8668 Federal Register / Vol. 81, No. 34 / Monday, February 22, 2016 / Proposed Rules 

5Regulation C covers loans secured by a 

‘‘dwelling,’’ which is defined as any residential 

structure, whether or not it is attached to real 

property, which would include mobile homes or 

manufactured homes. 12 CFR 1003.2. Under the 

Bureau’s 2015 final rule, however, recreational 

vehicles used as a residence are not covered as 

dwellings for purposes of HMDA. See 80 FR 66128, 

66145 (Oct. 28, 2015). 

6Section 1029(b)(1) of the Dodd-Frank Act states: 

Subsection (a) shall not apply to any person, to the 

extent such person (1) provides consumers with any 

services related to residential or commercial 

mortgages or self-financing transaction involving 

real property. . . .’’ 12 U.S.C. 5519(b). 

loan activities (i.e., mortgage loan 

applications). HMDA’s requirements 

concerning mortgage loans were 

implemented in Regulation C to apply 

to home purchase loans secured by a 

dwelling (or refinancings) and home 

improvement loans.5

As noted above, the Dodd-Frank Act 

transferred the Board’s rulemaking 

authority under HMDA and other 

enumerated consumer protection laws 

to the Bureau, but Section 1029 of the 

Dodd-Frank Act also preserved the 

Board’s rulemaking authority over 

certain motor vehicle dealers, with some 

exceptions. The rulemaking authority 

retained by the Board under Section 

1029 does not extend to residential or 

commercial mortgages or self-financing 

transactions involving real property.6

Thus, all rulemaking authority under 

HMDA, which pertains only to mortgage 

loan transactions, was transferred to the 

Bureau. Consequently, the Board is 

publishing a proposal to repeal the 

Board’s Regulation C, 12 CFR part 203. 

The Board requests comment on any 

technical issues raised by the proposed 

repeal of the Board’s Regulation C. 

III. Initial Regulatory Flexibility 

Analysis 

The Regulatory Flexibility Act (5 

U.S.C. 601 et seq.) (RFA) generally 

requires an agency to perform an 

assessment of the impact a rule is 

expected to have on small entities. 

Based on its analysis, and for the 

reasons stated below, the Board believes 

that this proposed rule will not have a 

significant economic impact on a 

substantial number of small entities. A 

final regulatory flexibility analysis will 

be conducted after consideration of 

comments received during the public 

comment period. 

1. Statement of the need for, and 

objectives of, the proposed rule. Title X 

of the Dodd-Frank Act transferred 

rulemaking authority for HMDA and 

other enumerated consumer financial 

protection laws from the Board to the 

Bureau, effective July 21, 2011. In 

December 2011, the Bureau issued an 

Interim Final Rule to implement HMDA 

pursuant to the transfer of rulemaking 

authority. Although the Board retains 

authority to issue some consumer 

financial protection rules, all 

rulemaking authority under HMDA 

concerning mortgage loan transactions 

was transferred to the Bureau. 

Consequently, the Board is proposing to 

repeal the Board’s Regulation C, 12 CFR 

part 203. 

2. Small entities affected by the 

proposed rule. Any entity that is 

currently covered by HMDA is subject 

to the rules issued by the Bureau, 

located in 12 CFR part 1003. Therefore 

the Board’s repeal of its Regulation C 

would not affect any entity, including 

small entities. 

3. Recordkeeping, reporting, and 

compliance requirements. The proposed 

rule would repeal the Board’s 

Regulation C, 12 CFR part 203, and 

would therefore not impose any 

recordkeeping, reporting, or compliance 

requirements on any entities. 

4. Other federal rules. The Board has 

not identified any federal rules that 

duplicate, overlap, or conflict with the 

proposed repeal of the Board’s 

Regulation C, 12 CFR part 203. 

5. Significant alternatives to the 

proposed revisions. The Board is not 

aware of any significant alternatives that 

would further minimize the impact on 

small entities of the proposed repeal, 

but solicits comment on this approach. 

IV. Paperwork Reduction Act 

In accordance with the Paperwork 

Reduction Act (PRA) of 1995 (44 U.S.C. 

3506; 5 CFR 1320 Appendix A.1), the 

Board reviewed the rule under the 

authority delegated to the Federal 

Reserve by the Office of Management 

and Budget (OMB). The proposed rule 

contains no collections of information 

under the PRA. See 44 U.S.C. 3502(3). 

Accordingly, there is no paperwork 

burden associated with the proposed 

rule. 

List of Subjects in 12 CFR Part 203 

Banks, Banking, Federal Reserve 

System, Mortgages, and Reporting and 

recordkeeping requirements. 

Authority and Issuance 

For the reasons set forth in the 

preamble, the Board proposes to amend 

Regulation C, 12 CFR part 203, and the 

Official Staff Commentary, as set forth 

below: 

PART 203—HOME MORTGAGE 

DISCLOSURE (REGULATION C) 

■ 1. Part 203 is removed and reserved. 

By order of the Board of Governors of the 

Federal Reserve System, February 11, 2016. 

Robert deV. Frierson, 

Secretary of the Board. 

[FR Doc. 2016–03229 Filed 2–19–16; 8:45 am] 

BILLING CODE P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2016–3698; Directorate 

Identifier 2015–NM–138–AD] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: We propose to adopt a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 767–200 

and –300 series airplanes. This 

proposed AD was prompted by an 

evaluation by the design approval 

holder (DAH) indicating that the aft 

pressure bulkhead at a certain area is 

subject to widespread fatigue damage 

(WFD). This proposed AD would 

require replacing the aft pressure 

bulkhead with a new, improved aft 

pressure bulkhead, and doing related 

investigative and corrective actions if 

necessary. We are proposing this AD to 

prevent fatigue cracking in the radial 

web lap splices of the aft pressure 

bulkhead. Such cracking could result in 

rapid decompression and consequent 

reduced structural integrity of the 

airplane. 

DATES: We must receive comments on 

this proposed AD by April 7, 2016. 

ADDRESSES: You may send comments, 

using the procedures found in 14 CFR 

11.43 and 11.45, by any of the following 

methods: 

• Federal eRulemaking Portal: Go to 

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

instructions for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE., 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

For service information identified in 

this NPRM, contact Boeing Commercial 


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Federal Register / Vol. 81, No. 34 / Monday, February 22, 2016 / Proposed Rules 8669 

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.my

boeingfleet.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. It is also available on the Internet 

at http://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2016–3698. 

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–2016– 

3698; or in person at the Docket 

Management Facility between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. The AD docket 

contains this proposed AD, the 

regulatory evaluation, any comments 

received, and other information. The 

street address for the Docket Office 

(phone: 800–647–5527) is in the 

ADDRESSES section. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, 

Seattle Aircraft Certification Office 

(ACO), 1601 Lind Avenue SW., Renton, 

WA 98057–3356; phone: 425–917–6447; 

fax: 425–917–6590; email: 

wayne.lockett@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

We invite you to send any written 

relevant data, views, or arguments about 

this proposal. Send your comments to 

an address listed under the ADDRESSES

section. Include ‘‘Docket No. FAA– 

2016–3698; Directorate Identifier 2015– 

NM–138–AD’’ at the beginning of your 

comments. We specifically invite 

comments on the overall regulatory, 

economic, environmental, and energy 

aspects of this proposed AD. We will 

consider all comments received by the 

closing date and may amend this 

proposed AD because of those 

comments. 

We will post all comments we 

receive, without change, to http://

www.regulations.gov, including any 

personal information you provide. We 

will also post a report summarizing each 

substantive verbal contact we receive 

about this proposed AD. 

Discussion 

Structural fatigue damage is 

progressive. It begins as minute cracks, 

and those cracks grow under the action 

of repeated stresses. This can happen 

because of normal operational 

conditions and design attributes, or 

because of isolated situations or 

incidents such as material defects, poor 

fabrication quality, or corrosion pits, 

dings, or scratches. Fatigue damage can 

occur locally, in small areas or 

structural design details, or globally. 

Global fatigue damage is general 

degradation of large areas of structure 

with similar structural details and stress 

levels. Multiple-site damage is global 

damage that occurs in a large structural 

element such as a single rivet line of a 

lap splice joining two large skin panels. 

Global damage can also occur in 

multiple elements such as adjacent 

frames or stringers. Multiple-sitedamage and multiple-element-damage 

cracks are typically too small initially to 

be reliably detected with normal 

inspection methods. Without 

intervention, these cracks will grow, 

and eventually compromise the 

structural integrity of the airplane, in a 

condition known as WFD. As an 

airplane ages, WFD will likely occur, 

and will certainly occur if the airplane 

is operated long enough without any 

intervention. 

The FAA’s WFD final rule (75 FR 

69746, November 15, 2010) became 

effective on January 14, 2011. The WFD 

rule requires certain actions to prevent 

structural failure due to WFD 

throughout the operational life of 

certain existing transport category 

airplanes and all of these airplanes that 

will be certificated in the future. For 

existing and future airplanes subject to 

the WFD rule, the rule requires that 

DAHs establish a limit of validity (LOV) 

of the engineering data that support the 

structural maintenance program. 

Operators affected by the WFD rule may 

not fly an airplane beyond its LOV, 

unless an extended LOV is approved. 

The WFD rule (75 FR 69746, 

November 15, 2010) does not require 

identifying and developing maintenance 

actions if the DAHs can show that such 

actions are not necessary to prevent 

WFD before the airplane reaches the 

LOV. Many LOVs, however, do depend 

on accomplishment of future 

maintenance actions. As stated in the 

WFD rule, any maintenance actions 

necessary to reach the LOV will be 

mandated by airworthiness directives 

through separate rulemaking actions. 

In the context of WFD, this action is 

necessary to enable DAHs to propose 

LOVs that allow operators the longest 

operational lives for their airplanes, and 

still ensure that WFD will not occur. 

This approach allows for an 

implementation strategy that provides 

flexibility to DAHs in determining the 

timing of service information 

development (with FAA approval), 

while providing operators with certainty 

regarding the LOV applicable to their 

airplanes. 

We have determined that the aft 

pressure bulkhead at Station 1582 is 

subject to WFD. If fatigue cracking in 

the radial web lap splices of the aft 

pressure bulkhead is not found and 

repaired, the cracks can rapidly link up 

and become large, which could result in 

rapid decompression and consequent 

reduced structural integrity of the 

airplane. 

Related Rulemaking 

On February 25, 2004, we issued AD 

2004–05–16, Amendment 39–13511 (69 

FR 10917, March 9, 2004), applicable to 

certain Boeing Model 767–200 and –300 

series airplanes. That AD requires 

repetitive inspections of the aft pressure 

bulkhead web, and corrective action, if 

necessary. The actions required by AD 

2004–05–16 are intended to detect and 

correct fatigue cracks in the aft pressure 

bulkhead web, which could result in 

uncontrolled rapid decompression. 

On July 1, 2004, we issued AD 2004– 

14–19, Amendment 39–13728 (69 FR 

42549, July 16, 2004), applicable to all 

Boeing Model 767 series airplanes. That 

AD requires repetitive detailed 

inspections of the aft pressure bulkhead 

for indications of ‘‘oil cans’’ and 

previous ‘‘oil can’’ repairs, and 

corrective actions if necessary. The 

actions required by AD 2004–14–19 are 

intended to detect and correct the 

propagation of fatigue cracks in the 

vicinity of ‘‘oil cans’’ on the web of the 

aft pressure bulkhead, which could 

result in rapid decompression of the 

passenger cabin, possible damage or 

interference with the airplane control 

systems that pass through the bulkhead, 

and consequent loss of control of the 

airplane. 

On March 12, 2009, we issued AD 

2009–06–19, Amendment 39–15856 (74 

FR 12243, March 24, 2009), applicable 

to certain Boeing Model 767–200 and 

767–300 series airplanes. That AD 

requires detailed inspections of the aft 

pressure bulkhead for damage, midfrequency eddy current (MFEC) and low 

frequency eddy current (LFEC) 

inspections of radial web lap splices, 

tear strap splices, and super tear strap 

splices for cracking, and corrective 

actions if necessary. The actions 

required by AD 2009–06–19 are 

intended to detect and correct fatigue 


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8670 Federal Register / Vol. 81, No. 34 / Monday, February 22, 2016 / Proposed Rules 

cracks of the aft pressure bulkhead, 

which could result in rapid 

decompression of the passenger 

compartment and possible damage or 

interference with airplane control 

systems that penetrate the bulkhead, 

and consequent loss of controllability of 

the airplane. 

Related Service Information Under 1 

CFR Part 51 

We reviewed Boeing Alert Service 

Bulletin 767–53A0267, dated August 13, 

2015. The service information describes 

procedures for replacing the aft pressure 

bulkhead at Station 1582 of Section 48 

with a new, improved aft pressure 

bulkhead, including all applicable 

related investigative and corrective 

actions. 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. 

FAA’s Determination 

We are proposing this AD because we 

evaluated all the relevant information 

and determined the unsafe condition 

described previously is likely to exist or 

develop in other products of the same 

type design. 

Proposed AD Requirements 

This proposed AD would require 

accomplishing the actions specified in 

the service information described 

previously, except as discussed under 

‘‘Difference Between this Proposed AD 

and the Service Information.’’ For 

information on the procedures and 

compliance times, see this service 

information at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2016– 

3698. 

The phrase ‘‘related investigative 

actions’’ is used in this proposed AD. 

‘‘Related investigative actions’’ are 

follow-on actions that (1) are related to 

the primary action, and (2) further 

investigate the nature of any condition 

found. Related investigative actions in 

an AD could include, for example, 

inspections. 

The phrase ‘‘corrective actions’’ is 

used in this proposed AD. ‘‘Corrective 

actions’’ are actions that correct or 

address any condition found. Corrective 

actions in an AD could include, for 

example, repairs. 

Difference Between This Proposed AD 

and the Service Information 

The service bulletin specifies to 

contact the manufacturer for 

instructions on how to repair certain 

conditions, but this proposed AD would 

require repairing those conditions in 

one of the following ways: 

• In accordance with a method that 

we approve; or 

• Using data that meet the 

certification basis of the airplane, and 

that have been approved by the Boeing 

Commercial Airplanes Organization 

Designation Authorization (ODA) whom 

we have authorized to make those 

findings. 

Explanation of Compliance Time 

The compliance time for the 

replacement specified in this proposed 

AD for addressing WFD was established 

to ensure that discrepant structure is 

replaced before WFD develops in 

airplanes. Standard inspection 

techniques cannot be relied on to detect 

WFD before it becomes a hazard to 

flight. We will not grant any extensions 

of the compliance time to complete any 

AD-mandated service bulletin related to 

WFD without extensive new data that 

would substantiate and clearly warrant 

such an extension. 

Costs of Compliance 

We estimate that this proposed AD 

affects 86 airplanes of U.S. registry. 

We estimate the following costs to 

comply with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Replacement ................................................... 1,541 work-hours × $85 per hour = $130,985 $646,889 $777,874 $66,897,164 

We have received no definitive data 

that would enable us to provide cost 

estimates for the on-condition 

investigative and corrective actions 

specified in this proposed AD. 

Authority for This Rulemaking 

Title 49 of the United States Code 

specifies the FAA’s authority to issue 

rules on aviation safety. Subtitle I, 

section 106, describes the authority of 

the FAA Administrator. Subtitle VII: 

Aviation Programs, describes in more 

detail the scope of the Agency’s 

authority. 

We are issuing this rulemaking under 

the authority described in Subtitle VII, 

Part A, Subpart III, Section 44701: 

‘‘General requirements.’’ Under that 

section, Congress charges the FAA with 

promoting safe flight of civil aircraft in 

air commerce by prescribing regulations 

for practices, methods, and procedures 

the Administrator finds necessary for 

safety in air commerce. This regulation 

is within the scope of that authority 

because it addresses an unsafe condition 

that is likely to exist or develop on 

products identified in this rulemaking 

action. 

Regulatory Findings 

We determined that this proposed AD 

would not have federalism implications 

under Executive Order 13132. This 

proposed AD would not have a 

substantial direct effect on the States, on 

the relationship between the national 

Government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

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

the DOT Regulatory Policies and 

Procedures (44 FR 11034, February 26, 

1979), 

(3) Will not affect intrastate aviation 

in Alaska, and 

(4) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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


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Federal Register / Vol. 81, No. 34 / Monday, February 22, 2016 / Proposed Rules 8671 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive (AD): 

The Boeing Company: Docket No. FAA– 

2016–3698; Directorate Identifier 2015– 

NM–138–AD. 

(a) Comments Due Date 

We must receive comments by April 7, 

2016. 

(b) Affected ADs 

This AD affects the ADs specified in 

paragraphs (b)(1), (b)(2), and (b)(3) of this AD. 

(1) AD 2004–05–16, Amendment 39–13511 

(69 FR 10917, March 9, 2004). 

(2) AD 2004–14–19, Amendment 39–13728 

(69 FR 42549, July 16, 2004). 

(3) AD 2009–06–19, Amendment 39–15856 

(74 FR 12243, March 24, 2009). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 767–200 and –300 series airplanes, 

certificated in any category, as identified in 

Boeing Alert Service Bulletin 767–53A0267, 

dated August 13, 2015. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by an evaluation by 

the design approval holder (DAH) indicating 

that the aft pressure bulkhead at Station 1582 

is subject to widespread fatigue damage 

(WFD). We are issuing this AD to prevent 

fatigue cracking in the radial web lap splices 

of the aft pressure bulkhead. Such cracking 

could result in rapid decompression and 

consequent reduced structural integrity of the 

airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Replacement and Related Investigative 

and Corrective Actions 

Before the accumulation of 60,000 total 

flight cycles, or within 36 months after the 

effective date of this AD, whichever occurs 

later, but not earlier than 37,500 total 

accumulated flight cycles: Replace the aft 

pressure bulkhead at Station 1582 of Section 

48 with a new, improved aft pressure 

bulkhead, and perform all applicable related 

investigative and corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

767–53A0267, dated August 13, 2015; except 

as required by paragraph (h) of this AD. Do 

all applicable related investigative and 

corrective actions before further flight. 

Accomplishing the replacement in this 

paragraph terminates the repetitive 

inspections of the aft pressure bulkhead 

required by the ADs identified in paragraphs 

(g)(1), (g)(2), and (g)(3) of this AD. 

(1) Paragraphs (a) and (b) of AD 2004–05– 

16, Amendment 39–13511 (69 FR 10917, 

March 9, 2004). 

(2) Paragraphs (b), (c), and (d) of AD 2004– 

14–19, Amendment 39–13728 (69 FR 42549, 

July 16, 2004). 

(3) Paragraph (f) of AD 2009–06–19, 

Amendment 39–15856 (74 FR 12243, March 

24, 2009). 

(h) Corrective Actions 

If any defect (e.g., rifling, gouging, nicks, or 

burrs, or excessive surface roughness) is 

found in any fastener hole (other than 

normally produced during a typical reaming 

operation), during accomplishment of any 

inspection (related investigative actions) 

required by this AD, and Boeing Alert 

Service Bulletin 767–53A0267, dated August 

13, 2015, specifies to contact Boeing for 

repair instructions: Before further flight, 

repair in accordance with the procedures 

specified in paragraph (j) of this AD. 

(i) Exception to the Service Information 

Where Boeing Alert Service Bulletin 767– 

53A0267, dated August 13, 2015, specifies a 

compliance time ‘‘after the original issue date 

of this service bulletin,’’ this AD requires 

compliance within the specified time after 

the effective date of this AD. 

(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 ACO, send it to the 

attention of the person identified in 

paragraph (k)(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, 

modification, or alteration 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 method, 

modification deviation, or alteration 

deviation must meet the certification basis of 

the airplane, and the approval must 

specifically refer to this AD. 

(4) Except as required by paragraph (h) of 

this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (j)(4)(i) and (j)(4)(ii) apply. 

(i) The steps labeled as RC, including 

substeps under an RC step and any figures 

identified in an RC step, must be done to 

comply with the AD. An AMOC is required 

for any deviations to RC steps, including 

substeps and identified figures. 

(ii) Steps not labeled as RC may be 

deviated from using accepted methods in 

accordance with the operator’s maintenance 

or inspection program without obtaining 

approval of an AMOC, provided the RC steps, 

including substeps and identified figures, can 

still be done as specified, and the airplane 

can be put back in an airworthy condition. 

(k) Related Information 

(1) For more information about this AD, 

contact Wayne Lockett, Aerospace Engineer, 

Airframe Branch, ANM–120S, FAA, Seattle 

Aircraft Certification Office (ACO), 1601 Lind 

Avenue SW., Renton, WA 98057–3356; 

phone: 425–917–6447; fax: 425–917–6590; 

email: wayne.lockett@faa.gov. 

(2) 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. 

Issued in Renton, Washington, on February 

9, 2016. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–03466 Filed 2–19–16; 8:45 am] 

BILLING CODE 4910–13–P 

NATIONAL AERONAUTICS AND 

SPACE ADMINISTRATION 

14 CFR Part 1274 

[NASA Case 2015–N014] 

RIN 2700–AE25 

Cooperative Agreements With 

Commercial Firms 

AGENCY: National Aeronautics and 

Space Administration. 

ACTION: Proposed rule. 

SUMMARY: NASA is proposing to amend 

its regulations to implement section 872 

of the National Defense Authorization 

Act for Fiscal Year 2009, as the statute 

applies to grants and cooperative 

agreements. The revision is part of 

NASA’s retrospective plan under 

Executive Order (EO) 13563 completed 

in August 2011. 

DATES: Comments on the proposed rule 

should be submitted in writing to the 

address shown below on or before April 

22, 2016, to be considered in the 

formation of a final rule. 

ADDRESSES: Submit comments 

identified by NASA Case 2015–N014, 

using any of the following methods: 

Æ Regulations.gov: http://

www.regulations.gov. Submit comments 

via the Federal eRulemaking portal by 

entering ‘‘NASA Case 2015–N014’’ 

under the heading ‘‘Enter keyword or 


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