Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations 27725 

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: 

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. 

§ 39.13 [Amended] 

■ 2. The Federal Aviation 

Administration (FAA) amends § 39.13 

by adding the following new 

airworthiness directive (AD): 

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. 

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. 

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 

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: http://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 

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. 


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27726 Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations 

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 http:// 

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 


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Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations 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: 

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 

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 

■ 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 

■ 1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 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: 

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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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 

(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.

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. 

(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.

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. 

(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.

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. 

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. 

(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.

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. 

(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.

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. 

(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.

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. 

(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.

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. 

(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 


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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 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 

http://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. 

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.’’ 


cprice-sewell on PROD1PC71 with RULES
27730 Federal Register / Vol. 72, No. 95 / Thursday, May 17, 2007 / Rules and Regulations 

Appendix 4 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) 

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 

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 

DEPARTMENT OF TRANSPORTATION 

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 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Final rule. 

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 http:// 

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 http://dms.dot.gov or in 

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 


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