Federal Register / Vol. 65, No. 210 / Monday, October 30, 2000 / Rules and Regulations 64597

accordance with the National

Environmental Policy Act of 1969, 42

U.S.C. 4321 et seq., an Environmental

Impact Statement is not required.

Paperwork Reduction Act

There is no reporting and

recordkeeping requirements associated

with this interim rule.

Unfunded Mandates

Title II of the Unfunded Mandates

Reform Act of 1995 (UMRA), 2 U.S.C

chapters 17A and 25, establishes

requirements for Federal agencies to

assess the effects of their regulatory

actions on state, local, and tribal

governments and the private sector.

Under section 202 of the UMRA, RBS

generally must prepare a written

statement, including a cost-benefit

analysis, for proposed and final rules

with ‘‘Federal mandates,’’ that may

result in expenditures to state, local, or

tribal governments, in the aggregate, or

to the private sector, of $100 million or

more in any 1 year. When such a

statement is needed for a rule, section

205 of UMRA generally requires RBS to

identify and consider a reasonable

number of regulatory alternatives and

adopt the least costly, more costeffective, or least burdensome

alternative that achieves the objectives

of the rule. This rule contains no

Federal mandates (under the regulatory

provisions of title II of the UMRA) for

state, local, and tribal governments or

the private sector. Thus, this rule is not

subject to the requirements of sections

202 and 205 of UMRA.

Regulatory Flexibility Act

In compliance with the Regulatory

Flexibility Act, RBS has determined that

this action would not have a significant

economic impact on a substantial

number of small entities, because the

action will not affect a significant

number of small entities, as defined by

the Regulatory Flexibility Act (5 U.S.C.

601). RBS made this determination

based on the fact that this regulation

only impacts those who choose to

participate in the program. Small entity

applicants will not be impacted to a

greater extent than large entity

applicants.

Executive Order 13132

It has been determined under

Executive Order 13132, ‘‘Federalism,’’

that this rule does not have sufficient

federalism implications to warrant the

preparation of a Federalism Assessment.

The provisions contained in this rule

will not have a substantial direct effect

on states or their political subdivisions

or on the distribution of power and

responsibilities among the various

levels of Government.

Immediate Effectiveness of This Rule

It has been determined that this rule

should be issued as an interim rule,

effective immediately (October 30,

2000), but subject to the modification on

the consideration of comments that are

timely received. As a result of the

United States International Trade

Commission findings in Investigation

Number TA–201–68 on July 7, 1999, the

President issued a declaration

concerning the lamb meat industry. In

response to that declaration, the

Secretary of Agriculture is

implementing import relief and

adjustment assistance measures using,

among other things, USDA loan

programs to facilitate efforts of the

domestic lamb industry to compete with

foreign lamb industries.

Market conditions have deteriorated

since 1997. Lamb producers have been

some of the hardest hit, suffering major

losses during 1997 and 1998, due to

record high imports of low-price lamb

meat; so there is a critical need for

immediate action. Furthermore, while

the need for immediate assistance is

critical, potential harm to other parties,

resulting from the issuance of this rule

as an interim rule, is expected to be

minimal. Therefore, RBS has

determined that the notice and public

procedure thereon are impracticable,

unnecessary, and contrary to public

interest.

Discussion of the Interim Rule

The purpose of the B&I Guaranteed

Loan Program is to improve, develop, or

finance business, industry, and

employment and improve the economic

and environmental climate in rural

communities. This purpose is achieved

by bolstering the existing private credit

structure through the guaranteeing of

quality loans that will provide lasting

community benefits.

The U.S. sheep industry lacks

competitive domestic lamb products at

the wholesale and retail levels to

effectively compete with imported

products. Upgrading processing systems

to produce a consumer-ready product at

the retail level, that include attributes

such as modified atmosphere packaging,

portion control, and pre-cooked items,

will greatly enhance the domestic lamb

industry’s ability to compete in the

marketplace. B&I loans to upgrade,

replace, and install new processing and

packaging equipment are eligible under

existing program regulations. As part of

a USDA initiative to target assistance to

the domestic lamb industry, the Agency

is setting aside a portion of the B&I

Guaranteed Loan Program funds to

finance real estate purchases and

improvements, working capital, debt

refinancing, and equipment in domestic

lamb processing and packaging plants.

This rule is intended to recognize the

set aside of $15 million in fiscal year

(FY) 2001, $5 million in FY 2002, and

$5 million in FY 2003.

List of Subjects in 7 CFR Part 4279

Loan programs—Business, Rural

areas.

Therefore, chapter XLII, title 7, Code

of Federal Regulations, is amended as

follows:

PART 4279—GUARANTEED

LOANMAKING

1. The authority citation for part 4279

continues to read as follows:

Authority: 5 U.S.C. 301; 7 U.S.C 1989.

Subpart B—Business and Industry

Loans

2. Section 4279.175 is added to read

as follows:

§ 4279.175 Domestic lamb industry

adjustment assistance program set aside.

A 3-year set aside of B&I Guaranteed

Loan Program funds has been

established in the National Office to

fund loans to lamb processors for real

estate purchases and improvements;

working capital; debt refinancing; and

upgrading, replacing, and installing new

processing and packaging equipment for

domestic lamb packing and processing

plants. The set aside is $15 million for

FY 2001, $5 million for FY 2002, and $5

million for FY 2003. These funds will be

available through the third quarter of

each respective year and, if not used,

will revert for use in the general

program.

Dated: September 29, 2000.

Jill Long Thompson,

Under Secretary, Rural Development.

[FR Doc. 00–27788 Filed 10–27–00; 8:45 am]

BILLING CODE 3410–XY–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NE–29–AD; Amendment 39–

11952; AD 2000–22–06]

RIN 2120–AA64

Airworthiness Directives; Pratt &

Whitney JT8D Series Turbofan Engines

AGENCY: Federal Aviation

Administration, DOT.

64598 Federal Register / Vol. 65, No. 210 / Monday, October 30, 2000 / Rules and Regulations

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to Pratt & Whitney (PW) JT8D

series turbofan engines, that requires

inspections of main fuel pump control

shafts for excessive spline wear.

Additionally, as terminating action to

the inspections, this action requires the

replacement of the main fuel pump

control shaft with parts of improved

design, and reworking the main fuel

pump impeller, impeller gear train plate

assembly, and impeller cover assembly.

This amendment is prompted by reports

of failed main fuel pump control shafts

caused by excessive spline wear. The

actions specified by this AD are

intended to prevent loss of engine

throttle control, uncommanded

acceleration, uncommanded

deceleration or inflight shutdown,

which could result in reduced airplane

control during a critical phase of flight.

DATES: Effective December 4, 2000. The

incorporation by reference of certain

publications listed in the regulations is

approved by the Director of the Federal

Register as of December 4, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Pratt & Whitney, 400 Main St., East

Hartford, CT 06108; telephone (860)

565–8770, fax (860) 565–4503. This

information may be examined at the

Federal Aviation Administration (FAA),

New England Region, Office of the

Regional Counsel, 12 New England

Executive Park, Burlington, MA; or at

the Office of the Federal Register, 800

North Capitol Street, NW, suite 700,

Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Christopher Spinney, Aerospace

Engineer, Engine Certification Office,

FAA, Engine and Propeller Directorate,

12 New England Executive Park,

Burlington, MA 01803–5299; telephone

(781) 238–7175, fax (781) 238–7199.

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 Pratt & Whitney

(PW) Models JT8D–1, –1A, –1B, –7,

–7A, –7B, –9, –9A, –11, –15, –15A series

turbofan engines was published in the

Federal Register on May 5, 2000 (65 FR

26152). That action proposed to require

inspections of main fuel pump control

shafts for excessive spline wear.

Additionally, as terminating action to

the inspections, this proposal would

require the replacement of the main fuel

pump control shaft with parts of

improved design, and reworking the

main fuel pump impeller, impeller gear

train plate assembly, and impeller cover

assembly.

Comments Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

Use of PMA Part Number

One comment requests that the FAA

clarify the AD to allow the use of a parts

manufacturer approved (PMA) part for

the new main fuel pump control shaft.

The FAA agrees that the addition of

specific part number language will

clarifiy the requirements of the AD.

Specific part number language has been

added to paragraph (e) of the AD.

Request To Clarify Gearbox Change

Maintenance

One comment asks the FAA to clarify

the requirements regarding a gearbox

change where the entire gearbox is

removed and the hardware, including

the fuel pump, is transferred to the

replacement gearbox. The FAA does not

agree that the inspection requirements

need to be clarified. In the case of the

gearbox change, the accessibility of the

main fuel pump is clearly defined in

paragraph (e)(1) of this AD and,

therefore, requires the inspections

detailed in paragraph (a) of the AD.

Requests for Extension of Inspection

and Replacement Limits

Two comments request that

inspection and replacement intervals be

extended or altered. One comment asks

that the FAA extend the overhaul limit

for main fuel pumps with more that

12,000 hours TIS since overhaul from

2000 hours TIS to 3000 hours TIS.

Another comment requests that the

overhaul limit for a main fuel pump

with over 12,000 TIS be extended to

6,000 hours if a successful inspection is

performed on the pump. Extensions are

requested based on the impact the

additional fuel pump overhauls will

have on an operator’s fleet. The FAA

agrees in part with these comments. It

is not the intent of this AD to place any

undue burden on an operator’s fleet

maintenance. The FAA understands

from these comments that some

operators would prefer to have an

alternative plan that precludes

performing the inspections and the

associated unplanned maintenance that

may result from the inspection program.

These operators would prefer to be

proactive and to expedite the main fuel

pump overhauls on a scheduled basis in

order to be fully compliant with the

required closing action of the AD, rather

than having to perform line

maintenance inspections. The FAA has

determined that this is an acceptable

approach and has added an optional

accelerated fleet campaign program that

will permit the closing action for the AD

to be performed for the entire fleet with

the highest time main fuel pumps being

addressed first. However, the FAA

realizes that the optional plan still may

not satisfy the fleet impact concerns of

all operators. Operators who believe that

the actions required by the AD are a

significant burden on their operations

and who can show that an alternative

plan meets the requirements of

paragraph (f) of this AD should submit

those plans in accordance with the

instructions of paragraph (f).

Request for Extension of the Initial

Inspection Threshold

A comment requests that the 1000

hours TIS threshold time for conducting

accessibility inspections be extended.

The FAA concurs and has extended the

initial inspection threshold to 3000

hours TIS for main fuel pumps that have

not incorporated the reworked impeller,

impeller gear train plate assembly and

impeller cover assembly. For main fuel

pumps that have incorporated the

reworked impeller, impeller gear train

plate assembly and impeller cover

assembly the initial inspection

threshold has been extended to 6000

hours TIS. These changes are reflected

in paragraph (a) of this AD.

Change Terminating Action

One comment recommends that the

reworked impeller, impeller gear train

plate assembly and impeller cover

assembly be deemed terminating action

to the inspections of paragraphs (a) and

(b). This comment asks that the FAA

eliminate the replacement of the main

fuel pump control shaft as terminating

action. The FAA agrees in part. The

FAA recognizes that partial

incorporation of the terminating actions

has some benefit to the main fuel pump

control shaft durability. However, the

FAA does not agree that it should be

terminating action to the inspections.

Instead a relaxed inspection and

replacement schedule has been added

for main fuel pumps that have

incorporated the reworked impeller,

impeller gear train plate assembly and

impeller cover assembly. These changes

are reflected in paragraphs (a)(1) and

(c)(3)(iii) of this AD.

Modify Definition of Accessibility

One comment suggests that, to be

consistent with the alert service

bulletin, the words ‘‘on the engine’’ be

added to the definition of accessibility.

Federal Register / Vol. 65, No. 210 / Monday, October 30, 2000 / Rules and Regulations 64599

The FAA agrees and has modified the

definition in paragraph (e) for clarity.

Typographical Errors in ASB

Two comments point out several

typographical errors in ASB A6381. The

FAA agrees that some typographical

errors may exist in the ASB, however,

the errors will not prevent proper

execution of the instructions in the

ASB. The alleged typographical errors

will be forwarded to the manufacturer

for possible corrections to later revisions

of the ASB.

Require Inspections at Shop Visits only

One comment states that the

accessibility inspection requirements

place a burden on large complex

maintenance operations because of the

variety of possible locations and fuel

pump exposures. The comment suggests

that the FAA limit inspections to a shop

visit to reduce the training and tooling

required for all of the line maintenance

facilities. The FAA agrees and has

added an optional accelerated fleet

campaign in paragraph (d) of this AD for

operators who choose not to equip their

line maintenance facilities with the

necessary training and tooling to

perform the inspections of this AD.

Removal of Engine Models

One comment requests that the FAA

remove JT8D–1, –1A and –1B models

from the applicability section of the AD.

The FAA does not agree. While these

particular models are no longer believed

to be operating, they are still listed on

the type certificate for the JT8D and, as

such, must be included in the

applicability section of the rule.

Removal of Backlash Inspection

One comment recommends removal

of the backlash inspection because of

the possibility of missing a worn control

shaft. The FAA does not agree. While no

inspection program can be 100%

effective, this inspection minimizes the

possibility of a badly worn main fuel

pump control shaft being returned to

service prior to being replaced at the

next overhaul.

Use of Argo-Tech Parts List Number

One comment recommends that the

AD be changed to state that a certain

Argo-Tech parts list number should be

referenced as terminating action to the

inspections of the AD. The FAA does

not agree that a change needs to be

made to the AD to reference the ArgoTech parts list number. The certified

parts list for an engine build is based on

the engine manufacturer’s part numbers.

There is no top level part number

change on the engine manufacturer’s top

level part number for the main fuel

pump assembly, and, therefore, no

change in the AD compliance section.

An operator may use the Argo-Tech

parts list number as long as they can

demonstrate by the incorporation of that

number that the appropriate

maintenance actions required by the AD

have been complied with.

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

described previously. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Economic Impact

There are approximately 5,800

engines of the affected design in the

worldwide fleet. The FAA estimates that

2962 engines installed on aircraft of US

registry would be affected by this

proposed AD, that it would take

approximately 0.3 work hours to

perform the required inspections and

0.5 hours per engine to accomplish the

replacements proposed at overhaul, and

that the average labor rate is $60 per

work hour. Required parts would cost

approximately $3,996 per engine. Based

on these figures, the total cost impact of

the proposed AD on US operators is

estimated to be $11,978,328.

Regulatory Impact

This rule does not have federalism

implications, as defined in Executive

Order 13132, because it would 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. Accordingly, the

FAA has not consulted with state

authorities prior to publication of this

rule.

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:

2000–22–06 Pratt & Whitney: Amendment

39–11952. Docket No. 99–NE–29–AD.

Applicability: Pratt & Whitney (PW)

Models JT8D–1, –1A, –1B, –7, –7A, –7B, –9,

–9A, –11, –15, –15A turbofan engines,

installed on but not limited to Boeing 727

and 737 series, and McDonnell Douglas DC–

9 series airplanes.

Note 1: This airworthiness directive (AD)

applies to each engine 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 engines 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 (f)

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 loss of engine throttle control,

uncommanded acceleration, uncommanded

deceleration or inflight shutdown, which

could result in reduced airplane control

during a critical phase of flight, accomplish

the following:

Initial Inspection

(a) Inspect and, if necessary, replace the

main fuel pump control shaft in accordance

with procedures and intervals described in

paragraphs 1.B. and 1.C. of the

Accomplishment Instructions of PW Alert

Service Bulletin (ASB) A6381, dated March

15, 2000, as follows:

(1) For fuel pumps that have incorporated

the modifications of paragraph (c)(1) but not

the modifications of paragraph (c)(2) as of the

effective date of this AD, perform the initial

inspection at the next main fuel pump

accessibility after accumulating 6000 hours

time in service (TIS) since last main fuel

pump overhaul.

64600 Federal Register / Vol. 65, No. 210 / Monday, October 30, 2000 / Rules and Regulations

(2) For fuel pumps that have not

incorporated the modifications of paragraph

(c)(1) as of the effective date of this AD,

perform the initial inspection at the next

main fuel pump accessibility after

accumulating 3000 hours TIS since last main

fuel pump overhaul.

Repetitive Inspections

(b) Thereafter, reinspect the main fuel

pump control shaft and remove and replace,

if necessary, in accordance with intervals and

procedures described in paragraphs 1.B. and

1.C. of the Accomplishment Instructions of

PW ASB A6381, dated March 15, 2000.

Installation and Terminating Action

(c) At the next main fuel pump overhaul

perform the following:

(1) Install a reworked impeller, impeller

gear train plate assembly and impeller cover

assembly in accordance with paragraph 2.A

of PW ASB A6381, dated March 15, 2000.

(2) Replace the main fuel pump control

shaft with a serviceable main fuel pump

control shaft.

(3) The next main fuel pump overhaul

must occur no later than:

(i) 12,000 hours time in service (TIS) since

last fuel pump overhaul; or

(ii) 2000 hours TIS from the effective date

of this AD; or

(iii) 3000 hours TIS from the effective date

of this AD, provided the main fuel pump has

incorporated the modifications of paragraph

(c)(1) as of the effective date of this AD and

the inspection results from paragraph (a) of

this AD are less than or equal to 15 degrees;

whichever occurs latest.

(4) Modifications required by paragraph

(c)(1) and (c)(2) of this AD constitute

terminating action to the inspections

required by paragraphs (a) and (b) of this AD.

Optional Fleet Campaign

(d) It is not necessary to perform the

inspections required by paragraphs (a) and

(b) or to adhere to the schedule of paragraph

(c)(3) of this AD if the main fuel control

modifications of paragraph (c)(1) and (c)(2)

are performed throughout an operator’s fleet

in accordance with the schedule of Table 1

or Table 2 of this AD as follows:

(1) For fuel pumps that have incorporated

the modifications of paragraph (c)(1) but not

the modifications of paragraph (c)(2) as of the

effective date of this AD, perform

modifications in accordance with the

schedule of Table 1.

(2) For fuel pumps that have not

incorporated the modifications of paragraphs

(c)(1) as of the effective date of this AD,

perform the modification in accordance with

the schedule of Table 2.

TABLE 1.—OPTIONAL ACCELERATED FLEET CAMPAIGN SCHEDULE

[For engines that have incorporated the modifications of paragraph (c)(1) of this AD but not the modifications of paragraph (c)(2) of this AD as of

the effective date of this AD]

Time in service since last main fuel pump overhaul: Perform modifications of paragraph (c)(2) of this AD:

Greater than or equal to 15,000 hours TIS on the effective date of this

AD.

Within 1,000 hours TIS from the effective date of this AD.

Greater than or equal to 12,000 hours and less than 15,000 hours TIS

on the effective date of this AD.

Within 2,000 hours TIS from the effective date of this AD.

Greater than or equal to 8,000 hours and less then 12,000 hours TIS

on the effective date of this AD..

Within 3,000 hours TIS from the effective date of this AD.

Less than 8,000 hours TIS on the effective date of this AD ................... Within 4,000 hours TIS from the effective date of this AD or 8,000 TIS

since last main fuel pump overhaul, whichever occurs later.

TABLE 2.—OPTIONAL ACCELERATED FLEET CAMPAIGN SCHEDULE

[For engines that have NOT incorporated the modifications of paragraph (c)(1) of this AD as of the effective date of this AD]

Time in service since last main fuel pump overhaul: Perform modifications of paragraph (c)(1) and (c)(2) of this AD:

Greater than or equal to 12,000 hours TIS on the effective date of this

AD.

Within 1,000 hours TIS from the effective date of this AD.

Greater than or equal to 10,000 hours and less than 12,000 hours TIS

on the effective date of this AD.

Within 2,000 hours TIS from the effective date of this AD.

Greater than or equal to 6,000 hours and less than 10,000 hours TIS

on the effective date of this AD.

Within 3,000 hours TIS from the effective date of this AD.

Less than 6,000 hours TIS on the effective date of this AD ................... Within 4,000 hours TIS from the effective date of this AD or 6,000

hours TIS since last main fuel pump overhaul, whichever occurs

later.

Definitions

(e) For the purpose of this AD:

(1) Accessibility of the main fuel pump is

defined as removal of the fuel control from

the fuel pump on the engine or removal of

the fuel pump from the engine.

(2) Main fuel pump overhaul is defined as

compliance with the manufacturer’s

recommended overhaul procedures described

in Argo-Tech Overhaul Manual 73–11–1.

(3) A serviceable main fuel pump control

shaft is defined as Argo Tech part number

219093 or Rogers Dierks part number

RD219093.

Alternative Methods of Compliance

(f) 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, Engine

Certification Office (ECO). Operators shall

submit their request through an appropriate

FAA Principal Maintenance Inspector, who

may add comments and then send it to the

Manager, ECO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the ECO.

Ferry Flights

(g) 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.

Incorporated by Reference

(h) The actions specified in this AD must

be done in accordance with the following

Pratt & Whitney Alert Service Bulletin:

Document no. Pages Revision Date

JT8D A6381 .......................................... All .......................... Original .................................................. March 15, 2000

Federal Register / Vol. 65, No. 210 / Monday, October 30, 2000 / Rules and Regulations 64601

Total pages: 14.

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 Pratt & Whitney, 400 Main St., East

Hartford, CT 06108; telephone (860) 565–

8770, fax (860) 565–4503. Copies may be

inspected at the FAA, New England Region,

Office of the Regional Counsel, 12 New

England Executive Park, Burlington, MA; or

at the Office of the Federal Register, 800

North Capitol Street, NW, suite 700,

Washington, DC.

Effective Date of This AD

(i) This amendment becomes effective on

December 4, 2000.

Issued in Burlington, Massachusetts, on

October 20, 2000.

Jay J. Pardee,

Manager, Engine and Propeller Directorate,

Aircraft Certification Service.

[FR Doc. 00–27507 Filed 10–27–00; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–202–AD; Amendment

39–11951; AD 2000–22–05]

RIN 2120–AA64

Airworthiness Directives; Short

Brothers Model SD3–60 SHERPA

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to all Short Brothers Model

SD3–60 SHERPA series airplanes, that

currently requires a one-time visual

inspection to determine the part number

of the power control cable assemblies

and pulleys of the engine controls; and

replacement of the power control cable

assemblies and pulleys (as applicable)

with new parts, if necessary. This

amendment requires accomplishment of

the inspection and replacement in

accordance with revised procedures.

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 breakage of the

power control cable assemblies due to

the inflexible construction of the cable,

which could result in loss of engine

power and consequent reduced

controllability of the airplane.

DATES: Effective December 4, 2000.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of December

4, 2000.

ADDRESSES: The service information

referenced in this AD may be obtained

from Short Brothers, Airworthiness &

Engineering Quality, P.O. Box 241,

Airport Road, Belfast BT3 9DZ,

Northern Ireland. 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)

by superseding AD 99–03–06,

amendment 39–11020 (64 FR 5588,

February 4, 1999), which is applicable

to all Short Brothers Model SD3–60

SHERPA series airplanes, was published

in the Federal Register on June 30, 2000

(65 FR 40549). The action proposed to

require a one-time inspection to

determine the part number of the power

control cable assemblies and pulleys of

the engine controls; and replacement of

the power control cable assemblies and

pulleys (as applicable) with new parts,

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

approximately 28 airplanes of U.S.

registry will be affected by this AD, that

it will take approximately 15 work

hours per airplane to accomplish the

required actions, 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

$25,200, or $900 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. 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

removing amendment 39–11020 (64 FR

5588, February 4, 1999), and by adding

a new airworthiness directive (AD),