Source: http://www.law.cornell.edu/cfr/text/14/part-135/appendix-F
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14 CFR Part 135, Appendix F to Part 135 - Airplane Flight Recorder Specification | LII / Legal Information Institute
CFR › Title 14 › Chapter I › Subchapter G › Part 135 › Appendix F 14 CFR Part 135, Appendix F to Part 135 - Airplane Flight Recorder Specification
Pt. 135, App. F
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.
10 For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°).
11 For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°). For A300 B2/B4 series airplanes, resolution = 0.92% (0.230°>0.125°).
12 For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703°>0.100°).
13 For A330/A340 series airplanes, resolution = 0.5 °C.
14 For Dassault F900C/F900EX airplanes, Radio Altitude resolution = 1.25 ft.
15 For A330/A340 series airplanes, resolution = 0.352 degrees.
16 For 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.
17 For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%.
18- For 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 interval is prohibited.
1. Time or Relative Time Counts 1
24 Hrs, 0 to 4095
UTC time preferred when available. Counter 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)
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 Vso≢ and Vso to 1.2 V.D
±5% and ±3%
4. Heading (Primary flight crew reference)
0−360° and Discrete “true” or “mag”
When true or magnetic heading can be selected as the primary heading reference, a discrete indicating selection must be recorded.
5. Normal Acceleration (Vertical) 9
6. Pitch Attitude
1 or 0.25 for airplanes operated under § 135.152(j)
A sampling rate of 0.25 is recommended.
7. Roll Attitude 2
1 or 0.5 0.5 airplanes operated under § 135.152(j)
A sampling rate of 0.5 is recommended.
8. Manual Radio Transmitter Keying or CVR/DFDR synchronization reference
On-Off (Discrete)None
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
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”
11. Longitudinal Acceleration
0.004g.
12a. Pitch control(s) position (nonfly-by-wire systems) 18
± 2° unless higher accuracy uniquely required
0.5 or 0.25 for airplanes operated under § 135.152(j)
0.5% 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.
12b. Pitch control(s) position (fly-by-wire systems) 3 18
0.2% of full range
13a. Lateral control position(s) (nonfly-by-wire) 18
13b. Lateral control position(s) (fly-by-wire) 4 18
14a. Yaw control position(s) (nonfly-by-wire) 5 18
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 of 0.5 or 0.25, as applicable.
14b. Yaw control position(s) (fly-by-wire) 18
15. Pitch control surface(s) position 6 18
0.5 or 0.25 for airplanes operated under § 135.152(j).
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 to produce the sampling interval of 0.5 or 0.25, as applicable.
16. Lateral control surface(s) position 7 18
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 8 18
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
19. Pitch Trim Surface Position
±3° Unless Higher Accuracy Uniquely Required
0.6% of full range
20. Trailing Edge Flap or Cockpit Control Selection 10
Full Range or Each Position (discrete)
Flap position and cockpit control may each be sampled alternately at 4 second intervals, to give a data point every 2 seconds.
21. Leading Edge Flap or Cockpit Control Selection 11
±3° or as Pilot's Indicator and sufficient to determine each discrete position
Left and right sides, of flap position and cockpit control may each be sampled at 4 second intervals, so as to give a data point to every 2 seconds.
22. Each Thrust reverser Position (or equivalent for propeller airplane)
1 (per engine
Turbo-jet—2 discretes enable the 3 states to be determinedTurbo-prop—1 discrete
23. Ground Spoiler Position or Speed Brake Selection 12
1 or 0.5 for airplanes operated under § 135.152(j)
24. Outside Air Temperature or Total Air Temperature 13
25. Autopilot/Autothrottle/AFCS Mode and Engagement Status
A suitable combination of discretes
Discretes should show which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft.
26. Radio Altitude 14
1 ft 5% above 500 ft
For autoland/category 3 operations. Each radio altimeter should be recorded, but arranged so that at least one is recorded each second.
27. Localizer Deviation, MLS Azimuth, or GPS Lateral Deviation
±400 Microamps or available sensor range as installed ±62°
As installed ±3% recommended.
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 installed0.9 to 30°
As installed ±3% recommended
29. Marker Beacon Passage
A single discrete is acceptable for all markers.
30. Master Warning
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)
2 or 0.5 for airplanes operated under § 135.152(j)
If left and right sensors are available, each may be recorded at 4 or 1 second intervals, as 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”
0.5% of full range.
34. Groundspeed
Most Accurate Systems Installed
0.2% of full range.
35. GPWS (ground proximity warning system)
Discrete “warning” or “off”
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
A suitable combination of discretes should be recorded.
37. Drift Angle 15
38. Wind Speed and Direction
1 knot, and 1.0°.
39. Latitude and Longitude
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”
A suitable combination of discretes to determine activation.
41. Windshear Detection
42. Throttle/power lever position 16
1 for each lever
2% of full range
For airplanes with non-mechanically linked cockpit engine controls.
43. Additional Engine Parameters
Each engine each second
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)
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
46. Nav 1 and 2 Selected Frequency
Sufficient to determine selected frequency.
47. Selected barometric setting
(1 per 64 sec.)
48. Selected altitude
49. Selected speed
1 knot.
50. Selected Mach
51. Selected vertical speed
100 ft./min.
52. Selected heading
53. Selected flight path
54. Selected decision height
55. EFIS display format
Discrete(s)
Discretes should show the display system status (e.g., off, normal, fail, composite, sector, plan, nav aids, weather radar, range, copy.
56. Multi-function/Engine Alerts Display format
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 comand 17
58. Thrust target
2% of full range.
59. Fuel quantity in CG trim tank
1% of full range.
60. Primary Navigation System Reference
Discrete GPS, INS, VOR/DME, MLS, Loran C, Omega, Localizer Glidescope
A suitable combination of discretes to determine the Primary Navigation System reference.
61. Ice Detection
Discrete “ice” or “no ice”
62. Engine warning each engine vibration
63. Engine warning each engine over temp.
64. Engine warning each engine oil pressure low
65. Engine warning each engine over speed
66. Yaw Trim Surface Position
0.3% of full range.
67. Roll Trim Surface Position
68. Brake Pressure (left and right)
To determine braking effort applied by pilots or by autobrakes.
69. Brake Pedal Application (left and right)
Discrete or Analog “applied” or “off”
±5% (Analog)
To determine braking applied by pilots.
70. Yaw or sideslip angle
71. Engine bleed valve position
Discrete “open” or “closed”
72. De-icing or anti-icing system selection
73. Computed center of gravity
74. AC electrical bus status
Discrete “power” or “off”
75. DC electrical bus status
76. APU bleed valve position
77. Hydraulic Pressure (each system)
78. Loss of cabin pressure
Discrete “loss” or “normal”
79. Computer failure (critical flight and engine control systems)
Discrete “fail” or “normal”
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
Where mechanical means for control inputs are not available, cockpit display trim positions should be recorded.
83. Cockpit trim control input position—roll
0.7% of full range
Where mechanical means for control inputs are not available, cockpit display trim position should be recorded.
84. Cockpit trim control input position—yaw
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
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
87. Ground spoiler position and speed brake selection
88. All cockpit flight control input forces (control wheel, control column, rudder pedal) 18
Full Range Control wheel ± 70 lbs. Control column ± 85 lbs. Rudder pedal ± 165 lbs
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 breakaway 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.
[Doc. No. 28109, 62 FR 38398, July 17, 1997; 62 FR 48135, Sept. 12, 1997; Amdt. 135-85, 67 FR 54323, Aug. 21, 2002; Amdt. 135-89, 68 FR 42939, July 18, 2003; 68 FR 50069, Aug. 20, 2003; Amdt. 135-113, 73 FR 12570, Mar. 7, 2008; Amdt. 135-121, 75 FR 17047, Apr. 5, 2010; Amdt. 135-120, 75 FR 7357, Feb. 19, 2010]