Federal Register / Vol. 76, No. 57 / Thursday, March 24, 2011 / Proposed Rules 16579 

NCUA acknowledges both the range of IRR 

exposures at credit unions, and the diverse 

means that they may use to accomplish an 

effective program to manage this risk. NCUA 

therefore does not stipulate specific 

quantitative standards or limits for the 

management of IRR applicable to all credit 

unions, and does not rely solely on the 

results of quantitative approaches to evaluate 

the effectiveness of IRR programs. 

Assumptions, measures and methods used by 

a credit union in light of its size, complexity 

and risk exposure determine the specific 

appropriate standard. However, NCUA 

strongly affirms the need for adequate 

practices for a program to effectively manage 

IRR. For example, policy limits on IRR 

exposure are not adequate if they allow a 

credit union to operate with an exposure that 

is unsafe or unsound, which means that the 

credit union may suffer material or 

significant losses under adverse 

circumstances as a result of this exposure. 

Credit unions that do not have a written IRR 

policy or that do not have an effective IRR 

program are out of compliance with § 741.3 

of NCUA’s regulation. 

VIII. Additional Guidance for Large Credit 

Unions with Complex or High Risk Balance 

Sheets 

FICUs with assets of $500 million or 

greater must obtain an annual audit of their 

financial statements performed in accordance 

with generally accepted accounting 

standards. 12 CFR 715.5, 715.6, 741.202. For 

purposes of data collection, NCUA also uses 

$500 million and above as its largest credit 

union asset range. In order to gather 

information and to monitor IRR exposure at 

larger credit unions as it relates to the NCUA 

insurance fund, NCUA will use this as the 

criterion for definition of large credit unions 

for purposes of the guidance. Given the 

increased exposure to the share insurance 

fund, NCUA encourages the following 

standards at large credit unions. 

Responsible officials at large credit unions 

that are complex or high risk should fully 

understand all aspects of interest rate risk, 

including but not limited to the credit 

union’s IRR assessment and potential 

directional changes in IRR exposures. For 

example, the credit union should consider 

the following: 

• Policy which provides for the use of 

outside parties to validate the tests and limits 

commensurate with the risk exposure and 

complexity of the credit union; 

• IRR measurements that provide 

compliance with policy limits as shown both 

by risks to earnings and net economic value 

of equity under a variety of defined and 

reasonable interest rate scenarios; 

• The effect of changes in assumptions on 

IRR exposure results (e.g. the impact of 

slower or faster prepayments on earnings and 

economic value); or, 

• Enhanced levels of separation between 

risk taking and risk assessment (e.g. 

assignment of resources to separate the 

investments function from IRR measurement, 

and IRR monitoring and oversight). 

IX. Definitions 

Glossary of terms 

Basis risk: The risk to earnings and/or 

value due to a financial institution’s holdings 

of multiple instruments, based on different 

indices that are imperfectly correlated. 

Interest rate risk: The risk that changes in 

market rates will adversely affect a credit 

union’s net economic value and/or earnings. 

Interest rate risk generally arises from a 

mismatch between the timing of cash flows 

from fixed rate instruments, and interest rate 

resets of variable rate instruments, on either 

side of the balance sheet. Thus, as interest 

rates change, earnings or net economic value 

may decline. 

Option risk: The risk to earnings and/or 

value due to the effect on financial 

instruments of options associated with these 

instruments. Options are embedded when 

they are contractual within, or directly 

associated with, the instrument. An example 

of a contractual embedded option is a call 

option on an agency bond. An example of a 

behavioral embedded option is the right of a 

residential mortgage holder to vary 

prepayments on the mortgage through time, 

either by making additional premium 

payments, or by paying off the mortgage prior 

to maturity. 

Repricing risk: The repricing of assets or 

liabilities following market changes can 

occur in different amounts and/or at different 

times. This risk can cause returns to vary. 

Spread risk: The risk to earnings and/or 

value resulting from variations through time 

of the spread between assets or liabilities to 

an underlying index such as the Treasury 

curve. 

Yield curve risk: The risk to earnings and/ 

or value due to changes in the level or slope 

of underlying yield curves. Financial 

instruments can be sensitive to different 

points on the curve. This can cause returns 

to vary as yield curves change. 

[FR Doc. 2011–6752 Filed 3–23–11; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0258; Directorate 

Identifier 2010–NM–191–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above. This proposed 

AD would require installing two 

warning level indicator lights on each of 

the P1–3 and P3–1 instrument panels in 

the flight compartment. This proposed 

AD would also require revising the 

airplane flight manual to remove certain 

requirements of previous AD actions, 

and to advise the flightcrew of the 

following changes: Revised non-normal 

procedures to use when a cabin altitude 

warning or rapid depressurization 

occurs, and revised cabin pressurization 

procedures for normal operations. This 

proposed AD was prompted by a design 

change in the cabin altitude warning 

system that would address the 

identified unsafe condition. We are 

proposing this AD to prevent failure of 

the flightcrew to recognize and react to 

a valid cabin altitude warning horn, 

which could result in incapacitation of 

the flightcrew due to hypoxia (lack of 

oxygen in the body), and consequent 

loss of control of the airplane. 

DATES: We must receive comments on 

this proposed AD by May 9, 2011. 

ADDRESSES: You may send comments by 

any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, 

M–30, West Building Ground Floor, 

Room W12–140, 1200 New Jersey 

Avenue, SE., Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this proposed AD, contact Boeing 

Commercial Airplanes, Attention: Data 

& Services Management, P.O. Box 3707, 

MC 2H–65, Seattle, Washington 98124– 

2207; telephone 206–544–5000, 

extension 1, fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, 1601 

Lind Avenue, SW., Renton, Washington. 

For information on the availability of 

this material at the FAA, call 425–227– 

1221. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at 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 proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 


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16580 Federal Register / Vol. 76, No. 57 / Thursday, March 24, 2011 / Proposed Rules 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Jeffrey W. Palmer, Aerospace Engineer, 

Systems and Equipment Branch, ANM– 

130S, FAA, Seattle Aircraft Certification 

Office, 1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6472; fax: (425) 917–6590; e-mail: 

jeffrey.w.palmer@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2011–0258; Directorate Identifier 2010– 

NM–191–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

The Model 737 airplanes cabin 

altitude warning is an intermittent horn 

that sounds when cabin altitude exceeds 

10,000 feet. The same intermittent 

warning horn sound is used by the 

takeoff configuration warning system 

(TCWS) to warn of an unsafe airplane 

configuration for takeoff. The TCWS 

warning functionality is inhibited by 

air/ground logic when the airplane is in 

flight. However, the Model 737 

airplane’s cabin altitude warning system 

design does not currently incorporate a 

dedicated means of positively 

identifying the warning horn as a cabin 

altitude warning or a takeoff 

configuration warning. There are 

approximately 25 known instances 

where flightcrews misinterpreted a valid 

cabin altitude warning as a takeoff 

configuration warning. 

Failure of the flightcrew to recognize 

and react to a valid cabin altitude 

warning horn could result in 

incapacitation of the flightcrew due to 

hypoxia (lack of oxygen in the body), 

and consequent loss of control of the 

airplane. To address this unsafe 

condition, we issued the following ADs. 

On July 7, 2003, we issued related AD 

2003–14–08, Amendment 39–13227 (68 

FR 41519, July 14, 2003). That AD 

applies to all Boeing Model 737–600, 

737–700, 737–700C, 737–800, 737–900, 

757, and 767 series airplanes. That AD 

requires revising the airplane flight 

manual (AFM) to advise the flightcrew 

to don oxygen masks as a first and 

immediate step when a cabin altitude 

warning occurs. 

On June 15, 2006, we issued related 

AD 2006–13–13, Amendment 39–14666 

(71 FR 35781, June 22, 2006). (A 

correction of that AD was published in 

the Federal Register on July 3, 2006 (71 

FR 37980).) That AD applies to all 

Model 737 airplanes. That AD requires 

revising the AFM to advise the 

flightcrew of improved procedures for 

pre-flight setup of the cabin 

pressurization system, as well as 

improved procedures for interpreting 

and responding to the cabin altitude/ 

configuration warning horn. That AD 

resulted from reports that airplanes had 

failed to pressurize, and that the 

flightcrews failed to react properly to 

the cabin altitude warning horn. 

On October 24, 2008, we issued 

related AD 2008–23–07, Amendment 

39–15728 (73 FR 66512, November 10, 

2008), for all Model 737 airplanes. That 

AD requires revising the AFM to 

include a new flightcrew briefing that 

must be done before the first flight of 

the day and following any change in 

flightcrew members, and to advise the 

flightcrew of this additional briefing. 

That AD resulted from continuing 

reports that flightcrews have failed to 

recognize and react properly to the 

cabin altitude warning horn. 

The preambles to AD 2006–13–13 and 

AD 2008–23–07 explain that the 

revisions to the AFM required by those 

ADs are considered to be interim action. 

The manufacturer had advised us that it 

was developing a design change in the 

cabin altitude warning system that 

would address the identified unsafe 

condition(s), and that once this design 

change was developed, approved, and 

available, the FAA might consider 

additional rulemaking. The 

manufacturer now has developed such a 

modification, and we have determined 

that further rulemaking is necessary; 

this proposed AD follows from that 

determination. We can better ensure 

long-term continued operational safety 

by modifications or design changes to 

remove the source of the problem, rather 

than by AFM revisions alone. 

Relevant Service Information 

We reviewed Boeing Alert Service 

Bulletin 737–31A1332, Revision 1, 

dated June 24, 2010. The service 

information describes procedures for 

installing two warning level indicator 

lights on each of the P1–3 and P3–1 

instrument panels in the flight 

compartment. The installation includes 

installing a new circuit breaker and 

changing certain wire bundles. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Difference Between the Proposed AD 

and the Service Information.’’ The 

proposed AD would also require 

revising the Limitations Section of the 

AFM to remove certain requirements of 

previous AD actions, and to advise the 

flightcrew of the following changes: 

Revised non-normal procedures to use 

when a cabin altitude warning or rapid 

depressurization occurs, and revised 

cabin pressurization procedures for 

normal operations. 

Difference Between the Proposed AD 

and the Service Information 

The effectivity in Boeing Alert Service 

Bulletin 737–31A1332, Revision 1, 

dated June 24, 2010, identifies Model 

737–600, –700, –700C, –800, –900, and 

–900ER series airplanes; however, it 

does not include all applicable serial 

numbers for airplanes that are subject to 

the identified unsafe condition. The 

actions for Group 1 airplanes, as 

specified in this service bulletin, must 

be done on additional airplanes, as 

identified in the applicability of this 

proposed AD. 

Groups 8 through 21 airplanes are 

also included in the effectivity of the 

service bulletin; however, the actions 

required by this proposed AD would 

affect only Groups 1 through 7 

airplanes. Therefore, concurrent actions, 

which specify installing a new P5–16 

cabin altitude and rate of climb panel 

and cabin altitude and differential 

pressure indicator, would not be 

required by this proposed AD. 

Costs of Compliance 

We estimate that this proposed AD 

would affect 650 airplanes of U.S. 

registry. The following table provides 

the estimated costs for U.S. operators to 

comply with this proposed AD. 


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Federal Register / Vol. 76, No. 57 / Thursday, March 24, 2011 / Proposed Rules 16581 

TABLE—ESTIMATED COSTS

Action Work hours Average labor rate 

per hour Parts Cost per product 

Number of U.S.- 

registered airplanes Fleet cost 

Installation of warning indicator lights.Between 31 

and 64.

$85 Between 

$2,132 and 

$3,192.

Between 

$4,767 and 

$8,632.

650 Between 

$3,098,550 

and 

$5,610,800. 

AFM revision ..................... 2 ...................... 85 $0 .................... $170 ................ 650 $110,500. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Is not a ‘‘significant rule’’ under the 

DOT Regulatory Policies and Procedures 

(44 FR 11034, February 26, 1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

1. The authority citation for part 39 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40113, 44701. 

§ 39.13 [Amended] 

2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): Docket No. FAA–2011– 

0258; Directorate Identifier 2010–NM– 

191–AD. 

Comments Due Date 

(a) We must receive comments by 

May 9, 2011. 

Affected ADs 

(b) This AD affects the ADs identified 

in paragraphs (b)(1), (b)(2), and (b)(3) of 

this AD. This AD does not supersede the 

requirements of these ADs. 

(1) AD 2003–14–08, Amendment 39– 

13227. 

(2) AD 2006–13–13, Amendment 39– 

14666. 

(3) AD 2008–23–07, Amendment 39– 

15728. 

Applicability 

(c) This AD applies to The Boeing 

Company Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes, Groups 1 through 7 airplanes, 

certificated in any category; identified 

in Boeing Alert Service Bulletin 737– 

31A1332, Revision 1, dated June 24, 

2010; or having any serial number 

identified in table 1 of this AD. 

TABLE 1—SERIAL NUMBERS

Serial Numbers 

22940. 

33546 through 33582 inclusive. 

33717 through 33719 inclusive. 

33758 through 33759 inclusive. 

33794 through 33797 inclusive. 

33804 through 33822 inclusive. 

Subject 

(d) Air Transport Association (ATA) 

of America Code 31, Instruments. 

Unsafe Condition 

(e) This AD was prompted by a design 

change in the cabin altitude warning 

system that would address the 

identified unsafe condition. The Federal 

Aviation Administration is issuing this 

AD to prevent failure of the flightcrew 

to recognize and react to a valid cabin 

altitude warning horn, which could 

result in incapacitation of the flightcrew 

due to hypoxia (lack of oxygen in the 

body) and consequent loss of control of 

the airplane. 

Compliance 

(f) Comply with this AD within the 

compliance times specified, unless 

already done. 

Installation 

(g) For Groups 1 through 7 airplanes, 

as identified in Boeing Alert Service 

Bulletin 737–31A1332, Revision 1, 

dated June 24, 2010; and airplanes 

having any serial number identified in 

table 1 of this AD: Within 36 months 

after the effective date of this AD, install 

two warning level indicator lights on 

each of the P1–3 and P3–1 instrument 

panels in the flight compartment, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service 

Bulletin 737–31A1332, Revision 1, 

dated June 24, 2010. The actions 

required for Group 1 airplanes also 

apply to the airplanes identified in table 

1 of this AD. 

Airplane Flight Manual (AFM) 

Revisions 

(h) Before further flight after doing the 

installation required by paragraph (g) of 

this AD, do the actions specified in 

paragraphs (h)(1), (h)(2), and (h)(3) of 

this AD. 

(1) Revise the Limitations Section of 

the applicable Boeing 737 AFM by 

doing the following action: Delete the 

‘‘CABIN ALTITUDE WARNING 

TAKEOFF BRIEFING’’ added by AD 

2008–23–07, Amendment 39–15728. 

(2) Revise the Non-Normal Procedures 

Section of the applicable Boeing 737 


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16582 Federal Register / Vol. 76, No. 57 / Thursday, March 24, 2011 / Proposed Rules 

AFM by doing the actions specified in 

paragraphs (h)(2)(i), (h)(2)(ii), (h)(2)(iii), 

and (h)(2)(iv) of this AD. 

(i) Delete the procedure ‘‘WARNING 

HORN—CABIN ALTITUDE OR 

CONFIGURATION’’ added by AD 2006– 

13–13, Amendment 39–14666. If the 

title of this procedure has been changed 

according to FAA alternative method of 

compliance (AMOC) letter 130S–09– 

134a, dated April 28, 2009, delete the 

procedure that was approved according 

to this AMOC letter. 

(ii) Delete the procedure entitled 

‘‘CABIN ALTITUDE WARNING OR 

RAPID DEPRESSURIZATION’’ added by 

AD 2003–14–08, Amendment 39–13227. 

(iii) If the procedure entitled ‘‘CABIN 

ALTITUDE (Airplanes with the CABIN 

ALTITUDE lights installed)’’ is currently 

contained in the applicable Boeing 737 

AFM, delete the procedure entitled 

‘‘CABIN ALTITUDE (Airplanes with the 

CABIN ALTITUDE lights installed).’’ 

(iv) Add the following statement. This 

may be done by inserting a copy of this 

AD into the applicable AFM. 

‘‘CABIN ALTITUDE WARNING OR RAPID DEPRESSURIZATION 

Condition: The CABIN ALTITUDE warning light illuminates or the intermittent warning horn sounds in flight above 10,000 ft MSL. 

RECALL 

Oxygen Masks and Regulators ...................................................................................................... ON, 100%. 

Crew Communications ................................................................................................................... ESTABLISH. 

REFERENCE 

Pressurization Mode Selector ........................................................................................................ MANUAL. 

Outflow Valve Switch .................................................................................................................... CLOSE. 

If Cabin Altitude is uncontrollable: 

Emergency Descent (If Required) .................................................................................................. INITIATE. 

Passenger Oxygen Switch .............................................................................................................. ON. 

Thrust Levers .................................................................................................................................. CLOSE. 

Speed Brakes .................................................................................................................................. FLIGHT DETENT. 

Target Speed ................................................................................................................................... VMO/MMO.’’ 

(3) Revise the Normal Procedures 

Section of the applicable Boeing 737 

AFM by doing the actions specified in 

paragraphs (h)(3)(i) and (h)(3)(ii) of this 

AD. 

(i) Delete the ‘‘CABIN ALTITUDE 

WARNING TAKEOFF BRIEFING’’ 

procedure added by AD 2008–23–07. 

(ii) Add the following statement. This 

may be done by inserting a copy of this 

AD into the applicable AFM. 

‘‘For normal operations, the pressurization 

mode selector should be in AUTO prior to 

takeoff. 

Note 1: When statements identical to those 

specified in paragraphs (h)(2)(iv) and 

(h)(3)(ii) of this AD have been included in the 

general revisions of the AFM, the general 

revisions may be inserted into the AFM, and 

the copies of this AD may be removed from 

the AFM. 

Terminating Action for Affected ADs 

(i) Accomplishment of the 

requirements of this AD terminates the 

requirements of the ADs identified in 

paragraphs (i)(1), (i)(2), and (i)(3) of this 

AD for only the airplanes identified in 

paragraph (c) of this AD. 

(1) AD 2003–14–08: The requirements 

specified in Table 1 and Figure 1 of that 

AD. 

(2) AD 2008–23–07: All requirements 

of that AD. 

(3) AD 2006–13–13: All requirements 

of that AD. 

Special Flight Permit 

(j) Special flight permits, as described 

in Section 21.197 and Section 21.199 of 

the Federal Aviation Regulations (14 

CFR 21.197 and 21.199), are not 

allowed. 

Alternative Methods of Compliance 

(AMOCs) 

(k)(1) The Manager, Seattle ACO, 

FAA, has the authority to approve 

AMOCs for this AD, if requested using 

the procedures found in 14 CFR 39.19. 

In accordance with 14 CFR 39.19, send 

your request to your principal inspector 

or local Flight Standards District Office, 

as appropriate. If sending information 

directly to the manager of the ACO, 

send it to the attention of the person 

identified in the Related Information 

section of this AD. Information may be 

e-mailed to: 9-ANM-Seattle-ACOAMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal 

inspector, or lacking a principal 

inspector, the manager of the local flight 

standards district office/certificate 

holding district office. 

Related Information 

(l) For more information about this 

AD, contact Jeffrey W. Palmer, 

Aerospace Engineer, Systems and 

Equipment Branch, ANM–130S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue, SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6472; fax: (425) 917–6590; e-mail: 

jeffrey.w.palmer@faa.gov. 

(m) For service information identified 

in this AD, contact Boeing Commercial 

Airplanes, Attention: Data & Services 

Management, P.O. Box 3707, MC 2H–65, 

Seattle, Washington 98124–2207; 

telephone 206–544–5000, extension 1, 

fax 206–766–5680; e-mail 

me.boecom@boeing.com; Internet 

https://www.myboeingfleet.com. You 

may review copies of the referenced 

service information at the FAA, 

Transport Airplane Directorate, the 

FAA, 1601 Lind Avenue, SW., Renton, 

Washington. For information on the 

availability of this material at the FAA, 

call 425–227–1221. 

Issued in Renton, Washington, on March 

14, 2011. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2011–6931 Filed 3–23–11; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–0257; Directorate 

Identifier 2010–NM–122–AD] 

RIN 2120–AA64 

Airworthiness Directives; Airbus Model 

A318, A319, A320, and A321 Series 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for the 

products listed above that would 

supersede an existing AD. This 

proposed AD results from mandatory 

continuing airworthiness information 

(MCAI) originated by an aviation 

authority of another country to identify 

and correct an unsafe condition on an 


jdjones on DSK8KYBLC1PROD with PROPOSALS-1