[Federal Register Volume 76, Number 25 (Monday, February 7, 2011)]
[Rules and Regulations]
[Pages 6529-6533]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2011-2435]
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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.
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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 [email protected];
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:
[email protected].
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
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Cost per Cost on U.S.
Action Labor cost Parts cost product operators
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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.
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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: [email protected].
(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: [email protected].
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
[email protected]; 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