60296 Federal Register / Vol. 77, No. 192 / Wednesday, October 3, 2012 / Rules and Regulations 

(v) Inspect the 44 LPT 4th stage vane 

cluster assemblies P/N 52N774–01 for casting 

identification ‘‘51N554AT 1447 2S1C1’’ and 

P/N 52N674–01 for casting identification 

‘‘51N454AT 655 2S1C1.’’ Remove the vane 

cluster assembly from service if either of 

these casting identifications is found. 

(2) At the next high-pressure turbine (HPT) 

overhaul, re-assemble the 2nd stage HPT 

rotor blades by alternating heavy blades next 

to light blades and balancing blades of 

similar weights 180 degrees across the rotor. 

(f) Installation Prohibition 

After the effective date of this AD, do not 

install or reinstall into any engine any LPT 

4th stage vanes with a P/N listed in Table 1 

to paragraph (e) of this AD that are at piecepart exposure and have had more than one 

strip and recoat repair. 

(g) Definitions 

(1) For the purpose of this AD, an HPT or 

LPT overhaul occurs when all disks in the 

rotor are removed from the engine and the 

blades are removed. 

(2) For the purpose of this AD, piece-part 

exposure means that the part is removed 

from the engine and completely 

disassembled. 

(h) Alternative Methods of Compliance 

(AMOCs) 

The Manager, Engine Certification Office, 

FAA, may approve AMOCs for this AD. Use 

the procedures found in 14 CFR 39.19 to 

make your request. 

(i) Related Information 

For more information about this AD, 

contact James Gray, Aerospace Engineer, 

Engine Certification Office, FAA, Engine & 

Propeller Directorate, 12 New England 

Executive Park, Burlington, MA; phone: 781– 

238–7742; fax: 781–238–7199; email: 

james.e.gray@faa.gov. 

(j) Material Incorporated by Reference 

None. 

Issued in Burlington, Massachusetts, on 

September 20, 2012. 

Diane M. Cook, 

Acting Manager, Engine & Propeller 

Directorate, Aircraft Certification Service. 

[FR Doc. 2012–23791 Filed 10–2–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2011–1411; Directorate 

Identifier 2011–NM–074–AD; Amendment 

39–17206; AD 2012–19–11] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 737 

airplanes. This AD was prompted by a 

report of a flightcrew not receiving an 

aural warning during a lack of cabin 

pressurization event. This AD requires 

incorporating design changes to 

improve the reliability of the cabin 

altitude warning system by installing a 

redundant cabin altitude pressure 

switch, replacing the aural warning 

module (AWM) with a new or reworked 

AWM, and changing certain wire 

bundles or connecting certain 

previously capped and stowed wires as 


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necessary. For certain airplanes, this AD 

also requires prior or concurrent 

incorporation of related design changes 

by modifying the instrument panels, 

installing light assemblies, modifying 

the wire bundles, and installing a new 

circuit breaker, as necessary. We are 

issuing this AD to prevent the loss of 

cabin altitude warning, which could 

delay flightcrew recognition of a lack of 

cabin pressurization, and could result in 

incapacitation of the flightcrew due to 

hypoxia (a lack of oxygen in the body), 

and consequent loss of control of the 

airplane. 

DATES: This AD is effective November 7, 

2012. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in the AD 

as of November 7, 2012. 

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; 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: 

Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental 

Systems Branch, ANM–150S, FAA, 

Seattle Aircraft Certification Office, 

1601 Lind Avenue SW., Renton, 

Washington 98057–3356; phone: (425) 

917–6596; fax: (425) 917–6590; email: 

Francis.Smith@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to include an AD that would 

apply to the specified products. That 

NPRM published in the Federal 

Register on December 30, 2011 (76 FR 

82207). That NPRM proposed to require 

incorporating design changes to 

improve the reliability of the cabin 

altitude warning system by requiring 

installation of a redundant switch of the 

cabin altitude pressure, replacing the 

AWM with a new or reworked AWM, 

changing certain wire bundles, and 

connecting certain previously capped 

and stowed wires, as necessary. For 

certain airplanes, that NPRM also 

proposed to require modifying the 

instrument panels, installing light 

assemblies, modifying the wire bundles, 

and installing a new circuit breaker, as 

necessary. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the proposal (76 FR 82207, 

December 30, 2011) and the FAA’s 

response to each comment. 

Support for NPRM (76 FR 82207, 

December 30, 2011) 

Air Line Pilot’s Association 

International supported the intent and 

the language of the NPRM (76 FR 82207, 

December 30, 2011). Europe Airpost 

stated it has no objection to the NPRM 

as proposed for Model 737–700 

airplanes. American Airlines (AAL) 

stated it has no objections to the NPRM 

as proposed and finds the proposed 

compliance time to be acceptable. 

Request To Use the Latest Service 

Information 

Delta (DAL), AAL, and The Boeing 

Company requested that the proposed 

AD (76 FR 82207, December 30, 2011) 

incorporate ‘‘Boeing Special Attention 

Service Bulletin 737–21–1165, Revision 

2, dated April 30, 2012,’’ instead of 

Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 1, dated 

July 16, 2010. Boeing stated that Boeing 

Special Attention Service Bulletin 737– 

21–1165, Revision 2, dated April 30, 

2012, incorporates changes to fix errors 

in the airplane maintenance manual, 

connection pin contacts, one splice, and 

one wire that had been discovered by an 

operator attempting to incorporate the 

service information. Boeing stated that if 

Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 1, dated 

July 16, 2010, is required, the operators 

affected by the errors in that service 

bulletin will require alternative methods 

of compliance (AMOCs) in order to 

comply with the proposed AD. 

In addition, Boeing and US Airways 

requested that the proposed AD (76 FR 

82207, December 30, 2011) incorporate 

Boeing Special Attention Service 

Bulletin 737–21–1164, Revision 1, dated 

May 17, 2012. Boeing stated that this 

revised service information incorporates 

changes from an engineering validation 

that affects all identified airplane groups 

and revises the engineering for airplanes 

with cold-bonded skins. Boeing stated 

that Boeing Special Attention Service 

Bulletin 737–21–1164, dated February 

10, 2011, cannot be incorporated as 

written due to erroneous installation 

steps for the pressure switch location 

and erroneous operational test 

instructions. US Airways noted that 

errors with conflicting steps in Boeing 

Special Attention Service Bulletin 737– 

21–1164, dated February 10, 2011, 

involve circuit breaker operation. 

We agree with the commenters’ 

requests to reference the latest service 

information for the reasons provided by 

the commenters. We have revised this 

AD by referencing Boeing Special 

Attention Service Bulletin 737–21– 

1164, Revision 1, dated May 17, 2012; 

and Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 1, dated 

July 16, 2010, as revised by Boeing 

Special Attention Service Bulletin 737– 

21–1165, Revision 2, dated April 30, 

2012; throughout the AD. We have also 

given credit for actions done before the 

effective date of this AD in accordance 

with Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 1, dated 

July 16, 2010. 

Request To Clarify or Delete Service 

Information 

Boeing requested that we either delete 

or clarify references in the preamble and 

paragraph (i) (‘‘Credit for Actions 

Accomplished in Accordance with 

Previous Service Information’’) of the 

NPRM (76 FR 82207, December 30, 

2011) to Boeing Alert Service Bulletin 

737–31A1325, dated January 11, 2010, 

and Boeing Alert Service Bulletin 737– 

31A1332, Revision 2, dated August 18, 

2011; as well as the supporting BAE 

Systems service information. Boeing 

stated a concern that the references to 

all of this service information will cause 

confusion regarding the concurrent 

requirements and compliance times. 

Boeing also stated that AD 2011–03– 

14, Amendment 39–16598 (76 FR 6529, 

February 7, 2011), already mandates 

incorporation of Boeing Alert Service 

Bulletin 737–31A1325, dated January 

11, 2010, and also establishes the 

compliance time. Boeing added that 

another existing NPRM, Docket No. 

FAA–2011–0258 (76 FR 16579, March 

24, 2011), proposes to mandate Boeing 


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Alert Service Bulletin 737–31A1332, 

Revision 1, dated June 24, 2010, and it 

also establishes the compliance times. 

Boeing stated its concern that the 

proposed AD (76 FR 82207, December 

30, 2011) might inadvertently require 

operators to incorporate Boeing Special 

Attention Service Bulletin 737–21– 

1164, Revision 1, dated May 17, 2012; 

and Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010; at the 

same time—instead of in the correct 

order. 

We agree with Boeing’s request to 

clarify or delete certain service 

information in this final rule to avoid 

confusion. 

Notes 1 and 2 of the NPRM (76 FR 

82207, December 30, 2011) referenced 

the supporting BAE Systems service 

information; therefore, we have 

removed those notes from this final rule 

to avoid confusion. 

It should be noted that since the 

issuance of the NPRM (76 FR 82207, 

December 30, 2011), we have reviewed 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 3, dated March 28, 

2012, which clarifies certain actions and 

figures. We have revised paragraph (h) 

of this AD to reference this latest 

revision of the service information. 

We have also revised paragraph (i) of 

the NPRM (76 FR 82207, December 30, 

2011), which gave credit for Boeing 

Alert Service Bulletin 737–31A1332, 

Revision 1, dated June 24, 2010. 

Paragraph (i)(1) of this final rule 

provides credit for Boeing Special 

Attention Service Bulletin 737–21– 

1165, Revision 1, dated July 16, 2010. 

We have added paragraph (i)(2) to this 

final rule to give credit for Boeing Alert 

Service Bulletin 737–31A1332, Revision 

1, dated June 24, 2010; however, such 

credit only applies to Group 1 airplanes 

identified in that service information, 

except for Groups 24, 25, and 27 

through 33 airplanes (as identified in 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 3, dated March 28, 

2012). Paragraphs (i)(3) and (i)(4) of this 

final rule to provide credit for Boeing 

Alert Service Bulletin 737–31A1332, 

Revision 2, dated August 18, 2011, but 

only for the airplanes identified in those 

paragraphs. 

We provide the following 

clarifications for references in this final 

rule to Boeing Alert Service Bulletin 

737–31A1325, dated January 11, 2010; 

and Boeing Alert Service Bulletin 737– 

31A1332, Revision 2, dated August 18, 

2011; as applicable. 

If an operator decides to comply with 

the actions in Boeing Special Attention 

Service Bulletin 737–21–1164, Revision 

1, dated May 17, 2012; and Boeing 

Special Attention Service Bulletin 737– 

21–1165, Revision 1, dated July 16, 

2010, as revised by Boeing Special 

Attention Service Bulletin 737–21– 

1165, Revision 2, dated April 30, 2012; 

within the 72-month compliance time 

specified in this AD, then prior to or 

concurrently with those actions, the 

operator also must accomplish the 

concurrent requirements in Boeing Alert 

Service Bulletin 737–31A1325, dated 

January 11, 2010, or Boeing Alert 

Service Bulletin 737–31A1332, Revision 

3, dated March 28, 2012, as applicable. 

However, we note that AD 2011–03– 

14, Amendment 39–16598 (76 FR 6529, 

February 7, 2011), requires 

accomplishment of Boeing Alert Service 

Bulletin 737–31A1325, dated January 

11, 2010, within 36 months after the 

effective date of that AD. In addition, 

NPRM Docket No. FAA–2011–0258 (76 

FR 16579, March 24, 2011) also 

specifies 36 months as the compliance 

time for accomplishment of Boeing 

Alert Service Bulletin 737–31A1332, 

Revision 1, dated June 24, 2010. 

Therefore, if an operator waits until the 

end of the 72-month compliance time 

specified in paragraph (g) this AD to 

accomplish the concurrent service 

information specified in this AD—i.e., 

Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010; and 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 3, dated March 28, 

2012—then that operator would be out 

of compliance with the other AD 

actions. Therefore, the order of these AD 

actions is acceptable. 

Request To Revise Unsafe Condition 

Boeing requested that paragraph (e) of 

the NPRM (76 FR 82207, December 30, 

2011) be revised. Boeing suggested that 

the paragraph state: ‘‘This AD was 

prompted by the report of a flight crew 

not receiving an aural warning during a 

lack of cabin pressurization event. The 

failure of the altitude pressure switch 

prevented the aural warning from 

sounding when the cabin altitude 

exceeded 10,000 feet. We are issuing 

this AD to improve reliability of the 

Cabin Altitude Warning to flight crews. 

Loss of the Cabin Altitude Warning may 

delay flight crew recognition of a lack of 

cabin pressurization, which could result 

in incapacitation of the flightcrew due 

to hypoxia (a lack of oxygen in the 

body), and consequent loss of control of 

the airplane.’’ 

Boeing stated that the pressure switch 

at issue is only used in the cabin 

altitude warning system and is not used 

for pressurization control. Boeing stated 

that the increased reliability of the cabin 

altitude warning may prevent delays in 

the flightcrew’s recognition of a lack of 

cabin pressure event, but will not affect 

the flightcrew’s ability to recognize the 

warning intent or properly react because 

the method of annunciation and 

associated flightcrew procedures are 

unchanged. Boeing stated that AD 2011– 

03–14, Amendment 39–16598 (76 FR 

6529, February 7, 2011), and NPRM 

Docket No. FAA–2011–0258 (76 FR 

16579, March 24, 2011) address the 

failure of a flightcrew to recognize and 

react to a valid cabin altitude warning. 

We agree with Boeing’s request. We 

agree that the requested revision 

clarifies that failure of the pressure 

switch was not the root cause of the lack 

of cabin pressurization, but was the root 

cause of the failure of the aural warning. 

We have changed the Summary and 

paragraph (e) of this final rule 

accordingly, with certain editorial 

changes. 

Request To Match Compliance Times of 

Two AD Actions 

United Airlines (UAL) requested that 

the effective date of the final rule after 

the NPRM (76 FR 82207, December 30, 

2011) match the effective date of the 

final rule after NPRM for Docket No. 

FAA–2011–0258 (76 FR 16579, March 

24, 2011). UAL pointed out that Boeing 

Special Attention Service Bulletin 737– 

21–1165, Revision 2, dated April 30, 

2012; and Boeing Alert Service Bulletin 

737–31A1332, Revision 2, dated August 

18, 2011; have been issued. UAL stated 

that the effective date of this final rule 

will require installation of the 

redundant pressure switch (which was 

proposed in the NPRM (76 FR 82207, 

December 30, 2011)), and should not 

precede the effective date of the final 

rule for NPRM Docket No. FAA–2011– 

0258, which currently proposes to 

require the installation of annunciators. 

UAL stated that matching the 

compliance times for the two final rules 

will allow operators to obtain parts and 

schedule the two modifications 

concurrently, which is much more 

effective than doing the two tasks at 

separate times, since the work is 

required in the same areas for both 

modifications. 

We disagree with the commenter’s 

request to harmonize the compliance 

times. While we note that the safety 

issues identified in this final rule and 

NPRM Docket No. FAA–2011–0258 (76 

FR 16579, March 24, 2011) are related, 

each AD action addresses separate 

safety issues and has specific 

compliance times based on our risk 

assessments. Operators can always 

comply with an AD in advance of the 

compliance time. We have not changed 

this AD in this regard. 


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Request To Revise the Costs of 

Compliance Section 

Boeing requested clarification of 

incorporation costs reflected in the 

NPRM as those costs relate to Boeing 

Alert Service Bulletin 737–31A1325, 

dated January 11, 2010; Boeing Alert 

Service Bulletin 737–31A1332, Revision 

2, dated August 18, 2011; and the 

supporting BAE service information. 

DAL requested that the work-hours 

for Boeing Alert Service Bulletin 737– 

31A1332, Revision 2, dated August 18, 

2011, to modify instrument panels, 

install light assemblies, modify wire 

bundles, and install a new circuit 

breaker, be changed from 84 to 

approximately 95. DAL stated that it has 

noted a discrepancy in the work-hours 

for the actions specified in the service 

information, excluding time estimates 

for opening and closing. 

AAL requested that we revise the 

estimated work-hours for accomplishing 

the actions in the NPRM (76 FR 82207, 

December 30, 2011). AAL suggested that 

the work-hours specified in Boeing 

Special Attention Service Bulletin 737– 

21–1165, Revision 1, dated July 16, 

2010, be revised from 31 to 

approximately 95 work-hours for 

accomplishing the installation of the 

redundant cabin altitude pressure 

switch, removal and installation of the 

AWM, and wiring changes. AAL stated 

that it has validated its estimates 

through implementation on several 

airplanes. DAL requested the workhours for the same action be adjusted to 

approximately 53. 

UAL requested that the combined 

work-hours for both actions (we infer to 

this as installation and modification) be 

changed from 115 to 200 work-hours. 

UAL stated that it has done surveys of 

airplanes to determine how to gain 

access to affected areas, and it has 

determined what additional testing will 

be required due to disturbed systems. 

Europe Airpost, DAL, US Airways, 

and UAL requested that we revise the 

cost of parts in the NPRM (76 FR 82207, 

December 30, 2011). Europe Airpost 

specifically stated that an additional 

cost should be included for operators 

needing to procure a new AWM 

($36,456 based on the Boeing service 

information), which is not negligible for 

small airlines. UAL stated that the price 

estimates specified in the service 

information and the NPRM only include 

wire kit costs and do not include the 

costs for modifying or replacing parts. 

US Airways indicated that the cost for 

reworking the AWM would be $4,136, 

and the cost for replacement of the 

AWM would be $33,576 (each). 

We agree with the commenters’ 

request to revise the work-hours and the 

cost of parts in this AD. We have revised 

the cost for the installation, 

replacement, and wiring changes to 

include the 54 work-hours in Boeing 

Special Attention Service Bulletin 737– 

21–1165, Revision 1, dated July 16, 

2010, as revised by Boeing Special 

Attention Service Bulletin 737–21– 

1165, Revision 2, dated April 30, 2012, 

and the 8 hours in the concurrent BAE 

service information, a total of up to 62 

work-hours. We have revised the cost of 

parts of the AWM to specify $33,576. 

For the modification and other 

installations, we have included the 8 

work-hours in the concurrent BAE 

service information, a total of up to 92 

work-hours. We have revised the ‘‘Cost 

of Compliance’’ section of this AD 

accordingly. 

Request To Reopen the Comment 

Period for a Related NPRM (76 FR 

16579, March 24, 2011) 

UAL requested that we revise and reopen the comment period for a related 

NPRM, Docket No. FAA–2011–0258 (76 

FR 16579, March 24, 2011). UAL stated 

that the related NPRM is only applicable 

to airplanes in Groups 1 through 7 of 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 1, dated June 24, 

2010. UAL stated that it does not have 

any airplanes within these groups and, 

therefore, did not comment on that 

related NPRM. However, UAL stated 

that in paragraph (h) of the NPRM (76 

FR 82207, December 30, 2011), the 

concurrent requirements identified in 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 2, dated August 18, 

2011, now include 23 groups of 

airplanes. UAL stated that operators that 

have airplanes in groups 1 through 7 

likely did not comment on the related 

NPRM, and should be given the 

opportunity to do so. 

We are considering additional AD 

rulemaking at this time for the related 

NPRM, Docket No. FAA–2011–0258 (76 

FR 16579, March 24, 2011), which will 

re-open the comment period. 

Request for Editorial Changes 

Boeing requested that we make 

editorial changes to the NPRM (76 FR 

82207, December 30, 2011). Boeing 

suggested we delete the comma after 

‘‘certain wire bundles,’’ and add the 

word ‘‘or’’ so that the first sentence in 

paragraph (g) of the NPRM would read 

as follows: ‘‘Within 72 months after the 

effective date of this AD, install a 

redundant switch of the cabin altitude 

pressure, replace the aural warning 

module (AWM) with a new or reworked 

AWM, and change certain wire bundles 

or connect certain capped and stowed 

wires, as applicable * * *.’’ Boeing 

noted that certain airplanes require the 

replacement of the AWM and 

connection of the capped and stowed 

wires, as specified in Boeing Special 

Attention Service Bulletin 737–21– 

1165, Revision 2, dated April 30, 2012. 

We agree with the commenter’s 

request for editorial changes for the 

reason provided by the commenter. We 

have changed the Summary and 

paragraph (g) of this final rule 

accordingly. 

Revised AMOC Paragraph 

We have added paragraph (j)(3) to this 

final rule to delegate the authority to 

approve an AMOC for any repair 

required by this AD to the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA). 

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— 

and minor editorial changes. We have 

determined that these minor changes: 

• Are consistent with the intent that 

was proposed in the (NPRM (76 FR 

82207, December 30, 2011) for 

correcting the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (76 FR 82207, 

December 30, 2011). 

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 affects 1,405 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 


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ESTIMATED COSTS

Action Labor cost Parts cost Cost per product Cost on U.S. operators 

Install a redundant cabin altitude pressure 

switch, replace the AWM with a new or reworked AWM, change certain wire bundles 

or connect certain capped and stowed wires.

Up to 62 work-hours × 

$85 per hour = up to 

$5,270.

$33,576 Up to $38,846 ............. Up to $54,578,630. 

Modify the instrument panels, install light assemblies, modify the wire bundles, and install a new circuit breaker (concurrent requirements).Up to 92 work-hours × 

$85 per hour = up to 

$7,820.

5,292 Up to $13,112 ............. Up to $18,422,360. 

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 

(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 

■ 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): 

2012–19–11 The Boeing Company: 

Amendment 39–17206; Docket No. 

FAA–2011–1411; Directorate Identifier 

2011–NM–074–AD. 

(a) Effective Date 

This AD is effective November 7, 2012. 

(b) Affected ADs 

None. 

(c) Applicability 

The Boeing Company airplanes; 

certificated in any category; as identified in 

paragraphs (c)(1) and (c)(2) of this AD. 

(1) Model 737–100, –200, –200C, –300,– 

400, and –500 series airplanes, as identified 

in Boeing Special Attention Service Bulletin 

737–21–1164, Revision 1, dated May 17, 

2012. 

(2) Model 737–600, –700, –700C, –800,– 

900, and –900ER series airplanes, as 

identified in Boeing Special Attention 

Service Bulletin 737–21–1165, Revision 1, 

dated July 16, 2010, as revised by Boeing 

Special Attention Service Bulletin 737–21– 

1165, Revision 2, dated April 30, 2012. 

(d) Subject 

Joint Aircraft System Component (JASC)/ 

Air Transport Association (ATA) of America 

Code 21; Air Conditioning. 

(e) Unsafe Condition 

This AD was prompted by the report of a 

flightcrew not receiving an aural warning 

during a lack of cabin pressurization event. 

The failure of the altitude pressure switch 

prevented the aural warning from sounding 

when the cabin altitude exceeded 10,000 feet. 

We are issuing this AD to prevent the loss of 

cabin altitude warning, which could delay 

flightcrew recognition of a lack of cabin 

pressurization, and could result in 

incapacitation of the flightcrew due to 

hypoxia (a 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 72 months after the effective date 

of this AD, install a redundant cabin altitude 

pressure switch, replace the aural warning 

module (AWM) with a new or reworked 

AWM, and change certain wire bundles or 

connect certain capped and stowed wires, as 

applicable, in accordance with the 

Accomplishment Instructions of Boeing 

Special Attention Service Bulletin 737–21– 

1164, Revision 1, dated May 17, 2012 (for 

Model 737–100, –200, –200C, –300, –400, 

and –500 series airplanes); or Boeing Special 

Attention Service Bulletin 737–21–1165, 

Revision 1, dated July 16, 2010, as revised by 

Boeing Special Attention Service Bulletin 

737–21–1165, Revision 2, dated April 30, 

2012 (for Model 737–600, –700, –700C, –800, 

–900, and –900ER series airplanes). 

(h) Concurrent Actions 

For airplanes identified in Boeing Alert 

Service Bulletin 737–31A1325, dated January 

11, 2010 (for Model 737–100, –200, –200C, 

–300, –400, and –500 series airplanes); and 

Boeing Alert Service Bulletin 737–31A1332, 

Revision 3, dated March 28, 2012 (for Model 

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

–900ER series airplanes): Before or 

concurrently with accomplishment of the 

actions specified in paragraph (g) of this AD, 

as applicable, modify the instrument panels, 

install light assemblies, modify the wire 

bundles, and install a new circuit breaker, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

737–31A1325, dated January 11, 2010 (for 

Model 737–100, –200, –200C, –300, –400, 

and –500 series airplanes); or Boeing Alert 

Service Bulletin 737–31A1332, Revision 3, 

dated March 28, 2012 (for Model 737–600, 

–700, –700C, –800, –900, and –900ER series 

airplanes). 

(i) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions required by paragraph (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Special 

Attention Service Bulletin 737–21–1165, 

Revision 1, dated July 16, 2010. 


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Federal Register / Vol. 77, No. 192 / Wednesday, October 3, 2012 / Rules and Regulations 60301 

(2) 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 

(h) 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. 

(3) For airplanes identified in Boeing Alert 

Service Bulletin 737–31A1332, Revision 2, 

dated August 18, 2011; except airplanes 

identified in paragraph (i)(4) 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 

(h) 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. 

(4) 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 

(h) 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; 

and provided that those actions in Boeing 

Service Bulletin 737–21–1171, dated 

February 12, 2009, were accomplished prior 

to or concurrently with the actions in Boeing 

Alert Service Bulletin 737–31A1332, 

Revision 2, dated August 18, 2011. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(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. 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 Seattle 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. 

(3) An AMOC that provides an acceptable 

level of safety may be used for any repair 

required by this AD if it is approved by the 

Boeing Commercial Airplanes Organization 

Designation Authorization (ODA) that has 

been authorized by the Manager, Seattle 

ACO, to make those findings. For a repair 

method to be approved, the repair must meet 

the certification basis of the airplane, and the 

approval must specifically refer to this AD. 

(k) Related Information 

For more information about this AD, 

contact Francis Smith, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Branch, ANM–150S, FAA, Seattle Aircraft 

Certification Office, 1601 Lind Avenue SW., 

Renton, Washington 98057–3356; phone: 

(425) 917–6596; fax: (425) 917–6590; email: 

Francis.Smith@faa.gov. 

(l) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

paragraph under 5 U.S.C. 552(a) and 1 CFR 

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Special Attention Service 

Bulletin 737–21–1164, Revision 1, dated May 

17, 2012. 

(ii) Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 1, dated July 

16, 2010. 

(iii) Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 2, dated 

April 30, 2012. 

(iv) Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010. 

(v) Boeing Alert Service Bulletin 737– 

31A1332, Revision 1, dated June 24, 2010. 

(vi) Boeing Alert Service Bulletin 737– 

31A1332, Revision 2, dated August 18, 2011. 

(vii) Boeing Alert Service Bulletin 737– 

31A1332, Revision 3, dated March 28, 2012. 

(3) For The Boeing Company 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. 

(4) You may review copies of the service 

information at the FAA, Transport Airplane 

Directorate, 1601 Lind Avenue SW., Renton, 

WA. For information on the availability of 

this material at the FAA, call 425–227–1221. 

(5) 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 

September 19, 2012. 

Ali Bahrami, 

Manager, Transport Airplane Directorate, 

Aircraft Certification Service. 

[FR Doc. 2012–23800 Filed 10–2–12; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HEALTH AND 

HUMAN SERVICES 

Food and Drug Administration 

21 CFR Parts 510, 522, 524, and 558 

[Docket No. FDA–2012–N–0002] 

New Animal Drugs; Butorphanol; 

Doxapram; Triamcinolone; Tylosin 

AGENCY: Food and Drug Administration, 

HHS. 

ACTION: Final rule. 

SUMMARY: The Food and Drug 

Administration (FDA) is amending the 

animal drug regulations to reflect the 

withdrawal approval of a new animal 

drug application (NADA) and three 

abbreviated new animal drug 

applications (ANADAs) at the sponsors’ 

request because the products are no 

longer manufactured or marketed. 

DATES: This rule is effective October 15, 

2012. 

FOR FURTHER INFORMATION CONTACT: 

David Alterman, Center for Veterinary 

Medicine (HFV–212), Food and Drug 

Administration, 7519 Standish Pl., 

Rockville, MD 20855, 240–453–6843, 

email: david.alterman@fda.hhs.gov. 

SUPPLEMENTARY INFORMATION: The 

sponsors of the NADA and ANADAs 

listed in table 1 have requested that 

FDA withdraw approval because the 

products are no longer manufactured or 

marketed: 

TABLE 1—NADA AND ANADAS FOR WHICH WITHDRAWAL OF APPROVAL HAS BEEN REQUESTED

NADA/ 

ANADA No. 

Trade name 

(drug) Applicant Citation in 21 CFR 

100–556 ...... Vigorena Feeds Hy-Ty Premix 

(tylosin phosphate).

Springfield Milling Corp., Vigorena Feeds, Springfield, MN 56087 ............ 558.625 

200–435 ...... RESPIRAM (doxapram hydrochloride) Injection.Modern Veterinary Therapeutics, LLC, 18001 Old Cutler Rd., suite 317, 

Miami, FL 33157.

522.775 

200–446 ...... BUTORPHINE (butorphanol tartrate) 

Injection.

Modern Veterinary Therapeutics, LLC, 18001 Old Cutler Rd., suite 317, 

Miami, FL 33157.

522.246 

200–459 ...... VETAZINE (triamcinolone) Cream ... Modern Veterinary Therapeutics, LLC, 18001 Old Cutler Rd., suite 317, 

Miami, FL 33157.

524.2483 


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