Federal Register / Vol. 83, No. 247 / Thursday, December 27, 2018 / Rules and Regulations 66607 

2See http://rgl.faa.gov/. 

Office of the Comptroller of the 

Currency 

12 CFR Chapter I 

Authority and Issuance 

For the reasons set forth in the 

preamble, and under the authority of 12 

U.S.C. 93a and 12 U.S.C. 1831p–1, 

chapter I of title 12 of the Code of 

Federal Regulations is amended as 

follows: 

PART 30—SAFETY AND SOUNDNESS 

STANDARDS 

■ 1. The authority citation for part 30 

continues to read as follows: 

Authority: 12 U.S.C. 1, 93a, 371, 1462a, 

1463, 1464, 1467a, 1818, 1828, 1831p–1, 

1881–1884, 3102(b) and 5412(b)(2)(B); 15 

U.S.C. 1681s, 1681w, 6801, and 6805(b)(1). 

■ 2. Appendix E to part 30 is amended 

by: 

■ a. Removing the phrase ‘‘$50 billion’’ 

and adding in its place the phrase ‘‘$250 

billion’’ everywhere that it appears; 

■ b. Revising section I.B.1; 

■ c. Removing section I.B.2 and I.B.3; 

■ d. Redesignating section I.B.4 as 

section I.B.2; 

■ e. In newly redesignated section I.B.2: 

■ i. Removing ‘‘January 1, 2017’’ and 

adding in its place the words‘‘January 

28, 2019’’; and 

■ ii. Removing the phrase ‘‘18 months’’ 

and adding in its place the phrase ‘‘12 

months’’. 

The revision reads as follows: 

Appendix E to Part 30—OCC 

Guidelines Establishing Standards for 

Recovery Planning by Certain Large 

Insured National Banks, Insured 

Federal Savings Associations, and 

Insured Federal Branches 

* * * * * 

I. * * * 

B. * * * 

1. A covered bank with average total 

consolidated assets, calculated according to 

paragraph I.E.1. of this appendix, equal to or 

greater than $250 billion as of January 28, 

2019 should be in compliance with this 

appendix on January 28, 2019. 

* * * * * 

Dated: December 18, 2018. 

William A. Rowe, 

Chief Risk Officer. 

[FR Doc. 2018–27952 Filed 12–26–18; 8:45 am] 

BILLING CODE 4810–33–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 23 

[Docket No.FAA–2018–0918; Notice No. 23– 

291–SC] 

Special Conditions: Innovative 

Solutions & Support, Inc.; Textron 

Aviation, Inc. Model B200-Series 

Airplanes; Autothrust Functions 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final special conditions. 

SUMMARY: These special conditions are 

issued for Textron Aviation, Inc. B200- 

series airplanes. These airplanes as 

modified by Innovative Solutions & 

Support, Inc., will have a novel or 

unusual design feature associated with 

an autothrust system. The applicable 

airworthiness regulations do not contain 

adequate or appropriate safety standards 

for this design feature. These special 

conditions contain the additional safety 

standards the Administrator considers 

necessary to establish a level of safety 

equivalent to that established by the 

existing airworthiness standards. 

DATES: These special conditions are 

effective December 27, 2018. 

FOR FURTHER INFORMATION CONTACT: Jeff 

Pretz, AIR–691, Regulations & Policy 

Section, Small Airplane Standards 

Branch, Policy & Innovation Division, 

Aircraft Certification Service, Federal 

Aviation Administration, 901 Locust; 

Kansas City, Missouri 64106; telephone 

(816) 329–3239; facsimile (816) 329– 

4090; email Jeff.Pretz@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

On December 14, 2017, Innovative 

Solutions & Support, Inc. (Innovative 

Solutions), applied for a supplemental 

type certificate for installation of an 

autothrust system (ATS)—also known as 

an autothrottle system—in Textron 

Aviation, Inc., (Textron) B200-series 

airplanes. The B200-series airplanes are 

powered by two Pratt & Whitney PT6A 

turbo-propeller engines—depending on 

airplane model—that can carry thirteen 

passengers, including two flightcrew 

members. These airplanes have a service 

ceiling up to 35,000-feet and a 

maximum takeoff weight of up to 12,500 

pounds in the normal category. These 

airplanes are approved for single-pilot 

operation. 

The installation of an ATS in Textron 

B200-series airplanes is intended to 

reduce pilot workload. The ATS is 

useable in all phases of flight except 

below decision height on approach. The 

system includes torque control and 

airspeed modes along with monitors to 

prevent the system from exceeding 

critical engine or airspeed limits. 

Throttle movement is provided by a 

stepper motor acting through a linear 

actuator, which acts as a link between 

the stepper motor and throttle. The liner 

actuator can be overridden by pilot 

movement of the throttle and 

automatically disengages upon 

disagreement in the expected throttle 

position versus its actual position. 

Section 23.1329, amendment 23–49, 

only contained requirements for 

automatic pilot systems that act on the 

airplane flight controls. Autothrust 

systems are automatic systems that act 

on the thrust controls. These systems 

provide enhanced automation and 

safety, but may also introduce pilot 

confusion, countering the safety benefit. 

Transport Airplane regulation 14 CFR 

25.1329, amendment 25–119, addresses 

these concerns. Therefore, these special 

conditions are based on § 25.1329 and 

provide additional requirements to 

standardize the pilot interface and 

system behavior and enhance pilot 

awareness of system active and armed 

modes. 

Type Certification Basis 

Under the provisions of § 21.101, 

Innovative Solutions must show that 

B200-series airplanes, as changed, 

continue to meet the applicable 

provisions of the regulations 

incorporated by reference in Type 

Certificate (TC) No. A24CE 2 or the 

applicable regulations in effect on the 

date of application for the change. The 

regulations incorporated by reference in 

the type certificate are commonly 

referred to as the ‘‘original type 

certification basis.’’ The regulations 

incorporated by reference in TC No. 

A24CE are as follows: 14 CFR part 23, 

amendments 23–1 through 23–9, plus 

various later part 23 amendments— 

depending on the model and serial 

number of the airplane—as noted on 

Type Certification Data Sheet A24CE. 

If the Administrator finds the 

applicable airworthiness regulations 

(i.e., 14 CFR part 23) do not contain 

adequate or appropriate safety standards 

for B200-series airplanes 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(s) for which 

they are issued. Should the applicant 

apply for a supplemental type certificate 

to modify any other model included on 


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66608 Federal Register / Vol. 83, No. 247 / Thursday, December 27, 2018 / Rules and Regulations 

3See 83 FR 54057. 

4Normal conditions are defined in Advisory 

Circular 25.1329–1C, Approval of Flight Guidance 

Systems. You may find a copy of this document at 

http://rgl.faa.gov/. 

5Rare normal and non-normal conditions are 

defined in Advisory Circular 25.1329–1C, Approval 

of Flight Guidance Systems. You may find a copy 

of this document at http://rgl.faa.gov/. 

the same type certificate to incorporate 

the same or similar novel or unusual 

design feature, the FAA would apply 

these special conditions to the other 

model under § 21.101. 

In addition to the applicable 

airworthiness regulations and special 

conditions, B200-series airplanes 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 § 11.38, and they become part of 

the type-certification basis under 

§ 21.101. 

Novel or Unusual Design Features 

Textron B200-series airplanes will 

incorporate the following novel or 

unusual design features: 

Autothrust system, which provides 

commands to two linear actuators, one 

attached to each throttle lever, that 

automatically control thrust on each 

engine. The autothrust system can be 

operated in either Torque Control Mode 

or Airspeed Mode. 

Discussion 

The part 23 airworthiness regulations 

in the type certification basis do not 

contain appropriate safety standards for 

an ATS installation; hence, the need for 

special conditions. However, part 25 

regulations contain appropriate 

airworthiness standards; therefore, these 

special conditions are derived from 

§ 25.1329, amendment 25–119. Sections 

23.143, amendment 23–50, and 23.1309, 

amendment 23–62, would be used 

instead of the corresponding part 25 

regulations referenced in § 25.1329. 

Discussion of Comments 

Notice of proposed special conditions 

No. 23–18–03–SC for Textron B200- 

series airplanes was published in the 

Federal Register on October 26, 2018.3

We received comments from two 

commenters. 

An individual commenter requested 

that we clarify the wording of or include 

definitions for ‘‘normal,’’ rare-normal,’’ 

and ‘‘non-normal’’ conditions to 

establish a clear intent relating to the 

probability of significant transients 

instead of using 14 CFR part 25 

language. In support of this request, the 

commenter stated that because the 

special conditions do not define 

‘‘normal,’’ ‘‘rare-normal,’’ and ‘‘nonnormal’’ conditions in reference to 

allowable transients, this results in an 

undefined probability of ‘‘non-fatal 

injuries’’ as contained in the significant 

transient definition in paragraph 1(l)(2) 

of the proposed special condition. 

We agree and clarify the terms 

‘‘normal,’’ ‘‘rare-normal,’’ and ‘‘nonnormal’’ in these special conditions. 

These terms are defined in Advisory 

Circular 25.1329–1C, ‘‘Approval of 

Flight Guidance Systems.’’ Retaining 

common terms and definitions—when 

possible—across product lines for 

standardization are beneficial to all 

stakeholders. We have added footnotes 

to the terms in the special conditions 

language to identify where the 

definitions may be found. 

Another individual commenter 

supports these special conditions. 

However, the commenter requests 

specific information about the safety 

hazards. 

Additional information about safety 

hazards and the considerations that 

should be made when conducting a 

safety assessment may also be found in 

Advisory Circular 25.1329–1C. We did 

not make any changes to the proposed 

special conditions based on this 

comment. 

Except for the change previously 

discussed, these special conditions are 

adopted as proposed. 

Applicability 

As discussed above, these special 

conditions are applicable to Textron 

B200-series airplanes. Should 

Innovative Solutions apply at a later 

date for a supplemental type certificate 

to modify any other model included on 

TC No. A24CE to incorporate the same 

novel or unusual design feature, the 

FAA would apply these special 

conditions to that model as well. 

Under standard practice, the effective 

date of final special conditions would 

be 30 days after the date of publication 

in the Federal Register; however, as the 

supplemental type certification date for 

the Textron Aviation B200 series 

airplanes is imminent, pursuant to 5 

U.S.C. 553(d) the FAA finds that good 

cause exists to make these special 

conditions effective upon issuance. 

Conclusion 

This action affects only certain novel 

or unusual design features on one model 

series of airplanes. It is not a rule of 

general applicability and it affects only 

the applicant who applied to the FAA 

for approval of these features on the 

airplane. 

List of Subjects in 14 CFR Part 23 

Aircraft, Aviation safety, Signs and 

symbols. 

The authority citation for these 

special conditions is as follows: 

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

44701–44702, 44704, Pub. L. 113–53, 127 

Stat. 584 (49 U.S.C. 44704) note. 

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 Textron Aviation, 

Inc., B200-series airplanes, as modified 

by Innovative Solutions & Support, Inc. 

1. Autothrottle System 

In addition to the requirements of 

§§ 23.143, 23.1309, and 23.1329, the 

following apply: 

(a) Quick disengagement controls for 

the autothrust functions must be 

provided for each pilot. The autothrust 

quick disengagement controls must be 

located on the thrust control levers. 

Quick disengagement controls must be 

readily accessible to each pilot while 

operating the thrust control levers. 

(b) The effects of a failure of the 

system to disengage the autothrust 

functions when manually commanded 

by the pilot must be assessed in 

accordance with the requirements of 

§ 23.1309. 

(c) Engagement or switching of the 

flight guidance system, a mode, or a 

sensor may not cause the autothrust 

system to affect a transient response that 

alters the airplane’s flight path any 

greater than a minor transient, as 

defined in paragraph 1(l)(1) of this 

section. 

(d) Under normal conditions,4 the 

disengagement of any automatic control 

function of a flight guidance system may 

not cause a transient response of the 

airplane’s flight path any greater than a 

minor transient. 

(e) Under rare normal and non-normal 

conditions,5 disengagement of any 

automatic control function of a flight 

guidance system may not result in a 

transient any greater than a significant 

transient, as defined in paragraph 1(l)(2) 

of this section. 

(f) The function and direction of 

motion of each command reference 

control, such as heading select or 

vertical speed, must be plainly 

indicated on, or adjacent to, each 

control if necessary to prevent 

inappropriate use or confusion. 

(g) Under any condition of flight 

appropriate to its use, the flight 

guidance system may not produce 


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Federal Register / Vol. 83, No. 247 / Thursday, December 27, 2018 / Rules and Regulations 66609 

hazardous loads on the airplane, nor 

create hazardous deviations in the flight 

path. This applies to both fault-free 

operation and in the event of a 

malfunction, and assumes the pilot 

begins corrective action within a 

reasonable period of time. 

(h) When the flight guidance system 

is in use, a means must be provided to 

avoid excursions beyond an acceptable 

margin from the speed range of the 

normal flight envelope. If the airplane 

experiences an excursion outside this 

range, a means must be provided to 

prevent the flight guidance system from 

providing guidance or control to an 

unsafe speed. 

(i) The flight guidance system 

functions, controls, indications, and 

alerts must be designed to minimize 

flight crew errors and confusion 

concerning the behavior and operation 

of the flight guidance system. Means 

must be provided to indicate the current 

mode of operation, including any armed 

modes, transitions, and reversions. 

Selector switch position is not an 

acceptable means of indication. The 

controls and indications must be 

grouped and presented in a logical and 

consistent manner. The indications 

must be visible to each pilot under all 

expected lighting conditions. 

(j) Following disengagement of the 

autothrust function, a caution (visual 

and auditory) must be provided to each 

pilot. 

(k) During autothrust operation, it 

must be possible for the flightcrew to 

move the thrust levers without requiring 

excessive force. The autothrust may not 

create a potential hazard when the 

flightcrew applies an override force to 

the thrust levers. 

(l) For purposes of this section, a 

transient is a disturbance in the control 

or flight path of the airplane that is not 

consistent with response to flight crew 

inputs or environmental conditions. 

(1) A minor transient would not 

significantly reduce safety margins and 

would involve flightcrew actions that 

are well within their capabilities. A 

minor transient may involve a slight 

increase in flight crew workload or 

some physical discomfort to passengers 

or cabin crew. 

(2) A significant transient may lead to 

a significant reduction in safety 

margins, an increase in flight crew 

workload, discomfort to the flightcrew, 

or physical distress to the passengers or 

cabin crew, possibly including non-fatal 

injuries. Significant transients do not 

require, in order to remain within or 

recover to the normal flight envelope, 

any of the following: 

(i) Exceptional piloting skill, 

alertness, or strength. 

(ii) Forces applied by the pilot that are 

greater than those specified in 

§ 23.143(c). 

(iii) Accelerations or attitudes in the 

airplane that might result in further 

hazard to secured or non-secured 

occupants. 

Issued in Kansas City, Missouri on 

December 17, 2018. 

Pat Mullen, 

Manager, Small Airplane Standards Branch, 

Aircraft Certification Service. 

[FR Doc. 2018–28116 Filed 12–26–18; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2018–0938; Product 

Identifier 2018–NE–36–AD; Amendment 39– 

19480; AD 2018–22–07] 

RIN 2120–AA64 

Airworthiness Directives; Engine 

Alliance Turbofan Engines 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Final rule; request for 

comments. 

SUMMARY: We are adopting a new 

airworthiness directive (AD) for all 

Engine Alliance (EA) GP7270, GP7272, 

and GP7277 model turbofan engines. 

This AD requires inspection of the stage 

6 seal ring for correct installation and 

inspection of the high-pressure 

compressor (HPC) stages 2–5 spool for 

cracks. This AD also requires 

replacement of the HPC stages 2–5 spool 

if the stage 6 seal ring is incorrectly 

installed or if the HPC stages 2–5 spool 

is found cracked. This AD was 

prompted by a shop finding of axial 

cracks in the interstage 5–6 seal teeth of 

the HPC stages 2–5 spool spacer arm, 

due to an incorrectly installed stage 6 

seal ring. We are issuing this AD to 

address the unsafe condition on these 

products. 

DATES: This AD is effective January 11, 

2019. 

The Director of the Federal Register 

approved the incorporation by reference 

of a certain publication listed in this AD 

as of January 11, 2019. 

We must receive comments on this 

AD by February 11, 2019. 

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 

http://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: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590, between 9 a.m. 

and 5 p.m., Monday through Friday, 

except Federal holidays. 

For service information identified in 

this final rule, contact Engine Alliance, 

411 Silver Lane, East Hartford, CT 

06118; phone: 800–565–0140; email: 

help24@pw.utc.com; website: 

www.engineallianceportal.com. You 

may view this service information at the 

FAA, Engine and Propeller Standards 

Branch, 1200 District Avenue, 

Burlington, MA 01803. For information 

on the availability of this material at the 

FAA, call 781–238–7759. It is also 

available on the internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2018– 

0938. 

Examining the AD Docket 

You may examine the AD docket on 

the internet at http://

www.regulations.gov by searching for 

and locating Docket No. FAA–2018– 

0938; 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 regulatory evaluation, any 

comments received, and other 

information. The street address for the 

Docket Operations (phone: 800–647– 

5527) is listed above. Comments will be 

available in the AD docket shortly after 

receipt. 

FOR FURTHER INFORMATION CONTACT: 

Matthew Smith, Aerospace Engineer, 

ECO Branch, FAA, 1200 District 

Avenue, Burlington, MA 01803; phone: 

781–238–7735; fax: 781–238–7199; 

email: Matthew.C.Smith@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Discussion 

We were informed about the 

discovery of axial cracks in the 

interstage 5–6 seal teeth of the HPC 

stages 2–5 spool spacer arm, due to an 

incorrectly installed stage 6 seal ring, in 

a GP7270 model turbofan engine. The 

incorrect installation of the stage 6 seal 

ring created a leakage path from the aft 

cavity to the forward cavity of the HPC 

stage 6 disk. This leakage elevated the 


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