66508 Federal Register / Vol. 62, No. 244 / Friday, December 19, 1997 / Rules and Regulations

of the Federal Aviation Regulations (14 CFR

21.197 and 21.199) to operate the helicopter

to a location where the requirements of this

AD can be accomplished.

(e) This amendment becomes effective on

January 5, 1998.

Note 4: The subject of this AD is addressed

in Direction Generale de L’Aviation Civile

(France) AD 97–027–041(B), dated February

12, 1997.

Issued in Fort Worth, Texas, on December

12, 1997.

Eric Bries,

Acting Manager, Rotorcraft Directorate,

Aircraft Certification Service.

[FR Doc. 97–33145 Filed 12–18–97; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 90–CE–28–AD; Amendment 39–

10259 AD 97–26–16]

RIN 2120–AA64

Airworthiness Directives; Cessna

Aircraft Company Models 402C and

414A Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

Airworthiness Directive (AD) 85–13–03

R2, which currently requires

repetitively inspecting the engine mount

beams for cracks on certain Cessna

Aircraft Company (Cessna) Models 402C

and 414A airplanes, and replacing any

cracked beams. This AD requires

incorporating engine mount kits that

will eliminate the need for the repetitive

inspection requirement of AD 85–13–03

R2. This AD results from the Federal

Aviation Administration’s policy on

aging commuter-class aircraft, which is

to eliminate or, in certain instances,

reduce the number of certain repetitive

short-interval inspections when

improved parts or modifications are

available. The actions specified by this

AD are intended to prevent failure of the

engine mount beam caused by fatigue

cracks, which could result in loss of the

engine with consequent loss of the

airplane.

DATES: Effective February 2, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of February 2,

1998.

ADDRESSES: Service information that

applies to this AD may be obtained from

the Cessna Aircraft Company, Product

Support, P.O. Box 7706, Wichita,

Kansas 67277, telephone (316) 941–

7550; facsimile (316) 942–9006. This

information may also be examined at

the Federal Aviation Administration

(FAA), Central Region, Office of the

Regional Counsel, Attention: Rules

Docket No. 90–CE–28–AD, Room 1558,

601 E. 12th Street, Kansas City, Missouri

64106; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

David L. Ostrodka, Aerospace Engineer,

FAA, Wichita Aircraft Certification

Office, 1801 Airport Road, Room 100,

Mid-Continent Airport, Wichita, Kansas

67209; telephone (316) 946–4129;

facsimile (316) 946–4407.

SUPPLEMENTARY INFORMATION:

Events Leading to the Issuance of This

AD

AD 85–13–03 R2, Amendment 39–

5147, currently requires repetitively

inspecting the engine mount beams for

cracks on certain Cessna Aircraft

Company (Cessna) Models 402C and

414A airplanes, and replacing any

cracked beams. On August 9, 1990 (55

FR 32442), a proposal to amend part 39

of the Federal Aviation Regulations (14

CFR part 39) to include an AD that

would supersede AD 85–13–03 R2 was

published in the Federal Register as a

notice of proposed rulemaking (NPRM).

This NPRM proposed to supersede AD

85–13–03 R2 with a new AD that would

have retained the repetitive inspections

initially, and would have required

eventual modification of the engine

mount beams upon the accumulation of

a certain amount of usage time on the

airplane, as terminating action for the

repetitive inspections.

Interested persons were afforded an

opportunity to participate in the making

of this amendment. One comment was

received regarding the NPRM and no

comments were received regarding the

FAA’s determination of the cost to the

public.

Cessna recommended a change to the

original NPRM to account for airplanes

that may have Cessna Kit SK414–19

incorporated without Cessna Kit

SK414–17 ever being incorporated.

Cessna stated that, as written, the NPRM

would not require the 9,600 hour timein-service (TIS) repetitive radiographic

inspections for these airplanes.

The FAA concurred and determined

that any AD action on this issue should

require mandatory incorporation of the

two appropriate Cessna SK414–19–*

kits (five different kits) and then

repetitive radiographic inspections at

9,600-hour TIS intervals on all

airplanes. This would assure that all

airplanes are covered by the repetitive

radiographic inspections.

The FAA re-examined this issue and

determined that the actions proposed in

the original NPRM were still valid safety

issues, but that the engine mount beams

should be modified at a certain time

period for all airplanes instead of

relying on repetitive inspections to

detect cracks until each airplane

accumulates a certain amount of hours

TIS.

Since the comment period for the

original NPRM had closed and revision

of the NPRM to require engine beam

modification at a certain period of time

for all of the affected Cessna Model

402C and 414A airplanes proposed

actions that went beyond the scope of

what was already proposed, the FAA

issued a supplemental NPRM (62 FR

39490, July 23, 1997) to allow additional

time for the public to comment.

Interested persons were again

afforded an opportunity to participate in

the making of this amendment. Due

consideration has been given to the

comments received on the supplemental

NPRM.

Comment No. 1: Change of Compliance

Time

One commenter states that the

compliance time of ‘‘within the next 100

hours time-in-service (TIS) after the

effective date of this AD’’ is unrealistic

for airplane owners/operators that have

the Cessna Kit SK414–17 incorporated

on their airplanes. The commenter

states that a more realistic time would

be to coincide with the next 1,600-hour

engine overhaul.

The FAA concurs that this would be

a more realistic compliance time for

these owners/operators with these kits

incorporated on their airplanes. In

addition, the FAA has determined a

more realistic compliance time for those

owners/operators not having the Cessna

Kit SK414–17 incorporated on their

airplanes would be at 200 hours TIS to

coincide with the inspections currently

required by AD 85–13–03 R2. The final

rule has been changed accordingly.

Comment No. 2: The Cost Estimate is

Too Low

Two commenters state that the FAA’s

estimate of the cost impact on the public

is too low by a factor of two or more.

One of these commenters presented an

example of the cost impact for a specific

design configuration, which includes

adding multiple kits to both engines.

This example also includes 30 hours of

labor for engine removal. The

commenters request that the FAA reexamine the cost estimate and then
Federal Register / Vol. 62, No. 244 / Friday, December 19, 1997 / Rules and Regulations 66509

change it to more accurately reflect the

actual costs of accomplishing the AD.

The FAA has re-examined the cost

impact upon the public and has

determined that the proposed cost

impact in the NPRM is low. The FAA

will change the cost impact estimate to

reflect the configuration of

incorporating multiple kits on each

engine. Since the FAA is changing the

compliance time to coincide with the

next engine overhaul or scheduled

inspection, the 30 workhours necessary

to remove the engines will not be part

of the cost impact estimate.

Comment No. 3: Parts Availability

One commenter questions whether

parts are available for all of the affected

airplanes. According to the commenter’s

research, only 10 owners/operators of

the affected airplanes could comply

with the proposed AD. The commenter

states that a large portion of the 583

affected airplanes that haven’t already

incorporated the kits would be

grounded waiting on parts if the AD

would become effective as proposed.

With this in mind, the commenter

recommends that the FAA allow the

owners/operators of the affected

airplanes to continue to repetitively

inspect their airplanes until cracks are

found.

The FAA concurs that parts

availability for all airplanes could

initially be a problem. If parts are not

available, Cessna will manufacture these

parts as ordered. With this in mind, the

FAA has determined that repetitive

inspections may continue if parts are

not available provided the parts have

been ordered from the manufacturer and

any cracked engine mount beam is

either repaired or replaced, as

applicable. The final rule will be

changed to provide for repetitive

inspections in the event parts are not

available.

The FAA’s Determination

After careful review of all available

information related to the subject

presented above, the FAA has

determined that air safety and the

public interest require the adoption of

the AD as proposed in the supplemental

NPRM, except for the changes described

above and minor editorial corrections.

The FAA has determined that these

minor corrections will not change the

meaning of the AD and will not add any

additional burden upon the public than

was already proposed.

The FAA’s Aging Commuter Aircraft

Policy

The actions of this AD are consistent

with the FAA’s aging commuter aircraft

policy, which briefly states that, when

a modification exists that could

eliminate or reduce the number of

required critical inspections, the

modification should be incorporated.

This policy is based on the FAA’s

determination that reliance on critical

repetitive inspections on airplanes

utilized in commuter service carries an

unnecessary safety risk when a design

change exists that could eliminate or, in

certain instances, reduce the number of

those critical inspections. In

determining what inspections are

critical, the FAA considers (1) the safety

consequences of the airplane if the

known problem is not detected by the

inspection; (2) the reliability of the

inspection such as the probability of not

detecting the known problem; (3)

whether the inspection area is difficult

to access; and (4) the possibility of

damage to an adjacent structure as a

result of the problem.

Cost Impact

The FAA estimates that 681 airplanes

in the U.S. registry will be affected by

this AD. The initial radiographic

inspection will take approximately 10

workhours per airplane to accomplish at

an average labor rate of $60 per hour.

Based on these figures, the total cost

impact of this initial radiographic

inspection on U.S. operators is

estimated to be $408,600, or $600 per

airplane. These figures do not take into

account the cost of repetitive

inspections. The FAA has no way of

determining the number of repetitive

inspections each owner/operator will

incur over the life of the airplane.

Labor and parts vary per affected

airplane. The following cost estimate

would be for airplanes needing one

SK414–19–1A and one SK414–19–3A

kit per engine. The FAA estimates 17

workhours per airplane to install these

kits at $60 per hour. Parts would cost

approximately $2,250 per airplane (two

SK414–19–1A kits at $474 each; and

two SK414–19–3A kits at $651 each).

Based on these figures (using the above

kit configurations on every affected

airplane), the total cost impact of the

modification on U.S. operators is

estimated to be $2,226,870, or $3,270

per airplane. This figure is based on the

presumption that no affected airplane

owner/operator has incorporated the

modification. Costs for removing the

engines are not included in the cost

since the FAA is adjusting the

compliance times to coincide with

regularly scheduled engine overhauls or

already required inspections.

Cessna has informed the FAA that kits

have been sold to accommodate

approximately 98 of the affected

airplanes. Presuming that each set of

parts is incorporated on the affected

airplanes, the cost impact of the

modification would be reduced

$320,460 from $2,226,870 to $1,906,410.

Regulatory Impact

The regulations adopted herein will

not have substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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 copy of the final

evaluation prepared for this action is

contained in the Rules Docket. A copy

of it may be obtained by contacting 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

removing Airworthiness Directive (AD)

85–13–03 R2, Amendment 39–5147, and

by adding a new AD to read as follows:

97–26–16 Cessna Aircraft Company:

Amendment 39–10259; Docket No. 90–

CE–28–AD.

Applicability: Airplanes with the following

model and serial number designations,

certificated in any category:
66510 Federal Register / Vol. 62, No. 244 / Friday, December 19, 1997 / Rules and Regulations

Model Serial Nos.

402C ......... 402C0001 through 402C0808.

414A ......... 414A0001 through 414A1206.

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 in the

body of this AD, unless already

accomplished.

To prevent failure of the engine mount

beam caused by fatigue cracks, which could

result in loss of the engine with consequent

loss of the airplane, accomplish the

following:

(a) For airplanes with Cessna Kit SK414–

17 incorporated, within the next 1,600 hours

time-in-service (TIS) after the effective date

of this AD (to coincide with the next engine

overhaul), incorporate Cessna Kit SK414–19–

1, and one of the following, as applicable, in

accordance with the instructions to Service

Kit SK414–19B, Revised: March 4, 1986:

(1) Cessna Kit SK414–19–2: All of the

affected Models 402C and 414A airplanes

that are equipped with propeller

unfeathering accumulators;

(2) Cessna Kit SK414–19–3: Model 402C

airplanes, serial numbers 402C0001 through

402C0468; and Model 414A airplanes, serial

numbers 414A0001 through 414A0646;

(3) Cessna Kit SK414–19–5: Model 402C

airplanes, serial numbers 402C0469 through

402C0808; and Model 414A airplanes, serial

numbers 414A0647 through 414A1206.

(b) For airplanes without Cessna Kit

SK414–17 incorporated, within the next 200

hours time-in-service (TIS) after the effective

date of this AD (to coincide with the next

inspection that would have been required by

AD 85–13–03 R2, which is superseded by

this AD), incorporate Cessna Kit SK414–19–

1, and one of the following, as applicable, in

accordance with the instructions to Service

Kit SK414-19B, Revised: March 4, 1986:

(1) Cessna Kit SK414–19–2: All of the

affected Models 402C and 414A airplanes

that are equipped with propeller

unfeathering accumulators;

(2) Cessna Kit SK414–19–4: Model 402C

airplanes, serial numbers 402C0001 through

402C0468; and Model 414A airplanes, serial

numbers 414A0001 through 414A0646;

(3) Cessna Kit SK414–19–5: Model 402C

airplanes, serial numbers 402C0469 through

402C0808; and Model 414A airplanes, serial

numbers 414A0647 through 414A1206.

(c) Within 9,600 hours TIS after the

modification required by paragraph (a) or (b)

of this AD, as applicable, and thereafter at

intervals not to exceed 9,600 hours TIS,

inspect, using radiographic methods, the

engine mount beams for cracks in accordance

with the ACCOMPLISHMENT

INSTRUCTIONS section of Attachment to

Service Bulletin MEB85–3, Revised—August

23, 1985, as referenced in Cessna Service

Bulletin MEB85–3, Revision 2, dated October

23, 1987.

(1) If any crack is found in the left side

(vertical portion) of the left engine beam of

either nacelle, prior to further flight, obtain

a repair scheme from the manufacturer

through the FAA, Wichita Aircraft

Certification Office (ACO), at the address

specified in paragraph (g) of this AD, and

then incorporate this repair scheme.

(2) If cracks are found in the top

(horizontal portion) of the engine beam and

the total length of the cracks is less than 1.75

inches, prior to further flight, stop drill each

end of each crack using a 0.098-inch drill bit.

(3) If cracks are found in the top

(horizontal portion) of the engine beam and

the total length of the cracks is equal to or

greater than 1.75 inches, but less than 2.75

inches, prior to further flight, obtain a repair

scheme from the manufacturer through the

FAA, Wichita Aircraft Certification Office

(ACO), at the address specified in paragraph

(g) of this AD, and then incorporate this

repair scheme.

(4) If cracks are found in the top

(horizontal portion) of the engine beam and

the total length of the cracks is equal to or

greater than 2.75 inches, prior to further

flight, replace the engine beam with a part

number specified in the instructions to

Service Kit SK414–19B, Revised: March 4,

1986.

(d) If parts for any of the engine beam

modifications required by paragraphs (a) and

(b) of this AD have been ordered from the

manufacturer but are not available,

accomplish the following in accordance with

the ACCOMPLISHMENT INSTRUCTIONS

section of Attachment to Service Bulletin

MEB85–3, Revised—August 23, 1985, as

referenced in Cessna Service Bulletin

MEB85–3, Revision 2, dated October 23,

1987:

(1) For airplanes with Cessna Kit SK414–

17 incorporated, within the next 1,600 hours

time-in-service (TIS) after the effective date

of this AD (to coincide with the next engine

overhaul); and thereafter at intervals not to

exceed 1,600 hours TIS; provided no

provision specified in paragraph (e) of this

AD occurs, inspect the engine mount beams

using radiographic methods.

(2) For airplanes without Cessna Kit

SK414–17 incorporated, within the next 200

hours time-in-service (TIS) after the effective

date of this AD (to coincide with next

inspection that would have been required by

AD 85–13–03 R2, which is superseded by

this AD); and thereafter at intervals not to

exceed 200 hours TIS; provided no provision

specified in paragraph (e) of this AD occurs,

fluorescent penetrant inspect the engine

mount beams.

(e) If any one of the following occurs

during any of the inspections required by

paragraph (d) of this AD, prior to further

flight, accomplish the specified actions:

(1) If parts become available, terminate the

repetitive inspections specified in paragraph

(d) of this AD, incorporate the modification

kits as required by paragraph (a) or (b) of this

AD, and inspect the engine mount beams as

specified in paragraph (c) of this AD;

(2) If any crack is found in the left side

(vertical portion) of the left engine beam of

either nacelle, obtain a repair scheme from

the manufacturer through the FAA, Wichita

ACO, at the address specified in paragraph

(g) of this AD, incorporate this repair scheme,

and continue the repetitive inspections

required by paragraph (d) of this AD;

(3) If cracks are found in the top

(horizontal portion) of the engine beam and

the total length of the cracks is less than 1.75

inches, stop drill each end of each crack

using a 0.098-inch drill bit, and continue the

repetitive inspections required by paragraph

(d) of this AD;

(4) If cracks are found in the top

(horizontal portion) of the engine beam and

the total length of the cracks is equal to or

greater than 1.75 inches, but less than 2.75

inches, obtain a repair scheme from the

manufacturer through the FAA, Wichita

ACO, at the address specified in paragraph

(g) of this AD, incorporate this repair scheme,

and continue the repetitive inspections

required by paragraph (d) of this AD; or

(5) If cracks are found in the top

(horizontal portion) of the engine beam and

the total length of the cracks is equal to or

greater than 2.75 inches, replace the engine

beam with a part number specified in the

instructions to Service Kit SK414–19B,

Revised: March 4, 1986, and inspect the

engine mount beams as specified in

paragraph (c) of this AD.

(f) 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.

(g) An alternative method of compliance or

adjustment of the compliance time that

provides an equivalent level of safety may be

approved by the Manager, Wichita ACO,

1801 Airport Road, Room 100, Mid-Continent

Airport, Wichita, Kansas 67209.

(1) The request shall be forwarded through

an appropriate FAA Maintenance Inspector,

who may add comments and then send it to

the Manager, Wichita ACO.

(2) Alternative methods of compliance

approved in accordance with AD 85–13–03

R2 (superseded by this action) are not

considered approved as alternative methods

of compliance with this AD.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

(h) The modifications required by this AD

shall be done in accordance with Service Kit

SK414–19B, Revised: March 4, 1986. The

inspections required by this AD shall be done

in accordance with Attachment to Service

Bulletin MEB85–3, Revised—August 23,

1985, as referenced in Cessna Service

Bulletin MEB85–3, Revision 2, dated October

23, 1987. 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 the Cessna Aircraft Company, Product
Federal Register / Vol. 62, No. 244 / Friday, December 19, 1997 / Rules and Regulations 66511

Support, P.O. Box 7706, Wichita, Kansas

67277. Copies may be inspected at the FAA,

Central Region, Office of the Regional

Counsel, Room 1558, 601 E. 12th Street,

Kansas City, Missouri, or at the Office of the

Federal Register, 800 North Capitol Street,

NW., suite 700, Washington, DC.

(i) This amendment (39–10259) becomes

effective on February 2, 1998.

Issued in Kansas City, Missouri, on

December 10, 1997.

Michael Gallagher,

Manager, Small Airplane Directorate, Aircraft

Certification Service.

[FR Doc. 97–32993 Filed 12–18–97; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–140–AD; Amendment

39–10253; AD 97–26–10]

RIN 2120–AA64

Airworthiness Directives; Raytheon

Model Hawker 1000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Raytheon Model

Hawker 1000 series airplanes, that

requires modifying the aft core cowl

nozzles of the engine nacelles. This

amendment is prompted by a report

indicating that the sealant on the core

cowl nozzles may extend higher than

the forward flange of the core cowl

nozzles, which could result in contact

between the cowl sealant surface and

the lever of the engine mechanical overspeed control system. The actions

specified by this AD are intended to

prevent such contact, which could

cause the over-speed system to function

improperly and consequent engine

structural failure.

DATES: Effective January 23, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of January 23,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Raytheon Aircraft Company,

Manager, Service Engineering, Hawker

Customer Support Department, P.O. Box

85, Wichita, Kansas 67201–0085. 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 FAA,

Small Airplane Directorate, Wichita

Aircraft Certification Office, 1801

Airport Road, Room 100, Mid-Continent

Airport, Wichita, Kansas; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Randy Griffith, Aerospace Engineer,

Systems and Propulsion Branch, ACE–

116W, FAA, Small Airplane Directorate,

Wichita Aircraft Certification Office,

1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas

67209; telephone (316) 946–4145; fax

(316) 946–4407.

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 Raytheon

Model Hawker 1000 series airplanes

was published in the Federal Register

on October 1, 1997 (62 FR 51385). That

action proposed to require modifying

the aft core cowl nozzles of the engine

nacelles.

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.

Change to Cost Impact Information

The FAA has determined that 48

airplanes, rather than 14 airplanes (as

stated in the cost impact paragraph of

the proposal), will be affected by this

AD. The FAA has revised the cost

impact information, below, to reflect

this change.

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

previously described. The FAA has

determined that this change will neither

significantly increase the economic

burden on any operator nor increase the

scope of the AD.

Cost Impact

There are approximately 52 Model

Hawker 1000 series airplanes of the

affected design in the worldwide fleet.

The FAA estimates that 48 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 actions, and that the average

labor rate is $60 per work hour.

Required parts will be provided by the

manufacturer at no cost to operators.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $11,520, or $240 per airplane.

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 substantial direct effects 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, in

accordance with Executive Order 12612,

it is determined that this final rule does

not have sufficient federalism

implications to warrant the preparation

of a Federalism Assessment.

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.