Appendix 3 B Manufactured on or before 10/11/91?
NO Flight Data Acquisition Unit (FDAU) as of 07/16/1996?
Part 121 Flight Recorder Parameter Requirements, §121.344 YES YES YES No FDAU More than two engines?
§121.344(b) Appdx B. Record 17 parameters.
Parameter 18 req’d based on capacity.
§121.344(b) Appdx B. Record 18 parameters.
YES NO Analog FDAU §121.344(b) Appdx M. Record 22 parameters.
Parameters 12-17, single source allowed.
§121.344(c) Appdx M. Record 22 parameters*.
Parameters 12-14, single source allowed.
Digital FDAU NO Manufactured after 8/20/2002?
§121.344(f) Appdx M 88 parameters Manufactured after 8/18/2000?
NO YES §121.344(e) Appdx M 57 parameters* §121.344(d) Appdx M 34 parameters* NO B.2 Page 3-4 §121.343 B.1 D Page 3-5 §121.344a END * Commensurate with capacity, any other parameters (of 88) that have information sources installed and connected to the recording system.
From Page 3-2 §91.609 From Page 3-1 Aircraft listed in §121.344(l)(2)?
10-19 passenger seats?
YES NO US registered or brought on US Op Specs after 10/11/91?
YES B.3 Page 3-8 §135.152 NO
Appendix 3 Manufactured after 10/11/1991?
§121.343(f) Appdx B 29 mandatory and 12 recommended parameters.
NO YES §121.343(d) Appdx B 17 mandatory parameters.
NO B.2 Part 121 Flight Recorder Parameter Requirements, §121.343 From Page 3-3 §121.344 Has a digital databus & ARINC 717 DFDAU?
Manufactured after 5/26/1989, or type certificated after 9/30/1969?
YES §121.343(c) Appdx B 11 mandatory parameters.
YES NO §121.343(f) Appdx B 29 mandatory and 12 recommended parameters.
END
Appendix 3 Manufactured Before 8/18/1997?
§121.344a(b)(1) Appdx M 57 parameters***.
B.3 Part 121 Flight Recorder Parameter Requirements, §121.344a Listed in §121.344a(f)?
YES §121.344a(c) Appdx M 88 parameters.
YES Not required to comply with part 121.
May be required to comply with §135.152.
END NO Manufactured After 8/20/2002?
Manufactured After 8/18/2000?
YES Brought on US Register after 10/11/1991?
Foreign Registered and added to US Ops Spec after 10/11/ 1991?
NO NO Not required to carry a FDR.
§121.344a(1)(2)(3) 18* or 22** parameters listed in §121.344(a). Ranges, accuracies, and resolutions as specified in part 135 Appndx B.
YES * Either the parameter listed below must be recorded:
§121.344(a)(12) or (a)(15) §121.344(a)(13) or (a)(16) §121.344(a)(14) or (a)(17) For airplanes with more than two engines, §121.344(a)(18) must also be recorded if sufficient capacity is available on the existing recorder.
Parameters §§121.344(a)(12) through 121.344(a)(17) each may be recorded from a single source.
** Commensurate with the capacity of the recording system (FDAU or equivalent and the DFDR).
*** Commensurate with the capacity of the recording system, all additional parameters (88) listed in §121.344(a) for which information sources are installed and which are connected to the recording system.
D YES From Page 3-3 §121.344 10-19 Passenger Seats?
Less than 10 seats?
YES YES NOYES NO NO END Not required to carry a FDR NO Page 3-8 §135.152 NO
Appendix 3
Appendix 3
Appendix 3 10-19 passenger seats?
YES Brought onto US register after 10/11/1991?
YES NO Non-US registered, added to US Op Specs after 10/11/1991?
§135.152(a), Appdx B (airplane) 18 parameters or C (rotorcraft) 23 parameters Airplane with 20-30 or rotorcraft with 20 or more passenger seats?
NO YES Manufactured after 10/11/1991?
NO Type certificated after 9/30/1969?
§135.152(b)(3), Appdx D (airplane) 29 + 17 optional parameters or E (rotorcraft) 25 parameters §135.152(b)(2), 22 parameters per Appdx B (airplane) or C (rotorcraft) YES §135.152(b)(1), 11 parameters per Appdx B (airplane) or C (rotorcraft) YES Listed in §135.152(k) and manufactured before 8/18/1997?
10-30 seat airplane manufactured after 8/18/2000?
Manufactured after 8/19/2002?
NO §135.152(i), Appdx F 57 parameters §135.152(j), Appdx F 88 parameters
YES YES NO YES YES NO NO NO NO From Page 3-1, Page 3-2 §91.609, Page 3-3 §121.343, or Page 3-5 §121.344a Part 135 Flight Recorder Parameter Requirements, §135.152 D END Not required to carry an FDR
Appendix 4 APPENDIX 4. TYPICAL REASONABLENESS AND QUALITY CHECK
INSTRUCTIONS
1. GENERAL. The operator must accomplish a reasonableness and quality check of the recorded flight data to ascertain that the data is being recorded correctly and that noise and data dropouts do not interfere with the ability to interpret the recorded data. The check may be performed using data that is in electronic format or hardcopy. If a hardcopy printout is used, data traces should also be available. The check must be performed using data that has been extracted in EU because octal, BCD, or hexadecimal coded data do not provide the analyst a clear understanding of how the parameters are varying and how they are correlated to each other.
2. CHECKLIST. The analyst must use a checklist to confirm that all necessary checks have been accomplished. The checklist must refer the analyst to troubleshooting or repair procedures if a suspect parameter is identified.
3. FLIGHT SEGMENT SELECTION. The data to be used by the analyst should be extracted from both the takeoff and the landing phase of flight. During the cruise segment of a flight the parameters remain steady, and therefore movement of related parameters cannot be correlated.
The takeoff and landing segments of flight provide the analyst an opportunity to observe data that is changing as the aircraft climbs, descends, accelerates, decelerates, and banks or turns.
Furthermore, many parameters that are not exercised during the cruise segment are exercised during the takeoff and landing segments. We recommend that the analyst conduct the review of parameters over several flight segments.
4. SIGN CONVENTIONS. Each aircraft has a pre-established sign convention for the direction of movement of its flight control surfaces. It is imperative that the analyst be able to confirm proper direction of movement and not just verify movement. Therefore, the sign convention should be included in the checklist or the analyst should review the assigned sign conventions before beginning the check.
5. FAILED PARAMETERS. The analyst should examine the extracted data to determine if parameters that normally vary in flight, e.g., flight controls, flight control surface positions, and heading, are indeed varying. Values at their “maximum limit” or that are unvarying indicate an inoperative sensor or other failure. Accelerometers tend to fail at the “maximum limit” position.
If the accelerometer trace is not moving during all segments of the flight check, check to see if it indicates maximum or minimum acceleration. An accelerometer failure indicating a mid-point value is uncommon.
6. CORRELATION TO OTHER PARAMETERS. The reasonableness check should include a check of the correlation between parameters that depend upon each other. For example, if roll increases, a turn is indicated and heading should begin to change soon after the increase is detected. Also, aileron position and control wheel position should have changed immediately before the roll initiates. There may even be a variation in lateral acceleration. Again, it is important the analyst confirm that that movement is indicated in the proper direction according to the aircraft sign convention. Table 4-1 is provided as an aid to prepare a reasonableness checklist. It summarizes parameters in a 34-parameter DFDRS that may be expected to interact.
A check mark (9) in a block indicates that the parameter identified in the row and the parameter
Appendix 4 identified in the column are interdependent at some time during takeoff and climb or approach and landing. Therefore, the movement of one parameter should cause or be caused by movement in the other. The following examples show how to use Table 4-1 in developing a reasonableness checklist for each parameter.
a. Thrust Reverser Position Reasonableness and Quality Check. In Table 4-1, the column labeled Thrust Reverser Positions (number 22) contains check marks in the rows labeled Airspeed, Engine Thrust, Longitudinal Acceleration, Autopilot AFCS Mode, and Air/Ground Sensing. The normal expectation is for the thrust reverser to deploy during rollout after landing.
Thus, the following checklist might be developed using the parameters identified by a check mark.
(1) Examine the thrust reverser in-transit data and the thrust reverser deployed data to determine that they indicate in-transit only for a short period during the landing roll and deployed at the end of the in-transit period. The data should indicate in-transit and the deployed discrete should indicate stowed near the end of the landing roll.
(2) Examine the engine thrust data during the in-transit period and immediately after the deployed indication. During the in-transit period, engine thrust should have decreased to near zero. Immediately after the thrust reverser deployed indication, the engine thrust should have increased to near the maximum indication.
(3) Examine the airspeed and longitudinal thrust data. These two parameters should be decreasing during the in-transit period and should dramatically decrease immediately after the deployed indication.
(4) Examine the autopilot mode discrete and the air/ground sensing discrete. The autopilot mode discrete should indicate that the autopilot has disengaged and the air/ground sensing switch discrete should indicate that the aircraft is on the ground.
(5) Examine the remaining data for the thrust reverser discretes to ascertain that no in-transit or deployed indications appear. If intermittent indications appear, determine that they are within allowable values and do not have sufficient duration to be interpreted as an actual deployment.
b. Lateral Control Surface Position Reasonableness and Quality Check. The column labeled Lateral Control Surface Positions contains check marks in the rows labeled Heading, Roll Attitude, Lateral Control Position, and Localizer Deviation. The lateral control surfaces are typically ailerons that are used in establishing the aircraft in a turn and returning the aircraft to straight flight from a turn. The lateral control surface position data may be checked along with the lateral control position data. These checks may be accomplished during the approach and landing segment.
(1) Examine the lateral control surface position trace for deviations during the initial approach segment. A large deviation would normally indicate the aircraft turning onto final approach heading. Check that the lateral control position and roll attitude make a large change at the same time.
Appendix 4
(2) Check to determine that heading begins to change immediately after the lateral control surface position begins to change. Heading should continue to change after the lateral control surface position returns to the zero or null value. The heading data should begin to change at a lower rate when the lateral control surface position data moves in the opposite direction. When the lateral control position is returned to zero or null, the heading data should again be constant.
(3) Check the localizer deviation for changes. Small lateral control surface position and lateral control position data changes should accompany deviations from the localizer and returns to the localizer course null.
(4) Check the lateral control surface position data to determine that there are no data dropouts and that there is no noise in the data. If dropouts or noise are detected, determine that they are within allowable values and that they would not be interpreted as an actual control surface position movement.
Appendix 4 TABLE 4-1. PARAMETER CORRELATION PARAMETER N 4. Heading Vertical acceleration Roll attitude 9. Engine thrust 10. Autopilot engagement Longitudinal acceleration control positions Lateral control positions 4. таи 15. Pitch control surface positions 16. Lateral control surface positions 18. Lateral acceleration Pitch trim surface positions 20. Trailing edge Haps 21. Leading edge flapsrslats 23. around roller positior 24. AFCS modes auto 27. Localizer deviation 28. Gilideslope deviation 29. Marker beacon 30. Master warning Airground Hydraulic pressure low Ground Speed ·
1. Time
2. Pressure altitude
3. Airspeed
4. Heading
5. Vertical acceleration
6. Pitch altitude
7. Roll attitude
8. Manual microphone keying
9. Engine thrust
10. Autopilot engagement
11. Longitudinal acceleration
12. Pitch control positions
13. Lateral control positions
14. Yaw control positions
15. Pitch control surface positions
16. Lateral control surface positions
17. Yaw control surface positions
18. Lateral acceleration
19. Pitch trim surface positions
20. Trailing edge flaps
21. Leading edge flaps/slats
22. Thrust reverser positions
23. Ground spoiler position
24. DAT/TAT
25. Autopilot, AFCS modes
26. Radio altimeter
27. Localizer deviation
28. Gilideslope deviation
29. Marker beacon
30. Master warning
31. Air/ground sensing
32. Angle of attack
33. Hydraulic pressure low
34. Ground Speed Page 4
Appendix 5 Page 1 (and 2) APPENDIX 5. CONSIDERATIONS FOR FILTERED FLIGHT DATA