(a) Applicability. This rule applies to the following persons:
(1) All U.S. air carriers and U.S. commercial operators;
(2) All persons exercising the privileges of an airman certificate issued by the FAA, except such persons operating U.S.-registered aircraft for a foreign air carrier; and
(3) All operators of aircraft registered in the United States, except where the operator of such aircraft is a foreign air carrier.
(b) Flight prohibition. No person may conduct flight operations in the Damascus (OSTT) Flight Information Region (FIR), except as provided in paragraphs (c) and (d) of this section.
(c) Permitted operations. This section does not prohibit persons described in paragraph (a) of this section from conducting flight operations in the Damascus (OSTT) FIR, provided that such flight operations are conducted under a contract, grant, or cooperative agreement with a department, agency, or instrumentality of the U.S. government (or under a subcontract between the prime contractor of the department, agency, or instrumentality, and the person described in paragraph (a)), with FAA approval, or under an exemption issued by the FAA. The FAA will process requests for approval or exemption in a timely manner, with the order of preference being: first, for those operations in support of U.S. government-sponsored activities; second, for those operations in support of government-sponsored activities of a foreign country with the support of a U.S. government department, agency, or instrumentality; and third, for all other operations.
(d) Emergency situations. In an emergency that requires immediate decision and action for the safety of the flight, the pilot in command of an aircraft may deviate from this section to the extent required by that emergency. Except for U.S. air carriers and commercial operators that are subject to the requirements of parts 119, 121, 125, or 135 of this chapter, each person who deviates from this section must, within ten (10) days of the deviation, excluding Saturdays, Sundays, and Federal holidays, submit to the nearest FAA Flight Standards District Office (FSDO) a complete report of the operations of the aircraft involved in the deviation, including a description of the deviation and the reasons for it.
(e) Expiration. This SFAR will remain in effect until December 30, 2016. The FAA may amend, rescind, or extend this SFAR No. 114, Sec. 91.1609, as necessary. [Doc. No. FAA-2014-0708, 79 FR 78303, Dec. 30, 2014]
Effective Date Note: By Doc. No. FAA-2014-0708, 79 FR 78303, Dec. 30, 2014, Sec. 91.1609 was added, effective Dec. 30, 2014 through Dec. 30, 2016. Sec. Appendix A to Part 91--Category II Operations: Manual, Instruments, Equipment, and Maintenance
1. Category II Manual
(a) Application for approval. An applicant for approval of a Category II manual or an amendment to an approved Category II manual must submit the proposed manual or amendment to the Flight Standards District Office having jurisdiction of the area in which the applicant is located. If the application requests an evaluation program, it must include the following:
(1) The location of the aircraft and the place where the demonstrations are to be conducted; and
(2) The date the demonstrations are to commence (at least 10 days after filing the application).
(b) Contents. Each Category II manual must contain:
(1) The registration number, make, and model of the aircraft to which it applies;
(2) A maintenance program as specified in section 4 of this appendix; and
(3) The procedures and instructions related to recognition of decision height, use of runway visual range information, approach monitoring, the decision region (the region between the middle marker and the decision height), the maximum permissible deviations of the basic ILS indicator within the decision region, a missed approach, use of airborne low approach equipment, minimum altitude for the use of the autopilot, instrument and equipment failure warning systems, instrument failure, and other procedures, instructions, and limitations that may be found necessary by the Administrator.
2. Required Instruments and Equipment
The instruments and equipment listed in this section must be installed in each aircraft operated in a Category II operation. This section does not require duplication of instruments and equipment required by Sec. 91.205 or any other provisions of this chapter.
(a) Group I. (1) Two localizer and glide slope receiving systems. Each system must provide a basic ILS display and each side of the instrument panel must have a basic ILS display. However, a single localizer antenna and a single glide slope antenna may be used.
(1) Two localizer and glide slope receiving systems. Each system must provide a basic ILS display and each side of the instrument panel must have a basic ILS display. However, a single localizer antenna and a single glide slope antenna may be used.
(2) A communications system that does not affect the operation of at least one of the ILS systems.
(3) A marker beacon receiver that provides distinctive aural and visual indications of the outer and the middle markers.
(4) Two gyroscopic pitch and bank indicating systems.
(5) Two gyroscopic direction indicating systems.
(6) Two airspeed indicators.
(7) Two sensitive altimeters adjustable for barometric pressure, each having a placarded correction for altimeter scale error and for the wheel height of the aircraft. After June 26, 1979, two sensitive altimeters adjustable for barometric pressure, having markings at 20-foot intervals and each having a placarded correction for altimeter scale error and for the wheel height of the aircraft.
(8) Two vertical speed indicators.
(9) A flight control guidance system that consists of either an automatic approach coupler or a flight director system. A flight director system must display computed information as steering command in relation to an ILS localizer and, on the same instrument, either computed information as pitch command in relation to an ILS glide slope or basic ILS glide slope information. An automatic approach coupler must provide at least automatic steering in relation to an ILS localizer. The flight control guidance system may be operated from one of the receiving systems required by subparagraph (1) of this paragraph.
(10) For Category II operations with decision heights below 150 feet either a marker beacon receiver providing aural and visual indications of the inner marker or a radio altimeter.
(b) Group II. (1) Warning systems for immediate detection by the pilot of system faults in items (1), (4), (5), and (9) of Group I and, if installed for use in Category III operations, the radio altimeter and autothrottle system.
(1) Warning systems for immediate detection by the pilot of system faults in items (1), (4), (5), and (9) of Group I and, if installed for use in Category III operations, the radio altimeter and autothrottle system.
(2) Dual controls.
(3) An externally vented static pressure system with an alternate static pressure source.
(4) A windshield wiper or equivalent means of providing adequate cockpit visibility for a safe visual transition by either pilot to touchdown and rollout.
(5) A heat source for each airspeed system pitot tube installed or an equivalent means of preventing malfunctioning due to icing of the pitot system.
3. Instruments and Equipment Approval
(a) General. The instruments and equipment required by section 2 of this appendix must be approved as provided in this section before being used in Category II operations. Before presenting an aircraft for approval of the instruments and equipment, it must be shown that since the beginning of the 12th calendar month before the date of submission--
(1) The ILS localizer and glide slope equipment were bench checked according to the manufacturer's instructions and found to meet those standards specified in RTCA Paper 23-63/DO-117 dated March 14, 1963, ``Standard Adjustment Criteria for Airborne Localizer and Glide Slope Receivers,'' which may be obtained from the RTCA Secretariat, 1425 K St., NW., Washington, DC 20005.
(2) The altimeters and the static pressure systems were tested and inspected in accordance with appendix E to part 43 of this chapter; and
(3) All other instruments and items of equipment specified in section 2(a) of this appendix that are listed in the proposed maintenance program were bench checked and found to meet the manufacturer's specifications.
(b) Flight control guidance system. All components of the flight control guidance system must be approved as installed by the evaluation program specified in paragraph (e) of this section if they have not been approved for Category III operations under applicable type or supplemental type certification procedures. In addition, subsequent changes to make, model, or design of the components must be approved under this paragraph. Related systems or devices, such as the autothrottle and computed missed approach guidance system, must be approved in the same manner if they are to be used for Category II operations.
(c) Radio altimeter. A radio altimeter must meet the performance criteria of this paragraph for original approval and after each subsequent alteration.
(1) It must display to the flight crew clearly and positively the wheel height of the main landing gear above the terrain.
(2) It must display wheel height above the terrain to an accuracy of plus or minus 5 feet or 5 percent, whichever is greater, under the following conditions:
(i) Pitch angles of zero to plus or minus 5 degrees about the mean approach attitude.
(ii) Roll angles of zero to 20 degrees in either direction.
(iii) Forward velocities from minimum approach speed up to 200 knots.
(iv) Sink rates from zero to 15 feet per second at altitudes from 100 to 200 feet.
(3) Over level ground, it must track the actual altitude of the aircraft without significant lag or oscillation.
(4) With the aircraft at an altitude of 200 feet or less, any abrupt change in terrain representing no more than 10 percent of the aircraft's altitude must not cause the altimeter to unlock, and indicator response to such changes must not exceed 0.1 seconds and, in addition, if the system unlocks for greater changes, it must reacquire the signal in less than 1 second.
(5) Systems that contain a push-to-test feature must test the entire system (with or without an antenna) at a simulated altitude of less than 500 feet.
(6) The system must provide to the flight crew a positive failure warning display any time there is a loss of power or an absence of ground return signals within the designed range of operating altitudes.
(d) Other instruments and equipment. All other instruments and items of equipment required by Sec. 2 of this appendix must be capable of performing as necessary for Category II operations. Approval is also required after each subsequent alteration to these instruments and items of equipment.
(e) Evaluation program--(1) Application. Approval by evaluation is requested as a part of the application for approval of the Category II manual.
(1) Application. Approval by evaluation is requested as a part of the application for approval of the Category II manual.
(2) Demonstrations. Unless otherwise authorized by the Administrator, the evaluation program for each aircraft requires the demonstrations specified in this paragraph. At least 50 ILS approaches must be flown with at least five approaches on each of three different ILS facilities and no more than one half of the total approaches on any one ILS facility. All approaches shall be flown under simulated instrument conditions to a 100-foot decision height and 90 percent of the total approaches made must be successful. A successful approach is one in which--
(i) At the 100-foot decision height, the indicated airspeed and heading are satisfactory for a normal flare and landing (speed must be plus or minus 5 knots of programmed airspeed, but may not be less than computed threshold speed if autothrottles are used);
(ii) The aircraft at the 100-foot decision height, is positioned so that the cockpit is within, and tracking so as to remain within, the lateral confines of the runway extended;
(iii) Deviation from glide slope after leaving the outer marker does not exceed 50 percent of full-scale deflection as displayed on the ILS indicator;
(iv) No unusual roughness or excessive attitude changes occur after leaving the middle marker; and
(v) In the case of an aircraft equipped with an approach coupler, the aircraft is sufficiently in trim when the approach coupler is disconnected at the decision height to allow for the continuation of a normal approach and landing.
(3) Records. During the evaluation program the following information must be maintained by the applicant for the aircraft with respect to each approach and made available to the Adninistrator upon request:
(i) Each deficiency in airborne instruments and equipment that prevented the initiation of an approach.
(ii) The reasons for discontinuing an approach, including the altitude above the runway at which it was discontinued.
(iii) Speed control at the 100-foot decision height if auto throttles are used.
(iv) Trim condition of the aircraft upon disconnecting the auto coupler with respect to continuation to flare and landing.
(v) Position of the aircraft at the middle marker and at the decision height indicated both on a diagram of the basic ILS display and a diagram of the runway extended to the middle marker. Estimated touchdown point must be indicated on the runway diagram.
(vi) Compatibility of flight director with the auto coupler, if applicable.
(vii) Quality of overall system performance.
(4) Evaluation. A final evaluation of the flight control guidance system is made upon successful completion of the demonstrations. If no hazardous tendencies have been displayed or are otherwise known to exist, the system is approved as installed.
4. Maintenance program
(a) Each maintenance program must contain the following:
(1) A list of each instrument and item of equipment specified in Sec. 2 of this appendix that is installed in the aircraft and approved for Category II operations, including the make and model of those specified in Sec. 2(a).
(2) A schedule that provides for the performance of inspections under subparagraph (5) of this paragraph within 3 calendar months after the date of the previous inspection. The inspection must be performed by a person authorized by part 43 of this chapter, except that each alternate inspection may be replaced by a functional flight check. This functional flight check must be performed by a pilot holding a Category II pilot authorization for the type aircraft checked.
(3) A schedule that provides for the performance of bench checks for each listed instrument and item of equipment that is specified in section 2(a) within 12 calendar months after the date of the previous bench check.
(4) A schedule that provides for the performance of a test and inspection of each static pressure system in accordance with appendix E to part 43 of this chapter within 12 calendar months after the date of the previous test and inspection.
(5) The procedures for the performance of the periodic inspections and functional flight checks to determine the ability of each listed instrument and item of equipment specified in section 2(a) of this appendix to perform as approved for Category II operations including a procedure for recording functional flight checks.
(6) A procedure for assuring that the pilot is informed of all defects in listed instruments and items of equipment.
(7) A procedure for assuring that the condition of each listed instrument and item of equipment upon which maintenance is performed is at least equal to its Category II approval condition before it is returned to service for Category II operations.
(8) A procedure for an entry in the maintenance records required by Sec. 43.9 of this chapter that shows the date, airport, and reasons for each discontinued Category II operation because of a malfunction of a listed instrument or item of equipment.
(b) Bench check. A bench check required by this section must comply with this paragraph.
(1) It must be performed by a certificated repair station holding one of the following ratings as appropriate to the equipment checked:
(i) An instrument rating.
(ii) A radio rating.
(2) It must consist of removal of an instrument or item of equipment and performance of the following:
(i) A visual inspection for cleanliness, impending failure, and the need for lubrication, repair, or replacement of parts;
(ii) Correction of items found by that visual inspection; and
(iii) Calibration to at least the manufacturer's specifications unless otherwise specified in the approved Category II manual for the aircraft in which the instrument or item of equipment is installed.
(c) Extensions. After the completion of one maintenance cycle of 12 calendar months, a request to extend the period for checks, tests, and inspections is approved if it is shown that the performance of particular equipment justifies the requested extension. [Doc. No. 18334, 54 FR 34325, Aug. 18, 1989, as amended by Amdt. 91-269, 66 FR 41116, Aug. 6, 2001]
Sec. Appendix B to Part 91--Authorizations To Exceed Mach 1
(Sec. 91.817)
Section 1. Application
(a) An applicant for an authorization to exceed Mach 1 must apply in a form and manner prescribed by the Administrator and must comply with this appendix.
(b) In addition, each application for an authorization to exceed Mach 1 covered by section 2(a) of this appendix must contain all information requested by the Administrator necessary to assist him in determining whether the designation of a particular test area or issuance of a particular authorization is a ``major Federal action significantly affecting the quality of the human environment'' within the meaning of the National Environmental Policy Act of 1969 (42 U.S.C. 4321 et seq.), and to assist him in complying with that act and with related Executive Orders, guidelines, and orders prior to such action.
(c) In addition, each application for an authorization to exceed Mach 1 covered by section 2(a) of this appendix must contain--
(1) Information showing that operation at a speed greater than Mach 1 is necessary to accomplish one or more of the purposes specified in section 2(a) of this appendix, including a showing that the purpose of the test cannot be safely or properly accomplished by overocean testing;
(2) A description of the test area proposed by the applicant, including an environmental analysis of that area meeting the requirements of paragraph (b) of this section; and
(3) Conditions and limitations that will ensure that no measurable sonic boom overpressure will reach the surface outside of the designated test area.
(d) An application is denied if the Administrator finds that such action is necessary to protect or enhance the environment.
Section 2. Issuance
(a) For a flight in a designated test area, an authorization to exceed Mach 1 may be issued when the Administrator has taken the environmental protective actions specified in section 1(b) of this appendix and the applicant shows one or more of the following:
(1) The flight is necessary to show compliance with airworthiness requirements.
(2) The flight is necessary to determine the sonic boom characteristics of the airplane or to establish means of reducing or eliminating the effects of sonic boom.
(3) The flight is necessary to demonstrate the conditions and limitations under which speeds greater than a true flight Mach number of 1 will not cause a measurable sonic boom overpressure to reach the surface.
(b) For a flight outside of a designated test area, an authorization to exceed Mach 1 may be issued if the applicant shows conservatively under paragraph (a)(3) of this section that--
(1) The flight will not cause a measurable sonic boom overpressure to reach the surface when the aircraft is operated under conditions and limitations demonstrated under paragraph (a)(3) of this section; and
(2) Those conditions and limitations represent all foreseeable operating conditions.
Section 3. Duration
(a) An authorization to exceed Mach 1 is effective until it expires or is surrendered, or until it is suspended or terminated by the Administrator. Such an authorization may be amended or suspended by the Administrator at any time if the Administrator finds that such action is necessary to protect the environment. Within 30 days of notification of amendnent, the holder of the authorization must request reconsideration or the amendnent becomes final. Within 30 days of notification of suspension, the holder of the authorization must request reconsideration or the authorization is automatically terminated. If reconsideration is requested within the 30-day period, the amendment or suspension continues until the holder shows why the authorization should not be amended or terminated. Upon such showing, the Administrator may terminate or amend the authorization if the Administrator finds that such action is necessary to protect the environment, or he may reinstate the authorization without amendment if he finds that termination or amendnent is not necessary to protect the environment.
(b) Findings and actions by the Administrator under this section do not affect any certificate issued under title VI of the Federal Aviation Act of 1958. [Doc. No. 18334, 54 FR 34327, Aug. 18, 1989]
Sec. Appendix C to Part 91--Operations in the North Atlantic (NAT)
Minimum Navigation Performance Specifications (MNPS) Airspace
Section 1
NAT MNPS airspace is that volume of airspace between FL 285 and FL 420 extending between latitude 27 degrees north and the North Pole, bounded in the east by the eastern boundaries of control areas Santa Maria Oceanic, Shanwick Oceanic, and Reykjavik Oceanic and in the west by the western boundary of Reykjavik Oceanic Control Area, the western boundary of Gander Oceanic Control Area, and the western boundary of New York Oceanic Control Area, excluding the areas west of 60 degrees west and south of 38 degrees 30 minutes north.
Section 2
The navigation performance capability required for aircraft to be operated in the airspace defined in section 1 of this appendix is as follows:
(a) The standard deviation of lateral track errors shall be less than 6.3 NM (11.7 Km). Standard deviation is a statistical measure of data about a mean value. The mean is zero nautical miles. The overall form of data is such that the plus and minus 1 standard deviation about the mean encompasses approximately 68 percent of the data and plus or minus 2 deviations encompasses approximately 95 percent.
(b) The proportion of the total flight time spent by aircraft 30 NM (55.6 Km) or more off the cleared track shall be less than 5.3 x 10-4 (less than 1 hour in 1,887 flight hours).
(c) The proportion of the total flight time spent by aircraft between 50 NM and 70 NM (92.6 Km and 129.6 Km) off the cleared track shall be less than 13 x 10-5 (less than 1 hour in 7,693 flight hours.)
Section 3
Air traffic control (ATC) may authorize an aircraft operator to deviate from the requirements of Sec. 91.705 for a specific flight if, at the time of flight plan filing for that flight, ATC determines that the aircraft may be provided appropriate separation and that the flight will not interfere with, or impose a burden upon, the operations of other aircraft which meet the requirements of Sec. 91.705. [Doc. No. 18334, 54 FR 34327, Aug. 18, 1989, as amended by Amdt. 91-254, 62 FR 17487, Apr. 9, 1997]
Sec. Appendix D to Part 91--Airports/Locations: Special Operating
Restrictions
Section 1. Locations at which the requirements of Sec. 91.215(b)(2) and Sec. 91.225(d)(2) apply. The requirements of Sec. Sec. 91.215(b)(2) and 91.225(d)(2) apply below 10,000 feet MSL within a 30-nautical-mile radius of each location in the following list. Atlanta, GA (The William B. Hartsfield Atlanta International Airport)Baltimore, MD (Baltimore Washington International Airport)Boston, MA (General Edward Lawrence Logan International Airport)Chantilly, VA (Washington Dulles International Airport)Charlotte, NC (Charlotte/Douglas International Airport)Chicago, IL Chicago-O'Hare International Airport)Cleveland, OH (Cleveland-Hopkins International Airport)Covington, KY (Cincinnati Northern Kentucky International Airport)Dallas, TX (Dallas/Fort Worth Regional Airport)Denver, CO (Denver International Airport)Detroit, MI (Metropolitan Wayne County Airport)Honolulu, HI (Honolulu International Airport)Houston, TX (George Bush Intercontinental Airport/Houston)Houston, TX (William P. Hobby Airport)Kansas City, KS (Mid-Continent International Airport)Las Vegas, NV (McCarran International Airport)Los Angeles, CA (Los Angeles International Airport)Memphis, TN (Memphis International Airport)Miami, FL (Miami International Airport)Minneapolis, MN (Minneapolis-St. Paul International Airport)Newark, NJ (Newark International Airport)New Orleans, LA (New Orleans International Airport-Moisant Field)New York, NY (John F. Kennedy International Airport)New York, NY (LaGuardia Airport)Orlando, FL (Orlando International Airport)Philadelphia, PA (Philadelphia International Airport)Phoenix, AZ (Phoenix Sky Harbor International Airport) Pittsburgh, PA (Greater Pittsburgh International Airport)St. Louis, MO (Lambert-St. Louis International Airport)Salt Lake City, UT (Salt Lake City International Airport)San Diego, CA (Marine Corps Air Station Miramar)San Diego, CA (San Diego International Airport)San Francisco, CA (San Francisco International Airport)Seattle, WA (Seattle-Tacoma International Airport)Tampa, FL (Tampa International Airport)Washington, DC (Ronald Reagan Washington National Airport and Andrews Air Force Base, MD)
Section 2. Airports at which the requirements of Sec. 91.215(b)(5)(ii) apply. [Reserved]
Section 3. Locations at which fixed-wing Special VFR operations are prohibited.
The Special VFR weather minimums of Sec. 91.157 do not apply to the following airports: Atlanta, GA (The William B. Hartsfield Atlanta International Airport)Baltimore, MD (Baltimore/Washington International Airport)Boston, MA (General Edward Lawrence Logan International Airport)Buffalo, NY (Greater Buffalo International Airport)Chicago, IL (Chicago-O'Hare International Airport)Cleveland, OH (Cleveland-Hopkins International Airport)Columbus, OH (Port Columbus International Airport)Covington, KY (Cincinnati Northern Kentucky International Airport)Dallas, TX (Dallas/Fort Worth Regional Airport)Dallas, TX (Love Field)Denver, CO (Denver International Airport)Detroit, MI (Metropolitan Wayne County Airport)Honolulu, HI (Honolulu International Airport)Houston, TX (George Bush Intercontinental Airport/Houston)Indianapolis, IN (Indianapolis International Airport)Los Angeles, CA (Los Angeles International Airport)Louisville, KY (Standiford Field)Memphis, TN (Memphis International Airport)Miami, FL (Miami International Airport)Minneapolis, MN (Minneapolis-St. Paul International Airport)Newark, NJ (Newark International Airport)New York, NY (John F. Kennedy International Airport)New York, NY (LaGuardia Airport)New Orleans, LA (New Orleans International Airport-Moisant Field)Philadelphia, PA (Philadelphia International Airport)Pittsburgh, PA (Greater Pittsburgh International Airport)Portland, OR (Portland International Airport)San Francisco, CA (San Francisco International Airport)Seattle, WA (Seattle-Tacoma International Airport)St. Louis, MO (Lambert-St. Louis International Airport)Tampa, FL (Tampa International Airport)Washington, DC (Ronald Reagan Washington National Airport and Andrews Air Force Base, MD)
Section 4. Locations at which solo student, sport, and recreational pilot activity is not permitted.
Pursuant to Sec. 91.131(b)(2), solo student, sport, and recreational pilot operations are not permitted at any of the following airports. Atlanta, GA (The William B. Hartsfield Atlanta International Airport)Boston, MA (General Edward Lawrence Logan International Airport)Chicago, IL (Chicago-O'Hare International Airport)Dallas, TX (Dallas/Fort Worth Regional Airport)Los Angeles, CA (Los Angeles International Airport)Miami, FL (Miami International Airport)Newark, NJ (Newark International Airport)New York, NY (John F. Kennedy International Airport)New York, NY (LaGuardia Airport)San Francisco, CA (San Francisco International Airport)Washington, DC (Ronald Reagan Washington National Airport)Andrews Air Force Base, MD [Amdt. 91-227, 56 FR 65661, Dec. 17, 1991]
Editorial Note: For Federal Register citations affecting Appendix D to Part 91, see the List of CFR Sections Affected, which appears in the Finding Aids section of the printed volume and at www.fdsys.gov.
Effective Date Note: By Amdt. 91-236, 59 FR 2918, Jan. 19, 1994, as corrected by Amdt. 91-237, 59 FR 6547, Feb. 11, 1994, appendix D to part 91 was amended in sections 1 and 3 in the Denver, CO, entry by revising ``Stapleton'' to read ``Denver'' effective Mar. 9, 1994. By Amdt. 91-238, 59 FR 10958, Mar. 9, 1994, the effective date was delayed to May 15, 1994. By Amdt. 91-241, 59 FR 24916, May 13, 1994, the effective date was suspended indefinitely.
Appendix E to Part 91--Airplane Flight Recorder Specifications ----------------------------------------------------------------------------------------------------------------
Installed system
\1\ minimum Sampling interval Resolution \4\
Parameters Range accuracy (to (per second) read out
recovered data)----------------------------------------------------------------------------------------------------------------Relative Time (From Recorded on 8 hr minimum...... [0.125% per hour.. 1................. 1 sec.
Prior to Takeoff).Indicated Airspeed.............. Vso to VD (KIAS).. [5% or [10 kts., 1................. 1% \3\
whichever is
greater.
Resolution 2 kts.
below 175 KIAS.Altitude........................ -1,000 ft. to max [100 to [700 ft. 1................. 25 to 150 ft.
cert. alt. of A/C. (see Table 1, TSO
C51-a).Magnetic Heading................ 360............... [5................ 1................. 1Vertical Acceleration........... -3g to +6g........ [0.2g in addition 4 (or 1 per second 0.03g.
to [0.3g maximum where peaks, ref.
datum. to 1g are
recorded).Longitudinal Acceleration....... [1.0g............. [1.5% max. range 2................. 0.01g.
excluding datum
error of [5%.Pitch Attitude.................. 100% of usable.... [2................ 1................. 0.8Roll Attitude................... [60 or 100% of [2................ 1................. 0.8
usable range,
whichever is
greater.Stabilizer Trim Position, or.... Full Range........ [3% unless higher 1................. 1% \3\
uniquely required.Pitch Control Position \5\......Engine Power, Each Engine: Full Range........ [3% unless higher 1................. 1% \3\
uniquely required.
Fan or N \1\ Speed or EPR or Maximum Range..... [5%............... 1................. 1% \3\
Cockpit indications Used
for Aircraft Certification
OR.
Prop. speed and Torque .................. .................. 1 (prop Speed).... 1%\3\
(Sample Once/Sec as Close 1 (torque)........ 1% \3\
together as Practicable).Altitude Rate \2\ (need depends [8,000 fpm........ [10%. Resolution 1................. 250 fpm. below
on altitude resolution). 250 fpm below 12,000
12,000 ft.
indicated.Angle of Attack \2\ (need -20 to 40 or 100% [2................ 1................. 0.8%\3\
depends on altitude resolution). of usable range.Radio Transmitter Keying On/Off............ .................. 1.................
(Discrete).TE Flaps (Discrete or Analog)... Each discrete .................. 1.................
position (U, D, T/
O, AAP) OR.LE Flaps (Discrete or Analog)... Analog 0-100% [3%............... 1................. 1%\3\
range.
Each discrete .................. 1.................
position (U, D, T/
O, AAP) OR.Thrust Reverser, Each Engine Analog 0-100% [3................ 1................. 1%\3\
(Discrete). range.
Stowed or full
reverse.Spoiler/Speedbrake (Discrete)... Stowed or out..... .................. 1.................Autopilot Engaged (Discrete).... Engaged or .................. 1.................
Disengaged.----------------------------------------------------------------------------------------------------------------\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\ If data from the altitude encoding altimeter (100 ft. resolution) is used, then either one of these
parameters should also be recorded. If however, altitude is recorded at a minimum resolution of 25 feet, then
these two parameters can be omitted.\3\ Per cent of full range.\4\ This column applies to aircraft manufactured after October 11, 1991.\5\ For Pitch Control Position only, for all aircraft manufactured on or after April 6, 2012, the sampling
interval (per second) is 8. Each input must be recorded at this rate. Alternately sampling inputs
(interleaving) to meet this sampling interval is prohibited. [Doc. No. 18334, 54 FR 34327, Aug. 18, 1989, as amended by Amdt. 91-300, 73 FR 12565, Mar. 7, 2008; 73 FR 15280, Mar. 21, 2008; Amdt. 91-313, 75 FR 17046, Apr. 5, 2010; Amdt. 91-329, 78 FR 39971, July 3, 2013]
Sec. 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)----------------------------------------------------------------------------------------------------------------Relative Time (From Recorded on 4 hr minimum...... [0.125% per hour.. 1................. 1 sec.
Prior to Takeoff).Indicated Airspeed.............. VM in to VD (KIAS) [5% or [10 kts., 1................. 1 kt.
(minimum airspeed whichever is
signal attainable greater.
with installed
pilot-static
system).Altitude........................ -1,000 ft. to [100 to [700 ft. 1................. 25 to 150 ft.
20,000 ft. (see Table 1, TSO
pressure altitude. C51-a).Magnetic Heading................ 360............... [5................ 1................. 1Vertical Acceleration........... -3g to +6g........ [0.2g in addition 4 (or 1 per second 0.05g.
to [0.3g maximum where peaks, ref.
datum. to 1g are
recorded).Longitudinal Acceleration....... [1.0g............. [1.5% max. range 2................. 0.03g.
excluding datum
error of [5%.Pitch Attitude.................. 100% of usable [2................ 1................. 0.8
range.Roll Attitude................... [60 or 100% of [2................ 1................. 0.8
usable range,
whichever is
greater.Altitude Rate................... [8,000 fpm........ [10% Resolution 1................. 250 fpm below
250 fpm below 12,000.
12,000 ft.
indicated.
Engine Power, Each Engine
Main Rotor Speed................ Maximum Range..... [5%............... 1................. 1%2.Free or Power Turbine........... Maximum Range..... [5%............... 1................. 1%2.Engine Torque................... Maximum Range..... [5%............... 1................. 1%2.
Flight Control Hydraulic
Pressure
Primary (Discrete).............. High/Low.......... .................. 1.................Secondary--if applicable High/Low.......... .................. 1.................
(Discrete).Radio Transmitter Keying On/Off............ .................. 1.................
(Discrete).Autopilot Engaged (Discrete).... Engaged or .................. 1.................
Disengaged.SAS Status-Engaged (Discrete)... Engaged or .................. 1.................
Disengaged.SAS Fault Status (Discrete)..... Fault/OK.......... .................. 1.................
Flight Controls
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 Position Full range........ [3%............... 2................. 1%2.
\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 April 6, 2012, the sampling interval per second is 4. [Doc. No. 18334, 54 FR 34328, Aug. 18, 1989; 54 FR 41211, Oct. 5, 1989; 54 FR 53036, Dec. 26, 1989; Amdt. 91-300, 73 FR 12565, Mar. 7, 2008; 73 FR 15280, Mar. 21, 2008; Amdt. 91-313, 75 FR 17046, Apr. 5, 2010]
Sec. Appendix G to Part 91--Operations in Reduced Vertical Separation
Minimum (RVSM) Airspace
Section 1. Definitions
Reduced Vertical Separation Minimum (RVSM) Airspace. Within RVSM airspace, air traffic control (ATC) separates aircraft by a minimum of 1,000 feet vertically between flight level (FL) 290 and FL 410 inclusive. RVSM airspace is special qualification airspace; the operator and the aircraft used by the operator must be approved by the Administrator. Air-traffic control notifies operators of RVSM by providing route planning information. Section 8 of this appendix identifies airspace where RVSM may be applied.
RVSM Group Aircraft. Aircraft within a group of aircraft, approved as a group by the Administrator, in which each of the aircraft satisfy each of the following:
(a) The aircraft have been manufactured to the same design, and have been approved under the same type certificate, amended type certificate, or supplemental type certificate.
(b) The static system of each aircraft is installed in a manner and position that is the same as those of the other aircraft in the group. The same static source error correction is incorporated in each aircraft of the group.
(c) The avionics units installed in each aircraft to meet the minimum RVSM equipment requirements of this appendix are:
(1) Manufactured to the same manufacturer specification and have the same part number; or
(2) Of a different manufacturer or part number, if the applicant demonstrates that the equipment provides equivalent system performance.
RVSM Nongroup Aircraft. An aircraft that is approved for RVSM operations as an individual aircraft.
RVSM Flight envelope. An RVSM flight envelope includes the range of Mach number, weight divided by atmospheric pressure ratio, and altitudes over which an aircraft is approved to be operated in cruising flight within RVSM airspace. RVSM flight envelopes are defined as follows:
(a) The full RVSM flight envelope is bounded as follows:
(1) The altitude flight envelope extends from FL 290 upward to the lowest altitude of the following:
(i) FL 410 (the RVSM altitude limit);
(ii) The maximum certificated altitude for the aircraft; or
(iii) The altitude limited by cruise thrust, buffet, or other flight limitations.
(2) The airspeed flight envelope extends:
(i) From the airspeed of the slats/flaps-up maximum endurance (holding) airspeed, or the maneuvering airspeed, whichever is lower;
(ii) To the maximum operating airspeed (Vmo/Mmo), or airspeed limited by cruise thrust buffet, or other flight limitations, whichever is lower.
(3) All permissible gross weights within the flight envelopes defined in paragraphs (1) and (2) of this definition.
(b) The basic RVSM flight envelope is the same as the full RVSM flight envelope except that the airspeed flight envelope extends:
(1) From the airspeed of the slats/flaps-up maximum endurance (holding) airspeed, or the maneuver airspeed, whichever is lower;
(2) To the upper Mach/airspeed boundary defined for the full RVSM flight envelope, or a specified lower value not less than the long-range cruise Mach number plus .04 Mach, unless further limited by available cruise thrust, buffet, or other flight limitations.
Section 2. Aircraft Approval
(a) An operator may be authorized to conduct RVSM operations if the Administrator finds that its aircraft comply with this section.
(b) The applicant for authorization shall submit the appropriate data package for aircraft approval. The package must consist of at least the following:
(1) An identification of the RVSM aircraft group or the nongroup aircraft;
(2) A definition of the RVSM flight envelopes applicable to the subject aircraft;
(3) Documentation that establishes compliance with the applicable RVSM aircraft requirements of this section; and
(4) The conformity tests used to ensure that aircraft approved with the data package meet the RVSM aircraft requirements.
(c) Altitude-keeping equipment: All aircraft. To approve an aircraft group or a nongroup aircraft, the Administrator must find that the aircraft meets the following requirements:
(1) The aircraft must be equipped with two operational independent altitude measurement systems.
(2) The aircraft must be equipped with at least one automatic altitude control system that controls the aircraft altitude--
(i) Within a tolerance band of [65 feet about an acquired altitude when the aircraft is operated in straight and level flight under nonturbulent, nongust conditions; or
(ii) Within a tolerance band of [130 feet under nonturbulent, nongust conditions for aircraft for which application for type certification occurred on or before April 9, 1997 that are equipped with an automatic altitude control system with flight management/performance system inputs.
(3) The aircraft must be equipped with an altitude alert system that signals an alert when the altitude displayed to the flight crew deviates from the selected altitude by more than:
(i) [300 feet for aircraft for which application for type certification was made on or before April 9, 1997; or
(ii) [200 feet for aircraft for which application for type certification is made after April 9, 1997.
(d) Altimetry system error containment: Group aircraft for which application for type certification was made on or before April 9, 1997. To approve group aircraft for which application for type certification was made on or before April 9, 1997, the Administrator must find that the altimetry system error (ASE) is contained as follows:
(1) At the point in the basic RVSM flight envelope where mean ASE reaches its largest absolute value, the absolute value may not exceed 80 feet.
(2) At the point in the basic RVSM flight envelope where mean ASE plus three standard deviations reaches its largest absolute value, the absolute value may not exceed 200 feet.
(3) At the point in the full RVSM flight envelope where mean ASE reaches its largest absolute value, the absolute value may not exceed 120 feet.
(4) At the point in the full RVSM flight envelope where mean ASE plus three standard deviations reaches its largest absolute value, the absolute value may not exceed 245 feet.
(5) Necessary operating restrictions. If the applicant demonstrates that its aircraft otherwise comply with the ASE containment requirements, the Administrator may establish an operating restriction on that applicant's aircraft to restrict the aircraft from operating in areas of the basic RVSM flight envelope where the absolute value of mean ASE exceeds 80 feet, and/or the absolute value of mean ASE plus three standard deviations exceeds 200 feet; or from operating in areas of the full RVSM flight envelope where the absolute value of the mean ASE exceeds 120 feet and/or the absolute value of the mean ASE plus three standard deviations exceeds 245 feet.
(e) Altimetry system error containment: Group aircraft for which application for type certification is made after April 9, 1997. To approve group aircraft for which application for type certification is made after April 9, 1997, the Administrator must find that the altimetry system error (ASE) is contained as follows:
(1) At the point in the full RVSM flight envelope where mean ASE reaches its largest absolute value, the absolute value may not exceed 80 feet.
(2) At the point in the full RVSM flight envelope where mean ASE plus three standard deviations reaches its largest absolute value, the absolute value may not exceed 200 feet.
(f) Altimetry system error containment: Nongroup aircraft. To approve a nongroup aircraft, the Administrator must find that the altimetry system error (ASE) is contained as follows:
(1) For each condition in the basic RVSM flight envelope, the largest combined absolute value for residual static source error plus the avionics error may not exceed 160 feet.
(2) For each condition in the full RVSM flight envelope, the largest combined absolute value for residual static source error plus the avionics error may not exceed 200 feet.
(g) Traffic Alert and Collision Avoidance System (TCAS) Compatibility With RVSM Operations: All aircraft. After March 31, 2002, unless otherwise authorized by the Administrator, if you operate an aircraft that is equipped with TCAS II in RVSM airspace, it must be a TCAS II that meets TSO C-119b (Version 7.0), or a later version.
(h) If the Administrator finds that the applicant's aircraft comply with this section, the Administrator notifies the applicant in writing.
Section 3. Operator Authorization
(a) Authority for an operator to conduct flight in airspace where RVSM is applied is issued in operations specifications, a Letter of Authorization, or management specifications issued under subpart K of this part, as appropriate. To issue an RVSM authorization, the Administrator must find that the operator's aircraft have been approved in accordance with Section 2 of this appendix and the operator complies with this section.
(b) An applicant for authorization to operate within RVSM airspace shall apply in a form and manner prescribed by the Administrator. The application must include the following:
(1) An approved RVSM maintenance program outlining procedures to maintain RVSM aircraft in accordance with the requirements of this appendix. Each program must contain the following:
(i) Periodic inspections, functional flight tests, and maintenance and inspection procedures, with acceptable maintenance practices, for ensuring continued compliance with the RVSM aircraft requirements.
(ii) A quality assurance program for ensuring continuing accuracy and reliability of test equipment used for testing aircraft to determine compliance with the RVSM aircraft requirements.
(iii) Procedures for returning noncompliant aircraft to service.
(2) For an applicant who operates under part 121 or 135 of this chapter or under subpart K of this part, initial and recurring pilot training requirements.
(3) Policies and procedures: An applicant who operates under part 121 or 135 of this chapter or under subpart K of this part must submit RVSM policies and procedures that will enable it to conduct RVSM operations safely.
(c) Validation and Demonstration. In a manner prescribed by the Administrator, the operator must provide evidence that:
(1) It is capable to operate and maintain each aircraft or aircraft group for which it applies for approval to operate in RVSM airspace; and
(2) Each pilot has an adequate knowledge of RVSM requirements, policies, and procedures.
Section 4. RVSM Operations
(a) Each person requesting a clearance to operate within RVSM airspace shall correctly annotate the flight plan filed with air traffic control with the status of the operator and aircraft with regard to RVSM approval. Each operator shall verify RVSM applicability for the flight planned route through the appropriate flight planning information sources.
(b) No person may show, on the flight plan filed with air traffic control, an operator or aircraft as approved for RVSM operations, or operate on a route or in an area where RVSM approval is required, unless:
(1) The operator is authorized by the Administrator to perform such operations; and
(2) The aircraft has been approved and complies with the requirements of Section 2 of this appendix.
Section 5. Deviation Authority Approval
The Administrator may authorize an aircraft operator to deviate from the requirements of Sec. 91.180 or Sec. 91.706 for a specific flight in RVSM airspace if that operator has not been approved in accordance with section 3 of this appendix if:
(a) The operator submits a request in a time and manner acceptable to the Administrator; and
(b) At the time of filing the flight plan for that flight, ATC determines that the aircraft may be provided appropriate separation and that the flight will not interfere with, or impose a burden on, the operations of operators who have been approved for RVSM operations in accordance with Section 3 of this appendix.
Section 6. Reporting Altitude-Keeping Errors
Each operator shall report to the Administrator each event in which the operator's aircraft has exhibited the following altitude-keeping performance:
(a) Total vertical error of 300 feet or more;
(b) Altimetry system error of 245 feet or more; or
(c) Assigned altitude deviation of 300 feet or more.
Section 7. Removal or Amendment of Authority
The Administrator may amend operations specifications or management specifications issued under subpart K of this part to revoke or restrict an RVSM authorization, or may revoke or restrict an RVSM letter of authorization, if the Administrator determines that the operator is not complying, or is unable to comply, with this appendix or subpart H of this part. Examples of reasons for amendment, revocation, ore restriction include, but are not limited to, an operator's:
(a) Committing one or more altitude-keeping errors in RVSM airspace;
(b) Failing to make an effective and timely response to identify and correct an altitude-keeping error; or
(c) Failing to report an altitude-keeping error.
Section 8. Airspace Designation
(a) RVSM in the North Atlantic. (1) RVSM may be applied in the NAT in the following ICAO Flight Information Regions (FIRs): New York Oceanic, Gander Oceanic, Sondrestrom FIR, Reykjavik Oceanic, Shanwick Oceanic, and Santa Maria Oceanic.
(1) RVSM may be applied in the NAT in the following ICAO Flight Information Regions (FIRs): New York Oceanic, Gander Oceanic, Sondrestrom FIR, Reykjavik Oceanic, Shanwick Oceanic, and Santa Maria Oceanic.
(2) RVSM may be effective in the Minimum Navigation Performance Specification (MNPS) airspace within the NAT. The MNPS airspace within the NAT is defined by the volume of airspace between FL 285 and FL 420 (inclusive) extending between latitude 27 degrees north and the North Pole, bounded in the east by the eastern boundaries of control areas Santa Maria Oceanic, Shanwick Oceanic, and Reykjavik Oceanic and in the west by the western boundaries of control areas Reykjavik Oceanic, Gander Oceanic, and New York Oceanic, excluding the areas west of 60 degrees west and south of 38 degrees 30 minutes north.
(b) RVSM in the Pacific. (1) RVSM may be applied in the Pacific in the following ICAO Flight Information Regions (FIRs): Anchorage Arctic, Anchorage Continental, Anchorage Oceanic, Auckland Oceanic, Brisbane, Edmonton, Honiara, Los Angeles, Melbourne, Nadi, Naha, Nauru, New Zealand, Oakland, Oakland Oceanic, Port Moresby, Seattle, Tahiti, Tokyo, Ujung Pandang and Vancouver.
(c) RVSM in the West Atlantic Route System (WATRS). RVSM may be applied in the New York FIR portion of the West Atlantic Route System (WATRS). The area is defined as beginning at a point 3830 N/6000W direct to 3830 N/6915 W direct to 3820 N/6957 W direct to 3731 N/7141 W direct to 3713 N/7240 W direct to 3505 N/7240 W direct to 3454 N/7257 W direct to 3429 N/7334 W direct to 3433 N/7341 W direct to 3419 N/7402 W direct to 3414 N/7357 W direct to 3212 N/7649 W direct to 3220 N/7700 W direct to 2808 N/7700 W direct to 2750 N/7632 W direct to 2750 N/7450 W direct to 2500 N/7321 W direct to 250005 N/691306 W direct to 2500 N/ 6907 W direct to 2330 N/6840 W direct to 2330 N/6000 W to the point of beginning.
(d) RVSM in the United States. RVSM may be applied in the airspace of the 48 contiguous states, District of Columbia, and Alaska, including that airspace overlying the waters within 12 nautical miles of the coast.
(e) RVSM in the gulf of Mexico. RVSM may be applied in the Gulf of Mexico in the following areas: Gulf of Mexico High Offshore Airspace, Houston Oceanic ICAO FIR and Miami Oceanic ICAO FIR.
(f) RVSM in Atlantic High Offshore Airspace and the San Juan FIR. RVSM may be applied in Atlantic High Offshore Airspace and in the San Juan ICAO FIR. [Doc. No. 28870, 62 FR 17487, Apr. 9, 1997, as amended by Amdt. 91-261, 65 FR 5942, Feb. 7, 2000; Amdt. 91-271, 66 FR 63895, Dec. 10, 2001; Amdt. 91-274, 68 FR 54584, Sept. 17, 2003; Amdt. 91-276, 68 FR 70133, Dec. 17, 2003]