are not currently prohibited from flight in known or forecast icing:
(i) Replace the text in the PERFORMANCE section of the Cessna
Models 208 or 208B POH and FAA-approved AFM KNOWN ICING EQUIPMENT
SUPPLEMENT S1 under the ``STALL SPEEDS'' paragraph with the text in
Appendix 5 of this AD.
(ii) Replace the ``WARNING'' text in the LIMITATIONS section of
the Cessna Models 208 or 208B POH and FAA-approved AFM KNOWN ICING
EQUIPMENT SUPPLEMENT S1 under ``ENVIRONMENTAL CONDITIONS'' with:
``FLIGHT IN THESE CONDITIONS ARE PROHIBITED.''
(iii) Replace the last two sentences in the LIMITATIONS section
of the Cessna Models 208 or 208B POH and FAA-approved AFM KNOWN
ICING EQUIPMENT SUPPLEMENT S1 under ``ENVIRONMENTAL CONDITIONS''
with the following text: ``Exit strategies should be determined
during pre-flight planning.''
Alternative Methods of Compliance (AMOCs)
(j) The Manager, Wichita Aircraft Certication (ACO), has the
authority to approve AMOCs for this AD, if requested using the
procedures found in 14 CFR 39.19. Send information to ATTN: Robert
P. Busto, Aerospace Engineer, Wichita ACO, FAA, 1801 Airport Road,
Wichita, Kansas 67209; telephone: (316) 946-4157; fax: (316) 946-
4107. Before using any approved AMOC on any airplane to which the
AMOC applies, notify your appropriate principal inspector (PI) in
the FAA Flight Standards District Office (FSDO), or lacking a PI,
your local FSDO.
(k) AMOCs approved for AD 2006-06-06 are approved for this AD
until the actions in paragraph (e) of this AD are done. After this,
they are no longer valid. The paragraph designations of the AMOC
refer to paragraphs (e) and (f) of AD 2006-06-06, which are
paragraphs (h) and (i) of this AD respectively.
Related Information
(l) To get copies of the AFM supplements and service information
referenced in this AD, contact: Cessna Aircraft Company, Product
Support, P.O. Box 7706, Wichita, Kansas 67277. To view the AD
docket, go to the Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-
401, Washington, DC, or on the Internet at https://dms.dot.gov. The
docket number is Docket No. FAA-2006-26498; Directorate Identifier
2006-CE-83-AD.
Appendix 1 Retained From AD 2006-06-06
Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual (AFM)
Affected Cessna Models 208 or 208B POH and FAA-Approved AFM
Insert the following text at the beginning of the KINDS OF
OPERATION LIMITS paragraph in the LIMITATIONS section of the Cessna
Models 208 or 208B POH and FAA-approved AFM. This may be done by
inserting a copy of this AD into the POH/AFM:
``Continued flight after encountering moderate or greater icing
conditions is prohibited. One or more of the following defines
moderate icing conditions for this airplane:
Indicated airspeed in level cruise flight at constant power
decreases by 20 knots.
Engine torque required to maintain airspeed increases by 400 ft.
lbs.
Airspeed of 120 KIAS cannot be maintained in level flight.
An accretion of \1/4\-inch of ice is observed on the wing strut.
Disregard any mention of approval for flight in icing conditions
within the POH/AFM.''
Appendix 2 Retained From AD 2006-06-06
Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual (AFM)
Affected Cessna Models 208 or 208B POH and FAA-Approved AFM
Insert the following text in the LIMITATIONS section of the POH
and FAA-approved AFM KNOWN ICING EQUIPMENT SUPPLEMENT S1, at the
beginning of the paragraph ``REQUIRED EQUIPMENT.'' This may be done
by inserting a copy of this AD into the POH/AFM:
``Continued flight after encountering moderate or greater icing
conditions is prohibited. One or more of the following defines
moderate icing conditions for this airplane:
Indicated airspeed in level flight at constant power decreases
by 20 knots.
Engine torque required to maintain airspeed increases by 400 ft.
lbs.
Airspeed of 120 KIAS cannot be maintained in level flight.
An accretion of \1/4\-inch of ice is observed on the wing strut.
Disregard any mention of approval for flight in icing conditions
within the POH/AFM.''
Appendix 3 Retained From AD 2006-06-06
Cessna Model 208 Airplanes and Model 208B Airplanes, Equipped With
Airframe Deicing Pneumatic Boots, That Are Not Currently Prohibited
From Flight in Known or Forecast Icing
Install a placard with black letters on a white background. The
placard shall be located on the instrument panel in one of the
following areas: Under the radio stack, immediately above the
pilot's flight instruments, or below the pilot's vertical speed
indicator. Lettering on the placard shall be a minimum \1/8\-inch
tall and state the following:
``Continued flight after encountering moderate or greater icing
conditions is prohibited. One or more of the following defines
moderate icing conditions for this airplane:
Airspeed in level flight at constant power decreases by 20 KIAS.
Engine torque required to maintain airspeed increases by 400 ft.
lbs.
120 KIAS cannot be maintained in level flight.
Ice accretion of 1/4 inch observed on the wing strut.''
[[Page 27730]]
Appendix 4 Retained From AD 2006-06-06
Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual (AFM) Supplement S1
Affected Cessna Models 208 or 208B POH and FAA-Approved AFM and
FAA-Approved Supplement S1
Insert the following text into the LIMITATIONS section under the
``AIRSPEED LIMITATIONS'' paragraph of the Cessna Models 208 or 208B
POH and FAA-approved AFM, and replace the text in the KNOWN ICING
EQUIPMENT SUPPLEMENT S1 under the ``MINIMUM SPEED IN ICING
CONDITIONS'' paragraph with the following text. This may be done by
inserting a copy of this AD into the POH/AFM:
``Minimum airspeed in icing conditions, for all flight phases
including approach, except takeoff and landing:
Flaps up: 120 KIAS
Flaps 10[deg]: 105 KIAS
Flaps 20[deg]: 95 KIAS
Exception for flaps up: when climbing to exit icing conditions
airspeed can be reduced to 110 KIAS minimum.
Flaps must be extended during all phases (takeoff and landing
included) at airspeeds below 110 KIAS, except adhere to published
AFM procedures when operating with ground deicing/anti-icing fluid
applied.
Warning
The aural stall warning system does not function properly in all
icing conditions and should not be relied upon to provide adequate
stall warning when in icing conditions.''
Note: These are minimum speeds for operations in icing
conditions. Disregard any reference to the original speeds within
the POH/AFM.
Appendix 5 Retained From AD 2006-06-06
Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual (AFM) Supplement S1
Replace the text in the PERFORMANCE section of the POH/AFM KNOWN
ICING EQUIPMENT SUPPLEMENT S1 under the ``STALL SPEEDS'' paragraph
with the following text:
``Ice accumulation on the airframe may result in a 20 KIAS
increase in stall speed. Either buffet or aural stall warning should
be treated as an imminent stall.''
``WARNING--The aural stall warning system does not function
properly in all icing conditions and should not be relied upon to
provide adequate stall warning when in icing conditions.''
Issued in Kansas City, Missouri, on May 10, 2007.
David R. Showers,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. E7-9398 Filed 5-16-07; 8:45 am]
BILLING CODE 4910-13-P
