Advisory 

Circular U.S. Department 

of Transportation 

Federal Aviation 

Administration

Date: 4/12/04 AC No: 120-82 

Initiated By: AFS-230 Change:

Subject: FLIGHT OPERATIONAL 

 QUALITY ASSURANCE

1. PURPOSE. This advisory circular (AC) provides guidance on one means, but not necessarily 

the only means, of developing, implementing, and operating a voluntary Flight Operational 

Quality Assurance (FOQA) program that is acceptable to the Federal Aviation Administration 

(FAA). 

a. FOQA is a voluntary safety program that is designed to make commercial aviation safer 

by allowing commercial airlines and pilots to share de-identified aggregate information with the 

FAA so that the FAA can monitor national trends in aircraft operations and target its resources to 

address operational risk issues (e.g., flight operations, air traffic control (ATC), airports). The 

fundamental objective of this new FAA/pilot/carrier partnership is to allow all three parties to 

identify and reduce or eliminate safety risks, as well as minimize deviations from the regulations. 

To achieve this objective and obtain valuable safety information, the airlines, pilots, and the 

FAA are voluntarily agreeing to participate in this program so that all three organizations can 

achieve a mutual goal of making air travel safer. 

b. A cornerstone of this new program is the understanding that aggregate data that is 

provided to the FAA will be kept confidential and the identity of reporting pilots or airlines will 

remain anonymous as allowed by law. Information submitted to the FAA pursuant to this 

program will be protected as “voluntarily submitted safety related data” under Title 14 of the 

Code of Federal Regulations (14 CFR) part 193. 

(1) In general, aggregate FOQA data provided to the FAA under 14 CFR part 13, 

section 13.401 should be stripped of information that could identify the submitting airline prior 

to leaving the airline premises and, regardless of submission venue, should include the following 

statement: 

WARNING: This FOQA information is protected from disclosure under 

49 U.S.C. 40123 and part 193. It may be released only with the written 

permission of the Federal Aviation Administration Associate Administrator 

for Regulation and Certification. 
AC 120-82 4/12/04 

(2) However, if an airline voluntarily elects to provide the FAA with aggregate FOQA 

data that includes airline identifying information, then it should include an additional statement 

that it is the proprietary and confidential property of [Airline Name]. 

c. As defined in this AC, operator FOQA programs include provisions for the identification 

of safety issues and development and implementation of corrective actions. FOQA can provide 

objective safety information that is not otherwise obtainable. No aircraft operator is required to 

have a FOQA program. No operator that conducts a FOQA program is required to obtain FAA 

approval of that program. However, an aircraft operator that seeks the protection available in 

part 13, section 13.401 from the use by the FAA of FOQA information for enforcement purposes 

must obtain FAA approval of its program. For that purpose: 

(1) The elements of a FOQA program are set forth by an aircraft operator in an 

Implementation and Operations (I&O) Plan that is submitted to the FAA for review and 

approval. Guidance on the appropriate content of a FOQA I&O Plan is provided in appendix A 

of this AC. 

(2) The guidelines contained herein are based on the extensive experience of the FAA 

and the airline industry in developing FOQA programs and constitute a compilation of best 

practices. The provisions of this AC neither add nor change regulatory requirements or authorize 

deviations from regulatory requirements. 

2. BACKGROUND. In recent years, the FAA and the air transportation industry have sought 

additional means for addressing safety problems and identifying potential safety hazards. Based 

on the experiences of foreign air carriers, the results of several FAA-sponsored studies, and input 

received from government/industry safety forums, the FAA has concluded that wide 

implementation of FOQA programs could have significant potential to reduce air carrier accident 

rates below current levels. A reduction in the already low U.S. airline accident rate is needed to 

preclude a projected growth in the number of accidents, which is expected to occur due to 

increased future traffic volume. The value of FOQA programs is the early identification of 

adverse safety trends that, if uncorrected, could lead to accidents. A key element in FOQA is the 

application of corrective action and follow-up to assure that unsafe conditions are effectively 

remediated. 

3. SCOPE AND APPLICABILITY. The information contained in this AC applies primarily 

to air carriers that operate under part 121 or 135, but may be applicable to operators under other 

parts. The aircraft operator voluntarily enters into a FOQA program. 

4. RELATED REGULATIONS (14 CFR). 

• Part 13 

• Part 119 

• Part 193 

Page 2 Par 1 
4/12/04 AC 120-82 

5. KEY TERMS. The following key terms and phrases are defined for the purposes of FOQA 

to have a standard interpretation of the guidance offered in this AC. Abbreviations are listed in 

paragraph 11. 

a. Aggregate Data. The summary statistical indices that are associated with FOQA event 

categories, based on an analysis of FOQA data from multiple aircraft operations. 

b. Aggregation. The process that groups and mathematically combines individual data 

elements based on some criterion (e.g., time, geographical location, event level, aircraft type). 

Each aggregation is based on factors of interest to the analyst at a particular point in time. 

c. Data Management Unit (DMU). A unit that performs the same data conversion 

functions as a Flight Data Acquisition Unit (FDAU), with the added capability to process data 

onboard the aircraft. Additionally, this unit has a powerful data processor designed to perform

in-flight airframe/engine and flight performance monitoring and analysis. Some DMUs have 

ground data link and ground collision avoidance systems incorporated into the unit. 

d. Data Validation. A process during which flight data are reviewed to see that they were 

not generated as a result of erroneous recording or damaged sensors. 

e. De-identified Data. Data from which any identifying elements that could be used to 

associate them with a particular flight, date, or flightcrew has been removed.

f. Event. An occurrence or condition in which predetermined values of aircraft parameters 

are measured. Events represent the conditions to be tracked and monitored during various phases 

of flight and are based on the sensory data parameters available on a specific aircraft fleet. 

g. Event Category. Event categories are areas of operational interests (e.g., aircraft type, 

phase of flight, geographical location) on which FOQA event monitoring and trend analysis is 

based. 

h. Event Levels. The parameter limits that classify the degree of deviation from the 

established norm into two or more event severity categories. When assigning levels to an event, 

consideration is given to compliance with federal regulations, aircraft limitations, and company 

policies and procedures. 

i. Event Set. A collection of events designed to measure all aspects of normal flight 

operations for a particular aircraft type at a particular air carrier. Individual events within the 

event set would be customized to the approved limitations for the aircraft type and in accordance 

with the air carrier’s operational procedures. The event set for a particular fleet may be limited 

by the available parameters on the aircraft. 

j. Event Validation. The process in which an event is determined to be a valid sample of 

operation outside the established norm. Even though aircraft parameter limits may have been 

exceeded, a valid event may not have occurred (e.g., significant localizer deviation may have 

occurred when an aircraft was making a sidestep approach to a parallel runway). 

Par 5 Page 3 
AC 120-82 4/12/04 

k. Flight Data Acquisition Unit (FDAU). A device that acquires aircraft data via a digital 

data bus and analog inputs and that formats the information for output to the flight data recorder 

in accordance with requirements of regulatory agencies. In addition to the mandatory functions, 

many FDAUs have a second processor and memory module that enables them to perform

additional Aircraft Condition Monitoring System (ACMS) functions/reports. The FDAU can 

provide data and predefined reports to the cockpit printer, directly to Aircraft Communications 

Addressing and Reporting System (ACARS) for transmittal to the ground, or to a Quick Access 

Recorder (QAR) for recording/storage of raw flight data. The FDAU can also display data for 

the flightcrew.

l. Flight Data Recorder (FDR). A required device that records pertinent parameters and 

technical information about a flight. At a minimum, it records those parameters required by the 

governing regulatory agency, but may record a much higher number of parameters. An FDR is 

designed to withstand the forces of a crash so that information recorded by it may be used to 

reconstruct the circumstances leading up to the accident. 

m. Flight Operational Quality Assurance (FOQA). A voluntary program for the routine 

collection and analysis of flight operational data to provide more information about, and greater 

insight into, the total flight operations environment. A FOQA program combines these data with 

other sources and operational experience to develop objective information to enhance safety, 

training effectiveness, operational procedures, maintenance and engineering procedures, and air 

traffic control (ATC) procedures. 

n. FOQA Monitoring Team (FMT). A group comprised of representatives from the pilot 

group, if applicable, and the air carrier. This group is responsible for reviewing and analyzing 

flight and event data and identifying, recommending, and monitoring corrective actions. 

o. FOQA Plan. An internal air carrier planning document that contains detailed information 

on FOQA implementation and operation and serves as the basis for the I&O Plan. 

p. FOQA Steering Committee. An oversight committee formed at the beginning of FOQA 

program planning to provide policy guidance and vision for the FOQA effort. Membership may 

include a senior management person and representatives from key stakeholder departments, such 

as flight operations, maintenance, training, and safety. A representative from the pilot association 

is also typically included on this committee. 

q. Gatekeeper. The FMT member who is primarily responsible for the security of 

identified data. The gatekeeper is the individual(s) who can link FOQA data to an individual 

flight or crewmember. The gatekeeper is normally a member of the pilot association. 

r. Ground Data Replay and Analysis System (GDRAS). A software application designed 

to: 

• Transform airborne-recorded data into a usable form for analysis 

• Process and scan selected flight data parameters 

Page 4 Par 5 
4/12/04 AC 120-82 

• Compare recorded or calculated values to predetermined norms using event 

algorithms

• Generate reports for review 

s. Implementation and Operations Plan (I&O Plan). A detailed specification of key 

aspects of a FOQA program to be implemented by an air carrier, including: 

• A description of the operator’s plan for collecting and analyzing the data 

• Procedures for taking corrective action that analysis of the data indicates is necessary 

in the interest of safety 

• Procedures for providing the FAA with de-identified aggregate FOQA 

information/data 

• Procedures for informing the FAA as to any corrective action being undertaken 

t. Logical Frame Layout (LFL). A data map that describes the format in which parameter 

data are transcribed to a recording device. This document details where each bit of data is stored. 

u. Parameters. Measurable variables that supply information about the status of an aircraft 

system or subsystem, position, or operating environment. Parameters are collected by a data 

acquisition unit installed on the aircraft and then sent to analysis and reporting systems. 

v. Phase of Flight. The standard high-level set of activities performed by pilots on all 

operational flights (i.e., preflight, engine start, pushback, taxi, takeoff, climb, cruise, descent, 

holding, approach, landing, taxi, and postflight operations). 

w. Quick Access Recorder (QAR). A recording unit onboard the aircraft that stores flightrecorded data. These units are designed to provide quick and easy access to a removable medium

on which flight information is recorded. QARs may also store data in solid-state memory that is 

accessed through a download reader. QARs have now been developed to record an expanded 

data frame, sometimes supporting over 2,000 parameters at much higher sample rates than the 

FDR. The expanded data frame greatly increases the resolution and accuracy of the ground 

analysis programs. 

x. Routine Operational Measurement (ROM). A “snapshot” look at a selected parameter 

value at predefined points in time or space during every flight being analyzed by the GDRAS. 

ROMs provide standard statistics (e.g., minimum, maximum, average) for the specified 

parameter for a particular period of time or condition. Since ROMs are collected on every flight, 

they provide valuable trending insight into normal operations. Routine operational measurements 

are also useful in establishing a baseline for normal aircraft operation across a fleet. 

y. Sample Rate. The number of times per second that a specific parameter value is recorded 

by the onboard recording system. Normally, most parameters are sampled once per second. 

Increasing or decreasing the sample rate will directly increase or decrease the amount of data 

recorded by the onboard system. The ability to change a parameter sample rate is a function of 

the measurement source and the onboard recording system capabilities. Varying the parameter 

sample rate can be useful in enhancing time critical analysis capabilities. 

Par 5 Page 5 
AC 120-82 4/12/04 

z. Stakeholder. Constituencies that are potential users of FOQA data and that have a stake 

in the program’s success.

aa. Wireless Data Link (WDL). A system that allows the high-speed transfer of onboard 

aircraft data to ground facilities using various wireless technologies. It may also allow for upload 

of data to the aircraft. Sometimes referred to as Ground Data Link (GDL).

6. FOQA PROGRAM OVERVIEW. 

a. FOQA Program Components. The primary components of a FOQA program include: 

(1) Airborne Data Recording Systems. These systems acquire and capture the 

necessary in-flight information. They include specific aircraft data input sources and the 

equipment to record and store the collected data. Data are gathered via onboard sensors that 

measure significant aspects of aircraft operation. Most sensor information is carried to its 

eventual destination via several data buses. Data are collected by interfacing with these buses. 

Other airborne equipment can be used to process and analyze the collected data, display the data 

to pilots during flight or on the ground, and transmit data to a GDRAS. 

(2) GDRASs. These systems can: 

• Transform flight-recorded data into a usable format for processing and analysis 

• Process the data 

• Detect events and ROMs that are being monitored and tracked 

• Generate various reports and visualizations to help air carrier personnel interpret 

events 

• Process information from a variety of recorded data formats and recorder types 

(3) Air/Ground Data Transfers. One of the most labor intensive and costly aspects of 

a FOQA program is determining and implementing the process of getting the data from the 

aircraft onboard recording system to the GDRAS for analysis. Operators must pay strict 

attention to identifying the process that meets their FOQA program needs. Items to consider are: 

(a) Scheduling of the Removal of the Recording Medium. This will normally 

require close coordination with the operator’s maintenance control and line maintenance 

departments. Most likely, maintenance will want to remove the medium at a scheduled 

overnight maintenance location so that the removal process can be included as part of a regular 

work package or routine. This removal time period must coincide with recording medium

memory capability and meet the operator’s needs for timely analysis of FOQA data as defined in 

the I&O Plan. Specific procedures on process for data removal will have to be defined for line 

maintenance personnel to permit proper data download. Sufficient spare recording medium will 

have to be maintained at the maintenance facilities so that the medium can be replaced back into 

aircraft systems after download. 

Page 6 Par 5 
4/12/04 AC 120-82 

(b) Forwarding of Data to the GDRAS Location. Depending on the size of the 

operator’s route structure, the location of where the data is removed in relation to the location of 

the GDRAS can be great. Methods for transferring the data to the GDRAS may consist of the 

following: 

1 Ground-Based Transportation. The storage medium can be mailed from the 

maintenance location using regular mail, company mail, or private overnight forwarding 

companies. If this type of process is used, a tracking system should be developed so that the 

recording medium removal timing and location can be verified and documentation of aircraft 

data retrieval can be maintained. This will prevent a loss of recording medium so that the timing 

of data acquisition into the GDRAS can be tracked. 

2 Electronic Transmission. This is a remote data transmission from the aircraft 

maintenance location to the GDRAS by the use of download equipment or milking-type 

machines that interface with the aircraft or by removal of the storage media from the onboard 

system. This process, while more efficient, requires a larger capital outlay and requires 

sufficient data transmitting capability from the remote maintenance locations to the location of

the GDRAS. Coordination with an operator’s information services department will be needed to 

accomplish this. Data security issues must be considered when incorporating this process. 

3 Wireless Transmission. This is an emerging technology that enables direct 

transmission of aircraft flight data to a network that interfaces with the GDRAS using wireless 

technology. The download is accomplished automatically, thus removing the requirements for 

maintenance involvement. Incorporation of this technology involves aircraft and ground-based 

data transfer systems to be installed. Data security issues must be considered when 

incorporating this process. Close coordination with an operator’s engineering and information 

services departments will be needed. 

b. FOQA Program Description. 

(1) The improvement of flight safety is the driving force behind the implementation of 

FOQA programs. A FOQA program is used to reveal operational situations in which risk is 

increased in order to enable early corrective action before that risk results in an incident or 

accident. FOQA should interface and be coordinated with the operator’s other safety programs. 

The FOQA program should be part of the operator’s overall operational risk assessment and 

prevention program as described in part 119, section 119.65 and FAA guidance materials. Being 

proactive in discovering and addressing risk will enhance air safety. 

(2) In a FOQA program, data are collected from the aircraft by using special acquisition 

devices, such as QARs, or directly from the FDR. Using one of several available transmission 

methods, data are periodically retrieved and sent to the air carrier’s FOQA office for analysis. 

This office usually resides within the flight safety organization at the air carrier. The data are 

then validated and analyzed using specialized processing and analysis software, known as 

GDRAS, designed to convert the flight data into usable information. 

Par 6 Page 7 
AC 120-82 4/12/04 

NOTE: The quality and capability of a carrier’s FOQA program will be 

directly dependent on the number of parameters available. The carrier 

should see that sufficient parameters are available for collection from the 

acquisition device or FDR (see appendix A, Example of a FOQA 

Implementation and Operations Plan).

(3) The GDRAS transforms the data into an appropriate format for analysis and 

generates reports and visualizations to assist personnel in analyzing the collected data. It 

extracts FOQA events from the raw digital data stream based on parameters, threshold values 

(e.g., descent rate in excess of 1,000 feet per minute on approach), and/or routine operational 

measurements that are specified by the air carrier. The analysis may focus on events that fall 

outside normal operating boundaries, event categories, or ROMs, as determined by the air 

carrier’s operational standards (as well as the manufacturer’s aircraft operating limitations). The 

FOQA FMT then reviews the events to assess their validity and potential significance. FOQA 

events are then marked for appropriate handling. 

(4) In terms of determining the root causes of systemic problems that need correction, 

aggregate FOQA data have proven to be of greater value than detailed parameter data gathered 

during a single flight. Individual data records are typically aggregated into categories to assist 

the analyst in looking for trends and patterns. For example, an analysis may be conducted on the 

average maximum rate of descent below 2,000 feet by airport by fleet type. This may be useful 

to better understand the meaning of the data once related events indicate that this is an area 

requiring investigation. This analysis may suggest that all fleets are experiencing high descent 

rates at a certain airport or just a specific aircraft type. This type of information can be used to 

pinpoint the potential source of the problem and, hopefully, suggest the nature of appropriate 

corrective action. 

(5) Data that could be employed to determine flight crewmember identity are removed 

from view in the electronic record as part of the initial processing of the airborne data. However, 

air carrier FOQA programs typically provide for a gatekeeper, who is provided with a secure 

means of determining identifying information for a limited period of time, in order to enable 

follow-up inquiry with the specific flightcrew associated with a particular FOQA event. Such 

contact is usually limited to situations when further insight into the circumstances surrounding 

an event is needed. The gatekeeper is typically a line captain designated by the air carrier’s pilot 

association (if applicable). The concurrence of the gatekeeper is required in order to initiate a 

follow-up with an individual pilot. Follow-up inquiries with individual crewmembers 

concerning FOQA events will normally be accomplished by a line captain designated as a 

gatekeeper by the air carrier’s pilot association (if applicable).

Page 8 Par 6 
4/12/04 AC 120-82 

c. FOQA Analysis Process. 

(1) Overview. The FOQA analysis process must be developed based on the objective 

and scope of the intended program. At a minimum, the process will be determined depending on 

whether information will be used to evaluate or effect change in any or all of the following areas: 

• Operational Safety 

• Aircraft Performance 

• Aircraft System Performance 

• Crew Performance 

• Company Procedures 

• Training Programs 

• Training Effectiveness 

• Aircraft Design 

• ATC System Operation 

• Airport Operational Issues 

• Meteorological Issues 

NOTE: Data analysis may be different for each of these groups, depending 

on the intended use of the information. What type of analysis is available 

will be a function of the aircraft recording capability, available parameters, 

and GDRAS hardware and software capabilities. Extensive coordination 

between the FOQA FMT and other airline departments is crucial in 

maximizing analysis capabilities within the FOQA program. 

(2) Data Recording. The available parameters and their associated sample rates and 

recording accuracies will directly affect FOQA analysis. The minimum core recorded 

parameters are those specified in part 121, sections 121.343 and 121.344 for FDRs. Aircraft that 

have been further outfitted with programmable FDAUs or DMUs may have parameters in excess 

of the minimum required. FDAUs or DMUs can be programmed to provide these additional 

parameters dependent upon storage medium capability. These FDAUs and DMUs may also be 

able to modify the sample rate through reprogramming. This will be a function of the parameter 

sensor on the aircraft and recorder medium size. Close coordination with operator engineering 

personnel will be required to identify available parameters. 

(3) Analysis Techniques. Two types of analysis techniques can be applied to FOQA 

data. They are parameter exceedence analysis and statistical analysis.

(a) Exceedence Analysis. This involves setting a specific limit for the GDRAS to 

detect for a particular parameter. For example, the GDRAS can be programmed to detect each 

time the aircraft roll angle exceeds 45 degrees. This data can be trended over multiple flights to 

determine the number of exceedence occurring per flight segment. In addition, the data can be 

trended to determine which phase of flight, airport, or runway, if appropriate, depending on the 

event type. Levels of exceedence can be programmed for particular events based on the 

operator’s risk assessment to assist in focusing resources on implementing corrective action on 

the highest perceived operational risk area. A higher level of risk may be associated with an 

Par 6 Page 9 
AC 120-82 4/12/04 

occurrence where the bank angle reached or exceeded 60 degrees. The FMT, through the 

gatekeeper, may choose to contact the crew or conduct a more detailed investigation of the event 

for this type of exceedence in addition to just maintaining and monitoring the trends where bank 

angle exceedences reach 45 degrees or greater. Exceedence levels will have to be developed 

through assessment of a carrier’s operations manuals, training programs, and risk assessment 

process as part of the overall safety program.

(b) Statistical Analysis. This is used to create profiles of flight, maintenance, or 

engineering operational procedures. The profiles can use several measurements to build 

distributions of various criteria. A distribution of data will show all flights and enable a carrier 

to determine risk based on mean and standard deviations from the mean. One procedure a carrier 

may look at is approach tracks. A profile would be designed to measure the different criteria of 

an approach, like airspeed, rate of descent, configuration, or power setting. For example, the 

GDRAS will capture the maximum airspeed of every flight on final approach. A series of

distributions will show a picture of how all flights are performing. The carrier can then 

determine when an approach track may lead to an unstable approach or landing. Similar to 

exceedence analysis, statistical analysis can use distributions to drill down into the data to look 

at phase of flight, airports, or aircraft type, if appropriate. Each individual airline working with 

its FOQA team could establish or modify airline policy and training programs based on the 

performance of all its flights. Once a baseline is established, the data could be monitored to 

track the trend of what is occurring. The value of using statistical analysis is that data from all 

flights is used to determine risk for an airline without focusing on specific event exceedences. 

The use of data distributions can develop a risk assessment process by establishing a baseline for 

trending data and determining critical safety concerns. Statistical analysis is a tool to look at the 

total performance of an airline’s operation. 

(c) Validated Trend Information. This is reviewed to determine the nature of any 

required action. Such actions might include the immediate notification of maintenance personnel 

if limits were exceeded that require inspection of the aircraft, reviews of the event to identify 

possible corrective measures, or a determination that further information is needed through crew 

feedback. Depending on the particular event, the flightcrew may be contacted to gather more 

information about the circumstances and causes of the event. Corrective measures can range 

from modifications of flightcrew training to revisions of the operating procedures to equipment 

redesign. Information on valid events is also stored in databases for use in trend analysis. 

7. FOQA PROGRAM ESTABLISHMENT AND IMPLEMENTATION. This section 

presents guidelines for designing, developing, implementing, and evaluating a FOQA program. 

These guidelines do not reflect any single FOQA program in operation today. Rather, the 

guidelines describe the best practices culled from various air carriers that currently operate 

highly effective FOQA programs. The FAA does not require these guidelines to be followed in 

order for an air carrier to receive approval for its FOQA program. A successful FOQA program

should be customized to address an air carrier’s individual needs and situation. Air carriers that 

are considering establishing a FOQA program should visit with air carriers that have already 

established FOQA programs. Such meetings are intended to foster a clear understanding of what 

is involved in the entire process. These discussions can provide useful information and practical 

know-how regarding lessons learned, obstacles to success, and potential benefits. The three 

Page 10 Par 6 
4/12/04 AC 120-82 

phases of a FOQA program are Planning and Preparation (Phase I), Implementation and 

Operations (Phase II), and Continuing Operations (Phase III). 

NOTE: Each phase contains specific elements, as illustrated in figure 1. Each 

of these phase elements will be further discussed in the following sections. 

Activities in each phase may occur in parallel. Also, because implementing a 

FOQA program is an iterative process, tasks in all phases may be open-ended 

and continue for the duration of the FOQA program. However, the transition 

to Phase II begins definitively when the FAA approves the air carrier’s 

I&O Plan. 

FIGURE 1. FOQA PHASES 

Start 6 months 12 months 18 months 24 months

Phase II: Implementation & Operations z

z

z

z

z

z

z

z

z

Implement and audit security mechanisms

Install equipment

Train personnel

Involve stakeholders

Collect and process

airborne data

Analyze and validate data

Develop and document

FOQA system procedures

Develop Information

Submittal Procedures

Define start-up criteria

Phase III: Continuing Operations

z

z

z

z

z

Conduct periodic reviews

Track costs and benefits

Evaluate emerging technologies

Expand data usage

Market the FOQA program

Phase I: Planning and Preparation

z

z

z

z

z

z

z

z

z

z

Establish a steering committee

Define goals and objectives

Identify stakeholders

Select technology

Select personnel

Define safeguards

Define events

Negotiate pilot agreement

Define FOQA Information

Submission Plan

Generate FOQA and

I&O plans

z Conduct periodic meetings with company

stakeholding departments 

a. Phase I—Planning and Preparation.

(1) Overview. Phase I is the foundation of a FOQA program. This phase begins when 

the air carrier decides to establish a FOQA program. A FOQA plan that defines the type of 

system that will meet user needs and how that system will integrate with other areas of the 

company and stakeholders is then written. Because much of Phase I requires interdepartmental 

cooperation and communication, many air carriers establish a FOQA steering committee or 

similar oversight body. During this phase, the air carrier should also establish mechanisms for 

communicating the current status and progress of the program. These updates should be tailored 

to the interests of the various users. Planning, organizing, and obtaining resources for a FOQA 

program can be extremely challenging. The effort required should not be underestimated. 

Realistic assessments of the required time and resources indicate that designing, developing, and 

implementing a FOQA program takes months. Educating users and fully realizing the benefits 

takes even longer. 

Par 7 Page 11 
AC 120-82 4/12/04 

(2) Establish a Steering Committee. The formation of a FOQA steering committee is 

optional. However, it is a recommended first step in developing a FOQA program. The steering 

committee should define its members, meet regularly, and identify all applicable stakeholders 

early in the process. A typical steering committee might include a senior management member 

and representatives from flight operations, maintenance, safety, training, and the pilot 

association, if applicable. As Phase I progresses, the steering committee might invite the 

purchasing and legal departments to participate. Key issues to be addressed in Phase I are the 

size and scope of the FOQA program, organizational issues, resources requirements, and support 

from upper management. Determining where FOQA program responsibility will reside within 

the organization and ensuring participation of that group or department are important. 

Experience has shown that the establishment of a steering committee is an important step for the 

following reasons: 

(a) It formalizes the operator’s intent to initiate a FOQA program by creating a 

recognized, corporate-sponsored standing committee. Executive sponsorship demonstrates 

commitment and fosters this commitment through ongoing communication, thereby ensuring 

corporate-level understanding of the FOQA program’s value as well as its costs. Executive 

participation also makes FOQA a priority within the organization, supports allocation of required 

resources, and aids in overcoming any organizational resistance or departmental conflicts. 

(b) It provides an early opportunity to identify and include the appropriate 

stakeholders from various air carrier departments in the FOQA program development process. 

(c) It may conceive and articulate the vision for the air carrier’s FOQA program. The 

committee is also a vehicle for communicating that vision to the stakeholders and developing a 

consensus regarding key program issues. 

(d) It can guide the FOQA program through Phase I and the development of the I&O 

Plan. 

(3) Define Goals and Objectives. A key step in Phase I is to clearly define the vision, 

goals, and objectives of the FOQA program. These goals should be meaningful and measurable, 

define the expected uses for the FOQA data, identify critical success factors, and be prioritized. 

Well-defined goals are tools for convincing stakeholders and management why the air carrier 

should invest in a FOQA program. At the beginning of Phase I, goals will likely be defined 

broadly, because the air carrier is still determining what the FOQA program will accomplish. By 

the conclusion of Phase I, a specific set of goals and objectives to achieve in Phase II should be 

defined. 

(4) Involve Stakeholders. To correctly formulate the program’s expected output, 

stakeholders should be identified and involved early in the overall process. Each department is 

likely to require data analysis/reporting capabilities that are unique to its own needs. Identifying 

the stakeholders will help to identify their data analysis/reporting requirements, which will 

facilitate selection of the technology for recording, transporting, analyzing, and disseminating 

FOQA data. Initial stakeholders should include representatives from safety, flight operations, 

training, maintenance, engineering, airfield operations or ATC liaison, and the pilot association. 

Page 12 Par 7 
4/12/04 AC 120-82 

(5) Identify User Needs. The Steering committee should conduct a user needs 

assessment to develop a better understanding of stakeholder needs and to establish user 

requirements for the operations, training, engineering, maintenance, or other relevant 

departments. This study elicits and analyzes users’ needs to assist in selecting the proper 

technology for the program. A clear and comprehensive understanding of the users’ needs is 

essential to the program’s success. FOQA’s primary benefits are directly related to the 

usefulness of the data analyses to the stakeholder. Further, the FOQA data analyses need to be 

distributed intelligently. Determine what pieces of information are valuable to the stakeholder 

and consider how FOQA data can enhance current processes. An effective user needs assessment 

may identify user groups reluctant to participate in the FOQA program and help bring them into 

the program. 

(6) Select Technology. Determining the technology and vendors to use is a critical 

decision. FOQA programs are comprised of at least three interdependent specialized systems. 

These three systems are airborne data collection, ground data replay and analysis, and data 

management and analysis. The first generation of programs used by U.S. air carriers was 

designed around commercial off-the-shelf (COTS) systems similar to those used in European 

and Pacific Rim FOQA programs. An increase in the number of air carriers implementing FOQA 

programs has led to an increasing number of vendors and products supporting FOQA programs. 

The approach taken by these vendors varies widely and the technological solutions offered 

should be carefully evaluated to assess their suitability to the air carrier’s needs. Special 

consideration should be given to technical issues, such as whether a particular product is 

compatible with the avionics and bus configurations already on the aircraft. Vendor training, 

warranty, and support policies are also important considerations in product selection. 

(7) Select Personnel. Selecting personnel to staff the FOQA program depends on the 

program’s scope, the size and organization of the air carrier, and the technology that will be 

implemented to record and analyze information. A typical program includes a FOQA manager, 

one or more FOQA analysts, and a FMT composed of experienced pilots. FMT members should 

be technically proficient on the aircraft types used in the FOQA program and have excellent 

communication and problem-solving skills. 

NOTE: In order to obtain perspectives from various interested departments, 

an air carrier may “share” employees across normal departmental lines. For 

example, two part-time people (one from the safety department and one from 

the engineering department) may provide a more synergistic approach than 

a single full-time analyst devoted only to FOQA. 

(8) Define Safeguards. FOQA requires vigilant security and privacy protection for 

confidentiality of the data and to protect data against unauthorized disclosure, alteration, misuse, 

or destruction. The issue of data protection and security is sensitive and focuses on the 

confidentiality of a particular air carrier, flight, date, or flightcrew and a recorded event. The 

security policy should balance users’ needs to access the data against the need to keep the data 

confidential. From the outset, air carrier policies and procedures for all security and protective 

aspects of the FOQA program should be carefully designed, documented, implemented, and 

Par 7 Page 13 
AC 120-82 4/12/04 

periodically reviewed. The person responsible for implementing the security policy, such as the 

gatekeeper, should be identified. 

(9) Define Events/ROMs. The events/ROMs that can be defined are dependent upon 

the available parameters that are recorded on a given aircraft type. Event/ROM definition and 

modification starts in this phase and continues for the duration of the FOQA program. Typically, 

the first phase of a FOQA program focuses on a single aircraft type. Information on defining 

events/ROMs and associated parameters is contained in appendix A. 

(10) Negotiate Pilot Agreement (if necessary). Establishing an air carrier FOQA 

program may necessitate the negotiation of an agreement between the air carrier and its pilots’ 

collective bargaining agent. This agreement defines the specifics of the FOQA program and its 

objectives and administration. This agreement is crucial for obtaining buy-in from the pilot 

community and for ensuring that line pilots play an integral part in the process. 

(11) Generate FOQA I&O Plan. The FOQA I&O Plan is the most important output of 

Phase I. The I&O Plan describes key aspects of the FOQA program. Preparing this document is 

one of the last steps of Phase I. Work done on the FOQA Plan can serve as a basis for the I&O 

Plan. The I&O Plan must be submitted to the FAA for review and approval in order to obtain 

protection from FAA civil enforcement actions. See section 13.401(c) for specific guidance for 

the development of the I&O Plan, including a template and checklist, is provided in 

appendices A and B. 

b. Phase II—Implementation and Operations. 

(1) Work-Intensive. Phase II is the most work-intensive phase of a FOQA program. 

During Phase II, the FMT performs the tasks outlined in the I&O Plan. The airborne and 

GDRAS equipment selected in Phase I are installed. Phase II initially focuses on a single fleet 

and a limited number of equipped aircraft (usually 15 to 25). A major milestone in this phase is 

the first time that the air carrier records FOQA data, processes the data, and performs an 

analysis. During this phase, activities transition from designing the FOQA program to 

implementing and administering the program. The FOQA steering committee will begin to 

function in more of an advisory capacity as the FMT begins to assume its leadership role. 

NOTE: Experience has shown that it takes approximately three to six 

months from when data are first recorded until official program startup can 

commence. The transition to Phase III occurs when the air carrier is 

convinced that FOQA data are accurate, reliable, and secure. 

(2) Implement and Audit Security Mechanisms. The security policies and procedures 

defined in Phase I should be implemented and thoroughly tested to see that they are effective. 

The actual mechanisms for protecting the data will be based on the capabilities of the hardware 

and software used in the program. The gatekeeper should be trained on how to implement and 

manage these mechanisms to protect data and control access. All GDRAS users should receive 

instruction about the protective provisions and how to handle problems. Periodic audits of the 

Page 14 Par 7 
4/12/04 AC 120-82 

security mechanisms should be conducted, and the results should be used to fine-tune the 

policies and procedures. 

(3) Install Equipment. A schedule should be established for installation of all 

equipment, including airborne and GDRAS. If installation of airborne equipment requires 

obtaining a Supplemental Type Certificate (STC), additional time and resources must be 

budgeted for this process. Coordination with maintenance and vendors will be required to track 

progress and resolve problems. 

(4) Train Personnel. Personnel who install airborne systems may require training 

before or during equipment installations. For the GDRAS, the different levels of users may 

benefit from separate training classes tailored to their needs. The individual responsible for the 

GDRAS, typically the FOQA analyst, should receive training on system installation, 

configuration, and administration. Training for end-users should be tailored to their analysis 

needs and be provided as close to the initial exposure to the system as possible. End-users should 

be educated on product usage and the data. The training should occur after the system is fully 

operational and when the air carrier’s actual data are available so that users learn to effectively 

utilize the system with their data. Additional documentation may need to be developed to 

supplement materials provided by the vendors and to cover carrier and fleet-specific topics. 

(5) Involve Stakeholders. To realize value from the FOQA investment, information 

derived from FOQA data must reach the appropriate user groups. Stakeholders will value the 

FOQA program only if they can obtain useful information that was not available before or obtain 

information faster than they can by using their current methods. The stakeholders will need to 

know what information is available to them. Education sessions should be held to promote user 

awareness of the information available, the program’s capabilities, and the information’s 

potential uses. Initial education should explain the FOQA program, including concepts, 

technology, benefits, and implementation schedule. Just because FOQA data are available does 

not guarantee widespread usage. Follow-up educational sessions may be required and should 

focus on instructing stakeholders on how to access and use the information available from

FOQA data. Using a variety of methods and media (newsletters, e-mail, corporate Intranet, 

formal presentations, one-on-one meetings, team meetings, and videos) may attract a wider 

audience to the program than using only a single vehicle. 

(6) Collect and Process Airborne Data. Procedures for retrieving the media on which 

FOQA data are recorded, such as optical disks or Personal Computer Memory Card International 

Association (PCMCIA) cards, or for downloading data from solid-state recorders using handheld readers, are needed. These procedures need to be developed and tested for accuracy, 

completeness, and resource requirements. The procedures should address the retrieval of 

recorded media, storage and distribution of unrecorded (blank) media, and installation of 

unrecorded media. Typically, media containing the flight data are removed from the recording 

device during a scheduled maintenance check. Retrieved media are sent to a central location for 

transmission or processing. New media are then inserted into the devices for the next round of 

flights. Schedules for retrieving the media are determined by the capacity of the media, the 

amount of data recorded, and the schedule of maintenance checks. The media retrieval schedule 

may range from 3 to 20 days. The same kind of schedule would apply if hand-held download 

Par 7 Page 15 
AC 120-82 4/12/04 

devices were being used. Wireless data link systems, which transmit information directly to a 

ground system, eliminate the scheduling and staffing logistics associated with media or data 

retrieval. Using wireless data links may also reduce the potential for data loss when recording 

media reach capacity. 

(7) Analyze and Validate Data. Stakeholder confidence in the FOQA program is 

directly proportional to the data’s accuracy, reliability, and completeness. 

(a) Data reliability is determined by validating the integrity of the airborne and 

ground systems’ hardware and software. “Reasonableness” and consistency checks need to be 

performed on the recorded data. These checks can be accomplished by a variety of means, 

including: 

• Validation by the vendor 

• Comparison of Digital Flight Data Recorder (DFDR) data readings with 

FOQA readings 

• Sensor validation 

• Comparison of FOQA data with onboard, in-flight observations 

(b) Data integrity and validity standards should be established to see that the data 

and associated analysis and reporting are performed in a consistent, standardized manner. 

NOTE: Data validation activities tend to take much longer than anticipated. 

1 Event sets will probably need to be fine-tuned after data from the first flights 

are analyzed to determine that what is being recorded is exactly what is needed and that 

appropriate data are being recorded at the proper resolution. Faulty sensors, modified LFLs, or 

missing software updates for acquisition units or analysis programs can cause errors. Fine-tuning 

event sets is a time-consuming and reiterative process. Failure to properly fine-tune the event 

sets can yield information of no use to stakeholders or worse, unreliable and invalid data. 

Appendix A contains a suggested list of events to use (with modifications, as needed) and 

analyze in a basic FOQA program. 

2 Any modifications to event sets or their associated parameters should be 

carefully tracked and documented to preserve the integrity of the process. Be aware that changes 

to event definitions may diminish the usefulness of trend or aggregate data if those data were 

captured under a combination of old and new event definitions. 

(8) Store Data. FOQA programs yield vast quantities of raw data. The average amount 

of FOQA data collected from a single, digital aircraft is approximately 7.2 megabytes (MB) per 

day, resulting in 2.6 gigabytes (GB) per year. The air carrier that fails to plan ahead for data 

storage from all the aircraft covered will soon be awash in data. Although air carriers may 

choose to retain only a small portion of these data, establishing and maintaining a data storage 

program is critical for success. 

Page 16 Par 7 
4/12/04 AC 120-82 

(9) Develop and Document FOQA Program Procedures. As the program transitions 

through shakedown to production status, the FMT should develop and document procedures for 

operating and managing the program. 

(a) Manual and/or automated procedures should be developed and documented for 

data security and data management (including backup and recovery, data archiving and 

restoration, monitoring and fine-tuning databases, defining and fine-tuning event sets, and data 

de-identification). Written procedures describe how to: 

• Define, update, and delete user accounts 

• Manage libraries of reports and graphics created by users 

• Control security and access permissions for users and groups 

(b) Documentation of all procedures is important for promoting consistent 

administration of the program. The importance of good documentation becomes evident when 

there are personnel changes on the FMT. 

(10) Satisfy Startup Criteria. The criteria that indicate when a FOQA program is 

official and can transition from shakedown status into a mode of formal continuing operation 

should be established. The official start date defines when FOQA data will be used for formal 

analysis and trending. The FOQA manager and members of the FMT should periodically review 

the startup criteria to identify and correct problem areas, as well as certify criteria completion. 

Satisfaction of the startup criteria heralds the start of Phase III. 

c. Phase III—Continuing Operations.

(1) Startup Criteria. Phase III begins once the startup criteria have been satisfied. 

Airborne and ground-based data systems must have been tested and confirmed, data accuracy 

and integrity must have been checked, and methods of analysis must be validated. At this phase, 

the FOQA program has stability, reliably providing high-quality, readily usable data to the 

FOQA program’s stakeholders. 

(2) Iteration and Review. Phase III shifts the focus from implementing the technology 

to optimizing available data and the processes required to obtain the desired information. 

Periodic reviews of all aspects of the FOQA program will determine whether the program is 

working as well as it could or whether revisions are required. These reviews will also identify 

when the program needs to be updated and modernized. Air carriers typically go through several 

iterations of experimentation and learning before mature FOQA processes are achieved. 

Following the full cycle of analysis, design, implementation, operation, and evaluation for each 

iteration of upgrade or change is important. At the end of each iteration, the lessons the team has 

learned should be captured and documented so that subsequent efforts benefit from the team’s 

experience. 

(3) FOQA Program Changes. Changes are likely to occur in an air carrier’s FOQA 

program as air carriers assimilate new technologies, modify event definitions, and change 

structures to meet the stakeholders’ growing needs. When changes to an air carrier’s FOQA 

Par 7 Page 17 
AC 120-82 4/12/04 

program result in disparities between the program as implemented and the program as 

documented in the approved I&O Plan, the I&O Plan should be modified accordingly and 

changes must be submitted for acceptance by the FAA in order for section 13.401(c) to continue 

to apply to the FOQA program. 

(4) FOQA Program Expansion. A FOQA program is neither static nor finite. It is 

meant to undergo controlled expansion and evolution as stakeholder demand for information 

grows and new technologies become available. The program should be able to accommodate 

new uses for FOQA data. These may require new equipment to capture and analyze the data. 

Additional stakeholders may wish to make use of available FOQA information. Once successes 

are achieved, the process of expanding usage of FOQA information will likely accelerate. The 

real payback begins when FOQA capabilities are widely recognized and used throughout the air 

carrier. Phase III has no distinct end-point. It is deliberately “open-ended” to allow for 

enhancements to airborne, ground, and processing system technology; to allow program

expansion to other fleets; and to allow broadened data usage. The program’s long-term plans will 

span several years, but incremental evolution should occur in carefully planned and welldocumented 6- to 12-month cycles. 

(5) Communicate FOQA Program Benefits. A comprehensive program to 

continuously promote FOQA should be established, along with mechanisms for implementation. 

The FOQA promotion effort should focus on gaining widespread support for the program. A 

variety of communication methods should be considered. For example, a newsletter can be used 

to inform users of significant program accomplishments, additional capabilities, and program

evolution. Bulletin boards in pilot crew rooms are useful in disseminating FOQA information. 

Video presentations on FOQA findings might be useful in pilot annual recurrent training classes. 

Speaking at departmental and staff meetings and publishing testimonials about FOQA successes 

are also useful methods to spread the word about the program’s progress.

(6) Conduct Program-Wide Periodic Reviews. Periodic reviews and assessments 

should be conducted to determine that the program stays relevant to stakeholders’ new and 

existing interests and to identify areas for potential improvements. These assessments should 

determine if anticipated benefits are being realized and whether the information provided to endusers is accurate, timely, and usable. Ongoing user feedback mechanisms can be a valuable tool 

for capturing comments on the efficacy, usefulness, perceived shortcomings, and desired 

improvements of the current program. Likewise, efforts should be made to maintain current 

awareness of new technological alternatives and product enhancements. An audit of the quality 

of the aggregate data should also be performed along with an assessment of the accuracy of the 

reference and descriptive information. The tools employed to create aggregate and trend data 

should be periodically reviewed to determine if new technology would be more effective. 

(7) Track Costs and Benefits. Justifying the investment in a FOQA program is an 

ongoing task. Capturing the initial acquisition and recurring costs is straightforward, as long as 

all categories of recurring costs are identified. Tracking the less tangible benefits is much more 

difficult. Benefits of a FOQA program, savings achieved and costs avoided, are spread across 

many departments. The safety department is an obvious beneficiary. However, placing a dollar 

value on an unknown number of aircraft accidents or incidents that were prevented because of 

Page 18 Par 7 
4/12/04 AC 120-82 

FOQA is almost impossible. The training department benefits from more effective training that 

is focused on documented problem areas, rather than using a standard syllabus that may not 

address areas where pilots are having problems. The maintenance department benefits from

FOQA because of improved monitoring and documentation of maintenance problems, as well as 

having more data available for timely troubleshooting. This may result in fewer unscheduled 

component changes, better preventive maintenance procedures, and reduced requirements for 

spare part inventories. 

(8) Evaluate Emerging Technologies. As the air carrier’s FOQA program expands to 

cover greater numbers of aircraft and fleets, the ability of current systems to accommodate 

growth and change should be carefully considered. Emerging technologies have the potential to 

increase the efficiency and effectiveness of all facets of a FOQA program. For example, newer 

data capture devices may be able to record more parameters more frequently, the handling of 

recorded data may require less human intervention, analysis programs may become more 

automated, and new visualization capabilities may enhance the ability to understand flights and 

events. Technological advances can also provide solutions for many of the day-to-day data 

handling problems that FOQA generates. During the next few years, the market for FOQA 

equipment may grow rapidly and vendors may offer new products and technology. Keeping 

apprised of new technologies can help to optimize the overall investment in a FOQA program. 

(9) Expand Data Usage. Expansion of data analysis is controlled by the limitations of 

the data generated by the GDRAS and the degree to which the data are stored in proprietary 

formats. COTS products can be used for statistical analysis and data mining, particularly when 

GDRAS supports industry standards for data access and exchange. The integration of FOQA 

data with other internal safety-related programs (such as the Aviation Safety Action Program

(ASAP)) should be considered to further enhance the safety value of the information. 

(10) FOQA Meetings. Conduct periodic FOQA meetings (preferably every 30 days) to 

provide company stakeholders with updated trends, information, and evaluation of previously 

implemented corrective actions. 

8. INFORMATION-SHARING WITH THE FAA AND INDUSTRY. Section 13.401 

requires operators of approved FOQA programs to provide the FAA with aggregate FOQA data 

in a form and manner acceptable to the Administrator. There are various ways and levels on 

which to accomplish this sharing, which are described below. The operator’s director of safety or 

designated representative should be responsible for approving the release of de-identified 

aggregate FOQA data to any third party after obtaining the prior input and approval of all 

appropriate parties within the carrier, including the pilot association (if applicable). 

a. Regular Briefings with the FAA Certificate Management Office (CMO). The first 

level of sharing is between the carrier and its local CMO/Flight Standards district office (FSDO). 

To accomplish this, a regular meeting should be established with local FAA personnel, as 

identified in the operator’s FAA-approved I&O plan, to review FOQA program status and data 

trend analysis. Scheduling of these meetings should at least be quarterly, but can be held more 

often depending on the scope of the operator’s FOQA program. Normally, this meeting is held 

on the operator’s property and does not include the physical exchange of data, but a review of 

Par 7 Page 19 
AC 120-82 4/12/04 

trend analysis and corrective action plans. Aggregate data has been further clarified by the 

FOQA Aviation Rulemaking Committee (ARC) as the de-identified summary, statistical FOQA 

information that is normally acquired within a carrier’s FAA-approved FOQA program. The 

degree of data de-identification will be determined by the respective air carrier, as described in 

its approved FOQA I&O Plan. For these briefings, the carrier may provide the aggregate data in 

oral, written, graphical, or digital format. 

b. Intra-Carrier Information-Sharing. The sharing of FOQA information from an 

operator’s program with other operators can provide benefits to an operator’s overall safety 

program. This sharing can be accomplished through industry associations or directly between 

operators depending on the scope of the issue. Issues such as ATC or issues specific to a 

particular aircraft type are examples of subjects that can be shared between operators. 

Maintaining confidentiality of the information between operators is important in providing a 

cooperative environment. 

c. Industry Sharing with the FAA. Issues may be identified from FOQA data that can’t be 

solved through modifications or enhancements to an operator’s existing operational procedures 

or approved training programs or through aircraft modifications under the control of the carrier. 

Also, issues may not be evident when individual carrier information is viewed independently. 

Therefore, industry sharing with the FAA may be helpful in identifying and resolving broad, 

industry issues. The FAA, working with carriers, has adopted an incremental approach to this 

requirement. The specific provisions of this approach will be developed over time in 

collaboration with the FOQA ARC and operators of approved programs. As an interim means of 

establishing initial compliance with section 13.401, operators of approved FOQA programs 

should provide the FAA with at least quarterly briefings on observed trends. These operators 

should also provide any other applicable information of potential safety significance. The FAA 

will specify the location of the briefing. For the purpose of these briefings, carriers may provide 

the aggregate data in oral, written, graphical or digital format. As the FOQA ARC works 

collaboratively with the FAA to develop a more systematic approach to the future sharing of 

aggregate FOQA information, guidance to industry on acceptable means of compliance with 

section 13.401 will be updated as appropriate. 

 

d. Need for Appropriate Background and Expertise. While it is recognized that the 

sharing of FOQA information between operators and the FAA has significant potential for 

identifying system safety issues, FOQA data (even in aggregate form) has important limitations. 

A detailed understanding of the operator’s route structure, equipment types, operating 

procedures, measurement criteria, and data collection procedures is required so that conclusions 

drawn from FOQA data will result in effective or productive safety interventions. Analysis of 

FOQA data should be accomplished by the operator and/or trained representatives from the 

operator’s pilot association (if applicable) and by individuals thoroughly familiar with its 

characteristics. FOQA data analysis is a tool for managing safe operations, not an independent 

objective. FOQA is but one element of a comprehensive operator safety program. 

9. FOQA IMPLEMENTATION AND OPERATIONS PLAN. 

a. Overview and Plan Development.

Page 20 Par 8 
4/12/04 AC 120-82 

(1) Under section 13.401, an operator seeking protection from the use of FOQA data for 

enforcement by the FAA must obtain FAA approval of its FOQA I&O Plan. The document that 

describes an air carrier’s FOQA program for FAA approval purposes is the FOQA I&O Plan. A 

FOQA I&O Plan is submitted to the FAA for review and approval, as described in 

paragraph 9a(2) of this AC. The FAA will determine whether an air carrier’s FOQA program is 

approved and notify the air carrier by letter of any concerns and/or formal approval. 

(2) The I&O Plan specifies the organization, technology, policies, procedures, and 

operational processes used by a certificate holder for its FOQA program. The FAA approval 

process for an I&O Plan is designed so the air carrier has identified adequate procedures, 

organizational resources, and material resources to collect, analyze, and act upon information 

provided by the FOQA data. The I&O Plan should describe the following elements: 

(a) Program goals. 

(b) Fleet(s) to be equipped for FOQA. 

(c) Airborne hardware, analysis software, and other equipment to be used in the 

program. 

(d) Organizational structure for the FOQA program. 

(e) FOQA program personnel and associated roles and responsibilities. 

(f) Procedures for data acquisition and handling. 

(g) Procedures for data analysis and reporting. 

(h) Procedures to implement corrective action(s) when adverse safety trends are 

discovered. 

(i) Policies on data retention, data security, and crew contact. 

(j) Policies on providing FAA with de-identified aggregate data on the operator’s 

premises and information on corrective actions undertaken. 

(k) Policies and procedures for maintaining and revising the I&O Plan. 

(l) A glossary of terms used in the I&O Plan. 

(m) Appendices, which should include: 

• A copy of the Letter of Agreement on FOQA with the pilots’ collective 

bargaining unit (if applicable) 

Par 8 Page 21 
AC 120-82 4/12/04 

• List of events, parameters, and threshold values to be used in the program for 

each FOQA-equipped aircraft fleet 

• A list of the documents referenced or cited 

(3) An air carrier should identify its planned FOQA airborne and ground-based 

equipment in its initial I&O Plan. Subsequent revisions of the I&O Plan should identify any 

changes to the planned or implemented equipment. The purpose of this information is to 

ascertain proposed system capabilities, rather than to approve an air carrier’s selection of a 

particular brand or vendor. Decisions with respect to the selection of software and equipment 

vendors are left entirely to the air carrier. However, the FAA may assess, for the initial plan and 

any subsequent revisions, whether the proposed products’ functionality appears to be adequate to 

accomplish the program’s goals. 

(4) The FAA prefers to interact closely with applicants during the development of the 

I&O Plan, rather than to wait for the formal submittal of the finished plan before establishing 

substantive dialogue. A discussion and review of rough drafts of document sections early in the 

development process will facilitate approval. The submittal of the final documents then becomes 

a formality, with minimal changes required. 

(5) To assist air carriers in developing their I&O Plans, a checklist of items to be 

included in the plan is provided in paragraph 9a(3). Paragraph 9a(4) contains a sample I&O Plan 

template. Although specific areas should be addressed in the plan, the I&O Plan template is 

flexible enough to allow the air carrier to tailor the plan to its individual needs. 

b. FAA Approval. 

(1) Operators seeking approval of a FOQA I&O Plan should submit the plan and a 

completed I&O Plan checklist to the FAA. The checklist should be used as an aid to see that all 

required material is included in the plan. The submittal should include a cover letter addressed to 

the air carrier’s assigned Principal Operations Inspector (POI) that requests approval of the plan. 

A copy of the cover letter, plan, and checklist should be sent simultaneously to HQ FAA, Attn: 

AFS-230. Electronic transmission of this documentation to AFS-230, Volunteer Safety Program

Branch, is encouraged (for which purpose signatures are not required). 

(2) The FAA will evaluate the I&O Plan based on the adequacy of the proposed means 

and methods identified for the collection and analysis of data, as well as procedures for taking 

corrective actions. The joint evaluation by AFS-230 and the POI will allow the FAA to maintain 

standardization and continuity throughout the industry while accommodating carrier-specific 

organization and resource differences best understood by the POI. 

(3) The POI and AFS-230 will review the proposed I&O Plan and establish a consensus 

as to whether the plan should be approved. The FAA procedures for I&O Plan approval are 

contained in FAA Order 8400.10, Air Transportation Operations Inspector’s Handbook. 

AFS-230 and the POI will communicate any plan inadequacies to the air carrier in writing. 

Similarly, once AFS-230 and the POI concur that the plan should be approved, the air carrier 

will receive an approval letter with the signatures of the POI and the manager of AFS-230. Once 

Page 22 Par 9 
4/12/04 AC 120-82 

an I&O Plan is approved by the FAA, the air carrier’s FOQA program may continue for an 

indefinite period, unless the carrier elects to terminate the FOQA program or the FAA withdraws 

its approval. 

(4) The I&O Plan is a “living document” and should be updated as necessary. Changes 

will occur in the FOQA program as an air carrier assimilates new technologies, adds new fleets, 

modifies event definitions, and changes structures to meet its program’s growing needs. Changes 

are likely to be particularly frequent during the early stages of an operator’s FOQA program. 

When changes occur to previously approved I&O Plan content, the I&O Plan should be revised 

to incorporate those changes. 

(5) A revision control methodology should be established for the I&O Plan (and any 

subsequent revisions) and included in the I&O Plan. A list of affected pages, or a revision 

control page that identifies the pages to be added/removed/replaced, should be submitted with 

any revised pages. Each revised page should contain the page number, revision number, and 

revision date. Revisions to the I&O Plan are required whenever changes occur to the nature of 

the FOQA program (e.g., changes to fleet composition, system configuration, flight operating 

procedures, organizational structure, schedule, and key milestones). 

(6) Revisions to approved I&O Plans do not require FAA letters of approval. Because 

such changes can be potentially frequent and voluminous, revisions to approved plans will be 

considered to be accepted by the FAA, unless the FAA notifies the carrier in writing within 

45 days of revision submittal that the revision is not accepted, except as follows: notwithstanding 

this 45 day period, if at any time the FAA discovers that the content of a FOQA I&O Plan is not 

consistent with section 13.401, or is otherwise unacceptable to the FAA, the FAA may notify the 

operator that revisions are required in order to maintain program approval. In addition to the 

POI, AFS-230 should be provided with an information copy of all revisions. The POI may 

permit an air carrier to consolidate and submit revisions on a quarterly basis throughout the 

calendar year, rather than submit each revision as it occurs. The air carrier should request this 

authority from the POI. This procedure is intended to reduce workload for the air carrier and 

FAA. 

(7) FOQA is a voluntary program, and the air carrier may elect at any time to terminate 

its program. The FAA may also elect at any time to withdraw approval of an air carrier’s I&O 

Plan for failure to comply with the requirements of section 13.410. The protections from civil 

enforcement actions are predicated upon the expectation that the operator will act upon FOQA 

information indicative of an adverse safety trend or a continuing violation. If the FAA 

determines that insufficient effort to develop or implement a plan of corrective action is taking 

place, and the air carrier is not responsive to FAA efforts to elicit compliance with this 

requirement, withdrawal of program approval may be appropriate. Withdrawal of FAA approval 

of the I&O Plan will be transmitted, in writing, to the air carrier. 

c. I&O Plan—Topics. The following topics should be included in an I&O Plan: 

(1) Background. This section summarizes the foundation and relevant FAA references 

for FOQA programs. 

Par 9 Page 23 
AC 120-82 4/12/04 

(2) Introduction. The introduction section should state the goals and objectives of the 

airline’s FOQA program. 

(3) FOQA Program Stakeholders. This section should identify the key stakeholders in 

the FOQA program. There may also be stakeholders outside the company that should be 

identified here. 

(4) Protective Provisions, Pilot Association Agreement (if Applicable), and 

Corporate Policy Statement. Summarize the salient points of the protective provisions that the 

airline and its pilots are afforded from FAA certificate action or civil penalties from information 

and data collected and analyzed by the FOQA program. In addition, the protective provisions 

from the pilots association agreement should be summarized. Provide a copy of the agreement in 

Appendix 1 of the I&O Plan. If a pilot association agreement is not applicable to the airline, a 

corporate policy statement should be included in the I&O Plan that establishes protective 

provisions to its pilots against disciplinary or other pejorative action from the airline from data or 

information produced by the FOQA program.

(5) Data Protective Provisions and Security. 

(a) In this section, include a summary of the protective provisions to be incorporated 

into the FOQA program that will gain acceptance by all participants, including the pilot 

association (if applicable).

(b) Describe the pilot association agreement (if applicable) as it pertains to 

individual protection and data usage. At a minimum, discuss the following security 

considerations: 

• The team member(s) responsible for data protection and security 

• Data protection methods (including those provided by the GDRAS, physical 

security of FOQA media and facilities and information dissemination 

safeguards, etc.) 

• De-identification requirements and procedures 

• Methods for ensuring confidentiality 

• Data retention policies and procedures 

• Data storage policies and procedures 

• Procedures for auditing and refining the security policy, methods, and 

procedures

(6) FOQA Program Components. Describe the specific technology components 

proposed for use in the FOQA program. The I&O Plan will need to be amended when changes or 

additions to the fleet types or changes to other technology components are made in the airline’s 

FOQA program. Program components described should include the following: 

(a) Aircraft Fleet. Describe the following: 

Page 24 Par 9 
4/12/04 AC 120-82 

• How the initial aircraft fleet(s) were selected for participation in the FOQA 

program

• Number of parameters to be collected from each fleet 

• Future plans for program expansion to additional fleets and aircraft within the 

current fleet 

(b) Airborne Data Acquisition System. Describe the selection criteria and product 

selection process. 

• What technical criteria were evaluated (recording capacity, media handling, 

and download capabilities)? 

• How were service and support considered (warranty, repair station locations 

)? 

• What compatibility issues with existing systems were raised (power 

considerations, size, weight)?

(c) Describe the airborne system configuration and provide information concerning 

the following: 

• Strategy for acquiring airborne data 

• Equipment to be installed in the aircraft (including vendor, part number, and 

other pertinent information) and the technology to be used 

• Availability of the STC for each component installed on the aircraft or the 

plan for obtaining an STC 

• Method used for loading and maintaining the LFL 

• Fleet installation plan, including equipment installation requirements and 

schedule 

• Support to be provided by the vendor (including a description of repair 

facilities and warranty policies) 

(7) Airborne System Maintenance and Support. Describe whose responsibility it is 

within the operator to maintain the airborne acquisition and recording system, including 

parameter maps and configuration. This should also include interface between the FOQA FMT 

and the responsible party. 

(8) GDRAS. Describe the GDRAS selection criteria and product selection process. 

Describe the GDRAS to be used for the FOQA program, including: 

• Specify the vendor, product name, hardware, software, operating system

configuration, and communication network 

• Summarize the proposed GDRAS’s functionality 

• Describe vendor support and training 

• Specify how LFLs, events, and parameters are defined, configured, and 

maintained 

• Describe user configuration capabilities 

Par 9 Page 25 
AC 120-82 4/12/04 

• Describe how the system complies with de-identification and security 

requirements defined by the air carrier and pilot association 

(9) Other Equipment. Describe any other FOQA components, such as: 

• Software for trend analysis, statistical analysis, and flight animation 

• Remote data collection systems and communication infrastructure, as applicable 

• The vendor, product name, and associated hardware, software, communication, 

and operating system requirements 

• The selection criteria and product selection process 

(10) Equipment Upgrade, Modification, or Replacement. Describe the procedures, 

including criteria, which will be used for upgrading, modifying, or replacing the FOQA program

components once those components have been approved for use. 

(11) FOQA Organization. This section explains the context of the FOQA program

within the air carrier’s departmental settings and the individuals who will serve on the FOQA 

program team. The following subsections contain topics that should be incorporated into the 

I&O Plan: 

(a) Organization Structure. Describe the following: 

• The organization and management of the FOQA program, including the 

organizational entity responsible for the FOQA program 

• Any oversight body (such as a steering committee or FOQA committee), 

including information on membership, charter, duties, meeting schedule. 

• Provide an organizational chart that illustrates the organization and 

management structure of the FOQA program

(b) Personnel. Describe the skills, knowledge, duties, and responsibilities of the 

following anticipated key personnel associated with the FOQA program: 

• Person providing corporate oversight 

• FOQA manager 

• Gatekeepers 

• FOQA analyst 

• FOQA intern, if applicable 

• Members of the FMT, along with any other committees in the organizational 

structure 

(12) FOQA Program Implementation. 

(a) Describe the air carrier’s concept of the FOQA program. Include operational 

procedures for: 

• Data processing and analysis 

Page 26 Par 9 
4/12/04 AC 120-82 

• Investigating results 

• Determining corrective actions to be taken for significant events 

• Communicating findings to all effected stakeholders 

• Obtaining feedback and follow-up for corrective actions 

• Data trending 

• Generating periodic reports 

• Providing local FAA with aggregate FOQA information on the operator’s 

premises 

(b) The FOQA Implementation Process. Describe the following: 

1 Schedule and timeline for FOQA implementation, including required resources. 

2 Training that will be provided to team members and key stakeholders. 

3 Location of FOQA facilities, including central processing and any remote sites. 

4 Program startup criteria, including milestones (e.g. on system training, 

education, infrastructure, data validation) that should be met before collected data are used for 

analysis of line operations. If a user needs assessment has been conducted, summarize the 

methods used, users interviewed, and results. 

NOTE: When developing a scheduled timeline for starting a FOQA 

program, many of these tasks may require considerable time for completion 

(i.e., beyond the month in which they are listed as occurring) and that 

preliminary work will have commenced on these tasks prior to where they 

appear on the checklist. Obtaining financial approvals and commitments for 

equipment expenditures and personnel, contracting for equipment 

purchases, and delivery of equipment may all have very long lead times. 

(13) Education and training. Describe the following: 

• How officers, senior management, team members, and stakeholders will be 

educated about the FOQA program

• How pilots will be educated about the program

• How team members will be trained 

(14) Data Analysis Procedures. 

(a) Data Usage and Management. Describe the anticipated usage of FOQA data 

for safety, operations, training, and maintenance/engineering. Also describe the 

framework/technology architecture that will be used for managing the data. 

(b) Flight Data Collection and Analysis. Describe the following: 

• Procedures for the physical retrieval of data from aircraft 

Par 9 Page 27 
AC 120-82 4/12/04 

• Procedures for transferring data from airborne systems to the GDRAS, 

including media logistics and schedule for data retrieval 

• Manual and automated methods to verify the quality and integrity of collected 

data, including any data quality standards 

• Methods for logging and tracking airborne-collected data 

• Procedures for handling invalid data and diagnosing airborne equipment 

problems

• Include a process flow diagram that shows the transit and direction of FOQA 

data through the system, including key systems, entities, and decision points 

(c) Data Classifications and Definitions. Describe the following: 

• Team member(s) involved in developing the event set 

• Methods used to develop the event set 

• Source documents 

• Event categories, classifications, and severity levels 

NOTE: Provide initial event set classifications by operational mode in 

Appendix B. 

(d) Data Definition Maintenance. 

1 Describe how event definitions will be validated, reviewed, and defined by the 

FMT. The following boilerplate can be used as a baseline, but should be modified, as 

appropriate, to the air carrier’s specific situation: 

NOTE: Documentation of event definition, validation, and modification will 

be maintained in the FOQA office and will be made available on request. 

2 Also, describe the following: 

• Procedures for validating, reviewing, and refining event definitions 

• Procedures for creating and verifying new events 

• Procedures for tracking modifications to event definitions 

(e) Data Review and Evaluation. Describe the following: 

• Procedures for periodic review of FOQA event data and trends, including 

personnel responsible and proposed schedule for review of data and trends 

• Procedures for joint FAA/air carrier periodic review of aggregate trend data 

• Procedures for notifying appropriate personnel (e.g., flightcrews, 

engineering/maintenance, and training) about events requiring immediate 

action 

• Processes for maintaining event information for trend analysis, including 

databases and methods to have invalid events and associated data removed 

Page 28 Par 9 
4/12/04 AC 120-82 

• Procedures for generating periodic reports to convey FOQA trends and 

findings 

• Methods for detecting and analyzing data trends 

• Procedures for crew contact and follow-up 

• Procedures for determining corrective actions to be taken for identified events 

and/or trends 

• Methods for obtaining feedback/follow-up for resolution 

(f) Data Trending and Record Retention. Describe the following: 

• The data retention policy for FOQA data and trend analyses, which should 

include requirements by maintenance to satisfy manufacturer warranty claims

• Archiving procedures and process for archiving and retrieval of archived data 

(15) Program and Data Documentation. Describe how this I&O Plan will be 

maintained, who the review process will involve, how changes will be tracked, and how 

revisions will be submitted to the FAA. With the approval of the POI, the air carrier may submit 

quarterly updates of the I&O Plan to reflect changes that were made during the preceding 

quarter. 

(a) Operational Development. Describe the overall development of FOQA 

program documentation in support of the program in cases of personnel transitions or program

changes. 

(b) Information and Data Control. Describe how changes to the FOQA Program

will be documented. This should include the following: 

• A description of the identified use 

• Analysis that was accomplished 

• Specific corrective actions or recommendations taken or made 

• Personnel who were notified 

• Resolution of actions or recommendations 

 

(c) I&O Plan Revision Control. A revision control methodology should be 

incorporated into the I&O plan. This revision control methodology should include controls for 

page revisions, deletions, or replacements. The I&O Plan should also stipulate that the operator 

will submit all revisions to the POI and AFS-230. 

(16) FAA Access. 

(a) Procedures for joint FAA/air carrier periodic reviews of FOQA program

effectiveness. 

(b) Procedures for the operator's handling and marking of company proprietary and 

confidential information submitted to the FAA. 

Par 9 Page 29 
AC 120-82 4/12/04 

(17) I&O Appendices. 

(a) Appendix I (Pilot Association Agreement, if Applicable). If the 

implementation of the FOQA program depends on obtaining a signed pilot association 

agreement, insert the agreement or side letter in this section. The agreement should describe how 

the pilot association will be involved in the operation of the FOQA program. 

(b) Appendix II (Event Parameters and Definitions). This appendix should 

contain list of events and minimum parameters to be monitored and analyzed in a basic FOQA 

program. When establishing a new FOQA program, the events and parameters in this appendix 

should provide a good starting point. Note that there are many more parameters available for 

recording on modern aircraft than are listed in the appendix. Although many such parameters are 

not used in FOQA event creation, they can be useful to develop a more complete understanding 

of the causes of events and for aircraft maintenance troubleshooting purposes. Following initial 

establishment and validation of its program, operators are encouraged to consider expanding 

upon the basic parameter list provided in this appendix. Ideally, the aircraft fleet initially 

involved in starting a FOQA program should have a data bus capable of supplying the 

parameters listed in this appendix and a means of capturing and recording those parameters. It is 

important to understand, however, that the list of available parameters on any given aircraft will 

be a result of those provided by the airframe manufacturer, ordered by the air carrier, or a 

combination of both. 

1 Event Selection. Depending on the GDRAS used, selecting events to be 

included and analyzed can be simple or complex. Developing a list of events from scratch can be 

extremely time-consuming, particularly during event validation. GDRAS vendors can also create 

and deliver event sets, but this may entail considerable expense. If an event list is available from

another carrier or the list contained in this appendix is adequate, then the event selection process 

will be relatively simple and much less expensive. 

NOTE: The event list should be tailored to the specific air carrier and 

aircraft type. The parameters used to measure the event need to be recorded 

on that aircraft type. Next, the tolerances that trigger the events should be 

set to account for applicable federal regulations, aircraft limitations, and 

company policies and procedures. The FMT and FOQA analyst should work 

together to evaluate and adjust event triggers. Since maintenance will also 

be an important stakeholder, creating events that maintenance would be 

interested in analyzing would be advantageous. 

2 Event Standardization. 

(aa) If an operator has multiple aircraft type or model variance within its 

fleet, attempting to standardize events within the GDRAS analysis function may be 

advantageous. Numerous events will be common to all types and models of aircraft in an air 

carrier’s fleet (e.g., VMO, MMO, and VLE exceedences). These “common” events can be monitored 

and analyzed across fleets. However, there will be differences in the triggering limits, which will 

Page 30 Par 9 
4/12/04 AC 120-82 

be dictated by an aircraft’s specific operating limitations. Analysis of these events across fleet or 

model types must account for the difference in triggering. 

(bb) To assist in standardization of the analysis, the events can be organized 

or grouped in different categories. One method of organizing the events could be by “phase of 

flight.” Another method may be to use the sections in the operator’s manuals where aircraft 

limitations or flight procedures are outlined or defined. Users should choose the method that best 

suits their needs. 

(cc) The events may be categorized by the flight phase in which they are most 

likely to occur, although they may also occur in other phases. However, the flight phase is not 

used as a discriminator in the creation of these events. Each event is designed to work even if the 

software used does not use flight phase in its analysis process. The use of flight phase is a 

common method and may speed the processing of raw data. 

(dd) Maintaining documentation of event definitions used in an operator’s 

analysis may be useful. Documentation of the events can assist the operator in validating trend 

analysis and serves as a guide to program history as events change or are modified during the 

maturation of the program. Documentation could include the name for specific events, a 

description that clarifies what the event is designed to measure, suggested event-triggering 

conditions, the needed parameters to create the event, a possible way of defining the event, and 

explanatory notes or comments that go beyond the event description. In the event definition, 

user-defined variables that need to be extracted from Approved Flight Manual (AFM), Flight 

Operations Manual, Flight Standards/training guidance, or other applicable corporate guidance 

should also be included. 

(ee) Some parameters used in events are derived, meaning they are not 

directly measured by sensors in the aircraft, but are calculated as part of the processing done by 

the analysis software. Height Above Takeoff/Touchdown (HAT) is a good example of this. 

Many events require an altitude component in relation to the airport elevation. This is most 

accurately done by using the elevation at takeoff or touchdown, calculating altitudes above this 

elevation, and then measuring actual aircraft performance at these points. There are many 

possible ways to calculate events, and those presented here may not be compatible with 

parameters available on a particular aircraft or the capabilities of particular analysis software. 

Maintaining documentation of events will assist the carrier in trend analysis and the development 

of events as the program matures. Appendix II of the example I&O plan in Appendix A of this 

AC contains a representative sample of event documentation. 

CAUTION: Each air carrier should review all events to see that the limits 

defining each event account for applicable federal regulations, airplane flight 

manual limitations, and company policies and procedures. 

 

(c) Appendix III (Glossary). Definitions of all acronyms used in the document 

should be included. The definitions should cover more than just what the acronym stands for, the 

reader should be able to understand what the acronym means. In constructing the glossary, 

Par 9 Page 31 
AC 120-82 4/12/04 

assume that the reader of the I&O Plan is unfamiliar with FOQA, as might be the case with 

senior management, union officers, legal staff, or local FAA representatives. 

(d) Appendix IV (References). Include citations for all referenced documents 

including, but not limited to: 

• Title 14 CFR Part 193, Protection of Voluntarily Submitted Information 

• Title 14 CFR Part 13, Section 13.401, Flight Operational Quality Assurance 

Program 

• AC 00-46 (as amended), Aviation Safety Reporting System (ASRS) 

• AC 00-58 (as amended), Voluntary Disclosure Reporting Program

• AC 120-59 (as amended), Air Carrier Internal Evaluation Programs: Air 

Carrier Internal Evaluation-Model Program Guide 

• AC 120-66 (as amended), Aviation Safety Action Program

• Flight Safety Foundation, FAA Contract Report, Air Carrier Voluntary Flight 

Operational Quality Assurance (FOQA) Program, 1992 

• General Accounting Office, GAO/RCED-98-10, Aviation Safety—Efforts to 

Implement Flight Operational Quality Assurance Programs, December 1997 

10. APPENDICES. 

• Appendix A: Example of a FOQA Implementation and Operations Plan 

• Appendix B: FOQA I&O Plan Checklist 

11. ABBREVIATIONS 

ABBREVIATIONS 

Abbreviation Term

AAC Airline Administrative Control 

AC Advisory Circular

ACARS Aircraft Communications Addressing and Reporting System

ACDF Airline Common Data Format 

ACMS Aircraft Condition Monitoring System 

ACSF Airline Common Statistical Format 

AEEC Airlines Electronic Engineering Committee 

AFE Above Field Elevation 

AFM Approved Flight Manual 

AFS Aviation Flight Standards Service 

AFS-230 Volunteer Safety Program Branch 

ALPA Air Line Pilots Association 

AOC Aircraft Operational Control 

AQP Advanced Qualification Program

ARC Aviation Rulemaking Committee 

ARINC Aeronautical Radio Incorporated 

ASAP Aviation Safety Action Program 

ASCII American Standard Code for Informational Interchange 

ASRS Aviation Safety Reporting System

Page 32 Par 9 
4/12/04 AC 120-82 

ABBREVIATIONS 

Abbreviation Term

ATC Air Traffic Control 

BASIS British Airways Safety Information System

CAS Computed Air Speed 

CMO Certificate Management Office 

COTS Commercial Off-The-Shelf 

CSV Comma Separated Value 

CVR Cockpit Voice Recorder 

DAR Digital ACMS Recorder 

DAS Designated Alteration Station 

DAU Data Acquisition Unit 

DBMS Database Management System

DFDAR Digital Flight Data Acquisition Recorder 

DFDAU Digital Flight Data Acquisition Unit 

DFDMU Digital Flight Data Management Unit 

DFDR Digital Flight Data Recorder 

DMU Data Management Unit 

EGT Exhaust Gas Temperature 

EGT Exceedance Guidance Team

EMT Event Monitoring Team

ERC Event Review Committee 

FAA Federal Aviation Administration 

FAR Federal Aviation Regulations 

FDAU Flight Data Acquisition Unit 

FDR Flight Data Recorder 

FMT FOQA Monitoring Team

FOD Foreign Object Damage 

FOIA Freedom of Information Act 

FOQA Flight Operational Quality Assurance 

FSDO Flight Standards District Office 

g Gravity (G-Force)

Par 11 Page 33 
AC 120-82 4/12/04 

ABBREVIATIONS 

Abbreviation Term

GB Gigabyte

GDL Ground Data Link 

GDRAS Ground Data Replay and Analysis System

GPWS Ground Proximity Warning System

HAA Height Above Airport 

HAT Height Above Takeoff/Touchdown 

HQ Headquarters

HTML Hypertext Markup Language 

I&O Implementation and Operations 

IT/IS Information Technology/Information Systems 

LAN Local Area Network 

LFL Logical Frame Layout 

LRU Line Replaceable Unit 

MB Megabyte

MEL Minimum Equipment List 

MMO Maximum Mach Operating Speed 

MTBF Mean Time Between Failure 

N1 Low Pressure Compressor 

N2 High/Intermediate Pressure Compressor 

NAS National Airspace System

NASA National Aeronautics and Space Administration 

NTSB National Transportation Safety Board 

ODBC Open Database Connectivity 

OQAR Optical Quick Access Recorder 

Order 8400.10 Air Transportation Operation’s Inspectors Handbook 

PAI Principal Avionics Inspector 

PCMCIA Personal Computer Memory Card International Association 

PDF Portable Document Format 

PMI Principal Maintenance Inspector 

POI Principal Operations Inspector 

PPH Pounds Per Hour 

PPM Partial Program Manager 

PSI Pounds Per Square Inch 

QA Quality Assurance

QAR Quick Access Recorder 

RA Traffic Alert and Collision Avoidance System (TCAS) Resolution 

Advisories 

RFP Request for Proposal 

ROM Routine Operational Measurement 

SRU Shop Replaceable Unit 

SSFDR Solid State DFDR 

STC Supplemental Type Certificate 

Page 34 Par 11 
4/12/04 AC 120-82 

ABBREVIATIONS

Abbreviation Term

TA Traffic Alert and Collision Avoidance System (TCAS) Traffic 

Advisories 

TC Type Certificate

TCAS Traffic Alert and Collision Avoidance System

TE Triggered Event

V1 Critical Engine Failure Speed 

V2 Takeoff Safety Speed 

VLE Maximum Landing Gear Extend Speed 

VMO Maximum Operating Limit Speed 

VREF Reference Velocity 

WAN Wide Area Network 

WDL Wireless Data Link

14 CFR Title 14 of the Code of Federal Regulations 

49 U.S.C. Title 49 of the United States Code 

/s/ James J. Ballough 

Director, Flight Standards Service

Par 11 Page 35 (and 36) 

4/12/04 AC 120-82 

 Appendix A 

APPENDIX A. EXAMPLE OF A FOQA IMPLEMENTATION AND 

OPERATIONS PLAN 

This section contains an example of an Implementation and Operations (I&O) Plan. Section 

numbering and section names in this example are suggestions only. They represent the topics 

that should be included in the I&O Plan. The text of this example is boilerplate content only. 

It should be used as a baseline and modified accordingly. Instances of [Airline Name] should 

be replaced with the name of the actual air carrier or operator. Name references to particular 

equipment should also be modified appropriately. 

1. BACKGROUND 

Flight Operational Quality Assurance (FOQA) is defined as a program to improve flight safety 

by providing more information about, and greater insight into, the total flight operations 

environment through selective automated recording and analysis of data generated during flight 

operations. Analysis of FOQA data can reveal situations that require improved operating, 

training, and maintenance procedures, practices, equipment, and infrastructure. 

In support of the public safety objective, the FAA has publicly endorsed the development and 

implementation of voluntary FOQA programs as a tool for continuously monitoring and 

evaluating operational practices and procedures. In Advisory Circular (AC) 120-59 (as 

amended), Air Carrier Internal Evaluation Programs, the FAA states, “public safety is enhanced 

if deficiencies are identified and immediately corrected when they are discovered by the 

certificate holder rather than when they are discovered by the FAA.” FOQA programs can 

provide the quantitative and objective information needed to identify deficiencies during the 

certificate holder’s internal audit and evaluation process. 

FOQA programs are based on the premise that air carriers have primary responsibility for 

continuously monitoring and ensuring that their operations are safe and in compliance with their 

operating standards and the regulations. A FOQA program will assist [Airline Name] in 

identifying and addressing operational deficiencies and trends that are not generally detectable 

with other procedures. Additionally, analysis of some FOQA program data may contribute to 

improved safety and efficiency in the design and operations of air traffic control (ATC) systems, 

aircraft, and airports. Many potential applications of FOQA data have been identified to date. 

These applications aim to improve safety, evaluate and enhance training practices, revise 

operating procedures, assist aircraft engineering programs, improve maintenance efficiency, and 

assist manufacturers in aircraft design and modification. 

Several foreign air carriers have successfully implemented FOQA-type programs that use flightrecorded data to improve operational safety and performance. Lengthy track records in effective 

usage of this information (over 20 years in the cases of British Airways and Scandinavian 

Airlines System) have provided foreign carriers with clear evidence that FOQA program data 

represent a source of valuable information that, when used appropriately, can contribute greatly 

 Page 1 
AC 120-82 4/12/04 

Appendix A 

to aviation safety. Airlines that currently have FOQA-type programs agree that the insights 

derived from these programs have prevented serious incidents and accidents and have led to 

improved operating efficiencies. 

FOQA information can be included in the voluntary audits and evaluations described in 

AC 120-59 to determine the causes of deficiencies and to suggest enhancements to operating 

practices. Title 14 of the Code of Federal Regulations (14 CFR) part 13 states the conditions 

under which information obtained from an approved voluntary FOQA program will not be used 

in legal enforcement actions against an operator or its employees. In addition, 14 CFR part 193 

contains provisions for certain protection from public disclosure of voluntarily submitted safety 

related information, when such information has been designated by an FAA order as protected 

from disclosure under that part. 

2. INTRODUCTION 

The I&O Plan presented in this document specifies the organization, technology, policies, 

procedures, and operational processes used in the [Airline Name] FOQA program. 

The core objective and intent of the [Airline Name] FOQA program is to facilitate the free flow 

of safety information. The FOQA program will: 

1. Collect operational flight data. 

2. Develop methods to analyze the collected flight data, such as triggered events and routine 

operational measurements. 

3. Establish procedures for comparing the collected data with established procedures and 

standards and the use of analyzed data in formal awareness and feedback programs to 

enhance safety in the following areas: 

a. Flight procedures 

b. Flight training procedures and qualification standards 

c. Crew performance in all phases of flight 

d. Air traffic control procedures 

e. Aircraft maintenance and engineering programs 

f. Aircraft and airport design and maintenance 

4. Perform trend analyses of FOQA data to identify potential problem areas, evaluate 

corrective actions, and measure performance over time. 

3. FOQA PROGRAM STAKEHOLDERS 

The FOQA program will provide large amounts of previously unavailable data to significantly 

improve the problem definition process and allow assessment and resolution of systemic safety 

and efficiency issues. Beneficiaries or stakeholders within [Airline Name] include, but are not 

limited to, the following: 

Page 2 
4/12/04 AC 120-82 

 Appendix A 

1. Flight Safety 

2. Flight Training and Standards 

3. Flight Operations 

4. Maintenance and Engineering 

5. Operations Control and Dispatch 

6. Pilot Association 

Cooperation with stakeholders outside of [Airline Name] will also benefit the [Airline Name] 

FOQA Program. These stakeholders may include, but are not limited to, the following: 

1. FAA 

2. NASA 

3. ATC 

4. Aircraft manufacturers 

5. Other industry safety groups.

4. PROTECTIVE PROVISIONS, PILOT ASSOCIATION AGREEMENT (IF 

APPLICABLE), AND CORPORATE POLICY STATEMENT 

Key to the success of the [Airline Name] are specific protective provisions that will protect both 

[Airline Name] and its employees from FAA certificate action or civil penalties as a result of

information and data that are collected and analyzed by the FOQA program. In establishing these 

protective provisions, [Airline Name] has pursued the following distinct courses of action. 

[Airline Name] has established a corporate policy endorsed by senior management providing that 

no pilot shall ever be subject to disciplinary or other pejorative action by [Airline Name] from

data or information that is produced by the FOQA program, and [Airline Name] has formalized 

that policy in a FOQA agreement that has been negotiated and accepted by the [Airline Name] 

Pilot Association [If applicable]. [Airline Name] will establish procedures for sharing of FOQA 

trend analysis and other pertinent de-identified data with the FAA, as specified in this I&O Plan. 

These actions are intended to create a framework of cooperation between the Pilot Association 

[if applicable], the FAA, and [Airline Name] that will permit the most effective use and analysis 

of FOQA data. 

5. DATA PROTECTIVE PROVISIONS AND SECURITY 

General 

Key areas that were considered in developing the protective provisions for the FOQA program

include: 

 Page 3 
AC 120-82 4/12/04 

Appendix A 

1. Confidentiality⎯Provides that the identity of individual crewmembers cannot be 

associated with any FOQA data, except for the purposes of crew-contact as provided for in this 

I&O Plan. 

1. Anonymity⎯Provides that any identification of airline flight and/or flightcrews with 

specific FOQA flight data necessary during an analysis is eliminated permanently at the 

earliest possible time and in accordance with the pilot association agreement. 

2. Data access and control⎯Identifies data that require protection and assigns overall 

responsibility for data protection. In addition, data access and control provides 

guidelines and procedures to protect data; provides authorized access to data, data 

processing and storage locations; provides authorized access to reports and other data 

outputs, and requires the destruction of data after the retention period has expired. 

3. FOQA facilities⎯Provides secure, controlled access facilities for all systems, offices, 

equipment, workstations, computers, and peripherals associated with the FOQA program. 

Additionally, secure systems will also be provided for storage of all FOQA-related 

materials, including paper, media, and backup devices. 

FAA FOQA Enforcement Policy 

The [Airline Name] FOQA Program incorporates the protections codified in the FOQA Rule, 

part 13, section 13.401, which states that except for deliberate or criminal acts, the Administrator 

will not use [Airline Name]'s FOQA data or aggregate FOQA data in an enforcement action 

against [Airline Name] or its employees when such FOQA data or aggregate FOQA data is 

obtained from a FOQA program that is approved by the Administrator. 

Legislation 

In the Federal Aviation Reauthorization Act of 1996, Congress included specific provisions 

pertinent to the public release of safety-related information that was voluntarily submitted to the 

FAA. Specifically, the Reauthorization Act added a new section—49 U.S.C. § 40123—to the 

FAA’s governing statute to protect voluntarily submitted information from disclosure if the 

Administrator finds that (1) the disclosure of the information would inhibit the voluntary 

provision of that type of information and that the receipt of that type of information aids in 

fulfilling the Administrator's safety and security responsibilities; and (2) withholding such 

information from disclosure would be consistent with the Administrator's safety and security 

responsibilities. 

The Administrator has issued a rule, 14 CFR part 193, which accomplishes the purposes set forth 

in this legislation. This rule describes the provisions for designating information that would be 

protected. Information collected under an FAA-approved voluntary FOQA program has been 

designated by FAA Order 8000.81 as coming under the provisions of this rule. 

Page 4 
4/12/04 AC 120-82 

 Appendix A 

6. FOQA PROGRAM COMPONENTS 

The principal components that will compose the FOQA program at [Airline Name] are described 

below and are illustrated in Figure 1. 

Aircraft Fleet 

The [Aircraft Model/Type] aircraft will be the launch aircraft for the [Airline Name] FOQA 

program. Twenty of these aircraft will be used to initiate the FOQA program. These aircraft will 

be equipped with the [Product Name] Flight Data Acquisition Management System on a 

schedule established by [Airline Name] Maintenance and Engineering. Additional aircraft will 

be added to the FOQA program pending approval from the FOQA Monitoring Team (FMT) as 

sufficient experience is gained on data acquisition and analysis. 

Airborne Data Acquisition System 

[Airline Name] will be utilizing the [Product Name] Quick Access Recorder. This recorder 

collects continuous flight data parameters and stores this information on the [Specify Storage 

Media, e.g., PCMCIA card]. 

Data Download and Airborne System Maintenance and Support 

The Flight Data Acquisition Management System and Quick Access Recorder will be 

maintained per the FAA-approved [Airline Name] aircraft maintenance program. Avionics 

Engineering will be responsible for managing this process. The [Storage Media] will be 

downloaded [specify frequency] by means of [Specify Downloading Methodology, e.g., removal 

and replacement of PCMCIA cards]. The FOQA Manager will be responsible for coordinating 

maintenance issues with [Airline Name] Avionics Engineering regarding data download and any 

Flight Data Acquisition Management System problems discovered during data analysis. 

Ground Data Replay and Analysis System (GDRAS)

The GDRAS is designed to process and analyze data from all FOQA-equipped aircraft in the 

[Airline Name] fleet. It will apply protective mechanisms, including removal of identifying 

information in accordance with the provisions described in the previous sections. The GDRAS 

will also include trend analysis capabilities to explore historical data and analyze similar event 

data from past flights to determine if any patterns exist or if further study is warranted. 

 Page 5 
AC 120-82 4/12/04 

Appendix A 

Other Equipment 

[Airline Name] will be investigating several other components to incorporate into the FOQA 

program as the technology becomes available and requirements are identified and refined. The 

addition of these components is subject to approval by the FMT. 

FIGURE 1. FOQA SYSTEM ARCHITECTURE 

F D R (F lig h t Da ta Re c o r d e r) H a n d - h e ld Do w lo a d U n it

RDS (R e m o te D a ta S y s te m )

(L o c a tio n )

E M S W o r ksta tio n E M S W o r k s ta tio n E M S W o r k s ta tio n

F D W (F lig h t D a ta W a r e h o u s e

A ir c r a ft

F O Q A D a ta

fi

M O Q A D a ta

le fo r m a t: .p c r, .u c r

S e ria l C o n n e c tio n

D a ta C e n te r

F D A P O ffic e M a in te n a n c e

P C fo r S W I S o ftw a re

F D A P (F lig h t D a ta A n a ly s is P r o g r a m ) -

A r c h ite c tu r e

P C M C IA

D F D A U (D ig ita l F lig h t

D a ta A c q u is itio n U n it)

F A A D a t a w ith in c r e a s e d u p d a te r a t e

F A A S p e c ific D a ta

C D S (C o m m u n ic a tion S e r v e r)

A C M S (A ir c ra ft C o nditio n in g M o n ito rin g S y s te m )

A P M (A u to m a te d P a r a m e te r M e a s u r e m ent)

T e rm in a l S e r v e r

E M S E v e n t M e a s u r e m e n t

S y s te m ) S e r v e r s

R eplicated Data

Page 6 
4/12/04 AC 120-82 

 Appendix A 

Equipment Upgrade, Modification, or Replacement 

The equipment used initially in the FOQA program, including airborne and ground systems, may 

be upgraded, modified, or replaced with equipment from the same or a different vendor that will 

provide comparable or superior functionality to the equipment described in this section. 

Documentation of such changes in airborne or ground systems will be maintained in the FOQA 

office and will be made available to the FAA on request. This I&O plan will be revised and 

submitted to the FAA whenever changes to airborne or ground-based systems are made. 

7. FOQA ORGANIZATION 

Organizational Structure 

The [Airline Name] FOQA organization structure is illustrated in Figure 2:

Personnel 

The FOQA Program will consist of the following personnel: 

1. FOQA Steering Committee 

The FOQA Steering Committee is chaired by the Director of Flight Safety and 

serves as the advisory group for the FOQA program. Members of this committee 

include the Vice President of Flight Operations, the Pilot Association Air Safety 

Chairman, Director of Maintenance, and the Director of Flight Training. 

2. FOQA Program Manager 

The FOQA Program Manager is responsible for the overall management, 

administration, security, and maintenance of the FOQA program. These duties 

include interfacing with the FAA, vendors, and other entities. The program

manager’s primary duties include addressing the FOQA data needs and reporting 

requirements of Flight Operations, Training, and Safety departments (and any 

other stakeholders). 

3. FMT 

The FMT is chaired by the FOQA Program Manager. The FMT meets once per 

month to conduct reviews of aggregate trend data to identify recommendations to 

stakeholders. 

4. FOQA Gatekeeper (s) [or Pilot Association Gatekeeper(s), if applicable] 

The FOQA Gatekeeper(s) [or Pilot Association Gatekeeper(s), if applicable] will 

have access to identifying data, [in accordance with the Pilot Association 

agreement, if applicable]. The gatekeeper will manage password selection and 

maintenance, control access to identifying data, and perform any necessary crew 

contacts. 

 Page 7 
AC 120-82 4/12/04 

Appendix A 

FIGURE 2. FOQA ORGANIZATIONAL STRUCTURE 

FOQA Steering

Committee

FOQA

Program

Manager

Pilot

Association

Gatekeeper

FOQA

Monitoring

Team

FOQA

Analyst

Flight

Training

Flight

Standards

Flight

Safety

Maintenance

Engineering

Flight

Operations

Page 8 
4/12/04 AC 120-82 

 Appendix A 

5. FOQA Analyst 

The FOQA analyst will assist the FOQA Manager and is responsible for the 

day-to-day operations of the FOQA GDRAS, generating GDRAS-related reports, 

and assisting the FMT in reviewing and analyzing data.

8. FOQA PROGRAM IMPLEMENTATION 

Program Startup Criteria 

The startup criteria for the program will be defined by the FMT and will include, but not be 

limited to: 

• Completion of installation and testing of airborne equipment and GDRAS 

• Successful testing of the complete data analysis system

• Validation of flight parameters 

• Validation of data collection system from the recording media to the GDRAS 

• Implementation of all data de-identification, protection, security, and retention 

procedures 

• Education of pilots and stakeholders 

• Training for FOQA team members 

• Specification and validation of event and definitions and operational measurements 

• Implementation of procedures to detect and analyze triggered events and operational 

measurements 

• Implementation of procedures to identify and track corrective actions 

The FMT will make the decision regarding when the established criteria are met. Once the FMT 

determines a formal start date, any data collected before the formal start date must be reanalyzed prior to retention in the FOQA database in order to assure that all reported events are 

valid. 

FOQA Implementation Schedule 

Table 1 below identifies the FOQA implementation schedule, timelines, and milestones. 

TABLE 1. FOQA TIMELINE 

Month Task

Month 1 1. Coordinate airborne technology requirements, particularly data maps and 

LFLs, with maintenance/engineering. 

2. Acquire airborne data acquisition/recording equipment for aircraft. 

3. Coordinate with maintenance/engineering for installation of equipment in 

aircraft. 

4. Evaluate GDRAS products, including on-site system trials. 

5. Coordinate with corporate information technology personnel for integration 

 Page 9 
AC 120-82 4/12/04 

Appendix A 

TABLE 1. FOQA TIMELINE 

Month Task

with or installation of any communication networks, compliance with 

computer-related standards, review of vendor maintenance contracts, and any 

other assistance required. 

6. Begin education program for company officers and management personnel 

regarding FOQA benefits. 

7. Begin periodic FMT meetings to assist in GDRAS evaluation. 

8. Meet with stakeholders to review current requirements and to define any 

additional requirements. 

9. Generate pilot education materials in conjunction with the pilot association. 

10. Refine program start-up criteria. 

Month 2 11. Convene FMT to review and refine event definitions. 

12. Continue development of pilot educational materials. 

13. Develop equipment acceptance criteria with FMT, FOQA Analyst, and 

associated vendor(s). 

14. Select and acquire GDRAS hardware, software, and peripherals and 

coordinate product support and any integration with corporate 

communications infrastructure. 

15. Coordinate with vendors and maintenance/engineering to determine 

procedures and resources required for retrieving airborne data and 

transferring to FOQA facility. 

16. Establish interface with maintenance/engineering for addressing FOQA 

issues. 

17. Coordinate with GDRAS vendor to define periodic reporting capabilities and 

formats. 

18. Refine methods for retrieving data collected on aircraft. 

19. Refine I&O Plan and submit to AFS-230 and POI for approval. 

20. Develop and issue maintenance work cards/bulletins for data retrieval 

procedures. 

21. Develop methods for tracking receipt and auditing quality of aircraftrecorded data. 

22. Define data backup, retention, and archiving policies. 

23. Develop guidelines for crew contact. 

Month 3 24. Acquire/install computer, communications infrastructure, and operating 

system for GDRAS and other ground and communication equipment. 

25. Integrate GDRAS with corporate communications infrastructure as 

appropriate. 

26. Obtain and attend GDRAS vendor training for FOQA team members. 

27. Develop and implement security policy and procedures. 

28. Continue pilot education process. 

Page 10 
4/12/04 AC 120-82 

 Appendix A 

TABLE 1. FOQA TIMELINE 

Month Task

29. Evaluate GDRAS reporting capabilities using initial data and coordinate with 

GDRAS vendor to obtain modifications, if required. 

30. Implement maintenance procedures for routine retrieval of data from aircraft. 

31. Analyze and validate initial data to confirm proper operation of airborne 

equipment and GDRAS. 

32. Establish vendor problem reporting and tracking system for FOQA 

equipment and software. 

Month 4 33. Formalize and document procedures for event review, evaluation, and 

follow-up. 

34. Generate stakeholder education materials. 

35. Educate POI regarding the specifics of the FOQA program. 

36. Continue pilot education process. 

37. Refine and test parameter conversions. 

38. Refine and test event definitions. 

39. Review equipment acceptance criteria and resolve outstanding issues with 

vendors. 

40. Verify GDRAS and system components compliance with data security and 

de-identification procedures. 

Month 5 41. Continue development of parameter specifications. 

42. Continue development of event definitions. 

43. Define and document procedures for transferring to maintenance/engineering 

any maintenance-related events captured by FOQA data. 

44. Continue pilot education process. 

45. Modify the I&O Plan as appropriate and submit revisions to the FAA. 

46. Determine and review format for trend and summary reports. 

47. Establish procedures to validate data and events and in the review and 

evaluation of trend and summary reports. 

48. Establish procedures for defining and implementing corrective actions, and 

tracking their efficacy. 

Month 6 49. Test all aspects of the data collection, transmittal, and analysis system. 

50. Continue data validation. 

51. Implement data retention policies. 

52. Review start-up criteria. 

53. Implement procedures for system and data back-up and archiving. 

54. Finalize trend analysis procedures. 

55. Define schedule and milestones for formal start-up and entry into continuing 

operations. 

56. Develop procedures for maintaining I&O plan revisions. 

57. Implement stakeholder feedback mechanisms. 

 Page 11 
AC 120-82 4/12/04 

Appendix A 

TABLE 1. FOQA TIMELINE 

Month Task

58. Review FOQA data gathered prior to program’s official launch and 

determine how the data will be used based on the [Airline Name’s] data 

retention policy. 

59. Continue pilot education process. 

9. EDUCATION AND TRAINING 

Pilot education about the [Airline Name] FOQA Program will be accomplished through 

quarterly Flight Operations publications, the Pilot Association publications, and a secure bulletin 

board at each crew base. These bulletin boards will highlight FOQA issues, including featured 

events or issues. 

Each of the FOQA stakeholders will be provided with information about the FOQA program

through reports generated from periodic FOQA meetings, bulletin boards, and an initial FOQA 

overview report that will be developed and distributed during the initial implementation of the 

FOQA program. 

All FOQA personnel will receive training on the GDRAS software. Additionally, FOQA 

stakeholders will visit other operators with established FOQA programs. Other training will be 

provided as new hardware and/or software is added to the program. 

10. DATA ANALYSIS PROCEDURES 

Data Usage and Management 

All processed FOQA data will be maintained by the GDRAS subject to periodic deletion as 

determined by the FOQA Steering Committee and in accordance with the [Airline Name] record 

retention policies. 

The FMT will be responsible for developing reports summarizing the information obtained 

through the FOQA Program. The reports will include summaries of the most recent information 

obtained through the FOQA Program as well as trend information to demonstrate the 

effectiveness of prior corrective actions. These reports will be distributed to Flight Operations, 

Flight Training, Flight Safety, Maintenance Engineering, and other involved stakeholders on a 

regular basis. The FMT will solicit recommendations from the recipients of the reports in order 

to improve their usefulness as the program proceeds. 

Flight Data Collection and Analysis 

The manner in which FOQA data is processed is illustrated in Figure 3. Maintenance 

Engineering retrieves data from the aircraft and forwards it to the FOQA office. The ground 

Page 12 
4/12/04 AC 120-82 

 Appendix A 

analysis station will process the recorded flight data. Provisions for security and tracking of the 

media will be established through coordination between the FOQA Program Manager and the 

Maintenance Engineering. 

Flight data will be processed by the FOQA Analyst to determine what occurred and whether the 

recorded information was legitimate. A preliminary analysis will use the GDRAS to interpret 

identified events or trends and determine whether the information was valid or invalid because of 

bad data, a faulty sensor, or some other invalidating factor. In the event that the data reveal a 

situation of immediate concern to Maintenance Engineering, the FOQA Program Manager will 

notify that department. 

NOTE: Preliminary review of the data to assess validity must be completed within 

7 business days from the time the data is received at the FOQA office. After 7 days, the 

data is permanently de-identified per FMT procedures and the Pilot Association agreement 

preventing the ability to contact flight crewmembers, if needed. Further analysis of the 

data received is accomplished in relation to existing aggregate information within the 

FOQA Program. Program trend reports of the aggregate data are developed by the FMT 

on a regular basis for presentation to stakeholders for use in developing corrective actions 

or for monitoring of operational issues. 

 Page 13 
AC 120-82 4/12/04 

Appendix A 

FIGURE 3. FOQA DATA PROCESSING 

 

Airborne Data

Valid

Data?

FOQA Monitoring Team

Action/Feedback

Crew

Contact?

Gatekeeper/

Designated FOQA

Team Member

Stop

Flight Crew

Maintenance and

Engineering

FOQA

Manager

Safety, Operations,

and Training

Remove from

FOQA Database

No

Yes

Yes No

De-identified Flight Data

FOQA Database

Secured Raw Data

GDRAS

Page 14 
4/12/04 AC 120-82 

 Appendix A 

Data Classifications and Definitions 

Parameters and measurements used in the [Airline Name] FOQA program are contained in 

Appendix II of this I&O Plan. The definitions will be programmed into the GDRAS to measure 

events and/or monitor trends. The performance limits that define these definitions will be 

continually reviewed by the FMT to determine they are consistent with the FOQA program

goals, applicable publications, and guidance materials, which may include, but are not limited to, 

the following: 

• Flight Operations Manual (FOM) 

• Quick Reference Handbook (QRH) 

• [Airline Name] flight training materials 

• Approved Flight Manual (AFM) 

• Manufacturer Maintenance Manuals 

The event set for the [Airline Name] FOQA Program is contained in Appendix II. This event set 

will be modified as deemed appropriate by the FMT and additional event sets will be defined as 

needed. The FOQA Program Manager will be responsible for maintaining the event sets and 

coordinating with the FMT. 

Data Definition Maintenance 

The procedures for validating, reviewing, and defining event and trend definitions will be 

established by the FMT and they will determine whether the information is valid and reflects 

[Airline Name’s] qualification and performance standards, training practices, and aircraft 

performance limits. All changes in the event and trend definitions will be logged and the FOQA 

Program Manager will maintain the records. 

Data Review and Evaluation 

All data recorded by the [Airline Name] FOQA Program will be evaluated by the FMT on a 

periodic basis as determined by the FOQA Program Manager. FOQA data should be evaluated to 

determine if the program is accurately monitoring collected information for events and trends. 

The review and evaluation of the measurements, profiles, events, and trends used in the [Airline 

Name] FOQA Program should reflect changes, updates, or enhancements to policy and 

procedures within all stakeholders’ departments. Consideration should also be given to any 

changes, updates, or enhancements to policies and procedures within the FAA and industry. 

Data Trending and Record Retention 

De-identified flight data stored in the GDRAS will be periodically deleted as determined by the 

FOQA Steering Committee. Trend data will be maintained for a period of time as specified by 

the FMT in consultation with the FOQA Steering Committee. Maintenance Engineering shall 

retain the data as long as necessary to satisfy manufacture’s warranties. 

 Page 15 
AC 120-82 4/12/04 

Appendix A 

11. PROGRAM AND DATA DOCUMENTATION 

Operational Development 

The FOQA Program Manager will develop appropriate documentation for support of the FOQA 

operation. This documentation will be used to provide routine support for the process and 

facilitate any personnel transitions that may occur during the program. 

Information and Data Control 

The FOQA Program Manager will maintain a history of the information used in the FOQA 

program. When a FOQA or safety issue is identified, a log will be maintained to provide a 

reference document. This document will provide a way to track how [Airline Name] addresses 

trends revealed by analysis of the FOQA data. This will include: 

• A description of the identified issue 

• Analysis that was accomplished 

• Specific corrective actions or recommendations taken or made 

• Personnel who were notified (e.g., flightcrews [de-identified], Engineering 

Maintenance, Flight Operations, Flight Training, Flight Safety) 

• Resolution of actions or recommendations 

The log will be used to generate a summary report for presentation to the FOQA Steering 

Committee and senior management. This log will be maintained in the FOQA office in a secure 

place. The FOQA Steering Committee will establish the retention period for this log. 

I&O Plan Revision Control 

Standard revision control methodology and a distribution list will be established for this I&O 

Plan. A revision control page that identifies the pages to be added, removed, and/or replaced, 

will be submitted with any revisions. Each revised page will indicate the page number and date. 

Revisions to the I&O plan will be provided as necessary and appropriate. All revisions to the 

I&O plan, including event definitions, will be submitted to the [Airline Name] FAA POI and to 

FAA AFS-230. 

12. FAA ACCESS 

The [Airline Name] FAA POI (and/or Aircrew Program Managers [APMs]) and PMI (and/or 

Partial Program Managers [PPMs]) shall be permitted free and open access to de-identified 

aggregate FOQA data, including fleet-specific trend analysis information. This review will 

include a quarterly update of FOQA trend information to [Airline Name]’s FAA personnel. Any 

FOQA data or information shared with the FAA shall be protected from use by the FAA for 

enforcement purposes in accordance with14 C.F.R. section 13.401 and shall be protected from

public disclosure in accordance with part 193 and FAA Order 8000.81. Any de-identified 

FOQA data or aggregate FOQA data that leaves [Airline Name]’s property will be clearly 

labeled as follows: “WARNING: This FOQA information is protected from disclosure under 49 

Page 16 
4/12/04 AC 120-82 

 Appendix A 

U.S.C. 40123 and 14 CFR part 193. This information may be released only with the written 

permission of the Federal Aviation Administration Associate Administrator for Regulation and 

Certification.” Airline identity and other information that could be employed to derive airline 

identity will be removed from any FOQA aggregate data submissions which [Airline Name] 

provides to the FAA in compliance with section 13.401, unless [Airline Name] elects to include 

that information. In the event that [Airline Name] chooses to allow FOQA data or aggregate 

FOQA data that includes airline identity information to be removed from [Airline Name]’s 

property, all such data will be labeled as the confidential and proprietary property of [Airline 

Name], in addition to the preceding warning. 

In accordance with the FOQA Aviation Rulemaking Committee (ARC) recommendations that 

have been accepted by the FAA, [Airline Name] will participate in industry information sharing 

activities for FAA-approved FOQA programs. All information included in any industry sharing 

activity or any request for information will be reviewed and approved by [Airline Name] before 

release by [Airline Name]. The information released will be considered [Airline Name]

proprietary information and will be de-identified so that specific flight information is not 

included. To the extent possible, the information released will be de-identified to limit the 

references that identify it as [Airline Name] information. In addition, at such time as the FAA 

provides guidance regarding future requirements for compliance with part 13, section 13.401(d), 

[Airline Name] will review those requirements to determine whether to continue its voluntary 

participation in an approved FOQA program. If the decision is made to continue with the 

program, this I&O Plan will be revised accordingly. 

APPENDICES

APPENDIX I. PILOT ASSOCIATION AGREEMENT 

Insert Pilot Association Agreement (if applicable). 

 Page 17 
AC 120-82 4/12/04 

Appendix A 

APPENDIX II. EVENT PARAMETERS AND DEFINITIONS 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Excessive 

Power on the 

Ground 

An event designed to 

measure high power 

settings on the ground 

that could result in 

injury to personnel or 

damage to equipment. 

Air/Ground Switch, 

Ground Speed, N1

Air/Ground = Ground, 

Ground Speed < x knots, 

N1 > x% for x seconds 

This event would 

also be used in the 

After Landing 

phase. 

Excessive 

EGT – Start 

An event designed to 

detect EGT in excess 

of flight manual limits 

during engine start. 

Air/Ground Switch, EGT

Air/Ground = Ground, 

EGT > x degrees for x 

seconds 

This event could 

be included in 

other flight phases, 

if desired, 

although EGT 

exceedances other 

than on engine 

start are extremely 

rare. 

Engine 

Overtemp

An event to detect 

engine EGT in excess 

of in-flight limits. 

EGT

EGT > x degree for x 

seconds 

Takeoff 

Warning 

An event that would 

trigger on the same

conditions that set off 

the takeoff warning 

horn. 

Air/Ground Switch, Flap 

Position, Speed Brake 

Position, Throttle 

Position (or possibly N1)

Air/Ground = Ground, 

Flaps < approved takeoff 

flaps, Flaps > approved 

takeoff flaps, Speed 

Brake > 0, Throttle 

Position > x 

On some newer 

aircraft, Takeoff 

Warning is a 

discrete parameter. 

Trim Setting is 

normally a 

component that 

triggers Takeoff 

Warning, but it is 

sometimes not a 

recorded 

parameter. 

Page 18 
4/12/04 AC 120-82 

 Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Rejected 

Takeoff – 

Low Speed 

An event to detect that 

the takeoff roll has 

begun and the takeoff 

has been abandoned 

below a predetermined speed. 

CAS, N1

CAS > x knots, CAS < x 

knots, N1 > x% for x 

seconds, followed by N1 

< x% within 60 seconds 

Low end CAS 

should be greater 

than any 

anticipated taxi 

speed. 100 knots 

is generally 

accepted as the 

cutoff between 

high- and lowspeed aborts. 

Rejected 

Takeoff – 

High Speed 

An event to detect that 

the takeoff roll has 

begun and the takeoff 

has been abandoned 

above a predetermined speed. 

CAS, Gross Weight, N1 

CAS > x knots, CAS < 

V1, N1 > x% for x 

seconds, followed by N1

< x% within 60 seconds 

If N1 is not an 

available 

parameter, V2 or 

Liftoff Speed may 

be used as the 

upper limit. 

Liftoff Speed 

High 

An event to determine 

the relationship of the 

actual liftoff speed to 

V2. 

Air/Ground Switch, 

Gross Weight, CAS

Air/Ground = Ground, 

CAS > V2 + x knots for x 

seconds 

V2 is calculated 

based on Gross 

Weight. 

Liftoff Speed 

Low 

An event to determine 

the relationship of the 

actual liftoff speed to 

V2. 

Air/Ground Switch, 

Gross Weight, CAS

Air Ground = Air, CAS < 

V2 – x knots for x 

seconds 

V2 is calculated 

based on Gross 

Weight. 

Pitch High at 

Takeoff 

An event that 

measures pitch at 

takeoff in relation to 

the angle required to 

strike the tail of the 

aircraft. 

Air/Ground Switch, Pitch

Air/Ground = Ground, 

Pitch > x degrees 

Limits are based 

on the angle 

required for the 

tail cone to contact 

the ground with 

struts compressed. 

Takeoff Climb 

Speed High 

An event to detect 

climb speed higher 

than desired during 

the Takeoff Phase of 

flight. 

CAS, Gross Weight, 

HAT

HAT > x feet, HAA < x 

feet, CAS > V2 + x knots 

Altitude ranges 

should be used to 

accommodate 

different desired 

climb speeds in 

those ranges. In 

certain ranges, the 

climb airspeed will 

be based on V2. 

 Page 19 
AC 120-82 4/12/04 

Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Takeoff Climb 

Speed Low 

An event to detect 

climb speed lower 

than desired during 

the Takeoff Phase of 

flight. 

CAS, Gross Weight, 

HAT

HAT > x feet, HAA < x 

feet, CAS < V2 – x knots 

Altitude ranges 

should be used to 

accommodate 

different desired 

climb speeds in 

those ranges. 

Early Flap 

Retraction 

An event to detect any 

flap movement from

the takeoff position 

prior to reaching the 

altitude at which flap 

retraction should 

begin. 

HAT, Flap Position

HAT< x feet, Flap 

Position < Flap Position 

in the preceding sample 

Excessive 

Bank Angle at 

Takeoff 

An event to detect 

when the bank angle 

exceeds the maximum

allowable bank angle. 

HAT, Roll

HAT > x feet, HAT < x 

feet, Roll > x degrees for 

x seconds 

Altitude ranges 

should subdivide 

this event with 

different bank 

limitations in each 

range. 

Turbulence – 

Flaps 

Extended 

An event to detect 

excessive G-forces 

prior to flap retraction.

Vertical Acceleration, 

Flap Position

Flaps > 0, Vertical 

Acceleration > x g for x 

seconds 

1.5 g is a generally 

accepted limit for 

this type of event. 

This event can also 

occur during the 

Approach phase of 

flight. 

Slow Initial 

Climb 

An event to detect a 

slower than normal 

climb to the clean-up 

altitude. 

Air/Ground Switch, HAT

Time > x seconds from

Air/ Ground = Air to 

HAT = x feet 

HAT would be 

based on clean-up 

altitude. 

Abnormal 

Flap 

Retraction 

An event to detect 

slow flap movement 

between any selected 

flap position and the 

previously selected 

flap position. 

Flap Position, Flap 

Handle Position

Time from Flap Handle 

Position = x degrees until 

Flap Position = x degrees 

> x seconds 

This event will 

also detect stuck 

flaps. 

Page 20 
4/12/04 AC 120-82 

 Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Height Loss in 

Climb 

An event to detect an 

interruption in climb 

in which altitude is 

lost before the climb 

resumes. 

HAT

HAT < than x feet, HAT 

< HAT in preceding 

sample 

This event might 

benefit from

subdivision in 

altitude ranges. 

Climb Speed 

High 

An event to detect 

climb speed higher 

than 250 knots below 

10,000 feet. 

Altitude, CAS

Altitude < 10,000 feet, 

CAS > 250 knots for x 

seconds 

Flap Limit 

Altitude 

An event to detect 

when flaps are 

operated above the 

maximum allowable

altitude for flap 

operation. 

Altitude, Flaps Position

Altitude > x feet, Flap 

Position > 0 degrees 

Altitude would 

correspond to the 

maximum 

operating altitude 

for flaps extended. 

Turbulence – 

Flaps Up 

An event to detect 

excessive G-force 

while airborne, 

indicating an 

encounter with 

turbulent conditions. 

Air/Ground Switch, 

Vertical Acceleration

Air/Ground = Air, 

Vertical Acceleration > x 

g, Vertical Acceleration 

> -x g 

This event will 

measure 

turbulence from all 

sources 

(convective 

activity, clear air, 

or wake induced). 

Vertical 

Acceleration limits 

of +1.5 g to – 0.5 g 

might be 

considered. 

Holding/ 

Excess Radar 

Vectoring 

An event to detect 

excessive delays 

caused by ATC 

holding/radar 

vectoring. 

Heading

Cumulative Time > x, 

Heading = Heading + 

359 degrees, Time < 600 

seconds 

The start point for 

this event would 

occur after the first 

360-degree turn 

and end 600 

seconds after the 

last turn. The 

event would 

trigger when the 

cumulative time 

exceeds a userdefined value. 

 Page 21 
AC 120-82 4/12/04 

Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Operating 

Ceiling 

Exceeded 

An event to detect 

operation of the 

aircraft above its 

certificated maximum

operating altitude. 

Altitude 

Altitude > x feet for x 

seconds 

Landing Gear 

Down Speed 

Exceeded 

(Mach) 

The indicated mach 

number of the aircraft 

exceeds the maximum

allowable mach for 

operation with the 

landing gear in the 

down position. 

Mach, Landing Gear 

Position

Landing Gear Position = 

Down, Mach > x mach 

number for x seconds 

Limiting mach 

number would be 

MLE.

MMO

Exceeded 

An event to detect 

occurrences of the 

indicated mach 

number of the aircraft 

in excess of the 

maximum allowable

mach number. 

Mach

Mach > x mach number 

for x seconds 

VMO Exceeded An event to detect 

occurrences of the 

indicated airspeed of 

the aircraft in excess 

of the maximum 

allowable airspeed. 

CAS

CAS > x knots for x 

seconds 

High Descent 

Rate 

An event that 

measures unusually 

high rates of descent. 

Inertial Vertical Speed, 

HAT, Altitude

Descent rate > x fpm for 

x seconds, HAT/Altitude 

> x, HAT/Altitude < x 

This event can be 

subdivided into 

altitude ranges to 

capture abnormal 

rates of descent 

that might be 

caused by different 

ATC facilities. 

Excessive 

Speedbrake 

Usage 

An event that 

measures the amount 

of time the speedbrake 

is used during descent.

Speed Brake Handle,

Air/Ground Switch

Air/Ground = Air, 

Cumulative Time Speed 

Brake > 0 

This event is 

useful in 

evaluating arrival 

procedures into 

specific airports. 

Page 22 
4/12/04 AC 120-82 

 Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Approach 

Speed High 

An event to detect 

operation on approach 

that is in excess of its 

computed final 

approach speed. 

Gross Weight, CAS, 

HAT, Flaps

HAT > 1,000 feet, HAT 

< 3,000 feet, CAS > VFE

– x knots 

HAT < 1,000 feet, CAS 

> VREF + x knots 

This event should 

be broken down 

into altitude bands. 

Suggested 

breakdown would 

be HAT > 1,000 

feet, HAT 500 – 

1,000 feet, HAT 

50 – 500 feet, 

HAT < 50 feet. 

Speeds above 

1,000 feet would 

reference a lookup 

table. 

Approach 

Speed Low 

An event to detect 

operation on approach 

that is below its 

computed final 

approach speed. 

Gross Weight, CAS, 

HAT

HAT > 1,000 feet, CAS 

< flap maneuvering 

speed – x knots HAT < 

1,000 feet, CAS < VREF – 

x knots 

Speeds above 

1,000 feet would 

reference a lookup 

table. 

Excessive 

Power 

Increase 

An event to detect an 

excessive power 

increase during final 

phase of approach. 

HAT, N1

∆ of N1 at 500 feet and 

N1 < 500 feet > x 

Abnormal 

Configuration 

– 

Flaps/Speedbr

ake 

An event to detect the 

simultaneous use of 

flaps and speedbrakes. 

Speedbrake Handle, 

Flaps Speedbrake handle 

> 0, flaps > 0 

This event would 

only be included if 

this type of 

operation were 

prohibited in the 

flight operations 

manual. 

Abnormal 

Flap 

Extension 

An event to detect 

slow flap movement 

between any selected 

flap position and the 

previously selected 

flap position. 

Flap Position, Flap 

Handle Position

Time from Flap Handle 

Position = x degrees until 

Flap Position = x degrees 

> x seconds 

This event will 

also detect stuck 

flaps. 

 Page 23 
AC 120-82 4/12/04 

Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Landing Gear 

Down Speed 

Exceeded 

(IAS) 

An event to detect 

when the indicated 

airspeed of the aircraft 

exceeds the maximum

allowable airspeed for 

operation with the 

landing gear in the 

down position. 

Landing Gear Position, 

CAS

Landing Gear = Down, 

CAS > x knots 

Late Landing 

Flaps 

An event to detect flap 

movement to the 

landing flap position 

below a predetermined altitude. 

HAT, Flap Handle 

Position, Air/Ground 

Switch

Air/Ground = Air, HAT 

< x feet, Flap Handle 

Position at x feet HAT < 

Flap Handle Position at 

touchdown 

This event is 

slightly different 

from Late Landing 

Configuration in 

that it detects flap 

movement below a 

set altitude rather 

than a flap setting. 

Low Power on 

Approach 

An event to detect 

aircraft engines not 

spooled or the power 

reduced to an 

unspooled condition 

below a predetermined 

altitude. 

Air/Ground Switch, 

HAT, N1

Air/Ground = Air, HAT 

< x feet, N1 < x % 

Landing Gear 

Operation 

An event to detect 

when the indicated 

airspeed of the aircraft 

exceeds the maximum

allowable airspeed for 

operation of the 

landing gear in transit. 

Landing Gear Warning, 

CAS Landing Gear 

Warning (in transit) = 

On, CAS > x knots 

If the operating 

limitation is 

different for 

landing gear 

extension and 

retraction, separate 

events will need to 

be created for each 

limitation. 

Operation Left 

of Localizer 

Centerline 

An event to detect 

deviation left of 

localizer centerline. 

Localizer Deviation Left, 

HAT

Localizer Deviation > x 

dots, HAT > x feet 

Operation 

Right of 

Localizer 

Centerline 

An event to detect 

deviation right of 

localizer centerline. 

Localizer Deviation 

Right, HAT

Localizer Deviation > x 

dots, HAT > x feet 

Page 24 
4/12/04 AC 120-82 

 Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Operation 

Above 

Glideslope 

An event to detect 

deviation above 

glideslope. 

Glide Slope Deviation 

High, HAT

Glide Slope > x dots, 

HAT < x feet 

Operation 

Below 

Glideslope 

An event to detect 

deviation below 

glideslope. 

Glide Slope Deviation 

Low, HAT

Glide Slope > x dots, 

HAT < x feet 

Descent 

Below MDA 

An event to detect 

descent below MDA 

(followed by a climb 

back to MDA) on nonprecision approaches. 

HAT, Altitude

HAT < 1,000 feet, 

Altitude > Altitude in 

preceding sample + x feet

Flap Limiting 

Speed 

An event to detect flap 

operation at a speed 

that exceeds the 

maximum placarded 

airspeed. 

Flap Position, CAS

Flap Position = x, CAS > 

x knots for x seconds 

This event will be 

constructed with a 

different speed 

limit for each flap 

setting through the 

use of a lookup 

table. It will also 

detect speed 

exceedances 

during retraction 

in the Takeoff

phase of flight. 

Go Around An event to detect that 

the aircraft has begun 

its descent for landing, 

discontinues that 

descent, and does not 

land from that 

approach. 

HAT, Altitude, N1 

HAT < 2,000 feet, HAT 

> 1 foot, Altitude < 

preceding Altitude 

sample for 10 seconds, 

N1 > 98%, Altitude > any 

preceding Altitude 

sample in previous 60 

seconds + 300 feet 

 Page 25 
AC 120-82 4/12/04 

Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

ATC Go 

Around 

An event to detect a 

go-around event in 

which no other events 

are triggered, such as 

approach instability, 

indicating the go 

around was directed 

by ATC. 

HAT, Altitude, N1, 

Localizer Deviation, 

Glide Slope Deviation, 

CAS 

HAT < 2,000 feet, HAT 

> 1 foot, N1 > 98%, 

Altitude > any preceding 

Altitude sample in 

previous 60 seconds + 

300 feet, Localizer 

Deviation < x dots, Glide 

Slope Deviation < x dots, 

CAS = VREF ± x knots 

Late Landing 

Configuration 

An event to detect that 

the aircraft is not 

configured with 

landing flaps and 

landing gear in the 

down and locked 

position at 500 feet 

HAT. 

HAT, Landing Gear 

Position, Flap Position

HAT < 500 feet, Landing 

Gear Warning = On, Flap 

Position < x flaps 

Tire Limiting 

Speed 

An event to detect if 

the tire limiting speed 

is exceeded. 

Air/Ground Switch, CAS

Air/Ground = Ground, 

CAS > x knots 

Pitch High – 

Landing 

An event that 

measures pitch at 

landing in relation to 

the angle required to 

strike the tail of the 

aircraft. 

Air/Ground Switch, Pitch

Air/Ground = Ground, 

Pitch > x degrees from 6 

seconds before to 15 

seconds after touchdown 

Limits are based 

on the angle 

required for the 

tail cone to contact 

the ground with 

struts compressed. 

Pitch Low – 

Landing 

An event that 

measures pitch 

attitude where the 

aircraft is in a nose 

down attitude that 

might result in an 

initial nose-gear 

touchdown or threepoint landing. 

Air/Ground Switch, Pitch

Air Ground = Ground, 

Pitch < x degrees from 3 

seconds before to 1 

second after touchdown 

Page 26 
4/12/04 AC 120-82 

 Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Landing in a 

Crab 

An event to detect 

failure to align aircraft

with the runway at 

touchdown. 

Heading, CAS

∆ Heading at Touchdown 

vs. Average Heading 

until CAS = 60 knots 

Hard Landing An event that 

measures excessive Gforce at touchdown, 

indicating a hard 

landing. 

Air/Ground Switch, 

Vertical Acceleration

Air/Ground = Ground, 

Vertical Acceleration > x 

G 

Bounced 

Landing 

An event that 

measures excessive Gforce at touchdown 

followed by a second 

excessive G-force, 

indicating a bounced, 

hard landing. 

Air Ground Switch, 

Vertical Acceleration

Air/Ground = Ground, 

Vertical Acceleration > x 

G, followed by second 

Vertical Acceleration > x 

G within 20 seconds of 

first touchdown 

Excessive 

Brake Usage 

An event to detect 

higher-than-normal 

brake application. 

Brake Pressure

Sum of Brake Pressure 

readings (one per second) 

from Touchdown to 

Runway Turnoff/1000. 

Resulting index number 

> x 

A routine 

operational 

measurement 

(ROM) would be 

helpful to 

determine normal 

braking at a given 

airport. 

Thrust 

Reverser 

Stowed 

An event that 

measures the speed at 

which the thrust 

reverser is stowed 

during landing rollout. 

CAS, Thrust Reverser 

Deploy

Thrust Reverser = On for 

5 seconds before Thrust 

Reverser = Off, CAS > x 

knots 

Overweight 

Landing 

An event to detect 

landings made in 

excess of the 

maximum gross

landing weight. 

Air/Ground Switch, 

Gross Weight

Air/Ground from Air to 

Ground + 20 seconds, 

Gross weight > x pounds 

 Page 27 
AC 120-82 4/12/04 

Appendix A 

Event Name Event Description Parameters and Basic 

Event Definition Notes 

Abnormal/ 

Incorrect 

Landing Flaps 

An event to detect that 

the aircraft touched 

down with flaps in a 

position less than the 

minimum expected

landing flap setting. 

Air/Ground Switch, Flap 

Position, 

Air/Ground from Air to 

Ground + 5 seconds, 

Flaps < x degrees 

Will need to be 

customized for the 

recommendations 

in the flight 

manual. 

Runway/Taxi

way Rough 

An event that 

measures excessive Gforce on the ground, 

indicating defects in 

runway/taxiway 

surfaces. 

Air/Ground Switch, 

Vertical Acceleration, 

CAS

Air/Ground = Ground, 

CAS < 100 knots, 

Vertical Acceleration 

>1.3 g 

Stick Shaker 

Operation 

An event to detect 

stick shaker operation. 

Stick Shaker

Stick Shaker + On (L or 

R) 

GPWS

Warning 

An event to detect 

when a GPWS

warning is triggered. 

GPWS

GPWS = On 

This event should 

be subdivided for 

each of the 

different warning 

modes of the 

GPWS. 

Engine Failure An event to detect inflight engine 

failure/shutdown. 

Air/Ground Switch, Fuel 

Flow, Oil Pressure, EGT

Air/Ground = Air, Oil 

Pressure < x psi, Fuel 

Flow < x pph, EGT < x 

degrees 

TCAS 

Advisory 

An event to detect any 

TCAS advisory 

triggered. 

TCAS Advisory (Up or 

Down) 

TCAS Advisory = On 

This event should 

be separated for 

TCAS Traffic 

Advisories (TAs) 

and Resolution 

Advisories (RAs). 

Engine 

Reverse at 

Low Speed 

An event to detect use 

of engine reverse at 

low speed that can 

result in engine 

overtemps and/or 

FOD ingestion. 

Thrust Reverser, N1, 

CAS

Thrust Reverser = On, 

CAS < x knots, N1 > x% 

for x seconds 

Page 28 
4/12/04 AC 120-82 

 Appendix A 

APPENDIX III. GLOSSARY 

GLOSSARY 

Term Definition

ACARS Aircraft Communications Addressing and Reporting System. ACARS 

is a VHF air/ground data link that uses nearly 600 VHF frequency 

locations throughout North and Central America, Hawaii, the 

Caribbean, and several U.S. territories. It relays Aircraft Operational 

Control (AOC), Airline Administrative Control (AAC), and Air Traffic 

Control (ATC) messages between ground-based organizations and the 

cockpit. 

ACMS Aircraft Condition Monitoring System. An airborne unit that can create 

reports such as long-term trend data and aircraft/engine monitoring. 

ACMS is mainly used for maintenance applications. 

Aggregate Data Detailed data grouped according to some criterion and combined using 

mathematical or statistical methods (e.g., sum, count, average, standard 

deviation). 

Air Carrier An organization that undertakes -- either directly or by lease or some

other arrangement -- to engage in air transportation. 

ARINC Aeronautical Radio Incorporated. The ARINC organization is the 

technical, publishing, and administrative support arm of the Airlines 

Electronic Engineering Committee (AEEC) groups. AEEC standards 

define avionics form, fit, function, and interfaces. 

ATC Air Traffic Control. A service operated by appropriate authority to 

promote the safe, orderly, and expeditious flow of air traffic. 

COTS Commercial-Off-the-Shelf. Products, components, or software that are 

readily available through normal commercial channels, as opposed to 

custom-built units that would achieve the same functionality. 

DAR Digital ACMS Recorder. See ACMS. 

Data Frame A data map. See LFL. 

De-identified Data Data from which any identifying element that could be used to 

associate them with a particular flight, date, or flightcrew has been 

removed. 

 Page 29 
AC 120-82 4/12/04 

Appendix A 

GLOSSARY 

Term Definition

DFDAU Digital Flight Data Acquisition Unit. A device that acquires aircraft 

data via a digital data bus and analog inputs, and formats that 

information for output to the flight data recorder in accordance with 

requirements of regulatory agencies. In addition to the mandatory 

functions, many DFDAUs have a second processor and memory 

module that enables them to perform additional Aircraft Condition 

Monitoring System (ACMS) functions/reports. The DFDAU can 

provide data and pre-defined reports to the cockpit printer, or a display 

for the flightcrew, or directly to Aircraft Communications Addressing 

and Reporting System (ACARS) for transmittal to a ground station, or 

to a Quick Access Recorder (QAR) for recording/storage of raw flight 

data. 

DFDMU Digital Flight Data Management Unit. A unit that performs the same

data conversion functions as the DFDAU and has the added capability 

to process data onboard the aircraft. Additionally, this unit has a 

powerful data processor designed to perform in-flight airframe/engine 

and flight performance monitoring and analysis. Some DFDMUs have 

ground data link and ground collision avoidance systems incorporated 

into the units. 

DFDR Digital Flight Data Recorder. A digital device that records pertinent 

parameters and technical information about a flight. At a minimum, it 

records those parameters required by the governing regulatory agency, 

but may record a much higher number of parameters. A DFDR is 

designed to withstand the forces of a crash so that information recorded 

by it may be used to reconstruct the circumstances leading up to the 

accident. 

DMU Data Management Unit. A unit that performs the same data conversion 

functions as a Flight Data Acquisition Unit (FDAU) with the added 

capability to process data onboard the aircraft. Additionally, this unit 

has a powerful data processor designed to perform in-flight 

airframe/engine and flight performance monitoring and analysis. Some

DMUs have ground data link and ground collision avoidance systems 

incorporated into the unit. 

EGT Exceedance Guidance Team. See FMT. 

EMT Event Monitoring Team. See FMT. 

Event An occurrence or condition in which pre-determined limits of aircraft 

parameters have been exceeded. Events represent the conditions to be 

tracked and monitored during various phases of flight and are based on 

sensory data parameters available on a specific aircraft fleet. Events 

may be categorized at different severity levels based on the degree to 

which the associated limits were exceeded. Most FOQA trend analysis 

is based on event monitoring and tracking. 

Page 30 
4/12/04 AC 120-82 

 Appendix A 

GLOSSARY 

Term Definition

Event Set A collection of events designed to measure all aspects of normal flight 

operations for a particular aircraft type at a particular air carrier. 

Individual events within the event set would be customized to the 

approved limitations for the aircraft type and in accordance with the air 

carrier’s operational procedures. The event set for a particular fleet 

may be limited by the available parameters on the aircraft. 

FAR Federal Aviation Regulations. Federal rules that govern airworthiness 

and the conduct of flight operations by certificate holders, among other 

safety matters. 

FDAU Flight data acquisition unit. See DFDAU. 

FDR Flight data recorder. A required device that records pertinent 

parameters and technical information about a flight. At a minimum, it 

records those parameters required by the governing regulatory agency, 

but may record a much higher number of parameters. An FDR is 

designed to withstand the forces of a crash so that information recorded 

by it may be used to reconstruct the circumstances leading up to the 

accident. See DFDR. 

FMT FMT. A group comprised of representatives from the pilot association, 

if applicable, and the air carrier. This group, sometimes referred to as 

the Exceedance Guidance Team (EGT) or Event Monitoring Team

(EMT), is responsible for reviewing and analyzing flight and event 

data, and determining and monitoring corrective actions. 

FOQA Flight Operational Quality Assurance. A voluntary program for the 

routine collection and analysis of flight operational data to provide 

more information about, and greater insight into, the total flight 

operations environment. A FOQA program combines these data with 

other sources and operational experience to develop objective 

information to enhance safety, training effectiveness, operational 

procedures, maintenance and engineering procedures, and air traffic 

control procedures. 

Gatekeeper The FOQA team member who is primarily responsible for the security 

of identified data. The gatekeeper is the only individual who can link 

FOQA data to an individual flight or crewmember. The gatekeeper is 

normally a member of the pilot association. 

GDL Ground Data Link. See WDL. 

GDRAS Ground Data Replay and Analysis System. A software application 

designed to: transform airborne recorded data into a usable form for 

analysis; process and scan selected flight data parameters; compare 

recorded or calculated values to predetermined norms using event 

algorithms; and generate exceedance reports for review or trending 

when exceedances are found. 

 Page 31 
AC 120-82 4/12/04 

Appendix A 

GLOSSARY 

Term Definition

I&O Plan Implementation and Operations Plan. A detailed specification of key 

aspects of a FOQA program to be implemented by an air carrier, 

including a description of the operator’s plan for collecting and 

analyzing the data, procedures for taking corrective action that analysis 

of the data indicates is necessary in the interest of safety, procedures 

for providing the FAA with de-identified aggregate FOQA 

information, and procedures for informing the FAA as to any 

corrective actions being undertaken. 

LAN Local Area Network. A communications network that serves users 

within a confined geographical area, typically linked together by cable. 

LFL Logical Frame Layout. A data map that describes the format in which 

parameter data are transcribed to a recording device. This document 

details where each bit of data is stored. 

LRU Line Replaceable Unit. A unit that can be replaced by line maintenance 

personnel without removing the aircraft from service for an extended 

period. 

Mapping See LFL.

MEL Minimum Equipment List. A list of required equipment that, under 

certain conditions, might be inoperative. 

MTBF Mean Time Between Failure. The life expectancy of a component or 

part, expressed in flight hours. 

OQAR Optical Quick Access Recorder. See QAR. A QAR that stores data on 

an optical disk. 

PAI Principal Avionics Inspector. The FAA employee responsible for 

oversight and inspection of avionics at a specific air carrier. 

Parameters Measurable variables that supply information about the status of an 

aircraft system or subsystem, position, or operating environment. 

Parameters are collected by a data acquisition unit installed on the 

aircraft and then sent to analysis and reporting systems. 

PCMCIA card Personal Computer Memory Card International Association card. A 

credit card-sized data storage and transfer device that was originally 

developed for portable computers and may be used on some QARs. 

The Personal Computer Memory Card International Association was 

organized in 1989 to promote standards for these memory or 

input/output (I/O) devices. 

PMI Principal Maintenance Inspector. The FAA employee responsible for 

oversight and inspection of aircraft maintenance functions at a specific 

air carrier. 

POI Principal Operations Inspector. The FAA employee responsible for 

operational oversight of a specific air carrier. 

Page 32 
4/12/04 AC 120-82 

 Appendix A 

GLOSSARY 

Term Definition

QAR Quick Access Recorder. A recording unit onboard the aircraft that 

stores flight-recorded data. These units are designed to provide quick 

and easy access to a removable medium, such as an optical disk or 

PCMCIA card, on which flight information is recorded. QARs may 

also store data in solid-state memory that is accessed through a 

download reader. QARs have now been developed to record an 

expanded data frame, sometimes supporting 2,000 plus parameters at 

much higher sample rates than the FDR. The expanded data frame 

greatly increases the resolution and accuracy of the ground analysis 

programs. 

SRU Shop Replaceable Unit. A unit that must normally be replaced in a 

maintenance facility during heavy maintenance checks. 

SSFDR Solid State DFDR. A DFDR that utilizes solid-state memory for 

recording flight data. See DFDR. 

STC Supplemental Type Certificate. An addendum to the Type Certificate. 

An STC is required for any new equipment installed on a model of 

aircraft after that model of airplane has been issued a Type Certificate. 

See TC. 

TC Type Certificate. The initial certificate issued for every new model of

aircraft. The TC lists components and equipment installed on that 

model of aircraft. 

WAN Wide Area Network. A communications network in which computers 

are connected to each other over a long distance, using telephone lines, 

cable connections, or satellite links. 

WDL Wireless Data Link. A system allowing the high-speed transfer of 

onboard aircraft data to ground facilities using various wireless 

technologies. It may also allow for upload of data to the aircraft. 

Sometimes referred to as Ground Data Link (GDL). 

 Page 33 
AC 120-82 4/12/04 

Appendix A 

APPENDIX IV. REFERENCES 

CFR Part 193, Protection of Voluntarily Submitted Information 

CFR Part 13, Section 13.401, Flight Operational Quality Assurance Program 

AC 00-46, as amended, Aviation Safety Reporting System (ASRS) 

AC 00-58, as amended, Voluntary Disclosure Reporting Program

AC 120-59, as amended, Air Carrier Internal Evaluation Programs: Air Carrier Internal 

Evaluation-Model Program Guide 

AC 120-66, as amended, Aviation Safety Action Program

Flight Safety Foundation, FAA Contract Report, Air Carrier Voluntary Flight Operational 

Quality Assurance (FOQA) Program, 1992 

General Accounting Office, GAO/RCED-98-10, Aviation Safety—Efforts to Implement Flight 

Operational Quality Assurance Programs, December 1997 

Page 34 
4/12/04 AC 120-82 

 Appendix B 

APPENDIX B. FOQA I&O PLAN CHECKLIST 

The following checklist should be used by certificate holders to prepare their I&O Plans and 

verify that all required materials are included. The FAA will review this checklist to determine 

that the items required in a FOQA program have been specified in the I&O Plan. This checklist 

identifies the minimum requirements of an I&O Plan. An air carrier’s I&O Plan may contain 

additional information in excess of these minimum requirements. When the I&O Plan is 

submitted for FAA approval, a completed copy of this checklist should accompany it. 

The “Response” column must be completed for each question. Appropriate responses are “Yes,” 

“No,” or “NA” (not applicable). All “No” and “NA” responses should include, in the 

“Comment” column, a brief explanation of each such response. 

The “Reference” column is to be completed for each question to which the air carrier provides a 

“Yes” response. The information provided in the “Reference” column must identify the specific 

location of the subject item in the I&O Plan (e.g., Section 2.1). 

Page 1 (and 2) 

4/12/04 AC 120-82 

 Appendix B 

I&O Plan Checklist 

Response Reference Comment

General

1. Has approval of the 

I&O Plan been 

requested by the 

certificate holder in a 

cover letter addressed 

to the POI, 

accompanying 

submittal of the plan? 

 Yes 

 No 

 NA 

2. Has a copy of the cover 

letter and plan been 

forwarded to HQ 

FAA/AFS-230?

 Yes 

 No 

 NA 

3. Does the I&O Plan 

identify the personnel, 

system equipment, and 

resources that have 

been committed to 

support of the FOQA 

program?

 Yes 

 No 

 NA 

4. Does the I&O Plan 

acknowledge that 

revisions will be 

documented in 

accordance with 

standard revision 

control methodology? 

 Yes 

 No 

 NA 

5. Does the I&O Plan 

acknowledge that, 

following initial FAA 

approval, subsequent 

modifications to the 

FOQA program must 

be documented in 

revisions submitted to 

the POI and AFS-230? 

 Yes 

 No 

 NA 

 

 

 

 Page 3 
AC 120-82 4/12/04 

Appendix B 

I&O Plan Checklist 

Response Reference Comment

I&O Plan

1. Have the goals and 

objectives of the FOQA 

program been clearly 

specified? 

 Yes 

 No 

 NA 

2. Have the major 

stakeholders within the 

air carrier been clearly 

identified? 

 Yes 

 No 

 NA 

3. Has a copy of an 

agreement with the 

pilot association (if

applicable) for FOQA 

data usage been 

included as an 

appendix?

 Yes 

 No 

 NA 

4. Are air carrier data 

safeguard and 

protection mechanisms

described?

 Yes 

 No 

 NA 

5. Are the air carrier fleets 

(make, model, series) 

that are targeted for 

participation in the 

FOQA program

identified? 

 Yes 

 No 

 NA 

6. Are the capabilities of

the planned airborne 

equipment for FOQA 

described?

 Yes 

 No 

 NA 

7. Does the plan identify 

provisions for airborne 

equipment maintenance 

and support?

 Yes 

 No 

 NA 

Page 4 
4/12/04 AC 120-82 

 Appendix B 

I&O Plan Checklist 

Response Reference Comment

8. Is a fleet installation 

plan specified? 

 Yes 

 No 

 NA 

9. Are the capabilities of

the proposed ground 

data replay and analysis 

system (GDRAS) 

described?

 Yes 

 No 

 NA 

10. Does the plan identify 

provisions for 

maintenance of the 

GDRAS hardware and 

software?

 Yes 

 No 

 NA 

11. Does the plan describe 

other key technology 

components of the air 

carrier’s FOQA 

program?

 Yes 

 No 

 NA 

12. Has a single point of 

contact been designated 

to oversee the FOQA 

program?

 Yes 

 No 

 NA 

13. Does the plan define 

the air carrier’s 

organizational structure 

for oversight and 

operation of the FOQA 

program? 

 Yes 

 No 

 NA 

14. Does the plan describe 

the roles and 

responsibilities of key 

air carrier personnel 

and teams? 

 Yes 

 No 

 NA 

 Page 5 
AC 120-82 4/12/04 

Appendix B 

I&O Plan Checklist 

Response Reference Comment

15. Does the plan specify 

the schedule and 

timeline for 

implementing the 

FOQA program?

 Yes 

 No 

 NA 

16. Are FOQA program

start-up criteria 

specified? 

 Yes 

 No 

 NA 

17. Does the plan describe 

how key FOQA team

members will be 

trained?

 Yes 

 No 

 NA 

18. Does the plan describe 

how the air carrier will 

educate its pilots about 

the FOQA program?

 Yes 

 No 

 NA 

19. Is a plan for educating 

senior management and 

stakeholders described?

 Yes 

 No 

 NA 

20. Does the I&O Plan 

specify procedures for 

implementing and 

auditing security 

mechanisms? 

 Yes 

 No 

 NA 

21. Is a data storage and 

retention policy 

specified? 

 Yes 

 No 

 NA 

22. Are flight data 

collection and retrieval 

procedures specified? 

 Yes 

 No 

 NA 

23. Are the procedures for 

defining fleet-specific 

events and associated 

parameters described?

 Yes 

 No 

 NA 

Page 6 
4/12/04 AC 120-82 

 Appendix B 

I&O Plan Checklist 

Response Reference Comment

24. Are the fleet-specific 

event definitions, 

including trigger limits 

for each event’s 

severity classification, 

provided as Appendix 2 

to the plan? 

 Yes 

 No 

 NA 

25. Are the procedures for 

validating, refining, 

and tracking event 

definitions described?

 Yes 

 No 

 NA 

26. Does the plan 

acknowledge that 

updates to FOQA event 

definitions must be 

included in I&O Plan 

revisions submitted to 

the FAA? 

 Yes 

 No 

 NA 

27. Are procedures for data 

review and evaluation 

specified? 

 Yes 

 No 

 NA 

28. Does the plan provide 

for notifying 

appropriate air carrier 

departments of adverse 

trends revealed by 

FOQA data flightcrew 

training?

 Yes 

 No 

 NA 

29. Are procedures for 

taking, tracking, and 

following up on 

corrective actions 

specified? 

 Yes 

 No 

 NA 

 Page 7 
AC 120-82 4/12/04 

Appendix B 

I&O Plan Checklist 

Response Reference Comment

30. Are guidelines for 

crewmember contact 

and follow-up 

described?

 Yes 

 No 

 NA 

31. Is a description 

included of how FOQA 

system procedures will 

be documented?

 Yes 

 No 

 NA 

32. Does the plan describe 

the process for joint 

FAA/air carrier 

periodic reviews of the 

FOQA program and 

associated aggregate 

data?

 Yes 

 No 

 NA 

Page 8