
[Federal Register Volume 76, Number 25 (Monday, February 7, 2011)]
[Rules and Regulations]
[Pages 6529-6533]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-2435]


-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2010-0761; Directorate Identifier 2010-NM-069-AD; 
Amendment 39-16598; AD 2011-03-14]
RIN 2120-AA64


Airworthiness Directives; The Boeing Company Model 737-100, -200, 
-200C, -300, -400, and -500 Series Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are adopting a new airworthiness directive (AD) for the 
products listed above. This AD requires installing two warning level 
indicator lights on the P2-2 center instrument panel in the flight 
compartment for certain airplanes. For a certain other airplane, this 
AD requires activating the cabin altitude warning and takeoff 
configuration warning lights. For all airplanes, this AD also requires 
revising the airplane flight manual to remove certain requirements 
included by previous AD actions, requires new pressure altitude 
limitations for certain airplanes, and advises the flightcrew of the 
following changes: revised emergency procedures to use when a cabin 
altitude warning or rapid depressurization occurs, and revised cabin 
pressurization procedures for normal operations. 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 properly to a 
valid cabin altitude warning horn, which could result in incapacitation 
of the flightcrew due to hypoxia (lack of oxygen in body), and 
consequent loss of control of the airplane.

DATES: This AD is effective March 14, 2011.
    The Director of the Federal Register approved the incorporation by 
reference of certain publications listed in the AD as of March 14, 
2011.

ADDRESSES: 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, 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://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 AD, the regulatory evaluation, 
any comments received, and other information. The address for the 
Docket Office (phone: 800-647-5527) is Document Management Facility, 
U.S. Department of Transportation, Docket Operations, M-30, West 
Building Ground Floor, Room W12-140, 1200 New Jersey Avenue, SE., 
Washington, DC 20590.

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:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR 
part 39 to include an airworthiness directive (AD) that would apply to 
the specified products. That NPRM published in the Federal Register on 
August 11, 2010 (75 FR 48620). That NPRM proposed to require installing 
two warning level indicator lights on the P2-2 center instrument panel 
in the flight compartment for certain airplanes. For a certain other 
airplane, that NPRM proposed to require activating the cabin altitude 
warning and takeoff configuration warning lights. For all airplanes, 
that NPRM proposed to also require revising the airplane flight manual 
(AFM) to remove certain requirements included by previous AD actions, 
to require new pressure altitude limitations for certain airplanes, and 
to advise the flightcrew of the following changes: revised emergency 
procedures to use when a cabin altitude warning or rapid 
depressurization occurs, and revised cabin pressurization procedures 
for normal operations.

Comments

    We gave the public the opportunity to participate in developing 
this AD. The following presents the comments received on the proposal 
and the FAA's response to each comment.

Support for the NPRM

    The Air Line Pilots Association, International supports the 
proposed AD.

Request to Delay Rule Pending Additional Service Information

    Lufthansa requested that the FAA consider the release of Boeing 
Service Bulletin 737-21-1164 before releasing the AD. Lufthansa stated 
that Boeing has recommended that operators consider doing the 
modifications specified in Boeing Service Bulletin 737-21-1164 and 
Boeing Alert Service Bulletin 737-31A1325, dated January 11, 2010, at 
the same time, because both modifications require access to the same 
area of the airplane and extensive airplane downtime. However, 
Lufthansa pointed

[[Page 6530]]

out that Boeing Service Bulletin 737-21-1164 has not yet been 
published; therefore, releasing the AD before Boeing Service Bulletin 
737-21-1164 is released would require operators to accomplish the 
modifications separately, doubling the time and cost of the 
modifications.
    We do not agree to delay this AD pending release of an unrelated 
service bulletin. Accomplishment of Boeing Service Bulletin 737-21-1164 
installs a second 10,000-foot cabin altitude pressure switch, which is 
not related to the unsafe condition identified by this AD. To delay 
this action until the manufacturer can release a planned service 
bulletin would be inappropriate, since we have determined that an 
unsafe condition exists and that the required actions must be 
accomplished to ensure continued safety. Once the planned service 
bulletin is developed, approved, and available, we might consider 
additional rulemaking. However, under the provisions of paragraph (l) 
of the final rule, we will consider requests for approval of an 
extension of the compliance time if sufficient data are submitted to 
substantiate that the change would provide an acceptable level of 
safety. We have not changed this AD in this regard.

Request To Revise the Proposed Costs of Compliance

    Continental Airlines (Continental) stated that the estimated costs 
of compliance for doing the modification are significantly low for the 
following reasons:
     Boeing Alert Service Bulletin 737-31A1325, dated January 
11, 2010, specifies an estimate of 32.5 work-hours to do the 
modification. Continental declared that it has historically found that 
Boeing estimates given in service bulletins are unachievable. 
Continental believed it would be possible to accomplish the 
modification in approximately 50 work hours, if the modification is 
done during a heavy maintenance visit.
     If the proposed compliance time remains 36 months, 
Continental asserted that some airplanes will have to be modified on 
``special holds'' and the added cost would be significant because there 
is much more access, close-up, and testing necessary. Continental 
estimates that airplanes modified while on ``special holds'' will 
require 120 work hours, and that cost of lost revenue while the 
airplane is out of service for 5 days would be $220,000 per airplane.
     Continental stated that the FAA did not account for 
material costs, and pointed out that Boeing Service Bulletin 737-
31A1325, dated January 11, 2010, lists a kit that costs $2,738 and is 
required for each airplane.
    From these statements, we infer that Continental is requesting that 
we revise the proposed estimated costs for accomplishing the 
modification specified in paragraph (g) of the proposed AD. We do not 
agree. In establishing the requirements of all ADs, we do consider cost 
impact to operators beyond the estimates of parts and labor costs 
contained in AD preambles. For example, where safety considerations 
allow, we attempt to set compliance times that generally coincide with 
operators' maintenance schedules. However, because operators' schedules 
vary substantially, we cannot accommodate every operator's optimal 
scheduling in each AD. Each AD does allow individual operators to 
obtain approval for extensions of compliance times, based on a showing 
that the extension will not affect safety adversely. Therefore, we do 
not consider it appropriate to attribute to the AD the costs associated 
with the type of special scheduling that might otherwise be required.
    Furthermore, we do not consider it appropriate to attribute the 
costs associated with aircraft ``down time'' to the AD. Normally, 
compliance with the AD will not necessitate any additional down time 
beyond that of a regularly scheduled maintenance hold. Even if 
additional down time is necessary for some airplanes in some cases, we 
do not have sufficient information to evaluate the number of airplanes 
that may be so affected or the amount of additional down time that may 
be required. Therefore, we are unable to estimate such costs.
    Additionally, we point out that Boeing service bulletins generally 
include task hours necessary to do only the change for each airplane, 
excluding lost time. Boeing, in service bulletins, also specifically 
advises operators to adjust the task-hour estimates with operator task-
hour data, if necessary.
    We have not changed the AD in this regard.

Request To Extend Proposed Compliance Time

    Continental recommended that the proposed compliance time of 36 
months for installing warning indicator lights should be extended to 60 
months, which would fall during a heavy maintenance visit. Continental 
asserted that it operates 37 Model 737-500 airplanes that would be 
affected by the NPRM, and that modifying all of these airplanes within 
36 months would impose an undue economic burden.
    We do not agree with Continental's request to extend the compliance 
time. We recognize that in some cases, it might be necessary for 
operators to accomplish the requirements of the AD outside of normal 
scheduled maintenance cycles. However, in developing an appropriate 
compliance time for this action, we considered the urgency associated 
with the subject unsafe condition, and the practical aspect of 
accomplishing the required modification within a period of time that 
corresponds to the normal scheduled maintenance for most affected 
operators. Based on the available data, we have determined that a 
compliance time of 36 months is the longest compliance time we can 
allow that would provide an adequate level of safety. However, under 
the provisions of paragraph (l) of the final rule, we will consider 
requests for approval of an extension of the compliance time if 
sufficient data are submitted to substantiate that the new compliance 
time would provide an acceptable level of safety. We have not changed 
the AD in this regard.

Request To Add Baseline Maximum Takeoff/Landing Altitude for Model 737-
100 and -200 Airplanes

    Boeing requested that we consider adding a baseline maximum takeoff 
and landing altitude of 8,300 feet for Model 737-100 and -200 
airplanes. Boeing pointed out that the NPRM contains an 8,400-foot 
pressure altitude as a function of the baseline maximum takeoff and 
landing altitude for the Model 737-300, -400, and -500 airplanes. 
Therefore, Boeing contended that the new baseline maximum takeoff and 
landing altitude should be added for the Model 737-100 and -200 
airplanes to avoid confusion.
    We do not agree to add a baseline maximum takeoff and landing 
altitude of 8,300 feet for Model 737-100 and -200 airplanes. We have 
verified that there are no Model 737-100 or -200 airplanes with high-
altitude deviations approved between 8,300 and 8,400 feet. Therefore, 
the statement in paragraph (i)(1)(ii) of this AD accurately considers 
all Model 737 Classic airplanes as appropriate. We have not changed 
this AD in this regard.

Request To Revise AFM Requirement Specified in Paragraph (i)(2)(i) of 
the NPRM

    Boeing requested that we revise paragraph (i)(2)(i) of the NPRM to 
correct the title of the procedure that is to be deleted. Boeing 
asserted that the procedure title specified in paragraph (i)(2)(i) of 
the NPRM no longer exists, as

[[Page 6531]]

the title was changed according to FAA Alternative Method of Compliance 
(AMOC) Letter 130S-09-134a, dated April 28, 2009.
    We partially agree. We do not agree to delete reference to the 
procedure titled ``WARNING HORN--CABIN ALTITUDE OR CONFIGURATION,'' 
because all AFMs might not have been changed according to FAA AMOC 
Letter 130S-09-134a. Additionally, that procedure title is included in 
the existing requirements of AD 2006-13-13, and, therefore, it is 
necessary for this AD to refer to the procedure title specified in that 
AD. However, some AFMs have been revised according to FAA AMOC Letter 
130S-09-134a; therefore, we agree to revise paragraph (i)(2)(i) of this 
AD to address airplanes with AFMs that have been revised according to 
FAA AMOC Letter 130S-09-134a.

Request To Revise AFM Terminology Specified in Paragraph (i)(2)(iv) of 
the NPRM

    Boeing requested that we revise the AFM text proposed in paragraph 
(i)(2)(iv) of the NPRM to change ``Descent'' to ``Rapid Descent.'' 
Boeing requested this change to clarify the proposed AFM wording.
    We partially agree. We do agree to change ``Descent'' in the AFM 
text required by paragraph (i)(2)(iv) of this AD. We have determined 
that ``Descent'' is not the proper terminology to use in this AFM text. 
However, we do not agree to change ``Descent'' to ``Rapid Descent,'' 
because that term is also not accurate. We have determined that the 
correct terminology is ``Emergency Descent.'' Therefore, we have 
revised the AFM text required by paragraph (i)(2)(iv) of this AD to 
refer to ``Emergency Descent.''

Request To Revise AFM Requirement Specified in Paragraph (i)(2)(iv) of 
the NPRM

    Boeing requested that we revise paragraph (i)(2)(iv) of the NPRM to 
add certain steps in the AFM text. Boeing asserted that this change is 
necessary to standardize the cabin altitude warning procedure across 
all Boeing airplane models.
    We partially agree. We agree that the additional steps proposed by 
Boeing would be beneficial, add clarity and specificity, and contribute 
to standardization across Boeing airplane models. However, we do not 
agree that this AD should require these additional steps. Requiring 
these additional steps would alter the actions currently required by 
this AD, so additional rulemaking would be required. We have determined 
that the proposed AFM text is adequate, and that delaying this action 
would be inappropriate in light of the identified unsafe condition. 
However, because we agree that the additional steps would be 
beneficial, we have revised this AD to add a new paragraph (i)(2)(v) to 
include the additional steps as an option, so that operators may use 
the additional steps if they choose.

Request To Revise AFM Requirement Specified in Paragraph (i)(3)(ii) of 
the NPRM

    Boeing requested that we revise paragraph (i)(3)(ii) of the NPRM to 
remove the requirement to add ``For normal operations, the 
pressurization mode selector should be in AUTO prior to takeoff.'' 
Boeing pointed out that this step is already included in the ``Boeing 
Preflight Procedures--First Officer.''
    We do not agree. We have determined that, because there is relevant 
accident history associated with incorrect setting of this specific 
switch, continued emphasis on the proper positioning of this switch 
prior to takeoff is necessary. Therefore, because this step is being 
eliminated by this AD, which terminates the requirements of AD 2006-13-
13, this step must be added back into the AFM to emphasize the correct 
setting of this switch. We have not changed this AD in this regard.

Conclusion

    We reviewed the relevant data, considered the comments received, 
and determined that air safety and the public interest require adopting 
the AD with the changes described previously.
    We also determined that these changes will not increase the 
economic burden on any operator or increase the scope of the AD.

Costs of Compliance

    We estimate that this AD will affect 741 airplanes of U.S. 
registry. We estimate the following costs to comply with this AD:

                                                 Estimated Costs
----------------------------------------------------------------------------------------------------------------
                                                                                     Cost per      Cost on U.S.
               Action                         Labor cost            Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
Installation of warning indicator     20 work-hours x $85 per             $2,738          $4,438      $3,288,558
 lights.                               hour = $1,700.
Activation of the cabin altitude      1 work-hour x $85 per hour               0              85              85
 warning system/takeoff                = $85.
 configuration warning lights (one
 airplane).
AFM revision........................  1 work-hour x $85 per hour               0              85          62,985
                                       = $85.
----------------------------------------------------------------------------------------------------------------

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

    This AD will not have federalism implications under Executive Order 
13132. This AD will 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 that this AD:
    (1) Is not a ``significant regulatory action'' under Executive 
Order 12866,
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and 
Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and

[[Page 6532]]

    (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.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the 
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
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]

0
2. The FAA amends Sec.  39.13 by adding the following new airworthiness 
directive (AD):

2011-03-14 The Boeing Company: Amendment 39-16598; Docket No. FAA-
2010-0761; Directorate Identifier 2010-NM-069-AD.

Effective Date

    (a) This AD is effective March 14, 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 2008-23-07, Amendment 39-15728.
    (2) AD 2006-13-13, Amendment 39-14666.
    (3) AD 2003-03-15 R1, Amendment 39-13366.

Applicability

    (c) This AD applies to the airplanes, certificated in any 
category, identified in paragraphs (c)(1) and (c)(2) of this AD.
    (1) The Boeing Company Model 737-100, -200, -200C, -300, -400, 
and -500 series airplanes, as identified in Boeing Alert Service 
Bulletin 737-31A1325, dated January 11, 2010.
    (2) The Boeing Company Model 737-400 series airplanes identified 
in Boeing Alert Service Bulletin 737-31A1398, dated January 7, 2010.

Subject

    (d) Air Transport Association (ATA) of America Code 31: 
Instruments.

Unsafe Condition

    (e) This AD results from 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 properly to a valid 
cabin altitude warning horn, which could result in incapacitation of 
the flightcrew due to hypoxia (lack of oxygen in body) and 
consequent loss of control of the airplane.

Compliance

    (f) You are responsible for having the actions required by this 
AD performed within the compliance times specified, unless the 
actions have already been done.

Installation of Warning Indicator Lights

    (g) For airplanes identified in Boeing Alert Service Bulletin 
737-31A1325, dated January 11, 2010: Within 36 months after the 
effective date of this AD, install two warning level indicator 
lights on the P2-2 center instrument panel in the flight 
compartment, in accordance with the Accomplishment Instructions of 
Boeing Alert Service Bulletin 737-31A1325, dated January 11, 2010.

Activation of Warning Indicator Lights

    (h) For airplanes identified in Boeing Alert Service Bulletin 
737-31A1398, dated January 7, 2010: Within 36 months after the 
effective date of this AD, activate the cabin altitude warning and 
takeoff configuration warning lights, in accordance with the 
Accomplishment Instructions of Boeing Alert Service Bulletin 737-
31A1398, dated January 7, 2010.

Airplane Flight Manual (AFM) Revisions

    (i) Before further flight after doing the installation or 
activation of the warning lights required by paragraph (g) or (h) of 
this AD, do the actions specified in paragraphs (i)(1), (i)(2), and 
(i)(3) of this AD.
    (1) Revise the Limitations Section of the applicable Boeing 737 
AFM by doing the actions specified in paragraphs (i)(1)(i) and 
(i)(1)(ii) of this AD.
    (i) Delete the ``CABIN ALTITUDE WARNING TAKEOFF BRIEFING'' 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 airplanes approved for maximum takeoff and landing 
altitudes above 8,400 feet pressure altitude, change the limitation 
for Maximum Takeoff and Landing pressure altitude as follows: With 
the CABIN ALTITUDE and TAKEOFF CONFIG lights installed and operative 
on those airplanes without the High Altitude Landing switch 
installed, maximum takeoff and landing altitude is limited to 9,000 
feet pressure altitude.''
    (2) Revise the Emergency Procedures Section of the applicable 
Boeing 737 AFM by doing the actions specified in paragraphs 
(i)(2)(i), (i)(2)(ii), (i)(2)(iii), and (i)(2)(iv) of this AD.
    (i) Delete the procedure ``WARNING HORN--CABIN ALTITUDE OR 
CONFIGURATION'' added by AD 2006-13-13. 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 approved according to that AMOC letter.
    (ii) Delete the procedure entitled ``CABIN ALTITUDE WARNING OR 
RAPID DEPRESSURIZATION'' added by AD 2003-03-15 R1 and modified by 
paragraph (g) of AD 2006-13-13.
    (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 (required by AD 
2011-03-14)

    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''

    (v) The following steps may be added to the AFM procedure 
specified by paragraph (i)(2)(iv) of this AD. These steps should be 
added following ``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 
(i)(3)(i) and (i)(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. (Required by AD 2011-03-14)''

    Note 1: When statements identical to those specified in 
paragraphs (i)(1)(ii), (i)(2)(iv), and (i)(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

    (j) Accomplishment of the requirements of this AD terminates the 
specified requirements of the ADs identified in paragraphs (j)(1), 
(j)(2), and (j)(3) of this AD, for only the airplanes identified in 
paragraphs (c)(1) and (c)(2) of this AD.
    (1) AD 2008-23-07: All requirements of that AD.
    (2) AD 2006-13-13: All requirements of that AD.
    (3) AD 2003-03-15 R1: The requirements specified in paragraph 
(a), Table 2, and Figures 2 and 3 of that AD.

[[Page 6533]]

Special Flight Permit

    (k) 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)

    (l)(1) The Manager, Seattle Aircraft Certification Office (ACO), 
FAA, has the authority to approve AMOCs for this AD, if requested 
using the procedures found in 14 CFR 39.19. Send information to 
ATTN: Jeffrey W. Palmer, Aerospace Engineer, Systems and Equipment 
Branch, ANM-130S, FAA, Seattle Aircraft Certification Office, 1601 
Lind Avenue, SW., Renton, Washington 98057-3356; telephone (425) 
917-6472; fax (425) 917-6590. Information may be e-mailed to: 9-ANM-Seattle-ACO-AMOC-Requests@faa.gov.
    (2) To request a different method of compliance or a different 
compliance time for this AD, follow the procedures in 14 CFR 39.19. 
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. The AMOC approval letter must specifically reference this 
AD.

Related Information

    (m) 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.

Material Incorporated by Reference

    (n) You must use Boeing Alert Service Bulletin 737-31A1325, 
dated January 11, 2010; or Boeing Alert Service Bulletin 737-
31A1398, dated January 7, 2010; as applicable; to do the actions 
required by this AD, unless the AD specifies otherwise.
    (1) The Director of the Federal Register approved the 
incorporation by reference of the service information under 5 U.S.C. 
552(a) and 1 CFR part 51.
    (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; e-mail 
me.boecom@boeing.com; Internet https://www.myboeingfleet.com.
    (3) You may review copies of the 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.
    (4) You may also review copies of the service information that 
is incorporated by reference at the National Archives and Records 
Administration (NARA). For information on the availability of this 
material at an NARA facility, call 202-741-6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html.

    Issued in Renton, Washington, on January 25, 2011.
Ali Bahrami,
Manager, Transport Airplane Directorate, Aircraft Certification 
Service.
[FR Doc. 2011-2435 Filed 2-4-11; 8:45 am]
BILLING CODE 4910-13-P


