Airworthiness Directives; The Boeing Company, 51724-51729 [2012-20880]
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(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.
DEPARTMENT OF TRANSPORTATION
List of Subjects in 14 CFR Part 39
RIN 2120–AA64
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
Airworthiness Directives; The Boeing
Company
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.
[Amended]
2. The FAA amends § 39.13 by
removing airworthiness directive (AD)
2008–06–03, Amendment 39–15415 (73
FR 13081, March 12, 2008), and adding
the following new AD:
The Boeing Company: Docket No. FAA–
2012–0859; Directorate Identifier 2012–
NM–090–AD.
Comments Due Date
(a) The FAA must receive comments on
this AD action by October 11, 2012.
Affected ADs
(b) This action rescinds AD 2008–06–03,
Amendment 39–15415 (73 FR 13081, March
12, 2008).
Applicability
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(c) This action applies to The Boeing
Company Model 737–600, –700, –700C, –800
and –900 series airplanes; and Model 757–
200, –200PF, –200CB, and –300 series
airplanes; certificated in any category; as
identified in Boeing Alert Service Bulletins
737–28A1207, dated February 15, 2007, and
757–28A0088, dated January 25, 2007.
Issued in Renton, Washington, on August
17, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–20968 Filed 8–24–12; 8:45 am]
BILLING CODE 4910–13–P
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15:06 Aug 24, 2012
14 CFR Part 39
[Docket No. FAA–2011–0258; Directorate
Identifier 2010–NM–191–AD]
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (NPRM);
reopening of comment period.
AGENCY:
The Proposed Amendment
§ 39.13
Federal Aviation Administration
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We are revising an earlier
proposed airworthiness directive (AD)
for certain The Boeing Company Model
737–600, –700, –700C, –800, –900, and
–900ER series airplanes. That NPRM
proposed to require, for certain
airplanes, installing two warning level
indicator lights on each of the P1–3 and
P3–1 instrument panels in the flight
compartment. That NPRM also
proposed to 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. That
NPRM was prompted by a design
change in the cabin altitude warning
system that would address the
identified unsafe condition. This action
revises that NPRM by adding airplanes
to the applicability; adding airplanes to
the installation requirement, including,
for certain airplanes, replacing the
existing P5–16 and P5–10 panels; and,
for certain airplanes, replacing the basic
P5–16 panel with a high altitude
landing P5–16 panel. We are proposing
this supplemental NPRM 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. Since these actions impose an
additional burden over that proposed in
the NPRM, we are reopening the
comment period to allow the public the
chance to comment on these proposed
changes.
DATES: We must receive comments on
this supplemental NPRM by October 11,
2012.
ADDRESSES: You may send comments,
using the procedures found in 14 CFR
SUMMARY:
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11.43 and 11.45, 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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC 20590, 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; 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
(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; email:
jeffrey.w.palmer@faa.gov.
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–2011–0258; Directorate Identifier
2010–NM–191–AD’’ at the beginning of
your comments. We specifically invite
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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
We issued an NPRM to amend 14 CFR
part 39 to include an AD that would
apply to certain The Boeing Company
Model 737–600, –700, –700C, –800,
–900, and –900ER series airplanes. That
NPRM published in the Federal
Register on March 24, 2011 (76 FR
16579). That NPRM proposed to require
installing two warning level indicator
lights on each of the P1–3 and P3–1
instrument panels in the flight
compartment. That NPRM also
proposed to 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.
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Actions Since Previous NPRM (76 FR
16579, March 24, 2011) Was Issued
Since we issued the previous NPRM
(76 FR 16579, March 24, 2011), we have
determined that additional airplanes are
affected by the identified unsafe
condition, the installation of two
warning level indicator lights must be
done on additional airplanes (i.e.,
airplanes with the high altitude landing
configuration of the cabin altitude
warning system), and for certain
airplanes, a replacement of the basic
P5–16 panel with a high altitude
landing P5–16 panel must be done. And
for certain other airplanes replacement
of the existing P5–16 and P5–10 panels
must be done.
Revised Service Information
We have reviewed Boeing Alert
Service Bulletin 737–31A1332, Revision
3, dated March 28, 2012. The previous
NPRM (76 FR 16579, March 24, 2011),
referred to Boeing Alert Service Bulletin
737–31A1332, Revision 1, dated June
24, 2010, as the appropriate source of
service information for doing the
proposed actions. Boeing has revised
this service information to add airplanes
to the effectivity (including the
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airplanes that were identified in table 1
of the previous NPRM) and clarify
certain actions and figures. We have
changed paragraph (c) of this
supplemental NPRM to refer to the
airplanes identified in Boeing Alert
Service Bulletin 737–31A1332, Revision
3, dated March 28, 2012. We have also
included Revision 3 as the appropriate
source of service information for
accomplishing the required actions of
this supplemental NPRM. We have also
included credit for actions
accomplished using Boeing Alert
Service Bulletin 737–31A1332, Revision
1, dated June 24, 2010; or Boeing Alert
Service Bulletin 737–31A1332, Revision
2, dated August 18, 2011; provided
certain actions have been done on
certain airplanes.
Boeing Alert Service Bulletin 737–
31A1332, Revision 3, dated March 28,
2012, includes concurrent
accomplishment of Boeing Service
Bulletin 737–21–1171, dated February
12, 2009, for certain airplanes. Boeing
Service Bulletin 737–21–1171, dated
February 12, 2009, describes procedures
for replacing the basic P5–16 panel with
a high altitude landing P5–16 panel.
Related Rulemaking
On August 7, 2009, we issued AD
2009–16–07, Amendment 39–15990 (74
FR 41607, August 18, 2009), for certain
Model 737–600, –700, –700C, –800, and
–900 series airplanes. That AD requires
replacing brackets that hold the P5
panel to the airplane structure, the
standby compass bracket assembly, the
generator drive and standby power
module, and the air conditioning
module. That AD also requires among
other actions, inspecting for wire length
and for damage of the connectors and
the wire bundles and doing applicable
corrective actions if necessary. That AD
also requires an additional operational
test of the P5–14 panel.
For airplanes on which the
modification specified in Boeing Alert
Service Bulletin 737–31A1332, Revision
1, dated June 24, 2010; or Boeing Alert
Service Bulletin 737–31A1332, Revision
2, dated August 18, 2011; was done,
those actions could result in noncompliance with the actions required by
AD 2009–16–07, Amendment 39–15990
(74 FR 41607, August 18, 2009). For
airplanes on which the modification in
Boeing Alert Service Bulletin 737–
31A1332, Revision 3, dated March 28,
2012, was done, those actions comply
with the actions required by AD 2009–
16–07. In light of these factors, operators
should ensure compliance with AD
2009–16–07.
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Comments
We gave the public the opportunity to
comment on the previous NPRM (76 FR
16579, March 24, 2011). The following
presents the comments received on the
NPRM and the FAA’s response to each
comment.
Support for NPRM (76 FR 16579,
March 24, 2011)
Air Line Pilot’s Association
International supports the previous
NPRM (76 FR 16579, March 24, 2011).
Request To Extend Compliance Time
American Airlines (AAL) stated that it
started a program for accomplishing the
actions specified in Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010. AAL added that
adoption of a 36-month accomplishment
schedule will result in six airplanes on
which the actions cannot be completed
during its normal heavy maintenance
schedule; therefore, a special highercost visit will have to be scheduled for
those airplanes. AAL noted that the
current flight manual procedures will
remain in place until all airplanes are
modified. We infer that AAL is asking
that the compliance time be extended to
coincide with its normal heavy
maintenance schedule.
We partially agree with the
commenter.
We agree with the commenter’s
intention to keep its current flight
manual procedures in place until all
airplanes in its fleet have been
modified. This will maintain
continuous standardization of operating
procedures across the operator’s fleet,
allowing operation of all airplanes in its
fleet under one common set of operating
procedures at all times. Since the
previous NPRM (76 FR 16579, March
24, 2011) proposed to require airplane
flight manual changes before further
flight after accomplishing the required
airplane modification, increasing the
compliance time requirement for the
airplane flight manual changes is
necessary in order to allow operators the
ability to provide this standardization of
operating procedures. We have
determined that since all airplanes are
required to be modified within 36
months, those airplanes must also have
the required airplane flight manual
changes incorporated within the same
time frame, but not before the required
airplane modifications have been
accomplished. We have increased the
compliance time for the airplane flight
manual revision required by paragraph
(j) of this supplemental NPRM to within
36 months after the effective date of this
AD and after doing the airplane
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modifications required by paragraph (g)
of this AD.
We do not agree to increase the
compliance time for the modification.
We acknowledge that in some cases it
may be necessary to accomplish AD
requirements outside of normal
maintenance schedules and that
additional cost can be incurred.
However, we performed a risk
assessment which indicates that a 36month compliance time for
accomplishing the modification is the
longest acceptable compliance time
allowed, in order to provide continued
operational safety. In developing an
appropriate compliance time, we
considered the safety implications and
normal maintenance schedules for
timely accomplishment of the actions.
In light of this, we have determined that
a 36-month interval is appropriate.
Under the provisions of paragraph
(m)(1) of the supplemental NPRM, we
will consider requests for approval of an
extension of the compliance time if
sufficient data are submitted to
substantiate that the extension would
provide an acceptable level of safety.
We have made no change to the
compliance time requirement in
paragraph (g) of the supplemental
NPRM.
Delta Airlines (DAL) asked that the
previous NPRM (76 FR 16579, March
24, 2011) include a provision specifying
that airplanes on which Boeing Alert
Service Bulletin 737–31A1332, dated
January 7, 2010, has been done are in
compliance with the proposed
requirements. DAL stated that Boeing
Alert Service Bulletin 737–31A1332,
Revision 1, dated June 24, 2010,
indicates that no more work is necessary
on airplanes changed in accordance
with the original issue of that service
bulletin. DAL added that although it has
not done the actions in Boeing Alert
Service Bulletin 737–31A1332, dated
January 7, 2010, there may be other
operators that have. DAL suggested that
the previous NPRM include a paragraph
to address those airplanes.
We do not agree with the commenter.
Boeing Alert Service Bulletin 737–
31A1332, dated January 7, 2010, was
only approved for use on one airplane
to validate the Accomplishment
Instructions. That validation revealed
that extensive corrections to the
instructions were necessary to
accomplish the modification; therefore,
it did not receive FAA approval for
fleetwide use. In light of this, no credit
is allowed for prior accomplishment of
the actions required by this
supplemental NPRM using Boeing Alert
Service Bulletin 737–31A1332, dated
January 7, 2010. If any operators
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incorporated the actions specified in
Boeing Alert Service Bulletin 737–
31A1332, dated January 7, 2010,
affected operators may request an
alternative method of compliance
(AMOC) under the provisions of
paragraph (m)(1) of this supplemental
NPRM by submitting data substantiating
that the change would provide an
acceptable level of safety. We have not
changed the supplemental NPRM in this
regard.
Request To Clarify Certain Notes in the
Service Information
DAL asked that we clarify the
instructions in certain notes specified in
Boeing Alert Service Bulletin 737–
31A1332, Revision 1, dated June 24,
2010. DAL stated that paragraph (g) of
the previous NPRM (76 FR 16579,
March 24, 2011) requires operators to
install warning level indicator lights in
accordance with the Accomplishment
Instructions of Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010. DAL added that
Figure 1, Note (b), and Figure 2, Note (b)
of that service bulletin specify that
operators can get the new part by
reworking the existing part; Figure 3,
Notes (a) and (b) also specify reworking
the panels. DAL noted that these figures
specify that the rework is done by using
the procedures in the referenced BAE
Systems service bulletins. DAL added
that Figure 1, Note (b) states ‘‘You can
get the new part by reworking the
existing part as given in BAE Systems
SB 233A2221–31–01, BAE Systems SB
233A2221–31–02, and BAE Systems SB
233A2221–31–03.’’ DAL stated that
rework of the panel in accordance with
only one of the three BAE Systems
service bulletins is required, based on
the number of the panel to be modified.
DAL noted that it is not possible to
accomplish all three of the BAE Systems
service bulletins on one panel since
each service bulletin is applicable to a
unique set of part numbers.
We do not agree with the commenter.
The manufacturer has not identified the
dash level of the part numbers in the
subject notes of the referenced figures
specified in Boeing Alert Service
Bulletin 737–31A1332, Revision 1,
dated June 24, 2010. The intent of the
notes is to allow rework of the
applicable dash number part according
to the applicable BAE component
service bulletin, not by using all three
BAE component service bulletins. We
have made no change to the
supplemental NPRM in this regard.
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Request To Clarify Component
Maintenance Manual (CMM) Reference
DAL asked that we clarify the CMM
reference specified in paragraph 1.K.
‘‘Publications Affected’’ of Boeing Alert
Service Bulletin 737–31A1332, Revision
1, dated June 24, 2010. DAL stated that
this section refers to CMM 31–53;
however, the correct references should
be CMM 31–11–30 and CMM 31–11–59.
DAL notified Boeing of this
discrepancy; Boeing agreed that the
reference in this service bulletin is
incorrect and indicated that it would be
corrected in a future revision.
We acknowledge the commenter’s
concern; however, the list of
publications does not affect the actions
required by the AD. In addition, Boeing
Alert Service Bulletin 737–31A1332,
Revision 3, dated March 28, 2012,
changed note (c) in Figures 1 and 2 to
provide the correct BAE Systems CMM
references. We have made no change to
the supplemental NPRM in this regard.
Request To Include Contact
Information for BAE Systems
DAL asked that we include contact
information in the AD so operators can
obtain the applicable BAE Systems
service bulletins referenced in Boeing
Alert Service Bulletin 737–31A1332,
Revision 1, dated June 24, 2010, for
reworking the existing part. DAL noted
that the BAE service bulletins contain
procedures for reworking the existing
P1–3 and P3–1 panels. DAL added that
paragraph (m) of the previous NPRM (76
FR 16579, March 24, 2011) identifies
Boeing contact information, but does
not include BAE Systems contact
information.
We do not agree with the commenter.
The BAE Systems service bulletins are
not referred to in this supplemental
NPRM; therefore, the BAE Systems
contact information is not included.
Operators should contact Boeing for any
additional documents referred to in
Boeing Alert Service Bulletin 737–
31A1332, Revision 1, dated June 24,
2010; Revision 2, dated August 18,
2011, or Revision 3, dated March 28,
2012. We have made no change to the
supplemental NPRM in this regard.
Request To Remove Certain Language
in the Limitations Section of the AFM
Boeing asked that we change
paragraph (h)(3)(ii) of the previous
NPRM (76 FR 16579, March 24, 2011),
paragraph (j)(3)(ii) of this supplemental
NPRM, to remove the language ‘‘For
normal operations, the pressurization
mode selector should be in AUTO prior
to takeoff.’’ Boeing stated that this step
is already included in the Boeing Flight
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Crew Operations Manual Preflight
Checklist for the First Officer.
We do not agree with the commenter.
We find that there is relevant accident
history associated with incorrect setting
of this specific switch; therefore,
continued emphasis on the proper
positioning of the switch prior to takeoff
is required in the airplane flight manual.
We have made no change to the
supplemental NPRM in this regard.
Request To Increase Work-Hours
AAL asked that we increase the work
hours specified in the previous NPRM
(76 FR 16579, March 24, 2011). AAL
stated that an evaluation of the
referenced service information on its
prototype airplane resulted in a workhour requirement of 2.5 times greater
than the 64 hours specified in the
previous NPRM. AAL added that a
better estimate for completing the entire
modification would be 140 work-hours.
We do not agree with the commenter.
The cost information in this
supplemental NPRM describes only the
direct costs of the specific required
actions. Based on the best data
available, the manufacturer provided
the number of work hours necessary to
do the required actions. This number
represents the time necessary to perform
only the actions actually required by
this supplemental NPRM. We recognize
that, in doing the actions required by an
AD, operators might incur incidental
costs in addition to the direct costs. But
the cost analysis in AD rulemaking
actions typically does not include
incidental costs such as the time
necessary for planning, airplane down
time, or time necessitated by other
administrative actions. Those incidental
costs, which might vary significantly
among operators, are almost impossible
to calculate. We have made no change
to the supplemental NPRM in this
regard.
FAA’s Determination
We are proposing this supplemental
NPRM 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. Certain changes described above
expand the scope of the original NPRM
(76 FR 16579, March 24, 2011). 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
supplemental NPRM.
Proposed Requirements of the
Supplemental NPRM
This supplemental NPRM would
require accomplishing the actions
specified in the service information
described previously.
Costs of Compliance
We estimate that this proposed AD
would affect 870 airplanes of U.S.
registry. The following table provides
the estimated costs for U.S. operators to
comply with this proposed AD.
TABLE—ESTIMATED COSTS
Action
Work hours
Average labor
rate per hour
Installation of warnBetween 34 and 84
ing indicator lights.
AFM revision ..........
$85
2 .............................
85
Cost per product
Between $5,062
and $12,378.
870
$0 ...........................
$170 .......................
870
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
List of Subjects in 14 CFR Part 39
We determined that this proposed AD
would not have federalism implications
under Executive Order 13132. This
Air transportation, Aircraft, Aviation
safety, Incorporation by reference,
Safety.
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Number of
U.S.-registered
airplanes
Between $2,172
and $5,238.
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.
Authority for This Rulemaking
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Fleet cost
Between
$4,403,940 and
$10,768,860.
$147,900.
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 airworthiness
directive (AD):
The Boeing Company: Docket No. FAA–
2011–0258; Directorate Identifier 2010–
NM–191–AD.
(a) Comments Due Date
We must receive comments by October 11,
2012.
(b) Affected ADs
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.
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(1) AD 2003–14–08, Amendment 39–13227
(68 FR 41519, July 14, 2003).
(2) AD 2006–13–13, Amendment 39–14666
(71 FR 35781, June 22, 2006).
(3) AD 2008–23–07, Amendment 39–15728
(73 FR 66512, November 10, 2008).
(c) Applicability
This AD applies to The Boeing Company
Model 737–600, –700, –700C, –800, –900,
and –900ER series airplanes, certificated in
any category; identified in Boeing Alert
Service Bulletin 737–31A1332, Revision 3,
dated March 28, 2012.
(d) Subject
Air Transport Association (ATA) of
America Code 31, Instruments.
(e) Unsafe Condition
This AD was prompted by a design change
in the cabin altitude warning system that
would address the identified unsafe
condition. We are 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.
(f) Compliance
Comply with this AD within the
compliance times specified, unless already
done.
(g) Installation
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, and as applicable, replace the
existing P5–16 and P5–10 panels, in
accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin
737–31A1332, Revision 3, dated March 28,
2012.
(h) Concurrent Requirements
For Group 21, Configuration 2 airplanes, as
identified in Boeing Alert Service Bulletin
737–31A1332, Revision 3, dated March 28,
2012: Prior to or concurrently with doing the
actions required by paragraph (g) of this AD,
replace the basic P5–16 panel with a high
altitude landing P5–16 panel, in accordance
with the Accomplishment Instructions of
Boeing Service Bulletin 737–21–1171, dated
February 12, 2009.
(i) Credit for Previous Actions
(1) For Group 1 airplanes identified in
Boeing Alert Service Bulletin 737–31A1332,
Revision 1, dated June 24, 2010; except
Groups 24, 25, and 27 through 33 airplanes
identified in Boeing Alert Service Bulletin
737–31A1332, Revision 3, dated March 28,
2012: This paragraph provides credit for the
corresponding actions required by paragraph
(g) of this AD if those actions were performed
before the effective date of this AD using
Boeing Alert Service Bulletin 737–31A1332,
Revision 1, dated June 24, 2010, which is not
incorporated by reference.
(2) For airplanes identified in Boeing Alert
Service Bulletin 737–31A1332, Revision 2,
dated August 18, 2011; except airplanes
identified in paragraph (i)(3) of this AD and
Groups 24, 25, and 27 through 33 airplanes
identified in Boeing Alert Service Bulletin
737–31A1332, Revision 3, dated March 28,
2012: This paragraph provides credit for the
corresponding actions required by paragraph
(g) of this AD if those actions were performed
before the effective date of this AD using
Boeing Alert Service Bulletin 737–31A1332,
Revision 2, dated August 18, 2011, which is
not incorporated by reference.
(3) For Group 21, Configuration 2 airplanes
identified in Boeing Alert Service Bulletin
737–31A1332, Revision 3, dated March 28,
2012: This paragraph provides credit for the
corresponding actions required by paragraph
(g) of this AD if those actions were performed
before the effective date of this AD using
Boeing Alert Service Bulletin 737–31A1332,
Revision 2, dated August 18, 2011, which is
not incorporated by reference; and provided
that Boeing Service Bulletin 737–21–1171,
dated February 12, 2009, was accomplished
prior to or concurrently with the actions in
Boeing Alert Service Bulletin 737–31A1332,
Revision 2, dated August 18, 2011.
(j) Airplane Flight Manual (AFM) Revisions
Within 36 months after the effective date
of this AD, and after doing the installation
required by paragraph (g) of this AD, do the
actions specified in paragraphs (j)(1), (j)(2),
and (j)(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 (73 FR 66512,
November 10, 2008).
(2) Revise the Non-Normal Procedures
Section of the applicable Boeing 737 AFM by
doing the actions specified in paragraphs
(j)(2)(i), (j)(2)(ii), (j)(2)(iii), and (j)(2)(iv) of
this AD.
(i) Delete the procedure titled ‘‘WARNING
HORN—CABIN ALTITUDE OR
CONFIGURATION’’ added by AD 2006–13–
13, Amendment 39–14666 (71 FR 35781,
June 22, 2006). 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 titled ‘‘CABIN
ALTITUDE WARNING OR RAPID
DEPRESSURIZATION’’ added by AD 2003–
14–08, Amendment 39–13227 (68 FR 41519,
July 14, 2003).
(iii) If the procedure titled ‘‘CABIN
ALTITUDE (Airplanes with the CABIN
ALTITUDE lights installed)’’ is currently
contained in the applicable Boeing 737 AFM,
delete the procedure titled ‘‘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.
pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
RECALL
Oxygen Masks and Regulators .............................................................................................................................................
Crew Communications .........................................................................................................................................................
REFERENCE
Pressurization Mode Selector ...............................................................................................................................................
Outflow Valve Switch ..........................................................................................................................................................
If Cabin Altitude is uncontrollable:
Emergency Descent (If Required) .........................................................................................................................................
Passenger Oxygen Switch .....................................................................................................................................................
Thrust Levers ........................................................................................................................................................................
Speed Brakes .........................................................................................................................................................................
Target Speed .........................................................................................................................................................................
Note 1 to paragraphs (j)(2)(iv) and (j)(3)(ii)
of this AD: When statements identical to
those specified in paragraphs (j)(2)(iv) and
(j)(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.
(3) Revise the Normal Procedures Section
of the applicable Boeing 737 AFM by doing
VerDate Mar<15>2010
15:06 Aug 24, 2012
Jkt 226001
the actions specified in paragraphs (j)(3)(i)
and (j)(3)(ii) of this AD.
(i) Delete the procedure titled ‘‘CABIN
ALTITUDE WARNING TAKEOFF
BRIEFING’’ procedure added by AD 2008–
23–07, Amendment 39–15728 (73 FR 66512,
November 10, 2008).
(ii) Add the following statement. This may
be done by inserting a copy of this AD into
the applicable AFM.
PO 00000
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Fmt 4702
Sfmt 4702
ON, 100%
ESTABLISH
MANUAL
CLOSE
INITIATE
ON
CLOSE
FLIGHT DETENT
MO/MMO’’
For normal operations, the pressurization
mode selector should be in AUTO prior to
takeoff.
(k) Terminating Action for Affected ADs
Accomplishing the requirements of this AD
terminates the requirements of the ADs
identified in paragraphs (k)(1), (k)(2), and
(k)(3) of this AD for only the airplanes
identified in paragraph (c) of this AD.
E:\FR\FM\27AUP1.SGM
27AUP1
Federal Register / Vol. 77, No. 166 / Monday, August 27, 2012 / Proposed Rules
(1) AD 2003–14–08, Amendment 39–13227
(68 FR 41519, July 14, 2003): The
requirements specified in Table 1 and Figure
1 of that AD.
(2) AD 2006–13–13, Amendment 39–14666
(71 FR 35781, June 22, 2006): All
requirements of that AD.
(3) AD 2008–23–07, Amendment 39–15728
(73 FR 66512, November 10, 2008): All
requirements of that AD.
DEPARTMENT OF TRANSPORTATION
(l) Special Flight Permit
Airworthiness Directives; Airbus
Airplanes
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.
(m) Alternative Methods of Compliance
(AMOCs)
(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 emailed to: 9-ANMSeattle-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.
(n) Related Information
pmangrum on DSK3VPTVN1PROD with PROPOSALS-1
(1) 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; email:
jeffrey.w.palmer@faa.gov.
(2) 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; 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.
Issued in Renton, Washington, on August
10, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate,
Aircraft Certification Service.
[FR Doc. 2012–20880 Filed 8–24–12; 8:45 am]
BILLING CODE 4910–13–P
VerDate Mar<15>2010
15:06 Aug 24, 2012
Jkt 226001
Federal Aviation Administration
14 CFR Part 39
[Docket No. FAA–2012–0810; Directorate
Identifier 2011–NM–195–AD]
RIN 2120–AA64
Federal Aviation
Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking
(NPRM).
AGENCY:
We propose to adopt a new
airworthiness directive (AD) for certain
Airbus Model A330–200, A330–300,
A340–200 and A340–300 series
airplanes. This proposed AD was
prompted by a report that revealed the
wheel axles of the main landing gear
(MLG) were machined with a radius as
small as 0.4 millimeters. This proposed
AD would require replacing the wheel
axle of the MLG with a serviceable part.
We are proposing this AD to prevent
fatigue of the wheel axle of the MLG,
which could adversely affect the
structural integrity of the airplane.
DATES: We must receive comments on
this proposed AD by October 11, 2012.
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: U.S. Department of
Transportation, Docket Operations, M–
30, West Building Ground Floor, Room
W12–140, 1200 New Jersey Avenue SE.,
Washington, DC, between 9 a.m. and 5
p.m., Monday through Friday, except
Federal holidays.
For service information identified in
this proposed AD, contact Airbus SAS—
Airworthiness Office—EAL, 1 Rond
Point Maurice Bellonte, 31707 Blagnac
Cedex, France; telephone +33 5 61 93 36
96; fax +33 5 61 93 45 80; email
airworthiness.A330-A340@airbus.com;
Internet https://www.airbus.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.
SUMMARY:
PO 00000
Frm 00013
Fmt 4702
Sfmt 4702
51729
Examining the AD Docket
You may examine the AD docket on
the Internet at https://
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:
Vladimir Ulyanov, Aerospace Engineer,
International Branch, ANM–116,
Transport Airplane Directorate, FAA,
1601 Lind Avenue SW., Renton,
Washington 98057–3356; telephone
(425) 227–1138; 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–2012–0810; Directorate Identifier
2011–NM–195–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 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 European Aviation Safety Agency
(EASA), which is the Technical Agent
for the Member States of the European
Community, has issued EASA
Airworthiness Directive 2011–0170,
dated September 7, 2011 (referred to
after this as ‘‘the MCAI’’), to correct an
unsafe condition for the specified
products. The MCAI states:
EASA has received a report via Airbus and
Messier-Bugatti-Dowty Ltd, from a
Maintenance repair organisation, concerning
a specific repair, accomplished on certain
MLG wheel axles. Investigations revealed
that the axles have been machined with a
radius as small as 0.4 mm.
This condition, if not corrected, has a
detrimental effect on the fatigue lives of these
parts, possibly affecting the structural
integrity of the aeroplane. Fatigue analyses
were performed, the results of which
E:\FR\FM\27AUP1.SGM
27AUP1
]]>Agencies
[Federal Register Volume 77, Number 166 (Monday, August 27, 2012)]
[Proposed Rules]
[Pages 51724-51729]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2012-20880]
-----------------------------------------------------------------------
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
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (NPRM); reopening of
comment period.
-----------------------------------------------------------------------
SUMMARY: We are revising an earlier proposed airworthiness directive
(AD) for certain The Boeing Company Model 737-600, -700, -700C, -800, -
900, and -900ER series airplanes. That NPRM proposed to require, for
certain airplanes, installing two warning level indicator lights on
each of the P1-3 and P3-1 instrument panels in the flight compartment.
That NPRM also proposed to 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. That
NPRM was prompted by a design change in the cabin altitude warning
system that would address the identified unsafe condition. This action
revises that NPRM by adding airplanes to the applicability; adding
airplanes to the installation requirement, including, for certain
airplanes, replacing the existing P5-16 and P5-10 panels; and, for
certain airplanes, replacing the basic P5-16 panel with a high altitude
landing P5-16 panel. We are proposing this supplemental NPRM 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. Since these actions impose an
additional burden over that proposed in the NPRM, we are reopening the
comment period to allow the public the chance to comment on these
proposed changes.
DATES: We must receive comments on this supplemental NPRM by October
11, 2012.
ADDRESSES: You may send comments, using the procedures found in 14 CFR
11.43 and 11.45, 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: U.S. Department of Transportation, Docket
Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New
Jersey Avenue SE., Washington, DC 20590, 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; 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 (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; email:
jeffrey.w.palmer@faa.gov.
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-2011-0258;
Directorate Identifier 2010-NM-191-AD'' at the beginning of your
comments. We specifically invite
[[Page 51725]]
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
We issued an NPRM to amend 14 CFR part 39 to include an AD that
would apply to certain The Boeing Company Model 737-600, -700, -700C, -
800, -900, and -900ER series airplanes. That NPRM published in the
Federal Register on March 24, 2011 (76 FR 16579). That NPRM proposed to
require installing two warning level indicator lights on each of the
P1-3 and P3-1 instrument panels in the flight compartment. That NPRM
also proposed to 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.
Actions Since Previous NPRM (76 FR 16579, March 24, 2011) Was Issued
Since we issued the previous NPRM (76 FR 16579, March 24, 2011), we
have determined that additional airplanes are affected by the
identified unsafe condition, the installation of two warning level
indicator lights must be done on additional airplanes (i.e., airplanes
with the high altitude landing configuration of the cabin altitude
warning system), and for certain airplanes, a replacement of the basic
P5-16 panel with a high altitude landing P5-16 panel must be done. And
for certain other airplanes replacement of the existing P5-16 and P5-10
panels must be done.
Revised Service Information
We have reviewed Boeing Alert Service Bulletin 737-31A1332,
Revision 3, dated March 28, 2012. The previous NPRM (76 FR 16579, March
24, 2011), referred to Boeing Alert Service Bulletin 737-31A1332,
Revision 1, dated June 24, 2010, as the appropriate source of service
information for doing the proposed actions. Boeing has revised this
service information to add airplanes to the effectivity (including the
airplanes that were identified in table 1 of the previous NPRM) and
clarify certain actions and figures. We have changed paragraph (c) of
this supplemental NPRM to refer to the airplanes identified in Boeing
Alert Service Bulletin 737-31A1332, Revision 3, dated March 28, 2012.
We have also included Revision 3 as the appropriate source of service
information for accomplishing the required actions of this supplemental
NPRM. We have also included credit for actions accomplished using
Boeing Alert Service Bulletin 737-31A1332, Revision 1, dated June 24,
2010; or Boeing Alert Service Bulletin 737-31A1332, Revision 2, dated
August 18, 2011; provided certain actions have been done on certain
airplanes.
Boeing Alert Service Bulletin 737-31A1332, Revision 3, dated March
28, 2012, includes concurrent accomplishment of Boeing Service Bulletin
737-21-1171, dated February 12, 2009, for certain airplanes. Boeing
Service Bulletin 737-21-1171, dated February 12, 2009, describes
procedures for replacing the basic P5-16 panel with a high altitude
landing P5-16 panel.
Related Rulemaking
On August 7, 2009, we issued AD 2009-16-07, Amendment 39-15990 (74
FR 41607, August 18, 2009), for certain Model 737-600, -700, -700C, -
800, and -900 series airplanes. That AD requires replacing brackets
that hold the P5 panel to the airplane structure, the standby compass
bracket assembly, the generator drive and standby power module, and the
air conditioning module. That AD also requires among other actions,
inspecting for wire length and for damage of the connectors and the
wire bundles and doing applicable corrective actions if necessary. That
AD also requires an additional operational test of the P5-14 panel.
For airplanes on which the modification specified in Boeing Alert
Service Bulletin 737-31A1332, Revision 1, dated June 24, 2010; or
Boeing Alert Service Bulletin 737-31A1332, Revision 2, dated August 18,
2011; was done, those actions could result in non-compliance with the
actions required by AD 2009-16-07, Amendment 39-15990 (74 FR 41607,
August 18, 2009). For airplanes on which the modification in Boeing
Alert Service Bulletin 737-31A1332, Revision 3, dated March 28, 2012,
was done, those actions comply with the actions required by AD 2009-16-
07. In light of these factors, operators should ensure compliance with
AD 2009-16-07.
Comments
We gave the public the opportunity to comment on the previous NPRM
(76 FR 16579, March 24, 2011). The following presents the comments
received on the NPRM and the FAA's response to each comment.
Support for NPRM (76 FR 16579, March 24, 2011)
Air Line Pilot's Association International supports the previous
NPRM (76 FR 16579, March 24, 2011).
Request To Extend Compliance Time
American Airlines (AAL) stated that it started a program for
accomplishing the actions specified in Boeing Alert Service Bulletin
737-31A1332, Revision 1, dated June 24, 2010. AAL added that adoption
of a 36-month accomplishment schedule will result in six airplanes on
which the actions cannot be completed during its normal heavy
maintenance schedule; therefore, a special higher-cost visit will have
to be scheduled for those airplanes. AAL noted that the current flight
manual procedures will remain in place until all airplanes are
modified. We infer that AAL is asking that the compliance time be
extended to coincide with its normal heavy maintenance schedule.
We partially agree with the commenter.
We agree with the commenter's intention to keep its current flight
manual procedures in place until all airplanes in its fleet have been
modified. This will maintain continuous standardization of operating
procedures across the operator's fleet, allowing operation of all
airplanes in its fleet under one common set of operating procedures at
all times. Since the previous NPRM (76 FR 16579, March 24, 2011)
proposed to require airplane flight manual changes before further
flight after accomplishing the required airplane modification,
increasing the compliance time requirement for the airplane flight
manual changes is necessary in order to allow operators the ability to
provide this standardization of operating procedures. We have
determined that since all airplanes are required to be modified within
36 months, those airplanes must also have the required airplane flight
manual changes incorporated within the same time frame, but not before
the required airplane modifications have been accomplished. We have
increased the compliance time for the airplane flight manual revision
required by paragraph (j) of this supplemental NPRM to within 36 months
after the effective date of this AD and after doing the airplane
[[Page 51726]]
modifications required by paragraph (g) of this AD.
We do not agree to increase the compliance time for the
modification. We acknowledge that in some cases it may be necessary to
accomplish AD requirements outside of normal maintenance schedules and
that additional cost can be incurred. However, we performed a risk
assessment which indicates that a 36-month compliance time for
accomplishing the modification is the longest acceptable compliance
time allowed, in order to provide continued operational safety. In
developing an appropriate compliance time, we considered the safety
implications and normal maintenance schedules for timely accomplishment
of the actions. In light of this, we have determined that a 36-month
interval is appropriate. Under the provisions of paragraph (m)(1) of
the supplemental NPRM, we will consider requests for approval of an
extension of the compliance time if sufficient data are submitted to
substantiate that the extension would provide an acceptable level of
safety. We have made no change to the compliance time requirement in
paragraph (g) of the supplemental NPRM.
Delta Airlines (DAL) asked that the previous NPRM (76 FR 16579,
March 24, 2011) include a provision specifying that airplanes on which
Boeing Alert Service Bulletin 737-31A1332, dated January 7, 2010, has
been done are in compliance with the proposed requirements. DAL stated
that Boeing Alert Service Bulletin 737-31A1332, Revision 1, dated June
24, 2010, indicates that no more work is necessary on airplanes changed
in accordance with the original issue of that service bulletin. DAL
added that although it has not done the actions in Boeing Alert Service
Bulletin 737-31A1332, dated January 7, 2010, there may be other
operators that have. DAL suggested that the previous NPRM include a
paragraph to address those airplanes.
We do not agree with the commenter. Boeing Alert Service Bulletin
737-31A1332, dated January 7, 2010, was only approved for use on one
airplane to validate the Accomplishment Instructions. That validation
revealed that extensive corrections to the instructions were necessary
to accomplish the modification; therefore, it did not receive FAA
approval for fleetwide use. In light of this, no credit is allowed for
prior accomplishment of the actions required by this supplemental NPRM
using Boeing Alert Service Bulletin 737-31A1332, dated January 7, 2010.
If any operators incorporated the actions specified in Boeing Alert
Service Bulletin 737-31A1332, dated January 7, 2010, affected operators
may request an alternative method of compliance (AMOC) under the
provisions of paragraph (m)(1) of this supplemental NPRM by submitting
data substantiating that the change would provide an acceptable level
of safety. We have not changed the supplemental NPRM in this regard.
Request To Clarify Certain Notes in the Service Information
DAL asked that we clarify the instructions in certain notes
specified in Boeing Alert Service Bulletin 737-31A1332, Revision 1,
dated June 24, 2010. DAL stated that paragraph (g) of the previous NPRM
(76 FR 16579, March 24, 2011) requires operators to install warning
level indicator lights in accordance with the Accomplishment
Instructions of Boeing Alert Service Bulletin 737-31A1332, Revision 1,
dated June 24, 2010. DAL added that Figure 1, Note (b), and Figure 2,
Note (b) of that service bulletin specify that operators can get the
new part by reworking the existing part; Figure 3, Notes (a) and (b)
also specify reworking the panels. DAL noted that these figures specify
that the rework is done by using the procedures in the referenced BAE
Systems service bulletins. DAL added that Figure 1, Note (b) states
``You can get the new part by reworking the existing part as given in
BAE Systems SB 233A2221-31-01, BAE Systems SB 233A2221-31-02, and BAE
Systems SB 233A2221-31-03.'' DAL stated that rework of the panel in
accordance with only one of the three BAE Systems service bulletins is
required, based on the number of the panel to be modified. DAL noted
that it is not possible to accomplish all three of the BAE Systems
service bulletins on one panel since each service bulletin is
applicable to a unique set of part numbers.
We do not agree with the commenter. The manufacturer has not
identified the dash level of the part numbers in the subject notes of
the referenced figures specified in Boeing Alert Service Bulletin 737-
31A1332, Revision 1, dated June 24, 2010. The intent of the notes is to
allow rework of the applicable dash number part according to the
applicable BAE component service bulletin, not by using all three BAE
component service bulletins. We have made no change to the supplemental
NPRM in this regard.
Request To Clarify Component Maintenance Manual (CMM) Reference
DAL asked that we clarify the CMM reference specified in paragraph
1.K. ``Publications Affected'' of Boeing Alert Service Bulletin 737-
31A1332, Revision 1, dated June 24, 2010. DAL stated that this section
refers to CMM 31-53; however, the correct references should be CMM 31-
11-30 and CMM 31-11-59. DAL notified Boeing of this discrepancy; Boeing
agreed that the reference in this service bulletin is incorrect and
indicated that it would be corrected in a future revision.
We acknowledge the commenter's concern; however, the list of
publications does not affect the actions required by the AD. In
addition, Boeing Alert Service Bulletin 737-31A1332, Revision 3, dated
March 28, 2012, changed note (c) in Figures 1 and 2 to provide the
correct BAE Systems CMM references. We have made no change to the
supplemental NPRM in this regard.
Request To Include Contact Information for BAE Systems
DAL asked that we include contact information in the AD so
operators can obtain the applicable BAE Systems service bulletins
referenced in Boeing Alert Service Bulletin 737-31A1332, Revision 1,
dated June 24, 2010, for reworking the existing part. DAL noted that
the BAE service bulletins contain procedures for reworking the existing
P1-3 and P3-1 panels. DAL added that paragraph (m) of the previous NPRM
(76 FR 16579, March 24, 2011) identifies Boeing contact information,
but does not include BAE Systems contact information.
We do not agree with the commenter. The BAE Systems service
bulletins are not referred to in this supplemental NPRM; therefore, the
BAE Systems contact information is not included. Operators should
contact Boeing for any additional documents referred to in Boeing Alert
Service Bulletin 737-31A1332, Revision 1, dated June 24, 2010; Revision
2, dated August 18, 2011, or Revision 3, dated March 28, 2012. We have
made no change to the supplemental NPRM in this regard.
Request To Remove Certain Language in the Limitations Section of the
AFM
Boeing asked that we change paragraph (h)(3)(ii) of the previous
NPRM (76 FR 16579, March 24, 2011), paragraph (j)(3)(ii) of this
supplemental NPRM, to remove the language ``For normal operations, the
pressurization mode selector should be in AUTO prior to takeoff.''
Boeing stated that this step is already included in the Boeing Flight
[[Page 51727]]
Crew Operations Manual Preflight Checklist for the First Officer.
We do not agree with the commenter. We find that there is relevant
accident history associated with incorrect setting of this specific
switch; therefore, continued emphasis on the proper positioning of the
switch prior to takeoff is required in the airplane flight manual. We
have made no change to the supplemental NPRM in this regard.
Request To Increase Work-Hours
AAL asked that we increase the work hours specified in the previous
NPRM (76 FR 16579, March 24, 2011). AAL stated that an evaluation of
the referenced service information on its prototype airplane resulted
in a work-hour requirement of 2.5 times greater than the 64 hours
specified in the previous NPRM. AAL added that a better estimate for
completing the entire modification would be 140 work-hours.
We do not agree with the commenter. The cost information in this
supplemental NPRM describes only the direct costs of the specific
required actions. Based on the best data available, the manufacturer
provided the number of work hours necessary to do the required actions.
This number represents the time necessary to perform only the actions
actually required by this supplemental NPRM. We recognize that, in
doing the actions required by an AD, operators might incur incidental
costs in addition to the direct costs. But the cost analysis in AD
rulemaking actions typically does not include incidental costs such as
the time necessary for planning, airplane down time, or time
necessitated by other administrative actions. Those incidental costs,
which might vary significantly among operators, are almost impossible
to calculate. We have made no change to the supplemental NPRM in this
regard.
FAA's Determination
We are proposing this supplemental NPRM 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. Certain changes described above expand the scope of the
original NPRM (76 FR 16579, March 24, 2011). 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 supplemental
NPRM.
Proposed Requirements of the Supplemental NPRM
This supplemental NPRM would require accomplishing the actions
specified in the service information described previously.
Costs of Compliance
We estimate that this proposed AD would affect 870 airplanes of
U.S. registry. The following table provides the estimated costs for
U.S. operators to comply with this proposed AD.
Table--Estimated Costs
--------------------------------------------------------------------------------------------------------------------------------------------------------
Number of U.S.-
Action Work hours Average labor Parts Cost per product registered Fleet cost
rate per hour airplanes
--------------------------------------------------------------------------------------------------------------------------------------------------------
Installation of warning indicator Between 34 and 84... $85 Between $2,172 and Between $5,062 and 870 Between $4,403,940
lights. $5,238. $12,378. and $10,768,860.
AFM revision..................... 2................... 85 $0.................. $170................ 870 $147,900.
--------------------------------------------------------------------------------------------------------------------------------------------------------
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):
The Boeing Company: Docket No. FAA-2011-0258; Directorate Identifier
2010-NM-191-AD.
(a) Comments Due Date
We must receive comments by October 11, 2012.
(b) Affected ADs
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.
[[Page 51728]]
(1) AD 2003-14-08, Amendment 39-13227 (68 FR 41519, July 14,
2003).
(2) AD 2006-13-13, Amendment 39-14666 (71 FR 35781, June 22,
2006).
(3) AD 2008-23-07, Amendment 39-15728 (73 FR 66512, November 10,
2008).
(c) Applicability
This AD applies to The Boeing Company Model 737-600, -700, -
700C, -800, -900, and -900ER series airplanes, certificated in any
category; identified in Boeing Alert Service Bulletin 737-31A1332,
Revision 3, dated March 28, 2012.
(d) Subject
Air Transport Association (ATA) of America Code 31, Instruments.
(e) Unsafe Condition
This AD was prompted by a design change in the cabin altitude
warning system that would address the identified unsafe condition.
We are 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.
(f) Compliance
Comply with this AD within the compliance times specified,
unless already done.
(g) Installation
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, and as applicable,
replace the existing P5-16 and P5-10 panels, in accordance with the
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
31A1332, Revision 3, dated March 28, 2012.
(h) Concurrent Requirements
For Group 21, Configuration 2 airplanes, as identified in Boeing
Alert Service Bulletin 737-31A1332, Revision 3, dated March 28,
2012: Prior to or concurrently with doing the actions required by
paragraph (g) of this AD, replace the basic P5-16 panel with a high
altitude landing P5-16 panel, in accordance with the Accomplishment
Instructions of Boeing Service Bulletin 737-21-1171, dated February
12, 2009.
(i) Credit for Previous Actions
(1) For Group 1 airplanes identified in Boeing Alert Service
Bulletin 737-31A1332, Revision 1, dated June 24, 2010; except Groups
24, 25, and 27 through 33 airplanes identified in Boeing Alert
Service Bulletin 737-31A1332, Revision 3, dated March 28, 2012: This
paragraph provides credit for the corresponding actions required by
paragraph (g) of this AD if those actions were performed before the
effective date of this AD using Boeing Alert Service Bulletin 737-
31A1332, Revision 1, dated June 24, 2010, which is not incorporated
by reference.
(2) For airplanes identified in Boeing Alert Service Bulletin
737-31A1332, Revision 2, dated August 18, 2011; except airplanes
identified in paragraph (i)(3) of this AD and Groups 24, 25, and 27
through 33 airplanes identified in Boeing Alert Service Bulletin
737-31A1332, Revision 3, dated March 28, 2012: This paragraph
provides credit for the corresponding actions required by paragraph
(g) of this AD if those actions were performed before the effective
date of this AD using Boeing Alert Service Bulletin 737-31A1332,
Revision 2, dated August 18, 2011, which is not incorporated by
reference.
(3) For Group 21, Configuration 2 airplanes identified in Boeing
Alert Service Bulletin 737-31A1332, Revision 3, dated March 28,
2012: This paragraph provides credit for the corresponding actions
required by paragraph (g) of this AD if those actions were performed
before the effective date of this AD using Boeing Alert Service
Bulletin 737-31A1332, Revision 2, dated August 18, 2011, which is
not incorporated by reference; and provided that Boeing Service
Bulletin 737-21-1171, dated February 12, 2009, was accomplished
prior to or concurrently with the actions in Boeing Alert Service
Bulletin 737-31A1332, Revision 2, dated August 18, 2011.
(j) Airplane Flight Manual (AFM) Revisions
Within 36 months after the effective date of this AD, and after
doing the installation required by paragraph (g) of this AD, do the
actions specified in paragraphs (j)(1), (j)(2), and (j)(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 (73 FR 66512, November 10, 2008).
(2) Revise the Non-Normal Procedures Section of the applicable
Boeing 737 AFM by doing the actions specified in paragraphs
(j)(2)(i), (j)(2)(ii), (j)(2)(iii), and (j)(2)(iv) of this AD.
(i) Delete the procedure titled ``WARNING HORN--CABIN ALTITUDE
OR CONFIGURATION'' added by AD 2006-13-13, Amendment 39-14666 (71 FR
35781, June 22, 2006). 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 titled ``CABIN ALTITUDE WARNING OR
RAPID DEPRESSURIZATION'' added by AD 2003-14-08, Amendment 39-13227
(68 FR 41519, July 14, 2003).
(iii) If the procedure titled ``CABIN ALTITUDE (Airplanes with
the CABIN ALTITUDE lights installed)'' is currently contained in the
applicable Boeing 737 AFM, delete the procedure titled ``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............................. MO/MMO''
Note 1 to paragraphs (j)(2)(iv) and (j)(3)(ii) of this AD: When
statements identical to those specified in paragraphs (j)(2)(iv) and
(j)(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.
(3) Revise the Normal Procedures Section of the applicable
Boeing 737 AFM by doing the actions specified in paragraphs
(j)(3)(i) and (j)(3)(ii) of this AD.
(i) Delete the procedure titled ``CABIN ALTITUDE WARNING TAKEOFF
BRIEFING'' procedure added by AD 2008-23-07, Amendment 39-15728 (73
FR 66512, November 10, 2008).
(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.
(k) Terminating Action for Affected ADs
Accomplishing the requirements of this AD terminates the
requirements of the ADs identified in paragraphs (k)(1), (k)(2), and
(k)(3) of this AD for only the airplanes identified in paragraph (c)
of this AD.
[[Page 51729]]
(1) AD 2003-14-08, Amendment 39-13227 (68 FR 41519, July 14,
2003): The requirements specified in Table 1 and Figure 1 of that
AD.
(2) AD 2006-13-13, Amendment 39-14666 (71 FR 35781, June 22,
2006): All requirements of that AD.
(3) AD 2008-23-07, Amendment 39-15728 (73 FR 66512, November 10,
2008): All requirements of that AD.
(l) Special Flight Permit
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.
(m) Alternative Methods of Compliance (AMOCs)
(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 emailed
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.
(n) Related Information
(1) 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; email: jeffrey.w.palmer@faa.gov.
(2) 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; 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.
Issued in Renton, Washington, on August 10, 2012.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification
Service.
[FR Doc. 2012-20880 Filed 8-24-12; 8:45 am]
BILLING CODE 4910-13-P
