38682 Federal Register / Vol. 87, No. 124 / Wednesday, June 29, 2022 / Proposed Rules 

time period, even if the terms of the account 

agreement provide that the card issuer may assess 

a late payment fee by a certain date. 

14See commentary to § 1026.52(b)(1)(i) for 

existing details on the cost-analysis provisions 

under § 1026.52(b)(1)(i). 

assessed? For card issuers that offer 

courtesy periods, how many days is the 

courtesy period? Are there any 

restrictions associated with the courtesy 

period (i.e., courtesy periods are only 

available to certain cardholders)? 

23. Do any card issuers waive late fees 

if a cardholder contacts the issuer? If so, 

for card issuers that waive late fees, 

under what circumstances are late fees 

waived? 

H. Staggered Late Fee 

24. Do any card issuers currently offer 

staggered late fees (i.e., a small dollar 

amount fee, such as $2–3, that is 

imposed no more often than every 

certain number of days, such as every 5 

or 10 days)? For card issuers that offer 

staggered late fees, describe the 

structure and how the fee amounts and 

number of days between fee escalations 

were decided. 

I. Safe Harbor Provisions 

25. Other than the statutory factors 

listed in the CARD Act, are there other 

factors the Bureau should consider in 

evaluating potential changes to the safe 

harbor provisions in § 1026.52(b)(1)(ii)? 

If so, what are these other factors and 

how should the Bureau consider them? 

26. For card issuer commenters, if you 

assess a late fee that is lower or greater 

than the current safe harbor amounts set 

forth in § 1026.52(b)(1)(ii), please 

describe why the safe harbor amount is 

not being charged and how you arrived 

at the amount charged. 

27. What late fee safe harbor amount 

would be sufficient for purposes of 

allowing card issuers to recover, 

through late fees, their costs in 

collecting late payments? 

28. Do card issuers incur higher costs 

when collecting late payments where a 

prior late payment occurred in the past 

six billing cycles (repeat late payments) 

relative to the costs of collecting late 

payments where there has not been a 

late payment in the prior six billing 

cycles? Please include any research or 

information relating to whether and to 

what degree the costs associated with 

repeat late payments differ from the 

costs associated with late payments 

where there has not been a late payment 

in the prior six billing cycles. 

29. What potential changes to the safe 

harbor provisions, if any, would cause 

card issuers to no longer use the safe 

harbor provisions in determining the 

amount of late fees? In lieu of using the 

safe harbor provisions, would card 

issuers use the cost analysis in 

§ 1026.52(b)(1)(i) to determine the 

amount of late fees? 

30. Should the Bureau consider any 

alternative approaches to the cost 

analysis in § 1026.52(b)(1)(i) to 

determine the amount of late fees if the 

card issuer decides not to use the safe 

harbor provisions for determining late 

fees amounts? 

J. Cost Analysis Provisions 

31. Are any card issuers currently 

using the cost analysis provisions in 

§ 1026.52(b)(1)(i) to set the amount of 

the late fees they charge? For card 

issuers that are using the cost analysis 

provisions, what is the amount of the 

late fees you charged in 2019, 2020, and 

2021 based on this analysis? 

32. For card issuer commenters, if you 

were to undertake the cost analysis 

described in § 1026.52(b)(1)(i) in 

determining the amount of the late fees 

you could charge, what would the late 

fee amount be? Please provide detailed 

information about the information you 

used to determine this late fee amount. 

33. Would card issuers need 

additional detail on how to comply with 

the cost analysis provisions in 

§ 1026.52(b)(1)(i) beyond what is 

currently provided in the 

commentary? 14 If so, what additional 

details are needed? 

34. If the Bureau were to require card 

issuers to comply with the cost analysis 

provisions in § 1026.52(b)(1)(i) in 

determining the amount of the late fees 

they could charge, what additional 

process and procedures should the 

Bureau adopt, if any, to ensure that card 

issuers comply with these provisions? 

K. Revenue and Expenses 

35. For card issuer commenters, 

please itemize the types of revenue 

associated with your domestic 

consumer credit card operations and 

report overall annual revenue in 2019, 

2020, and 2021 associated with your 

domestic consumer credit card 

operations, including the itemized 

annual income from the following 

categories: 

a. Interest; 

b. Fees; 

c. Interchange revenue; and 

d. Other income. 

36. For card issuer commenters, 

please report revenue from late fees 

collected on your domestic consumer 

credit card accounts in 2019, 2020, and 

2021. Please do not include any fee 

waived or reversed as uncollectible or 

any amount added to a contra-asset 

account for uncollectible fees that the 

bank maintains and reports separately 

from the allowance for loan and lease 

losses. 

37. For card issuer commenters, 

please itemize the types of expenses 

associated with your domestic 

consumer credit card operations and 

report the overall annual expenses 

accrued in 2019, 2020, and 2021 

associated with domestic consumer 

credit card operations, including the 

itemized annual expenses for the 

following categories: 

a. The total interest expenses accrued 

to fund credit card receivables; 

b. The interchange expense fees paid 

to the card associations; 

c. Expenses to collect problem credit 

(including the total collection cost for 

delinquent, recovery, and bankrupt 

accounts); 

d. Marketing expenses (including 

payments to retail partners); and 

e. All other operating and other 

expenses associated with card 

operations such as servicing, cardholder 

billing, processing, interchange, 

processing payments, card issuing, 

authorizations, card administration, and 

outside services/outsourcing expenses, 

etc. 

38. For card issuer commenters, 

please report the dollar amount of losses 

in 2019, 2020, and 2021 for your 

domestic consumer credit card 

portfolios. 

Rohit Chopra, 

Director, Consumer Financial Protection 

Bureau. 

[FR Doc. 2022–13864 Filed 6–28–22; 8:45 am] 

BILLING CODE 4810–AM–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0674; Project 

Identifier AD–2021–00373–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) 

2020–24–04, which applies to all The 

Boeing Company Model 787–8, 787–9, 

and 787–10 airplanes. AD 2020–24–04 

requires revising the existing airplane 

flight manual (AFM) to incorporate 


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procedures for an approach with a 

localizer-based navigation aid, 

monitoring localizer raw data, calling 

out any significant deviations, and 

performing an immediate go around 

under certain conditions. Since the FAA 

issued AD 2020–24–04, the 

manufacturer has developed a 

modification to address the previously 

identified unsafe condition. The FAA 

has also identified a separate unsafe 

condition where misleading flight 

director (FD) guidance can be presented 

to the flightcrew under certain 

conditions. This proposed AD would 

continue to require the actions specified 

in AD 2020–24–04 and would require 

installing applicable software updates to 

the flight control module (FCM). Using 

updated software would terminate the 

retained AFM requirement in this AD. 

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 15, 

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 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–2022– 

0674. 

Examining the AD Docket 

You may examine the AD docket at 

https://www.regulations.gov by 

searching for and locating Docket No. 

FAA–2022–0674; 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–2022–0674; Project Identifier AD– 

2021–00373–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 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 issued AD 2020–24–04, 

Amendment 39–21334 (85 FR 77991, 

December 3, 2020; corrected December 

14, 2020 (85 FR 80589)) (AD 2020–24– 

04); for all The Boeing Company Model 

787–8, 787–9, and 787–10 airplanes. AD 

2020–24–04 was prompted by reports 

that the autopilot flight director system 

(AFDS) failed to transition to the 

instrument landing system localizer 

(LOC) beam after the consistent localizer 

capture (CLC) function in the FCMs 

initiated a transition to capture LOC 

during approach. AD 2020–24–04 

requires revising the existing AFM to 

incorporate procedures for conducting 

an approach with a localizer-based 

navigation aid, monitoring localizer raw 

data, calling out any significant 

deviations, and performing an 

immediate go around if the airplane has 

not intercepted the final approach 

course as shown by the localizer 

deviation. The agency issued AD 2020– 

24–04 to address the AFDS failing to 

transition, which could result in 

localizer overshoot leading to glideslope 

descent on the wrong heading. 

Combined with a lack of flight deck 

effects for a consistent localizer capture 

mode failure, this condition could result 

in controlled flight into terrain. 

Actions Since AD 2020–24–04 Was 

Issued 

The preamble to AD 2020–24–04 

explains that the FAA considers the 

requirements ‘‘interim action’’ and that 

the manufacturer is developing a 

modification to address the unsafe 

condition. That AD explains that the 

FAA might consider further rulemaking 

if a modification is developed, 

approved, and available. Since the FAA 

issued AD 2020–24–04, the 

manufacturer has developed software 

updates for the FCM, and the FAA has 

determined that further rulemaking is 

indeed necessary; this proposed AD 

follows from that determination. 

Further, the FAA has since identified 

a separate unsafe condition where in 

certain scenarios, misleading FD 

guidance can be presented to the 

flightcrew during approach. Operators 

may experience misleading FD guidance 

after disengaging the autopilot due to a 

‘‘mode fail’’ caused by glideslope beam 

anomaly during instrument landing 

system (ILS) approach and may lead to 


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controlled flight into terrain (CFIT) or a 

runway overrun. 

New software developed by Boeing 

addresses the autopilot logic for the 

transition from CLC to LOC during 

approach. Also, during ILS signal 

fluctuations, changes in the new 

software reduce potential deviation 

from desired glidepath, and eliminates 

the potential for misleading FD 

guidance subsequent to autopilot 

disconnect. 

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. 

Related Service Information Under 1 

CFR Part 51 

The FAA reviewed Boeing Alert 

Requirements Bulletin B787–81205– 

SB270053–00 RB, Issue 002, dated May 

6, 2021. This service information 

specifies procedures for updating flight 

control electronics (FCE) software to 

install common block point (CBP) 5.1 

operational program software (OPS) 

having part number HNP5A–AL01–5041 

in the FCM, and doing a software 

configuration check. 

Boeing Alert Requirements Bulletin 

B787–81205–SB270053–00 RB, Issue 

002, dated May 6, 2021, specifies prior 

or concurrent accomplishment of 

Boeing Alert Service Bulletin B787– 

81205–SB270044–00, Issue 003, dated 

July 7, 2020; or Boeing Service Bulletin 

B787–81205–SB270046–00, Issue 002, 

dated October 24, 2019; as applicable, 

which specify procedures for installing 

FCE software update CBP 5.0. 

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 

This proposed AD would retain all 

requirements of AD 2020–24–04. This 

proposed AD would also require 

accomplishing the actions specified in 

the service information described 

previously. 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– 

0674. 

Costs of Compliance 

The FAA estimates that this AD, if 

adopted as proposed, would affect 214 

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 

Revising the AFM (retained actions from AD 

2020–24–04).

1 work-hour × $85 per hour = $85 ................... $0 $85 $18,190 

Updating the software ....................................... Up to 4 work-hours × $85 per hour = $340 ..... (*) * 340 * 72,670 

* The table does not include the parts cost for the software. 

The FAA has determined that 

updating the software requires installing 

up to 8 software loads, at $300 per load, 

per operator. For the parts cost, the FAA 

has determined that a per-operator 

estimate is more accurate than a perairplane estimate. Therefore, the FAA 

estimates the total cost for software to be 

$2,400 per operator. 

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) 2020–24–04, Amendment 39– 

21334 (85 FR 77991, December 3, 2020; 

corrected December 14, 2020 (85 FR 

80589)); and 

■ b. Adding the following new AD: 

The Boeing Company: Docket No. FAA– 

2022–0674; Project Identifier AD–2021– 

00373–T. 

(a) Comments Due Date 

The FAA must receive comments on this 

airworthiness directive (AD) action by 

August 15, 2022. 


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(b) Affected ADs 

This AD replaces AD 2020–24–04, 

Amendment 39–21334 (85 FR 77991, 

December 3, 2020; corrected December 14, 

2020 (85 FR 80589)) (AD 2020–24–04). 

(c) Applicability 

This AD applies to all The Boeing 

Company Model 787–8, 787–9, and 787–10 

airplanes, certificated in any category. 

(d) Subject 

Air Transport Association (ATA) of 

America Code 22, Auto flight. 

(e) Unsafe Condition 

This AD was prompted by reports 

indicating that the autopilot flight director 

system (AFDS) failed to transition to the 

instrument landing system localizer (LOC) 

beam after the consistent localizer capture 

function in the flight control modules 

initiated a transition to capture LOC during 

approach. The FAA is issuing this AD to 

address the AFDS failing to transition, which 

could result in localizer overshoot leading to 

glideslope descent on the wrong heading. 

Combined with a lack of flight deck effects 

for a consistent localizer capture mode 

failure, this condition could result in a 

controlled flight into terrain (CFIT) or a 

runway overrun. This AD was further 

prompted by reports of misleading flight 

director guidance that in certain scenarios 

can be presented to the flightcrew during 

approach and could lead to CFIT or a runway 

overrun. 

(f) Compliance 

Comply with this AD within the 

compliance times specified, unless already 

done. 

(g) Retained Revision of the Existing 

Airplane Flight Manual (AFM), With New 

Terminating Action 

This paragraph restates the requirements of 

paragraph (g) of AD 2020–24–04, with new 

terminating action. Within 14 days after 

December 18, 2020 (the effective date of AD 

2020–24–04), revise the Operating 

Procedures chapter of the existing AFM and 

applicable corresponding operational 

procedures to incorporate the procedures 

specified in figure 1 to paragraph (g) of this 

AD. Revising the existing AFM to include the 

changes specified in paragraph (g) of this AD 

may be done by inserting a copy of figure 1 

to paragraph (g) of this AD into the existing 

AFM. Installing the software required by 

paragraph (h) of this AD terminates the 

requirement for revising the existing AFM in 

this paragraph. 

(h) New Required Actions 

For airplanes identified in paragraph A, 

‘‘Effectivity,’’ of Boeing Alert Requirements 

Bulletin B787–81205–SB270053–00 RB, Issue 

002, dated May 6, 2021: Except as specified 

by paragraph (i) of this AD, at the applicable 

times specified in the ‘‘Compliance’’ 

paragraph of Boeing Alert Requirements 

Bulletin B787–81205–SB270053–00 RB, Issue 

002, dated May 6, 2021, do all applicable 

actions identified in, and in accordance with, 

the Accomplishment Instructions of Boeing 

Alert Requirements Bulletin B787–81205– 

SB270053–00 RB, Issue 002, dated May 6, 

2021. 

Note 1 to paragraph (h): Guidance for 

accomplishing the actions required by 

paragraph (h) of this AD can be found in 

Boeing Alert Service Bulletin B787–81205– 

SB270053–00, Issue 002, dated May 6, 2021, 

which is referred to in Boeing Alert 

Requirements Bulletin B787–81205– 

SB270053–00 RB, Issue 002, dated May 6, 

2021. 

(i) Concurrent Actions 

For airplanes identified as Group 1, 

Configuration 1, and as Group 2, 

Configuration 1, in paragraph A, 

‘‘Effectivity,’’ of Boeing Alert Requirements 

Bulletin B787–81205–SB270053–00 RB, Issue 

002, dated May 6, 2021: Prior to or 

concurrently with accomplishing the actions 

required by paragraph (h) of this AD, do all 

applicable actions identified as ‘‘RC’’ 

(required for compliance) in, and in 

accordance with, the applicable service 

information identified in paragraphs (i)(1) 

and (2) of this AD. 

(1) Boeing Alert Service Bulletin B787– 

81205–SB270044–00, Issue 003, dated July 7, 

2020. 

(2) Boeing Service Bulletin B787–81205– 

SB270046–00, Issue 002, dated October 24, 

2019. 

(j) Exception to Service Information 

Specifications 

Where the Compliance Time columns of 

the tables in the ‘‘Compliance’’ paragraph of 

Boeing Alert Requirements Bulletin B787– 

81205–SB270053–00 RB, Issue 002, dated 

May 6, 2021, use the phrase ‘‘the Issue 001 

date of Requirements Bulletin B787–81205– 

SB270053–00 RB,’’ this AD requires using 

‘‘the effective date of this AD.’’ 

(k) Terminating Action for AFM Revision 

Installation of the software update 

specified in the Accomplishment 

Instructions of Boeing Alert Requirements 

Bulletin B787–81205–SB270053–00 RB, Issue 

002, dated May 6, 2021, terminates the AFM 

revision required by paragraph (g) of this AD, 

and the AFM revision may be removed, 

provided that this software update has been 

installed on all affected airplanes in an 

operator’s fleet. 

(l) Credit for Previous Actions 

(1) This paragraph provides credit for the 

actions specified in paragraph (h) of this AD, 

if those actions were performed before the 

effective date of this AD using Boeing Alert 

Requirements Bulletin B787–81205– 

SB270053–00 RB, Issue 001, dated February 

19, 2021. 

(2) This paragraph provides credit for the 

actions specified in paragraph (i)(1) of this 

AD, if those actions were performed before 

the effective date of this AD using Boeing 

Alert Service Bulletin B787–81205– 

SB270044–00, Issue 001, dated December 18, 

2018; or Boeing Alert Service Bulletin B787– 

81205–SB270044–00, Issue 002, dated 

November 20, 2019. 

(3) This paragraph provides credit for the 

actions specified in paragraph (i)(2) of this 

AD, if those actions were performed before 

the effective date of this AD using Boeing 

Service Bulletin B787–81205–SB270046–00, 

Issue 001, dated November 30, 2018. 

(m) 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 


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Figure 1 to paragraph (g) - Operating Instructions 

(Required by AD 2020-24-

04) 

Autopilot Flight Director System - Operating Instructions: 

When conducting an approach with a localizer-based navigation aid, monitor 

localizer raw data and call out any significant deviations. If AFDS performance is not 

satisfactory, the flight crew must intervene. Perform an immediate go-around if the 

airplane has not intercepted the final approach course as shown by the localizer 

deviation. 
38686 Federal Register / Vol. 87, No. 124 / Wednesday, June 29, 2022 / Proposed Rules 

certification office, send it to the attention of 

the person identified in paragraph (n) of this 

AD. 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 2020–24–04 

are approved as AMOCs for the 

corresponding provisions of paragraph (g) of 

this AD. 

(5) Except as specified by paragraph (j) of 

this AD: For service information that 

contains steps that are labeled as Required 

for Compliance (RC), the provisions of 

paragraphs (m)(5)(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 

(n) 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 6, 2022. 

Gaetano A. Sciortino, 

Deputy Director for Strategic Initiatives, 

Compliance & Airworthiness Division, 

Aircraft Certification Service. 

[FR Doc. 2022–13743 Filed 6–28–22; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2022–0802; Project 

Identifier AD–2021–01094–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 

certain Bell Textron Inc. Model 204B, 

205A, and 205A–1 helicopters and 

various restricted category helicopters. 

This proposed AD was prompted by a 

report of cracked main rotor blades 

(MRBs). This proposed AD would 

require repetitive inspections of each 

MRB and removing any cracked MRB 

from service. 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 15, 

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 service information identified in 

this NPRM, contact Bell Textron, Inc., 

P.O. Box 482, Fort Worth, TX, 76101, 

United States; phone: (800) 363–8023; 

website: https://www.bellflight.com/ 

support/. You may view this referenced 

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–2022–0802; 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–2022–0802; Project Identifier AD– 

2021–01094–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 


lotter on DSK11XQN23PROD with PROPOSALS1