[Federal Register Volume 84, Number 84 (Wednesday, May 1, 2019)]
[Notices]
[Pages 18630-18634]
[FR Doc No: 2019-08862]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

Notice of Submission Deadline for Schedule Information for John
F. Kennedy International Airport, Los Angeles International Airport,
Newark Liberty International Airport, and San Francisco International
Airport for the Winter 2019/2020 Scheduling Season; Suspension of Level
2 at Chicago O'Hare International Airport

AGENCY: Department of Transportation, Federal Aviation Administration
(FAA).

ACTION: Notice of submission deadline.

-----------------------------------------------------------------------

SUMMARY: Under this notice, the FAA announces the submission deadline
of May 16, 2019, for winter 2019/2020 flight schedules at John F.
Kennedy International Airport (JFK), Los Angeles International Airport
(LAX), Newark Liberty International Airport (EWR), and San Francisco
International Airport (SFO). The deadline coincides with the schedule
submission deadline for the International Air Transport Association
(IATA) Slot Conference for the winter 2019/2020 scheduling season. The
FAA is suspending the Level 2 (runway) designation at Chicago O'Hare
International Airport (ORD) for the winter 2019/2020 season; therefore,
schedules will not need to be submitted to the FAA for service to/from
ORD. This notice also reminds carriers of the upcoming deadline to
comply with Automatic Dependent Surveillance-Broadcast Out (``ADS-B
Out'') equipage requirements and advises carriers of the potential
consequences of non-equipage.

DATES: Schedules must be submitted no later than May 16, 2019.

ADDRESSES: Schedules may be submitted by mail to the Slot
Administration Office, AGC-200, Office of the Chief Counsel, 800
Independence Avenue SW, Washington, DC 20591; facsimile:<PHONE_NUMBER>;
or by email to<EMAIL_ADDRESS>
FOR FURTHER INFORMATION CONTACT: Bonnie C. Dragotto, Manager (Acting),
Slot Administration, Federal Aviation Administration, 800 Independence
Avenue SW, Washington, DC 20591; telephone<PHONE_NUMBER>; email
<EMAIL_ADDRESS>
SUPPLEMENTARY INFORMATION: This document provides routine notice to
carriers serving capacity-constrained airports in the United States,
announces updates to schedule submission procedures that will better
reflect operational conditions at those airports, and provides
information regarding the upcoming ADS-B Out compliance deadline. The
FAA routinely reviews

operational performance at capacity-constrained airports and only
applies scheduling limits or procedures for reviewing schedules, as
needed. The FAA will temporarily suspend the Level 2 designation for
ORD, effectively reverting to Level 1 for the upcoming Winter 2019/2020
scheduling season. The FAA's review of the Level 2 designations at LAX,
ORD, and SFO is ongoing.

General Information for All Airports

    The FAA has previously designated EWR, LAX, ORD, and SFO as IATA
Level 2 airports \1\ and JFK as an IATA Level 3 airport consistent with
the Worldwide Slot Guidelines (WSG). The FAA currently limits scheduled
operations at JFK by order until October 24, 2020.\2\
---------------------------------------------------------------------------

    \1\ These designations will remain effective at these airports
until the FAA announces a change in the Federal Register. This
notice suspends ORD on a trial basis for the winter 2019/2020
scheduling season.
    \2\ Operating Limitations at John F. Kennedy International
Airport, 73 FR 3510 (Jan. 18, 2008), as amended 83 FR 46865 (Sep.
17, 2018).
---------------------------------------------------------------------------

    The FAA is primarily concerned about scheduled and other regularly
conducted commercial operations during peak hours, but carriers may
submit schedule plans for the entire day. At LAX and SFO, the peak
hours for the winter 2019/2020 scheduling season are from 0600 to 2300
Pacific Time (1400 to 0700 UTC), and at EWR and JFK from 0600 to 2300
Eastern Time (1100 to 0400 UTC). These hours are unchanged from
previous scheduling seasons. Carriers should submit schedule
information in sufficient detail including, at minimum, the marketing
or operating carrier, flight number, scheduled time of operation,
frequency, aircraft equipment, and effective dates. IATA standard
schedule information format and data elements for communications at
Level 2 and Level 3 airports in the IATA Standard Schedules Information
Manual (SSIM) Chapter 6 may be used. The WSG provides additional
information on schedule submissions at Level 2 and Level 3 airports.
    The U.S. winter scheduling season is from October 27, 2019, through
March 28, 2020, in recognition of the IATA northern winter scheduling
period. The FAA understands there may be differences in schedule times
due to different U.S. daylight saving time dates and will accommodate
these differences to the extent possible.
    As stated in the WSG, schedule facilitation at a Level 2 airport is
based on schedule adjustments mutually agreed between the airlines and
the facilitator; the intent is to avoid exceeding the airport's
coordination parameters; the concepts of historic precedence and series
of slots do not apply at Level 2 airports; and the facilitator should
adjust the smallest number of flights by the least amount of time
necessary to avoid exceeding the airport's coordination parameters.
Consistent with the WSG, the success of Level 2 in the U.S. depends on
the voluntary cooperation of all carriers.
    The FAA considers several factors and priorities as it reviews
schedule requests at Level 2 airports, which are consistent with the
WSG, including--services from the previous equivalent season over new
demand for the same timings, services that are unchanged over services
that plan to change time or other capacity relevant parameters,
introduction of year-round services, effective period of operation,
regularly planned operations over ad hoc operations, and other
operational factors that may limit a carrier's timing flexibility. In
addition to applying these Level 2 priorities from the WSG, the U.S.
Government has adopted a number of measures and procedures to promote
competition and new entry at U.S. slot controlled and schedule
facilitated airports.
    At Level 2 airports, the FAA seeks to improve communications with
carriers and schedule facilitators on potential runway schedule issues
or terminal and gate issues that may affect the runway times. The FAA
also seeks to reduce the time that carriers consider proposed offers on
schedules. Retaining open offers for extended periods of time may delay
the facilitation process for the airport. Reducing this delay is
particularly important to allow the FAA to make informed decisions at
airports where operations in some hours are at or near the scheduling
limits. The agency recognizes that there are circumstances that may
require some schedules to remain open. However, the FAA expects to
substantially complete the review process on initial submissions each
scheduling season within 30 days of the end of the Slot Conference.
After this time, the agency would confirm the acceptance of proposed
offers, as applicable, or issue a denial of schedule requests. At Level
3 airports, the FAA follows the slot offer and acceptance procedures
set forth in the WSG.
    Slot management in the United States differs in some respect from
procedures in other countries. In the United States, the FAA is
responsible for facilitation and coordination of runway access for
takeoffs and landings at Level 2 and Level 3 airports; however, the
airport authority or its designee is responsible for facilitation and
coordination of terminal/gate/airport facility access. The process with
the individual airports for terminal access and other airport services
is separate from, and in addition to, the FAA schedule review based on
runway capacity. Approval from the FAA for runway availability and the
airport authority for airport facility availability is necessary before
implementing schedule plans. Contact information for Level 2 and Level
3 airports is available at http://www.iata.org/policy/slots/Pages/slot-guidelines.aspx.
    Generally, the FAA uses average hourly runway capacity throughput
for airports and performance metrics in its schedule review at Level 2
airports and for the scheduling limits at Level 3 airports.\3\ The FAA
also considers other factors that can affect operations, such as
capacity changes due to runway, taxiway, or other airport construction,
air traffic control procedural changes, airport surface operations, and
historical or projected flight delays and congestion.
---------------------------------------------------------------------------

    \3\ The FAA typically determines an airport's average adjusted
runway capacity or throughput for Level 2 and Level 3 airports by
reviewing hourly data on the arrival and departure rates that air
traffic control indicates could be accepted for that hour, commonly
known as ``called'' rates. The FAA also reviews the actual number of
arrivals and departures that operated in the same hour. Generally,
the FAA uses the higher of the two numbers, called or actual, for
identifying trends and schedule review purposes. Some dates are
excluded from analysis, such as during periods when extended airport
closures or construction could affect capacity.
---------------------------------------------------------------------------

    Finally, the FAA notes that the schedule information submitted by
carriers to the FAA may be subject to disclosure under the Freedom of
Information Act (FOIA). The WSG also provides for release of
information at certain stages of slot coordination and schedule
facilitation. In general, once it acts, the FAA may release information
on slot allocation or similar slot transactions or schedule information
reviewed as part of the schedule facilitation process. The FAA does not
expect that practice to change and most slot and schedule information
would not be exempt from release under FOIA. The FAA recognizes that
some carriers may submit information on schedule plans that is not
available to the public and may be considered by the carrier to be
proprietary. Carriers that submit slot or schedule information deemed
proprietary should clearly mark such information accordingly. The FAA
will take the necessary steps to protect properly designated
information to the extent allowable by law.

JFK Schedules

    The Port Authority of New York and New Jersey (PANYNJ) plans
construction on JFK Runway 13L/31R that will close the runway from
April 1, 2019, through November 15, 2019. The FAA developed an
operational ``playbook'' for runway configurations that would be used
under various weather and operating conditions while Runway 13L/31R is
closed. The FAA will continue to work closely with the airport,
carriers, and other operators to efficiently manage operations. The
PANYNJ meets regularly with carriers and other stakeholders to discuss
construction plans and consults with the FAA and local air traffic
control facilities to minimize operational impacts. Carriers should
contact the PANYNJ for the latest information on airport construction
plans.

EWR Schedules

    The FAA is continuing to monitor operations and delays at EWR and
to identify ways to improve performance metrics and operational
efficiency, and achieve delay reductions in a Level 2 environment.
Demand for access to EWR and the New York City area remains high.
Recent requests for flights at EWR have exceeded the scheduling limits
in the early morning and for multiple hours in the afternoon and
evening from 1300-2159 Eastern Time. The FAA has regularly advised
carriers that it would not be able to accommodate requests for new or
retimed operations into peak hours and worked with carriers to identify
alternative times that were available. In some cases, carriers have
been able to swap with other carriers for their preferred times.
Carriers may continue to seek swaps in order to operate within the
peak, but are ultimately expected to operate according to the FAA's
approved runway times. The FAA also continues to seek the voluntary
cooperation of all carriers operating in peak hours to retime
operations out of the peak to meet the scheduling limits described
below and improve performance at EWR, benefitting all carriers and
passengers.
    For the winter 2019/2020 season, the hourly scheduling limit
remains at 79 operations and 43 operations per half-hour. To help with
a balance between arrivals and departures, the maximum number of
scheduled arrivals or departures, respectively, is 43 in an hour and 24
in a half-hour. This would allow some higher levels of operations in
certain periods (not to exceed the hourly limits) and some recovery
from lower demand in adjacent periods. The FAA will accept flights
above the limits if the flights were operated on a regular basis in
winter 2018/2019, but again, the FAA seeks cooperation of carriers to
retime operations out of the peak period. Additionally, the FAA will
consider whether demand exceeds the limits in adjacent periods and
consider average demand before determining whether there is
availability for new flights in a particular period. However, the
operational performance of the airport is unlikely to improve unless
peak demand is reduced and schedules are adjusted within the airport's
arrival and departure limits.
    The FAA notes that despite efforts to facilitate voluntary
scheduling cooperation at EWR, and reductions in the hourly scheduling
limits,\4\ there are periods when the demand in half-hours or
consecutive half-hours exceeds the optimum runway capacity and the
scheduling limits in this notice. The imbalance of scheduled arrivals
and departures in certain periods has contributed to increased
congestion and delays when the demand exceeds the arrival or departure
rates. In particular, retiming a minimal number of arrivals in the
early afternoon hours from the 1400 local hour to the 1300 and 1200
hours could have significant delay reduction benefits.
---------------------------------------------------------------------------

    \4\ The FAA has reduced the hourly scheduling limits from 81 per
hour to 79 and effective with the winter 2018/2019 season, applied
additional half-hour and arrival and departure limits. The FAA
explained that operations approved previously at the higher limits
and operated in the prior season would be accepted by the FAA even
if they were above the limits, but new flights would not be approved
above the current scheduling limits. The FAA continues to encourage
carriers to retime flights to less congested periods to keep
operations at or below the new scheduling limit to improve
performance at the airport.
---------------------------------------------------------------------------

    Based on historical demand, the FAA anticipates the 0700 to 0859
and 1330 to 2059 local hours to be unavailable for new flights and very
limited availability is expected for new flights in the 2100 local
hour. Consistent with the WSG, carriers should be prepared to adjust
schedules to meet the hourly limits in order to minimize potential
congestion and delay. Carriers are again reminded that runway approval
must be obtained from the FAA in addition to any requirements for
approval from airport terminal or other facilities prior to operation.

EWR Reference Identification Numbers for Administrative Tracking
Purposes

    At U.S. slot controlled airports,\5\ the FAA typically assigns slot
identification numbers for administrative tracking purposes, primarily
to U.S. and Canadian carriers, rather than tracking slot allocations by
flight number. Using slot identification numbers has reduced the burden
for the carriers and the FAA to update allocation records at Level 3
airports based on changes to flight number, scheduled time within the
same slot window, aircraft type, and similar changes that do not impact
the FAA's runway slot allocation. In addition, the identification
number allows carriers to specify a slot for transfer or swap purposes
and for the FAA and carriers to have a common reference for determining
slot allocations at any given point. Most of the larger slot holders
have slot software that uses the slot identification number to manage
the carrier's slot portfolio, schedule and comparisons, actual
operations and usage, and related functions.
---------------------------------------------------------------------------

    \5\ Currently, JFK is the only U.S. airport designated as a
Level 3 under the WSG. The FAA previously designated ORD and EWR as
Level 3 before changing the designation to Level 2. In addition, the
FAA has adopted slot controls at LaGuardia Airport and Ronald Reagan
Washington National Airport.
---------------------------------------------------------------------------

    As indicated previously, the demand at EWR is at or above the
current scheduling limits in multiple hours. The FAA has worked with
carriers to limit flights in the busiest hours, but has accepted
flights above the reduced scheduling limits if operated in the previous
equivalent scheduling season. The FAA has determined that since the
majority of operations at EWR are conducted by U.S. and Canadian
carriers, using an administrative tracking number similar to the slot
identification number for operations conducted by these carriers would
provide administrative benefits without creating any significant
burden. Using such ``reference identification (ID) numbers'' under
Level 2 is expected to help carriers manage and track their prior
season schedules and operations when submitting requests for subsequent
seasons, facilitate swaps between carriers when the FAA is unable to
accommodate schedule changes, and allow streamlined tracking and
reporting of scheduled activity at the airport. The FAA will begin to
offer this alternative reference ID tracking process to carriers on a
voluntary basis beginning with the winter 2019/2020 season. There are
no required changes to the schedule and data exchange process and
carriers can continue to use the current WSG and IATA SSIM Chapter 6
formats. The FAA may assign reference ID numbers to operations of
carries that do not opt into the use of reference IDs for FAA's
internal tracking purposes, as appropriate.

    The implementation of reference IDs at EWR is for administrative
tracking purposes only and does not reflect a change in policy for
Level 2 at EWR. The FAA has discussed the planned use of reference ID
numbers at EWR with a number of U.S. and Canadian carriers at the IATA
Slot Conference held in November 2018 and a subsequent conference
hosted by Airlines for America. Carriers may notify the FAA Slot
Administration Office by email at [email protected] of their
intent to use reference ID numbers. Notification in advance of the
schedule submission deadline for winter 2019/2020 implementation is
preferred. The FAA will work with individual carriers that opt to
participate by providing the alternative reference ID numbers to use
for baseline schedules and proposed changes for the winter 2019/2020
season.

Level 2 Updates

    The FAA is reviewing the Level 2 designations based on runway
capacity at ORD, LAX, and SFO to determine if the designations continue
to be necessary for future scheduling seasons. Preliminary data
reflects that scheduled demand is within typical capacity at these
airports. However, additional considerations may warrant continuing the
Level 2 schedule review process. The FAA intends to conduct additional
modeling and analysis, as appropriate, in the coming months to assess
whether continuing Level 2 at these airports would provide substantive
benefits to the traveling public by reducing potential runway
congestion and delay. The FAA also intends to engage in the coming
months with airport operators, carriers, and other stakeholders at the
respective airports to discuss the Level 2 process. The FAA is not
proposing any changes to the Level 2 designation at EWR in this notice.
    The FAA designated SFO as Level 2 effective in 2012 as a result of
low on time performance relative to other airports, expected growth in
scheduled demand, and runway construction.\6\ LAX was designated Level
2 in 2015 based on multiple runway construction projects that were
planned through 2018.\7\ LAX has additional runway construction planned
for January to May 2021 and the FAA's review of whether to continue
Level 2 at LAX will include consideration of the potential to manage
congestion and delay during that closure using the schedule review
process.
---------------------------------------------------------------------------

    \6\ Submission Deadline for Schedule Information for San
Francisco International Airport for the Summer 2012 Scheduling
Season, 76 FR 64163 (Oct. 17, 2011).
    \7\ Notice of Submission Deadline for Schedule Information for
Los Angeles International Airport for the Summer 2015 Scheduling
Season, 80 FR 12253 (Mar. 6, 2015).
---------------------------------------------------------------------------

    The FAA designated ORD as Level 2 in 2008 to allow for a smoother
transition as Level 3 was phased out due to increased capacity from the
opening of a new runway in November 2008.\8\ The FAA concluded that
Level 2 was necessary to facilitate the scheduling of operations so
that the airport would not suffer from periods of overscheduling as it
adjusts to new capacity and as modernization plans continued. The
O'Hare Modernization Program added new runways and realigned previously
intersecting runways. The typical hourly runway capacity has increased
from the 180's when the airport was Level 3 to 214 currently.
---------------------------------------------------------------------------

    \8\ Notice of Submission Deadline for Schedule Information for
O'Hare International, John F. Kennedy International, and Newark
Liberty International Airport for the Summer 2009 Scheduling Season,
73 FR 54659 (Sep. 22, 2008).
---------------------------------------------------------------------------

    The FAA has determined to suspend the ORD Level 2 designation for
the winter 2019/2020 scheduling season while it continues its review.
Scheduled demand has remained within the typical runway capacity and
winter season schedules are typically below the peak summer schedules.
The FAA is not aware of upcoming plans by any carriers to make major
schedule bank changes that could significantly increase peaking or
exceed the airport's capacity. This trial suspension for the winter
2019/2020 scheduling season will reduce the burden associated with the
schedule submission and administrative review process. The FAA's
suspension is for runway review only and does not change the airport's
Level 2 Terminal designation. Carriers must continue to work with the
terminal facilitator on schedule review consistent with prior seasons.
    The FAA's review of the Level 2 designations at LAX, ORD, and SFO
is expected to be completed during summer 2019 and additional
information, including any changes to the current designations at these
airports, would be announced in the schedule submission notice for the
summer 2020 season.

ADS-B Out Compliance

    In 2010, the FAA issued a final rule prescribing equipage
requirements and performance standards for ADS-B Out equipment on
aircraft operating in certain airspace after January 1, 2020.\9\ ADS-B
Out equipment is an advanced surveillance technology that makes an
aircraft's precise position readily available to ground stations and
other aircraft. The technology combines an aircraft's positioning
source, aircraft avionics, and a ground infrastructure to create an
accurate surveillance interface between aircraft and air traffic
control (ATC). Use of ADS-B Out will move ATC from a radar-based system
to an aircraft location system based on satellite-derived position and
velocity.
---------------------------------------------------------------------------

    \9\ Final Rule, Automatic Dependent Surveillance-Broadcast (ADS-
B) Out Performance Requirements to Support Air Traffic Control
(ATC), 75 FR 30160 (May 28, 2010).
---------------------------------------------------------------------------

    The FAA published an additional Statement of Policy for
Authorizations to Operators of Aircraft That are Not Equipped With
Automatic Dependent Surveillance-Broadcast (ADS-B) Out Equipment on
April 1, 2019.\10\ All carriers are strongly urged to review the
requirements of 14 CFR 91.225 and the April 1, 2019, notice. The FAA
expects that scheduled operators routinely operating into ADS-B Out
airspace have made plans to equip aircraft for operation in ADS-B Out
airspace in time for the January 1, 2020, deadline and these operators
should not expect to obtain authorizations for non-equipped aircraft.
While a scheduled operator may request a deviation from the ADS-B Out
equipage requirements on a per operation basis in accordance with Sec.
91.225(g), it is unlikely that the FAA will issue repeated
authorizations to deviate from ADS-B Out equipage requirements. Relying
solely on an ATC authorization--which may not be granted--to operate a
non-equipped aircraft in ADS-B Out airspace would put scheduled
operations in jeopardy. In addition, unscheduled operators with a need
to access this airspace on more than an occasional basis should equip
with ADS-B Out to ensure no disruption to operations. Given the complex
and dynamic nature of operations within ADS-B airspace, it is unlikely
that ATC will prioritize authorization requests for unequipped aircraft
over providing air traffic services to aircraft equipped with ADS-B
Out.
---------------------------------------------------------------------------

    \10\ 84 FR 12062. This notice explains how ATC will manage Sec.
91.225(g) and issue authorizations to operators of aircraft that
have not equipped with ADS-B Out.
---------------------------------------------------------------------------

    At slot controlled airports in the U.S., any carrier that does not
equip in accordance with 14 CFR 91.225 could risk loss of allocated
slots if minimum slot usage requirements are not met.\11\ Slot holders
are expected to fully comply with all applicable U.S. aviation
regulations. The FAA will not issue waivers of the minimum usage
requirements for failure to equip or

obtain an authorization as required by FAA regulation.\12\ At Level 2
airports in the U.S., the baseline for future corresponding seasons
will continue to depend on actual operations into the airport. A
scheduled operation that is not completed due to failure to equip or
obtain an authorization will not count toward the carrier's baseline
operations for the following corresponding season.
---------------------------------------------------------------------------

    \11\ See e.g. supra, note 2.
    \12\ Id. at 46867 (The Administrator of the FAA may waive the
80% usage requirement in the event of a highly unusual and
unpredictable condition which is beyond the control of the carrier
and which affects carrier operations for a period of five
consecutive days or more).

    Issued in Washington, DC, on April 25, 2019.
Virginia Boyle,
Deputy Vice President (Acting), System Operations Services.
[FR Doc. 2019-08862 Filed 4-30-19; 8:45 am]
 BILLING CODE 4910-13-P


[Federal Register Volume 82, Number 29 (Tuesday, February 14, 2017)]
[Notices]
[Pages 10566-10567]
[FR Doc No: 2017-02952]

=======================================================================
-----------------------------------------------------------------------

DEPARTMENT OF ENERGY

Federal Energy Regulatory Commission

Combined Notice of Filings #1

    Take notice that the Commission received the following electric
rate filings:
    Docket Numbers: ER16-835-001.
    Applicants: Power Authority of the State of New York, New York
Independent System Operator, Inc.
    Description: Compliance filing: NYPA NTAC compliance with
settlement to be effective 4/1/2016.
    Filed Date: 2/2/17.
    Accession Number: 20170202-5230.
    Comments Due: 5 p.m. ET 2/23/17.

    Docket Numbers: ER16-1751-001.
    Applicants: New York Independent System Operator, Inc.
    Description: Compliance filing: Notice of effective date for DCR
Process provisions in MST 23 to be effective 2/16/2017.
    Filed Date: 2/2/17.
    Accession Number: 20170202-5228.
    Comments Due: 5 p.m. ET 2/23/17.

    Docket Numbers: ER17-725-001.
    Applicants: PJM Interconnection, L.L.C.
    Description: Tariff Amendment: Errata to amend certain OATT
Schedule 12-Appendix sections submitted in ER17-725 to be effective 1/
1/2017.
    Filed Date: 2/2/17.
    Accession Number: 20170202-5208.
    Comments Due: 5 p.m. ET 2/23/17.

    Docket Numbers: ER17-922-000.
    Applicants: Arizona Public Service Company.
    Description: Cancellation of Service Agreement Nos. 91, 137, and
144 of Arizona Public Service Company.
    Filed Date: 2/2/17.
    Accession Number: 20170202-5238.
    Comments Due: 5 p.m. ET 2/23/17.

    Docket Numbers: ER17-923-000.
    Applicants: Ashley Energy LLC.
    Description: Baseline eTariff Filing: Application for Market Based
Rate Tariff to be effective 2/20/2017.
    Filed Date: 2/3/17.
    Accession Number: 20170203-5043.
    Comments Due: 5 p.m. ET 2/24/17.

    Docket Numbers: ER17-924-000.
    Applicants: Wisconsin Electric Power Company.
    Description: Sec.  205(d) Rate Filing: Wisconsin Electric
Assignment of FERC Rate Schedule 106 020317 to be effective 2/4/2017.
    Filed Date: 2/3/17.
    Accession Number: 20170203-5064.
    Comments Due: 5 p.m. ET 2/24/17.

    Docket Numbers: ER17-925-000.
    Applicants: ISO New England Inc., New England Power Pool
Participants Committee.
    Description: Sec.  205(d) Rate Filing: Part 1 of Two-Part Filing to
Remove Active Demand Resource Types to be effective 2/24/2017.
    Filed Date: 2/3/17.
    Accession Number: 20170203-5069.
    Comments Due: 5 p.m. ET 2/24/17.

    Docket Numbers: ER17-926-000.
    Applicants: PJM Interconnection, L.L.C.
    Description: Sec.  205(d) Rate Filing: Original Service Agreement
No. 4608; Queue No. AB1-027 to be effective 1/4/2017.
    Filed Date: 2/3/17.
    Accession Number: 20170203-5080.
    Comments Due: 5 p.m. ET 2/24/17.

    The filings are accessible in the Commission's eLibrary system by
clicking on the links or querying the docket number.
    Any person desiring to intervene or protest in any of the above
proceedings must file in accordance with Rules 211 and 214 of the
Commission's Regulations (18 CFR 385.211 and 385.214) on or before 5:00
p.m. Eastern time on the specified comment date. Protests may be
considered, but intervention is necessary to become a party to the
proceeding.
    eFiling is encouraged. More detailed information relating to filing
requirements, interventions, protests, service, and qualifying
facilities filings can be found at: http://www.ferc.gov/docs-filing/efiling/filing-req.pdf. For other information, call<PHONE_NUMBER>
(toll free). For TTY, call<PHONE_NUMBER>.

    Dated: February 3, 2017.
Kimberly D. Bose,
Secretary.
[FR Doc. 2017-02952 Filed 2-13-17; 8:45 am]
 BILLING CODE 6717-01-P


[Federal Register Volume 83, Number 73 (Monday, April 16, 2018)]
[Rules and Regulations]
[Pages 16185-16188]
[FR Doc No: 2018-07630]

========================================================================
Rules and Regulations
                                                Federal Register
________________________________________________________________________

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 Register / Vol. 83, No. 73 / Monday, April 16, 2018 / Rules
and Regulations

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Part 39

[Docket No. FAA-2017-0769; Product Identifier 2017-NM-054-AD; Amendment
39-19249; AD 2018-07-18]
RIN 2120-AA64

Airworthiness Directives; The Boeing Company Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

-----------------------------------------------------------------------

SUMMARY: We are superseding Airworthiness Directive (AD) 2015-19-12,
which applied to certain The Boeing Company Model 767 airplanes. AD
2015-19-12 required a general visual inspection of certain lap splices
for missing fasteners, and all applicable related investigative and
corrective actions. This AD retains the actions required by AD 2015-19-
12 and revises the applicability by adding airplanes. This AD was
prompted by reports indicating that certain fasteners were not
installed in a certain stringer lap splice on certain airplanes. We are
issuing this AD to address the unsafe condition on these products.

DATES: This AD is effective May 21, 2018.
    The Director of the Federal Register approved the incorporation by
reference of a certain publication listed in this AD as of May 21,
2018.

ADDRESSES: For service information identified in this final rule,
contact Boeing Commercial Airplanes, Attention: Contractual & Data
Services (C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA
90740-5600; telephone<PHONE_NUMBER>; internet https://www.myboeingfleet.com. You may view this service information at the
FAA, Transport Standards Branch, 2200 South 216th St., Des Moines, WA.
It is also available on the internet at http://www.regulations.gov by
searching for and locating Docket No. FAA-2017-0769.

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-2017-
0769; or in person at the Docket Management Facility 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 address for the Docket Office
(phone:<PHONE_NUMBER>) is Docket Management Facility, U.S. Department of
Transportation, Docket Operations, M-30, West Building Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC 20590.

FOR FURTHER INFORMATION CONTACT: Wayne Lockett, Aerospace Engineer,
Airframe Section, FAA, Seattle ACO Branch, 2200 South 216th St., Des
Moines, WA 98198; phone and fax:<PHONE_NUMBER>; email:
[email protected].

SUPPLEMENTARY INFORMATION:

Discussion

    We issued a notice of proposed rulemaking (NPRM) to amend 14 CFR
part 39 to supersede AD 2015-19-12, Amendment 39-18274 (80 FR 58346,
September 29, 2015) (``AD 2015-19-12''). AD 2015-19-12 applied to
certain the Boeing company Model 767 airplanes. The NPRM published in
the Federal Register on August 15, 2017 (82 FR 38634). The NPRM was
prompted by reports indicating that certain fasteners were not
installed in the stringer 37 (S-37L and S-37R) lap splice between body
stations 428 and 431 on certain airplanes. The NPRM proposed to
continue to require the actions required by AD 2015-19-12 and revise
the applicability by adding airplanes. We are issuing this AD to detect
and correct missing fasteners, which could result in cracks in the
fuselage skin that could adversely affect the structural integrity of
the airplane.

Comments

    We gave the public the opportunity to participate in developing
this AD. The following presents the comments received on the NPRM and
the FAA's response to each comment.

Support for the NPRM

    Boeing and FedEx Express concurred with the contents of the NPRM.

Request To Clarify Actions in the Service Information

    United Airlines asked if Boeing was going to revise the Model 767
airworthiness limitation items to include exceptions for airplanes that
have been repaired using the Accomplishment Instructions of Boeing
Alert Service Bulletin 767-53A0251, Revision 1, dated March 7, 2017
(``SB 767-53A0251''). The commenter observed that note 1 to table 2 in
paragraph 1.E., ``Compliance,'' of SB 767-53A0251, indicates that lap
splice fastener installation and repairs will affect Structural
Significant Items (SSIs) 53-10-I07C and 53-10-I07D, as listed in
Section 9, Airworthiness Limitations--Structural Inspections, of the
Model 767 maintenance planning document. The commenter stated that
their understanding is that if a repair is accomplished it could
potentially interfere with an operator's ability to do the inspections
specified in the SSIs.
    We do not agree that it is necessary to include exceptions in the
Model 767 maintenance planning document for airplanes that have been
repaired using the Accomplishment Instructions of SB 767-53A0251. SB
767-53A0251 requires repairs be accomplished in accordance with the
structural repair manual (SRM). The SRM repairs for lap splices provide
alternative inspection instructions to the SSI inspections in the area
of the repair, such that exceptions to the SSI inspections in the above
mentioned Airworthiness Limitations section is not necessary.
Additionally, the SRM denotes that the SRM alternative inspections
provided in the SRM have been approved as an AMOC to the SSI
inspections required to be incorporated into an operator's maintenance
or inspection program as required by AD 2014-14-04. We have not changed
this AD in regard to this issue.

Request To Identify Certain Actions in the Service Information as
``RC'' Exempt

    United Airlines requested that certain actions in the
Accomplishment Instructions of Boeing Alert Service

Bulletin 767-53A0251, Revision 1, dated March 7, 2017, be identified as
``RC'' exempt. The commenter noted that action 3.B.1.b, ``Get internal
access. Refer to PART 1--ACCESS as an accepted procedure,'' and action
3.B.1.d, ``Install equipment that was removed for internal access.
Refer to PART 2--RESTORATION as an accepted procedure'' are identified
as ``RC'' items in the service information. The commenter stated that
operators should be allowed to use alternate access and restoration
procedures, therefore these steps should be denoted as ``RC'' exempt,
or removed from the ``RC'' portion of the Accomplishment Instructions
in Boeing Alert Service Bulletin 767-53A0251, Revision 1, dated March
7, 2017.
    We disagree with the commenter's request because the service
information already provides operators with the opportunity to use an
accepted alternative procedure if the work instructions use the words
``refer to'' when identifying procedures in other Boeing documents.
Specifically, note 8 in section 3.A., ``General Information'' of Boeing
Alert Service Bulletin 767-53A0251, Revision 1, dated March 7, 2017,
states ``These work instructions refer to procedures included in other
Boeing documents. When the words `refer to' are used and the operator
has an accepted alternative procedure, the accepted alternative
procedure can be used.'' More explicitly, accepted alternative
procedures may be used for the RC actions in sections 3.B.1.b and
3.B.1.d of Boeing Alert Service Bulletin 767-53A0251, Revision 1, dated
March 7, 2017. We have not changed this AD in regard to this issue.

Effect of Winglets on Accomplishment of the Proposed Actions

    Aviation Partners Boeing stated that accomplishing Supplemental
Type Certificate (STC) ST01920SE does not affect the ability to
accomplish the actions specified in the NPRM.
    We concur with the commenter. We have redesignated paragraph (c) of
the proposed AD as (c)(1) and added paragraph (c)(2) to this AD to
state that installation of STC ST01920SE does not affect the ability to
accomplish the actions required by this AD. Therefore, for airplanes on
which STC ST01920SE is installed, a ``change in product'' AMOC approval
request is not necessary to comply with the requirements of 14 CFR
39.17.

Conclusion

    We reviewed the relevant data, considered the comments received,
and determined that air safety and the public interest require adopting
this AD with the change described previously, and minor editorial
changes. We have determined that these minor changes:
     Are consistent with the intent that was proposed in the
NPRM for correcting the unsafe condition; and
     Do not add any additional burden upon the public than was
already proposed in the NPRM.
    We have also determined that these changes will not increase the
economic burden on any operator or increase the scope of this AD.

Related Service Information Under 1 CFR Part 51

    We reviewed Boeing Alert Service Bulletin 767-53A0251, Revision 1,
dated March 7, 2017. The service information describes procedures for a
general visual inspection of certain S-37 lap splices for missing
fasteners, and applicable on-condition actions. This service
information is reasonably available because the interested parties have
access to it through their normal course of business or by the means
identified in the ADDRESSES section.

Costs of Compliance

    We estimate that this AD affects 398 airplanes of U.S. registry. We
estimate the following costs to comply with this AD:

                                      Estimated Costs for Required Actions
----------------------------------------------------------------------------------------------------------------
                                                                                Cost per      Cost on U.S.
                Action                         Labor cost           Parts cost        product        operators
----------------------------------------------------------------------------------------------------------------
Inspection............................  1 work-hour x $85 per                 $0             $85         $33,830
                                         hour = $85.
----------------------------------------------------------------------------------------------------------------

    We estimate the following costs to do any necessary inspections/
installations that would be required based on the results of the
inspection. We have no way of determining the number of aircraft that
might need these inspections/installations:

                                    Estimated Costs for On-Condition Actions
----------------------------------------------------------------------------------------------------------------
                                                                                Cost per
                   Action *                               Labor cost                Parts cost        product
----------------------------------------------------------------------------------------------------------------
Detailed and high frequency eddy current       13 work-hours x $85 per hour =              (**)           $1,105
 inspections and fastener installation.         $1,105.
----------------------------------------------------------------------------------------------------------------
* We have received no definitive data that will enable us to provide cost estimates for the repairs specified in
  this AD.
** All required parts are supplied by the operator. This cost is minimal, and we have no way to determine what
  an operator would pay for these parts.

    According to the manufacturer, some of the costs of this AD may be
covered under warranty, thereby reducing the cost impact on affected
individuals. We do not control warranty coverage for affected
individuals. As a result, we have included all available costs in our
cost estimate.

Authority for This Rulemaking

    Title 49 of the United States Code specifies the FAA's authority to
issue rules on aviation safety. Subtitle I, Section 106, describes the
authority of the FAA Administrator. Subtitle VII, Aviation Programs,
describes in more detail the scope of the Agency's authority.
    We are issuing this rulemaking under the authority described in
Subtitle VII, Part A, Subpart III, Section 44701, ``General
requirements.'' Under that section, Congress charges the FAA with
promoting safe flight of civil aircraft in air commerce by prescribing
regulations for practices, methods, and procedures the Administrator
finds necessary for safety in air commerce. This regulation

is within the scope of that authority because it addresses an unsafe
condition that is likely to exist or develop on products identified in
this rulemaking action.
    This AD is issued in accordance with authority delegated by the
Executive Director, Aircraft Certification Service, as authorized by
FAA Order 8000.51C. In accordance with that order, issuance of ADs is
normally a function of the Compliance and Airworthiness Division, but
during this transition period, the Executive Director has delegated the
authority to issue ADs applicable to transport category airplanes to
the Director of the System Oversight Division.

Regulatory Findings

    We have determined that this AD will not have federalism
implications under Executive Order 13132. This AD will not have a
substantial direct effect on the States, on the relationship between
the national government and the States, or on the distribution of power
and responsibilities among the various levels of government.
    For the reasons discussed above, I certify that this AD:
    (1) Is not a ``significant regulatory action'' under Executive
Order 12866,
    (2) Is not a ``significant rule'' under DOT Regulatory Policies and
Procedures (44 FR 11034, February 26, 1979),
    (3) Will not affect intrastate aviation in Alaska, and
    (4) Will not have a significant economic impact, positive or
negative, on a substantial number of small entities under the criteria
of the Regulatory Flexibility Act.

List of Subjects in 14 CFR Part 39

    Air transportation, Aircraft, Aviation safety, Incorporation by
reference, Safety.

Adoption of the Amendment

    Accordingly, under the authority delegated to me by the
Administrator, the FAA amends 14 CFR part 39 as follows:

PART 39--AIRWORTHINESS DIRECTIVES

0
1. The authority citation for part 39 continues to read as follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701.

Sec.  39.13  [Amended]

0
2. The FAA amends Sec.  39.13 by removing Airworthiness Directive (AD)
2015-19-12, Amendment 39-18274 (80 FR 58346, September 29, 2015), and
adding the following new AD:

2018-07-18 The Boeing Company: Amendment 39-19249; Docket No. FAA-
2017-0769; Product Identifier 2017-NM-054-AD.

(a) Effective Date

    This AD is effective May 21, 2018.

(b) Affected ADs

    This AD replaces AD 2015-19-12, Amendment 39-18274 (80 FR 58346,
September 29, 2015) (``AD 2015-19-12'').

(c) Applicability

    (1) This AD applies to The Boeing Company Model 767-200, -300, -
300F, and -400ER series airplanes, certificated in any category, as
identified in Boeing Alert Service Bulletin 767-53A0251, Revision 1,
dated March 7, 2017.
    (2) Installation of Supplemental Type Certificate (STC)
ST01920SE (rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/59027F43B9A7486E86257B1D006591EE?OpenDocument&Highlight=st01920se)
does not affect the ability to accomplish the actions required by
this AD. Therefore, for airplanes on which STC ST01920SE is
installed, a ``change in product'' alternative method of compliance
(AMOC) approval request is not necessary to comply with the
requirements of 14 CFR 39.17.

(d) Subject

    Air Transport Association (ATA) of America Code 53, Fuselage.

(e) Unsafe Condition

    This AD was prompted by reports indicating that certain
fasteners were not installed in the stringer 37 (S-37L and S-37R)
lap splice between body stations 428 and 431 on certain airplanes.
We are issuing this AD to detect and correct missing fasteners,
which could result in cracks in the fuselage skin that could
adversely affect the structural integrity of the airplane.

(f) Compliance

    Comply with this AD within the compliance times specified,
unless already done.

(g) Required Actions

    Except as required by paragraph (h) of this AD: At the
applicable times specified in paragraph 1.E., ``Compliance,'' of
Boeing Alert Service Bulletin 767-53A0251, Revision 1, dated March
7, 2017, do all applicable actions identified as ``RC'' (required
for compliance) in, and in accordance with, the Accomplishment
Instructions of Boeing Alert Service Bulletin 767-53A0251, Revision
1, dated March 7, 2017.

(h) Exceptions to Service Information Specifications

    (1) Where Alert Service Bulletin 767-53A0251, Revision 1, dated
March 7, 2017, specifies contacting Boeing, and specifies that
action as RC: This AD requires repair using a method approved in
accordance with the procedures specified in paragraph (j) of this
AD.
    (2) For purposes of determining compliance with the requirements
of this AD: Where Boeing Alert Service Bulletin 767-53A0251,
Revision 1, dated March 7, 2017, uses the phrase ``the Revision 1
date of this service bulletin,'' this AD requires using ``the
effective date of this AD.''

(i) Credit for Previous Actions

    For Group 1 airplanes as defined in Boeing Alert Service
Bulletin 767-53A0251, Revision 1, dated March 7, 2017: This
paragraph provides credit for the actions specified in paragraph (g)
of this AD, if those actions were performed before the effective
date of this AD using Boeing Alert Service Bulletin 767-53A0251,
dated August 7, 2013.

(j) Alternative Methods of Compliance (AMOCs)

    (1) The Manager, Seattle ACO Branch, FAA, has the authority to
approve AMOCs for this AD, if requested using the procedures found
in 14 CFR 39.19. In accordance with 14 CFR 39.19, send your request
to your principal inspector or local Flight Standards District
Office, as appropriate. If sending information directly to the
manager of the certification office, send it to the attention of the
person identified in paragraph (k)(1) of this AD. Information may be
emailed to: [email protected].
    (2) Before using any approved AMOC, notify your appropriate
principal inspector, or lacking a principal inspector, the manager
of the local flight standards district office/certificate holding
district office.
    (3) An AMOC that provides an acceptable level of safety may be
used for any repair, modification, or alteration required by this AD
if it is approved by the Boeing Commercial Airplanes Organization
Designation Authorization (ODA) that has been authorized by the
Manager, Seattle ACO Branch, to make those findings. To be approved,
the repair method, modification deviation, or alteration deviation
must meet the certification basis of the airplane, and the approval
must specifically refer to this AD.
    (4) AMOCs approved previously for AD 2015-19-12 are approved as
AMOCs for the corresponding provisions of paragraph (g) of this AD.
    (5) Except as required by paragraph (h)(1) of this AD: For
service information that contains steps that are labeled as Required
for Compliance (RC), the provisions of paragraphs (j)(5)(i) and
(j)(5)(ii) of this AD apply.
    (i) The steps labeled as RC, including substeps under an RC step
and any figures identified in an RC step, must be done to comply
with the AD. If a step or substep is labeled ``RC Exempt,'' then the
RC requirement is removed from that step or substep. An AMOC is
required for any deviations to RC steps, including substeps and
identified figures.
    (ii) Steps not labeled as RC may be deviated from using accepted
methods in accordance with the operator's maintenance or inspection
program without obtaining approval of an AMOC, provided the RC
steps, including substeps and identified figures, can still be done
as specified, and the airplane can be put back in an airworthy
condition.

(k) Related Information

    (1) For more information about this AD, contact Wayne Lockett,
Aerospace Engineer, Airframe Section, FAA, Seattle ACO Branch, 2200
South 216th St., Des Moines, WA 98198; phone and fax:<PHONE_NUMBER>;
email: [email protected].
    (2) Service information identified in this AD that is not
incorporated by reference is available at the addresses specified in
paragraphs (l)(3) and (l)(4) of this AD.

(l) Material Incorporated by Reference

    (1) The Director of the Federal Register approved the
incorporation by reference (IBR) of the service information listed
in this paragraph under 5 U.S.C. 552(a) and 1 CFR part 51.
    (2) You must use this service information as applicable to do
the actions required by this AD, unless the AD specifies otherwise.
    (i) Boeing Alert Service Bulletin 767-53A0251, Revision 1, dated
March 7, 2017.
    (ii) Reserved.
    (3) For service information identified in this AD, contact
Boeing Commercial Airplanes, Attention: Contractual & Data Services
(C&DS), 2600 Westminster Blvd., MC 110-SK57, Seal Beach, CA 90740-
5600; telephone<PHONE_NUMBER>; internet https://www.myboeingfleet.com.
    (4) You may view this service information at the FAA, Transport
Standards Branch, 2200 South 216th St., Des Moines, WA 98198. For
information on the availability of this material at the FAA, call
206-231-3195.
    (5) You may view this service information that is incorporated
by reference at the National Archives and Records Administration
(NARA). For information on the availability of this material at
NARA, call<PHONE_NUMBER>, or go to: http://www.archives.gov/federal-register/cfr/ibr-locations.html.

    Issued in Des Moines, Washington, on March 30, 2018.
Chris Spangenberg,
Acting Director, System Oversight Division, Aircraft Certification
Service.
[FR Doc. 2018-07630 Filed 4-13-18; 8:45 am]
 BILLING CODE 4910-13-P


[Federal Register Volume 83, Number 38 (Monday, February 26, 2018)]
[Notices]
[Pages 8309-8312]
[FR Doc No: 2018-03785]

-----------------------------------------------------------------------

SECURITIES AND EXCHANGE COMMISSION

[Release No. 34-82739; File No. SR-BatsBZX-2017-72]

Self-Regulatory Organizations; Cboe BZX Exchange, Inc.; Order
Instituting Proceedings To Determine Whether To Approve or Disapprove a
Proposed Rule Change to List and Trade Shares of the Innovator S&P 500
15% Shield Strategy ETF Series, Innovator S&P 500 -5% to -35% Shield
Strategy ETF Series, Innovator S&P 500 Enhance and 10% Shield Strategy
ETF Series, and Innovator S&P 500 Ultra Strategy ETF Series Under Rule
14.11(i)

February 20, 2018.

I. Introduction

    On November 7, 2017, Cboe BZX Exchange, Inc. (``Exchange'' or
``BZX'') filed with the Securities and Exchange Commission
(``Commission''), pursuant to Section 19(b)(1) \1\ of the Securities
Exchange Act of 1934 (``Exchange Act'') \2\ and Rule 19b-4
thereunder,\3\ a proposed rule change to list and trade shares
(``Shares'') of the Innovator S&P 500 15% Shield Strategy ETF Series
(``Shield Funds''), Innovator S&P 500 -5% to -35% Shield Strategy ETF
Series (``Ultra Shield Funds''), Innovator S&P 500 Enhance and 10%
Shield Strategy ETF Series (``Enhance and Shield Funds''), and
Innovator S&P 500 Ultra Strategy ETF Series (``Ultra Funds,'' and
together with the Shield Funds, Ultra Shield Funds, and Enhance and
Shield Funds, the ``Funds'') under BZX Rule 14.11(i). The proposed rule
change was published for comment in the Federal Register on November
22, 2017.\4\ On December 21, 2017, the Commission extended the time
period within which to approve the proposed rule change, disapprove the
proposed rule change, or institute proceedings to determine whether to
approve or disapprove the proposed rule change to February 20, 2018.\5\
The Commission received no comments on the proposed rule change. This
order institutes proceedings under Section 19(b)(2)(B) of the Exchange
Act to determine whether to disapprove the proposed rule change.
---------------------------------------------------------------------------

    \1\ 15 U.S.C. 78s(b)(1).
    \2\ 15 U.S.C. 78a.
    \3\ 17 CFR 240.19b-4.
    \4\ See Securities Exchange Act Release No. 82097 (November 16,
2017), 82 FR 55689 (``Notice'').
    \5\ See Securities Exchange Act Release No. 82387, 82 FR 61613
(December 28, 2017).
---------------------------------------------------------------------------

II. Description of the Proposed Rule Change 6
---------------------------------------------------------------------------

    \6\ A more detailed description of the Trust, the Funds, and the
Shares, as well as the availability of price information values and
other information regarding the Funds' portfolio holdings, is
included in the Registration Statement (defined below). See infra
note 7.
---------------------------------------------------------------------------

    The Exchange proposes to list and trade the Shares under BZX Rule
14.11(i), which governs the listing and trading of Managed Fund Shares
on the Exchange. In total, the Exchange is proposing to list and trade
Shares of up to twelve monthly series of each of the Funds. The Shares
would be offered by Innovator ETFs Trust (``Trust''), a Delaware
statutory trust.\7\ The investment adviser to the Funds is Innovator
Capital Management LLC (``Adviser''), and the sub-adviser to the Funds
is Milliman Financial Risk Management LLC (``Sub-Adviser'').
---------------------------------------------------------------------------

    \7\ The Trust is registered with the Commission as an investment
company and has filed a registration statement with the Commission
on Form N-1A (File Nos. 333-146827 and 811-22135) (``Registration
Statement'') under the Securities Act of 1933 (15 U.S.C. 77a), dated
October 19, 2017. The description of the operation of the Funds and
the Shares herein is based, in part, on the Registration Statement.
---------------------------------------------------------------------------

A. Innovator S&P 500 15% Shield Strategy ETF Series

    The Shield Funds are actively managed funds that seek to outperform
the Cboe S&P 500 15% Buffer Protect Index Series (``Shield Index'')
before expenses are taken into account. The Shield Index is designed to
provide investment returns that, over a period of approximately one
year, match those of the S&P 500 Index, up to a maximized annual return
(``Shield Cap Level''),\8\ while guarding against a decline in the S&P
500 Index for the first 15%. Specifically, the Shield Index is designed
to provide the following results during the outcome period:
---------------------------------------------------------------------------

    \8\ The Exchange states that the Shield Cap Level would be
determined with respect to each Shield Fund on the inception date of
the Shield Fund and at the beginning of each outcome period. See
Notice, supra note 4, 82 FR at 55691.
---------------------------------------------------------------------------

     If the S&P 500 Index appreciates over the outcome period:
The Shield Index is designed to provide a total return that matches the
percentage increase of the S&P 500 Index, up to the Shield Cap Level;
     If the S&P 500 Index decreases over the outcome period by
15% or less: The Shield Index is designed to provide a total return of
zero; and
     If the S&P 500 Index depreciates over the outcome period
by greater than 15%: The Shield Index is designed to provide a total
return loss that is 15% less than the percentage loss on the S&P 500
Index with a maximum loss of approximately 85%.\9\

    \9\ The Exchange states that the Shield Funds would not offer
any protection against declines in the S&P 500 Index exceeding 15%
on an annualized basis. See id. at 55691. Shareholders would bear
all S&P 500 Index losses exceeding 15% on a one-to-one basis. See
id.
---------------------------------------------------------------------------

The Shield Index is designed to produce these outcomes by including
theoretically ``purchased'' and ``written'' FLexible EXchange Options
(``FLEX Options'') that, when layered upon each other, are designed to
buffer against losses of the S&P 500 Index and cap the level of
possible gains.
    Under Normal Market Conditions,\10\ each Shield Fund would attempt
to achieve its investment objective by taking positions that provide
performance exposure substantially similar to the exposure provided by
components of the Shield Index.\11\ Each Shield Fund would invest
primarily in the FLEX Options included in the Shield Index or
standardized options contracts listed on a U.S. exchange that reference
either the S&P 500 Index or exchange traded funds (``ETFs'') that track
the S&P 500 Index.\12\ Any FLEX Options written by a Shield Fund that
create an obligation to sell or buy an asset would be offset with a
position in FLEX Options purchased by the Shield Fund to create the
right to buy or sell the same asset such that the Shield Fund would
always be in a net long position. As the FLEX Options mature at the end
of each outcome period, they would be replaced annually to ensure that
investments made by the Shield Fund in a given month during the current
year buffer against negative returns of the S&P 500 Index up to pre-
determined levels in that same month of the following year.
---------------------------------------------------------------------------

    \10\ As defined in Rule 14.11(i)(3)(E), the term ``Normal Market
Conditions'' includes, but is not limited to, the absence of trading
halts in the applicable financial markets generally; operational
issues causing dissemination of inaccurate market information or
system failures; or force majeure type events such as natural or
man-made disaster, act of God, armed conflict, act of terrorism,
riot or labor disruption, or any similar intervening circumstance.
    \11\ The Shield Funds are not index tracking funds and are not
required to invest in all components of the Shield Index. See
Notice, supra note 4, 82 FR at 55691, n.10
    \12\ The FLEX Options owned by each of the Shield Funds would
have the same terms (i.e., same strike price and expiration) for all
investors of a Shield Fund within an outcome period. See id. at
55691.
---------------------------------------------------------------------------

B. Innovator S&P 500 -5% to -35% Shield Strategy ETF Series

    The Ultra Shield Funds are actively managed funds that seek to
provide total returns that exceed that of the Cboe S&P 500 30% (-5% to
-35%) Buffer Protect Index Series (``Ultra Shield

Index''), before expenses are taken into account. The Ultra Shield
Index is designed to provide investment returns that, over a period of
approximately one year, match those of the S&P 500 Index, up to a
maximized annual return (``Ultra Shield Cap Level''),\13\ while
guarding against a decline in the S&P 500 Index of between 5% and 35%.
Specifically, the Ultra Shield Index is designed to produce the
following results during outcome period:
---------------------------------------------------------------------------

    \13\ The Ultra Shield Cap Level would be determined with respect
to each Ultra Shield Fund on the inception date of the Ultra Shield
Fund and at the beginning of each outcome period. See id. at 55692.
---------------------------------------------------------------------------

     If the S&P 500 Index appreciates over the outcome period:
The Ultra Shield Index is designed to provide a total return that
matches the percentage increase of the S&P 500 Index, up to the Ultra
Shield Cap Level;
     If the S&P 500 Index decreases over the outcome period by
5% or less: The Ultra Shield Index is designed to provide a total
return loss that is equal to the percentage loss on the S&P 500 Index;
     If the S&P 500 Index decreases over the outcome period by
5%-35%: The Ultra Shield Index is designed to provide a total return
loss of 5%; and
     If the S&P 500 Index decreases over the outcome period by
more than 35%: The Ultra Shield Index is designed to provide a total
return loss that is 30% less than the percentage loss on the S&P 500
Index with a maximum loss of approximately 70%.\14\
---------------------------------------------------------------------------

    \14\ The Exchange states that the Ultra Shield Funds would not
offer any protection against declines in the S&P 500 Index exceeding
35% on an annualized basis. See id. Shareholders would bear all S&P
500 Index losses exceeding 35% on a one-to-one basis. See id.
---------------------------------------------------------------------------

    The Ultra Shield Index is designed to produce these outcomes by
including theoretically ``purchased'' and ``written'' FLEX Options
that, when layered upon each other, are designed to buffer against
losses of the S&P 500 Index.
    Under Normal Market Conditions, each Ultra Shield Fund would
attempt to achieve its investment objective by taking positions that
provide performance exposure substantially similar to the exposure
provided by components of the Ultra Shield Index.\15\ Each Ultra Shield
Fund would invest primarily in the FLEX Options included in the Ultra
Shield Index or standardized options contracts listed on a U.S.
exchange that reference either the S&P 500 Index or ETFs that track the
S&P 500 Index.\16\ Any FLEX Options written by an Ultra Shield Fund
that create an obligation to sell or buy an asset would be offset with
a position in FLEX Options purchased by the Ultra Shield Fund to create
the right to buy or sell the same asset such that the Ultra Shield Fund
would always be in a net long position. As the FLEX Options mature at
the end of each outcome period, they would be replaced annually to
ensure that investments made in a given month during the current year
buffer against negative returns of the S&P 500 Index up to pre-
determined levels in that same month of the following year.
---------------------------------------------------------------------------

    \15\ The Exchange states that the Ultra Shield Funds are not
index tracking funds and are not required to invest in all
components of the Ultra Shield Index. See id. at 55692, n.11.
    \16\ The Exchange states that the FLEX Options owned by each of
the Ultra Shield Funds would have the same terms (i.e., same strike
price and expiration) for all investors of an Ultra Shield Fund
within an outcome period. See id. at 55692.
---------------------------------------------------------------------------

C. Innovator S&P 500 Enhance and 10% Shield Strategy ETF Series

    The Enhance and Shield Funds are actively managed funds that would
seek to provide investment returns during the outcome period that
exceed the gains of the S&P 500 Index, up to a maximized annual return
(``Enhance and Shield Cap Level''),\17\ while guarding against a
decline in the S&P 500 Index of the first 10%.\18\ Pursuant to the
Enhance and Shield Strategy, each Enhance and Shield Fund would seek to
produce the following outcomes for shareholders holding its shares
during the outcome period:
---------------------------------------------------------------------------

    \17\ The Enhance and Shield Cap Level would be determined with
respect to each Enhance and Shield Fund on the inception date of the
Enhance and Shield Fund and at the beginning of each outcome period.
See id. at 55693.
    \18\ Unlike the Shield Funds and Ultra Shield Funds, the Enhance
and Shield Funds would not utilize benchmark indexes.
---------------------------------------------------------------------------

     If the S&P 500 Index appreciates over the outcome period:
The Enhance and Shield Fund would seek to provide shareholders with a
total return that exceeds that of the S&P 500 Index, up to and
including the Enhance and Shield Cap Level;
     If the S&P 500 Index depreciates over the outcome period
by 10% or less: The Enhance and Shield Fund would seek to provide a
total return of zero;
     If the S&P 500 Index decreases over the outcome period by
more than 10%: The Enhance and Shield Fund would seek to provide a
total return loss that is 10% less than the percentage loss on the S&P
500 Index with a maximum loss of approximately 90%.
    The portfolio managers of the Enhance and Shield Funds would seek
to produce those results by investing primarily in FLEX Options or
standardized options contracts listed on a U.S. exchange that reference
either the S&P 500 Index or ETFs that track the S&P 500 Index.\19\ The
portfolio managers would purchase and write FLEX Options that, when
layered upon each other, are designed to buffer against losses of the
S&P 500 Index or cap the level of possible gains. Any FLEX Options
written that create an obligation to sell or buy an asset would be
offset with a position in FLEX Options purchased by the Enhance and
Shield Fund to create the right to buy or sell the same asset such that
the Enhance and Shield Fund would always be in a net long position. As
the FLEX Options mature at the end of each outcome period, they would
be replaced annually to ensure that investments made in a given month
during the current year buffer against negative returns of the S&P 500
Index up to pre-determined levels in that same month of the following
year.
---------------------------------------------------------------------------

    \19\ The FLEX Options owned by each of the Enhance and Shield
Funds would have the same terms (i.e., same strike price and
expiration) for all investors of an Enhance and Shield Fund within
an outcome period. See Notice, supra note 4, 82 FR at 55693.
---------------------------------------------------------------------------

D. Innovator S&P 500 Ultra Strategy ETF Series

    The Ultra Funds are actively managed funds that would seek to
provide during the outcome period total returns that exceed those of
the S&P 500 Index, up to a maximized annual return (``Ultra Cap
Level'').\20\ Each Ultra Fund would seek to produce the following
results for shareholders that hold its shares during the outcome
period:
---------------------------------------------------------------------------

    \20\ The Exchange states that the Ultra Cap Level would be
determined with respect to each Ultra Fund on inception date of the
Ultra Fund and at the beginning of each outcome period. See Notice,
supra note 4, 82 FR at 55693. Similar to the Enhance and Shield
Funds, the Ultra Funds would not utilize benchmark indexes.
---------------------------------------------------------------------------

     If the S&P 500 Index appreciates over the outcome period:
The Ultra Fund would seek to provide shareholders with a total return
that exceeds that of the S&P 500 Index, up to the Ultra Cap Level; and
     If the S&P 500 Index decreases over the outcome period:
The Ultra Fund would seek to provide a total return loss that is equal
to the percentage loss of the S&P 500 Index.
    The portfolio managers of the Ultra Funds would seek to produce
those results by investing primarily in FLEX Options or standardized
options contracts listed on a U.S. exchange that reference either the
S&P 500 Index or ETFs that track the S&P 500 Index. The portfolio
managers would purchase and write FLEX Options that, when layered upon
each other, are designed to exceed

the gains of the S&P 500 Index, subject to the Ultra Cap Level. Any
FLEX Options that written by the Ultra Fund that create an obligation
to sell or buy an asset would be offset with a position in FLEX Options
purchased by the Ultra Fund to create the right to buy or sell the same
asset such that the Ultra Fund would always be in a net long position.
As the FLEX Options mature at the end of each outcome period, they
would be replaced.

E. Investment Methodology for the Funds

    As mentioned above, under Normal Market Conditions, each Fund would
seek to achieve its respective investment objective by investing
primarily in U.S. exchange-listed FLEX Options on the S&P 500 Index.
Each of the Funds might invest its net assets (in the aggregate) in
other investments which the Adviser or Sub-Adviser believes would help
each Fund meet its investment objective and that would be disclosed at
the end of each trading day (``Other Assets'').\21\
---------------------------------------------------------------------------

    \21\ Other Assets include only cash or cash equivalents, as
defined in BZX Rule 14.11(i)(4)(C)(iii), and traditional U.S.
exchange-traded options contracts that reference either the S&P 500
Index or ETFs that track the S&P 500 Index. As defined in BZX Rule
14.11(i)(4)(C)(iii), cash equivalents include short-term instruments
with maturities of less than three months, including: (i) U.S.
Government securities, including bills, notes, and bonds differing
as to maturity and rates of interest, which are either issued or
guaranteed by the U.S. Treasury or by U.S. Government agencies or
instrumentalities; (ii) certificates of deposit issued against funds
deposited in a bank or savings and loan association; (iii) bankers
acceptances, which are short-term credit instruments used to finance
commercial transactions; (iv) repurchase agreements and reverse
repurchase agreements; (v) bank time deposits, which are monies kept
on deposit with banks or savings and loan associations for a stated
period of time at a fixed rate of interest; (vi) commercial paper,
which are short-term unsecured promissory notes; and (vii) money
market funds.
---------------------------------------------------------------------------

III. Proceedings To Determine Whether To Disapprove SR-BatsBZX-2017-72
and Grounds for Disapproval Under Consideration

    The Commission is instituting proceedings pursuant to Section
19(b)(2)(B) of the Exchange Act \22\ to determine whether the proposed
rule change should be approved or disapproved. Institution of such
proceedings is appropriate at this time in view of the legal and policy
issues raised by the proposed rule change. Institution of proceedings
does not indicate that the Commission has reached any conclusions with
respect to any of the issues involved. Rather, as described below, the
Commission seeks and encourages interested persons to provide comments
on the proposed rule change.
---------------------------------------------------------------------------

    \22\ 15 U.S.C. 78s(b)(2)(B).
---------------------------------------------------------------------------

    Pursuant to Section 19(b)(2)(B) of the Exchange Act,\23\ the
Commission is providing notice of the grounds for disapproval under
consideration. The Commission is instituting proceedings to allow for
additional analysis of the proposal's consistency with Section 6(b)(5)
of the Exchange Act, which requires, among other things, that the rules
of a national securities exchange be designed to prevent fraudulent and
manipulative acts and practices, to promote just and equitable
principles of trade, and to protect investors and the public
interest.\24\
---------------------------------------------------------------------------

    \23\ Id.
    \24\ 15 U.S.C. 78f(b)(5).
---------------------------------------------------------------------------

    Under the proposal, the defined outcome strategies for each Fund
are designed to participate in market gains and losses within pre-
determined ranges over a specified period. Specifically, these outcomes
are predicated on the Shares being bought at the beginning and sold at
the end of the designated outcome period. The Commission notes that
market participants may buy and sell Shares of the Funds at any time.
Accordingly, with respect to the performance of the Shares at any time
other than the commencement of the applicable outcome period, the
Commission seeks commenters' views on the sufficiency of the
information provided in the proposed rule change to support a
determination that the listing and trading of the Shares would be
consistent with Section 6(b)(5) of the Exchange Act.

IV. Procedure: Request for Written Comments

    Interested persons are invited to submit written views, data, and
arguments concerning the foregoing, including whether the proposed rule
change is consistent with Section 6(b)(5) or any other provision of the
Exchange Act, or the rules and regulations thereunder. Although there
do not appear to be any issues relevant to approval or disapproval that
would be facilitated by an oral presentation of views, data, and
arguments, the Commission will consider, pursuant to Rule 19b-4, any
request for an opportunity to make an oral presentation.\25\
---------------------------------------------------------------------------

    \25\ Section 19(b)(2) of the Exchange Act, as amended by the
Securities Acts Amendments of 1975, Public Law 94-29 (June 4, 1975),
grants the Commission flexibility to determine what type of
proceeding--either oral or notice and opportunity for written
comments--is appropriate for consideration of a particular proposal
by a self-regulatory organization. See Securities Acts Amendments of
1975, Senate Comm. on Banking, Housing & Urban Affairs, S. Rep. No.
75, 94th Cong., 1st Sess. 30 (1975).
---------------------------------------------------------------------------

    Interested persons are invited to submit written data, views, and
arguments regarding whether the proposal should be approved or
disapproved by March 19, 2018. Any person who wishes to file a rebuttal
to any other person's submission must file that rebuttal by April 2,
2018.
    Comments may be submitted by any of the following methods:

Electronic Comments

     Use the Commission's internet comment form (http://www.sec.gov/rules/sro.shtml); or
     Send an email to [email protected]. Please include
File Number SR-BatsBZX-2017-72 on the subject line.

Paper Comments

     Send paper comments in triplicate to Secretary, Securities
and Exchange Commission, 100 F Street NE, Washington, DC 20549-1090.

All submissions should refer to File Number SR-BatsBZX-2017-72. This
file number should be included on the subject line if email is used. To
help the Commission process and review your comments more efficiently,
please use only one method. The Commission will post all comments on
the Commission's internet website (http://www.sec.gov/rules/sro.shtml).
Copies of the submission, all subsequent amendments, all written
statements with respect to the proposed rule change that are filed with
the Commission, and all written communications relating to the proposed
rule change between the Commission and any person, other than those
that may be withheld from the public in accordance with the provisions
of 5 U.S.C. 552, will be available for website viewing and printing in
the Commission's Public Reference Room, 100 F Street NE, Washington, DC
20549 on official business days between the hours of 10:00 a.m. and
3:00 p.m. Copies of the filing also will be available for inspection
and copying at the principal office of the Exchange. All comments
received will be posted without change. Persons submitting comments are
cautioned that we do not redact or edit personal identifying
information from comment submissions. You should submit only
information that you wish to make available publicly. All submissions
should refer to File Number SR-BatsBZX-2017-72 and should be submitted
on or before March 19, 2018. Rebuttal comments should be submitted by
April 2, 2018.

    For the Commission, by the Division of Trading and Markets,
pursuant to delegated authority.\26\
---------------------------------------------------------------------------

    \26\ 17 CFR 200.30-3(a)(57).
---------------------------------------------------------------------------

Eduardo A. Aleman,
Assistant Secretary.
[FR Doc. 2018-03785 Filed 2-23-18; 8:45 am]
 BILLING CODE 8011-01-P


[Federal Register Volume 82, Number 14 (Tuesday, January 24, 2017)]
[Notices]
[Pages 8255-8256]
[FR Doc No: 2017-01504]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Railroad Administration

[Docket Number FRA-2016-0110]

Petition for Waiver of Compliance

    In accordance with part 211 of Title 49 Code of Federal Regulations
(CFR), this document provides the public notice that by a document
dated November 8, 2016, Nevada Northern Railway Foundation d.b.a.
Nevada Northern Railway Museum (NN) has petitioned the Federal Railroad
Administration (FRA) for a waiver of compliance from certain provisions
of the Federal railroad safety regulations contained at 49 CFR part
215. FRA assigned the petition Docket Number FRA-2016-0110.
    Specifically, NN requests waiver from the requirements of 49 CFR
215.303, Stenciling of restricted cars, and Sec.  224.101,
Reflectorization of Rolling Stock, for five freight cars. These five
freight cars are one caboose (car number NN 3) and four box cars (car
numbers NN 2021, NN 1023, NN 1024, and NN 1025).

    NN states in its petition that these cars are used in tourist,
historic, and/or excursion operations. The cars always remain on NN
track. NN is a non-insular tourist railroad that is not connected to
the general system. The purpose of this waiver petition is to maintain
the historic integrity of this railroad, which has been recognized by
the Secretary of the Interior as a national Historic Landmark.
    NN further states that the subject cars will not carry freight but
rather will be photographed by photographers from around the world. The
cars will be operated at no more than 25 mph. The cars would be
operated over 30 miles of track. Each car will be inspected to ensure
safe operation of the car. These cars will not and cannot leave NN
property.
    As information, NN concurrently requests to continue in service
these 5 cars in accordance with 49 CFR 215.203(c), as they are all over
50 years of age, measured from the date of original construction.
    A copy of the petition, as well as any written communications
concerning the petition, is available for review online at
www.regulations.gov and in person at the U.S. Department of
Transportation's (DOT) Docket Operations Facility, 1200 New Jersey
Avenue SE., W12-140, Washington, DC 20590. The Docket Operations
Facility is open from 9 a.m. to 5 p.m., Monday through Friday, except
Federal Holidays.
    Interested parties are invited to participate in these proceedings
by submitting written views, data, or comments. FRA does not anticipate
scheduling a public hearing in connection with these proceedings since
the facts do not appear to warrant a hearing. If any interested parties
desire an opportunity for oral comment and a public hearing, they
should notify FRA, in writing, before the end of the comment period and
specify the basis for their request.
    All communications concerning these proceedings should identify the
appropriate docket number and may be submitted by any of the following
methods:
     Web site: http://www.regulations.gov. Follow the online
instructions for submitting comments.
     Fax:<PHONE_NUMBER>.
     Mail: Docket Operations Facility, U.S. Department of
Transportation, 1200 New Jersey Avenue SE., W12-140, Washington, DC
20590.
     Hand Delivery: 1200 New Jersey Avenue SE., Room W12-140,
Washington, DC 20590, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal Holidays.
    Communications received by March 10, 2017 will be considered by FRA
before final action is taken. Comments received after that date will be
considered as far as practicable.
    Anyone is able to search the electronic form of any written
communications and comments received into any of our dockets by the
name of the individual submitting the comment (or signing the document,
if submitted on behalf of an association, business, labor union, etc.).
In accordance with 5 U.S.C. 553(c), DOT solicits comments from the
public to better inform its processes. DOT posts these comments,
without edit, including any personal information the commenter
provides, to www.regulations.gov, as described in the system of records
notice (DOT/ALL-14 FDMS), which can be reviewed at https://www.transportation.gov/privacy. See also https://www.regulations.gov/privacyNotice for the privacy notice of regulations.gov.

Robert C. Lauby,
Associate Administrator for Railroad Safety, Chief Safety Officer..
[FR Doc. 2017-01504 Filed 1-23-17; 8:45 am]
 BILLING CODE 4910-06-P


[Federal Register: March 24, 2009 (Volume 74, Number 55)]
[Notices]
[Page 12436]
[DOCID:fr24mr09-150]

-----------------------------------------------------------------------

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

RTCA Special Committee 147 Sixty Ninth Plenary: Minimum
Operational Performance Standards for Traffic Alert and Collision
Avoidance Systems Airborne Equipment

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Notice of RTCA Special Committee 147 meeting.

-----------------------------------------------------------------------

SUMMARY: The FAA is issuing this notice to advise the public of a
meeting of RTCA Special Committee 147: Minimum Operational Performance
Standards for Traffic Alert and Collision Avoidance Systems Airborne
Equipment.

DATES: The meeting will be held April 21, 2009 from 9 a.m.-5 p.m.

ADDRESSES: The meeting will be held at RTCA, Inc., 1828 L Street, Suite
805, Washington, DC 20036.

FOR FURTHER INFORMATION CONTACT: RTCA Secretariat, 1828 L Street, NW.,
Suite 805, Washington, DC, 20036; telephone<PHONE_NUMBER>; fax (202)
833-9434; Web site http://www.rtca.org.

SUPPLEMENTARY INFORMATION: Pursuant to section 10(a)(2) of the Federal
Advisory Committee Act (Pub. L. 92-463, 5 U.S.C., Appendix 2), notice
is hereby given for a Special Committee 147 meeting and Working Group
75. The agenda will include:
 Opening Plenary Session
     WG-75 Chairman's opening remarks
     SC-147 Co-Chairmen's opening remarks
     Introductions
     Approval of Agenda
     Approval of Minutes from 68th meeting of SC147
 Final review and discussion of FRAC comments and
consideration/final approval of Change 1 to DO-300 (Hybrid Surveillance
MOPS)
 Final review and discussion of FRAC comments and
consideration/final approval of Change 1 to DO-185B (TCAS II MOPS)
     EUROCAE WG-75: Status of current activities
     TCAS Program Office: TCAS Monitoring efforts
     SC-218 Current status and planned deliverables
     AVS status on TSO-C119c publication
     Certification Authorities (USA and European) plans for
Change 7.1 equipage
     Closing Session (Other/new business.)
    Attendance is open to the interested public but limited to space
availability. With the approval of the chairmen, members of the public
may present oral statements at the meeting. Persons wishing to present
statements or obtain information should contact the person listed in
the FOR FURTHER INFORMATION CONTACT section.
    Members of the public may present a written statement to the
committee at any time.

    Issued in Washington, DC, on March 18, 2009.
Francisco Estrada C.,
RTCA Advisory Committee.
[FR Doc. E9-6467 Filed 3-23-09; 8:45 am]

BILLING CODE 4910-13-P