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 Boeing Model 747-400 series airplanes was published in the Federal Register on November 9, 1998 (63 FR 60222). That action proposed to require installation of strap assemblies on the ceiling panels and rails that support the video monitors. \n\nComments \n\n\tInterested persons have been afforded an opportunity to participate in the making of this amendment. Due consideration has been given to the comments received. \n\n\tOne commenter states that the proposed AD is not applicable to any airplane in its fleet and offers no further comment. \n\nRequest to Revise Language of Unsafe Condition \n\n\tOne commenter, the manufacturer, requests that the language used to describe the unsafe condition be revised to more accurately reflect the intent of the service bulletin. In the body of the proposal, the statement of the unsafe condition reads, "To prevent failure of certain latch assemblies on the ceiling panels, which could cause the ceiling panels to fall into the cabin area, and consequent injury to the crew and passengers, accomplish the following." The commenter states that the strap assemblies installed in accordance with the service bulletin "...are not intended to, and will not, prevent failure of the latch assemblies. The function of the strap assemblies is to prevent the panels from falling in the event that the latches do fail." \n\n\tThe FAA concurs with the commenter's request. Therefore, the statement of unsafe condition has been revised accordingly in both the "Summary" and "Compliance" sections of the final rule. \n\nRequest to Reduce Cost Estimate \n\n\tOne commenter, the manufacturer, requests that the estimated number of work hours be reduced from the 476 work hours stated in the proposal. The commenter points out that, in Boeing Service Bulletin 747-25A3142, Revision 1,dated August 6, 1998, the estimated number of work hours necessary for the installation of strap assemblies on the ceiling panels is reduced from 34 work hours per panel (as stated in the original issue of the service bulletin, dated October 16, 1997) to 9 work hours per panel. Furthermore, the commenter states that the number of work hours that would be necessary for the proposed actions to be accomplished on an airplane ranges from a minimum of 18 work hours (2 panels at 9 work hours each) to a maximum of 126 work hours (14 panels at 9 work hours each). Similarly, the commenter states that the estimated cost of parts ranges from $1,366 to $9,575, depending on the number of ceiling panels that need to be modified. \n\n\tThe FAA concurs with the commenter's request to reduce the estimated number of work hours. Though the commenter does not make a specific request with regard to the range of minimum-to-maximum work hours and parts costs, the FAA infers that the commenter wants the cost impact section of the proposal to be revised to reflect the range of costs rather than the maximum cost only. The FAA concurs with this request, and the "Cost Impact" section of this final rule has been revised accordingly. \n\nRequest to Increase Compliance Time \n\n\tOne commenter requests that the proposed compliance time for accomplishment of the installation of strap assemblies be increased from 24 to 36 months to minimize impact on its operations. \n\n\tThe FAA does not concur with the commenter's request. In developing an appropriate compliance time for this action, the FAA considered the safety implications and normal operator maintenance schedules. The 24-month compliance time was chosen to ensure that affected airplanes complete one required major maintenance period ("C" check) during the proposed compliance time. The FAA finds that the 24-month compliance time represents an appropriate interval of time allowable wherein the installation can be accomplished during scheduled maintenance intervals for the majority of affected operators, and an acceptable level of safety can be maintained. No change to the final rule is necessary in this regard. \n\nRequest to Decrease Compliance Time \n\n\tOne commenter recommends that the proposed compliance time for accomplishment of the installation of strap assemblies be reduced from 24 to 12 months. The commenter states that a compliance time of 12 months would better ensure the safety of the traveling public. The commenter also suggests that a requirement to block seats in the "drop zone" would be another option to ensure passenger safety. \n\n\tThe FAA does not concur with the commenter's request. As explained above, in establishing a compliance time for the proposed requirement, the FAA considered the safety implications and normal maintenance schedules for affected operators. The FAA finds that 24 months represents an appropriate interval of time allowable for the operators to continue to operate the affectedairplanes, while not affecting the safety of the flight crew or passengers. The FAA also finds that reducing the compliance time from 24 to 12 months or requiring blockage of seats would add an additional burden on operators and require issuance of a supplemental NPRM and reopening of the public comment period. The FAA finds that, considering the safety implications associated with the identified unsafe condition, it would be inappropriate to delay the issuance of the rule in this way. No change to the final rule is necessary in this regard. \n\nConclusion \n\n\tAfter 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 described previously. The FAA has determined that these changes will neither increase the economic burden on any operator nor increase the scope of the AD. \n\nCost Impact \n\n\tThere are approximately 280 airplanes of the affected design in the worldwide fleet. The FAA estimates that 40 airplanes of U.S. registry will be affected by this AD. \n\n\tIt will take approximately 9 work hours per ceiling panel, and between 18 and 126 work hours per airplane, to accomplish the required installation, at an average labor rate of $60 per work hour. Required parts will cost between $1,366 and $9,575 per airplane. Based on these figures, the cost impact of the installation required by this AD on U.S. operators is estimated to be between $2,446 and $17,135 per airplane. \n\n\tThe cost impact figure discussed above is based on assumptions that no operator has yet accomplished any of the proposed requirements of this AD action, and that no operator would accomplish those actions in the future if this AD were not adopted. \nRegulatory Impact \n\n\tThe 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 powerand 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. \n\n\tFor 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." \n\nList of Subjects in 14 CFR Part 39 \n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference,Safety.\n\n Adoption of the Amendment \n\n\tAccordingly, 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: \n\nPART 39 - AIRWORTHINESS DIRECTIVES \n\t1. The authority citation for part 39 continues to read as follows: Authority: 49 U.S.C. 106(g), 40113, 44701. § 39.13 (Amended) \n\t2. Section 39.13 is amended by adding the following new airworthiness directive: