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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
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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
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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
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l Underwater Locating
l Crash Module
l
Digital Flight Data
Acquisition Unit
l
FDWDFDR
2
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.j ‘
. .
._. :.,._
-.,.
,-‘.
l Wire Transducer
l Sensors
*Frequency
I
l Discrete
@Strain Gauge
@Thermocouple
3
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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
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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
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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
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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
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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
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,‘.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
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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
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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
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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
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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.
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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.
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Offxe of Research and Engikering
Vehicle Performance Division
Washington, D.C.
FLIGHT DATA RECORDER FACTUAL REPORT
: Guat@mala
City, Guatemala
October 3.1995
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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
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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 .-
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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
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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
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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
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SSFDR Installation & Operation
Instruction Manual
w
I
M
B-3
Page 24
- .
FAR 0442ooo9
October 10, 1994
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,
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
Federal Aviation Administration
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;
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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
parameters of paragraph (a)(85) of this
S0CtiOD l3DDh’k
(21) Leihihg edge flap or cockpit flap
control selection (except when
parameters of paragraph (a)(86) of this
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
information source is installed);
(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
information source is installed);
(501 Selected math (when an
information source is installed);
(51) Selected vertical speed (when an
information source is installed):
(52) Selected heading (when an
information source is installed);
(53) Selected flight path (when an
information source is installed);
(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
information source is installed);
(58) Thrust target (when an
information source is installed);
(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
information source is installed);
(71) Engine bleed valve position
(when an information source is
installed);
(72) De-icing or anti-icing system
selection (when an information source
is installed):
(73) Computed center of gravity
(when an information source is
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
information source is installed);
(81) Para-visual display (when an
information source is installed);
(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-
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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
intervals specified in Appendix M of
this part by August 20,2OOl. Parameters
listed in paragraphs (a)(121 through
(a)(l4) each may be mcorded from a
s~esource.
(2) Commensurate with the capacity
of the recording system, all additional
parameters 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 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
intervals specified in Appendix M of
this art.
(2fGJ
mmensurate with the capacity
of the recording system, all additional
parameters for which information
sources are installed and which are
connected to the recording system, must
be recorded within the
l%IlgeS,
accuracies, rescdutions. and sampling
intervals specified in Appendix M of
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
required by this section must be
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.
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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.
(2) Commensurate with the capacity
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
required by this section must be
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.
(2) Commensurate with the capacity
of the recording system, all additional
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
required by this section must be
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
.:
.
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.’
‘, ‘,
.
-?:
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.
-
- -
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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.
+I - 2’ Unless Higher
Accuracy Uniquely
Required.
+I - 2’ Unless Higher
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 .,.
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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
.’ *,.’ \ ..“’
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’ 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
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.-’ _
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.
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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
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AC 20-DFDRS
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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
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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
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AC 20-DFDRS
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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