Federal Register / Vol. 61, No. 29 / Monday, February 12, 1996 / Rules and Regulations 5281

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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–03–06 Jetstream Aircraft Limited

(Formerly British Aerospace Commercial

Aircraft, Ltd.): Amendment 39–9503.

Docket 94–NM–238–AD.

Applicability: Model ATP airplanes;

having serial numbers 2002 through 2012

inclusive; and 2019 through 2022 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

otherwise 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 use the authority

provided in paragraph (c) of this AD to

request approval from the FAA. This

approval may address either no action, if the

current configuration eliminates the unsafe

condition; or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent degradation of the structural

integrity of the fuselage pressure vessel due

to the problems associated with cracking and

corrosion in the gussets of the rear passenger

door and rear baggage door apertures,

accomplish the following:

(a) Prior to the accumulation of 12,000 total

landings or within 1,500 landings after the

effective date of this AD, whichever occurs

later, perform a detailed visual inspection to

detect cracks and corrosion of the gussets of

the rear passenger door aperture, in

accordance with Jetstream Service Bulletin

ATP–53–29, dated October 31, 1994.

(1) If any crack is found, prior to further

flight, replace the gusset in accordance with

the service bulletin.

(2) If any corrosion is found, prior to

further flight, either replace the gusset in

accordance with the service bulletin, or

repair the gusset in accordance with the

Structural Repair Manual, chapter 53–10–12.

(b) Prior to the accumulation of 15,000

total landings or within 1,500 landings after

the effective date of this AD, whichever

occurs later, perform a detailed visual

inspection to detect cracks and corrosion of

the gussets of the rear baggage door aperture,

in accordance with Jetstream Service Bulletin

ATP–53–29, dated October 31, 1994.

(1) If any crack is found, prior to further

flight, replace the gusset in accordance with

the service bulletin.

(2) If any corrosion is found, prior to

further flight, either replace the gusset in

accordance with the service bulletin, or

repair the gusset in accordance with the

Structural Repair Manual, chapter 53–10–12.

(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,

Standardization Branch, ANM–113, 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, Standardization

Branch, ANM–113.

Note 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Standardization Branch,

ANM–113.

(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 Jetstream Service Bulletin ATP–53–29,

dated October 31, 1994. 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 Jetstream Aircraft, Inc., P.O.

Box 16029, Dulles International Airport,

Washington, DC 20041–6029. 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.

(f) This amendment becomes effective on

March 13, 1996.

Issued in Renton, Washington, on January

23, 1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–1519 Filed 2–9–96; 8:45am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–39–AD; Amendment

39–9502; AD 96–03–05]

Airworthiness Directives; McDonnell

Douglas Model MD–11 Series

Airplanes and Model DC–10–30, DC–

10–40, and KC–10A (Military) Airplanes

AGENCY: Federal Aviation

Administration, DOT.

ACTION: Final rule.

SUMMARY: This amendment adopts a

new airworthiness directive (AD),

applicable to certain McDonnell

Douglas Model MD–11 series airplanes

and Model DC–10–30, DC–10–40, and

KC–10A (military) airplanes. For Model

MD–11 series airplanes, the AD requires

an inspection to determine the serial

number of the forward trunnion bolts on

the main landing gear (MLG), and

rework or replacement of the bolts, if

necessary. For Model DC–10–30, DC–

10–40, and KC–10A (military) airplanes,

the AD requires an inspection for

evidence of missing chrome and for

corrosion on the chrome surfaces, or

verification that the forward trunnion

bolts have been chrome plated in a

specific manner; and rework or

replacement of the bolts, if necessary.

This amendment is prompted by reports

of chrome flaking on the bearing surface

of the trunnion bolts due to improper

cleaning of the base material prior to

chrome plating. The actions specified by

this AD are intended to prevent

premature failure of the trunnion bolts

and subsequent collapse of the MLG as

a result of severe corrosion on the

bearing surface and in the mechanical

fuse due to chrome flaking.

DATES: Effective March 13, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 13,

1996.

ADDRESSES: The service information

referenced in this AD may be obtained
5282 Federal Register / Vol. 61, No. 29 / Monday, February 12, 1996 / Rules and Regulations

from McDonnell Douglas Corporation,

3855 Lakewood Boulevard, Long Beach,

California 90846, Attention: Technical

Publications Business Administration,

Department 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, Los Angeles

Aircraft Certification Office, Transport

Airplane Directorate, 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:

Maureen Moreland, Aerospace

Engineer, Airframe Branch, ANM–120L,

FAA, Transport Airplane Directorate,

Los Angeles Aircraft Certification

Office, 3960 Paramount Boulevard,

Lakewood, California 90712; telephone

(310) 627–5238; fax (310) 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 MD–11 series airplanes

and Model DC–10–30, DC–10–40, and

KC–10A (military) airplanes was

published in the Federal Register on

August 21, 1995 (60 FR 43417). For

Model MD–11 series airplanes, that

action proposed to require an inspection

to determine the serial number of the

forward trunnion bolts on the main

landing gear (MLG), and rework or

replacement of the bolts, if necessary.

For Model DC–10–30, DC–10–40, and

KC–10A (military) airplanes, that action

proposed to require an inspection for

evidence of missing chrome and for

corrosion on the chrome surfaces, or

verification that the forward trunnion

bolts have been chrome plated in a

specific manner; and rework or

replacement of the bolts, if necessary.

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.

Three commenters request that the

proposed rule be revised to specify that

unmodified parts may not be installed

as of 18 months after the effective date

of the AD. [Paragraphs (b) and (d) of the

proposed rule specify currently that

unmodified parts may not be installed

as of the effective date of the AD.] The

commenters point out that, although

these parts that are currently installed

on an airplane would be allowed to

continued in service for 18 months prior

to modification, those same parts

currently in stock as spares would not

be permitted to be installed prior to

modification, regardless of the

cumulative time on the spare part or the

circumstances under which an operator

may need temporary use of unmodified

spare parts. The commenters indicate

that the availability of adequate

numbers of replacement or modified

parts is an issue in meeting the

compliance date; in such cases, there is

often a need to take low-time or zerotime spare parts and rotate them

temporarily into installed positions so

that the intent of the AD can be

accomplished without disrupting

service to the traveling and shipping

public. Along this same line, one

commenter asks whether the

manufacturer has ensured that adequate

quantities of the ARG7558 bolts are

available for procurement in order to

support ‘‘on condition’’ replacements

necessary as a result of accomplishing

the intent of the proposed rule. This

commenter suggests that, if such bolts

are not available, the FAA should delay

implementation of the rule until an

adequate stock exists.

The FAA concurs with the

commenters’ request. At the time the

proposed rule was issued, the FAA had

obtained information indicating that

sufficient spare parts would be available

to support a requirement that trunnion

bolts not meeting the requirements of

the AD not be installed on an airplane.

However, since the issuance of the

proposed rule, the manufacturer has

advised the FAA that, due to delays in

the manufacture of new trunnion bolts,

only a limited number of replacement

trunnion bolts would be available for

use as spares at the time the AD

becomes effective. The manufacturer

has advised further that sufficient

trunnion bolts will be available to

support an 18-month compliance time.

Accordingly, the FAA has removed

paragraphs (b) and (d) from the final

rule.

One commenter requests that

installation of a trunnion bolt having

part number ARG7558–507 be

considered terminating action for the

requirements of paragraph (c) of the

proposed rule. The FAA concurs.

Subsequent to the issuance of the

proposed rule, the FAA determined that

trunnion bolts having part numbers

ARG7558–507 (for Model DC–10 series

airplanes), ARG7558–509 (for Model

MD–11 series airplanes), and ARG7008–

511 (for Model MD–11 series airplanes)

are superseding parts that have been

manufactured using an improved

process that eliminates the problem of

severe corrosion on the bearing surface

and mechanical fuse due to chrome

flaking. These parts have been plated

with nickel prior to being plated with

chrome. In light of this information, the

FAA has added new paragraphs (b) and

(d) to this final rule to specify that

installation of a trunnion bolt having

part number ARG7558–507 on the MLG

of Model DC–10 series airplanes, or part

number ARG7558–509 or ARG7008–511

on the MLG of Model MD–11 series

airplanes, constitutes terminating action

for the requirements of this AD for that

MLG.

One commenter asks if the FAA is

considering including a provision in the

AD to specify that visual inspections

accomplished prior to the effective date

of the final rule satisfy the requirement

of paragraph (c) of the proposed AD.

The FAA finds that no change to the

final rule is necessary to provide such

a provision. The AD contains a

statement that reads, ‘‘Compliance:

Required as indicated, unless

accomplished previously.’’ That

statement provides credit for actions

accomplished in accordance with the

requirements of the AD prior to the

effective date of the final rule.

One commenter requests that the

economic impact information that was

presented in the preamble to the notice

be revised to increase the number of

estimated necessary work hours from 1

to 33.5. The commenter states that when

defective bolts are found the time

required to accomplish the action

proposed by this AD is approximately

33.5 work hours. The FAA does not

concur with the commenter’s request.

The economic impact information

presented is limited only to the cost of

actions actually required by the rule

(e.g., the inspection of the trunnion

bolts). It does not consider the costs of

‘‘on condition’’ actions, e.g., ‘‘rework or

replacement of the bolts, if necessary,’’

since those actions would be required to

be accomplished, regardless of AD

direction, in order to correct an unsafe

condition identified in an airplane and

to ensure operation of that airplane in

an airworthy condition, as required by

the Federal Aviation Regulations.

Subsequent to issuance of the

proposal, McDonnell Douglas issued

DC–10 Service Bulletin DC10–32–239,

Revision 2, dated January 8, 1996. This

revision is essentially identical to

Revision 1, which was cited in the

proposal as the appropriate source of

service information; Revision 2 differs

only in that it clarifies certain work

instructions. The FAA has revised the

final rule to include Revision 2 of the

service bulletin as an additional source

of service information.
Federal Register / Vol. 61, No. 29 / Monday, February 12, 1996 / Rules and Regulations 5283

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.

There are approximately 414 Model

MD–11 series airplanes and Model DC–

10–30, DC–10–40, and KC–10A

(military) airplanes of the affected

design in the worldwide fleet. The FAA

estimates that 196 airplanes of U.S.

registry will be affected by this AD, 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

$11,760, or $60 per airplane.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

The 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 USC 106(g), 40113, 44701.

§ 39.13 [Amended]

2. Section 39.13 is amended by

adding the following new airworthiness

directive:

96–03–05 McDonnell Douglas: Amendment

39–9502. Docket 95–NM–39–AD.

Applicability: Model MD–11 series

airplanes, as listed in McDonnell Douglas

MD–11 Service Bulletin 32–45, Revision 1,

dated May 1, 1995; and Model DC–10–30,

DC–10–40, and KC–10A (military) airplanes,

as listed in McDonnell Douglas DC–10

Service Bulletin DC10–32–239, Revision 1,

dated June 6, 1995, and Revision 2, dated

January 8, 1996; certificated in any category.

Note 1: This AD applies to each airplane

identified in the preceding applicability

provision, regardless of whether it has been

otherwise 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 use the authority

provided in paragraph (e) of this AD to

request approval from the FAA. This

approval may address either no action, if the

current configuration eliminates the unsafe

condition; or different actions necessary to

address the unsafe condition described in

this AD. Such a request should include an

assessment of the effect of the changed

configuration on the unsafe condition

addressed by this AD. In no case does the

presence of any modification, alteration, or

repair remove any airplane from the

applicability of this AD.

Compliance: Required as indicated, unless

accomplished previously.

To prevent premature failure of the

trunnion bolts and subsequent collapse of the

main landing gear (MLG), accomplish the

following:

(a) For Model MD–11 series airplanes:

Within 18 months after the effective date of

this AD, perform a visual inspection to

determine the serial number of the forward

trunnion bolts, part number (P/N) ARG7558–

503 or ARG7558–505, on the right and left

MLG’s, in accordance with McDonnell

Douglas MD–11 Service Bulletin 32–45,

Revision 1, dated May 1, 1995.

(1) If the serial number of the trunnion bolt

is STR0217, STR0232, STR0237 through

STR0242 inclusive, or STR0244 through

STR0284 inclusive; or if the trunnion bolt

has been chrome plated in accordance with

the Component Maintenance Manual (CMM),

Chapter 20–10–02, Revision 31, dated

September 1, 1991, since original

manufacture: No further action is required by

this AD.

(2) For trunnion bolts other than those

identified in paragraph (a)(1) of this AD:

Prior to further flight, remove the chrome

plating on the trunnion bolt, replace the

plating, and reinstall the reworked trunnion

bolt; or replace the trunnion bolt with a

serviceable part; in accordance with

McDonnell Douglas MD–11 Service Bulletin

32–45, Revision 1, dated May 1, 1995.

(b) For Model MD–11 series airplanes:

Installation of a trunnion bolt having P/N

ARG7558–509 or ARG7008–511 on the MLG

constitutes terminating action for the

requirements of this AD for that MLG.

(c) For Model DC–10–30, DC–10–40, and

KC–10A (military) airplanes: Within 18

months after the effective date of this AD,

accomplish either paragraph (c)(1) or (c)(2) of

this AD, as applicable, in accordance with

McDonnell Douglas DC–10 Service Bulletin

DC10–32–239, Revision 1, dated June 6,

1995, or Revision 2, dated January 8, 1996.

(1) For airplanes on which the forward

trunnion bolts, P/N ARG7558–501, installed

on the left and right MLG’s, have

accumulated 6,000 or more total flight hours

or 2,000 or more total flight cycles as of the

date of the inspection: Remove the bolts and

perform a visual inspection for evidence of

missing chrome and for corrosion on the

chrome surfaces, in accordance with the

service bulletin.

(i) If no evidence of missing chrome and

no corrosion on the chrome surfaces are

found, no further action is required by this

AD.

(ii) If any evidence of missing chrome or

any corrosion on the chrome surfaces is

found, prior to further flight, accomplish

either paragraph (c)(1)(ii)(A) or (c)(1)(ii)(B) of

this AD.

(A) Remove the chrome plating on the

trunnion bolt in accordance with the service

bulletin; replace the plating in accordance

with the CMM, Chapter 20–10–02, Revision

31, dated September 1, 1991, or in

accordance with a method approved by a

McDonnell Douglas Designated Engineering

Representative (DER) who has been given a

special delegation by the Manager, Los

Angeles Aircraft Certification Office (ACO),

FAA, Transport Airplane Directorate, to

make such a finding; and reinstall the

reworked bolt in accordance with the service

bulletin. Or

(B) Replace the trunnion bolt with a

serviceable part in accordance with the

service bulletin.

(2) For airplanes other than those

identified in paragraph (c)(1) of this AD:

Verify whether the forward trunnion bolts,

P/N ARG7558–501, installed on the left and

right MLG’s, have been chrome plated since

original manufacture, in accordance with the

CMM, Chapter 20–10–02, Revision 31, dated

September 1, 1991, or in accordance with a

method approved by a McDonnell Douglas

DER who has been given a special delegation

by the Manager, Los Angeles ACO, to make

such a finding.

(i) If the bolts have been chrome plated

since original manufacture, in accordance

with the CMM, Chapter 20–10–02, Revision

31, dated September 1, 1991, or in

accordance with a method approved by a

McDonnell Douglas DER who has been given
5284 Federal Register / Vol. 61, No. 29 / Monday, February 12, 1996 / Rules and Regulations

a special delegation by the Manager, Los

Angeles ACO, to make such a finding: No

further action is required by this AD.

(ii) If any bolt has not been chrome plated

since original manufacture, in accordance

with the CMM, Chapter 20–10–02, Revision

31, dated September 1, 1991, or in

accordance with a method approved by a

McDonnell Douglas DER who has been given

a special delegation by the Manager, Los

Angeles ACO, to make such a finding: Prior

to further flight, accomplish the requirements

of either paragraph (c)(1)(ii)(A) or (c)(1)(ii)(B)

of this AD in accordance with the service

bulletin.

(d) For Model DC–10–30, DC–10–40, and

KC–10A (military) airplanes: Installation of a

trunnion bolt having P/N ARG7558–507 on

the MLG constitutes terminating action for

the requirements of this AD for that MLG.

(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, 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 2: Information concerning the

existence of approved alternative methods of

compliance with this AD, if any, may be

obtained from the Los Angeles ACO.

(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) The actions shall be done in accordance

with McDonnell Douglas MD–11 Service

Bulletin 32–45, Revision 1, dated May 1,

1995; McDonnell Douglas DC–10 Service

Bulletin DC10–32–239, Revision 1, dated

June 6, 1995; and McDonnell Douglas DC–10

Service Bulletin DC10–32–239, Revision 2,

dated January 8, 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 McDonnell Douglas

Corporation, 3855 Lakewood Boulevard,

Long Beach, California 90846, Attention:

Technical Publications Business

Administration, Department C1–L51 (2–60).

Copies may be inspected at the FAA,

Transport Airplane Directorate, 1601 Lind

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

FAA, Los Angeles Aircraft Certification

Office, Transport Airplane Directorate, 3960

Paramount Boulevard, Lakewood, California;

or at the Office of the Federal Register, 800

North Capitol Street, NW., suite 700,

Washington, DC.

(h) This amendment becomes effective on

March 13, 1996.

Issued in Renton, Washington, on January

23, 1996.

Darrell M. Pederson,

Acting Manager, Transport Airplane

Directorate, Aircraft Certification Service.

[FR Doc. 96–1518 Filed 2–9–96;8:45am]

BILLING CODE 4910–13–U

14 CFR Part 39

[Docket No. 95–NM–79–AD; Amendment

39–9505; AD 96–03–08]

Airworthiness Directives; Saab Model

SAAB SF340A and 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

SF340A and SAAB 340B series

airplanes, that requires repetitive

operational tests of the valve limit

switch of the propeller brake. This

amendment also provides for an

optional terminating action for the

repetitive tests. This amendment is

prompted by a report that when the

propeller brake was not properly

engaged the crew did not receive a

‘‘PROP BRAKE’’ warning due to a faulty

valve limit switch. The actions specified

by this AD are intended to prevent a

valve limit switch from failing to send

input to the warning system; absence of

a ‘‘PROP BRAKE’’ warning could result

in the crew being unaware that the

propeller brake is not properly engaged

and the propeller may turn without

warning.

DATES: Effective March 13, 1996.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of March 13,

1996.

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:

Ruth Harder, Aerospace Engineer,

Standardization Branch, ANM–113,

FAA, Transport Airplane Directorate,

1601 Lind Avenue, SW., Renton,

Washington 98055–4056; telephone

(206) 227–1721; fax (206) 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 SF340A and SAAB 340B series

airplanes was published in the Federal

Register on November 8, 1995 (60 FR

56274). That action proposed to require

repetitive operational tests of the valve

limit switch of the propeller brake. That

action also proposed to provide for the

optional replacement of certain

propeller brake control units with a new

unit, which would constitute

terminating action for the repetitive test

requirements.

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.

The FAA has determined that air safety

and the public interest require the

adoption of the rule as proposed.

The FAA estimates that 23 airplanes

of U.S. registry will be affected by this

AD, that it will take approximately 1

work hour per airplane to accomplish

the required operational tests, at an

average labor rate of $60 per work hour.

Based on these figures, the cost impact

of the AD on U.S. operators is estimated

to be $1,380, or $60 per airplane, per

test cycle.

The cost impact figure discussed

above is based on assumptions that no

operator has yet accomplished any of

the requirements of this AD action, and

that no operator would accomplish

those actions in the future if this AD

were not adopted.

The 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.