Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations 34583

requirements of this AD is affected, the

owner/operator must request approval for an

alternative method of compliance in

accordance with paragraph (c) 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 cracking of the main fitting

subassembly of the main landing gear, which

could result in collapse of the main landing

gear, accomplish the following:

(a) Within 60 days after the effective date

of this AD, perform a visual and an eddy

current inspection to detect discrepancies

(paint damage, corrosion or cracking) of the

main fitting subassembly of the main landing

gear, in accordance with Appendix B,

Revision 1, dated November 1, 1996, of

Messier-Dowty Service Bulletin F100–32–86,

Revision 2, dated July 3, 1997.

(1) If no discrepancy is detected, or if any

discrepancy is detected that is within the

limits specified in Appendix B of the service

bulletin: Repeat the inspections required by

paragraph (a) of this AD thereafter at

intervals not to exceed 60 days.

(2) If any discrepancy is detected that is

outside the limits specified in Appendix B of

the service bulletin: Prior to further flight,

accomplish the requirements of paragraph (b)

of this AD.

(b) Within 6 months after the effective date

of this AD, perform a one-time eddy current

inspection and a one-time visual inspection

to detect discrepancies (paint damage,

corrosion, or cracking) of the main fitting

subassembly of the main landing gear, in

accordance with the Accomplishment

Instructions of Messier-Dowty Service

Bulletin F100–32–86, Revision 2, dated July

3, 1997, including Appendix A, Revision 1,

dated November 1, 1996, and Appendix B,

Revision 1, dated November 1, 1996.

Accomplishment of the actions required by

this paragraph constitutes terminating action

for the requirements of this AD.

(1) If no discrepancy is detected, prior to

further flight, apply a protective treatment to

the main fittings in accordance with the

service bulletin.

(2) If any discrepancy is detected that can

be repaired within the limits specified in the

service bulletin, prior to further flight, repair

the discrepancy, and apply a protective

treatment to the main fittings, in accordance

with the service bulletin.

(3) If any discrepancy is detected that

cannot be repaired within the limits specified

in the service bulletin, prior to further flight,

repair in accordance with a method approved

by the Manager, International Branch, ANM–

116, FAA, Transport Airplane Directorate.

Note 2: Accomplishment of the terminating

actions required by paragraph (b) of this AD

in accordance with Messier-Dowty Service

Bulletin F100–32–86, including Appendix A

and Appendix B; all Revision 1, all dated

November 1, 1996; prior to the effective date

of this AD, is acceptable for compliance with

the requirements of this paragraph.

(c) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the International Branch,

ANM–116.

(d) 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.

(e) Except as provided by paragraph (b)(3)

of this AD, the actions shall be done in

accordance with Messier-Dowty Service

Bulletin F100–32–86, Revision 2, dated July

3, 1997, including Appendix A, Revision 1,

dated November 1, 1996, and Appendix B,

Revision 1, dated November 1, 1996, which

contains the following list of effective pages:

Page No.

Revision

level

shown

on

page

Date shown on

page

1, 5, 6 ............ 2 July 3, 1997.

2–4, 7–17 ...... 1 November 1, 1996.

Appendix A

1–3 ................ 1 November 1, 1996.

Appendix B

1–5 ................ 1 November 1, 1996.

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 Fokker Services B.V., Technical

Support Department, P.O. Box 75047, 1117

ZN Schiphol Airport, the Netherlands; or

from Messier-Dowty Ltd., Cage: K0654,

Cheltenham Road, Gloucester, GL2 9QH,

England. 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 4: The subject of this AD is addressed

in Dutch airworthiness directive 1996–133/

2(A), dated January 31, 1997.

(f) This amendment becomes effective on

July 30, 1998.

Issued in Renton, Washington, on June 16,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16498 Filed 6–24–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 97–NM–145–AD; Amendment

39–10622; AD 98–13–31]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB 2000 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Saab Model SAAB

2000 series airplanes, that requires

repetitive visual inspections to detect

discrepancies of the bushing installation

of the aileron actuation fitting, and

eventual installation of staked bushings

in the fitting. Accomplishment of such

installation terminates the repetitive

inspections. This amendment also

provides for an optional temporary

preventive action, which, if

accomplished, would allow the

repetitive inspection intervals to be

extended until the terminating action is

accomplished. This amendment is

prompted by issuance of mandatory

continuing airworthiness information by

a foreign civil airworthiness authority.

The actions specified by this AD are

intended to prevent failure of the fitting

lugs due to vibration caused by loose

bushings in the fittings, and consequent

reduced controllability of the airplane.

DATES: Effective July 30, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 30,

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
34584 Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations

Aviation Regulations (14 CFR part 39) to

include an airworthiness directive (AD)

that is applicable to certain Saab Model

SAAB 2000 series airplanes was

published in the Federal Register on

December 11, 1997 (62 FR 65231). That

action proposed to require repetitive

visual inspections to detect

discrepancies of the bushing installation

of the aileron actuation fitting, and

eventual installation of staked bushings

in the fitting. Accomplishment of such

installation terminates the repetitive

inspections. That action also proposed

to provide for an optional temporary

preventive action, which, if

accomplished, allows the repetitive

inspection intervals to be extended until

the terminating action is accomplished.

Interested persons have been afforded

an opportunity to participate in the

making of this amendment. Due

consideration has been given to the

comments received.

One commenter supports the

proposed rule.

One commenter, the manufacturer,

requests that the repair specified in

paragraph (c) of the proposed rule be

accomplished in accordance with Saab

Service Bulletin 2000–57–014 or the

commenter’s Repair Statements. The

commenter states that its Repair

Statements are approved based on

privileges granted by Luftfartsverket

(LFV), which is the airworthiness

authority for Sweden, as part of the

production certificate for Model SAAB

2000 series airplanes.

The FAA concurs partially. The FAA

does concur that it is appropriate to

allow repairs in accordance with the

service bulletin, since no repair is

specified in the service bulletin for the

condition specified in paragraph (c) of

this AD. However, in light of the type

of repair that would be required to

address the identified unsafe condition,

and in consonance with existing

bilateral airworthiness agreements, the

FAA has determined that a repair

approved by the FAA, the LFV, or the

LFV’s delegated agent is acceptable for

compliance with the AD.

Additionally, the FAA has included

the phrase ‘‘prior to further flight’’ in

paragraph (c) of the final rule. This

phrase was omitted inadvertently from

the proposal.

Conclusion

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 change

previously described. The FAA has

determined that this change will neither

increase the economic burden on any

operator nor increase the scope of the

AD.

Cost Impact

The FAA estimates that 1 airplane of

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

The FAA estimates that it will take

approximately 1 work hour to

accomplish the required inspection, and

that the average labor rate is $60 per

work hour. Based on these figures, the

cost impact of the required inspection

on the single U.S. operator is estimated

to be $60 per airplane, per inspection

cycle.

The FAA estimates that it will take

approximately 4 work hours to

accomplish the required installation,

and that the average labor rate is $60 per

work hour. Required parts will be

provided by the manufacturer at no cost

to the operator. Based on these figures,

the cost impact of the required

installation on the single U.S. operator

is estimated to be $240 per airplane.

The cost impact figures discussed

above are based on assumptions that no

operator has yet accomplished any of

the proposed requirements of this AD

action, and that no operator would

accomplish those actions in the future if

this AD were not adopted.

Should an operator elect to

accomplish the optional temporary

preventive action provided by this AD,

it would take approximately 1 work

hour to accomplish it, at an average

labor rate of $60 per work hour.

Required parts would be provided by

the manufacturer at no cost to the

operator. Based on these figures, the

cost impact of the optional temporary

preventive action would be $60 per

airplane.

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.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

98–13–31 SAAB Aircraft: Amendment 39–

10622. Docket 97-NM–145-AD.

Applicability: Model SAAB 2000 series

airplanes having serial numbers -002 through

-023 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 (e) of this AD.

The request should include an assessment of

the effect of the modification, alteration, or

repair on the unsafe condition addressed by

this AD; and, if the unsafe condition has not

been eliminated, the request should include

specific proposed actions to address it.

Compliance: Required as indicated, unless

accomplished previously.

To prevent failure of the fitting lugs, due

to vibration caused by loose bushings in the

aileron actuation fittings, which could result

in reduced controllability of the airplane;

accomplish the following:

(a) Within 100 flight hours after the

effective date of this AD, inspect the bushing

installations of the left-hand and right-hand

aileron actuation fittings to detect any

discrepancies, in accordance with Saab

Service Bulletin 2000–57–014, Revision 02,

dated February 11, 1997.

(1) If no discrepancy is found, repeat the

inspection thereafter at intervals not to

exceed 300 flight hours until the

requirements of paragraph (b) of this AD have

been accomplished. Accomplishment of the
Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations 34585

temporary preventive action specified in

paragraph 2.E. of the Accomplishment

Instructions of the service bulletin allows the

repetitive inspections to be accomplished at

intervals of 600 flight hours until the

requirements of paragraph (b) of this AD have

been accomplished.

(2) If any discrepancy is found, prior to

further flight, accomplish the requirements of

either paragraph (a)(2)(i) or (a)(2)(ii) of this

AD in accordance with the service bulletin.

(i) Except as specified in paragraph (c),

accomplish the installation required by

paragraph (b) of this AD. Accomplishment of

this installation constitutes terminating

action for the requirements of this AD. Or

(ii) Accomplish the temporary preventive

action specified in paragraph 2.E. of the

Accomplishment Instructions of the service

bulletin. Thereafter, repeat the inspection

required by paragraph (a) of this AD at

intervals not to exceed 600 flight hours until

the requirements of paragraph (b) of this AD

have been accomplished.

(b) Except as specified in paragraph (c) of

this AD, within 3,000 flight hours after the

effective date of this AD, install the new

staked bushings in the aileron actuation

fitting in accordance with Saab Service

Bulletin 2000–57–014, Revision 02, dated

February 11, 1997. Accomplishment of this

installation terminates the requirements of

this AD.

(c) If, during the accomplishment of the

installation required by paragraph (a)(2)(i) or

paragraph (b) of this AD, the diameter of the

small hole of the fitting lug is found to be

outside the limits specified in Saab Service

Bulletin 2000–57–014, Revision 02, dated

February 11, 1997, prior to further flight,

repair it in accordance with a method

approved by either the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, or the

Luftfartsverket (or its delegated agent).

(d) As of the effective date of this AD, no

person shall install on any airplane an

aileron having part number, 7357995–843

(left-hand) or 7357995–844 (right-hand),

unless it has been modified in accordance

with paragraph (b) of this AD.

(e) An alternative method of compliance or

adjustment of the compliance time that

provides an acceptable level of safety may be

used if approved by the Manager,

International Branch, ANM–116. Operators

shall submit their requests through an

appropriate FAA Principal Maintenance

Inspector, who may add comments and then

send it to the Manager, International Branch,

ANM–116.

Note 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.

(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) Except as provided in paragraph (c) of

this AD, the actions shall be done in

accordance with Saab Service Bulletin 2000–

57–014, Revision 02, dated February 11,

1997. 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 (SAD) No.

1–102R1, dated November 8, 1996.

(h) This amendment becomes effective on

July 30, 1998.

Issued in Renton, Washington, on June 16,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16499 Filed 6–24–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 96–NM–203–AD; Amendment

39–10626; AD 98–13–35]

RIN 2120–AA64

Airworthiness Directives; McDonnell

Douglas Model DC–9 and DC–9–80

Series Airplanes, Model MD–88

Airplanes, and C–9 (Military) Series

Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model DC–9 and DC–9–80

series airplanes, Model MD–88

airplanes, and C–9 (military) series

airplanes, that requires repetitive high

frequency eddy current inspections of

certain areas of the fuselage to detect

cracks of the skin and/or longeron, and

various follow-on actions. This

amendment also requires installation of

a preventative modification, which

terminates the repetitive inspections.

This amendment is prompted by reports

indicating that, due to material fatigue

caused by installation preload and cabin

pressurization cycles, fatigue cracks

were found in the skin and longerons of

the fuselage. The actions specified by

this AD are intended to prevent such

fatigue cracks, which could result in

loss of the structural integrity of the

fuselage and, consequently, lead to

rapid depressurization of the airplane.

DATES: Effective July 30, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of July 30,

1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from The Boeing Company, Douglas

Products 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 FAA,

Transport Airplane Directorate, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California; or at the Office of the Federal

Register, 800 North Capitol Street, NW.,

suite 700, Washington, DC.

FOR FURTHER INFORMATION CONTACT:

Brent Bandley, Aerospace Engineer,

Airframe Branch, ANM–120L, FAA, Los

Angeles Aircraft Certification Office,

3960 Paramount Boulevard, Lakewood,

California 90712; telephone (562) 627–

5237; fax (562) 627–5210.

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 McDonnell

Douglas Model DC–9 and DC–9–80

series airplanes, Model MD–88

airplanes, and C–9 (military) series

airplanes was published in the Federal

Register on March 7, 1997 (62 FR

10492). That action proposed to require

repetitive high frequency eddy current

(HFEC) inspections of the external areas

of the fuselage skin to detect cracks of

the skin and/or longeron between

stations Y=160.000 and Y=218.000, and

various follow-on actions. That action

also proposed to require the installation

of a preventative modification, which

would constitute terminating action for

the repetitive inspection requirements.

Explanation of Changes Made to

Proposed AD

Since issuance of the NPRM, the FAA

has received a report indicating that,

during inspection of a McDonnell

Douglas Model DC–9–32 series airplane,

fatigue cracking was found in additional

structure that is within the subject area

of the proposed AD (i.e., between

stations Y=160.000 and Y=218.000). The

additional area is approximately 10

inches by 6 inches and is directly

between areas subject to the proposed

inspection required by this AD. Because