[Federal Register Volume 65, Number 165 (Thursday, August 24, 2000)]
[Rules and Regulations]
[Pages 51742-51746]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 00-21630]



[[Page 51741]]

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Part V





Department of Transportation





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Federal Aviation Administration



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14 CFR Parts 121, 125



Revisions to Digital Flight Data Recorder Requirements for Airbus 
Airplanes; Final Rule

  Federal Register / Vol. 65, No. 165 / Thursday, August 24, 2000 / 
Rules and Regulations  

[[Page 51742]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 121, 125

[Docket No. FAA-2000-7830; Amendment Nos. 121-278 & 125-34]
RIN 2120-AH08


Revisions to Digital Flight Data Recorder Requirements for Airbus 
Airplanes

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule; request for comments.

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SUMMARY: This action amends the flight data recorder regulations by 
adding language to allow certain Airbus airplanes to record certain 
data parameters using resolution requirements that differ slightly from 
the current regulation. This amendment is necessary because the Airbus 
airplanes are unable to record certain flight parameters under the 
existing criteria without undergoing unintended and expensive retrofit.

DATES: This final rule is effective August 18, 2000.
    Comments must be submitted on or before September 25, 2000.

ADDRESSES: Comments on this final rule should be mailed or delivered, 
in duplicate to: U.S. Department of Transportation Dockets, Docket No. 
FAA-2000-7830, 400 Seventh Street, SW, Room Plaza 401, Washington, DC 
20590. You may also submit comments through the internet to http://dms.dot.gov. You may review the public docket containing comments to 
these proposed regulations in person in the Dockets Office between 9:00 
a.m. and 5:00 p.m., Monday through Friday, except Federal holidays. The 
Dockets Office is on the plaza level of the NASSIF Building at the 
Department of Transportation at the above address. Also, you may review 
public dockets on the Internet at http://dms.dot.gov.

FOR FURTHER INFORMATION CONTACT: Gary E. Davis, Air Transportation 
Division (AFS-201), Flight Standards Service, Federal Aviation 
Administration, 800 Independence Avenue, SW., Washington, DC 20591, 
telephone (202) 267-8166.

SUPPLEMENTARY INFORMATION:

Comments Invited

    This final rule is being adopted without prior notice and prior 
public comment. The Regulatory Policies and Procedures of the 
Department of Transportation (DOT) (44 FR 1134; February 26, 1979), 
however, provide that, to the maximum extent possible, operating 
administrations for the DOT should provide an opportunity for public 
comment on regulations issued without prior notice. Accordingly, 
interested persons are invited to participate in this rulemaking by 
submitting such written data, views, or arguments, as they may desire. 
Comments relating to environmental, energy, federalism, or 
international trade impacts that might result from this amendment also 
are invited. Comments must include the regulatory docket or amendment 
number and must be submitted in duplicate to the address above. All 
comments received, as well as a report summarizing each substantive 
public contact with FAA personnel on this rulemaking, will be filed in 
the public docket. The docket is available for public inspection before 
and after the comment closing date.
    The FAA will consider all comments received on or before the 
closing date for comments. Late filed comments will be considered to 
the extent practicable. This final rule may be amended in light of the 
comments received.
    Commenters who want the FAA to acknowledge receipt of their 
comments submitted in response to this final rule must include a 
preaddressed, stamped postcard with those comments on which the 
following statement is made: ``Comments to Docket No. FAA-2000-7830. 
The postcard will be date-stamped by the FAA and mailed to the 
commenter.

Availability of Final Rule

    An electronic copy of this document may be downloaded using a modem 
and suitable communications software from the FAA regulations section 
of the Fedworld electronic bulletin board service (telephone: (703) 
321-3339), or the Government Printing Office's (GPO) electronic 
bulletin board service (telephone: (202) 512-1661).
    Internet users may reach the FAA's web page at http://www.faa.gov/avr/arm/nprm/nprm.htm, or the Government Printing Office's webpage at 
http://www.access.gpo.gov/nara for access to recently published 
rulemaking documents.
    Any person may obtain a copy of this final rule by submitting a 
request to the Federal Aviation Administration, Office of Rulemaking, 
ARM-1, 800 Independence Avenue, SW, Washington, DC 20591, or by calling 
(202) 267-9680. Communications must identify the notice number or 
docket number of this rule.
    Persons interested in being placed on the mailing list for future 
rulemaking documents should request from the above office a copy of 
Advisory Circular No. 11-2A, Notice of Proposed Rulemaking Distribution 
System, that describes the application procedure.

Small Business Regulatory Enforcement Fairness Act

    The Small Business Regulatory Enforcement Fairness Act (SBREFA) of 
1996, requires the FAA to comply with small entity requests for 
information or advice about compliance with statutes and regulations 
within its jurisdiction. Therefore, any small entity that has a 
question regarding this document may contact their local FAA official. 
Internet users can find additional information on SBREFA on the FAA's 
web page at http://www.faa.gov/avr/arm/sbrefa.htm and may send 
electronic inquiries to the following Internet address: [email protected].

Background

Statement of the Problem

    After the amendments to the DFDR requirements became effective on 
August 18, 1997 (62 FR 38362), the FAA began receiving telephone 
inquiries, requests for meetings, and petitions for exemption from 
Airbus Industrie (Airbus) concerning the economic impact of the 
amendments on certain Airbus airplanes. Airbus claimed that in order to 
comply with the new DFDR recording requirements of 14 CFR Appendix M, 
its A300 B2/B4 series, A318/A319/A320/A321 series, and its A330/A340 
series airplanes would have to undergo major equipment retrofits. 
During the rulemaking, the FAA had stated that the rule was being 
tailored to avoid major equipment retrofits.
    The digital flight data recorders (DFDRs) in the affected Airbus 
airplanes already record the required parameters, but some of the 
resolution and sampling intervals for certain parameters differ 
slightly from those required by Appendix M. Airbus noted this 
difference in its comment to the NPRM, but the comment was not fully 
addressed in the preamble to the final rule, issued in August 1997.

History of Amendments to DFDR Requirements

    On February 22, 1995, the NTSB recommended that the FAA require 
upgrades of the flight data recorders installed on certain airplanes to 
record certain additional parameters not required by the current 
regulations. Two of the recommendations made by the NTSB affected the 
subject Airbus airplanes:
    Recommendation No. A-95-26. Amend, by December 31, 1995, 14 CFR

[[Page 51743]]

Sec. Sec. 121.343, 125.225, and 135.152 to require that Boeing 727 
airplanes, Lockheed L-1011 airplanes, and all transport category 
airplanes operated under 14 CFR Parts 121, 125, or 135 whose type 
certificates apply to airplanes still in production, be equipped to 
record on a flight data recorder system, as a minimum, the parameters 
listed in ``Proposed Minimum FDR Parameter Requirements for Airplanes 
in Service'' plus any other parameters required by current regulations 
applicable to each individual airplane. Specify that the airplanes be 
so equipped by January 1, 1998, or by the later date when they meet 
Stage 3 noise requirements but, regardless of Stage 3 compliance 
status, no later than December 31, 1999. (Classified as Class II, 
Priority Action)
    Recommendation No. A-95-27. Amend, by December 31, 1995, 14 CFR 
121.343, 125.225, and 135.152 to require that all airplanes operated 
under 14 CFR Parts 121, 125, or 135, having 10 or more seats, and for 
which an original airworthiness certificate is received after December 
31, 1996, record the parameters listed in ``Proposed FDR Enhancements 
for Newly Manufactured Airplanes'' on a flight data recorder having at 
least a 25-hour recording capacity. (Classified as Class II, Priority 
Action)

Notice of Proposed Rulemaking

    On July 16, 1996, the FAA published a notice of proposed rulemaking 
(NPRM) (Notice No. 96-7, 61 FR 37143) addressing revisions to DFDR 
rules. The proposals were based on the NTSB recommendations, 
information obtained through a public hearing, and the efforts of the 
Aviation Rulemaking Advisory Committee.
    As part of its comment to the proposed rule, Airbus stated that 
there were current recorder systems that record the required parameters 
at sampling rates or resolutions that differ from the proposed Appendix 
M. Airbus commented that the rates and resolutions be changed since 
meeting them would impose significant retrofit costs on operators of 
Airbus airplanes. It was not until Airbus petitioned for exemption from 
the Appendix M requirements that FAA focused its attention on its 
response to the Airbus comment, the significant number of Airbus 
airplanes involved, and the minor variations that would be required 
from Appendix M requirements. As stated previously, it was never the 
intention of the FAA to require operators of any airplanes to incur 
significant equipment retrofit costs in order to comply with the 
requirements for DFDR upgrades.
    The FAA believes that had it fully understood the overall impact 
the final rule would place on operators of Airbus airplanes, it would 
have made specific provisions to reduce or eliminate that impact in the 
final rule.

Petitions for Exemption and Rulemaking

    On April 9, 1998, Airbus petitioned the FAA, on behalf of operators 
of Airbus aircraft, for permanent exemptions from part 121, Appendix M, 
and Part 125, Appendix E. Airbus requested that the A318/A319/320/321 
series aircraft and A330/A340 series aircraft be exempted from the 
recording resolution requirements and be allowed to record alternatives 
for several parameters. On August 24, 1999, FAA published a final rule 
(64 FR 46117) addressing those requests, which have been incorporated 
into the Appendices to Part 121 and Part 125 as a series of 13 
footnotes.
    In a letter dated May 24, 2000, Airbus filed a petition for 
rulemaking that requested correction of an additional parameter 
(parameter 9 Thrust/power of each engine-primary flight crew reference) 
that it had inadvertently left off the petition for exemption (Docket 
Number 30065). Airbus also requested minor changes to the recording 
requirements for parameter 37 (drift angle), parameter 42 (Power lever 
angle), and parameter 57 (Thrust command, for International Aero 
Engines only). Airbus submitted additional information on August 3, 
2000, regarding parameter values. In its petition, Airbus stated that 
current Airbus A318, A319, A320, A321, A330, and A340 series airplanes 
are equipped with a digital flight data recording system (DFDRS) that 
records all mandatory parameters, numbers 1 through 88. Airbus further 
stated that, in order to appropriately revise the resolution and 
sampling requirements of Appendix M to Part 121 and Appendix E to Part 
125, specific additional changes are needed as follows:

For A330/A340 Series Aircraft

    Parameter 9, Thrust/Power of each engine-primary flight crew 
reference: Exhaust Pressure Ratio (EPR) Actual (A330 with Pratt and 
Whitney Engines), is required to have a resolution of 0.2% by the 
present regulation and is implemented as 0.22%;
    Parameter 9, Thrust/Power of each engine-primary flight crew 
reference: EPR Actual (A330 with Rolls Royce engines), is required to 
have a resolution of 0.2% by the present regulation and is implemented 
as .29%;
    Parameter 37, Drift Angle, is required to have a resolution of 0.1 
degrees by the present regulation, and is implemented as 0.352 degrees;
    Parameter 42, Throttle/power lever position (A330/340 Series), is 
required to have a resolution of 2% by the present regulation, and is 
implemented as 3.27% of full range for throttle lever angle (TLA); for 
reverse thrust, reverse throttle lever angle (RLA) resolution is 
nonlinear over the active reverse thrust range, which is 51.54 degrees 
to 96.14 degrees. The resolved element is 2.8 degrees uniformly over 
the entire active reverse thrust range, or 2.9% of the full range value 
of 96.14 degrees;

For A318/A319/320/321 Series Aircraft

    Parameter 42, Throttle/power lever position, is required to have a 
resolution of 2%, but is implemented as 4.32% of full range;
    Parameter 57, Thrust command (EPR, for International Aero Engines 
only) is required to have a resolution of 2%, but is implemented at 
2.58%.

FAA Determinations

    The FAA has previously determined that it would not be appropriate 
to grant an exemption to Airbus on behalf of the operators of its 
aircraft. Even if exemptions were granted to individual operators, they 
would have to be permanent. The FAA has determined that, under such 
circumstances, a change to the rule language of Appendix M is the only 
appropriate means to account for the differences in some DFDR 
equipment. Accordingly, the FAA is amending part 121 Appendix M, and 
Part 125 Appendix E to indicate that certain airplanes may continue to 
record the indicated parameters using the rates and resolutions listed. 
It is the FAA's understanding that this amendment will apply to Airbus 
aircraft. The FAA consulted informally with the NTSB concerning this 
variation, and the NTSB indicated that the proposed change would not 
significantly affect its ability to investigate accidents or incidents.
    The FAA has determined that these changes will not adversely affect 
the safety of the aircraft, hinder the investigation of accidents or 
incidents by the NTSB, nor compromise the intent of the DFDR rules. 
This amendment will revise the resolution recording requirements of 
parameters 9, 37, 42 and 57. The FAA has determined that these changes 
can be accommodated by footnotes in Appendix M to part 121 and Appendix 
E to part 125.

Good Cause for Immediate Adoption

    Sections 553(b)(3)(B) and 553 (d)(3) of the Administrative 
Procedure Act (APA)

[[Page 51744]]

(5 U.S.C. Sections 553(b)(3)(B) and 553(d)(3)) authorize agencies to 
dispense with certain notice procedures for rules when they find ``good 
cause'' to do so. Under section 553(b)(3)(B), the requirements of 
notice and opportunity for comment do not apply when the agency for 
good cause finds that those procedures are ``impracticable, 
unnecessary, or contrary to the public interest.'' Section 553(d)(3) 
allows an agency, upon finding good cause, to make a rule effective 
immediately, thereby avoiding the 30-day delayed effective date 
requirement in section 553.
    The FAA finds that notice and public comment to this final rule are 
impracticable, unnecessary, and contrary to the public interest. This 
final rule amends the flight data recorder regulations by adding 
language to the appendices of parts 121 and 125 to allow certain 
airplanes to record certain data parameters using resolution and 
sampling requirements that differ slightly from the current regulation. 
As a result, the FAA has determined that notice and public comment are 
unnecessary because the change effectuates the original intent of the 
regulation, is not controversial, and is unlikely to result in adverse 
comments.

Executive Order 12866 and DOT Regulatory Policies and Procedures

    Executive Order 12866, Regulatory Planning and Review, directs the 
FAA to assess both the costs and benefits of a regulatory change. The 
FAA is not allowed to propose or adopt a regulation unless a reasoned 
determination is made that the benefits of the intended regulation 
justify the costs. The FAA's assessment has determined that there are 
no costs associated with this final rule. Since its costs and benefits 
do not make it a ``significant regulatory action'' as defined in the 
order, the FAA has not prepared a ``regulatory evaluation,'' which is 
the written cost/benefit analysis ordinarily required for all 
rulemaking documents under the DOT Regulatory Policies and Procedures. 
The FAA does not need to do the latter analysis where the economic 
impact of a final rule is minimal.
    The FAA has determined that there are no costs associated with this 
final rule; the rule imposes no costs upon operators. Instead, this 
rule change relieves operators from a regulatory burden that was 
inadvertently imposed on them in the adoption of the 1997 regulations, 
and would have an impact beginning August 18, 2000. This change 
effectuates the original intent of the 1997 regulations.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) establishes ``as a 
principle of regulatory issuance that agencies shall endeavor, 
consistent with the objective of the rule and of applicable statutes, 
to fit regulatory and informational requirements to the scale of the 
businesses, organizations, and governmental jurisdictions subject to 
regulation.'' To achieve that principle, the RFA requires agencies to 
solicit and consider flexible regulatory proposals and to explain the 
rationale for their actions. The RFA covers a wide-range of small 
entities, including small businesses, not-for-profit organizations and 
small governmental jurisdictions.
    Agencies must perform a review to determine whether a proposed or 
final rule will have a significant economic impact on a substantial 
number of small entities. If the determination is that it will, the 
agency must prepare a regulatory flexibility analysis (RFA) as 
described in the RFA.
    However, if an agency determines that a proposed or final rule is 
not expected to have a significant economic impact on a substantial 
number of small entities, section 605(b) of the 1980 act provides that 
the head of the agency may so certify and an RFA is not required. The 
certification must include a statement providing the factual basis for 
this determination, and the reasoning should be clear.
    The FAA has determined that there are no costs associated with this 
final rule. Accordingly, pursuant to the Regulatory Flexibility Act, 5 
U.S.C. 605(b), the Federal Aviation Administration certifies that this 
proposed rule will not have a significant economic impact on a 
substantial number of small entities.

International Trade Impact Analysis

    The Trade Agreement Act of 1979 prohibits Federal agencies from 
engaging in any standards or related activities that create unnecessary 
obstacles to the foreign commerce of the United States. Legitimate 
domestic objectives, such as safety, are not considered unnecessary 
obstacles. The statute also requires consideration of international 
standards and where appropriate, that they be the basis for U.S. 
standards. In addition, consistent with the Administration's belief in 
the general superiority and desirability of free trade, it is the 
policy of the Administration to remove or diminish to the extent 
feasible, barriers to international trade, including both barriers 
affecting the export of American goods and services to foreign 
countries and barriers affecting the import of foreign goods and 
services into the United States.
    In accordance with the above statute and policy, the FAA has 
assessed the potential effect of this final rule and has determined 
that it will impose little or no costs on domestic and international 
entities and thus has a neutral trade impact.

Unfunded Mandates

    The Unfunded Mandates Reform Act of 1995 (the Act), enacted as Pub. 
L. 104-4 on March 22, 1995, is intended, among other things, to curb 
the practice of imposing unfunded Federal mandates on State, local, and 
tribal governments.
    Title II of the Act requires each Federal agency to prepare a 
written statement assessing the effects of any Federal mandate in a 
proposed or final agency rule that may result in a $100 million or more 
expenditure (adjusted annually for inflation) in any one year by State, 
local, and tribal governments, in the aggregate, or by the private 
sector; such a mandate is deemed to be a ``significant regulatory 
action.''
    This rule does not contain a Federal intergovernmental or private 
sector mandate that exceeds $100 million a year.

Executive Order 13132, Federalism

    The FAA has analyzed this final rule under the principles and 
criteria of executive Order 13132, Federalism. The FAA has determined 
that this action 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. Therefore, the FAA has determined that 
this final rule will not have federalism implications.

Paperwork Reduction Act

    In accordance with the Paperwork Reduction Act of 1995 (44 U.S.C. 
3507(d)), the FAA has determined that there are no requirements for 
information collection associated with this final rule.

Environmental Analysis

    FAA Order 1050.1D defines FAA actions that may be categorically 
excluded from preparation of a National Environmental Policy Act (NEPA) 
environmental assessment or environmental impact statement. In 
accordance with FAA Order 1050.1D, Appendix 4, paragraph 4(j), this 
rulemaking action qualifies for a categorical exclusion.

[[Page 51745]]

Energy Impact

    The energy impact of the rule has been assessed in accordance with 
the Energy Policy and Conservation Act (EPCA) and Public Law 94-163, as 
amended (43 U.S.C. 6362) and FAA Order 1053.1. It has been determined 
that the rule is not a major regulatory action under the provisions of 
the EPCA.

List of Subjects

14 CFR Part 121

    Air carriers, Aviation safety, Reporting and record keeping 
requirements, Transportation.

14 CFR Part 125

    Aircraft, Airmen, Aviation safety, Reporting and record keeping 
requirements.

The Amendment

    Accordingly, the Federal Aviation Administration amends parts 121 
and 125 of Chapter 1 of Title 14 of the Code of Federal Regulations as 
follows:

PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL 
OPERATIONS

    1. The authority citation for part 121 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 40119, 44101, 44701-44702, 
44705, 44709-44711, 44713, 44716-44717, 44722, 44901, 44903-44904, 
44912, 46105.


    2. In Appendix M, the title of the Appendix, and item numbers 9, 
37, 42, and 57 are revised to read as follows:

Appendix M to Part 121--Airplane Flight Recorder Specifications

    The recorded values must meet the designated range, resolution, 
and accuracy requirements during dynamic and static conditions. All 
data recorded must be correlated in time to within one second.

----------------------------------------------------------------------------------------------------------------
                                                            Accuracy    Seconds  per
                Parameters                      Range        (sensor      sampling     Resolution      Remarks
                                                             input)       interval
----------------------------------------------------------------------------------------------------------------
9. Thrust/power on each engine-primary          *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
 flight crew reference \14\...............
*  *  *...................................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
37. Drift Angle \15\......................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
*  *  *...................................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
42. Throttle/ Power Lever Position \16\...      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
*  *  *...................................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
57. Thrust Command \17\...................      *  *  *       *  *  *       *  *  *       *  *  *      *  *  *
----------------------------------------------------------------------------------------------------------------
\14\ For A330 Airplanes with PW or RR Engines, resolution = .29%.
\15\ For A330/A340 series airplanes, resolution = 0.352 degrees.
\16\ For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes, resolution is
  3.27% of full range for throttle lever angle (TLA); for reverse thrust, reverse throttle lever angle (RLA)
  resolution is nonlinear over the active reverse thrust range, which is 51.54 degrees to 96.14 degrees. The
  resolved element is 2.8 degrees uniformly over the entire active reverse thrust range, or 2.9% of the full
  range value of 96.14 degrees.
\17\ For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%.

PART 125--CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING 
CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 
6,000 POUNDS OR MORE

    3. The authority citation for Part 125 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44705, 44710-
44711, 44713, 44716-44717, 4472.

    4. In Appendix E, the title of the Appendix, and item numbers 9, 
37, 42, and 57 are revised to read as follows:

Appendix E to Part 125--Airplane Flight Recorder Specifications

    The recorded values must meet the designated range, resolution, 
and accuracy requirements during dynamic and static conditions. All 
data recorded must be correlated in time to within one second.

[[Page 51746]]



----------------------------------------------------------------------------------------------------------------
                                                            Accuracy     Seconds per
                Parameters                      Range        (sensor      sampling     Resolution      Remarks
                                                             input)       interval
----------------------------------------------------------------------------------------------------------------
9. Thrust/power on each engine-primary          *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
 flight crew reference \14\...............
*  *  *...................................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
37. Drift Angle \15\......................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
*  *  *...................................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
42. Throttle/ Power Lever Position \16\...      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
*  *  *...................................      *  *  *       *  *  *       *  *  *       *  *  *       *  *  *
57. Thrust Command \17\...................      *  *  *       *  *  *       *  *  *       *  *  *      *  *  *
----------------------------------------------------------------------------------------------------------------
\14\ For A330 Airplanes with PW or RR Engines, resolution = .29%.
\15\ For A330/A340 series airplanes, resolution = 0.352 degrees.
\16\ For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes, resolution is
  3.27% of full range for throttle lever angle (TLA); for reverse thrust, reverse throttle lever angle (RLA)
  resolution is nonlinear over the active reverse thrust range, which is 51.54 degrees to 96.14 degrees. The
  resolved element is 2.8 degrees uniformly over the entire active reverse thrust range, or 2.9% of the full
  range value of 96.14 degrees.
\17\ For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%.


    Issued in Washington, DC, on August 18, 2000.
Jane F. Garvey,
Administrator.
[FR Doc. 00-21630 Filed 8-21-00; 1:03 pm]
BILLING CODE 4910-13-P