Special Conditions: The Boeing Company Model 777-9 Airplane; Electronic Flight-Control System and Control-Surface-Position Awareness, 38115-38117 [2019-16729]
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38115
Rules and Regulations
Federal Register
Vol. 84, No. 151
Tuesday, August 6, 2019
This section of the FEDERAL REGISTER
contains regulatory documents having general
applicability and legal effect, most of which
are keyed to and codified in the Code of
Federal Regulations, which is published under
50 titles pursuant to 44 U.S.C. 1510.
The Code of Federal Regulations is sold by
the Superintendent of Documents.
FEDERAL RESERVE SYSTEM
12 CFR Part 248
[Docket No. R–1643]
RIN 7100–AF33
FEDERAL DEPOSIT INSURANCE
CORPORATION
12 CFR Part 351
RIN 3064–AE88
COMMODITY FUTURES TRADING
COMMISSION
17 CFR Part 75
RIN 3038–AE72
SECURITIES AND EXCHANGE
COMMISSION
17 CFR Part 255
[Release No. BHCA–6; File No. S7–30–18]
RIN 3235–AM43
Revisions to Prohibitions and
Restrictions on Proprietary Trading
and Certain Interests in, and
Relationships With, Hedge Funds and
Private Equity Funds
Board of Governors of the
Federal Reserve System (Board); Federal
Deposit Insurance Corporation (FDIC);
Securities and Exchange Commission
(SEC); and Commodity Futures Trading
Commission (CFTC), collectively, the
Agencies.
ACTION: Final rule; correction.
AGENCY:
The Agencies published a
final rule in the Federal Register on July
22, 2019, that adopted final rules to
amend regulations implementing
Section 13 of the Bank Holding
Company Act (the Volcker Rule) in a
manner consistent with the statutory
amendments made pursuant to certain
sections of the Economic Growth,
Regulatory Relief, and Consumer
Protection Act. This document corrects
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SUMMARY:
VerDate Sep<11>2014
16:16 Aug 05, 2019
Jkt 247001
errors in amendatory instructions in the
rule.
DATES: Effective August 6, 2019.
FOR FURTHER INFORMATION CONTACT:
Board: Flora Ahn, Special Counsel,
(202) 452–2317, Gregory Frischmann,
Senior Counsel, (202) 452–2803, Kirin
Walsh, Attorney, (202) 452–3058, or
Sarah Podrygula, Attorney, (202) 912–
4658, Legal Division, Board of
Governors of the Federal Reserve
System, 20th and C Streets NW,
Washington, DC 20551.
FDIC: Michael B. Phillips, Counsel,
mphillips@fdic.gov, Benjamin J. Klein,
Counsel, bklein@fdic.gov, or Annmarie
H. Boyd, Counsel, aboyd@fdic.gov,
Legal Division, Federal Deposit
Insurance Corporation, 550 17th Street
NW, Washington, DC 20429.
SEC: Andrew R. Bernstein, Senior
Special Counsel, Sam Litz, AttorneyAdviser, Aaron Washington, Special
Counsel, Office of Derivatives Policy
and Trading Practices, Division of
Trading and Markets, U.S. Securities
and Exchange Commission, 100 F Street
NE, Washington, DC 20549.
CFTC: Cantrell Dumas, Special
Counsel, (202) 418–5043, cdumas@
cftc.gov; Mark Fajfar, Assistant General
Counsel, (202) 418–6636, mfajfar@
cftc.gov, Office of the General Counsel;
Commodity Futures Trading
Commission, Three Lafayette Centre,
1155 21st Street NW, Washington, DC
20581.
This
document corrects errors in amendatory
instructions in a final rule published on
July 22, 2019, affecting 12 CFR 248.11,
12 CFR 351.11, 17 CFR 75.11, and 17
CFR 255.11 of the Agencies’ regulations.
SUPPLEMENTARY INFORMATION:
Correction
In final rule FR Doc. 2019–15019
published in the Federal Register on
July 22, 2019 (84 FR 35008), beginning
on page 35020, make the following
corrections:
■ 1. On page 35020, in the third column,
correct amendatory instruction 11 to
read as follows:
‘‘11. Revise paragraph (a)(6) to read as
follows:’’
■ 2. On page 35021, in the second
column, correct amendatory instruction
16 to read as follows:
‘‘16. Revise paragraph (a)(6) to read as
follows:’’
■
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3. On page 35022, in the first column,
correct amendatory instruction 21 to
read as follows:
‘‘21. Revise paragraph (a)(6) to read as
follows:’’
■ 4. On page 35022, in the second
column, correct amendatory instruction
26 to read as follows:
‘‘26. Revise paragraph (a)(6) to read as
follows:’’
■
Board of Governors of the Federal Reserve
System, July 26, 2019.
Ann E. Misback,
Secretary of the Board.
Federal Deposit Insurance Corporation.
Dated at Washington, DC, on July 23, 2019.
Valerie J. Best,
Assistant Executive Secretary.
Issued in Washington, DC, on July 23,
2019, by the Commission.
Christopher Kirkpatrick,
Secretary of the Commission.
By the Securities and Exchange
Commission
Dated: July 23, 2019.
J. Lynn Taylor,
Assistant Secretary.
[FR Doc. 2019–16634 Filed 8–5–19; 8:45 am]
BILLING CODE 8011–01–P
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA–2018–1016; Special
Conditions No. 25–753–SC]
Special Conditions: The Boeing
Company Model 777–9 Airplane;
Electronic Flight-Control System and
Control-Surface-Position Awareness
Federal Aviation
Administration (FAA), DOT.
ACTION: Final special conditions.
AGENCY:
These special conditions are
issued for The Boeing Company
(Boeing) Model 777–9 airplane. This
airplane will have a novel or unusual
design feature when compared to the
state of technology envisioned in the
airworthiness standards for transportcategory airplanes. This design feature
is an electronic flight-control system
requiring control-surface-position
awareness. The applicable airworthiness
regulations do not contain adequate or
SUMMARY:
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06AUR1
38116
Federal Register / Vol. 84, No. 151 / Tuesday, August 6, 2019 / Rules and Regulations
appropriate safety standards for this
design feature. 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.
DATES: Effective September 5, 2019.
FOR FURTHER INFORMATION CONTACT: Joe
Jacobsen, Airplane & Flight Crew
Interface Section, AIR–671, Transport
Standards Branch, Policy and
Innovation Division, Aircraft
Certification Service, Federal Aviation
Administration, 2200 South 216th
Street, Des Moines, Washington 98198;
telephone and fax 206–231–3158; email
joe.jacobsen@faa.gov.
SUPPLEMENTARY INFORMATION:
Background
On December 6, 2013, Boeing applied
for an amendment to Type Certificate
No. T00001SE to include the new 777–
9 airplane. This airplane, which is a
derivative of the Boeing Model 777
airplane currently approved under Type
Certificate No. T00001SE, is a twinengine, transport-category airplane with
seating for 495 passengers and a
maximum takeoff weight of 775,000
pounds.
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Type Certification Basis
Under the provisions of title 14, Code
of Federal Regulations (14 CFR) 21.101,
Boeing must show that the Model 777–
9 airplane meets the applicable
provisions of the regulations listed in
Type Certificate No. T00001SE, or the
applicable regulations in effect on the
date of application for the change,
except for earlier amendments as agreed
upon by the FAA.
If the Administrator finds that the
applicable airworthiness regulations
(i.e., 14 CFR part 25) do not contain
adequate or appropriate safety standards
for the Boeing Model 777–9 airplane
because of a novel or unusual design
feature, special conditions are
prescribed under the provisions of
§ 21.16.
Special conditions are initially
applicable to the model for which they
are issued. Should the type certificate
for that model be amended later to
include any other model that
incorporates the same novel or unusual
design feature, or should any other
model already included on the same
type certificate be modified 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
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Jkt 247001
conditions, the Boeing Model 777–9
airplane must comply with the fuel-vent
and exhaust-emission requirements of
14 CFR part 34, and the noisecertification 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 777–9 airplane will
incorporate the following novel or
unusual design feature:
An electronic flight-control system
requiring control-surface-position
awareness.
Discussion
With a response-command type of
flight-control system and no direct
coupling from the cockpit controller to
control surface, such as on the Boeing
Model 777 and 787 airplanes, the pilot
is not aware of the actual surfacedeflection position during flight
maneuvers. This feature of this design is
novel and unusual when compared to
the state of technology envisioned in the
airworthiness standards for transportcategory airplanes. These special
conditions are intended to contain the
additional safety standard.
Some unusual flight conditions,
arising from atmospheric conditions, or
airplane or engine failures, or both, may
result in full or nearly full controlsurface deflection. Unless the flightcrew
is made aware of excessive deflection or
impending control-surface deflection
limiting, piloted or the automated flightcontrol system control of the airplane
could be inadvertently continued in a
way that would cause loss of control, or
other unsafe handling or performance
situations.
The special conditions require that
suitable annunciation be provided to the
flightcrew when a flight condition exists
in which nearly full control-surface
deflection occurs. Suitability of such an
annunciation must take into account
that some pilot-demanded maneuvers,
such as a rapid roll, are necessarily
associated with intended full or nearly
full control-surface deflection. Simple
alerting systems, which would function
in both intended and unexpected
control-limiting situations, must be
properly balanced between providing
needed crew awareness and avoiding
nuisance warnings.
The special conditions are derived
initially from standardized requirements
the Aviation Rulemaking Advisory
Committee (ARAC) developed, a
committee comprising representatives of
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Fmt 4700
Sfmt 4700
the FAA, Europe’s Joint Aviation
Authorities (now replaced by the
European Aviation Safety Agency), and
industry representatives. In the case of
some of these requirements, a draft
notice of proposed rulemaking has been
prepared but no final rule has been
issued.
The 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.
Discussion of Comments
The FAA issued Notice of Proposed
Special Conditions No. 25–19–06–SC
for the Boeing Model 777–9 airplane,
which was published in the Federal
Register on May 8, 2019 (84 FR 20053).
No comments were received, and the
special conditions are adopted as
proposed.
Applicability
As discussed above, these special
conditions are applicable to the Boeing
Model 777–9 airplane. Should Boeing
apply at a later date for a change to the
type certificate to include another
model incorporating 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
model of airplane. It is not a rule of
general applicability.
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), 106(g), 40113,
44701, 44702, 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
777–9 airplanes.
In addition to compliance with
§§ 25.143, 25.671, and 25.672, the
following special conditions apply.
(1) The system design must ensure
that the flightcrew is made suitably
aware whenever the primary control
means nears the limit of control
authority. This indication should direct
the pilot to take appropriate action to
avoid the unsafe condition in
E:\FR\FM\06AUR1.SGM
06AUR1
Federal Register / Vol. 84, No. 151 / Tuesday, August 6, 2019 / Rules and Regulations
accordance with appropriate airplane
flight manual instructions. Depending
on the application, suitable
annunciations may include flight-deck
control position, annunciator light, or
surface position indicators.
Furthermore, this requirement applies at
limits of control authority, not
necessarily at limits of any individual
surface travel.
(2) Suitability of such a display or
alerting must take into account that
some pilot-demanded maneuvers are
necessarily associated with intended
full performance, which may require
full surface deflection. Therefore,
simple alerting systems, which would
function in both intended or unexpected
control-limiting situations, must be
properly balanced between needed
flightcrew awareness and nuisance
factors. A monitoring system, which
might compare airplane motion, surface
deflection, and pilot demand, could be
useful for eliminating nuisance alerting.
Issued in Des Moines, Washington, on July
31, 2019.
Victor Wicklund,
Manager, Transport Standards Branch, Policy
and Innovation Division, Aircraft
Certification Service.
[FR Doc. 2019–16729 Filed 8–5–19; 8:45 am]
BILLING CODE 4910–13–P
DEPARTMENT OF COMMERCE
International Trade Administration
15 CFR Part 315
[Docket No. 180223210–8210–01]
RIN 0625–AB14
Elimination of Regulations
Implementing the Automotive Products
Trade Act of 1965
International Trade
Administration, U.S. Department of
Commerce.
ACTION: Final rule.
AGENCY:
Through this final rule, the
International Trade Administration
(ITA), U.S. Department of Commerce,
removes the regulations implementing
the Automotive Products Trade Act of
1965 (Act). That statute implemented
the 1965 Canada-United States
Automotive Products Agreement (Auto
Pact). Since the North American Free
Trade Agreement (NAFTA) came into
effect in 1994, trade in automotive
products between the United States and
Canada is no longer governed by the
Auto Pact or the Act. Implementing
regulations for the Act are thus obsolete
and unnecessary.
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SUMMARY:
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16:16 Aug 05, 2019
Jkt 247001
DATES:
This rule is effective August 6,
2019.
FOR FURTHER INFORMATION CONTACT:
Scott Kennedy, Office of Transportation
and Machinery, U.S. Department of
Commerce, 1401 Constitution Avenue
NW, Room 38032, Washington, DC
20230; telephone: (202) 482–1474.
SUPPLEMENTARY INFORMATION:
Background
In 1965, the United States and Canada
entered into the Auto Pact concerning
trade between Canada and the United
States in automotive parts. Under the
Auto Pact, the United States agreed to
accord duty-free treatment to imports of
certain automotive products of Canada.
Specifically, Annex B of the Auto Pact
listed certain kinds of motor vehicles
and fabricated components that would
receive duty-free treatment upon entry
into the United States, subject to a
limitation relating to non-Canadian
content. Annex B limited the duty-free
treatment of automotive parts upon
entry into the United States to those ‘‘for
use as original equipment in the
manufacture of motor vehicles’’
described in Annex B.
The United States implemented the
Auto Pact through the Automotive
Products Trade Act of 1965, Public Law
89–283 (the Act). The Act gave the
President the authority to proclaim
modifications to the Tariff Schedules of
the United States (tariff schedules), as
provided in the Auto Pact. Section 404
of the Act defined the term ‘‘original
motor vehicle equipment’’ as an
imported Canadian article ‘‘which has
been obtained from a supplier in Canada
under or pursuant to a written order,
contract or letter of intent from a bona
fide motor-vehicle manufacturer in the
United States, and which is a fabricated
component intended for use as original
equipment in the manufacture in the
United States of a motor vehicle.’’ The
Act directed the Secretary of Commerce
to publish periodically in the Federal
Register a list of bona fide motor-vehicle
manufacturers. In 1980, the Department
of Commerce promulgated regulations
to establish a procedure by which a
person could apply to be determined to
be a bona fide motor-vehicle
manufacturer (15 CFR part 315).
Trade in automobiles and automotive
products between the United States and
Canada is now governed by the NAFTA,
which went into effect on January 1,
1994. Imports of the products described
in the Auto Pact and the Act now enter
the United States duty-free, with no
distinction based on the nature of the
importer. The amendments to the tariff
schedules proclaimed by the President
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Fmt 4700
Sfmt 4700
38117
on October 21, 1965, regarding bona fide
motor-vehicle manufacturers, ceased to
be relevant when the NAFTA went into
effect. Since that date, no person has
applied to be determined to be a bona
fide motor-vehicle manufacturer, and
the Secretary has published no listing in
the Federal Register of bona fide motorvehicle manufacturers. As a result, the
regulations found at 15 CFR part 315 are
obsolete and unnecessary.
Classification
This final rule was drafted in
accordance with Executive Orders
12866, 13563, and 13771. OMB has
determined that this rule is not
significant for purposes of Executive
Orders 12866. This final rule to
eliminate 15 CFR part 315 is a
deregulatory action under Executive
Order 13771. Since the regulation has
not been utilized in almost 25 years,
there are no cost savings associated with
this elimination.
Administrative Procedure Act and
Regulatory Flexibility Act
Pursuant to 5 U.S.C. 553(b)(B), there
is good cause to waive prior notice and
opportunity for public comment on this
action, as notice and comment are
unnecessary. This rule removes obsolete
regulations that were superseded by the
implementation of the NAFTA, and that
will remain obsolete under the new
United States-Mexico-Canada
Agreement (USMCA), once that
agreement is implemented. Therefore,
public comment would serve no
purpose and is unnecessary. There is
also good cause under 5 U.S.C. 553(d)(3)
to waive the 30-day delay in the date of
effectiveness for this final rule. Because
this rule does not alter the rights or
responsibilities of any party, delaying
implementation of this rule would serve
no purpose.
Because prior notice and opportunity
for public comment are not required
pursuant to 5 U.S.C. 553, or any other
law, the analytical requirements of the
Regulatory Flexibility Act (5 U.S.C. 601
et seq.) do not apply. Therefore, a
regulatory flexibility analysis has not
been prepared.
Congressional Review Act
This final rule is not major under the
Congressional Review Act (5 U.S.C. 801
et seq.).
Executive Order No. 13132
This final rule does not contain
policies that have federalism
implications.
E:\FR\FM\06AUR1.SGM
06AUR1
]]>Agencies
[Federal Register Volume 84, Number 151 (Tuesday, August 6, 2019)]
[Rules and Regulations]
[Pages 38115-38117]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2019-16729]
=======================================================================
-----------------------------------------------------------------------
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Part 25
[Docket No. FAA-2018-1016; Special Conditions No. 25-753-SC]
Special Conditions: The Boeing Company Model 777-9 Airplane;
Electronic Flight-Control System and Control-Surface-Position Awareness
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Final special conditions.
-----------------------------------------------------------------------
SUMMARY: These special conditions are issued for The Boeing Company
(Boeing) Model 777-9 airplane. This airplane will have a novel or
unusual design feature when compared to the state of technology
envisioned in the airworthiness standards for transport-category
airplanes. This design feature is an electronic flight-control system
requiring control-surface-position awareness. The applicable
airworthiness regulations do not contain adequate or
[[Page 38116]]
appropriate safety standards for this design feature. 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.
DATES: Effective September 5, 2019.
FOR FURTHER INFORMATION CONTACT: Joe Jacobsen, Airplane & Flight Crew
Interface Section, AIR-671, Transport Standards Branch, Policy and
Innovation Division, Aircraft Certification Service, Federal Aviation
Administration, 2200 South 216th Street, Des Moines, Washington 98198;
telephone and fax 206-231-3158; email [email protected].
SUPPLEMENTARY INFORMATION:
Background
On December 6, 2013, Boeing applied for an amendment to Type
Certificate No. T00001SE to include the new 777-9 airplane. This
airplane, which is a derivative of the Boeing Model 777 airplane
currently approved under Type Certificate No. T00001SE, is a twin-
engine, transport-category airplane with seating for 495 passengers and
a maximum takeoff weight of 775,000 pounds.
Type Certification Basis
Under the provisions of title 14, Code of Federal Regulations (14
CFR) 21.101, Boeing must show that the Model 777-9 airplane meets the
applicable provisions of the regulations listed in Type Certificate No.
T00001SE, or the applicable regulations in effect on the date of
application for the change, except for earlier amendments as agreed
upon by the FAA.
If the Administrator finds that the applicable airworthiness
regulations (i.e., 14 CFR part 25) do not contain adequate or
appropriate safety standards for the Boeing Model 777-9 airplane
because of a novel or unusual design feature, special conditions are
prescribed under the provisions of Sec. 21.16.
Special conditions are initially applicable to the model for which
they are issued. Should the type certificate for that model be amended
later to include any other model that incorporates the same novel or
unusual design feature, or should any other model already included on
the same type certificate be modified to incorporate the same novel or
unusual design feature, these special conditions would also apply to
the other model under Sec. 21.101.
In addition to the applicable airworthiness regulations and special
conditions, the Boeing Model 777-9 airplane must comply with the fuel-
vent and 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 Sec. 11.38, and they become part of the type
certification basis under Sec. 21.101.
Novel or Unusual Design Features
The Boeing Model 777-9 airplane will incorporate the following
novel or unusual design feature:
An electronic flight-control system requiring control-surface-
position awareness.
Discussion
With a response-command type of flight-control system and no direct
coupling from the cockpit controller to control surface, such as on the
Boeing Model 777 and 787 airplanes, the pilot is not aware of the
actual surface-deflection position during flight maneuvers. This
feature of this design is novel and unusual when compared to the state
of technology envisioned in the airworthiness standards for transport-
category airplanes. These special conditions are intended to contain
the additional safety standard.
Some unusual flight conditions, arising from atmospheric
conditions, or airplane or engine failures, or both, may result in full
or nearly full control-surface deflection. Unless the flightcrew is
made aware of excessive deflection or impending control-surface
deflection limiting, piloted or the automated flight-control system
control of the airplane could be inadvertently continued in a way that
would cause loss of control, or other unsafe handling or performance
situations.
The special conditions require that suitable annunciation be
provided to the flightcrew when a flight condition exists in which
nearly full control-surface deflection occurs. Suitability of such an
annunciation must take into account that some pilot-demanded maneuvers,
such as a rapid roll, are necessarily associated with intended full or
nearly full control-surface deflection. Simple alerting systems, which
would function in both intended and unexpected control-limiting
situations, must be properly balanced between providing needed crew
awareness and avoiding nuisance warnings.
The special conditions are derived initially from standardized
requirements the Aviation Rulemaking Advisory Committee (ARAC)
developed, a committee comprising representatives of the FAA, Europe's
Joint Aviation Authorities (now replaced by the European Aviation
Safety Agency), and industry representatives. In the case of some of
these requirements, a draft notice of proposed rulemaking has been
prepared but no final rule has been issued.
The 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.
Discussion of Comments
The FAA issued Notice of Proposed Special Conditions No. 25-19-06-
SC for the Boeing Model 777-9 airplane, which was published in the
Federal Register on May 8, 2019 (84 FR 20053). No comments were
received, and the special conditions are adopted as proposed.
Applicability
As discussed above, these special conditions are applicable to the
Boeing Model 777-9 airplane. Should Boeing apply at a later date for a
change to the type certificate to include another model incorporating
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 model of airplane. It is not a rule of general applicability.
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), 106(g), 40113, 44701, 44702, 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 777-9 airplanes.
In addition to compliance with Sec. Sec. 25.143, 25.671, and
25.672, the following special conditions apply.
(1) The system design must ensure that the flightcrew is made
suitably aware whenever the primary control means nears the limit of
control authority. This indication should direct the pilot to take
appropriate action to avoid the unsafe condition in
[[Page 38117]]
accordance with appropriate airplane flight manual instructions.
Depending on the application, suitable annunciations may include
flight-deck control position, annunciator light, or surface position
indicators. Furthermore, this requirement applies at limits of control
authority, not necessarily at limits of any individual surface travel.
(2) Suitability of such a display or alerting must take into
account that some pilot-demanded maneuvers are necessarily associated
with intended full performance, which may require full surface
deflection. Therefore, simple alerting systems, which would function in
both intended or unexpected control-limiting situations, must be
properly balanced between needed flightcrew awareness and nuisance
factors. A monitoring system, which might compare airplane motion,
surface deflection, and pilot demand, could be useful for eliminating
nuisance alerting.
Issued in Des Moines, Washington, on July 31, 2019.
Victor Wicklund,
Manager, Transport Standards Branch, Policy and Innovation Division,
Aircraft Certification Service.
[FR Doc. 2019-16729 Filed 8-5-19; 8:45 am]
BILLING CODE 4910-13-P
