79408 Federal Register / Vol. 85, No. 238 / Thursday, December 10, 2020 / Rules and Regulations 

35 12 U.S.C. 5512(b)(1). 

36 15 U.S.C. 1640(f). 

37 5 U.S.C. 553(b). 

38 5 U.S.C. 603(a), 604(a). 

39 44 U.S.C. 3501 through 3521. 40 5 U.S.C. 801 et seq. 

This advisory opinion applies solely 

to the question of whether Covered 

EWA Programs (i.e., those meeting all of 

the characteristics described in part I.B 

above) fall under the definition of credit 

in section 1026.2(a)(14) of Regulation Z 

identified above. This advisory opinion 

has no application to any other 

circumstance, and it does not offer a 

legal interpretation of any other 

provisions of law. 

The Bureau continues to seek 

stakeholder feedback and evaluate 

whether the Bureau should provide any 

additional guidance (including through 

its advisory opinion and innovation 

policies) about the application of 

Regulation Z to EWA programs that 

differ from those described in part I.B 

above. 

II. Regulatory Matters 

This advisory opinion is an 

interpretive rule issued under the 

Bureau’s authority to interpret TILA and 

Regulation Z, including under section 

1022(b)(1) of the Dodd-Frank Act, which 

authorizes guidance as may be 

necessary or appropriate to enable the 

Bureau to administer and carry out the 

purposes and objectives of Federal 

consumer financial laws.35

By operation of TILA section 130(f), 

no provision of TILA sections 130, 

108(b), 108(c), 108(e), or 112 imposing 

any liability applies to any act done or 

omitted in good faith in conformity with 

this interpretive rule, notwithstanding 

that after such act or omission has 

occurred, the interpretive rule is 

amended, rescinded, or determined by 

judicial or other authority to be invalid 

for any reason.36

As an interpretive rule, this advisory 

opinion is exempt from the notice-andcomment rulemaking requirements of 

the Administrative Procedure Act.37

Because no notice of proposed 

rulemaking is required, the Regulatory 

Flexibility Act does not require an 

initial or final regulatory flexibility 

analysis.38

The Bureau has also determined that 

this advisory opinion does not impose 

any new or revise any existing 

recordkeeping, reporting, or disclosure 

requirements on covered entities or 

members of the public that would be 

collections of information requiring 

approval by the Office of Management 

and Budget under the Paperwork 

Reduction Act.39

Pursuant to the Congressional Review 

Act,40 the Bureau will submit a report 

containing this interpretive rule and 

other required information to the United 

States Senate, the United States House 

of Representatives, and the Comptroller 

General of the United States prior to the 

rule’s published effective date. The 

Office of Information and Regulatory 

Affairs has designated this interpretive 

rule as not a ‘‘major rule’’ as defined by 

5 U.S.C. 804(2). 

III. Signing Authority 

The Director of the Bureau, Kathleen 

L. Kraninger, having reviewed and 

approved this document, is delegating 

the authority to electronically sign this 

document to Grace Feola, a Bureau 

Federal Register Liaison, for purposes of 

publication in the Federal Register. 

Dated: November 30, 2020. 

Grace Feola, 

Federal Register Liaison, Bureau of Consumer 

Financial Protection. 

[FR Doc. 2020–26664 Filed 12–9–20; 8:45 am] 

BILLING CODE 4810–AM–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2020–0542; Project 

Identifier AD–2020–00582–E; Amendment 

39–21351; AD 2020–25–09] 

RIN 2120–AA64 

Airworthiness Directives; Pratt & 

Whitney Division Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for all Pratt 

& Whitney Division (PW) PW4164, 

PW4164–1D, PW4168, PW4168–1D, 

PW4168A, PW4168A–1D, and PW4170 

model turbofan engines with a certain 

outer combustion chamber assembly 

and 3rd stage low-pressure turbine 

(LPT) duct segments installed. This AD 

was prompted by reports of damaged or 

failed 3rd stage LPT duct segments on 

PW engines with the Talon IIB outer 

combustion chamber assembly 

configuration installed. This AD 

requires removing and replacing certain 

3rd stage LPT duct segments. The FAA 

is issuing this AD to address the unsafe 

condition on these products. 

DATES: This AD is effective January 14, 

2021. 

ADDRESSES: For service information 

identified in this final rule, contact Pratt 

& Whitney Division, 400 Main Street 

East, Hartford, CT 06118; phone: (800) 

565–0140; email: help24@pw.utc.com; 

website: https://fleetcare.pw.utc.com. 

You may view this service information 

at the FAA, Airworthiness Products 

Section, Operational Safety Branch, 

1200 District Avenue, Burlington, MA 

01803. For information on the 

availability of this material at the FAA, 

call (781) 238–7759. It is also available 

at https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2020–0542. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2020–0542; or in person at Docket 

Operations between 9 a.m. and 5 p.m., 

Monday through Friday, except Federal 

holidays. The AD docket contains this 

final rule, any comments received, and 

other information. The address for 

Docket Operations is 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: 

Carol Nguyen, Aviation Safety Engineer, 

ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: 

(781) 238–7655; fax: (781) 238–7199; 

email: carol.nguyen@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to all PW PW4164, PW4164–1D, 

PW4168, PW4168–1D, PW4168A, 

PW4168A–1D, and PW4170 model 

turbofan engines with a certain outer 

combustion chamber assembly and 3rd 

stage LPT duct segments installed. The 

NPRM published in the Federal 

Register on June 12, 2020 (85 FR 35812). 

The NPRM was prompted by multiple 

reports of damaged or failed 3rd stage 

LPT duct segments that resulted in 

engine surges, in-flight shutdowns, 

diversions, and air turnbacks. The 

reports were attributed to elevated gas 

path temperature at the outer diameter 

of the turbine flowpath and highpressure turbine (HPT) 2nd stage blade 

outer air seal spallation, which led to 

the distortion and liberation of 3rd stage 

LPT duct segments. In the NPRM, the 

FAA proposed to require removing and 

replacing certain 3rd stage LPT duct 

segments. The FAA is issuing this AD 


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Federal Register / Vol. 85, No. 238 / Thursday, December 10, 2020 / Rules and Regulations 79409 

to address the unsafe condition on these 

products. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from 

two commenters. The commenters were 

Air Line Pilots Association, 

International (ALPA) and Delta Air 

Lines, Inc. (Delta). ALPA supported the 

proposal without change. Delta 

supported the proposal but 

recommended certain changes. The 

following presents the comments 

received on the NPRM and the FAA’s 

response to each comment. 

Request to the Revise Compliance or 

Definition 

Delta requested that the FAA revise 

paragraph (g) of this AD to require 

replacement of duct segments that have 

operated with more than 2,500 cycles 

with a Talon IIB combustor. 

Alternatively, Delta requested the FAA 

revise paragraph (i) of this AD to define 

an ‘‘engine shop visit’’ as ‘‘removal and 

disassembly of the HPT module.’’ Delta 

noted several industry events have 

occurred related to the failure of 3rd 

stage LPT duct segments, also 

commonly called outer transition ducts 

(OTDs), on PW4000–100 engines with 

Talon IIB combustors. Prior information 

from the design approval holder 

indicates that industry failures have 

occurred only on parts that have 

operated more than 3,000 flight cycles 

with a Talon IIB combustor. 

Delta further noted that paragraph (g) 

of the proposed rule would require that 

duct segments with certain part 

numbers be removed and replaced with 

new parts at every engine shop visit, 

defined in paragraph (i) as the 

‘‘induction of an engine into the shop 

for maintenance involving the 

separation of pairs of major mating 

flanges.’’ Per this definition, engines 

with few cycles in service since prior 

OTD replacement would require 

installation of new hardware, even for 

minor repairs where maintenance of the 

LPT would not have otherwise been 

required. 

Additionally, Delta commented that 

OTD replacement requires significant 

teardown of the LPT module, which 

will result substantial fallout and repair 

costs for unrelated hardware. Delta 

reasoned that the proposed rule would 

require repetitive replacement of lowtime duct segments at substantial 

financial burden to achieve minimal 

risk reduction. Since industry 

experience has demonstrated duct 

segment liberation to occur on hardware 

above 3,000 flight cycles, Delta 

concluded that sufficient data should 

exist to establish an allowable service 

life that maintains an acceptable level of 

safety. 

Delta also noted that while a cyclebased requirement would be preferable, 

defining an engine shop visit as 

‘‘removal and disassembly of the HPT 

module’’ would maintain an acceptable 

level of safety. Delta commented that 

requiring replacement of low-time duct 

segments during minor repairs presents 

a substantial financial burden for 

minimal risk reduction. 

The FAA disagrees with revising 

paragraph (g) or (i) of this AD. Requiring 

removal of the 3rd stage LPT duct 

segments at the next HPT overhaul does 

not adequately address the unsafe 

condition. The FAA’s risk assessment 

assumed that the 3rd stage LPT duct 

segments would be replaced at every 

shop visit, which provides an 

acceptable level of safety. Operators 

may propose to the FAA an alternative 

method of compliance in accordance 

with paragraph (j) of this AD. The FAA 

did not change this AD. 

Request To Require Removed Duct 

Segments be Discarded, Scrapped, or 

Mutilated 

Delta requested that the FAA revise 

paragraph (g) of this AD to require that 

3rd stage LPT duct segments that have 

been removed from service be 

discarded, scrapped, or mutilated. Delta 

reasoned that the rule would apply only 

to PW4000–100 engines with certain 

combustors, but the subject part 

numbers are certified for installation in 

other engine models. Delta expressed 

concern that without a requirement to 

discard or scrap the removed duct 

segments, they could potentially be 

installed in a PW4000–94 or non-TalonIIB PW4000–100 engine or sold to an 

operator without knowledge of their 

prior operation with a Talon IIB 

combustor. 

The FAA disagrees with Delta’s 

request. When parts are removed from 

service due to an AD, they are 

unserviceable unless the AD specifies 

otherwise. Unserviceable parts are not 

airworthy and should be disposed of in 

a manner that does not allow them to be 

returned to service. Operators must 

ensure only serviceable parts are 

installed on engines before approving 

the aircraft for return to service. The 

FAA did not change this AD. 

Request To Include Available Fleet 

Data 

Delta requested that the FAA update 

the proposed rule to reflect the available 

fleet data, which shows that failure of 

3rd stage LPT duct segments has only 

occurred after 3,000 cycles or greater in 

operation on engines with a Talon IIB 

combustor. Delta stated that the 

Discussion paragraph of the proposed 

rule does not provide prior service 

history of LPT duct segments that have 

failed in-service. Delta further noted 

that prior communications from the 

design approval holder indicate that 

industry failures occurred on parts that 

operated 3,000 flight cycles or more 

under exposure to the higher-thanexpected temperatures with a Talon IIB 

combustor installed. 

The FAA disagrees. The Discussion 

paragraph of the NPRM provides an 

adequate discussion of the failure in 

service of 3rd stage LPT duct segments. 

The FAA did not change this AD. 

Request To Update Service Information 

Delta requested that the FAA add PW 

Service Bulletin (SB) PW4G–100–72– 

220 to the Related Service Information 

paragraph of this AD. Delta noted that 

the accomplishment of SB PW4G–100– 

72–220 installs a Talon IIB combustor, 

and 3rd stage duct segments operated on 

a post-SB engine would be subject to the 

proposed rule as well. 

The FAA agrees and has added PW 

SB PW4G–100–72–220 to the Related 

Service Information paragraph of this 

AD. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, and any other changes 

described previously, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Related Service Information 

The FAA reviewed PW SB No. 

PW4G–100–72–214, dated December 15, 

2011; PW SB No. PW4G–100–72–219, 

Revision 1, dated October 5, 2011; PW 

SB No. PW4G–100–72–253, dated 

November 24, 2014; and PW SB No. 

PW4G–100–72–220, Revision 4, dated 

September 30, 2011. PW SB No. PW4G– 

100–72–214 introduces the Talon IIB 

outer combustion chamber assembly 

that reduces the combustor exit 

temperature levels at the outer diameter 

of the combustor. PW SB No. PW4G– 

100–72–219 describes procedures for 

installing the Advantage70 engine 

upgrade kit to improve engine reliability 

and fuel consumption, and to reduce 

maintenance costs. PW SB No. PW4G– 


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79410 Federal Register / Vol. 85, No. 238 / Thursday, December 10, 2020 / Rules and Regulations 

100–72–253 describes procedures for 

replacing the outer combustion chamber 

assembly waspaloy nuts. PW SB PW4G– 

100–72–220 describes procedures for 

installing the Advantage70 engine 

upgrade kit to improve engine reliability 

and fuel consumption, reduce 

maintenance costs, and convert engine 

thrust rating. 

Costs of Compliance 

The FAA estimates that this AD 

affects 99 engines installed on airplanes 

of U.S. registry. 

The FAA estimates the following 

costs to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Remove and replace 3rd stage LPT duct segments.56 work-hours × $85 per hour = $4,760 ........ $85,000 $89,760 $8,886,240 

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. 

The FAA is 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) Will not affect intrastate aviation 

in Alaska, and 

(3) 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 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: 

2020–25–09 Pratt & Whitney Division: 

Amendment 39–21351; Docket No. 

FAA–2020–0542; Project Identifier AD– 

2020–00582–E. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective January 14, 2021. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to all Pratt & Whitney 

Division (PW) PW4164, PW4164–1D, 

PW4168, PW4168–1D, PW4168A, PW4168A– 

1D, and PW4170 model turbofan engines that 

have 3rd stage low-pressure turbine (LPT) 

duct segments, part number (P/N) 50N434–01 

or P/N 50N450–01 installed, and have the 

Talon IIB outer combustion chamber 

assembly, P/N 51J500 or P/N 51J381, 

installed. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 7250, Turbine Section. 

(e) Unsafe Condition 

This AD was prompted by reports of 

damaged or failed 3rd stage LPT duct 

segments on PW engines with the Talon IIB 

outer combustion chamber assembly 

configuration installed. The FAA is issuing 

this AD to prevent failure of the 3rd stage 

LPT duct segments. The unsafe condition, if 

not addressed, could result in uncontained 

release of LPT blades and vanes, damage to 

the engine, and damage to the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Action 

At every engine shop visit after the 

effective date of this AD, remove from service 

the 3rd stage LPT duct segments, P/N 

50N434–01 and P/N 50N450–01, and replace 

them with parts with zero flight cycles. 

(h) Terminating Action 

Removal of the 3rd stage LPT duct 

segments, P/N 50N434–01 and P/N 50N450– 

01, and their replacement with parts having 

P/Ns other than P/N 50N434–01 and P/N 

50N450–01, constitutes terminating action 

for the repetitive replacement required by 

paragraph (g) of this AD. 

(i) Definition 

For the purpose of this AD, an ‘‘engine 

shop visit’’ is the induction of an engine into 

the shop for maintenance involving the 

separation of pairs of major mating engine 

flanges (lettered flanges). The separation of 

engine flanges solely for the purpose of 

transportation without subsequent engine 

maintenance does not constitute an engine 

shop visit. 

(j) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, ECO Branch, 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 certification office, 

send it to the attention of the person 

identified in Related Information. You may 

email your request to: ANE-AD-AMOC@

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. 

(k) Related Information 

For more information about this AD, 

contact Carol Nguyen, Aviation Safety 

Engineer, ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: (781) 

238–7655; fax: (781) 238–7199; email: 

carol.nguyen@faa.gov. 


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Federal Register / Vol. 85, No. 238 / Thursday, December 10, 2020 / Rules and Regulations 79411 

(l) Material Incorporated by Reference 

None. 

Issued on December 2, 2020. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2020–26915 Filed 12–9–20; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2020–0586; Product 

Identifier 2020–NM–066–AD; Amendment 

39–21306; AD 2020–22–10] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2018–14– 

02, which applied to certain The Boeing 

Company Model 777–200, –200LR, 

–300, and –300ER series airplanes. AD 

2018–14–02 required an inspection for 

foam insulation on the dripshield above 

the overhead panel support structure 

and replacement if necessary. For 

certain airplanes, AD 2018–14–02 also 

required replacement of foam insulation 

on the overhead panel support 

structure. This AD continues to require 

the actions in AD 2018–14–02, and, for 

certain airplanes, this AD requires an 

inspection of the foam insulation on the 

overhead panel support structure, and 

replacement if necessary. This AD was 

prompted by reports that additional 

areas of Boeing Material Specification 

(BMS) 8–39 flexible urethane foam were 

found on the overhead panel support 

structure in the flight compartment. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective January 14, 

2021. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of January 14, 2021. 

ADDRESSES: For service information 

identified in this final rule, contact 

Boeing Commercial Airplanes, 

Attention: Contractual & Data Services 

(C&DS), 2600 Westminster Blvd., MC 

110–SK57, Seal Beach, CA 90740–5600; 

telephone 562–797–1717; internet 

https://www.myboeingfleet.com. You 

may view this service information at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

It is also available on the internet at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2020–0586. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2020– 

0586; or in person at Docket Operations 

between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

The AD docket contains this final rule, 

any comments received, and other 

information. The address for Docket 

Operations is 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: Julie 

Linn, Aerospace Engineer, Cabin Safety 

and Environmental Systems Section, 

FAA, Seattle ACO Branch, 2200 South 

216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3584; email: 

Julie.Linn@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2018–14–02, 

Amendment 39–19322 (83 FR 31650, 

July 9, 2018) (‘‘AD 2018–14–02’’). AD 

2018–14–02 applied to certain The 

Boeing Company Model 777–200, 

–200LR, –300, and –300ER series 

airplanes. The NPRM published in the 

Federal Register on July 28, 2020 (85 FR 

45357). The NPRM was prompted by 

reports that additional areas of BMS 8– 

39 flexible urethane foam were found on 

the overhead panel support structure in 

the flight compartment. The degradation 

of the foam over time increases the 

potential for an uncontrolled fire below 

the passenger compartment floor and 

other locations outside the areas 

covered by smoke detection and fire 

protection systems. The NPRM 

proposed to continue to require the 

actions in AD 2018–14–02, and, for 

certain airplanes, the NPRM also 

proposed to require an inspection of the 

foam insulation on the overhead panel 

support structure, and replacement if 

necessary. The FAA is issuing this AD 

to address BMS 8–39 flexible urethane 

foam found in certain areas of an 

airplane, which, if exposed to an 

ignition source, could cause loss of 

control of the airplane during a fire. 

Comments 

The FAA gave the public the 

opportunity to participate in developing 

this AD. The FAA has considered the 

comments received. Boeing and United 

Airlines indicated their support for the 

NPRM. 

Conclusion 

The FAA reviewed the relevant data, 

considered the comments received, and 

determined that air safety and the 

public interest require adopting this AD 

as proposed, except for minor editorial 

changes. The FAA has determined that 

these minor changes: 

• Are consistent with the intent that 

was proposed in the NPRM for 

addressing the unsafe condition; and 

• Do not add any additional burden 

upon the public than was already 

proposed in the NPRM. 

Related IBR Material Under 1 CFR Part 

51 

The FAA reviewed Boeing Special 

Attention Service Bulletin 777–25– 

0621, Revision 2, dated February 28, 

2020. This service information describes 

procedures for removal and replacement 

of the foam on the overhead panel 

support structure; a general visual 

inspection for foam insulation on the 

dripshield above the overhead panel 

support structure; a detailed inspection 

for foam insulation on the overhead 

panel support structure; and 

replacement if 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. 

Costs of Compliance 

The FAA estimates that this AD 

affects 132 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 


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