Airworthiness Directives; The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER Series Airplanes, 16579-16582 [2011-6931]
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Federal Register / Vol. 76, No. 57 / Thursday, March 24, 2011 / Proposed Rules
NCUA acknowledges both the range of IRR
exposures at credit unions, and the diverse
means that they may use to accomplish an
effective program to manage this risk. NCUA
therefore does not stipulate specific
quantitative standards or limits for the
management of IRR applicable to all credit
unions, and does not rely solely on the
results of quantitative approaches to evaluate
the effectiveness of IRR programs.
Assumptions, measures and methods used by
a credit union in light of its size, complexity
and risk exposure determine the specific
appropriate standard. However, NCUA
strongly affirms the need for adequate
practices for a program to effectively manage
IRR. For example, policy limits on IRR
exposure are not adequate if they allow a
credit union to operate with an exposure that
is unsafe or unsound, which means that the
credit union may suffer material or
significant losses under adverse
circumstances as a result of this exposure.
Credit unions that do not have a written IRR
policy or that do not have an effective IRR
program are out of compliance with § 741.3
of NCUA’s regulation.
jdjones on DSK8KYBLC1PROD with PROPOSALS-1
VIII. Additional Guidance for Large Credit
Unions with Complex or High Risk Balance
Sheets
FICUs with assets of $500 million or
greater must obtain an annual audit of their
financial statements performed in accordance
with generally accepted accounting
standards. 12 CFR 715.5, 715.6, 741.202. For
purposes of data collection, NCUA also uses
$500 million and above as its largest credit
union asset range. In order to gather
information and to monitor IRR exposure at
larger credit unions as it relates to the NCUA
insurance fund, NCUA will use this as the
criterion for definition of large credit unions
for purposes of the guidance. Given the
increased exposure to the share insurance
fund, NCUA encourages the following
standards at large credit unions.
Responsible officials at large credit unions
that are complex or high risk should fully
understand all aspects of interest rate risk,
including but not limited to the credit
union’s IRR assessment and potential
directional changes in IRR exposures. For
example, the credit union should consider
the following:
• Policy which provides for the use of
outside parties to validate the tests and limits
commensurate with the risk exposure and
complexity of the credit union;
• IRR measurements that provide
compliance with policy limits as shown both
by risks to earnings and net economic value
of equity under a variety of defined and
reasonable interest rate scenarios;
• The effect of changes in assumptions on
IRR exposure results (e.g. the impact of
slower or faster prepayments on earnings and
economic value); or,
• Enhanced levels of separation between
risk taking and risk assessment (e.g.
assignment of resources to separate the
investments function from IRR measurement,
and IRR monitoring and oversight).
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Jkt 223001
IX. Definitions
Glossary of terms
Basis risk: The risk to earnings and/or
value due to a financial institution’s holdings
of multiple instruments, based on different
indices that are imperfectly correlated.
Interest rate risk: The risk that changes in
market rates will adversely affect a credit
union’s net economic value and/or earnings.
Interest rate risk generally arises from a
mismatch between the timing of cash flows
from fixed rate instruments, and interest rate
resets of variable rate instruments, on either
side of the balance sheet. Thus, as interest
rates change, earnings or net economic value
may decline.
Option risk: The risk to earnings and/or
value due to the effect on financial
instruments of options associated with these
instruments. Options are embedded when
they are contractual within, or directly
associated with, the instrument. An example
of a contractual embedded option is a call
option on an agency bond. An example of a
behavioral embedded option is the right of a
residential mortgage holder to vary
prepayments on the mortgage through time,
either by making additional premium
payments, or by paying off the mortgage prior
to maturity.
Repricing risk: The repricing of assets or
liabilities following market changes can
occur in different amounts and/or at different
times. This risk can cause returns to vary.
Spread risk: The risk to earnings and/or
value resulting from variations through time
of the spread between assets or liabilities to
an underlying index such as the Treasury
curve.
Yield curve risk: The risk to earnings and/
or value due to changes in the level or slope
of underlying yield curves. Financial
instruments can be sensitive to different
points on the curve. This can cause returns
to vary as yield curves change.
[FR Doc. 2011–6752 Filed 3–23–11; 8:45 am]
BILLING CODE 7535–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–0258; Directorate
Identifier 2010–NM–191–AD]
RIN 2120–AA64
Airworthiness Directives; The Boeing
Company Model 737–600, –700, –700C,
–800, –900, and –900ER Series
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for the
products listed above. This proposed
AD would require installing two
SUMMARY:
PO 00000
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16579
warning level indicator lights on each of
the P1–3 and P3–1 instrument panels in
the flight compartment. This proposed
AD would also require revising the
airplane flight manual to remove certain
requirements of previous AD actions,
and to advise the flightcrew of the
following changes: Revised non-normal
procedures to use when a cabin altitude
warning or rapid depressurization
occurs, and revised cabin pressurization
procedures for normal operations. This
proposed AD was prompted by a design
change in the cabin altitude warning
system that would address the
identified unsafe condition. We are
proposing this AD to prevent failure of
the flightcrew to recognize and react to
a valid cabin altitude warning horn,
which could result in incapacitation of
the flightcrew due to hypoxia (lack of
oxygen in the body), and consequent
loss of control of the airplane.
DATES: We must receive comments on
this proposed AD by May 9, 2011.
ADDRESSES: You may send comments by
any of the following methods:
• Federal eRulemaking Portal: Go to
https://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: Deliver to Mail
address above between 9 a.m. and
5 p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Boeing
Commercial Airplanes, Attention: Data
& Services Management, P.O. Box 3707,
MC 2H–65, Seattle, Washington 98124–
2207; telephone 206–544–5000,
extension 1, fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You
may review copies of the referenced
service information at the FAA,
Transport Airplane Directorate, 1601
Lind Avenue, SW., Renton, Washington.
For information on the availability of
this material at the FAA, call 425–227–
1221.
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
www.regulations.gov; or in person at the
Docket Management Facility 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 Office
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(phone: 800–647–5527) is in the
ADDRESSES section. Comments will be
available in the AD docket shortly after
receipt.
FOR FURTHER INFORMATION CONTACT:
Jeffrey W. Palmer, Aerospace Engineer,
Systems and Equipment Branch, ANM–
130S, FAA, Seattle Aircraft Certification
Office, 1601 Lind Avenue, SW., Renton,
Washington 98057–3356; phone: (425)
917–6472; fax: (425) 917–6590; e-mail:
jeffrey.w.palmer@faa.gov.
SUPPLEMENTARY INFORMATION:
jdjones on DSK8KYBLC1PROD with PROPOSALS-1
Comments Invited
We invite you to send any written
relevant data, views, or arguments about
this proposal. Send your comments to
an address listed under the ADDRESSES
section. Include ‘‘Docket No. FAA–
2011–0258; Directorate Identifier 2010–
NM–191–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 because of those
comments.
We will post all comments we
receive, without change, to https://
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
The Model 737 airplanes cabin
altitude warning is an intermittent horn
that sounds when cabin altitude exceeds
10,000 feet. The same intermittent
warning horn sound is used by the
takeoff configuration warning system
(TCWS) to warn of an unsafe airplane
configuration for takeoff. The TCWS
warning functionality is inhibited by
air/ground logic when the airplane is in
flight. However, the Model 737
airplane’s cabin altitude warning system
design does not currently incorporate a
dedicated means of positively
identifying the warning horn as a cabin
altitude warning or a takeoff
configuration warning. There are
approximately 25 known instances
where flightcrews misinterpreted a valid
cabin altitude warning as a takeoff
configuration warning.
Failure of the flightcrew to recognize
and react to a valid cabin altitude
warning horn could result in
incapacitation of the flightcrew due to
hypoxia (lack of oxygen in the body),
and consequent loss of control of the
airplane. To address this unsafe
condition, we issued the following ADs.
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On July 7, 2003, we issued related AD
2003–14–08, Amendment 39–13227 (68
FR 41519, July 14, 2003). That AD
applies to all Boeing Model 737–600,
737–700, 737–700C, 737–800, 737–900,
757, and 767 series airplanes. That AD
requires revising the airplane flight
manual (AFM) to advise the flightcrew
to don oxygen masks as a first and
immediate step when a cabin altitude
warning occurs.
On June 15, 2006, we issued related
AD 2006–13–13, Amendment 39–14666
(71 FR 35781, June 22, 2006). (A
correction of that AD was published in
the Federal Register on July 3, 2006 (71
FR 37980).) That AD applies to all
Model 737 airplanes. That AD requires
revising the AFM to advise the
flightcrew of improved procedures for
pre-flight setup of the cabin
pressurization system, as well as
improved procedures for interpreting
and responding to the cabin altitude/
configuration warning horn. That AD
resulted from reports that airplanes had
failed to pressurize, and that the
flightcrews failed to react properly to
the cabin altitude warning horn.
On October 24, 2008, we issued
related AD 2008–23–07, Amendment
39–15728 (73 FR 66512, November 10,
2008), for all Model 737 airplanes. That
AD requires revising the AFM to
include a new flightcrew briefing that
must be done before the first flight of
the day and following any change in
flightcrew members, and to advise the
flightcrew of this additional briefing.
That AD resulted from continuing
reports that flightcrews have failed to
recognize and react properly to the
cabin altitude warning horn.
The preambles to AD 2006–13–13 and
AD 2008–23–07 explain that the
revisions to the AFM required by those
ADs are considered to be interim action.
The manufacturer had advised us that it
was developing a design change in the
cabin altitude warning system that
would address the identified unsafe
condition(s), and that once this design
change was developed, approved, and
available, the FAA might consider
additional rulemaking. The
manufacturer now has developed such a
modification, and we have determined
that further rulemaking is necessary;
this proposed AD follows from that
determination. We can better ensure
long-term continued operational safety
by modifications or design changes to
remove the source of the problem, rather
than by AFM revisions alone.
Relevant Service Information
We reviewed Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010. The service
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information describes procedures for
installing two warning level indicator
lights on each of the P1–3 and P3–1
instrument panels in the flight
compartment. The installation includes
installing a new circuit breaker and
changing certain wire bundles.
FAA’s Determination
We are proposing this AD because we
evaluated all the relevant information
and determined the unsafe condition
described previously is likely to exist or
develop in other products of the same
type design.
Proposed AD Requirements
This proposed AD would require
accomplishing the actions specified in
the service information described
previously, except as discussed under
‘‘Difference Between the Proposed AD
and the Service Information.’’ The
proposed AD would also require
revising the Limitations Section of the
AFM to remove certain requirements of
previous AD actions, and to advise the
flightcrew of the following changes:
Revised non-normal procedures to use
when a cabin altitude warning or rapid
depressurization occurs, and revised
cabin pressurization procedures for
normal operations.
Difference Between the Proposed AD
and the Service Information
The effectivity in Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010, identifies Model
737–600, –700, –700C, –800, –900, and
–900ER series airplanes; however, it
does not include all applicable serial
numbers for airplanes that are subject to
the identified unsafe condition. The
actions for Group 1 airplanes, as
specified in this service bulletin, must
be done on additional airplanes, as
identified in the applicability of this
proposed AD.
Groups 8 through 21 airplanes are
also included in the effectivity of the
service bulletin; however, the actions
required by this proposed AD would
affect only Groups 1 through 7
airplanes. Therefore, concurrent actions,
which specify installing a new P5–16
cabin altitude and rate of climb panel
and cabin altitude and differential
pressure indicator, would not be
required by this proposed AD.
Costs of Compliance
We estimate that this proposed AD
would affect 650 airplanes of U.S.
registry. The following table provides
the estimated costs for U.S. operators to
comply with this proposed AD.
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TABLE—ESTIMATED COSTS
Action
Average labor rate
per hour
Work hours
Installation of warning indicator lights.
Between 31
and 64.
$85
AFM revision .....................
2 ......................
85
Cost per
product
Parts
Number of U.S.registered airplanes
Between
$2,132 and
$3,192.
Between
$4,767 and
$8,632.
650
$0 ....................
$170 ................
650
Fleet cost
Between
$3,098,550
and
$5,610,800.
$110,500.
Authority for This Rulemaking
The Proposed Amendment
Subject
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.
Accordingly, under the authority
delegated to me by the Administrator,
the FAA proposes to amend 14 CFR part
39 as follows:
(d) Air Transport Association (ATA)
of America Code 31, Instruments.
jdjones on DSK8KYBLC1PROD with PROPOSALS-1
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),
(3) Will not affect intrastate aviation
in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
VerDate Mar<15>2010
14:51 Mar 23, 2011
Jkt 223001
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 airworthiness
directive (AD): Docket No. FAA–2011–
0258; Directorate Identifier 2010–NM–
191–AD.
Comments Due Date
(a) We must receive comments by
May 9, 2011.
Affected ADs
(b) This AD affects the ADs identified
in paragraphs (b)(1), (b)(2), and (b)(3) of
this AD. This AD does not supersede the
requirements of these ADs.
(1) AD 2003–14–08, Amendment 39–
13227.
(2) AD 2006–13–13, Amendment 39–
14666.
(3) AD 2008–23–07, Amendment 39–
15728.
Applicability
(c) This AD applies to The Boeing
Company Model 737–600, –700, –700C,
–800, –900, and –900ER series
airplanes, Groups 1 through 7 airplanes,
certificated in any category; identified
in Boeing Alert Service Bulletin 737–
31A1332, Revision 1, dated June 24,
2010; or having any serial number
identified in table 1 of this AD.
TABLE 1—SERIAL NUMBERS
Serial Numbers
22940.
33546 through
33717 through
33758 through
33794 through
33804 through
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33582
33719
33759
33797
33822
inclusive.
inclusive.
inclusive.
inclusive.
inclusive.
Fmt 4702
Sfmt 4702
Unsafe Condition
(e) This AD was prompted by a design
change in the cabin altitude warning
system that would address the
identified unsafe condition. The Federal
Aviation Administration is issuing this
AD to prevent failure of the flightcrew
to recognize and react to a valid cabin
altitude warning horn, which could
result in incapacitation of the flightcrew
due to hypoxia (lack of oxygen in the
body) and consequent loss of control of
the airplane.
Compliance
(f) Comply with this AD within the
compliance times specified, unless
already done.
Installation
(g) For Groups 1 through 7 airplanes,
as identified in Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010; and airplanes
having any serial number identified in
table 1 of this AD: Within 36 months
after the effective date of this AD, install
two warning level indicator lights on
each of the P1–3 and P3–1 instrument
panels in the flight compartment, in
accordance with the Accomplishment
Instructions of Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010. The actions
required for Group 1 airplanes also
apply to the airplanes identified in table
1 of this AD.
Airplane Flight Manual (AFM)
Revisions
(h) Before further flight after doing the
installation required by paragraph (g) of
this AD, do the actions specified in
paragraphs (h)(1), (h)(2), and (h)(3) of
this AD.
(1) Revise the Limitations Section of
the applicable Boeing 737 AFM by
doing the following action: Delete the
‘‘CABIN ALTITUDE WARNING
TAKEOFF BRIEFING’’ added by AD
2008–23–07, Amendment 39–15728.
(2) Revise the Non-Normal Procedures
Section of the applicable Boeing 737
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AFM by doing the actions specified in
paragraphs (h)(2)(i), (h)(2)(ii), (h)(2)(iii),
and (h)(2)(iv) of this AD.
(i) Delete the procedure ‘‘WARNING
HORN—CABIN ALTITUDE OR
CONFIGURATION’’ added by AD 2006–
13–13, Amendment 39–14666. If the
title of this procedure has been changed
according to FAA alternative method of
compliance (AMOC) letter 130S–09–
134a, dated April 28, 2009, delete the
procedure that was approved according
to this AMOC letter.
(ii) Delete the procedure entitled
‘‘CABIN ALTITUDE WARNING OR
RAPID DEPRESSURIZATION’’ added by
AD 2003–14–08, Amendment 39–13227.
(iii) If the procedure entitled ‘‘CABIN
ALTITUDE (Airplanes with the CABIN
ALTITUDE lights installed)’’ is currently
contained in the applicable Boeing 737
AFM, delete the procedure entitled
‘‘CABIN ALTITUDE (Airplanes with the
CABIN ALTITUDE lights installed).’’
(iv) Add the following statement. This
may be done by inserting a copy of this
AD into the applicable AFM.
‘‘CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION
Condition: The CABIN ALTITUDE warning light illuminates or the intermittent warning horn sounds in flight above 10,000 ft MSL.
RECALL
Oxygen Masks and Regulators ...................................................................................................... ON, 100%.
Crew Communications ................................................................................................................... ESTABLISH.
REFERENCE
Pressurization Mode Selector ........................................................................................................ MANUAL.
Outflow Valve Switch .................................................................................................................... CLOSE.
If Cabin Altitude is uncontrollable:
Emergency Descent (If Required) .................................................................................................. INITIATE.
Passenger Oxygen Switch .............................................................................................................. ON.
Thrust Levers .................................................................................................................................. CLOSE.
Speed Brakes .................................................................................................................................. FLIGHT DETENT.
Target Speed ................................................................................................................................... VMO/MMO.’’
(3) Revise the Normal Procedures
Section of the applicable Boeing 737
AFM by doing the actions specified in
paragraphs (h)(3)(i) and (h)(3)(ii) of this
AD.
(i) Delete the ‘‘CABIN ALTITUDE
WARNING TAKEOFF BRIEFING’’
procedure added by AD 2008–23–07.
(ii) Add the following statement. This
may be done by inserting a copy of this
AD into the applicable AFM.
‘‘For normal operations, the pressurization
mode selector should be in AUTO prior to
takeoff.
Note 1: When statements identical to those
specified in paragraphs (h)(2)(iv) and
(h)(3)(ii) of this AD have been included in the
general revisions of the AFM, the general
revisions may be inserted into the AFM, and
the copies of this AD may be removed from
the AFM.
jdjones on DSK8KYBLC1PROD with PROPOSALS-1
Terminating Action for Affected ADs
(i) Accomplishment of the
requirements of this AD terminates the
requirements of the ADs identified in
paragraphs (i)(1), (i)(2), and (i)(3) of this
AD for only the airplanes identified in
paragraph (c) of this AD.
(1) AD 2003–14–08: The requirements
specified in Table 1 and Figure 1 of that
AD.
(2) AD 2008–23–07: All requirements
of that AD.
(3) AD 2006–13–13: All requirements
of that AD.
Special Flight Permit
(j) Special flight permits, as described
in Section 21.197 and Section 21.199 of
the Federal Aviation Regulations (14
CFR 21.197 and 21.199), are not
allowed.
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Jkt 223001
Alternative Methods of Compliance
(AMOCs)
(k)(1) The Manager, Seattle ACO,
FAA, has the authority to approve
AMOCs for this AD, if requested using
the procedures found in 14 CFR 39.19.
In accordance with 14 CFR 39.19, send
your request to your principal inspector
or local Flight Standards District Office,
as appropriate. If sending information
directly to the manager of the ACO,
send it to the attention of the person
identified in the Related Information
section of this AD. Information may be
e-mailed to: 9-ANM-Seattle-ACOAMOC-Requests@faa.gov.
(2) Before using any approved AMOC,
notify your appropriate principal
inspector, or lacking a principal
inspector, the manager of the local flight
standards district office/certificate
holding district office.
Related Information
(l) For more information about this
AD, contact Jeffrey W. Palmer,
Aerospace Engineer, Systems and
Equipment Branch, ANM–130S, FAA,
Seattle Aircraft Certification Office,
1601 Lind Avenue, SW., Renton,
Washington 98057–3356; phone: (425)
917–6472; fax: (425) 917–6590; e-mail:
jeffrey.w.palmer@faa.gov.
(m) For service information identified
in this AD, contact Boeing Commercial
Airplanes, Attention: Data & Services
Management, P.O. Box 3707, MC 2H–65,
Seattle, Washington 98124–2207;
telephone 206–544–5000, extension 1,
fax 206–766–5680; e-mail
me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You
may review copies of the referenced
PO 00000
Frm 00034
Fmt 4702
Sfmt 4702
service information at the FAA,
Transport Airplane Directorate, the
FAA, 1601 Lind Avenue, SW., Renton,
Washington. For information on the
availability of this material at the FAA,
call 425–227–1221.
Issued in Renton, Washington, on March
14, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2011–6931 Filed 3–23–11; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2011–0257; Directorate
Identifier 2010–NM–122–AD]
RIN 2120–AA64
Airworthiness Directives; Airbus Model
A318, A319, A320, and A321 Series
Airplanes
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for the
products listed above that would
supersede an existing AD. 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
SUMMARY:
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]]>Agencies
[Federal Register Volume 76, Number 57 (Thursday, March 24, 2011)]
[Proposed Rules]
[Pages 16579-16582]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-6931]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA-2011-0258; Directorate Identifier 2010-NM-191-AD]
RIN 2120-AA64
Airworthiness Directives; The Boeing Company Model 737-600, -700,
-700C, -800, -900, and -900ER Series Airplanes
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
-----------------------------------------------------------------------
SUMMARY: We propose to adopt a new airworthiness directive (AD) for the
products listed above. This proposed AD would require installing two
warning level indicator lights on each of the P1-3 and P3-1 instrument
panels in the flight compartment. This proposed AD would also require
revising the airplane flight manual to remove certain requirements of
previous AD actions, and to advise the flightcrew of the following
changes: Revised non-normal procedures to use when a cabin altitude
warning or rapid depressurization occurs, and revised cabin
pressurization procedures for normal operations. This proposed AD was
prompted by a design change in the cabin altitude warning system that
would address the identified unsafe condition. We are proposing this AD
to prevent failure of the flightcrew to recognize and react to a valid
cabin altitude warning horn, which could result in incapacitation of
the flightcrew due to hypoxia (lack of oxygen in the body), and
consequent loss of control of the airplane.
DATES: We must receive comments on this proposed AD by May 9, 2011.
ADDRESSES: You may send comments by any of the following methods:
Federal eRulemaking Portal: Go to
http:[sol][sol]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: Deliver to Mail address above between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For service information identified in this proposed AD, contact
Boeing Commercial Airplanes, Attention: Data & Services Management,
P.O. Box 3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-
544-5000, extension 1, fax 206-766-5680; e-mail me.boecom@boeing.com;
Internet https:[sol][sol]www.myboeingfleet.com. You may review copies
of the referenced service information at the FAA, Transport Airplane
Directorate, 1601 Lind Avenue, SW., Renton, Washington. For information
on the availability of this material at the FAA, call 425-227-1221.
Examining the AD Docket
You may examine the AD docket on the Internet at
http:[sol][sol]www.regulations.gov; or in person at the Docket
Management Facility 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 Office
[[Page 16580]]
(phone: 800-647-5527) is in the ADDRESSES section. Comments will be
available in the AD docket shortly after receipt.
FOR FURTHER INFORMATION CONTACT: Jeffrey W. Palmer, Aerospace Engineer,
Systems and Equipment Branch, ANM-130S, FAA, Seattle Aircraft
Certification Office, 1601 Lind Avenue, SW., Renton, Washington 98057-
3356; phone: (425) 917-6472; fax: (425) 917-6590; e-mail:
jeffrey.w.palmer@faa.gov.
SUPPLEMENTARY INFORMATION:
Comments Invited
We invite you to send any written relevant data, views, or
arguments about this proposal. Send your comments to an address listed
under the ADDRESSES section. Include ``Docket No. FAA-2011-0258;
Directorate Identifier 2010-NM-191-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 because of those comments.
We will post all comments we receive, without change, to
http:[sol][sol]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
The Model 737 airplanes cabin altitude warning is an intermittent
horn that sounds when cabin altitude exceeds 10,000 feet. The same
intermittent warning horn sound is used by the takeoff configuration
warning system (TCWS) to warn of an unsafe airplane configuration for
takeoff. The TCWS warning functionality is inhibited by air/ground
logic when the airplane is in flight. However, the Model 737 airplane's
cabin altitude warning system design does not currently incorporate a
dedicated means of positively identifying the warning horn as a cabin
altitude warning or a takeoff configuration warning. There are
approximately 25 known instances where flightcrews misinterpreted a
valid cabin altitude warning as a takeoff configuration warning.
Failure of the flightcrew to recognize and react to a valid cabin
altitude warning horn could result in incapacitation of the flightcrew
due to hypoxia (lack of oxygen in the body), and consequent loss of
control of the airplane. To address this unsafe condition, we issued
the following ADs.
On July 7, 2003, we issued related AD 2003-14-08, Amendment 39-
13227 (68 FR 41519, July 14, 2003). That AD applies to all Boeing Model
737-600, 737-700, 737-700C, 737-800, 737-900, 757, and 767 series
airplanes. That AD requires revising the airplane flight manual (AFM)
to advise the flightcrew to don oxygen masks as a first and immediate
step when a cabin altitude warning occurs.
On June 15, 2006, we issued related AD 2006-13-13, Amendment 39-
14666 (71 FR 35781, June 22, 2006). (A correction of that AD was
published in the Federal Register on July 3, 2006 (71 FR 37980).) That
AD applies to all Model 737 airplanes. That AD requires revising the
AFM to advise the flightcrew of improved procedures for pre-flight
setup of the cabin pressurization system, as well as improved
procedures for interpreting and responding to the cabin altitude/
configuration warning horn. That AD resulted from reports that
airplanes had failed to pressurize, and that the flightcrews failed to
react properly to the cabin altitude warning horn.
On October 24, 2008, we issued related AD 2008-23-07, Amendment 39-
15728 (73 FR 66512, November 10, 2008), for all Model 737 airplanes.
That AD requires revising the AFM to include a new flightcrew briefing
that must be done before the first flight of the day and following any
change in flightcrew members, and to advise the flightcrew of this
additional briefing. That AD resulted from continuing reports that
flightcrews have failed to recognize and react properly to the cabin
altitude warning horn.
The preambles to AD 2006-13-13 and AD 2008-23-07 explain that the
revisions to the AFM required by those ADs are considered to be interim
action. The manufacturer had advised us that it was developing a design
change in the cabin altitude warning system that would address the
identified unsafe condition(s), and that once this design change was
developed, approved, and available, the FAA might consider additional
rulemaking. The manufacturer now has developed such a modification, and
we have determined that further rulemaking is necessary; this proposed
AD follows from that determination. We can better ensure long-term
continued operational safety by modifications or design changes to
remove the source of the problem, rather than by AFM revisions alone.
Relevant Service Information
We reviewed Boeing Alert Service Bulletin 737-31A1332, Revision 1,
dated June 24, 2010. The service information describes procedures for
installing two warning level indicator lights on each of the P1-3 and
P3-1 instrument panels in the flight compartment. The installation
includes installing a new circuit breaker and changing certain wire
bundles.
FAA's Determination
We are proposing this AD because we evaluated all the relevant
information and determined the unsafe condition described previously is
likely to exist or develop in other products of the same type design.
Proposed AD Requirements
This proposed AD would require accomplishing the actions specified
in the service information described previously, except as discussed
under ``Difference Between the Proposed AD and the Service
Information.'' The proposed AD would also require revising the
Limitations Section of the AFM to remove certain requirements of
previous AD actions, and to advise the flightcrew of the following
changes: Revised non-normal procedures to use when a cabin altitude
warning or rapid depressurization occurs, and revised cabin
pressurization procedures for normal operations.
Difference Between the Proposed AD and the Service Information
The effectivity in Boeing Alert Service Bulletin 737-31A1332,
Revision 1, dated June 24, 2010, identifies Model 737-600, -700, -700C,
-800, -900, and -900ER series airplanes; however, it does not include
all applicable serial numbers for airplanes that are subject to the
identified unsafe condition. The actions for Group 1 airplanes, as
specified in this service bulletin, must be done on additional
airplanes, as identified in the applicability of this proposed AD.
Groups 8 through 21 airplanes are also included in the effectivity
of the service bulletin; however, the actions required by this proposed
AD would affect only Groups 1 through 7 airplanes. Therefore,
concurrent actions, which specify installing a new P5-16 cabin altitude
and rate of climb panel and cabin altitude and differential pressure
indicator, would not be required by this proposed AD.
Costs of Compliance
We estimate that this proposed AD would affect 650 airplanes of
U.S. registry. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
[[Page 16581]]
Table--Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Action Work hours Average labor rate Parts Cost per product registered Fleet cost
per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Installation of warning Between 31 and 64. $85 Between $2,132 and Between $4,767 and 650 Between $3,098,550
indicator lights. $3,192. $8,632. and $5,610,800.
AFM revision.................... 2................. 85 $0................ $170.............. 650 $110,500.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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),
(3) Will not affect intrastate aviation in Alaska, and
(4) 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.
List of Subjects in 14 CFR Part 39
Air transportation, Aircraft, Aviation safety, Incorporation by
reference, 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.
Sec. 39.13 [Amended]
2. The FAA amends Sec. 39.13 by adding the following new
airworthiness directive (AD): Docket No. FAA-2011-0258; Directorate
Identifier 2010-NM-191-AD.
Comments Due Date
(a) We must receive comments by May 9, 2011.
Affected ADs
(b) This AD affects the ADs identified in paragraphs (b)(1),
(b)(2), and (b)(3) of this AD. This AD does not supersede the
requirements of these ADs.
(1) AD 2003-14-08, Amendment 39-13227.
(2) AD 2006-13-13, Amendment 39-14666.
(3) AD 2008-23-07, Amendment 39-15728.
Applicability
(c) This AD applies to The Boeing Company Model 737-600, -700, -
700C, -800, -900, and -900ER series airplanes, Groups 1 through 7
airplanes, certificated in any category; identified in Boeing Alert
Service Bulletin 737-31A1332, Revision 1, dated June 24, 2010; or
having any serial number identified in table 1 of this AD.
Table 1--Serial Numbers
------------------------------------------------------------------------
-------------------------------------------------------------------------
Serial Numbers
22940.
33546 through 33582 inclusive.
33717 through 33719 inclusive.
33758 through 33759 inclusive.
33794 through 33797 inclusive.
33804 through 33822 inclusive.
------------------------------------------------------------------------
Subject
(d) Air Transport Association (ATA) of America Code 31,
Instruments.
Unsafe Condition
(e) This AD was prompted by a design change in the cabin altitude
warning system that would address the identified unsafe condition. The
Federal Aviation Administration is issuing this AD to prevent failure
of the flightcrew to recognize and react to a valid cabin altitude
warning horn, which could result in incapacitation of the flightcrew
due to hypoxia (lack of oxygen in the body) and consequent loss of
control of the airplane.
Compliance
(f) Comply with this AD within the compliance times specified,
unless already done.
Installation
(g) For Groups 1 through 7 airplanes, as identified in Boeing Alert
Service Bulletin 737-31A1332, Revision 1, dated June 24, 2010; and
airplanes having any serial number identified in table 1 of this AD:
Within 36 months after the effective date of this AD, install two
warning level indicator lights on each of the P1-3 and P3-1 instrument
panels in the flight compartment, in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-31A1332, Revision 1,
dated June 24, 2010. The actions required for Group 1 airplanes also
apply to the airplanes identified in table 1 of this AD.
Airplane Flight Manual (AFM) Revisions
(h) Before further flight after doing the installation required by
paragraph (g) of this AD, do the actions specified in paragraphs
(h)(1), (h)(2), and (h)(3) of this AD.
(1) Revise the Limitations Section of the applicable Boeing 737 AFM
by doing the following action: Delete the ``CABIN ALTITUDE WARNING
TAKEOFF BRIEFING'' added by AD 2008-23-07, Amendment 39-15728.
(2) Revise the Non-Normal Procedures Section of the applicable
Boeing 737
[[Page 16582]]
AFM by doing the actions specified in paragraphs (h)(2)(i), (h)(2)(ii),
(h)(2)(iii), and (h)(2)(iv) of this AD.
(i) Delete the procedure ``WARNING HORN--CABIN ALTITUDE OR
CONFIGURATION'' added by AD 2006-13-13, Amendment 39-14666. If the
title of this procedure has been changed according to FAA alternative
method of compliance (AMOC) letter 130S-09-134a, dated April 28, 2009,
delete the procedure that was approved according to this AMOC letter.
(ii) Delete the procedure entitled ``CABIN ALTITUDE WARNING OR
RAPID DEPRESSURIZATION'' added by AD 2003-14-08, Amendment 39-13227.
(iii) If the procedure entitled ``CABIN ALTITUDE (Airplanes with
the CABIN ALTITUDE lights installed)'' is currently contained in the
applicable Boeing 737 AFM, delete the procedure entitled ``CABIN
ALTITUDE (Airplanes with the CABIN ALTITUDE lights installed).''
(iv) Add the following statement. This may be done by inserting a
copy of this AD into the applicable AFM.
``CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION
Condition: The CABIN ALTITUDE warning light illuminates or the
intermittent warning horn sounds in flight above 10,000 ft MSL.
RECALL
Oxygen Masks and Regulators.................. ON, 100%.
Crew Communications.......................... ESTABLISH.
REFERENCE
Pressurization Mode Selector................. MANUAL.
Outflow Valve Switch......................... CLOSE.
If Cabin Altitude is uncontrollable:
Emergency Descent (If Required).............. INITIATE.
Passenger Oxygen Switch...................... ON.
Thrust Levers................................ CLOSE.
Speed Brakes................................. FLIGHT DETENT.
Target Speed................................ VMO/MMO.''
(3) Revise the Normal Procedures Section of the applicable Boeing
737 AFM by doing the actions specified in paragraphs (h)(3)(i) and
(h)(3)(ii) of this AD.
(i) Delete the ``CABIN ALTITUDE WARNING TAKEOFF BRIEFING''
procedure added by AD 2008-23-07.
(ii) Add the following statement. This may be done by inserting a
copy of this AD into the applicable AFM.
``For normal operations, the pressurization mode selector should
be in AUTO prior to takeoff.
Note 1: When statements identical to those specified in
paragraphs (h)(2)(iv) and (h)(3)(ii) of this AD have been included
in the general revisions of the AFM, the general revisions may be
inserted into the AFM, and the copies of this AD may be removed from
the AFM.
Terminating Action for Affected ADs
(i) Accomplishment of the requirements of this AD terminates the
requirements of the ADs identified in paragraphs (i)(1), (i)(2), and
(i)(3) of this AD for only the airplanes identified in paragraph (c) of
this AD.
(1) AD 2003-14-08: The requirements specified in Table 1 and Figure
1 of that AD.
(2) AD 2008-23-07: All requirements of that AD.
(3) AD 2006-13-13: All requirements of that AD.
Special Flight Permit
(j) Special flight permits, as described in Section 21.197 and
Section 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and
21.199), are not allowed.
Alternative Methods of Compliance (AMOCs)
(k)(1) The Manager, Seattle ACO, FAA, has the authority to approve
AMOCs for this AD, if requested using the procedures found in 14 CFR
39.19. In accordance with 14 CFR 39.19, send your request to your
principal inspector or local Flight Standards District Office, as
appropriate. If sending information directly to the manager of the ACO,
send it to the attention of the person identified in the Related
Information section of this AD. Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
(2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager of
the local flight standards district office/certificate holding district
office.
Related Information
(l) For more information about this AD, contact Jeffrey W. Palmer,
Aerospace Engineer, Systems and Equipment Branch, ANM-130S, FAA,
Seattle Aircraft Certification Office, 1601 Lind Avenue, SW., Renton,
Washington 98057-3356; phone: (425) 917-6472; fax: (425) 917-6590; e-
mail: jeffrey.w.palmer@faa.gov.
(m) For service information identified in this AD, contact Boeing
Commercial Airplanes, Attention: Data & Services Management, P.O. Box
3707, MC 2H-65, Seattle, Washington 98124-2207; telephone 206-544-5000,
extension 1, fax 206-766-5680; e-mail me.boecom@boeing.com; Internet
https://www.myboeingfleet.com. You may review copies of the referenced
service information at the FAA, Transport Airplane Directorate, the
FAA, 1601 Lind Avenue, SW., Renton, Washington. For information on the
availability of this material at the FAA, call 425-227-1221.
Issued in Renton, Washington, on March 14, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2011-6931 Filed 3-23-11; 8:45 am]
BILLING CODE 4910-13-P
