Exem ption No. 10172A

UNITED STATES OF AMERICA

DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION WASHINGTON, DC 20591

In the matter of the petition of

CONTINENTAL AIRLINES, INC. Regulatory Docket No. FAA-2010-1173

for an exemption from § 121.344 and Part 121 Appendix M of Title 14, Code of Federal Regulations

GRANT OF EXEMPTION

By letter dated Novem ber 19, 2010 and December 15, 2010, Mr. Rodney Luetzen, Senior Director, Reliability and Quality Assurance, Continental Airlines, Inc. (Continental), 1600 Smith Street, Houston, TX 77002 petitioned the Federal Aviation Administration (FAA) on behalf of Continental for an exemption from § 121.344(f) and part 121, Appendix M, of Title 14, Code of Federal Regulations (14 CFR). This exemption, if granted, would allow Continental the continued domestic and international operations of the following Continental Airlines operated B737-824 and B737-924ER series aircraft for 18 months from December 6, 2010 without § 121.344(f) and part 121 Appendix M (footnote 18) parameter accuracy for both pitch control surface position and rudder control input force.

The petitioner requests relief from the following regulations:

Section 121.344(f) prescribes that for all turbine-engine-powered transport category airplanes manufactured after August 19, 2002, the parameters listed in paragraphs (a)(1) through (a)(88) of this section must be recorded within the ranges, accuracies, resolutions, and recording intervals specified in appendix M to this part.

Appendix M, footnote 18 prescribes that for a ll 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.

AFS-11-059-E2

This footnote is applicable to parameters 12a, 12b, 13a, 13b, 14a, 14b, 15, 16 17, and 88. The petitioner specifically requests relief for parameter 15, pitch control surface(s) position, left elevator position and parameter 88, rudder control input force(s).

The petitioner supports its request with the following information:

The petitioner states that a Boeing 737 NG ai rplane elevator indication anomaly was discovered during ground operations which consequently led to the discovery of a Flight Data Recorder System (FDRS) anomaly. Further investigation uncovered an identical anomaly associated with the recording of the rudder control input force.

On October 19, 2010, a problem was detected on a Boeing production 737 NG airplane. The display of the left elevator position on the center lower display of the Common Display System (CDS) was lagging when compared to the right elevator position on the same display. The CDS retrieves surface position data from the digital flight data acquisition unit (DFDAU) for flight crew display. The petitioner notes that the display of elevator position is not required to meet certification regulations and only supports an optional ground maintenance operation to aid in airplane dispatch. The display of the elevator positions (along with other primary flight control positions) on the CDS is a customer option. The petitioner’s aircraft are not equipped with this option. When the elevat or indication problem was reported, the Flight Data Recorder (FDR) was downloaded and the data was analyzed to determine if the problem seen on the CDS was also present in the FDR elevator position data. This analysis also detected an identical problem with the rudder control input force recording. The FDR data analysis showed that, at times, 1 of the 8 samples of left elevator position data, in a given second, could be stale (repeating a previous sample) and is visible if there is a rapid movement of the elevator position or rudder c ontrols. The anomalous left elevator position data is usually present in each parameter only once every 5 seconds (i.e. once every 5 seconds there are only 7 valid samples and one invalid sample in a one second acquisition period, or sub frame). The FDRS anomaly does not exist in the right elevator position data or the other flight control input force data.

The root cause of this anomaly was found to be the result of a DFDAU software acquisition timing error. Periodically, in a given parameter acquisition cycle, the DFDAU is requesting the acquisition of more parameter data than it has time to process in that acquisition cycle. Because the parameter acquisition does not have time to complete the cycle, a previous valid sample is used in the recording rather than the desired current sample.

The petitioner states that Boeing had “verbally notified the FAA and is in the process of filing

a Report of Noncompliance with Part 25 Airworthiness Regulations with the FAA stating that the anomaly does not represent a safety issue for continued operation.” The petitioner also states that Boeing has a pending contract w ith Teledyne, the manufacturer of the DFDAU. After the contract is accepted, the plan is to certify new DFDAU software in approximately 5-

6 months. The date of certification is conti ngent on what is found during testing, which may cause the schedule to change. Boeing is actively working to accelerate the certification of3

corrected software. Teledyne has informed Boeing that this anomaly can be fixed with a minor software revision resulting in new soft ware part numbers. The DFDAU software is field loadable which minimizes the workload and schedule impact of accomplishing this

alteration.

In support of allowing these aircraft to temporarily operate under this exemption, the petitioner notes that since the FDRS is recording the left elevator position and rudder control input force accurately at 7 samples per second, there is not an adverse affect on the normal or irregular operation of the aircraft. The petitioner states that this anomaly can be addressed in ground processing of the data by eliminating the first sample, of eight, in each left elevator position acquisition cycle.

Notice and Public Procedure:

The FAA has determined that good cause exists for waiving the requirement for Federal Register publication because the exemption, if granted, would not set a precedent, and any delay in acting on this petition would be detrimental to Continental.

The FAA's analysis is as follows:

Flight data recorders are required by regulation because they are recognized as an essential tool for investigating accidents and incidents. Although an FDRS does not affect flight crew procedures, it is critical for later analysis of crew performance and the procedures used during

an accident or incident.

The FAA agrees that although this anomaly results in the system not meeting the accuracy requirements of the regulations, the FDRS provides sufficient information to allow the airplane to operate in revenue service for the time period specified in this exemption. In the event of an accident or incident, investigators would have adequate information with the data recorded at 7 samples per second and with mitigation techniques available to approximate the

movement of the left elevator.

Delaying the introduction of these airplanes into service could result in a negative effect on commercial air service and the integration of newer, safer, more fuel efficient airplanes in passenger service. Boeing is continuing its work with Teledyne to correct the DFDAU software and will provide the modified software to the petitioner to incorporate into its fleet as soon as it is available. The petitioner’s arguments for allowing continued operation of the airplanes with the software anomaly that minimally affects two parameters is acceptable. Based on these considerations, the FAA has determined that it is in the public interest to allow the introduction of the subject aircraft into service while the problem is being

addressed.4

The FAA’s Decision:

In consideration of the foregoing, I find that a grant of exemption is in the public interest. Therefore, pursuant to the authority contained in 49 U.S.C. §§ 40113 and 44701, delegated to me by the Administrator, Continental Airlines, Inc., is granted an exemption from 14 CFR § 121.344 (f) to the extent necessary to allow Continental to temporarily operate newly delivered 737 NG aircraft, subject to the conditions and limitations listed below. This grant amends Exemption No. 10172.

Conditions and Limitations:

1. This exem ption only applies to the following aircraft while registered to and operated by Continental Airlines, Inc.:

Make Model Serial# Line # Registration

# Boeing 737-924 31655 3393 N38443 Boeing 737-924 31643 3417 N36444 Boeing 737-924 40000 3615 N73445 Boeing 737-824 31663 3464 N76528 Boeing 737-824 31652 3490 N76529 Boeing 737-824 39998 3521 N77530 Boeing 737-824 39999 3549 N77531

2. This exemption covers only the recordation of the left elevator position, as part of the pitch control surface position parameter 15, and rudder control input force, as part of the flight control input force parameter 88, listed in 14 CFR part 121, Appendix M.

3. A copy of this exemption must be retained with the operator’s flight recorder correlation documentation until all airplanes identified in this exemption have incorporated the system modification that corrects this anomaly.

4. In the event of an accident or incident after which the DFDR data must be sent to the FAA or the National Transportation Safety Board, Continental must provide:

a. a copy of this exemption, and

b. instructions on how to reprogram the DFDR ground read-out tool to eliminate the anomaly.

5. Following receipt of the modified DFDAU so ftware, Continental must provide to its Principal Avionics Inspector (PAI) a schedule for the completion of the new software installation for each affected airplane.

This exemption terminates on the sooner of the installation of the DFDAU software update5

correcting the problem described in the petition, or 18 months after the date of the exemption

, unless sooner superseded or rescinded.

Issued in Washington, DC, on December 21, 2010. .

/s/ Raymond Towles Acting Director, Flight Standards Service