digital flight data recoders

8/19/2019 Digital Flight Data Recoders

1/75

Digital Flight Data

Recorder

An Interactive Video Teletraining Course

Developed and Presented by

Richard M. Ritz

Aviation Safety Engineer/Instructor

Federal Aviation Administration

Aircraft Certification


2/75

Digital Flight Data

Recorder

An Interactive Video Teletraining Course

Developed and Presented by

Richard M. Ritz

Aviation Safety Engineer/Instructor


Aircraft Certification


3/75

Self-Assessment

Pre- 6%Post-

Course Self-

Assessment

Questions

If you are taking t,hiscourse via IVT and you are logged on to a

keypad, you will be asked before and after the broadcast o

complete this self assessment, sing your keypads. If you are

taking this via self-study video, please complete manually and

return with your end of course evaluation to your

directorate/division training manager ATM).

Rate your conJidenceevel or each of the ollowing statements

before and after completing the course.

.

1. I can dentify and use the appropriate FAR Parts for

certifying Digital Flight Data Recorders (DFDRs).

Very

Moderately Not

Confident Confident

Confident

BEFORE THE COURSE:

q cl

q

AFTER THE COUtiE:

q cl

q

2. I understand he new advisory material on certifying and

maintaining DFDRs.

Very

Moderately ‘Not

Confident

Confident

Confident

BEFORE THE COURSE:

q q q

AFTER THE COURSE:

0. q q

3. I understand he compliance ssues hat have been

problematic in the past.

Very

Moderately

Not

Confident

Confident Confident

BEFORE THE COURSE:

0

q

q

AFTER THE COURSE:

q

q

q


4/75


5/75

l Underwater Locating

l Crash Module

l

Digital Flight Data

Acquisition Unit

l

FDWDFDR

2


6/75

.j ‘

. .

._. :.,._

-.,.

,-‘.

l Wire Transducer

l Sensors

*Frequency

I

l Discrete

@Strain Gauge

@Thermocouple

3


7/75

l Data Formats

every 4

seconds

l

Subframes

4 per frame

64,128, or 256

12

per word

0 Power Busses

l Dedicated vs shared

sensors

l combined DFDRKVR

locations

l Some operating rules

require Flight

controls/surfaces to be

dual instrumented

l Others don’t


8/75

elf flight controls can be

broken away, instrument

them both

l AII new DFDR

installations must be

certified by TC, STC or

ATC

T=T

l

Rules; Specific

l

14CFR Parts 23,25,27 and

29 have a paragraph on

Flight Data Recorders

5

‘;I


9/75

l

Rules; General

l

XX.1301 “Intended

FunctiorP

l XX.1309 “Equipment,

Systems, Installations”

l Rules; Electrical

25129.1353

023127.1365 XX.1357

l

System description

including model no. of

each component

6


10/75

0 Parameter listing

l Correlation Document

l

Flight Manual Supplement

0 Instructions for

Continued Airworthiness

l

Electrical Loads Analysis

l Weight and Balance

Report

l

Test Plans/Reports

l Review System’s current

software approval status

l

DFDR System

components software

must be traceable

7


11/75

l

Recorders returned to

manufacturer for upgrade

must have changes

evaluated under TSOA

per CFR Part 21.611

l Functional - ‘First of a

Type”

l

operational

l

Functional test

l

Done on the ground

l

Involves inserting

Uknownsn into system

l

Validates manufacturer’s

curves

8


12/75

,‘.I _;..

0 Operational

l

Performed during

maintenance

l

Can be performed after a

typical flight

l Flight

l

Validates any parameters

that can’t be validated on

the ground

l

Procedures should include

crew manually recording

parameters listed in

Appendix 4 during various

flight modes


13/75

l Procedures should also

include

cockpit evaluation

l The applicant shall

provide instructions for

continued airworthiness

as a part of the

substantiatina data

l

(1) Document containing

the data stream and

correlation data per

Appendix 1

.

IO


14/75

l

(2) Identification of

parameters that are

dedicated to the DFDR

o(3) Test Plan from which a

ground-quantitative

functional check procedure

for each recorded parameter

that is dedicated tb the

DFDR may be derived for

accuracy checks

o(4) Test Plan from which

ground operational

checks for recorder

parameters may be

derived

11


15/75

l (5) Document providing

repair and replacement

instructions for

equipment and sensors

0 (6) Document providing

information test and

battery replacement of

the Underwater Locator

Device

12


16/75

These safety recommendations were issued as a result of recent

investigations of aviation accidents and incidents in which the

Board encountered problems related to the documentation of FDR

systems. The lack of ate

-ent_ation of these FDR

systems has p&vexed an accurate and complete readout of the

FDR data and, consequently,

a clear understanding of the

circumstances surrounding the accidents. The Board's

investigations of these accidents have also revealed that

some

FDR systemsare not recording parameters resired by the

-

reuulations.

These problems have been

especia

merit for

airplanes that were retrofitted with FDR's that are required to

record 11 parameters per 14 CFR Part 121.343(c).

During the past 2 years, Board encountered problems extracting

data from retrofitted FDRs recovergd from the following

accidents/incidents involved: Millon Air B-707, Manta,

Ecuador, October 22, 1996; Millon Air DC-8, Guatemala City,

Guatemala, April 28, 1995; ValuJet DC-g, Miami, Flordia,

May 11, 1996; ValuJet DC-g, Savannah, GA, February 28, 1996;

ValuJet DC-g, Nashville, TeNlessee, February 1, 1996; ValuJet

DC-g, Nashville,

TeMeSSee,

January 7, 1996; Air Transport

International DC-8, Kansas City, Missouri, February 16, 1995;

Express One, B-727, Orebro, Sweden, November 12, 1996.

A-97-29. Take action within 180 days to ensure compliance of

the U.S.

carriers subject to 14 CFR 121.343(c).

Actions should

include (a) performing a readout of each retrofitted airplane's

ll-parameter flight data recorder (FDR) to determine that all

required FDR parameters are being recorded and to verify that

each parameter is working properly; and (b) reviewing the FDR

system documentation to determine compliance with the range,

accuracy, resolution,

and recording interval specified in

14 CFR Part 121, Appendix B.

FAA LTR DTD:

7/14/97

The Federal Aviation Admi.gistrat.ion (FAA) ass with this

safety recommendation and will issue a flight standards

information bulletin to'direct principal a irworthiness

inspectors to request that their assigned air carriers

perform a readout of each retrofitted airplane's

11-parameter FDR,

which has been modified from foil to

solid-state recorders,

to ensure that all required FDR

parameters are being recorded and to verify that each

parameter is working properly.

The bulletin will direct

its inspectors to ensure that this effort is accomplished

within

180

days

after issuance.

It is anticipated that

the bulletin will be issued by October 1997:

I will provide the Board with a copy of the bulletin as

soon as it is issued.

A-l


17/75

FAA LTR DTD:

11/10/97

On September 9, 1997, the Federal Aviation

Administration (FAA) issued Flight Standards Handbook

Bulletin for Airworthiness 97-13A, Digital Flight Data

Recorder Maintenance.

This bulletin directs principal

avionics inspectors to request that their assigned air

carriers perform a readout of each retrofitted airplane's

ll-parameter FDR, which has been modified from foil to

solid-state recorders,

to ensure that all required FDR

parameters are being recorded and to verify that each

parameter is working properly.

The bulletin also directs

its inspectors to ensure that the approved digital FDR

maintenance programs contain administrative procedures for

scheduling,

accomplishing, and recording

maintenance/inspection actions; identifying items to be

inspected;

establishing time-iniservice intervals for

maintenance/inspections; and including details of

methods/procedures used.

Principal avionics inspectors

are required to complete this effort by March 18, 1998.

I have enclosed a copy of the bulletin for the Board's

information.

I consider the FAA's action to be completed on this safety

recommendation.

A-2


18/75

Offxe of Research and Engikering

Vehicle Performance Division

Washington, D.C.

FLIGHT DATA RECORDER FACTUAL REPORT

: Guat@mala

City, Guatemala

October 3.1995

A-3


19/75

7lONALTRANSPO~ON BOMD

m

OFFICE OF RESEARCH AND ENGINEERING

Washington, D.C.

October 3,1995

I

PI IGHT DATA RFCORDER GROUP CHAIRMAN S FACTUAl REPORT

MIA-95-RA-121 .

Operator: Millon Air

Location:

Guatemala City, Guatemala

Date:’ .

April 28,1995

Aircraft:

DC-8F-54, N43UA

8. GROUP

:.

:

--

N/A

c.SUMMARY

On April 28,1995, a Milion Air, DMF, on a supplemental cargo flight from

Miami, florida, crashed during landing roll at La Aurora International Airport. The

airplane rolled ot7 he end of the w, collided with approaCtr Iii and perimeter

fence, before plunged down a steep incline into a residential area Six people on the

ground received fatal injuries, while the ‘pilot and copilot received minor injt%ies and the

flight engineer was uninjured. The airplane was destroyed by the collision and post

impact fire.

The accident airplane was fitted with a Loral Fairchild model F600 (s/n- not

mvered) digital flight data reaxder (DEDR). The recorder was ,sent to the Safety

Board’s flight recorder laboratory in Washington, D.C. for readout and evaluation. The

readout process was complicated by the lack of adequate DPDR system doaunentation

and a number of installation and recorder problems. As a result. a number of critical

parameters were not recorded or were invalid. The absence of these parameter

brought the validity of the remaining parameters into question. The damage sustained.

by the DFDR during the post impact fire did not affect the quality of the data

0. JJtrAILSmINVESTIGm

1. Descriution of Da&

This model DFDR acca@s analog input signals from remote sensors and stores

the data in a crash survivable memory unit. The data are recorded digitally on an

endless loop of % inch wide magnetic tape with a total length of 468 feet. with a tape

speed of 0.36 inches per seconds, the tape loop repeats itself every 4 hours and 13

A-4

#I -


20/75

minutk. A tra& change sa-’

- ~enswitches the recording to ti - lext track

sequencing through all six h& will result in a minimum of25 hd of

cOntiniOus data

before f’%Ording over the oldest data.

The DFDR, provides a means’of gathering, conditioning, and conveiting analog

flight data parameters to digital data The DFDR generates a serial binary digital data

stream at a rate of 364 bits&c. A binary, or logical one, is represented by a voltage

transition between clock mnstions. J’he input signals are time division multiplexed,

with parameter identification established by means of position or time slot addresses in

the serial. data stream output This output is a continuous sequenw of four second data

frames. Each frame consists of four subframes of 32 Q-bit words with the first word

containing a unique Q-bit synchronization (sync) w&d identifyiirg it as subframe 1,2,3

or 4. The data-stream is “in sync” when successive sync words appear at the proper

32-ward intervals. If the data stream is interrupted, sync words will not appear at the

proper interval or sequence, and the time reference will be lost until the subframe

pattern can be reestablished.

2 Fxsmination of Recordec

The recorder was heavily damaged by the post impact fire. All of the dust cover .

paint was bumt off and me und&vater locator beacon showed evidence of extensive

thermal damage. The data plate on the front panel of the recorder was missing. The

aash module showed evidence of extensive thernial exposure, but retained its

integrity.

.

The interior of the crash module also showed evidence of themtal &&aged The

thermal water jwet was discolored while the iqrior cover did not show any evidence

of thermal damage. The magnetic tape tecordind medium and tape transport assembly

.were undamaged

.

.

3. Readout ad F~&&Q

aReadout

The original magnetic tape rwordlng medium was mountedon a playback deck

for readout. All six recording tracks were searched for the data recorded during the

accident Data were found on tracks 1 and 2, while tracks 3 through 6 were blank This

model flight recorder has a history of track switching problems. A senke bulletin has

been issued by the recorder manufacturer to correct this problem. t is not know if the

*

service bulletin was accomplished on this recorder due to the missing d@a plate.

However, data consistent with the accident flight were located.

The data were reduced from the recorded decimal values (0 to 4095) to

engineering units (e.g., feet, degrees, knots, etc. ) by conversion algorithms obtair

from the recorder and aircraft manufactww,

and derived from the SupplwMIta~

Certification (STC) Sh166SO Installation of an Expanded Parameter Digital F

Data Recorder in acc~r&nce~&th flight Sy&ma Engineering l&port No. 92J

Revision 4 dated 2/24/W. The f&awing parameters were l&ted in the STC.

I .-


21/75

8. ELEVATOR PCSlTlON

‘9 ..,

1

9. LONGiTUljlNAL ’

see note 2

7,15,23,31

l/4

’ ACCELERATION

10. ENGINE PRESSURE

othru2

#1- 11

2

(per

RATION (EPR), each engine

#2- 12

engine)

see note 3

11. VHF MICROPHONE

off - keyed

31

1

KEYING ’

Note 1: STC documentation did not define operational range of parameter.

Note 2: STC documentation only listed a single word location. Therefore, it was

necessary to assume that the parameters were sampled more than once a second

(Normal Acceleration 8, and Longitudinal Acceleration 4) and that the word slots

locations defined the first word and the subsequent words were evenly spaced.

Note 3: STC documentation only listed two word slots for the four engine EPR values.

Therefore, it was necessary to assume that the EPR values were recorded in alternate

subframes.

.

b. Evaluation

An examination of the recovered data indicated that the flight recorder did not

operate normally. In addition to the previously mentioned track switching problem, a

number of parameters were either not functioning or recorded values that were

inconsistent with known conditions. J’be acceleration parameters (Normal and

Longitudinal) were inactive. The word slots assigned to record the parameters of

-

-.

I


22/75


23/75

COMPONENT MAINTENANCE MANUAL

(cl

Synchro Wlrlng

Most airframes use synchro inputs for engine, altiiude, and aircraft attitudes. The

synchro inputs are all independent of each other. As such, each synchro

input can be wired kr different inputs, thereby expanding the input capability of

the

Refer to Fgure 20 for three-wire synchro input wiring and Table 5 for

the three~wire synchro input lookup table.

ssmRlNPurs

I

I-I

- .7

1

7lNDuT

-A’

-_..

“,v

\

1

DCITATION

(cl

.

1

Synchro Transducer Input Wiring

Table 5.

Synchro Transducer Input Lookup Table

Rotatlon

Decllnal

@eflHS)

COlJtll

10

153

30

273

Rotatkn

Decimal

@WV-*)

COUtlt

lQ0

2201

200

2321

210

2422

220

2514

230

170

1094

180

2047

w

modecimrlcountS$hownlnuwlaokupplbkwumdwwd(romldulcondltkry

a$ such, actual roadlnga may not k oudty aa dwwn. Hv, pn goneral wend

oftMdacllnalcoulltallclJldfonowuu1rhownln~ta#r.

Description and Operation

Rev. 02 Page35

May l/97

R-l


24/75

COMPONENT MAINTENANCE MANUAL

SSFDRINPUI’S

Z INPUT

I

V INPUT

Resolver Input Wiring

Resolver Input Lookup Table

Rot&Ion

In Declmd

Degree8 COUllt

0 0

10 146

20 264

30 422

50 735

60 939

70

1163

60 1303

90 1399

100

1473

110

1535

120

1591

130 1646

140

1701

150 1761

160

1632

170 1922

160 2047

Rotatkn

In -

Decimal

WV-8

count

190

2194

200

2332

210

24To

2616

230

2763

240

2967

250 3311

260

3351

270

3447.

260

3521

310 3694

320

3749

4095

Description and Operatin

Rev. 01 Page34

Mar. l/as

B-2


25/75

SSFDR Installation & Operation

Instruction Manual

w

I

M

B-3

Page 24

- .

FAR 0442ooo9

October 10, 1994


26/75

,

38378 .-

Federal Register / Vol. 62, No. 137 / Thursday, July 17, 1997 / Rules and Regulations

team. would accurately “reconstruct”

most of the additional

detailed in the final N e via a Neural

””

eters

Network mapping process at a cost of

about S6OCkS1.000 per aircraft, or about

1 percent of their cost estimate for

this

final rule. The WVU comment

concludes that the opportunity cost of

the bad retrofit is lost savings which

could be invested in a variety of safety

enhancements.

FM Response: The FM appreciates

theeEortsofthewvuteamin

presenting an innovative, lowcoet

“rfmulato~ alternative to the hardware

redrofita that will he required by this

rule. However, the rulemaking is

concerned-with expanding the number

of parameters to be recorded as

requested by the NTSB, not with

revising the means by which additional

data can be collected. The NTSB has

made it clear that ib requirements must

be met by direct parametric

measurement via recorder, and has not

supported industry comments with

respect to parameter redundancy or

i.nfmenca from parameters already

mcorded. The FM supports the

continued efforts on the part of the

WVU team to disseminate VFDR

information to the NTSB, FM Research

Ofiice and airline industry. The FM,

through this rulemaking, takes no

position at this time on the VFDR or the

commentet’s m

easumment of the

opportunity costs of this 6nal rule.

Final ZIqlUlotory Flea’bil’ty

htermination

The Re@atory Flexibility Act of 1980

(WA) was enacted by Congress to

ensure that small entities are not

unnecessarily or disproportionate ly

burdened by Federal regulations. The

RFA requires regulatory agencies to

review rules which may have “a

significant economic impact on a

substantial number of small entities.”

For this final rulemaking, a “small

entity” is an operator of aircraft for hire

that owns. but does not necessarily

operate, nine (9) &craft or fewer. A

“substantial number of small entities”,

as defined in FAA order 2100.14A-

Regulatory Flexibility Criteria

and

Guidance, is a number (in this instance.

the number of operators) that is not

fewer than eleven and is more than one

third of the small entities subject to final

rule.

A “eignikant economic impact” or

cc#lt threshold. ia deEned as an

annualized net compliance cost level

that d (I) 3122.400 (189s do&us)

lllthe4a6eofscheduled~peratore0f

aircr&fnrMrewhoaeentlrefleethasa

~a1pacityine0~caskoF60aeati;(2)

,_$69,800(1wsdollmu)inthecaseof

- .

scheduled operator3 of aircraft for hire

for which the entire fleet has a seating

capacity less than or equal to 60 seats;

and (3) 34,900 (1995 dollars) in the case

of unscheduled operetop of aircraft for

hire.

The FM has determined the

annualized costs (20 years) for

scheduled operator3 of large aircraft to

be $5,611

per aircraft. Multiplying this

estimate by 9 (the upper bound of the

smail entity criteria) yields a result of

$ 50.501. Tbi.# estimate is aignificently

below the minimum corn liance amt

criteria of Sl22.4OO for

scfl

aduled

operators of large akraft.

The FM has also determined the

annualized costs (20 years) for

scheduled operators of small aircraft to

be $3.067 per aircraft. The upper bound

costs for consideration within the small

entity (9 airuaft) criteria am $27.603,

which is well below the minimum

compliance cost of $69,800. Thus, the

FM has determined that a substantial

number o f small entities will not be

significantly affected by this final rule.

International Tmde Impoct Assessment

The FM anticipates that revisions to

digital flight data recorder rules could

have some indirect affect on

international trada The FM hnds that

while the final rule will not effect non-

U.S. operator3 of foreign aircmft

operating outside the United States, it

could affect the suppliara of materiala

raquired for nrtrofitting the affected

aircraft in the domestic fleet Domestic

soumw of the mquimd retrofit

component3 may not be able to meet all

of the increased demand of the domestic

air carriers for DFDR’s as these air

carriers increase their orders to meet the

compliance time hame for these

regulations. Foreign producer3 may

benefit by supplying the unfilled orders.

Conclusion

For the reasons discussed in the

preamble, and based on the findings in

the Regulatory Flexibility Determina tion

and the International Trade Impact

Analysis, the FM has determined that

this final rule i3

a

significant regulatory

action under Executive Order 12866. In

addition, the FM certifies that this rule

will not have a significant economic

impact, positive or negative, on a

substantial number of small entities

under the criteria of the Regulatory

Flexibility Act. This rule is considered

signiiicant under Department of

Transportation Order 2100.5. Policies

and Procedures for Simplification,

Analysis. and Review of Regulations. A

ragulaw evaluation of the rule,

including a Regulatory Flexibility ..

Determination and Intematid’~

Impact Analysis. has been placed III the

docket. A copy may kmobtained by

contacting the person identified under

the heading FOR FURTHERNFORMATKm

CONTACT.

List of Subjects

14 CFR Part 121

Air carriers, Aviation safety,

Reporting and recordkeeping

requirements, Transportation.

11CFRPart125andPortfa

Aviation saf&y, Reporting and

recordkeeping requirements.

14 cm Parf 235

Aviation safety, Reporting and

recordkeeping requirements.

Tbe Amendment

In consideration of the foregoing, the


amends 14 CFR parts 121.125.129 and

135 of the Federal Aviation

Regulationa

as follow3:

PART 1214PEFlAllNQ

REQlJIREMENlSz DOMESTIC, FLAG,

AND SUPPLEMEN lAL OPERATIONS

1. The authority citation for part 121

continue3 to read as follows:

anthori~49U.S.c 108ce),40113.40119.

44101,44701d4702.44705.447084(711.

44713.44719+4717.44722.44901.4490%

44904.44912.491os.

2. Section 121.344 is revised to read

aa follow3:

Q 121.544 DigItal fflghf data moodem for

~~=wfw~-

(a) Except as provided in paragraph

(1) of

this

section, no person may

operate under this part a turbine-engine-

powered transport category airplane

unless it is equipped with one or more

approved flight recorders that use a

digital method of recording and storing

data and a method of readily retrieving

that data from the storage medium. The

operetional parameter3 required to be

recorded by digital flight data recorders

required by this section are as follows:

the phrase “when an information source

is installed” following a parameter

indicates that recording of that

parameter is not intended to require a

change in installed equipment:

(1) Time;

(2)

Prwsure altitude;

(3) Indicated aimpeed:

(4) Heading-p rimary flight crew

reference (if wlectable, record discrete. .

tmearmegnedc);

(5) Nomd ‘- (kticd)’ ’

(6)Pltchattitudb : . ‘. -

(7)Rollattitude;

C-l


27/75

Federal Register 1 Vol. 62, No. 137 1 Thurs+y, Ju,ly ,,l7. 1997 I Rules and Regulakons 38379

‘:’

(8) Manual radio transmitter keying,

or CVRIDFDR synchronization

reference;

t.

(9) Thrust/power of each engine-

primary flight crew reference;

(10) Autopilot engagemen t status:

(I I) Longitudinal acceleration;

(12) P’itch control input;

(13) Lateral control input;

(14) Rudder pedal input;

(15)

Primary pitch control surface

position;

(16) Primary leted control surface

position;

(17) Frimary yaw control surface

position;

(18) Lateral acceleration;

-

(19) Pitch trim surface position or

parameters of paragraph (a)(82) of this

section if currently recorded:

(20) Trailing edge flap or cockpit flap

control selection (except when


S0CtiOD l3DDh’k

(21) Leihihg edge flap or cockpit flap

control selection (except when


section ap lyl:

(22) Eat E Thrust reverser position (or

equivalent for propeller airplane);

(23) Gmund spoiler position or speed

brake selection (except when parameters

of paragraph(a)(871 of this section

apply);-

(24) Outside or toteI air temperature;

(251 Automatic Flieht Control Svs tem

(A&s) modes and e:gagement &us,

including autothmttle;

(26) Radio altitude (when an

information source b installed);

(27) Localizer deviation, MLS

Azimuth;

(28) Glideslope deviation, MLS

Elevation;

(29) Marker beacon passage;

(30) Master warning;

(31) Air/ground sensor (primary

airplane system reference nose or main

g-1:

(32) Angle of attack (when

information source is installed):

(33) Hydraulic pressure low (each

system);

(34) Ground speed (when an

information source is installed);

(35) Ground proximity warning

system;

(36) Landing gear position or landing

gear cockpit control selection;

(37) Drift angle (when an information

source is installed);

(38) Wind speed and direction (when

an information source is installed);

(39) Latitude and longitude (when an


(401 Stick shaker/pusher (when an

information Bounce is inatfilled~

(41) Windshear (when an information

sourcebinstalled);

(42) Throttle/power lever po&ion;

(43) Additional engine parameters (as

designated*in>Appendix M of this part);

(44) Traffic ilert ;;;‘d c’ollision

avoidance system;

(45) DME 1 and 2 distances:

(46) Nav 1 and 2 selected frequency;

(47) Selected barometric setting (when

an information source is installed);

(48) Selected altitude (when an

information source is installed];

(49) Selected speed (when an


(501 Selected math (when an


(51) Selected vertical speed (when an

information source is installed):

(52) Selected heading (when an


(53) Selected flight path (when an


(54) Selected decision height (when

an inftirmation source is installed);

(55) EFIS display format;

(56) Multi-function/engine/ale-

display format;

(57) Thrust comm and (when an


(58) Thrust target (when an


(59) Fuel quantity in CG trim tank

(when an information source is

instelled);

(60) Primary Navigation System

Reference;

(61) Icing (when an information

source is installed];

(82) Engine warning each engine

vibration (when an information source

is installed);

(63) Engine warning each engine-over

temp. (when an information source is

installed);

(64) Engine warning each engine oil

pressure low (when an information

source is installed);

(65) Engine warning each engine over

speed (when an information source is

installed);

(66) Yaw trim surface position;

(67) Roll trim surface position;

(68) Brake pressure (selected system]:

(69) Brake pedal application (left and

right):

(70) Yaw or sideslip angle (when an


(71) Engine bleed valve position


installed);

(72) De-icing or anti-icing system

selection (when an information source

is installed):

(73) Computed center of gravity


iILdh3dl;

(74) AC electrical bus status;

(751 DC electrical bus statusz

(76j qmJ bleed valve posit& (when

an Monnition aourw is insraIled);

(77) Hydraulic pressure (each system):

(78) Loss of cabin pressure;

(79) Corn uter failure:

(80) Heacr -up display (when an


(81) Para-visual display (when an


(82) Cockpit trim control input

position- itch:

(83) Cot E: it trim control input

position-roll;

(84) Cockpit trim control input

position-yaw;

(85) Trailing edge flap and codcpit

fla

P

control position;

86) Leading edge flep and cockpit

fla

P

control position;

87) Ground spoiler position and

speed brake sel&ion; and

(88) All cockpit flight control input

forces (contml wheel, control column,,

rudder pedal).

(b) For all turbine-engine powered

transport category airplanes

manufactured on or before October I I,

1991, by August 20,200l.

(1) For airplanes not equipped as of

July 16,1996, w ith a flight date

acquisition unit (FDAU), the parameters

listed in paragraphs [al(l) through

(a)(l8) of this section must be recorded

within the ranges and accuracies

specified in Appendix B of this part,

and-

(i] For airplanes with mom than two

engines, the parameter described in

pamgraph (al(l8) is not required tiless

sufficient capacity is available on the

existing recorder to record that

parameter:

(ii) Parameters listed in paragraphs

(a)(12) through (a)(171 each may be

recorded from a sin le source.

(2) For airplanes

tfl

at were equipped

as of July 16.1996, with a flight data

acquisition unit (FDAU), the parameters

listed in paragraphs (a)(l) through

(a)(22) of this section must be recorded

within the ranges, accuracies, and

recording intervals specified in

Appendix M of this part. Parameters

listed in paragraphs (a)(121 through

(a)(17) each may be recorded from a

single source.

(3) The approved flight recorder

required by this section must be

installed at the earliest time practicable,

but no later than the next heavy

maintenance check after August 18,

1999 and no later than August 20,1997.

A heavy maintenance check is

considered to be any time an airplane is

scheduled to be out ‘of service for 4 or

mom days and is scheduled to include

access to major structural components.

(cl For all turbine-engine powered

transport category airplanes

manufati on or before October 11,

leel-

c-2


28/75

38380

Federal Register / Vol. 62, No. 137 / Thursday , July 17, 1997 / Rules and Regu lations

(1) That weie equipped as of July 16,

1996. with one or more digital data

bus(es ) and an ARINC 717 digital flight

data acquisition unit (DFDAU) or

equivalen t, the parameters specified in

ptUSgta,.hS (a)(l) through [a)(Z2) of this

section must be recorded within the

ranges, accuracies. resolutions, and

sampling intervals speciEed in

Appendix M of this part by August 18,

2001. Parameters listed in paragraphs

(a)(12) through (a)(141 each may he

recorded from a single source.

(2) Commensurate with the capacity

of the recording system (DFDAU or

equivalent and the DFDR). all additional

parameters for which information

sources are installed and which are

connected to the recording system must

ba recorded within the ranges,

accuracies. resolutions, and sampling

intervals specified in Appendix M of

this

(3

p”

bj August 18, iool.

That were sub&t to fi 121.3431e1

of this part, all conditions of . .

Q 121.343(e) must continue to be met

until compliance with parapph (C)(I)

of this section is accomplished.

(d) For all turbine-engine-powered

transport category airplanes that were

manufectumd after October 11,1991-

(1) The parameters listed in paragraph

(a)(l) through (a)(34) of this section

must be recorded within the ranges,

accuracies, resolutions, and recording


this part by August 20,2OOl. Parameters

listed in paragraphs (a)(121 through

(a)(l4) each may be mcorded from a

s~esource.


of the recording system, all additional



connected to the recording system must

be recorded within the ranges,

accuracies, resolutions, and sampling

intervals speciEed in Appendix M of

thitf$% If~ %~~g%?~owered

transport category airplanes that an3

ma.n;factured-a&r August 18.2000-

111The Dammeters listed in oaraaranh

(a (i) tbnigh (57) of this se&n r&G

be recorded within the ranges,

accuracies, resolutions, and recording


this art.

(2fGJ

mmensurate with the capacity




connected to the recording system, must

be recorded within the

l%IlgeS,

accuracies, rescdutions. and sampling


this

toEallturbne-angine-powered

transport category aiIplanes that are

manufactured after August 19.2002 the

parameters listed in paragraph (a)(l)

thmu (a)(881 of this section must be

reco 3 ed within the ranges, accuracies,

resolutions, and recording intervals

. .

sP~;~;;D,;~pae;$~ao; ZoFdy;

required by this section is installed, it

must be operated continuously from the

instant the airplane begins its takeoff

roll &til it has completed its landing

roll.

(h) Except a.r,provided in paragraph

(il of this section. and exceot for

&orded data er&ed as authorized in

this aragraph, each certificate holder

shagkeep the recorded data prescribed

by this section, as appropiiate, until the

airplane has been operated for at least

25 hours of the operating time speciEed

in 5 121.359(a) of this part. A total of 1

hour of recorded data may he erased for

the purpose of testing the flight recorder

or the flight recorder system. Any

erasure made in accordance with this

paragraph must be of the oldest

recorded data accumulated at the time

of testing. Except as provided in

paragraph Ii) of this section, no record.

need be kept more than 60 days.

[i) In the event o f an acciden t or

occurrence that requires immediate

notification of the National

Transportation Safety Board under 49

CFR 830 of its regulations and that

results in termination of the flight, the.

certificate holder shall remove the

recorder from the airplane and keep the

recorder data prescribed by this section.

a8 appropriate, for at least 60 days or for

a longer period upon the request of the

Board or the Administmtor.

(j) Eecb flight data recorder system


installed in accordance with the

requirements off 25.1459 (a), (b), (d),

and (e) of this chapter. A correlation

must he established between the values

recorded by the flight data recorder and

the corresponding values being

measured. The correlation must contain

a sufficient number of correlation points

to accurately establish the conversion

from the recorded values to engineering

units or discrete state over the full

operating range of the parameter. Except

for airplanes having separate altitude

and airspeed sensors that are an integral

part of the flight data recorder system,

a single correlation may be established

for any group of airplanee-

(1) That are of the same type:

(2) On which the Bight recorder

system and its installation am the same:

and

(3) On which there Is no difhmnca in

fhetypededgnwitbmspacttothe

instaMion

of those

sensom

aamdnted

with tha m&t data rebcorder syetlim.

Documentation sufficient to convert

recorded data into @e engineering units

and discrete values .speciEed in the

applicable appendix must he

.r%intained by the certificate bo lder.

fir] Each flinht data recorder reouired

by-this sectio’;; must have an appked

device to assist in locating that recorder

under water.

(1) The following airplanes that were

manufactured before August 18.1997

need not comply with this section, but

must continue to comply with

applicable paragraphs of 5 121.343 of

this chapter, as a propriate:

(1) Airplanes &t meet the State 2

=J

noise levels of part 36 of tbia chapter

:.

and are subject to 5 91.801(c) of this -

chapter, until January 1,200O. On and

after January 1,2000, any Stage 2

airplane otherwise allowed to bs

operated under Part 91 of this chapter

must comply w ith the applicable flight

data recorder requirements of this

section for that &plane.

12) Generai Dvxmmks Convair 580.

G&d Dyrmmhs Convair 600, General

Dynamics Convair 640, deHavilland

A&raft Company Ltd. DHC-7, Fairchild

Industries FH 227, Fokker F-27 (except

Mark so), F-28 Mark 1000 and Mark

4000. Gulfstream Aerospace C-159,

Lockheed Aircraft Corporation Electra

10-A. Lockheed Airuaft Corporation

Electra 10-B, Lockheed Aircmft

Corporation Electra 10-E, Lockheed

Airuaft Corporation Electxa L-188,

Margland Air Industries, Inc. F27,

Mitsubishi Heavy Industries, Ltd. YS-

11. Short Broa. Limited SD3-30, Short

Bros. Limited SD3-60.

3. Section 121.344a is added to read

88 follows:

.‘_

,.

5 12l.344a Dlgltal fllght &ta recorders for

19-19 seal alrplams.

(a) Except as provided in paragraph (f)

of this section, no person may operate

under this part a turbine-engine-

powered airplane having a passenger

seating configumtion . excluding any

required crewmember seat, of 10 to 19

seats, that was brought onto the U.S.

register after, or was registered outside

the United States and added to the

aperator’s U.S. operations specifications

after, October 11.1991. unless it is

equipped with one or more approved

flight recorders that use a digital method

of recording and storing data and a

method of readily retrieving that data

kom the storage medium. On or before

August

18,2001,

airplanes brought onto

the U.S. mgister after October 11.1991,

must comply with either the

requirementa in this section or the

applicable paragraphs in

S’l35.152 of

..-2

:..

this chapter. In addition, by August 18,

2001.

,._ ._


29/75

Federal Register / Vdl. 62, No. 137. s/ Thtirsday,‘July 17, 1997 /

Riles and Regulations

38381

(I) The parameters listed in

55 121344(a)(l) through 121.344(a)(ll)

of this oart must be recorded with the

.

ranges, accuracies, and resolutions

specified in Appendix B of part 135 of

this cha ter. except that-

(i) &er the paramete r listed

in

5 121.344 (a)(l2) or (a)(lS) of this part

must be recorded: either the parameters

listed in j 121.344(a )(13) or (a)(l6) of

this part must be recorded; and either

the

parameter

listed in S 121.344(a)(14)

or (&(17) of this part must be recorded.

(ii) For airnlanes with more than two

en&s, the b=eter described in

5 121.344(a)(18) of this part must also be

recorded if sufficient capacity is

available on the existing recorder to

record that parameter;

(iii) Parameters listed in

55 121.344(a)(12) through 121.344 (a)(17)

of this part each may be recorded from

asin esource;

f

iv Any parameter for which no value

is contained in Appendix B of part 135

of this chapter must be recorded within

the ranges, accuracies, and resolutions

specified iri Appendix M of this part.


of the recording system (F’DAU or

equivalent and the DFDR), the

parameters listed in 5s 121.344(a)(19)

through 121.344(a)(22) of this part also

must be recorded within the ranges,

accuracies , resolutions, and recording

intervals specified in Appendix B of

part 135 of this chapter.

(3) The approved flight recorde r


installed as soon as practicable, but no

later than the next heavy maintenance

check or equivalent after August 18,

1999. A heavy maintenance ch&k is

considered to be any time an airplane is

scheduled .to be out of.service for 4 more

:,,-,,, ‘: >#~,--Y :,~-,,;“.‘,

days and rs scheduled tomclude access

to major structural components.

(II) For a turbine-engine-powered

airplanes having a passenger seating

configuration, excluding any required

crewmember seat, of 10 to 19 seats, that

are manufactured after Au

f”

18. 2000.

(1) The parameters liste

in

$5 121.344(a)(l) through 121 .344(a)(57)

of this part, must be recorded within the

ranges, accuracies, resolutions, and

recording intervals specified in

Appendix M of this part.



paramete rs listed in 5 121.344(a) of this

part for which information sources are

installed and which are connected to

the recording system, must be recorded

within the ranges, accuracies,

resolutions, and sampling intervals

specified in Appendix M of this part by

August 18, 2001.

(c) For all turbine-engine-powered

airplanes having a passenger seating

configuration, excluding any required

crewmember seats, of 10 to 19 seats, that

are manufac tured after August 19,2002. .

the parameters listed in § 121.344(a)(l)

through (a)(88) of this part must be

recorfkl within the ranges, accuracies ,

resolutions, and recording intervals

specified in A

(d) Each fli

pendix h4 of this part.

eg

data recorder system


installed in accordance with the

requiremen ts of 5 23.1459 (a), (b), (d),

and (e) of this chapter. A correlation

must be established between the values

recorded by the flight data recorder and

the corresponding values being

measured. The correlation must contain

a sufficient number of correlation points

to accurately establish the conversion

6-om the recorded values to engineering

units or discrete state over the full

operating range of the parameter. A

single correlation may be established for

any group of airplanes-

(I) That are of the same type:

(2) On which the flight recorder

system and its installation are the same;

and

(3) On which there is no difference in

the type design w ith respect to the

installation of those sensors associated

with the flight data recorder system.

Correlation documentation must be

maintained by the certificate holder.

(e) All airplanes subject to this section

are also subject to the requirements and

exceptions stated in 05 121.344(g)

through 121.344(k) of this part.

(f) For airplanes that were

manufactu red before July 17,1997. the

following airplane types need not

comply with this section, but must

continue to comply with applicable

paragraphs of 5 135.152 of this chapter,

as appropriate: Beech Aircraft-99

Series, Beech Aircraft 1300, Beech

AircraA 1909C. Construcciones

Aeronauticas. S.A. (CASA) C-212,

deHavilland DHC-8. Domier 228, HS-

748, Rmbraer RMB 110, Jetstream 3101,

Jetstream 3201, Fairchild Aircmft

SA-220.

4. Appendix M to part 12l.i.s added

to read as follows:

:

_’

:

._

- . .

.

8

.:

.


30/75

.’

‘, ‘,

.

-?:

n

I

ul

1. Rtna or Retatlve Times

aunts.

2. Pressure Attftude

.

3. lndhxted &speed or

calibrated aIrspeed.

4. Hesdln~ (Primary ftight

sew refemce).

a Nmnal Acceleration

Wm.

6. fltch

AttHuds .

7. ,RoU

AtIll@ . +I- 180’ .

‘8. Manual Radio Transmlt-

ter Kaybg or CVWDFDR

‘. rynChrontzatlqn ret

,’ .’6 atenO@.

: 9. l?truW~~ on Each

~~““y flight

10. Aubgfb? Engagement

11. Latgtwnat AaXlera-

ual.

12a. PMl Contrd(8) post

tbn (tton++y-wtre sys-

:. lmla

.

1% PWl ConM(s) posl-

tbn (g@y-wtre systems)

136LLWrsltCummlpo&

tknw m+wY-wl~).

Range

Accuracy (sensor input)

24 Hrs. 0 to 4095 .

-1OOOfttomaxcertifi-

cated altitude of air-

craft. +5000 ft.

50 KIAS or minimum

value to Max V, and

v yI to 1.2 v D.

OG360’ and Discrete

“true” or “mag”.

-3g IO +6g .

+I-70 .

OnKMl (Discrete) .

None

Full Range Forward .

+I- 2% .

1 (per engine) .

02% of full range .

Discrete “on” or “off’ .

+I- 1g .

Full Range .

Full Range .

Full Range .

Full Range .

e/-0.125% Per Hour

.

tl-1ooto+1-7oofl

(see table, TSO

C124a or TSC C51a).

+I - 5% and +I - 3%

.

tl- 2” .

tl- 1% of max range

excluding datum error

01 +I - 5%.

tl - 2” .

*l-2” .

.

+I - 1.5% max. range ex-

cluding datum error of

+I - 5%.

+I - % Unless Higher

Accuracy Unbquely

Required.

+I - 2” U nless Higher

Accuracy Uniquely

Required.

+I - 2’ Unless Higher

Accuracy Uniquely

Required.

B - 2’ Unless Higher

0.6 or 025 for aIrplanes

Accuracy Uniquely

0psmted under

Required.

§t21.344(1).

4

.....................................

1

.....................................

1

,

1

.

0.125

. .

1 or 025 for alrptanes

operated under

8 121.344(f).

or 0.5 for airplanes op

erated under

5 121.344(f).

.

0.6 or 026 for altpfanes

opated under

9 121344(f).

Reactutton

Remarks

1 set ..............................

5’ to 3s ..........................

1 kt .................................

0.6’ ................................

o.cmg ............................

0.B ......................... ..- ...

0.5’ ................................

.

........................................

0.004g ............................

02% of full range ..........

0.2% of full range .

02% of full range .

02% of till range

JTC tlm preferred when available. County inab

merits each 4 seconds of system oqeratton.

Data should be obtained from the air data cctb

puter when pecticable.

Data should be obtained from the air data cent-

puter when practicable.

Ashen rue OT magnetic heading can be selected

as the pdmary heading reference,

a

discrete 1~

dkatlng aektbn must be recorded.

9 samptlng rate of 0.25 is recommended.

9 sampflng rate of 0.5 is recommended.

Preferabry each crew member but one discrete

acceptWe for all transmission provided the

CVRIFOR system ccmnlies with TSO C124a

f;y ~yn$nkatM requirements (paragraph

. .

Suffidenf parameters (e.g. EPR, Nl or Tcqua,

NP) as agpmptate to the particular engine be

recorded to determine power in fomard and *

verse thnnd. In&ding potential overspead cot+

dllO#lS.

For alrptanea that have a eight ccmtrot break

away apabtllty that allows either pilot to opar-

ate the cuntmfs lndepen&ntty. record both am-

trol inputa. The control inputs may be sampbd

altWnatetyonceperseccndtoproducsthe

sampling Infe~al of 0.5 or 025. as applicabb.

For altp&nee that have a Right control beak

away cap&My that allows either pilot to oper-

ate the centmts Independentty. record both am-

trol Inputa. The control Inputs may ba sampled

aJtematetyoncapersecondtopmdumthe

sampling Intervat of 0.5 or 0.25. as applicable.

-

- -


31/75

Ma. Yaw Control posi-

Uon(e) (non-fly-by-wire).

14b. Yaw Control pcsi-

&t(s) (lty+y-wire).

16. Pitch Control Sur-

face(s) Position.

16. Lateral Control Sur-

face(s) Position.

17. Yaw Control Surface(s)

Position.

18. Lateral Acceleration

.

19. Pttch Trim Surface Po-

alllon.

20. Trailing Edge Flap or

C&pit Control Selection

.

31. Lsadlng .Edge Flap or

QCkplt Control Selection

:.

..:

:.,.

22. EWh Thrust Reverser

Pusltbn (or aquivalent

fo mlar airplane).

23. ,Qround Spoiler Posl-

., tbn Or’speed Brake Se

ladion-.

24. Gutaids Air Tempera-

ture or Total Air Tern-

fwrature.

26. Autopllot/Autothrottle/

AFCS Mode and En-

gagement Status.

26. Radio Altituds .

Full Range .

Full Range .....................

Full Range .....................

Full Range .

Full Range .

+I-lg .

Full Range . ._...............

Full Range or Each Po-

sition (discrete).

Full Range or Each Dis-

crete Position.

Stowed, In Transit, and

Reverse (Discrete).

Full Range or Each PIX

sition (discrete).

- 50°C to +9O’C

.

A suitable combination

01 discreles.


Accuracy Uniquely

Required.


Accuracy Uniquely

Required.

t - 2” Unless Higher

Accuracy Uniquely

Required.

+I - 2” Unless Higher

Accuracy Uniquely

Required.

t - 2’ Unless Higher

Accuracy Uniquely

Required.

tl - 1.5% max. range ex-

cluding datum error of

tl- 5%.

+I - 3% Unless Higher

Accuracy Uniquely

Required.

t - 3” or as Pilot’s Indi-

cator.

tI - 3’ or as Pllot’s In&

cator and sufficient to

determine each dis-

crete position.

.

t/ - 2’ Unless Higher

Accuracy Uniquely

Required.

cl - 2°C .

-2Ofl

l02.5OOfl .

t/-2

ftor tl-3%

Whichever is Greater

Below 500 ft and +I

- 5% Above 500 ft.

0.5 .

D.5 .

Cl.5 r 0.25 for airplanes

operated under

5121344(f).

D.5 or 0.25 for airplanes

operated under

9121.344(f).

0.5 .

Il.25

................................

1 .....................................

2

.....................................

2 .....................................

1 (per engine)

.

1 or 0.6 for airplanes op

amted under

9121.344(f).

2

.

D.2% of full range

.

0.2% of full range.

3.2% of full range

.

D2% of full range

.

3.2% of full range

.

Q.oosO

D.3% of full range

3.5% of full

range .

3.5% of full ran@3

.

.

3.2% of full range

33°C

.

I ft+5%above5OCtft...

For airplanes that have a flight cdnbol break

away capabflii that allows either pilot to cper-

ate the oontrcls independently, recdrd both cdn-

trol inputa. The control inputs may be sampled

altematafy once per second to produce the

sampling Interval of 0.5.

For atrpfanea fttted with muttiple or split surfaces,

a suftabk cdmblnalion of inputs is accepMk

In Ibu or recording each surface separate.

The canbud sudaces may be sampled alter-

nately to produce the sampling interval of 0.5 cr

0.25.

A suitabk combination of surface positbn sen-

sors is accep@ble in lieu 01 recording each sur-

faca separately. The control surfaces may be

sam@ad attemately to produce the sampling ir+

terval of 0.5 or 0.25.

For airplanes with multiple or split surfacea, a

s&able amlbination of surface position m

sars ts acce@&te in lieu of recording each sur-

face sqnuately. The control surfaces may be

sam@ed abmately to produce the sam$ing In-

terval of 0.5.

Flap positron and cc&pit control may each be

sampfed alternately at 4 second intervals, to

give a data point every 2 seconds.

Left and fight sides. or flap positlon and dcdrpft

contmfrnayeachbesampbdat4seccndlnter-

vala. ao as to give a data point every 2 aec+

Onds.

Turbojet-2 discretes enable the 3 states to be

determined.

Tuwlscrete.

DIscretea atmuM show which syste ms are en-

gaged and whkh p rimary modes are controlUng

the flight path and speed of the aircraft.

Fcr autokndkategory 3 operations. Eech radb

altimeter should be recorded, but arranged 80

that at least one is recorded each second.

.,dk .,.


32/75

Parameters

27. Locallzer Deviation,

MLS Azimuth, or GPS

Latttude Deviation.

.

26. GMestt~ Devietlon,

MLS Elevation. or GPS

Vertlcat Deviation.

29. Marker Beacon Pas-

3OXter Warning

.

31. AMground sensor (pri-

mary airplane system

reference nose or main

gearl.

92. Angle of Attack (If

measured directly).

33. Hydraulic Pressure

Low, Each System.

34.

Qmundspeed .

36. GPWS (ground proxim.

Hy wamlng system).

36. Landtng Gear Posltton

ori.Mdlnggearwckpil

control selection.

37.

Drift

Angle .

36. Wind Speed and Direr

tlon.

39. Ldtude end LonQitudc

40. Stkk s haker and push

or aotlvatlon.

41. Windshear Detection .

42. Throttle/power lever

poslUon.

43. AdditIonal Engine Pa-

rameters.

Range

rl- 400 Microamps or

available sensor range

as installed.

d - 62”

I/ - 400 Microamps or

available sensor range

as installed.

I.9 to +300

3iscrete “on” or “off’ ___.

Iiscrete . . . . .

Iiscrete “air” or

“ground”.

4s installed

.

Discrete or available

sensor range, “low” or

“normal”.

4s Installed

.

3iscrete “warning” or

'@OW.

Discrete . . . . . ,

4s Installed . ._..... As installed .......... .......

As Installed

.

As installed ...................

As installed

. As installed

...................

Discrete(s) “on” o r “OH’*

Discrete “warning” or

“OW.

Full Range

.

Accuracy (sensor Input)

4s installed +I - 3% ret=

ommended.

4s Installed +i3 - 3%

recommended.

9s installed .

+I-5% .

West Accurate Systems

Installed.

. .

........................................

+I-2% .

As Instailed .................... As Installed

...................

Second; e;;mpltng

$

1 .

t

. .

I .....................................

t

.....................................

I (0.25 recommended).

2 or 0.5 for alrplanes op-

erated under

#121344(f).

2

,

I

.....................................

t

.....................................

b

. .

4

....................................

4

....................................

4

....................................

1

. .

.

I.

1 for each lever .

Each engine each BBC-

Olld.

Resolution

D.3% of full range

. ~..

D.3% of full range

.

3.3% of full range

.

1.5% 01 ull range.

3.2% of full range.

.

J.1”.

1 knot, and 1.0’.

0.002”, or as Installed .

. .

2% of full range

............

2% of full range

............

Remarks

For autotaruUca&qtoty 3 operations. Each sy stem

should be recorded but arranged so that at

least one 13 recorded each sec ond. It is not

nece%aary o record ILS and MLS at the same

time, Only the approach aid in use need be re

corded.

For autolandlcategory 3 operations. Each system

should be recorded by arranged so that at teast

one Is recorded each second. It is not ne+

essary to record ILS and MLS at the same

time, only the approach aid in use need be re

corded.

A single discrete is acceptable for all markers.

Record the master warning and record each “red”

warning that cannot be determined from other

parameters or from the cockpit voice recorder.

If left and rlght sensors are available, each may

be recorded at 4 or 1 second intervals. as ap-

propriate, so as to give a data point at 2 sea

onds or 0.5 second. as required.

r\ sutfabfe combination of disoretes unless re-

corder capacity is limited in which case a sin@

discrete for afl modes is acceptable.

A sum combination of discretes should be re+

Provided by the Primary Navigation System Ref-

erence. Where capacity permits Lstttud&n-

gitude resolution should be 0.0002’.

A suitable combination of discretes to determlne

activation.

For aIrplanes with non-mechanically linked cockpit

engine tzontrols.

Where capadty permits, the preferred prtortty b

indicated vtbratlon level. N2. EGT. Fuel Flow,

Fuel C&off lever position and N3. unless en-

gine manufacfurer recommends otherwise.

I

.’ *,.’ \ ..“’


33/75

’ 4d Traffic Alert and Colli-

sloa Avoidance System

Wm.

\.

45. WE 1 and 2 Distance

4&.Nevl and2Selected

: 4%quacy.

. .47. ,Wected barometric

eatllng.

’ 46. Selected Altiiude .

49.

selected speed .

SO. 6elected Mach .

61. SaIacled vertical speed

8 2, Selected haading .

63. Selected flight path .

84. Selected da&Ion

.’ hetght.

55. EFIS dfsptay format .

68. MuftCfunctlonIEngine

Alerts Olsplay format.

67. Thrust command .

56. Thrust target .

69. Fuef quantity In CG

Mm tank

SO. Primary Navtgation

Syslem Referance.

.61. Ice; Datacgon .

&&he wvnlng each

@rglne vibration.

@3.Engine warning each

engine over temp.

64. ~lne wamlng each

aiglne oil pressure low.

65. Engine wamlng each

.

>bnglneoverspeed.

66. Yaw Trkn Surface Po

dtbn.

$7. Rol trfm Surface Post-

:

.4m.

‘hi Bake Pmsaure (left

and right).

i. .L)

-?

66. make Pedal Applica-

‘tbn (left and right).

co

70. Yaw or sldasllp angle .

,”

Discretes

.

O-200

NM ......................

Full

Range .....................

Full

Range .....................

Full

Range .....................

Full Range .....................

Full

Range .....................

Full

Range .....................

Full Range

.....................

Full

Range .....................

Full

Range .....................

Discrete(s)

.....................

Discrete(s)

.

Full

Range .

Full

Range .

Full

Range .

Discrete GPS, INS,

VOWDME. MLS,

Loran C. Omega, Lo-

calizer Glideslope.

Disc;ete “ice” or “no

*.

Discrete

.

Discrete

.

Discrete

..........................

Discrete

..........................

Full

Range .....................

Full

Range .

As

installed .

Discrete or Analog “ap

plied” or “off”.

Full

Range .

Discrete “open” or

“closed”.

4s installed . 1

. .

4s installed .

4s installed .

h-5%

...........................

d-5% ...........................

cl - 5% ...........................

+1-s% ...........................

+I- 5% ...........................

cl- 5%

...........................

,I- 5% ...........................

+I- 5% ...........................

tl- 2% ...........................

tl - 2%

...........................

ti-5% ...........................

+/ - 3% Unless Higher

Accuracy Unlquely

Required.

+/ - 3% Unl ess Higher

Accuracy Uniquely

Aequlred.~

+I- 5% .

+i - 5% (Analog) .

+I- 5% .

4 .....................................

4

.....................................

(1 per 64 sec.) ...............

1 .....................................

1 .....................................

1

.....................................

1

.....................................

1 .....................................

A4

.........................................

. .............................

4

. .

4

.

2

.....................................

4

.....................................

(1 per 04 sec.) .:.

...........

4 .....................................

4

2

2

.

1

....................................

1 ....................................

1

. *

4

I NM .

1.2% of full range

100 ft

I knot

01

100 Wmln

I0

I.

111

2% of full range

2% of full range

1% of full range

0.3% of full range .........

0.3% of full range .........

0.5'

suitable combination of discretes should be re

corded to determine the status al-Combined

Control, Vertical Control, Up Advisory, and

Down Advlaory. (ref. ARINC Characteristic 735

Attachment 8E, TCAS VERTICAL RA DATA

OUTPUT WORD.)

mile

iufficient to determine selected frequency

yiscretes, should show the display syste m status

(e.g., off, normal, fail, composite, sector, plan,

nav aids, weather radar, range, copy.

Xscretes should show the display system status

(e.g., off. normal. fall, and the identity of display

pages for emergency procedures, need not be

recorded.

4 suitable comblnation of discretes to d&mine

the Primary Navigation System reference.

To detennlne braklng effort app lied by pilots or b)

autobrakes.

To determine braking applied by pilots.

I


34/75

.-’ _

c-l

I

CD

. ‘

PenVnemm

72. De-f&g or anti-icing

syelem selection.

73. Computed oenter’of

grevlty.

74. AC electrical bus status

76. DC electrkal bus sta-

bs.

76 APU bleed valve posi-

tlon

7?. Hyd&lk Pressure

I@-9Y-w.

78. Lam of c&In pressure

7e. Camputer failure (critic

Cal flfght and engine con-

trol systems).

80. Heatts-up display

(when an information

murw ts Installed).

81. Pem-vlsual display

(when an information

iowce Is instatted).

82, C3odph Mm control

~&II poMhm+tch.

: :

83. C2xkptt trtm Control

Input posMon-rolI.

84. Cod@t Mm control

lnpul po&tor+yaw.

=TdLngedgellapand

..F fm ~tml posi-

. ,

CB. iading edp flap and

g@pP ~W pod-

67. Q&d qmfbr posltfon

-uldspeedbrekeselec-

uon.

66. Atl co&pft Right control

Input forcea &wrd

wheel, control oofumn,

-pedal).

.;,.-.

.h’ . ,

:. I’ ,

Range Accuracy (sensor input)

Discrete “on” or “off’

.

Full Range .,...................

Drscrele “power” o r “off’

Discrete ‘power” or “off’

Discrete “open” or

“closed”.

Full range . ._...........

Discrete “loss” or “nor-

mal”.

d-5% .

........................................

tl-5% ...........................

Discx e “fail” or “nor-

Discrete(s) “on” or “off’

Discrete(s) “on” or “off’

Full Range . ._..........

d- 5% ...........................

Full Range .

rl - 5% ...........................

Full Range .

rl- 5% ...........................

Full Range .

d-5% ...........................

Full Range or Discrete .

Full Range or Discrete .

Full Range

Control wheel +I- 70

Ibs

Control Column +I

- 85 Ibs

Rudder pedal +/ - 165

Ibs

kl - 5% ......... ................ ..

d-5% ...........................

II - 5% ........... ................

-=yn e,l~mwl

r

4

(1 per 64 sec.) .

4

. .

4

.

4

2 .

1

.....................................

4

.....................................

4

1

. . . . .

1

.

1

.....................................

2 .....................................

1

.

0.6 .

1

.

.

Resolution

Remarks

1% of full rangs

........................................

100 psi

........................................

........................................

X2% of full range

.

).2% of full range

. ._.

).2% of full range

.

).5% of full range

.

).S% of full range

L2% of full range

1.2%of full range

.

--

Each bus.

Each bus.

Nhere mecftankxl means for control Inputs are

not 8vJlabte. czo& pil display trim positii

should be m.

Nhere me&anlcal means for control Inputs are

not avattable, cockpii display trim positions

should be mcudd.

Nhere mechanical means for control inputs are

not evaflaMe, co&pit display trim positions

should be record&.

Trailing edge ttape and cock@ flap control posL

tion may each be sampled alternately at 4 seri

ond Intervals to provide a sample each 0.5 sec-

ond.

:or fly-by-wire lliit control systems, where flight

fxntrol surface position is a function of the die

placement of the control input device only, it is

not necesxuy to record this parameter. For air-

planas that have a fliiht control break away ca-

pability that elluws either pilot to operate the

control independently. record both control force

inputs. The oontrol force inputs may be sam

pled alternate@ once per 2 seco nds to produce

the sampling tntenml of 1.


35/75

DRAFT

U.S. Department

of Transportation

Federal Aviation

Administration

Subject: AIRWORTHINES S AND OPERATIONAL

Date: March 24, 1999, AC No:

APPROVAL OF DIGITAL FLIGHT DATA RECORDER

1999

20-DFDRS-2

SYSTEMS

Initiated by: AFS-3501

Change:

AIR-130

1.

PURPOSE. This advisory circular (AC) provides guidance on design, installation, and continued

airworthiness of Digital Flight Data Recorder Systems DFDRS). This AC is not mandatory and is not a

regulation. It outlines one method of compliance with Title 14 of the Code of Federal Regulations. Instead

of following this method, the applicant may elect to follow an alternate method, provided the alternate

method is acceptabje o the FAA Administrator for compliance with 14 CFR. Because he method of

compliance presented n this AC is not mandatory, the term “must” used herein applies only to an applicant

who chooses o follow this particular method without deviation.

2. RELATED SECTIONS OF 14 CFR. Sections of 14 CFR parts 23,25,27,29,9 I, 121, 125, 129,

and 135-that prescribe design substantiation and operational approval requirements that are directly

applicable to the DFDRS are listed here. See Appendix 3 of this AC for typical additional design

substantiation requirements of these parts.

a. 5 23.1459, Flight Recorders.

b. 5 25.1459, Flight Recorders.

c. 4 27.1459, Flight Recorders.

d. 0 29.1459, Flight Recorders.

e. 5 9 I .609, Flight Recordersand Cockpit Voice Recorders.

f. 6 121.343, Flight Recorders.

g. 6 12 .344, Digital Flight Data Recorders for Transport Category Airplanes.

h. 5 12 .344a, Digital Flight Data Recorders for IO- 19 Seat Airplanes.

i. 5 125.225, Flight Recorders.

j. 5 125.226, Digital Flight Data Recorders.

k. 9 129.20, Digital Flight Data Recorders

I. 0 135.152, Flight Recorders.

:

3.

DEFINITIONS. The following definitions’apply when these erms appear n the rule or this AC:

DRAFT

Appendix D

Page 1

D-l


36/75

AC 20-DFDRS

xx-xx-xx

a. Applicant. The individual or organization that is seeking FAA approval for a digital flight data

recorder (DFDR) installation. The approval may be a Type Certificate, (TC), Amended Type Certificate

(ATC), or Supplemental Type Certificate (STC). The approval may apply to a single aircraft or to multiple

aircraft of a single type design.

b. Correlation. A method that describes he relationship between wo variables. In this case he two

variables are the raw data stored in the DFDR and the engineering units or discretes hat this raw data

represents. The applicant must establish he correlation between he raw data and the engineering units for

all mandatory parameters. ReferenceSection 121.344 (j). The correlation required in the type certification

regulations (Section 25.1459(c) for example) does not meet this requirement. The applicant must use the

correlation coefficient to describe his relationship. See Appendix 1. For a method to determine the

correlation coefficient.

c. Correlation Coefficient. A number that describes he degree of relation between he raw data and

the derived data. The correlation coefficient used here is the Pearsonproduct-moment correlation

coefficient. Its value may vary from m inus one to plus one. A value of plus one indicates a perfect

positive correlation. A value of “zero” indicates hat there is no correlation or that any predictive capability

between he derived data (using the equation) and the raw data is purely coincidental. A value of minus

one indicates a perfect inverse relationship between the derived value and the raw data. The absolute value

of the correlation coe fficient must be equal to 0.9 or greater over the entire operating range of each

mandatory parameter n order to accurately establish the conversion of recorded values to engineering

units.

d. Date Manufactured. The point in time at which the airplane inspection acceptance ecords reflect

that the airplane is complete and meets he FAA-approved type design.

e. Digital Flight Data Acquisition Unit (DFDAU). An electronic device that collects, samples,

conditions, and digitizes analog, discrete, and digital signals representingaircraft functions. It supplies a

serial digital bit stream to the DFDR. A DFDAU differs from a Flight Data Acquisition Unit (FDAU) in

that a DFDAU is capable of receiving both analog and digital data streamsand converting them to the

required DFDR digital data format. (See Aeronautical Radio Incorporated (ARINC) Characteristic 7 17.)

f. Digital Flight Data Recorder (DFDR). A recording device that utilizes a digital me thod to record

and store data onto a storage medium and to retrieve that data from the medium. A DFDR may be the

storage device in a recording system hat includes a DFDAU or a FDAU. Or, it may be a stand-alone

device using an internal data collection system to convert aircraft analog and discrete signals to digital

f&-m.

g. Digital Flight Data Recorder System (DFDRS). The equipment, sensors,wiring, equipment racks,

and other items installed in the aircraft to record flight data. The DFDRS includes the following equipment

items: DFDR, DFDAU or FDAU, and ULD. The DFDRS also includes any sensorsor transducers

installed specifically to record flight data. For example, if it is necessary o record a horizontally mounted

accelerometer o sense ateral acceleration, hen this accelerometer s a part of the DFDRS. Conversely, the

vertical accelerometer may exist on the aircraft for another reason vertical flight control, for instance). If

the DFDR takes vertical acceleration data from such an existing accelerometer, hen the vertical

accelerometer s not part of the DFDRS.

h. Plight Data Acquisition Unit (FDAU). An electronic device that collects, samples,conditions, and

digitizes analog signals representing aircraft functions. The FDAU does not normally have the capability

to condition digital signals. It provides data to the DFDR in a digital bit stream. See he definition for

DFDAU. (See ARINC Characteristic 573.)

D-2

Page2


37/75

xx-xx-xx

AC 20-DFDRS

i. Flight Data Recorder (FDR). A recording device that directly receives analog signals representing

various aircraft functions (i.e., vertical acceleration, heading, altitude, or airspeed) and records those

signals in digital or analog format. Formerly an FDR recorded the signals by scratch with a stylus on a.

moving oscillographic medium that is typically a foil formed from steel or steel alloy. These older analog

FDR installations typically conformed to ARINC Characteristic 542. The FA’A now requires that DFDR’s

be used n the U. S. commercial fleet.

j. Functional Check. A quantitative check to determine if one or more functions of an item perform

within specified limits. When applied to a DFDR parameter, he functional check determines that the

recorded parameter s within the limits (range, accuracy, sampling rate, and resolution) specified in the

operating rule. The applicant must accomplish a “functional check” for all mandatory parameters or the

“first of type” installation testing. The applicant must perform the “first of type” installation testing for an

FAA approval (type certificate, amended ype certificate, or supplemental ype certificate). The operator

must include a different “functional check” in the maintenance program. This maintenance check applies

to those parameters hat can neither be read out during the flight data download, nor functionally checked

as part of other aircraft systems. (See operational check)

k. Heavy Maintenance Check or Equivalent. Any time the aircraft is scheduled o be out of service

:for 4 or more days and is scheduled o include access o major structural components.

I. Installed and Connected o the Recording System. This term refers to the requirement to record

additional. parameters n addition to those specifically identified in the requirement (22, 34, 57, or 88

parametersdepending upon the date of manufacture of the aircraft).

The DFDR must record additional

parameters,commensuratewith the capacity of the recording system. The DFDRS must record the

parameters ecorded by the airplane’s existing DFDRS on July 16, 1996 f sufficient capacity is available

in the upgraded DFDR. An operator is not required to upgrade the capacity of an installed recording

system beyond that needed o record the mandated parameters.

However, an operator may not discontinue

recording parameters, f they can be easily accommodated. Thus, if a retrofitted DFDRS can accommodate

additional parameters, he operator must continue to record any parameters hat were not specifically

mandated, but that may be accommodatedby the upgraded DFDRS. The FAA considers a parameter o be

easily accommodated, f, it is provided by an installed system and it is already connected o the databus.

(See sufficient capacity.)

m. Operational Check. A task to determine that an item is fulfilling its intended purpose. An

operational check is a failure-finding task and does not determine if the item is performing within specified

limits. When applied to a DFDR, the operational check determines hat the DFDR is active and recording

each parameter value within the normal operating range of the sensor. The operational check must also

verify each electrical interface to the DFDRS. (See functional check .)

n. Single Source. This term applies to certain split flight control parameters. It means hat if it is

necessary o conserve capacity in order to record the required parameters, he DFDR must record the

position of only one of the two flight control positions. For example, the DFDR may record the position of

the aileron bellcrank instead of each aileron surface position. However, any recording from a single source

must be made so that the position of the flight control can be differentiated from the position of the flight

control surface. In the example given, the installation instructions must instruct the installer to place the

aileron surface position sensoron one or the other bellcrank lobes to which one of the aileron surface

actuator arms is attached -- not the lobe to which the control yoke is attached.

o. Split Flight Control Parameter. This term applies to flight control and flight control surface

parameterswhen the flight control system design allows the flight crew to disconnect the pilot’s controls

from the copilot’s controls. This flight control system design is also known as breakaway capability. The

DFDRS must record multiple flight control positions, as well as multiple flight control surface positions.

For example, an aircraft flight control system design may allow the flight crew to disconnect the pilot

lateral (aileron) control from the copilot lateral (aileron) control. The disconnect would leave the left

Draft last revised 212199

Page 3

D-3


38/75

AC 20-DFDRS

xx-xx-xx

aileron connected o the pilot lateral (aileron) control and the right aileron connected o the copilot lateral

(aileron) control. Th is would leave the pilot capable of operating the left aileron only, and the copilot

capable of operating the right only. Thus, the pilot and copilot control inputs (parameter 13) would be a

split parameter necessitating hat each pilot’s lateral control position be recorded. The DFDRS mus t record

both the left and the right lateral.control surface (aileron) position (parameter 16) as well.

p. Sufficient Capacity. This term addresses he existing capacity of the installed DFDRS (either

before retrofit or in new production) with regard to the addition of available parametersconnected o the

recording system. These parametersare in addition to the 22, 34, 57, or 88 parameter equirements,

depending upon date of airplane manufacture. Adding these parametersshould not force the installation of

a higher capacity acquisition unit (FDAU or DFDAU) or DFDR to accommoda te hese parameters. For

example: If the existing DFDRS functions at a 64 word per second ate, the rule does not require the

applicant to upgrade he system to function at a I28 word per second ate to accommodate hese

parameters,even if it meansdisconnecting previously recorded parameters. (See nstalled and connected

to the recording system)

q. When an Information Source s Installed. When the term “when an information source s .

installed’ appears n the parameter isting l-88 of the appropriate I4 CFR section or appendix, the

parameter s mandatory only if the airplane is fitted with a system that provides that capability. For

example: it is not necessary o install an ice detection system to comply with parameter6 1, but, if an ice

detection system s already installed on the aircraft, the DFDRS must record its operation.

4. SCOPE. This advisory circular provides policy for type certification of a digital flight data recorder

system ns tallation. It applies to installations that are intended to comply with the requirementsof the

revisions to digital flight data recorder operating rules that becameeffective August 18, 1997. The revised

operating rules are Sections I2 1.344, 121.344a, 125.226, 129.20, and 135.152. This advisory circular also

provides guidance to the aircraft operator for compliance with the operating rules after DFDRS installation.

5. BACKGROUND. On July 17, 1997, he Federal Aviation Administration (FAA) revised certain

sections of 14 CFR to require that certain aircraft be equipped to accommodateadditional digital flight data

recorder parameters. The purpose of the revision was to provi

digital flight data recoders

Documents