37022 Federal Register / Vol. 65, No. 114 / Tuesday, June 13, 2000 / Rules and Regulations

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

Note 5: The subject of this AD is addressed

in French airworthiness directive 98–174–

248(B), dated April 22, 1998.

(g) This amendment becomes effective on

July 18, 2000.

Issued in Renton, Washington, on June 2,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–14437 Filed 6–12–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–208–AD; Amendment

39–11777; AD 2000–11–28]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747–400 and 767–200 and –300

Series Airplanes Powered by Pratt &

Whitney Model PW4000 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–

400 and 767–200 and –300 series

airplanes, that requires repetitive

inspections to detect damage and wear

of the auxiliary track assembly of the

thrust reverser, and corrective actions, if

necessary. This amendment also

requires eventual repair of the auxiliary

track assembly, or replacement of the

slider and liner or the entire assembly,

with new, improved parts, which, when

accomplished, would terminate the

repetitive inspections. This amendment

is prompted by reports of damage and

wear to the auxiliary track assembly.

The actions specified by this AD are

intended to prevent a slider disengaging

from the auxiliary track assembly,

which could lead to separation of a

portion of the thrust reverser from the

airplane during flight, possible impact

of separated portions on airplane

structure, and consequent possible rapid

decompression of the airplane, reduced

controllability of the airplane, or

reduced structural integrity of the

fuselage.

DATES: Effective July 18, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 18,

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:

Sulmo Mariano, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2686;

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 747–400 and 767–200 and –300

series airplanes was published in the

Federal Register on October 19, 1999

(64 FR 56276). That action proposed to

require repetitive inspections to detect

damage and wear of the auxiliary track

assembly of the thrust reverser, and

corrective actions, if necessary. That

action also proposed to require eventual

replacement of the liner and slider, or

the entire assembly, with new,

improved parts, which, when

accomplished, would terminate the

repetitive inspections.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter supports the

proposed rule.

Request To Revise Certain

Requirements in the Proposed AD

Several commenters indicate that they

disagree with the proposed replacement

of the auxiliary track beam assembly,

including installation of a new slider

and liner, regardless of the amount of

wear and/or damage to the track beam.

The commenters request that repair of

the track beam be allowed when the

damage is within the allowable limits

specified in the referenced service

information. One commenter states that

replacement of the track beam fitting is

required only when the wear or damage

is beyond repairable limits, as specified

in Boeing Service Bulletin 747–

78A2164, Revision 2, and Boeing

Service Bulletin 767–78A0079, Revision

2. The commenter notes that

replacement of the track beam fitting in

and of itself does nothing to address the

root cause of the excessive wear;

however, the new design slider fitting

and track liner do address and correct

the root cause. A second commenter

states that the service bulletins specify

replacement of the track beam assembly

if the track beam has any discrepancy

AND the measurement of the gap is

greater than 0.45 inch. If the track beam

has any discrepancy and the gap

measurement is less than 0.45 inch,

only the slider and liner should be

replaced. Another commenter states that

replacement of the track beam assembly

is necessary only when damage cannot

be repaired by means of replacement of

the liner, slider, and/or retainer bar.

The FAA concurs with the

commenters’ requests. The FAA has

coordinated this issue with the

manufacturer, and has determined that

if the damage to the track beam

assembly is not beyond the repairable

limits specified in the referenced service

bulletins, a repair that involves

replacement of the slider and liner and

installation of a retainer bar, in lieu of

replacement of the track beam assembly,

is acceptable. Therefore, paragraphs (a)

and (c) of this AD have been revised to

specify measuring the auxiliary track

beam dimensions in accordance with

the Accomplishment Instructions of the

referenced service bulletins, and to

allow repair if the measurement is

within the allowable limits.

Request To Revise Cost Impact

Information

One commenter states that the total

number of U.S.-registered Model 747–

400 series airplanes affected by the

proposed AD should be higher than the

12 airplanes shown in the cost impact

section. The commenter indicates that it

has 10 affected airplanes in its fleet and

assumes that other operators also have

Model 747–400 series airplanes that are

affected by the proposal.

The FAA concurs. The referenced

service bulletin specifies a total of 36

Model 747–400 series airplanes of U.S.-

registry that are powered by Pratt &

Whitney PW4000 series engines. In light

of this information, the FAA has revised

the cost impact information, below, to

specify that 36 Model 747–400 series

airplanes of U.S. registry will be affected

by this AD.

Request for Credit for Previously

Accomplished Work

One commenter requests credit for

prior accomplishment of work done in

Federal Register / Vol. 65, No. 114 / Tuesday, June 13, 2000 / Rules and Regulations 37023

accordance with Boeing Service Bulletin

747–78A2164, dated June 19, 1997,

including Revision 1, dated February 5,

1998; and 767–78A0079, dated June 19,

1997, including Revision 1, dated

February 5, 1998; which were

previously issued revisions of the

service bulletins referenced in the

proposed rule as the appropriate sources

of service information for

accomplishment of the actions in the

proposal. The commenter states that it

incorporated the inspection and

terminating actions described in the

above service bulletins on two-thirds of

its fleet beginning in June 1997.

Additionally, the commenter states that

the proposed rule requires different

terminating action than the original and

Revision 1 of the service bulletins

specify.

The FAA partially concurs with the

commenter’s request. The FAA has

determined that there are significant

differences between Revision 2 of the

service bulletins and the original issue.

The accomplishment instructions in

Revision 2 provide more detailed

information about how to perform the

inspections, and are more specific

regarding the extent of damage

permitted before accomplishing repair

work. Therefore, the FAA cannot give

credit for work accomplished in

accordance with the original issue of the

service bulletin. However, for any

procedure which an operator has

accomplished previously, the operator

may request approval of an alternative

method of compliance in accordance

with the provisions of paragraph (d) of

this AD.

Revision 1 of the service bulletin is

essentially identical to Revision 2,

which was cited in the proposed AD as

the appropriate source of service

information for accomplishment of the

required actions. Revision 2 simply

changes the recommended repetitive

inspection interval for detection of no

wear or damage. Therefore, this final

rule has been revised to add a new

NOTE 4 to include Revision 1 of the

referenced service bulletins as an

additional source of service information

for accomplishment of the actions.

Request To Extend Compliance Time

and Revise Proposed Inspection

One commenter states that the results

of a survey of operators of Model 747

and 767 series airplanes powered by

Pratt & Whitney PW4000 series engines,

which was conducted by the

manufacturer in January 1998, revealed

that the most significant wear occurs on

the lower auxiliary track assembly. The

commenter recommends that the

inspection only pertain to that

assembly. The commenter also requests

that the FAA extend the grace period for

inspection of the upper and lower

auxiliary track assemblies from 90 days

to 18 months for the reason stated

previously.

The FAA does not concur with the

commenter’s requests. In developing an

appropriate compliance time for this

action, the FAA considered not only the

degree of urgency associated with

addressing the subject unsafe condition,

but accomplishment of the required

inspection within an interval of time

that parallels normal scheduled

maintenance for the majority of affected

operators. However, under the

provisions of paragraph (d) of the final

rule, the FAA may approve requests for

adjustments to the compliance time if

data are submitted to substantiate that

such an adjustment would provide an

acceptable level of safety.

In addition, the inspection required

by paragraph (a) of the final rule is

required to be accomplished in

accordance with the inspection

procedures specified in Boeing Service

Bulletin 747–78A2164, Revision 2,

dated December 3, 1998; or Boeing

Service Bulletin 767–78A0079, Revision

2, dated December 3, 1998; as

applicable. Inspection of only the lower

auxiliary track assembly is inadequate,

in light of the fact that service

experience accumulated over time has

shown that excessive wear and damage

are present in both the upper and lower

auxiliary track assemblies. Therefore, no

change to the final rule is necessary in

this regard.

Other Related Service Information

One commenter recommends that the

FAA include the actions specified in

Boeing Service Bulletins 767–78–0005,

767–78–0037, and 767–78–0039 in the

proposed rule as additional

requirements. These service bulletins

describe the replacement of the

aluminum auxiliary slider fittings of the

original design with new design steel

fittings, on Model 767 series airplanes

powered by General Electric CF6–80A

and Pratt & Whitney JT9D–7R4D series

engines. The commenter states that

cracking of the aluminum fittings due to

fatigue loading could result in breakage

of the slider and subsequent separation

of a portion of the thrust reverser from

the airplane, which could lead to an

unsafe condition similar to that

addressed in the proposed AD.

The FAA does not concur with the

commenter’s recommendation. The

FAA has determined that since the

suggested changes would alter the

actions currently required by this AD,

additional rulemaking would be

required. The FAA finds that to delay

this action would be inappropriate in

light of the identified unsafe condition.

However, the FAA will discuss this

issue with the manufacturer at a later

date; therefore, no change to the final

rule is necessary.

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

There are approximately 254

airplanes of the affected design in the

worldwide fleet. The FAA estimates that

36 Model 747–400 series airplanes and

46 Model 767–200 and –300 series

airplanes of U.S. registry will be affected

by this AD.

It will take approximately 4 work

hours per engine to accomplish the

required repetitive inspections, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators of Model

747–400 series airplanes (4 engines per

airplane) is estimated to be $34,560, or

$960 per airplane, per inspection cycle.

The cost impact of the AD on U.S.

operators of Model 767 series airplanes

(2 engines per airplane) is estimated to

be $22,080, or $480 per airplane, per

inspection cycle.

Should an operator be required to

accomplish the replacement of the

auxiliary track assembly, it would take

approximately 220 work hours per

auxiliary track assembly to accomplish

the replacement, at an average labor rate

of $60 per work hour. Required parts

would cost approximately $30,090.

Based on these figures, the cost impact

of this replacement is estimated to be

$43,290 per assembly. There are four

auxiliary track assemblies per engine.

Should an operator be required to

accomplish the replacement of the liner

and slider, it would take approximately

8 work hours per auxiliary track

assembly to accomplish the

replacement, at an average labor rate of

$60 per work hour. Required parts

would be provided at no cost by the

airplane manufacturer. Based on these

figures, the cost impact of this

replacement is estimated to be $480 per

assembly. There are four auxiliary track

assemblies per engine.

The cost impact figures discussed

above are based on assumptions that no

37024 Federal Register / Vol. 65, No. 114 / Tuesday, June 13, 2000 / Rules and Regulations

operator has yet accomplished any of

the proposed 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:

2000–11–28 Boeing: Amendment 39–11777.

Docket 99–NM–208–AD.

Applicability: Model 747–400 series

airplanes powered by Pratt & Whitney

PW4000 series engines, line numbers 696

through 1100 inclusive; and Model 767–200

and –300 series airplanes powered by Pratt

& Whitney PW4000 series engines, line

numbers 1 through 646 inclusive; 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 prevent a slider disengaging from the

auxiliary track assembly, which could lead to

separation of a portion of the thrust reverser

from the airplane during flight, possible

impact of separated portions on airplane

structure, and consequent possible rapid

decompression of the airplane, reduced

controllability of the airplane, or reduced

structural integrity of the fuselage,

accomplish the following:

Initial Inspection

(a) Prior to the accumulation of 3,000 total

flight cycles, or within 90 days after the

effective date of this AD, whichever occurs

later, perform a detailed visual inspection of

the upper and lower auxiliary track

assemblies on each thrust reverser half of

each engine to detect missing segments of the

track lip; to detect signs that the slider has

disengaged from the track; to detect cracks,

gouges, and wear of the liner; and measure

the auxiliary track beam dimensions; in

accordance with the Accomplishment

Instructions of Boeing Service Bulletin 747–

78A2164, Revision 2, dated December 3,

1998 (for Model 747–400 series airplanes); or

Boeing Service Bulletin 767–78A0079,

Revision 2, dated December 3, 1998 (for

Model 767 series airplanes); as applicable.

Note 2: For the purposes of this AD, a

detailed visual inspection is defined as: ‘‘An

intensive visual examination of a specific

structural area, system, installation, or

assembly to detect damage, failure, or

irregularity. Available lighting is normally

supplemented with a direct source of good

lighting at intensity deemed appropriate by

the inspector. Inspection aids such as mirror,

magnifying lenses, etc., may be used. Surface

cleaning and elaborate access procedures

may be required.’’

Repetitive Inspections/Corrective Actions

(1) If no discrepancy is detected, repeat the

detailed visual inspection thereafter at

intervals not to exceed 3,000 flight cycles or

7,000 flight hours, whichever occurs earlier,

until paragraph (b) or (c), as applicable, has

been accomplished.

(2) If the auxiliary track lip has a missing

segment of 3 inches or longer, or longitudinal

cracks at the base of the lip, or other

indications that the slider has disengaged

from the track in the forward 4 inches, prior

to further flight, repair in accordance with

Part A of the Accomplishment Instructions of

the applicable service bulletin. Repeat the

detailed visual inspection thereafter at the

applicable intervals specified in Part A of the

Accomplishment Instructions of the

applicable service bulletin, until paragraph

(c) of this AD has been accomplished.

(3) If the auxiliary track lip has a missing

segment of 3 inches or longer, or longitudinal

cracks at the base of the lip, or other

indications that the slider has disengaged

from the track AFT of the forward four

inches, accomplish paragraphs (a)(3)(i) or

(a)(3)(ii) of this AD.

(i) Prior to further flight, repair in

accordance with Part B of the

Accomplishment Instructions of the

applicable service bulletin. Repeat the

detailed visual inspection thereafter at the

applicable intervals specified in Part B of the

Accomplishment Instructions of the

applicable service bulletin, until paragraph

(c) of this AD has been accomplished.

(ii) Accomplish both paragraphs

(a)(3)(ii)(A) and (a)(3)(ii)(B) of this AD:

(A) Prior to further flight, deactivate the

associated thrust reverser in accordance with

Section 78–2 of Boeing Document D6U10151,

‘‘Boeing 747–400 Dispatch Deviations

Guide,’’ Revision 11, dated March 31, 1998

(for Model 747–400 series airplanes); or

Section 78–2 of Boeing Document D630T002,

‘‘Boeing 767 Dispatch Deviations Guide,’’

Revision 19, dated May 14, 1999 (for Model

767 series airplanes); as applicable. No more

than one thrust reverser on any airplane may

be deactivated under the provisions of the

paragraph.

Note 3: The airplane may be operated for

up to 30 days in accordance with the

provisions and limitations specified in the

operator’s FAA-approved Master Minimum

Equipment List, provided that no more than

one thrust reverser on the airplane is

inoperative.

(B) Within 30 days after deactivation of any

thrust reverser in accordance with paragraph

(a)(3)(ii)(A) of this AD, the thrust reverser

must be repaired in accordance with the

Accomplishment Instructions of the

applicable service bulletin; once this is

accomplished, the thrust reverser may then

be reactivated. Repeat the detailed visual

inspection thereafter at the applicable

intervals specified in the Accomplishment

Instructions of the applicable service

bulletin, until paragraph (c) of this AD has

been accomplished.

Terminating Action

(b) For any auxiliary track assembly on

which no discrepancy is detected during any

detailed visual inspection required by

paragraph (a) of this AD: Replace the liner

and slider of the auxiliary track assembly

with a new, improved liner and slider, in

accordance with Part A of the

Accomplishment Instructions of Boeing

Service Bulletin 747–78A2164, Revision 2,

dated December 3, 1998 (for Model 747–400

series airplanes); or Boeing Service Bulletin

767–78A0079, Revision 2, dated December 3,

1998 (for Model 767 series airplanes); as

applicable; at the later of the times specified

in paragraphs (b)(1) and (b)(2) of this AD.

Such action constitutes terminating action for

the requirements of this AD for that

assembly.

Federal Register / Vol. 65, No. 114 / Tuesday, June 13, 2000 / Rules and Regulations 37025

(1) Within 6,000 flight cycles, 14,000 flight

hours, or 5 years after the date of the first

inspection, whichever occurs earliest; or

(2) Within 4 years after the effective date

of this AD.

(c) For any auxiliary track assembly on

which any discrepancy is detected during

any detailed visual inspection required by

paragraph (a) of this AD: Repair the auxiliary

track assembly (replace the slider and liner

and install a retainer bar), or replace with a

new, improved assembly (including a new

liner and slider), as applicable, in accordance

with the Accomplishment Instructions of

Boeing Service Bulletin 747–78A2164,

Revision 2, dated December 3, 1998 (for

Model 747–400 series airplanes); or Boeing

Service Bulletin 767–78A0079, Revision 2,

dated December 3, 1998 (for Model 767 series

airplanes); as applicable; at the later of the

times specified in paragraphs (c)(1) and (c)(2)

of this AD. Such action constitutes

terminating action for the requirements of

this AD for that assembly.

(1) Within 4,500 flight cycles, 10,000 flight

hours, or 3 years after the date of the first

repair, whichever occurs earliest; or

(2) Within 2 years after the effective date

of this AD.

Note 4: Inspections and repairs

accomplished prior to the effective date of

this AD in accordance with Boeing Service

Bulletin 747–78A2164, Revision 1, or Boeing

Service Bulletin 767–78A0079, Revision 1,

both dated February 5, 1998; are considered

acceptable for compliance with the

applicable actions specified in this AD.

Alternative Methods of Compliance

(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, 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 5: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

Special Flight Permits

(e) 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

(f) Except as provided by paragraph

(a)(3)(ii)(A) of this AD, the actions shall be

done in accordance with Boeing Service

Bulletin 747–78A2164, Revision 2, dated

December 3, 1998; or Boeing Service Bulletin

767–78A0079, Revision 2, dated December 3,

1998; as applicable. 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.

(g) This amendment becomes effective on

July 18, 2000.

Issued in Renton, Washington, on June 2,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–14436 Filed 6–12–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–230–AD; Amendment

39–11773; AD 2000–11–24]

RIN 2120–AA64

Airworthiness Directives; British

Aerospace BAe Model ATP Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain British Aerospace

BAe Model ATP airplanes, that requires

repetitive inspections to detect

discrepancies of the downlock support

assembly and attachment of the nose

landing gear (NLG), and of the bulkhead

and adjacent structure in the NLG bay;

and corrective action, if necessary. This

amendment is prompted by issuance of

mandatory continuing airworthiness

information by a foreign civil

airworthiness authority. The actions

specified by this AD are intended to

detect and correct damage of the NLG

downlock support, which could result

in collapse of the NLG and consequent

injury to passengers or flightcrew.

DATES: Effective July 18, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 18,

2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from British Aerospace Regional

Aircraft, 13850 Mclearen Road,

Herndon, Virginia 20171. 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 certain British

Aerospace BAe Model ATP airplanes

was published in the Federal Register

on April 7, 2000 (65 FR 18260). That

action proposed to require repetitive

inspections to detect discrepancies of

the downlock support assembly and

attachment of the nose landing gear

(NLG), and of the bulkhead and adjacent

structure in the NLG bay; and corrective

action, 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

The FAA estimates that 10 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 4

work hours per airplane to accomplish

the required inspection, and that the

average labor rate is $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $2,400, or $240 per airplane, per

inspection cycle.

The cost impact figure discussed

above is 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