Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 34653 

49For example, the BCBS considered the 

traditional ‘‘cash capital’’ measure, which compares 

the amount of a firm’s long-term and stable sources 

of funding to the amount of the firm’s illiquid 

assets. The BCBS found that this cash capital 

measure failed to account for material funding risks, 

such as those related to off-balance sheet 

commitments and certain on-balance sheet shortterm funding and lending mismatches. 

50See 86 FR 9120 (February 11, 2021). See supra 

footnote 19. 

High Quality Liquid Assets in LCR 

As discussed above, the FBRAs’ 

HQLA allowed in the LCR differ from 

liquid assets allowed in FCA’s liquidity 

regulation. To evaluate this further, we 

are seeking comment to determine if we 

propose an LCR, should FCA consider 

aligning FCA’s liquid assets with the 

LCR’s HQLA. 

30. If FCA proposes an LCR, should 

we replace the current list of eligible 

instruments for the liquidity reserve 

with a list that is more closely aligned 

to the FBRA’s HQLA instrument list 

(excluding common equities)? Please 

explain. 

a. Should FCA’s liquidity regulation 

continue to allow FCS banks to hold in 

their liquidity reserve instruments that 

are currently excluded from the FBRA’s 

HLQA list? Which instruments and 

why? 

b. Should FCA allow FCS banks to 

hold in their liquidity reserves 

instruments that are included in the 

FBRAs HLQA list, but are currently 

excluded from FCA’s liquidity 

regulation? Which instruments and 

why? 

Net Stable Funding Ratio Applicability 

The BCBS introduced the NSFR to 

require banks to maintain a stable 

funding profile to reduce the likelihood 

that disruptions in a bank’s regular 

sources of funding will erode its 

liquidity position that may increase its 

risk of failure. Furthermore, during 

periods of financial stress, financial 

institutions without stable funding 

sources may be forced to monetize 

assets in order to meet their obligations, 

which may drive down asset prices and 

compound liquidity issues. The NSFR 

implements a standardized quantitative 

metric designed to limit maturity 

mismatches and applies favorable 

factors to a commercial bank’s primary 

funding source—deposits. The NSFR 

requires a bank to maintain an amount 

of available stable funding (ASF) that is 

not less than the amount of its required 

stable funding (RSF) on an ongoing 

basis. ASF and RSF are calculated based 

on the liquidity characteristics of a 

bank’s assets, derivative exposures, 

commitments, liabilities, and equity 

over a one-year time horizon. 

The NSFR and its corresponding 

factors adopted by the FBRAs were 

established to measure and maintain the 

stability of the funding profiles of 

banking organizations that rely 

primarily on deposits. In contrast, FCS 

banks issue System-wide debt securities 

as the primary source for funding its 

operations. The System would 

potentially need to modify its funding 

structure to meet an NSFR by 

incorporating more long-term debt 

issuances. To evaluate this further, we 

are seeking comment to determine if the 

NSFR is applicable to the System’s 

funding structure, authorities, and 

mission. 

31. What core principles would be 

most important in FCA’s consideration 

of the NSFR? How does the cooperative 

and non-depository structure of the 

System relate to the NSFR? 

32. How could NSFR metrics replace 

any existing regulations, to ensure 

System banks have sufficiently stable 

liabilities (and regulatory capital) to 

support their assets and commitments 

over a one-year time horizon? 

33. Is it beneficial or detrimental to 

replace existing regulations with NSFR 

metrics and why? 

Other Considerations 

The BCBS developed the Basel NSFR 

standard as a longer-term balance sheet 

funding metric to complement the Basel 

LCR standard’s short-term liquidity 

stress metric. In developing the Basel 

NSFR standard, the FBRAs and their 

international counterparts in the BCBS 

considered a number of possible 

funding metrics.49 The Basel guidance 

and FBRA’s NSFR regulation 

incorporated consideration of these and 

other funding risks.50

34. What other approaches or 

methodologies to measuring and 

regulating liquidity not discussed above 

should FCA consider and why? 

C. Other Comments Requested 

We welcome comments on every 

aspect of this advance notice of 

proposed rulemaking. We encourage 

any interested person(s) to identify and 

raise issues pertaining to other aspects 

of the liquidity framework for FCS 

banks and associations that we did not 

address in this ANPRM. Please 

designate such comments as ‘‘Other 

Relevant Issues.’’ 

* * * * * 

Dated: June 10, 2021. 

Dale Aultman, 

Secretary, Farm Credit Administration Board. 

[FR Doc. 2021–13556 Filed 6–29–21; 8:45 am] 

BILLING CODE 6705–01–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0504; Project 

Identifier AD–2020–01380–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) 

2019–03–26, which applies to certain 

The Boeing Company Model 737–600, 

–700, –700C, –800, –900, and –900ER 

series airplanes. AD 2019–03–26 

requires modifying the passenger 

service units (PSUs) and life vest panels 

by replacing the existing inboard 

lanyard and installing two new lanyards 

on the outboard edge of the PSUs and 

life vest panels; measuring the distance 

between the hooks of the torsion spring 

of the lanyard assembly; replacing 

discrepant lanyard assemblies; and reidentifying serviceable lanyard 

assemblies. Since the FAA issued AD 

2019–03–26, it has been determined that 

certain airplanes are listed in the wrong 

configuration and certain PSUs have not 

been correctly re-identified. This 

proposed AD would retain the 

requirements of AD 2019–03–26, and, 

for certain airplanes, would require an 

inspection to determine if the reidentified PSU part number is correct, 

and further re-identification if 

necessary. 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 August 16, 

2021. 

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. 


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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– 

0504. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0504; 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: 

Tony Koung, Aerospace Engineer, Cabin 

Safety and Environmental Systems 

Section, FAA, Seattle ACO Branch, 2200 

South 216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3985; email: 

tony.koung@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–2021–0504; Project Identifier AD– 

2020–01380–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 Tony Koung, 

Aerospace Engineer, Cabin Safety and 

Environmental Systems Section, FAA, 

Seattle ACO Branch, 2200 South 216th 

St., Des Moines, WA 98198; phone and 

fax: 206–231–3985; email: tony.koung@

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 2019–03–26, 

Amendment 39–19578 (84 FR 7266, 

March 4, 2019) (AD 2019–03–26), for 

certain The Boeing Company Model 

737–600, –700, –700C, –800, –900, and 

–900ER series airplanes. AD 2019–03– 

26 was prompted by reports of PSUs 

becoming detached from the supporting 

airplane structure in several Model 737 

series airplanes. AD 2019–03–26 

requires modifying the PSUs and life 

vest panels by replacing the existing 

inboard lanyard and installing two new 

lanyards on the outboard edge of the 

PSUs and life vest panels; measuring the 

distance between the hooks of the 

torsion spring of the lanyard assembly; 

replacing discrepant lanyard assemblies; 

and re-identifying serviceable lanyard 

assemblies. The agency issued AD 

2019–03–26 to address PSUs and life 

vest panels detaching from the 

supporting airplane structure, which 

could lead to passenger injuries and 

impede passenger and crew egress 

during evacuation. 

Actions Since AD 2019–03–26 Was 

Issued 

Since the FAA issued AD 2019–03– 

26, Boeing found that, in the service 

information required by AD 2019–03– 

26, some airplanes were not assigned to 

the correct group and configuration. In 

addition, Boeing determined that the 

service information had missing or 

incorrect re-identification part numbers 

for those PSUs that were modified using 

Boeing Service Bulletin 737–35–1107. 

The FAA determined that the new 

requirements in this proposed AD 

would take a minimal amount of time to 

accomplish. Therefore, the proposed 

compliance time would remain the 

same as the time required by AD 2019– 

03–26 (within 60 months after April 8, 

2019 (the effective date of AD 2019–03– 

26)). 

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 Special 

Attention Service Bulletin 737–25– 

1707, Revision 2, dated July 27, 2020. 

This service information specifies 

procedures for modifying the PSUs and 

life vest panels by: Replacing the 

existing inboard lanyard and installing 

two new lanyards on the outboard edge 

of the PSUs and life vest panels 

(secondary retention features); 

measuring the distance between the 

hooks of the torsion spring of the 

lanyard assembly; replacing any 

discrepant lanyard assemblies; and reidentifying serviceable lanyard 

assemblies. For some airplanes, the 

service information specifies procedures 

for inspecting PSUs for correct reidentification part numbers and, if 

necessary, re-identifying the PSU. 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 

Although this proposed AD does not 

explicitly restate the requirements of AD 

2019–03–26, this proposed AD would 

retain all of the requirements of AD 

2019–03–26. Those requirements are 

referenced in the service information 

identified previously, which, in turn, is 

referenced in paragraph (g) of this 

proposed AD. This proposed AD would 

add additional actions for certain 

airplanes. This proposed AD would also 

require accomplishment of the actions 

identified as ‘‘RC’’ (required for 

compliance) in the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–25–1707, Revision 

2, dated July 27, 2020, described 

previously, except as discussed under 


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Federal Register / Vol. 86, No. 123 / Wednesday, June 30, 2021 / Proposed Rules 34655 

‘‘Differences Between the Proposed AD 

and the Service Information.’’ 

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– 

0504. 

Differences Between This Proposed AD 

and the Service Information 

The effectivity of Boeing Special 

Attention Service Bulletin 737–25– 

1707, Revision 2, dated July 27, 2020, is 

limited to Model 737–600, –700, –700C, 

–800, –900, and –900ER series 

airplanes, having certain line numbers, 

without a Boeing Sky Interior (BSI). 

However, the applicability of this 

proposed AD includes all Boeing Model 

737–600, –700, –700C, –800, –900, and 

–900ER series airplanes without a BSI. 

Because the affected lanyard assemblies 

are rotable parts, the FAA has 

determined that these affected parts 

could later be installed on airplanes that 

were initially delivered with acceptable 

lanyard assemblies, thereby subjecting 

those airplanes to the unsafe condition. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 2,045 

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 

Measurement and modification (retained actions from AD 2019–03–26).Up to 70 work-hour × $85 per hour = 

Up to $5,950.

Up to $13,000 ....... Up to $18,950 ....... Up to $38,752,750. 

Inspection of re-identified parts (per 

PSU) (new proposed actions).

1 work-hour × $85 per hour = $85 ...... $0 .......................... $85 ........................ $173,825. 

The FAA estimates the following 

costs to do any necessary replacements 

or re-identifications that would be 

required based on the results of the 

proposed inspection. The FAA has no 

way of determining the number of 

aircraft that might need these 

replacements or re-identifications: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Replacement or re-identification (per PSU or life vest 

panel).

Up to 2 work-hour × $85 per hour = Up to $170 ........ Up to $196 ..... Up to $366. 

The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, some of the 

costs of this proposed AD may be 

covered under warranty, thereby 

reducing the cost impact on affected 

operators. 

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, 

(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) 2019–03–26, Amendment 39– 

19578 (84 FR 7266, March 4, 2019), and 

■ b. Adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2021–0504; Project Identifier AD–2020– 

01380–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) action by 

August 16, 2021. 

(b) Affected ADs 

This AD replaces AD 2019–03–26, 

Amendment 39–19578 (84 FR 7266, March 4, 

2019) (AD 2019–03–26). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 737–600, –700, –700C, –800, –900, 

and –900ER series airplanes, certificated in 


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any category, without a Boeing Sky Interior 

(BSI). 

(d) Subject 

Air Transport Association (ATA) of 

America Code 25, Equipment/furnishings. 

(e) Unsafe Condition 

This AD was prompted by reports of 

passenger service units (PSUs) becoming 

detached from the supporting airplane 

structure in several Model 737 series 

airplanes during survivable accidents. The 

FAA is issuing this AD to address PSUs and 

life vest panels detaching from the 

supporting airplane structure, which could 

lead to passenger injuries and impede 

passenger and crew egress during evacuation. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

Within 60 months after April 8, 2019 (the 

effective date of AD 2019–03–26), do all 

applicable actions identified as ‘‘RC’’ 

(required for compliance) in, and in 

accordance with, the Accomplishment 

Instructions of Boeing Special Attention 

Service Bulletin 737–25–1707, Revision 2, 

dated July 27, 2020. 

(h) Parts Installation Prohibition 

As of the applicable time specified in 

paragraph (h)(1) or (h)(2) of this AD, no 

person may install on any airplane a PSU or 

life vest panel, unless the lanyard assembly 

has been modified (secondary retention 

features added) or re-identified, as 

applicable, as required by paragraph (g) of 

this AD. 

(1) For airplanes that have PSUs or life vest 

panels without the secondary retention 

features installed: After modification or reidentification, as applicable, of the airplane 

as required by paragraph (g) of this AD. 

(2) For airplanes that have PSUs or life vest 

panels with the secondary retention features 

installed: As of the effective date of this AD. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, Seattle 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 Related Information. 

Information may be emailed to: 9-ANMSeattle-ACO-AMOC-Requests@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, Seattle 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 for AD 2019–03–26 

are approved as AMOCs for the 

corresponding provisions of Boeing Special 

Attention Service Bulletin 737–25–1707, 

Revision 2, dated July 27, 2020, that are 

required by paragraph (g) of this AD. 

(j) Related Information 

(1) For more information about this AD, 

contact Tony Koung, Aerospace Engineer, 

Cabin Safety and Environmental Systems 

Section, FAA, Seattle ACO Branch, 2200 

South 216th St., Des Moines, WA 98198; 

phone and fax: 206–231–3985; email: 

tony.koung@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 June 14, 2021. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2021–13931 Filed 6–29–21; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0457; Project 

Identifier AD–2020–01461–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 adopt a 

new airworthiness directive (AD) for 

certain The Boeing Company Model 

787–8, 787–9, and 787–10 airplanes. 

This proposed AD was prompted by a 

report that during a fleet sampling 

inspection, cracks were found on the 

inner cylinder pivot pins of the left and 

right main landing gear (MLG) on one of 

the airplanes. This proposed AD would 

require repetitive lubrications of the left 

and right MLG truck beam and inner 

cylinder pivot joint, reviewing the 

maintenance program documentation to 

verify certain lubrication tasks are 

incorporated, doing repetitive 

inspections of the MLG inner cylinder 

pivot pins and inner cylinder bushings 

of the MLG truck beam and inner 

cylinder joint for any friction, heat 

damage, excessive wear, cracking and 

smearing of bushing material, and 

applicable on-condition 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 August 16, 

2021. 

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 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. It is also available on the internet 

at https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0457. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0457; 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: 

Allen Rauschendorfer, Senior Aerospace 

Engineer, Airframe Section, FAA, 

Seattle ACO Branch, 2200 South 216th 

St., Des Moines, WA 98198; phone and 


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