This section of the FEDERAL REGISTER

contains regulatory documents having general

applicability and legal effect, most of which

are keyed to and codified in the Code of

Federal Regulations, which is published under

50 titles pursuant to 44 U.S.C. 1510.

The Code of Federal Regulations is sold by

the Superintendent of Documents.

Rules and Regulations Federal Register

24267 

Vol. 87, No. 79 

Monday, April 25, 2022 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2021–0828; Project 

Identifier AD–2021–00303–T; Amendment 

39–21973; AD 2022–06–07] 

RIN 2120–AA64 

Airworthiness Directives; The Boeing 

Company Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: The FAA is superseding 

Airworthiness Directive (AD) 2016–09– 

01, which applied to certain The Boeing 

Company Model 777–200 and –300 

series airplanes. AD 2016–09–01 

required repetitive inspections for 

cracking of the left- and right-side 

forward outer chords of the pivot 

bulkhead, and related investigative and 

corrective actions if necessary. AD 

2016–09–01 also provided a 

modification of the pivot bulkhead, 

which terminated the repetitive 

inspections. This AD was prompted by 

reports of fatigue cracking of the 

forward outer chord of the station (STA) 

2370 pivot bulkhead, and the 

determination that the compliance times 

need to be reduced, post-modification 

inspections must be done, and the 

inspections areas need to be expanded 

due to additional cracking found prior 

to the inspection times required by AD 

2016–09–01. This AD retains certain 

requirements of AD 2016–09–01. This 

AD also requires doing repetitive 

detailed and high frequency eddy 

current (HFEC) inspections of the 

longeron fitting, and, for post-repair and 

post-modification inspections, the 

bulkhead assembly structure, for any 

cracking, and doing all applicable oncondition actions. The FAA is issuing 

this AD to address the unsafe condition 

on these products. 

DATES: This AD is effective May 31, 

2022. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of May 31, 2022. 

ADDRESSES: For service information 

identified in this final rule, 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– 

0828. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2021–0828; 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. 

FOR FURTHER INFORMATION CONTACT: Luis 

Cortez-Muniz, Aerospace Engineer, 

Airframe Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 

(206) 231–3958; email: Luis.A.CortezMuniz@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

The FAA issued a notice of proposed 

rulemaking (NPRM) to amend 14 CFR 

part 39 to supersede AD 2016–09–01, 

Amendment 39–18499 (81 FR 26109, 

May 2, 2016) (AD 2016–09–01). AD 

2016–09–01 applied to certain The 

Boeing Company Model 777–200 and 

–300 series airplanes. The NPRM 

published in the Federal Register on 

October 14, 2021 (86 FR 57078). The 

NPRM was prompted by reports of 

fatigue cracking of the forward outer 

chord of the STA 2370 pivot bulkhead, 

and the determination that the 

compliance times need to be reduced, 

post-modification inspections must be 

done, and the inspections areas need to 

be expanded due to additional cracking 

found prior to the inspection times 

required by AD 2016–09–01. In the 

NPRM, the FAA proposed to retain 

certain requirements of AD 2016–09–01. 

The NPRM also proposed to require 

doing repetitive detailed and HFEC 

inspections of the longeron fitting and, 

for certain airplanes, the bulkhead 

assembly structure, for any cracking and 

doing all applicable on-condition 

actions. The FAA is issuing this AD to 

address fatigue cracking of the outer 

flanges of the left and right side forward 

outer chords of the STA 2370 pivot 

bulkhead, which could result in a 

severed forward outer chord and 

consequent loss of horizontal stabilizer 

control. 

Discussion of Final Airworthiness 

Directive 

Comments 

The FAA received comments from an 

anonymous commenter, The Air Line 

Pilots Association, International 

(ALPA), and United Airlines who 

supported the NPRM without change. 

The FAA received additional 

comments from three commenters, 

including Air France, Boeing, and an 

individual. The following presents the 

comments received on the NPRM and 

the FAA’s response to each comment. 

Request To Revise the Compliance 

Time 

Air France requested that Boeing and 

the FAA increase the inspection 

threshold to 1,000 flight cycles in the 

proposed AD. Air France stated that the 

proposed AD specifies that operators 

accomplish the nondestructive testing 

inspection within 500 flight cycles and 

that this threshold is not compatible in 

case of findings; this drives an operator 

to ground the airplane for a long period 

of time if a corrective action needs to be 

accomplished before further flight. Air 

France commented that a minimum of 

300 man-hours are required to 

accomplish the corrective actions 

specified in Boeing Service Bulletin 

777–53–0076 [which is referenced in 

Boeing Alert Service Bulletin 777– 

53A0075, Revision 2, dated February 22, 

2021]. 


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24268 Federal Register / Vol. 87, No. 79 / Monday, April 25, 2022 / Rules and Regulations 

Air France stated that its request 

allows operators to plan a C-check 

maintenance visit during a time when a 

repair or the terminating action 

specified in Boeing Service Bulletin 

777–53–0076 can be performed without 

disturbing airplane operations. 

The FAA disagrees with the 

commenter’s request. As specified in 

Boeing Alert Service Bulletin 777– 

53A0075, Revision 2, dated February 22, 

2021, the compliance time of 500 flight 

cycles is a grace period and is only 

applicable when the airplane exceeds 

the inspection threshold. In addition, in 

developing an appropriate compliance 

time, the FAA coordinated with the 

manufacturer to provide a compliance 

time that maintains 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 the change would 

provide an acceptable level of safety. 

The FAA has not changed this final rule 

in this regard. 

Request To Increase Frequency of 

Testing and Nondestructive Examining 

(NDE) Techniques 

An individual requested that Boeing 

increase the frequency of its testing in 

addition to exploring additional NDE 

techniques (e.g., ultrasonic testing) for 

identifying early indication of high 

cycle fatigue. The commenter stated that 

when looking at probability of failure, 

Boeing has identified at least 32 

instances of cracking under the current 

inspection frequency; however, one of 

the biggest issues with the high cyclic 

fatigue cracking is that it is selfidentifying. The individual commented 

that while there are various NDE tools 

and techniques that can be used to 

identify cracks once they have started to 

propagate, it is incredibly difficult to 

identify degraded conditions prior to 

fracture propagation. The commenter 

concluded that the probability of a crack 

developing unnoticed under the current 

inspection frequency should be 

considered moderate to high. 

While the FAA acknowledges the 

commenter’s concern, this AD already 

incorporates reduced compliance times 

for the repetitive detailed and HFEC 

inspections, adds new inspection areas 

for any cracking and also adds repetitive 

post-modification inspections to the 

previous requirements of AD 2016–09– 

01. The determination of the mitigating 

actions and compliance times were 

coordinated with the manufacturer and 

determined to provide an appropriate 

interval of time while maintaining an 

acceptable level of safety. The FAA has 

not changed this AD in this regard. 

Request To Clarify Certain Inspection 

Requirements 

Boeing requested that the SUMMARY

section of the NPRM be revised to 

change the words, ‘‘for certain airplanes, 

the bulkhead assembly structure’’ to 

‘‘for post-repair and post-modification 

inspections, the bulkhead assembly 

structure.’’ Boeing stated that the 

requested change is to clarify that the 

inspection of the bulkhead assembly 

structure is only required for airplanes 

that have accomplished the small crack 

repair option using Boeing Alert Service 

Bulletin 777–53A0075, Revision 1, 

dated December 14, 2015, or the 

modification using Boeing Service 

Bulletin 777–53–0076. 

The FAA agrees that the proposed 

wording provides clarity and has 

revised the SUMMARY section of this AD 

accordingly. 

Request To Correct Typographical 

Error 

Boeing requested that the FAA 

remove the words ‘‘of the’’ in the first 

sentence under the ‘‘Proposed AD 

Requirements in this NPRM’’ paragraph 

in the NPRM. Boeing stated that the 

sentence should be revised from ‘‘retain 

certain of the requirements of AD 2016– 

09–01,’’ to ‘‘retain certain requirements 

of AD 2016–09–01.’’ 

The FAA acknowledges that ‘‘of the’’ 

in the first sentence under the 

‘‘Proposed AD Requirements in this 

NPRM’’ paragraph in the NPRM should 

be removed; however, that paragraph is 

not carried over into this final rule. 

Request To Revise Exception Language 

Boeing requested that the FAA revise 

paragraph (h)(1) of the proposed AD, 

which specifies using the effective date 

of this AD rather than the Revision 2 

date of the service information, to 

remove the reference to the ‘‘Effectivity’’ 

paragraph and the Condition columns in 

the ‘‘Compliance’’ paragraph. Boeing 

stated that the phrase ‘‘the Revision 2 

date of this Service Bulletin’’ is not used 

in those locations of the service 

information. 

The FAA agrees with the commenter’s 

request and has revised paragraph (h)(1) 

of this AD accordingly. 

Conclusion 

The FAA reviewed the relevant data, 

considered any comments received, and 

determined that air safety requires 

adopting this AD as proposed. 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. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Alert 

Service Bulletin 777–53A0075, Revision 

2, dated February 22, 2021. This service 

information specifies procedures for, 

depending on configuration, doing 

repetitive detailed and HFEC 

inspections of the STA 2370 pivot 

bulkhead forward outer chord and the 

longeron fitting for any cracking; doing 

repetitive post-repair inspections of the 

pivot bulkhead forward outer chord, 

longeron fitting, and bulkhead assembly 

structure for any cracking; doing 

repetitive post-modification inspections 

of the pivot bulkhead forward outer 

chord, longeron fitting, and bulkhead 

assembly structure for any cracking; and 

doing all applicable on-condition 

actions. On-condition actions include 

modifying the left and right forward 

outer chords and upper splice angles, 

and repair. 

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 ADDRESSES. 

Costs of Compliance 

The FAA estimates that this AD 

affects 63 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 

Detailed and HFEC inspections of 

the longeron fitting and pivot bulkhead forward chord.

Up to 15 work-hours × $85 per hour 

= Up to $1,275 per inspection 

cycle.

$0 Up to $1,275 per inspection cycle.Up to $80,325 per inspection cycle. 


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I I 
Federal Register / Vol. 87, No. 79 / Monday, April 25, 2022 / Rules and Regulations 24269 

ESTIMATED COSTS—Continued 

Action Labor cost Parts cost Cost per 

product 

Cost on U.S. 

operators 

Post-repair inspections ...................... Up to 13 work-hours × $85 per hour 

= Up to $1,105 per inspection 

cycle.

$0 Up to $1,105 per inspection cycle.Up to $69,615 per inspection cycle. 

Post-modification inspections ............ 18 work-hours × $85 per hour = 

$1,530 per inspection cycle.

$0 $1,530 per inspection 

cycle.

$96,390 per inspection 

cycle. 

The FAA estimates the following 

costs to do any necessary modifications 

that would be required based on the 

results of the inspection. The FAA has 

no way of determining the number of 

aircraft that might need this 

modification: 

ON-CONDITION COSTS

Action Labor cost Parts cost Cost per 

product 

Modification ......... Up to 137 work-hours × $85 per hour = Up to $11,645 ...................................................... $34,086 Up to $45,731. 

The FAA has received no definitive 

data on which to base the cost estimates 

for the repairs specified in this AD. 

The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, all of the 

costs of this 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 

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: 

■ a. Removing Airworthiness Directive 

(AD) 2016–09–01, Amendment 39– 

18499 (81 FR 26109, May 2, 2016); and 

■ b. Adding the following new AD: 

2022–06–07 The Boeing Company: 

Amendment 39–21973; Docket No. 

FAA–2021–0828; Project Identifier AD– 

2021–00303–T. 

(a) Effective Date 

This airworthiness directive (AD) is 

effective May 31, 2022. 

(b) Affected ADs 

This AD replaces AD 2016–09–01, 

Amendment 39–18499 (81 FR 26109, May 2, 

2016) (AD 2016–09–01). 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200 and –300 series airplanes, 

certificated in any category, as identified in 

Boeing Alert Service Bulletin 777–53A0075, 

Revision 2, dated February 22, 2021. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 53, Fuselage. 

(e) Unsafe Condition 

This AD was prompted by reports of 

fatigue cracking of the forward outer chord of 

the station (STA) 2370 pivot bulkhead, and 

the determination that the compliance times 

need to be reduced, post-modification 

inspections must be done, and the 

inspections areas need to be expanded due to 

additional cracking found prior to the 

inspection times required by AD 2016–09– 

01. The FAA is issuing this AD to address 

fatigue cracking of the outer flanges of the left 

and right side forward outer chords of the 

STA 2370 pivot bulkhead, which could result 

in a severed forward outer chord and 

consequent loss of horizontal stabilizer 

control. 

(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 

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

Alert Service Bulletin 777–53A0075, 

Revision 2, dated February 22, 2021, do all 

applicable actions identified as ‘‘RC’’ 

(required for compliance) in, and in 

accordance with, the Accomplishment 

Instructions of Boeing Alert Service Bulletin 

777–53A0075, Revision 2, dated February 22, 

2021. 


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24270 Federal Register / Vol. 87, No. 79 / Monday, April 25, 2022 / Rules and Regulations 

(h) Exceptions to Service Information 

Specifications 

(1) Where the Compliance Time columns 

of the tables in the ‘‘Compliance’’ paragraph 

of Boeing Alert Service Bulletin 777– 

53A0075, Revision 2, dated February 22, 

2021, use the phrase ‘‘the Revision 2 date of 

this Service Bulletin,’’ this AD requires using 

‘‘the effective date of this AD.’’ 

(2) Where Boeing Alert Service Bulletin 

777–53A0075, Revision 2, dated February 22, 

2021, specifies contacting Boeing for repair 

instructions: This AD requires doing the 

repair using a method approved in 

accordance with the procedures specified in 

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

this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (i)(4)(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. 

(j) Related Information 

For more information about this AD, 

contact Luis Cortez-Muniz, Aerospace 

Engineer, Airframe Section, FAA, Seattle 

ACO Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: (206) 

231–3958; email: Luis.A.Cortez-Muniz@

faa.gov. 

(k) Material Incorporated by Reference 

(1) The Director of the Federal Register 

approved the incorporation by reference 

(IBR) of the service information listed in this 

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

part 51. 

(2) You must use this service information 

as applicable to do the actions required by 

this AD, unless the AD specifies otherwise. 

(i) Boeing Alert Service Bulletin 777– 

53A0075, Revision 2, dated February 22, 

2021. 

(ii) [Reserved] 

(3) 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. 

(4) 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. 

(5) You may view this service information 

that is incorporated by reference at the 

National Archives and Records 

Administration (NARA). For information on 

the availability of this material at NARA, 

email fr.inspection@nara.gov, or go to: 

https://www.archives.gov/federal-register/cfr/ 

ibr-locations.html. 

Issued on March 10, 2022. 

Lance T. Gant, 

Director, Compliance & Airworthiness 

Division, Aircraft Certification Service. 

[FR Doc. 2022–08694 Filed 4–22–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2022–0038; Airspace 

Docket No. 22–AEA–1] 

RIN 2120–AA66 

Amendment of Class E Airspace; 

Greenville, PA 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule. 

SUMMARY: This action amends the Class 

E airspace at Greenville, PA. This action 

is the result of an airspace review 

caused by the decommissioning of the 

Youngstown VHF omnidirectional range 

(VOR) navigation aids as part of the 

VOR Minimum Operational Network 

(MON) Program. 

DATES: Effective 0901 UTC, July 14, 

2022. The Director of the Federal 

Register approves this incorporation by 

reference action under 1 CFR 51, subject 

to the annual revision of FAA Order JO 

7400.11 and publication of conforming 

amendments. 

ADDRESSES: FAA Order JO 7400.11F, 

Airspace Designations and Reporting 

Points, and subsequent amendments can 

be viewed online at https://

www.faa.gov/air_traffic/publications/. 

For further information, you can contact 

the Airspace Policy Group, Federal 

Aviation Administration, 800 

Independence Avenue SW, Washington, 

DC 20591; telephone: (202) 267–8783. 

FOR FURTHER INFORMATION CONTACT: 

Jeffrey Claypool, Federal Aviation 

Administration, Operations Support 

Group, Central Service Center, 10101 

Hillwood Parkway, Fort Worth, TX 

76177; telephone (817) 222–5711. 

SUPPLEMENTARY INFORMATION: 

Authority for This Rulemaking 

The FAA’s authority to issue rules 

regarding aviation safety is found in 

Title 49 of the United States Code. 

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. This rulemaking is 

promulgated under the authority 

described in Subtitle VII, Part A, 

Subpart I, Section 40103. Under that 

section, the FAA is charged with 

prescribing regulations to assign the use 

of airspace necessary to ensure the 

safety of aircraft and the efficient use of 

airspace. This regulation is within the 

scope of that authority as it amends the 

Class E airspace extending upward from 

700 feet above the surface at Greenville 

Municipal Airport, Greenville, PA, to 

support instrument flight rule 

operations at this airport. 

History 

The FAA published a notice of 

proposed rulemaking in the Federal 

Register (87 FR 7400; February 9, 2022) 

for Docket No. FAA–2022–0038 to 

amend the Class E airspace at 

Greenville, PA. Interested parties were 

invited to participate in this rulemaking 

effort by submitting written comments 

on the proposal to the FAA. No 

comments were received. 

Class E airspace designations are 

published in paragraph 6005 of FAA 

Order JO 7400.11F, dated August 10, 

2021, and effective September 15, 2021, 

which is incorporated by reference in 14 

CFR 71.1. The Class E airspace 

designations listed in this document 

will be published subsequently in FAA 

Order JO 7400.11F. 


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