Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 50903 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2008–0115; Directorate 

Identifier 2007–NM–240–AD] 

RIN 2120–AA64 

Airworthiness Directives; Saab Model 

SAAB 2000 Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Supplemental notice of 

proposed rulemaking (NPRM); 

reopening of comment period. 

SUMMARY: We are revising an earlier 

NPRM for the products listed above. 

This action revises the earlier NPRM by 

expanding the scope. This proposed AD 

results from mandatory continuing 

airworthiness information (MCAI) 

originated by an aviation authority of 

another country to identify and correct 

an unsafe condition on an aviation 

product. The MCAI describes the unsafe 

condition as: 

One Part Number (P/N) LM–219–92 Centre 

Bracket from a P/N LM–219-SA28 Aft Engine 

Mounting assembly was found to be cracked 

while installed on the aircraft. 

This reduces the effectiveness of the 

mounting assembly and could eventually 

cause it to fail. 

* * * * * 

A failed mounting assembly, if not 

corrected, could result in loss of the 

engine. The proposed AD would require 

actions that are intended to address the 

unsafe condition described in the MCAI. 

DATES: We must receive comments on 

this proposed AD by September 23, 

2008. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: (202) 493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue, SE., 

Washington, DC 20590. 

• Hand Delivery: U.S. Department of 

Transportation, Docket Operations, M–

30, West Building Ground Floor, Room 

W12–40, 1200 New Jersey Avenue, SE., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http:// 

www.regulations.gov; or in person at the 

Docket Operations office between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received and other information. The 

street address for the Docket Operations 

office (telephone (800) 647–5527) is in 

the ADDRESSES section. Comments will 

be available in the AD docket shortly 

after receipt. 

FOR FURTHER INFORMATION CONTACT: 

Shahram Daneshmandi, Aerospace 

Engineer, International Branch, ANM–

116, Transport Airplane Directorate, 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; telephone 

(425) 227–1112; fax (425) 227–1149. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposed AD. Send your comments 

to an address listed under the 

ADDRESSES section. Include ‘‘Docket No. 

FAA–2008–0115; Directorate Identifier 

2007–NM–240–AD’’ at the beginning of 

your comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD based on those comments. 

We will post all comments we 

receive, without change, to http:// 

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

We proposed to amend 14 CFR part 

39 with an earlier NPRM for the 

specified products, which was 

published in the Federal Register on 

February 5, 2008 (73 FR 6640). That 

earlier NPRM proposed to require 

actions intended to address the unsafe 

condition for the products listed above. 

Since that NPRM was issued, the 

European Aviation Safety Agency 

(EASA), which is the Technical Agent 

for the Member States of the European 

Community, has issued EASA 

Airworthiness Directive 2008–0068, 

dated April 11, 2008 (referred to after 

this as ‘‘the MCAI’’). The MCAI states: 

One Part Number (P/N) LM–219–92 Centre 

Bracket from a P/N LM–219–SA28 Aft Engine 

Mounting assembly was found to be cracked 

while installed on the aircraft. 

This reduces the effectiveness of the 

mounting assembly and could eventually 

cause it to fail. 

EASA Airworthiness Directive (AD) was 

issued to require inspection and rework in 

order to make the centre bracket less 

sensitive to external damage that may result 

in a crack. 

This AD, superseding AD 2007–0204, has 

been issued to introduce an alternative 

repeatable inspection procedure. 

A failed mounting assembly, if not 

corrected, could result in loss of the 

engine. The corrective actions include 

an inspection to determine if there are 

any sharp edges on the aft engine 

mounting assembly; repetitive visual 

inspections, or a combination of visual 

and fluorescent penetrant inspection, 

for cracking of the center bracket of the 

aft engine mounting assembly for both 

engines; rework of sharp edges; 

replacement of the aft engine mounting 

assemblies; and re-identification of 

engine mounting assemblies and 

reworked center bracket. You may 

obtain further information by examining 

the MCAI in the AD docket. 

Relevant Service Information 

Saab has issued Saab Service Bulletin 

2000–71–025, dated June 13, 2007, and 

Saab Service Bulletin 2000–71–023, 

Revision 01, dated June 13, 2007. The 

actions described in this service 

information are intended to correct the 

unsafe condition identified in the 

MCAI. 

Comments 

We have considered the following 

comments received on the earlier 

NPRM. 

Requests To Change Unsafe Condition 

Rolls-Royce Corporation and Saab 

Aerosystems point out that the unsafe 

condition is stated incorrectly in the 

earlier NPRM. The unsafe condition in 

the earlier NPRM says ‘‘a failed 

mounting assembly, if not corrected, 

could result in loss of the engine.’’ The 

commenters state that the engine 

mounting assembly is designed as a 

redundant, multiple point mounting 

system and, in case of loss of one 

mount, the loads are transferred through 

the remaining mounts. Therefore, the 

mounting system is capable of flight 

with one mounting assembly completely 

inoperative, though the failure increases 

the load applied to the other mounting 

assemblies. Rolls-Royce states that Saab 

issued Service Bulletin 2000–71–025 

(which we cited in the earlier NPRM) to 

ensure that the system redundancies are 

maintained. 

We disagree with the request to 

change the wording of the unsafe 

condition. In an unsafe condition we 

define the end-level effect that 

condition could have on. In this case, a 

failed mounting assembly could 

compromise safety as the first in a 


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50904 Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 

potential chain of events that could 

result in loss of the engine. The unsafe 

condition emphasizes only the potential 

result by saying a failed mounting 

assembly could result in loss of the 

engine rather than saying it will result 

in loss of the engine. We have not 

changed the supplemental NPRM in this 

regard. 

Request To Revise Difference Regarding 

Continued Flight With Cracks 

Rolls-Royce and Saab also state that 

the ‘‘Differences’’ section in the NPRM 

incorrectly implies that Saab Service 

Bulletin 2000–71–025, and European 

Aviation Safety Agency (EASA) 

Airworthiness Directive 2007–0204, 

dated August 8, 2007, allow continued 

flight if a cracked center bracket is 

found. The commenters state that if any 

crack is found, the mounting assembly 

should be replaced before further flight. 

When we evaluated the original EASA 

airworthiness directive, we found that it 

states that corrective actions are to be 

applied within 4,000 flight hours after 

its effective date. Because the EASA 

airworthiness directive does not specify 

that corrective actions are to be 

completed before further flight after the 

visual inspection, this means that 

operators can wait 4,000 flight hours to 

do the replacement, even though the 

inspection was required within 1,000 

flight hours after the effective date. The 

service bulletin states that ‘‘If any cracks 

are found, replace the Aft Engine 

Mounting Assembly,’’ but does not give 

a specific time for doing that 

replacement. Therefore, we concluded 

that both documents can be interpreted 

to allow further flight with cracks. We 

also note that EASA Airworthiness 

Directive 2008–0068 maintains this 

same wording. Therefore, we have not 

changed the supplemental NPRM in this 

regard. 

Statement of New Service Information 

Saab states that it is working jointly 

with Rolls-Royce to develop an 

alternative means of compliance to the 

current non-destructive test (NDT) 

inspection specified in Saab Service 

Bulletin 2000–71–025. The proposed 

revision has been submitted to EASA 

and will most probably result in EASA 

issuing a revised airworthiness 

directive. 

As stated earlier, EASA has issued 

Airworthiness Directive 2008–0068, and 

we have revised this supplemental 

NPRM accordingly. However, this 

supplemental NPRM still refers to Saab 

Service Bulletin 2000–71–025 because 

the service bulletin has not been 

revised. This supplemental NPRM also 

now refers to Saab Service Bulletin 

2000–71–023, Revision 01 as an 

acceptable source of service information 

for doing certain actions. Once new 

service information is developed, 

approved, and available, we might 

consider additional rulemaking. We 

have not changed the AD in this regard. 

FAA’s Determination and Requirements 

of This Proposed AD 

This product has been approved by 

the aviation authority of another 

country, and is approved for operation 

in the United States. Pursuant to our 

bilateral agreement with the State of 

Design Authority, we have been notified 

of the unsafe condition described in the 

MCAI and service information 

referenced above. We are proposing this 

AD because we evaluated all pertinent 

information and determined an unsafe 

condition exists and is likely to exist or 

develop on other products of the same 

type design. 

Certain changes described above 

expand the scope of the earlier NPRM. 

As a result, we have determined that it 

is necessary to reopen the comment 

period to provide additional 

opportunity for the public to comment 

on this proposed AD. 

Differences Between This AD and the 

MCAI or Service Information 

We have reviewed the MCAI and 

related service information and, in 

general, agree with their substance. But 

we might have found it necessary to use 

different words from those in the MCAI 

to ensure the AD is clear for U.S. 

operators and is enforceable. In making 

these changes, we do not intend to differ 

substantively from the information 

provided in the MCAI and related 

service information. 

We might also have proposed 

different actions in this AD from those 

in the MCAI in order to follow FAA 

policies. Any such differences are 

highlighted in a note within the 

proposed AD. 

Costs of Compliance 

Based on the service information, we 

estimate that this proposed AD would 

affect about 6 products of U.S. registry. 

We also estimate that it would take 

about 8 work-hours per product to 

comply with the basic requirements of 

this proposed AD. The average labor 

rate is $80 per work-hour. Based on 

these figures, we estimate the cost of the 

proposed AD on U.S. operators to be 

$3,840, or $640 per product. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. ‘‘Subtitle VII: 

Aviation Programs,’’ describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in ‘‘Subtitle VII, 

Part A, Subpart III, Section 44701: 

General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

1. Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866; 

2. Is not a ‘‘significant rule’’ under the 

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. 

We prepared a regulatory evaluation 

of the estimated costs to comply with 

this proposed AD and placed it in the 

AD docket. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 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. The FAA amends § 39.13 by adding 

the following new AD: 


pwalker on PROD1PC71 with PROPOSALS
Federal Register / Vol. 73, No. 169 / Friday, August 29, 2008 / Proposed Rules 50905 

Saab Aircraft AB: Docket No. FAA–2008–

0115; Directorate Identifier 2007–NM–

240–AD. 

Comments Due Date 

(a) We must receive comments by 

September 23, 2008. 

Affected ADs 

(b) None. 

Applicability 

(c) This AD applies to Saab Model SAAB 

2000 airplanes, certificated in any category, 

serial number 004 through 063. 

Subject 

(d) Air Transport Association (ATA) of 

America Code 71: Powerplant. 

Reason 

(e) The mandatory continuing 

airworthiness information (MCAI) states: 

One Part Number (P/N) LM–219–92 Centre 

Bracket from a P/N LM–219–SA28 Aft Engine 

Mounting assembly was found to be cracked 

while installed on the aircraft. 

This reduces the effectiveness of the 

mounting assembly and could eventually 

cause it to fail. 

EASA Airworthiness Directive (AD) was 

issued to require inspection and rework in 

order to make the centre bracket less 

sensitive to external damage that may result 

in a crack. 

This AD, superseding AD 2007–0204, has 

been issued to introduce an alternative 

repeatable inspection procedure. 

A failed mounting assembly, if not corrected, 

could result in loss of the engine. The 

corrective actions include an inspection to 

determine if there are any sharp edges on the 

aft engine mounting assembly; repetitive 

visual inspections, or a combination of visual 

and fluorescent penetrant inspection, for 

cracking of the center bracket of the aft 

engine mounting assembly for both engines; 

rework of sharp edges; replacement of the aft 

engine mounting assemblies; and reidentification of engine mounting assemblies 

and reworked center bracket. 

Actions and Compliance 

(f) Unless already done, do the following 

actions. 

(1) Within 1,000 flight hours after the 

effective date of this AD, do visual 

inspections of both the aft engine mounting 

assemblies to find if the center bracket is 

correct (no sharp edges) from the 

manufacturer. 

(2) If no sharp edge is found during the 

inspection required by paragraph (f)(1) of this 

AD, before further flight, inspect to 

determine if the aft engine mounting 

assembly and center bracket are identified 

with a ‘‘–1’’ and before further flight reidentify the parts that are not identified with 

a ‘‘–1’’ in accordance with the 

Accomplishment Instructions of Saab Service 

Bulletin 2000–71–025, dated June 13, 2007. 

Following the re-identification, no further 

action is required by this AD for airplanes on 

which no sharp edge is found during the 

inspection required by paragraph (f)(1) of this 

AD. 

(3) If any sharp edge is found during the 

inspection required by paragraph (f)(1) of this 

AD, before further flight, do the action in 

paragraph (f)(3)(i) or (f)(3)(ii) of this AD in 

accordance with the Accomplishment 

Instructions of Saab Service Bulletin 2000–

71–025, dated June 13, 2007. 

(i) Do a general visual inspection for 

cracking of the center bracket of both of the 

aft engine mounting assemblies, with the 

bracket on the wing, and repeat the 

inspection thereafter at intervals not to 

exceed 250 flight hours until the action 

required by paragraph (f)(4) of this AD is 

accomplished. 

(ii) Do general visual and penetrant 

inspections for cracking of the center bracket 

of both of the aft engine mounting 

assemblies, with the bracket off the wing. 

Note 1: For the purposes of this AD, a 

general visual inspection is: ‘‘A visual 

examination of an interior or exterior area, 

installation, or assembly to detect obvious 

damage, failure, or irregularity. This level of 

inspection is made from within touching 

distance unless otherwise specified. A mirror 

may be necessary to ensure visual access to 

all surfaces in the inspection area. This level 

of inspection is made under normally 

available lighting conditions such as 

daylight, hangar lighting, flashlight, or 

droplight and may require removal or 

opening of access panels or doors. Stands, 

ladders, or platforms may be required to gain 

proximity to the area being checked.’’

(4) At the applicable time in paragraph 

(f)(4)(i) or (f)(4)(ii) of this AD, do the 

applicable actions in those paragraphs in 

accordance with the Accomplishment 

Instructions of Saab Service Bulletin 

2000–71–025, dated June 13, 2007. Doing the 

applicable action terminates the repetitive 

inspection requirements of paragraph (f)(3)(i) 

of this AD. 

(i) If no cracking is found during any 

inspection required by paragraph (f)(3) of this 

AD: Within 4,000 flight hours after the 

effective date of this AD, rework the center 

bracket, and re-identify the aft engine 

mounting assembly and center bracket. 

(ii) If any cracking is found during any 

inspection required by paragraph (f)(3) of this 

AD, before further flight, replace the aft 

engine mounting assembly with an assembly 

and bracket identified with a ‘‘–1’’ part 

number. 

(5) Actions done before the effective date 

of this AD in accordance with Saab Service 

Bulletin 2000–71–023, Revision 01, dated 

June 13, 2007, are acceptable for compliance 

with the corresponding requirements of 

paragraph (f)(3) of this AD. 

FAA AD Differences 

Note 2: This AD differs from the MCAI 

and/or service information as follows: 

(1) Although the MCAI or service 

information allows further flight after cracks 

are found during compliance with the 

required action, paragraph (f)(4) of this AD 

requires that you replace a cracked aft engine 

mounting assembly before further flight. 

Other FAA AD Provisions 

(g) The following provisions also apply to 

this AD: 

(1) Alternative Methods of Compliance 

(AMOCs): The Manager, International 

Branch, ANM–116, Transport Airplane 

Directorate, FAA, has the authority to 

approve AMOCs for this AD, if requested 

using the procedures found in 14 CFR 39.19. 

Send information to ATTN: Shahram 

Daneshmandi, Aerospace Engineer, 

International Branch, ANM–116, Transport 

Airplane Directorate, FAA, 1601 Lind 

Avenue, SW., Renton, Washington 98057–

3356; telephone (425) 227–1112; fax (425) 

227–1149. Before using any approved AMOC 

on any airplane to which the AMOC applies, 

notify your appropriate principal inspector 

(PI) in the FAA Flight Standards District 

Office (FSDO), or lacking a PI, your local 

FSDO. 

(2) Airworthy Product: For any requirement 

in this AD to obtain corrective actions from 

a manufacturer or other source, use these 

actions if they are FAA-approved. Corrective 

actions are considered FAA-approved if they 

are approved by the State of Design Authority 

(or their delegated agent). You are required 

to assure the product is airworthy before it 

is returned to service. 

(3) Reporting Requirements: For any 

reporting requirement in this AD, under the 

provisions of the Paperwork Reduction Act, 

the Office of Management and Budget (OMB) 

has approved the information collection 

requirements and has assigned OMB Control 

Number 2120–0056. 

Related Information 

(h) Refer to MCAI European Aviation 

Safety Agency (EASA) Airworthiness 

Directive 2008–0068, dated April 11, 2008, 

and Saab Service Bulletin 2000–71–025, 

dated June 13, 2007, for related information. 

Issued in Renton, Washington, on August 

20, 2008. 

Kevin Hull, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. E8–20088 Filed 8–28–08; 8:45 am] 

BILLING CODE 4910–13–P 


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