14 C.F.R. Subpart L—Records and Reports
Title 14 - Aeronautics and Space
(a) Each certificate holder shall— (1) Maintain current records of each crewmember that show whether or not that crewmember complies with this chapter (e.g., proficiency checks, airplane qualifications, any required physical examinations, and flight time records); and (2) Record each action taken concerning the release from employment or physical or professional disqualification of any flight crewmember and keep the record for at least 6 months thereafter. (b) Each certificate holder shall maintain the records required by paragraph (a) of this section at its principal operations base, or at another location used by it and approved by the Administrator. (c) Computer record systems approved by the Administrator may be used in complying with the requirements of paragraph (a) of this section. (a) The flight release may be in any form but must contain at least the following information concerning each flight: (1) Company or organization name. (2) Make, model, and registration number of the airplane being used. (3) Date of flight. (4) Name and duty assignment of each crewmember. (5) Departure airport, destination airports, alternate airports, and route. (6) Minimum fuel supply (in gallons or pounds). (7) A statement of the type of operation (e.g., IFR, VFR). (b) The airplane flight release must contain, or have attached to it, weather reports, available weather forecasts, or a combination thereof. (a) The pilot in command of an airplane shall carry in the airplane to its destination the original or a signed copy of the— (1) Load manifest required by §125.383; (2) Flight release; (3) Airworthiness release; and (4) Flight plan, including route. (b) If a flight originates at the principal operations base of the certificate holder, it shall retain at that base a signed copy of each document listed in paragraph (a) of this section. (c) Except as provided in paragraph (d) of this section, if a flight originates at a place other than the principal operations base of the certificate holder, the pilot in command (or another person not aboard the airplane who is authorized by the operator) shall, before or immediately after departure of the flight, mail signed copies of the documents listed in paragraph (a) of this section to the principal operations base. (d) If a flight originates at a place other than the principal operations base of the certificate holder and there is at that place a person to manage the flight departure for the operator who does not depart on the airplane, signed copies of the documents listed in paragraph (a) of this section may be retained at that place for not more than 30 days before being sent to the principal operations base of the certificate holder. However, the documents for a particular flight need not be further retained at that place or be sent to the principal operations base, if the originals or other copies of them have been previously returned to the principal operations base. (e) The certificate holder shall: (1) Identify in its operations manual the person having custody of the copies of documents retained in accordance with paragraph (d) of this section; and (2) Retain at its principal operations base either the original or a copy of the records required by this section for at least 30 days. (a) Each person who takes corrective action or defers action concerning a reported or observed failure or malfunction of an airframe, aircraft engine, propeller, or appliance shall record the action taken in the airplane maintenance log in accordance with part 43 of this chapter. (b) Each certificate holder shall establish a procedure for keeping copies of the airplane maintenance log required by this section in the airplane for access by appropriate personnel and shall include that procedure in the manual required by §125.249. (a) Each certificate holder shall report the occurrence or detection of each failure, malfunction, or defect, in a form and manner prescribed by the Administrator. (b) Each certificate holder shall submit each report required by this section, covering each 24-hour period beginning at 0900 local time of each day and ending at 0900 local time on the next day, to the FAA office in Oklahoma City, Oklahoma. Each report of occurrences during a 24-hour period shall be submitted to the collection point within the next 96 hours. However, a report due on Saturday or Sunday may be submitted on the following Monday, and a report due on a holiday may be submitted on the next work day. [Doc. No. 19779, 45 FR 67235, Oct. 9, 1980, as amended by Amdt. 125–49, 70 FR 76979, Dec. 29, 2005] (a) No certificate holder may operate an airplane after maintenance, preventive maintenance, or alteration is performed on the airplane unless the person performing that maintenance, preventive maintenance, or alteration prepares or causes to be prepared— (1) An airworthiness release; or (2) An entry in the aircraft maintenance records in accordance with the certificate holder's manual. (b) The airworthiness release or maintenance record entry required by paragraph (a) of this section must— (1) Be prepared in accordance with the procedures set forth in the certificate holder's manual; (2) Include a certification that— (i) The work was performed in accordance with the requirements of the certificate holder's manual; (ii) All items required to be inspected were inspected by an authorized person who determined that the work was satisfactorily completed; (iii) No known condition exists that would make the airplane unairworthy; and (iv) So far as the work performed is concerned, the airplane is in condition for safe operation; and (3) Be signed by a person authorized in part 43 of this chapter to perform maintenance, preventive maintenance, and alteration. (c) When an airworthiness release form is prepared, the certificate holder must give a copy to the pilot in command and keep a record of it for at least 60 days. (d) Instead of restating each of the conditions of the certification required by paragraph (b) of this section, the certificate holder may state in its manual that the signature of a person authorized in part 43 of this chapter constitutes that certification. (a) Means for emergency evacuation. Each passenger-carrying landplane emergency exit (other than over-the-wing) that is more that 6 feet from the ground with the airplane on the ground and the landing gear extended must have an approved means to assist the occupants in descending to the ground. The assisting means for a floor level emergency exit must meet the requirements of §25.809(f)(1) of this chapter in effect on April 30, 1972, except that, for any airplane for which the application for the type certificate was filed after that date, it must meet the requirements under which the airplane was type certificated. An assisting means that deploys automatically must be armed during taxiing, takeoffs, and landings. However, if the Administrator finds that the design of the exit makes compliance impractical, the Administrator may grant a deviation from the requirement of automatic deployment if the assisting means automatically erects upon deployment and, with respect to required emergency exits, if an emergency evacuation demonstration is conducted in accordance with §125.189. This paragraph does not apply to the rear window emergency exit of DC–3 airplanes operated with less than 36 occupants, including crewmembers, and less than five exits authorized for passenger use. (b) Interior emergency exit marking. The following must be complied with for each passenger-carrying airplane: (1) Each passenger emergency exit, its means of access, and means of opening must be conspicuously marked. The identity and location of each passenger emergency exit must be recognizable from a distance equal to the width of the cabin. The location of each passenger emergency exit must be indicated by a sign visible to occupants approaching along the main passenger aisle. There must be a locating sign— (i) Above the aisle near each over-the-wing passenger emergency exit, or at another ceiling location if it is more practical because of low headroom; (ii) Next to each floor level passenger emergency exit, except that one sign may serve two such exits if they both can be seen readily from that sign; and (iii) On each bulkhead or divider that prevents fore and aft vision along the passenger cabin, to indicate emergency exits beyond and obscured by it, except that if this is not possible the sign may be placed at another appropriate location. (2) Each passenger emergency exit marking and each locating sign must meet the following: (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the requirements of §25.812(b) of this chapter in effect on April 30, 1972. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts. The colors may be reversed if it increases the emergency illumination of the passenger compartment. However, the Administrator may authorize deviation from the 2-inch background requirements if the Administrator finds that special circumstances exist that make compliance impractical and that the proposed deviation provides an equivalent level of safety. (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, each passenger emergency exit marking and each locating sign must be manufactured to meet the interior emergency exit marking requirements under which the airplane was type certificated. On these airplanes, no sign may continue to be used if its luminescence (brightness) decreases to below 250 microlamberts. (c) Lighting for interior emergency exit markings. Each passenger-carrying airplane must have an emergency lighting system, independent of the main lighting system. However, sources of general cabin illumination may be common to both the emergency and the main lighting systems if the power supply to the emergency lighting system is independent of the power supply to the main lighting system. The emergency lighting system must— (1) Illuminate each passenger exit marking and locating sign; and (2) Provide enough general lighting in the passenger cabin so that the average illumination, when measured at 40-inch intervals at seat armrest height, on the centerline of the main passenger aisle, is at least 0.05 foot-candles. (d) Emergency light operation. Except for lights forming part of emergency lighting subsystems provided in compliance with §25.812(g) of this chapter (as prescribed in paragraph (h) of this section) that serve no more than one assist means, are independent of the airplane's main emergency lighting systems, and are automatically activated when the assist means is deployed, each light required by paragraphs (c) and (h) must comply with the following: (1) Each light must be operable manually and must operate automatically from the independent lighting system— (i) In a crash landing; or (ii) Whenever the airplane's normal electric power to the light is interrupted. (2) Each light must— (i) Be operable manually from the flightcrew station and from a point in the passenger compartment that is readily accessible to a normal flight attendant seat; (ii) Have a means to prevent inadvertent operation of the manual controls; and (iii) When armed or turned on at either station, remain lighted or become lighted upon interruption of the airplane's normal electric power. Each light must be armed or turned on during taxiing, takeoff, and landing. In showing compliance with this paragraph, a transverse vertical separation of the fuselage need not be considered. (3) Each light must provide the required level of illumination for at least 10 minutes at the critical ambient conditions after emergency landing. (e) Emergency exit operating handles. (1) For a passenger-carrying airplane for which the application for the type certificate was filed prior to May 1, 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown by a marking on or near the exit that is readable from a distance of 30 inches. In addition, for each Type I and Type II emergency exit with a locking mechanism released by rotary motion of the handle, the instructions for opening must be shown by— (i) A red arrow with a shaft at least (ii) The word “open” in red letters 1 inch high placed horizontally near the head of the arrow. (2) For a passenger-carrying airplane for which the application for the type certificate was filed on or after May 1, 1972, the location of each passenger emergency exit operating handle and instructions for opening the exit must be shown in accordance with the requirements under which the airplane was type certificated. On these airplanes, no operating handle or operating handle cover may continue to be used if its luminescence (brightness) decreases to below 100 microlamberts. (f) Emergency exit access. Access to emergency exits must be provided as follows for each passenger-carrying airplane: (1) Each passageway between individual passenger areas, or leading to a Type I or Type II emergency exit, must be unobstructed and at least 20 inches wide. (2) There must be enough space next to each Type I or Type II emergency exit to allow a crewmember to assist in the evacuation of passengers without reducing the unobstructed width of the passageway below that required in paragraph (f)(1) of this section. However, the Administrator may authorize deviation from this requirement for an airplane certificated under the provisions of part 4b of the Civil Air Regulations in effect before December 20, 1951, if the Administrator finds that special circumstances exist that provide an equivalent level of safety. (3) There must be access from the main aisle to each Type III and Type IV exit. The access from the aisle to these exits must not be obstructed by seats, berths, or other protrusions in a manner that would reduce the effectiveness of the exit. In addition— (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the access must meet the requirements of §25.813(c) of this chapter in effect on April 30, 1972; and (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the access must meet the emergency exit access requirements under which the airplane was certificated. (4) If it is necessary to pass through a passageway between passenger compartments to reach any required emergency exit from any seat in the passenger cabin, the passageway must not be obstructed. However, curtains may be used if they allow free entry through the passageway. (5) No door may be installed in any partition between passenger compartments. (6) If it is necessary to pass through a doorway separating the passenger cabin from other areas to reach any required emergency exit from any passenger seat, the door must have a means to latch it in open position, and the door must be latched open during each takeoff and landing. The latching means must be able to withstand the loads imposed upon it when the door is subjected to the ultimate interia forces, relative to the surrounding structure, listed in §25.561(b) of this chapter. (g) Exterior exit markings. Each passenger emergency exit and the means of opening that exit from the outside must be marked on the outside of the airplane. There must be a 2-inch colored band outlining each passenger emergency exit on the side of the fuselage. Each outside marking, including the band, must be readily distinguishable from the surrounding fuselage area by contrast in color. The markings must comply with the following: (1) If the reflectance of the darker color is 15 percent or less, the reflectance of the lighter color must be at least 45 percent. “Reflectance” is the ratio of the luminous flux reflected by a body to the luminous flux it receives. (2) If the reflectance of the darker color is greater than 15 percent, at least a 30 percent difference between its reflectance and the reflectance of the lighter color must be provided. (3) Exits that are not in the side of the fuselage must have the external means of opening and applicable instructions marked conspicuously in red or, if red is inconspicuous against the background color, in bright chrome yellow and, when the opening means for such an exit is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side. (h) Exterior emergency lighting and escape route. (1) Each passenger-carrying airplane must be equipped with exterior lighting that meets the following requirements: (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of §25.812(f) and (g) of this chapter in effect on April 30, 1972. (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the exterior emergency lighting requirements under which the airplane was type certificated. (2) Each passenger-carrying airplane must be equipped with a slip-resistant escape route that meets the following requirements: (i) For an airplane for which the application for the type certificate was filed prior to May 1, 1972, the requirements of §25.803(e) of this chapter in effect on April 30, 1972. (ii) For an airplane for which the application for the type certificate was filed on or after May 1, 1972, the slip-resistant escape route requirements under which the airplane was type certificated. (i) Floor level exits. Each floor level door or exit in the side of the fuselage (other than those leading into a cargo or baggage compartment that is not accessible from the passenger cabin) that is 44 or more inches high and 20 or more inches wide, but not wider than 46 inches, each passenger ventral exit (except the ventral exits on M–404 and CV–240 airplanes) and each tail cone exit must meet the requirements of this section for floor level emergency exits. However, the Administrator may grant a deviation from this paragraph if the Administrator finds that circumstances make full compliance impractical and that an acceptable level of safety has been achieved. (j) Additional emergency exits. Approved emergency exits in the passenger compartments that are in excess of the minimum number of required emergency exits must meet all of the applicable provisions of this section except paragraph (f), (1), (2), and (3) and must be readily accessible. (k) On each large passenger-carrying turbojet-powered airplane, each ventral exit and tailcone exit must be— (1) Designed and constructed so that it cannot be opened during flight; and (2) Marked with a placard readable from a distance of 30 inches and installed at a conspicuous location near the means of opening the exit, stating that the exit has been designed and constructed so that it cannot be opened during flight. (a) Aborted takeoff demonstration. (1) The demonstration must be conducted either during the dark of the night or during daylight with the dark of the night simulated. If the demonstration is conducted indoors during daylight hours, it must be conducted with each window covered and each door closed to minimize the daylight effect. Illumination on the floor or ground may be used, but it must be kept low and shielded against shining into the airplane's windows or doors. (2) The airplane must be in a normal ground attitude with landing gear extended. (3) Stands or ramps may be used for descent from the wing to the ground. Safety equipment such as mats or inverted life rafts may be placed on the ground to protect participants. No other equipment that is not part of the airplane's emergency evacuation equipment may be used to aid the participants in reaching the ground. (4) The airplane's normal electric power sources must be deenergized. (5) All emergency equipment for the type of passenger-carrying operation involved must be installed in accordance with the certificate holder's manual. (6) Each external door and exit and each internal door or curtain must be in position to simulate a normal takeoff. (7) A representative passenger load of persons in normal health must be used. At least 30 percent must be females. At least 5 percent must be over 60 years of age with a proportionate number of females. At least 5 percent, but not more than 10 percent, must be children under 12 years of age, prorated through that age group. Three life-size dolls, not included as part of the total passenger load, must be carried by passengers to simulate live infants 2 years old or younger. Crewmembers, mechanics, and training personnel who maintain or operate the airplane in the normal course of their duties may not be used as passengers. (8) No passenger may be assigned a specific seat except as the Administrator may require. Except as required by item (12) of this paragraph, no employee of the certificate holder may be seated next to an emergency exit. (9) Seat belts and shoulder harnesses (as required) must be fastened. (10) Before the start of the demonstration, approximately one-half of the total average amount of carry-on baggage, blankets, pillows, and other similar articles must be distributed at several locations in the aisles and emergency exit access ways to create minor obstructions. (11) The seating density and arrangement of the airplane must be representative of the highest capacity passenger version of that airplane the certificate holder operates or proposes to operate. (12) Each crewmember must be a member of a regularly scheduled line crew, must be seated in that crewmember's normally assigned seat for takeoff, and must remain in that seat until the signal for commencement of the demonstration is received. (13) No crewmember or passenger may be given prior knowledge of the emergency exits available for the demonstration. (14) The certificate holder may not practice, rehearse, or describe the demonstration for the participants nor may any participant have taken part in this type of demonstration within the preceding 6 months. (15) The pretakeoff passenger briefing required by §125.327 may be given in accordance with the certificate holder's manual. The passengers may also be warned to follow directions of crewmembers, but may not be instructed on the procedures to be followed in the demonstration. (16) If safety equipment as allowed by item (3) of this section is provided, either all passenger and cockpit windows must be blacked out or all of the emergency exits must have safety equipment to prevent disclosure of the available emergency exits. (17) Not more than 50 percent of the emergency exits in the sides of the fuselage of an airplane that meet all of the requirements applicable to the required emergency exits for that airplane may be used for the demonstration. Exits that are not to be used in the demonstration must have the exit handle deactivated or must be indicated by red lights, red tape or other acceptable means, placed outside the exits to indicate fire or other reason that they are unusable. The exits to be used must be representative of all of the emergency exits on the airplane and must be designated by the certificate holder, subject to approval by the Administrator. At least one floor level exit must be used. (18) All evacuees, except those using an over-the-wing exit, must leave the airplane by a means provided as part of the airplane's equipment. (19) The certificate holder's approved procedures and all of the emergency equipment that is normally available, including slides, ropes, lights, and megaphones, must be fully utilized during the demonstration. (20) The evacuation time period is completed when the last occupant has evacuated the airplane and is on the ground. Evacuees using stands or ramps allowed by item (3) above are considered to be on the ground when they are on the stand or ramp: Provided, That the acceptance rate of the stand or ramp is no greater than the acceptance rate of the means available on the airplane for descent from the wing during an actual crash situation. (b) Ditching demonstration. The demonstration must assume that daylight hours exist outside the airplane and that all required crewmembers are available for the demonstration. (1) If the certificate holder's manual requires the use of passengers to assist in the launching of liferafts, the needed passengers must be aboard the airplane and participate in the demonstration according to the manual. (2) A stand must be placed at each emergency exit and wing with the top of the platform at a height simulating the water level of the airplane following a ditching. (3) After the ditching signal has been received, each evacuee must don a life vest according to the certificate holder's manual. (4) Each liferaft must be launched and inflated according to the certificate holder's manual and all other required emergency equipment must be placed in rafts. (5) Each evacuee must enter a liferaft and the crewmembers assigned to each liferaft must indicate the location of emergency equipment aboard the raft and describe its use. (6) Either the airplane, a mockup of the airplane, or a floating device simulating a passenger compartment must be used. (i) If a mockup of the airplane is used, it must be a life-size mockup of the interior and representative of the airplane currently used by or proposed to be used by the certificate holder and must contain adequate seats for use of the evacuees. Operation of the emergency exits and the doors must closely simulate that on the airplane. Sufficient wing area must be installed outside the over-the-wing exits to demonstrate the evacuation. (ii) If a floating device simulating a passenger compartment is used, it must be representative, to the extent possible, of the passenger compartment of the airplane used in operations. Operation of the emergency exits and the doors must closely simulate operation on that airplane. Sufficient wing area must be installed outside the over-the-wing exits to demonstrate the evacuation. The device must be equipped with the same survival equipment as is installed on the airplane, to accommodate all persons participating in the demonstration. If certification with ice protection provisions is desired, compliance with the following must be shown: (a) The recommended procedures for the use of the ice protection equipment must be set forth in the Airplane Flight Manual. (b) An analysis must be performed to establish, on the basis of the airplane's operational needs, the adequacy of the ice protection system for the various components of the airplane. In addition, tests of the ice protection system must be conducted to demonstrate that the airplane is capable of operating safely in continuous maximum and intermittent maximum icing conditions as described in appendix C of part 25 of this chapter. (c) Compliance with all or portions of this section may be accomplished by reference, where applicable because of similarity of the designs, to analyses and tests performed by the applicant for a type certificated model. [Doc. No. 25530, 53 FR 26150, July 11, 1988; 53 FR 30906, Aug. 16, 1988] [Doc. No. 28109, 62 FR 38390, July 17, 1997; 62 FR 48135, Sept. 12, 1997, as amended by Amdt. 125–32, 64 FR 46121, Aug. 24, 1999; 65 FR 2295, Jan. 14, 2000; Amdt. 125–32, 65 FR 2295, Jan. 14, 2000; Amdt. 125–34, 65 FR 51745, Aug. 24, 2000; 65 FR 81735, Dec. 27, 2000; Amdt. 125–39, 67 FR 54323, Aug. 21, 2002; Amdt. 125–42, 68 FR 42937, July 18, 2003; 68 FR 50069, Aug. 20, 2003; 68 FR 53877, Sept. 15, 2003]
Title 14: Aeronautics and Space
PART 125—CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT
Subpart L—Records and Reports
§ 125.401 Crewmember record.
§ 125.403 Flight release form.
§ 125.405 Disposition of load manifest, flight release, and flight plans.
§ 125.407 Maintenance log: Airplanes.
§ 125.409 Service difficulty reports.
§ 125.411 Airworthiness release or maintenance record entry.
Appendix A to Part 125—Additional Emergency Equipment
Appendix B to Part 125—Criteria for Demonstration of Emergency Evacuation Procedures Under §125.189
Appendix C to Part 125—Ice Protection
Appendix D to Part 125—Airplane Flight Recorder Specification
---------------------------------------------------------------------------------------------------------------- Accuracy sensor Parameters Range input to DFDR Sampling interval Resolution \4\ readout (per second) read out----------------------------------------------------------------------------------------------------------------Time (GMT or Frame Counter) 24 Hrs............ ±0.125% Per 0.25 (1 per 4 1 sec. (range 0 to 4095, sampled 1 per Hour. seconds). frame).Altitude........................ -1,000 ft to max ±100 to 1................. 5[foot] to certificated ±700 ft 35[foot] \1\ altitude of (See Table 1, TSO- aircraft. C51a).Airspeed........................ 50 KIAS to Vso, ±5%, 1................. 1 kt. and Vso to 1.2 VD. ±3%.Heading......................... 360°.......... ±2°.... 1................. 0.5°Normal Acceleration (Vertical).. -3g to +6g........ ±1% of max 8................. 0.01g. range excluding datum error of ±5%.Pitch Attitude.................. ±75°... ±2°.... 1................. 0.5°.Roll Attitude................... ±180°.. ±2°.... 1................. 0.5°.Radio Transmitter Keying........ On-Off (Discrete). .................. 1................. ..................Thrust/Power on Each Engine..... Full range forward ±2%........ 1................. 0.2% \2\Trailing Edge Flap or Cockpit Full range or each ±3° or 0.5............... 0.5% \2\ Control Selection. discrete position. as pilot's Indicator.Leading Edge Flap or Cockpit Full range or each ±3° or 0.5............... 0.5% \2\ Control Selection. discrete position. as pilot's indicator.Thrust Reverser Position........ Stowed, in .................. 1 (per 4 seconds .................. transit, and per engine). reverse (Discrete).Ground Spoiler Position/Speed Full range or each ±2% unless 1................. 0.2% \2\. Brake Selection. discrete position. higher accuracy uniquely required.Marker Beacon Passage........... Discrete.......... .................. 1................. ..................Autopilot Engagement............ Discrete.......... .................. 1................. ..................Longitudinal Acceleration....... ±1g........ ±1.5% max 4................. 0.01g range excluding datum error of ±5%.Pilot Input and/or Surface Full range........ ±2° 1................. 0.2% \2\. Position-Primary Controls unless higher (Pitch, Roll, Yaw) \3\. accuracy uniquely required.Lateral Acceleration............ ±1g........ ±1.5% max 4................. 0.01g. range excluding datum error of ±5%.Pitch Trim Position............. Full range........ ±3% unless 1................. 0.3% \2\ higher accuracy uniquely required.Glideslope Deviation............ ±400 ±3%........ 1................. 0.3% \2\ Microamps.Localizer Deviation............. ±400 ±3%........ 1................. 0.3% \2\. Microamps.AFCS Mode and Engagement Status. Discrete.......... .................. 1................. ..................Radio Altitude.................. -20 ft to 2,500 ft ±2 Ft or .................. 1 ft + 5% \2\ ±3% above 500[foot]. Whichever is Greater Below 500 Ft and ±5% Above 500 Ft.Master Warning.................. Discrete.......... .................. 1................. ..................Main Gear Squat Switch Status... Discrete.......... .................. 1................. ..................Angle of Attack (if recorded As installed...... As installed...... 2................. 0.3% \2\. directly).Outside Air Temperature or Total -50° C to ±2° C.. 0.5............... 0.3° C Air Temperature. +90° C.Hydraulics, Each System Low Discrete.......... .................. 0.5............... or 0.5% \2\. Pressure.Groundspeed..................... As Installed...... Most Accurate 1................. 0.2% \2\. Systems Installed (IMS Equipped Aircraft Only).---------------------------------------------------------------------------------------------------------------- If additional recording capacity is available, recording of the following parameters is recommended. The parameters are listed in order of significance:----------------------------------------------------------------------------------------------------------------Drift Angle..................... When available. As As installed...... 4................. .................. installed.Wind Speed and Direction........ When available. As As installed...... 4................. .................. installed.Latitude and Longitude.......... When available. As As installed...... 4................. .................. installed.Brake pressure/Brake pedal As installed...... As installed...... 1................. .................. position.Additional engine parameters: EPR......................... As installed...... As installed...... 1 (per engine).... .................. N \1\....................... As installed...... As installed...... 1 (per engine).... .................. N \2\....................... As installed...... As installed...... 1 (per engine).... .................. EGT......................... As installed...... As installed...... 1 (per engine).... ..................Throttle Lever Position......... As installed...... As installed...... 1 (per engine).... ..................Fuel Flow....................... As installed...... As installed...... 1 (per engine).... ..................TCAS: TA.......................... As installed...... As installed...... 1................. .................. RA.......................... As installed...... As installed...... 1................. .................. Sensitivity level (as As installed...... As installed...... 2................. .................. selected by crew).GPWS (ground proximity warning Discrete.......... .................. 1................. .................. system).Landing gear or gear selector Discrete.......... .................. 0.25 (1 per 4 .................. position. seconds).DME 1 and 2 Distance............ 0-200 NM;......... As installed...... 0.25.............. 1 mi.Nav 1 and 2 Frequency Selection. Full range........ As installed...... 0.25.............. ..................----------------------------------------------------------------------------------------------------------------\1\ When altitude rate is recorded. Altitude rate must have sufficient resolution and sampling to permit the derivation of altitude to 5 feet.\2\ Percent of full range.\3\ For airplanes that can demonstrate the capability of deriving either the control input on control movement (one from the other) for all modes of operation and flight regimes, the ``or'' applies. For airplanes with non- mechanical control systems (fly-by-wire) the ``and'' applies. In airplanes with split surfaces, suitable combination of inputs is acceptable in lieu of recording each surface separately.\4\ This column applies to aircraft manufactured after October 11, 1991.
Appendix E to Part 125—Airplane Flight Recorder Specifications
The recorded values must meet the designated range, resolution, and accuracy requirements during dynamic and static conditions. All data recorded must be correlated in time to within one second.-------------------------------------------------------------------------------------------------------------------------------------------------------- Accuracy (sensor Seconds per sampling Parameters Range input) interval Resolution Remarks--------------------------------------------------------------------------------------------------------------------------------------------------------1. Time or Relative Times 24 Hrs, 0 to 4095..... ±0.125% Per 4.................... 1 sec................ UTC time preferred Counts.\1\. Hour. when available. Count increments each 4 seconds of system operation.2. Pressure Altitude............... -1000 ft to max ±100 to 1.................... 5[foot] to 35[foot].. Data should be certificated altitude ±700 ft (see obtained from the of aircraft. +5000 ft. table, TSO C124a or air data computer TSO C51a). when practicable.3. Indicated airspeed or Calibrated 50 KIAS or minimum ±5% and 1.................... 1 kt................. Data should be airspeed. value to Max Vso, to ±3%. obtained from the 1.2 V.D. air data computer when practicable.4, Heading (Primary flight crew 0-360° and ±2°........ 1.................... 0.5°............. When true or magnetic reference). Discrete ``true'' or heading can be ``mag''. selected as the primary heading reference, a discrete indicating selection must be recorded.5. Normal Acceleration (Vertical) -3g to +6g............ ±1% of max 0.125................ 0.004g. \9\. range excluding datum error of ±5%.6. Pitch Attitude.................. ±75°....... ±2°........ 1 or 0.25 for 0.5°............. A sampling rate of airplanes operated 0.25 is recommended. under § 125.226(f).7. Roll Attitude \2\............... ±180°...... ±2°........ 1 or 0.5 for 0.5°............. A sampling rate of airplanes operated 0.5 is recommended. under § 121.344(f).8. Manual Radio Transmitter Keying On-Off (Discrete) ...................... 1.................... ..................... Preferably each crew or CVR/DFDR synchronization None.................. member but onereference.......................... 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 Full Range Forward.... ±2%............ 1 (per engine)....... 0.3% of full range... Sufficient parameters engine_primary flight crew (e.g., EPR, N1 or reference. 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 ...................... 1. ..................... ``off''.11. Longitudinal Acceleration...... ±1g............ ±1.5% max. 0.25................. 0.004g. ..................... range excluding datum error of ±5%.12a. Pitch Control(s) position (non- Full Range............ ±2% Unless 0.5 or 0.25 for 0.5% of full range... For airplanes that fly-by-wire systems). Higher Accuracy airplanes operated have a flight Uniquely Required. under § control break away 121.344(f). 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- Full Range............ ±2° Unless 0.5 or 0.25 for 0.2% of full range... ..................... by-wire systems).\3\. Higher Accuracy airplanes operated Uniquely Required. under § 121.344(f).13a. Lateral Control position(s) Full Range............ ±2° Unless 0.5 or 0.25 for 0.2% of full range... For airplanes that (non-fly-by-wire). Higher Accuracy airplanes operated have a flight Uniquely Required. under § control break away 125.226(f). 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) Full Range............ ±2° Unless 0.5 or 0.25 for 0.2% of full range... (fly-by-wire).\4\. Higher Accuracy airplanes operated Uniquely Required. under § 121.344(f).14a. Yaw Control position(s) (non- Full Range............ ±2° Unless 0.5.................. 0.3% of full range... For airplanes that fly-by-wire) \5\. Higher Accuracy have a flight Uniquely Required. control break away 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 0.5.14b. Yaw Control position(s) (fly- Full Range............ ±2° Unless 0.5.................. 0.2% of full range. ..................... by-wire). Higher Accuracy Uniquely Required.15. Pitch Control Surface(s) Full Range............ ±2° Unless 0.5 or 0.25 for 0.3% of full range... For airplanes fitted Position.\6\. Higher Accuracy airplanes operated with multiple or Uniquely Required.. under § split surfaces, a 121.344(f).. 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 0.25.16. Lateral Control Surface(s) Full Range............ ±2° Unless 0.5 or 0.25 for 0.3% of full range... A suitable Position \7\. Higher Accuracy airplanes operated combination of Uniquely Required. under § surface position 121.344(f). 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 0.25.17. Yaw Control Surface(s) Full Range............ ±2° Unless 0.5.................. 0.2% of full range... For airplanes with Position.\8\. Higher Accuracy multiple or split Uniquely Required. 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 sapling interval of 0.5.18. Lateral Acceleration........... ±1g............ ±1.5% max. 0.25................. 0.004g. ..................... range excluding datum error of ±5%.19. Pitch Trim Surface Position.... Full Range............ ±3° Unless 1.................... 0.6% of full range Higher Accuracy Uniquely Required.20. Trailing Edge Flap or Cockpit Full Range or Each ±3° or as 2.................... 0.5% of full range... Flap position and Control Selection.\10\. Position (discrete). Pilot's indicator. cockpit control may each be sampled at 4 second intervals, to give a data point every 2 seconds.21. Leading Edge Flap or Cockpit Full Range or Each ±3° or as 2.................... 0.5% of full range... Left and right sides, Control Selection.\11\. Discrete Position. Pilot's indicator and or flap position and sufficient to cockpit control may determine each each be sampled at 4 discrete position. second intervals, so as to give a data point every 2 seconds.22. Each Thrust Reverser Position Stowed, In Transit, ...................... 1 (per engine)....... ..................... Turbo-jet_2 discretes (or equivalent for propeller and Reverse enable the 3 states airplane). (Discrete). to be determined. Turbo-prop_1 discrete.23. Ground Spoiler Position or Full Range or Each ±2° Unless 1 or 0.5 for 0.5% of full range Speed Brake Selection \12\. Position (discrete). Higher Accuracy airplanes operated Uniquely Required. under § 121.344(f).24. Outside Air Temperature or -50 °C to +90 ±2 °C...... 2.................... 0.3 °C........... Total Air Temperature.\13\. °C.25. Autopilot/Autothrottle/AFCS A suitable combination ...................... 1.................... ..................... Discretes should show Mode and Engagement Status. of discretes. which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft.26. Radio Altitude \14\............ -20 ft to 2,500 ft.... ±2 ft or 1.................... 1 ft +5% Above 500 ft For autoland/category ±3% Whichever 3 operations. Each is Greater Below 500 radio altimeter ft and ±5% should be recorded, above 500 ft. but arranged so that at least one is recorded each second.27. Localizer Deviation, MLS ±400 Microamps As installed. 1.................... 0.3% of full range... For autoland/category Azimuth, or GPS Lateral Deviation. or available sensor ±3%. 3 operations. each range as installed recommended........... system should be ±62°. 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 ±400 Microamps As installed 1.................... 0.3% of full range... For autoland/category Elevation, or GPS Vertical or available sensor ±3%. 3 operations. each Deviation. range as installed. recommended........... system should be 0.9 to recorded but + 30°............. 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 ...................... 1.................... ..................... A single discrete is ``off''. 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 Discrete ``air'' or ...................... 1 (0.25 recommended). ..................... airplane system reference nose or ``ground''. main gear).32. Angle of Attack (If measured As installed.......... As Installed.......... 2 or 0.5 for 0.3% of full range... If left and right directly). airplanes operated sensors are under § available, each may 125.226(f). 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 Discrete or available ±5%............ 2.................... 0.5% of full range. ..................... System. sensor range, ``low'' or ``normal''.34. Groundspeed.................... As Installed.......... Most Accurate Systems 1.................... 0.2% of full range. ..................... Installed.35. GPWS (ground proximity warning Discrete ``warning'' ...................... 1.................... ..................... A suitable system). or ``off''. combination of discretes unless recorder capacity is limited in which case a single discrete for all modes is acceptable.36. Landing Gear Position or Discrete.............. ...................... 4.................... ..................... A suitable Landing gear cockpit control combination of selection. 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 Provided by the installed. Primary Navigation System Reference. Where capacity permits Latitude/ longtitude resolution should be 0.0002°.40. Stick shaker and pusher Discrete(s) ``on'' or ...................... 1.................... ..................... A suitable activation. ``off''. combination of discretes to determine activation.41. WIndshear Detection............ Discrete ``warning'' ...................... 1 ..................... or ``off''.42. Throttle/power lever Full Range............ ±2%............ 1 for each lever..... 2% of full range..... For airplanes with position.\16\. non-mechanically linked cockpit engine controls.43. Additional Engine Parameters... As installed.......... As installed.......... Each engine each 2% of full range..... Where capacity second. 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 Discretes............. As installed.......... 1.................... ..................... A suitable Avoidance System (TCAS). 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 frequency47. 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).56. Multi-function/Engine Alerts Discrete(s)........... ...................... 4.................... ..................... Discretes should show Display format. 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 Discrete GPS, INS, VOR/ ...................... 4.................... ..................... A suitable Reference. DME, MLS, Loran C, combination of Omega, Localizer discrete to Glideslope. determine the Primary Navigation System reference.61. Ice Detection.................. Discrete ``ice'' or ...................... 4.................... ..................... ``no ice''.62. Engine warning each engine Discrete.............. ...................... 1.................... ..................... vibration.63. Engine warning each engine over Discrete.............. ...................... 1.................... ..................... temp.64. Engine warning each engine oil Discrete.............. ...................... 1.................... ..................... pressure low.65. Engine warning each engine over Discrete.............. ...................... 1.................... ..................... speed.66. Yaw Trim Surface Position...... Full Range............ ±3% Unless 2.................... 0.3% of full range... ..................... Higher Accuracy Uniquely Required.67. Roll Trim Surface Position..... Full Range............ ±3% Unless 2.................... 0.3% of full range... ..................... Higher Accuracy Uniquely Required.68. Brake Pressure (left and right) As installed.......... ±5%............ 1.................... ..................... To determine braking effort applied by pilots or by autobrakes.69. Brake Pedal Application (left Discrete or Analog ±5% (Analog)... 1.................... ..................... To determine braking and right). ``applied'' or applied by pilots. ``off''.70. Yaw or sideslip angle.......... Full Range............ ±5%............ 1.................... 0,5°............. .....................71. Engine bleed valve position.... Decrete ``open'' or ...................... 4.................... ..................... ..................... ``closed''.72. De-icing or anti-icing system Discrete ``on'' or ...................... 4.................... ..................... ..................... selection. ``off''.73. Computed center of gravity..... Full Range............ ±5%............ (1 per 64 sec.)...... 1% of full range. .....................74. AC electrical bus status....... Discrete ``power'' or ...................... 4.................... ..................... Each bus. ``off''.75. DC electrical bus status....... Discrete ``power'' or ...................... 4.................... ..................... Each bus. ``off''.76. APU bleed valve position....... Discrete ``open'' or ...................... 4.................... ..................... ``closed.77. Hydraulic Pressure (each Full range............ ±5%............ 2.................... 100 psi. ..................... system).78. Loss of cabin pressure......... Discrete ``loss'' or ...................... 1.................... ..................... ``normal''.79. Computer failure (critical Discrete ``fail'' or ...................... 4.................... ..................... flight and engine control systems). ``normal''.80. Heads-up display (when an Discrete(s) ``on'' or ...................... 4.................... ..................... information source is installed). ``off''.81. Para-visual display (when an Discrete(s) ``on'' or ...................... 1.................... ..................... information source is installed). ``off''.82. Cockpit trim control input Full Range............ ±5%............ 1.................... 0.2% of full range... Where mechanical position_pitch. means for control inputs are not available, cockpit display trim positions should be recorded.83. Cockpit trim control input Full Range............ ±5%............ 1.................... 0.7% of full range... Where mechanical position_roll. means for control inputs are not available, cockpit display trim position should be recorded.84. Cockpit trim control input Full Range............ ±5%............ 1.................... 0.3% of full range... Where mechanical position_yaw. means for control input are not available, cockpit display trim positions should be recorded.85. Trailing edge flap and cockpit Full Range............ ±5%............ 2.................... 0.5% of full range... Trailing edge flaps flap control position. 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 Full Range or Discrete ±5%............ 1.................... 0.5% of full range. ..................... flap control position.87. Ground spoiler position and Full Range or Discrete ±5%............ 0.5.................. 0.3% of full range speed brake selection.88. All cockpit flight control Full Range Control ±5%............ 1.................... 0.3% of full range For fly-by-wire input forces (control wheel, Wheel ±70 lbs flight control control column, rudder pedal). Control Column systems, where ±85 lb Rudder flight control pedal ±165 lbs. 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.--------------------------------------------------------------------------------------------------------------------------------------------------------\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 A330 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%.
