11108 Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Rules and Regulations 

in the Federal Register on December 15, 

2014, that made minor adjustments to 

the boundary descriptions of restricted 

areas R–2932, R–2933, R–2934 and R– 

2935 at Cape Canaveral, FL. Due to a 

submission error, one latitude/longitude 

point was omitted from the description 

of restricted area R–2935, Cape 

Canaveral, FL. This action corrects the 

boundary description of R–2935 by 

adding the missing point. 

DATES: Effective date 0901 UTC, March 

5, 2015. 

FOR FURTHER INFORMATION CONTACT: Paul 

Gallant, Airspace Policy and 

Regulations Group, AJV–11, Office of 

Airspace Services, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–8783. 

SUPPLEMENTARY INFORMATION: 

Background 

On December 15, 2014, the FAA 

published a final rule; technical 

amendment in the Federal Register that 

made minor adjustments to the 

boundary descriptions of restricted 

areas R–2932, R–2933, R–2934 and R– 

2935 at Cape Canaveral, FL (79 FR 

74016). Subsequent to publication, it 

was determined that one latitude/

longitude coordinate had been omitted 

from the boundary description of 

restricted area R–2935. The omission 

causes a slight gap between the 

boundaries of R–2935 and adjacent 

restricted areas. This correction inserts 

‘‘lat. 28°25′01′′ N., long 80°37′59′′ W.,’’ 

between the points ‘‘lat. 28°25′01′′ N., 

long. 80°41′44′′ W.,’’ and ‘‘lat. 28°24′31′′ 

N., long. 80°29′52′′ W.’’ 

List of Subjects in 14 CFR Part 73 

Airspace, Prohibited areas, Restricted 

areas. 

Correction to Final Rule; Technical 

Amendment 

Accordingly, pursuant to the 

authority delegated to me, the boundary 

description of restricted area R–2935 

Cape Canaveral, FL, as published in the 

Federal Register on December 15, 2014 

(79 FR 74016) (FR Doc. 2014–29268) is 

corrected under the description as 

follows: 

PART 73—SPECIAL USE AIRSPACE 

■ 1. The authority citation for part 73 

continues to read as follows: 

Authority: 49 U.S.C. 106(g), 40103, 40113, 

40120; E.O. 10854, 24 FR 9565, 3 CFR, 1959– 

1963 Comp., p. 389. 

§ 73.29 [Corrected] 

* * * * * 

R–2935 Cape Canaveral, FL 

[Corrected] 

On page 74018, first column, remove 

the current boundaries and add in its 

place the following: 

Boundaries. Beginning at lat. 

28°47′21′′ N., long. 81°04′59′′ W.; to lat. 

28°58′02′′ N., long. 80°46′58′′ W.; thence 

3 NM from and parallel to the shoreline; 

to lat. 28°51′16′′ N., long. 80°42′29′′ W.; 

to lat. 28°51′16′′ N., long. 80°47′14′′ W.; 

to lat. 28°49′11′′ N., long. 80°50′44′′ W.; 

to lat. 28°38′01′′ N., long. 80°47′01′′ W.; 

to lat. 28°31′21′′ N., long. 80°43′49′′ W.; 

to lat. 28°25′01′′ N., long. 80°41′44′′ W.; 

to lat. 28°25′01′′ N., long. 80°37′59′′ W.; 

to lat. 28°24′31′′ N., long. 80°29′52′′ W.; 

thence 3 NM from and parallel to the 

shoreline; to lat. 28°19′01′′ N., long. 

80°33′00′′ W.; to lat. 28°19′01′′ N., long. 

80°46′29′′ W.; to the point of beginning. 

Issued in Washington, DC, on February 19, 

2015. 

Gary A. Norek, 

Manager, Airspace Policy and Regulations 

Group. 

[FR Doc. 2015–04290 Filed 2–27–15; 8:45 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF TRANSPORTATION 

Federal Aviation Administration 

14 CFR Parts 91, 121, 125, and 135 

[Docket No. FAA–2015–0289] 

Policy Regarding Datalink 

Communications Recording 

Requirements 

AGENCY: Federal Aviation 

Administration (FAA), Department of 

Transportation (DOT). 

ACTION: Policy update and clarification; 

request for comments. 

SUMMARY: This policy statement updates 

and clarifies how the FAA determines 

when datalink communications must be 

recorded as a function of the cockpit 

voice recorder operational regulations. 

This policy update eliminates unneeded 

limitations in current policy, and 

restates the FAA’s intent that the 

requirement function as a performancebased regulation. 

DATES: Effective March 2, 2015. 

Comments must be received by June 1, 

2015. 

ADDRESSES: Send comments identified 

by docket number FAA–2015–0289 

using any of the following methods: 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov and follow 

the online instructions for sending your 

comments electronically. 

• Mail: Send comments to Docket 

Operations, M–30; U.S. Department of 

Transportation (DOT), 1200 New Jersey 

Avenue SE., Room W12–140, West 

Building Ground Floor, Washington, DC 

20590–0001. 

• Hand Delivery or Courier: Take 

comments to Docket Operations in 

Room W12–140 of the West Building 

Ground Floor at 1200 New Jersey 

Avenue SE., Washington, DC, between 9 

a.m. and 5 p.m., Monday through 

Friday, except Federal holidays. 

• Fax: Fax comments to Docket 

Operations at (202) 493–2251. 

Privacy: In accordance with 5 U.S.C. 

553(c), DOT solicits comments from the 

public to better inform its rulemaking 

process. DOT posts these comments, 

without edit, including any personal 

information the commenter provides, to 

www.regulations.gov, as described in 

the system of records notice (DOT/ALL– 

14 FDMS), which can be reviewed at 

www.dot.gov/privacy. 

Docket: Background documents or 

comments received may be read at 

http://www.regulations.gov at any time. 

Follow the online instructions for 

accessing the docket or Docket 

Operations in Room W12–140 of the 

West Building Ground Floor at 1200 

New Jersey Avenue SE., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

FOR FURTHER INFORMATION CONTACT: For 

technical questions concerning this 

action contact Tim Shaver, Flight 

Standards Service, Aircraft Maintenance 

Division—Avionics Maintenance 

Branch, AFS–360, Federal Aviation 

Administration, 800 Independence 

Avenue SW., Washington, DC 20591; 

telephone: (202) 267–1675, Fax: (202) 

267–1813, email: tim.shaver@faa.gov. 

For legal questions concerning this 

action contact Karen Petronis, Senior 

Attorney, Regulations Division, AGC– 

200, Office of the Chief Counsel, Federal 

Aviation Administration, 800 

Independence Avenue SW., 

Washington, DC 20591; telephone: (202) 

267–8018, email: Karen.Petronis@

faa.gov. 

SUPPLEMENTARY INFORMATION: 

Background 

In 2008, the FAA promulgated several 

amendments to the flight recorder 

regulations of Title 14 of the Code of 

Federal Regulations (73 FR 12542, 

March 7, 2008; Docket No. FAA–2005– 

20245). Those regulations amended the 

requirements for cockpit voice recorders 

(CVR) and digital flight data recorders 

(DFDR) and affected certain air carriers, 

operators, and aircraft manufacturers. In 

amending the regulations, the FAA 


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Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Rules and Regulations 11109 

increased the duration of certain CVR 

recordings; increased the data recording 

rate for certain DFDR parameters; 

required the physical separation of the 

DFDR and CVR; required improved 

reliability of the power supplies to both 

the CVR and DFDR; and required that 

datalink communications to or from an 

aircraft be recorded if datalink 

communication (DLC) equipment is 

installed. The changes were based on 

recommendations issued by the 

National Transportation Safety Board 

(NTSB) following its investigations of 

several accidents and incidents, and 

included other revisions the FAA 

determined necessary. These changes to 

CVR and DFDR systems were intended 

to improve the quality and quantity of 

information recorded and retained for 

accident and incident investigations. 

When the rule was promulgated, the 

FAA recognized that emergent DLC 

technology was changing the equipment 

and means used by pilots to 

communicate. While the 2008 

regulations did not mandate the 

installation of datalink communication 

equipment, the FAA recognized the 

value of the data communications on 

the aircraft equipped with DLC, and the 

need for communicated data to be 

recorded. 

In the preamble to the 2008 final rule, 

the FAA discussed a range of comments 

received about datalink 

communications, including 

compatibility with international 

standards, compliance time, recording 

capacities, and the application of the 

requirement to existing datalink 

capabilities. Many of the FAA’s 

responses to those comments indicated 

that the requirement to record would 

depend on the dates of certification, 

whether the certification was at 

manufacture or was a retrofit, the extent 

of equipment installation and 

functionality, the scope of the message 

set and changes made to it. In retaining 

the installation of DLC as optional, but 

making recording mandatory at 

installation, the FAA expected that the 

expansion of datalink technology and its 

increasing value to operators would 

result in routine recordation of the 

communications. 

Since 2010, implementation of the 

Controller Pilot Data Link 

Communications (CPDLC) recording 

requirement has become more complex 

than anticipated. The FAA has been 

presented with a greater number of 

discrete aircraft equipment installations 

than expected when the rule was 

promulgated. As such, individual 

decisions on whether the recording rule 

applied have become difficult to make 

consistently within the scope of our 

original guidance. At issue are aircraft 

that were manufactured before the 

effective date of the rule (December 6, 

2010) that require widely varying levels 

of additional CPDLC equipment or 

software to be fully functional. 

Regulatory Basis 

The regulation requires recordation of 

the data on the CVR, and was added to 

the CVR sections of various operating 

rules in 14 CFR. These regulations were 

linked to the certification regulations for 

the particular aircraft, which refer to an 

approved data message set that must be 

recorded from the communications unit 

that translates the signal into data 

usable by the flight crew (in most cases 

the flight management system). Rather 

than define a specific message set, the 

FAA intended that the requirement be 

performance based to account for the 

differing needs and equipage of 

operators and the evolution of data 

capabilities. 

There are two guidance documents 

that apply to datalink communications. 

First, Advisory Circular, AC 20–160— 

Onboard Recording of Controller Pilot 

Data Link Communication (CPDLC) in 

Crash Survivable Memory, identifies 

CPDLC messages that may be approved 

for inclusion in an approved message 

set. We regularly review this document 

as new DLC systems and capabilities are 

developed, the need for specific 

information changes, and coordination 

with other international regulating 

entities occurs. 

The second guidance document is an 

FAA information bulletin, InFO 10016, 

released August 16, 2010, which was 

intended to present in more detail the 

circumstances that make the recordation 

requirement applicable to a specific 

aircraft. When applied to individual 

aircraft, however, the guidance 

documents raised unanticipated 

questions regarding when the 

requirement would apply, including the 

effect of equipment changes, and 

whether the timing of certain changes 

could alter the applicability of the 

recording requirement. 

For example, while the FAA 

recognized that there were aircraft with 

DLC system design approvals 

established before the effective date of 

the rule, the question arose whether 

simple activation of the same system 

(such as by a software modification) 

would make recording mandatory. Since 

the system designs were approved prior 

to the rule, they would not have 

included DLC recording as part of the 

initial certification requirements, either 

for the system or the message set. The 

InFO included guidance on upgrading 

existing aircraft with DLC recording 

capability, which included a decision 

process requiring consideration of 

multiple factors, such as the date of 

manufacture of the aircraft, whether 

installation of both a CVR and a flight 

data recorder were required, the date of 

installation of any datalink equipment 

on the aircraft, whether the datalink 

equipment had an approved message 

set, whether a supplemental type 

certificate was required to install or 

activate the datalink equipment, and 

whether a software change alone was 

sufficient to make the data link 

recording requirement applicable to a 

particular aircraft. 

Current Operating Environment 

Since the 2008 rules were 

promulgated, domestic CPDLC has 

expanded and evolved, and is poised to 

become a significant means to enhance 

safety, efficiency and capacity in the 

domestic national airspace system 

(NAS). The FAA is now actively 

promoting the use of this technology, 

and has invested in the Data 

Communications Program (Data Comm) 

to provide more robust DLC services 

between pilots and air traffic 

controllers. Data Comm will provide a 

data link between the ground and flight 

deck avionics for safety-of-flight air 

traffic control clearances, instructions, 

traffic flow management messages, flight 

crew requests, and reports. Data Comm 

has also become a core component of 

NextGen, as Data Comm provides 

needed enhancements for 

communication infrastructure. Data 

Comm is expected to reduce the impact 

of ground delays that result from airport 

reconfigurations, weather, and 

congestion; reduce communication 

errors; improve controller and pilot 

efficiency through automated 

information exchange; enable broader 

use of NextGen services (e.g., enhanced 

re-routes, trajectory operations); and 

increase controller productivity, leading 

to increased NAS capacity. 

The FAA is developing data 

communications capability in two 

phases. Segment 1 Phase 1 (S1P1) will 

deploy the CPDLC departure clearance 

capability in the tower domain. Segment 

1 Phase 2 (S1P2) will deliver data 

communications services to the en route 

domain (such as airborne reroutes, 

transfer of communications/initial 

check-in, and direct-to-fix routing). A 

second segment enhancing these 

services is also planned. Collectively, 

these services will contribute to a 

reduction in flight delays, reduced 

environmental impacts, and more 

efficient routes for aircraft resulting in 

increased operational efficiency, added 

flexibility, and enhanced safety. In order 


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11110 Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Rules and Regulations 

to realize the benefits of Data Comm in 

the NAS domestically, additional 

aircraft beyond those that currently 

support Data Comm in the Oceanic 

airspace are needed. 

As part of the equipage initiative to 

support Data Comm, operators seeking 

to incorporate DLC equipment through 

the FAA-sponsored Data Comm program 

have reported that current 

interpretations of the rule and the 

guidance materials have resulted in an 

inconsistent determination of when DLC 

recordation is required on individual 

aircraft. The resulting uncertainty has 

delayed the installation of DLC 

equipment, with operators reporting 

significant costs to modify aircraft to 

record this data if the aircraft is not 

already equipped with the necessary 

wiring and upgraded information 

management systems. The difficulties 

and inconsistencies in application of the 

recordation criteria are reducing 

industry participation in the Data Comm 

program. As part of the NexGen 

Implementation Working Group (NIWG) 

activities in 2014, industry 

representatives noted that their 

declining participation in the Data 

Comm program was the result of the 

additional cost of the recording 

equipment, further delaying the goal of 

the fleet size needed to make the system 

effective. 

In 2014, the NIWG recommended that 

the Performance-based Operations 

Rulemaking Committee (PARC) develop 

a recommendation on the recording rule 

and present it to the FAA. The PARC is 

an FAA-sponsored rulemaking 

committee that has both the FAA and 

aviation community at large among its 

members, and which makes 

recommendations to FAA management 

on the issues it addresses. Since 2005, 

the PARC has maintained a 

Communications Working Group (CWG) 

to address the implementation of 

aeronautical communications systems. 

In 2012, the PARC CWG began a review 

of airborne datalink recording 

capabilities. 

The interplay of the recording 

regulation and the implementation of 

NextGen were confirmed by the findings 

of the PARC in its report it submitted to 

the FAA in October 2014. The FAA met 

with the PARC CWG and the Data 

Comm program participants and came 

to the conclusions already discussed— 

that determining whether datalink 

recording is required on individual 

aircraft manufactured before the 

effective date of the rule is difficult, 

resulting in confused and inconsistent 

decision making; and that the Datalink 

Recording (DLR) equipage policy 

defined in the current InFO 10016 

leaves questions as to whether certain 

equipment changes and revisions to 

DLC systems and certification 

documentation caused the recordation 

requirement to apply. 

Cost of Modification 

Since datalink recording itself was 

still optional under the 2008 regulation, 

and the use of datalink communication 

was still limited, neither the recording 

requirement nor the guidance focused 

on the cost of the installing recording 

equipment or on the safety benefits of 

DLC use. The optional installation and 

varied use on in-service aircraft left the 

FAA unable to estimate whether, when, 

or how many existing aircraft would 

install DLC systems with CPDLC 

functionality. The FAA anticipated that 

the economic benefits of DLC to an 

operator would be the determining 

factor in a decision whether to install it 

at all. With the recent input of the 

NIWG and the PARC, the economic 

impact of installing a required DLC 

recording system is becoming better 

understood. Cost data have been 

collected from the airline partners that 

are participating in the Data Comm 

program and the PARC. The reported 

cost for installing the recording 

functions is $135,000 per aircraft. The 

costs associated with equipping an 

aircraft manufactured before 2010 with 

datalink recording were approximated 

as follows: 

• CVR Hardware—$18,000 

• CVR Control Panel—$7,000 

• Non-Recurring Engineering (CVR)— 

$10,000 

• New Communications Management 

Unit (CMU) (recording capable)— 

$35,000 

• New CMU software that enables 

datalink recording—$10,000 

• Non-recurring Engineering (CMU)— 

$10,000 

• Installation Kits (CVR/CMU 

combined)—$10,000 

• Installation Labor—$15,000 

• Aircraft out of service costs (wiring 

run and access required)—$20,000 

Datalink Communication Safety 

Benefits 

While the efficiency benefits of 

CPDLC had been projected and 

quantified in several studies that were 

available at the time of the rulemaking, 

the safety benefits had not been the 

subject of similar study. In 2012, the 

FAA began a preliminary analysis on 

the potential safety benefits arising from 

the implementation of two systems, the 

Future Air Navigation System (FANS 

1/A) CPDLC and Automatic Dependent 

Surveillance—Contract (ADS–C), and 

presented the results to the North 

Atlantic Safety Analysis Reduced 

Separation Implementation Group (NAT 

SARSIG) in 2012. As the summary of 

discussions and conclusions of the 

meeting states, ‘‘These preliminary 

results indicated a significant potential 

for enhancing safety in the International 

Civil Aviation Organization North 

Atlantic Region (ICAO NAT) Region, 

particularly in the vertical dimension.’’ 

(See Appendix L to the Summary of 

Discussions of the NAT SARSIG 

Sixteenth Meeting, October 2012, 

included in the docket for this notice). 

The NAT SARSIG indicated that 

projected safety benefits include 

improved conformance monitoring and 

intervention capability through early 

detection and resolution of errors via 

integrated FANS 1/A CPDLC and 

ADS–C; a reduction in errors associated 

with manual pilot data entry of 

clearances resulting from the ability to 

load data link clearances directly into 

the Flight Management System (FMS); 

and a reduction in the duration of loss 

of communication between aircraft and 

air traffic control (ATC) when 

transferring ATC contact by using a 

reviewable message. 

The ability to send reviewable 

messages is expected to significantly 

reduce several communications errors, 

such as read-back and hear-back errors, 

lack of read-back and hear-back, and 

audio interruptions. These types of 

communications errors impact ATC 

operations. As an example, failure to 

comply with an assigned altitude may 

result from not hearing the 

communication, hearing it incorrectly, 

or ATC not hearing a reply. 

In its report, the PARC recommended 

first that the FAA clarify its guidance 

material to indicate that the recordation 

requirement does not apply to certain 

cases of datalink retrofit including those 

aircraft (1) that have an existing certified 

datalink capability; (2) that can activate 

a datalink capability that was certified 

before the effective date of the rule; and 

(3) that modify installation 

modifications to certified data link 

capability that do not change the FANS 

1/A or ATN B1 interoperability. The 

PARC also recommended that the FAA 

go further and revise the regulations to 

exclude any aircraft manufactured 

before the effective date of the rule from 

the requirement to record datalink 

communications messages, regardless of 

the date of installation of the DLC 

equipment. Finally, the PARC 

recommended that the FAA work with 

the European Aviation Safety Agency 

and ICAO to continue harmonizing data 

link recording rules, their applicability, 

and timelines. 


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Federal Register / Vol. 80, No. 40 / Monday, March 2, 2015 / Rules and Regulations 11111 

FAA Analysis 

The FAA has reviewed the PARC 

report and discussed the issue with 

various aviation organizations. Based on 

the data and recommendations received, 

the FAA concluded that a significant 

need for clarification and revision of 

current policy exits. The agency and the 

industry have made significant 

investment in data communications. 

These systems are expected to reduce 

communication errors and improve 

safety in the NAS as they enhance NAS 

efficiency and capacity. 

The FAA better understands the cost 

of installing DLR systems on aircraft 

that were designed and manufactured 

before the regulation was promulgated 

and no provisions for DLC recording 

were available. Most aircraft produced 

after the effective date of the rule have 

the base mechanisms for DLC already 

installed at manufacture, which 

significantly decreases the cost and 

impact of incorporating a recording 

component. Accordingly, the policy 

changes announced in this document 

are applicable to aircraft that were 

manufactured before December 6, 2010 

(or April 6, 2012, if complying with part 

91). 

The FAA agrees that the complexity 

of the current guidance has resulted in 

inconsistent application of the rule. The 

recording regulation was not intended 

to discourage the installation of datalink 

capability, and its applicability should 

not depend on the subjective 

interpretation of factors as minor as the 

day a previously installed system was 

turned on or the scope of changes to a 

previously approved DLC system. In 

order to maximize the safety and 

efficiency benefits of DLC use in the 

NAS, the FAA is simplifying its 

guidance regarding the applicability of 

the recording requirement for aircraft 

that were manufactured before the 

effective date of the rule. 

The target aircraft for this policy 

change represent approximately 30% of 

the current U.S. fleet operating under 

parts 121 and 135, as reported by the 

PARC. These 2,116 aircraft were 

manufactured prior to 2010 and had a 

certified DLC system that was available 

before the recordation rule became 

effective. This number will gradually 

decrease as these older aircraft are 

retired and replaced. Since DLC 

recordation was not required when 

these aircraft were manufactured, none 

of the messages associated with those 

certified systems were identified, 

making application of the regulation 

difficult and inconsistent. The FAA 

forecasts that by 2020, 34% of the U.S. 

fleet (approximately 2,200) will consist 

of aircraft manufactured after 2010 that 

have DLC recording capability. 

Comments Requested 

While this policy update is effective 

on publication, the FAA seeks comment 

from interested persons regarding the 

application of the policy to affected 

operators. We are particularly interested 

in comments identifying the make/

model/series of aircraft that had a 

certified DLC design approval prior to 

the effective date of the rule, and any 

information regarding the economic 

impacts of the prior and revised polices, 

and descriptions of circumstances for 

which application of the regulation 

remains unclear following this policy 

update. 

Updated Policy 

Datalink recording requirements are 

found in the operating regulations of 

Title 14 of the Code of Federal 

Regulations (14 CFR), specifically in 

§ 91.609, effective April 6, 2012; and in 

§§ 121.359, 125.227 and 135.151, 

effective December 6, 2010. These 

regulations each require that the subject 

airplanes or rotorcraft that install 

datalink communication equipment on 

or after [the effective date of the rule], 

must record all datalink messages as 

required by the certification rule 

applicable to the aircraft. 

This policy statement clarifies how 

the FAA defines the phrase ‘‘install 

datalink communication equipment’’ for 

purposes of the recordation 

requirement. Clarification of this policy 

and FAA guidance material is intended 

to assist FAA personnel and aircraft 

operators in determining when datalink 

recording is required. 

Definition of Datalink Communication 

Equipment 

The term ‘‘datalink communication 

equipment’’ as used in these 

regulations, means all of the 

components installed on the aircraft that 

are necessary to complete data 

communications. The equipment may 

vary for individual aircraft, but could 

include the Flight Management 

Computer; Communications 

Management Unit (CMU), or equipment 

with an equivalent function that hosts 

an approved message set (e.g., CPDLC 

application), the datalink router (e.g., 

hosted in the CMU) that routes the 

messages to the radios, any radios (e.g., 

VHF, HF Datalink, Satcom) that are used 

to transmit the messages using an 

approved message set, and any antennas 

associated with these radios. 

Applicability 

In applying this regulation, aircraft 

are divided into two groups: Those 

manufactured on or after the effective 

date of the rule, and those manufactured 

before that date. 

Those airplanes or rotorcraft 

manufactured on or after the effective 

date, must record all datalink 

communications when both of the 

following conditions are met: 

• The aircraft is required to have both 

a cockpit voice recorder and a flight 

data recorder; and 

• The aircraft has datalink equipment 

installed that uses an approved message 

set (see FAA Advisory Circular 20–160). 

Those airplanes or rotorcraft 

manufactured before the effective date 

of the rule must record all datalink 

communications when both of the 

following conditions are met: 

• The aircraft is required to have both 

a cockpit voice recorder and a flight 

data recorder; and 

• The MAKE/MODEL/SERIES of the 

aircraft did not have any certified DLC 

equipment installation design approval 

(providing one or more of the messages 

identified in AC 20–160) prior to the 

effective date of the rule. 

The FAA InFO 10016 dated August 

16, 2010 is cancelled. A revised InFO 

reflecting the policy changes noted here 

is under development and will be 

posted on the FAA Web site when 

completed. 

Issued in Washington, DC, on February 23, 

2015. 

John S. Duncan, 

Director, Flight Standards Service. 

[FR Doc. 2015–04158 Filed 2–25–15; 11:15 am] 

BILLING CODE 4910–13–P 

DEPARTMENT OF COMMERCE 

National Oceanic and Atmospheric 

Administration 

15 CFR Part 922 

[Docket No. 140903747–4747–01] 

RIN 0648–BE48 

Olympic Coast National Marine 

Sanctuary Regulations; Correction 

AGENCY: Office of National Marine 

Sanctuaries (ONMS), National Ocean 

Service (NOS), National Oceanic and 

Atmospheric Administration (NOAA), 

Department of Commerce (DOC). 

ACTION: Correcting amendment. 

SUMMARY: The National Oceanic and 

Atmospheric Administration (NOAA) is 

reinstating missing paragraphs of the 


wreier-aviles on DSK5TPTVN1PROD with RULES