Digital Flight Data Recoders

Digital
Flight
Recorder
Data
An Interactive Video Teletraining Course
Developed and Presented by
Richard M. Ritz
Aviation Safety Engineer/Instructor
Federal Aviation Administration
Aircraft Certification
Digital
Flight
Recorder
Data
An Interactive Video Teletraining Course
Developed and Presented by
Richard M. Ritz
Aviation Safety Engineer/Instructor
Aircraft Certification
Self-Assessment
Pre- 6%PostCourse SelfAssessment
Questions
If you are taking t,hiscoursevia IVT and you are logged on to a

keypad, you will be askedbefore and after the broadcastto
complete this self assessment,using your keypads. If you are
taking this via self-study video, please complete manually and
return with your end of courseevaluation to your
directorate/division training manager(ATM).
Rate your conJidencelevelfor each of thefollowing statements
before and after completing the course.
.
1. I can identify and use the appropriate FAR Parts for
certifying Digital Flight Data Recorders(DFDRs).
Moderately
Not
Very
BEFORE THE COURSE:
AFTER THE COUtiE:
Confident
Confident
Confident
q
q
cl
cl
q
q
2. I understandthe new advisory material on certifying and

maintaining DFDRs.
Moderately
Not
Very
BEFORE THE COURSE:
AFTER THE COURSE:
Confident
Confident
Confident
q
0.
q
q
q
q
3. I understandthe compliance issuesthat have been

problematic in the past.
Moderately
Very
Confident
Confident
Not
Confident
BEFORE THE COURSE:
AFTER THE COURSE:
q
q
q
q
Digital Flight Data

Recorders
Richard Ritz
(817) 22295134
1
l Part 135
. increaslng
time from 8 to 25
hours for all alrcraft
. Aircraft
built after 8118IOO; 57
Aircraft
built after 8119/02; 88
l
l Part 129 refers
to 121,125.
and 135
Underwater
l Crash
Locating
Module
Digital Flight Data

Acquisition
Unit
FDWDFDR
Lf
._.
:.,._
. .
.j
-.,.
,-.
l Wire Transducer
l Sensors
*Frequency
l Discrete
@Strain Gauge
@Thermocouple
l Data
Formats
4 seconds
4 per frame
64,128,
or 256
12 per word
every
Subframes
0 Power Busses
l Dedicated
vs shared
sensors
l combined
DFDRKVR
locations
l Some
operating
require
Flight
controls/surfaces
dual instrumented
l Others dont
rules
to be
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
Rules; Specific
l
14CFR Parts 23,25,27

and
29 have a paragraph
on
Flight Data Recorders
5
;I
Rules; General
XX.1301 Intended
FunctiorP
XX.1309 Equipment,
Systems, Installations
l
Rules;
Electrical
25129.1353
023127.1365
XX.1357
l System
description
including
model no. of
each component
0 Parameter
listing
l Correlation
Document
l Flight
Manual Supplement
0 Instructions
for
Continued
Airworthiness
Electrical
Loads Analysis
l Weight and Balance
Report
l Test Plans/Reports
l
Review
Systems
current
software
approval
status
DFDR System
components
software
must be traceable
Recorders returned to
manufacturer
for upgrade
must have changes
evaluated
under TSOA
per CFR Part 21.611
l Functional
Type
l operational
Functional
l
- First
of a
test
Done on the ground

Involves
inserting
Uknownsn into system
Validates
manufacturers
curves
E.
,.I
0 Operational
l
Performed
during
maintenance
Can be performed
typical
flight
after
Flight
l
Validates
any parameters
that cant be validated
on
the ground
Procedures
should include
crew manually
recording
parameters
listed in
Appendix
4 during various
flight modes
_;..
Procedures should also

include cockpit evaluation
l The applicant
shall
provide instructions
for
continued
airworthiness
as a part of the
substantiatina
data
(1) Document
containing
the data stream and
correlation
data per
Appendix
1
IO
(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
(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
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
a clear understanding
of the
FDR data and, consequently,
circumstances
surrounding
the accidents.
The Board's
investigations
of these accidents have also revealed that some
FDR systemsare
not
recording
parameters resired
by the
These problems have been especia merit
reuulations.
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
TeMeSSee,
January 7, 1996; Air Transport
DC-g, Nashville,
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
subject to 14 CFR 121.343(c).
the U.S. carriers
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,
and recording
interval
specified
in
accuracy,
resolution,
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
airworthiness
inspectors
to request that their assigned air carriers
perform a readout of each retrofitted
airplane's
from foil to
11-parameter FDR, which has been modified
to ensure that all required FDR
solid-state
recorders,
parameters are being recorded and to verify
that each
The bulletin
will direct
parameter is working properly.
its inspectors
to ensure that this effort
is accomplished
It is anticipated
that
within
180 days after issuance.
the bulletin
will
be issued by October 1997:
I will provide the Board with
soon as it is issued.
a copy
of the bulletin
as
A-l
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
accomplishing,
and recording
scheduling,
maintenance/inspection
actions;
identifying
items to be
establishing
time-iniservice
intervals
for
inspected;
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
recommendation.
FAA's
action
to be completed
on this
safety
A-2
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
7lONALTRANSPO~ON
BOMD
Sm
OFFICE OF RESEARCH AND ENGINEERING
Washington, D.C.
October 3,1995
PI IGHT DATA RFCORDER GROUP CHAIRMANIS FACTUAl REPORT
MIA-95-RA-121 .
Operator:
Location:
Date: .
Aircraft:
Millon Air
Guatemala City, Guatemala
April 28,1995
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 ot7the 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%iesand 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
Boards 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
,trAILSmINVESTIGm
0. JJ
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 :-
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
before f%Ording over the oldest data.
data
The DFDR, provides a meansof 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. Jhe 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. It 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.
.-
8. ELEVATOR PCSlTlON
9. LONGiTUljlNAL
.. ACCELERATION
10. ENGINE PRESSURE
RATION (EPR), each engine
11. VHF MICROPHONE
KEYING
9
see note 2 ,
othru2
off - keyed
..,
7,15,23,31
1
l/4
#1&#3- 11
#2&#4- 12
see note 3
2 (per
engine)
31
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. Jbe acceleration parameters (Normal and
Longitudinal) were inactive. The word slots assigned to record the parameters of
-
-.
I
altitude (course and fine) and EPR (all 4 engines) were recording & same input si@al
(see data plot parameter special). The airspeed values were adive buf recorded
spurious and erroneous values. The parameters of pitch, roll, heading snd elevator
position were active and generally followed expected trends.
Microphone keying, DFDR faults, DFDR mode and track selection were
recorded in word 16 as discrete values. There were no DFDR faults recorded dunng
the final flight. However, the DFDR operating mode and trade address status recorded
some inconsistencies. The track address bits recorded in word 16 indicated that the
DFDR was recording on track 6 at the time of the accident, where as, CAYtracks 1 and
2 contained any data. @t-7 of word 16, which should be set to I if the attitude and
airspeed input signals are
_- electronic,
____--_ and set to 0 if pneumatic, was set at 0. The
STC documentation indicates that the altitud&%d airspeed inputs were ektkal.
Word 16bit-7 ap~fically indms?the presence or absence of the CWTSBaltitude
de &je&oicirar#inOFDR
exoitatio@gnal. When this signaf is prese
synchro/mux card will send an activelow Electricmode present signal to the central
processing unit A~Jexamination of the word slotsnonnally asawed to record
pneumatic
* .-----altitude and airspa--ya&es showed no activity.
It is difficult to determine the amracy of any parameter when critkal parameters
such as altitude, airspeed and accelerations are not available. The lack of adequata
DFDR system documentation for decoding of the recorded values, and the obsewed
installation errors; complicates the data validation process to the point where all of the
data are considered suspect. No further attempt was made to verify the validity of the
mcovemd data.
4. Q&6 Printout and Plot
A plot and printout of the last 60 seconds of data recovered during the accident
flight are attached. The accident flight was identified by the magnetic heading values
which approximated the nrnway heading, and the loss of data synchMimtiOn. The
sync losses that appeared near the end of the recording were of the type generally
associated with wow and flutter cause by recorder vibrations. Recorder vibration of
sufficient magnitude to cause wow and fltier are outside the normal operating
environment Most of the sync losses were corrected during the recovery process.
4s
&
nis R. Grossi
Nat&d Resow& Specialist flight Data Recorders
4
A-7
- ..*
COMPONENT MAINTENANCE MANUAL

Synchro Wlrlng
(cl
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
Refer to Fgure 20 for three-wire synchro input wiring and Table 5 for
the
the three~wire synchro input lookup table.
ssmRlNPurs
- .7
,v
--_.-. I
I-I
1
7lNDuT
-A
DCITATION
(cl
.
1
Synchro Transducer Input Wiring

Table 5.
Synchro Transducer Input Lookup Table
Rotatlon
@eflHS)
Decllnal
10
30
153
273
170
180
1094
2047
COlJtll
Rotatkn
@WV-*)
Decimal
COUtlt
2201
2321
2422
2514
lQ0
200
210
220
230
modecimrlcountS$hownlnuwlaokupplbkwumdwwd(romldulcondltkry
a$ such, actual roadlnga may not k oudty
aa dwwn. Hv,
oftMdacllnalcoulltallclJldfonowuu1rhownln~ta#r.
pn goneral wend
Description and Operation

Rev. 02 Page35
May l/97
R-l
COMPONENT MAINTENANCE MANUAL
SSFDRINPUIS
Z INPUT
V INPUT
Resolver Input Wiring

Resolver Input Lookup Table
Rot&Ion
In
Degree8
Declmd
0
10
20
30
0
146
264
422
50
60
70
60
90
100
110
120
130
140
150
160
170
160
COUllt
735
939
1163
1303
1399
1473
1535
1591
1646
1701
1761
1632
1922
2047
Rotatkn
In
WV-8
190
200
210
Decimal
count
230
240
250
260
270
260
2194
2332
24To
2616
2763
2967
3311
3351
3447.
3521
310
320
3694
3749
4095
Description and Operatin

Rev. 01 Page34
Mar. l/as
B-2
SSFDR Installation & Operation

Instruction Manual
IM
FAR 0442ooo9
October 10, 1994
Page 24
.
B-3
38378
.- Federal
Register
/ Vol. 62, No. 137 / Thursday,
team. would accurately reconstruct

most of the additional
eters
detailed in the final N p
e via a Neural
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
commentets m easumment of the
opportunity costs of this 6nal rule.
July 17, 1997 / Rules and Regulations
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 of 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 nonU.S. operator3 of foreign aircmft
operating outside the United States, it
could affect the suppliara of materiala
raquired for nrtrofitting the affected
Final ZIqlUlotory Fleabilty
aircraft in the domestic fleet Domestic
htermination
soumw of the mquimd retrofit
The Re@atory Flexibility Act of 1980 component3 may not be able to meet all
(WA) was enacted by Congress to
of the increased demand of the domestic
ensure that small entities are not
air carriers for DFDRs as these air
unnecessarily or disproportionately
carriers increase their orders to meet the
burdened by Federal regulations. The
compliance time hame for these
RFA requires regulatory agencies to
regulations. Foreign producer3 may
review rules which may have a
benefit by supplying the unfilled orders.
significant economic impact on a
Conclusion
substantial number of small entities.
For the reasons discussed in the
For this final rulemaking, a small
preamble, and based on the findings in
entity is an operator of aircraft for hire
the Regulatory Flexibility Determination
that owns. but does not necessarily
and the International Trade Impact
operate, nine (9) &craft or fewer. A
Analysis, the FM has determined that
substantial number of small entities,
this
final
rule
i3 a significant
regulatory
as defined in FAA order 2100.14Aaction under Executive Order 12866. In
Regulatory Flexibility Criteria and
Guidance, is a number (in this instance. addition, the FM certifies that this rule
will not have a significant economic
the number of operators) that is not
impact, positive or negative, on a
fewer than eleven and is more than one
third of the small entities subject to final substantial number of small entities
under the criteria of the Regulatory
rule.
A eignikant
economic impact or
Flexibility Act. This rule is considered
cc#lt threshold. ia deEned as an
signiiicant under Department of
annualized net compliance cost level
Transportation Order 2100.5. Policies
that d
(I) 3122.400 (189s do&us)
and Procedures for Simplification,
lllthe4a6eofscheduled~peratore0f
Analysis. and Review of Regulations. A
aircr&fnrMrewhoaeentlrefleethasa
ragulaw
evaluation of the rule,
~a1pacityine0~caskoF60aeati;(2)
including a Regulatory Flexibility
..
,_$69,800(1wsdollmu)inthecaseof
Determination and Intematid~
Impact Analysis. has been placed III the

docket. A copy may kmobtained by
contacting the person identified under
the heading FOR FURTHER
INFORMATKm
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 SUPPLEMENlAL
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:
Q121.544
~~=wfw~-
DigItal fflghf data moodem for
(a) Except as provided in paragraph

(1) of this section, no person may
operate under this part a turbine-enginepowered 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-primary
flight crew
reference (if wlectable, record discrete.
tmearmegnedc);
(5) Nomd
(6)Pltchattitudb:
(7)Rollattitude;
(kticd)
C-l
Federal
Register
1 Vol. 62, No. 137 1 Thurs+y,
Ju,ly ,,l7. 1997 I Rules and Regulakons

:
(42) Throttle/power lever po&ion;

(43) Additional engine parameters (as
designated*in>Appendix M of this part);
(44) Traffic ilert ;;;d collision
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
(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);
S0CtiOD
l3DDhk
(55) EFIS display format;
(21) Leihihg edge flap or cockpit flap
(56) Multi-function/engine/alecontrol selection (except when
display format;
(57) Thrust command (when an
parameters of paragraph (a)(86) of this
section ap lyl:
(22) Eat E Thrust reverser position (or
(58) Thrust target (when an
equivalent for propeller airplane);
(59) Fuel quantity in CG trim tank
(23) Gmund spoiler position or speed
brake selection (except when parameters (when an information source is
instelled);
of paragraph (a)(871 of this section
(60) Primary Navigation System
apply);(24) Outside or toteI air temperature;
Reference;
(251 Automatic Flieht Control Svstem
(61) Icing (when an information
(A&s) modes and e:gagement &us,
source is installed];
including autothmttle;
(82) Engine warning each engine
(26) Radio altitude (when an
vibration (when an information source
information source b installed);
is installed);
(27) Localizer deviation, MLS
(63) Engine warning each engine-over
Azimuth;
temp. (when an information source is
(28) Glideslope deviation, MLS
installed);
Elevation;
(64) Engine warning each engine oil
(29) Marker beacon passage;
pressure low (when an information
(30) Master warning;
source is installed);
(31) Air/ground sensor (primary
(65) Engine warning each engine over
airplane system reference nose or main
speed (when an information source is
installed);
g-1:
(32) Angle of attack (when
(66) Yaw trim surface position;
information source is installed):
(67) Roll trim surface position;
(33) Hydraulic pressure low (each
(68) Brake pressure (selected system]:
system);
(69) Brake pedal application (left and
(34) Ground speed (when an
right):
(70) Yaw or sideslip angle (when an
(35) Ground proximity warning
system;
(71) Engine bleed valve position
(36) Landing gear position or landing
(when an information source is
gear cockpit control selection;
installed);
(37) Drift angle (when an information
(72) De-icing or anti-icing system
source is installed);
selection (when an information source
(38) Wind speed and direction (when
is installed):
an information source is installed);
(73) Computed center of gravity
(39) Latitude and longitude (when an
(when an information source is
iILdh3dl;
(401 Stick shaker/pusher (when an
(74) AC electrical bus status;
information Bounce is inatfilled~
(751 DC electrical bus statusz
(41) Windshear (when an information
(76j qmJ bleed valve posit& (when
sourcebinstalled);
an Monnition
aourw is insraIled);
(8) Manual radio transmitter keying,

or CVRIDFDR synchronization
t.
reference;
(9) Thrust/power of each engineprimary flight crew reference;
(10) Autopilot engagement status:
(I I) Longitudinal acceleration;
(12) Pitch 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
section if currently recorded:
(20) Trailing edge flap or cockpit flap
control selection (except when
38379
(77) Hydraulic pressure (each system):

(78) Loss of cabin pressure;
(79) Corn uter failure:
(80) Heacrs-up display (when an
(81) Para-visual display (when an
(82) Cockpit trim control input
positionitch:
(83) Cot E:pit trim control input
position-roll;
(84) Cockpit trim control input
position-yaw;
(85) Trailing edge flap and codcpit
fla control position;
P86) Leading edge flep and cockpit
fla control position;
P87) 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, with 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
38380
Federal
Register
/ Vol. 62, No. 137 / Thursday,
(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
equivalent, 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
bj August 18, iool.
(3 pThat 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 18.2000111The Dammeters listed in oaraaranh
(aj(i) tbnigh (57) of this se&n r&G
be recorded within the ranges,
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
July 17, 1997 / Rules and Regulations
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;
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 bolder.
fir] Each flinht data recorder reouired
by-this sectio;; must have an appked
required by this section is installed, it
device to assist in locating that recorder
must be operated continuously from the under water.
instant the airplane begins its takeoff
(1) The following airplanes that were
roll &til it has completed its landing
manufactured before August 18.1997
roll.
need not comply with this section, but
(h) Except a.r,provided in paragraph
must continue to comply with
(il of this section. and exceot for
applicable paragraphs of 5 121.343 of
&orded data er&ed as authorized in
this chapter, as a propriate:
this aragraph, each certificate holder
(1) Airplanes &t meet the State 2
shagkeep the recorded data prescribed
noise levels of part 36 of tbia chapter
by this section, as appropiiate, until the and are subject to 5 91.801(c) of this
airplane has been operated for at least
chapter, until January 1,200O. On and
25 hours of the operating time speciEed after January 1,2000, any Stage 2
in 5 121.359(a) of this part. A total of 1
airplane otherwise allowed to bs
hour of recorded data may he erased for
operated under Part 91 of this chapter
the purpose of testing the flight recorder must comply with the applicable flight
or the flight recorder system. Any
data recorder requirements of this
erasure made in accordance with this
section for that &plane.
paragraph must be of the oldest
12) Generai Dvxmmks Convair 580.
recorded data accumulated at the time
G&d
Dyrmmhs Convair 600, General
of testing. Except as provided in
Dynamics Convair 640, deHavilland
paragraph Ii) of this section, no record.
A&raft Company Ltd. DHC-7, Fairchild
need be kept more than 60 days.
Industries FH 227, Fokker F-27 (except
[i) In the event of an accident or
Mark so), F-28 Mark 1000 and Mark
occurrence that requires immediate
4000. Gulfstream Aerospace C-159,
notification of the National
Lockheed Aircraft Corporation Electra
Transportation Safety Board under 49
10-A. Lockheed Airuaft Corporation
CFR 830 of its regulations and that
Electra 10-B, Lockheed Aircmft
results in termination of the flight, the.
Corporation Electra 10-E, Lockheed
certificate holder shall remove the
Airuaft Corporation Electxa L-188,
recorder from the airplane and keep the Margland Air Industries, Inc. F27,
recorder data prescribed by this section. Mitsubishi Heavy Industries, Ltd. YSa8 appropriate, for at least 60 days or for 11. Short Broa. Limited SD3-30, Short
a longer period upon the request of the
Bros. Limited SD3-60.
Board or the Administmtor.
3. Section 121.344a is added to read
(j) Eecb flight data recorder system
88 follows:
5 12l.344a Dlgltal fllght &ta recorders for
installed in accordance with the
19-19 seal alrplams.
requirements off 25.1459 (a), (b), (d),
(a) Except as provided in paragraph (f)
and (e) of this chapter. A correlation
of this section, no person may operate
must he established between the values
under this part a turbine-enginerecorded by the flight data recorder and
powered airplane having a passenger
the corresponding values being
seating configumtion. excluding any
measured. The correlation must contain
a sufficient number of correlation points required crewmember seat, of 10 to 19
seats, that was brought onto the U.S.
to accurately establish the conversion
register after, or was registered outside
from the recorded values to engineering
the United States and added to the
units or discrete state over the full
operating range of the parameter. Except aperators U.S. operations specifications
after, October 11.1991. unless it is
for airplanes having separate altitude
and airspeed sensors that are an integral equipped with one or more approved
flight recorders that use a digital method
part of the flight data recorder system,
of recording and storing data and a
a single correlation may be established
method of readily retrieving that data
for any group of airplaneekom the storage medium. On or before
(1) That are of the same type:
August 18,2001, airplanes brought onto
(2) On which the Bight recorder
system and its installation am the same: the U.S. mgister after October 11.1991,
must comply with either the
and
(3) On which there Is no difhmnca in requirementa in this section or the
applicable paragraphs in Sl35.152 of
fhetypededgnwitbmspacttothe
instaMion of those sensom aamdnted
this chapter. In addition, by August 18,
with tha m&t data rebcorder syetlim.
2001.
,._ ._
i
i
=J.
:. 1
I
._.
,.
..-2:
:..
Federal
17, 1997 / Riles and Regulations
Register / Vdl. 62, No. 137. s/ Thtirsday,July
(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 parameter 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;
(iv f 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 (FDAU 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,
intervals specified in Appendix B of
part 135 of this chapter.
(3) The approved flight recorder
installed as soon as practicable, but no
later than the next heavy maintenance
check or equivalent after August 18,
38381
1999. A heavy maintenance ch&k is

recorded by the flight data recorder and
considered to be any time an airplane is the corresponding values being
scheduled :,,-,,,
.to be
out of.service
: >#~,--Y:,~
-,,;., for 4 more measured. The correlation must contain
days and rs scheduled tomclude access a sufficient number of correlation points
to major structural components.
to accurately establish the conversion
(II) For a turbine-engine-powered
6-om the recorded values to engineering
airplanes having a passenger seating
units or discrete state over the full
configuration, excluding any required
operating range of the parameter. A
crewmember seat, of 10 to 19 seats, that
single correlation may be established for
18. 2000. any group of airplanesare manufactured after Au
(1) The parameters liste f in
(I) That are of the same type:
$5 121.344(a)(l) through 121.344(a)(57)
(2)
On which the flight recorder
of this part, must be recorded within the
system and its installation are the same;
ranges, accuracies, resolutions, and
and
recording intervals specified in
(3) On which there is no difference in
Appendix M of this part.
the type design with respect to the
installation of those sensors associated
parameters listed in 5 121.344(a) of this
with the flight data recorder system.
part for which information sources are
Correlation documentation must be
installed and which are connected to
maintained by the certificate holder.
the recording system, must be recorded
(e) All airplanes subject to this section
within the ranges, accuracies,
are also subject to the requirements and
resolutions, and sampling intervals
exceptions stated in 05 121.344(g)
specified in Appendix M of this part by
through 121.344(k) of this part.
August 18, 2001.
(f) For airplanes that were
(c) For all turbine-engine-powered
manufactured before July 17,1997. the
airplanes having a passenger seating
following airplane types need not
configuration, excluding any required
crewmember seats, of 10 to 19 seats, that comply with this section, but must
are manufactured after August 19,2002. . continue to comply with applicable
paragraphs of 5 135.152 of this chapter,
the parameters listed in 121.344(a)(l)
as appropriate: Beech Aircraft-99
through (a)(88) of this part must be
Series, Beech Aircraft 1300, Beech
recorfkl within the ranges, accuracies,
AircraA 1909C. Construcciones
resolutions, and recording intervals
Aeronauticas. S.A. (CASA) C-212,
specified in A pendix h4 of this part.
deHavilland DHC-8. Domier 228, HS(d) Each fli eg t data recorder system
748, Rmbraer RMB 110, Jetstream 3101,
Jetstream 3201, Fairchild Aircmft
installed in accordance with the
SA-220.
requirements of 5 23.1459 (a), (b), (d),
and (e) of this chapter. A correlation
4. Appendix M to part 12l.i.s added
must be established between the values
to read as follows:
:
_
:
._
-:
.:
..
Range
24 Hrs. 0 to 4095 ..........
1. Rtna or Retatlve Times
aunts.
2. Pressure Attftude ........... -1OOOfttomaxcertificated altitude of aircraft. +5000 ft.
50 KIAS or minimum
3. lndhxted &speed or
value to Max V, and
calibrated aIrspeed.
v yI to 1.2 v D.
OG360 and Discrete
4. Hesdln~ (Primary ftight
true or mag.
sew refemce).
Accuracy (sensor input)

e/-0.125% Per Hour .... 4 .....................................
Reactutton
Remarks
1 set ..............................
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.
1 ..................................... 5 to 3s ..........................
tl-1ooto+1-7oofl
(see table, TSO
C124a or TSC C51a).
+I - 5% and +I - 3% ....... 1 , ..........................,......... 1 kt .................................
tl- 2 .............................
1 ..................................... 0.6 ................................
0.125 .,...... ............ .......... o.cmg ............................

tl- 1% of max range
excluding datum error
01 +I - 5%.
6. fltch AttHuds ................. +I-70 ............................ . tl - 2 ......... .................... 1 or 025 for alrptanes
0.B ......................... ..- ...
operated under
8 121.344(f).
7. ,RoUAtIll@ ................... +I- 180 ......................... *l-2 .............................
or 0.5 for airplanes op 0.5 ................................
erated under
5 121.344(f).
8. Manual Radio Transmlt- OnKMl (Discrete) ...........
..................................... ........................................
ter Kaybg or CVWDFDR None
. rynChrontzatlqn ret
, .6 atenO@.
a Nmnal Acceleration
Wm.
: 9. l?truW~~
~~y
on Each
flight
10. Aubgfb? Engagement

11. Latgtwnat AaXleraual.
12a. PMl Contrd(8) post
tbn (tton++y-wtre sys:. lmla
.
1% PWl ConM(s) posltbn (g@y-wtre systems)
.
,
,
.
-?:
136LLWrsltCummlpo&
tknw m+wY-wl~).
-3g IO +6g . ........... ........
Full Range Forward .. ..... +I- 2% ........................... 1 (per engine) ................ 02% of full range ..........
n
I
ul
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+
........................................
0.004g ............................
02% of full range ..........
Full Range .. ............... .... +I - 2 Unless Higher

Accuracy Uniquely
Required.
Full Range .. ................... +I - 2 Unless Higher
Accuracy Uniquely
Required.
Bi - 2 Unless Higher
Accuracy Uniquely
Required.
Ashen true OTmagnetic heading can be selected

as the pdmary heading reference, a discrete 1~
dkatlng aektbn must be recorded.
dllO#lS.
Discrete on or off .... ...........................*............

+I- 1g ............................ +I - 1.5% max. range excluding datum error of
+I - 5%.
Full Range . .................... +I - % Unless Higher
0.6 or 026 for altpfanes
Accuracy Unbquely
opated under
Required.
9 121344(f).
Full Range .. ............... ....
Data should be obtained from the air data centputer when practicable.
For alrptanea that have a eight ccmtrot break

away apabtllty that allows either pilot to oparate the cuntmfs lndepen&ntty. record both amtrol inputa. The control inputs may be sampbd
altWnatetyonceperseccndtoproducsthe
sampling Infe~al of 0.5 or 025. as applicabb.
0.2% of full range ........ ..

02% of full range ..........
0.6 or 025 for aIrplanes

0psmted under
t21.344(1).
For altp&nee that have a Right control beak

away cap&My that allows either pilot to operate the centmts Independentty. record both amtrol Inputa. The control Inputs may ba sampled
aJtematetyoncapersecondtopmdumthe
sampling Intervat of 0.5 or 0.25. as applicable.
02% of till range
Ma. Yaw Control posiUon(e) (non-fly-by-wire).
Full Range ..................... +I - 2 Unless Higher

Accuracy Uniquely
Required.
0.5 .......... ........................
14b. Yaw Control pcsi&t(s) (lty+y-wire).
Full Range .....................
D.5 ...... ............................
16. Pitch Control Surface(s) Position.
Full Range .....................
16. Lateral Control Surface(s) Position.
Full Range ..................... +I - 2 Unless Higher

Accuracy Uniquely
Required.
D.5 or 0.25 for airplanes

operated under
9121.344(f).
17. Yaw Control Surface(s)

Position.
Full Range .. ................ ... t! - 2 Unless Higher

Accuracy Uniquely
Required.
0.5 ........................... .......
+I - 2 Unless Higher
Accuracy Uniquely
Required.
t! - 2 Unless Higher
Accuracy Uniquely
Required.
Cl.5or 0.25 for airplanes

operated under
5121344(f).
D.2% of full range .......... For airplanes that have a flight cdnbol break
away capabflii that allows either pilot to cperate the oontrcls independently, recdrd both cdntrol inputa. The control inputs may be sampled
altematafy once per second to produce the
sampling Interval of 0.5.
0.2% of full range.
3.2% of full range ......... . 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 alternately to produce the sampling interval of 0.5 cr
0.25.
D2% of full range .......... A suitabk combination of surface positbn sensors is accep@ble in lieu 01 recording each surfaca separately. The control surfaces may be
sam@ad attemately to produce the sampling ir+
terval of 0.5 or 0.25.
3.2% of full range .......... For airplanes with multiple or split surfacea, a
s&able amlbination of surface position m
sars ts acce@&te in lieu of recording each surface sqnuately. The control surfaces may be
sam@ed abmately to produce the sam$ing Interval of 0.5.
18. Lateral Acceleration .... +I-lg
Il.25 ................................
Q.oosO
19. Pttch Trim Surface Poalllon.
...... ........ ............... tl - 1.5% max. range excluding datum error of

tl- 5%.
Full Range .. ..._............... +I - 3% Unless Higher
Accuracy Uniquely
Required.
Full Range or Each Pot! - 3 or as Pilots Indisition (discrete).
cator.
1 .....................................
D.3% of full range
2 .....................................
Full Range or Each Discrete Position.
tI - 3 or as Pllots In&
cator and sufficient to
determine each discrete position.
...................................
2 .....................................
3.5% of full range .......... Flap positron and cc&pit control may each be
sampfed alternately at 4 second intervals, to
give a data point every 2 seconds.
3.5% of full ran@3 ...... .... Left and fight sides. or flap positlon and dcdrpft
contmfrnayeachbesampbdat4seccndlntervala. ao as to give a data point every 2 aec+
1 (per engine) ................
........... ......... ................. ...
t/ - 2 Unless Higher
Accuracy Uniquely
Required.
cl - 2C ..........................
1 or 0.6 for airplanes op

amted under
9121.344(f).
2 .....................................
3.2% of full range
20. Trailing Edge Flap or

C&pit Control Selection
.
31. Lsadlng .Edge Flap or
QCkplt Control Selection
:. :.,.
..:
22. EWh Thrust Reverser

Stowed, In Transit, and
Pusltbn (or aquivalent
Reverse (Discrete).
fo! mlar
airplane).
23. ,Qround Spoiler PoslFull Range or Each PIX
., tbn Orspeed Brake Se
sition (discrete).
ladion-.
24. Gutaids Air Tempera- 50C to +9OC .... .... ....
ture or Total Air Ternfwrature.
26. Autopllot/Autothrottle/
A suitable combination
AFCS Mode and En01 discreles.
gagement Status.
. ...... .
26. Radio Altituds ...... .. ...... -2Ofl l02.5OOfl
Onds.
33C
........................................
ftor tl-3%
Whichever is Greater
Below 500 ft and +I
- 5% Above 500 ft.
I ft+5%above5OCtft...
t/-2
.,dk .,.
Turbojet-2 discretes enable the 3 states to be

determined.
Tuwlscrete.
DIscretea atmuM show which systems are engaged and whkh primary 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.
Accuracy (sensor Input)
27. Locallzer Deviation,

MLS Azimuth, or GPS
Latttude Deviation.
rl- 400 Microamps or

available sensor range
as installed.
d - 62
4s installed +I - 3% ret=
ommended.
1 ....................,...............
26. GMestt~ Devietlon,

MLS Elevation. or GPS
Vertlcat Deviation.
I/ - 400 Microamps or
available sensor range
as installed.
I.9 to +300
4s Installed +i3 - 3%
recommended.
t ........................ ...........
29. Marker Beacon Pas-
3iscrete on or off ___.
I .....................................
Iiscrete ... .. ....,......, . .. .
t .....................................
31. AMground sensor (primary airplane system

reference nose or main
gearl.
92. Angle of Attack (If
measured directly).
Iiscrete air or
ground.
I (0.25 recommended).
4s installed ....................
9s installed ....................
2 or 0.5 for alrplanes operated under

#121344(f).
3.3% of full range ..........
33. Hydraulic Pressure

Low, Each System.
+I-5% .... .......................
2 ,............................,......,
1.5% 01 full range.
34. Qmundspeed ..............
Discrete or available
sensor range, low or
normal.
4s Installed ....................
I .....................................
3.2% of full range.
36. GPWS (ground proxim.

Hy wamlng system).
3iscrete warning or
'@OW.
West Accurate Systems

Installed.
......... ...... ........................
36. Landtng Gear Posltton

ori.Mdlnggearwckpil
control selection.
37. Drift Angle .................
36. Wind Speed and Direr
tlon.
39. Ldtude end LonQitudc
Discrete .. .. ...... . ....... , .
........................................
b . . . . . . .. . . . . .. . , . . .. . . . . .. . .. . ... . . . ........................................
4s Installed ............._.....
As Installed ...................
As installed .......... .........

As installed ...................
4 ....................................
J.1.
1 knot, and 1.0.
As installed ................ ...
As installed ...................
4 ....................................
0.002, or as Installed ...
1 .,... ........ ................. .....
.. ......... ....... .....,..............
3OXter
Warning ..........
40. Stkk shaker and push

or aotlvatlon.
41. Windshear Detection .
42. Throttle/power lever
poslUon.
43. AdditIonal Engine Parameters.
*,.
Second; e;;mpltng
$
Range
Parameters
\ ..
Discrete(s) on or OH*
Discrete warning or
OW.
Full Range .. .......... .. ....... +I-2%
As Instailed ....................
Resolution
D.3% of full range .......~.. For autotaruUca&qtoty 3 operations. Each system

should be recorded but arranged so that at
least one 13 recorded each second. It is not
nece%aary to record ILS and MLS at the same
time, Only the approach aid in use need be re
corded.
D.3% of full range ....... ... 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.
t .....................................
4 ....................................
Remarks
If left and rlght sensors are available, each may

be recorded at 4 or 1 second intervals. as appropriate, so as to give a data point at 2 sea
onds or 0.5 second. as required.
r\ sutfabfe combination of disoretes unless recorder 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 Reference. Where capacity permits Lstttud&ngitude resolution should be 0.0002.
A suitable combination of discretes to determlne
activation.
.I.
..........................
1 for each lever ... .........
2% of full range ............
As Installed ...................
Each engine each BBCOlld.
2% of full range ............
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 engine manufacfurer recommends otherwise.
Discretes ........................
4s installed .................... 1 ............................... .....
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
862, Selected haading ........
63. Selected flight path .....
84. Selected da&Ion
. hetght.
55. EFIS dfsptay format .... .
O-200 NM ......................
Full Range .....................
4s installed .................... 4 .....................................

4s installed .................... 4 .....................................
Full Range .....................
h-5%
...........................
(1 per 64 sec.) ...............
Full
Full
Full
Full
Full
Full
Full
d-5%
cl - 5%
+1-s%
+I- 5%
cl- 5%
,I- 5%
+I- 5%
...........................
...........................
...........................
...........................
...........................
...........................
...........................
1 .....................................
100 ft
1 ..................................... I knot
01
1 .....................................
1 ..................................... 100 Wmln
1 ..................................... I0
......................................... I.
111
A4
...............................
Discrete(s) .....................
4 ...... ............... ........... .. ..
68. MuftCfunctlonIEngine
Alerts Olsplay format.
Discrete(s) .... .................
67. Thrust command ..... ....

56. Thrust target ......... .. .....
69. Fuef quantity In CG
Mm tank
SO. Primary Navtgation
Syslem Referance.
Full Range ................. .... tl- 2% ...........................

Full Range ..................... tl - 2% ...........................
Full Range .................... . ti-5% ...........................
2 .....................................
4 .....................................
(1 per 04 sec.) .:. ............
Discrete GPS, INS,

VOWDME. MLS,
Loran C. Omega, Localizer Glideslope.
.61. Ice; Datacgon ............... Disc;ete ice or no
*.
Discrete ............. ............
&&he
wvnlng each
@rglne vibration.
Discrete ...... ....................
@3.Engine warning each
engine over temp.
Discrete ..........................
64. ~lne wamlng each
aiglne oil pressure low.
Discrete ..........................
65. Engine wamlng each
>bnglneoverspeed.
.
Full Range ..................... +/ - 3% Unless Higher
66. Yaw Trkn Surface Po
Accuracy Unlquely
dtbn.
Required.
$7. Rol! trfm Surface Post- Full Range .................... +/ - 3% Unless Higher
Accuracy Uniquely
.4m.
Aequlred.~
As installed ................... +I- 5% ..........................
hi Bake Pmsaure (left
and right).
Discrete or Analog ap
66. make Pedal Applica+i - 5% (Analog) ...........
plied or off.
tbn (left and right).
70. Yaw or sldasllp angle .. Full Range .................... +I- 5% ............ ......... .....
Discrete open or
closed.
4 .....................................
4d Traffic Alert and Collisloa Avoidance System

Wm.
\.
Range
Range
Range
Range
Range
Range
Range
.....................
.....................
.....................
.....................
.....................
.....................
.....................
i. .L)
-?
,
co
I NM ..............................
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
1.2% of full range
yiscretes, should show the display system 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.
.....................................
2% of full range
2% of full range
1% of full range
4 suitable comblnation of discretes to d&mine
the Primary Navigation System reference.
2 .. ..................................
0.3% of full range .........

0.3% of full range .........
To detennlne braklng effort applied by pilots or b)
autobrakes.
To determine braking applied by pilots.
1 ....................................
1 ....................................
1 ..... ... ........ *...................
4
0.5'
.!
PenVnemm
Range
72. De-f&g or anti-icing

syelem selection.
73. Computed oenterof
grevlty.
74. AC electrical bus status
76. DC electrkal bus stabs.
76 APU bleed valve positlon
7?. Hyd&lk Pressure
I@-9Y-w.
78. Lam of c&In pressure
Discrete on or off ....
7e. Camputer failure (critic

Cal flfght and engine control 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.
Full Range .,...................
Remarks
4
d-5%
......................... .. (1 per 64 sec.) ...............
Drscrele power or off

Discrete power or off
4 ............................... .....
4 .....................................
Discrete open or
........................................
closed.
Full range ....... ...._........... tl-5%
...........................
1% of full rangs
Each bus.
........................................
Each bus.
2 .............................. .......
100 psi
Discrete loss or normal.

Discx!e fail or nor-
1 .....................................
........................................
4 .....................................
........................................
Discrete(s) on or off
Discrete(s) on or off
1 ........ ....... ..... ... .. .. .... .
Full Range .....................
rl - 5% ...........................
1 ..... ............... .................
84. Cod@t Mm control

lnpul po&tor+yaw.
Full Range .....................
rl- 5% ...........................
1 .....................................
=TdLngedgellapand
..F
fm ~tml posi. ,
Full Range .. ..... ..............
d-5%
2 .....................................
CB.liading edp flap and

g@pP
~W pod-
Full Range or Discrete ..
kl - 5% ...........................
1 .....................................
Nhere mecftankxl means for control Inputs are

not 8vJlabte. czo&pil display trim positii
should be m.
).2% of full range ... ....._. Nhere me&anlcal means for control Inputs are
not avattable, cockpii display trim positions
should be mcudd.
).2% of full range .......... Nhere mechanical means for control inputs are
not evaflaMe, co&pit display trim positions
should be record&.
).5% of full range .......... 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 second.
).S% of full range
67. Q&d
qmfbr posltfon
-uldspeedbrekeselec-
Full Range or Discrete ..
d-5%
...........................
0.6 . .................................
L2% of full range
66. Atl co&pft Right control

Input forcea &wrd
wheel, control oofumn,
-pedal).
Full Range
Control wheel +I- 70
Ibs
Control Column +I
- 85 Ibs
Rudder pedal +/ - 165
Ibs
II - 5% ...........................
1 ................................ ... ..
.
1.2%of full range ..........
.;,.-.
.h
:.
c-l
I
CD
Resolution
Full Range .........._.......... d- 5% ...........................
uon.
.-
-=ynre,l~mwl
Accuracy (sensor input)
,
I
--
...........................
X2% of full range ..........
: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 airplanas that have a fliiht control break away capability 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 seconds to produce
the sampling tntenml of 1.
DRAFT
U.S. Department
of Transportation
Federal Aviation
Administration
Subject: AIRWORTHINESS AND OPERATIONAL
APPROVAL OF DIGITAL FLIGHT DATA RECORDER
SYSTEMS
Date: March 24, 1999,

1999
Initiated by: AFS-3501
AIR-130
AC No:
20-DFDRS-2
Change:
on design, installation, and continued

1. PURPOSE. This advisory circular (AC) provides guidance
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 acceptabjeto the FAA Administrator for compliance with 14 CFR. Becausethe method of
compliance presentedin this AC is not mandatory, the term must used herein applies only to an applicant
who choosesto 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 12I .344, Digital Flight Data Recorders for Transport Category Airplanes.
h. 5 12I .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 definitionsapply when these terms appear in the rule or this AC:
DRAFT
Appendix
Page 1
D-l
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 describesthe relationship betweentwo variables. In this casethe two
variables are the raw data stored in the DFDR and the engineering units or discretesthat this raw data
represents. The applicant must establishthe correlation between the 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 this relationship. SeeAppendix 1. For a method to determine the
correlation coefficient.
c. Correlation Coefficient. A number that describesthe degree of relation between the raw data and
the derived data. The correlation coefficient used here is the Pearsonproduct-moment correlation
coefficient. Its value may vary from minus one to plus one. A value of plus one indicates a perfect
positive correlation. A value of zero indicates that there is no correlation or that any predictive capability
between the 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 coefficient must be equal to 0.9 or greater over the entire operating range of each
mandatory parameter in order to accurately establish the conversion of recorded values to engineering
units.
d. Date Manufactured. The point in time at which the airplane inspection acceptancerecords reflect
that the airplane is complete and meetsthe 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 method to record
and store data onto a storage medium and to retrieve that data from the medium. A DFDR may be the
storagedevice in a recording system that 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 necessaryto record a horizontally mounted
accelerometerto senselateral acceleration,then this accelerometeris a part of the DFDRS. Conversely, the
vertical accelerometermay exist on the aircraft for another reason(vertical flight control, for instance). If
the DFDR takes vertical acceleration data from such an existing accelerometer,then the vertical
accelerometeris 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. Seethe definition for
DFDAU. (See ARINC Characteristic 573.)
D-2
Page2
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 FAA now requires that DFDRs
be used in 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, the functional check determines that the
recorded parameter is within the limits (range, accuracy, sampling rate, and resolution) specified in the
operating rule. The applicant must accomplish a functional check for all mandatory parametersfor the
first of type installation testing. The applicant must perform the first of type installation testing for an
FAA approval (type certificate, amendedtype certificate, or supplemental type certificate). The operator
must include a different functional check in the maintenance program. This maintenance check applies
to those parametersthat 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 scheduledto be out of service
:for 4 or more days and is scheduledto include accessto major structural components.
I. Installed and Connectedto the Recording System. This term refers to the requirement to record
additional. parameters in 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
parametersrecorded by the airplanes existing DFDRS on July 16, 1996 if sufficient capacity is available
in the upgraded DFDR. An operator is not required to upgrade the capacity of an installed recording
system beyond that neededto record the mandated parameters. However, an operator may not discontinue
recording parameters, if they can be easily accommodated. Thus, if a retrofitted DFDRS can accommodate
additional parameters,the operator must continue to record any parametersthat were not specifically
mandated, but that may be accommodatedby the upgraded DFDRS. The FAA considers a parameterto be
easily accommodated, if, it is provided by an installed system and it is already connected to 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 that 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 meansthat if it is
necessaryto conserve capacity in order to record the required parameters,the 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 pilots controls
from the copilots 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
Page3
D-3
AC 20-DFDRS
xx-xx-xx
aileron connectedto the pilot lateral (aileron) control and the right aileron connectedto the copilot lateral
(aileron) control. This would leave the pilot capableof 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 parameternecessitatingthat each pilots lateral control position be recorded. The DFDRS must record
both the left and the right lateral.control surface (aileron) position (parameter 16) as well.
p. Sufficient Capacity. This term addressesthe existing capacity of the installed DFDRS (either
before retrofit or in new production) with regard to the addition of available parametersconnectedto the
recording system. These parametersare in addition to the 22, 34, 57, or 88 parameterrequirements,
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 accommodatethese parameters. For
example: If the existing DFDRS functions at a 64 word per secondrate, the rule does not require the
applicant to upgrade the system to function at a I28 word per secondrate to accommodatethese
parameters,even if it meansdisconnecting previously recorded parameters. (See installed and connected
to the recording system)
q. When an Information Source is Installed. When the term when an information source is
.
installed appearsin the parameter listing l-88 of the appropriate I4 CFR section or appendix, the
parameter is mandatory only if the airplane is fitted with a system that provides that capability. For
example: it is not necessaryto install an ice detection system to comply with parameter6 1, but, if an ice
detection system is already installed on the aircraft, the DFDRS must record its operation.
SCOPE. This advisory circular provides policy for type certification of a digital flight data recorder
system installation. 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.
4.
5.
BACKGROUND.
On July 17, 1997, the Federal Aviation Administration (FAA) revised certain
sectionsof 14 CFR to require that certain aircraft be equipped to accommodateadditional digital flight data
recorder parameters. The purpose of the revision was to provide additional information to enablethe
investigative authority -- the National Transportation Safety Board (NTSB) in the U. S. -- to conduct a
more thorough investigation of accidents and incidents. The data recorded would also be available to
industry to enable the prediction of trends that may be useful in determining modifications neededto avoid
accidentsand incidents. The revised rules require that certain turbine engine powered airplanes and
rotorcraft having IO or more passengerseatsbe equipped to record specified parameters. Many currently
operating aircraft have low capacity Flight Data Recorder Systemsinstalled. A rule requiring immediate
retrofits would have significantly impacted the air transportation industry economically both inscheduling
and equipment installation costs. In some casesthe equipment had not yet been developed. Accordingly,
the FAA provided an extended schedule for retrofit of in-service aircraft. This AC provides guidance to
applicants for a Supplemental Type Certificate (STC), and provides guidance to individuals who are
responsible for obtaining operating approval for these DFDRS. Aircraft manufacturerswho intend to
install DFDRS in newly manufactured aircraft should also use this guidance.
COMPLIANCE
SCHEDULE, OPERATING CERTIFICATE
HOLDERS.
A holder of an air
6.
operator certificate may not operate an aircraft on its operations specification in air transportation capacity
unlessthat airplane complies with the flight data recorder requirements of the appropriate operating part of
14 CFR. Those conducting other operations of multiengine, turbine powered airplanes or rotorcraft having
IO or more passengerseatsmust comply with the flight data recorder requirements of Section 9 I .609(c).
All turbine powered multiengine airplanes having IO or more passengerseatsthat are 1) are operating in
air transportation under parts I2 1, 125, 129, or I35 and 2) manufactured after August 19,2002, must be
equipped with a DFDRS that records 88 parametersas listed in the appropriate CFR appendix. The rule
change increasedto 25 hours the DFDR recording capability requirement for helicopter operating under
Part 135 but did not affect other helicopter requirements. Except for certain excluded aircraft, the rules
Page4
s-4
.. I ,,,, r,.yz . .. . . ,,
I
.,, ..
,,
,,
.
AC 20-DFDRS
xx-xx-xx
provide a retrofit schedule for existing and in-production aircraft. Figure 1 summarizes the scheduleof
part 121 DFDRS requirements. For a more detailed description of the requirements and retrofit schedule
for these and other aircraft refer to the applicable rule or to appendix 2 of this AC.
,,.......,.,
...,,....
I.
.,. ,,,,
.,...
FSAH~.HL~~l~l~P~~~e~dearders
Transport Category Airplanes
.,
_., ,.
for
II.
,.
Date of Aircraft Manufacture
Retrofit Required by 19 August 2001
pLGiG$
Commcnsumtc
with the capacity of tbe recording system ((DFDAU
or equivalent and tie DFDR)[(c)(Z)]).
all
additional pmamtien for which infomadon
YIWCCS arc itiakl
and which are cmnacd
10 the recording system, mua
be recorded within the ranges. accumciy
rewlutions. and sampling intervals specified in Appendix M of this pm (by
August 20. 200 I [(cX2) & (d)(2)]).
[I2I.yl(cKn>
Figure 1. Compliance
Schedule for 14 CFR Part 121 Transport
Airplane
DFDRS Installation
TYPE CERTIFICATION.
The applicant must obtain FAA approval to install or to retrofit a
7.
DFDR and components. The applicant may apply for: a Type Certificate (TC), an Amended Type
Certificate (ATC), or a Supplemental Type Certificate (STC). The FAA will not make field approvals.
The applicant must demonstratecompliance with the applicable regulations included in the type
certification basis for the aircraft. Appendix 3 lists typical certification requirements that are applicable
depending upon the certification basis of the aircraft. The type certificate data sheet(TCDS) referenced in
the type certificate normally identifies the applicable regulations. An applicant must demonstrate
compliance with the appropriate certification requirements as instructed by the approving Aircraft
Certification Office (ACO). (See Appendix 3.)
a.
DFDRS Descriptive Data. The applicant must include in the system description the make
and the model or part number of the DFDR, FDAU, or DFDAU (or equivalent). Include a listing
of each parameterrecorded and identify any transducersor sensorsinstalled specifically for the
purpose of sensing required data. Such identification must include the manufacturer and part
number of the sensor. For those sensorsnot dedicated exclusively to the DFDRS, identify and.
include in the system description the sensor source and the associateddigital data bus source.
The description must identify any reliance upon pneumatic inputs directly to the DFDRS for
pitot-static information. Identify those componentsof the DFDRS that meet TSO standards
including the TSO number and any authorized deviations to the TSO. Describe any necessary
Page5
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AC 20-DFDRS
xx-xx-xx
structural alterations associatedwith the installation. . The description must include a wiring
diagram and schematicand describe all dedicated wires. Identify all interfaces to other installed
equipment and systems.
b.
Intended Function. The applicant must provide a list of all parametersthat the DFDR will
record and their specifications (time correlation, range, resolution, accuracy, and sampling rate).
The applicant must demonstrate,by tests, that the DFDRS meetsthesespecifications. Theseare
normally performed using simulated inputs to the DFDRS and by activating transducersand
sensorsinstalled as part of the DFDRS. Where the aircraft sensoris a synchro, and the
installation design allows switching of the sensoror the digital bus during flight, the applicant
must demonstrateperformance in all switched positions. As part of this test, the applicant must
provide a correlation document (data stream format and correlation document as described in
appendix I).
NOTE: Before performing ground or flight tests on the DFDRS installation, the applicant
mustperform a conformity check. This check must demonstratethat the DFDRS installation
conforms to the design data that will be cited on the type certificate, amendedtype
certijcate, or supplemental type certificate.
(I) The applicant must identify any parametersthat record filtered data. The applicant must
show, by test, that there is no difference between the recorded (filtered) parametersunder both
static and dynamic (parameter undergoing change at the maximum rate) conditions.
(2) The applicant must also perform a ground cockpit compatibility check for the purpose of
demonstrating performance of the DFDRS installation. This compatibility demonstration must
include:
(i) A demonstration of circuit breaker accessibility;
(ii) A check that the DFDR indicator is visible to the flight crew; and
(iii) A demonstration of any DFDR related items in the airplane flight manual (supplement).
(3) The applicant must perform a test to demonstratethat the DFDRS is not susceptible to
electromagnetic or radio frequency interference (EMVRFI) and that it does not generatesuch
interference in essentialand flight critical systems. The applicant must demonstrateEMVRFI
compatibility with engines and all essential systemsoperating for a new DFDRS installation.
NOTE: The STC process does not provide for findings of compliance with operating rules such as
section 121.344. An FAA Flight Standards inspector must makesuchjindings of compliance
for individual aircraft upon completion of the aircraft installation. However, an applicant for
@peapproval (TC, A TC, or STC) mayfacilitate the operator s later demonstration of
compliance to the operating rule by referencing the appropriate appendix andparameter
numbers of 121, 12.5,or 135for the specifications met when demonstrating that the DFDRS
performs its intendedfunction. The FAA inspector may use the test report to support a
finding of compliance with the operating rule. The applicant should substantiate any
discrepancies betweenthe parameter spec$cations in the appropriate appendix of the
operating rule and those demonstrated by test. Such substantiation is neededfor the AC0 to
find novel, unique design, or operational characteristic. (See Section 25.1459(e) or
equivalent.) The operator may later use this substantiation to support a petition for
exemptionfrom the operating rule. For example, the applicant may need to substantiate a
unique design characteristic to change the way the DFDR records a requiredparameter if
such recording would compromise a critical function of the aircraft. In this case, the
operator that installs the FAA approved systemmust then request an exemptionfrom the
Page6
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,.
:,
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.
I ,!
d :,,
AC 20-DFDRS
,.
parameter- recording requirement. See 14 CFR Section II.25 for procedures to petition for
an exemption.
(4) The applicant must conduct a flight test as part of the type inspection. The purpose of the
flight test is to demonstratethat the DFDRS performs as intended in flight. The applicant must
conduct a reasonablenessand quality check of the DFDR data from the flight test. The purpose of
this check is to demonstratethat each is parameter being recorded properly and that any data
dropouts or noise do not interfere with the ability to interpret the data. Appendix 4 presentsa
typical fight test sequenceand the manually recorded data neededto conduct the reasonableness
and quality check. During the flight test the applicant must demonstrate that the DFDRS is not
susceptible to electromagnetic or radio frequency interference (EMWRFI) and that the DFDRS
does not generatesuch interference in essential or flight critical systems.
NOTE: Using theflight test data the applicant must confirm that the DFDR begins to
operate at or before the aircraft begins its takeoffroll and continues to operate until after
the aircraf has completed its landing roll. For rotorcraft, the DFDR must operatej-om the
instant the rotorcraft begins its ltftofluntil it has landed.
/.
:. c. Equipment and Sensors. The applicant must present evidence that the equipment and
:
_ sensorsthat are to be newly installed are FAA approved or obtain FAA approval for them. A
DFDR or DFDAU that has been manufactured under TSO C- 124 or C-124a authorization is FAA
approved. Likewise, a ULD that has been manufactured under TSO C- 12I authorization is FAA
approved. DFDRS equipment installed in turbine-engine-powered airplanes having IO or more
passengerseatsand manufactured after August I8,2000, must conform to TSO C124a.
Acceptable guidelines for documentation of DFDR data content and format are also available in
the Flight Recorder Configuration Standard or FRCS (Document TPl3140E). The FRCS is
available from Transportation Development Centre, Safety and Security, Transport Canada.
NOTE: The DFDR installed in aircraji operated under 14 CFR Parts 121, 125, 129, and 135
must be capable of recording 24 hours or more offlight data. Therefore, in order to avoid
installation of an 8 hour recorder in these aircraft, any DFDR that is capable of retaining no
more than 8 hours of data must bear a placard stating: Approvedfor use in aircraft
operating under 14 CFR Part 91 only. Theplacard must be printed in 5/16 inch bold block
letters.. Theplacard must be affied to a surface so that it is easily visible when the DFDR is
installed.
d. Combination DFDRKVR Units. The applicant may install a combination cockpit voice recorder
(CVR) and DFDR unit instead of the DFDR. However, the combination CWUDFDR must not serve as
both the required DFDR and the required CVR. That is, the applicant may substitute a CWUDFDR for the
DFDR, or a CWUDFDR for the CVR or the applicant may install two combination CWUDFDR units in
the aircraft.
e. Software. For those DFDRs having DO- 178B Level E or DO-178A Level 3 software installed,
and those DFDRs for which no software approval exists, the applicant must:
(I) Obtain certification from the equipment manufacturer that the source code has been archived.
(2) Obtain certification from the equipment manufacturer that the executable object code can be
regeneratedfrom the archived source code.
(3) Demonstratethat the software to be loaded during DFDRS installation or during DFDRS
maintenancecan be successfully loaded through the use of releasedprocedures. These proceduresshould
Page7
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D-7
AC 20-DFDRS
be included
appropriate.
xx-xx-xx
as part of the installation
instructions
or the instructions
for continued
airworthiness,
as
f. Weight and Balance. The applicant must determine the effect of each item of equipment that has
been removed or installed on the aircraft weight and balance. The applicant must present a report showing
the net change in weight and moment (or moment arm). The report must show how the applicant
determined this net change. The applicant must submit to the AC0 for approval a flight manual
supplement containing any changes to the weight and balance procedures in the airplane flight manual.
g. Electrical Loads Analysis.
The applicant must determine the effects of each installed and
removed item of electrical equipment on the electrical load to the aircraft power distribution system. The
applicant must present a report showing the net change in the electrical load on each affected bus and how
the applicant computed this net change. The applicant must also identify any necessary required changes
in circuit protective devices. The net change to the load carrying capability of the essential bus must not
result in interruption or otherwise adversely affect power supplied to items on that bus.
h. Electrical Power Source . The DFDR must receive its operating electrical power from the bus that
allows maximum reliability
for the DFDRS. The applicant may not add the DFDR to anybus if the
addition would jeopardize essential or emergency .loads. If the applicant determines that the DFDR cannot
be added to the emergency or essential bus, the applicant must ensure that two separate and independent
sources of electrical power are available for the DFDR and FDAU or DFDAU.
The DFDRS must
automatically
switch between the two power sources to maintain flight data recording in the event of a bus
failure. The applicant must connect the DFDRS and the cockpit voice recorder (CVR) to power busses
that are separate and supplied by independent power sources.
Note:
If the applicant is upgrading an existing approved DFDRS installation in order to comply with the
new operating requirements of Amendment 121-266, 125-30, or 13569,and the upgrade would not
otherwise require revisedpower circuitry, the applicant need not revise existing power circuitry to
provide automatic switching capability.
i. Circuit Protective Devices. The circuit protective device for the DFDR must be resettable and
located so that it can be readily reset in flight. The current Advisory Circular 25.1357 describes an
acceptable means of making circuit protective devices accessible so that they can be reset in flight.
j. The Preflight Monitoring
Means is an aural or visual indicator in the cockpit that is activated
when any one of a combination of system status monitors and built-in test capabilities fail. For example,
an indicator light may monitor the following functions, depending upon availability
of built in test
capability:
(I)
Loss of system electrical
power;
(2)
Failure of the data acquisition
(3)
Failure of the recording
and processing
medium
equipment;
and/or drive mechanism,
and
(4) Failure of the recorder to store the data in the recording medium as shown by checks of
recorded data including, as reasonably practicable, correct correspondence with input data.
k. Aircraft Flight Manual Review. The applicant must review the aircraft flight manual (AFM) and
supplements to determine that it is compatible with the DFDRS installation.
The applicant must provide an
approved AFM supplement to eliminate any incompatibilities.
D-8
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AC 20-DFDRS
xx-xx-xx
I. Instructions for Continued Airworthiness. The applicant must provide instructions for continued
airworthiness as part of the substantiating data. These instructions must include as a minimum:
(1) A document containing the data stream format and correlation data outlined in appendix I.
(2) An identification of the transducers installed exclusively for the DFDRS (that is, those that
supply signals supplied only to the DFDRS and not to other aircraft systems). The signals from these
transducersare not verified during checks of other aircraft systemsand equipment. For example: vertical,
longitudinal, and if applicable, lateral acceleration.
(3) A document providing procedures for a ground quantitative, functional check for each
recorded parameterexclusive to the DFDRS. See(2) above. The document must provide sufficient
information to verify the accuracy (as required by part 121, appendix B or M; part 125, appendix E; or part
135, Appendix B, C, or F) of the recorded data.
(4) A document providing proceduresfor performing an operational and functional ground check
of each recorded parameter. The document must provide sufftcient information such that the technician
can assessthe reasonablenessof the recorded values for each mandatory parameter and quality of the
recording:-The document must enable the technician to conduct an operational (reasonablenessand quality)
check by .periodic readout of the recorded parametersfrom any flight. The readout must be in engineering
units and ,discretestates.It must also provide proceduresto functionally check parameters,such as warning
discretes;.thatare not typically activated and recorded during the aircraft operation segmentsbeing used for
the operational check. SeeAppendix 5 for typical reasonablenessand quality check instructions.
NOTE: The term reasonablenessrefers to the read-out of recorded parameter values. The
procedures determine reasonablenessofparameters in a typical segmentoffright by comparing
thesereadouts to expected values. Thejlight segmentsare: takeoflroll, takeofi climb, cruise,
approach, landing, and landing roll-out. The reasonablenesscheck should be accomplished in
those segmentsthat exercise the major@ of the parameters. Thesesegmentsare takeofi climb,
approach, and landing. Ifparameters are recorded during taxi, they should be usedas well. An
example reasonablenesscheck might be to examine the altitude value during taxi. An altitude
reading during tari or takeoff roll, that deviatessign$cantiyfiom fld elevation should signal the
analyst to check the altimeter setting to determine its reasonableness. Another example might be:
a No.3 engine thrust- reverser -deployed indication during takeofl Such indication is
unreasonable and necessitatesfurther checks. An example of poor data quality is 15 data dropouts in a 4Ssecondperiod ofjlightfor parameter (13) pitch control. This indicatespoor data
quality since the analyst wouldfind it d@cult to correlate pilot control inputs to aircrafi attitude
andposition. The quality assessmentmlist determine that there are no instancesof noise or data
dropouts that interfere with the analysts abiliv to correlate interdependentparameters.
(5) A document providing repair and replacement instructions for DFDRS equipment and
sensors. This document must include instructions for conducting a functional check of the affected
parameter(s). The functional check must include instructions for verifying that the data stream format and
correlation documentation is correct.
(6) If the retrofit includes a change to the underwater locating device (ULD), the applicant must
provide instructions for periodically replacing the ULD battery and conducting an operational check of the
ULD. The replacementperiod must be consistent with the battery manufacturers life limit. The applicant
must include instructions for how to accessthe ULD. Advisory Circular 2 l-l OA, Flight Recorder and
Cockpit Voice Recorder Underwater Locating Devices, provides guidance for ULD installations.
NOTE: If the ULD battery is not accessible,the instructions must befor replacement of the ULD,
itself
Draft last revised 2/2/99
Page 9
D-9
AC 20-DFDRS
xx-xx-xx
(7) The applicant may design the installation to accommodateDFDRS equipment of different part
numbers or of different makes and part numbers. In this case,the applicant must provide a list identifying
the interchangeableitems of equipment by make and part number.
8. AFTER-INSTALLATION.
Before a newly manufactured aircraft is put into service or a retrofitted
aircraft is returned to service, the operator must demonstrateconformity to the type design or supplemental
type design data. The operator must demonstratethis conformity to an FAA airworthiness inspector. The
inspector must determine that the operator has demonstratedthe following functions, or that the FAA has
exempted the operator from the operational requirement.
a. ParameterOperational Check. The operator must perform an operational and functional check to
determine that each required parameter is being recorded, that the recorded value is reasonable,and that
data quality is sufficient to interpret the data. The operator must retain the results of this check as a
permanent part of the aircraft records. The operator must note in its maintenanceprogram how to access
the results of this check. Seeparagraph 7.1.(4) for a description of the operational and functional check.
b. Correlation Document (Data Stream Format and Correlation Document). The operator may use an
approved correlation document supplied by the FAA approval-holder or develop a separatecorrelation
document. The document describesthe data stream format and includes correlation data for each
mandatory parameter. Where the operator has obtained approval to deviate from the approved installation
data, the operator must verify that the approval holder supplied correlation data remains valid for those
mandatory parametersaffected by the deviation. The operator must generateand maintain individual
aircraft correlation data where significant deviations from the FAA-approved correlation data exist. The
deviation is significant if the applicant cannot demonstratethat the difference between the derived data for
the as installed DFDRS and the derived data for the FAA approved DFDRS is within the accuracy
specification of the appropriate appendix. (See Appendix I .)
c. ParameterSpecification Demonstration. The operator must verify that all parametersrequired by
the operating rule are being recorded to the specifications (time correlation, range, resolution, accuracy,
and sampling rate) provided in the appropriate appendix. For multiple DFDRS installations, as described
in Section I2 1.344(j), the operator may demonstratecompliance by comparing the FAA approval holders
approved parameter list and correlation document (data stream format and correlation document as
described in appendix I) to the appropriate appendix of the operating rule.
d. Data Retention Provisions. The operator must demonstratethat when removing a DFDR from an
aircraft, it has provided for retaining the recorded data until it operatesthe aircraft for an additional 25
hours or more. The term operate the aircraft for an additional 25 hours or more refers to the total time of
all flight since the DFDR was removed, including the time from start-of the use of the checklist (before
starting engines for the purpose of flight), to completion of the final checklist at the termination of flight
MAINTENANCE
PROGRAM.
Each operator must change its maintenanceprogram, as necessary,
9.
to include administrative proceduresfor scheduling, accomplishing, and recording maintenanceand
inspection actions to accommodatethe required changesto the DFDR system. The maintenanceprogram
must identify inspection items establish time-in-service intervals for maintenanceand inspections and
provide the details of the proposed methods and procedures.An operator may include the maintenanceand
inspection program for the underwater locator device (ULD) in the DFDR system program or develop it
separately. The maintenanceprogram must include the following items.
a. Describe the DFDRS. The system description must include the make and model, or part number
of the DFDR and each DFDAU or FDAU. It must include a listing of each parameter recorded and must
identify any transducersinstalled specifically for the purpose of sensing DFDR required data. Such
identification must include the manufacturer and part number of each sensor. The description must include
a wiring diagram and schematic and describe all dedicated wires and digital data busses. The system
description must identify all interfaces to other installed equipment and systems.
Page IO
D-10
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AC 20-DFDRS
b. Describe the scheduled maintenance tasks for each component of the DFDRS. This description
must include a ground operational and functional ground check of all mandatory parametersrecorded by
the DFDR. The operational check procedure must determine the reasonablenessof mandatory parameters
recorded by the DFDR. It must also determine that the data quality pertaining to noise and data dropouts
allows one to correlate related parameters. The operational check must be accompaniedby a functional
check to verify the performance of any mandatory parametersnot verified from the flight data used during
operational check or by functional tests of other aircraft systems. The operational check description must
provide sufficient information to assessthe reasonablenessand quality of the recorded values. The
operator may use a periodic readout or electronic data extraction of the flight recorder to accomplish this
requirement. The operator must include a separateoperational check for mandatory parameters,such as
warning discretes, not typically activated and recorded during the aircraft operation segmentsbeing used
for the operational check. The ground operational check must also include proceduresto determine the
reasonablenessof any recorded non-mandatory parameters. Appendix 5 describestypical reasonableness
and quality check requirements for a 34 parameter installation.
c. Provide for the retention of and accessto the DFDR correlation document (data stream format and
correlation document as described in appendix I) applicable to each individual aircraft. Provide for
retention and accessto any additional documents neededto enable,accurateconversion of recorded digital
values to their corresponding engineering units or discrete states. SeeAppendix I.
d. Provide for updating the correlation and data conversion documentation for each DFDR system
modification or retrofit. These procedures must also provide for an update, upon modification of a system
that provides parameter input to the DFDR system.
e. Establish a schedule for accomplishment of an operational functional ground check at intervals
not to exceed 12 calendar months. An operators may adjust this 12 month repeat interval basedupon
findings made under the performance analysis function of their continuing analysis and surveillance
program. The operator must demonstrate to the FAA that these findings are satisfactory prior to adjusting
the repeat interval.
f. Establish a schedule for ULD functional check and battery or ULD replacement.
g. Provide for the retention of the DFDR readouts from the most recent DFDRS operational check.
Records to be retained must include the maintenancejob card or task description and the Computer
printout(s) showing the recorded data used in the operational check. Provide for retention of these records
until they are replaced by records from a subsequentoperational check. The operator must provide for
retention of the last operational check record until 6 months after the operator has sold or otherwise
permanently removed the aircraft from its operating certificate.
Thomas E. McSweeny
Associate Administrator,
If the DFDAU posts in the recorded data that the bus is operational, an existing operational test that shows
that the DFDAU is receiving data is adequatefor this purpose.
* Operators may retain the actual DFDR data used for the operational check instead of the data readout or
printout. However, the operator must be able to print out the data or otherwise provide it in a readable
format at the request of the FAA or the NTSB.
Page I I
D-11
AC 20-DFDRS
Regulation and Certification
Page 12
D-12
xx-xx-xx
AC 20-DFDRS
Appendix I
Appendix 1
Standard Data Format for Digital Flight Data Recorder
Data Stream Format and Correlation
Documentation
The Digital Flight Data Recorder System (DFDRS) records flight data in a digital format. Data is normally
grouped into words that are synchronized in a data stream. The data stream must be correlated to
engineering units or to discrete states in order for an accident investigator to use the data. This appendix
provides a standard for the data stream format and correlation documentation that operators must maintain
to aid accident investigators in interpreting recorded flight data. Acceptable guidelines for documentation
of DFDR data content and format are also available in the Flight Recorder Configuration Standard(FRCS)
(Document TPl3 140E). The FRCS is available from Transportation Development Centre, Safety and
Security, Transport Canada.
1. Definitions: The following definitions apply to terminology often used in the DFDR correlation
documentation. These definitions are derived from ARTNC Characteristic 717-9, Flight Data Acquisition
and Recording System, dated December 3, 1993. An operator using another data stream format must
provide definitions unique to its format in the correlation documentation.
a. DFDR Bit Number: The DFDR bit number defines a specific bit location within a DFDR
system word on the output from the DFDR. The DFDR bit number is used to locate the bits that are
dedicated to a given parameter within the word. For example DFDR bit numbers 3- I2 indicate bit 3
through bit 12. The lowest bit number is normally the least significant bit.
b. Lexicon: A dictionary of all Mnemonic Codes and the associatedparameterseach represents.
c. Mnemonic Code: Mnemonic code is an abbreviation of the parameter name. It is intended to be
used in formats where the parameter name is too large. The first eight charactersof the mnemonic code
must be usedto identify the parameter as described in the applicable appendix (I4 CFR part I21 appendix
B or M; I4 CFR part I25 appendix E; I4 CFR part I35 appendix F). The Mnemonic code must uniquely
identify the parameter relative to all other parametersbeing recorded. The applicant may assign additional
charactersas necessaryto uniquely identify the parameteras installed on the aircraft. (See parameter
name) Table l-5 contains a lexicon of some typical mnemonic codes.
d. Parameter Name: The name of the function being recorded. The documentation must contain a
meansto correlate each recorded parameter name to those in the applicable appendix (part I2 I appendix B
or M; part I25 appendix E; part 135 appendix F). Where possible, the parameter name should correlate to
the aircraft manufacturers interface control documentation. Sufficient information must be contained in
the parametername to make it unique and to convey information on its source.
e. Range: The full range of a parameter(minimum to maximum) expressedin engineering units
(E.U.). Enter N/A for discrete parameters.
f. Signal Source: The aircraft subsystem,or the dedicated transducer or signal conditioner, installed
primarily to provide the signal for the DFDR, FDAU, or DFDAU (or equivalent).
Date last revised l/23/99
Page I
D-13
AC 20-DFDRS
Appendix I
g. Superframe Cycle: A sub-division of a given word slot addressin a subframe. This typically
provides 16 additional addresses. A counter provides the cycle number reference. The cycle number must
be documented as a parameter.
h. Word Slot: The location of a l2-bit word within the subframe.
2. Data Stream Format: The data stream format defines where an analyst must look in the DFDR
output to find a selectedparameterof other information. Most DFDR data are encodedusing the
specifications of ARlNC 573 or ARINC 717. Although theseARINC data bus encoding systemsdo
not specify the date format, they provide the framework within which the data is formatted. They
generate64 l2-bit words per secondyielding a bit rate of 768 bits per second. The word rate may vary
in multiples of two, i.e. 32,64, 128, 256, or 5 16. The data is organized into frames that are repeated
every four seconds. Each frame consists of four subframesthat occupy one secondeach in the data
stream. The first word in each subframe normally provides the frame synchronization pattern. The
data stream format should enable the analyst to locate header information and parameter information
in the DFDR output.
a.
Header Information: For DFDR that conform to ARINC specifications the following
information must be stored in a header file. For other DFDR frame structures, the number of
subframesper frame must be omitted and the farme structure must be uniquely described.
Aircraft Make and Model
Aircraft Serial Number
DFDR Make and Model/Part Number
Number of subframesper frame
(iii)
(iv)
a.
Record Information: The following information must be provided for each record except
that if each subframe is identical it may be provided only once:
Bits in the DFDR Word
Number of DFDR Words in a Subframe
Time duration of the subframe (seconds)
0)
(ii)
(iii)
a.
Parameter Information:
ParameterName - must be unique to all other parametersrecorded

Mnemonic Code - a conimon abbreviation for the parameter
0)
(ii)
a.
Parameter Location: Both component(s) timing information must be provided for

each parametersample. Usually there is only one component. For sampleshaving more than
one component the componentsmust be ordered from least significant to most significant in the
data stream. Each sample location for a parametermust have the sametotal number of bits. The
following items must be provided for a parametersample location:
Subframe Number
Word Number
Bit Numbers
If superframecycles are used
(iii)
(iv)
(1)
(2)
.D-14
The identification for each parametermust include:
Cycle counter name

Cycle numbers
Page2
This page last revised March 24, 1999
!I
/I
AC 20-DFDRS
Appendix 1
3. Lexicon of Mnemonic Codes: If mnemonic codes are used, a lexicon of these codes must be
provided.
2.
Engineering Unit (E.U.) Conversion: Engineering unit (E.U.) conversions must convert decimal
counts to the parameter value measured. Where the parameter is used by the pilot in flight (e.g.
airspeed,altitude, and heading), the conversion should be correlated to the value seenby the pilot.
Other values should be correlated to values sensedby the aircraft. Where E.U. conversions result in an
interim parameter (e.g., a.c. voltage ratio No I, frequency, , d.c. voltage ration No 2, potentiometer, or
synchro angle) the conversion formula that converts this interim parameterto the actual parameter
must also be provided. Recorded parametersmay be converted to an as follows. Both signage
(whether or not the raw data contains a plus or minus sign and the location of the sign in the parameter
bits) and raw data range must be provided. Standardizedsignage is provided in Table l- 1.
Instructions for converting the parameter data must be provided as follows.
Table l-l. Standardized Sign Convention
Parameter
Aircraft Pitch Attitude - Aircraft
Nose Up (ANU)
Aircraft Roll Attitude - Right Wing
Down (RWD)
Flight Control Surface- Trailing
Edge Up (TEU)
Acceleration
Glide Slope - Fly Up Indication
Localizer - Fly Left Indication
1.7
.;;I
..
a.
Sign
+
+
+
See Section 7. I, ARlNC 717-9
+
+
Linear Equation:
E.U. = A, + A, * CNTSlo
where:
Date last revised l/23/99
E.U. is the value in engineering units

A, is the number of E.U. when the CNTS,, equals zero
A, is the slope of the line in engineering units per decimal
count
.
CNTS,, is the number of binary or binary coded decimal
counts converted to decimal counts
Page3
D-15
AC 20-DFDRS
Appendix I
b. Piece-wise
Linear
Equation:
In some instancesit may be necessaryto correlate the data using multiple linear equations. For
example: the data of Figure l-l. was obtained using two linear equations as follows:
For Altitude (E.U.) 5 500 feet
A,, = (- 0.002)
A, = (0.20023 I)
For Altitude (E.U.) > 500 feet

A,, = (- 0.29673)
A, = (0.013351)
where: 5 indicates equal to or lessthan

> indicates greater than
c. Polynomial
Equation:
E.U. = A, + A, * CNTSlo + A, * CNTS,, + ... A, * CNTS,,X

where:
E.U. is the value in engineering units

CNTS,, is the number of binary or binary coded decimal
counts converted to decimal counts
A, is the number of E.U. when the CNTS,, equals zero
A,, A,, ... A, are coefficients developed by a curve fit
d. Unique Equation:
Where a unique equation applies, explicit documentation must be developed
at the time of certification and approved by the FAA.
E.U. Data Correlation:
An acceptablemethod to correlate the measureddata to the data derived
from the conversion equation follows:
5.
a.
Set or read the device being measured(radio altimeter altitude for example) to a known fixed data
point.
b. Record the data in the Raw Data (E.U.) column of the Correlation Table l-3 below.
c. Record the decimal counts from the DFDR record in the CNTS,, column of the Correlation Table
(See Table l-3).
Note: The DFDR normally records counts in a binary format. Most equipment manufacturers
provide a digital output po;t and test equipment to accessthe data. Data can be displayeb in .
either binary, octal or hexadecimalformat with octal being the most common. Convert the
counts to decimals using instructions provided by the equipment manufacturer.
d. Repeatsteps I through 3 above until a sufficient number of data points have been collected for
correlation.
Note: The number of required data points will vary depending upon the parameter and the
transducer. As a minimum, three data points must be recordedfor linear equation parameters:
One at the mid-point (or null point) and the others at each endpoint of the range for the
parameter. A minimum of six data points must be recordedfor polynomial equation parameters
For piece-wise linear equations, a minimum of three data points must be recorded/or each linear
segmentof the equation.
e. Derive the E.U. value for each recorded CNTS,, value using the conversion equation or method
provided. Record the derived value for each data point.
Page4
D-16
AC 20-DFDRS
Appendix I
f. The tabulated raw data and the derived data must also be plotted to confirm the prediction
capability of the equation (linear, piece-wise linear, polynomial or unique). The plot must cover the full
operating range for the parameter. See Figure I - I for an example plot. In the example of Figure I - I, the
data is so closely correlated (correlation coefficient = 0.99985) that the raw data and the derived data
appear to be superimposedon each other.
DFDR Radio Altitude Conversion

2500
Figure l-l. An Example Plot of the Radio Altimeter in Feet Versus Decimal Counts
6. Discrete Decipher Logic: The correlation documentation must contain decipher logic for discrete
parameters. The decipher logic must identify the statusof the discrete representedby each binary state
(e.g., 0 =OFF, l=ON). In instanceswhere a group of discrete states is representedby multiple binary
bits, the entire discrete word must be presented in the correlation document. SeeTable l-2. The word slot,
subframe, and bit logic for the specific discrete codes must be identified in the documentation
Table 1-2. Example of Grouped Discrete Codes Decipher Logic
Word Slot
Subframe
Discrete Status
A/P Mode Throttle OFF

AIP Mode Throttle RETARD
A/P Mode Throttle CLAMP
Date last revised I /23/99
7
I
I
I
16
Ill0
15
I
I
I
I
Discrete Codes
14
13
IO
IO
0
0
0
0
0
0
I2
IO
0
I
1 I
IO
I
0
Page 5
D-17
AC 20-DFDRS
Appendix I
Calculate the correlation coefficient between the raw

Validation of Engineering Unit Correlation:
7.
data and the derived data. Table l-2 may be used to aid this calculation. The correlation coefficient must
be calculated as follows:
r=
N * c( x*y) - zx * =y
{ [N * t~2 - (Lx)2 ] * [N * Ly2 - (Ly)2] }I*
where:
r = correlation coefficient
N = number of data points
x = raw data (E.U.)
y = derived data (E.U.)
c indicates the sum of the values that follow (e.g. cx equals the sum of all x
values)
Page6
D-18
.._..--
AC 20-DFDRS
Appendix 1
Table 1-3 Correlation Table Decimal Counts to Engineering Units

Parameter
Parameter No.
Conversion Method 0
A0
4
A2
A,
A,
A5
Linear
Polynomial 0 Unique
Unique Equation Reference:
Page7
D-19
AC 20-DFDRS
Appendix I
Table 1-4 Correlation Coefficient Calculation
Parameter Name
Mnemonic Code
Parameter Word Location
Subframe
Superframe Cycle
Assigned Bits (1 through 12)
Range (E.U.)
Sign Convention
Correlation Coefficient
Parameter No. -
(3) Subtract (2) from (I)
N * c( x*y)_xx * cy=
(5) Squarethe sum of x (cx) and subtract this square from (4)
[N * X2 - (x) ] = (4) - Column 4 =

(6)
*cy&
(7) Squarethe sum of y (cy) and subtract this square from (6)
Page8
D-20
AC 20-DFDRS
Appendix 1
(8) Subtract (7) from (6)

m i xx2 _ (,5Q2 ] * [N * zy2 _ (391 =
(9) Take the square root of (8)

( [N * xx2 - (Q
] * pj * 32 - (3)]}2
(10) Divide (3) by (9)

r=
=
N * c( x*y) _ xx * c,
*
xx2
(9
]
*
[N
*
cy2
_
(Cy)2]
}
n
{ IN
The correlation coefficient(r) must not be less than 0.9

....,
.._
TABLE l-5. Typical Lexicon of Mnemonic

Codes
CODE
AOA
CAS
ANU
TEU
SPD
A/P
EPR
THRTL
MCH
RWD
PARAMETER
Angle of Attack
Calibrated Airspeed
Aircraft Nose Up
Trailing Edge UP
Speed
Autopilot
Engine PressureRatio
Throttle
MACH
Right Wing Down
Page9
D-21
AC 20-DFDRS
Appendix2
Appendix 2
Digital Flight Data Recorder Requirements
Schedule
1.
Turbine-engine powered transport category airplanes. For scheduling of DFDR system installations,
there are six categories of turbine-engine powered transport category airplanes. Affected airplanes in the
first four categories are those requiring post-production retrofits. The other two categories include
airplanes that will receive the system during production. Airplanes requiring retrofit are grouped by the
date of manufacture and by the particular equipment installed at the time the DFDR Notice of Proposed
Rule Making was published (July 16, 1996). Airplanes upgraded during production are grouped by
manufacture dates. The categories are as follows:
a. Airplanes manufactured on or before October 11, 199I, that are not equipped with Flight Data
Acquisition Units (FDAU) as of July 16, 1996. These airplanes must be upgraded from their current
eleven (1 I) parametersto eighteen (I 8) parameters. The retrofit must be accomplished by the next heavy
maintenancecheck after August 18, 1999, but no later than August 20,200 I.
(I) The parametersmust be recorded to the range and accuracy specifications of part 121
appendix B (or part 125 appendix D).
(2) Recording of lateral acceleration, parameter (I 8), for airplanes having more than two engines
is not required unless sufficient capacity is available on the installed recorder.
(3) Becauseof capacity limitations of some DFDRs, certain split flight control parameters(e.g.,
aileron, split elevator, rudder) may be recorded using the bellcrank or a single control wheel/column or
pedal position instead of recording the position of both control wheel/column or sets of rudder pedals. The
following parametersmay be recorded from a single source. However, sensorsmust be located so as to
allow for the differentiation between cockpit flight control inputs and flight control surface position:
(i) Parameter(I 2) Pitch control input
(ii) Parameter(13) Lateral control input
(iii) Parameter(14) Rudder pedal input
(iv) Parameter(15) Primary pitch control surface position
(v) Parameter(16) Primary lateral control surface position
(vi) Parameter(I 7) Primary yaw control surface position
D-23
i
AC 20-DFDRS
Appendix 2
b. Airplanes manufactured on or before October I 1, I99 I, that are equipped with FDAU as of July
16, 1996. These airplanes must be upgraded to record 22 parameters. The retrofit must be accomplished
by the next heavy maintenance check after August IS, 1999, but no later than August 20,200 I.
(I) The parameter
to all parameters.
specifications
of 14 CFR 12 1 Appendix
M or 14 CFR I25 Appendix
E apply
(2) Because of capacity limitations of some DFDRs, certain split flight control parameters (e.g.,
pitch control input, lateral control input, and rudder pedal input) may be recorded using the bellcrank or a
single control wheel/column
or pedal position instead of recording the position of both control
wheel/column
or sets of rudder pedals. The following parameters may be recorded from a single source.
However, sensors must be located so as to allow for the differentiation
between cockpit flight control
inputs and flight control surface position:
(i)
Parameter (12)
Pitch control
(ii)
Parameter (13)
Lateral control
(iii)
Parameter (14)
Rudder pedal input.
(iv) Parameter (15)

(v)
Primary
Parameter (I 6) Primary
(vi) Parameter (I 7) Primary
a.
input.
input.
pitch control surface position.

lateral control
yaw control
surface position.
surface position.
Airplanes manufactured on or before October I I, 199 I, that are equipped with ARlNC 7 17
DFDAU or Equivalent as of July 16, 1996. These airplanes must be upgraded to record 22
parameters. The retrofit must be accomplished by the next heavy maintenance check after
August IS, 1999, but no later than August 20,200 1.
(1)
parameters.
The parameter
specifications
of part 121 appendix
M or part I25 appendix
E apply to all
(2) Because of capacity limitations of some DFDRs, certain split flight control parameters (e.g.,
single control wheel/column
or pedal position instead of recording the position of both control
wheel/column
or sets of rudder pedals. The following parameters may be recorded from a single source.
However, sensors must be located so as to allow for the differentiation
between cockpit flight control
(i)
Parameter (12)
Pitch control
(ii)
Parameter (13)
Lateral control
(iii) Parameter (14)
input.
input.
Rudder pedal input.
(3) Additional parameters must be recorded if the capacity of the recording system permits. The
recording system refers to the already installed DFDAU and DFDR plus any necessary DFDAU and DFDR
installed in order to record parameters (I) through (22). This requirement only applies if the data source is
already installed and connected to the recording system. For example, if a ground proximity warning
system is already installed in the airplanes and the wiring is in place to connect it to the DFDAU and the
Page 2
D-24
AC 20-DFDRS
Appendix2
.,x !.
,,.,.* ,,,:I
,L :
DFDR system has sufficient available recording capacity (data bit stream slots and memory), then
parameter (35) ground proximity warning system, must be recorded. Where a choice is available, the
applicant should select additional parametersto be recorded in priority order if practical. Keeping in mind
the generic form of the parameter listing, it may be appropriate to deviate from the order of the parameter
list to record a non-mandatory parameteror parametersto monitor an operational or system characteristic
unique to that make and model airplane.
(4) All airplanes equipped with ARINC 7 I7 DFDAU that were required to have a DFDR system
installed by Section I2 1.343(e) (125.225(e)) must continue to comply with I2 I. 343(e) (125.225(c)) until
they are retrofitted.
d. Airplanes manufactured after October I 1, I99 I, but before August 18,200O. These airplanes
must be upgraded to record 34 parameters.The retrofit must be accomplished by the next heavy
maintenance check after August 18, 1999, but no later than August 20,200 I.
(1) The parameter specifications of part I2 I appendix M (part 125 appendix E) apply to all
parameters.
(2) Becauseof capacity limitations of some DFDRs, certain split flight control parameters(e.g.,
single control wheel/column or pedal position instead of recording the position of both control
wheel/column or sets of rudder pedals. The following parametersmay be recorded from a single source.
However,sensors must be located so as to allow for the differentiation between cockpit flight control
(i) Parameter(I 2) Pitch control input.
(ii) Parameter(I 3) Lateral control input.
(iii) Parameter(14) Rudder pedal input.
(3) Additional parametersmust be recorded if the capacity of the recording system permits. The
recording system refers to the already installed DFDAU and DFDR plus any necessaryDFDAU and DFDR
installed in order to record parameters(I) through (34). This requirement only applies if the data source is
parameter (35) must be recorded. Where a choice is available, the applicant should select the additional
parametersto be recorded in priority order if practical. Keeping in mind the generic form of the parameter
listing, it may be appropriate to deviate from the order of the parameter list to record a non-mandatory
parameter or parametersto monitor an operational or system characteristic unique to that make and model
airplane.
e. Airplanes manufactured after August 18,2000, but before August 20,2002. The airplanes must
be equipped to record57 parameters.
(I) The parameter specifications of part I2 I appendix M or part 125 appendix E apply to all
parameters.
(2) Additional parametersmust be recorded if the capacity of the recording system permits. The
recording system refers to the already installed DFDAU and DFDR plus any necessaryDFDAU and DFDR
installed in order to record parameters(I) through (57). This requirement only applies if the data source is
D-25
AC 20-DFDRS
Appendix 2
parameter (35) must be recorded. Where a choice is available, the applicant should select the additional
parameters to be recorded in priority order if practical. Keeping in mind the generic form of the parameter
listing, it may be appropriate to deviate from the order of the parameter list to record a non-mandatory
parameter or parameters to monitor an operational or system characteristic unique to that make and model
airplane.
f. Airplanes manufactured after August 19,2002. These airplanes must be equipped to record 88
parameters. The parameter specifications of part I21 appendix M or part 125 appendix E apply to all
parameters.
2.
Turbine-engine
powered airplanes having passenger seating of IO to I9 seats operating under I4 CFR
12 I. There are three categories of IO to I9 passenger airplanes for scheduling of DFDRS installations.
a. Airplanes (I 0 to I9 passenger) brought onto the U. S. register or foreign registered airplanes
added to an operators U. S. operations specifications after October 11, I99 I, but manufactured on or
before August 18,200O. In order to operate under part I2 1, these airplanes must be equipped with a
DFDR system by the next heavy maintenance check or equivalent after August 18, 1999. In addition, by
August 20,200 I, the airplanes must be upgraded to record I8 parameters. The parameter specifications of
appendix B of part 135 apply to all parameters. Where appendix B of Part I35 does not provide a
specification (range, accuracy or sampling interval) the specification of appendix M must be used. In order
to operate under part 135, these airplanes must be equipped with a 25 hour DFDRS that records parameters
listed in appendix B of part 135.
(I)
Only one parameter
in each of the following
(i) Parameter (12)

(ii)
(iii)
parameter
pairs need be recorded:
or parameter (I 5)
Parameter (13), or parameter ( 16)

Parameter (14), or parameter (I 7).
ReferenceSection I21.344a(a)(I)(i)
(2) Recording of lateral acceleration for airplanes having three or more engines is not required
unless sufficient capacity is available on the installed recorder. See paragraph 6.j(4) of this AC. Reference
Section 12/.344a(a)(I)(ii)
(3) Because of parameter capacity limitations of the modified DFDR, certain split flight control
parameters (e.g., aileron, split elevator) may be recorded using the bellcrank or a single surface or pedal
position instead of recording the position of both surfaces or pedals. The following parameters may be
recorded from a single source:
(i)
Parameter (12)
Pitch control
(ii)
Parameter (13)
Lateral control
input.
input.
(iii) Parameter (14)
Rudder pedal input.
(iv) Parameter (15)
Primary
pitch control surface position.
(v)
Primary
lateral control
Parameter (16)
surface position.
Page 4
D-26
AC 20-DFDRS
Appendix2
._
(vi) Parameter(17) Primary yaw control surface position.

ReferenceSection 12/.344a(a)(l)(iii)
(4) If the FDAU and the DFDR have the capacity to record additional parameters,the following
parametersmust be selectedfor recording in the order listed:
..
Posmon - Pit:?
arameter (19) Pitch Trim Position or Parameter(82) Cockpit Trim Control Input
(ii) Parameter(20) Trailing Edge Flap or Cockpit Flap Control Selection.

(iii) Parameter(2 I) Leading Edge Flap or Cockpit Flap Control Selection.
(iv) Parameter(22) Each Thrust Reverser Position (or equivalent for propeller airplane)
b. Airplanes (I 0 to 19 passenger)manufactured after August 18,2000, but before August 20,2002.
These airplanes operated under part121 must be equipped with a DFDRS that records 57 parameters. The
parameter-specificationsof appendix M of part 12I apply to all parameters. Additional parametersmust be
recorded if sufficient recording capacity exists in the DFDRS.
..,
=*.
c. Airplanes (I 0 to I9 passenger)manufactured after August 19,2002. These airplanes must be
equipped with the 88 parameter system. The parameter specifications of appendix M of part 121 apply to
all parameters.
3. Airplanes (IO to 30 passenger)operated under Part 135 and manufactured after August 18,2000, but
before August 20,2002. These airplanes operated under part 135 must be equipped with a DFDRS by
August 20, 200 1, having the 57 parameter configuration. The parameter specifications of appendix F of
part 135 apply to all parameters. Additional parametersmust be recorded if sufficient recording capacity
exists in the DFDRS.
Reference 14 CFR 135.ISZ(i,
4. Airplanes (10 to 30 passenger)operated under Part 135 and manufactured after August 19,2002.
These airplanes, operated under part 135, must be equipped with the 88 parameter system. The parameter
specifications of 14 CFR Appendix F apply to all parameters.
Reference 14 CFR 135.152@
5. Multi-engine Turbine Powered 10 to 19 PassengerRotorcraft brought onto the U.S. register or
registered outside the United statesand brought onto an operators U.S. operations specification after
October 1I, I99 I. These rotorcraft must be upgraded to a 25 hour DFDRS that records the parameters
listed in part 135 Appendix H.
ReferenceAppendix 14 CFR ,135Appendix C
6. Stage 2 Airplanes that are subject to part 91.801(c) until January 1,200O. If these airplanes are
allowed to continue operating on or after January I, 2000, they must, at that time, comply with the
applicable DFDRS requirements of section 12I .344 in order to continue operation.
D-27
AC 20-DFDRS
Appendix 2
7. U.S. registered aircraft operated by a foreign carrier under part 129. These aircraft must have a
DFDRS that records the parametersthat would be required under part 121, 125, or 135 as applicable to the
aircraft.
8. Airplanes not required to have a DFDR. The following airplanes manufactured before August 18,
1997, when operated under part I2 I are not required to have a DFDR but must continue to comply with the
DFDR requirements of I2 I .343 or 5 135.I52 as applicable:
Beech 99 series
Beech 1300
Beech l9OOC
CASA C-2 I2
*Convair 580
*Convair 600
.
*Convair 640
OdeHavilland DHC-6
*deHavilland DHC-7
Domier 228
Embraer EMB I IO
Fairchild Airplanes SA-226
*Fairchild Industries FH227
*Fokker F-27 (except Mark 50)
*Fokker F-28 Mark IO00 and Mark 4000
*Gulfstream AerospaceG- I59
Hawker Siddley HS-748
Jetstream3 IO1 and 3201
*Maryland Air Industries F27
*Mitsubishi YS-I I
*Short Bros. SD3-30 and SD3-60
Fairchild SA-226
*Lockheed Electra IO-A, IO-B, IO-E, and L- I88

Any airplane that meets the Stage2 noise levels of part 36 and is subject to section 9 I .80 I(c) may
continue to operate in compliance with I2 I Section I2 I .343 until January I, 2000.
* Indicates that, when operated under part 125,these aircraft need not comply with the DFDRS
requirementsof section 125.226, but must continue to comply with those of section 125.225.
@ Indicates that, these aircraft manufactured before August 18, 1997, when operated under part 135,
need not comply with section 135.152. Aircraft manufactured on or after that date must comply.
D-28
Page6
AC 20-DFDRS
Appendix 3
Appendix 3
Typical Certification Basis for DFDR Retrofit
Subject
Comment
2 I .97
Approval of major
changesin type
design
Substantiating data and

descriptive data
2 1.305(b)
Approval of materials
parts material and
appliances
Use for TSO approved

equipment
Section of
14 CFR
General
Section of 14
CFR Part 23
Sectio
nof14
CFR
Part
27
Sectio
nof14
CFR
Part
29
25.25
27.25
29.25
Weight Limits
Weight & Balance
25.27
27.27
29.27
Center of gravity
limits
Weight & Balance
23.603
25.603
27.603
29.603
Materials
Use of TSO approved

equipment
23.1301(a)
25.1301(a)
27.130
I
29.130
I
Function and
installation
Appropriate for intended

function
23.1301(b)
25.1301(b)
Labeled for identification
23.1301(c)
25.1301(c)
Installed according to
limitations
23.1301(d)
25.1301(d)
Parametercorrelation test
and documentation
23.1309(b)(l)
25.1309(a)-
23.1309(b)(2)
25.1309(b)
Failure conditions
23.1309(b)(3)
25.1309(c)
Warning information
23.1309(c)
25.1309(e)
Electrical loads analysis power loads in probable

operating conditions and
durations
23.1309(e)
25.1309(g)
Critical environmental
conditions
23.1351(a)
25.1351(a)
23.25
.-
Section of 14
CFR Part 25
27.130
9
27.135
29.130
9
29.135
Equipment, systems,
and installations
Electrical Systems
and Equipment,
Foreseeableoperating
conditions
Electrical loads analysis
D-29
AC 20-DFDRS
Appendix 3
Section of
14 CFR
General
General
Sectio
nofl4
CFR
Part
29
Subject
Comment
Electrical systems
and installations
Does not adversely affect

simultaneousoperation
Section of 14
CFR Part 23
Section of 14
CFR Part 25
Sectio
nofl4
CFR
Part
27
23.130(c)
25.1353(a)
27.136
5
23.1365
25.1353(b)
23.1357
25.1357(a)
Cables damageto
essentialcircuits
Circuit protective
devices
Circuit breakers,wiring
faults, and system
malfunctions
29.143
Electronic equipment
Critical environmental
conditions
29.135
23.1431
25.1431(a)
23.1437
25.1431(b)
Independentsourcesof
power
23.1431(b)
25.1431(c)
Adverse effect on other

equipment
23.1459(a)(l)
25.1459(a)(l)
23.1459(a)(2)
25.1459(a)(2)
Vertical acceleration
sensor
23.1459(a)(3)
25.1459(a)(3)
Electrical power
23.1459(a)(4)
25.1459(a)(4)
Aural and visual means

of preflight check
23.1459(a)(5)
25.1459(a)(5)
Automatic meansto stop
25.1459(a)(6)
Time of each radio

transmission
23.1459(b)
25.1459(b)
Located and mounted
23.2459(c)
25.1459(c)
Correlation
27.145
9
29.145
9
Flight recorders
Airspeed, altitude, and

directional data
Performed to Section
12I .344(j) under
intended function to
operating rule.
Page2
D-30
.>
AC 20-DFDRS
Appendix 3
Section of
14 CFR
General
23.2459(d)( 1)
251459(d)(l)
Bright orange
23.2459(d)(2)
25.1459(d)(2)
Reflective tape
Section of 14
CFR Part 23
Section of 14
CFR Part 25
23.2459(d)(3)
25.1459(d)(3)
ULD
23.2459(e)
25.1459(e)
Novel or unique
characteristics
23.1529
25.1529
Sectio
nofl4
CFR
Part
27
27.152
9
Sectio
nofl4
CFR
Part
29
29.152
9
Subject
Instructions for
continued
airworthiness
Comment
Description, servicing,
troubleshooting, testing,
and repair
D-31
AC 20-DFDRS
Appendix 4
Appendix 4
Typical Flight Sequence Data Record
for
Type Inspection Flight Test
36 Parameter DFDRS Installation
1 Begin recording prior to takeoff. Record:
A. Prior to takeoff record time of flight control check (hold flight controls at full travel for live
seconds, each position)
B. Takeoff Flap Setting
C. Takeoff thrust setting
D. Brake release time
E. Rotation Speed (Va) and time of rotation
F. Aircraft attitude after rotation
II During stabilized climb (wings level) after takeoff record:
A.
B.
C.
D.
E.
F.
Altitude and time at which climb stabilized

Airspeed
Vertical speed
Pitch attitude
Displayed angle of attack
Heading (note true or magnetic)
III During Level Flight (wings level) at maximum operating limit speed (V,,./M,,)
record:
A.
B.
C.
D.
E.
F.
G.
H.
1.
J.
K.
IV
or at V,,
Altitude and time at start of level flight

Airspeed
Ground speed and time at which recorded (three times)
Outside or total air temperature
Automatic Flight Control System (AFCS) Mode and engagement status including
autothrottle
Pitch attitude
Heading (note true or magnetic)
Drift angle and time at which-recorded (three times)
All displayed engine performance parameters for each engine
Altitude and time at end of level flight
During a banked turn (90to 180 heading change) record:

A. Altitude, heading and time at beginning of turn
B. Stabilized roll attitude (bank angle)
C. Altitude, heading and time at end of turn
During stabilized (wings level) descent, record:

A.
B.
C.
D.
Altitude and time at which descent initiated

Airspeed
Pitch attitude
D-33
AC 20-DFDRS
Appendix 3
E. Heading (note true or magnetic)
F. Altitude and time at which leveled off
VI During approach at level flight (wings level) deploy flaps throughout the flap operating range in
all available settings (or at 5 increments) and hold for 5 secondsat each setting. Record:
A. Altitude and time at beginning of flap deployment sequence
B. Flap setting and time when each setting is reached
C. Altitude and time at end of flap deployment sequence
VII
During final approach, record:

A.
B.
C.
D.
E.
F.
G.
H.
Altitude and time at beginning of final

Radio altitude and time at which recorded (three points)
Localizer Deviation and time at which recorded (three times)
Glide Slope Deviation and time at which recorded
Time of Outer Marker passage
Time of Landing Gear Deployment
Final flap setting
Time of Inner Marker passage
VIII During landing and rollout, record:

A. Time when thrust reversers deployment sequencewas initiated
B. Ground spoiler or speed brake setting and time ground spoiler deployed
IX
During all flight phases, record:

A. Time of any three radio transmissions from each flight crew position
B. Any warning or caution lights that illuminated and the time at which they illuminated
D-34
Page2
This page last revised March 24, I999
AC 20-DFDRS
Appendix 5
.
AppendiL
Typical Reasonablenessand Quality Check Instructions

I.
2.
3.
4.
5.
6.
7.
General: The operator must accomplish a reasonablenessand 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 using hardcopy data. If a hardcopy printout is used data traces should also be
available. The check must be performed using data that has been extracted in engineering units.
Octal, binary coded decimal, or hexadecimal coded data does not provide the analyst a clear
understanding of how the parametersare varying and how they are correlated to each other.
Checklist: The analyst must use a checklist to assurethat all necessarychecks have been
accomplished. The checklist must refer the analyst to troubleshooting or repair procedures should a
suspect parameter be identified.
Functional Checks: The reasonablenessand quality check is only a part of the checks needed in
order to ascertain that flight data is being properly recorded. The analyst should also perform
functional checks of parametersthat were not exercised during the period(s) of flight from which the
stored data was extracted. The operator may include a check of recorded flight data during a systems
check of the system providing the data. Or, the operator may include a functional exercise of the
system and a flight data extraction during the reasonablenessand quality check. The objective is to
ensure that all parametersare checked periodically; either at the frequency that the recorded flight data
is checked or at the frequency at which the system that provides the data is checked. Some examples
of parametersthat do not change during a typical flight are: Fire Warning Discrete, Master Warning
Discrete, and Hydraulic PressureLow.
Flight Segment Selection: The data to be used by the analyst should be extracted from both the
takeoff and the landing phaseof flight. During the cruise segmentof a flight the parametersremain
steady and therefore movement of related parameterscannot be correlated. The takeoff and landing
segmentsof 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 parametersthat are
not exercised during the cruise segment are exercised during the takeoff and landing segments.
Sign Conventions: Each aircraft has a pre-establishedsign 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.
Failed Parameters: The analyst should examine the extracted data to determine if parametersthat
normally vary in flight, e.g. flight controls, flight control surface positions, and heading, are indeed
varying. Peggedor unmoving parameter values are indications of an inoperative sensoror other
failure. Accelerometers tend to fail in the pegged position. If the accelerometertrace is unmoving
throughout all segmentsof flight checked, check to see if it indicates maximum or minimum
acceleration. An accelerometerfailure indicating a mid-point value is uncommon.
Correlation to Other Parameters: The reasonablenesscheck should include a check of the
correlation between parametersthat 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 increase. One may even note a variation in LATERAL ACCELERATION. Again, it
should be emphasizedthat movement is indicated in the proper direction according to the aircraft sign
convention. Table 5-l is provided as an aid in preparing a reasonablenesschecklist. It summarizes
parametersin a 34 parameter Digital Flight Data Recorder System that may be expected to interact. A
check mark (4) in a block indicates that the parameter identified in the row and the parameter
identified in the column are interdependent at some time during takeoff and climb or approach and
landing. Therefore, the movement of one parameter should causeor be causedby movement in the
other. The following examples show how to use Table 5-I in developing a reasonablenesschecklist
for each parameter.
D-35
AC 20-DFDRS
Appendix 3
A. Thrust Reverser Position Reasonableness and Quality Check. The column labeled thrust
reverser position contains check marks in the rows labeled airspeed, engine thrust, longitudinal
acceleration, autopilot AFCS mode, and air/ground sensing. In preparing the checklist, one would
normally expect 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 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 then the deployed discrete
should go to zero or null 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 and immediately after the 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 AFCS mode discrete and the air/ground sensing discrete. The
autopilot AFCS mode discrete should indicate that the autopilot is 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
allowed values and do not have sufficient duration to be interpreted as an actual deployment
and that they would not obscure an actual deployment.
C. Lateral Control Surface Position Reasonableness and Quality Check. . The column labeled
lateral control surface position 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.
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 and
after the lateral control position is again returned to zero or null the heading data should again
be constant.
3. Check the localizer deviation for changes. Deviations from the localizer and returns to the
localizer should be accompanied by small lateral control surface position and lateral control
position data changes.
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 are
within allowable values and that they would not be interpreted as an actualcontrol surface
position movement..
D-36
Page 2
,.
.;
,,
..,
,' D-37
Appendix E
Appendix E
Course Evaluation Forms

There are twocourse evaluation forms in this Appendix. Pleaseselect
the one appropriate for your method of study.
l
IVT broadcast
Self-study video course
If you are taking this coursevia IVT and you are logged on to a
keypad, you will be askedto complete the course evaluation by using
the Viewer ResponseSystemkeypad. Your IVT instructor will
provide directions on how to completethe course evaluation. If you
do not have accessto a keypad, circle your responsesand fax the form
to the IVT studio.
If you have completed this by watching the video, please complete the
Self-Study Evaluation Form and return to your directorate/division
training manager (ATM).
Appendix E
1
4,.
IVT COURSE EVALUATION

Digital Flight Data Recorder
April 14,1999
Pleasegive us your candid opinions concerning the training youve just completed. Your
evaluation of the IVT course is important to us, and will help us provide the best possible
products and services to you. NOTE: Your keypad responses are not identifiable by
name; only average item responses are provided to the instructor
responsible for the training.
and to others
Use your Viewer Responsekeypad to answer the following questions.
very
1. Length of course
Very
Good
Good
Average
Poor
Poor
2.
Depth of information
3.
Pace of training
4.
Clarity of objectives
5.
Sequenceof content
6.
Quality of course materials
7.
Quality of graphics/visual aids
8. Readability of text on monitor
Appendix E
very
very
Good
Good
Average
Poor
10. Communication between

student and instructor
11. Applicability of material

to your job
12. Overall quality of the course
13. Overall effectiveness of the

IVT format
9. Effectiveness of instructor(s)
Poor
14. Would you like to take other IVT courses?

A. YES
B. NO
C. UNDECIDED
15. On the keypad, enter your number of years of FAA experience.

(number/enter)
When finishe press the Next Quest key on your keypad and answer YES, then
ENTER Your responses will be sent electronically. Individual responses are not
tabulated; only item averages for each question arepresented to the instructor(s) and
to AIR-51 0.
Additional Comments may befaxed to

the IVT Studio:
405-954-0317 I9507
Appendix E
SELF-STUDY VIDEO
EVALUATION
Please give us your candid opinions concerning the training youve just completed. Your
evaluation of the self-study video course is important to us, and will help us provide the
best possible products and services to you.
Course title:
Date:
Number of years of FAA experience:
Office phone: (
(0ptional)Name:
For the following, pleasedarken the circle appropriate to your response.
very
very
Poor
N/A
6. Amount of activities/practice 0
7. Quality of course materials
8. Effectiveness of instructor(s) 0
9. Overall quality of the course 0
Good
Good
Average
Poor
1. Length of course
2. Depth of information
3. Pace of training
4. Clarity of objectives
5. Sequenceof content
10. Overall effectivenessof the
self-study video format
Appendix E
11. Rate your level of knowledge of the topic before and after taking this self-study
course.
very
Low
Moderate
High
Very
High
BEFORE THE COURSE: 0
AFTER THE COURSE: 0
Low
12. What did you like best about the course?
13. What would you improve in the course?
14. What previous experience, if any, have you had with self-study courses?
0 None
0 Moderate
0 Considerable .
15. Were you comfortable with the self-study video format?

0 Yes
0 No
If not, why not?
0 Undecided
16. Would you like to take other self-study video courses?

0 Yes
0 No
If not, why not?
0 Undecided
17. Additional comments:
PLEASE SEND THIS COMPLETED FORM TO YOUR

DIRECTORATE/DIVISION
TRAINING MANAGER (ATM). THANK
Appendix E
YOU.

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An Interactive Video Teletraining Course

Developed and Presented by

An Interactive Video Teletraining Course

Developed and Presented by

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

2. I understandthe new advisory material on certifying and

3. I understandthe compliance issuesthat have been

BEFORE THE COURSE:

AFTER THE COURSE:

Digital Flight Data

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Digital Flight Data

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l AII new DFDR

14CFR Parts 23,25,27

Done on the ground

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These safety recommendations were issued as a result of recent

The Federal Aviation

FAA LTR DTD:

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Offxe of Research and Engikering

FLIGHT DATA RECORDER FACTUAL REPORT

: Guat@mala City, Guatemala

minutk. A tra& change sa- - ~enswitches the recording to ti - lext track

The DFDR, provides a meansof gathering, conditioning, and conveiting analog

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

COMPONENT MAINTENANCE MANUAL

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Description and Operation

COMPONENT MAINTENANCE MANUAL

Resolver Input Wiring

Description and Operatin

SSFDR Installation & Operation

/ Vol. 62, No. 137 / Thursday,

team. would accurately reconstruct

July 17, 1997 / Rules and Regulations

scheduled operator3 of aircraft for hire

International Tmde Impoct Assessment

Impact Analysis. has been placed III the

Reporting and recordkeeping

Aviation safety, Reporting and

1. The authority citation for part 121

DigItal fflghf data moodem for

(a) Except as provided in paragraph

the phrase when an information source

1 Vol. 62, No. 137 1 Thurs+y,

Ju,ly ,,l7. 1997 I Rules and Regulakons

(42) Throttle/power lever po&ion;

(8) Manual radio transmitter keying,

(77) Hydraulic pressure (each system):

/ Vol. 62, No. 137 / Thursday,

(1) That weie equipped as of July 16,

July 17, 1997 / Rules and Regulations

manufactured after August 19.2002 the

Documentation sufficient to convert

17, 1997 / Riles and Regulations

Register / Vdl. 62, No. 137. s/ Thtirsday,July

(I) The parameters listed in

1999. A heavy maintenance ch&k is

Accuracy (sensor input)

JTC tlm preferred when available. County inab