18242 Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Rules and Regulations

Issued in Renton, Washington, on April 19,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–10209 Filed 4–24–96; 8:45 am]

BILLING CODE 4910–13–C

14 CFR Part 39

[Docket No. 96–NM–74–AD; Amendment

39–9582; AD 96–01–04 R1]

Airworthiness Directives; Saab Model

SAAB SF340A and SAAB 340B Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment revises an

existing airworthiness directive (AD),

applicable to certain Saab Model SAAB

SF340A and SAAB 340B series

airplanes, that currently requires

revising the Airplane Flight Manual

(AFM) to require verification that the

auto-ignition system is operational; to

define icing conditions at higher

ambient temperatures; and to provide

the flight crew with limitations and

procedures to aid in the avoidance of

engine power interruptions. The actions

specified by that AD are intended to

prevent failure of the auto-ignition

system to re-light the engine in the

event of power interruptions due to the

ingestion of ice and/or slush into the

engine, which could result in engine

flameout and subsequent shutdown, and

to provide the flight crew with guidance

to aid in avoidance of such occurrences.

This amendment clarifies certain

requirements of the AFM revision. This

amendment is prompted by

communications received from affected

operators that certain of the current

requirements of the AD are unclear.

DATES: Effective May 10, 1996.

Comments for inclusion in the Rules

Docket must be received on or before

June 24, 1996.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–103,

Attention: Rules Docket No. 96–NM–

74–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

This information may be examined at

the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW.,

Renton, Washington; or at the Office of

the Federal Register, 800 North Capitol

Street, NW., suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Ruth E. Harder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–1721; fax (206) 227–1149.

SUPPLEMENTARY INFORMATION: On

January 2, 1996, the FAA issued

airworthiness directive (AD) 96–01–04,

amendment 39–9480 (61 FR 511,

January 8, 1996), which is applicable to

certain Saab Model SAAB SF340A and

SAAB 340B series airplanes. That AD

requires revising the FAA-approved

Airplane Flight Manual (AFM) to:

1. Require verification that the autoignition system is operational;

2. Define icing conditions at higher

ambient temperatures; and

3. Povide the flight crew with

limitations and procedures to aid in the

avoidance of engine power

interruptions.

That AD action was prompted by a

report of complete power loss of the left

engine and power fluctuations on the

right engine as a result of build up of ice

and/or slush in the engine inlet and

subsequent ingestion into the engines.

The actions required by that AD are

intended to prevent failure of the autoignition system to re-light the engine in

the event of power interruptions due to

the ingestion of ice and/or slush into the

engine, which could result in engine

flameout and subsequent shutdown, and

to provide the flight crew with guidance

to aid in avoidance of such occurrences.
Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Rules and Regulations 18243

Since the issuance of that AD, the

FAA has received communications from

the Swedish airworthiness authority,

Luftfartsverket (LFV), and various

affected operators indicating that certain

text of the AFM revision as cited in AD

96–01–04 is not clear.

Request to Clarify Frequency of Checks

Affected operators specifically request

that the frequency of the auto-ignition

system checks, as specified in the AFM

revision contained in paragraphs (a)(1)

and (a)(2) of AD 96–01–04, be clarified.

As AD 96–01–04 was worded, some

operators may have misinterpreted its

requirements to mean that the engine

must be shut down following each flight

and restarted before the next flight.

The FAA finds that clarification is

necessary to prevent such

misinterpretation. The FAA did not

intend that the AD require shutdown of

the engine following each flight. The

FAA acknowledges that some operators

may elect not to shut down the engine

following each flight. In such a case,

this AD does not require that a check of

the auto-ignition system be performed.

Therefore, the FAA has determined that

the limitations specified in paragraph

(a)(1) and (a)(2) of AD 96–01–04 must be

revised to clarify that the check of the

auto-ignition system is required prior to

each engine start and during each

engine shutdown.

Request to Clarify Relationship of AD to

MMEL

The LFV noted that the AFM revision

specified in paragraphs (a)(1) and (a)(2)

of AD 96–01–04 may imply that

dispatch may occur indefinitely with an

inoperative auto-ignition system.

The FAA finds that clarification of

this point is necessary. The intent of AD

96–01–04 was that, if the auto-ignition

system is found to be inoperative,

dispatch should be accomplished in

accordance with the Minimum Master

Equipment List (MMEL). The FAA finds

that the addition of that information to

the AFM revision specified in

paragraphs (a)(1) and (a)(2) of this AD

will clarify the dispatch requirements.

Request to Clarify Definition of ‘‘Icing

Conditions’’

For systems other than engine anti-ice

activation, affected operators request

that a separate and relieving definition

of ‘‘Icing Conditions’’ of Outside Air

Temperature (OAT) or Static Air

Temperature (SAT) be included in

paragraph (a)(3) of the AD, with the

OAT or SAT criteria to be specified as

+5 degrees Centigrade (C).

The FAA agrees that the definition of

‘‘Icing Conditions’’ needs to be clarified

for systems other than engine anti-ice.

The FAA finds that paragraph (a)(3) of

the AD must be revised to expand the

definition of ‘‘Icing Conditions’’ by

including a separate definition for all

airplane operations other than engine

anti-ice, which specifies the OAT or

SAT criteria as +5 degrees C.

Conclusion

Based on the issues raised by the

affected operators and the LFV, the FAA

finds that AD 96–01–04 must be revised

as discussed previously. These revisions

will ensure that the requirements of the

AD are understood clearly. Clearer

understanding will ensure that the

intent of the AD is met and that the

addressed unsafe condition is

prevented.

Explanation of the Revised Rule

This airplane model is manufactured

in Sweden and is type certificated for

operation in the United States under the

provisions of section 21.29 of the

Federal Aviation Regulations (14 CFR

21.29) and the applicable bilateral

airworthiness agreement.

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design registered in the United

States, this AD revises AD 96–01–04 to

continue to require verification that the

auto-ignition system is operational; to

define icing conditions at higher
18244 Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Rules and Regulations

ambient temperatures for engine anti-ice

systems; and to provide the flight crew

with limitations and procedures to aid

in the avoidance of engine power

interruptions. For Model SAAB 340B

series airplanes having an auto-ignition

system that is found to be inoperative,

this AD also continues to require a test

of the Np overspeed system to ensure

that it is operative, and repair, if

necessary.

In addition, this AD revises the AFM

revision by:

1. Clarifying the times at which the

auto-ignition checks are to be

performed;

2. Specifying that the dispatch with

the auto-ignition system inoperative

shall be done in accordance with the

current MMEL; and

3. Providing a relieving definition of

Icing Conditions for systems other than

engine anti-ice.

This is to be considered interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Effective Date of the Revised Rule

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ‘‘ADDRESSES’’. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 96–NM–74–AD.’’ The

postcard will be date stamped and

returned to the commenter.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects on the

States, on the relationship between the

national government and the States, or

on the distribution of power and

responsibilities among the various

levels of government. Therefore, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, may be obtained from the

Rules Docket at the location provided

under the caption ‘‘ADDRESSES’’.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Safety.

Adoption of the Amendment

Accordingly, pursuant to the

authority delegated to me by the

Administrator, the Federal Aviation

Administration amends part 39 of the

Federal Aviation Regulations (14 CFR

part 39) as follows:

PART 39—AIRWORTHINESS

DIRECTIVES

1. The authority citation for part 39

continues to read as follows:

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

§ 39.13 [Amended]

2. Section 39.13 is amended by

removing amendment 39–9480 (61 FR

511, January 8, 1996), and by adding a

new airworthiness directive (AD),

amendment 39–9582, to read as follows:

96–01–04 R1 SAAB Aircraft AB:

Amendment 39–9582. Docket 96–NM–

74–AD. Revises AD 96–01–04,

Amendment 39–9480.

Applicability: Model SAAB SF340A series

airplanes, serial numbers 004 through 159

inclusive; and Model SAAB 340B series

airplanes, serial numbers 160 and

subsequent; certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

modified, altered, or repaired in the area

subject to the requirements of this AD. For

airplanes that have been modified, altered, or

repaired so that the performance of the

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent failure of the auto-ignition

system to re-light the engine in the event of

power interruptions due to the ingestion of

ice and/or slush into the engine, which could

result in engine flameout and subsequent

shutdown; and to provide the flight crew

with guidance to aid in avoidance of such

occurrences; accomplish the following:

(a) Within 10 days after the effective date

of this AD, revise the FAA-approved

Airplane Flight Manual (AFM) to include the

text contained in paragraphs (a)(1), (a)(2),

(a)(3), and (a)(4) of this AD, as applicable.

This may be accomplished by inserting a

copy of this AD into the AFM.

(1) For Model SAAB SF340A series

airplanes: Insert the following sub-section in

the Limitations Section of the AFM:

‘‘IGNITION SYSTEM

Prior to each engine start, perform a check

of the auto-ignition system.

• Select batteries ON (external power ON

or OFF).

• Check that IGN switches are in NORM

position.

• Advance PLs above FLT IDLE and verify

the IGN lights in the Flight Status Panel

(FSP) illuminate. In bright sunlight, shade

FSP to ensure IGN lights are visible when

illuminated.

• Retard PLs to GND IDLE. (IGN lights

should go out.)

• If an IGN light fails to illuminate when

PLs are above FLT IDLE, the auto-ignition

system is considered to be inoperative.

If the auto-ignition system is inoperative:

• BEFORE ENTERING ICING

CONDITIONS, SET IGNITION TO CONT.

Maintain ignition in CONT until touchdown,

even if icing conditions cease to exist.
Federal Register / Vol. 61, No. 81 / Thursday, April 25, 1996 / Rules and Regulations 18245

• The obligation to comply with the

current version of the Master Minimum

Equipment List (MMEL), Revision 11, or later

approved revisions is not affected by this

limitation.’’

(2) For Model SAAB 340B series airplanes:

Insert the following sub-section in the

Limitations Section of the AFM:

‘‘IGNITION SYSTEM

During each engine shutdown, perform a

check of the auto-ignition system.

• Adjust Ng to approximately 75%–77%;

minimum is 75%.

• Shut down the engines (CL to FUEL

OFF).

• Verify the IGN lights in the Flight Status

Panel (FSP) illuminate while Ng is above

62%. In bright sunlight, shade the FSP to

ensure that lights are visible when

illuminated.

• If an IGN light fails to illuminate, the

auto-ignition system is considered to be

inoperative.

• Retard PLs to GND IDLE.

If the auto-ignition system is inoperative:

• BEFORE ENTERING ICING

CONDITIONS, SET IGNITION TO CONT.

Maintain ignition in CONT until touchdown,

even if icing conditions cease to exist.’’

• The obligation to comply with the

current version of the Master Minimum

Equipment List (MMEL), Revision 11, or later

approved revisions is not affected by this

limitation.

(3) For all airplanes: Insert the following in

the Limitations Section of the AFM, under

Icing Conditions:

‘‘For engine anti-ice system activation,

icing conditions exist when visible moisture

in any form is present (such as clouds, fog

with visibility of one mile or less, rain, snow,

sleet, ice crystals) or standing water, slush, or

snow (hard packed snow excluded) is present

on the ramps, taxiways, or runways and the

OAT or SAT is +10 degrees C and below

during ground and flight operation.

For all airplane operations other than

engine anti-ice, icing conditions exist when

visible moisture in any form is present (such

as clouds, fog with visibility of one mile or

less, rain, snow, sleet, ice crystals) or

standing water, slush, or snow (hard packed

snow excluded) is present on the ramps,

taxiways or runways and the OAT or SAT is

+5 degrees C and below during ground and

flight operation. ‘‘

(4) For all airplanes: Insert the following in

the Normal Procedures Section of the AFM,

under Operation in Icing Conditions:

‘‘CAUTION

Engine power interruptions may occur at

ISA to ISA +20 degrees Celsius temperature

and in light (or undetected) icing conditions,

or shortly after exiting these conditions.

Engine function will normally be recovered

by the auto-ignition system before any

serious loss of power. To aid in avoidance of

these occurrences:

• Engine anti-ice systems must be

activated prior to entering icing conditions,

and maintained ON for at least 5 minutes

after exiting icing conditions.’’

(b) For Model SAAB 340B series airplanes:

If an auto-ignition system is found to be

inoperative, prior to further flight, perform an

Np overspeed test to ensure that the Np

overspeed system is operative, in accordance

with the procedures specified in General

Electric Maintenance Manual SEI–576. If the

Np overspeed system is found to be

inoperative, prior to further flight, repair in

accordance with the procedures specified in

General Electric Maintenance Manual SEI–

576.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

Standardization Branch, ANM–113, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(d) Special flight permits may be issued in

accordance with sections 21.197 and 21.199

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the airplane to

a location where the requirements of this AD

can be accomplished.

(e ) This amendment becomes effective on

May 10, 1996.

Issued in Renton, Washington, on April 19,

1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–10210 Filed 4–24–96; 8:45 am]

BILLING CODE 4910–13–P

CONSUMER PRODUCT SAFETY

COMMISSION

16 CFR Parts 1500 and 1507

Large Multiple-tube Fireworks Devices;

Correction

AGENCY: Consumer Product Safety

Commission (CPSC).

ACTION: Final rule; correction.

SUMMARY: CPSC is correcting errors in

its amendment to the fireworks

regulations under the Federal

Hazardous Substances Act that

appeared in the Federal Register on

March 26, 1996 (61 FR 13084). Those

amendments will require that large

multiple-tube fireworks devices that

have any tube with an inner diameter of

1.5 inches (3.8 cm) or greater not tip

over when inclined at an angle of 60

degrees from the horizontal.

EFFECTIVE DATE: March 26, 1997.

FOR FURTHER INFORMATION CONTACT:

Samuel B. Hall, Office of Compliance,

Consumer Product Safety Commission,

Washington, DC 20207–0001; telephone

(301) 504–0400, ext. 1371.

SUPPLEMENTARY INFORMATION: On March

26, 1996, the CPSC published an

amendment to the fireworks regulations

under the Federal Hazardous

Substances Act (61 FR 13084). Those

amendments will require that large

multiple-tube fireworks devices that

have any tube with an inner diameter of

1.5 inches (3.8 cm) or greater not tip

over when inclined at an angle of 60

degrees from the horizontal. This

requirement is intended to reduce the

risk of injury posed when these

fireworks devices tip over during firing.

If they tip over, subsequent tubes may

discharge in the direction of spectators

or others in the vicinity. The

amendment will become effective

March 26, 1997.

The errors occur in new paragraph 16

CFR 1500.17(a)(12(i), at page 13095 of

the Federal Register document of March

26, 1996. One of the errors correctly

stated that the requirement would apply

to the subject devices that first enter

commerce or are imported on or after

the date that is 1 year after publication.

However, that paragraph should instead

have stated the actual date (March 26,

1997).

The second error is that the reference

to the minimum tip angle as ‘‘greater

than 60 degrees’’ should have read ‘‘less

than 60 degrees’’.

Accordingly, the following correction

is made in the listing of banned

hazardous substances at 16 CFR

1500.17(a)(12)(i) published in the

Federal Register on March 26, 1996 (61

FR 13084):

1. Section 1500.17(a)(12)(i) on page

13095, column 3, is correctly revised to

read as follows:

§ 1500.17 Banned hazardous substances

(a) * * *

(12)(i) Large multiple-tube devices.

Multiple-tube mine and shell fireworks

devices that first enter commerce or are

imported on or after March 26, 1997,

that have any tube measuring 1.5 inches

(3.8 cm) or more in inner diameter, and

that have a minimum tip angle less than

60 degrees when tested in accordance

with the procedure of § 1507.12 of this

part.

* * * * *

Dated: April 17, 1996.

Sadye E. Dunn,

Secretary, Consumer Product Safety

Commission.

[FR Doc. 96–9995 Filed 4–24–96; 8:45 am]

BILLING CODE 6355–01–P