Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations 34587

Compliance: Required as indicated, unless

accomplished previously.

To prevent fatigue cracks in the skin and

longerons of the fuselage, which could result

in loss of the structural integrity of the

fuselage and, consequently, lead to rapid

depressurization of the airplane, accomplish

the following:

(a) Perform a high frequency eddy current

(HFEC) inspection of the external areas of the

fuselage to detect cracks of the skin and/or

longeron between stations Y=160.000 and

Y=218.000, in accordance with McDonnell

Douglas DC–9 Service Bulletin 53–235, dated

September 15, 1993; and of the entire area

between stations Y=160.000 and Y=180.000,

longeron 4 left and longeron 5 left. Perform

the inspection at the time specified in

paragraph (a)(1) or (a)(2) of this AD, as

applicable.

Note 2: Where there are differences

between this AD and the referenced service

bulletin, the AD prevails.

(1) For airplanes other than those

identified in paragraph (a)(2) of this AD:

Inspect prior to the accumulation of 30,000

total landings, or within 8,000 landings after

the effective date of this AD, whichever

occurs later.

(2) For airplanes that have been inspected

previously in accordance with Task C46–

53300 of the Corrosion Prevention and

Control Program (CPCP), as required by AD

92–22–8–R1, amendment 39–8591, within

6,000 flight cycles prior to the effective date

of this AD: Inspect within 12,000 landings

after the effective date of this AD.

(b) Condition 1 (No Cracks). If no crack is

detected during any inspection required by

this AD, accomplish either paragraph (b)(1)

or (b)(2) of this AD, in accordance with

McDonnell Douglas DC–9 Service Bulletin

53–235, dated September 15, 1993.

(1) Condition 1, Option I (Repetitive

Inspection). Repeat the HFEC inspection

required by paragraph (a) of this AD, and the

aided visual inspection specified in

paragraph 2.E. of the Accomplishment

Instructions of the service bulletin, at

intervals not to exceed 10,000 landings.

(2) Condition 1, Option II (Terminating

Action Modification). Accomplish the

preventative modification installation of

clips and doublers between stations

Y=160.000 and Y=218.000, in accordance

with the service bulletin. Accomplishment of

the modification constitutes terminating

action for the repetitive inspection

requirements of this AD.

(c) Condition 2 (Skin Cracks). If any skin

crack is detected during any inspection

required by this AD, prior to further flight,

repair it in accordance with McDonnell

Douglas DC–9 Service Bulletin 53–235, dated

September 15, 1993. After repair, accomplish

either paragraph (b)(1) or (b)(2) of this AD.

(d) Condition 3 (Longeron Cracks). If any

longeron crack is detected during any

inspection required by this AD, prior to

further flight, repair it in accordance with

McDonnell Douglas DC–9 Service Bulletin

53–235, dated September 15, 1993. After

repair, accomplish either paragraph (b)(1) or

(b)(2) of this AD.

(e) Prior to the accumulation of 100,000

total landings, or within 4 years after the

effective date of this AD, whichever occurs

later, accomplish the preventative

modification specified in paragraph 2.J. of

the Accomplishment Instructions of

McDonnell Douglas DC–9 Service Bulletin

53–235, dated September 15, 1993.

Accomplishment of the modification

constitutes terminating action for the

requirements of this AD.

(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 Aircraft Certification Office (ACO),

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, Los Angeles ACO.

Note 3: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(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.

(h) The actions shall be done in accordance

with McDonnell Douglas DC–9 Service

Bulletin 53–235, dated September 15, 1993.

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 Boeing Company, Douglas Products

Division, 3855 Lakewood Boulevard, Long

Beach, California 90846, Attention: Technical

Publications Business Administration, Dept.

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

the FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Transport

Airplane Directorate, Los Angeles Aircraft

Certification Office, 3960 Paramount

Boulevard, Lakewood, California; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(i) This amendment becomes effective on

July 30, 1998.

Issued in Renton, Washington, on June 17,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16695 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–212–AD; Amendment

39–10627; AD 98–13–36]

RIN 2120–AA64

Airworthiness Directives; Saab Model

SAAB SF340A, SAAB 340B, and 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

SF340A, SAAB 340B, and SAAB 2000

series airplanes, that requires repetitive

operational tests of the pitch trim

system of the elevator trim-tab of the

flight control unit to ensure that the

system operates correctly, and repair if

necessary. This amendment is prompted

by a report of uncommanded movement

of the right-hand elevator trim-tab to a

maximum deflection position, which

was apparently due to a failure in the

aircraft harness and a fault in the pitch

trim synchronizer. The actions specified

by this AD are intended to prevent such

uncommanded movement of the

elevator trim-tab, which could lead to

structural overload of the horizontal

stabilizers at speeds above 180 knots,

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

Aviation Regulations (14 CFR part 39) to
34588 Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations

include an airworthiness directive (AD)

that is applicable to certain Saab Model

SAAB SF340A, SAAB 340B, and SAAB

2000 series airplanes was published in

the Federal Register on May 9, 1997 (62

FR 25566). That action proposed to

require repetitive operational tests of the

pitch trim system of the elevator trimtab of the flight control unit to ensure

that the system operates correctly, and

repair, if necessary.

Consideration of 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.

Two commenters support the

proposed AD.

Requests to Withdraw the AD

Two commenters suggest that the

proposed AD is no longer required

because the proposed action already is

being performed by the operators in

accordance with their usual

maintenance procedures. One

commenter states that it is redundant to

issue an AD that would require the

operational tests to be performed when

those checks are already a mandatory

task in its maintenance program. The

manufacturer states that procedures for

these tests have been included in the

Saab Maintenance Review Board (MRB)

Document (task 27–3210), which

specifies repetitive checks every 150

flight hours. In addition, commenters

state that Saab Service Bulletin 340–27–

079, dated December 22, 1995, which

describes procedures for the tests

required by the proposed AD, has been

canceled.

The FAA acknowledges that the

operator’s maintenance program and

manufacturer’s MRB document may

include the same information as the

proposed AD and service bulletin.

However, the FAA has determined that

such programs and documents are not

the appropriate means to address the

unsafe condition; an airworthiness

directive is issued to address an unsafe

condition. In addition, the FAA has

determined that allowing each operator

to determine whether and how often

operational tests should be conducted

will not ensure an acceptable level of

safety, and that allowing this degree of

operator discretion is not appropriate in

this case. Therefore, this AD is

necessary to ensure that operators

accomplish operational tests in a

common manner and at common

intervals to ensure compliance and

public safety.

Request to Limit the Applicability of the

AD

The manufacturer states that, on all

Saab Model SAAB 2000 series airplanes,

the mechanical elevator control system

(MECS) has been replaced by the

powered elevator control system (PECS).

For this reason, the manufacturer

maintains that operational tests for the

pitch trim system on these airplanes are

no longer required.

The FAA infers that the manufacturer

requests that the FAA limit the

applicability of the proposed AD to

exclude Model SAAB 2000 series

airplanes equipped with PECS. The

FAA concurs with this request and

agrees that, for Model SAAB SF340A,

SAAB 340B, and SAAB 2000 series

airplanes equipped with PECS, the

actions required by the proposed AD are

no longer required. Therefore, the FAA

has removed such airplanes from the

applicability of the final rule.

Requests to Incorporate the

Manufacturer’s Repair Instructions Into

the Final Rule

Two commenters request that the

proposed AD be revised to incorporate

the manufacturer’s repair instructions

into the final rule. In support of these

requests, the manufacturer has provided

repair instructions in its comments. The

commenters state that, if a problem is

encountered during an inspection, the

requirement to contact the FAA for

repair instructions could cause

operators to incur long down times

while waiting for such instructions.

Although the FAA does not concur

with the requests to incorporate the

manufacturer’s repair instructions into

the final rule, it has taken into account

the commenters’ concerns about

potential delays in receiving repair

instructions. The FAA has been advised

by the manufacturer that it has

developed a repair procedure to isolate

the fault and has developed a repair for

the elevator trim synchronizer system in

the event that the operational test fails.

The FAA also has been advised that this

repair procedure now has been included

in the Saab 340 Aircraft Maintenance

Manual (AMM) 27–32–30, dated

January 1, 1998. The FAA has reviewed

this procedure and finds that it may be

used as an acceptable means of

compliance for the repair required by

paragraph (a)(2) of this AD.

Accordingly, the FAA has revised this

final rule to include a new NOTE

specifying that the repair may be

accomplished in accordance with the

Saab 340 AMM.

In addition, the FAA has revised

paragraph (a)(2) of the final rule to

specify that repairs may be

accomplished in accordance with a

method approved by either the Manager,

International Branch, ANM–116, FAA,

Transport Airplane Directorate, or the

Luftfartsverket (LFV), which is the

airworthiness authority for Sweden. In

light of the type of repair required to

ensure that the pitch trim system

operates correctly, and in consonance

with existing bilateral airworthiness

agreements, the FAA has determined

that, for this AD, such a repair approved

by either the FAA or the LFV (or its

delegated agent) would be acceptable for

compliance with this AD.

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 changes

previously described. The FAA has

determined that these changes will

neither increase the economic burden

on any operator nor increase the scope

of the AD.

Interim Action

This is considered to be interim

action until final action is identified, at

which time the FAA may consider

further rulemaking.

Cost Impact

The FAA estimates that 235 Model

SAAB SF340A and SAAB 340B series

airplanes of U.S. registry will be affected

by this AD. Currently, there are no

Model SAAB 2000 series airplanes of

U.S. registry that would be affected by

this AD. The FAA estimates that it will

take approximately 1 work hour 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

$14,100, or $60 per airplane, per

operational test.

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
Federal Register / Vol. 63, No. 122 /Thursday, June 25, 1998 /Rules and Regulations 34589

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:

98–13–36 SAAB Aircraft AB: Amendment

39–10627. Docket 96–NM–212–AD.

Applicability: Model SAAB SF340A series

airplanes, serial numbers –004 through –159,

inclusive; Model SAAB 340B series

airplanes, serial numbers –160 and

subsequent; and SAAB 2000 series airplanes,

serial numbers –005 and –007 through –009,

inclusive; equipped with a mechanical

elevator control system (MECS); 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 (b) 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 uncommanded movement of

the right-hand elevator trim-tab to a

maximum deflection position, which could

lead to structural overload of the horizontal

stabilizers at speeds above 180 knots, and

consequent reduced controllability of the

airplane, accomplish the following:

(a) Within 150 hours time-in-service after

the effective date of this AD, perform an

operational test of the pitch trim system that

moves the elevator trim-tab of the flight

control unit to ensure that the system

operates correctly, in accordance with Saab

Service Bulletins 340–27–079 (for Model

SAAB SF340A and SF340B series airplanes);

or 2000–27–018 (for Model SAAB 2000 series

airplanes); both dated December 22, 1995; as

applicable.

(1) If no discrepancy is found, repeat the

operational test of the pitch trim system

thereafter at intervals not to exceed 150 hours

time-in-service.

(2) If any discrepancy is found, prior to

further flight, accomplish repairs in

accordance with a method approved by

either the Manager, International Branch,

ANM–116, FAA, Transport Airplane

Directorate, or the Luftfartsverket (LFV), or

its delegated agent.

Note 2: Accomplishment of the repair

required by paragraph (a)(2) of this AD, in

accordance with Saab 340 Aircraft

Maintenance Manual 27–32–30, dated

January 1, 1998, is considered acceptable for

compliance with the applicable action

specified in this AD.

(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. 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.

(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.

(d) The operational test shall be done in

accordance with Saab Service Bulletin 340–

27–079, dated December 22, 1995, or Saab

Service Bulletin 2000–27–018, dated

December 22, 1995, as applicable. This

incorporation by reference was previously

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 4: The subject of this AD is addressed

in Swedish airworthiness directive SAD No.

1–083, Revision 1, dated January 2, 1996.

(e) This amendment becomes effective on

July 30, 1998.

Issued in Renton, Washington, on June 17,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–16697 Filed 6–24–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–81–AD; Amendment

39–10628; AD 98–13–37]

RIN 2120–AA64

Airworthiness Directives; Airbus Model

A300 and A300–600 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain Airbus Model

A300 and all Model A300–600 series

airplanes, that requires a one-time

inspection for cracking of the gantry

lower flanges in the main landing gear

(MLG) bay area; and repair, 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 detect and correct cracking

of the gantry lower flanges in the MLG

bay area, which could result in

decompression 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 Airbus Industrie, 1 Rond Point

Maurice Bellonte, 31707 Blagnac Cedex,

France. 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.