22144 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Proposed Rules 

assessment rate of $16.00 per ton. The 

recommended assessment rate of $16.00 

is $14.00 lower than the 2021 rate. The 

quantity of assessable olives harvested 

in the 2021 crop year is 43,336 tons as 

compared to 20,020 tons in 2020. Olives 

are an alternate-bearing crop, with a 

small crop followed by a large crop. 

Income derived from the $16.00 per ton 

assessment rate, along with interest 

income, Federal grants, and funds from 

the authorized reserve, should be 

adequate to meet this fiscal year’s 

budgeted expenditures. 

The Committee’s financial reserve is 

projected to be $1,990,000. The major 

expenditures recommended by the 

Committee for the 2022 fiscal year 

include $538,700 for program 

administration, $284,000 for marketing 

activities, $379,485 for research, and 

$42,900 for inspection. Budgeted 

expenses for these items during the 

2021 fiscal year were $531,300, 

$238,000, $334,531, and $48,000, 

respectively. The Committee deliberated 

on many of the expenses, weighed the 

relative value of various programs or 

projects, and decreased their expenses 

for marketing and research activities 

while increasing program 

administration. Overall, the 2022 budget 

of $1,245,085 is $93,254 more than the 

$1,151,831 budgeted for the 2021 fiscal 

year. 

Prior to arriving at this budget and 

assessment rate, the Committee 

considered information from various 

sources including the Committee’s 

Executive, Marketing, Inspection, and 

Research Subcommittees. Alternate 

expenditure levels were discussed by 

these groups, based upon the relative 

value of various projects to the olive 

industry and the increased olive 

production. The assessment rate of 

$16.00 per ton of assessable olives was 

derived by considering anticipated 

expenses, the high volume of assessable 

olives, the current balance in the 

monetary reserve, and additional 

pertinent factors. 

A review of NASS information 

indicates that the average producer 

price for the 2020 crop year was $1,060 

per ton and the quantity of assessable 

olives harvested in the 2021 crop year 

is 43,336 tons, which makes total 

producer revenue $45,936,160 ($1,060 

multiplied by 43,336 tons). Therefore, 

utilizing the assessment rate of $16.00 

per ton, the assessment revenue for the 

2022 fiscal year as a percentage of total 

producer revenue would be 

approximately 1.5 percent ($16.00 

multiplied by 43,336 tons divided by 

$45,936,160 multiplied by 100). 

This proposed action would decrease 

the assessment obligation imposed on 

handlers. Assessments are applied 

uniformly on all handlers, and some of 

the costs may be passed on to 

producers. However, decreasing the 

assessment rate would reduce the 

burden on handlers and may also 

reduce the burden on producers. 

The Committee’s meetings are widely 

publicized throughout the production 

area. The olive industry and all 

interested persons are invited to attend 

the meetings and participate in 

Committee deliberations on all issues. 

Like all Committee meetings, the 

November 10, 2021 meeting was public 

meeting and all entities, both large and 

small, were able to express views on 

this issue. In addition, interested 

persons are invited to submit comments 

on this proposed rule, including the 

regulatory and information collection 

impacts of this action on small 

businesses. 

In accordance with the Paperwork 

Reduction Act of 1995, (44 U.S.C. 

chapter 35), the Order’s information 

collection requirements have been 

previously approved by OMB and 

assigned OMB No. 0581–0178 Vegetable 

and Specialty Crops. No changes in 

those requirements as a result of this 

action are necessary. Should any 

changes become necessary, they would 

be submitted to OMB for approval. 

This proposed rule would not impose 

any additional reporting or 

recordkeeping requirements on either 

small or large California olive handlers. 

As with all Federal marketing order 

programs, reports and forms are 

periodically reviewed to reduce 

information requirements and 

duplication by industry and public 

sector agencies. 

AMS is committed to complying with 

the E-Government Act, to promote the 

use of the internet and other 

information technologies to provide 

increased opportunities for citizen 

access to Government information and 

services, and for other purposes. 

USDA has not identified any relevant 

Federal rules that duplicate, overlap, or 

conflict with this proposed rule. 

A small business guide on complying 

with fruit, vegetable, and specialty crop 

marketing agreements and orders may 

be viewed at: https://

www.ams.usda.gov/rules-regulations/ 

moa/small-businesses. Any questions 

about the compliance guide should be 

sent to Richard Lower at the previously 

mentioned address in the FOR FURTHER

INFORMATION CONTACT section. 

After consideration of all relevant 

material presented, including the 

information and recommendations 

submitted by the Committee and other 

available information, USDA has 

determined that this proposed rule is 

consistent with and will effectuate the 

purposes of the Act. 

A 60-day comment period is provided 

to allow interested persons to respond 

to this proposed rule. All written 

comments timely received will be 

considered before a final determination 

is made on this proposed rule. 

List of Subjects in 7 CFR Part 932 

Marketing agreements, Olives, 

Reporting and recordkeeping 

requirements. 

For the reasons set forth in the 

preamble, the Agricultural Marketing 

Service proposes to amend 7 CFR part 

932 as follows: 

PART 932—OLIVES GROWN IN 

CALIFORNIA 

■ 1. The authority citation for 7 CFR 

part 932 continues to read as follows: 

Authority: 7 U.S.C. 601–674. 

■ 2. Section 932.230 is revised to read 

as follows: 

§ 932.230 Assessment rate. 

On and after January 1, 2022, an 

assessment rate of $16.00 per ton is 

established for California olives. 

Erin Morris, 

Associate Administrator, Agricultural 

Marketing Service. 

[FR Doc. 2022–07992 Filed 4–13–22; 8:45 am] 

BILLING CODE 3410–02–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–1017; Product 

Identifier AD–2021–00495–A] 

RIN 2120–AA64 

Airworthiness Directives; True Flight 

Holdings LLC Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Proposed rule; withdrawal. 

SUMMARY: The FAA is withdrawing a 

notice of proposed rulemaking (NPRM) 

that proposed to adopt a new 

airworthiness directive (AD) for all True 

Flight Holdings LLC Model AA–1, AA– 

1A, AA–1B, AA–1C, AA–5, AA–5A, and 

AA–5B airplanes. The NPRM was 

prompted by the report of an accident 

of an airplane with bondline corrosion 

and delamination of the horizontal 

stabilizers. The NPRM proposed to 

require inspecting the wings, fuselage, 


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Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Proposed Rules 22145 

and stabilizers for bondline separation, 

corrosion, and previous repair. The 

NPRM also proposed to require 

repairing or replacing parts and 

applying corrosion inhibitor as 

necessary. Since issuance of the NPRM, 

the FAA has determined that there is 

not an unsafe condition, but instead 

incorrectly followed maintenance 

procedures. Accordingly, the NPRM is 

withdrawn. 

DATES: As of April 14, 2022, the 

proposed rule, which published in the 

Federal Register on December 1, 2021 

(86 FR 68171), is withdrawn. 

ADDRESSES: 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–1017; 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 

AD action, any comments received, and 

other information. The street 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. 

FOR FURTHER INFORMATION CONTACT: Fred 

Caplan, Aviation Safety Engineer, 

Atlanta ACO Branch, FAA, 1701 

Columbia Avenue, College Park, GA 

30337; phone: (404) 474–5507; email: 

frederick.n.caplan@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued AD 2021–14–12, 

Amendment 39–21639 (86 FR 36491, 

July 12, 2021) (AD 2021–14–12), for 

True Flight Holdings LLC Model AA–1, 

AA–1A, AA–1B, AA–1C, and AA–5 

airplanes. AD 2021–14–12 was 

prompted by an accident involving a 

Model AA–5 airplane that occurred on 

January 19, 2021. During flight, the 

outboard elevator attach bracket on the 

horizontal stabilizer detached, causing 

loss of elevator control and significant 

damage to the airplane. An investigation 

identified corrosion and delamination of 

the airplane skin bondlines around the 

area of the horizontal stabilizer where 

the elevator attach bracket was attached. 

Multiple field reports identified 

additional instances of corrosion and 

delamination of skin bondlines around 

the horizontal stabilizer and other 

primary structures. 

AD 2021–14–12 stated that Model 

AA–1, AA–1A, AA–1B, AA–1C, and 

AA–5 airplanes have horizontal 

stabilizers that are similar in design and 

use the same metal-to-metal bonding 

process. While the bond adhesive 

remains structurally sound throughout 

the aging process, factors such as 

corrosion and freezing moisture may 

compromise the structural integrity of 

some of the bond joints. This can lead 

to delamination of the skin from the 

primary structure. The FAA determined 

that a more thorough inspection was 

necessary to reliably identify corrosion 

and delamination of bondlines in these 

critical areas, including the horizontal 

stabilizer. As a result, AD 2021–14–12 

requires a one-time inspection of the 

horizontal stabilizers, paying particular 

attention to the bondlines, for cracks, 

buckles, corrosion, delamination, rust, 

or previous repair. 

The FAA issued an NPRM that 

proposed to amend 14 CFR part 39 by 

adding an AD for all True Flight 

Holdings LLC Model AA–1, AA–1A, 

AA–1B, AA–1C, AA–5, AA–5A, and 

AA–5B airplanes. The NPRM published 

in the Federal Register on December 1, 

2021 (86 FR 68171). In the NPRM, the 

FAA proposed to require a repetitive 

inspection of the wings, stabilizers, and 

aft fuselage for bondline separation, 

corrosion, and previous repair. While 

AD 2021–14–12 requires only 

inspecting the bondlines on the 

horizontal stabilizers, in the NPRM, the 

FAA proposed to require inspecting all 

of the bondlines on the airplane, 

including the bondlines on the wings 

and aft fuselage. In the NPRM, the FAA 

also proposed to add Model AA–5A and 

AA–5B airplanes to the applicability 

due to the similar bonded construction 

of all models. 

The original decision to pursue 

corrective action was based upon 

multiple field reports, including direct 

observation of two airplanes, of issues 

related to inspection of bonded 

structure. The first was the originating 

accident airplane, and the second was 

another same model airplane located in 

the same hangar as the first airplane. 

Both of these airplanes exhibited 

damage (bondline delamination) in an 

area believed to be the source of the 

accident, at the attachment of the 

elevator bearing to the horizontal 

stabilizer. The construction in this area 

is similar among the applicable models 

in AD 2021–14–12. The issue specific to 

this area was addressed in AD 2021–14– 

12. 

The FAA proposed the NPRM to 

address inspection for bondline 

delamination on the entire airplane 

based on an understanding that 

standard maintenance actions were 

insufficient to detect an issue. Because 

more models than those covered by AD 

2021–14–12 share a similar bonded 

construction for the airplane as a whole, 

the NPRM proposed to also apply to 

True Flight Holdings LLC Model AA– 

5A and AA–5B airplanes. 

Comments 

The FAA received comments from 41 

commenters. The commenters were the 

Aircraft Owners and Pilots Association 

(AOPA), the Grumman Owners & Pilots 

Association (GOPA), Fortnight Aviation 

Maintenance, and many individual 

airplane owners and pilots. 

All commenters opposed the NPRM. 

Most commenters stated that the actions 

proposed in the NPRM are already 

addressed by existing maintenance 

practices or included in maintenance 

documents such as the Grumman 

maintenance manual, the annual 

inspection checklist, service bulletins, 

and AD 2021–14–12. The commenters 

noted that the January 2021 accident 

resulted from poor maintenance 

practices and failure to adequately 

follow these existing procedures, not 

from any fault with the procedures 

themselves. For this reason, some 

commenters requested the FAA 

withdraw the NPRM due to lack of 

supporting data and issue a special 

airworthiness information bulletin 

(SAIB) instead. 

Several commenters requested that 

the FAA remove Model AA–5, AA–5A, 

and AA–5B airplanes from the 

applicability because these models have 

a different design than the accident 

airplane. Many commenters noted that 

the proposed AD is overly broad 

because the delamination issue is 

limited to pre-1977 models 

manufactured with a ‘‘purple glue’’ for 

adhesive. AOPA, GOPA, and a few 

individuals stated the proposed 

requirement to tap test all bondlines on 

the airplane annually would damage the 

paint and lead to corrosion. Lastly, 

AOPA, GOPA, and two individuals 

requested the FAA increase its 

estimated labor rate of $85 per hour. 

The FAA agrees that the instructions 

in the airplane maintenance manual are 

sufficient to detect the type of damage 

that is believed to have led to the 

originating accident, as well as similar 

damage on the rest of the airplane. The 

FAA further agrees that the original 

findings were not indicative of an 

unsafe condition, but instead indicative 

of incorrectly followed maintenance 

procedures. Based on this assessment, 

the proposed inspection in the NPRM 

would exceed what is sufficient to 

detect the main issue of bondline 

delamination. The FAA has determined 

that additional AD action is not 

warranted and the proposal should be 

withdrawn. 


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22146 Federal Register / Vol. 87, No. 72 / Thursday, April 14, 2022 / Proposed Rules 

The FAA acknowledges the comments 

unrelated to whether there is an unsafe 

condition. However, because the FAA is 

withdrawing the NPRM, those 

commenters’ requests are no longer 

necessary. 

Withdrawal of the NPRM constitutes 

only such action and does not preclude 

the FAA from further rulemaking on 

this issue, nor does it commit the FAA 

to any course of action in the future. 

Regulatory Findings 

Since this action only withdraws an 

NPRM, it is neither a proposed AD nor 

a final rule. This action, therefore, is not 

covered under Executive Order 12866 or 

the Regulatory Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Safety. 

The Withdrawal 

Accordingly, the notice of proposed 

rulemaking, Docket No. FAA–2021– 

1017; Project Identifier AD–2021– 

00495–A, published in the Federal 

Register on December 1, 2021 (86 FR 

68171), is withdrawn. 

Issued on April 7, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–07871 Filed 4–13–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA 2022–0460; Project 

Identifier AD–2021–00824–R] 

RIN 2120–AA64 

Airworthiness Directives; Bell Textron 

Inc., Helicopters and Various 

Restricted Category Helicopters 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for 

Bell Textron Inc., Model 204B, 205A, 

205A–1, 205B, 210, 212, 412, 412CF, 

and 412EP helicopters and various 

restricted category helicopters. This 

proposed AD was prompted by reports 

of cracks found on the main 

transmission support case. This 

proposed AD would require repetitive 

inspections of the main transmission 

housing assembly for cracks, pitting, 

and corrosion and depending on the 

results, corrective action. 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 May 31, 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 Bell Helicopter service 

information identified in this AD, 

contact Bell Textron, Inc., P.O. Box 482, 

Fort Worth, TX, 76101, United States; 

phone (450) 437–2862 or (800) 363– 

8023; fax (450) 433–0272; email 

productsupport@bellflight.com; or at 

https://www.bellflight.com/support/ 

contact-support. You may purchase the 

ASTM International standard from 

ASTM International at https://

www.astm.org/. You may view this 

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. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA 2022–0460; 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: Hye 

Yoon Jang, Aerospace Engineer, 

Delegation Oversight Section, DSCO 

Branch, Compliance & Airworthiness 

Division, FAA, 10101 Hillwood Pkwy., 

Fort Worth, TX 76177; telephone (817) 

222–5190; email hye.yoon.jang@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 2022–0460; Project Identifier AD– 

2021–00824–R’’ 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 this 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 NPRM. 

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 Hye Yoon Jang, 

Aerospace Engineer, Delegation 

Oversight Section, DSCO Branch, 

Compliance & Airworthiness Division, 

FAA, 10101 Hillwood Pkwy., Fort 

Worth, TX 76177; telephone (817) 222– 

5190; email hye.yoon.jang@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 proposes to adopt a new AD 

for Bell Textron Inc., Model 204B, 205A, 

205A–1, 205B, 210, 212, 412, 412CF, 

and 412EP helicopters and the following 

restricted category helicopters: 

• Model HH–1K helicopters; current 

type certificate holders include but are 

not limited to Rotorcraft Development 

Corporation; 

• Southwest Florida Aviation 

International, Inc., Model SW205A–1 

helicopters; 


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