Federal Register / Vol. 87, No. 119 / Wednesday, June 22, 2022 / Proposed Rules 37249 

States, on the relationship between the 

national government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

General Electric Company: Docket No. FAA– 

2022–0587; Project Identifier AD–2022– 

00394–E. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by August 8, 

2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to General Electric 

Company (GE) GEnx–2B67/P model turbofan 

engines with an installed: 

(1) Low-pressure turbine rotor (LPTR) stage 

4 disk, part number (P/N) 2440M64P01, with 

serial number (S/N) JHVPD762, JHVPD763, 

JHVPD764, or JHVPD765; or 

(2) LPTR stage 6 disk, P/N 2440M66P01, 

with S/N JHVVD753 or JHVVD754. 

(d) Subject 

Joint Aircraft System Component (JASC) 

Code 7250, Turbine Section. 

(e) Unsafe Condition 

This AD was prompted by the detection of 

an iron inclusion in a forging, which may 

reduce the fatigue life of certain LPTR stage 

4 disks and LPTR stage 6 disks. The FAA is 

issuing this AD to prevent fracture and 

subsequent uncontainment of the LPTR stage 

4 disk and LPTR stage 6 disk. The unsafe 

condition, if not addressed, could result in 

uncontained debris release, damage to the 

engine, and damage to the airplane. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Required Actions 

(1) Before the affected LPTR stage 4 disk 

exceeds 3,000 cycles since new (CSN), 

remove the affected LPTR stage 4 disk from 

service and replace with an LPTR stage 4 

disk eligible for installation. 

(2) Before the affected LPTR stage 6 disk 

exceeds 5,000 CSN, remove the affected 

LPTR stage 6 disk from service and replace 

with an LPTR stage 6 disk eligible for 

installation. 

(h) Definitions 

(1) For the purpose of this AD, an ‘‘LPTR 

stage 4 disk eligible for installation’’ is an 

LPTR stage 4 disk that does not have P/N 

2440M64P01, with S/N JHVPD762, 

JHVPD763, JHVPD764, or JHVPD765. 

(2) For the purpose of this AD, an ‘‘LPTR 

stage 6 disk eligible for installation’’ is an 

LPTR stage 6 disk that does not have P/N 

2440M66P01, with S/N JHVVD753 or 

JHVVD754. 

(i) Alternative Methods of Compliance 

(AMOCs) 

(1) The Manager, ECO Branch, FAA, has 

the authority to approve AMOCs for this AD, 

if requested using the procedures found in 14 

CFR 39.19. In accordance with 14 CFR 39.19, 

send your request to your principal inspector 

or local Flight Standards District Office, as 

appropriate. If sending information directly 

to the manager of the certification office, 

send it to the attention of the person 

identified in paragraph (j) of this AD and 

email to: ANE-AD-AMOC@faa.gov. 

(2) Before using any approved AMOC, 

notify your appropriate principal inspector, 

or lacking a principal inspector, the manager 

of the local flight standards district office/ 

certificate holding district office. 

(j) Related Information 

For more information about this AD, 

contact Alexei Marqueen, Aviation Safety 

Engineer, ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: (781) 

238–7178; email: Alexei.T.Marqueen@

faa.gov. 

Issued on May 16, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–13202 Filed 6–21–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0598; Project 

Identifier AD–2021–01322–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 

777–200, 777–200LR, 777–300, 777– 

300ER, and 777F series airplanes. This 

proposed AD was prompted by reports 

of wing anti-ice (WAI) valve failure that 

can result in undetected structural 

damage to leading edge (LE) slat 

assemblies, and separately a failure of 

the autothrottle (A/T) to disconnect after 

advancing the throttle levers, which 

caused a low speed condition during a 

go-around. This proposed AD was also 

prompted by a determination that 

insufficient low-speed protection exists 

in the 777 fleet and a determination that 

the flightcrew may not recognize and 

properly respond to a multi-channel 

unreliable airspeed event. This 

proposed AD would require installing 

certain new software, and doing a 

software configuration check. The FAA 

is proposing this AD to address the 

unsafe conditions on these products. 

DATES: The FAA must receive comments 

on this proposed AD by August 8, 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. 


khammond on DSKJM1Z7X2PROD with PROPOSALS
37250 Federal Register / Vol. 87, No. 119 / Wednesday, June 22, 2022 / Proposed Rules 

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 at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2022– 

0598. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0598; 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: 

Hassan Ibrahim, Aerospace Engineer, 

Systems and Equipment Section, FAA, 

Seattle ACO Branch, 2200 South 216th 

St., Des Moines, WA 98198; phone and 

fax: 206–231–3653; email: 

hassan.m.ibrahim@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–2022–0598; Project Identifier AD– 

2021–01322–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 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 Hassan Ibrahim, 

Aerospace Engineer, Systems and 

Equipment Section, FAA, Seattle ACO 

Branch, 2200 South 216th St., Des 

Moines, WA 98198; phone and fax: 206– 

231–3653; email: hassan.m.ibrahim@

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 has received reports of WAI 

valve failure, and determined that a 

specific aspect of the WAI system was 

not fully assessed by the system safety 

analysis conducted during type 

certification. Fleet data indicates, the 

WAI valve has failed to open in 50 

unique events during the period from 

November 2013 through March 2019. 

High temperature bleed air (250–400 °F) 

can unintentionally flow into the LE slat 

assemblies due to mechanical failure of 

the WAI valve or an unintended 

command from the airfoil and cowl ice 

protection system (ACIPS) control card. 

This high temperature bleed air 

exposure, when the airplane is on the 

ground and there is minimal airplane 

speed, can reduce the structural 

capability of the slat such that affected 

structure may not be able to withstand 

design limit load during the next flight 

cycle (takeoff or landing). The revised 

software will monitor WAI valve 

function and annunciate failures. 

In addition, Boeing received a report 

that, during landing, after the A/T had 

automatically changed to the IDLE A/T 

mode, the pilot initiated a go-around by 

manually advancing the throttle levers 

to more than 50 degrees throttle lever 

angle. During that incident, the A/T did 

not disconnect due to advancing the 

throttle levers, and remained in IDLE 

mode with the throttle levers 

automatically returning to an idle 

setting when released, causing a low 

speed condition during the go-around. 

Such a low speed condition can result 

in a low altitude stall and potential 

impact with terrain. 

Boeing developed new Airplane 

Information Management System 2 

(AIMS–2) Block Point (BP) Version 17C 

software to address the WAI system 

failures and A/T not disengaging. Before 

operators can install AIMS–2 BP 

Version 17C software updates, if not 

done already, they must install earlier 

BP versions of this software to ensure all 

required software part numbers are 

installed. Those earlier versions were 

released to address other unsafe 

conditions on the affected airplanes. 

One earlier software update was 

prompted by an accident at San 

Francisco International Airport on July 

6, 2013 in which the airplane deviated 

below the intended glideslope and 

impacted the seawall as it crashed short 

of the runway. The subsequent 

investigation determined that 

insufficient low-speed protection 

existed in the 777 fleet; AIMS–2 BP 

Version 17B was developed to expand 

the A/T system authority and provide 

an earlier threshold for the low-airspeed 

alert. AIMS–2 BP V17B inadvertently 

introduced the failure of the A/T to 

disconnect after manual throttle 

advancement during go-around, which 

led to the subsequent development of 

AIMS–2 BP V17C. Another concern 

addressed by earlier software updates is 

the determination that inadequate 

flightcrew recognition of, and response 

to, a multi-channel unreliable airspeed 

event, can result in loss of control of the 

airplane. 

These conditions, if not addressed, 

could result in undetected failure of the 

WAI system and consequent high 

temperature bleed air flowing into the 

LE slat assemblies, along with a low 

speed condition on the ground, which 

could result in reduced structural 

integrity of the slat and prevent 

continued safe flight and landing of the 

airplane. In addition, the FAA is also 

issuing this AD to prevent failure of the 

A/T to disconnect after advancing the 

throttle levers, or insufficient low 

energy protection, which could result in 

controlled flight into terrain, or a multichannel unreliable airspeed event could 

result in loss of control of the airplane. 

FAA’s Determination 

The FAA is issuing this NPRM after 

determining that the unsafe conditions 

described previously are likely to exist 

or develop on other products of the 

same type design. 


khammond on DSKJM1Z7X2PROD with PROPOSALS
Federal Register / Vol. 87, No. 119 / Wednesday, June 22, 2022 / Proposed Rules 37251 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin 777–31A0342 

RB, dated July 19, 2021. This service 

information specifies procedures for 

installing new AIMS–2 BP Version 17C 

software, and doing a software 

configuration check. For Groups 1, 2, 

and 3, this service information also 

specifies concurrent actions (installation 

of AIMS–2 BP Version 17B software; 

installation of AIMS–2 and PlaneNet-2 

systems; or installation of AIMS–2 and 

software; depending on configuration). 

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. 

Proposed AD Requirements in This 

NPRM 

This proposed AD would require 

accomplishing the actions specified in 

the service information already 

described, except for any differences 

identified as exceptions in the 

regulatory text of this proposed AD. For 

information on the procedures and 

compliance times, see this service 

information at https://

www.regulations.gov by searching for 

and locating Docket No. FAA–2022– 

0598. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 353 

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 

Install AIMS–2 BP Version 17C and do 

software check.

3 work-hours × $85 per hour = $255 .. Up to $13,140 ....... Up to $13,395 ....... Up to $4,728,435. 

Install AIMS 2 BP Version 17B (SB 

777–31–0294).

3 work-hours × $85 per hour = $255 .. Up to $13,140 ....... Up to $13,395 ....... Up to $4,728,435. 

Install AIMS–2 and PlaneNet-2 (SB 

777–31–0331).

Up to 101 work-hours × $85 per hour 

= Up to $8,585.

Up to $13,140 ....... Up to $21,725 ....... Up to $7,668,925. 

Install AIMS 2 and software (SB 777– 

21–0322).

Up to 106 works-hours × $85 per hour 

= Up to $9,010.

Up to $13,140 ....... Up to $22,150 ....... Up to $7,818,950. 

* This parts cost is estimated to be the same for the concurrent actions as for the primary actions but the FAA does not have any definitive 

data on which to base the parts cost. 

The FAA has included all known 

costs in its cost estimate. According to 

the manufacturer, however, some or all 

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 determined that this 

proposed AD would not have federalism 

implications under Executive Order 

13132. This proposed AD would not 

have a substantial direct effect on the 

States, on the relationship between the 

national Government and the States, or 

on the distribution of power and 

responsibilities among the various 

levels of government. 

For the reasons discussed above, I 

certify this proposed regulation: 

(1) Is not a ‘‘significant regulatory 

action’’ under Executive Order 12866, 

(2) Would not affect intrastate 

aviation in Alaska, and 

(3) Would not have a significant 

economic impact, positive or negative, 

on a substantial number of small entities 

under the criteria of the Regulatory 

Flexibility Act. 

List of Subjects in 14 CFR Part 39 

Air transportation, Aircraft, Aviation 

safety, Incorporation by reference, 

Safety. 

The Proposed Amendment 

Accordingly, under the authority 

delegated to me by the Administrator, 

the FAA proposes to amend 14 CFR part 

39 as follows: 

PART 39—AIRWORTHINESS 

DIRECTIVES 

■ 1. The authority citation for part 39 

continues to read as follows: 

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

§ 39.13 [Amended] 

■ 2. The FAA amends § 39.13 by adding 

the following new airworthiness 

directive: 

The Boeing Company: Docket No. FAA– 

2022–0598; Project Identifier AD–2021– 

01322–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) by August 8, 

2022. 

(b) Affected ADs 

None. 

(c) Applicability 

This AD applies to The Boeing Company 

Model 777–200, 777–200LR, 777–300, 777– 

300ER, and 777F series airplanes, certificated 

in any category, as identified in Boeing Alert 

Requirements Bulletin 777–31A0342 RB, 

dated July 19, 2021. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 31, Instruments. 

(e) Unsafe Condition 

This AD was prompted by reports of wing 

anti-ice (WAI) valve failure that can result in 

undetected structural damage to leading edge 

(LE) slat assemblies, and separately a failure 

of the autothrottle (A/T) to disconnect after 

advancing the throttle levers, which caused 

a low speed condition during a go-around. 

This AD was also prompted by a 

determination that insufficient low-speed 

protection exists in the 777 fleet and a 

determination that the flightcrew may not 

recognize and properly respond to a multiVerDate Sep<11>2014 16:47 Jun 21, 2022 Jkt 256001 PO 00000 Frm 00012 Fmt 4702 Sfmt 4702 E:\FR\FM\22JNP1.SGM 22JNP1

khammond on DSKJM1Z7X2PROD with PROPOSALS
37252 Federal Register / Vol. 87, No. 119 / Wednesday, June 22, 2022 / Proposed Rules 

channel unreliable airspeed event. The FAA 

is issuing this AD to prevent undetected 

failure of the WAI system and consequent 

high temperature bleed air flowing into the 

LE slat assemblies, along with a low speed 

condition on the ground, which could result 

in reduced structural integrity of the slat and 

prevent continued safe flight and landing of 

the airplane. The FAA is also issuing this AD 

to prevent failure of the A/T to disconnect 

after advancing the throttle levers, or 

insufficient low energy protection, which 

could result in controlled flight into terrain, 

or a multi-channel unreliable airspeed event 

could result in loss of control of the airplane. 

(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 777–31A0342 RB, 

dated July 19, 2021, do all applicable actions 

identified in, and in accordance with, the 

Accomplishment Instructions of Boeing Alert 

Requirements Bulletin 777–31A0342 RB, 

dated July 19, 2021. 

Note 1 to paragraph (g): Guidance for 

accomplishing the actions required by this 

AD can be found in Boeing Alert Service 

Bulletin 777–31A0342, dated July 19, 2021, 

which is referred to in Boeing Alert 

Requirements Bulletin 777–31A0342 RB, 

dated July 19, 2021. 

(h) Exceptions to Service Information 

Specifications 

(1) Where the Compliance Time columns 

of the tables in the ‘‘Compliance’’ paragraph 

of Boeing Alert Requirements Bulletin 777– 

31A0342 RB, dated July 19, 2021, use the 

phrase ‘‘the original issue date of 

Requirements Bulletin 777–31A0342 RB,’’ 

this AD requires using ‘‘the effective date of 

this AD.’’ 

(2) Where Boeing Alert Requirements 

Bulletin 777–31A0342 RB specifies 

contacting Boeing for instructions for 

upgrading certain software: This AD requires 

doing the upgrade using a method approved 

in accordance with the procedures specified 

in paragraph (i) of this AD. 

(3) Where the description in the Effectivity 

section of Boeing Alert Requirements 

Bulletin 777–31A0342 RB defines Group 1 

airplanes as ‘‘Airplanes with Airplane 

Information Management System (AIMS)–2 

with service bulletin 777–31–0294 

incorporated,’’ this AD requires using 

‘‘Airplanes with Airplane Information 

Management System (AIMS)–2 with a 

requirement to incorporate service bulletin 

777–31–0294.’’ 

(4) Where the description in the Effectivity 

section of Boeing Alert Requirements 

Bulletin 777–31A0342 RB defines Group 2 

airplanes as ‘‘Airplanes with AIMS–2 with 

service bulletin 777–31–0331 incorporated,’’ 

this AD requires using ‘‘Airplanes with 

AIMS–2 with a requirement to incorporate 

service bulletin 777–31–0331.’’ 

(5) Where the description in the Effectivity 

section of Boeing Alert Requirements 

Bulletin 777–31A0342 RB defines Group 3 

airplanes as ‘‘Airplanes with AIMS–2 with 

service bulletin 777–31–0332 incorporated,’’ 

this AD requires using ‘‘Airplanes with 

AIMS–2 with a requirement to incorporate 

service bulletin 777–31–0332.’’ 

(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 paragraph (j)(1) of 

this AD. Information may be emailed to: 9- 

ANM-Seattle-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. 

(j) Related Information 

(1) For more information about this AD, 

contact Hassan Ibrahim, Aerospace Engineer, 

Systems and Equipment Section, FAA, 

Seattle ACO Branch, 2200 South 216th St., 

Des Moines, WA 98198; phone and fax: 206– 

231–3653; email: hassan.m.ibrahim@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 1, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–13203 Filed 6–21–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 71 

[Docket No. FAA–2022–0766 Airspace 

Docket No. 22–AGL–25] 

RIN 2120–AA66 

Proposed Revocation of Class E 

Airspace; Watersmeet, MI 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: This action proposes to 

remove the Class E airspace at 

Watersmeet, MI. The FAA is proposing 

this action as the result of an airspace 

review due to the decommissioning of 

the Watersmeet non-directional beacon 

(NDB). 

DATES: Comments must be received on 

or before August 8, 2022. 

ADDRESSES: Send comments on this 

proposal to the U.S. Department of 

Transportation, Docket Operations, 

West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590; telephone (202) 

366–9826, or (800) 647–5527. You must 

identify FAA Docket No. FAA–2022– 

0766/Airspace Docket No. 22–AGL–25, 

at the beginning of your comments. You 

may also submit comments through the 

internet at https://www.regulations.gov. 

You may review the public docket 

containing the proposal, any comments 

received, and any final disposition in 

person in the Dockets Office between 

9:00 a.m. and 5:00 p.m., Monday 

through Friday, except federal holidays. 

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: 

Rebecca Shelby, Federal Aviation 

Administration, Operations Support 

Group, Central Service Center, 10101 

Hillwood Parkway, Fort Worth, TX 

76177; telephone (817) 222–5857. 

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 


khammond on DSKJM1Z7X2PROD with PROPOSALS