Federal Register / Vol. 65, No. 131 / Friday, July 7, 2000 / Rules and Regulations 41871

accomplished within the last 18 months prior

to the effective date of this AD, replace the

circuit breakers of the main deck cargo door

labeled ‘‘pump’’ and ‘‘valve’’ with new

circuit breakers.

Actions Addressing the Main Deck Cargo

Door Hydraulic Systems

(d) Within 18 months after the effective

date of this AD, modify the mechanical and

hydraulic systems of the main deck cargo

door, in accordance with National Aircraft

Service, Inc. (NASI) Service Bulletin SB–99–

01, Revision A, dated October 15, 1999.

Actions Addressing the Main Deck Cargo

Door Indication System

(e) Within 18 months after the effective

date of this AD, modify the indication system

of the main deck cargo door to indicate to the

pilots whether the main deck cargo door is

closed, latched, and locked; install a means

to visually inspect the locking mechanism of

the main deck cargo door; install a means to

remove power to the door while the airplane

is in flight; and install a means to prevent

pressurization to an unsafe level if the main

deck cargo door is not closed, latched, and

locked; in accordance with a method

approved by the Manager, Los Angeles

Aircraft Certification Office (ACO), FAA,

Transport Airplane Directorate.

Note 2: Installation of NASI Vent Door

System STC ST01116CH, is an approved

means of compliance with the requirements

of paragraph (e) of this AD.

(f) Compliance with both paragraphs (d)

and (e) of this AD constitutes terminating

action for the requirements of both

paragraphs (a) and (b) of this AD, and the

AFMS revision required by paragraph (b) of

this AD may be removed. Compliance with

paragraph (e) of this AD within 30 days after

the effective date of this AD eliminates the

requirement to comply with paragraph (c) of

this AD.

Alternative Methods of Compliance

(g)(1) 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, Los

Angeles Aircraft Certification Office (ACO),

FAA, Transport Airplane Directorate.

Operators shall submit their requests through

an appropriate FAA PMI, who may add

comments and then send it to the Manager,

Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(2) Alternative methods of compliance to

paragraph (a) of AD 93–20–02, amendment

39–8709, approved previously in accordance

with that AD, are approved as alternative

methods of compliance with only paragraph

(b) of this AD.

(3) Alternative methods of compliance to

paragraph (b) of AD 93–20–02, amendment

39–8709, approved previously in accordance

with that AD, are approved as alternative

methods of compliance with only paragraph

(a) of this AD.

Special Flight Permits

(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) The modification required by paragraph

(d) of this AD shall be done in accordance

with National Aircraft Service, Inc. (NASI)

Service Bulletin SB–99–01, Revision A, dated

October 15, 1999. This incorporation by

reference was approved previously by the

Director of the Federal Register in accordance

with 5 U.S.C. 552(a) and 1 CFR part 51 as of

June 7, 2000 (65 FR 25627, May 3, 2000).

Copies may be obtained from National

Aircraft Service, Inc. (NASI), 9133

Tecumseh-Clinton Road, Tecumseh, MI

49286. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

Avenue, SW., Renton, Washington; or at the

FAA, Transport Airplane Directorate, Los

Angeles Aircraft Certification Office, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

Effective Date

(j) The effective date of this amendment

remains June 7, 2000.

Appendix 1

Excerpt From an FAA Memorandum to

Director—Airworthiness and Technical

Standards of ATA, Dated March 20, 1992

(1) Indication System:

(a) The indication system must monitor the

closed, latched, and locked positions,

directly.

(b) The indicator should be amber unless

it concerns an outward opening door whose

opening during takeoff could present an

immediate hazard to the airplane. In that case

the indicator must be red and located in

plain view in front of the pilots. An aural

warning is also advisable. A display on the

master caution/warning system is also

acceptable as an indicator. For the purpose

of complying with this paragraph, an

immediate hazard is defined as significant

reduction in controllability, structural

damage, or impact with other structures,

engines, or controls.

(c) Loss of indication or a false indication

of a closed, latched, and locked condition

must be improbable.

(d) A warning indication must be provided

at the door operators station that monitors

the door latched and locked conditions

directly, unless the operator has a visual

indication that the door is fully closed and

locked. For example, a vent door that

monitors the door locks and can be seen from

the operators station would meet this

requirement.

(2) Means to Visually Inspect the Locking

Mechanism:

There must be a visual means of directly

inspecting the locks. Where all locks are tied

to a common lock shaft, a means of

inspecting the locks at each end may be

sufficient to meet this requirement provided

no failure condition in the lock shaft would

go undetected when viewing the end locks.

Viewing latches may be used as an alternate

to viewing locks on some installations where

there are other compensating features.

(3) Means to Prevent Pressurization:

All doors must have provisions to prevent

initiation of pressurization of the airplane to

an unsafe level, if the door is not fully closed,

latched and locked.

(4) Lock Strength:

Locks must be designed to withstand the

maximum output power of the actuators and

maximum expected manual operating forces

treated as a limit load. Under these

conditions, the door must remain closed,

latched and locked.

(5) Power Availability:

All power to the door must be removed in

flight and it must not be possible for the

flight crew to restore power to the door while

in flight.

(6) Powered Lock Systems:

For doors that have powered lock systems,

it must be shown by safety analysis that

inadvertent opening of the door after it is

fully closed, latched and locked, is extremely

improbable.

Issued in Renton, Washington, on June 28,

2000.

Ali Bahrami,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–16926 Filed 7–6–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–368–AD; Amendment

39–11808; AD 2000–13–09]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB 2000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Saab Model SAAB

2000 series airplanes, that requires

repetitive detailed visual and dye

penetrant inspections of the backup

struts in the left and right nacelles to

detect discrepancies; and corrective

actions, 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 prevent failure of the

backup struts in the left and right

nacelles due to fatigue cracking, which

could result in loss of fail-safe

41872 Federal Register / Vol. 65, No. 131 / Friday, July 7, 2000 / Rules and Regulations

redundancy in the design of the nacelle

in terms of load capability.

DATES: Effective August 11, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 11,

2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Saab Aircraft AB, SAAB Aircraft

Product Support, S–581.88, Linko ̈ping,

Sweden. 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 Saab Model

SAAB 2000 series airplanes was

published in the Federal Register on

May 10, 2000 (65 FR 30023). That action

proposed to require repetitive detailed

visual and dye penetrant inspections of

the backup struts in the left and right

nacelles to detect discrepancies; and

corrective actions, 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.

Explanation of Change Made to the

Final Rule

Paragraphs (a), (b), and (c) of the final

rule have been revised to reference Saab

Service Bulletin 2000–54–023, Revision

02, dated February 23, 2000, as the

appropriate source of service

information. Revision 01 of the service

bulletin was referenced in the proposed

rule as the appropriate source of service

information. A new NOTE 2 has also

been added to give credit for

accomplishment of the required actions

in accordance with Revision 01 of the

service bulletin prior to the effective

date of this AD.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

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 change

described previously. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

Cost Impact

The FAA estimates that 3 airplanes of

U.S. registry will be affected by this AD,

that it will take approximately 8 work

hours per airplane to accomplish the

required inspections, 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 $1,440, or $480 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. The cost impact

figures discussed in AD rulemaking

actions represent only the time

necessary to perform the specific actions

actually required by the AD. These

figures typically do not include

incidental costs, such as the time

required to gain access and close up,

planning time, or time necessitated by

other administrative actions.

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:

2000–13–09 Saab Aircraft AB: Amendment

39–11808. Docket 99–NM–368–AD.

Applicability: Model SAAB 2000 series

airplanes, serial numbers –004 through –063

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 failure of the backup struts in

the left and right nacelles due to fatigue

cracking, which could result in loss of failsafe redundancy in the design of the nacelle

in terms of load capability, accomplish the

following:

Repetitive Inspections

(a) For airplanes on which the dye

penetrant inspection of the backup struts in

the left and right nacelles specified in Saab

Alert Service Bulletin 2000–A54–022, dated

October 27, 1999, has not been accomplished

prior to the effective date of this AD: Within

200 flight hours after the effective date of this

AD, accomplish paragraphs (b)(1) and (b)(2)

of this AD in accordance with the

Accomplishment Instructions of Saab Service

Bulletin 2000–54–023, Revision 02, dated

February 23, 2000.

Federal Register / Vol. 65, No. 131 / Friday, July 7, 2000 / Rules and Regulations 41873

Note 2: Accomplishment of the required

actions in accordance with Saab Service

Bulletin 2000–54–023, Revision 01, dated

January 28, 2000, prior to the effective date

of this AD, is acceptable for compliance with

this AD.

(b) For airplanes on which the dye

penetrant inspection of the backup struts in

the left and right nacelle specified in Saab

Alert Service Bulletin 2000–A54–022, dated

October 27, 1999, has been accomplished

prior to the effective date of this AD: Within

450 flight hours after the effective date of this

AD, accomplish paragraphs (b)(1) and (b)(2)

of this AD in accordance with the

Accomplishment Instructions of Saab Service

Bulletin 2000–54–023, Revision 02, dated

February 23, 2000.

(1) Perform a detailed visual inspection of

the upper areas of the backup strut around

the welding in the pipe and in the

attachment fittings to detect any discrepancy

(including fatigue cracking or a failed backup

strut) by accomplishing all actions specified

in paragraph B.(1) of the Accomplishment

Instructions of the service bulletin, in

accordance with the service bulletin. Repeat

the detailed visual inspection thereafter at

intervals not to exceed 450 flight hours.

Note 3: 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 (e.g., mirror,

magnifying lenses) may be used. Surface

cleaning and elaborate access procedures

may be required.’’

(2) Perform a dye penetrant inspection,

using Penetrant Type 1 (fluorescent dye)

sensitivity level 2, of the lower areas of the

backup strut around the welding in the pipe

and in the attachment fittings to detect any

discrepancy (including fatigue cracking or a

failed backup strut) by accomplishing all

actions specified in paragraphs B.(2) and

B.(3) of the service bulletin, as applicable, in

accordance with the service bulletin.

(i) For airplanes on which all backup struts

have accumulated less than 4,500 total flight

hours as of the effective date of this AD,

repeat the dye penetrant inspection thereafter

at intervals not to exceed 1,650 flight hours,

until any backup strut on the airplane has

accumulated 4,500 total flight hours; then

perform the repetitive inspection thereafter at

the interval specified by paragraph (b)(2)(ii)

of this AD.

(ii) For airplanes on which any backup

strut has accumulated 4,500 or more total

flight hours as of the effective date of this

AD, repeat the dye penetrant inspection

thereafter at intervals not to exceed 900 flight

hours.

Corrective Actions

(c) If any discrepancy (including fatigue

cracking, a failed backup strut, or damage to

the surrounding structure of the engine

mount) is detected during any inspection

required by this AD: Prior to further flight,

accomplish the applicable corrective actions

(including performing additional inspections

of the engine mount surrounding structure,

and replacing any discrepant backup strut in

the hydraulic or electrical bay areas with a

new backup strut) specified by paragraph C.

of the Accomplishment Instructions of Saab

Service Bulletin 2000–54–023, Revision 02,

dated February 23, 2000, in accordance with

the service bulletin. For any repair condition

for which the service bulletin specifies to

contact the manufacturer for appropriate

action: Prior to further flight, repair in

accordance with a method approved by

either the Manager, International Branch,

ANM–116, FAA, Transport Airplane

Directorate; or the Luftfartsverket (LFV) (or

its delegated agent). For a repair method to

be approved by the Manager, International

Branch, ANM–116, as required by this

paragraph, the Manager’s approval letter

must specifically reference 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,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

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 (c) of

this AD, the actions shall be done in

accordance with Saab Service Bulletin 2000–

54–023, Revision 02, dated February 23,

2000. 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 Saab Aircraft AB, SAAB Aircraft

Product Support, S–581.88, Linko ̈ping,

Sweden. 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.

Note 5: The subject of this AD is addressed

in Swedish airworthiness directive No. 1–

150R1, dated January 31, 2000.

(g) This amendment becomes effective on

August 11, 2000.

Issued in Renton, Washington, on June 28,

2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–16924 Filed 7–6–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF ENERGY

Federal Energy Regulatory

Commission

18 CFR Part 284

[Docket No. RM96–1–014;

Order No. 587–L]

Standards for Business Practices of

Interstate Natural Gas Pipelines

Issued June 30, 2000.

AGENCY: Federal Energy Regulatory

Commission.

ACTION: Final rule; Order establishing

implementation date for imbalance

trading.

SUMMARY: The Federal Energy

Regulatory Commission is establishing

November 1, 2000, as the date by which

pipelines are required to comply with

the regulation requiring pipelines to

permit shippers to offset imbalances on

different contracts held by the shipper

and to trade imbalances. (18 CFR

284.12(c)(2)(ii)). This regulation was

adopted in Order No. 587-G. (63 FR

20072).

DATES: Pipelines must comply with 18

CFR 284.12(c)(2)(ii) by November 1,

2000.

ADDRESSES: Federal Energy Regulatory

Commission 888 First Street, N.E.

Washington DC, 20426

FOR FURTHER INFORMATION CONTACT:

Michael Goldenberg, Office of the

General Counsel, Federal Energy

Regulatory Commission, 888 First

Street, NE, Washington, DC 20426.

(202) 208–2294

Marvin Rosenberg, Office of Markets,

Tariffs, and Rates, Federal Energy

Regulatory Commission 888 First

Street, N.E., Washington, DC 20426.

(202) 208–1283

Kay Morice, Office of Markets, Tariffs,

and Rates, Federal Energy Regulatory

Commission 888 First Street, N.E.,

Washington, DC 20426. (202) 208–

0507

SUPPLEMENTARY INFORMATION:

United States of America

Federal Energy Regulatory Commission

Before Commissioners: James J. Hoecker,

Chairman; William L. Massey, Linda

Breathitt, and Curt He ́bert, Jr. Standards For

Business Practices Of Interstate Natural Gas

Pipelines.

[Docket No. RM96–1–014]