Federal Register / Vol. 81, No. 136 / Friday, July 15, 2016 / Rules and Regulations 45969 

systems architecture requiring isolation 

or protection from unauthorized 

internal access. 

Discussion 

Networks, both in safety-related and 

non-safety-related applications, have 

been implemented in existing 

commercial-production airplanes. 

However, network security 

considerations and functions have 

played a relatively minor role in the 

certification of such systems because of 

the isolation, protection mechanisms, 

and limited connectivity between these 

networks. 

To provide an understanding of the 

airplane electronic equipment, systems, 

and assets, these special conditions use 

the concept of domains. However, this 

does not prescribe any particular 

architecture. 

The aircraft-control domain consists 

of the airplane electronic systems, 

equipment, instruments, networks, 

servers, software and hardware 

components, databases, etc., which are 

part of the type design of the airplane 

and are installed in the airplane to 

enable the safe operation of the airplane. 

These can also be referred to as flightsafety-related systems, and include 

flight controls, communication, display, 

monitoring, navigation, and related 

systems. 

The airline-information-services 

domain generally consists of functions 

that the airplane operator manages or 

controls, such as administrative 

functions, cabin-support functions, etc. 

The passenger-information-services 

domain consists of all functions 

required to provide the passengers with 

information. 

The Gulfstream Model GVII–G500 

airplane design introduces the potential 

for access to aircraft-control domain and 

airline-information-services domain by 

unauthorized persons through the 

passenger-information-services domain; 

and the security vulnerabilities related 

to the introduction of viruses, worms, 

user mistakes, and intentional sabotage 

of airplane networks, systems, and 

databases. 

For electronic systems-and-assets 

security in these domains, the level of 

protection provided against security 

threats should be based on a securityrisk assessment, noting that the level of 

protection could differ between 

domains and within domains, 

depending on the security threat. For 

each security vulnerability and airplane 

electronic asset, Gulfstream should 

identify in which domain the asset will 

be addressed. 

In addition, the operating systems for 

current airplane systems are usually and 

historically proprietary. Therefore, they 

are not as susceptible to corruption from 

worms, viruses, and other malicious 

actions as are more-widely used 

commercial operating systems, such as 

Microsoft Windows NT, because access 

to the design details of these proprietary 

operating systems is limited to the 

system developer and airplane 

integrator. Some systems installed on 

the Gulfstream Model GVII–500 will use 

operating systems that are widely used 

and commercially available from thirdparty software suppliers. The security 

vulnerabilities of these operating 

systems may be more widely known 

than are the vulnerabilities of 

proprietary operating systems that the 

avionics manufacturers currently use. 

Applicability 

As discussed above, these special 

conditions are applicable to the 

Gulfstream Model GVII–G500 airplane. 

Should Gulfstream 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 series of airplanes. It is not a rule 

of general applicability. 

The substance of these special 

conditions has been subjected to the 

notice and comment period in several 

prior instances and has been derived 

without substantive change from those 

previously issued. It is unlikely that 

prior public comment would result in a 

significant change from the substance 

contained herein. Therefore, the FAA 

has determined that prior public notice 

and comment are unnecessary, and good 

cause exists for adopting these special 

conditions upon publication in the 

Federal Register. 

The FAA is requesting comments to 

allow interested persons to submit 

views that may not have been submitted 

in response to the prior opportunities 

for comment described above. 

List of Subjects in 14 CFR Part 25 

Aircraft, Aviation safety, Reporting 

and recordkeeping requirements. 

The authority citation for these 

special conditions is as follows: 

Authority: 49 U.S.C. 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 Gulfstream Model 

GVII–G500 airplane. 

Isolation or Security Protection of the 

Aircraft Control Domain and the 

Airline Information Services Domain 

From the Passenger Services Domain 

1. Gulfstream must ensure that the 

Model GVII–G500 series airplane design 

provides isolation from, or airplane 

electronic-system security protection 

against, access by unauthorized sources 

internal to the airplane. The design 

must prevent inadvertent and malicious 

changes to, and all adverse impacts 

upon, airplane equipment, systems, 

networks, or other assets required for 

safe flight and operations. 

2. Gulfstream must establish 

appropriate procedures to allow the 

operator to ensure that continued 

airworthiness of the Model GVII–G500 

series airplane is maintained, including 

all post-type-certification modifications 

that may have an impact on the 

approved electronic-system security 

safeguards. 

Issued in Renton, Washington, on July 7, 

2016. 

Michael Kaszycki, 

Assistant Manager, Transport Airplane 

Directorate, Aircraft Certification Service. 

[FR Doc. 2016–16638 Filed 7–14–16; 8:45 am] 

BILLING CODE 4910–13–P 

PENSION BENEFIT GUARANTY 

CORPORATION 

29 CFR Part 4022 

Benefits Payable in Terminated SingleEmployer Plans; Interest Assumptions 

for Paying Benefits 

AGENCY: Pension Benefit Guaranty 

Corporation. 

ACTION: Final rule. 

SUMMARY: This final rule amends the 

Pension Benefit Guaranty Corporation’s 

regulation on Benefits Payable in 

Terminated Single-Employer Plans to 

prescribe interest assumptions under 

the regulation for valuation dates in 

August 2016. The interest assumptions 

are used for paying benefits under 

terminating single-employer plans 

covered by the pension insurance 

system administered by PBGC. 

DATES: Effective August 1, 2016. 

FOR FURTHER INFORMATION CONTACT: 

Deborah C. Murphy (Murphy.Deborah@

pbgc.gov), Assistant General Counsel for 

Regulatory Affairs, Pension Benefit 

Guaranty Corporation, 1200 K Street 

NW., Washington, DC 20005, 202–326– 

4400 ext. 3451. (TTY/TDD users may 

call the Federal relay service toll-free at 


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45970 Federal Register / Vol. 81, No. 136 / Friday, July 15, 2016 / Rules and Regulations 

1Appendix B to PBGC’s regulation on Allocation 

of Assets in Single-Employer Plans (29 CFR part 

4044) prescribes interest assumptions for valuing 

benefits under terminating covered single-employer 

plans for purposes of allocation of assets under 

ERISA section 4044. Those assumptions are 

updated quarterly. 

1–800–877–8339 and ask to be 

connected to 202–326–4400 ext. 3451). 

SUPPLEMENTARY INFORMATION: PBGC’s 

regulation on Benefits Payable in 

Terminated Single-Employer Plans (29 

CFR part 4022) prescribes actuarial 

assumptions—including interest 

assumptions—for paying plan benefits 

under terminating single-employer 

plans covered by title IV of the 

Employee Retirement Income Security 

Act of 1974. The interest assumptions in 

the regulation are also published on 

PBGC’s Web site (http://www.pbgc.gov). 

PBGC uses the interest assumptions in 

Appendix B to Part 4022 to determine 

whether a benefit is payable as a lump 

sum and to determine the amount to 

pay. Appendix C to Part 4022 contains 

interest assumptions for private-sector 

pension practitioners to refer to if they 

wish to use lump-sum interest rates 

determined using PBGC’s historical 

methodology. Currently, the rates in 

Appendices B and C of the benefit 

payment regulation are the same. 

The interest assumptions are intended 

to reflect current conditions in the 

financial and annuity markets. 

Assumptions under the benefit 

payments regulation are updated 

monthly. This final rule updates the 

benefit payments interest assumptions 

for August 2016.1

The August 2016 interest assumptions 

under the benefit payments regulation 

will be 0.50 percent for the period 

during which a benefit is in pay status 

and 4.00 percent during any years 

preceding the benefit’s placement in pay 

status. In comparison with the interest 

assumptions in effect for July 2016, 

these interest assumptions represent a 

decrease of 0.25 percent in the 

immediate annuity rate and are 

otherwise unchanged. 

PBGC has determined that notice and 

public comment on this amendment are 

impracticable and contrary to the public 

interest. This finding is based on the 

need to determine and issue new 

interest assumptions promptly so that 

the assumptions can reflect current 

market conditions as accurately as 

possible. 

Because of the need to provide 

immediate guidance for the payment of 

benefits under plans with valuation 

dates during August 2016, PBGC finds 

that good cause exists for making the 

assumptions set forth in this 

amendment effective less than 30 days 

after publication. 

PBGC has determined that this action 

is not a ‘‘significant regulatory action’’ 

under the criteria set forth in Executive 

Order 12866. 

Because no general notice of proposed 

rulemaking is required for this 

amendment, the Regulatory Flexibility 

Act of 1980 does not apply. See 5 U.S.C. 

601(2). 

List of Subjects in 29 CFR Part 4022 

Employee benefit plans, Pension 

insurance, Pensions, Reporting and 

recordkeeping requirements. 

In consideration of the foregoing, 29 

CFR part 4022 is amended as follows: 

PART 4022—BENEFITS PAYABLE IN 

TERMINATED SINGLE–EMPLOYER 

PLANS 

■ 1. The authority citation for part 4022 

continues to read as follows: 

Authority: 29 U.S.C. 1302, 1322, 1322b, 

1341(c)(3)(D), and 1344. 

■ 2. In appendix B to part 4022, Rate Set 

274, as set forth below, is added to the 

table. 

Appendix B to Part 4022—Lump Sum 

Interest Rates for PBGC Payments 

* * * * * 

Rate set 

For plans with a valuation 

date Immediate 

annuity rate 

(percent) 

Deferred annuities 

(percent) 

On or after Before i1 i2 i3 n1 n2

*******

274 8–1–16 9–1–16 0.50 4.00 4.00 4.00 7 8 

■ 3. In appendix C to part 4022, Rate Set 

274, as set forth below, is added to the 

table. 

Appendix C to Part 4022—Lump Sum 

Interest Rates for Private-Sector 

Payments 

* * * * * 

Rate set 

For plans with a valuation 

date Immediate 

annuity rate 

(percent) 

Deferred annuities 

(percent) 

On or after Before i1 i2 i3 n1 n2

*******

274 8–1–16 9–1–16 0.50 4.00 4.00 4.00 7 8 


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Federal Register / Vol. 81, No. 136 / Friday, July 15, 2016 / Rules and Regulations 45971 

Issued in Washington, DC, on this 11th day 

of July 2016. 

Judith Starr, 

General Counsel, Pension Benefit Guaranty 

Corporation. 

[FR Doc. 2016–16728 Filed 7–14–16; 8:45 am] 

BILLING CODE 7709–02–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 117 

[Docket No. USCG–2016–0635] 

Drawbridge Operation Regulation; 

Lake Washington Ship Canal, Seattle, 

WA 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of temporary deviation 

from drawbridge regulation. 

SUMMARY: The Coast Guard has issued a 

temporary deviation from the operating 

schedule that governs Seattle 

Department of Transportation’s (SDOT) 

Fremont Bridge, across the Lake 

Washington Ship Canal, mile 2.6, at 

Seattle, WA. The deviation is necessary 

to accommodate heavy pedestrian and 

cycling traffic across the bridge during 

the ‘Fun Ride’ fundraising event. The 

deviation allows the bridge to remain in 

the closed-to-navigation position and 

need not open to maritime traffic. 

DATES: This deviation is effective from 

10:30 a.m. to 12:30 p.m. on August 14, 

2016. 

ADDRESSES: The docket for this 

deviation, [USCG–2016–0635] is 

available at http://www.regulations.gov. 

Type the docket number in the 

‘‘SEARCH’’ box and click ‘‘SEARCH.’’ 

Click on Open Docket Folder on the line 

associated with this deviation. 

FOR FURTHER INFORMATION CONTACT: If 

you have questions on this temporary 

deviation, call or email Mr. Steven 

Fischer, Bridge Administrator, 

Thirteenth Coast Guard District; 

telephone 206–220–7282, email d13-pfd13bridges@uscg.mil. 

SUPPLEMENTARY INFORMATION: Seattle 

Department of Transportation (SDOT) 

has requested a temporary deviation 

from the operating schedule for the 

Fremont Bridge, mile 2.6, crossing the 

Lake Washington Ship Canal at Seattle, 

WA. The deviation is necessary to 

accommodate heavy pedestrian and 

cycling traffic across the bridge during 

the ‘Fun Ride’ fundraising event. To 

facilitate this event, the double bascule 

draw of the bridge will not open for 

vessel traffic during said date and time. 

The Fremont Bridge provides a vertical 

clearance of 14 feet (31 feet of vertical 

clearance for the center 36 horizontal 

feet) in the close-to-navigation position. 

The clearance is referenced to the mean 

water elevation of Lake Washington. 

The normal operating schedule for the 

Fremont Bridge is 33 CFR 117.1051. 

Waterway usage on the Lake 

Washington Ship Canal ranges from 

commercial tug and barge to small 

pleasure craft. 

Vessels able to pass through the 

bridge in the closed-to-navigation 

position may do so at anytime. The 

bridge will be able to open for 

emergencies, and there is no immediate 

alternate route for vessels to pass. The 

Coast Guard will also inform the users 

of the waterways through our Local and 

Broadcast Notices to Mariners of the 

change in operating schedule for the 

bridge so that vessels can arrange their 

transits to minimize any impact caused 

by the temporary deviation. 

In accordance with 33 CFR 117.35(e), 

the drawbridge must return to its regular 

operating schedule immediately at the 

end of the designated time period. This 

deviation from the operating regulations 

is authorized under 33 CFR 117.35. 

Dated: July 11, 2016. 

Steven M. Fischer, 

Bridge Administrator, Thirteenth Coast Guard 

District. 

[FR Doc. 2016–16736 Filed 7–14–16; 8:45 am] 

BILLING CODE 9110–04–P 

DEPARTMENT OF HOMELAND 

SECURITY 

Coast Guard 

33 CFR Part 117 

[Docket No. USCG–2016–0632] 

Drawbridge Operation Regulation; 

Mianus River, Greenwich, CT 

AGENCY: Coast Guard, DHS. 

ACTION: Notice of deviation from 

drawbridge regulation. 

SUMMARY: The Coast Guard has issued a 

temporary deviation from the operating 

schedule that governs the Metro-North 

Bridge across the Mianus River, mile 

1.0, at Greenwich, Connecticut. This 

deviation is necessary to allow the 

bridge owner to perform superstructure 

repairs and replace timber ties. 

DATES: This deviation is effective from 

8 a.m. on September 12, 2016 to 8 a.m. 

on September 26, 2016. 

ADDRESSES: The docket for this 

deviation, [USCG–2016–0632] is 

available at http://www.regulations.gov. 

Type the docket number in the 

‘‘SEARCH’’ box and click ‘‘SEARCH’’. 

Click on Open Docket Folder on the line 

associated with this deviation. 

FOR FURTHER INFORMATION CONTACT: If 

you have questions about this temporary 

deviation, call or email Judy Leung-Yee, 

Project Officer, First Coast Guard 

District, telephone (212) 514–4330, 

email judy.k.leung-yee@uscg.mil. 

SUPPLEMENTARY INFORMATION: The 

Metro-North Bridge, mile 1.0, across the 

Mianus River, has a vertical clearance in 

the closed position of 20 feet at mean 

high water and 27 feet at mean low 

water. The existing bridge operating 

regulations are found at 33 CFR 117.209. 

The waterway is transited by seasonal 

recreational traffic. 

Connecticut DOT, the owner of the 

bridge, requested a temporary deviation 

from the normal operating schedule to 

perform steel repairs and replace timber 

ties. 

Under this temporary deviation, the 

Metro-North Bridge will operate 

according to the schedule below: 

a. From September 12, 2016 8 a.m. to 

September 16, 2016 4 a.m. the bridge 

will not open to marine traffic. 

b. From September 16, 2016 4 a.m. to 

September 19, 2016 8 a.m. the bridge 

will open fully on signal upon 24 hour 

advance notice. 

c. From September 19, 2016 8 a.m. to 

September 23, 2016 4 a.m. the bridge 

will not open to marine traffic. 

d. From September 23, 2016 4 a.m. to 

September 26, 2016 8 a.m. the bridge 

will open fully on signal upon 24 hour 

advance notice. 

Vessels able to pass under the bridge 

in the closed position may do so at any 

time. The bridge will not be able to open 

for emergencies and there is no 

immediate alternate route for vessels to 

pass. 

The Coast Guard will inform the users 

of the waterways through our Local 

Notice and Broadcast to Mariners of the 

change in operating schedule for the 

bridge so that vessel operations can 

arrange their transits to minimize any 

impact caused by the temporary 

deviation. 

In accordance with 33 CFR 117.35(e), 

the drawbridge must return to its regular 

operating schedule immediately at the 

end of the effective period of this 

temporary deviation. This deviation 

from the operating regulations is 

authorized under 33 CFR 117.35. 

Dated: July 12, 2016. 

C.J. Bisignano, 

Supervisory Bridge Management Specialist, 

First Coast Guard District. 

[FR Doc. 2016–16775 Filed 7–14–16; 8:45 am] 

BILLING CODE 9110–04–P 


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