[Federal Register Volume 68, Number 138 (Friday, July 18, 2003)]
[Rules and Regulations]
[Pages 42932-42941]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 03-18269]



[[Page 42931]]

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

Part VII





Department of Transportation





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



Federal Aviation Administration



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



14 CFR Parts 121, 125 and 135



Digital Flight Data Recorder Requirements--Changes to Recording 
Specifications and Additional Exceptions; Final Rule

  Federal Register / Vol. 68, No. 138 / Friday, July 18, 2003 / Rules 
and Regulations  

[[Page 42932]]


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

DEPARTMENT OF TRANSPORTATION

Federal Aviation Administration

14 CFR Parts 121, 125 and 135

[Docket No.: FAA-2003-15682; Amendment Nos. 121-288, 125-42, 135-84]
RIN 2120-AH81


Digital Flight Data Recorder Requirements--Changes to Recording 
Specifications and Additional Exceptions

AGENCY: Federal Aviation Administration (FAA), DOT.

ACTION: Final rule.

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

SUMMARY: This action amends the flight data recorder regulations by 
expanding the recording specifications of certain data parameters for 
specified airplanes, and by adding aircraft models to the lists of 
aircraft excepted from the 1997 regulations. In addition, this rule 
corrects specifications in an operating rule appendix that were 
inadvertently omitted in previous actions. These changes are necessary 
to allow the continued operation of certain aircraft that are unable to 
meet the existing recorder criteria using installed equipment. The 
changes are also necessary for certain aircraft for which the cost to 
retrofit under 1997 regulatory changes would be cost prohibitive.

DATES: This final rule is effective August 18, 2003.

FOR FURTHER INFORMATION CONTACT: Gary Davis, Flight Standards Service, 
Air Transportation Division, AFS-201A, Federal Aviation Administration, 
800 Independence Avenue SW., Washington, DC 20591; telephone (202) 267-
8166; facsimile (202) 267-5229, e-mail [email protected].

SUPPLEMENTARY INFORMATION:

Availability of Rulemaking Documents

    You can get an electronic copy using the Internet by:
    (1) Searching the Department of Transportation's electronic Docket 
Management System (DMS) Web page (http://dms.dot.gov/search);
    (2) Visiting the Office of Rulemaking's Web page at http://www.faa.gov/avr/arm/index.cfm; or
    (3) Accessing the Government Printing Office's Web page at http://www.access.gpo.gov/su_docs/aces/aces140.html.
    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.
    Anyone is able to search the electronic form of all comments 
received into any of our dockets by the name of the individual 
submitting the comment (or signing the comment, if submitted on behalf 
of an association, business, labor union, etc.). You may review DOT's 
complete Privacy Act statement in the Federal Register published on 
April 11, 2000 (Volume 65, Number 70; Pages 19477-78) or you may visit 
http://dms.dot.gov.

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 its local FAA official, or 
the person listed under FOR FURTHER INFORMATION CONTACT. You can find 
out more about SBREFA on the Internet at http://www.faa.gov/avr/arm/sbrefa.htm, or by e-mailing us at [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 on U.S. registered airplanes 
be upgraded to record additional parameters of data (62 FR 38362, July 
17, 1997). The exact number of parameters required depends on the age 
of the airplane; airplanes manufactured after August 19, 2002, must 
record 88 parameters of flight data.
    Prior to the 1997 rule, the specifications for flight data 
recorders (the range, accuracy, sampling intervals, and resolution 
required for each parameter) were found in appendix B to part 121. As 
part of the 1997 rule upgrade, a new appendix M to part 121 was 
created, which includes the newly required parameters and new 
specifications for some of the existing parameters. The standards of 
appendix M were based in part on the specifications found in the 
European Organization for Civil Aviation Equipment (EUROCAE)'s Document 
ED-55, Minimum Operational Performance Specifications (MOPS) for Flight 
Data Recorder Systems. Appendix M requires increased range, accuracy, 
sampling interval, and resolution requirements, and reflects the 
performance expected of newer technologies. The same changes were made 
to appendix E to part 125 (appendix E), and appendix F to part 135 
(appendix F) to apply to airplanes operating under those parts. 
Discussion of changes made to appendix M in this document also apply to 
appendices E and F.

Actions Following the 1997 Rulemaking

    Airbus Industries. Following the adoption of the 1997 regulations, 
Airbus Industries (Airbus) notified the FAA that, in order to comply 
with the new requirements of appendix M to part 121, several of its 
airplane models would have to undergo major equipment retrofits, a 
circumstance the 1997 rule explicitly tried to avoid. Airbus stated 
that although the DFDR's 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. The FAA 
found that while Airbus had noted these differences in its comment to 
the NPRM proposing the 1997 regulations, its comment was not fully 
addressed in the preamble to the final rule.
    After consulting with the NTSB, the FAA determined that the Airbus 
differences were acceptable as an alternative. The FAA determined the 
most appropriate way to accommodate the differences was to add 
footnotes to specific parameters of appendix M noting the Airbus 
airplanes affected and the different specifications. Footnote changes 
for Airbus airplanes were adopted in 1999, 2000, and 2002.
    Corrections to appendix F to part 135. When the regulations were 
modified to accommodate Airbus airplanes, and during the adoption of 
other recent changes affecting all airplanes, the same changes should 
have been made to appendix M to part 121, appendix E to part 125, and 
appendix F to part 135 to reflect the fact that affected aircraft may 
operate under any of these three parts. On at least two occasions the 
amendments to appendix F were inadvertently omitted. Accordingly, this 
amendment incorporates all of the corresponding changes to appendix F 
that were not made previously. These changes are considered conforming 
changes to appendix F that are in the nature of a correction. The FAA 
is not specifically requesting comment on these changes, although any 
operator that finds itself adversely affected by these changes to 
appendix F may submit this information to the person listed under the 
For Further Information Contact heading.

[[Page 42933]]

SFAR 89

    On May 31, 2001, the Boeing Company (Boeing) petitioned the FAA for 
exemptions for three of its airplane models that did not meet the 
resolution requirements of appendix M for certain parameters, and for 
an exemption to 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, or that 
appendix M be revised to reflect the current recording capabilities of 
the affected airplanes.
    After reviewing the petition, the FAA determined that it could not 
issue an exemption from an operating rule to a manufacturer on behalf 
of the operators of its affected airplanes. Further, the FAA found that 
the issues raised in Boeing's petition were complex and could not be 
resolved before the August 20 compliance date. The FAA found that 
additional time was needed to gather the technical and cost information 
necessary to make an informed decision and implement a solution.
    In order to prevent the grounding of non-compliant airplanes, the 
FAA issued Special Federal Aviation Regulation Number 89 (SFAR 89)--
Suspension of Certain Flight Data Recorder Requirements, on August 15, 
2001 (66 FR 44270, August 22, 2001). The SFAR, published as a final 
rule with request for comments, provides temporary relief by suspending 
the resolution recording requirements for certain parameters on 
specified airplanes operating under part 121, part 125, or part 135, 
until August 18, 2003.
    In memos dated June 25 and 27, 2001, Dassault Aviation (Dassault) 
notified the FAA that two of its model airplanes could not comply with 
DFDR resolution requirements. Dassault stated that, as configured with 
the current flight data acquisition unit and bus assembly, affected 
airplanes did not meet the resolution requirements of the regulation. 
Dassault indicated development of a new data acquisition unit to meet 
the resolution requirements of appendix M would be expensive, and 
requested relief similar to that previously granted to Airbus. Similar 
to the Boeing request, the FAA determined that there was not enough 
time to gather the information necessary to resolve these issues before 
the August 20, 2001, compliance date. The FAA included temporary relief 
for operators of affected Dassault airplanes in SFAR 89, and maintained 
that relief upon receiving a specific petition for rulemaking from 
Dassault on October 11, 2002.
    Anticipating that there might be other airplanes with similar DFDR 
resolution issues that had not yet become evident, the FAA included a 
provision in SFAR 89 that provides relief to operators of other 
airplanes that might not meet the resolution recording requirements. 
Operators of those airplanes were required to notify the FAA of the 
situation and provide requested information in order to take advantage 
of the relief provided in the SFAR. Several operators of affected 
Boeing airplanes contacted the FAA to indicate that they were making 
use of the SFAR relief, but no other noncompliant aircraft models have 
been reported or identified.

Disposition of Comments to SFAR 89

    Five comments were received in response to SFAR 89. Four of the 
five comments fully support the SFAR and urge the FAA to adopt a 
solution that would prevent the retrofit of currently installed 
equipment. The NTSB commented in favor of the SFAR as well, but also 
questioned some definitions and conclusions presented in the original 
Boeing petition. All of the comments addressed the problem on Boeing 
airplanes.
    In a comment supplementing its original petition, Boeing stresses 
that the relief from the resolution requirements provided in SFAR 89 do 
not compromise the integrity of the DFDR signal and ``should not hinder 
any accident or incident investigation.'' Boeing's comment includes 
detailed technical information illustrating the difference between the 
requirements of appendix M and the existing resolution recorded by 
affected Boeing airplanes. In specific instances, Boeing notes, the 
differences between the requirements and the actual resolution are 
negligible, such as 9/10,000 of an inch of movement on the aileron 
trailing edge.
    Boeing estimates that it would cost $38 million to redesign the 
components and modify the data frames in the 534 airplanes currently 
affected by the regulations, and the redesign and retrofit would take 
up to 3 years to complete. Boeing requests that the relief provided in 
the SFAR be made a permanent part of part 121 appendix M.
    The Air Transport Association (ATA) submitted two comments on 
behalf of its member airlines. The first comment, dated September 21, 
2001, supports the SFAR and recommends that the relief provided by the 
SFAR be made permanent for affected Boeing airplanes. Citing the 
parameters that were changed for specific Airbus airplanes, the ATA 
states that there is no justification for forcing further changes on 
Boeing airplanes because they already meet the intended purpose of the 
rule. The ATA attached comments from two of its members--Airborne 
Express and American Airlines--which also support adoption of a 
permanent change to the rule.
    In a comment dated October 16, 2001, the ATA forwarded comments 
from Delta Airlines who also urges permanent adoption of the SFAR 
specifications for Boeing airplanes. The ATA and two of its members 
each expressed concern that a retrofit of the affected airplanes would 
be costly without providing any discernible improvement in the quality 
of recorded data.
    United Parcel Service (UPS) supports permanent relief for Boeing 
767 model airplanes. In its comment, UPS notes that the NTSB has found 
the varied resolution acceptable, and that the FAA had set the 
precedent for such action by amending the regulations for Airbus 
airplanes. The UPS comment includes specific technical information for 
the 767 model airplane. UPS states that permanent relief will allow it 
to continue operating 32 Boeing 767 model airplanes without incurring 
additional modification costs, and suggests that the change be adopted 
in the form of a footnote, similar to those used for Airbus airplanes.
    Airbus submitted a comment supporting the FAA's action to provide 
relief by suspending the resolution requirements. Most of the Airbus 
comment, however, addresses the relationship between the operating 
rules and the certification rules of part 25, and the steps required 
for certification. Airbus's comment is directed at some of the 
information provided in the initial Boeing petition that was not 
adopted as part of the SFAR. This includes a Boeing statement that if 
its definition of resolution were adopted, there would be no need for a 
list of specific resolution requirements in the regulations. Airbus 
recognizes that this topic is outside the scope of the SFAR, but 
indicates that the FAA should not simply accept Boeing's suggested 
changes, and instead should take a harmonized approach to adoption of 
working definitions for DFDR systems and specifications.
    The National Transportation Safety Board (NTSB) concurs with the 
intent of the SFAR to provide temporary relief while reviewing the 
comments. The NTSB states that since the SFAR resulted from the May 
2001 Boeing petition, the NTSB's comments address the specifics of the 
Boeing petition rather than the SFAR language itself.
    The NTSB notes that the Boeing petition includes a number of 
requests

[[Page 42934]]

for changes to the regulations addressing flight data recorders that 
are not relevant to the action providing relief for resolution 
requirements on certain Boeing airplanes.
    The NTSB states that resolution is critical to the quality of 
digital flight data. If coarser resolution is allowed, data quality 
could be reduced to an unacceptable level and would more easily be 
subject to misinterpretation. The NTSB concludes that explicit 
resolution requirements should remain in the regulations.
    The NTSB also notes that for many parameters, the resolution 
requirement is expressed as a percentage of the full range of travel of 
the control surface being measured, rather than the actual range of 
travel, since the latter differs widely between aircraft models. The 
NTSB notes that when the total range of motion is short, the 
percentages make the regulation more stringent. In such cases, the NTSB 
concludes, ``The minimum resolution for a given parameter should be 
evaluated to determine if regulatory relief could be granted and the 
accuracy requirements maintained.'' Using that criterion, the NTSB 
concludes it has no objection to the specific resolution relief 
requested by Boeing (with the exception of vertical acceleration in the 
Boeing 717 model airplane).
    The NTSB comment goes on to give its position regarding each of the 
11 specific changes requested in the Boeing petition.

FAA Response

    The FAA agrees with Airbus that the issue of a new resolution 
definition is beyond the scope of the rulemaking. The FAA will continue 
to consider the broader issues outlined in the Boeing request, but will 
not change the current format of the regulation or adopt definitions 
that affect virtually all airplanes operating today. Any changes the 
FAA may choose to propose would be accomplished only after input from 
the industry.
    In its original petition, Boeing requested that the amendments 
affecting its aircraft be codified as footnotes to the affected 
parameters. Based on discussions with Boeing technical representatives 
and NTSB, the FAA is amending the affected appendices by making 
appropriate changes requested by Boeing, except for the change to 
parameter 5 (vertical acceleration).
    Boeing was asked to submit additional data to the FAA in order to 
clarify questions and concerns raised in the original petition and the 
NTSB comment. Boeing submitted the requested data and the new 
information was reviewed in a June 26, 2002, meeting between FAA 
personnel and NTSB representatives. In the meeting, NTSB agreed that 
global changes for the following parameters under appendix M of part 
121 were acceptable: 12a, 14a, 16, 23, and 26. An amendment to footnote 
12 to coordinate with changes to parameter 23 was also accepted during 
the meeting. The NTSB does not support a global change to the appendix 
concerning parameter 5. Instead, the NTSB agrees with the insertion of 
a footnote into each affected appendix providing the necessary relief 
for the Boeing B-717 airplane.
    Boeing submitted another petition on October 18, 2002, seeking 
changes to three additional parameters. The requested changes would 
affect parameters 9, 87, and 88 for Boeing 737 and 777 airplanes. FAA 
personnel later discussed the request with NTSB representatives and the 
changes were found to be acceptable. The additional petition is 
consistent with a request by the FAA for information regarding airplane 
models that could not meet the resolution requirements, but were not 
included in the relief granted in SFAR 89.
    No comments were received concerning Dassault's request to amend 
the resolution recording requirements for parameters 5 and 26 for two 
of its airplane models. Therefore, the FAA is revising footnotes 9 and 
14 in each affected appendix to accommodate Dassault's requested relief 
from the existing requirement.
    If the rule is not changed, operators of certain Boeing and 
Dassault airplanes would be required to complete costly retrofits. The 
incremental differences in the measurements obtained are considered 
insignificant. By incorporating global changes and footnotes into this 
rule, retrofits will not be necessary, and it is accepted that accident 
investigations will not be compromised. Therefore, the FAA has 
determined that retrofitting to meet the higher standards is 
unnecessary. Accordingly, the FAA is amending the resolution recording 
requirements for parameters 9, 12a, 14a, 16, 19, 23, 87, 88, and adding 
revised footnotes to parameters 5 and 26 of appendix M of part 121, 
appendix E of part 125, and appendix F of part 135. This rule also 
makes a correction to footnote 11 to add a missing decimal point. The 
revision of the recording requirements for parameters 9 and 19 will 
remove the need for the footnotes (9 and 14) in the current regulation. 
Rather than renumber each footnote in this rule, we are using footnotes 
9 and 14 to apply the specific changes requested for the B-717 and 
Dassault airplanes. Therefore, footnotes 9 and 14 will be revised to 
apply to parameters 5 and 26 respectively.

Exceptions to DFDR Requirements

    When the FAA developed the 1997 DFDR regulations, we recognized 
that the costs of retrofitting some older aircraft models would be 
prohibitive and would likely force the aircraft out of service. The 
regulations incorporated an exceptions paragraph into each of the 
operating rule parts; these paragraphs list specific aircraft models 
that are not subject to the 1997 upgrade requirements. These aircraft 
must continue to comply with the flight data recorder regulations 
previously in effect for their operation.The FAA also noted in the 
final rule that operators that found other models of aircraft 
appropriate for exception status could petition the FAA for inclusion 
of the aircraft model in the exceptions paragraph. In general, the FAA 
bases exception status on the age of the aircraft, the number of 
aircraft still in operation, and the expected cost of DFDR upgrades.
    Since the 1997 rule was promulgated, the FAA has received a number 
of requests for exception status. After reviewing information 
submitted, most of the models were granted exemptions to continue 
operating without the upgrades until the operating rules were changed. 
No opposing comments were received when the exemption requests were 
published. Accordingly, this rulemaking includes those additions to the 
lists of excepted aircraft. While these aircraft are excepted from 
upgrade requirements, most are still covered under other current 
sections and as such, all installed equipment must continue to be used 
and maintained according to the regulation. The sections that are being 
amended to include additional excepted aircraft are Sections 
121.344(l)(2), 121.344a(f), 125.226(l)(2), and 135.152(k).

Paperwork Reduction Act

    There are no current or new requirements for information collection 
associated with this amendment.

International Compatibility

    In keeping with U.S. obligations under the Convention on 
International Civil Aviation, it is FAA policy to comply with 
International Civil Aviation Organization (ICAO) Standards and 
Recommended Practices to the maximum extent practicable. The FAA has 
determined that there are no ICAO Standards and Recommended Practices 
that correspond to these regulations.

[[Page 42935]]

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

    Proposed changes to Federal regulations must undergo several 
economic analyses. First, Executive Order 12866 directs each Federal 
agency to 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 Agreements 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 also requires agencies to consider 
international standards and, where appropriate, use them as 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.).
    Regulations that are expected to have minimal impact are not 
required to be analyzed as described above. The Department of 
Transportation Order 2100.5 prescribes policies and procedures for 
simplification, analysis, and review of regulations. If it is 
determined that the expected impact is so minimal that the proposal 
does not warrant a full Evaluation, a statement to that effect and the 
basis for it is included in the proposed regulation. The FAA has 
determined that there are no costs associated with this final rule. 
Instead, this rule relieves operators of Boeing and other aircraft from 
a cost that would have been inadvertently imposed on them in the 
adoption of the 1997 regulations. This cost would have been imposed on 
Boeing beginning on August 20, 2002. Without exemption relief, other 
operators would have been affected at various times depending on the 
date of manufacture and type of equipment. This change effectuates the 
original intent of the 1997 regulations.
    In conducting these analyses, the FAA has determined this rule (1) 
has benefits which justify its costs; (2) is not a ``significant 
regulatory action'' as defined in section 3(f) of Executive Order 12866 
and is not ``significant'' as defined in DOT's Regulatory Policies and 
Procedures; (3) will not have a significant impact on a substantial 
number of small entities; (4) will have little effect on international 
trade; and (5) does not impose an unfunded mandate on state, local, or 
tribal governments, or on the private sector.
    The purpose of this rule is to eliminate the necessity to 
incorporate unnecessary changes into an existing type of aircraft that 
already meets the requirements of the rule except for minor variations 
in the resolution-recording requirement or because of age and remaining 
service life it is impractical to install the new DFDR's. The FAA has 
determined that allowing the continued resolution recording at a 
slightly different value will not impact safety or the collection of 
accident investigation data nor will excepting certain older aircraft 
from the rules have a negative impact on safety. This rule relieves air 
carriers from a costly retrofit with no reduction in safety.

Regulatory Flexibility Determination

    The Regulatory Flexibility Act of 1980 (RFA) directs the FAA to fit 
regulatory requirements to the scale of the business, organizations, 
and governmental jurisdictions subject to the regulation. We are 
required to determine whether a proposed or final action will have a 
``significant economic impact on a substantial number of small 
entities'' as they are defined in the Act. If we find that the action 
will have a significant impact, we must do a ``regulatory flexibility 
analysis.''
    This final rule will relieve unnecessary costs to operators of 
certain aircraft. Therefore, the FAA expects this rule to impose no 
cost on small entities. Consequently, the FAA certifies that the rule 
will not have a significant economic impact on a substantial number of 
small entities.

Trade Impact Assessment

    The Trade Agreement Act of 1979 prohibits Federal agencies from 
establishing any standards or engaging in 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. The FAA has assessed the 
potential effect of this rulemaking and has determined that it will 
reduce costs to U.S. operators of certain airplanes but will have a 
minimal effect on international trade.

Unfunded Mandates Assessment

    The Unfunded Mandates Reform Act of 1995 (the Act), 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 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.

Executive Order 13132, Federalism

    The FAA has analyzed this final rule under the principles and 
criteria of Executive Order 13132, Federalism. We determined that this 
action will not have a substantial direct effect on the States, or the 
relationship between the national Government and the States, or on the 
distribution of power and responsibilities among the various levels of 
government, and therefore does not have federalism implications.

Environmental Analysis

    FAA Order 1050.1D defines FAA actions that may be categorically 
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.

Energy Impact

    The energy impact of the notice has been assessed in accordance 
with the Energy Policy and Conservation Act (EPCA) Pub. L. 94-163, as 
amended (42 U.S.C. 6362) and FAA Order 1053.1. We have determined that 
the final rule is not a major regulatory action under the provisions of 
the EPCA.

List of Subjects

14 CFR Part 121

    Air carriers, Aircraft, Aviation safety, Reporting and 
recordkeeping requirements, Safety, Transportation.

14 CFR Part 125

    Aircraft, Aviation safety, Reporting and recordkeeping 
requirements.

[[Page 42936]]

14 CFR Part 135

    Air taxis, Aircraft, Aviation safety, Reporting and record keeping 
requirements.

The Amendment

0
In consideration of the foregoing, the Federal Aviation Administration 
amends Chapter I of Title 14, Code of Federal Regulations as follows:

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

0
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, 46105.


0
2. Section 121.344(l)(2) is revised to read as follows:


Sec.  121.344  Digital flight data recorders for transport category 
airplanes.

* * * * *
    (l) * * *
    (2) British Aerospace 1-11, General Dynamics Convair 580, General 
Dynamics Convair 600, General Dynamics Convair 640, deHavilland 
Aircraft Company Ltd. DHC-7, Fairchild Industries FH 227, Fokker F-27 
(except Mark 50), F-28 Mark 1000 and Mark 4000, Gulfstream Aerospace G-
159, Jetstream 4100, Lockheed Aircraft Corporation Electra 10-A, 
Lockheed Aircraft Corporation Electra 10-B, Lockheed Aircraft 
Corporation Electra 10-E, Lockheed Aircraft Corporation Electra L-188, 
Lockheed Martin Model 382 (L-100) Hercules, Maryland Air Industries, 
Inc. F27, Mitsubishi Heavy Industries, Ltd. YS-11, Short Bros. Limited 
SD3-30, Short Bros. Limited SD3-60.

0
3. Section 121.344a(f) is revised to read as follows:


Sec.  121.344a  Digital flight data recorders for 10-19 seat airplanes.

* * * * *
    (f) For airplanes that were manufactured before August 18, 1997, 
the following airplane types need not comply with this section, but 
must continue to comply with applicable paragraphs of Sec.  135.152 of 
this chapter, as appropriate: Beech Aircraft-99 Series, Beech Aircraft 
1300, Beech Aircraft 1900C, Construcciones Aeronauticas, S.A. (CASA) C-
212, deHavilland DHC-6, Dornier 228, HS-748, Embraer EMB 110, Jetstream 
3101, Jetstream 3201, Fairchild Aircraft SA-226, Fairchild Metro SA-
227.

0
4. Appendix M to part 121 is amended to revise item numbers 5, 9, 12a, 
14a, 16, 19, 23, 26, 87 and 88 and footnotes 5, 9, 11, 12 and 14 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 (sensor      Seconds per sampling
             Parameters                       Range                  input)                 interval              Resolution              Remarks
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                      * * * * * * *
5. Normal acceleration (vertical)    -3g to +6g............  +/-1% of max range      0.125................  0.004g...............
 \9\.                                                         excluding datum error
                                                              of +/-5%.
                                                                      * * * * * * *
9. Thrust/power on each engine--     Full range forward....  +/-2%.................  1 (per engine).......  0.3% of full range...  Sufficient parameters
 primary flight crew reference.                                                                                                     (e.g. EPR, N1 or
                                                                                                                                    Torque, NP) as
                                                                                                                                    appropriate to the
                                                                                                                                    particular engine
                                                                                                                                    being recorded to
                                                                                                                                    determine power in
                                                                                                                                    forward and reverse
                                                                                                                                    thrust, including
                                                                                                                                    potential overspeed
                                                                                                                                    condition.
                                                                      * * * * * * *
12a. Pitch control(s) (non fly-by-   Full range............  +/-2% Unless higher     0.5 or 0.25 for        0.5% of full range...  For airplanes that
 wire systems).                                               accuracy uniquely       airplanes operated                            have a flight
                                                              required.               under $121.344(f).                            control break away
                                                                                                                                    capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    controls
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    inputs. The control
                                                                                                                                    inputs may be
                                                                                                                                    sampled alternately
                                                                                                                                    once per second to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25, as applicable.
                                                                      * * * * * * *
14a. Yaw control position(s) (non-   Full range............  +/-2[deg] Unless        0.5..................  0.3% of full range...  For airplanes that
 fly-by-wire) \5\.                                            higher accuracy                                                       have a flight
                                                              uniquely required.                                                    control break away
                                                                                                                                    capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    controls
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    inputs. The control
                                                                                                                                    inputs may be
                                                                                                                                    sampled alternately
                                                                                                                                    once per second to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5.
                                                                      * * * * * * *
16. Lateral control surface(s)       Full range............  +/-2[deg] Unless        0.5 or 0.25 for        0.3% of full range...  A suitable
 position\7\.                                                 higher accuracy         airplanes operated                            combination of
                                                              uniquely required.      under Sec.                                    surface position
                                                                                      121.344(f).                                   sensors is
                                                                                                                                    acceptable in lieu
                                                                                                                                    of recording each
                                                                                                                                    surface separately.
                                                                                                                                    The control surfaces
                                                                                                                                    may be sampled
                                                                                                                                    alternately to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25.
                                                                      * * * * * * *
19. Pitch trime surface position...  Full range............  +/-3[deg] Unless        1....................  0.6% of full range...
                                                              higher accuracy
                                                              uniquely required.
                                                                      * * * * * * *
23. Ground spoiler position or       Full range or each      +/-2[deg] Unless        1 or 0.5 for           0.5% of full range...
 brake selection \12\.                position (discrete).    higher accuracy         airplanes operated
                                                              uniquely required.      under Sec.
                                                                                      121.344(f).

[[Page 42937]]

 
                                                                      * * * * * * *
26. Radio Altitude \14.\...........  -20 ft to 2,500 ft....  +/-2 ft or +/-3%        1....................  1 ft +5% above 500 ft  For autoland/category
                                                              whichever is greater                                                  3 operations. Each
                                                              below 500 ft and +/-                                                  radio altimeter
                                                              5% above 500 ft.                                                      should be recorded,
                                                                                                                                    but arranged so that
                                                                                                                                    at least one is
                                                                                                                                    recorded each
                                                                                                                                    second.
                                                                      * * * * * * *
87. Ground spoiler position and      Full range or discrete  +/-5%.................  0.5..................  0.3% of full range...
 speed brake selection.
88. All cockpit flight control       Full range control      +/-5%.................  1....................  0.3% full range......  For fly-by-wire
 input forces (control wheel,         wheel +/-70 lb                                                                                flight control
 control column, rudder pedal).       control column +/-85                                                                          systems, where
                                      rudder pedal +/-165.                                                                          flight control
                                                                                                                                    surface position is
                                                                                                                                    a function of the
                                                                                                                                    displacement of the
                                                                                                                                    control input device
                                                                                                                                    only, it is not
                                                                                                                                    necessary to record
                                                                                                                                    this parameter. For
                                                                                                                                    airplanes that have
                                                                                                                                    a flight control
                                                                                                                                    break away).
                                                                                                                                    capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    control
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    force inputs. The
                                                                                                                                    control force inputs
                                                                                                                                    may be sampled
                                                                                                                                    alternately once per
                                                                                                                                    2 seconds to produce
                                                                                                                                    the sampling
                                                                                                                                    interval of 1.
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * * * *
\5\ For A330/A340 series airplanes, resolution = 1.18% (0.703[deg]0.120[deg]).
* * * * * * *
\7\ For A330/A340 series airplanes, aileron resolution = 0.704% (0.352[deg]0.100[deg]). For A330/A340 series airplanes, spoiler resolution =
  1.406% (0.703[deg]0.100[deg]).
* * * * * * *
\9\ For B-717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g.
* * * * * * *
\11\ For A330/A340 series airplanes, resolution = 1.05% (0.250[deg]0.120[deg]). For A300 B2/B4 series airplanes, resolution = 0.92%
  (0.230[deg]0.125[deg]).
\12\ For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703[deg]0.100[deg]).
* * * * * * *
\14\ For Dassault F900C/F900EX airplanes, Radio altitude resolution = 1.25 ft.
* * * * * * *


0
5.-6. Special Federal Aviation Regulation No. 89 (SFAR 89)--Suspension 
of Certain Flight Recorder Requirements is removed on the date this 
rule becomes effective.

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

0
7. 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.

0
8. Section 125.226(l)(2) is revised to read as follows:


Sec.  125.226  Digital flight data recorders.

* * * * *
    (l) * * *
    (2) British Aerospace 1-11, General Dynamics Convair 580, General 
Dynamics Convair 600, General Dynamics Convair 640, deHavilland 
Aircraft Company Ltd. DHC-7, Fairchild Industries FH 227, Fokker F-27 
(except Mark 50), F-28 Mark 1000 and Mark 4000, Gulfstream Aerospace G-
159, Jetstream 4100, Lockheed Aircraft Corporation Electra 10-A, 
Lockheed Aircraft Corporation Electra 10-B, Lockheed Aircraft 
Corporation Electra 10-E, Lockheed Aircraft Corporation Electra L-188, 
Lockheed Martin Model 382 (L-100) Hercules, Maryland Air Industries, 
Inc. F27, Mitsubishi Heavy Industries, Ltd. YS-11, Short Bros. Limited 
SD3-30, Short Bros. Limited SD3-60.

0
9. Appendix E to part 125 is amended to revise item numbers 5, 9, 12a, 
14a, 16, 19, 23, 26, 87 and 88 and footnotes 5, 9, 11, 12 and 14 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.

--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                Accuracy (sensor      Seconds per sampling
             Parameters                       Range                  input)                 interval              Resolution              Remarks
--------------------------------------------------------------------------------------------------------------------------------------------------------
 
                                                                      * * * * * * *
5. Normal Acceleration (Vertical)    -3g to +6g............  +/-1% of max range      0.125................  0.004g.
 \9\.                                                         excluding datum error
                                                              of +/-5%.
 
                                                                      * * * * * * *
9. Thrust/Power on each engine--     Full Range Forward....  +/-2%.................  1 (per engine).......  0.3% of full range...  Sufficient parameters
 primary flight crew reference.                                                                                                     (e.g. EPR, N1 or
                                                                                                                                    Torque, NP) as
                                                                                                                                    appropriate to the
                                                                                                                                    particular engine
                                                                                                                                    being recorded to
                                                                                                                                    determine power in
                                                                                                                                    forward and reverse
                                                                                                                                    thrust, including
                                                                                                                                    potential overspeed
                                                                                                                                    condition.
 

[[Page 42938]]

 
                                                                      * * * * * * *
12a. Pitch Control(s) position (non- Full Range............  +/-2% Unless Higher     0.5 or 0.25 for        0.5% of full range...  For airplanes that
 fly-by-wire systems).                                        Accuracy Uniquely       airplanes operated                            have a flight
                                                              Required.               under Sec.                                    control break away
                                                                                      121.344(f).                                   capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    controls
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    inputs. The control
                                                                                                                                    inputs may be
                                                                                                                                    sampled alternately
                                                                                                                                    once per second to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25, as applicable.
 
                                                                      * * * * * * *
14a. Yaw Control position(s) (non-   Full Range............  +/-2[deg] Unless        0.5..................  0.3% of full range...  For airplanes that
 fly-by-wire) \5\.                                            Higher Accuracy                                                       have a flight
                                                              Uniquely Required.                                                    control break away
                                                                                                                                    capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    controls
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    inputs. The control
                                                                                                                                    inputs may be
                                                                                                                                    sampled alternately
                                                                                                                                    once per second to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5.
 
                                                                      * * * * * * *
16. Lateral Control Surface(s)       Full Range............  +/-2[deg] Unless        0.5 or 0.25 for        0.3% of full range...  A suitable
 Position \7\.                                                Higher Accuracy         airplanes operated                            combination of
                                                              Uniquely Required.      under Sec.                                    surface position
                                                                                      121.344(f).                                   sensors is
                                                                                                                                    acceptable in lieu
                                                                                                                                    of recording each
                                                                                                                                    surface separately.
                                                                                                                                    The control surfaces
                                                                                                                                    may be sampled
                                                                                                                                    alternately to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25.
 
                                                                      * * * * * * *
19. Pitch Trim Surface Position....  Full Range............  +/-3[deg] Unless        1....................  0.6% of full range
                                                              Higher Accuracy
                                                              Uniquely Required.
 
                                                                      * * * * * * *
23. Ground Spoiler Position or       Full Range or Each      +/-2[deg] Unless        1 or 0.5 for           0.5% of full range
 Speed Brake Selection \12\.          Position (discrete).    Higher Accuracy         airplanes operated
                                                              Uniquely Required.      under Sec.
                                                                                      121.344(f).
 
                                                                      * * * * * * *
26. Radio Altitude \14\............  -20 ft to 2,500 ft....  +/-2 ft or +/-3%        1....................  1 ft +5% Above 500 ft  For autoland/category
                                                              Whichever is Greater                                                  3 operations. Each
                                                              Below 500 ft and +/-                                                  radio altimeter
                                                              5% above 500 ft.                                                      should be recorded,
                                                                                                                                    but arranged so that
                                                                                                                                    at least one is
                                                                                                                                    recorded each
                                                                                                                                    second.
 
                                                                      * * * * * * *
87. Ground spoiler position and      Full Range or Discrete  +/-5%.................  0.5..................  0.3% of full range
 speed brake selection.
88. All cockpit flight control       Full Range Control      +/-5%.................  1....................  0.3% of full range     For fly-by-wire
 input forces (control wheel,         Wheel +/-70 lbs                                                                               flight control
 control column, rudder pedal).       Control Column +/-85                                                                          systems, where
                                      lb Rudder pedal +/-                                                                           flight control
                                      165 lbs.                                                                                      surface position is
                                                                                                                                    a function of the
                                                                                                                                    displacement of the
                                                                                                                                    control input device
                                                                                                                                    only, it is not
                                                                                                                                    necessary to record
                                                                                                                                    this parameter. For
                                                                                                                                    airplanes that have
                                                                                                                                    a flight control
                                                                                                                                    break away
                                                                                                                                    capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    control
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    force inputs. The
                                                                                                                                    control force inputs
                                                                                                                                    may be sampled
                                                                                                                                    alternately once per
                                                                                                                                    2 seconds to produce
                                                                                                                                    the sampling
                                                                                                                                    interval of 1.
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * * * *
\5\ For A330/A340 series airplanes, resolution = 1.18% (0.703[deg]0.120[deg]).
* * * * * * *
\7\ For A330/A340 series airplanes, aileron resolution = 0.704% (0.352[deg]0.100[deg]). For A330/A340 series airplanes, spoiler resolution =
  1.406% (0.703[deg]0.100[deg]).
* * * * * * *
\9\ For B-717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g.
* * * * * * *
\11\ For A330/A340 series airplanes, resolution = 1.05% (0.250[deg]0.120[deg]). For A330 B2/B4 series airplanes, resolution = 0.92%
  (0.230[deg]0.125[deg]).
\12\ For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703[deg]0.100[deg]).
* * * * * * *
\14\ For Dassault F900C/F900EX airplanes, Radio Altitude resolution = 1.25 ft.
* * * * * * *


[[Page 42939]]

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

0
10.-11. The authority citation for part 135 continues to read as 
follows:

    Authority: 49 U.S.C. 106(g), 41706, 44113, 44101, 44701-44702, 
44705, 44709, 44711-44713, 44715-44717, 44722.


0
12. Section 135.152(k) is revised to read as follows:


Sec.  135.152  Flight recorders.

* * * * *
    (k) For aircraft manufactured before August 18, 1997, the following 
aircraft types need not comply with this section: Bell 212, Bell 214ST, 
Bell 412, Bell 412SP, Boeing Chinook (BV-234), Boeing/Kawasaki Vertol 
107 (BV/KV-107-II), deHavilland DHC-6, Eurocopter Puma 330J, Sikorsky 
58, Sikorsky 61N, Sikorsky 76A.

0
13. Appendix F to part 135 is amended to revise item numbers 1, 5, 7, 
9, 12a, 12b, 13b, 14a, 15, 16, 17, 19, 20, 21, 23, 24, 26, 37, 42, 57, 
87 and 88 and adding footnotes 1 through 17 to read as follows:

Appendix F to Part 135--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 (sensor      Seconds per sampling
             Parameters                       Range                  input)                 interval              Resolution              Remarks
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                      * * * * * * *
1. Time or Relative Time Counts \1\  24 Hrs, 0 to 4095.....  +/-0.125% Per Hour....  4....................  1 sec................  UTC time preferred
                                                                                                                                    when available.
                                                                                                                                    Counter increments
                                                                                                                                    each 4 seconds of
                                                                                                                                    system operation.
                                                                      * * * * * * *
5. Normal Acceleration (Vertical)    -3g to +6g............  +/-1% of max range      0.125................  0.004g
 \9\.                                                         excluding datum error
                                                              of +/-5%.
                                                                      * * * * * * *
7. Roll Attitude \2\...............  +/-180[deg]...........  +/-2[deg].............  1 or 0.5 0.5           0.5[deg].............  A sampling rate of
                                                                                      airplanes operated                            0.5 is recommended.
                                                                                      under Sec.
                                                                                      135.152(j).
                                                                      * * * * * * *
9. Thrust/Power on each engine--     Full Range Forward....  +/-2%.................  1 (per engine).......  0.3% of full range...  *COM041*Sufficient
 primary flight crew reference.                                                                                                     parameters (e.g.
                                                                                                                                    EPR, N1 or Torque,
                                                                                                                                    NP) as appropriate
                                                                                                                                    to the particular
                                                                                                                                    engine being
                                                                                                                                    recorded to
                                                                                                                                    determine power in
                                                                                                                                    forward and reverse
                                                                                                                                    thrust, including
                                                                                                                                    potential overspeed
                                                                                                                                    condition.
                                                                      * * * * * * *
12a. Pitch Control(s) position (non- Full Range............  +/-2[deg] Unless        0.5 or 0.25 for        0.5% of full range...  For airplanes that
 fly-by-wire systems).                                        Higher Accuracy         airplanes operated                            have a flight
                                                              Uniquely Required.      under Sec.                                    control break away
                                                                                      135.152(j).                                   capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    controls
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    inputs. The control
                                                                                                                                    inputs may be
                                                                                                                                    sampled alternately
                                                                                                                                    once per second to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25, as applicable.
12b. Pitch Control(s) position (fly- Full Range............  +/-2[deg] Unless        0.5 or 0.25 for        0.2% of full range
 by-wire systems) \3\.                                        Higher Accuracy         airplanes operated
                                                              Uniquely Required.      under Sec.
                                                                                      135.152(j).
                                                                      * * * * * * *
13b. Lateral Control position(s)     Full Range............  +/-2[deg] Unless        0.5 or 0.25 for
 (fly-by-wire) \4\.                                           Higher Accuracy         airplanes operated
                                                              Uniquely Required.      under Sec.
                                                                                      135.152(j).
14a. Yaw Control position(s) (non-   Full Range............  +/-2[deg] Unless        0.5 or 0.25 for        0.3% of full range     For airplanes that
 fly-by-wire) \5\.                                            Higher Accuracy         airplanes operated                            have a flight
                                                              Uniquely Required.      under Sec.                                    control break away
                                                                                      135.152(j).                                   capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    controls
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    inputs. The control
                                                                                                                                    inputs may be
                                                                                                                                    sampled alternately
                                                                                                                                    once per second to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5.
                                                                      * * * * * * *
15. Pitch Control Surface(s)         Full Range............  +/-2[deg] Unless        0.5 or 0.25 for        0.2% of full range...  For airplanes fitted
 Position \6\.                                                Higher Accuracy         airplanes operated                            with multiple or
                                                              Uniquely Required.      under Sec.                                    split surfaces, a
                                                                                      135.152(j).                                   suitable combination
                                                                                                                                    of inputs is
                                                                                                                                    acceptable in lieu
                                                                                                                                    of recording each
                                                                                                                                    surface separately.
                                                                                                                                    The control surfaces
                                                                                                                                    may be sampled
                                                                                                                                    alternately to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25.
16. Lateral Control Surface(s)       Full Range............  +/-2[deg] Unless        0.5 or 0.25 for        0.2% of full range...  A suitable
 Position \7\.                                                Higher Accuracy         airplanes operated                            combination of
                                                              Uniquely Required.      under Sec.                                    surface position
                                                                                      135.152(j).                                   sensors is
                                                                                                                                    acceptable in lieu
                                                                                                                                    of recording each
                                                                                                                                    surface separately.
                                                                                                                                    The control surfaces
                                                                                                                                    may be sampled
                                                                                                                                    alternately to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5 or
                                                                                                                                    0.25.

[[Page 42940]]

 
17. Yaw Control Surface(s) Position  Full Range............  +/-2[deg] Unless        0.5..................  0.2% of full range...  For airplanes with
 \8\.                                                         Higher Accuracy                                                       multiple or split
                                                              Uniquely Required.                                                    surfaces, a suitable
                                                                                                                                    combination of
                                                                                                                                    surface position
                                                                                                                                    sensors is
                                                                                                                                    acceptable in lieu
                                                                                                                                    of recording each
                                                                                                                                    surface separately.
                                                                                                                                    The control surfaces
                                                                                                                                    may be sampled
                                                                                                                                    alternately to
                                                                                                                                    produce the sampling
                                                                                                                                    interval of 0.5.
                                                                      * * * * * * *
19. Pitch Trim Surface Position....  Full Range............  +/-3[deg] Unless        1....................  0.6% of full range
                                                              Higher Accuracy
                                                              Uniquely Required.
20. Trailing Edge Flap or Cockpit    Full Range or Each      +/-3[deg] or as         2....................  0.5% of full range...  Flap position and
 Control Selection \10\.              Position (discrete).    Pilot's Indicator.                                                    cockpit control may
                                                                                                                                    each be sampled
                                                                                                                                    alternately at 4
                                                                                                                                    second intervals, to
                                                                                                                                    give a data point
                                                                                                                                    every 2 seconds.
21. Leading Edge Flap or Cockpit     Full Range or Each      +/-3[deg] or as         2....................  0.5% of full range...  Left and right sides,
 Control Selection \11\.              Discrete Position.      Pilot's Indicator and                                                 of flap position and
                                                              sufficient to                                                         cockpit control may
                                                              determine each                                                        each be sampled at 4
                                                              discrete position.                                                    second intervals, so
                                                                                                                                    as to give a data
                                                                                                                                    point to every 2
                                                                                                                                    seconds.
                                                                      * * * * * * *
23. Ground Spoiler Position or       Full Range or Each      +/-2[deg] Unless        1 or 0.5 for           0.5% of full range
 Speed Brake Selection \12\.          Position (discrete).    Higher Accuracy         airplanes operated
                                                              Uniquely Required.      under Sec.
                                                                                      135.152(j).
24. Outside Air Temperature or       -50[deg] C to +90[deg]  +/-2[deg] C...........  2....................  0.3[deg] C
 Total Air Temperature \13\.          C.
                                                                      * * * * * * *
26. Radio Altitude \14\............  -20 ft to 2,500 ft....  +/-2 ft or +/-3%        1....................  1 ft +5% above 500 ft  For autoland/category
                                                              Whichever is Greater                                                  3 operations. Each
                                                              Below 500 ft and +/-                                                  radio altimeter
                                                              5% Above 500 ft.                                                      should be recorded,
                                                                                                                                    but arranged so that
                                                                                                                                    at least one is
                                                                                                                                    recorded each
                                                                                                                                    second.
                                                                      * * * * * * *
37. Drift Angle \15\...............  As installed..........  As installed..........  4....................  0.1[deg]
                                                                      * * * * * * *
42. Throttle/power lever position    Full Range............  +/-2%.................  1 for each lever.....  2% of full range.....  For airplanes with
 \16\.                                                                                                                              non-mechanically
                                                                                                                                    linked cockpit
                                                                                                                                    engine controls.
                                                                      * * * * * * *
57. Thrust comand \17\.............  Full Range............  +/-2%.................  2....................  2% of full range
                                                                      * * * * * * *
87. Ground spoiler position and      Full Range or Discrete  +/-5%.................  0.5..................  0.3% of full range
 speed brake selection.
88. All cockpit flight control       Full Range Control      +/-5%.................  1....................  0.3% of full range...  For fly-by-wire
 input forces (control wheel,         Wheel +/-70 lbs                                                                               flight control
 control column, rudder pedal).       Control Column +/-85                                                                          systems, where
                                      lb Rudder pedal +/-                                                                           control surface
                                      165 lbs.                                                                                      position is a
                                                                                                                                    function of the
                                                                                                                                    displacement of the
                                                                                                                                    control input device
                                                                                                                                    only, it is not
                                                                                                                                    necessary to record
                                                                                                                                    this parameter. For
                                                                                                                                    airplanes that have
                                                                                                                                    a flight control
                                                                                                                                    break away
                                                                                                                                    capability that
                                                                                                                                    allows either pilot
                                                                                                                                    to operate the
                                                                                                                                    control
                                                                                                                                    independently,
                                                                                                                                    record both control
                                                                                                                                    force inputs. The
                                                                                                                                    control force inputs
                                                                                                                                    may be sampled
                                                                                                                                    alternately once per
                                                                                                                                    2 seconds to produce
                                                                                                                                    the sampling
                                                                                                                                    interval of 1.
                                                                     * * * * * * *
--------------------------------------------------------------------------------------------------------------------------------------------------------
\1\ For A300 B2/B4 airplanes, resolution = 6 seconds.
\2\ For A330/A340 series airplanes, resolution = 0.703[deg].
\3\ For A318/A319/A320/A321 series airplanes, resolution = 0.275% (0.088[deg]0.064[deg]). For A330/A340 series airplanes, resolution = 2.20%
  (0.703[deg]0.064[deg]).
\4\ For A318/A319/A320/A321 series airplanes, resolution = 0.22% (0.088[deg]0.080[deg]). For A330/A340 series airplanes, resolution = 1.76%
  (0.703[deg]0.080[deg]).
\5\ For A330/A340 series airplanes, resolution = 1.18% (0.703[deg]0.120[deg]).
\6\ For A330/A340 series airplanes, resolution = 0.783% (0.352[deg]0.090[deg]).
\7\ For A330/A340 series airplanes, aileron resolution = 0.704% (0.352[deg]0.100[deg]). For A330/A340 series airplanes, spoiler resolution =
  1.406% (0.703[deg]0.100[deg]).
\8\ For A330/A340 series airplanes, resolution = 0.30% (0.176[deg]0.12[deg]). For A330/A340 series airplanes, seconds per sampling interval =
  1.
\9\ For B-717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g.
\10\ For A330/A340 series airplanes, resolution = 1.05% (0.250[deg]0.120[deg]).
\11\ For A330/A340 series airplanes, resolution = 1.05% (0.250[deg]0.120[deg]). For A300 B2/B4 series airplanes, resolution = 0.92%
  (0.230[deg]0.125[deg]).
\12\ For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703[deg]0.100[deg]).
\13\ For A330/A340 series airplanes, resolution = 0.5[deg] C.
\14\ For Dassault F900C/F900EX airplanes, Radio Altitude resolution = 1.25 ft.
\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%.



[[Page 42941]]

    Issued in Washington, DC, on July 14, 2003.
Marion C. Blakey,
Administrator.
[FR Doc. 03-18269 Filed 7-16-03; 2:33 pm]
BILLING CODE 4910-13-P