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Efforts to learn the reasons why these apparent errors in behavior or performance occur have been largely speculative until Flight Data Recorders and Cockpit Voice Recorders became available in large transport aircraft. Two accidents are examined in which the data provided by the aircraft recorders were employed to explain the underlying reasons for the sequence of events that culminated in the accidents. ...Two accidents are examined in which the data provided by the aircraft recorders were employed to explain the underlying reasons for the sequence of events that culminated in the accidents. ...It is concluded that aircraft recorders are essential basic tools of the human performance investigator requiring quality, dependability and state-of-the-art equipment to refine the investigative methodology of human performance investigations.

This AS covers ULD utilized in finding flight data recorders, cockpit voice recorders or aircraft. Such ULDs are installed adjacent to the recorders in a manner that they are unlikely to become separated during crash conditions.

On the cybersecurity front, EASA has issued a new notice of proposed amendment (NPA) related to an earlier RTCA document, DO-326A, which came out in 2014. Because DO-326A wasn’t tied to any regulation, it hasn’t been widely implemented since its introduction. Recent incidents have increased a focus on DO-326A, including an incident last year, during which an airline passenger on board a major international carrier, unwisely thought it would be funny to rename his iPhone’s personal wi-fi hot-spot account, “Bomb Onboard.”

This Characteristic provides the definitions for the physical form and fit dimensions, the electrical interfaces, and the functions of an independent power supply for cockpit voice recorders or crash survivable recorders that combine voice with other recording functions. The RIPS is used to provide backup power that is independent of the aircraft generated power buses.

The new flight recorders device will meet an upcoming 2021 European Aviation Safety Agency (EASA) mandate requiring aircraft to store a minimum of 25 hours of voice recordings.

This standard covers three (3) basic types of flight recorders as defined below: All requirements specified in Sections 3, 4, 5, 6 and 7 of this standard shall be applicable to all recorder types unless otherwise noted. ...This standard covers three (3) basic types of flight recorders as defined below: All requirements specified in Sections 3, 4, 5, 6 and 7 of this standard shall be applicable to all recorder types unless otherwise noted.

A standardized data format will reduce the variety of readout equipment required for airborne recorder data transcription. This document defines the detailed architecture of the Recorder Standard Output (RSO) file. ...This structure is intended for use with all civil recorders and should support use with military recorders....This document defines the characteristics necessary to standardize the airborne recorder download file format in order to facilitate data import, transcription, and exchange. A standardized data format will reduce the variety of readout equipment required for airborne recorder data transcription.

This Characteristic provides guidance for the development and installation of a new generation of Cockpit Voice Recorders (CVRs) using solid-state memory. This document supersedes the earlier ARINC Characteristic 557. ...ARINC 757A recorders are not required to have FDR capability. " The time correlation requirement was revised to specify that the CVR should receive its time signal from the same source as the Flight Data Recorder (FDR). " The OMS interface was updated to describe the correct ARINC 429 Sign Status Matrix (SSM) encoding for new CVR designs. ...ARINC 757A recorders are not required to have FDR capability. " The time correlation requirement was revised to specify that the CVR should receive its time signal from the same source as the Flight Data Recorder (FDR). " The OMS interface was updated to describe the correct ARINC 429 Sign Status Matrix (SSM) encoding for new CVR designs.

This document provides design guidance for the development and installation of Flight Data Recorders (FDR) which may utilize solid state memory and which may employ some means of data compression. ...The Flight Data Recorder will be utilized with a Flight Data Acquisition Unit (FDAU) (ARINC Characteristic 573) or a Digital Flight Data Acquisition Unit (DFDAU) (ARINC Characteristic 717) to accommodate mandatory flight data recording and other flight data acquisition needs.

The FRED specification is an expansion of the Flight Recorder Configuration Standard (FRCS) and is intended to provide guidelines for software systems designers and developers of ground support equipment for flight data recorders. ...The FRED specification is an expansion of the Flight Recorder Configuration Standard (FRCS) and is intended to provide guidelines for software systems designers and developers of ground support equipment for flight data recorders. The FRED specification has been developed to facilitate the exchange of Flight Data Recorder (FDR) documentation between aircraft manufacturers, operators, and government agencies. ...The FRED specification has been developed to facilitate the exchange of Flight Data Recorder (FDR) documentation between aircraft manufacturers, operators, and government agencies. This specification addresses the ARINC Specification 664: Part 7, Avionics Full Duplex Switched Ethernet in numerous sections.

This document provides guidance for the development and installation of a Cockpit Voice Recorders (CVR) with solid-state memory. Supplement 6 provides the following: " The optional interfaces to data link services and On-Board Maintenance System (OMS) were revised to clarify that if the optional interface is implemented, then it shall be implemented in a specific way. " The power input section was revised to clarity the need for the CVR to be designed to accept 115 Vac power and 28 Vdc power from the aircraft. " The time correlation requirement was revised to specify that the CVR should receive its time signal from the same source as the Flight Data Recorder (FDR). " The OMS interface was updated to describe the correct ARINC 429 Sign Status Matrix (SSM) encoding for new CVR designs. ...Supplement 6 provides the following: " The optional interfaces to data link services and On-Board Maintenance System (OMS) were revised to clarify that if the optional interface is implemented, then it shall be implemented in a specific way. " The power input section was revised to clarity the need for the CVR to be designed to accept 115 Vac power and 28 Vdc power from the aircraft. " The time correlation requirement was revised to specify that the CVR should receive its time signal from the same source as the Flight Data Recorder (FDR). " The OMS interface was updated to describe the correct ARINC 429 Sign Status Matrix (SSM) encoding for new CVR designs.

Maintenance and diagnostics recorders are not considered within the scope of this document. (See ARP1587, “Aircraft Gas Turbine Engine Monitoring System Guide”.)

Fifteen American Airlines BAC 1-11 airplanes have been equipped with electronic engine maintenance recorders for the purpose of evaluating the feasibility and merits of automatic maintenance recording on air transport aircraft. ...The maintenance recorder system and method of data reduction are briefly described. The experience gained to date from this program is portrayed.

This AS covers Underwater Locating Devices (ULD) to assist in finding flight recorders, cockpit recorders or aircraft or both. Such ULDs are to be installed adjacent to the recorders in a manner that they are unlikely to become separated during crash conditions. ...Such ULDs are to be installed adjacent to the recorders in a manner that they are unlikely to become separated during crash conditions.

Data obtained from digital flight data recorders are used to assess the actual operational environment of propellers on a fleet of Beech 1900D aircraft in commuter role.

American Airlines is implementing three basic programs in the flight performance area in an effort to reduce risks: centralized flight training, line flying checks in the hands of Flight Standards superintendents, and routine surveillance of operations by use of flight performance recorders and accompanying computer programs.

Frequency response requirements are described in relation to accelerometers and galvonometer recorders and filters. The paper also includes a review of shock transducers and their calibration.

A program is described in which statistical flight loads and operating practice data for airline transports in current operations are obtained from existing onboard digital flight data recorders. These data, primarily intended for use by manufacturers in updating design criteria, were obtained from narrow-body and wide-body jets.

The airspeed increases which appear on all flight data recorders of aircraft which crashed in microburst wind shears are examined. Two reasons for these airspeed increases are suggested which contradict previous analysis.

Contents: The Sailplane in Still Air Units, and Some Basic Ideas Wings and Winglets The Drag of a Sailplane The Equations of Motion Instruments for Soaring Flight Instruments for Soaring Flight Other Instruments The Sailplane in the Atmosphere The Sailplane in the Atmosphere Flying in Thermals: The Classical Analysis Some Ideas on the Practice of Cross-Country Flying More Advanced Ideas on Cross-Country Flying Optimisations in General The Effects of Wind The Effect of Centre of Gravity Position A Brief Note on Computers, Flight Data Recorders, GPS, etc.