3246 Federal Register / Vol. 87, No. 14 / Friday, January 21, 2022 / Proposed Rules 

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 

The FAA 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) Would not affect intrastate 

aviation in Alaska, and 

(3) Would 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

Bell Textron Inc.: Docket No. FAA–2022– 

0006; Project Identifier AD–2021–01298– 

R. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by March 7, 

2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to the following Bell 

Textron Inc. helicopters certificated in any 

category, with a tailboom left hand fin spar 

cap (spar cap) part number 212–030–447–117 

installed. 

(1) Model 205A and 205A–1 helicopters, 

serial number (S/N) 30001 through 30065 

inclusive, 30067 through 30165 inclusive, 

30167 through 30187 inclusive, 30189 

through 30296 inclusive, and 30298 through 

30332 inclusive; 

(2) Model 205B helicopters, S/N 30066, 

30166, 30188, and 30297; 

(3) Model 210 helicopters, all S/Ns; 

(4) Model 212 helicopters, S/N 30502 

through 30603 inclusive, 30611 through 

30999 inclusive, 31101 through 31311 

inclusive, 32101 through 32142 inclusive, 

and 35001 through 35103 inclusive; 

(5) Model 412 and 412EP helicopters, S/N 

33001 through 33213 inclusive, 34001 

through 34036 inclusive, 36001 through 

36999 inclusive, 37002 through 37999 

inclusive, 38001 through 38999 inclusive, 

and 39101 through 39999 inclusive; and 

(6) Model 412CF helicopters, S/N 46400 

through 46499 inclusive. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 5302, Rotorcraft Tail Boom. 

(e) Unsafe Condition 

This AD was prompted by the discovery of 

fatigue cracking in the spar cap. A crack in 

the spar cap, if not detected and corrected, 

could create stress concentrations at the edge 

of the rivet holes, resulting in reduced 

structural integrity of the helicopter and 

subsequent loss of control of the helicopter. 

The FAA is issuing this AD to detect and 

prevent this unsafe condition. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Within 100 hours time-in-service (TIS) 

after the effective date of this AD, and 

thereafter at intervals not to exceed 100 hours 

TIS: 

(1) Using a 10x or higher power magnifying 

glass and a flashlight, inspect both flanges of 

the spar cap between fin station (F.S.) 50 and 

F.S. 71 for any crack, loose rivet, and other 

damage such as a scratch, dent, spalling, or 

corrosion, as depicted in Figure 1 of Bell 

Alert Service Bulletin (ASB) 205–20–116, 

ASB 205B–20–69, ASB 210–20–13, ASB 212– 

20–162, ASB 412–20–180, or ASB 412CF– 

20–67, each dated April 15, 2020, as 

applicable to your helicopter. If either spar 

cap flange is cracked, has a loose rivet, or has 

other damage, remove the spar cap from 

service before further flight. 

(2) Inspect the exterior of the fin skin in the 

area that contacts the spar cap for any crack, 

loose rivets, and distortion. If there is any 

crack, loose rivet, or distortion in the fin skin 

in the area that contacts the spar cap, remove 

the spar cap from service before further 

flight. 

(h) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, DSCO 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. 

(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. 

(i) Related Information 

(1) For more information about this AD, 

contact Ameet Shrotriya, Aviation Safety 

Engineer, DSCO Branch, Compliance & 

Airworthiness Division, FAA, 10101 

Hillwood Pkwy., Fort Worth, TX 76177– 

1524; phone: (817) 222–5525; email: 

Ameet.Shrotriya@faa.gov. 

(2) For service information identified in 

this AD, contact Bell Textron, Inc., P.O. Box 

482, Fort Worth, TX 76101; telephone 1–450– 

437–2862 or 1–800–363–8023; fax 1–450– 

433–0272; email productsupport@

bellflight.com; or at https://

www.bellflight.com/support/contact-support. 

You may view this referenced service 

information at the FAA, Office of the 

Regional Counsel, Southwest Region, 10101 

Hillwood Pkwy., Room 6N–321, Fort Worth, 

TX 76177. For information on the availability 

of this material at the FAA, call (817) 222– 

5110. 

Issued on January 11, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–00886 Filed 1–20–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–1073; Project 

Identifier AD–2021–01252–T] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to 

supersede Airworthiness Directive (AD) 

2017–24–10, which applies to certain 

The Boeing Company Model 757–200, 

–200PF, and –300 series airplanes. AD 

2017–24–10 requires repetitive 

inspections for any cracking of a certain 

fuselage frame inner chord; 

identification of the material of a certain 

fuselage frame inner chord for certain 


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airplanes; and applicable corrective 

actions. Since the FAA issued AD 2017– 

24–10, the FAA has received reports of 

new crack findings outside of the AD 

2017–24–10 inspection area, which the 

existing inspections will not detect. 

This proposed AD would continue to 

require the actions in AD 2017–24–10, 

would add new airplanes and would 

require new inspection types in certain 

areas, an expanded inspection area, 

additional inspections, and applicable 

corrective actions. The FAA is 

proposing this AD to address the unsafe 

condition on these products. 

DATES: The FAA must receive comments 

on this proposed AD by March 7, 2022. 

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 

https://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 

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 at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

1073. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–1073; 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 

NPRM, any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

FOR FURTHER INFORMATION CONTACT: 

Peter Jarzomb, Aerospace Engineer, 

Airframe Section, FAA, Los Angeles 

ACO Branch, 3960 Paramount 

Boulevard, Lakewood, CA 90712–4137; 

phone: 562–627–5234; email: 

peter.jarzomb@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2021–1073; Project Identifier AD– 

2021–01252–T’’ at the beginning of your 

comments. The most helpful comments 

reference a specific portion of the 

proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend the proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to https://

www.regulations.gov, including any 

personal information you provide. The 

agency will also post a report 

summarizing each substantive verbal 

contact received about this proposed 

AD. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 

information that is customarily treated 

as private, that you actually treat as 

private, and that is relevant or 

responsive to this NPRM, it is important 

that you clearly designate the submitted 

comments as CBI. Please mark each 

page of your submission containing CBI 

as ‘‘PROPIN.’’ The FAA will treat such 

marked submissions as confidential 

under the FOIA, and they will not be 

placed in the public docket of this 

NPRM. Submissions containing CBI 

should be sent to Peter Jarzomb, 

Aerospace Engineer, Airframe Section, 

FAA, Los Angeles ACO Branch, 3960 

Paramount Boulevard, Lakewood, CA 

90712–4137; phone: 562–627–5234; 

email: peter.jarzomb@faa.gov. Any 

commentary that the FAA receives 

which is not specifically designated as 

CBI will be placed in the public docket 

for this rulemaking. 

Background 

The FAA issued AD 2017–24–10, 

Amendment 39–19114 (82 FR 57343, 

December 5, 2017) (AD 2017–24–10), for 

certain The Boeing Company Model 

757–200, –200PF, and –300 series 

airplanes. AD 2017–24–10 was 

prompted by reports of cracking found 

at a certain fuselage frame inner chord. 

AD 2017–24–10 requires repetitive 

inspections for any cracking of a certain 

fuselage frame inner chord; 

identification of the material of a certain 

fuselage frame inner chord for certain 

airplanes; and applicable corrective 

actions. The agency issued AD 2017– 

24–10 to detect and correct such cracks, 

which could result in the cargo door 

opening during flight, and result in 

rapid decompression of the airplane and 

the inability to sustain loads required 

for continued safe flight and landing. 

Actions Since AD 2017–24–10 Was 

Issued 

Since the FAA issued AD 2017–24– 

10, the FAA has received reports of new 

crack findings outside of the AD 2017– 

24–10 inspection area, which the 

existing inspections will not detect. An 

operator was accomplishing Boeing 

Alert Service Bulletin 757–53A0101, 

dated November 8, 2016, which is the 

service information required by AD 

2017–24–10) on a certain The Boeing 

Company Model 757–200 airplane and 

found four cracks ranging from 0.10 to 

2.00 inches in length in the station 

(STA) 1380 frame web and two cracks 

ranging from 1.00 to 2.12 inches in 

length in the frame inner chord. The 

airplane had 23,005 total flight cycles at 

the time of the crack findings. The frame 

web was made from 0.09 inch thick 

2024–T3 aluminum, and the inner 

chord was made from 7075–T73 

aluminum. Based on the length of the 

crack in the web at the time of 

discovery, the cracks in the frame may 

have initiated in the 2024–T3 web, and 

would have been hidden behind the 

guide track fitting. If the cracks start in 

the frame web, existing Maintenance 

Planning Data (MPD) and Boeing Alert 

Service Bulletin 757–53A0101, dated 

November 8, 2016, inspections do not 

provide sufficient opportunities to find 

cracks in the STA 1380 frame before the 

critical crack length is reached, resulting 

in an airplane-level safety issue. 

In addition, the FAA has received five 

reports of crack findings in airplanes 

with production line numbers 1–57, 

which are made with 7075 material for 

the inner and outer chord and the frame 

web. Those airplanes may also have a 

thinner web gauge than that in airplanes 

with line numbers 58 and subsequent. 

Existing inspections for these airplanes 

do not remove the guide track fitting at 

STA 1380, and therefore do not provide 

sufficient opportunity to detect cracks 


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before the critical crack length is 

reached. 

The root cause for the cracking in the 

STA 1380 frame inner chord and web 

under the roller guide track fitting is 

attributed to the out-of-plane bending 

stress induced from a mis-rigging 

condition of the No. 2 cargo door, which 

allows the roller pin on the lower cargo 

door to contact the roller guide track 

fitting. The new proposed repetitive 

inspections include removing the guide 

track fitting to inspect for any crack. The 

FAA is issuing this AD to detect and 

correct such cracks, which could result 

in rapid decompression of the airplane 

and the inability to sustain loads 

required for continued safe flight and 

landing. 

FAA’s Determination 

The FAA is issuing this NPRM after 

determining that the unsafe condition 

described previously is likely to exist or 

develop on other products of the same 

type design. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin 757–53A0118 

RB, dated October 22, 2021. This service 

information specifies procedures for a 

general visual inspection or a 

maintenance records check of the STA 

1380 frame for any repair, and repetitive 

surface high frequency eddy current 

(HFEC) inspections of the STA 1380 

frame inner chord and frame web for 

any cracking, repetitive sub-surface low 

frequency eddy current (LFEC) 

inspections of the STA 1380 frame inner 

chord for any cracking, and applicable 

corrective actions. Corrective actions 

include repair. 

This AD would also require Boeing 

Alert Service Bulletin 757–53A0101, 

dated November 8, 2016, which the 

Director of the Federal Register 

approved for incorporation by reference 

as of January 9, 2018 (82 FR 57343, 

December 5, 2017). 

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. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would retain all 

requirements of AD 2017–24–10. This 

proposed AD would add new airplanes 

and would require new inspection types 

in certain areas, an expanded inspection 

area, additional inspections, and 

applicable corrective actions. This 

proposed AD would require 

accomplishment of the actions 

identified in Boeing Alert Requirements 

Bulletin 757–53A0118 RB, dated 

October 22, 2021, described previously, 

except for any differences identified as 

exceptions in the regulatory text of this 

proposed AD. 

Accomplishment of the applicable 

initial inspections and corrective 

actions specified in the 

Accomplishment Instructions of Boeing 

Alert Requirements Bulletin 757– 

53A0118 RB, dated October 22, 2021, 

terminates the inspections required by 

paragraphs (g) and (h) of this proposed 

AD. 

For information on the procedures 

and compliance times, see this service 

information at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2021– 

1073. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 477 

airplanes of U.S. registry. The FAA 

estimates the following costs to comply 

with this proposed AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product Cost on U.S. operators 

Surface HFEC inspection (retained 

actions from AD 2017–24–10).

5 work-hours × $85 per hour = 

$425 per inspection cycle.

$0 $425 per inspection 

cycle.

$202,725 per inspection 

cycle. 

Identify the material (retained actions from AD 2017–24–10).Up to 2 work-hours × $85 per hour 

= $170.

0 Up to $170 .................... Up to $81,090. 

General visual inspection (new proposed action).6 work-hours × $85 per hour = 

$510.

0 $510 .............................. $243,270. 

Surface frame inner chord HFEC 

inspection (new proposed action).

Up to 10 work-hours × $85 per 

hour = $850 per inspection cycle.

0 Up to $850 per inspection cycle.Up to $405,450 per inspection cycle. 

Sub-surface frame inner chord 

LFEC inspection (new proposed 

action).

Up to 6 work-hours × $85 per hour 

= $510 per inspection cycle.

0 Up to $510 per inspection cycle.Up to $243,270 per inspection cycle. 

Surface HFEC frame web inspection (new proposed action).Up to 6 work-hours × $85 per hour 

= $510 per inspection cycle.

0 Up to $510 per inspection cycle.Up to $243,270 per inspection cycle. 

The FAA has received no definitive 

data on which to base the cost estimates 

for the on-condition repairs 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. 

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 

The FAA has 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 that the proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 


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(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would 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. 

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by: 

■ a. Removing Airworthiness Directive 

(AD) 2017–24–10, Amendment 39– 

19114 (82 FR 57343, December 5, 2017), 

and 

■ b. Adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2021–1073; Project Identifier AD–2021– 

01252–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) action by March 

7, 2022. 

(b) Affected ADs 

This AD replaces AD 2017–24–10, 

Amendment 39–19114 (82 FR 57343, 

December 5, 2017) (AD 2017–24–10). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 757–200, –200PF, –200CB, 

and –300 series airplanes, certificated in any 

category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

cracking found at the fuselage station (STA) 

1380 frame inner chord and by reports of 

new crack findings outside of the AD 2017– 

24–10 inspection area, which the existing 

inspections will not detect. The FAA is 

issuing this AD to detect and correct such 

cracks, which could result in rapid 

decompression of the airplane and the 

inability to sustain loads required for 

continued safe flight and landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Inspection for Group 1 

Airplanes, With No Changes 

This paragraph restates the requirements of 

paragraph (g) of AD 2017–24–10, with no 

changes. For Group 1 airplanes as identified 

in Boeing Alert Service Bulletin 757– 

53A0101, dated November 8, 2016: At the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–53A0101, dated November 8, 

2016; except as specified in paragraph (i)(1) 

of this AD, do a surface high frequency eddy 

current (HFEC) inspection for any cracking of 

the fuselage STA 1380 frame inner chord, 

and do all applicable corrective actions, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–53A0101, dated November 8, 2016; 

except as specified in paragraph (i)(2) of this 

AD. Do all applicable corrective actions 

before further flight. Repeat the surface HFEC 

inspection, thereafter, at the times specified 

in paragraph 1.E., ‘‘Compliance,’’ of Boeing 

Alert Service Bulletin 757–53A0101, dated 

November 8, 2016. 

(h) Retained Inspection for Group 2 

Airplanes, With No Changes 

This paragraph restates the requirements of 

paragraph (h) of AD 2017–24–10, with no 

changes. For Group 2 airplanes as identified 

in Boeing Alert Service Bulletin 757– 

53A0101, dated November 8, 2016: At the 

applicable time specified in paragraph 1.E., 

‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–53A0101, dated November 8, 

2016, except as specified in paragraph (i)(1) 

of this AD, identify the material of the 

fuselage STA 1380 frame inner chord, in 

accordance with the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

757–53A0101, dated November 8, 2016. 

(1) If the fuselage STA 1380 frame inner 

chord material 2024–T42 aluminum alloy is 

found during any identification required by 

paragraph (h) of this AD: No further action 

is required by this paragraph for that 

airplane. 

(2) If the fuselage STA 1380 frame inner 

chord material 7075–T73 aluminum alloy is 

found during any identification required by 

the introductory text of paragraph (h) of this 

AD: Before further flight, do a surface HFEC 

inspection for any cracking of the fuselage 

STA 1380 frame inner chord, and do all 

applicable corrective actions, in accordance 

with the Accomplishment Instructions of 

Boeing Alert Service Bulletin 757–53A0101, 

dated November 8, 2016; except as specified 

in paragraph (i)(2) of this AD. Do all 

applicable corrective actions before further 

flight. Repeat the surface HFEC inspection 

thereafter at the times specified in paragraph 

1.E., ‘‘Compliance,’’ of Boeing Alert Service 

Bulletin 757–53A0101, dated November 8, 

2016. 

(i) Retained Exceptions to the Service 

Information, With No Changes 

This paragraph restates the requirements of 

paragraph (i) of AD 2017–24–10, with no 

changes. 

(1) Where Boeing Alert Service Bulletin 

757–53A0101, dated November 8, 2016, 

specifies a compliance time ‘‘after the 

original issue date of this service bulletin,’’ 

this AD requires compliance within the 

specified compliance time after January 9, 

2018 (the effective date of AD 2017–24–10). 

(2) Where Boeing Alert Service Bulletin 

757–53A0101, dated November 8, 2016, 

specifies to contact Boeing for appropriate 

action and identifies that action as ‘‘RC’’ 

(Required for Compliance): Before further 

flight, repair the crack using a method 

approved in accordance with the procedures 

specified in paragraph (m) of this AD. 

(j) New Required Actions 

Except as specified by paragraph (k) of this 

AD: At the applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Alert 

Requirements Bulletin 757–53A0118 RB, 

dated October 22, 2021, do all applicable 

actions identified in, and in accordance with, 

the Accomplishment Instructions of Boeing 

Alert Requirements Bulletin 757–53A0118 

RB, dated October 22, 2021. 

Note 1 to paragraph (j): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin 757–53A0118, dated October 22, 

2021, which is referred to in Boeing Alert 

Requirements Bulletin 757–53A0118 RB, 

dated October 22, 2021. 

(k) New Exceptions to Service Information 

Specifications 

(1) Where the Compliance Time column of 

the tables in the ‘‘Compliance’’ paragraph of 

Boeing Alert Requirements Bulletin 757– 

53A0118 RB, dated October 22, 2021, uses 

the phrase ‘‘the original issue date of the 

Requirements Bulletin 757–53A0118 RB,’’ 

this AD requires using ‘‘the effective date of 

this AD.’’ 

(2) Where Boeing Alert Requirements 

Bulletin 757–53A0118 RB, dated October 22, 

2021, specifies contacting Boeing for repair 

instructions or for alternative inspections: 

This AD requires doing the repair, or doing 

the alternative inspections and applicable oncondition actions using a method approved 

in accordance with the procedures specified 

in paragraph (m) of this AD. 

(l) Terminating Action for Certain 

Inspections 

Accomplishment of the applicable initial 

inspections and corrective actions specified 

in the Accomplishment Instructions of 

Boeing Alert Requirements Bulletin 757– 

53A0118 RB, dated October 22, 2021, 

terminates the inspections required by 

paragraphs (g) and (h) of this AD. 

(m) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Los Angeles ACO 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 responsible Flight 

Standards Office, as appropriate. If sending 

information directly to the manager of the 

certification office, send it to the attention of 

the person identified in paragraph (n)(1) of 

this AD. Information may be emailed to: 9- 

ANM-LAACO-AMOC-Requests@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 


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3250 Federal Register / Vol. 87, No. 14 / Friday, January 21, 2022 / Proposed Rules 

or lacking a principal inspector, the manager 

of the responsible Flight Standards 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 Company 

Organization Designation Authorization 

(ODA) that has been authorized by the 

Manager, Los Angeles ACO Branch, FAA, to 

make those findings. 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) AMOCs approved previously for AD 

2017–24–10 are not approved as AMOCs 

with this AD. 

(5) Except as specified by paragraph (i) of 

this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (m)(5)(i) and (ii) of this AD 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. If a step or substep is 

labeled ‘‘RC Exempt,’’ then the RC 

requirement is removed from that step or 

substep. 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. 

(n) Related Information 

(1) For more information about this AD, 

contact Peter Jarzomb, Aerospace Engineer, 

Airframe Section, FAA, Los Angeles ACO 

Branch, 3960 Paramount Boulevard, 

Lakewood, CA 90712–4137; phone: 562–627– 

5234; email: peter.jarzomb@faa.gov. 

(2) For service information identified in 

this AD, 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 

referenced 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. 

Issued on December 10, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–01014 Filed 1–20–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF HEALTH AND 

HUMAN SERVICES 

Food and Drug Administration 

21 CFR Part 866 

[Docket No. FDA–2021–N–0851] 

Medical Devices; Immunology and 

Microbiology Devices; Classification of 

Human Leukocyte, Neutrophil and 

Platelet Antigen and Antibody Tests 

AGENCY: Food and Drug Administration, 

HHS. 

ACTION: Proposed rule. 

SUMMARY: The Food and Drug 

Administration (FDA, the Agency, or 

we) is proposing to classify Human 

Leukocyte Antigen (HLA), Human 

Platelet Antigen (HPA), and Human 

Neutrophil Antigen (HNA) devices, a 

generic type of device, into class II 

(special controls). FDA is identifying 

proposed special controls for HLA, 

HPA, and HNA devices that are 

necessary to provide a reasonable 

assurance of safety and effectiveness. 

FDA is also giving notice that we do not 

intend to exempt these device types 

from premarket notification 

requirements of the Federal Food, Drug, 

and Cosmetic Act (FD&C Act). FDA is 

publishing in this document the 

recommendations of the Blood Products 

Advisory Committee, serving as a device 

classification panel, regarding the 

classification of these devices. After 

considering public comments on the 

proposed classification, FDA will 

publish a final regulation classifying 

these device types. 

DATES: Submit either electronic or 

written comments on the proposed rule 

by April 21, 2022. 

ADDRESSES: You may submit comments 

as follows. Please note that late, 

untimely filed comments will not be 

considered. Electronic comments must 

be submitted on or before April 21, 

2022. The https://www.regulations.gov 

electronic filing system will accept 

comments until 11:59 p.m. Eastern Time 

at the end of April 21, 2022. Comments 

received by mail/hand delivery/courier 

(for written/paper submissions) will be 

considered timely if they are 

postmarked or the delivery service 

acceptance receipt is on or before that 

date. 

Electronic Submissions 

Submit electronic comments in the 

following way: 

• Federal eRulemaking Portal: 

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

instructions for submitting comments. 

Comments submitted electronically, 

including attachments, to https://

www.regulations.gov will be posted to 

the docket unchanged. Because your 

comment will be made public, you are 

solely responsible for ensuring that your 

comment does not include any 

confidential information that you or a 

third party may not wish to be posted, 

such as medical information, your or 

anyone else’s Social Security number, or 

confidential business information, such 

as a manufacturing process. Please note 

that if you include your name, contact 

information, or other information that 

identifies you in the body of your 

comments, that information will be 

posted on https://www.regulations.gov. 

• If you want to submit a comment 

with confidential information that you 

do not wish to be made available to the 

public, submit the comment as a 

written/paper submission and in the 

manner detailed (see ‘‘Written/Paper 

Submissions’’ and ‘‘Instructions’’). 

Written/Paper Submissions 

Submit written/paper submissions as 

follows: 

• Mail/Hand Delivery/Courier (for 

written/paper submissions): Dockets 

Management Staff (HFA–305), Food and 

Drug Administration, 5630 Fishers 

Lane, Rm. 1061, Rockville, MD 20852. 

• For written/paper comments 

submitted to the Dockets Management 

Staff, FDA will post your comment, as 

well as any attachments, except for 

information submitted, marked and 

identified, as confidential, if submitted 

as detailed in ‘‘Instructions.’’ 

Instructions: All submissions received 

must include the Docket No. FDA– 

2021–N–0851 for ‘‘Medical Devices; 

Immunology and Microbiology 

Classification of Human Leukocyte, 

Neutrophil and Platelet Antigen and 

Antibody Tests.’’ Received comments, 

those filed in a timely manner (see 

ADDRESSES), will be placed in the docket 

and, except for those submitted as 

‘‘Confidential Submissions,’’ publicly 

viewable at https://www.regulations.gov 

or at the Dockets Management Staff 

between 9 a.m. and 4 p.m., Monday 

through Friday, 240–402–7500. 

• Confidential Submissions—To 

submit a comment with confidential 

information that you do not wish to be 

made publicly available, submit your 

comments only as a written/paper 

submission. You should submit two 

copies total. One copy will include the 

information you claim to be confidential 

with a heading or cover note that states 

‘‘THIS DOCUMENT CONTAINS 

CONFIDENTIAL INFORMATION.’’ The 

Agency will review this copy, including 

the claimed confidential information, in 

its consideration of comments. The 


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