[Federal Register Volume 66, Number 163 (Wednesday, August 22, 2001)]
[Rules and Regulations]
[Pages 44270-44274]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 01-21146]



[[Page 44269]]

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Part V





Department of Transportation





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Federal Aviation Administration



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14 CFR Parts 121, et al.



Digital Flight Data Recorder Resolution Requirements; Final Rule

  Federal Register / Vol. 66, No. 163 / Wednesday, August 22, 2001 / 
Rules and Regulations  

[[Page 44270]]


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DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 121, 125 and 135

[Docket No. FAA-2001-10428; SFAR No. 89]
RIN 2120-AH46


Digital Flight Data Recorder Resolution Requirements

AGENCY: Federal Aviation Administration, DOT.

ACTION: Final rule; Request for comments.

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SUMMARY: This regulation allows operators of specified airplanes to 
operate those airplanes under part 121, part 125, or part 135 without 
meeting the resolution requirements for certain parameters of 
information recorded by flight data recorders. Shortly before the 
compliance date for the regulations, the FAA received information from 
airplane manufacturers that certain airplane models in service did not 
meet the resolution requirements. This regulation is needed to allow 
operators of these airplanes to continue operating these airplanes with 
their current recording capabilities until the FAA is able to determine 
the appropriate remedy for this problem.

DATES: Effective: August 17, 2001. Submit comments by September 21, 
2001.

ADDRESSES: Address your comments to Docket Management System, U.S. 
Department of Transportation Dockets, Room Plaza 401, 400 Seventh 
Street SW., Washington, DC 20590-0001. You must identify the docket 
number FAA-2001-10428 at the beginning of your comments, and you should 
submit two copies of your comments. If you wish to receive confirmation 
that the FAA has received you comments, please include a self-
addressed, stamped postcard on which the following statement is made: 
``Comments to Docket No. FAA-2001-10428.'' We will date-stamp the 
postcard and mail it back to you.
    You also may submit comments electronically to the following 
Internet address: http://dms.dot.gov.
    You you may review the public docket containing comments to this 
regulation at the Department of Transportation (DOT) Dockets Office, 
located on the plaza level of the Nassif Building at the above address. 
You may review the public docket in person at the address between 9 
a.m. and 5 p.m., Monday through Friday, except Federal holidays. Also, 
you may review the public dockets on the Internet at http://dms/
dot.gov.

FOR FURTHER INFORMATION CONTACT: Gary E. Davis, Air Transportation 
Division, AFS-200, Flight Standards Service, Federal Aviation 
Administration, 800 Independence Avenue, SW., Washington, DC 20591; 
telephone (202) 267-8166.

SUPPLEMENT INFORMATION:

Availability of Final Rules

    You can get and electronic copy using the Internet by taking the 
following steps:
    (1) Go to the search function of the Department of Transportation's 
electronic Docket Management System (DMS) web page (http://dms.dot.gov/search).
    (2) On the search page type in the last five digits of the Docket 
number shown at the beginning of this notice. Click on ``search.''
    (3) On the next page, which contains the Docket summary information 
for the Docket you selected, click on the document number for the item 
you wish to view.
    You can also get an electronic copy using the Internet through the 
Office of Ruelmaking's web page at http://www.faa.gov/avr/arm/nprm.htm 
or the Government Printing Office's web page at http://www.access.gpo.gov.su_docs/aces/aces140.htm.
    You can also get a copy 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. Make 
sure to identify the amendment number or docket number of this 
rulemaking.

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 of SBREFA in the ``Quick 
Jump'' section of the FAA's web page at http://www.faa.gov and may send 
electronic inquires to the following Internet address: ([email protected].

Background

    In response to a series of recommendations issued by the National 
Transportation Safety Board (NTSB), the FAA revised and updated parts 
121, 125, and 135 of Title 14, Code of Federal Regulations (14 CFR) in 
1997 to require that flight data recorders (FDRs) on airplanes in the 
U.S. fleet be upgraded to record additional paramenters of data. The 
exact number of parameters required depends on the age of the airplane 
(62 FR 38362, July 17, 1997). Newly manufactured airplanes are required 
to be designed to record more parameters as well. Under that rulemaking 
action, the FAA prescribed a phased compliance schedule beginning in 
1999. All upgrades must be completed by August 20, 2001. Airplanes 
manufactured after August 2000 must record 57 parameters of flight data 
at the time of manufacture.
    As part of the revision to the FDR regulations, the FAA developed 
appendix M to part 121, which specifies the ranges, accuracies, 
sampling intervals, and resolution requirements for each parameter 
recorded. The standards of appendix M were based on the requirements of 
the former U.S. standard, appendix B to Part 121, and on the European 
Organization for Civil Aviation Equipment (EuroCAE) standards found in 
document ED-55. Appendix M reflects tightened range, accuracy, sampling 
interval, and resolution requirements to reflect the performance 
expected of newer technologies. Appendix E to part 125 and appendix F 
to part 135 are identical to appendix M to part 121, and address the 
same airplanes in the service of different operators. Our discussion of 
appendix M to part 121 in this preamble also applies to appendix E to 
part 125 and appendix F to part 135.

Actions Following the 1997 Rulemaking

Airbus Industries

    After we issued the revised digital flight data recorder (DFDR) 
regulations in 1997, the FAA received several communications from 
Airbus Industries (Airbus) indicating that in order to comply with the 
new DFDR recording requirements of appendix M, several of its airplane 
models would have to undergo major equipment retrofits, a circumstance 
that the rule explicitly tried to avoid. Airbus stated that although 
the DFDRs in its airplanes recorded the required parameters, some of 
the resolution and sampling intervals for certain parameters differed 
slightly from those required by appendix M. Airbus had noted these 
differences in its comment to the notice of proposed rulemaking, but 
the comment was not fully addressed in the preamble to the final rule.
    After consulting with the NTSB, the FAA determined that changes to 
appendix M were an appropriate means to account for the differences in 
Airbus DFDR equipment. These changes were adopted in 1999 and 2000, 
before the requirements for those airplanes took effect, by adding 
footnotes to the

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affected parameters in appendix M. The footnotes specify slightly 
different standards for certain parameters of specified Airbus 
airplanes.

The Boeing Company

    On May 31, 2001, the Boeing Company (Boeing) filed a petition for 
exemption, indicating that three models of its airplanes did not meet 
the resolution requirements for some FDR parameters as required under 
appendix M, and would not meet them by the August 20, 2001, compliance 
date. Boeing requested that operators of its airplanes be allowed to 
continue operating without meeting the resolution requirements of 
appendix M. In the alternative, Boeing requested that appendix M be 
revised to reflect the resolution recording capabilities of the 
affected airplanes.
    The FAA cannot issue an exemption from an operating rule to a 
manufacturer on behalf of the operators of its airplanes. Moreover, the 
issues raised in the Boeing petition are complex and their immediate 
resolution is not clear. More time is needed for the agency to make an 
informed decision on the various issues raised by the petition. We also 
need to gather the necessary technical and cost information that are 
part of any regulatory decision. Although several meetings have been 
held and further information gathered, the FAA has determined that it 
will not have sufficient information to make informed decisions and 
implement them before the August 20, 2001, compliance date.

Dassault Aviation

    In memos dated June 25 and 27, 2001, Dassault Aviation (Dassault) 
informed the FAA that there were FDR resolution compliance difficulties 
on its model Falcon 900EX and model Mystere-Falcon 900 (with 
modification M1975 or M2695 installed) airplanes. These involve 
parameters for radio altitude and normal acceleration. Dassault states 
that as configured with its current flight data acquisition unit and 
bus assembly, it is unable to reach the resolution required by the 
rule. Dassault indicates that it would be a significant expense to 
develop the retrofit of a new data acquisition unit, and requests 
relief similar to that granted to Airbus. Like the Boeing request, the 
FAA has determined that it does not have the time to gather the 
information necessary to resolve this issue before the August 20, 2001, 
compliance date.

Current Action

    Accordingly, the FAA is adopting this Special Federal Aviation 
Regulation (SFAR) to allow affected operators to continue to operate 
their airplanes without meeting the resolution requirements of appendix 
M for parameters listed for the individual aircraft models. These 
airplanes must continue to record the affected parameters to the 
resolution at which they are currently capable. In addition, airplane 
operators are required to report to the FAA the model and registration 
number of each affected airplane.
    This regulation is effective for 2 years. The FAA intends to 
withdraw or modify this relief when it is able to make a determination 
on the manufacturers' requests to change the regulations. At this time, 
the FAA is unable to state what type of solution is expected for any of 
the problems described. It is possible that there may be a change to 
the regulations, that the affected airplanes will be required to meet 
the regulations, or a combination of both. The FAA will allow an 
appropriate amount of time to accomplish any modifications to these 
airplanes that may be required.
    Operators of affected airplanes are cautioned that the relief 
provided by this regulation is extremely limited, and applies only to 
the resolution requirements for the particular parameters for those 
airplane models listed. No other relief from any other requirement of 
part 121 or appendix M is to be implied, and failure to comply with any 
other requirement is subject to normal enforcement action.
    Immediate relief is provided to operators of models not specified 
in this SFAR, but use of the relief is subject to different 
requirements. An operator that discovers a resolution problem with an 
airplane model not specifically listed in this SFAR must immediately 
report the nature and scope of the problem discovered. The FAA will 
decide whether that relief may continue to be used, based on the 
information submitted. These operators are also required to submit the 
information required by paragraph 3.d. of this SFAR within 30 days of 
beginning use of the relief. Operators are cautioned that the FAA will 
not consider expanding this relief to cover, for example, airplanes 
that do not record one or more required parameters, operators that lack 
available parts for retrofit, or new airplanes that do not meet the 
flight data recorder requirements at the time of certification.

Effective Date and Good Cause for Immediate Adoption

    Sections 553(b)(3)(B) and 553(d)(3) of the Administrative Procedure 
Act (APA) (5 U.S.C. Sections 553(b)(3)(B) and 553(d)(3)) authorize 
agencies to dispense with certain notice procedures and immediately 
adopt 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 prior notice and public comment to this final 
rule are impracticable because the purpose of the rule is to 
temporarily suspend a requirement that takes effect very shortly. This 
relief is temporary pending further decisions by the FAA after more 
information is gathered. The FAA is requesting that any interested 
party submit comments concerning the issues involved so that it may 
make an informed decision concerning a permanent remedy for the issues. 
The agency also finds that it would be contrary to the public interest 
to delay this relief and ground the affected airplanes while a decision 
on recording resolution is pending.
    Further, the FAA finds that good cause exists to make this 
regulation effective in less than 30 days. Relief is required no later 
than the compliance date, August 20, 2001, which is less than 30 days 
from issuance of this regulation.
    The regulation is effective August 17, 2001. Use of this regulation 
requires further action by affected operators as described in the 
regulation.

Request for Comment

    Although this regulation is being adopted without formal notice and 
comment because of the considerable time restraints, the FAA is 
interested in all comments regarding these issues from affected 
operators, parts suppliers, or other interested parties whose input 
would be valuable to the FAA in resolving the issues. Comments 
concerning the economic impact of possible solutions, such as changes 
to the regulations or the retrofit of the affected airplanes, are also 
requested.

Environmental Analysis

    FAA Order 1050.1D defines FAA actions that may be categorically

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excluded from preparation of a National Environmental Policy Act (NEPA) 
environmental impact statement. In accordance with FAA Order 1050.1D, 
appendix 4, paragraph 4(j), this rulemaking action qualifies for a 
categorical exclusion. The FAA has determined that this rule qualifies 
for a categorical exclusion because no significant impacts to the 
environment are expected to result from its finalization or 
implementation. No changes in current operations of aircraft will 
result from the adoption of this rule.

Paperwork Reduction Act

    This regulation requires operators of affected airplanes to inform 
the FAA of the registration number and model of those airplanes. This 
information is essential to the FAA's understanding of the scope of the 
problems and future determinations of the effect of any actions 
required to resolve the problems described.
    In accordance with the Paperwork Reduction Act of 1995, (44 U.S.C. 
3507(j) and 5 CFR 1320.13), the Department of Transportation/Federal 
Aviation Administration requested an emergency clearance from the 
Office of Management and Budget (OMB) for the information collection 
activity associated with this SFAR. OMB approved the information 
collection activity on August 8, 2001, and assigned it OMB control 
number 2120-0669. A description of that information collection activity 
including the affected public and the estimated burden is summarized 
below.
    The FAA was just recently made aware that between 400 and 600 
airplanes would not meet the August 20, 2001, compliance date for FDR 
upgrades (14 CFR 121.344, et al.). This SFAR will provide temporary 
relief to the affected airplane operators, but in order to do so, the 
agency must know who the operators are, and which and how many 
airplanes are involved. It is estimated that approximately 50 operators 
will spend about 8 minutes per affected airplane to respond for an 
estimated one-time burden of 67 hours.
    The FAA is required to inform the public that an agency may not 
conduct or sponsor, and that a person is not required to respond to, a 
request for collection without the approval of OMB. That approval was 
granted for this information collection, and the approval expires 
February 28, 2002.

International Compatibility

    The FAA has reviewed corresponding International Civil Aviation 
Organization international standards and recommended practices and 
Joint Aviation Airworthiness Authorities regulations, where they exist, 
and has identified no differences in this amendment and the foreign 
regulations.

Economic Evaluation, Regulatory Flexibility Determination, 
International Trade Impact Assessment, and Unfunded Mandates 
Assessment

    Changes to Federal regulations must undergo several economic 
analyses. First, Executive Order 12866 directs that each Federal agency 
shall propose or adopt a regulation only upon a reasoned determination 
that the benefits of the intended regulation justify its costs. Second, 
the Regulatory Flexibility Act of 1980 requires agencies to analyze the 
economic impact of regulatory changes on small entities. Third, the 
Trade Agreement Act (19 U.S.C. section 2531-2533) prohibits agencies 
from setting standards that create unnecessary obstacles to the foreign 
commerce of the United States. In developing U.S. standards, this Trade 
Act requires agencies to consider international standards and, where 
appropriate, that they be the basis of U.S. standards. Fourth, the 
Unfunded Mandates Reform Act of 1995 (Pub. L. 104-4) requires agencies 
to prepare a written assessment of the costs, benefits, and other 
effects of proposed or final rules that include a Federal mandate 
likely to result in the expenditure by State, local, or tribal 
governments, in the aggregate, or by the private sector, of $100 
million or more annually (adjusted for inflation).
    In conducting these analyses, the FAA determined that this 
rulemaking: (1) Will not be a ``significant regulatory action'' as 
defined in Executive Order 12866 or as defined in DOT's Regulatory 
Policies and Procedure; (2) will not have a significant economic impact 
on a substantial number of small entities; (3) will have minimal 
effects on international trade; and (4) will not contain a significant 
intergovernmental or private sector mandate.
    The FAA determined that this rule will provide regulatory relief, 
but only if expeditiously enacted before August 20, 2001. If it is not 
enacted, then approximately 700 U.S.-registered airplanes could be 
grounded. Because this rule provides significant regulatory relief, 
this economic summary constitutes the analysis and no regulatory 
evaluation will be placed in the docket.
    This rule will temporarily permit specified airplanes to be 
operated under part 121, part 125, or part 135 without meeting certain 
requirements for FDR resolution specified in the applicable appendix. 
Operators of specified airplane models will be able to continue 
operating those airplanes after August 20, 2001, with their current 
recording capabilities until the FAA is able to determine the 
appropriate remedy for the problems. In the absence of this action, 
about 700 airplanes could be grounded until the technical problems can 
be resolved. Because the solution of those technical problems is not 
known at this time, these airplanes could be grounded for a lengthy 
period of time. If these airplanes were to be taken out of service, 
U.S. scheduled air service would suffer extensive disruptions. Many 
flights would be canceled with no opportunity for passengers to 
reschedule. The potential economic losses would be considerable. As the 
FDR system itself has no direct effect on the safe operation of the 
individual airplane on which it is installed, allowing these airplanes 
to continue to operate while this issue is resolved will not reduce 
airplane safety. Further, these airplanes are recording some of the 
information required by the rule. On that basis, although the FAA 
cannot quantify the potentially substantial economic losses were the 
rule not issued, the FAA qualitatively determined that the rule is cost 
relieving.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 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 Act requires agencies to solicit and 
consider flexible regulatory proposals and to explain the rationale for 
their actions. The Act 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 agency determines that the action will 
have such an impact, the agency must prepare a Regulatory Flexibility 
Analysis (RFA) as described in the Act.
    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 Act provides that the 
head of the agency may so certify, and an RFA is not required. The 
certification must include

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a statement providing the factual basis for this determination, and the 
reasoning should be clear.
    The FAA conducted the required review of this rule and determined 
that it will provide economic relief for several small airlines. In the 
absence of this rule, some small airlines would face significant 
economic hardship because they would face significant costs. On that 
basis, pursuant to the Regulatory Flexibility Act, 5 U.S.C. 605(b), the 
FAA certifies that this rule will not have a significant economic 
impact on a substantial number of small entities.

International Trade Impact Assessment

    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 to be 
unnecessary obstacles. The statute also requires consideration of 
international standards and, where appropriate, that they be the basis 
for U.S. standards.
    In accordance with the statute, the FAA assessed the potential 
effect of this final rule on international trade to be cost relieving 
and, therefore, determined that this rule will not result in a negative 
impact on international trade by companies doing business in or with 
the United States. This rule provides equivalent relief to those 
airplanes registered in the United States and operating under 14 CFR 
part 129. Under section 129.20, those airplanes are required to meet 
the requirements of airplanes operating under parts 121 or 125, 
depending on the status of the operator.

Unfunded Mandates Assessment

    Title II of the Unfunded Mandates Reform Act of 1995 (the Act), 
(Pub. L. 104-4, 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) 
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 final rule does not contain such a mandate. Therefore, the 
requirements of Title II of the Unfunded Mandates Reform Act of 1995 do 
not apply.

Federalism Implications

    The regulations herein will not have substantial direct effects 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, in accordance with Executive 
Order 13132, it is determined that this rule will not have sufficient 
federalism implications to warrant the preparation of a Federalism 
Assessment.

List of Subjects in 14 CFR Parts 121, 125, and 135

    Aviation safety, Reporting and recordkeeping requirements.

The Amendment

    In consideration of the foregoing, the Federal Aviation 
Administration amends parts 121, 125, and 135 of Title 14, 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, 41706, 44101, 44701-
44702, 44705, 44709-44711, 44713, 44716-44717, 44722, 44901, 44903-
44904, 44912, 46105.

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; AND RULES GOVERNING PERSONS ON BOARD SUCH 
AIRCRAFT

    2. 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, 44722.

PART 135--OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS 
AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

    3. The authority citation for part 135 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g) 41706, 44113, 44701-44702, 44705, 
44709, 44711-44713, 44715-44717, 44722.

    4. In parts 121, 125, and 135, Special Federal Aviation Regulation 
No. 89 the text of which will appear at the beginning of part 121 is 
added to read as follows:

Special Federal Aviation Regulation No. 89--Suspension of Certain 
Flight Data Recorder Requirements

    1. Applicability. This Special Federal Aviation Regulation 
provides relief to operators of the airplanes listed in paragraph 2 
of this regulation. Relief under this regulation is limited to 
suspension of the resolution requirements only as listed in appendix 
M to part 121, appendix E to part 125, or appendix F to part 135, 
for the flight data recorder parameters noted for individual 
airplane models.
    2. Airplanes Affected.
    (a) Boeing model 717 airplanes--resolution requirement of 
appendix M to Part 121 or appendix E to part 125 for parameter 
number 5. Normal Acceleration (Vertical);
    (b) Boeing model 757 airplanes)--resolution requirements of 
appendix M to Part 121 or appendix E to part 125 for parameter 
number 12a. Pitch Control(s) position (non-fly-by-wire systems); 
number 14a. Yaw Control position(s) (non-fly-by-wire); number 19. 
Pitch Trim Surface Position; and number 23. Ground Spoiler Position 
or Speed Brake Selection.
    (c) Boeing Model 767 airplanes--resolution requirements of 
appendix M to Part 121 or appendix E to part 125 for parameter 
number 12a. Pitch Control(s) position (non-fly-by-wire systems); 
number 14a. Yaw Control position(s) (non-fly-by-wire); number 16. 
Lateral Control Surface(s) Position (for inboard aileron(s) only); 
number 19. Pitch Trim Surface Position; and number 23. Ground 
Spoiler Position or Speed Brake Selection.
    (d) Dassault Model Falcon 900 EX and Model Mystere-Falcon 900 
(with modification M1975 or M2695 installed) airplanes--resolution 
requirements of appendix M to Part 121, appendix E to part 125 or 
appendix F to part 135 for parameter number 5. Normal Acceleration 
(Vertical); and number 26. Radio Altitude.
    (e) Other airplanes for which notification under paragraph 3(b) 
of this regulation is made to the FAA regarding flight data recorder 
resolution requirement noncompliance.
    3. Requirements for use.
    (a) An operator of an airplane described in paragraphs 2(a) 
through 2(d) of this regulation may make immediate use of the relief 
granted by this SFAR.
    (b) An operator seeking relief for another airplane model under 
paragraph 2(e) of this SFAR must notify the FAA immediately in 
writing as to the nature and extent of the resolution problem found, 
and must comply with all other requirements of this SFAR, including 
the report required in paragraph 3(d) of this SFAR. Operators may 
make immediate use of this relief, but relief may be withdrawn by 
the FAA after a review of the information filed. Additional 
information may be required.
    (c) An operator of an affected airplane must continue to record 
all affected parameters to the maximum resolution possible using the 
installed equipment; that equipment must be maintained in proper 
working order.
    (d) An operator of an affected airplane must, within 30 days of 
using the relief granted by this regulation, report the following 
information:

[[Page 44274]]

    (1) The operator's name and address, and the name and phone 
number of a contact person for the information reported;
    (2) The model and registration number of each affected airplane;
    (3) For each affected airplane, the parameter(s) for which 
resolution relief is being used, and the actual resolution being 
recorded;
    (4) Any additional information requested by the FAA.
    (e) Reports must be filed with the FAA Flight Standards Service, 
Denise Cashmere, Administrative Officer, AFS-200, 800 Independence 
Ave., SW., Washington, DC 20591. Additionally, each operator must 
file a copy of the report with its Principal Avionics Inspector or 
Principal Operations Inspector, as appropriate.
    4. Expiration. This Special Federal Aviation Regulation expires 
on August 18, 2003.

    Issued in Washington, DC, on August 17, 2001.
Jane F. Garvey,
Administrator.
[FR Doc. 01-21146 Filed 8-17-01; 2:00 pm]
BILLING CODE 4910-13-M