1850 Federal Register / Vol. 90, No. 6 / Friday, January 10, 2025 / Rules and Regulations 

PENALTIES APPLICABLE TO FEDERAL SAVINGS ASSOCIATIONS—Continued 

U.S. Code citation CMP description 

Maximum 

penalty 

amount 

(in dollars) 1

Tier 2 .............................................................................. 62,829 

Tier 3 .............................................................................. 2 2,513,215 

12 U.S.C. 1818(i)(2) 3 ...................................................................... Violation of Law, Unsafe or Unsound Practice, or Breach of 

Fiduciary Duty: 

Tier 1 .............................................................................. 12,567 

Tier 2 .............................................................................. 62,829 

Tier 3 .............................................................................. 2 2,513,215 

12 U.S.C. 1820(k)(6)(A)(ii) .............................................................. Violation of Post-Employment Restrictions: Per violation ..... 413,388 

12 U.S.C. 1832(c) ............................................................................ Violation of Withdrawals by Negotiable or Transferable Instruments for Transfers to Third Parties: Per violation.3,318 

12 U.S.C. 1884 ................................................................................ Violation of the Bank Protection Act ..................................... 365 

12 U.S.C. 1972(2)(F) ....................................................................... Violation of Provisions regarding Correspondent Accounts, 

Unsafe or Unsound Practices, or Breach of Fiduciary 

Duty: 

Tier 1 .............................................................................. 12,567 

Tier 2 .............................................................................. 62,829 

Tier 3 .............................................................................. 2 2,513,215 

15 U.S.C. 78u–2(b) ......................................................................... Violations of Various Provisions of the Securities Act, the 

Securities Exchange Act, the Investment Company Act, 

or the Investment Advisers Act: 

1st Tier (natural person)—Per violation ......................... 11,823 

1st Tier (other person)—Per violation ............................ 118,225 

2nd Tier (natural person)—Per violation ........................ 118,225 

2nd Tier (other person)—Per violation ........................... 591,106 

3rd Tier (natural person)—Per violation ......................... 236,451 

3rd Tier (other person)—Per violation ........................... 1,182,251 

15 U.S.C. 1639e(k) .......................................................................... Violation of Appraisal Independence Requirements: 

First violation .................................................................. 14,435 

Subsequent violations .................................................... 28,866 

42 U.S.C. 4012a(f)(5) ...................................................................... Flood Insurance: Per violation ............................................... 2,730 

1The maximum penalty amount is per day, unless otherwise indicated. 

3These amounts also apply to statutes that cross-reference 12 U.S.C. 1818, such as 12 U.S.C. 2804, 3108, 3349, 4309, and 4717 and 15 

U.S.C. 1607, 1681s, 1691c, and 1692l. 

Theodore J. Dowd, 

Acting Senior Deputy Comptroller and Chief 

Counsel, Office of the Comptroller of the 

Currency. 

[FR Doc. 2025–00374 Filed 1–8–25; 8:45 am] 

BILLING CODE 4810–33–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2024–0762; Project 

Identifier AD–2023–01194–T; Amendment 

39–22911; AD 2024–25–09] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is adopting a new 

airworthiness directive (AD) for certain 

The Boeing Company Model 757 

airplanes. This AD was prompted by 

reports of several occurrences of a 

power transfer unit (PTU) control valve 

that failed to open when commanded. 

This AD requires installing new relays 

and changing certain wire bundles 

leading to the PTU control valve. The 

FAA is issuing this AD to address the 

unsafe condition on these products. 

DATES: This AD is effective February 14, 

2025. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of February 14, 2025. 

ADDRESSES: 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2024–0762; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this final rule, any comments 

received, and other information. The 

address for Docket Operations is U.S. 

Department of Transportation, Docket 

Operations, M–30, West Building 

Ground Floor, Room W12–140, 1200 

New Jersey Avenue SE, Washington, DC 

20590. 

Material Incorporated by Reference: 

• For Boeing material 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; 

website myboeingfleet.com. 

• You may view this material 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 regulations.gov 

under Docket No. FAA–2024–0762. 

FOR FURTHER INFORMATION CONTACT: 

Katherine Venegas, Aviation Safety 

Engineer, FAA, 2200 South 216th St., 

Des Moines, WA 98198; phone: 562– 

627–5353; email: katherine.venegas@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 by adding an AD that would 

apply to certain The Boeing Company 

Model 757 airplanes. The NPRM 

published in the Federal Register on 


khammond on DSK9W7S144PROD with RULES
Federal Register / Vol. 90, No. 6 / Friday, January 10, 2025 / Rules and Regulations 1851 

March 25, 2024 (89 FR 20565). The 

NPRM was prompted by reports of 

several occurrences of a PTU control 

valve that failed to open when 

commanded. In the NPRM, the FAA 

proposed to require installing new 

relays and changing certain wire 

bundles leading to the PTU control 

valve. The FAA is issuing this AD to 

address failure of the PTU control valve, 

which in conjunction with a loss of the 

left engine or engine-driven pump (EDP) 

during takeoff, may result in a failure of 

the landing gear to retract in a timely 

manner. This condition, if not 

addressed, could add drag, affect climb 

gradient, and prevent the airplane from 

clearing obstacles on takeoff. This 

condition can result in loss of continued 

safe flight and landing. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received a comment from 

the Air Line Pilots Association, 

International (ALPA), who supported 

the NPRM without change. 

The FAA received additional 

comments from Aviation Partners 

Boeing (APB), Boeing, Delta Air Lines 

(Delta), and United Parcel Service 

Airlines (UPS Airlines). United Airlines 

(United) supported the NPRM and also 

provided additional comments, as 

discussed below. The following presents 

the comments received on the NPRM 

and the FAA’s response to each 

comment. 

Effect of Winglets on Accomplishment 

of the Proposed Actions 

APB stated that the installation of 

winglets per Supplemental Type 

Certificate STC ST01518SE does not 

affect the accomplishment of the 

manufacturer’s service instructions. 

The FAA agrees with the commenter 

that STC ST01518SE does not affect the 

accomplishment of the manufacturer’s 

service instructions. Therefore, the 

installation of STC ST01518SE does not 

affect the ability to accomplish the 

actions required by this AD. The FAA 

has not changed this AD in this regard. 

Request To Revise Unsafe Condition 

Statement 

Boeing requested two changes in the 

description of the unsafe condition. One 

change is in the description of the state 

of the landing gear retraction abilities 

from ‘‘may result in a failure of the 

landing gear to retract’’ to ‘‘may result 

in a failure of the landing gear to retract 

in a timely manner.’’ Boeing explained 

that the left hydraulic system’s electric 

motor pump would still function, but 

has a smaller output capacity that 

results in being unable to retract the 

landing gear in the time required to 

clear obstacles. The other requested 

change is to clarify what conditions lead 

up to the slowed retraction of the 

landing gear. Boeing explained that loss 

of either the left engine or the EDP 

would lead to use of the electric motor 

pump and requested that the related 

phrase ‘‘left engine and engine driven 

pump (EDP)’’ be changed to ‘‘left engine 

and/or engine driven pump (EDP).’’ 

The FAA agrees to revise the unsafe 

condition statement. The revisions 

provide a more accurate description of 

the unsafe condition and of what 

conditions lead up to a slow retraction 

of the landing gear. However, the FAA 

has revised ‘‘left engine and engine 

driven pump (EDP)’’ to ‘‘left engine or 

engine-driven pump (EDP)’’ instead of 

using ‘‘and/or.’’ Although both failure 

conditions can occur, only one of the 

conditions is necessary to affect the 

landing gear retraction. The FAA has 

revised the Background section of this 

final rule and paragraph (e) of this AD 

accordingly. 

Requests To Revise AD To Address 

Missing Information in Service 

Information 

Boeing stated that additional 

engineering definition for wire routing 

is necessary for a group of airplanes 

identified in Boeing Alert Service 

Bulletin 757–29A0071, dated November 

16, 2023, and Boeing Alert 

Requirements Bulletin 75–29A0071 RB, 

dated November 16, 2023, and that the 

service bulletin and requirements 

bulletin will be revised. Delta and 

United requested that paragraph (h) of 

the proposed AD be revised to add an 

exception to address the errors in the 

wire routing definition for the airplanes 

identified as Group 3 airplanes in 

Boeing Alert Requirement Bulletin 757– 

29A0071 RB, dated November 16, 2023 

(Group 3 airplanes). United also 

proposed that paragraph (g) of the 

proposed AD be revised to incorporate 

Revision 1 of Boeing Alert Requirement 

Bulletin 757–29A0071 RB, if it is 

created prior to the release of this AD. 

Both Delta and United noted that Boeing 

published Information Notice 757– 

29A0071 IN 01 to inform operators of 

issues with work instructions for the 

Group 3 airplanes and advised to stop 

work on those airplanes until new 

service information is published. United 

also reasoned that the requested 

revision would help United and other 

operators of Group 3 airplanes avoid 

applying for an AMOC when the final 

rule is issued. 

The FAA agrees with the need to 

provide additional definition for wire 

routing that affects Group 3 airplanes 

because those airplanes would be 

unable to comply with the instructions 

provided in Boeing Alert Requirement 

Bulletin 757–29A0071 RB, dated 

November 16, 2023. However, the FAA 

does not agree to revise the AD to 

reference Revision 1 of Boeing Alert 

Requirement Bulletin 757–29A0071 RB, 

or to add an exception to address the 

errors in the instructions for Group 3 

airplanes. A later revision of Boeing 

Alert Requirement Bulletin 757– 

29A0071 RB, dated November 16, 2023, 

has not been issued and the publication 

date is yet to be determined. To delay 

this action until the revised service 

information is published would be 

inappropriate since the FAA has 

determined that an unsafe condition 

exists and that the actions must be 

conducted on the other affected groups 

of airplanes to ensure continued safety. 

Operators may apply for approval to use 

later revisions as an alternative method 

of compliance with this AD under the 

provisions of paragraph (i) of this AD. 

The FAA has not changed this AD in 

this regard. 

Request To Add an Exception To Allow 

Alternative Positions for Connectors 

Delta requested that paragraph (h) of 

the proposed AD be revised to add an 

exception that would allow the use of 

available connector positions on panels 

and disconnects other than the ones 

defined in Boeing Alert Requirement 

Bulletin 757–29A0071 RB, dated 

November 16, 2023. Delta explained 

that the figures in Boeing Alert 

Requirement Bulletin 757–29A0071 RB, 

dated November 16, 2023, are specific 

in defining positions within the panels 

and disconnects where the connectors 

will be installed. Delta also stated that 

the specific location of the connector 

installation and disconnects in the 

panel are not necessary for the function 

of the system. Delta reasoned that 

allowing operators to install the 

connectors in alternative available 

positions would be acceptable for 

compliance with the proposed AD while 

also giving operators flexibility in 

addressing variations in each airplane’s 

existing wiring. 

The FAA agrees that using only the 

defined positions within the panels and 

disconnect brackets for the new 

connectors to be installed is not 

necessary to address the unsafe 

condition, and that allowing alternatives 

would provide flexibility in complying 

with the requirements of this AD on 

airplanes that might have different 

wiring configurations. The action to 

perform the operational test verifies the 

functionality of the system and will 


khammond on DSK9W7S144PROD with RULES
1852 Federal Register / Vol. 90, No. 6 / Friday, January 10, 2025 / Rules and Regulations 

continue to be required. The FAA has 

added an exception to paragraph (h) of 

this AD to allow for installing 

connectors in alternative available 

positions on panels and disconnect 

brackets than those defined in Boeing 

Alert Requirement Bulletin 757– 

29A0071 RB, dated November 16, 2023. 

Request To Allow Use of Other Kit 

Materials 

Delta requested a revision to 

paragraph (h) of the proposed AD to add 

an exception that would allow the use 

of operator-supplied materials that are 

the same as the Boeing-supplied 

materials in the parts kit specified in 

Boeing Alert Requirement Bulletin 757– 

29A0071 RB, dated November 16, 2023. 

Delta explained that Boeing kits expire 

within 3 months because of a limitation 

on the placard (decal) adhesive and 

opined that operators should have the 

ability to supply the same decal if the 

Boeing-supplied decal expires before 

use. In addition, Delta also reasoned 

that operators should be able to supply 

their own materials if Boeing-supplied 

kits are not available in time to avoid 

delays in compliance with the proposed 

AD. 

The FAA does not agree to revise this 

AD regarding this request. The Boeingsupplied kits are specified in Boeing 

Alert Service Bulletin 757–29A0071, 

dated November 16, 2023, which is not 

required by this AD. This AD requires 

Boeing Alert Requirements Bulletin 

757–29A0071 RB, dated November 16, 

2023, which identifies parts that are 

required for compliance. This AD does 

not require procuring the Boeingsupplied kits that are specified in 

Boeing Alert Service Bulletin 757– 

29A0071, dated November 16, 2023. No 

revision to this AD is necessary in this 

regard. 

Request To Extend Compliance Time 

Due to Parts Availability 

UPS Airlines requested a revision to 

paragraph (h) of the proposed AD to add 

an exception to a compliance time 

identified in Boeing Alert Requirement 

Bulletin 757–29A0071 RB, dated 

November 16, 2023. This requested 

exception would extend the calendar 

time limit from the proposed 30 months 

after the effective date of the AD to 36 

months after the effective date of the 

AD. UPS Airlines explained that the 

availability of the Boeing-supplied parts 

kit could affect the ability to comply 

with the proposed compliance times. 

UPS Airlines stated that there are only 

15 of the Boeing-supplied kits in stock 

as of the date of the NPRM, with an 

anticipated lead time of 175 to 352 days 

if all 15 kits are purchased and the 

inventory depleted. UPS Airlines added 

that they have 429 airplanes in a 

configuration group that would require 

the same part kit. 

The FAA does not agree to revise the 

AD regarding this issue. As explained in 

the previous comment, the Boeingsupplied kits are not part of the 

requirements of Boeing Alert 

Requirement Bulletin 757–29A0071 RB, 

dated November 16, 2023, and are 

specified in Boeing Alert Service 

Bulletin 757–29A0071, dated November 

16, 2023, thus operators may procure 

the parts from their supplies without an 

AMOC or revision to this AD. In 

developing an appropriate compliance 

time for this action, the FAA considered 

the recommendations of the 

manufacturer, the urgency associated 

with the subject unsafe condition, the 

availability of required parts, and the 

practical aspect of accomplishing the 

required modification within a period of 

time that corresponds to the normal 

scheduled maintenance for most 

affected operators. In consideration of 

these items, the FAA has determined 

that the compliance time of 30 months 

or 2,760 flight hours after the effective 

date of this AD, whichever occurs first, 

will ensure an acceptable level of safety. 

However, under the provisions of 

paragraph (i) of this AD, the FAA will 

consider requests for approval of an 

extension of the compliance time if 

sufficient data are submitted to 

substantiate that new compliance times 

would provide an acceptable level of 

safety. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 

Accordingly, the FAA is issuing this AD 

to address the unsafe condition on these 

products. Except for minor editorial 

changes, and any other changes 

described previously, this AD is 

adopted as proposed in the NPRM. 

None of the changes will increase the 

economic burden on any operator. 

Material Incorporated by Reference 

Under 1 CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin 757–29A0071 

RB, dated November 16, 2023. This 

material specifies procedures for 

changing the wire bundle from circuit 

breaker C4054 to the P33 panel, 

installing new relays in the P33 panel, 

and changing wire bundles to the PTU 

control valve. This material is 

reasonably available because the 

interested parties have access to it 

through their normal course of business 

or by the means identified in the 

ADDRESSES section. 

Costs of Compliance 

The FAA estimates that this AD 

affects 467 airplanes of U.S. registry. 

The FAA estimates the following costs 

to comply with this AD: 

ESTIMATED COSTS

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Installations, changes, and tests .................... 45 work-hours × $85 per hour = $3,825 ........ $3,260 $7,085 $3,308,695 

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. 


khammond on DSK9W7S144PROD with RULES
Federal Register / Vol. 90, No. 6 / Friday, January 10, 2025 / Rules and Regulations 1853 

The FAA is issuing this rulemaking 

under the authority described in 

Subtitle VII, Part A, Subpart III, Section 

44701: General requirements. Under 

that section, Congress charges the FAA 

with promoting safe flight of civil 

aircraft in air commerce by prescribing 

regulations for practices, methods, and 

procedures the Administrator finds 

necessary for safety in air commerce. 

This regulation is within the scope of 

that authority because it addresses an 

unsafe condition that is likely to exist or 

develop on products identified in this 

rulemaking action. 

Regulatory Findings 

This AD will not have federalism 

implications under Executive Order 

13132. This AD will not have a 

substantial direct effect on the States, on 

the relationship between the national 

government and the States, or on the 

distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify that this AD: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Will not affect intrastate aviation 

in Alaska, and 

(3) Will not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA amends 14 CFR part 39 as 

follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

2024–25–09 The Boeing Company: 

Amendment 39–22911; Docket No. 

FAA–2024–0762; Project Identifier AD– 

2023–01194–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective February 14, 2025. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 757–200, –200PF, –200CB, and –300 

series airplanes, certificated in any category, 

and identified in Boeing Alert Requirements 

Bulletin 757–29A0071 RB, dated November 

16, 2023. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 29, Hydraulic power. 

(e) Unsafe Condition 

This AD was prompted by reports of 

several occurrences of a power transfer unit 

(PTU) control valve that failed to open when 

commanded. The FAA is issuing this AD to 

address failure of the PTU control valve, 

which, in conjunction with a loss of the left 

engine or engine-driven pump (EDP) during 

takeoff, may result in a failure of the landing 

gear to retract in a timely manner. This 

condition, if not addressed, could add 

additional drag, affect climb gradient, and 

prevent the ability to clear obstacles on 

takeoff. This condition can result in loss of 

continued safe flight and landing. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Except as specified by paragraph (h) of this 

AD: At the applicable times specified in the 

‘‘Compliance’’ paragraph of Boeing Alert 

Requirements Bulletin 757–29A0071 RB, 

dated November 16, 2023, do all applicable 

actions identified in, and in accordance with, 

the Accomplishment Instructions of Boeing 

Alert Requirements Bulletin 757–29A0071 

RB, dated November 16, 2023. 

Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin 757–29A0071, dated November 16, 

2023, which is referred to in Boeing Alert 

Requirements Bulletin 757–29A0071 RB, 

dated November 16, 2023. 

(h) Exceptions to Service Information 

Specifications 

(1) Where the Compliance Time column of 

the tables in the ‘‘Compliance’’ paragraph of 

Boeing Alert Requirements Bulletin 757– 

29A0071 RB, dated November 16, 2023, uses 

the phrase ‘‘the Original Issue date of 

Requirements Bulletin 757–29A0071 RB,’’ 

this AD requires using the effective date of 

this AD. 

(2) Where the figures in the 

Accomplishment Instructions of Boeing Alert 

Requirements Bulletin 757–29A0071 RB, 

dated November 16, 2023, specify certain 

positions on the P33 panel and disconnect 

bracket AD0880 or AD0881 for installing the 

connectors, this AD allows any open position 

on the P33 panel or disconnect bracket 

AD0880 or AD0881 for installing the 

connectors. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, AIR–520, Continued 

Operational Safety 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 (j)(1) of this AD. 

Information may be emailed to: AMOC@

faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

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, AIR–520, Continued Operational 

Safety 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. 

(j) Related Information 

(1) For more information about this AD, 

contact Katherine Venegas, Aviation Safety 

Engineer, FAA, 2200 South 216th St., Des 

Moines, WA 98198; phone: 562–627–5353; 

email: katherine.venegas@faa.gov. 

(2) Material identified in this AD that is not 

incorporated by reference is available at the 

address specified in paragraph (k)(3) this AD. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the material listed in this paragraph 

under 5 U.S.C. 552(a) and 1 CFR part 51. 

(2) You must use this material as 

applicable to do the actions required by this 

AD, unless the AD specifies otherwise. 

(i) Boeing Alert Requirements Bulletin 

757–29A0071 RB, dated November 16, 2023. 

(ii) [Reserved] 

(3) For Boeing material 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; website myboeingfleet.com. 

(4) You may view this material 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. 

(5) You may view this material at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

visit www.archives.gov/federal-register/cfr/ 

ibr-locations or email fr.inspection@nara.gov. 


khammond on DSK9W7S144PROD with RULES
1854 Federal Register / Vol. 90, No. 6 / Friday, January 10, 2025 / Rules and Regulations 

Issued on January 6, 2025. 

Suzanne Masterson, 

Deputy Director, Integrated Certificate 

Management Division, Aircraft Certification 

Service. 

[FR Doc. 2025–00371 Filed 1–8–25; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF LABOR 

Employment and Training 

Administration 

20 CFR Part 655 

Office of Workers’ Compensation 

Programs 

20 CFR Parts 702, 725, and 726 

Office of the Secretary 

29 CFR Part 5 

41 CFR Part 50–201 

Wage and Hour Division 

29 CFR Parts 500, 501, 503, 530, 570, 

578, 579, 801, 810, and 825 

Occupational Safety and Health 

Administration 

29 CFR Part 1903 

Mine Safety and Health Administration 

30 CFR Part 100 

RIN 1290–AA50 

Federal Civil Penalties Inflation 

Adjustment Act Annual Adjustments 

for 2025 

AGENCY: Employment and Training 

Administration, Office of Workers’ 

Compensation Programs, Office of the 

Secretary, Wage and Hour Division, 

Occupational Safety and Health 

Administration, Employee Benefits 

Security Administration, and Mine 

Safety and Health Administration, 

Department of Labor. 

ACTION: Final rule. 

SUMMARY: The U.S. Department of Labor 

(Department) is publishing this final 

rule to adjust for inflation the civil 

monetary penalties assessed or enforced 

by the Department, pursuant to the 

Federal Civil Penalties Inflation 

Adjustment Act of 1990 as amended by 

the Federal Civil Penalties Inflation 

Adjustment Act Improvements Act of 

2015 (Inflation Adjustment Act). The 

Inflation Adjustment Act requires the 

Department to annually adjust its civil 

money penalty levels for inflation no 

later than January 15 of each year. The 

Inflation Adjustment Act provides that 

agencies shall adjust civil monetary 

penalties notwithstanding section 553 of 

the Administrative Procedure Act 

(APA). Additionally, the Inflation 

Adjustment Act provides a cost-of-living 

formula for adjustment of the civil 

penalties. Accordingly, this final rule 

sets forth the Department’s 2025 annual 

adjustments for inflation to its civil 

monetary penalties. 

DATES: This final rule is effective on 

January 15, 2025. As provided by the 

Inflation Adjustment Act, the increased 

penalty levels apply to any penalties 

assessed after January 15, 2025. 

FOR FURTHER INFORMATION CONTACT: Erin 

FitzGerald, Senior Policy Advisor, U.S. 

Department of Labor, Room S–2312, 200 

Constitution Avenue NW, Washington, 

DC 20210; telephone: (202) 693–5076 

(this is not a toll-free number). Copies 

of this final rule may be obtained in 

alternative formats (large print, Braille, 

audio tape or disc), upon request, by 

calling (202) 693–5959 (this is not a tollfree number). TTY/TDD callers may dial 

toll-free 1–877–889–5627 to obtain 

information or request materials in 

alternative formats. 

SUPPLEMENTARY INFORMATION: 

Preamble Table of Contents 

I. Background 

II. Adjustment for 2025 

III. Paperwork Reduction Act 

IV. Administrative Procedure Act 

V. Executive Order 12866: Regulatory 

Planning and Review and Executive 

Order 13563: Improving Regulation and 

Regulatory Review 

VI. Regulatory Flexibility Act and Small 

Business Regulatory Enforcement 

Fairness Act 

VII. Other Regulatory Considerations 

A. The Unfunded Mandates Reform Act of 

1995 

B. Executive Order 13132: Federalism 

C. Executive Order 13175: Indian Tribal 

Governments 

D. The Treasury and General Government 

Appropriations Act of 1999: Assessment 

of Federal Regulations and Policies on 

Families 

E. Executive Order 13045: Protection of 

Children From Environmental Health 

Risks and Safety Risks 

F. Environmental Impact Assessment 

G. Executive Order 13211: Energy Supply 

H. Executive Order 12630: Constitutionally 

Protected Property Rights 

I. Executive Order 12988: Civil Justice 

Reform Analysis 

I. Background 

On November 2, 2015, Congress 

enacted the Federal Civil Penalties 

Inflation Adjustment Act Improvements 

Act of 2015, Public Law 114–74, sec. 

701 (Inflation Adjustment Act or Act), 

which further amended the Federal 

Civil Penalties Inflation Adjustment Act 

of 1990 as previously amended by the 

1996 Debt Collection Improvement Act 

(collectively, the ‘‘Prior Inflation 

Adjustment Act’’), to improve the 

effectiveness of civil monetary penalties 

and to maintain their deterrent effect. 

Under the Inflation Adjustment Act, 

agencies (1) had to adjust the level of 

civil monetary penalties with an initial 

‘‘catch-up’’ adjustment through an 

interim final rule (IFR); and (2) must 

make subsequent annual adjustments 

for inflation no later than January 15 of 

each year. 

On July 1, 2016, the Department 

published an IFR that established the 

initial catch-up adjustment for most 

civil penalties that the Department 

administers and requested comments. 

See 81 FR 43430 (DOL IFR). On January 

18, 2017, the Department published the 

final rule establishing the 2017 Annual 

Adjustment for those civil monetary 

penalties adjusted in the DOL IFR. See 

82 FR 5373 (DOL 2017 Annual 

Adjustment). On July 1, 2016, the U.S. 

Department of Homeland Security 

(DHS) and the U.S. Department of Labor 

(DOL) (collectively, ‘‘the Departments’’) 

jointly published an IFR that established 

the initial catch-up adjustment for civil 

monetary penalties assessed or enforced 

in connection with the employment of 

temporary nonimmigrant workers under 

the H–2B program. See 81 FR 42983 

(Joint IFR). On March 17, 2017, the 

Departments jointly published the final 

rule establishing the 2017 Annual 

Adjustment for the H–2B civil monetary 

penalties. See 82 FR 14147 (Joint 2017 

Annual Adjustment). The Joint 2017 

Annual Adjustment also explained that 

DOL would make future adjustments to 

the H–2B civil monetary penalties 

consistent with DOL’s delegated 

authority under 8 U.S.C. 1184(c)(14), 

Immigration and Nationality Act section 

214(c)(14), and the Inflation Adjustment 

Act. See 82 FR 14147–48. Since 2018, 

the Department’s annual Inflation 

Adjustment Act final rule has included 

H–2B civil monetary penalties. See 83 

FR 7 (DOL 2018 Annual Adjustment); 

84 FR 213 (DOL 2019 Annual 

Adjustment); 85 FR 2292 (DOL 2020 

Annual Adjustment); 86 FR 2964 (DOL 

2021 Annual Adjustment); 87 FR 2328 

(DOL 2022 Annual Adjustment); 88 FR 

2210 (DOL 2023 Annual Adjustment); 

89 FR 1810 (DOL 2024 Annual 

Adjustment). The DOL 2022 Annual 

Adjustment also included the first 

annual adjustments for a newly enacted 

civil monetary penalty regarding 

retention of tips under the Fair Labor 


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