AD 2026-10-18

32326 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations are issued. Should the applicant apply for a supplemental type certificate to modify any other model included on the same type certificate to incorporate the same novel or unusual design feature, these special conditions would also apply to the other model under § 21.101. In addition to the applicable airworthiness regulations and special conditions, the Boeing Model 757–200 series airplanes must comply with the exhaust-emission requirements of 14 CFR part 34 and the noise-certification requirements of 14 CFR part 36. The FAA issues special conditions, as defined in 14 CFR 11.19, in accordance with § 11.38, and they become part of the type certification basis under § 21.101. Novel or Unusual Design Features The Boeing Model 757–200 series airplanes, as modified by Honeywell, will incorporate the following novel or unusual design feature: The installation of a digital systems architecture that will allow increased connectivity to and access from external network sources ( e.g., operator networks, wireless devices, internet connectivity, service provider satellite communications, electronic flight bags, etc.) to the airplane’s previously isolated electronic assets (networks, systems, and databases). Discussion The Boeing Model 757–200 series airplane’s electronic system architecture and network configuration change is novel or unusual for commercial transport airplanes because it may allow increased connectivity to and access from external network sources, airline operations, and maintenance networks to the airplane control domain, and airline information services domain. The airplane’s control domain and airline information-services domain perform functions required for the safe operation and maintenance of the airplane. Previously, these domains had very limited connectivity with external network sources. This data network and design integration creates a potential for unauthorized persons to access the airplane’s control domain and airline information-services domain and presents security vulnerabilities related to the introduction of computer viruses and worms, user errors, and intentional sabotage of airplane electronic assets (networks, systems, and databases) critical to the safety and maintenance of the airplane. The existing FAA regulations did not anticipate these networked airplane- system architectures. Furthermore, these regulations and the current guidance material do not address potential security vulnerabilities, which could be exploited by unauthorized access to airplane networks, data buses, and servers. Therefore, these special conditions ensure that the security ( i.e., confidentiality, integrity, and availability) of the airplane’s systems is not compromised by unauthorized wired or wireless electronic connections. This includes ensuring that the security of the airplane’s systems is not compromised during maintenance of the airplane’s electronic systems. These special conditions also require the applicant to provide appropriate instructions to the operator to maintain all electronic-system safeguards that have been implemented as part of the original network design so that this feature does not allow or introduce security threats. These special conditions contain the additional safety standards that the Administrator considers necessary to establish a level of safety equivalent to that established by the existing airworthiness standards. Applicability As discussed above, these special conditions are applicable to the Boeing Model 757–200 series airplanes. Should Honeywell apply at a later date for a supplemental type certificate to modify any other model included on Type Certificate No. A2NM to incorporate the same novel or unusual design feature, these special conditions would apply to that model as well. Conclusion This action affects only a certain novel or unusual design feature on one series of airplanes. It is not a rule of general applicability and affects only the applicant who applied to the FAA for approval of these features on the airplane. List of Subjects in 14 CFR Part 25 Aircraft, Aviation safety, Reporting and recordkeeping requirements. Authority Citation The authority citation for these special conditions is as follows: Authority: 49 U.S.C. 106(f), 40113, 44701, 44702, and 44704. The Special Conditions Accordingly, pursuant to the authority delegated to me by the Administrator, the following special conditions are issued as part of the type certification basis for Boeing Model 757–200 series airplanes, as modified by Honeywell. 1. The applicant must ensure airplane electronic system security protection from access by unauthorized sources external to the airplane, including those possibly caused by maintenance activity. 2. The applicant must ensure that electronic system security threats are identified and assessed, and that effective electronic system security protection strategies are implemented to protect the airplane from all adverse impacts on safety, functionality, and continued airworthiness. 3. The applicant must establish appropriate procedures to allow the operator to ensure that continued airworthiness of the aircraft is maintained, including all post Type Certification modifications that may have an impact on the approved electronic system security safeguards. Issued in in Washington, DC, on May 27, 2026. Paul R. Siegmund, Deputy Manager, Technical Policy Branch, Policy and Standards Division, Aircraft Certification Service. [FR Doc. 2026–10855 Filed 5–29–26; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 39 [Docket No. FAA–2025–3993; Project Identifier MCAI–2025–00630–A; Amendment 39–23358; AD 2026–10–18] RIN 2120–AA64 Airworthiness Directives; Embraer S.A. Airplanes AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule. SUMMARY : The FAA is adopting a new airworthiness directive (AD) for certain Embraer S.A. (Embraer) Model EMB– 505 airplanes. This AD was prompted by the possibility that some airplanes may have invalid horizontal stabilizer (HS) backlash test results due to the use of incorrect procedures. This AD requires inspecting the airplane’s left- hand (LH) and right-hand (RH) HS backlash and replacement, as applicable, of certain hinge point and pitch trim actuator attachment parts and the pitch trim actuator. The FAA is issuing this AD to address the unsafe condition on these products. DATES : This AD is effective July 6, 2026. The Director of the Federal Register approved the incorporation by reference VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00020 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1

32327 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations of a certain publication listed in this AD as of July 6, 2026. ADDRESSES : AD Docket: You may examine the AD docket at regulations.gov under Docket No. FAA–2025–3993; 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, the mandatory continuing airworthiness information (MCAI), 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. Material Incorporated by Reference: • For Age ˆncia Nacional de Aviac ¸a ˜o Civil (ANAC) material identified in this AD, contact ANAC, Continuing Airworthiness Technical Branch (GTAC), Rua Doutor Orlando Feirabend Filho, 230-Centro Empresarial Aquarius- Torre B-Andares 14 a 18, Parque Residencial Aquarius, CEP 12.246–190– Sa ˜o Jose ´ dos Campos-SP, Brazil; phone: 55 (12) 3203–6600; email: pac@ anac.gov.br; website: anac.gov.br/en/. You may find this material on the ANAC website at sistemas.anac.gov.br/ certificacao/DA/DAE.asp. • You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, MO 64106. For information on the availability of this material at the FAA, call (817) 222–5110. It is also available at regulations.gov under Docket No. FAA–2025–3993. FOR FURTHER INFORMATION CONTACT : Jim Rutherford, Aviation Safety Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; phone: (816) 329– 4165; email: jim.rutherford@faa.gov. SUPPLEMENTARY INFORMATION : Background The FAA issued a notice of proposed rulemaking (NPRM) to amend 14 CFR part 39 by adding an AD that would apply to certain Embraer Model EMB– 505 airplanes. The NPRM was published in the Federal Register on November 18, 2025 (90 FR 51607). The NPRM was prompted by ANAC AD 2025–04–01, effective April 15, 2025 (ANAC AD 2025–04–01) (also referred to as the MCAI), issued by ANAC, which is the aviation authority for Brazil. The MCAI states that there is a possibility of some airplanes having invalid HS backlash test results due to the use of incorrect test procedures. The excessive backlash may result in an aeroelastic phenomenon exposing the surrounding structure and systems to unacceptable vibration levels and reduced controllability of the airplane. In the NPRM, the FAA proposed to require inspecting the airplane’s LH and RH HS backlash and replacing, as applicable, the LH and RH hinge point attachment parts, the LH or RH pitch trim actuator rod-end attachment parts, and the pitch trim actuator. The FAA is issuing this AD to address the unsafe condition on these products. You may examine the MCAI in the AD docket at regulations.gov under Docket No. FAA–2025–3993. Discussion of Final Airworthiness Directive Comments The FAA received comments from the Citizens Rulemaking Alliance. The following presents the comments received on the NPRM and the FAA’s response to each comment. Request To Justify Forgoing Notice and Comment The Citizens Rulemaking Alliance requested that the FAA provide its justification for finding good cause to bypass notice and comment procedures, reopen the comment period for at least 30 days, and delay enforcement of non- time critical provisions pending comment unless the risk analysis demonstrates a truly imminent hazard. The commenter asserted the FAA has not adequately justified use of the good cause exemption to bypass notice and comment and the 30-day delayed effective date. The FAA notes the comment was submitted in response to an NPRM for which the FAA provided a 45-day comment period. This final rule is effective 35 days after its publication in the Federal Register . Therefore, no change to this AD is necessary. Request To Make Incorporation by Reference (IBR) Materials Reasonably Available The Citizens Rulemaking Alliance stated that the FAA’s current practices for IBR frequently fail to meet the legal and regulatory standards for reasonable availability. The commenter called on the FAA to guarantee that all IBR materials are easily and freely accessible to the public and affected parties for the duration of the comment period and to reopen the comment period for at least 30 days to accommodate this access. Furthermore, the commenter requested that, if the manufacturer will not consent to open posting of the IBR materials in the docket, the FAA should either obtain permission to post the materials or provide a detailed technical summary sufficient for meaningful comment. The FAA notes that ANAC AD 2025– 04–01, which is incorporated by reference in this AD, is available to the public on the ANAC website at sistemas.anac.gov.br/certificacao/DA/ DAE.asp, as explained in the preamble and regulatory text of the NPRM. This material was also posted in the AD docket upon publication of the NPRM. Therefore, the FAA did not change this AD as a result of this comment. Request To Consider Impact on Small Entities The Citizens Rulemaking Alliance requested that the FAA either provide the factual basis for its Regulatory Flexibility Act (RFA) certification that the AD will not have a significant economic impact on a substantial number of small entities or prepare an initial regulatory flexibility analysis and consider less burdensome alternatives for small operators. The commenter stated that the FAA should also reopen the comment period to allow comment on that analysis. FAA has considered the AD’s impact on small businesses and provides the following factual basis for its RFA certification. The Regulatory Flexibility Act of 1980, Public Law 96–354, 94 Stat. 1164 (5 U.S.C. 601–612), as amended by the Small Business Regulatory Enforcement Fairness Act of 1996 (Pub. L. 104–121, 110 Stat. 857, Mar. 29, 1996) and the Small Business Jobs Act of 2010 (Pub. L. 111–240, 124 Stat. 2504, Sept. 27, 2010), requires Federal agencies to consider the effects of the regulatory action on small business and other small entities and to minimize any significant economic impact. The term ‘‘small entities’’ comprises small businesses and not-for-profit organizations that are independently owned and operated and are not dominant in their fields, and governmental jurisdictions with populations of less than 50,000. Small Entities to Which This AD Applies The FAA used the definition of small entities in the RFA for this analysis. The RFA defines small entities as small businesses, small governmental jurisdictions, or small organizations. In 5 U.S.C. 601(3), the RFA defines ‘‘small business’’ to have the same meaning as ‘‘small business concern’’ under section 3 of the Small Business Act. The Small Business Act authorizes the Small Business Administration (SBA) to define ‘‘small business’’ by issuing regulations. VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00021 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1

32328 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations The SBA (2023) has established size standards for various types of economic activities, or industries, under the North American Industry Classification System (NAICS). These size standards generally define small businesses based on the number of employees or annual receipts. The SBA definition of a small business applies to the parent company and all affiliates as a single entity. The following table provides the SBA size standards for all industries with at least one entity impacted by this AD. Note that the FAA does not have entity data on 13 of the 41 affected airplanes, and those airplanes with missing entity data are excluded from this analysis. S MALL B USINESS S IZE S TANDARDS NAICS code Description Size standard 237210 ............................................ Land Subdivision ................................................................................... $34.0 million. 238220 ............................................ Plumbing, Heating, and Air-Conditioning Contractors ........................... $19.0 million. 314910 ............................................ Textile Bag and Canvas Mills ................................................................ 500 employees. 332311 ............................................ Prefabricated Metal Building and Component Manufacturing ............... 750 employees. 339112 ............................................ Surgical and Medical Instrument Manufacturing ................................... 1,000 employees. 441110 ............................................ New Car Dealers ................................................................................... 200 employees. 481211 ............................................ Nonscheduled Air Transport .................................................................. 1,500 employees. 484121 ............................................ General Freight Trucking, Long Distance, Truckload ........................... $34.0 million. 523991 ............................................ Trust, Fiduciary and Custody Activities ................................................. $47.0 million. 531110 ............................................ Lessors of Residential Buildings and Dwellings .................................... $34.0 million. 541714 ............................................ Research and Development in Biotechnology (except Nanobio- technology). 1,000 employees. To identify small entities, the FAA first identified the primary NAICS of the entity or parent company, and then used data from different sources ( e.g., company annual reports, Bureau of Transportation Statistics) to determine whether the entity meets the applicable size standard. The FAA provides the estimated number of small entities affected by this AD: E STIMATED N UMBER OF S MALL E NTITIES Category Number of entities Number of affected airplanes Number of small entities Percent small entities Land Subdivision ............................................................................................. 1 1 1 100 Plumbing, Heating, and Air-Conditioning Contractors ..................................... 1 1 1 100 Textile Bag and Canvas Mills .......................................................................... 1 1 1 100 Prefabricated Metal Building and Component Manufacturing ......................... 1 1 1 100 Surgical and Medical Instrument Manufacturing ............................................. 1 8 1 100 New Car Dealers ............................................................................................. 1 1 1 100 Nonscheduled Air Transport ............................................................................ 4 9 2 50 General Freight Trucking, Long Distance, Truckload ...................................... 1 1 0 0 Trust, Fiduciary and Custody Activities ........................................................... 1 3 1 100 Lessors of Residential Buildings and Dwellings .............................................. 1 1 1 100 Research and Development in Biotechnology (except Nanobiotechnology) .. 1 1 1 100 Total .......................................................................................................... 14 28 11 79 Projected Reporting, Recordkeeping, and Other Compliance Requirements FAA estimates affected entities will incur an inspection cost of $1,360. Based upon the results of the inspection, operators could incur up to five conditional repair costs. If an operator were to incur all repair and inspection costs, FAA estimates each operator would incur $14,950 per airplane. However, according to the manufacturer, all of the costs of this AD may be covered under warranty, thereby reducing the cost impact on affected entities. The FAA analyzes the cost of inspections and all repair costs over the two-year analysis period for each small entity. The following table provides the estimated compliance costs at a 7 percent annualized discount rate by each NAICS industry. A VERAGE R EVENUE AND C OST OF C OMPLIANCE PER S MALL E NTITY Category Annual revenue Low-case annualized cost (7% discount rate) High-case annualized cost (7% discount rate) Average Percent of revenue Average Percent of revenue Land Subdivision ................................................................. $3,470,000 $657 0.02 $7,222 0.21 Lessors of Residential Buildings and Dwellings ................. 18,280,000 703 0.00 7,728 0.04 New Car Dealers ................................................................. 520,000 703 0.14 7,728 1.49 Nonscheduled Air Transport ............................................... 12,928,355 680 0.01 7,475 0.06 Plumbing, Heating, and Air-Conditioning Contractors ........ 196,890 703 0.36 7,728 3.92 VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00022 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1

32329 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations A VERAGE R EVENUE AND C OST OF C OMPLIANCE PER S MALL E NTITY —Continued Category Annual revenue Low-case annualized cost (7% discount rate) High-case annualized cost (7% discount rate) Average Percent of revenue Average Percent of revenue Prefabricated Metal Building and Component Manufac- turing ................................................................................ 24,340,000 703 0.00 7,728 0.03 Research and Development in Biotechnology (except Nanobiotechnology) ......................................................... 31,600,000 703 0.00 7,728 0.02 Surgical and Medical Instrument Manufacturing ................. 610,000,000 5,486 0.00 60,306 0.01 Textile Bag and Canvas Mills ............................................. 12,600,000 703 0.01 7,728 0.06 Trust, Fiduciary and Custody Activities ............................... 15,850,000 1,971 0.01 21,667 0.14 Significant Alternatives Considered The FAA evaluated the alternative of not promulgating this AD but ultimately deemed that this alternative would create a significant safety hazard. The FAA is issuing this AD to address the unsafe condition for certain Embraer Model EMB–505 airplanes, ensuring a level of safety that the alternative of no action could not provide. RFA Conclusions Based on average compliance costs, the FAA has determined that the financial impacts of this AD are not disproportionate to small entities. The FAA did not change this AD as a result of this comment. Request To Comply With the Paperwork Reduction Act (PRA) The Citizens Rulemaking Alliance requested that the FAA revise the proposed AD to comply with the PRA if reporting is required or remove any reporting provisions until PRA requirements are satisfied. The FAA notes that paragraph (i) of this AD specifies that this AD does not require reporting. If an AD were to require reporting, the preamble of the AD would include a paragraph titled ‘‘Paperwork Reduction Act’’ that would provide the applicable OMB control number, required PRA statements, and the estimated time to collect the required information (burden). Any costs associated with the reporting requirement would be included in the Costs of Compliance section in the preamble of the AD. Therefore, the FAA did not change this AD as a result of this comment. Conclusion These products have been approved by the civil aviation authority of another country and are approved for operation in the United States. Pursuant to the FAA’s bilateral agreement with this State of Design Authority, that authority has notified the FAA of the unsafe condition described in the MCAI referenced above. The FAA reviewed the relevant data, considered any comments received, and determined that air safety requires adopting this AD as proposed. Accordingly, the FAA is issuing this AD to address the unsafe condition on these products. This AD is adopted as proposed in the NPRM. Material Incorporated by Reference Under 1 CFR Part 51 The FAA reviewed ANAC AD 2025– 04–01, which specifies procedures for inspecting the LH and RH HS backlash for correct values, and replacing, as applicable, the LH and RH hinge point attachment parts, the LH or RH pitch trim actuator rod-end attachment parts, and the pitch trim actuator. This material 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. Differences Between This AD and the MCAI The material specified in ANAC AD 2025–04–01 allows the use of alternative or similar parts in place of the ones specified in the kits, provided these alternative or similar parts are approved by Embraer, but this AD requires approval from either the Manager, International Validation Branch, FAA; ANAC; or ANAC’s authorized Designee. If approved by the ANAC Designee, the approval must include the Designee’s authorized signature. Costs of Compliance The FAA estimates that this AD affects 41 airplanes of U.S. registry. The FAA estimates the following costs to comply with this AD: E STIMATED C OMPLIANCE C OSTS Action Labor hours Labor cost 1 Parts cost Cost per airplane Total cost to U.S. operators Required: Inspection ............................................................ 16 $1,360 $0 $1,360 $55,760 Conditional: Replace horizontal to vertical stabilizers LH hinge point attachment parts ............................................ 17 1,445 300 1,745 71,545 Conditional: Replace horizontal to vertical stabilizers RH hinge point attachment parts ............................................ 17 1,445 350 1,795 73,595 Conditional: Replace RH pitch trim actuator rod-end at- tachment parts .................................................................. 16 1,360 400 1,760 72,160 Conditional: Replace LH pitch trim actuator rod-end at- tachment parts .................................................................. 16 1,360 400 1,760 72,160 Conditional: Replace pitch trim actuator .............................. 18 1,530 5,000 6,530 267,730 VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00023 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1

32330 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations E STIMATED C OMPLIANCE C OSTS —Continued Action Labor hours Labor cost 1 Parts cost Cost per airplane Total cost to U.S. operators Low-Case Cost 2 1,360 55,760 High-Case Cost 3 14,950 612,950 1 FAA estimated operators will incur $85 in costs per labor hour, which is the weighted average fiscal year (FY) 2026 fully loaded wage of an aircraft mechanic ($69.85) working 60% of the labor hours and a general and operations manager ($108.15) working 40% of the labor hours. The FAA estimated these wages by taking the average of the FY 2024 Bureau of Labor Statistics (BLS) air transportation industry average wage for aircraft mechanics and general and operations managers (See: Occupational Employment and Wage Statistics Query System, BLS (May 2024), data.bls.gov/oes/ ); multiplying each wage by a fringe benefit factor of 1.42 (See: Employer Cost for Employee Compensation—December 2024, BLS (2024), bls.gov/news.release/archives/ecec _ 03142025.pdf ); and adjusting these 2024 wages to 2026 dollars using an implicit Gross Domestic Product (GDP) Price Deflator of 2.8% (See: Gross Domestic Product: Implicit Price Deflator, FRED (2026) fred.stlouisfed.org/series/ GDPDEF ). 2 The low-case cost assumes each airplane incurs only inspection costs. 3 The high-case cost assumes each airplane incurs inspection and all conditional repair costs. Over a two-year analysis period, the FAA estimates operators will incur an inspection cost of $1,360. Based upon the results of the inspection, operators could incur five conditional repair costs. If an operator were to incur all inspection and repair costs, the FAA estimates each operator would incur $14,950 per airplane. The FAA cannot estimate the number of conditional repairs each operator would need to undertake, but the cost of an inspection ($1,360) and the cost of an inspection and all conditional repairs ($14,950) represent the low-case and high-case costs per affected airplane. FAA recognizes that operators might incur additional costs, such as airplane downtime. However, FAA anticipates this AD will not trigger any downtime costs because the requirements of this AD can be performed during regularly scheduled maintenance. The FAA uses a two-year analysis period for estimating the annualized costs of this AD. Upon this AD’s promulgation, all Group 1 airplanes must be inspected within 12 months or 750 flight hours, and all Group 2 airplanes must be inspected within 24 months or 1,000 flight hours. In this analysis, FAA assumes all Group 1 costs will be incurred in year 1, and all Group 2 costs will be incurred in year 2. The following tables display the annual AD compliance costs and summarize the AD’s quantified and unquantified benefits and costs. A NNUAL C OMPLIANCE C OSTS Year Affected airplanes Low-case cost High-case cost 1 ................................................................................................................................................... 27 $36,720 $403,650 2 ................................................................................................................................................... 14 19,040 209,300 Total ...................................................................................................................................... 41 55,760 612,950 S UMMARY OF B ENEFITS AND C OSTS Qualitative Benefits • This AD addresses an unsafe condition. The unsafe condition, if not addressed, could result in unacceptable vibration levels and reduced controllability of the air- plane. Qualitative Costs • Airplane downtime. Quantified Costs Undiscounted 7% 3% 7% 3% Industry Costs Present Value Annualized Low-Case Cost .................................................................... $55,760 $50,948 $53,598 $28,179 $28,011 High-Case Cost .................................................................... 612,950 560,054 589,179 309,761 307,911 The FAA has included all known costs in its cost estimates. 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 VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00024 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1

32331 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations 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 adding the following new airworthiness directive: 2026–10–18 Embraer S.A.: Amendment 39– 23358; Docket No. FAA–2025–3993; Project Identifier MCAI–2025–00630–A. (a) Effective Date This airworthiness directive (AD) is effective July 6, 2026. (b) Affected ADs None. (c) Applicability This AD applies to Embraer S.A. Model EMB–505 airplanes, as identified in Age ˆncia Nacional de Aviac ¸a ˜o Civil (ANAC) AD 2025– 04–01, effective April 15, 2025 (ANAC AD 2025–04–01), certificated in any category. (d) Subject Joint Aircraft System Component (JASC) Code 2700, Flight Control System. (e) Unsafe Condition This AD was prompted by the discovery that some airplanes may have invalid horizontal stabilizer (HS) backlash test results due to incorrect procedures being performed. The FAA is issuing this AD to address the unsafe condition. The unsafe condition, if not addressed, could result in unacceptable vibration levels and reduced controllability of the airplane. (f) Compliance Comply with this AD within the compliance times specified, unless already done. (g) Required Actions Except as specified in paragraphs (h) and (i) of this AD: Comply with all required actions and compliance times specified in, and in accordance with, ANAC AD 2025–04– 01. (h) Exceptions to ANAC AD 2025–04–01 (1) Where ANAC AD 2025–04–01 refers to its effective date, this AD requires using the effective date of this AD for both Group 1 and Group 2 airplanes. (2) Where the material specified in ANAC AD 2025–04–01 allows the use of alternative or similar parts in place of the ones specified in the kits, provided these alternative or similar parts are approved by Embraer, this AD requires approval from either the Manager, International Validation Branch, FAA; ANAC; or ANAC’s authorized Designee. If approved by the ANAC Designee, the approval must include the Designee’s authorized signature. (3) Where ANAC AD 2025–04–01 refers to removal and replacement of attachment parts and pitch trim actuators in paragraphs (b)(1), (c)(1), (d)(1), (d)(2), (e)(1), (e)(2), and (f)(1), this AD specifies accomplishing the removal and replacement in these paragraphs in accordance with the appropriate procedures contained in the material referenced in ANAC AD 2025–04–01. (4) Where the material referenced in ANAC AD 2025–04–01 specifies discarding parts, this AD requires removing those parts from service. (5) This AD does not adopt paragraph (h) of ANAC AD 2025–04–01. (i) No Reporting Requirement Although the material referenced in ANAC AD 2025–04–01 specifies to submit information to the manufacturer, this AD does not require that action. (j) Credit for Previous Actions This paragraph provides credit for the actions required by paragraph (g) of this AD, if those actions were performed before the effective date of this AD using Embraer Service Bulletin No. 505–27–0034, dated September 19, 2024; or Embraer Service Bulletin No. 505–27–0034, Revision 01, dated October 4, 2024. (k) Alternative Methods of Compliance (AMOCs) (1) The Manager, International Validation 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 International Validation Branch, send it to the attention of the person identified in paragraph (l)(1) of this AD and email to: 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. (l) Additional Information (1) For more information about this AD, contact Jim Rutherford, Aviation Safety Engineer, FAA, 1600 Stewart Avenue, Suite 410, Westbury, NY 11590; phone: (816) 329– 4165; email: jim.rutherford@faa.gov. (2) For Embraer material identified in this AD that is not incorporated by reference, contact Embraer S.A., Technical Publications Avenida Brigadeiro Faria Lima, 2170, Sa ˜o Jose dos Campos—SP, Brazil; phone: +551239275852; email: distrib@ embraer.com.br; website: https:// www.flyembraer.com/irj/portal. (m) Material Incorporated by Reference (1) The Director of the Federal Register approved the incorporation by reference of the material listed in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51. (2) You must use this material as applicable to do the actions required by this AD, unless the AD specifies otherwise. (i) Age ˆncia Nacional de Aviac ¸a ˜o Civil (ANAC) AD 2025–04–01, effective April 15, 2025. (ii) [Reserved] (3) For ANAC material identified in this AD, contact ANAC, Continuing Airworthiness Technical Branch (GTAC), Rua Doutor Orlando Feirabend Filho, 230— Centro Empresarial Aquarius-Torre B- Andares 14 a 18, Parque Residencial Aquarius, CEP 12.246–190–Sa ˜o Jose ´ dos Campos-SP, Brazil; phone: 55 (12) 3203– 6600; email: pac@anac.gov.br; website: anac.gov.br/en/. You may find this material on the ANAC website at sistemas.anac.gov.br/certificacao/DA/ DAE.asp. (4) You may view this material at the FAA, Airworthiness Products Section, Operational Safety Branch, 901 Locust, Kansas City, MO VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00025 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1

32332 Federal Register / Vol. 91, No. 104 / Monday, June 1, 2026 / Rules and Regulations 64106. For information on the availability of this material at the FAA, call (817) 222–5110. (5) You may view this material at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, visit www.archives.gov/federal-register/cfr/ ibr-locations or email fr.inspection@nara.gov. Issued on May 18, 2026. Steven W. Thompson, Acting Deputy Director, Compliance & Airworthiness Division, Aircraft Certification Service. [FR Doc. 2026–10854 Filed 5–29–26; 8:45 am] BILLING CODE 4910–13–P DEPARTMENT OF TRANSPORTATION Federal Aviation Administration 14 CFR Part 97 [Docket No. 31665; Amdt. No. 4219] Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures; Miscellaneous Amendments AGENCY : Federal Aviation Administration (FAA), DOT. ACTION : Final rule. SUMMARY : This rule establishes, amends, suspends, or removes Standard Instrument Approach Procedures (SIAPS) and associated Takeoff Minimums and Obstacle Departure procedures (ODPs) for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports. DATES : This rule is effective June 1, 2026. The compliance date for each SIAP, associated Takeoff Minimums, and ODP is specified in the amendatory provisions. The incorporation by reference of certain publications listed in the regulations is approved by the Director of the Federal Register as of June 1, 2026. ADDRESSES : Availability of matters incorporated by reference in the amendment is as follows: For Examination 1. U.S. Department of Transportation, Docket Ops-M30. 1200 New Jersey Avenue SE, West Bldg., Ground Floor, Washington, DC 20590–0001. 2. The FAA Air Traffic Organization Service Area in which the affected airport is located; 3. The office of Aeronautical Information Services, 6500 South MacArthur Blvd., Oklahoma City, OK 73169 or, 4. The National Archives and Records Administration (NARA). For information on the availability of this material at NARA, visit www.archives.gov/federal-register/cfr/ ibr-locations or email fr.inspection@ nara.gov. Availability All SIAPs and Takeoff Minimums and ODPs are available online free of charge. Visit the National Flight Data Center at nfdc.faa.gov to register. Additionally, individual SIAP and Takeoff Minimums and ODP copies may be obtained from the FAA Air Traffic Organization Service Area in which the affected airport is located. FOR FURTHER INFORMATION CONTACT : Gary W. Petty, Manager (Acting), Standards Section, Flight Procedures and Airspace Group, Aviation Safety, Federal Aviation Administration. Mailing Address: FAA Mike Monroney Aeronautical Center, Flight Procedures and Airspace Group, 6500 South MacArthur Blvd., STB Annex, Bldg. 26, Room 217, Oklahoma City, OK 73099. Telephone (405) 954–1139. SUPPLEMENTARY INFORMATION : This rule amends 14 CFR part 97 by establishing, amending, suspending, or removes SIAPS, Takeoff Minimums and/or ODPS. The complete regulatory description of each SIAP and its associated Takeoff Minimums or ODP for an identified airport is listed on FAA form documents which are incorporated by reference in this amendment under 5 U.S.C. 552(a), 1 CFR part 51, and 14 CFR 97.20. The applicable FAA Forms are 8260–3, 8260–4, 8260–5, 8260–15A, 8260–15B, when required by an entry on 8260–15A, and 8260–15C. The large number of SIAPs, Takeoff Minimums and ODPs, their complex nature, and the need for a special format make publication in the Federal Register expensive and impractical. Further, pilots do not use the regulatory text of the SIAPs, Takeoff Minimums or ODPs, but instead refer to their graphic depiction on charts printed by publishers of aeronautical materials. Thus, the advantages of incorporation by reference are realized and publication of the complete description of each SIAP, Takeoff Minimums and ODP listed on FAA form documents is unnecessary. This amendment provides the affected CFR sections and specifies the types of SIAPS, Takeoff Minimums and ODPs with their applicable effective dates. This amendment also identifies the airport and its location, the procedure, and the amendment number. Availability and Summary of Material Incorporated by Reference The material incorporated by reference is publicly available as listed in the ADDRESSES section. The material incorporated by reference describes SIAPS, Takeoff Minimums and/or ODPs as identified in the amendatory language for part 97 of this final rule. The Rule This amendment to 14 CFR part 97 is effective upon publication of each separate SIAP, Takeoff Minimums and ODP as amended in the transmittal. Some SIAP and Takeoff Minimums and textual ODP amendments may have been issued previously by the FAA in a Flight Data Center (FDC) Notice to Airmen (NOTAM) as an emergency action of immediate flights safety relating directly to published aeronautical charts. The circumstances that created the need for some SIAP and Takeoff Minimums and ODP amendments may require making them effective in less than 30 days. For the remaining SIAPs and Takeoff Minimums and ODPs, an effective date at least 30 days after publication is provided. Further, the SIAPs and Takeoff Minimums and ODPs contained in this amendment are based on the criteria contained in the U.S. Standard for Terminal Instrument Procedures (TERPS). In developing these SIAPs and Takeoff Minimums and ODPs, the TERPS criteria were applied to the conditions existing or anticipated at the affected airports. Because of the close and immediate relationship between these SIAPs, Takeoff Minimums and ODPs, and safety in air commerce, I find that notice and public procedure under 5 U.S.C. 553(b) are impracticable and contrary to the public interest and, where applicable, under 5 U.S.C. 553(d), good cause exists for making some SIAPs effective in less than 30 days. The FAA has determined that this regulation only involves an established body of technical regulations for which frequent and routine amendments are necessary to keep them operationally current. It, therefore—(1) is not a ‘‘significant regulatory action’’ under Executive Order 12866; (2) is not a ‘‘significant rule’’ under DOT Regulatory Policies and Procedures (44 VerDate Sep<11>2014 16:15 May 29, 2026 Jkt 268001 PO 00000 Frm 00026 Fmt 4700 Sfmt 4700 E:\FR\FM\01JNR1.SGM 01JNR1 lotter on DSK8BHNXB4PROD with RULES1