34048 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

in the growth of demand and potential

supply will continue, which could

foster inflationary imbalances that

would undermine the economy’s

outstanding performance. Against the

background of the long-term goals of

price stability and sustainable economic

growth and of the information currently

available, the Board and the Reserve

Banks believe the risks are weighted

mainly toward conditions that may

generate heightened inflation pressures

in the foreseeable future.

Regulatory Flexibility Act Certification

Pursuant to section 605(b) of the

Regulatory Flexibility Act (5 U.S.C.

605(b)), the Board certifies that the

change in the basic discount rate will

not have a significant adverse economic

impact on a substantial number of small

entities. The rule does not impose any

additional requirements on entities

affected by the regulation.

Administrative Procedure Act

The provisions of 5 U.S.C. 553(b)

relating to notice and public

participation were not followed in

connection with the adoption of the

amendment because the Board for good

cause finds that delaying the change in

the basic discount rate in order to allow

notice and public comment on the

change is impracticable, unnecessary,

and contrary to the public interest in

fostering price stability and sustainable

economic growth.

The provisions of 5 U.S.C. 553(d) that

prescribe 30 days prior notice of the

effective date of a rule have not been

followed because section 553(d)

provides that such prior notice is not

necessary whenever there is good cause

for finding that such notice is contrary

to the public interest. As previously

stated, the Board determined that

delaying the changes in the basic

discount rate is contrary to the public

interest.

List of Subjects in 12 CFR Part 201

Banks, banking, Credit, Federal

Reserve System.

For the reasons set out in the

preamble, 12 CFR part 201 is amended

as set forth below:

PART 201—EXTENSIONS OF CREDIT

BY FEDERAL RESERVE BANKS

(REGULATION A)

1. The authority citation for 12 CFR

part 201 continues to read as follows:

Authority: 12 U.S.C. 343 et seq., 347a,

347b, 347c, 347d, 348 et seq., 357, 374, 374a

and 461.

2. Section 201.51 is revised to read as

follows:

§ 201.51 Adjustment credit for depository

institutions.

The rates for adjustment credit

provided to depository institutions

under § 201.3(a) are:

Federal Reserve

Bank Rate Effective

Boston ................... 6.0 May 16, 2000.

New York ............... 6.0 May 19, 2000.

Philadelphia ........... 6.0 May 18, 2000.

Cleveland ............... 6.0 May 16, 2000.

Richmond .............. 6.0 May 16, 2000.

Atlanta ................... 6.0 May 17, 2000.

Chicago ................. 6.0 May 17, 2000.

St. Louis ................ 6.0 May 18, 2000.

Minneapolis ........... 6.0 May 18, 2000.

Kansas City ........... 6.0 May 17, 2000.

Dallas ..................... 6.0 May 17, 2000.

San Francisco ....... 6.0 May 16, 2000.

By order of the Board of Governors of the

Federal Reserve System, May 23, 2000.

Jennifer J. Johnson,

Secretary of the Board.

[FR Doc. 00–13309 Filed 5–25–00; 8:45 am]

BILLING CODE 6210–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–65–AD; Amendment

39–11741; AD 2000–10–17]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes Equipped

With Pratt & Whitney JT9D–70 Series

Engines

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Boeing Model 747

series airplanes, that requires

inspections, tests, and certain

modifications of the thrust reverser

control and indication system and

wiring on each engine, and corrective

action, if necessary. This amendment

also requires installation of a

terminating modification, and repetitive

functional tests of that installation to

detect discrepancies, and repair, if

necessary. This amendment is prompted

by the results of a safety review, which

revealed that in-flight deployment of a

thrust reverser could result in

significant reduction in airplane

controllability. The actions specified by

this AD are intended to ensure the

integrity of the fail-safe features of the

thrust reverser system by preventing

possible failure modes, which could

result in inadvertent deployment of a

thrust reverser during flight, and

consequent reduced controllability of

the airplane.

DATES: Effective June 30, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 30,

2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Airplane

Group, P.O. Box 3707, Seattle,

Washington 98124–2207. This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 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:

Larry Reising, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2683;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Boeing

Model 747 series airplanes was

published in the Federal Register on

February 4, 2000 (65 FR 5459). That

action proposed to require inspections,

tests, and certain modifications of the

thrust reverser control and indication

system and wiring on each engine, and

corrective action, if necessary. That

action also proposed to require

installation of a terminating

modification, and repetitive functional

tests of that installation to detect

discrepancies, and repair, if necessary.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Conclusion

The FAA has determined that air

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 7 Model 747

series airplanes of the affected design in

the worldwide fleet. The FAA estimates

Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34049

that 6 airplanes of U.S. registry will be

affected by this AD.

It will take approximately 32 work

hours (8 work hours per engine) per

airplane, to accomplish the required

thrust reverser inspection, modification,

and test, described in 747–78A2149,

Revision 1, or Revision 2, at an average

labor rate of $60 per work hour. Based

on these figures, the cost impact of the

AD on U.S. operators is estimated to be

$11,520, or $1,920 per airplane.

It will take approximately 8 work

hours (2 work hours per engine) per

airplane, to accomplish the required

1,000-flight-hour inspections described

in Boeing Service Bulletin 747–

78A2159, at an average labor rate of $60

per work hour. Based on these figures,

the cost impact of the inspection

required by this AD on U.S. operators is

estimated to be $2,880, or $480 per

airplane, per inspection cycle.

It will take approximately 20 work

hours (5 work hours per engine) per

airplane, to accomplish the required 18-

month thrust reverser system checks

described in Boeing Service Bulletin

747–78A2159, at an average labor rate of

$60 per work hour. Based on these

figures, the cost impact of the test

required by this AD on U.S. operators is

estimated to be $7,200, or $1,200 per

airplane, per test cycle.

It will take approximately 544 work

hours per airplane, to accomplish the

required provisional wiring, at an

average labor rate of $60 per work hour.

Required parts will be provided by the

manufacturer at no cost to the operators.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $195,840, or $32,640 per airplane.

It will take approximately 593 work

hours per airplane, to accomplish the

required sync lock installation, at an

average labor rate of $60 per work hour.

Required parts will be provided by the

manufacturer at no cost to the operators.

Based on these figures, the cost impact

of the installation required by this AD

on U.S. operators is estimated to be

$213,480, or $35,580 per airplane.

It will take approximately 4 work

hours per airplane, to accomplish the

required functional test of the additional

locking system, at an average labor rate

of $60 per work hour. Based on these

figures, the cost impact of the test

required by this AD on U.S. operators is

estimated to be $1,680, or $240 per

airplane, per test cycle.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

Regulatory Impact

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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, 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 U.S.C. 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

2000–10–17 Boeing: Amendment 39–11741.

Docket 99-NM–65-AD.

Applicability: Model 747 series airplanes

equipped with Pratt & Whitney JT9D–70

series engines; 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 (g) 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 inadvertent deployment of a

thrust reverser during flight and consequent

reduced controllability of the airplane,

accomplish the following:

Inspection/Repair

(a) Within 200 flight hours or 50 flight

cycles after the effective date of this AD,

whichever occurs later: Inspect the thrust

reverser wiring on each engine to detect

discrepancies, in accordance with Boeing

Service Bulletin 747–78A2149, Revision 1,

dated May 9, 1996, or Revision 2, dated

August 29, 1996. Prior to further flight, repair

any discrepancy, in accordance with the

service bulletin.

Modification and Tests

(b) Within 5,000 flight hours or 500 flight

cycles after the effective date of this AD,

whichever occurs later: Accomplish the

thrust reverser wiring modification on each

engine in accordance with Boeing Service

Bulletin 747–78A2149, Revision 1, dated

May 9, 1996, or Revision 2 dated August 29,

1996.

(1) Concurrent with accomplishment of

Boeing Service Bulletin 747–78A2149,

Revision 1 or Revision 2: Accomplish the

modification of the thrust reverser control

system wiring specified in Rohr Service

Bulletin TBC-CNS 78–32, Revision 1, dated

August 20, 1996.

(2) Prior to further flight following

accomplishment of the modification

specified in paragraphs (b) and (b)(1):

Perform an operational test of the thrust

reverser wiring on each engine to detect

discrepancies in accordance with Boeing

Service Bulletin 747–78A2149, Revision 1,

dated May 9, 1996, or Revision 2 dated

August 29, 1996. Prior to further flight,

correct any discrepancy detected, in

accordance with the service bulletin.

Repetitive Inspections and Tests

(c) Perform the inspections and tests of the

thrust reverser control and indication system

to detect discrepancies at the times specified

in paragraphs (c)(1) and (c)(2) of this AD, in

accordance with Boeing Alert Service

Bulletin 747–78A2159, dated May 18, 1995.

(1) Within 90 days after the effective date

of this AD, inspect in accordance with Part

III, ‘‘1,000 Flight Hour Inspections’’ of the

Accomplishment Instructions of the alert

service bulletin. Repeat at intervals not to

exceed 1,000 flight hours until

accomplishment of paragraph (f) of this AD.

(2) Within 1,500 flight hours or 4 months

after the effective date of this AD, whichever

occurs later, inspect and test in accordance

with Part III, ‘‘18 Month Thrust Reverser

System Checks’’ of the Accomplishment

Instructions of the alert service bulletin.

Repeat at intervals not to exceed 18 months

until accomplishment of paragraph (e) of this

AD.

34050 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

Corrective Actions

(d) If any inspection or test required by

paragraph (c) of this AD cannot be

successfully performed as specified in the

referenced service bulletin, or if any

discrepancy is detected during any

inspection or test, prior to further flight,

repair in accordance with Boeing Alert

Service Bulletin 747–78A2159, dated May

18, 1995. Additionally, prior to further flight,

any failed inspection or test required by

paragraph (c) of this AD must be repeated

and successfully accomplished.

Terminating Action

(e) Accomplish the requirements of

paragraphs (e)(1) and (e)(2) of this AD at the

times specified in those paragraphs.

Accomplishment of these actions constitutes

terminating action for the repetitive

inspections and tests required by paragraph

(c) of this AD.

(1) Within 36 months after the effective

date of this AD: Install an additional locking

system on each engine thrust reverser in

accordance with the Accomplishment

Instructions of Boeing Service Bulletin 747–

78–2153, Revision 1, dated November 27,

1996.

(2) Prior to or concurrent with

accomplishment of Boeing Service Bulletin

747–78–2153, Revision 1: Accomplish the

installation of provisional wiring for the

locking system on the thrust reversers in

accordance with Boeing Service Bulletins

747–78–2135, dated August 31, 1995; and

747–78A2149, Revision 1, dated May 9, 1996,

or Revision 2, dated August 29, 1996.

Additionally, concurrent with

accomplishment of Boeing Service Bulletin

747–78–2153, Revision 1, accomplish the

installation of the provisional wiring

described previously in accordance with

Rohr Service Bulletin TBC-CNS 78–33,

Revision 1, dated August 20, 1996.

Repetitive Functional Tests

(f) Within 4,000 hours time-in-service after

accomplishment of paragraph (e) of this AD:

Perform a functional test to detect

discrepancies of the additional locking

system on each thrust reverser, in accordance

with Appendix 1 (including Figures 1 and 2)

of this AD. Prior to further flight, correct any

discrepancy detected, in accordance with the

procedures described in the Boeing 747

Airplane Maintenance Manual. Repeat the

functional test thereafter at intervals not to

exceed 4,000 hours time-in-service.

Alternative Methods of Compliance

(g) 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, Seattle

Aircraft Certification Office (ACO), 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, Seattle ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permit

(h) 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.

Incorporation by Reference

(i) Except as provided by paragraph (f) of

this AD, the actions shall be done in

accordance with Boeing Service Bulletin

747–78A2149, Revision 1, dated May 9, 1996;

Boeing Service Bulletin 747–78A2149,

Revision 2, dated August 29, 1996; Boeing

Alert Service Bulletin 747–78A2159, dated

May 18, 1995; Boeing Service Bulletin 747–

78–2135, dated August 31, 1995; Boeing

Service Bulletin 747–78–2153, Revision 1,

dated November 27, 1996; Rohr Service

Bulletin TBC–CNS 78–32, Revision 1, dated

August 20, 1996; and Rohr Service Bulletin

TBC–CNS 78–33, Revision 1, dated August

20, 1996; as applicable. Rohr Service Bulletin

TBC–CNS 78–32, Revision 1, dated August

20, 1996 contains the following list of

effective pages:

Page No. Revision level shown on

page Date shown on page

1, 3, 5–8, 10–11, 13–14, 16–18 ................................................................... 1 .................................... August 20, 1996.

2, 4, 9, 12, 15 ............................................................................................... Original .......................... May 25, 1995.

Rohr Service Bulletin TBC–CNS 78–33, Revision 1, dated August 20, 1996 contains the following list of effective pages:

Page No. Revision level shown on

page Date shown on page

1, 3–55 .......................................................................................................... 1 .................................... August 20, 1996.

2 .................................................................................................................... Original .......................... December 11, 1995.

This incorporation by reference was

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51. Copies may be obtained

from Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected 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.

(j) This amendment becomes effective on

June 30, 2000.

Appendix 1

Thrust Reverser Sync-Lock Integrity Test

1. General

A. Equipment and Materials

(1) Thrust reverser flex drive adapter—

196K8004–1 or 196K8004–3; Rohr Industries,

Inc., Chula Vista, California 92012.

2. Thrust Reverser Sync-Lock Integrity Test

B. Prepare for the thrust reverser sync lock

test.

(1) Open applicable T/R CONT & BLEED

SYS circuit breaker on P12 circuit breaker

panel.

(2) Open fan cowl doors (Ref 71–11–02,

Maintenance Practices).

(3) Check that forward and aft

circumferential latches and all tension

latches are engaged and locked.

(4) Depress drive unit latch operating arm

and retain by engaging latch arm (detail C).

(5) Disengage stow latch hook on left and

right thrust reversers (detail D).

(6) On either lower slave actuator (detail

B), either remove coverplate from forward

drive pad or remove locking plug from lower

drive pad.

(7) Move left-hand sync-lock lever to the

unlocked position.

(8) Using appropriate drive adapter

(196K8004–1 at forward drive pad or

196K8004–3 at lower drive pad), attempt to

manually deploy sleeves.

CAUTION: DO NOT APPLY A TORQUE

LOAD OF MORE THAN 75 POUND-INCHES

TO THE ACTUATOR; A GREATER TORQUE

LOAD CAN CAUSE DAMAGE TO THE

MECHANISM.

(9) If sleeves move, replace the right-hand

sync-lock.

Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34051

(10) Move left-hand sync-lock lever to the

locked position.

(11) Move right-hand sync-lock lever to the

unlocked position.

(12) Repeat step (8) above.

(13) If sleeves move, replace the left-hand

sync-lock.

(14) Move left-hand sync-lock lever to the

unlocked position.

(15) Rotate actuator gearshaft to fully stow

the sleeves.

(16) When translating sleeves reach stowed

position, check that stow latch hooks have

engaged fixed hooks on both sides (detail D).

(17) Depress latch operating arm and

disengage latch arm (detail C); allow latch

arm to raise.

(18) After releasing arm, verify latch

engagement by attempting to rotate feedback

gear on drive unit using 1⁄4-inch square drive;

gear shall not rotate in excess of 0.1 of a turn.

CAUTION: DO NOT APPLY A TORQUE

LOAD OF MORE THAN 25 POUND-INCHES

ON FEEDBACK GEAR; A GREATER

TORQUE LOAD CAN CAUSE DAMAGE TO

THE MECHANISM.

(19) As applicable, install locking plug

(with square section facing away from drive

pad) or coverplate on actuator drive pad.

Secure plug or plate with bolts tightened to

50–70 pound-inches.

(20) Move both left-and right-hand synclock levers to the locked position.

(21) Close fan cowl doors (Ref 71–11–02,

Maintenance Practices).

(22) Close T/R CONT & BLEED SYS circuit

breaker.

(23) Repeat the sync-lock integrity test on

all remaining thrust reversers.

BILLING CODE 4910–13–U

34052 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations 34053

34054 Federal Register / Vol. 65, No. 103 / Friday, May 26, 2000 / Rules and Regulations

Issued in Renton, Washington, on May 16,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–12812 Filed 5–25–00; 8:45 am]

BILLING CODE 4910–13–C

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–360–AD; Amendment

39–11743; AD 2000–10–19]

RIN 2120–AA64

Airworthiness Directives; Israel

Aircraft Industries, Ltd., Model 1125

Westwind Astra and Astra SPX Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Israel Aircraft

Industries, Ltd., Model 1125 Westwind

Astra and Astra SPX series airplanes,

that requires replacement of the existing

pneumatic de-icing boot pressure

indicator switch with a newly designed

switch. This amendment is prompted by

an occurrence on a similar airplane

model in which the pneumatic de-icing

boot indication light may have provided

the flightcrew with misleading

information as to the proper functioning

of the de-icing boots. The actions

specified by this AD are intended to

prevent ice accumulation on the

airplane leading edges, which could

result in reduced controllability of the

airplane.

DATES: Effective June 30, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of June 30,

2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Galaxy Aerospace Corporation,

One Galaxy Way, Fort Worth Alliance

Airport, Fort Worth, Texas 76177. This

information may be examined at the

Federal Aviation Administration (FAA),

Transport Airplane Directorate, Rules

Docket, 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:

Norman B. Martenson, Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, 1601

Lind Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2110;

fax (425) 227–1149.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to all Israel Aircraft

Industries, Ltd., Model 1125 Westwind

Astra and Astra SPX series airplanes

was published in the Federal Register

on January 24, 2000 (65 FR 3617). That

action proposed to require replacement

of the existing pneumatic de-icing boot

pressure indicator switch with a newly

designed switch.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. No

comments were submitted in response

to the proposal or the FAA’s

determination of the cost to the public.

Changes to the Proposed AD

Since issuance of the proposed AD,

the manufacturer has issued Astra Alert

Service Bulletin 1125–30A–199, dated

April 17, 2000, which describes

procedures for replacement of the wing

and tail de-icing boot pressure indicator

switches with improved switches. The

Civil Aviation Administration of Israel

(CAAI), which is the airworthiness

authority for Israel, classified this

service bulletin as mandatory.

Additionally, the CAAI previously

issued Israeli airworthiness directive

30–00–02–05, dated February 24, 2000,

in order to assure the continued

airworthiness of these airplanes in

Israel.

The FAA has determined that the

replacement described in the service

bulletin provides an adequate method of

addressing the unsafe condition

identified in this AD. Paragraph (a) of

the AD has been revised to include that

replacement as an acceptable means of

compliance to the requirements of the

AD. The applicability of the AD has also

been revised to exclude airplanes

having serial number 116 and up, on

which the replacement will be installed

in production.

The FAA has also revised the ‘‘Cost

Impact’’ section of the AD to provide the

estimated cost of the replacement in

accordance with the previously

described service bulletin, and to revise

the number of affected airplanes of U.S.

registry.

Conclusion

After careful review of the available

data, the FAA has determined that air

safety and the public interest require the

adoption of the rule with the changes

described previously. 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 89 airplanes

of U.S. registry will be affected by this

AD.

Should an operator elect to

accomplish the replacement in

accordance with Astra Alert Service

Bulletin 1125–30A–199, it will take

approximately 2 work hours per

airplane to accomplish it, at an average

labor rate of $60 per work hour.

Required parts may cost as much as

$1,455 per airplane. Based on these

figures, the cost impact of the

replacement on U.S. operators is

estimated to be as much as $1,575 per

airplane.

Regulatory Impact

The regulations adopted herein 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. Therefore, it is

determined that this final rule does not

have federalism implications under

Executive Order 13132.

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 final evaluation has

been prepared for this action and it is

contained in the Rules Docket. A copy

of it 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, 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: