[Federal Register Volume 61, Number 17 (Thursday, January 25, 1996)]
[Proposed Rules]
[Pages 2175-2178]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-1219]
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DEPARTMENT OF TRANSPORTATION
14 CFR Part 39
[Docket No. 96-CE-01-AD]
Airworthiness Directives; de Havilland, Inc. DHC-6 Series
Airplanes
AGENCY: Federal Aviation Administration, DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: This document proposes to adopt a new airworthiness directive
(AD) that would apply to de Havilland, Inc. (de Havilland) DHC-6 series
airplanes. This proposal would 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. This proposal 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 the proposed 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.
DATES: Comments must be received on or before March 7, 1996.
ADDRESSES: Submit comments in triplicate to the Federal Aviation
Administration (FAA), Central Region, Office of the Assistant Chief
Counsel, Attention: Rules Docket No. 96-CE-01-AD, Room 1558, 601 E.
12th Street, Kansas City, Missouri 64106. Comments may be inspected at
this location between 8 a.m. and 4 p.m., Monday through Friday,
holidays excepted.
Information that relates to the proposed AD may be examined at the
Rules Docket at the address above.
FOR FURTHER INFORMATION CONTACT: Danko Kramer, Aerospace Engineer, FAA,
New York Aircraft Certification Office, 10 Fifth Street, 3rd Floor,
Valley Stream, New York 11581; telephone (516) 256-7509; facsimile
(516) 568-2716.
SUPPLEMENTARY INFORMATION:
Comments Invited
Interested persons are invited to participate in the making of the
proposed rule by submitting such written data, views, or arguments as
they may desire. Communications should identify the Rules Docket number
and be submitted in triplicate to the address specified above. All
communications received on or before the closing date for comments,
specified above, will be considered before taking action on the
proposed rule. The proposals contained in this notice may be changed in
light of the comments received.
Comments are specifically invited on the overall regulatory,
economic, environmental, and energy aspects of the proposed 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 proposal will be filed in the Rules Docket.
Commenters wishing the FAA to acknowledge receipt of their comments
submitted in response to this notice must submit a self-addressed,
stamped postcard on which the following statement is made: ``Comments
to Docket No. 96-CE-01-AD.'' The postcard will be date stamped and
returned to the commenter.
Availability of NPRMs
Any person may obtain a copy of this NPRM by submitting a request
to the FAA, Central Region, Office of the Assistant Chief Counsel,
Attention: Rules Docket No. 96-CE-01-AD, Room 1558, 601 E. 12th Street,
Kansas City, Missouri 64106.
Discussion
In October 1994, a transport category airplane was involved in an
accident in which severe icing conditions (believed to be composed of
freezing drizzle size droplets) were reported in the area. Although the
National Transportation Safety Board (NTSB) has not yet made a finding
of probable cause of the accident, loss of control of the airplane may
have occurred because ice accretion on the upper surface of the wing
aft of the area protected by the ice protection system caused airflow
separation, which resulted in the ailerons being forced to a right-
wing-down control position. There also is concern that the autopilot,
which was engaged, may have masked the unusual control forces generated
by the ice accumulation. On the accident aircraft, these conditions, if
not corrected, could result in a roll upset from which the flight crew
may be unable to recover.
The atmospheric conditions (freezing drizzle) that may have
contributed to the accident are outside the icing envelope specified in
Appendix C of part 25 of the Federal Aviation Regulations (14 CFR part
25) for certification of any airplane. Section 23.1419 of the Federal
Aviation Regulations (14 CFR 23.1419) cross-references Appendix C of
part 25 of the Federal Aviation Regulations (14 CFR part 25). Freezing
rain is an atmospheric condition that also is outside the icing
envelope. Such icing conditions are not defined in Appendix C of part
25 of the Federal Aviation Regulations (14 CFR part 25) for
certification of any airplane, and the FAA has not required that
airplanes be shown to be capable of operating safely in those icing
conditions.
The FAA finds that flight crews are not currently provided with
adequate information necessary to determine when the airplane is
operating in icing conditions for which the airplane is not
certificated or what action to take when such conditions are
encountered. Therefore, the FAA has determined that flight crews must
be provided with such information and must be made aware of certain
visual cues that may indicate the airplane is operating in atmospheric
conditions that are outside the icing envelope.
Since such information is not available to flight crews, and no
airplane is certificated for operation in freezing drizzle conditions,
the FAA finds that the potentially unsafe condition (described
previously as control difficulties following operation
[[Page 2176]]
of the airplane in icing conditions outside of the icing envelope) is
not limited to airplanes having the same type design as that of the
accident airplane.
The FAA recognizes that the flight crew of any airplane that is
certificated for flight in icing conditions may not have adequate
information concerning flight in icing conditions outside the icing
envelope. However, the FAA finds that the specified unsafe condition
must be addressed as a higher priority on airplanes that are
turbopropeller-powered and have unpowered control systems. Many of
these airplanes carry passengers in regularly scheduled revenue service
in the United States. Since turbopropeller-powered airplanes are more
likely to operate at low altitudes and to make more frequent landings,
they are more likely to encounter icing conditions that are outside the
icing envelope. Additionally, the flight crew of an airplane having an
unpowered roll control system must rely solely on physical strength to
counteract roll control anomalies, whereas a roll control anomaly that
occurs on an airplane having a powered roll control system need not be
offset directly by the flight crew.
Subsequent to the accident, the FAA, in conjunction with certain
foreign airworthiness authorities and airplane manufacturers, conducted
reviews of certain transport and small category airplanes to determine
if any airplanes might experience control difficulty should a ridge of
ice form aft of the deicing boots and forward of the ailerons. The
review focused on turbopropeller-powered airplanes having unpowered
roll control systems, since those airplanes are similar in design to
the accident airplane and because they are frequently exposed to icing
conditions.
During the reviews of these airplanes, an artificial ice shape was
used in the demonstration of roll control characteristics. This ice
shape was chosen as representative of a shape that might form if an
airplane were operated in freezing drizzle. Results of these reviews
revealed that certain airplanes demonstrated acceptable roll control
forces. However, the dynamics of ice accretion in freezing drizzle are
not well understood, and the FAA recognizes that such airplanes could
develop ice shapes other than those tested during the review. Upon
further review, the FAA may consider additional rulemaking.
Following examination of all relevant information, the FAA has
determined that certain limitations and procedures should be included
in the FAA-approved Airplane Flight Manual (AFM) for the affected
airplanes, as follows:
de Havilland DHC-6 series airplanes must be prohibited
from flight in freezing rain or freezing drizzle conditions (as
determined by certain visual cues); and
Flight crews must be provided with information that would
minimize the potential hazards associated with operating the airplane
in freezing rain or freezing drizzle conditions.
The FAA has determined that such limitations and procedures
currently are not defined adequately in the AFM for these airplanes.
This airplane model is manufactured in Canada 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.
Explanation of the Provisions of the Proposed AD
Since an unsafe condition has been identified that is likely to
exist on airplanes of the same type design, the proposed AD would
require revising the Limitations Section of the AFM to specify
procedures that would:
Prohibit flight in freezing rain or freezing drizzle
conditions (as determined by certain visual cues);
Prohibit use of the autopilot when ice is formed aft of
the protected surfaces of the wing, or when an unusual lateral trim
condition exists; and
Require that all icing detection lights be operative prior
to flight into icing conditions at night.
The prohibition on flight in freezing rain or freezing drizzle is
not intended to prohibit purely inadvertent encounters with the
specified atmospheric conditions. However, pilots should make all
reasonable efforts to avoid such encounters and must immediately exit
the conditions if they are encountered.
This proposed AD also would require revising the Normal Procedures
Section of the AFM to specify procedures that would:
Limit the use of the flaps and prohibit the use of the
autopilot when ice is observed forming aft of the protected surfaces of
the wing, or if unusual lateral trim requirements or autopilot trim
warnings are encountered; and
Provide the flight crew with recognition cues for, and
procedures for exiting from, severe icing conditions.
Cost Impact
The FAA estimates that 169 airplanes in the U.S. registry would be
affected by the proposed AD, that it would take approximately 1
workhour per airplane to accomplish the proposed 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 proposed action, the only cost
impact upon the public is the time it would take the affected airplane
owner/operators to incorporate the proposed AFM revisions.
Regulatory Impact
The regulations proposed herein would 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
proposal would 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) if promulgated,
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 draft regulatory evaluation
prepared for this action has been placed 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, Safety.
The Proposed Amendment
Accordingly, pursuant to the authority delegated to me by the
Administrator, the Federal Aviation Administration proposes to amend
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.
[[Page 2177]]
Sec. 39.13 [Amended]
2. Section 39.13 is amended by adding a new airworthiness directive
(AD) to read as follows:
de Havilland: Docket No. 96-CE-01-AD.
Applicability: Models DHC-6-1, DHC-6-100, DHC-6-200, and DHC-6-
300 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 (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 already accomplished.
To minimize the potential hazards associated with operating the
airplane in freezing rain or freezing drizzle 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.
`` Flight in meteorological conditions described as
freezing rain or freezing drizzle, as determined by the following
visual cues, is prohibited:
--Unusually extensive ice accreted on the airframe in areas not
normally observed to collect ice.
--Accumulation of ice on the upper surface (for low-wing airplanes)
or lower surface (for high-wing airplanes) of the wing aft of the
protected area.
--Accumulation of ice on the propeller spinner farther back than
normally observed.
If the airplane encounters conditions that are determined to
contain freezing rain or freezing drizzle, the pilot must
immediately exit the freezing rain or freezing drizzle conditions by
changing altitude or course.
Note: The prohibition on flight in freezing rain or freezing
drizzle is not intended to prohibit purely inadvertent encounters
with the specified meteorological conditions. However, pilots should
make all reasonable efforts to avoid such encounters and must
immediately exit the conditions if they are encountered.
Use of the autopilot is prohibited when any ice is
observed forming aft of the protected surfaces of the wing, or when
unusual lateral trim requirements or autopilot trim warnings are
encountered.
Note: The autopilot may mask tactile cues that indicate adverse
changes in handling characteristics. Therefore, the pilot should
consider not using the autopilot when any ice is visible on the
airplane.
All icing detection lights must be operative prior to
flight into icing conditions at night. This supersedes any relief
provided by the Master Minimum Equipment List (MMEL).''
(2) Revise the FAA-approved AFM by incorporating the following
into the Normal Procedures Section of the AFM. This may be
accomplished by inserting a copy of this AD in the AFM.
``WARNING
If ice is observed forming aft of the protected surfaces of the
wing, or if unusual lateral trim requirements or autopilot trim
warnings are encountered:
If the flaps are extended, do not retract them until
the airframe is clear of ice.
The flight crew should reduce the angle-of-attack by
increasing speed as much as the airplane configuration and weather
allow, without exceeding design maneuvering speed.
If the autopilot is engaged, hold the control wheel
firmly and disengage the autopilot. Do not re-engage the autopilot
until the airframe is clear of ice.
Exit the icing area immediately by changing altitude or
course.
Report these weather conditions to Air Traffic Control.
CAUTION
Severe icing comprises 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 extreme 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.
THE FOLLOWING SHALL BE USED TO IDENTIFY FREEZING RAIN/FREEZING DRIZZLE
ICING CONDITIONS:
Unusually extensive ice accreted on the airframe in
areas not normally observed to collect ice.
Accumulation of ice on the upper surface (for low-wing
airplanes) or lower surface (for highwing airplanes) of the wing aft
of the protected area.
Accumulation of ice on the propeller spinner farther
back than normally observed.
THE FOLLOWING MAY BE USED TO IDENTIFY POSSIBLE FREEZING RAIN/FREEZING
DRIZZLE CONDITIONS:
Visible rain at temperatures below +5 degrees Celsius
[outside air temperature (OAT)].
Droplets that splash or splatter on impact at
temperatures below +5 degrees Celsius OAT.
PROCEDURES FOR EXITING THE FREEZING RAIN/FREEZING DRIZZE ENVIRONMENT:
These procedures are applicable to all flight phases from
takeoff to landing. Monitor the outside 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 AFM for identifying possible freezing rain or freezing
drizzle conditions are observed, accomplish the following:
Exit the freezing rain or freezing drizzle severe icing
conditions immediately to avoid extended exposure to flight
conditions outside of those for which the airplane has been
certificated for operation. Asking for priority to leave the area is
fully justified under these conditions.
Avoid abrupt and excessive maneuvering that may
exacerbate control difficulties.
Do not engage the autopilot. The autopilot may mask
unusual control system forces.
If the autopilot is engaged, hold the control wheel
firmly and disengage the autopilot.
If an unusual roll response or uncommanded control
movement is observed, reduce the angle-of-attack by increasing
airspeed or rolling wings level (if in a turn), and apply additional
power, if needed.
Avoid extending flaps during extended operation in
icing conditions. Operation with flaps extended can result in a
reduced wing angle-of-attack, with ice forming on the upper surface
further aft on the wing than normal, possibly aft of the protected
area.
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) An alternative method of compliance or adjustment of the
compliance time that provides an equivalent level of safety may be
approved by the Manager, New York Aircraft Certification Office
(ACO), FAA, 10 Fifth Street, 3rd Floor, Valley Stream, New York
11581. The request shall be forwarded through an appropriate FAA
Maintenance Inspector, who may add comments and then send it to the
Manager, New York Aircraft ACO.
Note 3: Information concerning the existence of approved
alternative methods of compliance with this AD, if any, may be
obtained from the New York ACO.
(d) 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.
[[Page 2178]]
Issued in Kansas City, Missouri, on January 19, 1996.
Michael Gallagher,
Manager, Small Airplane Directorate, Aircraft Certification Service.
[FR Doc. 96-1219 Filed 1-24-96; 8:45 am]
BILLING CODE 4910-13-U
