Federal Register / Vol. 80, No. 154 / Tuesday, August 11, 2015 / Rules and Regulations 48013 

calendar year, or such other date as 

directed by NCUA. * * * 

* * * * * 

(c) Credit union-run tests under 

NCUA supervision. After NCUA has 

completed three consecutive 

supervisory stress tests of a covered 

credit union, the covered credit union 

may, with NCUA approval, conduct the 

tests described in this subpart. A 

covered credit union must submit its 

request to NCUA to conduct its own 

stress test by November 30 for the 

following annual cycle. NCUA will 

approve or decline the credit union’s 

request by December 31 of the year in 

which the credit union submitted its 

request. NCUA reserves the right to 

conduct the tests described in this 

section on any covered credit union at 

any time. Where both NCUA and a 

covered credit union have conducted 

the tests, the results of NCUA’s tests 

will determine whether the covered 

credit union has met the requirements 

of this subpart. 

(d) Potential impact on capital. In 

conducting stress tests under this 

subpart, NCUA or the covered credit 

union will estimate the following for 

each scenario during each quarter of the 

stress test horizon: 

(1) Losses, pre-provision net revenues, 

loan and lease loss provisions, and net 

income; and 

(2) The potential impact on the stress 

test capital ratio, incorporating the 

effects of any capital action over the 9- 

quarter stress test horizon and 

maintenance of an allowance for loan 

losses appropriate for credit exposures 

throughout the horizon. NCUA or the 

covered credit union will conduct the 

stress tests without assuming any risk 

mitigation actions on the part of the 

covered credit union, except those 

existing and identified as part of the 

covered credit union’s balance sheet, or 

off-balance sheet positions, such as asset 

sales or derivatives positions, on the 

date of the stress test. 

(e) Information collection. Upon 

request, the covered credit union must 

provide NCUA with any relevant 

qualitative or quantitative information 

requested by NCUA pertinent to the 

stress tests under this subpart. 

(f) Stress test results. NCUA will 

provide each covered credit union with 

the results of the stress tests by August 

31 of the year in which it conducted the 

tests. A credit union conducting its own 

stress tests must incorporate the test 

results in its capital plan. 

(g) Supervisory actions. If NCUA-run 

stress tests show that a covered credit 

union does not have the ability to 

maintain a stress test capital ratio of 5 

percent or more under expected and 

stressed conditions in each quarter of 

the 9-quarter horizon, the credit union 

must provide NCUA, by November 30 of 

the calendar year in which NCUA 

conducted the tests, a stress test capital 

enhancement plan showing how it will 

meet that target. If credit union-run 

stress tests show that a covered credit 

union does not have the ability to 

maintain a stress test capital ratio of 5 

percent or more under expected and 

stressed conditions in each quarter of 

the 9-quarter horizon, the credit union 

must incorporate a stress test capital 

enhancement plan into its capital plan. 

Any affected credit union operating 

without a stress test capital 

enhancement plan accepted by NCUA 

may be subject to supervisory actions. 

* * * * * 

[FR Doc. 2015–19526 Filed 8–10–15; 8:45 am] 

BILLING CODE 7535–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2014–0487; Directorate 

Identifier 2014–NM–026–AD; Amendment 

39–18226; AD 2015–16–01] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are superseding 

Airworthiness Directive (AD) 2012–19– 

11 for certain The Boeing Company 

Model 737 airplanes. AD 2012–19–11 

required 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 

necessary. For certain airplanes, AD 

2012–19–11 also required 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. This AD was prompted by 

the report of a flightcrew not receiving 

an aural warning during a lack-of-cabin 

pressurization event. 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 September 

15, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain publications listed in this AD 

as of September 15, 2015. 

The Director of the Federal Register 

approved the incorporation by reference 

of certain other publications listed in 

this AD as of November 7, 2012 (77 FR 

60296, October 3, 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, WA 98124–2207; 

telephone 206–544–5000, extension 1; 

fax 206–766–5680; Internet https://

www.myboeingfleet.com. You may view 

this referenced 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. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2014– 

0487; 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 

Docket 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, WA 

98057–3356; telephone: 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 supersede AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, 

October 3, 2012). AD 2012–19–11 


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applied to certain The Boeing Company 

Model 737 airplanes. The NPRM 

published in the Federal Register on 

July 29, 2014 (79 FR 43983). 

The NPRM was prompted by the 

report of a flightcrew not receiving an 

aural warning during a lack of cabin 

pressurization event. The NPRM 

proposed to continue to require 

incorporating design changes to 

improve the reliability of the cabin 

altitude warning system by installing a 

redundant cabin altitude pressure 

switch, replacing the AWM with a new 

or reworked AWM, and changing 

certain wire bundles or connecting 

certain previously capped and stowed 

wires as necessary. 

For certain airplanes, the NPRM 

proposed to continue to require 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. The NPRM also proposed to 

require, for certain airplanes, 

incorporating related design changes. 

The NPRM also proposed, for certain 

airplanes, to no longer give credit for the 

prior accomplishment of certain actions. 

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. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. The 

following presents the comments 

received on the NPRM (79 FR 43983, 

July 29, 2014) and the FAA’s response 

to each comment. 

Request To Use the Latest Service 

Information 

Boeing requested that the proposed 

rule (79 FR 43983, July 29, 2014) 

incorporate Boeing Special Attention 

Service Bulletin 737–21–1165, Revision 

3, dated July 16, 2014, and Boeing Alert 

Service Bulletin 737–31A1325, Revision 

2, dated June 5, 2014. Boeing stated that 

it has released new service information 

and the service information should be 

reflected in the proposed rule. 

We agree with the commenter’s 

request to reference the latest service 

information. We have revised this final 

rule accordingly. 

Boeing Alert Service Bulletin 737– 

31A1325, Revision 2, dated June 5, 

2014, updates reference document 

names, corrects typographical errors, 

and includes airplanes that were 

removed in error in an earlier revision 

of the service information. The 

procedures remain unchanged. In 

addition, we have added paragraph (j)(2) 

of this AD, to give credit for previous 

actions, if those actions were performed 

before the effective date of this AD using 

Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010, and 

Boeing Alert Service Bulletin 737– 

31A1325, Revision 1, dated July 5, 2012. 

Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 3, dated 

July 16, 2014, includes configuration 

differences found by operators during 

incorporation of earlier revisions of the 

service information. The procedures 

otherwise remain unchanged. 

Request To Add an Exception to the 

Proposed Rule (79 FR 43983, July 29, 

2014) 

An anonymous commenter requested 

to add an exception to the proposed rule 

(79 FR 43983, July 29, 2014). The 

commenter stated that paragraphs (j)(2) 

and (j)(3) of the proposed AD should 

include the same exceptions for group 

24 through 25 airplanes, and group 27 

through 33 airplanes, as identified in 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 4, dated October 31, 

2013. 

The commenter also stated that 

paragraphs (i)(2) and (i)(3) of AD 2012– 

19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012), did not give 

credit for previous actions for group 24 

through 25 airplanes, and group 27 

through 33 airplanes, as identified in 

Boeing Alert Service Bulletin 737– 

31A1332, Revision 3, dated March 28, 

2012. The commenter stated that this is 

because paragraph 1.C. of Boeing Alert 

Service Bulletin 737–31A1332, Revision 

3, dated March 28, 2012, explicitly 

states that changes given in figures 48 

through 50 affect wiring changes 

previously accomplished in Boeing 

Service Bulletin 737–24A1141; also 

figures 15 through 17, and airplane line 

numbers 1 through 740, are moved to a 

new group 24 through 25 airplanes, and 

group 27 through 33 airplanes. 

The commenter stated that if an 

airplane is identified in groups 24 

through 25 airplanes, and group 27 

through 33 airplanes, of Boeing Alert 

Service Bulletin 737–31A1332, Revision 

4, dated October 31, 2013, the operator 

can take credit for previous actions 

accomplished using Boeing Alert 

Service Bulletin 737–31A1332, Revision 

2, dated August 18, 2011, and Boeing 

Alert Service Bulletin 737–31A1332, 

Revision 1, dated June 24, 2010. 

Therefore, the commenter stated that the 

operator must, per the exceptions of 

paragraphs (i)(2) or (i)(3) of AD 2012– 

19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012), re-comply with 

the proposed AD once the additional 

actions are taken. 

We disagree with the commenter’s 

request. This AD corrects an error in 

paragraph (i) of AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, 

October 3, 2012). In AD 2012–19–11, 

airplanes were identified incorrectly as 

having wiring instructions that may 

conflict with the corrective actions of 

AD 2009–16–07, Amendment 39–15990 

(74 FR 41607, August 18, 2009). Further, 

this AD supersedes (i.e., ‘‘replaces’’) AD 

2012–19–11, and therefore compliance 

is required with this new AD only. In 

addition, there are still exclusions in 

this AD, but they are now identified by 

line numbers—not by groups—as shown 

in paragraphs (j)(1)(ii) and (j)(1)(iii) of 

this AD. We have not changed this AD 

in this regard. 

Request To Extend the Compliance 

Time 

United Airlines (UAL) requested that 

the compliance time for the proposed 

rule (79 FR 43983, July 29, 2014) be 

extended a minimum of 1 year for all 

airplanes. UAL stated that this is due to 

the increased scope of required testing 

not documented 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. UAL 

commented that Boeing Special 

Attention Service Bulletin 737–21– 

1165, Revision 2, dated April 30, 2012, 

is for the removal of the junction box 46, 

and additional administrative time is 

required during the accomplishment of 

each airplane for obtaining an alternate 

method of compliance (AMOC). 

UAL commented that due to the 

removal of junction box 46, 43 

additional operational checks must be 

accomplished and are estimated to take 

an additional 30 hours of elapsed time 

for each airplane. UAL stated that the 

estimated costs of the proposed rule (79 

FR 43983, July 29, 2014) should be 

revised to include an additional 30 

hours for testing. 

UAL also stated that multiple AMOCs 

have been required for the concurrent 

requirements and for airplanes affected 

by AD 2013–02–05, Amendment 39– 

17326 (78 FR 6202, January 30, 2013) 

due to errors in the Boeing data. UAL 

stated that the time necessary to seek 

approved AMOCs extends the 

completion time of each airplane 

beyond the time allotted in the 

estimated costs and can result in the 

airplanes being out of service. 


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We disagree with the commenter’s 

request. Boeing has provided its work 

estimates based on average times for 

accomplishing its service information 

specifically to correct the unsafe 

condition. The time spent to perform 

additional functional checks and testing 

to systems incidentally associated with 

the unsafe condition in this AD and any 

associated administrative actions in 

carrying out all work (related to this AD) 

will vary among operators. 

Additionally, we do not consider the 

time spent processing AMOCs when we 

determine estimated costs of an AD 

because of the variable occurrences, 

scope of technical deviations, and 

elective nature of many AMOC requests. 

The estimate of labor hours provides 

only a guideline for operators, and 

operators are encouraged to review all 

relevant work steps to create time and 

cost estimates specific to their schedules 

and work processes. Operators that 

request AMOCs while their airplane is 

in maintenance do not have to wait for 

the Seattle Aircraft Certification Office 

(ACO) approval before they can return 

the airplane to service, provided the 72- 

month compliance time has not passed, 

and operators do not claim compliance 

credit in their maintenance records until 

the AMOC is received. As long as the 

72-month compliance time has not been 

exceeded, an AMOC is not needed; 

therefore, requests for compliance time 

extensions and Seattle ACO responses 

to early AMOC requests have no effect 

on returning an airplane to service from 

an operator’s maintenance cycle. 

We base AD compliance times 

primarily on our assessment of safety 

risk. We consider the overall risk to the 

fleet, including the severity of the 

failure and the likelihood of the failure’s 

occurrence in development of the 

compliance time for the ADs. We work 

with the respective manufacturers to 

ensure that all appropriate instructions 

and parts are available at the 

appropriate time to meet our collective 

safety goals, and that those goals are 

based on safety of the fleet. We have not 

changed this AD in this regard. 

Effect of Winglets on AD 

Aviation Partners Boeing stated that 

the installation of winglets per STC 

ST01219SE or ST00830SE does not 

affect the accomplishment of the 

manufacturer’s service instructions. 

Conclusion 

We reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this 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 (79 FR 

43983, July 29, 2014) for correcting the 

unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM (79 FR 43983, 

July 29, 2014). 

We also determined that these 

changes will not increase the economic 

burden on any operator or increase the 

scope of this AD. 

Related Service Information Under 1 

CFR Part 51 

We reviewed the following service 

information: 

• Boeing Alert Service Bulletin 737– 

31A1325, Revision 2, dated June 5, 

2014. 

• Boeing Alert Service Bulletin 737– 

31A1332, Revision 4, dated October 31, 

2013. 

• Boeing Special Attention Service 

Bulletin 737–21–1164, Revision 2, dated 

August 23, 2013. 

• Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 3, dated 

July 16, 2014. 

The service information describe 

procedures for incorporating design 

changes to improve the reliability of the 

cabin altitude warning system by 

installing a redundant cabin altitude 

pressure switch, replacing the AWM 

with a new or reworked AWM, and 

changing certain wire bundles or 

connecting certain previously capped 

and stowed wires as necessary. This 

service information is reasonably 

available because the interested parties 

have access to it through their normal 

course of business or by the means 

identified in the ADDRESSES section of 

this AD. 

Costs of Compliance 

We estimate that this AD affects 1,618 

airplanes of U.S. registry. 

We estimate the following costs to 

comply with this AD: 

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 

[retained actions from AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, October 3, 2012), for 1,618 airplanes].

Up to 62 work-hours × 

$85 per hour = up to 

$5,270.

$33,576 Up to $38,846 ............. Up to $62,852,828 

Modify the instrument panels, install light assemblies, modify the wire bundles, and install a new circuit breaker (concurrent requirements) [retained actions from AD 

2012–19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012), for 1,596 airplanes].

Up to 92 work-hours × 

$85 per hour = up to 

$7,820.

5,292 Up to $13,112 ............. Up to $20,926,752 

Modify the instrument panels, install light assemblies, modify the wire bundles, and install a new circuit breaker (concurrent requirements) [new actions for 22 airplanes].Up to 92 work-hours × 

$85 per hour = up to 

$7,820.

5,292 Up to $13,112 ............. Up to $288,464 

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, 


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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 have determined that 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 

removing Airworthiness Directive (AD) 

2012–19–11, Amendment 39–17206 (77 

FR 60296, October 3, 2012), and adding 

the following new AD: 

2015–16–01 The Boeing Company: 

Amendment 39–18226; Docket No. 

FAA–2014–0487; Directorate Identifier 

2014–NM–026–AD. 

(a) Effective Date 

This AD is effective September 15, 2015. 

(b) Affected ADs 

This AD replaces AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, October 

3, 2012). 

(c) Applicability 

This AD applies to 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 2, dated August 23, 

2013. 

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

–900, and –900ER series airplanes, as 

identified in Boeing Special Attention 

Service Bulletin 737–21–1165, Revision 3, 

dated July 16, 2014. 

(d) Subject 

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. 

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) Retained Installation 

This paragraph restates the actions 

required by paragraph (g) of AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, October 

3, 2012), with revised service information. 

Within 72 months after November 7, 2012 

(the effective date of AD 2012–19–11), 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 the applicable service 

information in paragraphs (g)(1) and (g)(2) of 

this AD; except as provided by paragraph 

(k)(1) of this AD. 

(1) Boeing Special Attention Service 

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

17, 2012; or Boeing Special Attention Service 

Bulletin 737–21–1164, Revision 2, dated 

August 23, 2013 (for Model 737–100, –200, 

–200C, –300, –400, and –500 series 

airplanes). As of the effective date of this AD, 

use Boeing Special Attention Service Bulletin 

737–21–1164, Revision 2, dated August 23, 

2013, for the actions specified in paragraph 

(g) of this AD. 

(2) 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; or Boeing 

Special Attention Service Bulletin 737–21– 

1165, Revision 3, dated July 16, 2014 (for 

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

and –900ER series airplanes). As of the 

effective date of this AD use Boeing Special 

Attention Service Bulletin 737–21–1165, 

Revision 3, dated July 16, 2014. 

(h) Retained Concurrent Actions 

This paragraph restates the concurrent 

actions required by paragraph (h) of AD 

2012–19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012), with revised service 

information. 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); except as 

provided by paragraph (i) of this AD: 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 the applicable service 

information in paragraphs (h)(1) and (h)(2) of 

this AD; except as provided by paragraph 

(k)(2) of this AD. 

(1) The service information for Model 737– 

100, –200, –200C, –300, –400, and –500 

series airplanes as identified in paragraphs 

(h)(1)(i), (h)(1)(ii), and (h)(1)(iii), of this AD. 

As of the effective date of this AD, use Boeing 

Alert Service Bulletin 737–31A1325, 

Revision 2, dated June 5, 2014 (for Model 

737–100, –200, –200C, –300, –400, and –500 

series airplanes), for the actions specified in 

paragraph (h) of this AD. 

(i) Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010. 

(ii) Boeing Alert Service Bulletin 737– 

31A1325, Revision 1, dated July 5, 2012. 

(iii) Boeing Alert Service Bulletin 737– 

31A1325, Revision 2, dated June 5, 2014. 

(2) Boeing Alert Service Bulletin 737– 

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

or Boeing Alert Service Bulletin 737– 

31A1332, Revision 4, dated October 31, 2013 

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

–900, and –900ER series airplanes). As of the 

effective date of this AD, use Boeing Alert 

Service Bulletin 737–31A1332, Revision 4, 

dated October 31, 2013 (for Model 737–600, 

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

airplanes), for the actions specified in 

paragraph (h) of this AD. 

(i) New Concurrent Requirement 

For airplanes having variable numbers 

YA001 through YA008 inclusive, YA251, 

YA501 through YA508 inclusive, and YC321 

through YC325 inclusive: Before or 

concurrently with accomplishment of the 

actions specified in paragraph (g) of this AD, 

or within 18 months after the effective date 

of this AD, whichever occurs later, 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 737–31A1332, 

Revision 4, dated October 31, 2013. 


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(j) Credit for Previous Actions 

(1) This paragraph restates the credit for 

previous actions stated in paragraph (i) of AD 

2012–19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012), with correct 

paragraph reference and revised exempted 

airplanes. 

(i) This paragraph provides credit for the 

actions required by paragraph (g) of this AD, 

if those actions were performed before 

November 7, 2012 (the effective date of AD 

2012–19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012)), using Boeing 

Special Attention Service Bulletin 737–21– 

1165, Revision 1, dated July 16, 2010, which 

was incorporated by reference in AD 2012– 

19–11. 

(ii) For airplanes identified in Boeing Alert 

Service Bulletin 737–31A1332, Revision 1, 

dated June 24, 2010; except airplanes having 

variable numbers YA001 through YA019 

inclusive, YA201 through YA203 inclusive, 

YA231 through YA242 inclusive, YA251, 

YA252, YA271, YA272, YA301, YA302, 

YA311, YA312, YA501 through YA508 

inclusive, YA541, YA701, YA702, YC001 

through YC007 inclusive, YC051, YC052, 

YC101, YC102, YC111, YC121, YC301, 

YC302, YC321 through YC330 inclusive, 

YC381, YC401 through YC403 inclusive, 

YC501, YC502, and YE001 through YE003 

inclusive: 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 

Alert Service Bulletin 737–31A1332, 

Revision 1, dated June 24, 2010, which was 

incorporated by reference in AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, October 

3, 2012). 

(iii) For airplanes identified in Boeing 

Alert Service Bulletin 737–31A1332, 

Revision 2, dated August 18, 2011; except 

airplanes identified in paragraph (j)(4) of this 

AD and airplanes having variable numbers 

YA001 through YA019 inclusive, YA201 

through YA203 inclusive, YA231 through 

YA242 inclusive, YA251, YA252, YA271, 

YA272, YA301, YA302, YA311, YA312, 

YA501 through YA508 inclusive, YA541, 

YA701, YA702, YC001 through YC007 

inclusive, YC051, YC052, YC101, YC102, 

YC111, YC121, YC301, YC302, YC321 

through YC330 inclusive, YC381, YC401 

through YC403 inclusive, YC501, YC502, and 

YE001 through YE003 inclusive: 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 Alert Service 

Bulletin 737–31A1332, Revision 2, dated 

August 18, 2011, which was incorporated by 

reference in AD 2012–19–11, Amendment 

39–17206 (77 FR 60296, October 3, 2012). 

(iv) 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 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, 

which was incorporated by reference in AD 

2012–19–11, Amendment 39–17206 (77 FR 

60296, October 3, 2012); and provided that 

the actions specified in Boeing Service 

Bulletin 737–21–1171, dated February 12, 

2009 (which is not incorporated by reference 

in this AD), were accomplished prior to or 

concurrently with the actions specified in 

Boeing Alert Service Bulletin 737–31A1332, 

Revision 2, dated August 18, 2011. 

(2) This paragraph provides credit for the 

actions specified in paragraph (h) of this AD, 

if those actions were performed before the 

effective date of this AD using the service 

information identified in paragraph (j)(2)(i) or 

(j)(2)(ii) of this AD. 

(i) Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010, which was 

incorporated by reference in AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, October 

3, 2012). 

(ii) Boeing Alert Service Bulletin 737– 

31A1325, Revision 1, dated July 5, 2012, 

which is not incorporated by reference in this 

AD. 

(k) New Requirements to This AD: 

Exceptions to the Service Information 

(1) Where Boeing Special Attention Service 

Bulletin 737–21–1164, Revision 2, dated 

August 23, 2013, specifies to contact Boeing 

for instructions: Before further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (l) of 

this AD. 

(2) Where Boeing Alert Service Bulletin 

737–31A1325, Revision 2, dated June 5, 

2014, specifies to contact Boeing for 

instructions: Before further flight, repair 

using a method approved in accordance with 

the procedures specified in paragraph (l) of 

this AD. 

(l) 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 ACO, send it to the 

attention of the person identified in 

paragraph (m)(1) of this AD. Information may 

be emailed to: 9-ANM-Seattle-ACO-AMOCRequests@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. 

(4) AMOCs approved for AD 2012–19–11, 

Amendment 39–17206 (77 FR 60296, October 

3, 2012), are approved as AMOCs for the 

corresponding provisions of this AD. 

(m) Related Information 

(1) 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, WA 98057–3356; phone: 425–917– 

6596; fax: 425–917–6590; email: 

Francis.Smith@faa.gov. 

(2) Service information identified in this 

AD that is not incorporated by reference is 

available at the addresses specified in 

paragraphs (n)(5) and (n)(6) of this AD. 

(n) 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. 

(3) The following service information was 

approved for IBR on September 15, 2015. 

(i) Boeing Alert Service Bulletin 737– 

31A1325, Revision 2, dated June 5, 2014. 

(ii) Boeing Alert Service Bulletin 737– 

31A1332, Revision 4, dated October 31, 2013. 

(iii) Boeing Special Attention Service 

Bulletin 737–21–1164, Revision 2, dated 

August 23, 2013. 

(iv) Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 3, dated July 

16, 2014. 

(4) The following service information was 

approved for IBR on November 7, 2012 (77 

FR 60296, October 3, 2012). 

(i) Boeing Alert Service Bulletin 737– 

31A1325, dated January 11, 2010. 

(ii) Boeing Alert Service Bulletin 737– 

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

(iii) Boeing Alert Service Bulletin 737– 

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

(iv) Boeing Alert Service Bulletin 737– 

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

(v) Boeing Special Attention Service 

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

17, 2012. 

(vi) Boeing Special Attention Service 

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

16, 2010. 

(vii) Boeing Special Attention Service 

Bulletin 737–21–1165, Revision 2, dated 

April 30, 2012. 

(5) For Boeing service information 

identified in this AD, contact Boeing 

Commercial Airplanes, Attention: Data & 

Services Management, P. O. Box 3707, MC 

2H–65, Seattle, WA 98124–2207; telephone 

206–544–5000, extension 1; fax 206–766– 

5680; Internet https://

www.myboeingfleet.com. 

(6) You may view this referenced 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. 

(7) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, call 

202–741–6030, or go to: http://

www.archives.gov/federal-register/cfr/ibrlocations.html. 


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48018 Federal Register / Vol. 80, No. 154 / Tuesday, August 11, 2015 / Rules and Regulations 

Issued in Renton, Washington, on July 22, 

2015. 

Victor Wicklund, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2015–19316 Filed 8–10–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2015–0095; Directorate 

Identifier 2015–NE–01–AD; Amendment 39– 

18228; AD 2015–16–03] 

RIN 2120–AA64 

Airworthiness Directives; Rolls-Royce 

plc Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for certain 

Rolls-Royce plc (RR) RB211–524B–02, 

RB211–524B2–19, RB211–524B3–02, 

RB211–524B4–02, RB211–524B4–D–02, 

RB211–524C2–19, RB211–524D4–19, 

RB211–524D4–39, and RB211–524D4X– 

19 turbofan engines. This AD requires 

removing affected high-pressure turbine 

(HPT) blades. This AD was prompted by 

several failures of affected HPT blades. 

We are issuing this AD to prevent 

failure of the HPT blade, which could 

lead to failure of one or more engines, 

loss of thrust control, and damage to the 

airplane. 

DATES: This AD becomes effective 

September 15, 2015. 

Examining the AD Docket 

You may examine the AD docket on 

the Internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2015– 

0095; 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 mandatory 

continuing airworthiness information 

(MCAI), 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: 

Katheryn Malatek, Aerospace Engineer, 

Engine Certification Office, FAA, Engine 

& Propeller Directorate, 12 New England 

Executive Park, Burlington, MA 01803; 

phone: 781–238–7747; fax: 781–238– 

7199; email: katheryn.malatek@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to the specified products. The 

NPRM was published in the Federal 

Register on April 29, 2015 (80 FR 

23741). The NPRM proposed to correct 

an unsafe condition for the specified 

products. The MCAI states: 

There were a number of pre-MOD/SB 72– 

7730 High Pressure Turbine (HPT) blade 

failures, with some occurring within a 

relatively short time. Engineering analysis 

carried out by RR on those occurrences 

indicates that certain pre-MOD/SB 72–7730 

blades, Part Number (P/N) UL32958 and P/ 

N UL21691 (hereafter referred to as ‘affected 

HPT blade’), with an accumulated life of 

6500 flight hours (FH) since new or more, 

have an increased risk of in-service failure. 

This condition, if not corrected, could lead 

to HPT blade failure, release of debris and 

consequent (partial or complete) loss of 

engine power, possibly resulting in reduced 

control of the aeroplane. 

Comments 

We gave the public the opportunity to 

participate in developing this AD. We 

received no comments on the NPRM (80 

FR 23741, April 29, 2015). 

Conclusion 

We reviewed the available data and 

determined that air safety and the 

public interest require adopting this AD 

as proposed. 

Costs of Compliance 

We estimate that this AD affects 6 

engines installed on airplanes of U.S. 

registry. We also estimate that it will 

take about 4 hours per engine to comply 

with this AD. The average labor rate is 

$85 per hour. Pro-rated cost of required 

parts is about $250,000 per engine. 

Based on these figures, we estimate the 

cost of this AD on U.S. operators to be 

$1,502,040. 

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 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 this AD: 

(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 to the extent that it justifies 

making a regulatory distinction, 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): 

2015–16–03 Rolls-Royce plc: Amendment 

39–18228; Docket No. FAA–2015–0095; 

Directorate Identifier 2015–NE–01–AD. 

(a) Effective Date 

This AD becomes effective September 15, 

2015. 


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