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Title 14: Aeronautics and Space

PART 121—OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS

Subpart K—Instrument and Equipment Requirements

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§ 121.344 Digital flight data recorders for transport category airplanes.

(a) Except as provided in paragraph (l) of this section, no person may operate under this part a turbineengine-powered transport category airplane unless it is equipped with one or more approved flight recorders

that use a digital method of recording and storing data and a method of readily retrieving that data from the

storage medium. The operational parameters required to be recorded by digital flight data recorders required

by this section are as follows: The phrase “when an information source is installed” following a parameter

indicates that recording of that parameter is not intended to require a change in installed equipment:

(1) Time;

(2) Pressure altitude;

(3) Indicated airspeed;

(4) Heading—primary flight crew reference (if selectable, record discrete, true or magnetic);

(5) Normal acceleration (Vertical);

(6) Pitch attitude;

(7) Roll attitude;

(8) Manual radio transmitter keying, or CVR/DFDR synchronization reference;

(9) Thrust/power of each engine—primary flight crew reference;

(10) Autopilot engagement status;

(11) Longitudinal acceleration;

(12) Pitch control input;

(13) Lateral control input;

(14) Rudder pedal input;

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(15) Primary pitch control surface position;

(16) Primary lateral control surface position;

(17) Primary yaw control surface position;

(18) Lateral acceleration;

(19) Pitch trim surface position or parameters of paragraph (a)(82) of this section if currently recorded;

(20) Trailing edge flap or cockpit flap control selection (except when parameters of paragraph (a)(85) of this

section apply);

(21) Leading edge flap or cockpit flap control selection (except when parameters of paragraph (a)(86) of

this section apply);

(22) Each Thrust reverser position (or equivalent for propeller airplane);

(23) Ground spoiler position or speed brake selection (except when parameters of paragraph (a)(87) of this

section apply);

(24) Outside or total air temperature;

(25) Automatic Flight Control System (AFCS) modes and engagement status, including autothrottle;

(26) Radio altitude (when an information source is installed);

(27) Localizer deviation, MLS Azimuth;

(28) Glideslope deviation, MLS Elevation;

(29) Marker beacon passage;

(30) Master warning;

(31) Air/ground sensor (primary airplane system reference nose or main gear);

(32) Angle of attack (when information source is installed);

(33) Hydraulic pressure low (each system);

(34) Ground speed (when an information source is installed);

(35) Ground proximity warning system;

(36) Landing gear position or landing gear cockpit control selection;

(37) Drift angle (when an information source is installed);

(38) Wind speed and direction (when an information source is installed);

(39) Latitude and longitude (when an information source is installed);

(40) Stick shaker/pusher (when an information source is installed);

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(41) Windshear (when an information source is installed);

(42) Throttle/power lever position;

(43) Additional engine parameters (as designated in Appendix M of this part);

(44) Traffic alert and collision avoidance system;

(45) DME 1 and 2 distances;

(46) Nav 1 and 2 selected frequency;

(47) Selected barometric setting (when an information source is installed);

(48) Selected altitude (when an information source is installed);

(49) Selected speed (when an information source is installed);

(50) Selected mach (when an information source is installed);

(51) Selected vertical speed (when an information source is installed);

(52) Selected heading (when an information source is installed);

(53) Selected flight path (when an information source is installed);

(54) Selected decision height (when an information source is installed);

(55) EFIS display format;

(56) Multi-function/engine/alerts display format;

(57) Thrust command (when an information source is installed);

(58) Thrust target (when an information source is installed);

(59) Fuel quantity in CG trim tank (when an information source is installed);

(60) Primary Navigation System Reference;

(61) Icing (when an information source is installed);

(62) Engine warning each engine vibration (when an information source is installed);

(63) Engine warning each engine over temp. (when an information source is installed);

(64) Engine warning each engine oil pressure low (when an information source is installed);

(65) Engine warning each engine over speed (when an information source is installed);

(66) Yaw trim surface position;

(67) Roll trim surface position;

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(68) Brake pressure (selected system);

(69) Brake pedal application (left and right);

(70) Yaw or sideslip angle (when an information source is installed);

(71) Engine bleed valve position (when an information source is installed);

(72) De-icing or anti-icing system selection (when an information source is installed);

(73) Computed center of gravity (when an information source is installed);

(74) AC electrical bus status;

(75) DC electrical bus status;

(76) APU bleed valve position (when an information source is installed);

(77) Hydraulic pressure (each system);

(78) Loss of cabin pressure;

(79) Computer failure;

(80) Heads-up display (when an information source is installed);

(81) Para-visual display (when an information source is installed);

(82) Cockpit trim control input position—pitch;

(83) Cockpit trim control input position—roll;

(84) Cockpit trim control input position—yaw;

(85) Trailing edge flap and cockpit flap control position;

(86) Leading edge flap and cockpit flap control position;

(87) Ground spoiler position and speed brake selection;

(88) All cockpit flight control input forces (control wheel, control column, rudder pedal);

(89) Yaw damper status;

(90) Yaw damper command; and

(91) Standby rudder valve status.

(b) For all turbine-engine powered transport category airplanes manufactured on or before October 11,

1991, by August 20, 2001.

(1) For airplanes not equipped as of July 16, 1996, with a flight data acquisition unit (FDAU), the

parameters listed in paragraphs (a)(1) through (a)(18) of this section must be recorded within the ranges and

accuracies specified in Appendix B of this part, and—

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(i) For airplanes with more than two engines, the parameter described in paragraph (a)(18) is not required

unless sufficient capacity is available on the existing recorder to record that parameter;

(ii) Parameters listed in paragraphs (a)(12) through (a)(17) each may be recorded from a single source.

(2) For airplanes that were equipped as of July 16, 1996, with a flight data acquisition unit (FDAU), the

parameters listed in paragraphs (a)(1) through (a)(22) of this section must be recorded within the ranges,

accuracies, and recording intervals specified in Appendix M of this part. Parameters listed in paragraphs

(a)(12) through (a)(17) each may be recorded from a single source.

(3) The approved flight recorder required by this section must be installed at the earliest time practicable,

but no later than the next heavy maintenance check after August 18, 1999 and no later than August 20,

2001. A heavy maintenance check is considered to be any time an airplane is scheduled to be out of service

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

(c) For all turbine-engine powered transport category airplanes manufactured on or before October 11,

1991—

(1) That were equipped as of July 16, 1996, with one or more digital data bus(es) and an ARINC 717 digital

flight data acquisition unit (DFDAU) or equivalent, the parameters specified in paragraphs (a)(1) through

(a)(22) of this section must be recorded within the ranges, accuracies, resolutions, and sampling intervals

specified in Appendix M of this part by August 20, 2001. Parameters listed in paragraphs (a)(12) through

(a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity of the recording system (DFDAU or equivalent and the DFDR), all

additional parameters for which information sources are installed and which are connected to the recording

system must be recorded within the ranges, accuracies, resolutions, and sampling intervals specified in

Appendix M of this part by August 20, 2001.

(3) That were subject to §121.343(e) of this part, all conditions of §121.343(e) must continue to be met until

compliance with paragraph (c)(1) of this section is accomplished.

(d) For all turbine-engine-powered transport category airplanes that were manufactured after October 11,

1991—

(1) The parameters listed in paragraph (a)(1) through (a)(34) of this section must be recorded within the

ranges, accuracies, resolutions, and recording intervals specified in Appendix M of this part by August 20,

2001. Parameters listed in paragraphs (a)(12) through (a)(14) each may be recorded from a single source.

(2) Commensurate with the capacity of the recording system, all additional parameters for which

information sources are installed and which are connected to the recording system must be recorded within

the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part by August

20, 2001.

(e) For all turbine-engine-powered transport category airplanes that are manufactured after August 18,

2000—

(1) The parameters listed in paragraph (a)(1) through (57) of this section must be recorded within the ranges,

accuracies, resolutions, and recording intervals specified in Appendix M of this part.

(2) Commensurate with the capacity of the recording system, all additional parameters for which

information sources are installed and which are connected to the recording system, must be recorded within

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the ranges, accuracies, resolutions, and sampling intervals specified in Appendix M of this part.

(3) In addition to the requirements of paragraphs (e)(1) and (e)(2) of this section, all Boeing 737 model

airplanes must also comply with the requirements of paragraph (n) of this section, as applicable.

(f) For all turbine-engine-powered transport category airplanes manufactured after August 19, 2002—

(1) The parameters listed in paragraphs (a)(1) through (a)(88) of this section must be recorded within the

ranges, accuracies, resolutions, and recording intervals specified in appendix M to this part.

(2) In addition to the requirements of paragraphs (f)(1) of this section, all Boeing 737 model airplanes must

also comply with the requirements of paragraph (n) of this section.

(g) Whenever a flight data recorder required by this section is installed, it must be operated continuously

from the instant the airplane begins its takeoff roll until it has completed its landing roll.

(h) Except as provided in paragraph (i) of this section, and except for recorded data erased as authorized in

this paragraph, each certificate holder shall keep the recorded data prescribed by this section, as

appropriate, until the airplane has been operated for at least 25 hours of the operating time specified in

§121.359(a) of this part. A total of 1 hour of recorded data may be erased for the purpose of testing the

flight recorder or the flight recorder system. Any erasure made in accordance with this paragraph must be of

the oldest recorded data accumulated at the time of testing. Except as provided in paragraph (i) of this

section, no record need be kept more than 60 days.

(i) In the event of an accident or occurrence that requires immediate notification of the National

Transportation Safety Board under 49 CFR 830 of its regulations and that results in termination of the flight,

the certificate holder shall remove the recorder from the airplane and keep the recorder data prescribed by

this section, as appropriate, for at least 60 days or for a longer period upon the request of the Board or the

Administrator.

(j) Each flight data recorder system required by this section must be installed in accordance with the

requirements of §25.1459(a) (except paragraphs (a)(3)(ii) and (a)(7)), (b), (d) and (e) of this chapter. A

correlation must be established between the values recorded by the flight data recorder and the

corresponding values being measured. The correlation must contain a sufficient number of correlation points

to accurately establish the conversion from the recorded values to engineering units or discrete state over

the full operating range of the parameter. Except for airplanes having separate altitude and airspeed sensors

that are an integral part of the flight data recorder system, a single correlation may be established for any

group of airplanes—

(1) That are of the same type;

(2) On which the flight recorder system and its installation are the same; and

(3) On which there is no difference in the type design with respect to the installation of those sensors

associated with the flight data recorder system. Documentation sufficient to convert recorded data into the

engineering units and discrete values specified in the applicable appendix must be maintained by the

certificate holder.

(k) Each flight data recorder required by this section must have an approved device to assist in locating that

recorder under water.

(l) The following airplanes that were manufactured before August 18, 1997 need not comply with this

section, but must continue to comply with applicable paragraphs of §121.343 of this chapter, as appropriate:

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(1) Airplanes that meet the State 2 noise levels of part 36 of this chapter and are subject to §91.801(c) of

this chapter, until January 1, 2000. On and after January 1, 2000, any Stage 2 airplane otherwise allowed to

be operated under Part 91 of this chapter must comply with the applicable flight data recorder requirements

of this section for that airplane.

(2) British Aerospace 1–11, General Dynamics Convair 580, General Dynamics Convair 600, General

Dynamics Convair 640, deHavilland Aircraft Company Ltd. DHC–7, Fairchild Industries FH 227, Fokker

F–27 (except Mark 50), F–28 Mark 1000 and Mark 4000, Gulfstream Aerospace G–159, Jetstream 4100

Series, Lockheed Aircraft Corporation Electra 10–A, Lockheed Aircraft Corporation Electra 10–B,

Lockheed Aircraft Corporation Electra 10–E, Lockheed Aircraft Corporation Electra L–188, Lockheed

Martin Model 382 (L–100) Hercules, Maryland Air Industries, Inc. F27, Mitsubishi Heavy Industries, Ltd.

YS–11, Short Bros. Limited SD3–30, Short Bros. Limited SD3–60.

(m) All aircraft subject to the requirements of this section that are manufactured on or after April 7, 2010,

must have a digital flight data recorder installed that also—

(1) Meets the requirements of §25.1459(a)(3), (a)(7), and (a)(8) of this chapter; and

(2) Retains the 25 hours of recorded information required in paragraph (h) of this section using a recorder

that meets the standards of TSO–C124a, or later revision.

(n) In addition to all other applicable requirements of this section, all Boeing 737 model airplanes

manufactured after August 18, 2000 must record the parameters listed in paragraphs (a)(88) through (a)(91)

of this section within the ranges, accuracies, resolutions, and recording intervals specified in Appendix M to

this part. Compliance with this paragraph is required no later than February 2, 2011.

[Doc. No. 28109, 62 FR 38378, July 17, 1997; 62 FR 48135, Sept. 12, 1997, as amended by Amdt.

121–300, 68 FR 42936, July 18, 2003; 68 FR 50069, Aug. 20, 2003; Amdt. 121–338, 73 FR 12565, Mar. 7,

2008; Amdt. 121–342, 73 FR 73178, Dec. 2, 2008; Amdt. 121–338, 74 FR 32800, July 9, 2009]

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Home Page > Executive Branch > Code of Federal Regulations > Electronic Code of Federal Regulations

e-CFR Data is current as of October 6, 2011

Title 14: Aeronautics and Space

PART 121—OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS

Subpart DD—Special Federal Aviation Regulations

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Appendix M to Part 121—Airplane Flight Recorder Specifications

The recorded values must meet the designated range, resolution and accuracy requirements during static and

dynamic conditions. Dynamic condition means the parameter is experiencing change at the maximum rate

attainable, including the maximum rate of reversal. All data recorded must be correlated in time to within

one second.

Parameters Range

Accuracy

(sensor

input)

Seconds per

sampling

interval Resolution Remarks

1. Time or relative times

counts.1

24 Hrs, 0 to

4095

±0.125% per

hour

4 1 sec UTC time preferred

when available.

Count increments

each 4 seconds of

system operation.

2. Pressure Altitude −1000 ft to

max

certificated

altitude of

aircraft.

+5000 ft

±100 to ±700

ft (see table,

TSO C124a or

TSO C51a)

1 5′ to 35′ Data should be

obtained from the air

data computer when

practicable.

3. Indicated airspeed or

Calibrated airspeed

50 KIAS or

minimum

value to

Max Vsoto

1.2 V.D

±5% and ±3% 1 1 kt Data should be

obtained from the air

data computer when

practicable.

4. Heading (Primary flight

crew reference)

0–360° and

Discrete

“true” or

“mag”

±2° 1 0.5° When true or

magnetic heading

can be selected as

the primary heading

reference, a discrete

indicating selection

must be recorded.

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5. Normal acceleration

(vertical)9

−3g to +6g ±1% of max

range

excluding

datum error of

±5%

0.125 0.004g

6. Pitch Attitude ±75° ±2° 1 or 0.25 for

airplanes

operated under

§121.344(f)

0.5° A sampling rate of

0.25 is

recommended.

7. Roll attitude2 ±180° ±2° 1 or 0.5 for

airplanes

operated under

§121.344(f)

0.5 A sampling rate of

0.5 is recommended.

8. Manual Radio Transmitter

Keying or CVR/DFDR

synchronization reference

On-Off

(Discrete)

None

1 Preferably each crew

member but one

discrete acceptable

for all transmission

provided the

CVR/FDR system

complies with TSO

C124a CVR

synchronization

requirements

(paragraph 4.2.1

ED–55).

9. Thrust/power on each

engine—primary flight crew

reference

Full range

forward

±2% 1 (per engine) 0.3% of

full range

Sufficient parameters

(e.g. EPR, N1 or

Torque, NP) as

appropriate to the

particular engine

being recorded to

determine power in

forward and reverse

thrust, including

potential overspeed

condition.

10. Autopilot Engagement Discrete

“on” or

“off”

1

11. Longitudinal

Acceleration

±1g ±1.5% max.

range

excluding

datum error of

±5%

0.25 0.004g

12a. Pitch control(s) position

(nonfly-by-wire systems).18

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 or 0.25 for

airplanes

operated under

§121.344(f)

0.5% of

full range

For airplanes that

have a flight control

breakaway capability

that allows either

pilot to operate the

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controls

independently,

record both control

inputs. The control

inputs may be

sampled alternately

once per second to

produce the sampling

interval of 0.5 or

0.25, as applicable.

12b. Pitch control(s) position

(fly-by-wire systems).318

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 or 0.25 for

airplanes

operated under

§121.344(f)

0.2% of

full range

13a. Lateral control

position(s) (nonflyby-wire).18

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 or 0.25 for

airplanes

operated under

§121.344(f)

0.2% of

full range

For airplanes that

have a flight control

breakaway capability

that allows either

pilot to operate the

controls

independently,

record both control

inputs. The control

inputs may be

sampled alternately

once per second to

produce the sampling

interval of 0.5 or

0.25, as applicable.

13b. Lateral control

position(s) (fly-by-wire).418

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 or 0.25 for

airplanes

operated under

§121.344(f)

0.2% of

full range.

14a. Yaw control position(s)

(nonfly-by-wire).518

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 0.3% of

full range

For airplanes that

have a flight control

breakaway capability

that allows either

pilot to operate the

controls

independently,

record both control

inputs. The control

inputs may be

sampled alternately

once per second to

produce the sampling

interval of 0.5.

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14b. Yaw control position(s)

(fly-by-wire).18

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 0.2% of

full range

15. Pitch control surface(s)

position.618

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 or 0.25 for

airplanes

operated under

§121.344(f)

0.3% of

full range

For airplanes fitted

with multiple or split

surfaces, a suitable

combination of

inputs is acceptable

in lieu of recording

each surface

separately. The

control surfaces may

be sampled

alternately once per

second to produce

the sampling interval

of 0.5 or 0.25, as

applicable.

16. Lateral control surface(s)

position.718

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 or 0.25 for

airplanes

operated under

§121.344(f)

0.3% of

full range

A suitable

combination of

surface position

sensors is acceptable

in lieu of recording

each surface

separately. The

control surfaces may

be sampled

alternately to

produce the sampling

interval of 0.5 or

0.25, as applicable.

17. Yaw control surface(s)

position.818

Full Range ±2° unless

higher

accuracy

uniquely

required

0.5 0.2% of

full range

For airplanes with

multiple or split

surfaces, a suitable

combination of

surface position

sensors is acceptable

in lieu of recording

each surface

separately. The

control surfaces may

be sampled

alternately to

produce the sampling

interval of 0.5.

18. Lateral Acceleration ±1g ±1.5% max.

range

0.25 0.004g

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excluding

datum error of

±5%

19. Pitch Trim Surface

Position

Full Range ±3° Unless

Higher

Accuracy

Uniquely

Required

1 0.6% of

full range

20. Trailing Edge Flap or

Cockpit Control Selection.10

Full Range

or Each

Position

(discrete)

±3° or as

Pilot's

indicator

2 0.5% of

full range

Flap position and

cockpit control may

each be sampled at 4

second intervals, to

give a data point

every 2 seconds.

21. Leading Edge Flap or

Cockpit Control Selection.11

Full Range

or Each

Discrete

Position

±3° or as

Pilot's

indicator and

sufficient to

determine

each discrete

position

2 0.5% of

full range

Left and right sides,

or flap position and

cockpit control may

each be sampled at 4

second intervals, so

as to give a data

point every 2

seconds.

22. Each Thrust Reverser

Position (or equivalent for

propeller airplane)

Stowed, In

Transit, and

Reverse

(Discrete)

1 (per engine) Turbo-jet—2

discretes enable the

3 states to be

determined.

Turboprop—discrete.

23. Ground spoiler position

or brake selection12

Full range or

each

position

(discrete)

±2° Unless

higher

accuracy

uniquely

required

1 or 0.5 for

airplanes

operated under

§121.344(f)

0.5% of

full range

24. Outside Air Temperature

or Total Air Temperature.13

−50 °C to

+90 °C

±2 °C 2 0.3 °C

25.

Autopilot/Autothrottle/AFCS

Mode and Engagement

Status

A suitable

combination

of discretes

1 Discretes should

show which systems

are engaged and

which primary

modes are

controlling the flight

path and speed of the

aircraft.

26. Radio Altitude14 −20 ft to

2,500 ft

±2 ft or ±3%

whichever is

greater below

500 ft and

±5% above

1 1 ft +5%

above 500

ft

For

autoland/category 3

operations. Each

radio altimeter

should be recorded,

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500 ft but arranged so that

at least one is

recorded each

second.

27. Localizer Deviation,

MLS Azimuth, or GPS

Latitude Deviation

±400

Microamps

or available

sensor range

as installed

±62°

As installed

±3%

recommended

1 0.3% of

full range

For

autoland/category 3

operations. Each

system should be

recorded but

arranged so that at

least one is recorded

each second. It is not

necessary to record

ILS and MLS at the

same time, only the

approach aid in use

need be recorded.

28. Glideslope Deviation,

MLS Elevation, or GPS

Vertical Deviation

±400

Microamps

or available

sensor range

as installed

0.9 to +30°

As installed

+/3−3%

recommended

1 0.3% of

full range

For

autoland/category 3

operations. Each

system should be

recorded but

arranged so that at

least one is recorded

each second. It is not

necessary to record

ILS and MLS at the

same time, only the

approach aid in use

need be recorded.

29. Marker Beacon Passage Discrete

“on” or

“off”

1 A single discrete is

acceptable for all

markers.

30. Master Warning Discrete 1 Record the master

warning and record

each “red” warning

that cannot be

determined from

other parameters or

from the cockpit

voice recorder.

31. Air/ground sensor

(primary airplane system

reference nose or main gear)

Discrete

“air” or

“ground”

1 (0.25

recommended)

32. Angle of Attack (If

measured directly)

As installed As installed 2 or 0.5 for

airplanes

operated under

§121.344(f)

0.3% of

full range

If left and right

sensors are available,

each may be

recorded at 4 or 1

second intervals, as

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appropriate, so as to

give a data point at 2

seconds or 0.5

second, as required.

33. Hydraulic Pressure Low,

Each System

Discrete or

available

sensor

range, “low”

or “normal”

±5% 2 0.5% of

full range

34. Groundspeed As Installed Most

Accurate

Systems

Installed

1 0.2% of

full range

35. GPWS (ground proximity

warning system)

Discrete

“warning”

or “off”

1 A suitable

combination of

discretes unless

recorder capacity is

limited in which case

a single discrete for

all modes is

acceptable.

36. Landing Gear Position or

Landing gear cockpit control

selection

Discrete 4 A suitable

combination of

discretes should be

recorded.

37. Drift Angle.15 As installed As installed 4 0.1°

38. Wind Speed and

Direction

As installed As installed 4 1 knot, and

1.0°

39. Latitude and Longitude As installed As installed 4 0.002°, or

as installed

Provided by the

Primary Navigation

System Reference.

Where capacity

permits

Latitude/longitude

resolution should be

0.0002°.

40. Stick shaker and pusher

activation

Discrete(s)

“on” or

“off”

1 A suitable

combination of

discretes to

determine activation.

41. Windshear Detection Discrete

“warning”

or “off”

1

42. Throttle/power Leverl

position.16

Full Range ±2% 1 for each

lever

2% of full

range

For airplanes with

non-mechanically

linked cockpit engine

controls.

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43. Additional Engine

Parameters

As installed As installed Each engine

each second

2% of full

range

Where capacity

permits, the

preferred priority is

indicated vibration

level, N2, EGT, Fuel

Flow, Fuel Cut-off

lever position and

N3, unless engine

manufacturer

recommends

otherwise.

44. Traffic Alert and

Collision Avoidance System

(TCAS)

Discretes As installed 1 A suitable

combination of

discretes should be

recorded to

determine the status

of—Combined

Control, Vertical

Control, Up

Advisory, and Down

Advisory. (ref.

ARINC

Characteristic 735

Attachment 6E,

TCAS VERTICAL

RA DATA OUTPUT

WORD.)

45. DME 1 and 2 Distance 0–200 NM As installed 4 1 NM 1 mile

46. Nav 1 and 2 Selected

Frequency

Full Range As installed 4 Sufficient to

determine selected

frequency

47. Selected barometric

setting

Full Range ±5% (1 per 64 sec.) 0.2% of

full range

48. Selected Altitude Full Range ±5% 1 100 ft

49. Selected speed Full Range ±5% 1 1 knot

50. Selected Mach Full Range ±5% 1 .01

51. Selected vertical speed Full Range ±5% 1 100 ft/min

52. Selected heading Full Range ±5% 1 1°

53. Selected flight path Full Range ±5% 1 1°

54. Selected decision height Full Range ±5% 64 1 ft

55. EFIS display format Discrete(s) 4 Discretes should

show the display

system status (e.g.,

off, normal, fail,

composite, sector,

plan, nav aids,

weather radar, range,

copy.

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56. Multi-function/Engine

Alerts Display format

Discrete(s) 4 Discretes should

show the display

system status (e.g.,

off, normal, fail, and

the identity of

display pages for

emergency

procedures, need not

be recorded.

57. Thrust command.17 Full Range ±2% 2 2% of full

range

58. Thrust target Full Range ±2% 4 2% of full

range

59. Fuel quantity in CG trim

tank

Full Range ±5% (1 per 64 sec.) 1% of full

range

60. Primary Navigation

System Reference

Discrete

GPS, INS,

VOR/DME,

MLS, Loran

C, Omega,

Localizer

Glideslope

4 A suitable

combination of

discretes to

determine the

Primary Navigation

System reference.

61. Ice Detection Discrete

“ice” or “no

ice”

4

62. Engine warning each

engine vibration

Discrete 1

63. Engine warning each

engine over temp

Discrete 1

64. Engine warning each

engine oil pressure low

Discrete 1

65. Engine warning each

engine over speed

Discrete 1

66. Yaw Trim Surface

Position

Full Range ±3% Unless

Higher

Accuracy

Uniquely

Required

2 0.3% of

full range

67. Roll Trim Surface

Position

Full Range ±3% Unless

Higher

Accuracy

Uniquely

Required

2 0.3% of

full range

68. Brake Pressure (left and

right)

As installed ±5% 1 To determine braking

effort applied by

pilots or by

autobrakes.

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69. Brake Pedal Application

(left and right)

Discrete or

Analog

“applied” or

“off”

±5% (Analog) 1 To determine braking

applied by pilots.

70. Yaw or sideslip angle Full Range ±5% 1 0.5°

71. Engine bleed valve

position

Discrete

“open” or

“closed”

4

72. De-icing or anti-icing

system selection

Discrete

“on” or

“off”

4

73. Computed center of

gravity

Full Range ±5% (1 per 64 sec.) 1% of full

range

74. AC electrical bus status Discrete

“power” or

“off”

4 Each bus.

75. DC electrical bus status Discrete

“power” or

“off”

4 Each bus.

76 APU bleed valve position Discrete

“open” or

“closed”

4

77. Hydraulic Pressure (each

system)

Full range ±5% 2 100 psi

78. Loss of cabin pressure Discrete

“loss” or

“normal”

1

79. Computer failure (critical

flight and engine control

systems)

Discrete

“fail” or

“normal”

4

80. Heads-up display (when

an information source is

installed)

Discrete(s)

“on” or

“off”

4

81. Para-visual display (when

an information source is

installed)

Discrete(s)

“on” or

“off”

82. Cockpit trim control

input position—pitch

Full Range ±5% 1 0.2% of

full range

Where mechanical

means for control

inputs are not

available, cockpit

display trim positions

should be recorded.

83. Cockpit trim control

input position—roll

Full Range ±5% 1 0.7% of

full range

Where mechanical

means for control

inputs are not

available, cockpit

display trim position

should be recorded.

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84. Cockpit trim control

input position—yaw

Full range ±5% 1 0.3% of

full range

Where mechanical

means for control

input are not

available, cockpit

display trim positions

should be recorded.

85. Trailing edge flap and

cockpit flap control position

Full Range ±5% 2 0.5% of

full range

Trailing edge flaps

and cockpit flap

control position may

each be sampled

alternately at 4

second intervals to

provide a sample

each 0.5 second.

86. Leading edge flap and

cockpit flap control position

Full Range

or Discrete

±5% 1 0.5% of

full range

87. Ground spoiler position

and speed brake selection

Full range or

discrete

±5% 0.5 0.3% of

full range

88. All cockpit flight control

input forces (control wheel,

control column, rudder

pedal)18 19

Full range

Control

wheel ±70

lbs

Control

column ±85

lbs

Rudder

pedal ±165

lbs

±5% 1 0.3% of

full range

For fly-by-wire flight

control systems,

where flight control

surface position is a

function of the

displacement of the

control input device

only, it is not

necessary to record

this parameter. For

airplanes that have a

flight control break

away capability that

allows either pilot to

operate the control

independently,

record both control

force inputs. The

control force inputs

may be sampled

alternately once per

2 seconds to produce

the sampling interval

of 1.

89. Yaw damper status Discrete

(on/off)

0.5

90. Yaw damper command Full range As installed 0.5 1% of full

range

91. Standby rudder valve

status

Discrete 0.5

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1

For A300 B2/B4 airplanes, resolution=6 seconds.

2

For A330/A340 series airplanes, resolution=0.703°.

3

For A318/A319/A320/A321 series airplanes, resolution=0.275% (0.088°>0.064°).

For A330/A340 series airplanes, resolution=2.20%(0.703°>0.064°).

4

For A318/A319/A320/A321 series airplanes, resolution=0.22% (0.088°>0.080°).

For A330/A340 series airplanes, resolution=1.76% (0.703°>0.080°).

5

For A330/A340 series airplanes, resolution = 1.18% (0.703°>0.120°).

6

For A330/A340 series airplanes, resolution=0.783% (0.352°>0.090°).

7

For A330/A340 series airplanes, aileron resolution = 0.704% (0.352°>0.100°). For A330/A340 series

airplanes, spoiler resolution = 1.406% (0.703°>0.100°).

8

For A330/A340 series airplanes, resolution=0.30% (0.176°>0.12°).

For A330/A340 series airplanes, seconds per sampling interval=1.

9

For B–717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g.

10For A330/A340 series airplanes, resolution=1.05% (0.250°>0.120°).

11For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°). For A300 B2/B4 series airplanes,

resolution = 0.92% (0.230°>0.125°).

12For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703°>0.100°).

13For A330/A340 series airplanes, resolution=0.5°C.

14For Dassault F900C/F900EX airplanes, Radio altitude resolution = 1.25 ft.

15For A330/A340 series airplanes, resolution = 0.352 degrees.

16For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes,

resolution is 3.27% of full range for throttle lever angle (TLA); for reverse thrust, reverse throttle lever

angle (RLA) resolution is nonlinear over the active reverse thrust range, which is 51.54 degrees to 96.14

degrees. The resolved element is 2.8 degrees uniformly over the entire active reverse thrust range, or 2.9%

of the full range value of 96.14 degrees.

17For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%.

18For all aircraft manufactured on or after December 6, 2010, the seconds per sampling interval is 0.125.

Each input must be recorded at this rate. Alternately sampling inputs (interleaving) to meet this sampling

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interval is prohibited.

19For 737 model airplanes manufactured between August 19, 2000 and April 6, 2010: the seconds per

sampling interval is 0.5 per control input; the remarks regarding the sampling rate do not apply; a single

control wheel force transducer installed on the left cable control is acceptable provided the left and right

control wheel positions also are recorded.

[Doc. No. 28109, 62 FR 38382, July 17, 1997; 62 FR 48135, Sept. 12, 1997, as amended by Amdt.

121–271, 64 FR 46120, Aug. 24, 1999; Amdt. 121–278, 65 FR 51745, Aug. 24, 2000; 65 FR 81733, Dec.

27, 2000; Amdt. 121–292, 67 FR 54323, Aug. 21, 2002; Amdt. 121–300, 68 FR 42936, July 18, 2003; 68

FR 50069, Aug. 20, 2003; 68 FR 53877, Sept. 15, 2003; 70 FR 41134, July 18, 2005; Amdt. 125–54, 73 FR

12566, Mar. 7, 2008; Amdt. 121–338, 73 FR 12566, Mar. 7, 2008; Amdt. 121–342, 73 FR 73179, Dec. 2,

2008; Amdt. 121–349, 75 FR 17046, Apr. 5, 2010; Amdt. 121–347, 75 FR 7356, Feb. 19, 2010]

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