Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Rules and Regulations 41419 

regulations do not contain adequate or 

appropriate safety standards. 

Discussion 

Embraer did not classify the EMB–550 

stowage compartment in the aft part of 

the pressurized area as a Class B cargo 

compartment due to its relatively small 

volume of 37 cubic feet. The 

compartment has a door that is intended 

to be closed in all phases of flight but 

can be opened to allow passenger access 

during flight. The lavatory door must be 

kept open for takeoff and landing but 

will likely be kept closed in all other 

phases of flight. 

Due to the facts that the stowage 

compartment is not classified as a Class 

B cargo compartment and may be 

isolated from the main cabin by two 

doors during flight, and considering that 

it will be used to store passenger 

belongings, existing requirements for 

stowage compartments are not adequate 

to address fire protection concerns. The 

isolation characteristics and the 

possibility of storing items that may 

start a fire create the potential for an 

undetected fire event. 

Additional safety precautions are 

required to avoid a situation where a 

fire condition remains undetected in an 

isolated stowage compartment. These 

special conditions contain the 

additional safety standards that the 

Administrator considers necessary to 

establish a level of safety equivalent to 

that established by the existing 

airworthiness standards. 

Discussion of the Comments 

Notice of proposed special conditions 

No. 25–14–02–SC for the Embraer 

Model EMB–550 airplane was published 

in the Federal Register on April 15, 

2014 (79 FR 20818). One commenter 

suggested changes to two paragraphs in 

the proposed special conditions. The 

commenter believes the changes would 

provide more specificity and 

clarification. 

The commenter suggested we include 

both ‘‘smoke’’ and ‘‘fire’’ in paragraph 

1a of the special conditions, as both 

terms are used in the referenced 

regulation. We agree and have 

incorporated the proposed changes 

accordingly. We historically have used 

smoke and fire synonymously and 

believe that it remains appropriate. 

The commenter also suggested the 

special conditions include the 

amendment level for § 25.858. We agree 

and have incorporated this comment. 

The commenter suggested that the 

special condition only require the 

annunciation be provided to the flight 

crew, in order to be consistent with 

§ 25.858. We agree that the requirement 

should be consistent with § 25.858, and 

have removed the flight deck indication 

text and simply required the system 

meet § 25.858. 

The commenter also recommended 

that the special conditions require the 

indication to the flight deck be provided 

within one minute, in order to be 

consistent with § 25.858. In discussions 

with the applicant all parties agreed to 

the need to detect a fire within 60 

seconds per the current § 25.858 as 

referenced. With the change to simply 

require the system meet § 25.858 noted 

above, it would be redundant to include 

the 60-second detection time in the 

special conditions. 

In the second comment, the 

commenter suggested text changes to 

remove any ambiguity over whether 

protective breathing equipment would 

be required. We agree that the proposed 

text is clearer and have incorporated the 

proposed changes accordingly. 

Applicability 

As discussed above, these special 

conditions are applicable to the Embraer 

Model EMB–550. Should Embraer S.A. 

apply at a later date for a change to the 

type certificate to include another 

model incorporating the same novel or 

unusual design feature, the special 

conditions would apply to that model as 

well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

of airplanes. It is not a rule of general 

applicability. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

Accordingly, pursuant to the 

authority delegated to me by the 

Administrator, the following special 

conditions are issued as part of the type 

certification basis for Embraer S.A. 

Model EMB–550. 

1. Stowage Compartment Fire 

Protection. 

a. A means for smoke or fire detection 

that meets the provisions of § 25.858 at 

Amendment 25.93 is required regardless 

of the fact that the compartment is not 

classified as a cargo compartment per 

§ 25.857 (only a ‘‘stowage’’ 

compartment). 

b. In addition to the requirements of 

§ 25.851, at least one hand-held or 

manually-activated compartment fire 

extinguisher appropriate to the kinds of 

fires likely to occur must be provided 

for the lavatory. If a hand-held fire 

extinguisher is provided, then 

protective breathing equipment must be 

provided with the extinguisher. 

c. Sufficient access must be provided 

to enable a crew member to effectively 

reach any part of the stowage 

compartment with the content of a 

hand-held fire extinguisher. 

d. When the access provisions are 

being used, no hazardous quantity of 

smoke, flames, or extinguishing agent 

will enter any compartment occupied by 

the crew or passengers. 

e. A liner must be provided that meets 

the requirements of § 25.855 at 

Amendment 25–60 for a Class B cargo 

compartment unless it can be shown 

that the material used to construct the 

stowage compartment meets the 

flammability requirements by a 60- 

second vertical test in lieu of 12-second 

vertical test and by presenting past test 

results of typical panels that meet the 

45-degree flame penetration test. 

Issued in Renton, Washington, on June 17, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–16644 Filed 7–15–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No.FAA–2014–0100; Notice No. 25– 

557–SC] 

Special Conditions: Embraer S.A., 

Model EMB–550 Airplane; Operation 

Without Normal Electrical Power 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions; request 

for comments. 

SUMMARY: These special conditions are 

issued for the Embraer S.A. Model 

EMB–550 airplanes. This airplane will 

have a novel or unusual design feature 

associated with electrical and electronic 

systems that perform critical functions, 

the loss of which could be catastrophic 

to the airplane. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These special 

conditions contain the additional safety 

standards that the Administrator 

considers necessary to establish a level 

of safety equivalent to that established 

by the existing airworthiness standards. 


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41420 Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Rules and Regulations 

DATES: The effective date of these 

special conditions is July 16, 2014. We 

must receive your comments by August 

15, 2014. 

ADDRESSES: Send comments identified 

by docket number FAA–2014–0100 

using any of the following methods: 

• Federal eRegulations Portal: Go to 

http://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except federal holidays. 

• Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Privacy: The FAA will post all 

comments it receives, without change, 

to http://www.regulations.gov/, 

including any personal information the 

commenter provides. Using the search 

function of the docket Web site, anyone 

can find and read the electronic form of 

all comments received into any FAA 

docket, including the name of the 

individual sending the comment (or 

signing the comment for an association, 

business, labor union, etc.). DOT’s 

complete Privacy Act Statement can be 

found in the Federal Register published 

on April 11, 2000 (65 FR 19477–19478), 

as well as at http://DocketsInfo.dot 

.gov/. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov/ at any time. 

Follow the online instructions for 

accessing the docket or go to the Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

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

through Friday, except federal holidays. 

FOR FURTHER INFORMATION CONTACT: 

Stephen Slotte, FAA, Airplane and 

Flight Crew Interface Branch, ANM– 

111, Transport Airplane Directorate, 

Aircraft Certification Service, 1601 Lind 

Avenue SW., Renton, Washington 

98057–3356; telephone 425–227–2315; 

facsimile 425–227–1149. 

SUPPLEMENTARY INFORMATION: 

The FAA has determined that notice 

of, and opportunity for prior public 

comment on, these special conditions is 

impracticable because these procedures 

would significantly delay issuance of 

the design approval and thus delivery of 

the affected aircraft. In addition, the 

substance of these special conditions 

has been subject to the public comment 

process in several prior instances with 

no substantive comments received. The 

FAA therefore finds that good cause 

exists for making these special 

conditions effective upon publication in 

the Federal Register. 

Comments Invited 

We invite interested people to take 

part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

We will consider all comments we 

receive on or before the closing date for 

comments. We may change these special 

conditions based on the comments we 

receive. 

Background 

On May 14, 2009, Embraer S.A. 

applied for a type certificate for its new 

Model EMB–550 airplane. The Model 

EMB–550 airplane is the first of a new 

family of jet airplanes designed for 

corporate flight, fractional, charter, and 

private owner operations. The airplane 

has a configuration with low wing and 

T-tail empennage. The primary structure 

is metal with composite empennage and 

control surfaces. The Model EMB–550 

airplane is designed for eight (8) 

passengers, with a maximum of twelve 

(12) passengers. It is equipped with two 

Honeywell AS907–3–1E medium bypass 

ratio turbofan engines mounted on aft 

fuselage pylons. Each engine produces 

approximately 6,540 pounds of thrust 

for normal takeoff. 

Type Certification Basis 

Under the provisions of Title 14, Code 

of Federal Regulations (14 CFR) 21.17, 

Embraer S.A. must show that the Model 

EMB–550 meets the applicable 

provisions of part 25 as amended 

through Amendments 25–1 through 25– 

127 thereto. 

If the Administrator finds that the 

applicable airworthiness regulations 

(i.e., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Model EMB–550 airplane 

because of a novel or unusual design 

feature, special conditions are 

prescribed under the provisions of 

§ 21.16. 

Special conditions are initially 

applicable to the model for which they 

are issued. Should the type certificate 

for that model be amended later to 

include any other model that 

incorporates the same or similar novel 

or unusual design feature, the special 

conditions would also apply to the other 

model. 

In addition to the applicable 

airworthiness regulations and special 

conditions, the Model EMB–550 

airplane must comply with the fuel vent 

and exhaust emission requirements of 

14 CFR part 34 and the noise 

certification requirements of 14 CFR 

part 36, and the FAA must issue a 

finding of regulatory adequacy under 

section 611 of Public Law 92 574, the 

‘‘Noise Control Act of 1972.’’ 

The FAA issues special conditions, as 

defined in 14 CFR 11.19, in accordance 

with § 11.38, and they become part of 

the type certification basis under 

§ 21.17(a)(2). 

Novel or Unusual Design Features 

The Model EMB–550 airplane will 

incorporate the following novel or 

unusual design feature: Electrical and 

electronic systems that perform critical 

functions. Examples of these systems 

include the electronic displays, 

electronic flight controls, and electronic 

engine controls. 

The applicable airworthiness 

regulations do not contain adequate or 

appropriate safety standards for these 

design features. These special 

conditions contain the additional safety 

standards that the Administrator 

considers necessary to establish a level 

of safety equivalent to that established 

by the existing airworthiness standards. 

Discussion 

The Model EMB–550 incorporates an 

electronic flight control system that 

requires a continuous source of 

electrical power in order to keep the 

system operable. The criticality of this 

system is such that its failure will either 

reduce the capability of the airplane or 

the ability of the crew to cope with 

adverse operating conditions, or prevent 

continued safe flight and landing of the 

airplane. The airworthiness standards of 

part 25 do not contain adequate or 

appropriate standards for protection of 

these systems from the adverse effects of 

operation without normal electrical 

power. 

The current rule, § 25.1351(d), 

Amendment 25–72, requires safe 

operation under visual flight rules (VFR) 

conditions for at least five minutes after 

loss of all normal electrical power. This 

rule was structured around traditional 

airplane designs that used mechanical 

control cables and linkages for flight 

control. These manual controls allowed 

the crew to maintain aerodynamic 

control of the airplane for an indefinite 

period of time after loss of all electrical 

power. Under these conditions, the 


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Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Rules and Regulations 41421 

mechanical flight control system 

provided the crew with the ability to fly 

the airplane while attempting to identify 

the cause of the electrical failure, start 

the engine(s) if necessary, and 

reestablish some of the electrical power 

generation capability, if possible. 

To maintain the same level of safety 

associated with traditional designs, the 

Model EMB–550 must be designed for 

operation with the normal sources of 

engine and auxiliary power unit (APU)- 

generated electrical power inoperative. 

Service experience has shown that loss 

of all electrical power from the 

airplane’s engine and APU-driven 

generators is not extremely improbable. 

Thus, Embraer must demonstrate that 

the airplane is capable of recovering 

adequate primary electrical power 

generation for safe flight and landing. 

The emergency electrical power 

system must be designed to supply: 

1. Electrical power required for 

immediate safety, which must continue 

to operate without the need for crew 

action following the loss of the normal 

engine (which includes APU power) 

generator electrical power system; 

2. Electrical power required for 

continued safe flight and landing; and 

3. Electrical power required to restart 

the engines. 

Applicability 

As discussed above, these special 

conditions are applicable to the Embraer 

S.A. Model EMB–550 airplane. Should 

Embraer S.A. apply at a later date for a 

change to the type certificate to include 

another model incorporating the same 

novel or unusual design feature, the 

special conditions would apply to that 

model as well. 

Conclusion 

This action affects only certain novel 

or unusual design features on one 

airplane model. It is not a rule of general 

applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, because a 

delay would significantly affect the 

certification of the airplane, which is 

imminent, the FAA has determined that 

prior public notice and comment are 

unnecessary and impracticable, and 

good cause exists for adopting these 

special conditions upon publication in 

the Federal Register. The FAA is 

requesting comments to allow interested 

persons to submit views that may not 

have been submitted in response to the 

prior opportunities for comment 

described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

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

44702, 44704. 

The Special Conditions 

■ Accordingly, pursuant to the authority 

delegated to me by the Administrator, 

the following special conditions are 

issued as part of the type certification 

basis for the Embraer S.A. Model EMB– 

550 airplane. 

Operation Without Normal Electrical 

Power 

In lieu of 14 CFR 25.1351(d) the 

following special conditions apply to 

ensure that the airplane has sufficient 

electrical power for continued safe flight 

and landing. 

1. The applicant must show by test or 

a combination of test and analysis that 

the airplane is capable of continued safe 

flight and landing with all normal 

electrical power sources inoperative, as 

prescribed by paragraphs (1)(a) and 

(1)(b) below. 

For purposes of these special 

conditions, normal sources of electricalpower generation do not include any 

alternate power sources such as a 

battery, ram-air turbine (RAT), or 

independent power systems such as a 

flight-control permanent-magnet 

generating system. 

In showing capability for continued 

safe flight and landing, consideration 

must be given to systems capability, 

effects on crew workload and operating 

conditions, and the physiological needs 

of the flightcrew and passengers for the 

longest diversion time for which 

approval is sought. 

a. Common-cause failures, cascading 

failures, and zonal physical threats must 

be considered in showing compliance 

with this requirement. 

b. The ability to restore operation of 

portions of the electrical-power 

generation and distribution system may 

be considered if it can be shown that 

unrecoverable loss of those portions of 

the system is extremely improbable. An 

alternative source of electrical power 

must be provided for the time required 

to restore the minimum electricalpower-generation capability required for 

safe flight and landing. Unrecoverable 

loss of all engines may be excluded 

when showing that unrecoverable loss 

of critical portions of the electrical 

system is extremely improbable. 

Unrecoverable loss of all engines is 

covered in special condition 2, below, 

and thus may be excluded when 

showing compliance with this 

requirement. 

2. Regardless of any electricalgeneration and distribution-system 

recovery capability shown under special 

condition 1, above, sufficient electricalsystem capability must be provided to: 

a. Allow time to descend, with all 

engines inoperative, at the speed that 

provides the best glide slope, from the 

maximum operating altitude to the 

altitude at which the soonest possible 

engine restart could be accomplished, 

and 

b. Subsequently allow multiple start 

attempts of the engines and APU. This 

capability must be provided in addition 

to the electrical capability required by 

existing part 25 requirements related to 

operation with all engines inoperative. 

3. The airplane emergency electricalpower system must be designed to 

supply: 

a. Electrical power required for 

immediate safety, which must continue 

to operate without the need for crew 

action following the loss of the normal 

electrical power, for a duration 

sufficient to allow reconfiguration to 

provide a non-time-limited source of 

electrical power. 

b. Electrical power required for 

continued safe flight and landing for the 

maximum diversion time. 

4. If APU-generated electrical power 

is used in satisfying the requirements of 

these special conditions, and if reaching 

a suitable runway upon which to land 

is beyond the capacity of the battery 

systems, then the APU must be able to 

be started under any foreseeable flight 

condition prior to the depletion of the 

battery or the restoration of normal 

electrical power, whichever occurs first. 

Flight tests must demonstrate this 

capability at the most critical condition. 

a. It must be shown that the APU will 

provide adequate electrical power for 

continued safe flight and landing. 

b. The operating limitations section of 

the airplane flight manual (AFM) must 

incorporate non-normal procedures that 

direct the pilot to take appropriate 

actions to activate the APU after loss of 

normal engine-driven generated 

electrical power. 

As a part of showing compliance with 

these special conditions, the tests by 

which loss of all normal electrical 

power is demonstrated must also take 

into account the following: 

1. The failure condition should be 

assumed to occur during night IMC, at 

the most critical phase of the flight, 

relative to the worst possible electricalVerDate Mar<15>2010 15:23 Jul 15, 2014 Jkt 232001 PO 00000 Frm 00017 Fmt 4700 Sfmt 4700 E:\FR\FM\16JYR1.SGM 16JYR1

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41422 Federal Register / Vol. 79, No. 136 / Wednesday, July 16, 2014 / Rules and Regulations 

1See http://www.gpo.gov/fdsys/pkg/FR-2008-10- 

06/pdf/E8-23612.pdf. 

2See http://www.gpo.gov/fdsys/pkg/FR-2009-02- 

20/pdf/E9-3582.pdf. 

power distribution and equipmentloads-demand condition. 

2. After the un-restorable loss of 

normal engine generator power, the 

airplane-engine-restart capability must 

be provided and operations continued 

in IMC. 

3. It should be demonstrated that the 

aircraft is capable of continued safe 

flight and landing. The length of time 

must be computed based on the 

maximum diversion-time capability for 

which the airplane is being certified. 

Consideration for airspeed reductions 

resulting from the associated failure or 

failures must be made. 

4. The airplane must provide 

adequate indication of loss of normal 

electrical power to direct the pilot to the 

non-normal procedures, and the 

operating limitations section of the AFM 

must incorporate non-normal 

procedures that will direct the pilot to 

take appropriate actions. 

Issued in Renton, Washington, on June 17, 

2014. 

Michael Kaszycki, 

Acting Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2014–16643 Filed 7–15–14; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HOUSING AND 

URBAN DEVELOPMENT 

24 CFR Parts 200, 257, 4000, and 4001 

[Docket No. FR–5790–F–01] 

RIN 2501–AD68 

Removal of HOPE for Homeowners 

Program Regulations 

AGENCY: Office of the Secretary, HUD. 

ACTION: Final rule. 

SUMMARY: Through this rule, HUD 

removes regulations for the HOPE for 

Homeowners Program. The statutory 

authority for this program expired 

September 30, 2011. Because these 

regulations are no longer operative, they 

are being removed by this final rule. To 

the extent that local programs are still 

ongoing under the following repealed 

parts, the removal of these regulations 

does not affect the requirements for 

transactions entered into when the 

regulations were in effect. Loans made 

under the HOPE for Homeowners 

Program that are presently insured will 

continue to be governed by the 

regulations that existed immediately 

before the effective date of this final 

rule. 

DATES: Effective date: August 15, 2014. 

FOR FURTHER INFORMATION CONTACT: 

Camille E. Acevedo, Associate General 

Counsel for Legislation and Regulations, 

Office of General Counsel, Department 

of Housing and Urban Development, 

451 7th Street SW., Room 10276, 

Washington, DC 20410; telephone 

number 202–708–1793 (this is not a tollfree number). Persons with hearing or 

speech impairments may access this 

number through TTY by calling the 

Federal Relay Service, toll-free at 800– 

877–8389. 

SUPPLEMENTARY INFORMATION: 

I. Background 

The HOPE for Homeowners Act of 

2008 (title IV of Division A of the 

Housing and Economic Recovery Act of 

2008 (HERA) (Pub. L. 110–289, 122 Stat. 

2654, approved July 30, 2008) added a 

new section 257 to the National Housing 

Act (NHA) (12 U.S.C. 1701z–22) that 

established a temporary program within 

HUD’s Federal Housing Administration 

(FHA) that offered homeowners and 

mortgage loan holders (or servicers 

acting on their behalf) insurance on the 

refinancing of distressed mortgagors to 

support long-term sustainable 

homeownership and avoid foreclosure. 

Section 257 authorized FHA to 

refinance eligible mortgages 

commencing no earlier than October 1, 

2008, and such authority to refinance 

expired on September 30, 2011. The 

fundamental principle behind the HOPE 

for Homeowners Act and the HOPE for 

Homeowners Program was that 

providing new equity for distressed 

homeowners may be an effective way to 

help homeowners avoid foreclosure. 

The HOPE for Homeowners Act also 

established a Board of Directors to 

administer the program. The Board is 

composed of the Secretary of HUD, the 

Secretary of the Treasury, the Chairman 

of the Board of Governors of the Federal 

Reserve System, and the Chairperson of 

the Board of Directors of the Federal 

Deposit Insurance Corporation or their 

respective designees. Section 257(c)(1) 

of the NHA requires the Board to 

establish program requirements and 

standards for the HOPE for Homeowners 

Program and prescribe such regulations 

and provide such guidance as may be 

necessary or appropriate to implement 

such requirements and standards. Under 

the administration of the Board, the 

HOPE for Homeowners Program 

regulations were promulgated on 

October 6, 2008, at 73 FR 58418, and 

codified at 24 CFR part 4001.1 By rule 

published on February 20, 2009, at 74 

FR 7812, the Board of Directors adopted 

regulations that would govern access to 

records of the Board under the Freedom 

of Information Act. These regulations 

were codified at 24 CFR part 4000.2

The Emergency Economic 

Stabilization Act of 2008 (Pub. L. 110– 

343, 122 Stat. 3765, approved October 3, 

2008) (EESA), specifically section 124 of 

EESA, amended section 257 of the NHA 

to provide additional flexibility and 

options to lenders participating in the 

HOPE for Homeowners Program. Among 

other things, section 124 of EESA 

authorizes upfront payments to a holder 

of an existing subordinate mortgage in 

lieu of providing the subordinate lien 

holder with a portion of HUD’s 50 

percent interest in the future 

appreciation of the value of the 

property. On January 7, 2009, at 74 FR 

617, the Board published a rule to 

implement the changes made by EESA. 

On May 20, 2009, the President 

signed into law the Helping Families 

Save Their Homes Act of 2009 (Division 

A of Pub. L. 111–22, 123 Stat. 1632, 

approved May 20, 2009) (Helping 

Families Act). Section 202 of the 

Helping Families Act makes several 

amendments to section 257 of the NHA 

to enhance operation of the HOPE for 

Homeowners Program and to provide 

additional flexibility to participants. In 

addition, the Helping Families Act 

transferred responsibility, including 

rulemaking authority, for the HOPE for 

Homeowners Program from the Board of 

Directors to the Secretary of HUD. The 

Board of Directors would assist the 

program in an advisory capacity to the 

Secretary of HUD. With the transfer of 

responsibility for administration of the 

program from the Board of Directors to 

HUD, HUD promulgated new 

regulations for the HOPE for 

Homeowners Program that incorporated 

the changes made by EESA and the 

Helping Families Act. The regulations 

were published on January 12, 2010, at 

75 FR 1686, and codified at 24 CFR part 

257. 

This Final Rule 

Although changes were made to the 

HOPE for Homeowners Program by 

EESA and the Helping Families Act, the 

expiration of the program was not 

altered and the authority for the HOPE 

for Homeowners Program expired on 

September 30, 2011. Accordingly, this 

final rule removes the regulations for 

the HOPE for Homeowners Program, 

codified in 24 CFR parts 257, 4000 and 

4001. On June 10, 2011, FHA issued a 

mortgagee letter entitled ‘‘Termination 

of the HOPE for Homeowners (H4H) 

Program’’ that provided instructions to 

FHA-approved mortgagees on how to 


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