FR Doc 06-225

[Federal Register: January 12, 2006 (Volume 71, Number 8)]
[Rules and Regulations]
[Page 1941-1946]
From the Federal Register Online via GPO Access [wais.access.gpo.gov]
[DOCID:fr12ja06-10]

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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2005-21275; Directorate Identifier 2005-CE-28-AD;
Amendment 39-14450; AD 2006-01-11]
RIN 2120-AA64

Airworthiness Directives; The Cessna Aircraft Company Models 208
and 208B Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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SUMMARY: The FAA adopts a new airworthiness directive (AD) for all The
Cessna Aircraft Company (Cessna) Models 208 and 208B airplanes. This AD
requires you to install the pilot assist handle (part number (P/N)
SK208-146-2) (or FAA-approved equivalent part number) and deicing boots
on the cargo pod and landing gear fairings (part number (P/N) AK208-6C)
(or FAA-approved equivalent part number); and make changes to the
Pilot's Operating Handbook (POH) and FAA-approved Airplane Flight
Manual (AFM). This AD results from reports of several accidents
involving the affected airplanes during operations in flight and in
ground icing conditions. We are issuing this AD to provide a safe
method to detect ice, snow, frost, or slush adhering to the upper wing
(a critical surface) prior to takeoff; and to reduce drag in-flight by
shedding ice on the cargo pod and landing gear fairings. Ice adhering
to the upper wing surface, cargo pod, or landing gear fairings could
result in a reduction in airplane performance with the consequences
that the airplane cannot perform a safe takeoff or climb.

DATES: This AD becomes effective on February 22, 2006.
As of February 22, 2006, the Director of the Federal Register
approved the incorporation by reference of certain publications listed
in the regulation.

ADDRESSES: To get the service information identified in this AD,
contact The Cessna Aircraft Company, Product Support, P.O. Box 7706,
Wichita, Kansas 67277-7706; telephone: (316) 517-5800; facsimile: (316)
942-9006.
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 is FAA-2005-21275; Directorate

Identifier 2005-CE-28-AD.

FOR FURTHER INFORMATION CONTACT: Paul Pellicano, Aerospace Engineer
(Icing), FAA, Small Airplane Directorate, c/o Atlanta Aircraft
Certification Office (ACO), One Crown Center, 1985 Phoenix Boulevard,
Suite 450, Atlanta, GA 30349; telephone: (770) 703-6064; facsimile:
(770) 703-6097; or Robert P. Busto, Aerospace Engineer, Wichita ACO,
FAA, 1801 Airport Road, Wichita, Kansas 67209; telephone: (316) 946-
4157; facsimile: (316) 946-4107.

SUPPLEMENTARY INFORMATION:

Discussion

What events have caused this AD? The FAA has received several
reports of accidents and incidents concerning problems with Cessna
Models 208 and 208B airplanes during operations in icing conditions.
This includes a total of six accidents in the previous two icing
seasons and nine other incidents. One-third of the Model 208 icing-
related accidents occurred as a result of loss of control after takeoff
in ground icing conditions. One-third is suspected to have occurred in
supercooled large droplets, icing conditions outside the 14 CFR part 25
Appendix C certification envelope. The Cessna Models 208 and 208B are
certificated to 14 CFR part 23, but 14 CFR part 23 references 14 CFR
part 25 Appendix C for icing certification.
Findings from the accidents conclude that there was a reduction in
airplane performance due to drag from airframe ice accretion. The
airplanes could not perform a safe takeoff, climb, or maintain
altitude.
What is the potential impact if FAA took no action? Ice adhering to
critical surfaces could result in a reduction in airplane performance
with the consequence that the airplane cannot climb or maintain
altitude.
Has FAA taken any action to this point? We issued a proposal to
amend part 39 of the Federal Aviation Regulations (FAR) (14 CFR part
39) to include an AD that would apply to all The Cessna Aircraft
Company (Cessna) Models 208 and 208B airplanes. This proposal was
published in the Federal Register as a notice of proposed rulemaking
(NPRM) on June 21, 2005 (70 FR 35565). The NPRM proposed to require you
to install a pilot assist handle, Cessna part number SK208-146-2, for
all affected airplanes, install deicing boots on landing gear struts
and cargo pod, Cessna part number AK208-6C, for all affected airplanes,
and make changes to the Pilot's Operating Handbook (POH) and FAA-
approved Airplane Flight Manual (AFM), and to the POH and AFM
Supplement S1 for all affected airplanes.

Comments

Was the public invited to comment? 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:

Comment Issue No. 1: Allow Installation of Replacements Parts Approved
Under 14 CFR 21.303

What is the commenter's concern? The commenter, the Modification
and Replacement Parts Association (MARPA), states that the Parts
Manufacturer Approval (PMA), 14 CFR 21.303, provides an alternative
mechanism for the design, production, sale, and installation of
aeronautical items other than those specified by the original equipment
manufacturer (OEM). While no alternative PMA parts are currently known
to exist, alternative PMA parts may be created in the future and the AD
action should take into account that possibility.
The MARPA requests that the AD language state that installation of
replacements parts approved under 14 CFR 21.303 is permitted.
What is FAA's response to the concern? We agree with the MARPA. The
FAA will add the phrase ``or FAA-approved equivalent part number'', and
add language to cover the PMA replacement parts.

Comment Issue No. 2: Withdraw the Requirement for the Pilot Assist
Handle

What is the commenter's concern? Three commenters, two owners/
operators and the Regional Air Cargo Carriers Association (RACCA),
request the withdrawal of the requirement for the pilot assist handle.

[[Page 1942]]

The commenters justify the request for withdrawal of the proposed
requirement for the pilot assist handle reasoning that it is more cost
effective and the results will be better to continue the course of
crewmember training and education. Further, a handle will not allow the
pilot to make better decisions. Lastly, the affected airplanes' ability
to operate in and out of smaller airports, which typically do not have
ground de-ice facilities or capabilities, require the flight crew to be
especially diligent in pre-takeoff examination, assessment, and
judgment.
The RACCA also notes these reasons to withdraw the requirement for
the pilot assist handle:

--The operator may employ alternative methods of gaining access to
upper wing surface, and these methods may provide better access to a
variety of locations along the wingspan.
--It may be extremely dangerous and result in personal injury (from a
fall) to do the tactile inspection while attempting to stand on the
doorsill and hang from the pilot assist handle after the application of
deicing/anti-icing fluid may be extremely dangerous and result in
personal injury from a fall.
--It may be challenging or impossible for some pilots to reach the
intended tactile inspection area, and this could easily be challenged
under the Americans with Disabilities Act.

What is FAA's response to the concern? The FAA acknowledges the
points made by the commenters to this issue. Rather than mandating
installation of a pilot assist handle for all affected airplanes, FAA
will mandate a revision to the Required Equipment List in the
Limitations section of the basic AFM. This revision will require
installation of the pilot assist handle in ground icing conditions
currently defined in the AFM Limitations section. This AD does not
mandate where on the wingspan a pre-takeoff tactile inspection is done
and does not preclude an owner/operator from inspecting the upper wing
with a ladder. It provides the type design one safe method to do the
tactile check on the upper wing surface, particularly the pretakeoff
contamination check required in part 135 operations during ground icing
conditions.
We have revised the final rule to reflect this change.

Comment Issue No. 3: Withdraw the Proposed Requirement To Install
Deicing Boots on the Cargo Pod and Landing Gear

What is the commenter's concern? Two commenters seek the withdrawal
of the proposed requirement to install deicing boots on the cargo pod
and landing gear. The first commenter wants FAA to also show the
statistical probable cause and result of each known icing accident
involving Cessna Models 208 and 208B airplanes. Further, the commenter
wants FAA to prove that the proposed additional equipment would have
prevented a substantial number of these accidents.
The second commenter, an airline transport pilot, in a personal
anecdote describes ice adhering to critical surfaces of the Cessna
Model 208B airplane that he was piloting despite the airplane being
equipped with deicing boots on the landing gear struts and cargo pod.
The commenter describes loss of control at high airspeed under icing
conditions.
The second commenter expresses concern that the installation of
deicing boots on the landing gear struts and cargo pod on Cessna Models
208 and 208B airplanes will give pilots and operators of these
airplanes a false sense of security that the problem of ice handling
ability of the airplane has been resolved. This commenter indicates
that poor performance of the existing deicing boots is a factor in loss
of control accidents and that redesign of the existing systems is
needed.
We conclude that the second commenter wants FAA to withdraw the
proposed requirement to install deicing boots on the cargo pod and
landing gear.
What is FAA's response to the concern? Loss of control after
takeoff caused one-third of the fatal accidents involving the affected
airplanes, and the other two-thirds occurred in-flight. Approximately
50-percent of the airplanes involved in in-flight icing related
accidents were not equipped with deicing boots on the landing gear and
on the cargo pod if equipped with a cargo pod. Approximately 80-percent
of the airplanes involved in in-flight accidents suspected to be in
supercooled large drops were not equipped with these boots. Our drag
analysis shows that the service ceiling in icing is decreased by more
than 1,000 feet in critical icing conditions without this equipment.
Cessna flight-testing of artificial ice shapes validated this analysis.
Regarding the loss of control at high airspeed, FAA and the
manufacturer evaluated longitudinal control with artificial ice shapes
and have found no problems.
As for performance of the deicing boots, FAA has conducted icing
tunnel tests on a similar general aviation airfoil and deicing boots.
The results will be reported in 2006. The results of these tests are
reflected in revisions to the Airplane Flight Manual Known Icing
Supplement Limitations and Procedures during 2005.
We have revised the AD to modify the estimated costs of compliance.

Comment Issue No. 4: Require Cargo Pod and Landing Gear Deicing Boots
on Only Those Airplanes Equipped With Pneumatic Deicing Boots and
Approved for Flight in Icing Conditions

What is the commenter's concern? Two commenters, one the U.S.
Parachute Association (USPA), write that many operators operate their
Models 208 and 208B airplanes in visual meteorological conditions (VMC)
and have no intention on flying into known icing conditions or
instrument meteorological conditions (IMC).
Comments from the USPA note that some jump-configured Cessna Models
208 and 208B airplanes are equipped with pneumatic deicing boots. The
USPA letter also indicates that on some airplanes the boots have been
deactivated. In other cases, the boots are operational, but the
operator indicates that the aircraft does not have the added equipment
that would permit flight into known icing conditions; is not flown in
instrument meteorological conditions; or is not flown in known icing
conditions. The requirement for deicing boots on the cargo pod and
landing gear might result in some operators removing or deactivating
the deicing boots to avoid the requirements of the AD.
In light of the above, the USPA proposes that instead of installing
the deicing boots, allow the owners/operators of jump airplanes to
install a placard (within the pilot's clear view) that restricts the
airplane from flight into known icing conditions.
What is FAA's response to the concern? The FAA recognizes that some
owners/operators of the affected aircraft do not operate in known icing
conditions. Our intent in the proposed rule was not to mandate the
cargo pod and landing gear deicing boots on airplanes unapproved for
flight in icing or for airplanes owners to remove or deactivate the
deicing boots.
For the final rule, we added an option for airplanes discussed in
the previous paragraph to require installing a placard that prohibits
flight in icing conditions instead of installing the cargo pod and
landing gear fairing deicing boots.

Comment Issue No. 5: Delay the Proposed Requirement To Install the
Cargo Pod and Landing Gear Deicing Boots Until Cessna Flight Tests Are
Completed

What is the commenter's concern? Two commenters, Cessna and the

[[Page 1943]]

RACCA, forwarded correspondence to FAA that suggests delaying the
proposed requirement to install the deicing boots on the cargo pod and
landing gear.
In a recent letter to RACCA, Cessna's Director of Airworthiness and
Product Safety stated the following:
``Cessna does not believe that an unsafe condition exists in the
design of aircraft equipped with pneumatic deice boots for flight into
known icing and not equipped with cargo pod and main landing gear deice
boots.'' He continued by indicating that Cessna is planning to conduct
additional flight tests to determine if the rate of climb performance
is significantly improved in icing conditions and that mandatory action
(presumably the AD) ``should be delayed until completion of analysis of
this testing.''
We conclude that in light of the letter from Cessna, the RACCA
wants FAA to delay requiring owners/operators of the affected aircraft
to install the cargo pod and landing gear deicing boots until Cessna's
flight tests are completed.
What is FAA's response to the concern? The FAA reviewed the results
of Cessna artificial ice shape testing and determined the results
validate the FAA drag analysis. We have retained the requirement to
install deicing boots on the cargo pod and landing gear.

Comment Issue No. 6: Withdraw the Proposed Rule, Conduct Public
Hearings, and as a Result of the Public Hearings, Issue a New NPRM

What is the commenter's concern? The Alaska Air Carriers
Association (AACA) requested that FAA withdraw the proposed rule,
conduct at least two public hearings on the proposed changes; and based
upon the comments received under this docket and from the public
hearings, issue another document on this proposed rule. The AACA
reasoning for the comment issue included the following points.

--The proposed rule is extremely burdensome, especially in light of the
requirements of the Regulatory Flexibility Analysis. The AACA estimated
that the cost of outfitting each Cessna 208/208B with the required
items and making the proposed changes to the POH/AFM is $13,041, not
$9,653 as FAA estimated the cost impact.
--The proposed rule would expand requirements without any evidence that
it would enhance safety.
--The proposed rule does not address necessary training for owners/
operators of the affected aircraft.

What is FAA's response to the concern? The FAA does not agree with
the reasoning of the AACA for this comment issue. The FAA has
determined that the requirements regarding a Regulatory Flexibility
Analysis have been met and that, since an unsafe condition exists, we
should issue the AD. Further, the impact on continued operational
safety outweighs the cost to comply. The FAA does not believe that
there is a need for any public meetings.
We are not making changes to the final rule based on this comment
except we have modified the estimated cost of compliance. Also, owners
and operators always have the option to apply for a FAA-approved
alternative method to the pilot assist handle that will allow the
inspection required in the AFM Limitations section. An example is a
ladder that allows inspection of the upper wing extending out to two
feet behind the deicing boot and is properly secured inside the
airplane when not in use. Such an alternative would not be considered
for part 135 operators that are approved to operate in ground icing
conditions. The pilot assist handle is required to safely and quickly
conduct a pretakeoff contamination check within five minutes of
takeoff.

Comment Issue No. 7: Prohibit Flights Into Forecast and Known Icing
Conditions, Make a Special Airworthiness Review of the Aircraft
Certification for Operations in Icing Conditions, and Evaluate
Alternative Airframe Ice Protection Technologies

What is the commenter's concern? The commenter states that the row
of vortex generators on top of the horizontal stabilizer just forward
of the elevator, which enhance nose down elevator and trim authority,
may lose effectiveness in icing conditions. Additionally, the commenter
states that the pilot assist handle will not permit (without use of a
ladder) adequate inspection of all the upper tailplane surfaces
including the vortex generators. Therefore, the commenter recommends
that FAA prohibit flights of Cessna Model 208 and 208B aircraft into
forecast and known icing conditions until a Special Airworthiness
Review of the Aircraft Certification for operations in icing conditions
(with focus on the tailplane icing issue) is done, including review and
evaluation of alternative airframe ice protection technologies.
What is FAA's response to the concern? The FAA does not concur. The
tailplane vortex generators were installed to improve trim authority
not as a result of ice contaminated tailplane stall (ICTS). The
critical tail surface is the underside of the tail, and the critical
wing surface is the upper surface. We note that sandpaper ice, which
has been shown to be just as critical as ice shapes for ICTS
susceptibility, has been evaluated on the Cessna Model 208. As
mentioned in our above responses to other commenters, Cessna is
conducting flight tests that will include intercycle ice with horn
shapes associated with glaze ice along the entire span of the
horizontal stabilizer and on the elevator horns. The flight tests will
also evaluate longitudinal control and trim at critical center of
gravity. Before deciding on any further rulemaking action, FAA will
review the test results and the potential for ice to accrete on the
vortex generators and the resulting effect.
The FAA is not making changes to the final rule based on this
comment.

Conclusion

What is FAA's final determination on this issue? 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 discussed above 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 was already
proposed in the NPRM.

Docket Information

Where can I go to view the docket information? You may view the AD
docket that contains information relating to this subject in person at
the DMS Docket Offices between 9 a.m. and 5 p.m. (eastern time), Monday
through Friday, except Federal holidays. The Docket Office (telephone
1-800-647-5227) is located on the plaza level of the Department of
Transportation NASSIF Building at the street address stated in
ADDRESSES. You may also view the AD docket on the Internet at http://dms.dot.gov
.

Changes to 14 CFR Part 39--Effect on the AD

How does the revision to 14 CFR part 39 affect this AD? On July 10,
2002, the FAA published a new version of 14 CFR part 39 (67 FR 47997,
July 22, 2002), which governs the FAA's AD system. This regulation now
includes material that relates to altered products, special flight
permits, and alternative methods of compliance. This material
previously was included in each individual AD. Since this material is
included in 14 CFR part 39, we will not include it in future AD
actions.

[[Page 1944]]

Costs of Compliance

How many airplanes does this AD impact? We estimate that this AD
affects 743 airplanes in the U.S. registry.
What is the cost impact of this AD on owners/operators of the
affected airplanes? We estimate the following costs to do the
installation of the pilot assist handle (P/N SK208-146-2) for all
Cessna Models 208 and 208B airplanes:

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Total cost
Labor cost Parts cost per Total cost on U.S. operators
airplane
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5 work hours x $65 = $325........... $858 $1,183 721 x $1,183 = $852,943.
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We estimate the following costs to do the installation of the cargo
pod and landing gear deicing boots (P/N AK208-6C) for all Cessna Models
208 and 208B airplanes:

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Total cost
Labor cost Parts cost per Total cost on U.S. operators
airplane
----------------------------------------------------------------------------------------------------------------
37 work hours x $65 = $2,405........ $10,151 $12,556 343 x $12,556 = $4,306,708.
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We estimate the following costs to do the installation of a placard
for all Cessna Models 208 and 208B airplanes:

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Total cost
Labor cost Parts cost per Total cost on U.S. Operators
airplane
----------------------------------------------------------------------------------------------------------------
2 work hours x $65 = $130........... $500 $630 29 x $630 = $18,270.
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We estimate the following costs to do the changes to the Pilot's
Operating Handbook (POH) and FAA-approved Airplane Flight Manual (AFM):

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Total cost
Labor cost Parts cost per Total cost on U.S. operators
airplane
----------------------------------------------------------------------------------------------------------------
2 work hours x $65 = $130........... Not $65 752 x $130 = $97,760.
Applicable
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Authority for This Rulemaking

What authority does FAA have for issuing this rulemaking action?
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

Will this AD impact various entities? 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.
Will this AD involve a significant rule or regulatory action? 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-2005-21275; Directorate Identifier 2005-CE-28-AD'' in your
request.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

0
Accordingly, under the authority delegated to me by the Administrator,
the Federal Aviation Administration amends part 39 of the Federal
Aviation Regulations (14 CFR part 39) as follows:

[[Page 1945]]

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

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

Sec. 39.13 [Amended]

0
2. FAA amends Sec. 39.13 by adding a new AD to read as follows:

2006-01-11 The Cessna Aircraft Company: Amendment 39-14450; Docket
No. FAA-2005-21275; Directorate Identifier 2005-CE-28-AD.

When Does This AD Become Effective?

(a) This AD becomes effective on February 22, 2006.

What Other ADs Are Affected by This Action?

(b) None.

What Airplanes Are Affected by This AD?

What Is the Unsafe Condition Presented in This AD?

(d) This AD is the result of reports of several accidents
involving the affected airplanes during operations in-flight and in
ground icing conditions. We are issuing this AD to provide a safe
method to detect ice, snow, frost, or slush adhering to the upper
wing (a critical surface) prior to takeoff; and to reduce drag in-
flight by shedding ice on the cargo pod and landing gear fairings.
Ice adhering to the upper wing surface, cargo pod, or landing gear
fairings could result in a reduction in airplane performance with
the consequences that the airplane cannot perform a safe takeoff or
climb or maintain altitude.

What Must I Do To Address This Problem?

(e) To address this problem, you must do the following:

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Actions Compliance Procedures
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(1) Install the pilot assist handle Within the next 125 days after February Install the pilot assist
SK208-146-2 subkit (part number (P/N) 22, 2006 (the effective date of this handle SK208-146-2 subkit
SK208-146-2( (or FAA-approved AD), unless already done. (part number (P/N) SK208-146-
equivalent part number if the airplane 2 (or FAA-approved equivalent
will be operated in the ground icing part number) following step 4
conditions defined under `Visual/ of the Accomplishment
Tactile Check' in the LIMITATIONS Instructions of Cessna
section of the AFM after the Caravan Service Kit No. SK208-
compliance time). 146, dated October 4, 2004.
(2) 14 CFR 21.303 allows for Not Applicable......................... Not Applicable.
replacement parts through parts
manufacturer approval (PMA). The
phrase ``or FAA-approved equivalent
part number'' in this AD is intended
to signify those parts that are PMA
parts approved through identicality to
the design of the part under the type
certificate and parts to correct the
unsafe condition under PMA (other than
identicality). Equivalent replacement
parts to correct the unsafe condition
under PMA (other than identicality)
may also be installed provided they
meet current airworthiness standards,
which include those actions cited in
this AD.
(3) Insert the text in Appendix 1 of Before further flight after compliance The owner/operator holding at
this AD after the ``OTHER to paragraph (e)(1) of this AD. least a private pilot
LIMITATIONS'' in the LIMITATIONS certificate as authorized by
section of the Cessna Models 208 or section 43.7 of the Federal
208B Pilot's Operating Handbook (POH) Aviation Regulations (14 CFR
and FAA-approved Airplane Flight 43.7) may insert the
Manual (AFM). information into the POH as
specified in paragraph (e)(3)
of this AD. You may insert a
copy of this AD into the
appropriate sections of the
POH to comply with this
action. 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).
(4) For Cessna Model 208B with Pratt & Within the next 125 days after February Install the cargo pod and
Whitney of Canada Ltd., PT6A-114 Turbo 22, 2006 (the effective date of this landing gear fairing deice
Prop engine installed (600 SHP) or AD), unless already done. kit (part number (P/N) AK208-
equivalent, and equipped with 6C2) (or FAA-approved
pneumatic deicing boots, do one of the equivalent part number)
following:. following the Installation
(i) Install Cessna Accessory Kit AK208- Instructions of Cessna
6C per Cessna Service Bulletin CAB95- Caravan Service Bulletin No.
19; or. CAB95-19, dated October 13,
(ii) Install a placard in view of the 1995, and Cessna Caravan
pilot which states ``This airplane is Accessory Kit No. AK208-6C,
prohibited from flight in known or Revision C, dated August 27,
forecast icing''. 1993. 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
install the placard as
specified in paragraph (e)(4)
of this AD. You may insert a
copy of this AD into the
appropriate sections of the
POH to comply with this
action. 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).
(5) For all Cessna Model 208 and 208B Within the next 125 days after February Do the installation following
airplanes equipped with pneumatic 22, 2006 (the effective date of this the Installation Instructions
deicing boots and not included in AD), unless already done. of Cessna Caravan Service
paragraph (e)(4) of this AD, do one of Bulletin No. CAB93-20,
the following:. Revision 1, dated October 13,
(i) Install Cessna Accessory Kit AK208- 1995, and Cessna Caravan
6C per Cessna Service Bulletin CAB93- Accessory Kit No. AK208-6C,
20 Revision 1; or. Revision C, issued August 27,
(ii) Install a placard in view of the 1993. The owner/operator
pilot with the following words: ``This holding at least a private
airplane is prohibited from flight in pilot certificate as
known or forecast icing''. authorized by section 43.7 of
the Federal Aviation
Regulations (14 CFR 43.7) may
install the placard as
specified in paragraph
(e)(5)(ii) of this AD. 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).

[[Page 1946]]

(6) Insert the text in Appendix 2 of Before further flight after compliance The owner/operator holding at
this AD in the ``KINDS OF OPERATION to paragraph (e)(4)(i) or (e)(5)(i) of least a private pilot
LIMITS'' in the LIMITATIONS section of this AD. certificate as authorized by
the Cessna Models 208 or 208B Pilot's section 43.7 of the Federal
Operating Handbook (POH) and FAA- Aviation Regulations (14 CFR
approved Airplane Flight Manual (AFM). 43.7) may insert the
information into the POH as
specified in paragraph (e)(3)
of this AD. You may insert a
copy of this AD into the
appropriate sections of the
POH to comply with this
action. 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).
(7) Delete the text in Appendix 3 of Before further flight after compliance The owner/operator holding at
this AD from the ``REQUIRED to paragraph (e)(4)(i) or (e)(5)(i) of least a private pilot
EQUIPMENT'' in the LIMITATIONS section this AD. certificate as authorized by
of the Cessna Models 208 or 208B section 43.7 of the Federal
Pilot's Operating Handbook (POH) and Aviation Regulations (14 CFR
FAA-approved Airplane Flight Manual 43.7) may insert the
(AFM) Supplement S1 ``Known Icing information into the POH as
Equipment''. specified in paragraph (e)(3)
of this AD. You may insert a
copy of this AD into the
appropriate sections of the
POH to comply with this
action. 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).
----------------------------------------------------------------------------------------------------------------

Note: Cessna Caravan Service Bulletin No. CAB04-9, dated October
4, 2004, also addresses the installation of the pilot assist handle.

May I Request an Alternative Method of Compliance?

(f) The Manager, Wichita Aircraft Certification Office (ACO),
FAA, has the authority to approve alternative methods of compliance
for this AD, if requested using the procedures found in 14 CFR
39.19. For information on any already approved alternative methods
of compliance, contact Paul Pellicano, Aerospace Engineer (Icing),
FAA, Small Airplane Directorate, c/o Atlanta ACO, One Crown Center,
1985 Phoenix Boulevard, Suite 450, Atlanta, GA 30349; telephone:
(770) 703-6064; facsimile: (770) 703-6097; or Robert P. Busto,
Aerospace Engineer, Wichita ACO, FAA, 1801 Airport Road, Wichita,
Kansas 67209; telephone: (316) 946-4157; facsimile: (316) 946-4107.

Does This AD Incorporate Any Material by Reference?

(g) You must do the actions required by this AD following the
instructions in Cessna Caravan Service Kit No. SK208-146, dated
October 4, 2004 and Cessna Caravan Accessory Kit No. AK208-6C,
Revision C, dated August 27, 1993. The Director of the Federal
Register approved the incorporation by reference of this service
bulletin in accordance with 5 U.S.C. 552(a) and 1 CFR part 51. To
get a copy of this service information, contact The Cessna Aircraft
Company, Product Support, P.O. Box 7706, Wichita, Kansas 67277-7706;
telephone: (316) 517-5800; facsimile: (316) 942-9006. To review
copies of this service information, go to the National Archives and
Records Administration (NARA). For information on the availability
of this material at NARA, go to: http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
or call

(202) 741-6030. 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 is FAA-2005-

21275; Directorate Identifier 2005-CE-28-AD.

Appendix 1 to AD 2006-01-11

Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual

Affected Cessna Models 208 or 208B Pilot's Operating Handbook (POH) and
FAA-Approved Airplane Flight Manual (AFM)

Insert the following text after the ``OTHER LIMITATIONS'' in the
LIMITATIONS section of the Cessna Models 208 or 208B Pilot's
Operating Handbook (POH) and FAA-approved Airplane Flight Manual
(AFM):

COLD WEATHER OPERATIONS

The airplane must be equipped with the following equipment when
operating at an airport in the ground icing conditions defined under
`Visual/Tactile Check' in the LIMITATIONS section:
1. Pilot assist handle, Cessna P/N SK208-146-2 (or FAA-approved
equivalent part number)

Appendix 2 to AD 2006-01-11

Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual

Affected Cessna Models 208 or 208B Pilot's Operating Handbook (POH) and
FAA-Approved Airplane Flight Manual (AFM)

Add the following to the equipment listed under ``FLIGHT INTO
KNOWN ICING'' in the ``KINDS OF OPERATION LIMITS'' in the
LIMITATIONS section of the FAA approved Airplane Flight Manual:

Lower main landing gear leading edge deice boots
Cargo pod nosecap deice boot

Appendix 3 to AD 2006-01-11

Changes to the Cessna Models 208 or 208B Pilot's Operating Handbook
(POH) and FAA-Approved Airplane Flight Manual Supplement S1

Affected Cessna Models 208 or 208B Pilot's Operating Handbook (POH) and
FAA-Approved Airplane Flight Manual (AFM) Supplement S1

Remove the paragraph under ``REQUIRED EQUIPMENT'' in the
Limitations section of the FAA Approved Flight Manual Supplement S1
``Known Icing Equipment'', that currently reads as follows:

The following additional equipment is not required for flight
into icing conditions as defined by FAR 25, but may be installed on
early serial airplanes by using optional accessory Kit AK208-6. On
later serial airplanes, this equipment may be included with the
flight into known icing package. If installed, this equipment must
be fully operational:

Issued in Kansas City, Missouri, on January 5, 2006.
John R. Colomy,
Acting Manager, Small Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 06-225 Filed 1-11-06; 8:45 am]

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