20636 Federal Register / Vol. 61, No. 89 / Tuesday, May 7, 1996 / Rules and Regulations

Procedures Section of the AFM. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘THE FOLLOWING WEATHER

CONDITIONS MAY BE CONDUCIVE TO

SEVERE IN-FLIGHT ICING:

• Visible rain at temperatures below 0

degrees Celsius ambient air temperature.

• Droplets that splash or splatter on impact

at temperatures below 0 degrees Celsius

ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE

ICING ENVIRONMENT:

These procedures are applicable to all

flight phases from takeoff to landing. Monitor

the ambient air temperature. While severe

icing may form at temperatures as cold as

¥18 degrees Celsius, increased vigilance is

warranted at temperatures around freezing

with visible moisture present. If the visual

cues specified in the Limitations Section of

the AFM for identifying severe icing

conditions are observed, accomplish the

following:

• Immediately request priority handling

from Air Traffic Control to facilitate a route

or an altitude change to exit the severe icing

conditions in order to avoid extended

exposure to flight conditions more severe

than those for which the airplane has been

certificated.

• Avoid abrupt and excessive

maneuvering that may exacerbate control

difficulties.

• Do not engage the autopilot.

• If the autopilot is engaged, hold the

control wheel firmly and disengage the

autopilot.

• If an unusual roll response or

uncommanded roll control movement is

observed, reduce the angle-of-attack.

• Do not extend flaps during extended

operation in icing conditions. Operation with

flaps extended can result in a reduced wing

angle-of-attack, with the possibility of ice

forming on the upper surface further aft on

the wing than normal, possibly aft of the

protected area.

• If the flaps are extended, do not retract

them until the airframe is clear of ice.

• Report these weather conditions to Air

Traffic Control.’’

(b) Incorporating the AFM revisions, as

required by this AD, may be performed by

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), and must be entered into the aircraft

records showing compliance with this AD in

accordance with section 43.11 of the Federal

Aviation Regulations (14 CFR 43.11).

(c) 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.

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Small

Airplane Directorate, FAA, 1201 Walnut,

suite 900, Kansas City, Missouri 64106. The

request shall be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Small Airplane Directorate.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(e) All persons affected by this directive

may examine information related to this AD

at the FAA, Central Region, Office of the

Assistant Chief Counsel, Room 1558, 601 E.

12th Street, Kansas City, Missouri 64106.

(f) This amendment (39–9587) becomes

effective on June 11, 1996.

Issued in Kansas City, Missouri, on April

24, 1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–10728 Filed 5–1–96; 3:23 pm]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–CE–02–AD; Amendment 39–

9588; AD 96–09–12]

RIN 2120–AA64

Airworthiness Directives; Empresa

Brasileiro de Aeronautico, S.A. Models

EMB–110P1 and EMB–110P2 Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to Empresa Brasileiro de

Aeronautico, S.A. (EMBRAER) Models

EMB–110P1 and EMB–110P2 airplanes.

This action requires revising the

Airplane Flight Manual (AFM) to

provide the flight crew with recognition

cues for, and procedures for exiting

from, severe icing conditions, and to

limit or prohibit the use of various flight

control devices. This amendment is

prompted by results of a review of the

requirements for certification of the

airplane in icing conditions, new

information on the icing environment,

and icing data provided currently to the

flight crews. The actions specified by

this AD are intended to minimize the

potential hazards associated with

operating the airplane in freezing rain or

freezing drizzle conditions by providing

more clearly defined procedures and

limitations associated with such

conditions.

EFFECTIVE DATE: June 11, 1996.

ADDRESSES: Information that relates to

this AD may be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket 96–

CE–02–AD, Room 1558, 601 E. 12th

Street, Kansas City, Missouri 64106.

FOR FURTHER INFORMATION CONTACT: Mr.

John Dow, Aerospace Engineer, FAA,

Small Airplane Directorate, 1201

Walnut, suite 900, Kansas City, Missouri

64106; telephone (816) 426–6934;

facsimile (816) 426–2169.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an AD that would apply to

EMBRAER Models EMB–110P1 and

EMB–110P2 airplanes was published in

the Federal Register on January 25,

1996 (61 FR 2183). The action proposed

to require revising the Airplane Flight

Manual (AFM) to specify procedures

that would prohibit flight in freezing

rain or freezing drizzle conditions (as

determined by certain visual cues), limit

or prohibit the use of various flight

control devices, and provide the flight

crew with recognition cues for, and

procedures for exiting from, severe icing

conditions.

Disposition of Comments

For the disposition of comments on

this rulemaking action, see Docket No.

96–CE–01; Amendment 39–9587; AD

96–09–11, Airworthiness Directives; de

Havilland, Inc. DHC–6 Series Airplanes,

published elsewhere in this issue of the

Federal Register.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

The FAA estimates that 169 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

1 workhour per airplane to accomplish

the required action, and that the average

labor rate is approximately $60 an hour.

Since an owner/operator who holds at

least a private pilot’s certificate as

authorized by sections 43.7 and 43.11 of

the Federal Aviation Regulations (14

CFR 43.7 and 43.11) can accomplish the

required action, the only cost impact

upon the public is the time it would

take the affected airplane owner/

operators to incorporate the AFM

revisions.

In addition, the FAA recognizes that

this AD may impose operational costs.

However, those costs are incalculable
Federal Register / Vol. 61, No. 89 / Tuesday, May 7, 1996 / Rules and Regulations 20637

because the frequency of occurrence of

the specified conditions and the

associated additional flight time cannot

be determined. Nevertheless, because of

the severity of the unsafe condition

addressed, the FAA has determined that

continued operational safety

necessitates the imposition of these

costs.

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.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding a new airworthiness directive

(AD) to read as follows:

96–09–12 Empresa Brasileira de

Aeronautica, S.A. (EMBRAER):

Amendment 39–9588; Docket No. 96–

CE–02–AD.

Applicability: Models EMB–110P1 and

EMB–110P2 airplanes (all serial numbers),

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 (d) 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 minimize the potential hazards

associated with operating the airplane in

severe icing conditions by providing more

clearly defined procedures and limitations

associated with such conditions, accomplish

the following:

(a) Within 30 days after the effective date

of this AD, accomplish the requirements of

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

Note 2: Operators must initiate action to

notify and ensure that flight crewmembers

are apprised of this change.

(1) Revise the FAA-approved Airplane

Flight Manual (AFM) by incorporating the

following into the Limitations Section of the

AFM. This may be accomplished by inserting

a copy of this AD in the AFM.

‘‘WARNING

Severe icing may result from

environmental conditions outside of those for

which the airplane is certificated. Flight in

freezing rain, freezing drizzle, or mixed icing

conditions (supercooled liquid water and ice

crystals) may result in ice build-up on

protected surfaces exceeding the capability of

the ice protection system, or may result in ice

forming aft of the protected surfaces. This ice

may not be shed using the ice protection

systems, and may seriously degrade the

performance and controllability of the

airplane.

• During flight, severe icing conditions

that exceed those for which the airplane is

certificated shall be determined by the

following visual cues. If one or more of these

visual cues exists, immediately request

priority handling from Air Traffic Control to

facilitate a route or an altitude change to exit

the icing conditions.

—Unusually extensive ice accreted on the

airframe in areas not normally observed to

collect ice.

—Accumulation of ice on the lower surface

of the wing aft of the protected area.

—Accumulation of ice on the propeller

spinner farther aft than normally observed.

• Since the autopilot may mask tactile

cues that indicate adverse changes in

handling characteristics, use of the autopilot

is prohibited when any of the visual cues

specified above exist, or when unusual

lateral trim requirements or autopilot trim

warnings are encountered while the airplane

is in icing conditions.

• All icing detection lights must be

operative prior to flight into icing conditions

at night. [NOTE: This supersedes any relief

provided by the Master Minimum Equipment

List (MMEL).]’’

(2) Revise the FAA-approved AFM by

incorporating the following into the

Procedures Section of the AFM. This may be

accomplished by inserting a copy of this AD

in the AFM.

‘‘THE FOLLOWING WEATHER

CONDITIONS MAY BE CONDUCIVE TO

SEVERE IN-FLIGHT ICING:

• Visible rain at temperatures below 0

degrees Celsius ambient air temperature.

• Droplets that splash or splatter on impact

at temperatures below 0 degrees Celsius

ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE

ICING ENVIRONMENT:

These procedures are applicable to all

flight phases from takeoff to landing. Monitor

the ambient air temperature. While severe

icing may form at temperatures as cold as

¥18 degrees Celsius, increased vigilance is

warranted at temperatures around freezing

with visible moisture present. If the visual

cues specified in the Limitations Section of

the AFM for identifying severe icing

conditions are observed, accomplish the

following:

• Immediately request priority handling

from Air Traffic Control to facilitate a route

or an altitude change to exit the severe icing

conditions in order to avoid extended

exposure to flight conditions more severe

than those for which the airplane has been

certificated.

• Avoid abrupt and excessive

maneuvering that may exacerbate control

difficulties.

• Do not engage the autopilot.

• If the autopilot is engaged, hold the

control wheel firmly and disengage the

autopilot.

• If an unusual roll response or

uncommanded roll control movement is

observed, reduce the angle-of-attack.

• Do not extend flaps during extended

operation in icing conditions. Operation with

flaps extended can result in a reduced wing

angle-of-attack, with the possibility of ice

forming on the upper surface further aft on

the wing than normal, possibly aft of the

protected area.

• If the flaps are extended, do not retract

them until the airframe is clear of ice.

• Report these weather conditions to Air

Traffic Control.’’

(b) Incorporating the AFM revisions, as

required by this AD, may be performed by

the owner/operator holding at least a private

pilot certificate as authorized by section 43.7

of the Federal Aviation Regulations (14 CFR
20638 Federal Register / Vol. 61, No. 89 / Tuesday, May 7, 1996 / Rules and Regulations

43.7), and must be entered into the aircraft

records showing compliance with this AD in

accordance with section 43.11 of the Federal

Aviation Regulations (14 CFR 43.11).

(c) 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.

(d) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager, Small

Airplane Directorate, FAA, 1201 Walnut,

suite 900, Kansas City, Missouri 64106. The

request shall be forwarded through an

appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Small Airplane Directorate.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Small Airplane

Directorate.

(e) All persons affected by this directive

may examine information related to this AD

at the FAA, Central Region, Office of the

Assistant Chief Counsel, Room 1558, 601 E.

12th Street, Kansas City, Missouri 64106.

(f) This amendment (39–9588) becomes

effective on June 11, 1996.

Issued in Kansas City, Missouri, on April

24, 1996.

Henry A. Armstrong,

Acting Manager, Small Airplane Directorate,

Aircraft Certification Service.

[FR Doc. 96–10725 Filed 5–1–96; 3:23 pm]

BILLING CODE 4910–13–P

14 CFR Part 39

[Docket No. 96–CE–03–AD; Amendment 39–

9589; AD 96–09–13]

[RIN 2120–AA64]

Airworthiness Directives; Beech

Aircraft Corporation Models 99, 99A,

A99A, B99, C99, B200, B200C, 1900,

1900C, and 1900D Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that

applies to all Beech Aircraft Corporation

(Beech) Models 99, 99A, A99A, B99,

C99, B200, B200C, 1900, 1900C, and

1900D airplanes. This action requires

revising the Airplane Flight Manual

(AFM) to provide the flight crew with

recognition cues for, and procedures for

exiting from, severe icing conditions,

and to limit or prohibit the use of

various flight control devices. This

amendment is prompted by results of a

review of the requirements for

certification of the airplane in icing

conditions, new information on the

icing environment, and icing data

provided currently to the flight crews.

The actions specified by this AD are

intended to minimize the potential

hazards associated with operating the

airplane in freezing rain or freezing

drizzle conditions by providing more

clearly defined procedures and

limitations associated with such

conditions.

EFFECTIVE DATE: June 11, 1996.

ADDRESSES: Information that relates to

this AD may be examined at the Federal

Aviation Administration (FAA), Central

Region, Office of the Assistant Chief

Counsel, Attention: Rules Docket 96–

CE–03–AD, Room 1558, 601 E. 12th

Street, Kansas City, Missouri 64106.

FOR FURTHER INFORMATION CONTACT: Mr.

John Dow, Aerospace Engineer, FAA,

Small Airplane Directorate, 1201

Walnut, suite 900, Kansas City, Missouri

64106; telephone (816) 426–6934;

facsimile (816) 426–2169.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an AD that would apply to

Models 99, 99A, A99A, B99, C99, B200,

B200C, 1900, 1900C, and 1900D

airplanes was published in the Federal

Register on January 25, 1996 (61 FR

2180). The action proposed to require

revising the Airplane Flight Manual

(AFM) to specify procedures that would

prohibit flight in freezing rain or

freezing drizzle conditions (as

determined by certain visual cues), limit

or prohibit the use of various flight

control devices, and provide the flight

crew with recognition cues for, and

procedures for exiting from, severe icing

conditions.

Disposition of Comments

For the disposition of comments on

this rulemaking action, see Docket No.

96–CE–01; Amendment 39–9587; AD

96–09–11, Airworthiness Directives; de

Havilland, Inc. DHC–6 Series Airplanes,

published elsewhere in this issue of the

Federal Register.

Conclusion

After careful review of the available

data, including the comments noted

above, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Cost Impact

The FAA estimates that 169 airplanes

in the U.S. registry will be affected by

this AD, that it will take approximately

1 workhour per airplane to accomplish

the required action, and that the average

labor rate is approximately $60 an hour.

Since an owner/operator who holds at

least a private pilot’s certificate as

authorized by sections 43.7 and 43.11 of

the Federal Aviation Regulations (14

CFR 43.7 and 43.11) can accomplish the

required action, the only cost impact

upon the public is the time it would

take the affected airplane owner/

operators to incorporate the AFM

revisions.

In addition, the FAA recognizes that

this AD may impose operational costs.

However, those costs are incalculable

because the frequency of occurrence of

the specified conditions and the

associated additional flight time cannot

be determined. Nevertheless, because of

the severity of the unsafe condition

addressed, the FAA has determined that

continued operational safety

necessitates the imposition of these

costs.

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.

For the reasons discussed above, I

certify that this action (1) is not a

‘‘significant regulatory action’’ under

Executive Order 12866; (2) is not a

‘‘significant rule’’ under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979); and (3)

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. A copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting the

Rules Docket at the location provided

under the caption ADDRESSES.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

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