^!Er>\RTMENTOF 

•'NSPORTATION 

bf OPERATIONS 

Con todogusto <^--'L:C- ! P 3= 3 U 

HpraTFATJON 

^^vianca 

Bogota, November 23, 2010 

A301000000-695 

To 

Docket Operation, 

U.S Department of Transportation 

West Building Ground Floor. Room W12-140. 1200 New Jersey Avenue. SE. 

Washington. DC 20590. USA 

SUBJECT: Exemption request for a portion of the Federal Aviation 

Regulation Appendix M to Part 121—Airplane Flight Recorder 

for Airbus A319/A320 Fleet operated by Avianca Airlines. 

REF:FAR rules amendments 25-124, 121-338 Issued on March, 7 

2008 - Revisions to Cockpit Voice Recorder (CVR) and Digital 

Flight Data Recorder Regulations (DFDR), final Rule. 

Aerovias del Continente Americano, Avianca Airlines, a FAR 129 Operator 

hereby requests an exemption to Appendix M to Part 121—Airplane Flight 

Recorder Specifications item 18 : "For all aircraft manufactured on or after 

December 6, 2010, the seconds per sampling interval is 0.125. Each input must 

be recorded at this rate. Alternately sampling inputs (interleaving) to meet this 

sampling interval is prohibited". See attached document, Appendix M to Part 

121-Airplane Recording Specifications. 

The regulation is applicable to all aircraft operated under FAA operational 

regulation (N-registered A/C or under Airworthiness Authorities following FAA 

operational rules), through FAA Part 121, or 129. Avianca is planning to receive 

its 19'" Airbus A320-214 aircraft MSN 4567 delivery on mid January, 2011. 

However, according to the information we have received from Airbus, there 

have been some problems with the certification of Sagem FDIMU, which will 

prevent this airplane to comply with the requirements of this regulation. 

Therefore, Avianca requests an temporary exemption to this rule until the 

airplane can be retrofitted with approved modifications which will be not later 

than June 2011, in accordance with the information provided by the OEM 

(Airbus and Sagem). Please see Attached, Document Airbus Letter and Sagem 

E-Mail informing the status of the certification process of that equipment. 
This exemption would not jeopardize airplane safety because the current 

equipment is still compliant with the FDR mandatory recording parameters as 

requiredby FAR 121.344 

This exemption is in interest of the United States public because it will allow the 

airline to improve the current sen/ice standard due the incorporation of these 

newly manufactured airplanes that carry U.S tourist, U.S. business people and 

U.S manufactured goods. 

Any disruption of the services performed by Avianca Airlines would undoubtedly 

have an adverse effect on the U.S interests in Colombia. 

If you have questions or it is necessary that we provide further information, 

please contact us. 

Sincerely, 

-uis Alberto Valencia 

Avianca Quality Director 

Lvalencia@avianca.com 

Phone: (57-1) 413 9873 

Fax: (57-1) 413 8340 

CC: Mr. Allan McHenry. 

Principal Avionics Inspector Avianca 

Federal Aviation Administration. 

Miami International Field Office 

Mr. Larry Campbell 

Principal Maintenance inspector Avianca 

Federal Aviation Administration. 

Miami International Field Office 
AIRBUS 

FHOM 

Eduardo HURTADO 

DATS 

November 26, 2010 

PHONE 

+33(0)5 67 19 00 33 

FAX 

+33(0)5 61 93 43 16 

E-MAIL 

Eduardo.Hurtado@airbus.com 

OUR REFERENCE 

SA03CT1006363 

YOUR REFERENCE 

Mr Luis Alberto VALENCIA 

AVIANCA QUALITY DIRECTOR 

AVIANCA 

Avenida El dorado #106-74 

Hangar 2 Rise 2 

Bogota 

Colombia 

SUBJECT : FAR Amendments 25-124/121-338: Compliance status update on new 

FAA Recording Regulations for AVIANCA upcoming A320 familv and A330 production 

aircrafts. 

Dear Mr. Valencia, 

We w/ould like to give you an update on the compliance status on the new FAA regulation, 

FAR Amendments 25-124, 121-338 on both your Single Aisle and Long Range existing 

definitions: 

A320 familv 

In order to comply in its entirety with the new regulation, Airbus has defined the below solutions on 

A320 family: 

Separate containers / Dual Combination 

Reliable power bus / No Single Electrical Failure should disable both 

1)CVR/DFDR 

2) CVR/DFDR 

recorders 

3) CVR 10 minutes Independent Power Supply 

4) Data-link Recording: FAA requests ATC data-link communications shall be recorded if 

ATC data-link communication equipment is installed on the A/C (FANS) 

5) Increased DFDR Recording Rates to 8 samples per seconds for Flight Controls. 

Your current A320 aircraft specification already incorporates the solutions 1) thru 3). Solution 4) 

does not apply in your case as it is limited to ATC data-link (FANS) equipped A/Cs (FANS A/B is 

optional on A320 family and it is not part of Avianca A320 aircraft specification). 

On the other hand, I am afraid that we will not be able to comply with the requirements associated to 

the the 5th (5) solution due to a delay on the certification schedule of the new FDIMU sw capable of 

1,024 w/s from SAGEM. In fact, we have just been acquitted that it will be now delayed by three (3) 

months (from October 2010 to January 2011) and consequently it will no longer be possible to install 

it in the upcoming production Avianca A320 deliveries MSNs 4547, and 4567 (to be delivered from 

our production facilities in December 2010, and January 2011 respectively) as initially targeted so as 

to meet compliance with the new FAA recording rule regulation in its sub-requirement about the 

increased DFDR recording rates which becomes effective on December 6th, 2010. 

Based on this revised certification schedule, the first AVIANCA production A320 aircraft to be fully 

compliant with the aforementioned regulation will be MSN 4599, which will be delivered in February 

2011. 

AIRBUS, ANEADS COMPAMY AIKBUS S.AS. 

SOCIETE PAR ACTIONS SIUPUFIEE 

AU CAPITAL DE 2.704.37S EUROS 

PCS. TOULOUSE C 383 474 814 

I. POND POINT MAURICE BELLONTE 

3f 707 BLASNAC CEDEX 

FRANCE 

PHONE +33 (0)5 6( 93 33 33 
AIRBUS 

As soon as we successfully manage to certify the new SAGEM FDIMU, we will launch the associated 

Service Bulletins so as to upgrade your aircrafts to the latest FDIMU sw (software upgrade only), and 

in addition for the activation of 8 samples per seconds for Flight Controls capability on the FDR. It is 

important to remark at this time that the two mentioned partially non-compliance aircrafts will already 

include in their definitions the latest FDR, and FCDC standards so as to comply with this regulation. 

Availability of the SB would be by June 2011 subject to the successful production certification. 

A330 aircraft 

Similarly, in order to comply in its entirety with the new regulation, Airbus has defined the below 

solutions on A330 aircraft: 

1) CVR/DFDR - Separate containers / Dual Combination 

2) CVR/DFDR - Reliable power bus / No Single Electrical Failure should disable both 

recorders 

3) CVR 10 minutes Independent Power Supply 

4) Data-link Recording: FAA requests ATC data-link communications shall be recorded if 

ATC data-link communication equipment is installed on the A/C (FANS) 

5) Increased DFDR Recording Rates to 8 samples per seconds for Flight Controls. 

Your current A330 configuration already includes the solutions 1) thru 3). For solution 5) we are still 

in good track to target MSN 1208 (next production A330 Avianca delivery - March 2011): on this 

aircraft we are already including the new FDIMU, and FDR both capable of 1,024 w/s recording, and 

the sole outstanding modification to be confirmed is for the new FCDC L21 standard (this shall be 

confirmed by the 3 of December latest). Once confirmed, all your upcoming A330 aircrafts would 

comply with the requirements associated to 5). 

The major area in which we are facing certification delays is for the modifications needed so as to 

comply with the requirements of the CVR solution 4), as in this case your A330 aircraft, compared to 

the SAs, would be obliged to comply with section 4 of this rulemaking as it uses Data Link - FANS 

A+over ACARS. 

The non-compliance areas are: 

4.1. New SSCVR installation (step 2): 

The CVR from Honeywell is targeted to be certified in first quarter of 2011. 

4.2 New ATSU standard (hardware & software) 

The new ATSU hardware and software is schedule for certification planned by 4Q2011. 

4.3 Activation of the data-link function by pin programming on ATSU. 

This will be proposed certified as soon as all the related computers standard (ATSU, SSCVR, 

SDAC, FWC) are available. 

Based on the above, we see strong indications that all your upcoming A330 deliveries will comply 

with sections 1), 2), 3), and 5) (this later to be confirmed at the end of next week), whereas I am 

afraid you would need to seek a waiver for exemption for the FDR requirement for procution aircrafts 

1208, 1224 (May 2011 delivery), and potentially MSN 1279 (January 2012 delivery) in case the new 

CVR from Honeywell is not certified on time. 

The availability of the SBs to cover sections 4.1 thru 4.3 would be by early second quarter 2012. 

Rest assured that we are making best efforts to improve the lead-times for certification, and that we 

will keep you updated on the progress made. 

AIRBUS, ANEADS COMPANY AIRBUS SAS. 1. ROND POINT MAURICE BELLONTE 

SOCIETE PAR ACTIONS SIMPLIFIEE 3)707 BLAONAC CEDEX 

AU CAPITAL DE 2.704.375 EUROS FRANCE 

R.CS. TOULOUSE C 383 47< 814 PHONE tSJ (0)5 81 93 33 33 
AIRBUS 

In light of the above mentioned situation, Airbus recommends Avianca to contact at your earliest 

opportunity your local airworthiness authorities to inform them about the upcoming non-compliance 

situation, and if possible seek a waiver for exemption for the non-compliance sub-parts. 

Do not hesitate to contact me for additional information. 

Yours Sincerely, 

E. HURTADO 

Customisation Director 

Customer Affairs 

Copy: (without end.) 

Avianca- Mr David ARANA 

Avianca - Mr Ricardo FLOREZ 

Avianca - Mr Jaiver QUINTANA 

Airbus - Mr David Melot 

Airbus - Mr Thomas Fixy 

Airbus - Mr Alexandre Van-Schor 

Airbus - Mrs Regine Sobotka 

Airbus - Mr Remain Legast 

Airbus - Mr Juan Jose Menossi 

Airbus - Mr Peter Anders 

AIRBUS, AN EADS COMPANY AIRBUS S.AS. 1, ROND POINT MAURICE BELLONTE 

SOCIETE PAR ACTIONS SIMPLIFIEE 31707 BLAGNAC CEDEX 

AU CAPITAL DE 2704.375 EUROS FRANCE 

RC.S. TOULOUSE C 383 <74 814 PHONE +33 (0)S 6( 93 33 33 
I 
e-CFR Data is current as of November 19, 2010 

Title 14: Aeronautics and Space 

PART 121-OPERATING REOlilREMENTS: DOMESTIC. FLAG AND SUPPLEMENTAL OPERATIONS 

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Appendix M to Part 121—Airplane Fliglit Recorder Specifications 

The recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic conditions. Dynamic condition means the 

parameter is experiencing change at the maximum rate attainable, including the maximum rate of reversal. All data recorded must be correlated in time to within 

one second 

Parameters 

1. Time or relative times 

counts.' 

2. Pressure Altitude 

3. Indicated airspeed or 

Calibrated airspeed 

4. Heading (Primary flight 

crew reference) 

5. Normal acceleration 

(vertical)^ 

Range 

24 Hrs, 0 to 

4095 

-1000 ft to 

max 

certificated 

altitude of 

aircraft. 

+5000 ft 

50 KIAS or 

minimum 

value to 

Max Vsoto 

1.2 V.D 

0-360° and 

Discrete 

"true" or 

"mag" 

-3g to +6g 

Accuracy 

(sensor 

input) 

±0.125% per 

hour 

±100 to ±700 

ft (see table, 

ISO CI24a 

or ISO C5la) 

±5% and 

±3% 

±2° 

±1% of max 

range 

excluding 

datum error 

Seconds per 

sampling 

interval 

4 

1 

1 

1 

0.125 

Resolution 

1 sec 

5'to 35' 

Ikt 

0.5° 

0.004g 

Remarks 

UTC time 

preferred when 

available. Count 

increments each 4 

seconds of system 

operation. 

Data should be 

obtained from the 

air data computer 

when practicable. 

Data should be 

obtained from the 

air data computer 

when practicable. 

When true or 

magnetic heading 

can be selected as 

the primary 

heading reference, 

a discrete 

indicating 

selection must be 

recorded. 
6. Pitch Attitude 

7. Roll attitude^ 

8. Manual Radio Transmitter 

Keying or CVR/DFDR 

synchronization reference 

9. Thrust/power on each 

engine—^primary flight crew 

reference 

10. Autopilot Engagement 

11. Longitudinal 

Acceleration 

±75° 

±180° 

On-Off 

(Discrete) 

None 

Full range 

forward 

Discrete 

"on" or 

"off 

±lg 

of ±5% 

±2° 

±2° 

±2% 

±1.5% max. 

range 

excluding 

datum error 

1 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

1 or 0.5 for 

airplanes 

operated under 

§121.344(f) 

1 

1 (per engine) 

1 

0.25 

0.5° 

0.5 

0.3% of 

full range 

0.004g 

A sampling rate 

of 0.25 is 

recommended. 

A sampling rate 

of 0.5 is 

recommended. 

Preferably each 

crew member but 

one discrete 

acceptable for all 

transmission 

provided the 

CVR/FDR system 

complies with 

TSOC124aCVR 

synchronization 

requirements 

(paragraph 4.2.1 

ED-55). 

Sufficient 

parameters (e.g. 

EPR,Nlor 

Torque, NP) as 

appropriate to the 

particular engine 

being recorded to 

determine power 

in forward and 

reverse thrust, 

including 

potential 

overspeed 

condition. 
12a. Pitch control(s) position 

(nonfly-by-wire systems).'^ 

12b. Pitch control(s) position 

(fly-by-wire systems).'"^ 

13a. Lateral control 

position(s) (nonfly-bywire).'^ 

Full Range 

Full Range 

Full Range 

of ±5% 

±2° unless 

higher 

accuracy 

uniquely 

required 

±2° unless 

higher 

accuracy 

uniquely 

required 

±2° unless 

higher 

accuracy 

uniquely 

required 

0.5 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

0.5 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

0.5 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

0.5% of 

full range 

0.2% of 

full range 

0.2% of 

fiill range 

For airplanes that 

have a flight 

control 

breakaway 

capability that 

allows either pilot 

to operate the 

controls 

independently, 

record both 

control inputs. 

The control inputs 

may be sampled 

alternately once 

per second to 

produce the 

sampling interval 

of0.5or0.25,as 

applicable. 

For airplanes that 

have a flight 

control 

breakaway 

capability that 

allows either pilot 

to operate the 

controls 

independently, 

record both 

control inputs. 

The control inputs 

may be sampled 

alternately once 

per second to 

produce the 

sampling interval 

of0.5or0.25,as 

applicable. 
13b. Lateral control 

position(s) (fly-by-wire).'*'* 

14a. Yaw control position(s) 

(nonfly-by-wire).^'* 

14b. Yaw control position(s) 

(fly-by-wire).'* 

, 

15. Pitch control surface(s) 

position.^'* 

... . -

Full Range 

Full Range 

Full Range 

Full Range 

±2° unless 

higher 

accuracy 

uniquely 

required 

±2° unless 

higher 

accuracy 

uniquely 

required 

±2° unless 

higher 

accuracy 

uniquely 

required 

±2° unless 

higher 

accuracy 

uniquely 

required 

0.5 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

0.5 

0.5 

0.5 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

0.2% of 

full range. 

0.3% of 

full range 

0.2% of 

full range 

0.3% of 

full range 

For airplanes that 

have a flight 

control 

breakaway 

capability that 

allows either pilot 

to operate the 

controls 

independently, 

record both 

control inputs. 

The control inputs 

may be sampled 

alternately once 

per second to 

produce the 

sampling interval 

ofO.5. 

For airplanes 

fitted with 

multiple or split 

surfaces, a 

suitable 

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 
16. Lateral control surface(s) 

position.^'* 

17. Yaw control surface(s) 

position.*'* 

18. Lateral Acceleration 

19. Pitch Trim Surface 

Position 

Full Range 

Full Range 

±lg 

Full Range 

±2° unless 

higher 

accuracy 

uniquely 

required 

±2° unless 

higher 

accuracy 

uniquely 

required 

±1.5% max. 

range 

excluding 

datum error 

of ±5% 

±3° Unless 

Higher 

Accuracy 

Uniquely 

0.5 or 0.25 for 

airplanes 

operated under 

§121.344(f) 

0.5 

0.25 

1 

0.3% of 

full range 

0.2% of 

full range 

0.004g 

0.6% of 

full range 

sampling interval 

of0.5or0.25,as 

applicable. 

A suitable 

combination of 

surface position 

sensors is 

acceptable in lieu 

of recording each 

surface 

separately. The 

control surfaces 

may be sampled 

alternately to 

produce the 

sampling interval 

of0.5or0.25, as 

applicable. 

For airplanes with 

multiple or split 

surfaces, a 

suitable 

combination of 

surface position 

sensors is 

acceptable in lieu 

of recording each 

surface 

separately. The 

control surfaces 

may be sampled 

alternately to 

produce the 

sampling interval 

of 0.5. 
20. Trailing Edge Flap or 

Cockpit Control Selection.'" 

21. Leading Edge Flap or 

Cockpit Control Selection." 

22. Each Thrust Reverser 

Position (or equivalent for 

propeller airplane) 

23. Ground spoiler position 

or brake selection^^ 

24. Outside Air Temperature 

or Total Air Temperature.''^ 

25. 

Autopilot/Autothrottle/AFCS 

Mode and Engagement 

Status 

Full Range 

or Each 

Position 

(discrete) 

Full Range 

or Each 

Discrete 

Position 

Stowed, In 

Transit, and 

Reverse 

(Discrete) 

Full range 

or each 

position 

(discrete) 

-50 °C to 

+90 °C 

A suitable 

combination 

of discretes 

Required 

±3° or as 

Pilot's 

indicator 

±3° or as 

Pilot's 

indicator and 

sufficient to 

determine 

each discrete 

position 

±2° Unless 

higher 

accuracy 

uniquely 

required 

±2°C 

2 

2 

1 (per engine) 

1 or 0.5 for 

airplanes 

operated under 

§121.344(f) 

2 

1 

0.5% of 

full range 

0.5% of 

fiill range 

0.5% of 

ftill range 

0.3 °C 

Flap position and 

cockpit control 

may each be 

sampled at 4 

second intervals, 

to give a data 

point every 2 

seconds. 

Left and right 

sides, or flap 

position and 

cockpit control 

may each be 

sampled at 4 

second intervals, 

so as to give a 

data point every 2 

seconds. 

Turbo-jet—2 

discretes enable 

the 3 states to be 

determined. 

Turbo-prop— 

discrete. 

Discretes should 

show which 

systems are 

engaged and 

which primary 

modes are 

controlling the 

flight path and 

speed of the 

aircraft. 
26. Radio Ahitude'" 

27. Localizer Deviation, 

MLS Azimuth, or GPS 

Latitude Deviation 

28. Glideslope Deviation, 

MLS Elevation, or GPS 

Vertical Deviation 

-20 ft to 

2,500 ft 

±400 

Microamps 

or available 

sensor 

range as 

installed 

±62° 

±400 

Microamps 

or available 

sensor 

range as 

installed 

0.9 to +30° 

±2 ft or ±3% 

whichever is 

greater below 

500 ft and 

±5% above 

500 ft 

As installed 

±3% 

recommended 

As installed 

+/3-3% 

recommended 

1 

1 

1 

1 ft +5% 

above 500 

ft 

0.3% of 

full range 

0.3% of 

full range 

For 

autoland/category 

3 operations. 

Each radio 

altimeter should 

be recorded, but 

arranged so that at 

least one is 

recorded each 

second. 

For 

autoland/category 

3 operations. 

Each system 

should be 

recorded but 

arranged so that at 

least one is 

recorded each 

second. It is not 

necessary to 

record ILS and 

MLS at the same 

time, only the 

approach aid in 

use need be 

recorded. 

For 

autoland/category 

3 operations. 

Each system 

should be 

recorded but 

arranged so that at 

least one is 

recorded each 

second. It is not 

necessary to 

record ILS and 

MLS at the same 

time, only the 

approach aid in 

use need be 

recorded. 
29. Marker Beacon Passage 

30. Master Warning 

31. Air/ground sensor 

(primary airplane system 

reference nose or main gear) 

32. Angle of Attack (If 

measured directly) 

33. Hydraulic Pressure Low, 

Each System 

34. Groundspeed 

35. GPWS (ground 

proximity warning system) 

Discrete 

"on" or 

"off 

Discrete 

Discrete 

"air" or 

"ground" 

As installed 

Discrete or 

available 

sensor 

range, 

"low" or 

"normal" 

As Installed 

Discrete 

"warning" 

or"off 

As installed 

±5% 

Most 

Accurate 

Systems 

Installed 

1 

1 

1 (0.25 

recommended) 

2 or 0.5 for 

airplanes 

operated under 

§121.344(f) 

2 

1 

1 

0.3% of 

full range 

0.5% of 

fiill range 

0.2% of 

full range 

A single discrete 

is acceptable for 

all markers. 

Record the master 

warning and 

record each "red" 

warning that 

carmot be 

determined from 

other parameters 

or from the 

cockpit voice 

recorder. 

Ifleft and right 

sensors are 

available, each 

may be recorded 

at 4 or 1 second 

intervals, as 

appropriate, so as 

to give a data 

point at 2 seconds 

or 0.5 second, as 

required. 

A suitable 

combination of 

discretes unless 

recorder capacity 

is limited in 

which case a 
36. Landing Gear Position or 

Landing gear cockpit control 

selection 

37. Drift Angle.'^ 

38. Wind Speed and 

Direction 

39. Latitude and Longitude 

40. Stick shaker and pusher 

activation 

41. Windshear Detection 

42. Throttle/power Lever 1 

position.'^ 

43. Additional Engine 

Parameters 

Discrete 

As installed 

As installed 

As installed 

Discrete(s) 

"on" or 

"off 

Discrete 

"warning" 

or"off 

Full Range 

As installed 

As installed 

As installed 

As installed 

±2% 

As installed 

4 

4 

4 

4 

1 

1 

1 for each 

lever 

Each engine 

each second 

0.1° 

1 knot, and 

1.0° 

0.002°, or 

as installed 

2%offtill 

range 

2%offtill 

range 

single discrete for 

all modes is 

acceptable. 

A suitable 

combination of 

discretes should 

be recorded. 

Provided by the 

Primary 

Navigation 

System 

Reference. Where 

capacity permits 

Latitude/longitude 

resolution should 

be 0.0002°. 

A suitable 

combination of 

discretes to 

detenriine 

activation. 

For airplanes with 

non-mechanical ly 

linked cockpit 

engine controls. 

Where capacity 

permits, the 

preferred priority 

is indicated 

vibration level, 

N2, EGT, Fuel 

Flow, Fuel Cutoff lever position 

and N3, unless 

engine 

manufacturer 
44. Traffic Alert and 

Collision Avoidance System 

(TCAS) 

45. DME 1 and 2 Distance 

46. Nav 1 and 2 Selected 

Frequency 

47. Selected barometric 

setting 

48. Selected Altitude 

49. Selected speed 

50. Selected Mach 

51. Selected vertical speed 

52. Selected heading 

53. Selected flight path 

54. Selected decision height 

55. EFIS display format 

Discretes 

0-200 NM 

Full Range 

Full Range 

Full Range 

Full Range 

Full Range 

Full Range 

Full Range 

Full Range 

Full Range 

Discrete(s) 

As installed 

As installed 

As installed 

±5% 

±5% 

±5% 

±5% 

±5% 

±5% 

±5% 

±5% 

1 

4 

4 

(1 per 64 sec.) 

64 

4 

INM 

0.2% of 

full range 

100 ft 

1 knot 

.01 

lOOft/min 

1° 

1° 

1ft 

recommends 

otherwise. 

A suitable 

combination of 

discretes should 

be recorded to 

determine the 

status of— 

Combined 

Control, Vertical 

Control, Up 

Advisory, and 

Down Advisory, 

(ref ARINC 

Characteristic 735 

Attachment 6E, 

TCAS 

VERTICAL RA 

DATA OUTPUT 

WORD.) 

1 mile 

Sufficient to 

determine 

selected 

frequency 

Discretes should 

show the display 

system status 

(e.g., off, normal, 

fail, composite, 

sector, plan, nav 
56. Multi-fiinction/Engine 

Alerts Display format 

57. Thrust command.'^ 

58. Thrust target 

59. Fuel quantity in CG trim 

tank 

60. Primary Navigation 

System Reference 

61. Ice Detection 

62. Engine warning each 

engine vibration 

63. Engine warning each 

engine over temp 

64. Engine warning each 

|engine oil pressure low 

65. Engine warning each 

[engine over speed 

66. Yaw Trim Surface 

Position 

Discrete(s) 

Full Range 

Full Range 

Full Range 

Discrete 

GPS, INS, 

VOR/DME, 

MLS, Loran 

C, Omega, 

Localizer 

Glideslope 

Discrete 

"ice" or "no 

ice" 

Discrete 

Discrete 

Discrete 

Discrete 

Full Range 

±2% 

±2% 

±5% 

±3%) Unless 

Higher 

Accuracy 

4 

2 

4 

(1 per 64 sec.) 

4 

4 

1 

1 

1 

1 

2 

2% of fiill 

range 

2% of full 

range 

l%offtill 

range 

0.3% of 

full range 

aids, weather 

radar, range, 

copy. 

Discretes should 

show the display 

system status 

(e.g., off, normal, 

fail, and the 

identity of display 

pages for 

emergency 

procedures, need 

not be recorded. | 

A suitable 

combination of 

discretes to 

determine the 

Primary 

Navigation 

System reference. 
67. Roll Trim Surface 

Position 

68. Brake Pressure (left and 

right) 

69. Brake Pedal Application 

(left and right) 

70. Yaw or sideslip angle 

71. Engine bleed valve 

position 

72. De-icing or anti-icing 

system selection 

73. Computed center of 

gravity 

74. AC electrical bus status 

75. DC electrical bus status 

76 APU bleed valve position 

77. Hydraulic Pressure (each 

system) 

78. Loss of cabin pressure 

79. Computer failure (critical 

Full Range 

As installed 

Discrete or 

Analog 

"applied" or 

"off 

Full Range 

Discrete 

"open" or 

"closed" 

Discrete 

"on" or 

"off 

Full Range 

Discrete 

"power" or 

"off 

Discrete 

"power" or 

"off 

Discrete 

"open" or 

"closed" 

Full range 

Discrete 

"loss" or 

"normal" 

Discrete 

Uniquely 

Required 

±3% Unless 

Higher 

Accuracy 

Uniquely 

Required 

±5% 

±5% 

(Analog) 

±5% 

±5% 

±5% 

2 

1 

1 

1 

4 

4 

(1 per 64 sec.) 

4 

4 

4 

2 

1 

4 

0.3% of 

full range 

0.5° 

1% of fiill 

range 

100 psi 

To determine 

braking effort 

applied by pilots 

or by autobrakes. 

To determine 

braking applied 

by pilots. 

Each bus. 

Each bus. 
flight and engine control 

systems) 

80. Heads-up display (when 

an information source is 

installed) 

81. Para-visual display 

(when an information source 

is installed) 

82. Cockpit trim control 

input position—pitch 

83. Cockpit trim control 

input position—roll 

84. Cockpit trim control 

input position—yaw 

85. Trailing edge flap and 

cockpit flap control position 

"fail" or 

"normal" 

Discrete(s) 

"on" or 

"off 

Discrete(s) 

"on" or 

"off 

Full Range 

Full Range 

Full range 

Full Range 

±5% 

±5% 

±5% 

±5% 

4 

1 

1 

1 

2 

0.2% of 

full range 

0.7% of 

full range 

0.3% of 

full range 

0.5% of 

full range 

Where 

mechanical means 

for control inputs 

are not available, 

cockpit display 

trim positions 

should be 

recorded. 

Where 

mechanical means 

for control inputs 

are not available, 

cockpit display 

trim position 

should be 

recorded. 

Where 

mechanical means 

for control input 

are not available, 

cockpit display 

trim positions 

should be 

recorded. 

Trailing edge 

flaps and cockpit 

flap control 

position may each 

be sampled 

alternately at 4 

second intervals 

to provide a 

sample each 0.5 

second. 
86. Leading edge flap and 

cockpit flap control position 

87. Ground spoiler position 

and speed brake selection 

88. All cockpit flight control 

input forces (control wheel, 

control column, rudder 

pedal)'*'^ 

89. Yaw damper status 

90. Yaw damper command 

91. Standby rudder valve 

status 

Full Range 

or Discrete 

Full range 

or discrete 

Full range 

Control 

wheel ±70 

lbs 

Control 

column ±85 

lbs 

Rudder 

pedal ±165 

lbs 

Discrete 

(on/off) 

Full range 

Discrete 

±5% 

±5% 

±5% 

0.5 

As installed 

0.5 

1 

0.5 

1 

0.5 

0.5% of 

full range 

0.3% of 

full range 

0.3% of 

fiill range 

1% of full 

range 

For fly-by-wire 

flight control 

systems, where 

flight control 

surface position is 

a function of the 

displacement of 

the control input 

device only, it is 

not necessary to 

record this 

parameter. For 

airplanes that 

have a flight 

control break 

away capability 

that allows either 

pilot to operate 

the control 

independently, 

record both 

control force 

inputs. The 

control force 

inputs may be 

sampled 

alternately once 

per 2 seconds to 

produce the 

sampling interval 

ofl. 

'For A300 B2/B4 airplanes, resolution=6 seconds. 

^ 
^For A330/A340 series airplanes, resolution=0.703°. 

¥or A318/A319/A320/A321 series airplanes, resolution=0.275% (0.088''>0.064°). 

For A330/A340 series airplanes, resolution=2.20%(0.703">0.064*) 

•'ForA318/A319/A320/A321 series airplanes, resolution=0.22% (0.088°>0 080°). 

For A330/A340 series airplanes, resolution=1.76% (0.703°>0.080°). 

^For A330/A340 series airplanes, resolution = 1.18% (0.703'>0.120°). 

°For A330/A34Q series airplanes, resolution=0.783% (0.352">0.090°). 

'For A330/A340 series airplanes, aileron resolution = 0.704% {0.352">0.100''). For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703*>0.100'). 

"For A330/A340 series airplanes, resolution=0.30% {0.176°>0.12''). 

For A330/A340 series airplanes, seconds per sampling interval=1 

'For B-717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g. 

"For A330/A340 series airplanes, resolution=1.05% (0.250°>0.120°). 

"For A330/A340 series airplanes, resolution = 1.05% (0.250*>0.120°). For A300 B2/B4 series airplanes, resolution = 0.92% (0 230°>0.125"). 

"For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703'>0.100°). 

"For A330/A340 series airplanes, rBSOIution=0.5"C. 

"For Dassault F900C/F900EX airplanes. Radio altitude resolution = 1.25 ft. 

"For A330/A340 series airplanes, resolution = 0.352 degrees. 

'°For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes, resolution is 3 27% of full range for throttle lever angle (TLA): 

for reverse ttirust, reverse throttle lever angle (RLA) resolution is nonlinear over the active reverse thrust range, which is 51.54 degrees to 96.14 degrees. The 

resolved element is 2.8 degrees uniformly over the entire active reverse thrust range, or 2.9% of the full range value of 96.14 degrees. 

"For A318/A319/A320/A321 series airplanes, v»ith lAE engines, resolution = 2.58%. 

"For all aircraft manufactured on or after December 6, 2010, the seconds per sampling interval is 0.125. Each input must be recorded at this rate. Alternately 

sampling inputs (interieaving) to meet this sampling interval is prohibited. 

"For 737 model airplanes manufactured between August 19, 2000 and April 6, 2010: the seconds per sampling interval is 0.5 per control input; the remari^s 

regarding the sampling rate do not apply: a single control wheel force transducer installed on the left cable control is acceptable provided the left and right control 

wheel positions also are recorded. 

[Doc. No. 28109, 62 FR 38382, July 17, 1997: 62 FR 48135, Sept. 12,1997, as amended by Amdt. 121-271, 64 FR 46120, Aug. 24, 1999: Amdt. 121-278, 65 FR 

51745, Aug. 24, 2000: 65 FR 81733, Dec. 27, 2000; Amdt. 121-292, 67 FR 54323, Aug. 21, 2002; Amdt. 121-300, 68 FR 42936, July 18, 2003; 68 FR 50069, 

Aug. 20, 2003; 68 FR 53877, Sept. 15, 2003; 70 FR 41134, July 18, 2005; Amdt. 125-54, 73 FR 12566, Mar. 7, 2008; Amdt. 121-338, 73 FR 12566, Mar. 7, 2008; 

Amdt. 121-342, 73 FR 73179, Dec. 2, 2008; Amdt. 121-349, 75 FR 17046, Apr. 5, 2010; Amdt. 121-347, 75 FR7356, Feb. 19, 2010] 

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Page 1 of 11 

RICARDO ANDRES FLOREZ TORRES 

De: Steven Irwin [Steven.lrwin@sagemavionics.com] 

Enviado el: Lunes, 22 de Noviembre de 2010 15:08 

Para: JAIVER IVAN QUINTANA OCHOA 

CC: RICARDO ANDRES FLOREZ TORRES; Jason Johnson 

Asunto: RE: FAA NEW REGULATIONS 

Hello Mr. Quintana, 

I apologize for late response, we were working with our France office on getting updated information. I've 

answered you questions below in red: 

1. What is the difference between the old and the new FDIMU? Is it software only? Can they be considered 

interchangeable? 

The differences between the old FDIMU and the new FDIMU is with software only. The old 

FDIMU can be upgraded via dataloadable software. The hardware units are 

considered interchangeable. 

2. If the response to the first question is affirmative, Avianca would like SAGEM to provide the Service 

Bulletin and Software to upgrade these units, free of charge, as the delay is not Airbus's or Avianca's 

responsibility. 

There are 2 Service Bulletinss : 1 equipment SB for the SW retrofit itself under Sagem's 

responsability + 1 Airframer SB for the retrofit SW install on A/C under Airbus 

responsibility. Our SB at equipment level will be offered free of charge. For the A/C SB Avianca 

should confirm with Airbus for the conditions for software upgrade Service Bulletins. 

3. Which date has Sagem schedule in order to have the new FDIMU certified? 

The certification date now depends on Airbus. Flight tests are currently ongoing with Airbus and 

we have a black label hardware delivery with SW scheduled on Dec 3, 2010. Once this is 

accepted by Airbus then the SW upgrade by dataloading with be dependent upon the actual 

Airbus certification date. 

Please let me know if the above is acceptable or if you have any additional questions. 

Regards, 

Steve Irwin 

^ SAFRAN 

Sagem 

Steve Irwin 

Customer Support Manager 

Sagem Avionics, Inc. - Safran group 

Adr.: 2802 Safran Dr. - Grand Prairie, TX 75052 - USA 

11/26/2010 
Page 2 of 11 

Tel.: +1-972-314-3634 

Gel. : +1-214-228-4302 

eMail: Steven.lrwin@saaemavionics.com 

Web: www.sagemavionics.com 

Support our ^•'^'^riWingSjnJtJative arijj consider the environment before printing this email. 

The Information contained in this email, and any attachments, is intended only for the person or entity to which it is addressed 

and may contain privileged, licensed, and/or confidential materials. Any retransmission, dissemination, review or other use of, or 

taking any action in reliance upon this information by persons or entities other than the intended recipient is prohibited, without 

prior written approval of Sagem Avionics, Inc. If you receive this transmission in error, please contact the sender, destroy this 

message and delete the materials from any computer system, electronic storage, logs, archives, or other media. Information in 

this message that does not relate to the official business of Sagem Avionics, Inc., shall be understood as neither provided by nor 

endorsed by Sagem Avionics, Inc. 

From: Steven Irwin 

Sent: Friday, November 12, 2010 3:27 PM 

To: 'JQUINTANA@avianca.com' 

Cc: RICARDO ANDRES FLOREZ TORRES; Jason Johnson 

Subject: RE: FAA NEW REGULATIONS 

Hello Mr. Quintana, 

I should have some answers for you next week. 

Thank you for your patience. 

Regards, 

Steve Irwin 

^ SAFRAN 

Sagem 

Steve Irwin 

Customer Support Manager 

Sagem Avionics, Inc. - Safran group 

Adr.: 2802 Safran Dr. - Grand Prairie, TX 75052 - USA 

Tel. : +1-972-314-3634 

Cel. : +1-214-228-4302 

eMail: Steven.lnyin@sagemavionics.com 

Web: vwvw.sagemavionics.com 

Support our ^'^^nWingSjnitiative and consider the environment before printing this email. 

11/26/2010 

JB