Federal Register / Vol. 65, No. 131 / Friday, July 7, 2000 / Rules and Regulations 41869

CFR part 550. The regulations are based

on provisions of law in 5 U.S.C. 5522–

5524, 5526, and 5527, and on authority

in Executive Order 10982, 3 CFR 1959–

1963, p. 502. Federal agencies make

evacuation payments under these

authorities to employees and/or their

dependents who are ordered to be

evacuated because of natural disasters

or for military or other reasons that

create imminent danger to the lives of

the employees or their dependents.

On December 15, 1999, OPM

published proposed changes in the

evacuation pay regulations in the

Federal Register (64 FR 69936), as

requested by the Department of Defense

(DOD). We proposed to increase the age

requirement for payment of the

maximum per diem rate for dependents

of evacuated civilian employees from

age 11 to age 12. We also proposed to

compute the maximum per diem rate by

using the ‘‘lodgings-plus per diem

system,’’ as defined in section 300–3.1

of the Federal Travel Regulation.

The Federal Register notice provided

that OPM must receive comments on the

proposed regulations within 30 days, or

by January 14, 2000. We received no

comments on the proposed regulations.

Therefore, we are adopting the proposed

regulations as final without any

substantive changes.

E.O. 12866, Regulatory Review

The Office of Management and Budget

has reviewed this rule in accordance

with E.O. 12866.

Regulatory Flexibility Act

I certify that these regulations will not

have a significant impact on a

substantial number of small entities

because they will apply only to Federal

agencies and employees.

List of Subjects in 5 CFR Part 550

Administrative practice and

procedure, Claims, Government

employees, Wages.

U.S. Office of Personnel Management

Janice R. Lachance,

Director.

Accordingly, OPM is amending

subpart D of part 550 of title 5 of the

Code of Federal Regulations as follows:

PART 550—PAY ADMINISTRATION

(GENERAL)

Subpart D—Payments During

Evacuation

1. The authority citation for subpart D

of part 550 is revised to read as follows:

Authority: 5 U.S.C. 5527; E.O. 10982, 3

CFR 1959–1963, p. 502.

2. In § 550.401, paragraph (a) is

revised to read as follows:

§ 550.401 Purpose, applicability, authority,

and administration.

(a) Purpose. This subpart provides

regulations to administer subchapter III

(except sections 5524a and 5525) of

chapter 55 of title 5, United States Code.

The regulations provide for

Governmentwide uniformity in making

payments during an evacuation to

employees or their dependents, or both,

who are evacuated in the United States

because of natural disasters or for

military or other reasons that create

imminent danger to their lives.

* * * * *

3. In § 550.402, the definition of

United States area is removed, and a

new definition of United States is added

in alphabetical order to read as follows:

§ 550.402 Definitions.

* * * * *

United States means the 50 States, the

District of Columbia, the

Commonwealths of Puerto Rico and the

Northern Mariana Islands, and any

territory or possession of the United

States.

4. In § 550.405, paragraphs (a) and

(b)(1) are revised to read as follows:

§ 550.405 Determination of special

allowances.

* * * * *

(a) An agency must determine the

travel expenses and per diem for an

evacuated employee and the travel

expenses for his or her dependents in

accordance with the Federal Travel

Regulation (FTR) and any applicable

implementing agency regulations,

whether or not the employee or

dependents are actually covered by or

subject to the FTR. In addition, an

agency may authorize per diem for

dependents of an evacuated employee at

a rate equal to the rate payable to the

employee, as determined in accordance

with the FTR (except that the rate for

dependents under 12 years of age is onehalf this rate), whether or not the

employee or dependents are actually

covered by or subject to the FTR. Per

diem for an employee and his or her

dependents is payable from the date of

departure from the evacuated area

through the date of arrival at the safe

haven, including any period of delay en

route that is beyond an evacuee’s

control or that may result from

evacuation travel arrangements.

(b) * * *

(1) An agency must compute the

applicable maximum per diem rate by

using the ‘‘lodgings-plus per diem

system,’’ as defined in the FTR, for the

employee and each dependent who is

12 years of age or over. For each

dependent under 12 years of age, the per

diem rate is one-half of the applicable

maximum per diem rate for employees

and dependents who are 12 years of age

or over. An agency may pay these

maximum rates for a period not to

exceed the first 30 days of evacuation.

* * * * *

[FR Doc. 00–17193 Filed 7–6–00; 8:45 am]

BILLING CODE 6325–01–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–338–AD; Amendment

39–11809; AD 2000–09–01 R1]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–8 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; correction.

SUMMARY: This document corrects and

clarifies information in an existing

airworthiness directive (AD) that

applies to certain McDonnell Douglas

Model DC–8 series airplanes. That AD

currently requires a revision to the

Airplane Flight Manual Supplement to

ensure that the main deck cargo door is

closed, latched, and locked; repetitive

inspections of the wire bundle and door

latch rollers to detect damage; and

repair or replacement of damaged

components. That AD also requires,

among other actions, modification of the

indication and hydraulic systems of the

main deck cargo door, and installation

of a means to prevent pressurization to

an unsafe level if the main deck cargo

door is not closed, latched, and locked.

This document corrects two errors that

resulted in the incorrect references of

two paragraphs. This correction is

necessary to prevent opening of the

cargo door while the airplane is in

flight, and consequent rapid

decompression of the airplane including

possible loss of the door, flight control,

or severe structural damage.

DATES: Effective June 7, 2000.

The incorporation by reference of

National Aircraft Service, Inc. (NASI)

Service Bulletin SB–99–01, Revision A,

dated October 15, 1999, as listed in the

regulations, was approved previously by

the Director of the Federal Register as of

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

2000).

41870 Federal Register / Vol. 65, No. 131 / Friday, July 7, 2000 / Rules and Regulations

FOR FURTHER INFORMATION CONTACT:

Michael E. O’Neil, Aerospace Engineer,

Airframe Branch, ANM–120L, FAA,

Transport Airplane Directorate, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California 90712–4137; telephone (562)

627–5320; fax (562) 627–5210.

SUPPLEMENTARY INFORMATION: On April

24, 2000, the Federal Aviation

Administration (FAA) issued AD 2000–

09–01, amendment 39–11709 (65 FR

25627, May 3, 2000), which applies to

certain McDonnell Douglas Model DC–

8 series airplanes. That AD supersedes

AD 93–20–02, amendment 39–8709 (58

FR 53635, October 18, 1993) to continue

to require a revision to the Airplane

Flight Manual Supplement to ensure

that the main deck cargo door is closed,

latched, and locked; repetitive

inspections of the wire bundle and door

latch rollers to detect damage; and

repair or replacement of damaged

components. That AD also requires,

among other actions, modification of the

indication and hydraulic systems of the

main deck cargo door, and installation

of a means to prevent pressurization to

an unsafe level if the main deck cargo

door is not closed, latched, and locked.

That AD was prompted by the FAA’s

determination that certain main deck

cargo door systems do not provide an

adequate level of safety; the latching

and locking mechanisms are not of

adequate design to prevent structural

deformation in the event of component

jamming; and that there is an absence of

a means to prevent pressurization to an

unsafe level if the main deck cargo door

is not closed, latched, and locked. The

actions required by that AD are

intended to prevent opening of the cargo

door while the airplane is in flight, and

consequent rapid decompression of the

airplane including possible loss of the

door, flight control, or severe structural

damage.

Need for the Correction

Since the issuance of AD 2000–09–01,

the FAA has reviewed the wording of

paragraphs (a), (b), (g)(2), and (g)(3) of

the AD and finds that clarification is

necessary. Paragraph (a) of AD 93–20–

02 was redesignated as paragraph (b) in

AD 2000–09–01. Paragraph (b) of AD

93–20–02 was redesignated as

paragraph (a) in AD 2000–09–01. The

FAA’s intent in paragraph (g)(2) of AD

2000–09–01 was that alternative

methods of compliance (AMOC)

approved previously to paragraph (a) of

AD 93–20–02, are approved as AMOC’s

with only paragraph (b) of this AD, NOT

paragraph (a). In addition, AMOC’s

approved previously to paragraph (b) of

AD 93–20–02, are approved as AMOC’s

with only paragraph (a) of this AD, NOT

paragraph (b). Therefore, this action

revises paragraphs (g)(2) and (g)(3) of

this AD to correct certain paragraph

designations.

Correction of Publication

This document corrects and clarifies

the errors and correctly adds the AD as

an amendment to section 39.13 of the

Federal Aviation Regulations (14 CFR

39.13).

The AD is reprinted in its entirety for

the convenience of affected operators.

The effective date of the AD remains

June 7, 2000.

Since this action only clarifies and

corrects certain paragraph designations,

it has no adverse economic impact and

imposes no additional burden on any

person. Therefore, the FAA has

determined that notice and public

procedures are unnecessary.

List of Subjects in 14 CFR Part 39

Air transportation, Aircraft, Aviation

safety, Incorporation by reference,

Safety.

Adoption of the Correction

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 [Corrected]

2. Section 39.13 is amended by

correctly adding the following

airworthiness directive (AD):

2000–09–01 R1 McDonnell Douglas:

Amendment 39–11809. Docket 99–NM–

338–AD.

Applicability: Model DC–8 series airplanes

that have been converted from a passenger to

a cargo-carrying (‘‘freighter’’) configuration in

accordance with Supplemental Type

Certificate (STC) SA1802SO or SA421NW;

certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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)(1) 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 opening of the cargo door while

the airplane is in flight, and consequent rapid

decompression of the airplane including

possible loss of the door, flight control, or

severe structural damage, accomplish the

following:

Restatement of Requirements of AD 93–20–

02

Actions Addressing the Main Deck Cargo

Door

(a) Within 7 days after January 21, 1992

(the effective date of AD 92–02–05,

amendment 39–8141), and thereafter at

intervals not to exceed 100 hours time-inservice, perform the following inspections:

(1) Inspect the cargo door wire bundle

between the exit point of the cargo liner and

the attachment point on the cargo door to

detect crimped, frayed, or chafed wires; and

inspect for damaged, loose, or missing

hardware mounting components. Prior to

further flight, repair any damaged wiring or

hardware mounting components in

accordance with FAA-approved maintenance

procedures.

(2) Inspect the cargo door latch rollers in

the lower sill of the cargo door opening of the

airplane to ensure that all twelve rollers can

be freely rotated by hand. Prior to further

flight, replace any discrepant roller

components found, and repair any rollers

that cannot be rotated freely by hand, in

accordance with FAA-approved maintenance

procedures.

(b) Within 7 days after November 17, 1993

(the effective date of AD 93–20–02,

amendment 39–8709), revise the Limitations

Section of the appropriate FAA-approved

Airplane Flight Manual Supplement (AFMS)

by replacing item 5 in the AFMS for

SA1802SO, and item 6 in the AFMS for

SA421NW, with the following. (This may be

accomplished by inserting a copy of this AD

into the AFMS.)

‘‘Prior to initiating the cargo door closing

sequence, a flight crew member must verify

that the cargo door warning light is

illuminated. After the door closing sequence

is complete, and visual verification has been

made that the latches are closed and the

lockpins are properly engaged, a flight crew

member must verify that the cargo door

warning light is extinguished, and then

conduct a PRESS-TO-TEST of the warning

light to ensure that the light is operational.

Pull the cargo door circuit breakers labeled

‘pump’ and ‘valve’ prior to takeoff. Methods

for documentation of compliance with the

preceding procedures must be approved by

the FAA Principal Maintenance Inspector

(PMI).’’

New Requirements of This AD

Actions Addressing the Main Deck Cargo

Door Powered Lock Systems

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

this AD, within 30 days after the effective

date of this AD, unless previously

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