[Federal Register Volume 70, Number 38 (Monday, February 28, 2005)]
[Proposed Rules]
[Pages 9752-9775]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 05-3726]
[[Page 9751]]
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Part IV
Department of Transportation
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Federal Aviation Administration
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14 CFR Part 23, 25, et. al.
Revisions to Cockpit Voice Recorder and Digital Flight Data Recorder
Regulations; Proposed Rule
Federal Register / Vol. 70, No. 38 / Monday, February 28, 2005 /
Proposed Rules
[[Page 9752]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 23, 25, 27, 29, 91, 121, 125, 129, and 135
[Docket No. FAA-2005-20245; Notice No. 23-56, 25-118, 27-41, 29-48, 91-
286, 121-308, 125-47, 129-40 and 135-95]
RIN 2120-AH88
Revisions to Cockpit Voice Recorder and Digital Flight Data
Recorder Regulations
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Notice of proposed rulemaking (NPRM).
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SUMMARY: The FAA proposes to amend the cockpit voice recorder (CVR) and
digital flight data recorder (DFDR) regulations for certain air
carriers, operators, and aircraft manufacturers. This proposed rule
would increase the duration of CVR and flight data recorder (FDR)
recordings; increase the data recording rate of certain DFDR
parameters; require physical separation of the DFDR and CVR; improve
the reliability of the power supply to both the CVR and DFDR; and if
data-link communication equipment is installed, require that all data-
link communications received on an aircraft be recorded. This proposal
is based on recommendations issued by the National Transportation
Safety Board (NTSB) following the investigations of several accidents
and incidents, and includes other revisions that the FAA has determined
are necessary. The proposed improvements to the CVR and DFDR systems
are intended to improve the quality and quantity of information
recorded and increase the potential for retaining important information
needed during accident and incident investigations.
DATES: Send your comments on or before April 29, 2005.
ADDRESSES: You may send comments [identified by Docket Number FAA-2005-
20245] using any of the following methods:
DOT Docket Web site: Go to http://dms.dot.gov and follow
the instructions for sending your comments electronically.
Government-wide rulemaking Web site: Go to http://www.regulations.gov and follow the instructions for sending your
comments electronically.
Mail: Docket Management Facility; U.S. Department of
Transportation, 400 Seventh Street, SW., Nassif Building, Room PL-401,
Washington, DC 20590-001.
Fax: 1-202-493-2251.
Hand Delivery: Room PL-401 on the plaza level of the
Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
For more information on the rulemaking process, see the
SUPPLEMENTARY INFORMATION section of this document.
Privacy: We will post all comments we receive, without change, to
http://dms.dot.gov, including any personal information you provide. For
more information, see the Privacy Act discussion in the SUPPLEMENTARY
INFORMATION section of this document.
Docket: To read background documents or comments received, go to
http://dms.dot.gov at any time or to Room PL-401 on the plaza level of
the Nassif Building, 400 Seventh Street, SW., Washington, DC, between 9
a.m. and 5 p.m., Monday through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: Timothy W. Shaver, Avionics Systems
Branch, Aircraft Certification Service, AIR-130, Federal Aviation
Administration, 800 Independence Avenue SW., Washington, DC 20591;
telephone (202) 385-4686; facsimile (202) 385-4651; e-mail
[email protected].
SUPPLEMENTARY INFORMATION:
Comments Invited
The FAA invites interested persons to participate in this
rulemaking by submitting written comments, data, or views. We also
invite comments relating to the economic, environmental, energy, or
federalism impacts that might result from adopting the proposals in
this document. The most helpful comments reference a specific portion
of the proposal, explain the reason for any recommended change, and
include supporting data. We ask that you send us two copies of written
comments.
We will file in the docket all comments we receive, as well as a
report summarizing each substantive public contact with FAA personnel
concerning this proposed rulemaking. The docket is available for public
inspection before and after the comment closing date. If you wish to
review the docket in person, go to the address in the ADDRESSES section
of this preamble between 9:00 a.m. and 5:00 p.m., Monday through
Friday, except Federal holidays. You may also review the docket using
the Internet at the web address in the ADDRESSES section.
Privacy Act: Using the search function of our docket web site,
anyone can find and read the comments received into any of our dockets,
including the name of the individual sending the comment (or signing
the comment 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 (65 FR 19477-78) or you may visit
http://dms.dot.gov.
Before acting on this proposal, we will consider all comments we
receive on or before the closing date for comments. We will consider
comments filed late if it is possible to do so without incurring
expense or delay. We may change this proposal in light of the comments
we receive.
If you want the FAA to acknowledge receipt of your comments on this
proposal, include with your comments a pre-addressed, stamped postcard
on which the docket number appears. We will stamp the date on the
postcard and mail it to you.
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 docket number, notice number, or amendment number
of this rulemaking.
Background
Statement of the Problem
The National Transportation Safety Board (NTSB) has indicated
through several recommendations that its investigation of a variety of
aircraft accidents and incidents has been hampered by the limited
duration of cockpit voice recorder (CVR) recordings and the loss of
power to both CVRs and digital flight data recorders (DFDR). These
shortcomings have been cited during investigation of the following
accidents or incidents: Alaska Airlines, Inc. (Alaska), flight 261 on
January 31, 2000; EgyptAir flight 990 on October 31, 1999; Delta Air
Lines, Inc. (Delta), flight 2461 on December 15, 1998; Swissair
[[Page 9753]]
flight 111 on September 2, 1998; SilkAir flight 185 on December 19,
1997; ValuJet Airlines (ValuJet) flight 592 on May 11, 1996; Trans
World Airlines, Inc. (TWA), flight 800 on July 17, 1996; and ValuJet
flight 597 on June 8, 1995. The NTSB has stated that measures taken to
determine the cause of the above-referenced accidents and incidents
have been limited by the lack of data needed to help identify events
that occurred.
The NTSB and other investigative authorities have identified areas
of concern with CVRs and flight data recorders (FDRs), which are used
to record specific information needed by investigative authorities to
determine the cause of accidents and incidents. The NTSB issued five
safety recommendations for improvements to the flight recorder systems
on all aircraft required to carry a CVR and an FDR. The specific NTSB
recommendations are discussed later in this notice.
Summary of Accidents and Incidents
Alaska Flight 261
On January 31, 2000, Alaska flight 261, a Boeing MD-83, was on a
scheduled international passenger flight from Puerto Vallarta, Mexico,
to San Francisco, CA. The airplane crashed into the Pacific Ocean near
Point Mugu, CA, and was destroyed. None of the 5 crewmembers or 83
passengers survived. The FDR captured the entire 2 hours and 43 minutes
of the flight, as well as information from previous flights; the CVR
captured approximately 31 minutes of flightcrew member conversations.
At the beginning of the CVR recording, the flightcrew were already
discussing an existing problem with the airplane's stabilizer trim.
EgyptAir Flight 990
On October 31, 1999, EgyptAir flight 990, a Boeing 767-366-ER, was
on a scheduled international flight from New York, NY, to Cairo, Egypt.
At about 1:50 a.m. Eastern Standard Time, the airplane crashed into the
Atlantic Ocean approximately 60 miles south of Nantucket Island, MA.
The airplane was destroyed and none of the 217 passengers or
crewmembers survived. Power to the CVR and DFDR was lost when the
engines were shut down.
Delta Flight 2461
On December 15, 1998, Delta flight 2461, a Boeing 737-232, was on a
scheduled domestic passenger/cargo flight from Boston, MA, to Orlando,
FL. On approach for landing at Orlando International Airport, the
airplane experienced a total loss of electrical power. The airplane
sustained minor damage and none of the 5 crewmembers or 51 passengers
reported any injuries. The CVR and DFDR stopped recording when
electrical power was lost. The FDR indicated the airplane was
descending through 2,700 feet when the data stopped. The next recorded
data showed the airplane on the ground. The time gap between the data
recorded during the descent and the data recorded on the ground is
unknown. The NTSB determined that (1) the No. 1 and No. 2 generator
control units experienced identical failures (the point-of-regulation
fuses had blown, and the automatic test equipment revealed a blocking
diode had shorted in the battery power supply input circuit); (2) the
battery electrolyte levels were low or nonexistent in all cells and the
battery voltage was below minimum serviceable limits; and (3) the
cockpit direct current voltmeter indicated approximately 2.0 volts over
its full scale deflection.
Swissair Flight 111
On September 2, 1998, Swissair flight 111, a McDonnell Douglas MD-
11, was on a scheduled international flight from New York, NY, to
Geneva, Switzerland. Approximately 53 minutes after takeoff, as the
airplane was cruising at 33,000 feet, the flightcrew noticed an unusual
smell in the cockpit. Within 3\1/2\ minutes, the flightcrew noticed
visible smoke in the cockpit, declared an emergency, and was cleared to
proceed to Halifax, Nova Scotia. Approximately 20 minutes after the
flightcrew first noticed the unusual smell and approximately 7 minutes
after the emergency declaration, the airplane struck the water near
Peggy's Cove, Nova Scotia. The airplane was destroyed and none of the
215 passengers or 14 crewmembers survived. The Transportation Safety
Board of Canada investigated the accident; the NTSB assisted under the
provisions of Annex 13 to the International Civil Aviation Organization
(ICAO) as the investigative authority of the state of manufacture of
the airplane. The investigation revealed heat damage consistent with a
fire in the ceiling area forward and aft of the cockpit bulkhead. The
CVR and the DFDR stopped recording while the airplane was at
approximately 10,000 feet, about 6 minutes before the airplane hit the
water.
SilkAir Flight 185
On December 19, 1997, SilkAir flight 185, a Boeing 737 (B-737),
entered a rapid descent from 35,000 feet that ended with a high-speed
impact in the Sumatran River near Palembang, Indonesia. The airplane
was destroyed and none of the 104 passengers or crewmembers survived.
The Government of Indonesia conducted the investigation, and the NTSB
participated. The investigation determined that both recorders stopped
before the airplane entered the rapid descent.
TWA Flight 800
On July 17, 1996, TWA flight 800, a Boeing 747-100, was on a
scheduled passenger flight from New York, NY, to Paris, France. At 8:45
p.m. Eastern Standard Time, approximately 13 minutes into the flight,
the airplane exploded as it was climbing through 13,700 feet. The
airplane was destroyed and none of the 212 passengers or 18 crewmembers
survived. The NTSB determined the CVR and FDR stopped working at the
time of the explosion, which was 40 to 50 seconds before the airplane
hit the water. The NTSB has determined that the probable cause of the
TWA flight 800 accident was an explosion of the center wing fuel tank
(CWT) resulting from ignition of the flammable fuel/air mixture in the
tank. The source of ignition energy for the explosion could not be
determined with certainty, but of the sources evaluated by the
investigation, the most likely was a short circuit outside the CWT that
allowed excessive voltage to enter the tank through electrical wiring
associated with the fuel quantity indication system.
ValuJet Flight 592
On May 11, 1996, ValuJet flight 592, a DC-9-32, was on a scheduled
flight from Miami, FL, to Atlanta, GA. Shortly after departing Miami,
the flightcrew reported smoke and fire and began a return to Miami. The
airplane crashed into the Everglades approximately 10 minutes after
takeoff from Miami. The airplane was destroyed and none of the 111
passengers or crewmembers survived. The CVR and FDR stopped working
approximately 40 to 50 seconds before the airplane crashed.
ValuJet Flight 597
On June 8, 1995, as ValuJet flight 597, a DC-9-32, began its
takeoff roll at Hartsfield Atlanta International Airport, a loud bang
was heard by the occupants and the right engine fire warning light
illuminated. The crewmembers of another airplane informed ValuJet
flight 597 that its right engine was on fire and the takeoff was
rejected. Shrapnel from the right engine penetrated the fuselage and
the right engine main fuel line and a cabin fire erupted. Two flight
[[Page 9754]]
attendants and 5 passengers were injured; none of the remaining 55
passengers or flightcrew were injured. The NTSB determined that the
probable cause was the failure of maintenance and inspection personnel
to perform a proper inspection of a 7th stage high compressor disc in
the engine, thus allowing a detectable crack to grow to a length at
which the disc ruptured. The noise level in the cockpit was so high
that the voices of the flightcrew could not be heard on the CVR.
Summary of Revisions to the Flight Data Recorder Regulations
The NTSB issued three safety recommendations (Nos. A-95-25, A-95-
26, and A-95-27) during the investigation into the crash of US Air,
Inc. (US Air), flight 427 that dealt specifically with upgrades to the
FDRs for B-727s, B-737s, Lockheed L-1011s, and all airplanes operating
under Title 14, Code of Federal Regulations (14 CFR) part 121, 125, or
135. In response to these recommendations, the FAA revised the DFDR
requirements for all airplanes (Revisions to Digital Flight Data
Recorder Rules; Final Rule (62 FR 38362, July 17, 1997)). The 1997 rule
requires upgrades to the FDR capabilities in most transport airplanes,
and requires additional information to be recorded that is intended to
enable more thorough accident and incident investigations and to enable
the industry to predict certain trends and make necessary modifications
before an accident or incident occurs. The revised 1997 DFDR
regulations specify that up to 88 parameters be recorded on FDRs, with
the exact number depending on the date of airplane manufacture. For
turbine-powered transport category airplanes manufactured on or before
October 11, 1991, and not equipped with a flight data acquisition unit
(FDAU), the regulations require 18 specified parameters to be recorded
by August 20, 2001. For airplanes manufactured on or before October 11,
1991, equipped with a FDAU, the regulations require 22 parameters to be
recorded by August 20, 2001. For airplanes manufactured after October
11, 1991, the regulations require 34 parameters to be recorded by
August 20, 2001; for airplanes manufactured after August 18, 2000, the
regulations require 57 parameters to be recorded; and for airplanes
manufactured after August 19, 2002, the regulations require 88
parameters to be recorded.
In its March 1999 final report on the crash of US Air flight 427,
the NTSB concluded that the 1997 rule for upgrading the DFDRs on
existing airplanes is not sufficient because it does not require
specific flight control information to be recorded. The NTSB issued
recommendation Nos. A-99-28 and A-99-29 specific to B-737 model
airplanes. The recommendations require all B-737s to record pitch trim,
trailing and leading edge flap positions, thrust reverser position, yaw
damper command, yaw damper status (on/off), standby rudder status (on/
off), and control wheel, control column, and rudder pedal forces. In
response to these recommendations, the FAA proposed further revisions
to the DFDR regulations in notice No. 99-19, Revisions to Digital
Flight Data Recorder Regulations for Boeing 737 Airplanes and for Part
145 Operations; Notice of Proposed Rulemaking (64 FR 63140, November
18, 1999). In addition to the requirements under the 1997 rule, the B-
737 rule would require all B-737 airplanes manufactured after the date
of the B-737 final rule to record parameters (a)(1) through (a)(22) and
(a)(88) and new parameters (a)(89), (a)(90), and (a)(91) (yaw damper
status, yaw damper command, and standby rudder status, respectively).
All B-737 airplanes manufactured on or before the date of the B-737
final rule would be required to record the applicable parameters based
on the 1997 rule and parameters (a)(1) through (a)(22) and (a)(88)
through (a)(91) at the first heavy maintenance check after 2 years
after the date of the B-737 final rule, but no later than 4 years after
the date of the B-737 final rule.
NTSB Recommendations
In response to the 1995 ValuJet flight 597 incident, the 1996
crashes of ValuJet flight 592 and TWA flight 800, the 1997 crash of
SilkAir flight 185, and the 1998 crash of Swissair flight 111, the NTSB
submitted the following recommendations to the FAA regarding further
upgrades to the CVR and FDR.
Recommendation No. A-96-89. Within two years, require all aircraft
required to have a CVR to be retrofitted with a CVR that receives, on
dedicated channels, (1) uninterrupted input from the boom or mask
microphone and headphones of each crewmember; and (2) uninterrupted
input from an area microphone. During these recordings, a sidetone must
be produced only when the transmitter or interphone is selected.
Finally, all audio signals received by hand-held microphones must be
recorded on the respective flight crewmember's channel when keyed to
the ``ON'' position.
Recommendation No. A-96-171. Require that all newly manufactured
CVRs intended for use on airplanes have a minimum recording duration of
2 hours.
Recommendation No. A-99-16. By January 1, 2005, retrofit all
airplanes that are required to carry a CVR and an FDR with a CVR that
(1) meets the standards of the Technical Standard Order on Cockpit
Voice Recorder Systems, TSO-C123a,\1\ or later revision; (2) is capable
of recording the last 2 hours of audio; and (3) is fitted with a 10-
minute independent power source that is located with the CVR and that
automatically engages and provides 10 minutes of operation whenever
power to the recorder ceases, either by normal shutdown or by a loss of
power to the bus.
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\1\ The TSO for CVR systems provides, for example, test
procedures, fire test requirements, and software development and
design standards.
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Recommendation No. A-99-17. Require all aircraft manufactured after
January 1, 2003, that are required to carry a CVR and a DFDR, to be
equipped with two combination (CVR/DFDR) recording systems. One system
should be located as close to the cockpit as practicable and the other
as far aft as practicable. Both recording systems should be capable of
recording all mandatory data parameters covering the previous 25 hours
of operation and all cockpit audio and controller-pilot data-link
communications for the previous 2 hours of operation. The system
located near the cockpit should be provided with an independent power
source that engages automatically and provides 10 minutes of operation
whenever normal aircraft power ceases. The aft system should be powered
by the bus that provides the maximum reliability for operation without
jeopardizing service to essential or emergency loads. The system near
the cockpit should be powered by the bus that provides the second
highest reliability for operation without jeopardizing service to
essential or emergency loads.
Recommendation No. A-99-18. Amend Sec. 25.1457 (CVR) and Sec.
25.1459 (FDR) to require that CVRs, FDRs, and redundant combination
CVR/DFDR units be powered from separate generator buses with the
highest reliability.
FAA Response to NTSB Recommendations
The FAA agrees with recommendation Nos. A-96-89, A-96-171, A-99-18,
and parts of A-99-16 and A-99-17, and has initiated this proposed
rulemaking in response to those recommendations. In the NTSB's March 9,
1999, Safety Recommendation letter to the FAA regarding
[[Page 9755]]
recommendation Nos. A-99-16, A-99-17, and A-99-18, it stated that the
Swissair flight 111 and SilkAir flight 185 accident investigations were
two in a long history of accident and incident investigations that were
hindered by the loss of flight recorder data. The FAA concludes that
although the airplanes involved in those accidents, and EgyptAir flight
990, were not U.S.-registered airplanes and the proposed rule would not
apply to them, the circumstances surrounding those accidents were
unrelated to the registry of the airplanes, and that many of the same
model airplanes are U.S. registered and could experience similar
problems. The FAA also notes that the same issues are of interest to
ICAO, and the FAA anticipates that these proposed changes would be
incorporated into ICAO standards, making them applicable to airplanes
registered worldwide.
General Discussion of the Proposal
The usual format for discussing proposed changes was found to be
confusing because this proposal includes revisions to the certification
rules and the operating rules. Accordingly, this preamble will discuss
the proposed changes by topic, and then by the certification rules and
the operating rules. In this way, the operators of specific aircraft
can more readily reference the proposed changes that affect them. In
addition, we will not repeat these discussions of the proposals in each
section.
Each proposed change is applicable to aircraft currently operating
(a retrofit) or to newly manufactured aircraft. The aircraft retrofits
apply to all aircraft currently operating or that are manufactured
before [insert date 2 years from the effective date of the final rule].
These aircraft would have 4 years from the date of the final rule to
comply. Aircraft that are manufactured on or after [insert date 2 years
from the effective date of the final rule], would have to comply at the
time of manufacture. Any differences from these time periods will be
noted.
Cockpit Voice Recorder Duration
The FAA is proposing that all CVRs be able to retain the last 2
hours of cockpit audio. As stated by the NTSB, the need for this
information has made itself evident several times when CVR recordings
begin while the flightcrew is already discussing a problem that arose
before the 30 minutes now required to be recorded. The FAA notes that
in part 91, the current CVR recording requirement is only 15 minutes.
The Transportation Safety Board of Canada also cited the short duration
of CVR recordings as a hindrance to the investigation of Swissair
flight 111 and stated that the recording length is predicated on 1960s
technology.
In addition to the 2-hour recording length, the proposed rule would
require this information be retained using a recorder that meets the
standards of TSO-C123a, or later revision. It is the FAA's intent to
eliminate magnetic tape recorders because of their vulnerability to
damage and decreased reliability given the state of current voice
recording technology. The FAA notes that some operators are voluntarily
replacing older magnetic tape CVRs with those that use a solid-state
recording mechanism because of the high costs and technical problems
associated with maintaining outdated equipment, including the
difficulties in finding replacement magnetic tape.
The changes to the CVR recording duration are proposed as
amendments to the operating rules, where the requirements currently are
found. These changes are proposed as a retrofit and a new manufacture
requirement.
Cockpit Voice Recorder Backup Power
Power interruptions have resulted in CVR information not being
captured during the last minutes of several recent accidents, including
Swissair flight 111, ValuJet flight 592, TWA flight 800, Delta flight
2461, and EgyptAir flight 990. The NTSB noted that power failures may
have resulted in the loss of significant information that may have been
recordable and retrievable.
The proposed rule would require a 10-minute independent backup
power source for the CVR. The CVR would automatically be switched to
this 10-minute independent power source in the event all power to the
CVR is interrupted. The FAA notes that this interruption may be from
normal shutdown or any other loss of power to the electrical power bus.
No specific power source--such as a battery or a capacitor--is
identified in this notice. Manufacturers may develop the 10-minute
independent power source as best suits the needs of an individual
aircraft installation and issues of safety and reliability. This 10-
minute independent power source is proposed as a new manufacture
requirement for airplanes and rotorcraft.
Cockpit Voice Recorder and Flight Data Recorder Wiring
The NTSB noted in its investigation of the Swissair flight 111
accident that in an effort to locate the source of smoke in the
cockpit, the flightcrew disabled the electrical bus that powered both
the CVR and the DFDR on the airplane. The FAA notes that disabling the
bus was part of the emergency checklist procedures. The NTSB is
concerned that both recorders were powered by the same bus.
The FAA considered several wiring options before proposing the one
included in this notice. One option the FAA considered was whether the
flightcrew should have the ability to disable the recorders during
emergency checklist procedures. The FAA also gave lengthy consideration
to the various wiring schemes and numerous emergency procedures already
in place on airplanes of varying types in the fleet.
The proposed rule would require that all newly manufactured
aircraft have a CVR and an FDR installed that receives its electrical
power from the bus that provides the maximum reliability for operation
of the recorder without jeopardizing service to essential or emergency
loads. The recorder also must remain powered for as long as possible
without jeopardizing emergency operation of the aircraft.
The FAA notes that the current regulations are performance-based;
they do not specify which bus must power which equipment. The FAA chose
the new proposed language to indicate that it is still up to the
manufacturer to determine the wiring pattern that is best to fulfill
the goal of the recorders being the last items to lose power before
only emergency or essential equipment is powered. The FAA understands
that, in some cases, the buses that power essential or emergency loads
have sufficient power to also power the recording systems. The FAA
considers this the ideal situation; however, the safety of the aircraft
is paramount, and the electrical circuitry for essential loads should
not be compromised. The requirement for this wiring change is found in
the proposed revisions to the certification rules.
The FAA points out that the NTSB's recommendation requiring the
power supply for specific equipment was predicated on its companion
recommendation regarding the installation of two complete recording
systems. Because the FAA is not proposing a dual recorder system (see
the discussion below under Dual Recording Systems), the wiring patterns
suggested by the NTSB are not readily adaptable. In addition, because
the FAA finds that the CVR wiring requirement is best served by a
performance-based rule, the proposal does not specify that any
equipment gets wired to the essential bus, battery bus, or first or
second most essential bus. The FAA notes that it considered all of
these
[[Page 9756]]
possibilities in deciding to continue using a performance-based rule.
The FAA specifically requests comments on the clarity of the
proposed rule language. The FAA encourages commenters to submit
alternative language that meets the goals specified if it would be more
readily understood by the industry.
A related wiring issue for the CVRs and DFDRs concerns the
possibility of a single electrical failure disabling both recorder
systems. Accordingly, the proposed changes to the certification rules
specify that the aircraft must be designed so that no single electrical
failure will disable both the CVR and DFDR. This requirement is
proposed for newly manufactured aircraft only.
Separate Containers
The current CVR and DFDR regulations do not specify that the two
recorders must be in separate containers. The FAA has always maintained
this position and has not approved any installation that replaces two
recorders in separate boxes with a single unit that has combined
recorder functions. To codify this policy, the FAA is proposing that,
for airplanes, the CVR and DFDR must be installed in separate
containers, each meeting the crashworthiness requirements already in
the regulations. This proposal is not expected to result in any change
or cost to operators or manufacturers. Since there is no cost or change
in policy, this requirement is proposed to be effective at the time of
the final rule.
If developed, the FAA will allow combination units to be installed
in rotorcraft because of weight and size constraints in these aircraft.
If a single combination unit is installed, however, it would still be
required to meet the proposed airworthiness requirements for
reliability, single electrical failures, and an independent power
source for CVRs. This language is included in the proposed
certification rules for rotorcraft and states that if a single
combination unit is installed, it must meet all of the requirements of
that section. An operator that wishes to change to a single unit
installation would be required to retrofit its rotorcraft to include
the new power and wiring requirements as well. No single unit
installation will be approved without meeting these requirements
regardless of the age of the aircraft or its original date of
certification.
Increased DFDR Recording Rates
The quality of data recovered from FDRs is critical to determining
the cause of aircraft accidents. Recent advances in flight data
recorder technology have centered around increasing the number of
parameters recorded, improving the recording medium, and improving the
reliability, maintainability, survivability, and recoverability of
recorded data; however, the required data recording rates have lagged
behind available technology. A number of parameters currently are
required to be recorded at a rate of 1 or 2 Hertz (Hz), but flight
tests demonstrate that sensing and recording equipment can support data
rates ranging from 20 Hz to 100 Hz. Therefore, based on recommendations
by the National Research Council (recommendation 3-3, ``Aviation Safety
and Pilot Control; Understanding and Preventing Unfavorable Pilot-
Vehicle Interactions,'' 1997) and the NTSB, the FAA is proposing that
certain parameters of force and displacement inputs to the primary
flight controls by the pilots and associated primary flight control
surface deflections be recorded at a rate of at least 16 Hz.
Similarly, higher data rates are considered feasible for rotorcraft
flight controls. In accordance with European Organisation for Civil
Aviation Equipment (EUROCAE) document ED-112 (Minimum Operational
Performance Specification for Crash Protected Airborne Recorder
Systems) dated March 2003, the FAA is proposing increased recording
rates for newly manufactured rotorcraft.
Data-Link Communication
Traditional communication in the U.S. national airspace system is
by voice. As the aeronautical community works to provide communication
systems that enhance safety, efficiency, and capacity, a key element is
the introduction of data-link communication. Data-link communication
provides text message exchanges between aircraft, air traffic service
facilities, air traffic controllers, and pilots. Data-link
communication can act as an alternative to voice communication, and as
a replacement when voice communication is not adequate to meet the
performance needed for the information exchanged.
Data-link communication is playing an increasing role in attaining
such objectives as reduced separation and user-preferred routings, and
is being integrated into aircraft flight management equipment. As the
scope of data-link communication use increases, it becomes more crucial
that accident and incident investigators be given a full picture of the
flight deck dynamics, flightcrew workload, and flightcrew use of
avionics that are initiated by the actual data transmitted to and
received by the flightcrew.
Using data-link communication, an air traffic controller can
directly transmit textual instructions, clearances, and other safety
related information to an aircraft. As text communication replaces
voice communication, the need arises to define the text message sets
being used and to record the actual text messages received on an
aircraft that provide instructions to or simply increase the workload
of the flightcrew.
The proposed rule would require that, if data-link communication
equipment is installed, all data-link communication messages received
on an aircraft be recorded. The FAA considered proposing the recording
of only those messages that affect the speed, heading, and altitude of
an aircraft, but was unable to clearly describe this smaller set of
data messages. Although not every data-link communication received may
be critical to accident investigation, the FAA's assessment of data-
link communication equipment indicates that the burden is almost the
same whether 25 percent or 100 percent of incoming messages are
recorded. The bulk of the cost of recording comes from the requirement
to record at least one message, because that requirement forces the
equipment and wiring to be established. Selecting certain messages to
be recorded merely makes the recordation more complicated and could
result in extensive, inconsistent review of text message sets during
certification. The NTSB also has suggested to the FAA that the
recordation of all data-link communication would give it a better
picture of the flightcrew workload during the time leading up to an
accident or incident.
The FAA is requesting specific comments concerning the number of
data-link communication messages that are required to be recorded.
Commenters are requested to propose clearly defined sets of messages
that they believe will satisfy the goal of recording important flight
deck communications, and an indication of the cost comparison between
the recordation requirement proposed here and any suggested by the
commenters.
The proposed rule indicates that the data-link communications are
to be sent using an approved message set. No specific data-link
communication message set is proposed in order to avoid unnecessary
restriction of future systems. The FAA intends to approve standardized
message sets such as those found in ICAO Annex 10, volume III, section
3, document 9705, ``Manual of Technical Provisions for the Aeronautical
Telecommunications Network (ATN),'' section 2.3.4,
[[Page 9757]]
Controller Pilot Data Link Communication Application: Formal
Definitions of Messages; or those established using RTCA, Inc.,
Document No. RTCA/DO-219, ``Minimum Operational Performance Standards
for ATC Two-Way Data Link Communications,'' appendix A (August 27,
1993). The FAA does not intend to encourage the creation of
individualized data message sets. The proliferation of individual
message sets would most likely complicate accident investigation
unnecessarily. As newer systems develop and the current standards are
modified and improved, the FAA does not want the rule to become quickly
outdated by defining a current standard. Accordingly, the notice is
written as a performance standard for recording, with the individual
message set to be approved at certification to allow the most recent
developments to be included. Further discussion of allowable message
sets would be presented in advisory material that would be issued at
the time of the final rule.
The proposed rule also requires that the data-link communication
messages be sent to the recorder from the communications unit that
translates the signal into a usable format. In most cases, this is the
flight management system or communications management unit. No specific
term is being used because no particular system is being required. The
FAA anticipates that this recorded signal would be the same as the one
sent to the cockpit display.
The FAA understands that there are three places that data-link
communication messages could be picked up for recording--as the
incoming radio signal enters the aircraft, as the data is transmitted
from the communications unit to the cockpit display, or as the data is
displayed on the cockpit display. The FAA chose the second option for
several reasons. First, radio signals entering the aircraft contain
extraneous information that is not relevant to accident or incident
investigation. Moreover, these signals need to be translated from a
radio signal to a text message. Second, the FAA is unable to propose a
practical, feasible method of capturing ``what the pilot sees'' off of
the actual cockpit display. Last, there is no developed technology for
reliable recording of this information. In short, the FAA is trying to
minimize the burden on manufacturers in wiring and additional
equipment, and to minimize the burden on the FAA and any eventual
investigators by not capturing more data than is needed. The
communications unit signal is already being generated and would allow
investigators to see the incoming data message and any acknowledgement
or response by the flightcrew. If the proposed rule language is not
clear, the FAA requests comments as to the best way to describe this
signal and its relationship to generic communications equipment.
The goal of data-link communication recording is to record enough
of the information to enable the following items to be determined,
either by direct recordation or formal deduction of the recorded
information:
The content of data-link communication messages as
displayed on the flight deck. The precise content need not be recorded
if the content can be deduced, such as the message element number, any
variable of that message element, and timing information.
The message priority assignment.
The number of messages in uplink/downlink queues.
The content of all messages generated by the flightcrew.
The time each downlink message is generated, that is, when
the flightcrew selects ``send.''
The time any message was available for display to the
flightcrew.
The time any message was actually displayed by the
flightcrew.
Two hours of data-link communications would be required to be
recorded, as is proposed for all cockpit voice communications. Weather
radar is not considered part of a data-link communication message set
and need not be recorded.
Data-Link Communication Recording Applicability
The proposed data-link communication recording requirements would
apply to all aircraft manufactured on or after [insert date 2 years
from the effective date of the final rule], on which data-link
communication equipment is installed. The FAA is not proposing that
data-link communication equipment be required on any aircraft; the
requirement is to record it if the equipment is installed. Similarly,
any aircraft on which data-link communication equipment is voluntarily
installed on or after [insert date 2 years from the effective date of
the final rule], as a retrofit would also be required to record all
data-link communications as of the date of installation.
These proposed effective dates were recommended by the NTSB. The
current data-link communication equipment being used does not use the
same message sets, and often includes information extraneous to the
operation of the aircraft. The FAA anticipates that both the means and
the messages that are to be recorded will be better defined once this
rule is in place and data message sets are approved.
Dual Recording Systems
The FAA is not proposing the installation of two complete recording
systems (two CVRs and two DFDRs) in each aircraft, as recommended by
the NTSB. After a careful analysis of the benefits of having two
systems, the FAA is unable to justify the excessive cost that would be
incurred in the installation of two complete systems. The NTSB has not
cited any instance in which at least one of the two recorders present
has not been recovered. In addition, the FAA finds that in the case of
an accident so catastrophic that neither recorder survives, a second
set of recorders located in the front of the aircraft would probably
not survive either. The FAA specifically requests commenters to present
any arguments and cost data on the desirability of requiring two
combination CVR/DFDR recording systems. The FAA does not anticipate
that dual recording systems would be implemented in a final rule, but
that any information provided may be considered for future rulemaking
action.
The FAA finds much greater evidence of benefit in changes to wiring
systems that could prevent inadvertent shutdown of power sources, and
for an independent power supply for CVRs, and has included those
provisions in this proposed rule for newly manufactured airplanes and
rotorcraft. Accident investigations indicate that in some instances
(Swissair flight 111, ValuJet flight 592, Delta flight 2461, and
Egyptair flight 990), valuable voice and background sounds may have
been recorded if the CVR had remained powered. Because the airplane
involved in TWA flight 800 broke up in flight and there was no
electrical connection between the cockpit and the CVR installed in the
tail section, it is doubtful that useful information would have been
obtained even if there had been a 10-minute independent power source
installed.
The FAA is not proposing a retrofit of a 10-minute independent
power supply for CVRs. We are not able to justify the significant costs
of the development and installation of such equipment for in-service
aircraft. The FAA is also not proposing a 10-minute independent power
source for FDRs. The FAA has found that in the event of a substantial
loss of power to the aircraft, there would be no data coming from
unpowered
[[Page 9758]]
sensors; therefore, there would be nothing for a powered FDR to record.
The FAA has recently become aware of potential security benefits of
a deployable flight recorder system (one that can be jettisoned from
the aircraft). We envision that such a system would be an additional
set of recorders (flight data and cockpit voice recorders) that could
be ejected from the airplane in the event of an emergency. The FAA does
not anticipate that a deployable system would be implemented in a final
rule, but information provided by commenters may be considered for
future rulemaking action.
This proposed rule does not include any provisions for such a
deployable system. Significant information regarding such a system
would be needed before the agency could assess the costs and benefits
of such devices. The agency is interested in receiving such
information, including the benefits of a deployable recorder system,
how it might work, how it would be installed on an aircraft for
deployment, the deployment methodology (manual or automatic), changes
to aircraft design and certification, and especially the costs for
development, installation and maintenance of a hardened, crash
survivable, and easily recoverable system.
Please submit all comments and information regarding the
feasibility and specifications for a deployable recording system to the
docket for this rulemaking.
Recordation of Cockpit Communication or Audio Signals
The FAA is proposing to require certain aircraft required to have a
cockpit voice recorder and a flight data recorder to include the
interphone requirements of Sec. 23.1457(a)(3) through (a)(5) or Sec.
25.1457(a)(3) through (a)(5), as applicable. Transport category
airplanes would be required to be retrofit and all airplanes and
rotorcraft manufactured on or after [insert date 2 years from the
effective date of the final rule], would be required to comply at the
time of manufacture.
Changes to the Aircraft Certification Regulations
Part 23 Airplanes
Cockpit Voice Recorders
All airplanes certificated under part 23 that are required to have
a CVR and an FDR would be required to have their CVRs in a box separate
from the FDR. This requirement merely codifies the current policy of
the FAA and would be effective at adoption of the final rule. This
would be added in proposed Sec. 23.1457(d)(6).
For all part 23 airplanes manufactured on or after [insert date 2
years from the effective date of the final rule], four new proposed
requirements would be added to Sec. 23.1457. First, the CVR would be
required to record data-link communications when such equipment is
installed on the airplane (proposed Sec. 23.1457(a)(6)). Second, the
CVR would be required to receive its electrical power from the bus that
provides the maximum reliability for operation without jeopardizing
service to essential or emergency loads (proposed Sec. 23.1457(d)(1)).
Third, the CVR would be required to be installed so that no single
electrical failure could disable both the CVR and the DFDR (proposed
Sec. 23.1457(d)(4)). Last, for all airplanes required to have a CVR
and an FDR, a 10-minute independent power source would be required to
which the CVR is switched automatically. Based on the NTSB
recommendation, the independent power source is not proposed for
aircraft that are required to have only a cockpit voice recorder under
Sec. 135.151.
Digital Flight Data Recorders
For part 23 airplanes, the DFDR requirements of Sec. 23.1459 would
be changed as follows. All airplanes certificated under part 23 would
be required to have their DFDRs in a box separate from the CVR
(proposed Sec. 23.1459(a)(7)). This requirement merely codifies the
current FAA policy and would be effective at adoption of the final
rule.
For all part 23 airplanes manufactured on or after [insert date 2
years from the effective date of the final rule], there are two new
requirements being proposed as additions to Sec. 23.1459. First, the
DFDR would be required to receive its electrical power from the bus
that provides the maximum reliability for operation without
jeopardizing service to essential or emergency loads (proposed Sec.
23.1459(a)(3)). Second, the DFDR would be required to be installed so
that no single electrical failure could disable both the CVR and the
DFDR, (proposed Sec. 23.1459(a)(6)). These requirements are discussed
separately in this preamble.
Part 25 Airplanes
Cockpit Voice Recorder
For part 25 airplanes, the CVR requirements of Sec. 25.1457 will
be changed as follows. All airplanes certificated under part 25 that
are required to have a CVR and an FDR would be required to have their
CVRs in a box separate from the FDR (proposed Sec. 25.1457(d)(6)).
This requirement merely codifies the current FAA policy and would be
effective at adoption of the final rule.
For all part 25 airplanes manufactured on or after [insert date 2
years from the effective date of the final rule], there are four new
requirements being proposed as additions to Sec. 25.1457. First, the
CVR would be required to record data-link communications when such
equipment is installed on the airplane (proposed Sec. 25.1457(a)(6)).
Second, the CVR would be required to receive its electrical power from
the bus that provides the maximum reliability for operation without
jeopardizing service to essential or emergency loads (proposed Sec.
25.1457(d)(1)). Third, the CVR would be required to be installed so
that no single electrical failure could disable both the CVR and the
DFDR (proposed Sec. 25.1457(d)(4)). Last, for all airplanes required
to have a CVR and an FDR, a 10-minute independent power source would be
required, to which the CVR is switched automatically. These
requirements are discussed separately in this preamble.
Digital Flight Data Recorders
For part 25 airplanes, the DFDR requirements of Sec. 25.1459 would
be changed as follows. All airplanes certificated under part 25 would
be required to have their DFDRs in a box separate from the CVR
(proposed Sec. 25.1459(a)(8)). This requirement merely codifies the
current FAA policy and would be effective at adoption of the final
rule.
For all part 25 airplanes manufactured on or after [insert date 2
years from the effective date of the final rule], two new proposed
requirements would be added to Sec. 25.1459. First, the DFDR would be
required to receive its electrical power from the bus that provides the
maximum reliability for operation without jeopardizing service to
essential or emergency loads (proposed Sec. 25.1459(a)(3)). Second,
the DFDR would be required to be installed so that no single electrical
failure could disable both the CVR and the DFDR (proposed Sec.
25.1459(a)(7)). These requirements are discussed separately in this
preamble.
Part 27 or Part 29 Rotorcraft
Cockpit Voice Recorder
For part 27 or part 29 rotorcraft, the CVR requirements of
Sec. Sec. 27.1457 and 29.1457 would be changed as follows. For all
rotorcraft certificated under part 27 or part 29 required to have a CVR
and an FDR, one combination unit could be installed (proposed
[[Page 9759]]
Sec. Sec. 27.1457(h) and 29.1457(h)). This requirement codifies the
current FAA policy and would be effective at adoption of the final
rule.
For all part 27 or part 29 rotorcraft manufactured on or after
[insert date 2 years from the effective date of the final rule], four
new proposed requirements would be added to Sec. Sec. 27.1457 and
29.1457. First, the CVR would be required to have the ability to record
data-link communications when such equipment is installed on the
rotorcraft (proposed Sec. Sec. 27.1457(a)(6) and 29.1457(a)(6)).
Second, the CVR would be required to receive its electrical power from
the bus that provides the maximum reliability for operation without
jeopardizing service to essential or emergency loads (proposed
Sec. Sec. 27.1457(d)(1) and 29.1457(d)(1)). Third, if the CVR and DFDR
are installed in separate boxes, then the CVR would be required to be
installed so that no single electrical failure could disable both the
CVR and the DFDR when both are installed (proposed Sec. Sec.
27.1457(d)(4) and 29.1457(d)(4)). Fourth, all rotorcraft certificated
under part 27 or part 29 required to have a CVR and an FDR would be
required to include a 10-minute independent power source for the CVR to
which it is switched automatically (proposed Sec. Sec. 27.1457(d)(5)
and 29.1457(d)(5)). These requirements are discussed separately in this
preamble.
Digital Flight Data Recorders
For part 27 or part 29 rotorcraft, the DFDR requirements of
Sec. Sec. 27.1459 and 29.1459 would be changed as follows. For all
rotorcraft certificated under part 27 or part 29 that must have both a
CVR and a DFDR, one combination unit could be installed (proposed
Sec. Sec. 27.1459(e) and 29.1459(e)). This requirement codifies the
current FAA policy and would be effective at adoption of the final
rule.
For all part 27 and part 29 rotorcraft manufactured on or after
[insert date 2 years from the effective date of the final rule], two
new proposed requirements would be added to Sec. Sec. 27.1459 and
29.1459. First, the DFDR would be required to receive its electrical
power from the bus that provides the maximum reliability for operation
without jeopardizing service to essential or emergency loads (proposed
Sec. Sec. 27.1459(a)(3) and 29.1459(a)(3)). These requirements are
discussed separately in this preamble. Second, if the CVR and the DFDR
are installed in separate boxes, then the DFDR would be required to be
installed so that no single electrical failure could disable both the
CVR and the DFDR (proposed Sec. Sec. 27.1459(a)(6) and 29.1459(a)(6)).
Changes to the Aircraft Operating Regulations
Cockpit Voice Recorders--Aircraft Retrofit Requirements
Each of the following proposed requirements would be in addition to
all current regulations. The proposed language uses the word ``also''
to indicate that the current regulations for the CVR are not
eliminated.
The retrofit proposal would require, for all airplanes, 2 hours of
cockpit voice communication to be recorded using a CVR that meets the
standards of TSO-C123a, or later revision. Current regulations require
that 15 minutes to 30 minutes of cockpit voice communication be
recorded and do not specify the recording medium. The new operating
requirements are proposed in Sec. Sec. 91.609(i)(2), 121.359(i)(2),
125.227(g)(2), and 135.151(f)(2).
For all airplanes currently in service that are required to have
both a CVR nd an FDR, this proposal would be a retrofit requirement and
would require compliance no later than [insert date 4 years from the
effective date of the final rule].
These enhancements would also be required on all aircraft
(including rotorcraft) manufactured on or after [insert date 2 years
from the effective date of the final rule].
The proposal also would require that the CVR be operated
continuously from the start of the use of the checklist before starting
the engines for the purpose of flight, to completion of the final
checklist at the termination of the flight. The current operating rules
contain a mixture of requirements concerning the time the CVR must be
operated. This language would be adopted in each of the operating parts
to make the requirement the same, regardless of the operating rules
under which an aircraft is operated.
This ``checklist-to-checklist'' requirement would be effective at
adoption of the final rule. The FAA finds that this requirement can
easily be incorporated into aircraft operations without a time for
retrofit, because it requires only a new checklist be used. This
requirement would be added in Sec. Sec. 91.609(e)(2), 121.359(i)(3)
and (j)(3), 125.227(g)(3) and (h)(3), and 135.151(a)(2), (b)(2), and
(g)(1)(ii).
For transport category airplanes, these proposed retrofit times
also would apply to the inclusion of current Sec. 25.1457(a)(3),
(a)(4), and (a)(5), which address the recording of cockpit interphone
communications. These three paragraphs already exist in part 25 and
concern which voice communications must be recorded. This requirement
would make the rule the same for all transport category airplanes,
regardless of the part under which they operate. The proposed
requirements would be added to Sec. Sec. 91.609(i)(3), 121.359(i)(4),
125.227(g)(1), and 135.151(f)(3).
Part 129 airplanes registered in the United States currently do not
have a cockpit voice recorder requirement. These requirements would be
added in proposed new Sec. 129.22. In addition, Sec. 129.1 would be
amended to add new Sec. 129.22 as a requirement.
Cockpit Voice Recorders--Newly Manufactured Aircraft Requirements
The CVR requirements would be upgraded for all aircraft
manufactured on or after [insert date 2 years from the effective date
of the final rule]. The operating rules differ in their CVR
requirements and require different amendment language to account for
the current requirements. The intent is to have the same requirements
across the board for all newly manufactured aircraft. In some cases,
proposed changes to the rule appear less detailed because certain parts
of the current regulations already contain some of the requirements.
Accordingly, the following discussion explains the proposed changes by
operating rule part. Each of the following proposed requirements is in
addition to all current regulations. The proposed language uses the
word ``also'' to indicate that the current regulations for the CVR are
not eliminated.
Proposed Sec. 91.609(j) would require that CVRs in newly
manufactured aircraft (aircraft manufactured on or after [insert date 2
years from the effective date of the final rule]) meet all of the
requirements of Sec. Sec. 23.1457, 25.1457, 27.1457, or 29.1457,
depending on the type of aircraft. This proposed section would
incorporate all of the current and proposed requirements for CVRs,
including the recording of 2 hours of cockpit voice communications
using a recorder that meets the standards of TSO-C123a, or later
revision.
Proposed Sec. 121.359(j) would require that the CVRs in all newly
manufactured turbine engine-powered airplanes meet the requirements of
Sec. Sec. 23.1457 or 25.1457. These are the provisions for data-link
communication recording, electrical power source, single electrical
failure, 10-minute independent power source, and separate containers
that were discussed previously. Cockpit voice recorders also
[[Page 9760]]
would have to record for 2 hours using a recorder that meets the
standards of TSO-C123a, or later revision. The interphone requirements,
previously applicable only to transport category airplanes and the
checklist-to-checklist requirement, would also be required.
Proposed Sec. 125.227(h) would require that all CVRs in all newly
manufactured turbine engine-powered airplanes meet all of the
requirements of Sec. 25.1457(a)(3) through (a)(6), (d)(1), (d)(4),
(d)(5), and (d)(6), as proposed. These are the provisions for
interphone recording, data-link communications recording, electrical
power source, single electrical failure, 10-minute independent power
source, and separate containers. New paragraph (h) also proposes the
requirement for 2 hours of recording using a CVR that meets the
standards of TSO-C123a, or later revision, and the checklist-to-
checklist requirement as discussed previously.
Proposed Sec. 129.22 would apply all to all U.S.-registered
aircraft operated in common carriage by a foreign person or air
carrier. These aircraft would be required to have a cockpit voice
recorder installed that meets the standards of TSO-C123a, or later
revision. The cockpit voice recorders would also be required to record
the information that would be required to be recorded if that aircraft
were operated under part 121, 125, or 135 and be installed by the
compliance times for those parts, as applicable to the aircraft.
Proposed Sec. 135.151(g)(1) would apply to newly manufactured
multiengine turbine-powered airplanes or rotorcraft that have a
passenger seating configuration of six or more seats, for which two
pilots are required, and that is required to have a FDR. This paragraph
contains the proposed new manufacture requirement for aircraft that
would otherwise be covered by Sec. 135.151(a). The proposed
requirements are broken down as follows:
For part 23 airplanes, the CVRs would be required to meet all of
the requirements of Sec. 23.1457, as proposed. These are the
provisions for data-link communications recording, electrical power
source, single electrical failure, 10-minute independent power source,
and separate containers. The interphone requirements of Sec.
23.1457(a)(3) through (a)(5) would also be included.
For part 25 airplanes, the CVRs would be required to meet all of
the requirements of Sec. 25.1457, as proposed. These are the
provisions for interphone recording, data-link communications
recording, electrical power source, single electrical failure, 10-
minute independent power source, and separate containers.
For part 27 rotorcraft, the CVRs would be required to meet the
requirements of Sec. 27.1457(a)(6), (d)(1), (d)(4), (d)(5), and (h).
These are the provisions for data-link communications recording,
electrical power source, single electrical failure, 10-minute
independent power source, and combination units.
For part 29 rotorcraft, the CVRs would be required to meet the
requirements of Sec. 29.1457(a)(6), (d)(1), (d)(4), (d)(5), and (h).
These are the provisions for data-link communications recording,
electrical power source, single electrical failure, 10-minute
independent power source, and combination units.
Proposed Sec. 135.151(g)(1) also includes the proposed requirement
for 2 hours of recording using a CVR that meets the standards of TSO-
C123a, or later revision, and the proposed checklist-to-checklist
requirement as discussed above, for all aircraft required to have a CVR
regardless of certification basis.
Proposed Sec. 135.151(g)(2) would apply to newly manufactured
multiengine turbine-powered airplanes or rotorcraft that have a
passenger seating configuration of 20 or more seats and that are
required to have an FDR under Sec. 135.152. This paragraph contains
the proposed new manufacture requirement for aircraft that would
otherwise be covered by Sec. 135.151(b), with the addition of
rotorcraft of this size. The proposed requirements are broken down as
follows:
For part 23 airplanes, the CVRs would be required to meet all of
the requirements of Sec. 23.1457, as proposed. These are the
provisions for interphone recording, data-link communications
recording, electrical power source, single electrical failure, 10-
minute independent power source, and separate containers.
For part 25 airplanes, the CVRs would be required to meet all of
the requirements of Sec. 25.1457. These are the provisions for
interphone recording, data-link communications recording, electrical
power source, single electrical failure, 10-minute independent power
source, and separate containers.
For part 27 rotorcraft, the CVRs would be required to meet the
requirements of Sec. 27.1457(a)(6), (d)(1), (d)(4), (d)(5), and (h).
These are the provisions for data-link communications recording,
electrical power source, single electrical failure, 10-minute
independent power source, and combination units.
For part 29 rotorcraft, the CVRs would be required to meet the
requirements of Sec. 29.1457(a)(6), (d)(1), (d)(4), (d)(5), and (h).
These are the provisions for data-link communications recording,
electrical power source, single electrical failure, 10-minute
independent power source, and combination units.
Proposed Sec. 135.151(g)(2) also includes the proposed requirement
for 2 hours of recording using a CVR that meets the standards of TSO-
C123a, or later revision, and the proposed checklist-to-checklist
requirement as discussed above, for all aircraft regardless of
certification basis.
Proposed Sec. Sec. 91.609(j), 121.359(j), 125.227(h), and
135.151(g) would include the requirement for all newly manufactured
airplanes or rotorcraft that are required to have a cockpit voice
recorder and a flight data recorder, and that have data-link
communication equipment installed, to record the data-link
communication in accordance with the proposed changes to the
certification rules. These proposed changes are found in Sec. Sec.
23.1457(a)(6), 25.1457(a)(6), 27.1457(a)(6), and 29.1457(a)(6).
In addition, proposed Sec. Sec. 91.609(k), 121.359(k), 125.227(i),
and 135.151(h) would include the proposed requirement that if data-link
communication equipment is installed on any aircraft 2 years after the
effective date of the final rule, those aircraft must record all data-
link communications in accordance with the proposed certification rule
as of the time of equipment installation.
Digital Flight Data Recorders--Aircraft Retrofit Requirements
Each of the following proposed requirements is in addition to all
current regulations. The proposed language uses the word ``also'' to
indicate that the current regulations for the FDR are not eliminated.
Part 91 Operations
The proposed rule would require that all airplanes subject to Sec.
91.609(c)(1) be retrofitted with a DFDR that retains the last 25 hours
of recorded data. The rule also would require that the DFDR be in a
separate box from the CVR. This latter proposal is a codification of
current policy and is not expected to require any equipment changes.
These requirements would be added in Sec. 91.609(c)(2).
Part 121 Operations
The proposed rule would amend Sec. 121.343 by changing a
typographical error in the date in paragraph (c). The rule also would
add a new paragraph (m) to that section to indicate that it applies
only to airplanes listed in Sec. 121.344(l)(2), which are the
airplanes excepted from the 1997 upgrade requirements. No change in
status is expected by this proposed revision. The
[[Page 9761]]
FAA has received numerous inquiries regarding the applicability of
Sec. Sec. 121.343 and 121.344; this change is meant to clarify the
applicability of these two sections.
Part 125 Operations
The proposed rule would add a new paragraph (j) to Sec. 125.225 to
indicate that that section applies only to airplanes listed in Sec.
125.226(l)(2), which are the airplanes excepted from the 1997 upgrade
requirements. No change in status is expected by this proposed
revision. The FAA has received numerous inquiries regarding the
applicability of Sec. Sec. 125.225 and 125.226; this change is meant
to clarify the applicability of these two sections.
Part 135 Operations
The proposed rule would require that the DFDR be in a separate box
from the CVR in airplanes. In rotorcraft, when both a CVR and an FDR
are required, one combination unit could be installed. This proposal is
a codification of current policy and is not expected to require any
equipment changes. This requirement would be added in Sec. 135.152(l),
including references to four parts of the certification rules
applicable to the particular aircraft being operated.
Digital Flight Data Recorders--Newly Manufactured Aircraft Requirements
The digital flight data recorders in all newly manufactured
aircraft would be required to meet the standards of the Technical
Standard Order on Flight Data Recorder Systems, TSO-C124a\2\, or later
revision. The following are additional proposed requirements by
operating part.
---------------------------------------------------------------------------
\2\ The TSO for FDR systems provides, for example, test
procedures, fire test requirements, and software development and
design standards.
---------------------------------------------------------------------------
Part 91 Operations
The proposed rule would require that all airplanes and rotorcraft
subject to Sec. 91.609(c)(1) that are manufactured on or after [insert
date 2 years from the effective date of the final rule] would be
required to have an FDR that retains the last 25 hours of recorded data
using an FDR that meets the standards of TSO-C124a, or later revision.
In addition, all aircraft manufactured after that date would have to
comply with all of the requirements of Sec. Sec. 23.1459, 25.1459,
27.1459, or 29.1459, as applicable.
The proposed rule would also add a footnote to appendix E to part
91 and appendix F to part 91 that would change the sampling interval
for the Stabilizer Trim Position or Pitch Control Position parameter in
appendix E and the Collective, Pedal Position, Lat. Cyclic, Long.
Cyclic, and Controllable Stabilator parameters in appendix F for
aircraft manufactured 2 years after the effective date of the final
rule.
Part 121 Operations
Turbine engine-powered transport category airplanes that are
subject to Sec. 121.344, and are manufactured on or after [insert date
2 years from the effective date of the final rule], would be required
to have a DFDR that retains the last 25 hours of recorded data using an
FDR that meets the standards of TSO-C124a and receives its power from
the bus that provides the maximum reliability for operation without
jeopardizing service to essential or emergency loads. The aircraft
would also be required to be configured so that a single electrical
failure would not disable the CVR and the FDR. These airplanes would
also be required to have their FDR in a box separate from the CVRs, a
codification of current FAA policy that is not expected to require any
changes to current equipment. These requirements would be added in
Sec. 121.344(n), which includes the reference to the appropriate
section of the certification regulations of part 25.
Turbine engine-powered airplanes that have 10 to 19 passenger
seats, that are subject to Sec. 121.344a(a), and are manufactured on
or after [insert date 2 years from the effective date of the final
rule], would be required to have a DFDR that retains the last 25 hours
of recorded data using an FDR that meets the standards of TSO-C124a and
that receives its power from the bus that provides the maximum
reliability for operation without jeopardizing service to essential or
emergency loads. The aircraft would also be required to be configured
so that a single electrical failure would not disable the CVR and the
FDR (except for rotorcraft that have both recorders in a single unit).
Airplanes would also be required to have their FDRs in a box separate
from the CVRs, a codification of current FAA policy that is not
expected to require any changes to current equipment. These
requirements would be added in Sec. 121.344a(g), which contains the
references to the certification requirements of part 23 and part 25, as
applicable to the airplane.
The proposed rule also would correct minor errors in appendix M and
add a footnote to change the sampling interval for parameters (12)
through (17) and parameter (88) for aircraft manufactured on or after
[insert date 2 years from the effective date of the final rule].
Part 125 Operations
Turbine engine-powered transport category airplanes that are
subject to Sec. 125.226 and are manufactured on or after [insert date
2 years from the effective date of the final rule], would be required
to have a FDR that retains the last 25 hours of recorded data using an
FDR that meets the standards of TSO-C124a and that receives its power
from the bus that provides the maximum reliability for operation
without jeopardizing service to essential or emergency loads. The
aircraft would also be required to be configured so that a single
electrical failure would not disable the CVR and the FDR. These
airplanes would also be required to have their FDRs in a box separate
from the CVRs, a codification of current FAA policy that is not
expected to require any changes to current equipment. These
requirements would be added in Sec. 125.226(m), which includes the
reference to the appropriate section of the certification regulations
of part 25.
The proposed rule would add a footnote to the Pilot Input and /or
Surface Position--Primary Controls (Pitch, Roll, Yaw) parameter of
appendix D to part 125 for airplanes manufactured on or after [insert
date 2 years from the effective date of the final rule]. The proposed
rule would also correct minor errors in appendix E to part 125 and add
a footnote to change the sampling interval for parameters (12) through
(17) and parameter (88) for airplanes manufactured on or after [insert
date 2 years from the effective date of the final rule].
Part 135 Operations
All aircraft operated under part 135 that are manufactured on or
after [insert date 2 years from the effective date of the final rule],
would be required to have a DFDR that retains the last 25 hours of
recorded data using an FDR that meets the standards of TSO-C124a and
that receives its power from the bus that provides the maximum
reliability for operation without jeopardizing service to essential or
emergency loads. The aircraft would also be required to be configured
so that a single electrical failure would not disable the CVR and the
FDR. Airplanes would be required to have their DFDRs in a box separate
from the CVRs, a codification of current FAA policy that is not
expected to require any changes to current equipment. For rotorcraft,
when both a CVR and an FDR are required, one combination unit could be
installed. These proposed requirements would be added in Sec.
135.152(m), which includes the reference to the appropriate paragraphs
[[Page 9762]]
of the various certification regulations applicable to the aircraft.
Appendix C to part 135 would be amended by adding a footnote to
change the sampling interval for the Collective, Pedal Position, Lat.
Cyclic, Long. Cyclic, and Controllable Stabilator Position parameters
for helicopters manufactured on or after [insert date 2 years from the
effective date of the final rule].
Appendix E to part 135 would be amended by adding a footnote to
change the sampling interval for the Pilot Input--Primary Controls
(Collective, Longitudinal Cyclic, Lateral Cyclic, Pedal) parameter for
rotorcraft manufactured on or after [insert date 2 years from the
effective date of the final rule].
Appendix F to part 135 would be amended by correcting minor
typographical errors and by adding a footnote to change the sampling
intervals for parameters (12) through (17) and parameter (88) for
airplanes manufactured on or after [insert date 2 years from the
effective date of the final rule].
Paperwork Reduction Act
This proposal contains a new information collection requirement to
record data-link communications. As required by the Paperwork Reduction
Act of 1995 (44 U.S.C. 3507(d)), the Department of Transportation has
submitted the information collection requirements associated with this
proposal to the Office of Management and Budget (OMB) for its review.
Title: Revisions to Cockpit Voice Recorder and Digital Flight Data
Recorder Regulations.
Summary: This notice proposes to amend the regulations to add a
requirement for all aircraft manufactured on or after [insert date 2
years from the effective date of the final rule], that have data-link
communication equipment installed to record all data-link
communications. In addition, any aircraft on which data-link
communication equipment is voluntarily installed on or after [insert
date 2 years from the effective date of the final rule], would also be
required to record all data-link communications.
Use of: Such a record would provide additional information to
accident and incident investigators for use in determining the content
of these messages and resultant pilot actions.
Respondents: The respondents would be all certificate holders
operating the above-referenced U.S.-registered aircraft under parts 91,
121, 125, 129, and 135.
Frequency: The required information would be electronically or
visually recorded when the message is transmitted from the
communications unit to the cockpit display and must be kept until the
aircraft has been operated for 2 hours. The recorded data would be
overwritten on a continuing basis and would only be accessed following
an accident or incident.
Annual Burden Estimate: This proposed requirement would be a
nominal addition to a passive information collection activity;
therefore, it does not contain a measurable hour burden. The cost to
install the additional data-link communication recording equipment can
be found in the regulatory evaluation summary.
The agency is soliciting comments to--
(1) Evaluate whether the proposed collection of information is
necessary for the proper performance of the functions of the agency,
including whether the information will have practical utility;
(2) Evaluate the accuracy of the agency's estimate of the burden;
(3) Enhance the quality, utility, and clarity of the information to
be collected; and
(4) Minimize the burden of the collection of information on those
who are to respond, including through the use of appropriate automated,
electronic, mechanical, or other technological collection techniques or
other forms of information technology.
Individuals and organizations may submit comments on the
information collection requirement by April 29 2005, and should direct
them to the address listed in the ADDRESSES section of this document.
Comments also should be submitted to the Office of Information and
Regulatory Affairs, OMB, New Executive Building, Room 10202, 725 17th
Street, NW., Washington, DC 20053, Attention: Desk Officer for FAA.
According to the 1995 amendments to the Paperwork Reduction Act (5
CFR 1320.8(b)(2)(vi)), an agency may not collect or sponsor the
collection of information, nor may it impose an information collection
requirement unless it displays a currently valid OMB control number.
The OMB control number for this information collection will be
published in the Federal Register, after the Office of Management and
Budget approves it.
International Compatibility
In keeping with U.S. obligations under the Convention on
International Civil Aviation, it is FAA policy to comply with ICAO
Standards and Recommended Practices to the maximum extent practicable.
The FAA has reviewed the corresponding ICAO Standards and Recommended
Practices and has identified the following differences with these
proposed regulations. ICAO Annex 6, section 6.3.1.5.1, calls for
recording all data-link communication messages, including controller-
pilot data-link communications, on all aircraft by January 1, 2007. The
FAA is not proposing to require retrofit of data-link communication
recording equipment on aircraft. If this proposal is adopted, the FAA
intends to file a difference with ICAO.
Economic Evaluation, Regulatory Flexibility Determination,
International Trade Impact Assessment, and Unfunded Mandates Assessment
This portion of the preamble summarizes the FAA's analysis of the
economic impacts of this NPRM, consistent with various Federal
directives and orders. Each Federal agency proposing a regulation must
make a reasoned determination that the benefits justify the costs, and,
separately, assess the effects on small entities, international trade,
and whether or not the proposal imposes a Federal mandate resulting in
a total expenditure of $100 million or more in any one year (an
``unfunded mandate assessment''). After conducting these analyses, the
FAA has determined that this proposed rule: (1) Has benefits that
justify its costs; (2) is a significant regulatory action; (3) would
have a significant impact on a substantial number of small entities;
(4) is in compliance with the Trade Agreement Act; and (5) would not
impose an unfunded mandate of $100 million or more, in any one year, on
state, local, or tribal governments, or on the private sector. The FAA
has placed these analyses in the docket and summarizes them as
following.
Estimated Costs (20-Year Period)
The FAA summarizes its estimated compliance costs in Table 1 using
both a 7 percent discount rate and a 3 percent discount rate.
[[Page 9763]]
Table 1.--Summary of the Total Costs of the Proposal and the Present Value of the Total Costs
[In millions 2003 $, discounted to 2003]
----------------------------------------------------------------------------------------------------------------
Present value Present value
of the total of the total
Type of cost Undiscounted costs using a costs using a
total costs 7 percent 3 percent
discount rate discount rate
----------------------------------------------------------------------------------------------------------------
AIRPLANES
20 Year One-Time Costs:
Re-Engineer CVR and FDR Systems............................. $37 $35 $36
Retrofit CVR Systems........................................ 164 133 140
-----------------
One-Time Costs............................................ 201 168 176
=================
20 Year Total Annual Costs:
CVR and FDR System Costs for Future Airplanes............... 164 75 114
Annual Operating and Maintenance Costs...................... 35 2 18
-----------------
Total Annual Costs........................................ 199 77 132
=================
20 Year Total Airplane Costs.............................. 400 245 308
=================
HELICOPTERS
20 Year One-Time Costs:
Re-Engineer CVR and FDR Systems............................. 5 4 4
-----------------
One-Time Costs............................................ 5 4 4
CVR System Costs for Future Helicopters..................... 10 5 7
Annual Operating and Maintenance Costs...................... 6 2 4
-----------------
Total Annual Costs........................................ 16 7 11
=================
20 Year Total Helicopter Costs............................ 21 11 15
=================
20 Year Total Aircraft Costs.............................. 421 256 323
----------------------------------------------------------------------------------------------------------------
Estimated Incremental Benefits
The proposed rule would increase the amount and quality of the
information being recorded. This additional and improved information
may result in time and cost savings for future accident investigations.
It may also generate new or revised safety rules (for airplane
manufacturing or operations) or in voluntary changes to airline and
pilot procedures that would not otherwise have resulted in the absence
of this additional information. As a result, the proposed rule may
produce a safer fleet and safer airplane operations. Although the FAA
does not propose all of the NTSB recommendations concerning CVR and FDR
modifications, the FAA believes that it has chosen the course of action
that maximizes safety benefits relative to compliance costs.
Who Is Affected by This Rulemaking
Manufacturers of airplanes and helicopters certificated for 10 or
more seats, scheduled service airlines, non-scheduled service airlines,
and other operators of airplanes and helicopters with 10 or more seats.
Assumptions and Standard Values
Period of analysis is 2004-2023.
Discount rate is 7 percent.
Burdened labor rate for an aviation engineer is $125 an
hour.
Burdened labor rate for an aviation mechanic is $85 an
hour.
Number of airplanes to be retrofitted is 9,644.
To retrofit a 2-hour memory CVR to replace a magnetic tape
CVR costs $17,500 in equipment plus $2,400 for labor.
To retrofit a 2-hour memory CVR to replace a 30-minute
memory solid state CVR costs $7,500 in equipment plus $640 in labor.
Cost to retrofit a 10-minute RIPS is $6,500.
As the proposed rule would allow sufficient time for a
retrofit to be completed during a regularly scheduled maintenance
check, there would be no additional out-of-service time for these
retrofits.
The cost for a future production airplane is $10,640;
$3,500 for the CVR, $2,820 for the RIPS, $3,000 to upgrade the FDR, and
$1,320 to record data link communications.
Cost of aviation fuel is $0.75 per gallon.
The primary sources for this information are industry
responses to a 2002 FAA survey concerning the costs of meeting the
previously described NTSB CVR and FDR recommendations.
Alternatives Considered
The FAA considered 3 alternatives to the proposed rule in order to
address the NTSB recommendations that were not adopted. The FAA also
considered a fourth alternative of exempting helicopters.
Alternative 1: This alternative would adopt the NTSB recommendation
that aircraft manufactured 6 months after the final rule publication
date (i.e., July 1, 2004) have duplicate CVR and FDR systems--one of
each located fore and one of each located aft in the airplane (or to
have two combination units, one located fore and the other located aft
in the airplane). However, only one voice recorder would be required to
have a 10-minute RIPS.
Alternative 2: In this alternative, the proposed rule's
requirements would remain the same, but the compliance date for all
airplanes would be the
[[Page 9764]]
NTSB recommended 18 months after the publication of the final rule
(i.e., July 1, 2005, rather than January 1, 2007).
Alternative 3: In addition to the proposed rule's requirements, all
existing airplanes would be required to have a 10-minute RIPS
retrofitted into their CVR systems.
Alternative 4: Future production helicopters would not be covered
by the proposed rule.
Table 2 presents the FAA's estimated costs of these alternatives.
Table 2.--Summary of the Costs of the Proposal and the 4 Alternatives
[In millions 2003 $, discounted to 2003]
----------------------------------------------------------------------------------------------------------------
Total present
Total cost value of the
Undiscounted difference Present value cost
Alternative total cost from the of the total difference
proposal cost from the
proposal
----------------------------------------------------------------------------------------------------------------
Proposed Rule................................... $ 420 .............. $256 ..............
Alternative 1 (Duplicate CVR and FDR--new 1,213 $793 603 $347
production)....................................
Alternative 2 (Accelerated compliance dates).... 520 100 353 97
Alternative 3 (Retrofit RIPS)................... 582 162 374 118
Alternative 4 (Exempt Helicopters).............. 400 -20 244 -12
----------------------------------------------------------------------------------------------------------------
The FAA determined that the potential benefits of alternatives 1,
2, and 3 would not be commensurate with their costs while the potential
benefits from including helicopters was worth the increased cost.
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980 (RFA) requires agencies to
perform a review to determine whether a proposed or final rule will
have a significant economic impact on a substantial number of small
entities. The proposed rule would affect manufacturers of part 25 and
part 29 airplanes. For manufacturers, a small entity is one with 1,500
or fewer employees. No part 25 or part 29 manufacturer has fewer than
1,500 employees.
The proposed rule would also affect all operators of airplanes with
10 or more seats, which includes several small entities, to retrofit
their airplanes. The per airplane retrofit cost is between $8,140 and
$19,900. The average value of these airplanes ranges from $1.5 million
for a pre-1996 small turboprop (10-30 seats) to $85 million for a post-
1995 large turbojet (275 plus seats). Taking the most burdensome
scenario (a $19,900 retrofit of an airplane worth $1.5 million), the
proposed rule would impose costs that would equal 1.3 percent of the
airplane's value, which the FAA determined could have a significant
impact.
Based on that analysis, the FAA believes this rule could have a
significant impact on a substantial number of small entities. A full
analysis is separately included in the complete Initial Regulatory
Evaluation. The FAA invites comments from interested and affected
parties.
International Trade Impact Assessment
The Trade Agreement Act of 1979 prohibits Federal agencies from
engaging in any standards or related activities that create unnecessary
obstacles to the foreign commerce of the United States. Legitimate
domestic objectives, such as safety, are not considered unnecessary
obstacles. The statute also requires consideration of international
standards and, where appropriate, that they be the basis for U.S.
standards.
In accordance with the above statute, the FAA assessed the
potential effect of this proposed rule on airplanes operated in the
United States. The proposed rule would affect all airplanes with 10 or
more seats operating in the United States regardless of ownership.
Thus, the FAA determined that it would have a minimal impact on
international trade.
Unfunded Mandates Reform Act
Title II of the Unfunded Mandates Reform Act of 1995 (the Act)
requires each Federal agency, to the extent permitted by law, to
prepare a written assessment of the effects of any Federal mandate in a
proposed or final agency rule that may result in the expenditure by
State, local, and tribal governments, in the aggregate, or by the
private sector, of $100 million or more (adjusted annually for
inflation) in any one year. The FAA determined that this proposed rule
would not contain a significant intergovernmental mandate. The FAA also
determined that the proposed rule would not contain a significant
private sector mandate, as the estimated cost would be about $70
million during each of the years 2005, 2006, and 2007.
Request for Comments
The FAA requests comments on any and all of its assumptions,
methodology, data, and cost estimates in the Regulatory Evaluation. The
FAA also requests that commenters provide supporting data for their
comments.
In addition to the general request for comments, the FAA
specifically requests information on the following subject areas:
The values reported in the assumptions and values section
of the preamble.
The amount of engineering time to obtain CVR STCs.
The number of CVR STCs that would be needed.
The cost to retrofit a switch for the flight crew to
activate the FDR to record at the start of the checklist.
The number of future production airplanes with CPDLC
capabilities.
The cost for future production helicopters.
The number of affected future production helicopters.
The potential costs due to weight and balance issues for
helicopters.
Executive Order 13132, Federalism
The FAA has analyzed this proposed rule under the principles and
criteria of Executive Order 13132, Federalism. We determined that this
action would not have a substantial direct effect on the States, on the
relationship between the national Government and the States, or on the
distribution of power and responsibilities among the various levels of
government. Therefore, we determined that this notice of proposed
rulemaking would not have federalism implications.
Plain Language
In response to the June 1, 1998, Presidential memorandum regarding
the use of plain language, the FAA reexamined the writing style
currently used to develop regulations. The memorandum requires Federal
agencies
[[Page 9765]]
to communicate clearly with the public. We are interested in your
comments on whether the style of this document is clear, and in any
other suggestions you might have to improve the clarity of FAA
communications that affect you. You can get more information about the
Presidential memorandum and the plain language initiative at http://www.plainlanguage.gov.
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 proposed 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), Public Law 94-163,
as amended (43 U.S.C. 6362), and FAA Order 1053.1. It has been
determined that the notice is not a major regulatory action under the
provisions of the EPCA.
List of Subjects
14 CFR Part 23
Aircraft, Aviation safety.
14 CFR Part 25
Aircraft, Aviation safety.
14 CFR Part 27
Aircraft, Aviation safety.
14 CFR Part 29
Aircraft, Aviation safety.
14 CFR Part 91
Aircraft, Aviation safety.
14 CFR Part 121
Air carriers, Aircraft, Aviation safety, Charter flights, Safety,
Transportation.
14 CFR Part 125
Aircraft, Aviation safety.
14 CFR Part 129
Air carriers, Aircraft, Aviation safety.
14 CFR Part 135
Air taxis, Aircraft, Aviation safety.
The Proposed Amendment
In consideration of the foregoing, the Federal Aviation
Administration proposes to amend parts 23, 25, 27, 29, 91, 121, 129,
125, and 135 of Title 14, Code of Federal Regulations, as follows:
PART 23--AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND
COMMUTER CATEGORY AIRPLANES
1. The authority citation for part 23 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
2. Amend Sec. 23.1457 by amending paragraph (d)(2) to remove the
``and'' at the end of the sentence and paragraph (d)(3) to change the
period at the end of the sentence to a semicolon, and by adding new
paragraphs (a)(6), (d)(4), (d)(5), and (d)(6) and by amending paragraph
(d)(1) to read as follows:
Sec. 23.1457 Cockpit voice recorders.
(a) * * *
(6) If data-link communication equipment is installed, all data-
link communications, using an approved data message set. Data-link
messages must be recorded as the output signal from the communications
unit that translates the signal into usable data.
* * * * *
(d) * * *
(1) It receives its electrical power from the bus that provides the
maximum reliability for operation of the cockpit voice recorder without
jeopardizing service to essential or emergency loads. The cockpit voice
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the airplane;
* * * * *
(4) Any single electrical failure does not disable both the cockpit
voice recorder and the digital flight data recorder;
(5) It has an independent power source--
(i) That provides 10 minutes of electrical power to the cockpit
voice recorder, and
(ii) To which the cockpit voice recorder is switched automatically
in the event that all other power to the cockpit voice recorder is
interrupted either by normal shutdown or by any other loss of power to
the electrical power bus; and
(6) It is in a separate container from the flight data recorder
when both are required. If used to comply with only the cockpit voice
recorder requirements, a combination unit may be installed.
* * * * *
3. Amend Sec. 23.1459 by amending paragraph (a)(4) to change the
period at the end of the sentence to a semicolon and paragraph (a)(5)
to remove the ``and'' at the end of the sentence and by revising the
section heading and paragraph (a)(3) and by adding new paragraphs
(a)(6) and (a)(7) to read as follows:
Sec. 23.1459 Flight data recorders.
(a) * * *
(3) It receives its electrical power from the bus that provides the
maximum reliability for operation of the flight data recorder without
jeopardizing service to essential or emergency loads. The flight data
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the airplane;
* * * * *
(6) Any single electrical failure does not disable both the cockpit
voice recorder and the flight data recorder; and
(7) It is in a separate container from the cockpit voice recorder
when both are required. If used to comply with only the flight data
recorder requirements, a combination unit may be installed.
* * * * *
PART 25--AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES
4. The authority citation for part 25 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701, 44702, and 44704.
5. Amend Sec. 25.1457 by amending paragraph (d)(2) to remove the
``and'' at the end of the sentence and paragraph (d)(3) to change the
period at the end of the sentence to a semicolon and by adding new
paragraphs (a)(6), (d)(4), (d)(5), and (d)(6) and revising paragraph
(d)(1) to read as follows:
Sec. 25.1457 Cockpit voice recorders.
(a) * * *
(6) If data-link communication equipment is installed, all data-
link communications, using an approved data message set. Data-link
messages must be recorded as the output signal from the communications
unit that translates the signal into usable data.
* * * * *
(d) * * *
(1) It receives its electrical power from the bus that provides the
maximum reliability for operation of the cockpit voice recorder without
jeopardizing service to essential or emergency loads. The cockpit voice
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the airplane;
* * * * *
(4) Any single electrical failure does not disable both the cockpit
voice recorder and the digital flight data recorder;
[[Page 9766]]
(5) It has an independent power source--
(i) That provides 10 minutes of electrical power to the cockpit
voice recorder, and
(ii) To which the cockpit voice recorder is switched automatically
in the event that all power to the cockpit voice recorder is
interrupted either by normal shutdown or by any other loss of power to
the electrical power bus; and
(6) It is in a separate container from the flight data recorder
when both are required. If used to comply with only the cockpit voice
recorder requirements, a combination unit may be installed.
* * * * *
6. Amend Sec. 25.1459 by amending paragraph (a)(4) to change the
period at the end of the sentence to a semicolon, paragraph (a)(5) to
remove the ``and'' at the end of the sentence, and paragraph (a)(6) to
change the period at the end of the sentence to a semicolon and by
revising the section heading and paragraph (a)(3) and by adding new
paragraphs (a)(7) and (a)(8) to read as follows:
Sec. 25.1459 Flight data recorders.
(a) * * *
(3) It receives its electrical power from the bus that provides the
maximum reliability for operation of the flight data recorder without
jeopardizing service to essential or emergency loads. The flight data
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the airplane;
* * * * *
(7) Any single electrical failure does not disable both the cockpit
voice recorder and the flight data recorder; and
(8) It is in a separate container from the cockpit voice recorder
when both are required. If used to comply with only the flight data
recorder requirements, a combination unit may be installed.
* * * * *
PART 27--AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT
7. The authority citation for part 27 continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
8. Amend Sec. 27.1457 by amending paragraph (d)(2) to remove the
``and'' at the end of the sentence and paragraph (d)(3) to change the
period at the end of the sentence to a semicolon and by adding new
paragraphs (a)(6), (d)(4), (d)(5), and (h) and by revising paragraph
(d)(1) to read as follows:
Sec. 27.1457 Cockpit voice recorders.
(a) * * *
(6) If data-link communication equipment is installed, all data-
link communications, using an approved data message set. Data-link
messages must be recorded as the output signal from the communications
unit that translates the signal into usable data.
* * * * *
(d) * * *
(1) It receives its electrical power from the bus that provides the
maximum reliability for operation of the cockpit voice recorder without
jeopardizing service to essential or emergency loads. The cockpit voice
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the rotorcraft;
* * * * *
(4) Whether the cockpit voice recorder and digital flight data
recorder are installed in separate boxes or in a combination unit, no
single electrical failure may disable both the cockpit voice recorder
and the digital flight data recorder; and
(5) It has an independent power source--
(i) That provides 10 minutes of electrical power to the cockpit
voice recorder, and
(ii) To which the cockpit voice recorder is switched automatically
in the event that all power to the cockpit voice recorder is
interrupted either by normal shutdown or by any other loss of power to
the electrical power bus.
* * * * *
(h) When both a cockpit voice recorder and a flight data recorder
are required by the operating rules, one combination unit may be
installed, provided that all other requirements of this section are
met.
9. Amend Sec. 27.1459 by revising the section heading and
paragraph (a)(3) and by adding new paragraphs (a)(6) and (e) to read as
follows:
Sec. 27.1459 Flight data recorders.
(a) * * *
(3) It receives its electrical power from the bus that provides the
maximum reliability for operation of the flight data recorder without
jeopardizing service to essential or emergency loads. The flight data
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the rotorcraft;
* * * * *
(6) Whether the cockpit voice recorder and digital flight data
recorder are installed in separate boxes or in a combination unit, no
single electrical failure may disable both the cockpit voice recorder
and the digital flight data recorder.
* * * * *
(e) When both a cockpit voice recorder and a flight data recorder
are required by the operating rules, one combination unit may be
installed, provided that all other requirements of this section are
met.
PART 29--AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT
10. The authority citation for part 29 continues to read as
follows:
Authority: 49 U.S.C. 106(g), 40113, 44701-44702, 44704.
11. Amend Sec. 29.1457 by amending paragraph (d)(2) to remove the
``and'' at the end of the sentence and paragraph (d)(3) to change the
period at the end of the sentence to a semicolon and by adding new
paragraphs (a)(6), (d)(4), (d)(5), and (h) and by revising paragraph
(d)(1) to read as follows:
Sec. 29.1457 Cockpit voice recorders.
(a) * * *
(6) If data-link communication equipment is installed, all data-
link communications, using an approved data message set. Data-link
messages must be recorded as the output signal from the communications
unit that translates the signal into usable data.
* * * * *
(d) * * *
(1) It receives its electrical power from the bus that provides the
maximum reliability for operation of the cockpit voice recorder without
jeopardizing service to essential or emergency loads. The cockpit voice
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the rotorcraft;
* * * * *
(4) Whether the cockpit voice recorder and digital flight data
recorder are installed in separate boxes or in a combination unit, no
single electrical failure may disable both the cockpit voice recorder
and the digital flight data recorder; and
(5) It has an independent power source that--
(i) Provides 10 minutes of electrical power to the cockpit voice
recorder, and
(ii) To which the cockpit voice recorder is switched automatically
in the event that all power to the cockpit voice recorder is
interrupted either by normal shutdown or by any other loss of power to
the electrical power bus.
* * * * *
(h) When both a cockpit voice recorder and a flight data recorder
are
[[Page 9767]]
required by the operating rules, one combination unit may be installed,
provided that all other requirements of this section are met.
12. Amend Sec. 29.1459 by amending paragraph (a)(4) to remove the
``and'' at the end of the sentence and paragraph (a)(5) to change the
period at the end of the sentence to a semicolon and add the word
``and'' after the new semicolon and by revising the section heading and
paragraph (a)(3) and by adding new paragraphs (a)(6) and (e) to read as
follows:
Sec. 29.1459 Flight data recorders.
(a) * * *
(3) It receives its electrical power from the bus that provides the
maximum reliability for operation of the flight data recorder without
jeopardizing service to essential or emergency loads. The flight data
recorder must remain powered for as long as possible without
jeopardizing emergency operation of the rotorcraft;
* * * * *
(6) Whether the cockpit voice recorder and digital flight data
recorder are installed in separate boxes or in a combination unit, no
single electrical failure may disable both the cockpit voice recorder
and the digital flight data recorder.
* * * * *
(e) When both a cockpit voice recorder and a flight data recorder
are required by the operating rules, one combination unit may be
installed, provided that all other requirements of this section are
met.
PART 91--GENERAL OPERATING AND FLIGHT RULES
13. The authority citation for part 91 continues to read as
follows:
Authority: 49 U.S.C. 106(g), 1155, 40103, 40113, 40120, 44101,
44111, 44701, 44709, 44711, 44712, 44715, 44716, 44717, 44722,
46306, 46315, 46316, 46504, 46506-46507, 47122, 47508, 47528-47531,
articles 12 and 29 of the Convention on International Civil Aviation
(61 stat. 1180).
14. Amend Sec. 91.609 by revising the section heading and
paragraph (e)(2), by redesignating paragraph (c) as (c)(1), and by
adding new paragraphs (c)(2), (c)(3), (i), (j), and (k) to read as
follows:
Sec. 91.609 Flight data recorders and cockpit voice recorders.
* * * * *
(c)(2) All airplanes subject to paragraph (c)(1) of this section
that are manufactured before [insert date 2 years from the effective
date of the final rule], by [insert date 4 years from the effective
date of the final rule], must meet the requirements of Sec.
23.1459(a)(7) or Sec. 25.1459(a)(8), as applicable, and also have a
digital flight data recorder that retains at least the last 25 hours of
recorded information.
(c)(3) All airplanes and rotorcraft subject to paragraph (c)(1) of
this section that are manufactured on or after [insert date 2 years
from the effective date of the final rule], must meet the requirements
in Sec. 23.1459, Sec. 25.1459, Sec. 27.1459, or Sec. 29.1459, as
applicable, and also retain at least the last 25 hours of recorded
information using a recorder that meets the standards of TSO-C124a, or
later revision.
* * * * *
(e) * * *
(2) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to
completion of the final checklist at the termination of the flight.
* * * * *
(i) All airplanes required by this section to have a cockpit voice
recorder and a flight data recorder, that are manufactured before
[insert date 2 years from the effective date of the final rule], must
by [insert date 4 years from the effective date of the final rule],
have a cockpit voice recorder that also--
(1) Meets the requirements of Sec. 23.1457(d)(6) or Sec.
25.1457(d)(6) of this chapter, as applicable;
(2) Retains at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision;
and
(3) If transport category, meets the requirements of Sec.
25.1457(a)(3), (a)(4), and (a)(5) of this chapter.
(j) All airplanes or rotorcraft required by this section to have a
cockpit voice recorder and flight data recorder, that are manufactured
on or after [insert date 2 years from the effective date of the final
rule], must have a cockpit voice recorder installed that also--
(1) Meets the requirements of Sec. 23.1457, Sec. 25.1457, Sec.
27.1457, or Sec. 29.1457 of this chapter, as applicable; and
(2) Retains at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision.
(k) All airplanes or rotorcraft required by this section to have a
cockpit voice recorder and a flight data recorder, that install data-
link communication equipment on or after [insert date 2 years from the
effective date of the final rule], must record all data-link messages
as required by the certification rule applicable to the aircraft.
15. Amend appendix E to part 91 by adding footnote 5 to the
Stabilizer Trim Position or Pitch Control Position parameter to read as
follows:
Appendix E to Part 91.--Airplane Flight Recorder Specifications
----------------------------------------------------------------------------------------------------------------
Installed system
\1\ minimum Sampling interval Resolution \4\ read
Parameters Range accuracy (to (per second) out
recovered data)
----------------------------------------------------------------------------------------------------------------
* * * * * * *
Stabilizer Trim Position or Full Range........ 3% 1................ 1% \3\
Pitch Control Position. \5\ unless higher
uniquely required.
* * * * * * *
----------------------------------------------------------------------------------------------------------------
\1\ When data sources are aircraft instruments (except altimeters) of acceptable quality to fly the aircraft,
the recording system, excluding these sensors (but including all other characteristics of the recording
system), shall contribute no more than half of the values in this column.
* * * * *
\3\ Percent of full range.
\4\ This column applies to aircraft manufactured after October 11, 1991.
\5\ Pitch Control Position for all aircraft manufactured on or after [insert date 2 years from the effective
date of the final rule], the sampling interval per second is 16.
16. Amend appendix F to part 91 by adding footnote 4 to the
Collective, Pedal Position, Lat. Cyclic, Long. Cyclic, and Controllable
Stabilator Position parameters to read as follows:
[[Page 9768]]
Appendix F to Part 91.--Helicopter Flight Recorder Specifications
----------------------------------------------------------------------------------------------------------------
Installed system
\1\ minimum Sampling interval Resolution \3\ read
Parameters Range accuracy (to (per second) out
recovered data)
----------------------------------------------------------------------------------------------------------------
* * * * * * *
Collective \4\................. Full Range........ 3%.... 2................ 1% \2\
Pedal Position \4\............. Full Range........ 3%.... 2................ 1% \2\
Lat. Cyclic \4\................ Full Range........ 3%.... 2................ 1% \2\
Long. Cyclic \4\............... Full Range........ 3%.... 2................ 1% \2\
Controllable Stabilator Full Range........ 3%.... 2................ 1% \2\
Position. \4\
----------------------------------------------------------------------------------------------------------------
\1\ When data sources are aircraft instruments (except altimeters) of acceptable quality to fly the aircraft,
the recording system, excluding these sensors (but including all other characteristics of the recording
system), shall contribute no more than half of the values in this column.
\2\ Percent of full range.
\3\ This column applies to aircraft manufactured after October 11, 1991.
\4\ For all aircraft manufactured on or after [insert date 2 years from the effective date of the final rule],
the sampling interval per second is 4.
PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL
OPERATIONS
17. 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.
18. Amend Sec. 121.343 by revising the section heading, by
amending paragraph (c) to change ``1994'' to ``1995'', and by adding
new paragraph (m) to read as follows:
Sec. 121.343 Flight data recorders.
* * * * *
(m) After August 20, 2001, this section applies only to the
airplane models listed in Sec. 121.344(l)(2). All other airplanes must
comply with the requirements of Sec. 121.344, as applicable.
19. Amend Sec. 121.344 by adding new paragraph (n) to read as
follows:
Sec. 121.344 Digital flight data recorders for transport category
airplanes.
* * * * *
(n) All aircraft subject to the requirements of this section that
are manufactured on or after [insert date 2 years from the effective
date of the final rule], must have a digital flight data recorder
installed that also--
(1) Meets the requirements of Sec. 25.1459(a)(3), (a)(7), and
(a)(8) of this chapter; and
(2) Retains the 25 hours of recorded information required in
paragraph (h) using a recorder that meets the standards of TSO-C124a,
or later revision.
20. Amend Sec. 121.344a by adding new paragraph (g) to read as
follows:
Sec. 121.344a Digital flight data recorders for 10-19 seat airplanes.
* * * * *
(g) All airplanes subject to the requirements of this section that
are manufactured on or after [insert date 2 years from the effective
date of the final rule], must have a digital flight data recorder
installed that also--
(1) Meets the requirements in Sec. 23.1459(a)(3), (a)(6), and
(a)(7) or Sec. 25.1459(a)(3), (a)(7), and (a)(8) of this chapter, as
applicable; and
(2) Retains the 25 hours of recorded information required in Sec.
121.344(g) using a recorder that meets the standards of TSO-C124a, or
later revision.
21. Amend Sec. 121.359 by adding new paragraphs (i), (j), and (k)
to read as follows:
Sec. 121.359 Cockpit voice recorders.
* * * * *
(i) By [insert date 4 years from the effective date of the final
rule], all turbine engine-powered airplanes subject to this section
that are manufactured before [insert date 2 years from the effective
date of the final rule], must have a cockpit voice recorder installed
that also--
(1) Meets the requirements of Sec. 23.1457(d)(6) or Sec.
25.1457(d)(6) of this chapter, as applicable;
(2) Retains at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision;
(3) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight; and
(4) If transport category, meets the requirements in Sec.
25.1457(a)(3), (a)(4), and (a)(5) of this chapter.
(j) All turbine engine-powered airplanes subject to this section
that are manufactured on or after [insert date 2 years from the
effective date of the final rule], must have a cockpit voice recorder
installed that also--
(1) Meets the requirements of Sec. 23.1457 or Sec. 25.1457 of
this chapter, as applicable;
(2) Retains at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision;
and
(3) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight.
(k) All airplanes required by this part to have a cockpit voice
recorder and a flight data recorder, that install data-link
communication equipment on or after [insert date 2 years from the
effective date of the final rule], must record all data-link messages
as required by the certification rule applicable to the airplane.
22. Amend appendix M to part 121 by revising parameters 1, 14a,
14b, 15, 16 and 17 to correct typographical errors; and by adding
footnote 20 to parameters 12a through 17 and 88 to read as follows:
[[Page 9769]]
Appendix M to Part 121.--Airplane Flight Recorder Specifications
--------------------------------------------------------------------------------------------------------------------------------------------------------
Accuracy (sensor Seconds per sampling
Parameters Range input) interval Resolution Remarks
--------------------------------------------------------------------------------------------------------------------------------------------------------
1. Time or relative times 24 Hrs, 0 to 4095.... 0.125% 4.................... 1 sec............... UTC time preferred when
counts,\1\ per hour. relative available.
Count increments each 4
seconds of system
operation.
* * * * * * *
12a. Pitch control(s) position Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes that have a
(nonfly-by-wire systems).\20\ unless higher airplanes operated flight control breakaway
accuracy uniquely under Sec. capability that allows
required.. 121.344(f). 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 Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range..
(fly-by-wire system). \3 20\ unless higher airplanes operated
accuracy uniquely under Sec.
required.. 121.344(f).
13a. Lateral control position(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes that have a
(nonfly-by-wire). \20\ unless higher airplanes operated flight control breakaway
accuracy uniquely under Sec. capability that allows
required. 121.344.(f). 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.
13b. Lateral contorl position(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range..
(fly-by-wire). \4 20\ unless higher airplanes operated
accuracy uniquely under Sec.
required. 121.344(f).
14a. Yaw control position(s) Full Range........... 2[deg] 0.5.................. 0.2% of full range.. For airplanes that have a
(nonfly-by-wire). \5 20\ unless higher flight control breakaway
accuracy uniquely capability that allows
required. 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.
14b. Yaw control position(s) (fly- Full Range........... 2[deg] 0.5.................. 0.2% of full range..
by-wire). \20\ unless higher
accuracy uniquely
required.
15. Pitch control surface(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes fitted with
position. \6 20\ unless higher airplanes operated multiple or split
accuracy uniquely under Sec. surfaces, a suitable
required. 121.344.(f). combination of inputs is
acceptable in lieu of
recording each surface
separately. The control
surfaces may be sampled
alternately once per
second to produce the
sampling interval of 0.5
or 0.25, as applicable.
16. Lateral control surface(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.3% of full range.. A suitable combination of
position. \7 20\ unless higher airplanes operated surface position sensors
accuracy uniquely under Sec. is acceptable in lieu of
required. 121.344.(f). recording each surface
separately. The control
surfaces may be sampled
alternately to produce
the sampling interval of
0.5 or 0.25, as
applicable.
17. Yaw control surface(s) Full Range........... 2[deg] 0.5.................. 0.2% of full range.. For airplanes with
position. \8 20\ unless higher multiple or split
accuracy uniquely surfaces, a suitable
required. 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.
[[Page 9770]]
* * * * * * *
88. All cockpit flight control Full Range Control 5[deg]... 1.................... 0.2% of full range.. For fly-by-wire flight
input forces (control wheel, wheel 70 control systems, where
control column, rudder pedal). lbs. Control column flight control surface
\20\ 85 lbs. forces position is a
Rudder pedal 165 lbs. displacement of control
input device only, it is
not necessary to record
this parameter. For
airplanes that have a
flight control breakaway
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.
* * * * * * *
\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.
* * * * * * *
\20\ For all aircraft manufactured on or after [insert date 2 years from the effective date of the final rule], the seconds per sampling interval is
0.0625.
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
23. 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.
24. Amend Sec. 125.225 by revising the section heading and by
adding new paragraph (j) to read as follows:
Sec. 125.225 Flight data recorders.
* * * * *
(j) After August 20, 2001, this section applies only to the
airplane models listed in Sec. 125.226(l)(2). All other airplanes must
comply with the requirements of Sec. 125.226.
25. Amend Sec. 125.226 by adding new paragraph (m) to read as
follows:
Sec. 125.226 Digital flight data recorders.
* * * * *
(m) All aircraft subject to the requirements of this section that
are manufactured on or after [insert date 2 years from the effective
date of the final rule], must have a flight data recorder installed
that also--
(1) Meets the requirements in Sec. 25.1459(a)(3), (a)(7), and
(a)(8) of this chapter; and
(2) Retains the 25 hours of recorded information required in
paragraph (f) of this section using a recorder that meets the standards
of TSO-C124a, or later revision.
26. Amend Sec. 125.227 by adding new paragraphs (g), (h), and (i)
to read as follows:
Sec. 125.227 Cockpit voice recorders.
* * * * *
(g) By [insert date 4 years from the effective date of the final
rule], all turbine engine-powered airplanes subject to this section
that are manufactured before [insert date 2 years from the effective
date of the final rule], must have a cockpit voice recorder installed
that also--
(1) Meets the requirements of Sec. 25.1457(a)(3), (a)(4), (a)(5),
and (d)(6) of this chapter;
(2) Retains at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision;
and
(3) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight.
(h) All turbine engine-powered airplanes subject to this section
that are manufactured on or after [insert date 2 years from the
effective date of the final rule], must have a cockpit voice recorder
installed that also--
(1) Meets the requirements of Sec. 25.1457(a)(3) through (a)(6),
(d)(1), (d)(4), (d)(5), and (d)(6) of this chapter;
(2) Retains at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision;
and
(3) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight.
(i) All turbine engine-powered airplanes required by this part to
have a cockpit voice recorder and a flight data recorder, that install
data-link communication equipment on or after [insert date 2 years from
the effective date of the final rule], must record all data-link
messages as required by the certification rule applicable to the
airplane.
27. Amend appendix E to part 125 by revising parameters 12b, 13b,
14a, 14b, 15 and 23, and by adding footnote 20 to parameters 12a
through 17 and 88 to read as follows:
[[Page 9771]]
Appendix E to Part 125.--Airplane Flight Recorder Specifications
--------------------------------------------------------------------------------------------------------------------------------------------------------
Accuracy (sensor Seconds per sampling
Parameters Range input) interval Resolution Remarks
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * * * *
12a. Pitch control(s) position Full range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes that have a
(nonfly-by-wire systems).\20\ unless higher airplanes operated flight control breakaway
accuracy uniquely under Sec. capability that allows
required. 125.226(f). 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 Full range........... 2[deg] 0.5 or 0.25 for 0.2% of full range..
(fly-by-wire systems).\3\ \20\ unless higher airplanes operated
accuracy uniquely under Sec.
required. 125.226(f).
13a. Lateral control positions(s) Full range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes that have a
(nonfly-by-wire).\20\ unless higher airplanes operated flight control break
accuracy uniquely under Sec. away capability that
required. 125.226(f). 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.
13b. Lateral control position(s) Full range........... 2[deg] 0.5 or 0.25 for 0.2% of full range..
(fly-by-wire).\4\ \20\ unless higher airplanes operated
accuracy uniquely under Sec.
required. 125.226(f).
14a.Yaw control position(s) Full range........... 2[deg] 0.5.................. 0.2% of full range.. For airplanes that have a
(nonfly-by-wire).\5\ \20\ unless higher flight control breakaway
accuracy uniquely capability that allows
required. 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.
14b. Yaw control position(s) (fly- Full range........... 2[deg] 0.5.................. 0.2% of full range..
by-wire).\20\ unless higher
accuracy uniquely
required.
15. Pitch control surface(s) Full range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes fitted with
position.\6\ \20\ unless higher airplanes operated multiple or split
accuracy uniquely under Sec. surfaces, a suitable
required. 125.226(f). 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, as
applicable.
17. Yaw control surface(s) Full range........... 2[deg] 0.5.................. 0.2% of full range.. For airplanes fitted with
position.\8\ \20\ unless higher multiple or split
accuracy uniquely surfaces, a suitable
required. 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.
* * * * * * *
23. Ground Spoiler Position or Full Range or Each 2[deg] 1 or 0.5 for 0.2% of full range..
Speed Brake Selection.\12\ Position (discrete). Unless higher airplanes operated
accuracy uniquely under Sec.
required. 125.226(f).
[[Page 9772]]
* * * * * * *
88. All cockpit flight control Full range Control 5%....... 1.................... 0.2% of full range.. For fly-by-wire flight
input forces (control wheel, wheel 70 control systems, where
control column, rudder lbs. Control column flight control surface
pedal).\20\ 85 lbs. position is a function
Rudder pedal 165 lbs. the control input device
only, it is not
necessary to record this
parameter. For airplanes
that have a flight
control breakaway
capability that allows
control independently,
record both control
force inputs. The
control force inputs may
be samples alternately
once per 2 seconds to
produce the sampling
interval of 1.
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * * * *
\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]).
* * * * * * *
\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.
* * * * * * *
\12\ For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703[deg] > 0.100[deg]).
* * * * * * *
\20\ For all aircraft manufactured on or after [insert date 2 years from the effective date of the final rule], the seconds per sampling interval is
0.0625.
PART 129--OPERATIONS: FOREIGN AIR CARRIERS AND FOREIGN OPERATORS OF
U.S.-REGISTERED AIRCRAFT ENGAGED IN COMMON CARRIAGE
28. The authority citation for part 129 continues to read as
follows:
Authority: 49 U.S.C. 1372, 40113, 40119, 44101, 44701-44702,
44705, 44709-44711, 44713, 44716-44717, 44722, 44901-44904, 44906,
44912, 46105, Pub. L. 107-71, sec. 104.
29. Amend Sec. 129.1 by revising paragraph (b) to read as follows:
Sec. 129.1 Applicability.
* * * * *
(b) Sections 129.14, 129.20, and 129.22 also apply to U.S.-
registered aircraft operated in common carriage by a foreign person or
foreign air carrier solely outside the United States. For the purpose
of this part, a foreign person is any person, not a citizen of the
United States, who operates a U.S.-registered aircraft in common
carriage solely outside the United States.
* * * * *
30. Amend part 129 by adding new Sec. 129.22 to read as follows:
Sec. 129.22 Cockpit voice recorders.
No person may operate an aircraft under this part that is
registered in the United States unless it is equipped with an approved
cockpit voice recorder that meets the standards of TSO-C123a, or later
revision. The cockpit voice recorder must record the information that
would be required to be recorded if the aircraft were operated under
part 121, 125, or 135 of this chapter and must be installed by the
compliance times required by that part, as applicable to the aircraft.
PART 135--OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS
AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT
31. The authority citation for part 135 continues to read as
follows:
Authority: 49 U.S.C. 106(g), 41706, 44113, 44701-44702, 44705,
44709, 44711-44713, 44715-44717, 44722.
32. Amend Sec. 135.151 by amending paragraphs (a)(2) and (b)(2)
and by adding new paragraphs (f), (g), and (h) to read as follows:
Sec. 135.151 Cockpit voice recorders.
(a) * * *
(2) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight.
(b) * * *
(2) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight.
* * * * *
(f) By [insert date 4 years from the effective date of the final
rule], all airplanes subject to paragraph (a) or paragraph (b) of this
section that are manufactured before [insert date 2 years from the
effective date of the final rule], and are required to have a flight
data recorder installed in accordance with Sec. 135.152, must have a
cockpit voice recorder that also--
(1) Meet the requirements in Sec. 23.1457(d)(6) or Sec.
25.1457(d)(6) of this chapter, as applicable;
(2) Retain at least the last 2 hours of recorded information using
a recorder that meets the standards of TSO-C123a, or later revision;
and
(3) If transport category, meet the requirements in Sec.
25.1457(a)(3), (a)(4), and (a)(5) of this chapter.
(g)(1) No person may operate a multiengine, turbine-powered
airplane or rotorcraft that is manufactured on or after [insert date 2
years from the effective date of the final rule], has a passenger
seating configuration of six or more seats, for which two pilots are
required by certification or operating rules, and that is required to
have a flight data recorder under Sec. 135.152, unless it is equipped
with an approved cockpit voice recorder that also--
(i) Is installed in accordance with the requirements of Sec.
23.1457, Sec. 25.1457, Sec. 27.1457(a)(6), (d)(1), (d)(4), (d)(5),
and
[[Page 9773]]
(h), or Sec. 29.1457(a)(6), (d)(1), (d)(4), (d)(5), and (h) of this
chapter, as applicable;
(ii) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight; and
(iii) Retains at least the last 2 hours of recorded information
using a recorder that meets the standards of TSO-C123a, or later
revision.
(2) No person may operate a multiengine, turbine-powered airplane
or rotorcraft that is manufactured on or after [insert date 2 years
from the effective date of the final rule], has a passenger seating
configuration of 20 or more seats, and that is required to have a
flight data recorder under Sec. 135.152, unless it is equipped with an
approved cockpit voice recorder that also--
(i) Is installed in accordance with the requirements of Sec.
23.1457, Sec. 25.1457, Sec. 27.1457(a)(6), (d)(1), (d)(4), (d)(5),
and (h), or Sec. 29.1457(a)(6), (d)(1), (d)(4), (d)(5), and (h) of
this chapter, as applicable;
(ii) Is operated continuously from the start of the use of the
checklist before starting the engines for the purpose of flight, to the
completion of the final checklist at the termination of the flight; and
(iii) Retains at least the last 2 hours of recorded information
using a recorder that meets the standards of TSO-C123a, or later
revision.
(h) All airplanes or rotorcraft required by this part to have a
cockpit voice recorder and a flight data recorder, that install data-
link communication equipment on or after [insert date 2 years from the
effective date of the final rule], must record all data-link messages
as required by the certification rule applicable to the aircraft.
33. Amend Sec. 135.152 by revising the section heading and by
adding new paragraphs (l) and (m) to read as follows:
Sec. 135.152 Flight data recorders.
* * * * *
(l) By [insert date 4 years from the effective date of the final
rule], all aircraft manufactured before [insert date 2 years from the
effective date of the final rule], must also meet the requirements in
Sec. 23.1459(a)(7), Sec. 25.1459(a)(8), Sec. 27.1459(e), or Sec.
29.1459(e) of this chapter, as applicable.
(m) All aircraft manufactured on or after [insert date 2 years from
the effective date of the final rule], must have a flight data recorder
installed that also--
(1) Meets the requirements of Sec. 23.1459(a)(3), (a)(6), and
(a)(7), Sec. 25.1459(a)(3), (a)(7), and (a)(8), Sec. 27.1459 (a)(3),
(a)(6), and (e), or Sec. 29.1459(a)(3), (a)(6), and (e) of this
chapter, as applicable; and
(2) Retains the 25 hours of recorded information required in
paragraph (d) of this section using a recorder that meets the standards
of TSO-C124a, or later revision.
34. Amend appendix C to part 135 by adding footnote 4 to the
Collective, Pedal Position, Lat. Cyclic, Long. Cyclic, and Controllable
Stabilator Position parameters to read as follows:
Appendix C to Part 135.--Helicopter Flight Recorder Specifications
----------------------------------------------------------------------------------------------------------------
Installed system
\1\ minimum Sampling interval Resolution \3\ read
Parameters Range accuracy (to (per second) out
recovered data)
----------------------------------------------------------------------------------------------------------------
* * * * * * *
Collective. \4\ Full Range........ 3%.... 2................ 1% \2\
Pedal Position \4\............. Full Range........ 3%.... 2................ 1% \2\
Lat. Cyclic \4\................ Full Range........ 3%.... 2................ 1% \2\
Long. Cyclic \4\............... Full Range........ 3%.... 2................ 1% \2\
Controllable Stabilator Full Range........ 3%.... 2................ 1% \2\
Position. \4\
----------------------------------------------------------------------------------------------------------------
\1\ When data sources are aircraft instruments (except altimeters) of acceptable quality to fly the aircraft,
the recording system, excluding these sensors (but including all other characteristics of the recording
system), shall contribute no more than half of the values in this column.
\2\ Per cent of full range.
\3\ This column applies to aircraft manufactured after October 11, 1991.
\4\ For all aircraft manufactured on or after [insert date 2 years from the effective date of the final rule],
the sampling interval per second is 4.
35. Amend appendix E to part 135 by adding footnote 3 to the Pilot
Input--Primary Controls (Collective, Longitudinal Cyclic, Lateral
Cyclic, Pedal) parameter to read as follows:
Appendix E to Part 135.--Helicopter Flight Recorder Specifications
----------------------------------------------------------------------------------------------------------------
Accuracy sensor
Parameters Range input to DFDR Sampling interval Resolution \2\ read
readout (per second) out
----------------------------------------------------------------------------------------------------------------
* * * * * * *
Pilot Input--Primary Controls Full Range........ 3%.... 2................ 0.5% \1\
(Collective, Longitudinal
Cyclic, Lateral Cyclic,
Pedal). \3\
* * * * * * *
----------------------------------------------------------------------------------------------------------------
\1\ Percent of full range.
\2\ This column applies to aircraft manufactured after October 11, 1991.
\3\ For all aircraft manufactured on or after [insert date 2 years from the effective date of the final rule],
the sampling interval per second is 4.
[[Page 9774]]
36. Amend appendix F to part 135 by revising the appendix heading
and parameters 14a, 14b, 15, 16, 17, and (23); and by adding footnote
18 to parameters 12a through 17 and 88 to read as follows:
Appendix F to Part 135.--Airplane Flight Recorder Specifications
--------------------------------------------------------------------------------------------------------------------------------------------------------
Accuracy (sensor Seconds per sampling
Parameters Range input) interval Resolution Remarks
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * * * *
12a. Pitch control(s) position Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes that have a
(nonfly-by-wire systems).\18\ unless higher airplanes operated flight control breakaway
accuracy uniquely under Sec. capability that allows
required. 135.152(j). 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 Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range..
(fly-by-wire systems).\18\ unless higher airplanes operated
accuracy uniquely under Sec.
required. 135.152(j).
13a. Lateral control position(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.. For airplanes that have a
(nonfly-by-wire).\18\ unless higher airplanes operated flight control breakaway
accuracy uniquely under Sec. capability that allows
required. 135.152(j). 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.
13b. Lateral control position(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range.
(fly-by-wire).\18\ unless higher airplanes operated
accuracy uniquely under Sec.
required. 135.152(j).
14a. Yaw control position(s) Full Range........... 2[deg] 0.5.................. 0.2% of full range. For airplanes that have a
(nonfly-by-wire).\18\ unless higher flight control breakaway
accuracy uniquely capability that allows
required. 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 of 0.5 or
0.25, as applicable.
14b. Yaw control position(s) (fly- Full Range........... 2[deg] 0.5.................. 0.2% of full range..
by-wire).\18\ unless higher
accuracy uniquely
required.
15. Pitch control surface(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range. For airplanes fitted with
position.\18\ unless higher airplanes operated multiple or split
accuracy uniquely under Sec. surfaces, a suitable
required. 135.152(j). 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, as
applicable.
16. Lateral control surface(s) Full Range........... 2[deg] 0.5 or 0.25 for 0.2% of full range. A suitable combination of
position.\18\ unless higher airplanes operated surface position sensors
accuracy uniquely under Sec. is acceptable in lieu of
required. 135.152(j). recording each surface
separately. The control
surfaces may be sampled
alternately to produce
the sampling interval of
0.5 or 0.25, as
applicable.
17. Yaw control surface(s) Full Range........... 2[deg] 0.5................. 0.2% of full range. For airplanes with
position.\18\ unless higher multiple or split
accuracy uniquely surfaces, a suitable
required. 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.
[[Page 9775]]
* * * * * * *
23. Ground Spoiler Position or Full Range or Each 2[deg] 1 or 0.25 for 0.2% of full range..
Speed Brake Selection Position (discrete). unless higher airplanes operated
accuracy uniquely under Sec.
required. 135.152(j).
* * * * * * *
88. All cockpit flight control Full Range Control 5[deg]...... 1.................... 0.2% of full range.. For fly-by-wire flight
input forces (control wheel, wheel 70 control systems, where
control column, rudder lbs. Control column flight control surface
pedal).\18\ 85 lbs. position is a function
Rudder pedal 165 lbs. the control input device
only, it is not
necessary to record this
parameter. For airplanes
that have a flight
control breakaway
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.
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * * * *
\18\ For all aircraft manufactured on or after [insert date 2 years from the effective date of the final rule], the seconds per sampling interval is
0.0625.
Issued in Washington, DC, on February 22, 2005.
Ronald T. Wojnar,
Acting Director, Aircraft Certification Service.
[FR Doc. 05-3726 Filed 2-24-05; 8:45 am]
BILLING CODE 4910-13-P