Federal Register / Vol. 65, No. 226 / Wednesday, November 22, 2000 / Rules and Regulations 70297

Compliance: Required as indicated, unless

accomplished previously.

To prevent electrical shorts or arcing at the

illuminated panel connector at the refuel/

defuel panel, which could result in a

potential ignition source for fuel vapors

during fueling procedures, accomplish the

following:

Inspection and Corrective Actions

(a) Within 6 months after the effective date

of this AD, inspect the electrical connector

on the refuel/defuel panel and the electrical

connector on the illuminated placard to

detect signs of fluid ingression or corrosion;

and accomplish applicable corrective actions

(including a sealing procedure, a cleaning/

sealing procedure, and repair of corrosion on

the refuel/defuel panel mounting plate); in

accordance with Saab Service Bulletin 340–

28–022, dated February 25, 2000.

Alternative Methods of Compliance

(b) 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, FAA,

Transport Airplane Directorate. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 2: 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

(c) 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

(d) The actions shall be done in accordance

with Saab Service Bulletin 340–28–022,

dated February 25, 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 3: The subject of this AD is addressed

in Swedish airworthiness directive 1–156,

dated February 28, 2000.

Effective Date

(e) This amendment becomes effective on

December 27, 2000.

Issued in Renton, Washington, on

November 8, 2000.

Donald L. Riggin,

Acting Manager,, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–29213 Filed 11–21–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 99–NM–243–AD; Amendment

39–11990; AD 2000–23–17]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model MD–11 and MD–11F

Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment supersedes

an existing airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 and MD–11F

series airplanes, that currently requires

opening the circuit breaker of the

pneumatic sense line heater tape,

installing an inoperative ring, and

coiling and stowing the electrical wire

to the circuit breaker of the pneumatic

sense line heater tape. That AD also

provides for an optional inspection,

which, if accomplished, constitutes

terminating action for deactivation of

the pneumatic sense line heater tape.

This amendment requires repetitive

inspections of the subject area and

corrective actions, if necessary, and

provides for an optional terminating

modification(s) for the repetitive

inspection requirements. This

amendment is prompted by the FAA’s

determination that the one-time

optional terminating inspection in the

existing AD does not adequately detect

chafing, electrical arcing, or inadequate

clearance of the subject area. The

actions specified by this AD are

intended to detect and correct such

inadequate clearance, which could

result in a hole in the fuel feed pipe

caused by electrical arcing, and

consequent fuel leakage and possible

ignition of the fuel vapors.

DATES: Effective December 27, 2000.

The incorporation by reference of

certain publications, as listed in the

regulations, is approved by the Director

of the Federal Register as of December

27, 2000.

The incorporation by reference of

McDonnell Douglas Alert Service

Bulletin MD11–36A030, dated April 2,

1998, as listed in the regulations, was

approved previously by the Director of

the Federal Register as of April 28, 1998

(63 FR 20066, April 23, 1998).

ADDRESSES: The service information

referenced in this AD may be obtained

from Boeing Commercial Aircraft

Group, Long Beach Division, 3855

Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Dept. C1–L51 (2–60). 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 the FAA,

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.

FOR FURTHER INFORMATION CONTACT:

Stephen Kolb, Senior Aerospace

Engineer, Propulsion Branch, ANM–

140L, FAA, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California 90712;

telephone (562) 627–5244; fax (562)

627–5210.

SUPPLEMENTARY INFORMATION: A

proposal to amend part 39 of the Federal

Aviation Regulations (14 CFR part 39)

by superseding AD 98–08–11,

amendment 39–10491 (63 FR 20066,

April 23, 1998), which is applicable to

certain McDonnell Douglas Model MD–

11 and MD–11F series airplanes, was

published in the Federal Register on

July 13, 2000 (65 FR 43265). The action

proposed to continue to require opening

the circuit breaker of the pneumatic

sense line heater tape, installing an

inoperative ring, and coiling and

stowing the electrical wire to the circuit

breaker of the pneumatic sense line

heater tape. The action also proposed to

require repetitive inspections of the

subject area and corrective actions, if

necessary, and would provide for an

optional terminating modification(s) for

the repetitive inspection requirements.

Comments

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

single comment received.

The commenter states no objection to

the proposed rule.

Conclusion

After careful review of the available

data, including the comment noted

above, the FAA has determined that air

70298 Federal Register / Vol. 65, No. 226 / Wednesday, November 22, 2000 / Rules and Regulations

safety and the public interest require the

adoption of the rule as proposed.

Cost Impact

There are approximately 174 Model

MD–11 and MD–11F series airplanes of

the affected design in the worldwide

fleet. The FAA estimates that 67

airplanes of U.S. registry will be affected

by this AD.

The modification that is currently

required by AD 98–08–11, and retained

in this AD, takes approximately 1 work

hour per airplane to accomplish, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the currently required actions on U.S.

operators is estimated to be $4,020, or

$60 per airplane.

The new inspection required by this

AD action will take approximately 1

work hour per airplane to accomplish,

at an average labor rate of $60 per work

hour. Based on these figures, the cost

impact of the new inspection required

by this AD on U.S. operators is

estimated to be $4,020, or $60 per

airplane, per inspection cycle.

The cost impact figures discussed

above are 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.

Should an operator elect to

accomplish the optional terminating

action provided by paragraph (d)(1) of

this AD, it would take approximately 4

work hours to accomplish, at an average

labor rate of $60 per work hour. The

cost of required parts would be

approximately $4,500 per airplane.

Based on these figures, the cost impact

of this optional terminating action

would be $4,740 per airplane.

Should an operator elect to

accomplish the optional terminating

action provided by paragraph (d)(2) of

this AD, it would take approximately 1

work hour to accomplish, at an average

labor rate of $60 per work hour. The

cost of required parts would be

approximately $50 per airplane. Based

on these figures, the cost impact of this

optional terminating action would be

$110 per airplane.

Should an operator elect to

accomplish the optional terminating

action provided by paragraph (d)(3) of

this AD, it would take approximately 2

work hours to accomplish, at an average

labor rate of $60 per work hour. The

cost of required parts would be

approximately $2,500 per airplane.

Based on these figures, the cost impact

of this optional terminating action

would be $2,620 per airplane.

Should an operator elect to

accomplish the optional terminating

action provided by paragraph (d)(4) of

this AD, it would take approximately 4

work hours to accomplish, at an average

labor rate of $60 per work hour. The

cost of required parts would be

approximately $50 per airplane. Based

on these figures, the cost impact of this

optional terminating action would be

$290 per airplane.

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 39–10491 (63 FR

20066, April 23, 1998), and by adding

a new airworthiness directive (AD),

amendment 39–11990, to read as

follows:

2000–23–17 McDonnell Douglas:

Amendment 39–11990. Docket 99–NM–

243–AD. Supersedes AD 98–08–11,

Amendment 39–10491.

Applicability: Model MD–11 and MD–11F

series airplanes, having manufacturer’s

fuselage numbers 0447 through 0552

inclusive, and 0554 through 0620 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 (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 detect and correct inadequate clearance

between the fuel feed pipe of the number 2

engine and the pneumatic sense line heater

tape, which could result in a hole in the fuel

feed pipe caused by electrical arcing, and

consequent fuel leakage and possible ignition

of the fuel vapors, accomplish the following:

Restatement of Requirements of AD 98–08–

11

Modification

(a) Within 7 days after April 28, 1998 (the

effective date of AD 98–08–11, amendment

39–10491), open the circuit breaker of the

pneumatic sense line heater tape, install an

inoperative ring, and coil and stow the

electrical wire to the circuit breaker of the

pneumatic sense line heater tape, in

accordance with Phase 1 of the

Accomplishment Instructions of McDonnell

Douglas Alert Service Bulletin MD11–

36A030, dated April 2, 1998; Revision 01,

dated September 28, 1998; Revision 02, dated

July 27, 1999; or Revision 03, dated

December 14, 1999. Accomplishment of these

actions deactivates the pneumatic sense line

heater tape.

Note 2: The pneumatic sense line heater

tape of the number 2 engine has been

deactivated. This deactivation may cause a

nuisance shutdown of the bleed air system of

the number 2 engine at top of descent.

New Requirements of This AD

Repetitive Inspections

(b) Except as provided in paragraph (d) of

this AD, within 6 months after the effective

date of this AD, perform a detailed visual

Federal Register / Vol. 65, No. 226 / Wednesday, November 22, 2000 / Rules and Regulations 70299

inspection to detect chafing, electrical arcing,

or inadequate clearance of the pneumatic

sense lines and fuel feed pipe of the number

2 engine, in accordance with Phase 2 of the

Accomplishment Instructions of McDonnell

Douglas Alert Service Bulletin MD11–

36A030, Revision 03, dated December 14,

1999. Repeat the inspection thereafter at

intervals not to exceed 5,000 flight hours or

18 months, whichever occurs later.

Accomplishment of the detailed visual

inspection constitutes terminating action for

the deactivation requirements of paragraph

(a) of this AD.

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 such as mirror,

magnifying lenses, etc. may be used. Surface

cleaning and elaborate access procedures

may be required.’’

Note 4: Detailed visual inspections

accomplished before the effective date of this

AD in accordance with McDonnell Douglas

Alert Service Bulletin MD11–36A030, dated

April 2, 1998, Revision 01, dated September

28, 1998, or Revision 02, dated July 27, 1999;

are considered acceptable for compliance

with the requirements of paragraph (b) of this

AD.

Corrective Actions

(c) If any discrepancy (i.e., as identified in

Conditions 1, 2, 3, 4, and 5 of the

Accomplishment Instructions of McDonnell

Douglas Alert Service Bulletin MD11–

36A030, Revision 03, dated December 14,

1999) is detected during any inspection

required by paragraph (b) of this AD, before

further flight, perform the applicable

corrective actions in accordance with

Conditions 1, 2, 3, 4, or 5 of the

Accomplishment Instructions of McDonnell

Douglas Alert Service Bulletin MD11–

36A030, Revision 03, dated December 14,

1999, except as indicated in paragraphs (c)(1)

and (c)(2) of this AD.

(1) Accomplishment of the modification of

the high stage pilot valve of the left and right

wings in accordance with McDonnell

Douglas Service Bulletin MD11–36–018 R01,

Revision 1, dated July 18, 1995, is NOT

necessary to comply with the applicable

corrective action in Condition 5 of the

Accomplishment Instructions of the service

bulletin.

(2) Accomplishment of the modification

and reidentification of the pilot pressure

regulator valve of the left and right wings in

accordance with McDonnell Douglas Service

Bulletin MD11–36–025 R01, Revision 01,

dated July 31, 1997, is NOT necessary to

comply with the applicable corrective action

in Condition 5 of the Accomplishment

Instructions of the service bulletin.

Optional Actions

(d) Accomplishment of the action(s)

specified in paragraphs (d)(1), (d)(2), (d)(3),

and (d)(4) of this AD, as applicable,

constitutes terminating action for the

repetitive inspection requirements of

paragraph (b) of this AD.

(1) For airplanes having manufacturer’s

fuselage numbers 0447 through 0552

inclusive, and 0554 through 0573 inclusive:

Before or in conjunction with the actions

specified in paragraph (d)(2) of this AD,

modify the high stage pilot valve located in

the aft accessory compartment (including

purging the sense lines and revising wiring

of the high stage pilot valve), in accordance

with McDonnell Douglas Service Bulletin

MD11–36–018 R01, Revision 1, dated July 18,

1995.

Note 5: In addition to the procedures for

modification of the high stage pilot valve

located in the aft accessory compartment,

McDonnell Douglas Service Bulletin MD11–

36–018 R01, Revision 1, dated July 18, 1995,

also describes procedures for modification of

the high stage pilot valve of the left and right

wings. Accomplishment of modification of

the high stage pilot valve of the left and right

wings is NOT necessary to comply with the

optional action provided by paragraph (d)(1)

of this AD.

Note 6: Modification of the high stage pilot

valve of the aft accessory compartment

accomplished before the effective date of this

AD in accordance with McDonnell Douglas

Service Bulletin MD11–36–018, dated March

28, 1995, is considered acceptable for

compliance with the actions specified in

paragraph (d)(1) of this AD.

(2) For airplanes having manufacturer’s

fuselage numbers 0447 through 0552

inclusive, and 0554 through 0608 inclusive:

Disconnect and splice together the heater

tape wires of the pneumatic sense lines for

the high stage and fan air valves from the

terminals strips in the lower vertical

stabilizer, in accordance with McDonnell

Douglas Service Bulletin MD11–36–026,

dated September 30, 1996.

(3) For airplanes having manufacturer’s

fuselage numbers 0447 through 0552

inclusive, and 0554 through 0608 inclusive:

Before or in conjunction with the actions

specified in paragraph (d)(4) of this AD,

modify and reidentify the pilot pressure

regulator valve located in the aft accessory

compartment (including purging the sense

lines and revising the wiring of the pilot

pressure regulator valve), in accordance with

McDonnell Douglas Service Bulletin MD11–

36–025 R01, Revision 01, dated July 31, 1997.

Note 7: In addition to the procedures for

modification and reidentification of the pilot

pressure regulator valve located in the aft

accessory compartment, McDonnell Douglas

Service Bulletin MD11–36–025 R01, Revision

01, dated July 31, 1997, also describes

procedures for modification and

reidentification of the pilot pressure regulator

valve of the left and right wings.

Accomplishment of the modification and

reidentification of the pilot pressure regulator

valve of the left and right wings is NOT

necessary to comply with the optional action

provided by paragraph (d)(3) of this AD.

Note 8: Modification and reidentification

of the pilot pressure regulator valve of the aft

accessory compartment accomplished before

the effective date of this AD in accordance

with McDonnell Douglas Service Bulletin

MD11–36–025, dated February 14, 1997; is

considered acceptable for compliance with

the actions specified in paragraph (d)(3) of

this AD.

(4) For airplanes having manufacturer’s

fuselage numbers 0447 through 0464

inclusive, 0466 through 0552 inclusive, and

0554 through 0620 inclusive: Disconnect the

heater tape wires from their respective

terminal strips and splice the wire ends

together, in accordance with McDonnell

Douglas Service Bulletin MD11–36–028,

dated December 7, 1998.

Reporting

(e) Within 10 days after accomplishing any

inspection required by paragraph (b) of this

AD, submit a report of the inspection results

(only negative findings) to the Manager, Los

Angeles Aircraft Certification Office (ACO),

FAA, 3960 Paramount Boulevard, Lakewood,

California 90712–4137; fax (562) 627–5210.

Information collection requirements

contained in this regulation have been

approved by the Office of Management and

Budget (OMB) under the provisions of the

Paperwork Reduction Act of 1980 (44 U.S.C.

3501 et seq.) and have been assigned OMB

Control Number 2120–0056.

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, Los

Angeles ACO. Operators shall submit their

requests through an appropriate FAA

Principal Maintenance Inspector, who may

add comments and then send it to the

Manager, Los Angeles ACO.

Note 9: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

Special Flight Permits

(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.

Incorporation by Reference

(h) The actions shall be done in accordance

with McDonnell Douglas Alert Service

Bulletin MD11–36A030, dated April 2, 1998;

McDonnell Douglas Alert Service Bulletin

MD11–36A030, Revision 01, dated

September 28, 1998; McDonnell Douglas

Alert Service Bulletin MD11–36A030,

Revision 02, dated July 27, 1999; McDonnell

Douglas Alert Service Bulletin MD11–

36A030, Revision 03, dated December 14,

1999; McDonnell Douglas Service Bulletin

MD11–36–018 R01, Revision 1, dated July 18,

1995; McDonnell Douglas Service Bulletin

MD11–36–026, dated September 30, 1996;

McDonnell Douglas Service Bulletin MD11–

36–025 R01, Revision 01, dated July 31, 1997;

and McDonnell Douglas Service Bulletin

MD11–36–028, dated December 7, 1998; as

applicable.

(1) The incorporation by reference of

McDonnell Douglas Alert Service Bulletin

MD11–36A030, Revision 01, dated

70300 Federal Register / Vol. 65, No. 226 / Wednesday, November 22, 2000 / Rules and Regulations

September 28, 1998; McDonnell Douglas

Alert Service Bulletin MD11–36A030,

Revision 02, dated July 27, 1999; McDonnell

Douglas Alert Service Bulletin MD11–

36A030, Revision 03, dated December 14,

1999; McDonnell Douglas Service Bulletin

MD11–36–018 R01, Revision 1, dated July 18,

1995; McDonnell Douglas Service Bulletin

MD11–36–026, dated September 30, 1996;

McDonnell Douglas Service Bulletin MD11–

36–025 R01, Revision 01, dated July 31, 1997;

and McDonnell Douglas Service Bulletin

MD11–36–028, dated December 7, 1998; is

approved by the Director of the Federal

Register in accordance with 5 U.S.C. 552(a)

and 1 CFR part 51.

(2) The incorporation by reference of

McDonnell Douglas Alert Service Bulletin

MD11–36A030, dated April 2, 1998, was

approved previously by the Director of the

Federal Register as of April 28, 1998 (63 FR

20066, April 23, 1998).

(3) Copies may be obtained from Boeing

Commercial Aircraft Group, Long Beach

Division, 3855 Lakewood Boulevard, Long

Beach, California 90846, Attention: Technical

Publications Business Administration, Dept.

C1–L51 (2–60). Copies may be inspected at

FAA, Transport Airplane Directorate, 1601

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

the the FAA, 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

(i) This amendment becomes effective on

December 27, 2000.

Issued in Renton, Washington, on

November 9, 2000.

Donald L. Riggin,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 00–29377 Filed 11–21–00; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 2000–NM–13–AD; Amendment

39–12002; AD 2000–23–29]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB 340B 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

340B series airplanes, that requires a

one-time inspection to detect

discrepancies of the flight idle stop

override mechanism, and corrective

action, if necessary. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to prevent increased braking

distance for landings that require the

flight idle stop override, resulting from

the combination of failure of the

override mechanism and inability of the

power levers to be moved below the

flight idle position after touchdown.

DATES: Effective December 27, 2000. The

incorporation by reference of certain

publications, as listed in the regulations,

was approved previously by the Director

of the Federal Register as of May 19,

1998 (63 FR 18118, April 14, 1998).

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 340B series airplanes was

published in the Federal Register on

March 15, 2000 (65 FR 13921). That

action proposed to require a one-time

inspection to detect discrepancies of the

flight idle stop override mechanism, and

corrective action, if necessary.

Comment Received

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comment received.

Objection to the Proposal

One commenter, an operator, states

that mandating the inspection proposed

in this AD has no value and will not

contribute to safety. The commenter

offers several reasons, described below,

for this assertion.

1. The commenter states that the cable

that originally stuck [prompting

issuance of a related FAA AD, AD 98–

08–16, amendment 39–10465 (63 FR

18118, April 14, 1998)], along with the

uplock switch and knob, is fully

contained within the control quadrant

installed on each airplane, and the

quadrants are interchangeable among

airplanes. The commenter considers it

extremely doubtful that the same

quadrants are still installed in the

airplanes that are specified in the

applicability of the proposed AD.

2. The commenter states that the

proposed AD does not cover quadrants

installed in airplanes with serial

numbers above 413, nor does it cover

quadrants installed in airplanes that

were listed in the original applicability

of AD 98–08–16. Yet those quadrants,

although not covered in that AD, have

the same flight idle stop override

mechanism as those installed on

airplanes specified in the applicability

of the proposed AD, and the commenter

asserts that the same safety concern

should exist on those airplanes as well.

3. Additionally, the commenter notes

the issuance of two other FAA AD’s, AD

99–21–31, amendment 39–11377 (64 FR

56426, October 20, 1999), and AD 99–

27–08, amendment 39–11489 (65 FR

209, January 4, 2000), that also address

the control quadrants. In order to

comply with the terminating action for

those AD’s, operators must remove the

quadrant from the airplane, and the

quadrant must be modified or replaced.

The commenter therefore asserts that a

quadrant installed on an airplane when

AD 98–08–16 was issued would no

longer be installed in its original,

unmodified condition.

4. The commenter also states that a

Maintenance Review Board (MRB) task

already exists to perform a periodic

operational check of the flight idle stop

override mechanism on all airplanes.

The commenter states that this check

would find any stiff or frozen cables in

the override system; therefore, the intent

of the proposed AD is already being

met.

FAA Response

The FAA infers that the commenter is

requesting that the proposed AD be

withdrawn. The FAA does not concur,

for the reasons set forth below. Further,

the FAA considers that reiteration of the

requirements for compliance with

airworthiness directives is necessary.

After the compliance time specified in

an AD has passed, all corrective actions

required by that AD must have been

accomplished in order to correct the

unsafe condition. If an airplane is

returned to a configuration that allows

the unsafe condition to exist, that

airplane is being operated contrary to

the requirements of the AD, which is

prohibited per section 39.3 of the