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Timestamp: 2018-06-23 17:37:56
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Subject: AIRWORTHINESS APPROVAL OF
ATTITUDE HEADING REFERENCE SYSTEM (AHRS) EQUIPMENT
Initiated By: AIR-130
AC No: 20-xxxxx
1.1 Purpose. This advisory circular (AC) supplements existing airworthiness approval guidance for attitude heading reference system (AHRS) articles approved under technical standard order (TSO)C201, Attitude Heading Reference System, or later revisions. TSO-C201 includes performance standards for non-gimbaled attitude, heading, turn, slip and skid systems. Refer to the following list of ACs to complete the aircraft type specific primary flight instrument airworthiness certification process:
AC 20-167*, Airworthiness Approval of Enhanced Vision Systems, Synthetic Vision Systems, Combined Vision Systems, Enhanced Flight Vision Systems;
AC 238*, Flight Test Guide for Certification of Part 23 Airplanes;
AC 23-17*, Systems and Equipment Guide for Certification of Part 23 Airplane and Airships;
AC 23.1309-1*, System Safety Analysis and Assessment for Part 23 Airplanes;
AC 23.1311-1*, Installation of Electronic Displays in Part 23 Airplanes;
AC 25-7*, Flight Test Guidance for Part 25 Airplanes;
AC 25-11*, Electronic Flight Deck Displays;
AC 25.1309-1*, System Design and Analysis;
AC 25.1322-1*, Flightcrew Alerting;
AC 25.1329-1*, Approval of Flight Guidance Systems;
AC 27-1*, Certification of Normal Category Rotorcraft; and
AC 29-2*, Certification of Transport Category Rotorcraft.
*Note: Refer to the latest revision level of the documents listed.
1.2 RELATED CFR REGULATIONS. Title 14 of the Code of Federal Regulations (14 CFR)
a) Part 23, §§ 23.1301,.1303, .1309, .1311, .1321, .1322, and .1327.
b) Part 25, §§ 25.1301,. 1302, .1303, .1309, .1321, .1322, .1327, and.1333.
c) Part 27, §§ 27.1301, .1303, .1309, .1321, .1322, .1327, and Appendix B.
d) Part 29, §§ 29.1301, .1303, .1309, .1321, .1322, .1327, .1333, and Appendix B
1.3 Audience. The guidance provided in this AC is for aircraft manufacturers, avionics manufacturers, installation shops, or other applicants seeking airworthiness approval under type certificate (TC), amended type certificate (ATC), supplemental type certificate (STC), or amended supplemental type certificate (ASTC) for TSO-C201 AHRS equipment.
1.4 Background. Manufacturers of attitude (pitch and roll), heading, turn and slip instruments have been using standards TSO-C3, TSOC4, TSOC5, and TSOC6, dating back to 1958. More recently, AHRS, based on micro-electro-mechanical systems (MEMS), ring-laser gyros (RLG), fiber optic gyros (FOG), and other technologies, are replacing conventional attitude and heading instruments to increase data performance reliability and accuracy. AHRS provide attitude and heading measurements with both static and dynamic accuracy comparable to traditional gimbaled systems. TSO-C201 does not cancel the older TSOs, but has been written for the non-gimbaled attitude and heading systems. When we published TSO-C201, many airworthiness approval policies existed for primary flight instrumentation for each aircraft category type, as listed in Section 1.1. Although comprehensive, those policies do not address certain features included in TSO-C201 which require evaluation at installation. This AC's supplemental guidance addresses four specific areas:
Aiding Sources;
Degraded Mode;
TSOC201 Categorizations and Applications; and,
2. AHRS AIDING SOURCES. An AHRS aiding source is an internal or external system which provides additional sensor information to the core strap down attitude heading reference function. Global Navigation Satellite Services (GNSS) and air data computer (ADC) aiding sources are commonly used to identify aircraft longitudinal accelerations to reduce errors in the attitude function. Flux valves and magnetometers provide magnetic reference for heading functions, and numerous sources can be used for performance monitoring. Some aiding designs only supplement the AHRS functionality, and loss of aiding may only have limited effect on AHRS performance. On other designs, aiding may provide integral information where loss of the aiding source could lead to loss of AHRS functionality.
2.1 Rotorcraft Unique Issue. Some AHRS have a difficult time distinguishing between rotorcraft movement and the normal vibration spectrum of the platform to which it is mounted. Manufacturers of this technology have different approaches on how to “filter” these inputs so an accurate attitude solution can be derived. One approach relies on surveying the vibration spectrum of the applicable installation area by conducting a series of flight test evaluations. Based on data obtained during these flight tests, adjustments are made to the software logic to allow the system to adequately distinguish valid from invalid inputs (i.e., those resulting from the rotorcraft’s normal vibration). This approach results in the need to create a specific part number for each installation. Another approach relies on the use of GNSS and vector data to “stabilize and correct” the attitude solution. A third approach relies on the use of pitot static information to help correct and stabilize the accelerometer derived attitude solution
2.2 Internal Aiding Source Installations. Evaluate internal aiding sources as part of the overall article’s intended function evaluation. The internal aiding source should be qualified as part of the TSOC201 design approval process. Ensure the aiding provides the needed inputs with the appropriate accuracy, integrity, availability, and software level and electronic hardware design assurance for its intended use. For example if the system was developed for a general aviation aircraft, but will be installed on a commuter aircraft, then the internal aiding source may need to be re-evaluated to ensure the appropriate compatibility of the aircraft’s design architecture and its usage for other applications outside TSO-C201.
2.3 External Aiding Source Installations. This paragraph applies to external aiding sources not qualified as part of the TSOC201 article’s design approval.
2.3.1 External Aiding Source Performance. When the AHRS requires an external aiding source, ensure the aiding source installed in the aircraft provides the appropriate accuracy, integrity, availability, software level and electronic hardware design assurance.
2.3.2 External Aiding Source Annunciations. If an aiding source annunciates a fault, the AHRS should manage the information to determine how the aiding source failure affects the AHRS. Conduct ground and flight testing as necessary to ensure appropriateness of the annunciation and pilot action. Any annunciations should be operationally relevant to minimize flightcrew workload; should be clear, unambiguous and timely; should only be indicated while the condition exists; should be consistently located in a specific area of the electronic display; and be located in the flightcrew’s primary field of view when immediate flightcrew awareness is required. If testing is not possible, provide an analysis to ensure the appropriate action occurs with degradation or failure of the external aiding source. For example, if the AHRS disables the attitude output or switches modes when the aiding source fails, as part of the §§23/25/27/29.1309 safety analysis, ensure the AHRS acts per design when the aiding source is intentionally disabled.
2.4 GNSS Aiding. GNSS refers to all types of positioning satellites which provide autonomous geo-spatial positioning. Common GNSS systems include, but are not limited to, the navigation signal timing and ranging (NAVSTAR) global positioning system (GPS) (U.S.), globalnaya navigatsionnaya sputnikovaya sistema (GLONASS) (Russian) and Galileo (Europe). GNSS velocity data can be used to compute longitudinal accelerations to help eliminate errors.
2.4.1 GNSS Qualification: When interfacing the AHRS to an external GNSS, ensure the external GNSS provides the needed inputs with the appropriate accuracy, integrity, availability, and software and hardware design assurance. Also eEnsure the external GNSS is qualified to the standards of any revision of:
TSO-C145c, Airborne Navigation Sensors Using the Global Positioning System Augmented by the Satellite Based Augmentation System;
TSO-C146c, Stand-Alone Airborne Navigation Equipment Using the Global Positioning System Augmented by the Satellite Based Augmentation System; or
TSO-C196a. Airborne Supplemental Navigation Sensors for Global Positioning System Equipment using Aircraft-Based Augmentation.
This AC does not address AHRS interface to TSO-C129a, Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS), since this TSO design standard may not provide sufficient availability in high interference environments.
2.4.2 GNSS Velocity Accuracy. If the AHRS is using GNSS velocity from an external GNSS source, you should accomplish the velocity accuracy testing described in AC 20-138C, Airworthiness Approval of Positioning and Navigation Systems or subsequent revision. GNSS position sources are not required to pass velocity accuracy tests to receive TSO authorization. If you use velocity accuracy from a GNSS position source, you should ensure the GNSS source data meets the minimum velocity accuracy requirement prescribed by the AHRS. One means to verify this performance is to ensure the GNSS source passes the velocity accuracy tests prescribed in AC 20-138C, or subsequent revisions. Typically, the GNSS source equipment manufacturer will accomplish these GNSS tests. You should ensure the velocity accuracy of the GNSS data is adequate for the AHRS installation.
2.4.3 GNSS Faults. It is possible for some GNSS articles to output erroneous position and velocity data after the data is flagged invalid. Review the GNSS specifications to determine if this condition can occur, and if the AHRS detects the annunciated GNSS fault, the AHRS should cease using erroneous GNSS data. Analysis may be used as a means of compliance.
2.5 ADC Aiding. ADC information helps correct attitude pitch and bank angle errors. Ensure AHRS interfaces to an external ADC are qualified, such as any revision of TSO-C106, Air Data Computer, and provides the needed inputs with the appropriate accuracy, integrity, availability, and software and hardware design assurance .
2.6 Pitot Tube Airspeed Sensor Aiding. Pitot data information helps correct attitude pitch and bank angle error introduced by aircraft acceleration. It may directly interface with the AHRS. It is typically used for low velocity and non-complex velocity aircraft profiles. When interfacing the AHRS, ensure information is from a certified aircraft source (for example, such as any revision of TSOC16, Electrically Heated Pitot and Pitot Static Tubes), and provides the needed inputs with the appropriate accuracy, integrity, availability, and software and hardware design assurance. For more complex velocities, the interface with an ADC may be necessary. Operational rotorcraft maneuvers differ in performance from fixed wing aircraft, because they involve roll, pitch, and yaw rates couple with translations in all directions to a stationary hover. AHRS derived from MEMS on rotorcraft using pitot/static information, qualified to TSOC16, to help correct and stabilize the accelerometer-derived attitude/heading solution, may not be sufficient for rotorcraft AHRS applications. For rotorcraft applications, ensure the pitot system, if used, provides the needed inputs with the appropriate accuracy, integrity, and availability.
2.7 Magnetic Aiding. When interfacing a magnetic sensor, ensure the sensor’s location is selected to avoid interference from the aircraft structure and systems. For interference associated with known aircraft magnetic anomalies, a compensator may be required to ensure accurate magnetic heading information. Ensure continuous operation of all heading instruments in all foreseeable operating conditions.
3. DEGRADED MODE. TSO-C201 provides allowances for an optional degraded mode to provide basic attitude performance when the AHRS has a partial failure or loses an aiding source. This mode is intended to allow an operator, even under instrument meteorological conditions (IMC), to maintain positive control of the aircraft. RTCA DO-334, Minimum Operational Performance Standards (MOPS) for Solid-State Strapdown Attitude and Heading Reference Systems (AHRS), indicates the degraded mode can support cruise flight, climbs, descents, holding, and instrument approaches. However, the degraded mode may not be acceptable for autopilot operation or certain flight procedures. Evaluate the degraded mode during the airworthiness certification to ensure suitability of the design and operation. Refer to the AHRS manufacturer’s installation manual for specific information regarding AHRS operating modes and equipment performance.
3.1 Degraded Mode Suitability. Determine if the degraded mode performance is an acceptable method of compliance for aircraft usage. The TSO-C201 degraded mode was intended for smaller lower performance, such as 14 CFR parts 23 and “non-Appendix B” 27 aircraft, and would not typically be suitable for larger or higher performance 14 CFR parts 25, 27 Appendix “B” or 29 aircraft which require redundant primary attitude functions installed as part of the TC. The degraded mode is an in-flight backup application only and should not be enabled while on the ground either during initial system start- up or after engine start.
3.2 Degraded Mode Testing. There are two types of degraded mode triggers in AHRS equipment. One can be evaluated in-flight and the other cannot. For initial AHRS installations, where the degraded mode can be disabled in-flight, such as circuit breaker pull, then the degraded mode should be evaluated through flight testing. For initial AHRS installations, where the degraded mode cannot be evaluated in-flight, such as accelerometer degradation, then the applicant may use analysis or simulation. Testing should include pilot workload, acceptability of degraded mode through normal instrument flight rules (IFR) maneuvers, including climbs, descents, standard rate turns, and instrument approaches. Testing should also evaluate any effects on the flightcrew’s ability to control the airplane in flight. Follow-on installations should demonstrate degraded mode performance for unique aircraft flight envelopes or operating conditions. Applicants using analysis should ensure the degraded mode will safely perform its intended function and it will not significantly affect pilot workload or aircraft operation, as part of the §§23/25/27/29.1309 safety analysis. This analysis should also take into account any effects on the flightcrew’s ability to control the airplane in flight. In either case, the airplane/rotorcraft light manual supplement (A/RFMS) should include the degraded mode performance characteristics.
3.3 Other System Interfaces. The degraded mode performance was defined to support primary attitude, heading, turn rate, and slip-skid indications. Evaluate the suitability of the degraded mode performance for other applications, as it may not be sufficient for higher performance applications, such as an autopilot, head-up display (HUD), or synthetic vision system (SVS). If the analysis shows the degraded mode is not sufficient for other aircraft applications, ensure the degraded mode does not drive those particular aircraft applications.
3.4 Operating Instructions. Ensure the appropriate aircraft flight manual (AFM) or applicable operating instructions are updated with a description of the degraded mode, the annunciations provided in degraded mode, and instructions for operating the aircraft. The operating instructions should also indicate which system applications will be lost (e.g., autopilot) and the limitations on types of maneuvers or operations which can be accomplished in degraded mode.
4. TSOC201 CATEGORIZATIONS AND APPLICATIONS. AHRS, as a minimum, provides attitude information to pilots and/or aircraft. It may also provide heading, turn and slip and other information including acceleration, vertical speed, angular rates, lateral velocity, track data and position. TSO-C201 AHRS articles will typically be identified with a six digit category string. The first two letters define the attitude accuracy, the third and fourth letters define the heading accuracy and availability, and the fifth and sixth letters define the turn and slip capability. For example, the category string A4H4T3 denotes a dynamic attitude accuracy of 2.5º, dynamic heading accuracy of 6º with magnetic slaving, and turn rate and slip information is provided. It is possible the AHRS will have different category strings for different modes of operation. Refer to RTCA DO-334, section 2.2 for descriptions of the attitude, heading and turn and slip categories.
4.1 Attitude Category and Application. The attitude categories, A1 through A5, primarily pertain to the accuracy of the AHRS attitude output. All five categories are suitable to drive basic attitude indicators. Some applications, such as HUD and integration of autopilot, may require the higher accuracy categories. Refer to the interfacing systems attitude performance and airworthiness requirements and ensure your AHRS installation meets those requirements.
4.2 Heading Category and Application. There are eleven (11) potential heading categories for TSO-C201 articles, all of which articulate the accuracy of the heading information and its source. The H1 system uses a non-magnetic heading determination (e.g., a gyrocompassing system), the H2 through H5 systems are magnetically slaved (e.g., to a flux valve or magnetometer), and the H6 through H11 categories operate in directional gyro (DG) mode. All heading categories are suitable to drive basic heading indicators; however, categories H10 and H11 are for short-term use when magnetic anomalies exist. Some applications, such as enhanced flight vision systems (EFVS) and integration of the flight management system (FMS) may require higher accuracy categories. Refer to the interfacing systems heading performance and airworthiness requirements and ensure your AHRS installation meets those requirements.
4.3 Turn and Slip Category Application. The seven turn and slip categories, T1 through T7 relate to the availability of turn, bank angle, slip and skid information. Refer to the interfacing systems of turn, bank angle, slip and skid performance and airworthiness requirements and ensure your installation meets those requirements.
4.4 Other AHRS Information for Other Applications. AHRS articles can also provide non-TSO data such as acceleration, vertical velocity, angular rates, magnetic wind direction, ground speed, magnetic track angle, and velocity. TSOC201 does not provide performance requirements for this data, so ensure the AHRS data is appropriate for the intended applications.
5. OPERATIONAL CONSIDERATIONS.
5.1 Polar Operations. The polar region environment is defined within 5º to 30º of the north or south pole. Anomalies with the earth’s magnetic field in the polar region can provide erroneous magnetic heading indications. Aircraft will typically use true heading information when flying in polar regions.
5.1.1 If the aircraft’s TC does not contain limitations prohibiting flight in the Polar Regions, a flight test demonstration should be conducted in the applicable region for new installations.
5.1.2 Ensure a means is provided to identify when true heading is selected, such as information on the display or marking on a control panel.
5.1.3 Evaluate any automatic switching from magnetic to true heading or vice versa while entering and exiting polar regions. If the automatic switching between magnetic/true heading is not sufficiently self-evident, a suitable alerting or other annunciation should accompany the automatic switching.
5.1.4 Ensure the flight manual is updated with any unique procedures for landing, departing and flying the aircraft in polar regions.
5.1.5 If AHRS performance degrades in the polar region an annunciation, both aural and visual, should be provided to the flight crew. Any annunciations should be clear, unambiguous, timely and attention getting; should only be indicated while the condition exists; should be consistently located in a specific area of the electronic display; and be located in the flightcrew’s primary field of view when immediate flightcrew awareness is required
5.1.6 If the AHRS is not qualified to fly in the polar region, ensure the AFM includes the appropriate limitations.
5.2 Areas of High Magnetic Disturbances. High magnetic disturbance areas can be caused by aircraft carriers, power lines, elevated helicopter-landing platforms, buried concrete steel reinforcing bars, ground equipment in close proximity to the aircraft, or a myriad of other conditions. Evaluate the installation of the flux valve or magnetometer in a representative environment to ensure magnetic disturbances are minimized. Evaluate the functionalities below used to compensate for magnetic disturbance if they are included with the AHRS installation.
a) A DG mode which temporarily deactivates the flux valve or magnetometer,
b) A manual alignment mode allowing the pilot to manually align the affected system in an area away from the magnetic interference,
c) Rapid alignment capability once the magnetic interference is gone, or
d) Automatic reversion. Automatic reversion may be required for those installations where Magnetic Resonance Imaging (MRI) systems and oil drilling platforms are normal landing areas to meet the applicable safety requirements. A timed, free gyro mode (DG or similar) may be acceptable. Ensure the system is available at landing and initial alignment or allows an alternate short-term un-slaved mode with a set-heading alignment capability. A ground or flight test will need to be conducted to evaluate the operational and performance capability.
5.2.1 Evaluate the effects of power-up, initial alignment, take offs, and landings from areas of high magnetic disturbance, when applicable.
5.2.2 Ensure instructions for the rapid alignment, manual and automatic reversion modes are added to the flight manual or pilot’s operating handbook (POH).
5.2.3 Ensure instructions are added to the flight manual or POH identifying the potential for magnetic disturbances.
5.3 Low Power Setting. Evaluate low power engine settings and possible associated low voltage conditions to determine if they affect AHRS performance. Sometimes the low power settings cause fluctuations and erroneous orientations of heading and attitude display. Ensure any resulting limitations are addressed in the A/RFMS or POH.
5.4 Wind Speeds. Some AHRS use wind calculations to correct the heading information. Depending on the magnetic variation and algorithms, some are more sensitive to changes in wind speed and direction than others. For aircraft flying in or around tropical areas or polar jet streams between 18,000 ft - 40,000 ft Mean Sea Level (MSL), ensure the AHRS operability for these regimes. Also, evaluate the system at lower aircraft speeds near stall with high headwind components. If testing with the unique wind dynamics is not possible, then the installer should provide some means of analysis to ensure the system is capable of operating with no adverse safety issues and provide any limitations in the AFM. If the AHRS integrates with a windshear system, verify operational capability and limitations.
5.5 Rotorcraft Considerations.
a) For installations that meeting the “visual flight rule (VFR) : limitation” criteria in Table 1 in appendix C, FAA approval will include a VFR limitation statement.
b) For installations that meeting the “No Limitation” criteria in Table 1 in appendix, then no RFMS will be needed.
David W. Hempe
Manager, Aircraft Engineering Division
A/RFMS Airplane/Rotorcraft Flight Manual Supplement
ASTC Amended Supplemental Type Certificate
ATC Amended Type Certificate
GLONASS globalnaya navigatsionnaya sputnikovaya sistema - Global Navigation Satellite System operated by the Russian Aerospace Defence Forces
GPS Global Positioning System operated by the United States Air Force
APPENDIX B. WHERE TO GET REFRENCED DOCUMENTS.
1. Order RTCA documents from RTCA Inc., 1150 18th Street NW, Suite 910, Washington, D.C. 20036. Telephone (202) 833 9339, fax (202) 833-9434. Order copies online at www.rtca.org.
2. Order copies of 14 CFR parts 23, 25, 27, 29, 91, 135, 121 and 45 from the Superintendent of Documents, Government Printing Office, P.O. Box 979050, St. Louis, MO 63197. Telephone (202) 512-1800, fax (202) 512-2250. Order copies online at www.access.gpo.gov. Select “Access,” then “Online Bookstore.” Select “Aviation,” then “Code of Federal Regulations.”
3. A current list of TSOs and ACs can be found on the FAA Internet website Regulatory and Guidance Library at http://rgl.faa.gov/. TSO Index of Articles can be found at the same site.
APPENDIX C. FLIGHT TEST PERFORMANCE CRITERIA FOR ATTITUDE INDICATORS ON VFR ONLY HELICOPETER INSTALLATIONS
Table : Flight Test Attitude Performance on VFR only Helicopter Installations.
Requires VFR
deceleration to hover
From normal approach speed initiate a shallow approach terminating in a stabilized hover.
+/- 6º, returning to +/- 3º within 5 seconds of initiating return to straight and level flight.
+/- 3º
Hover Reposition Fwd
i.e.; Quick Stop
From a stabilized hover position, initiate forward flight, accelerating at a maximum rate typical for the helicopter being evaluated to 40 kiasKIAS, stabilize for 10 seconds, then decelerate rapidly to hover.
Return to +/- 3º
within 5 seconds of maneuver
Hover Reposition Aft
From a stabilized hover position, initiate aft flight accelerating at the maximum rate typical for the helicopter being evaluated (not to exceed 10 degrees nose up) to the maximum rearward speed allowed, stabilize for 5 seconds, then decelerate to hover.
From a stabilized Hover Position, Initiate a left pedal turn at the maximum rate typical for the helicopter for a 360° heading change then reestablish in hover.
Repeat with a right pedal turn.
Table (Continued): Flight Test Attitude Performance on VFR only Helicopter Installations
From a stabilized hover position, initiate a left sideward flight accelerating at the maximum rate typical for the helicopter being evaluated to the maximum sideward speed allowed, stabilized for 10 seconds, decelerate to hover.
Steady Heading
From straight level flight, initiate left steady heading sideslips to at least 1/2 ball. Hold for 15 seconds, return to straight level flight.
From Level Flight enter a right standard rate 360° degree turn for 10 orbits, Return to straight and level within 1 second.
Repeat with a left turn orbit
(1 each direction)
From level flight enter a right 20° bank, increase power as required to maintain altitude, Maintain turn and vary bank angle to maintain turns about a point for at least 10 minutes in the same direction, Return to straight and level within 1 second.
Repeat with a left turn orbit.
Table (Continued): Flight Test Attitude Performance on VFR only Helicopter Installations.
Initiate a Maximum Power Takeoff from Hover in Ground Effect to Vy as rapidly as possible.
Initiate a Maximum Power Takeoff from Hover in Ground Effect to Vy VY as rapidly as possible.
Symmetric Pull Up
Trim at straight level flight. Initiate a pull up to 20° pitch within 2 seconds. Return to level flight
Symmetric Push Over
Trim at straight level flight. Initiate a push over to no less than 0.5g.
WARNING: A test safety analysis should be evaluated for the type of rotor system on the helicopter.
and VCruise
Establish a 30° Left Bank, Initiate a Roll to the Right at ~ 6 deg/sec roll rate to 30° Right Bank, Reverse the Roll to a 30° Left bank, and then return to straight and level flight.
Repeat starting from a right bank.
Rolling Pull Up
From straight level flight, apply max continuous power and initiate a Left climbing turn at 45° bank angle. Return to level flight and power for Vy.
NOTE: Required Data: Calibrated attitude and heading truth source, mechanical G meter, production airspeed and altitude. Pass/Fail error listed above is absolute error. Acquisition means include panel video recording, data acquisition system, and pilot test record notes.
APPENDIX D. ADVISORY CIRCULAR FEEDBACK INFORMATION
If you have comments or recommendations for improving this advisory circular (AC), or suggestions for new items or subjects to be added, or if you find an error, you may let us know about by using this page as a template and 1) emailing it to 9-AWA-AVS-AIR500-Coord@faa.gov or 2) faxing it to the attention of the AIR Directives Management Officer at 202-267-3983.
Paragraph ____________________
Page ______
Description/Comments:______________________________________________
Recommend paragraph ______ on page ______ be changed as follows:
In a future change to this advisory circular, please include coverage on the following subject: (briefly describe what you want added attaching separate sheets if necessary)