Federal Register / Vol. 88, No. 212 / Friday, November 3, 2023 / Proposed Rules 75517 

the configuration used to show 

compliance with § 25.121(b) with the 

take-off ice accretion used to show 

compliance with § 25.111(c)(5)(i): 

(i) The VFTO (final take-off speed) 

scheduled in non-icing conditions does 

not provide the maneuvering capability, 

specified in § 25.143(h), for the en-route 

configuration. 

Note: This requirement does not apply if 

the Vmin1g is increased in icing conditions, 

with the ‘‘Final Take-off Ice’’ accretion 

defined in 14 CFR part 25, amendment 121, 

appendix C, by less than 2.5 knots or 2.5 

percent, whichever is greater. 

(ii) The degradation of the gradient of 

climb, determined in accordance with 

§ 25.121(b), with the take-off ice 

accretion used in showing compliance 

with § 25.111(c)(5)(i), is greater than 

one-half of the applicable actual-to-net 

take-off flight path gradient reduction 

defined in § 25.115(b); 

In lieu of compliance with 

25.121(d)(2)(ii), the following special 

conditions apply: 

(a) In icing conditions, with the most 

critical of the approach ice accretion(s) 

defined in 14 CFR part 25, amendment 

121, appendix C, as applicable, in a 

configuration corresponding to the 

normal all-engines-operating procedure, 

the Vmin1g for this configuration does 

not exceed 110 percent of the Vmin1g for 

the related all-engines-operating landing 

configuration in icing conditions, with a 

climb speed established with normal 

landing procedures, but not more than 

1.4 VSR (VSR determined in non-icing 

conditions). 

(3) En-route flight paths. 

In lieu of compliance with 

25.123(b)(2)(i), the following special 

conditions apply: 

(a) In icing conditions with the most 

critical of the en-route ice accretion(s) 

defined in 14 CFR part 25, amendment 

121, appendix C, if: 

(i) The VFTO speed scheduled in nonicing conditions does not provide the 

maneuvering capability, specified in 

§ 25.143(h), for the en-route 

configuration. 

Issued in in Kansas City, Missouri, on 

October 27, 2023. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2023–24311 Filed 11–2–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 25 

[Docket No. FAA–2021–1034; Notice No. 25– 

23–02–SC] 

Special Conditions: Airbus Model 

A321neo XLR Airplane; Electronic 

Flight-Control System: LateralDirectional and Longitudinal Stability, 

and Low-Energy Awareness. 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed special 

conditions. 

SUMMARY: This action proposes special 

conditions for the Airbus Model 

A321neo XLR airplane. The 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 

(EFCS) associated with lateraldirectional and longitudinal stability, 

and low-energy awareness. The 

applicable airworthiness regulations do 

not contain adequate or 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: Send comments on or before 

December 4, 2023. 

ADDRESSES: Send comments identified 

by Docket No. FAA–2021–1034 using 

any of the following methods: 

Federal eRegulations Portal: Go to 

https://www.regulations.gov/ and follow 

the online instructions for sending your 

comments electronically. 

Mail: Send comments to Docket 

Operations, M–30, U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE, Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE, Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

Fax: Fax comments to Docket 

Operations at 202–493–2251. 

Docket: Background documents or 

comments received may be read at 

https://www.regulations.gov/ at any 

time. Follow the online instructions for 

accessing the docket or go to Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE, Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: Troy 

Brown, Performance and Environment 

Unit, AIR–621A, Technical Policy 

Branch, Policy and Standards Division, 

Aircraft Certification Service, Federal 

Aviation Administration, 1801 S Airport 

Rd., Wichita, KS 67209–2190; telephone 

and fax 405–666–1050; email 

troy.a.brown@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites interested people to 

take part in this rulemaking by sending 

written comments, data, or views. The 

most helpful comments reference a 

specific portion of the proposed special 

conditions, explain the reason for any 

recommended change, and include 

supporting data. 

Certification of the Airbus Model 

A321neo XLR airplane is currently 

scheduled for December 2023. The 

substance of these special conditions, in 

all material respects, has been subject to 

the notice and public-comment 

procedure in several prior instances. 

Therefore, because a delay would 

significantly affect the applicant’s 

installation of the new or unusual 

feature, and delay certification of the 

airplane, the FAA is reducing the 

public-comment period to 30 days. 

The FAA will consider all comments 

received by the closing date for 

comments, and will consider comments 

filed late if it is possible to do so 

without incurring delay. The FAA may 

change these special conditions based 

on the comments received. 

Privacy 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in title 14, 

Code of Federal Regulations (14 CFR) 

11.35, the FAA will post all comments 

received without change to https://

www.regulations.gov/, including any 

personal information you provide. The 

FAA will also post a report 

summarizing each substantive verbal 

contact received about these special 

conditions. 

Confidential Business Information 

Confidential Business Information 

(CBI) is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 


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comments responsive to these special 

conditions contain commercial or 

financial information that is customarily 

treated as private, that you actually treat 

as private, and that is relevant or 

responsive to these special conditions, it 

is important that you clearly designate 

the submitted comments as CBI. Please 

mark each page of your submission 

containing CBI as ‘‘PROPIN.’’ The FAA 

will treat such marked submissions as 

confidential under the FOIA, and the 

indicated comments will not be placed 

in the public docket of these special 

conditions. Send submissions 

containing CBI to the individual listed 

in the For Further Information Contact 

section below. Comments the FAA 

receives, which are not specifically 

designated as CBI, will be placed in the 

public docket for these special 

conditions. 

Background 

On September 16, 2019, Airbus 

applied for an amendment to Type 

Certificate No. A28NM to include the 

new Model A321neo XLR airplane. 

These airplanes are twin-engine, 

transport-category airplanes with 

seating for 244 passengers and a 

maximum takeoff weight of 222,000 

pounds. 

Static Lateral-Directional Stability 

The EFCS on the Airbus Model 

A321neo XLR airplane contains fly-bywire control laws that can result in 

neutral static lateral-directional 

stability. Therefore, the airplane does 

not meet the conventional requirements 

in the regulations which require 

positive static lateral-directional 

stability. 

Positive static directional stability is 

defined as the tendency to recover from 

a skid with the rudder free. Positive 

static lateral stability is defined as the 

tendency to raise the low wing in a 

sideslip with the aileron controls free. 

These control criteria are intended to 

accomplish the following: 

(a) Provide additional cues of 

inadvertent sideslips and skids through 

control-force changes. 

(b) Ensure that short periods of 

unattended operation do not result in 

any significant changes in yaw or bank 

angle. 

(c) Provide predictable roll and yaw 

response. 

(d) Provide an acceptable level of 

pilot attention (workload) to attain and 

maintain a coordinated turn. 

Neutral static lateral-directional 

stability, conversely, means that the 

airplane will stay in its new attitude 

when disturbed by an external force 

(e.g., crosswind). Therefore, the 

regulations under 14 CFR 25.171 for the 

Airbus Model A321neo XLR airplane 

are inadequate. 

Static Longitudinal Stability 

Static longitudinal stability on 

airplanes with mechanical links to the 

pitch-control surface means that a pull 

force on the controller results in a 

reduction in speed relative to the trim 

speed, and a push force results in higher 

than trim speed. Longitudinal stability 

is required by the regulations for the 

following reasons: 

(a) Speed-change cues are provided to 

the pilot through increased and 

decreased forces on the controller. 

(b) Short periods of unattended 

control of the airplane do not result in 

significant changes in attitude, airspeed, 

or load factor. 

(c) A predictable pitch response is 

provided to the pilot. 

(d) An acceptable level of pilot 

attention (workload) to attain and 

maintain trim speed and altitude is 

provided to the pilot. 

(e) Longitudinal stability provides 

gust stability. 

The pitch-control movement of the 

side stick on the Airbus Model A321neo 

XLR airplane is designed to be a normal 

load factor, or ‘‘g’’ command, that 

results in an initial movement of the 

elevator surface to attain the 

commanded load factor that is then 

followed by integrated movement of the 

stabilizer and elevator to automatically 

trim the airplane to a neutral, 1g, stickfree stability. The flight path 

commanded by the initial side-stick 

input will remain stick-free until the 

pilot provides another command. This 

control function is applied during 

‘‘normal’’ control law within the speed 

range, from initiation of the angle-ofattack protection limit, Vaprot, to VMO/ 

MMO. Once outside this speed range, the 

control laws introduce the conventional 

longitudinal static stability as described 

above. 

As a result of neutral static stability, 

the Airbus Model A321neo XLR 

airplane does not meet the regulatory 

requirements for static longitudinal 

stability during normal operations. 

Low Energy Awareness 

Past experience on airplanes fitted 

with a flight-control system providing 

neutral longitudinal stability reveals 

insufficient feedback cues to the pilot of 

excursion below normal operational 

speeds. The maximum angle-of-attack 

protection system limits the airplane 

angle of attack and prevents stall during 

normal operating speeds, but this EFCS 

is not sufficient to prevent stall at lowspeed excursions below normal 

operational speeds. Until intervention, 

there are no stability cues because the 

aircraft remains trimmed. Additionally, 

feedback from the pitching moment due 

to thrust variation is reduced by the 

flight-control laws. Low-speed 

excursions may become more hazardous 

without the typical longitudinal 

stability, and recovery is more difficult 

when the low-speed situation is 

associated with a low altitude, and with 

the engines at low thrust or with 

performance-limiting conditions. 

Type Certification Basis 

Under the provisions of 14 CFR 

21.101, Airbus must show that the 

Model A321neo XLR airplane meets the 

applicable provisions of the regulations 

listed in Type Certificate No. A28NM, 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 

(e.g., 14 CFR part 25) do not contain 

adequate or appropriate safety standards 

for the Airbus Model A321neo XLR 

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 

conditions, the Airbus Model A321neo 

XLR 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 § 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 Airbus Model A321neo XLR 

airplane will incorporate the following 

novel or unusual design feature: 

An electronic flight-control system 

(EFCS) associated with lateraldirectional and longitudinal stability, 

and low-energy awareness. 


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Federal Register / Vol. 88, No. 212 / Friday, November 3, 2023 / Proposed Rules 75519 

Discussion 

In the absence of positive lateral 

stability, the curve of lateral controlsurface deflections against sideslip 

angle should be, in a conventional sense 

and reasonably in harmony with, rudder 

deflection during steady-heading 

sideslip maneuvers. 

Because conventional relationships 

between stick forces and control-surface 

displacements do not apply to the 

‘‘load-factor command’’ flight-control 

system on the Airbus Model A321neo 

XLR airplane, longitudinal stability 

characteristics should be evaluated by 

assessing the airplane’s handling 

qualities during simulator and flight-test 

maneuvers appropriate to operation of 

the airplane. Additionally, there is 

recognition that under icing and nonicing conditions, there may be a 

difference in full pedal deflection. This 

difference may result in changes to 

testing before reaching full pedal and 

the special conditions account for these 

differences. 

The airplane must provide adequate 

awareness cues to the pilot of a lowenergy (low-speed/low-thrust/lowheight) state to ensure that the airplane 

retains sufficient energy to recover 

when flight-control laws provide neutral 

longitudinal stability significantly 

below the normal operating speeds. 

‘‘Adequate awareness’’ means that 

information must be provided to alert 

the crew of unsafe operating conditions 

and to enable them to take appropriate 

corrective action. Testing of these 

awareness cues should occur by 

simulator and flight test in the 

operational flight envelope for which 

certification is requested. Testing 

should include a sufficient number of 

tests to allow the level of energy 

awareness, and the effects of energymanagement errors, to be assessed. 

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 apply to Airbus Model 

A321neo XLR airplane. Should Airbus 

apply later for a change to the type 

certificate to include another model 

incorporating the same novel or unusual 

design feature, the special conditions 

would apply to that model as well. 

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. 

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, and 44704. 

The Proposed Special Conditions 

Accordingly, the Federal Aviation 

Administration (FAA) proposes the 

following special conditions as part of 

the type certification basis for Airbus 

Model A321neo XLR airplane. These 

special conditions are issued in lieu of 

the paragraphs of 14 CFR part 25 

referenced below. 

Static Lateral-Directional Stability 

(a) In lieu of compliance with 

§ 25.171, the airplane must have lateral 

and directional stability characteristics 

in accordance with § 25.177. In 

addition, both suitable stability and 

suitable control feel are required in any 

condition normally encountered in 

service. 

(b) In lieu of compliance with 

§ 25.177(c), the following requirement 

must be met for the configurations and 

speed specified in § 25.177(a). 

(1) In straight, steady sideslips over 

the range of sideslip angles appropriate 

to the operation of the airplane, the 

directional control movements and 

forces must be substantially 

proportional to the angle of sideslip in 

a stable sense. The factor of 

proportionality must lie between limits 

found necessary for safe operation. 

During these straight, steady sideslips, 

necessary lateral control movements 

and forces must not be in the unstable 

sense with the exception of speeds 

above Vmo/Mmo per § 25.177(b)(2). The 

range of sideslip angles evaluated must 

include those sideslip angles resulting 

from the lesser of: 

(i) One-half of the available 

directional (pedal) control input; and 

(ii) A directional (pedal) control force 

of 180 pounds. 

(c) In lieu of compliance with 

§ 25.177(d), the following requirements 

must be met: 

(2) In non-icing conditions, for 

sideslip angles greater than those 

prescribed by § 25.177(a), up to the 

angle at which full rudder control is 

used or a rudder control force of 180 

pounds is obtained, the rudder control 

forces may not reverse, and increased 

rudder deflection must be needed for 

increased angles of sideslip. Compliance 

with this requirement must be shown 

using straight, steady sideslips, unless 

full lateral control input is achieved 

before reaching either full rudder 

control input or a rudder control force 

of 180 pounds; a straight, steady 

sideslip need not be maintained after 

achieving full lateral control input. This 

requirement must be met at all approved 

landing gear and flap positions for the 

range of operating speeds and power 

conditions appropriate to each landing 

gear and flap position with all engines 

operating. 

(3) In icing conditions, in the 

configurations listed below, trim the 

airplane at the specified speed and 

conduct steady heading sideslips over 

the range of sideslip angles appropriate 

to the operation of the airplane but not 

less than those obtained with one-half of 

available rudder control input. 

(i) High lift devices retracted 

configuration: trim at best rate of climb 

speed but not less than minimum all 

engines operating climb speed defined 

for icing conditions. 

(ii) Lowest lift take-off configuration: 

trim at the all engines operating initial 

climb speed defined for icing 

conditions. 

(iii) Landing configurations: trim at 

minimum landing speed defined for 

icing conditions. 

Longitudinal Stability 

In lieu of compliance with the 

requirements of §§ 25.171, 25.173, and 

25.175, the airplane must be shown to 

have longitudinal stability 

characteristics in accordance with the 

following conditions. In addition, both 

suitable stability and suitable control 

feel are required in any condition 

normally encountered in service, 

including the effects of atmospheric 

disturbance. 

(a) Strong positive static longitudinal 

stability (1 pound per 6 knots applied 

through the sidestick) must be present 

which provides adequate awareness 

cues to the crew that the speed is above 

Vmo/Mmo or below the minimum speed 

for hands-free stabilized flight. Static 

longitudinal characteristics must be 

shown to be suitable based on the 

airplane handling qualities, including 

an evaluation of pilot workload and 

pilot compensation, for specific test 

procedures during the flight-test 

evaluations. These characteristics must 

be shown for appropriate combinations 

of airplane configuration (i.e., flaps 

extended or retracted, gear deployed or 

stowed) and thrust for climb, cruise, 

approach, landing and go-around. 

(1) Release of the controller at speeds 

above Vmo/Mmo, or below the minimum 

speed for hands-free stabilized flight, 

must produce a prompt recovery 

towards normal operating speeds 


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without resulting in a hazardous 

condition. 

(2) The design must not allow a pilot 

to re-trim the controller forces resulting 

from this stability. 

Low Energy Awareness 

The airplane must provide adequate 

awareness cues to the pilot of a lowenergy (low-speed/low-thrust/lowheight) state to ensure that the airplane 

retains sufficient energy to recover 

when flight-control laws provide neutral 

longitudinal stability significantly 

below the normal operating speeds. This 

should be accomplished as follows: 

(a) Adequate low speed/low thrust 

cues at low altitude should be provided 

by a strong positive static stability force 

gradient (1 pound per 6 knots applied 

through the sidestick), or 

(b) The low energy awareness should 

be provided by an appropriate warning 

with the following characteristics. The 

low-energy awareness should: 

(1) Be unique, unambiguous, and 

unmistakable. 

(2) Be active at appropriate altitudes 

and in appropriate configurations (i.e., 

at low altitude, in the approach and 

landing configurations). 

(3) Be sufficiently timely to allow 

recovery to a stabilized flight condition 

inside the normal flight envelope while 

maintaining the desired flight path and 

without entering the flight controls 

angle-of-attack protection mode. 

(4) Not be triggered during normal 

operation, including operation in 

moderate turbulence for recommended 

maneuvers at recommended speeds. 

(5) Not be cancelable by the pilot 

other than by achieving a higher energy 

state. 

(6) Have an adequate hierarchy among 

the various warnings so that the pilot is 

not confused and led to take 

inappropriate recovery action if 

multiple warnings occur. 

Global energy awareness and nonnuisance on low-energy cues must be 

evaluated by simulator and flight tests 

in the whole take-off and landing 

altitude range for which certification is 

requested. This includes all relevant 

combinations of weight, center-ofgravity position, configuration, airbrakes 

position, and available thrust, including 

reduced and derated take-off thrust 

operations and engine-failure cases. The 

tests must assess the level of energy 

awareness, and the effects of energymanagement errors. 

Issued in in Kansas City, Missouri, on 

October 27, 2023. 

Patrick R. Mullen, 

Manager, Technical Policy Branch, Policy and 

Standards Division, Aircraft Certification 

Service. 

[FR Doc. 2023–24312 Filed 11–2–23; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Part 39 

[Docket No. FAA–2023–2141; Project 

Identifier MCAI–2023–00689–T] 

RIN 2120–AA64 

Airworthiness Directives; Airbus SAS 

Airplanes 

AGENCY: Federal Aviation 

Administration (FAA), DOT. 

ACTION: Notice of proposed rulemaking 

(NPRM). 

SUMMARY: The FAA proposes to adopt a 

new airworthiness directive (AD) for all 

Airbus SAS Model A350–941 and –1041 

airplanes. This proposed AD was 

prompted by reports of corrosion on 

lavatory floor fittings at various 

locations. This proposed AD would 

require repetitive general visual 

inspections of the affected parts, 

applicable corrective actions, and 

reporting of the inspection results, as 

specified in a European Union Aviation 

Safety Agency (EASA) AD, which is 

proposed for incorporation by reference 

(IBR). The FAA is proposing this AD to 

address the unsafe condition on these 

products. 

DATES: The FAA must receive comments 

on this proposed AD by December 18, 

2023. 

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 

regulations.gov. Follow the instructions 

for submitting comments. 

• Fax: 202–493–2251. 

• Mail: U.S. Department of 

Transportation, Docket Operations, M– 

30, West Building Ground Floor, Room 

W12–140, 1200 New Jersey Avenue SE, 

Washington, DC 20590. 

• Hand Delivery: Deliver to Mail 

address above between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. 

AD Docket: You may examine the AD 

docket at regulations.gov under Docket 

No. FAA–2023–2141; or in person at 

Docket Operations between 9 a.m. and 

5 p.m., Monday through Friday, except 

Federal holidays. The AD docket 

contains this NPRM, the mandatory 

continuing airworthiness information 

(MCAI), any comments received, and 

other information. The street address for 

Docket Operations is listed above. 

Material Incorporated by Reference: 

• For material that is proposed for 

IBR in this AD, contact EASA, KonradAdenauer-Ufer 3, 50668 Cologne, 

Germany; telephone +49 221 8999 000; 

email ADs@easa.europa.eu; website 

easa.europa.eu. You may find this 

material on the EASA website at 

ad.easa.europa.eu. It is also available at 

regulations.gov under Docket No. FAA– 

2023–2141. 

• You may view this material at the 

FAA, Airworthiness Products Section, 

Operational Safety Branch, 2200 South 

216th St., Des Moines, WA. For 

information on the availability of this 

material at the FAA, call 206–231–3195. 

FOR FURTHER INFORMATION CONTACT: Dat 

Le, Aviation Safety Engineer, FAA, 1600 

Stewart Avenue, Suite 410, Westbury, 

NY 11590; phone: (516) 228–7300; 

email: 9-avs-nyaco-cos@faa.gov. 

SUPPLEMENTARY INFORMATION: 

Comments Invited 

The FAA invites you to send any 

written relevant data, views, or 

arguments about this proposal. Send 

your comments to an address listed 

under ADDRESSES. Include ‘‘Docket No. 

FAA–2023–2141; Project Identifier 

MCAI–2023–00689–T’’ at the beginning 

of your comments. The most helpful 

comments reference a specific portion of 

the proposal, explain the reason for any 

recommended change, and include 

supporting data. The FAA will consider 

all comments received by the closing 

date and may amend this proposal 

because of those comments. 

Except for Confidential Business 

Information (CBI) as described in the 

following paragraph, and other 

information as described in 14 CFR 

11.35, the FAA will post all comments 

received, without change, to 

regulations.gov, including any personal 

information you provide. The agency 

will also post a report summarizing each 

substantive verbal contact received 

about this NPRM. 

Confidential Business Information 

CBI is commercial or financial 

information that is both customarily and 

actually treated as private by its owner. 

Under the Freedom of Information Act 

(FOIA) (5 U.S.C. 552), CBI is exempt 

from public disclosure. If your 

comments responsive to this NPRM 

contain commercial or financial 


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