42210 Federal Register / Vol. 63, No. 152 / Friday, August 7, 1998 /Rules and Regulations

(2) If the dimension is equal to or greater

than 0.359 inch (9.12 mm) and less than

0.464 inch (11.79 mm), prior to further flight,

perform a visual inspection to detect

abnormal wear of the friction mix on the

rotating disks, in accordance with the service

bulletin.

(i) If the friction mix is not worn to the disk

cores on either disk, thereafter repeat the

measurement at intervals not to exceed 25

flight cycles.

(ii) If the friction mix is worn to the disk

core on either disk, replace both rotating

disks with new disks in accordance with the

service bulletin. Thereafter, repeat the

measurement at intervals not to exceed 25

flight cycles.

(3) If the dimension is greater than or equal

to 0.464 inch (11.769 mm), replace the disk

stack with a new disk stack or overhaul it,

in accordance with the service bulletin.

Thereafter, repeat the measurement at

intervals not to exceed 25 flight cycles.

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

person shall install on any airplane a used

ABS brake assembly, part number 5003096–

7, unless it has been inspected and

applicable corrective actions have been

performed in accordance with the

requirements of this AD.

(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, Wichita

Aircraft Certification Office (ACO), FAA,

Small 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, Wichita ACO.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Wichita ACO.

(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) The actions shall be done in accordance

with Aircraft Braking Systems Corporation

Service Bulletin LEAR60–32–03, dated

March 5, 1998. 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 Learjet, Inc., One Learjet Way,

Wichita, Kansas 67209–2942. Copies may be

inspected at the FAA, Transport Airplane

Directorate, 1601 Lind Avenue, SW., Renton,

Washington; or at the FAA, Small Airplane

Directorate, Wichita Aircraft Certification

Office, 1801 Airport Road, Room 100, MidContinent Airport, Wichita, Kansas; or at the

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(f) This amendment becomes effective on

August 24, 1998.

Issued in Renton, Washington, on July 30,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–20970 Filed 8–6–98; 8:45 am]

BILLING CODE 4910–13–P

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–180–AD; Amendment

39–10695; AD 98–16–19]

RIN 2120–AA64

Airworthiness Directives; Boeing

Model 747 Series Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule; request for

comments.

SUMMARY: This amendment adopts a

new airworthiness directive (AD) that is

applicable to all Boeing Model 747

series airplanes. This action requires, for

certain airplanes, revising the Airplane

Flight Manual (AFM) to advise the

flightcrew of limitations on dry (no fuel)

operation of the override/jettison pumps

of the center wing fuel tank. This action

also requires repetitive inspections for

wear or damage of the inlet check valves

and inlet adapters of the override/

jettison pumps, and replacement of the

check valves and pumps with new or

serviceable parts, if necessary. Such

replacement terminates the AFM

revision. This amendment is prompted

by a report that inlet adapters of

override/jettison pumps were found to

be worn excessively, which allowed

contact to occur between the inlet check

valve and the inducer. The actions

specified in this AD are intended to

ensure that the flightcrew is advised of

the hazards of dry operation of the

override/jettison pumps of the center

wing fuel tank, and to detect and correct

wear or damage to the inlet check valves

and inlet adapters of the override/

jettison pumps; such conditions, if not

corrected, could result in a fire or

explosion in the fuel tank during dry

operation.

DATES: Effective August 24, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of August 24,

1998.

Comments for inclusion in the Rules

Docket must be received on or before

October 6, 1998.

ADDRESSES: Submit comments in

triplicate to the Federal Aviation

Administration (FAA), Transport

Airplane Directorate, ANM–114,

Attention: Rules Docket No. 98–NM–

180–AD, 1601 Lind Avenue, SW.,

Renton, Washington 98055–4056.

The service information referenced in

this AD may be obtained from Boeing

Commercial Airplane Group, P.O. Box

3707, Seattle, Washington 98124–2207.

This information may be examined 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.

FOR FURTHER INFORMATION CONTACT:

Sulmo Mariano, Aerospace Engineer,

Propulsion Branch, ANM–140S, FAA,

Transport Airplane Directorate, Seattle

Aircraft Certification Office, 1601 Lind

Avenue, SW., Renton, Washington

98055–4056; telephone (425) 227–2686;

fax (425) 227–1181.

SUPPLEMENTARY INFORMATION: The FAA

has received a report indicating that,

during an inspection of the fuel system

on a Boeing Model 747–400 series

airplane, inlet adapters of the override/

jettison pumps of the center wing fuel

tank were found to be worn. Two of the

inlet adapters had worn down enough to

cause damage to the rotating blades of

the inducer. The inlet check valves also

had significant damage. Another

operator reported damage to the inlet

adapter that was so severe that contact

had occurred between the steel disk of

the inlet check valve and the steel screw

that holds the inducer in place. (Such

wear conditions were not found on the

override/jettison pumps of the center

wing fuel tank that were recovered from

a Model 747–400 series airplane

involved in an accident, in which the

airplane broke up shortly after takeoff

from John F. Kennedy International

Airport in Jamaica, New York, on July

17, 1996. In addition, those pumps are

not believed to have been operating on

the accident airplane during that flight

because mission fuel had not been

loaded into the center tank.)

Wear to the inlet adapters has been

attributed to contact between the inlet

check valve and the adapter. Vibration,

possibly due to oscillations of the fuel

flow, causes wear to both the stainless

steel disk of the inlet check valve and

the inlet adapter. The wear to the inlet

adapter is accelerated by the steel disk

of the check valve chafing against the

edge of the adapter. Such excessive

wear of the inlet adapter can lead to

contact between the inlet check valve

and inducer, which could result in

pieces of the check valve being ingested
Federal Register / Vol. 63, No. 152 / Friday, August 7, 1998 /Rules and Regulations 42211

into the inducer and damaging the

inducer and impellers. Contact between

the steel disk of the inlet check valve

and the steel rotating inducer screw can

cause sparks. Also, during dry (no fuel)

operation of the fuel pump, excessive

temperatures at the contact point

between the inlet check valve and the

inducer could create an ignition source

for fuel vapors. Wear and damage to the

inlet check valves and inlet adapters of

the override/jettison pumps of the

center wing fuel tank, if not corrected,

could result in a fire or explosion in the

fuel tank during dry operation of the

pumps.

Explanation of Relevant Service

Information

The FAA has reviewed and approved

Boeing Alert Service Bulletin 747–

28A2212, Revision 2, dated May 14,

1998. This alert service bulletin

describes procedures for repetitive

detailed visual inspections for wear or

damage of the inlet check valves and

inlet adapters of the override/jettison

pumps of the center wing fuel tank; and

replacement of the check valves and

override/jettison pumps with new or

serviceable parts, if necessary. The

inspections involve defueling the center

wing tank; removing the override/

jettison pumps; examining the seals,

hinge pins, and springs of the inlet

check valves for wear or damage; and

measuring the amount of wear to the

stainless steel disks of the inlet check

valves and to the inlet adapters.

Explanation of the Requirements of the

Rule

Since an unsafe condition has been

identified that is likely to exist or

develop on other airplanes of the same

type design, this AD is being issued to

ensure that the flightcrew is advised of

the hazards of dry operation of the

override/jettison pumps of the center

wing fuel tank; and to detect and correct

wear or damage to the inlet check valves

and inlet adapters of the override/

jettison pumps, which could result in a

fire or explosion in the fuel tank during

dry operation. This AD requires, for

certain airplanes, a revision to the

Limitations Section of the FAAapproved Airplane Flight Manual

(AFM) to provide the flightcrew with

restrictions on operating the override/

jettison pumps with less than a certain

amount of fuel in the center wing fuel

tank. This AD also requires, for all

airplanes, repetitive detailed visual

inspections for wear or damage of the

inlet check valves and inlet adapters of

the override/jettison pumps of the

center wing fuel tank, and replacement

of the check valves and override/jettison

pumps with new or serviceable parts, if

necessary. Accomplishment of the

inspections terminates the AFM

revision.

Determination of Threshold for AFM

Revision

This AD requires that the AFM be

revised for airplanes that have

accumulated 20,000 total hours time-inservice. The 20,000-hour threshold was

established based on reports from the

manufacturer that all of the airplanes on

which wear or damage to the inlet check

valves and inlet adapters of the

override/jettison pumps was detected

had accumulated more than 40,000 total

hours time-in-service. The FAA finds

that a threshold of 20,000 total hours

time-in-service for requiring the

accomplishment of the AFM revision is

warranted.

Differences Between Rule and Alert

Service Bulletin

Operators should note that Boeing

Alert Service Bulletin 747–28A2212,

Revision 2, dated May 14, 1998,

recommends that the accomplishment

of the initial inspections be completed

within 120 days (from the date of

receipt of the service bulletin). While

the FAA agrees that 120 days is an

appropriate time interval in which the

initial inspections can be accomplished

and an adequate level of safety

maintained, this AD specifies a

compliance time of 90 days for the

accomplishment of the initial

inspections. This 90-day compliance

time was developed by taking into

account the manufacturer’s

recommended 120-day compliance time

from May 14, 1998 (the service bulletin

issue date), as well as the number of

work hours required to accomplish the

specified actions and the size of the

affected U.S.-registered fleet. In

consideration of these factors, the FAA

finds that a compliance time of 90 days

is appropriate in order to address the

identified unsafe condition in a timely

manner without compromising safety.

Interim Action

This is considered to be interim

action. The manufacturer has advised

that it currently is developing a

modification that will positively address

the unsafe condition addressed by this

AD. Once this modification is

developed, approved, and available, the

FAA may consider additional

rulemaking.

Determination of Rule’s Effective Date

Since a situation exists that requires

the immediate adoption of this

regulation, it is found that notice and

opportunity for prior public comment

hereon are impracticable, and that good

cause exists for making this amendment

effective in less than 30 days.

Comments Invited

Although this action is in the form of

a final rule that involves requirements

affecting flight safety and, thus, was not

preceded by notice and an opportunity

for public comment, comments are

invited on this rule. Interested persons

are invited to comment on this rule by

submitting such written data, views, or

arguments as they may desire.

Communications shall identify the

Rules Docket number and be submitted

in triplicate to the address specified

under the caption ADDRESSES. All

communications received on or before

the closing date for comments will be

considered, and this rule may be

amended in light of the comments

received. Factual information that

supports the commenter’s ideas and

suggestions is extremely helpful in

evaluating the effectiveness of the AD

action and determining whether

additional rulemaking action would be

needed.

Comments are specifically invited on

the overall regulatory, economic,

environmental, and energy aspects of

the rule that might suggest a need to

modify the rule. All comments

submitted will be available, both before

and after the closing date for comments,

in the Rules Docket for examination by

interested persons. A report that

summarizes each FAA-public contact

concerned with the substance of this AD

will be filed in the Rules Docket.

Commenters wishing the FAA to

acknowledge receipt of their comments

submitted in response to this rule must

submit a self-addressed, stamped

postcard on which the following

statement is made: ‘‘Comments to

Docket Number 98–NM–180–AD.’’ The

postcard will be date stamped and

returned to the commenter.

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.

The FAA has determined that this

regulation is an emergency regulation

that must be issued immediately to

correct an unsafe condition in aircraft,
42212 Federal Register / Vol. 63, No. 152 / Friday, August 7, 1998 /Rules and Regulations

and that it is not a ‘‘significant

regulatory action’’ under Executive

Order 12866. It has been determined

further that this action involves an

emergency regulation under DOT

Regulatory Policies and Procedures (44

FR 11034, February 26, 1979). If it is

determined that this emergency

regulation otherwise would be

significant under DOT Regulatory

Policies and Procedures, a final

regulatory evaluation will be prepared

and placed in the Rules Docket. A copy

of it, if filed, 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:

98–16–19 Boeing: Amendment 39–10695.

Docket 98–NM–180–AD.

Applicability: All Model 747 series

airplanes, 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 (d) 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 ensure that the flightcrew is advised of

the hazards of dry (no fuel) operation of the

override/jettison pumps of the center wing

fuel tank, and to detect and correct wear or

damage to the inlet check valves and inlet

adapters of the override/jettison pumps,

which, if not corrected, could result in a fire

or explosion in the fuel tank during dry

operation; accomplish the following:

(a) For airplanes that have accumulated

20,000 total hours time-in-service or more as

of the effective date of this AD: Within 14

days after the effective date of this AD, revise

the Limitations section of the FAA-approved

Airplane Flight Manual (AFM) to include the

following procedures. This may be

accomplished by inserting a copy of this AD

into the AFM.

‘‘If the center tank override/jettison fuel

pumps are to be used, there must be at least

17,000 pounds (7,720 kilograms) of fuel in

the center tank prior to engine start.

Do not operate the center tank override/

jettison fuel pumps with less than 7,000

pounds (3,200 kilograms) of fuel in the center

tank. For airplanes with an inoperative center

tank scavenge system, this 7,000 pounds of

center tank fuel must be considered

unusable.

If the center tank override/jettison fuel

pumps circuit breakers are tripped, do not

reset.’’

(b) Prior to the accumulation of 10,000

total hours time-in-service, or within 90 days

after the effective date of this AD, whichever

occurs later, accomplish the requirements of

paragraphs (b)(1) and (b)(2) of this AD, in

accordance with the Accomplishment

Instructions specified in Boeing Alert Service

Bulletin 747–28A2212, Revision 2, dated

May 14, 1998.

(1) Perform a detailed visual inspection for

wear or damage of the inlet check valve of

the left and right override/jettison pumps of

the center wing fuel tank.

(i) If the inlet check valve passes all wear

and damage criteria, as specified in Figure 3

of the alert service bulletin, accomplish the

actions specified in paragraph (b)(1)(i)(A),

(b)(1)(i)(B), or (b)(1)(i)(C) of this AD, as

applicable.

(A) If the wear to the stainless steel disk

is less than or equal to 0.70 inch, and does

not penetrate the disk, repeat the inspection

thereafter at intervals not to exceed 10,000

hours time-in-service after the last

inspection.

(B) If the wear to the stainless steel disk is

greater than 0.70 inch, and does not penetrate

the disk, repeat the inspection thereafter at

intervals not to exceed 1,000 hours time-inservice after the last inspection.

(C) If the wear penetrates the stainless steel

disk of the inlet check valve, prior to further

flight, accomplish the actions specified in

paragraph (b)(1)(ii) of this AD.

(ii) If the inlet check valve fails any wear

or damage criteria, as specified in Figure 3

of the alert service bulletin, prior to further

flight, replace the existing check valve with

a new or serviceable check valve, in

accordance with the alert service bulletin.

Repeat the inspection thereafter at intervals

not to exceed 10,000 hours time-in-service

after the last inspection.

(2) Perform a detailed visual inspection for

wear or damage of the inlet adapter of the left

and right override/jettison pumps of the

center wing fuel tank.

(i) If the wear to the inlet adapter is less

than or equal to 0.50 inch, prior to further

flight, reinstall the existing override/jettison

pump, in accordance with the alert service

bulletin. Repeat the inspection thereafter at

intervals not to exceed 10,000 hours time-inservice after the last inspection.

(ii) If the wear to the inlet adapter is greater

than 0.50 inch, but less than 0.60 inch, prior

to further flight, accomplish the actions

required by either paragraph (b)(2)(ii)(A) or

(b)(2)(ii)(B), in accordance with the alert

service bulletin.

(A) Install a new or serviceable override/

jettison pump, and repeat the inspection

thereafter at intervals not to exceed 10,000

hours time-in-service after the last

inspection. Or

(B) Reinstall the existing override/jettison

pump, and repeat the inspection thereafter at

intervals not to exceed 1,000 hours time-inservice after the last inspection.

(iii) If the wear to the inlet adapter is

greater than or equal to 0.60 inch, prior to

further flight, install a new or serviceable

override/jettison pump, in accordance with

the alert service bulletin. Repeat the

inspection thereafter at intervals not to

exceed 10,000 hours time-in-service after the

last inspection.

Note 2: Boeing Alert Service Bulletin 747–

28A2212, Revision 2, dated May 14, 1998,

includes figures that illustrate specific areas

to inspect for wear and damage.

Note 3: Accomplishment of the actions

specified in paragraph (b) of this AD prior to

the effective date of this AD in accordance

with Revision 1 of Boeing Alert Service

Bulletin 747–28A2212, dated April 23, 1998,

is considered acceptable for compliance with

paragraph (b) of this AD.

(c) Accomplishment of the actions

specified by paragraph (b) of this AD

constitutes terminating action for the

requirements of paragraph (a) of this AD.

Following accomplishment of those actions,

the AFM revision may be removed from the

AFM.

(d) 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, Seattle

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, Seattle ACO.

Note 4: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Seattle ACO.

(e) 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.

(f) The actions shall be done in accordance

with Boeing Alert Service Bulletin 747–

28A2212, Revision 2, dated May 14, 1998.

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 Boeing Commercial Airplane Group,

P.O. Box 3707, Seattle, Washington 98124–

2207. Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind
Federal Register / Vol. 63, No. 152 / Friday, August 7, 1998 /Rules and Regulations 42213

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

Office of the Federal Register, 800 North

Capitol Street, NW., suite 700, Washington,

DC.

(g) This amendment becomes effective on

August 24, 1998.

Issued in Renton, Washington, on July 30,

1998.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 98–20969 Filed 8–6–98; 8:45 am]

BILLING CODE 4910–13–U

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. 98–NM–151–AD; Amendment

39–10699; AD 98–16–22]

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 a

one-time inspection for cracking of the

rear pressure bulkhead; and installation

of a reinforcement angle on the rear

pressure bulkhead; or 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 prevent cracking of the rear

pressure bulkhead, which could result

in sudden loss of cabin pressure and the

inability to withstand fail-safe loads.

DATES: Effective September 11, 1998.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of September

11, 1998.

ADDRESSES: The service information

referenced in this AD may be obtained

from Saab Aircraft AB, SAAB Aircraft

Product Support, S–581.88, Linkping,

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 2000 series airplanes was

published in the Federal Register on

June 9, 1998 (63 FR 31380). That action

proposed to require a one-time

inspection for cracking of the rear

pressure bulkhead; and installation of a

reinforcement angle on the rear pressure

bulkhead; or repair, 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 3 airplanes of

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

It will take approximately 6 work

hours per airplane to accomplish the

required inspection, at an average labor

rate of $60 per work hour. Based on

these figures, the cost impact of the

inspection required by this AD on U.S.

operators is estimated to be $1,080, or

$360 per airplane.

The required installation will take

approximately 10 work hours per

airplane, at an average labor rate of $60

per work hour. Based on these figures,

the cost impact of the installation

required by this AD on U.S. operators is

estimated to be $1,800, or $600 per

airplane.

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.

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:

98–16–22 SAAB AIRCRAFT AB:

Amendment 39–10699. Docket 98–NM–

151–AD.

Applicability: Model SAAB 2000 series

airplanes, manufacturer serial numbers 004

through 050 inclusive, 052, 053, and 054;

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 cracking on the rear pressure

bulkhead, which could result in sudden loss