Download the PDF consolidation of Part 125 [PDF 701 KB]
Instruments and equipment required by Subpart F must meet the following specifications and requirements:
(a) A public address system must—
(1) except for handsets, headsets, microphones, selector switches, and signalling devices, be capable of operation independent of the crew member intercom system required by rule 125.365(2); and
(2) be accessible for immediate use from each of two flight crew member stations in the cockpit; and
(3) for each required floor-level passenger emergency exit that has an adjacent flight attendant seat, have a microphone which is readily accessible to the seated flight attendant; and
(4) be capable of operation within 10 seconds by a flight attendant at each of those stations in the passenger compartment from which its use is accessible; and
(5) be understandably audible at all times at all passenger seats, lavatories, flight attendant seats, and work stations.
(b) Notwithstanding paragraph (a)(3) one microphone may serve more than one exit, provided the proximity of the exits allows unassisted verbal communication between seated flight attendants.
A crew-member intercom system must—
(1) except for handsets, headsets, microphones, selector switches, and signalling devices, be capable of operation independent of the public address system required by rule 125.365(1); and
(2) provide a means of two-way communication between all members of the flight crew; and
(3) provide a means of two-way communication between the cockpit and each passenger compartment; and
(4) be accessible for immediate use from each of two flight crew member stations in the cockpit; and
(5) be accessible for use from at least one normal flight-attendant station in each passenger compartment; and
(6) be capable of operation within 10 seconds by a flight attendant at each of those stations in each passenger compartment from which its use is accessible; and
(7) be accessible for use at enough flight attendant stations so that all floor-level emergency exits in each passenger compartment are observable from a station so equipped; and
(8) have an alerting system that—
(i) incorporates aural or visual signals for use by any crew member; and
(ii) has a means for the recipient of a call to determine whether it is a normal call or an emergency call; and
(9) provide a means of two-way communication between ground personnel and any two flight crew members in the cockpit—
(i) when the aeroplane is on the ground; and
(ii) from a location that avoids visible detection from within the aeroplane during the operation of the ground personnel interphone system station.
A cockpit voice recorder must —
(1) meet the requirements of the TSO C123 series; and
(2) be fitted with an underwater locating device that meets the requirements of the TSO C121 series; and
(3) be capable of recording and storing at least the last 2 hours of its operation; and
(4) have an alternate power source that is separate from the power source that normally provides power to the recorder and complies with standard 6.3.2.4.1 of ICAO Annex 6.
A flight data recorder must —
(1) meet the requirements of the TSO C124 series; and
(2) be fitted with an underwater locating device that meets the requirements of the TSO C121 series; and
(3) be of a non-ejectable type and capable of recording and storing at least the last 25 hours of its operation in a digital form; and
(4) except as provided in an MEL, record the parameters as detailed in—
(i) Figure 1; and
(ii) as applicable, Table 1 and Table 2—
of Appendix B.
The third presentation of attitude must be—
(1) operated independently of any other attitude indicating system; and
(2) powered from a source independent of the electrical generating system; and
(3) capable of continuous reliable operation for 30 minutes after total failure of the electrical generating system; and
(4) operative without selection after total failure of the electrical generating system; and
(5) appropriately lighted during all phases of operation.
Weather radar must meet the requirements of the TSO C63 series.
GPWS must meet the requirements of the TSO C92 series.
(a) An AEDRS must electronically record—
(1) the period of time that the engine is running at operating RPM; and
(2) engine parameter data for those engine parameters that are critical to engine performance and condition, as recommended by the engine manufacturer or another organisation acceptable to the Director that has design and maintenance knowledge of the engine type; and
(3) the engine running time during any AEDRS sensing device failure; and
(4) every exceedance of the operating limit associated with each of the parameters recorded under paragraph (a)(2); and
(5) as far as practicable, any occurrence of tampering with any component of the AEDRS.
(b) An AEDRS must—
(1) have sufficient electronic memory to record, between maintenance checks, all the data and occurrences required under paragraph (a); and
(2) store data in a manner that enables trends over time to be electronically established for the engine parameters recorded under paragraph (a)(2); and
(3) include a cockpit caution indication of—
(i) any exceedance of the tolerances on the parameters recorded under paragraph (a)(2); and
(ii) as far as practicable, an AEDRS failure including tampering; and
(4) automatically activate the data recording at the commencement of a start cycle for the engine; and
(5) comply with the environmental conditions specified in RTCA Inc. document number RTCA/DO-160C; and
(6) comply with the software conditions specified in RTCA Inc. document number RTCA/DO-178B; and
(7) identify, as recommended by the AEDRS manufacturer, any components of the propulsion and airframe system it is monitoring; and
(8) be capable of downloading its data to a separate ground based data storage unit.
(a) TAWS Class A must meet the requirements of TSO C151a or TSO C151b for Class A equipment.
(b) TAWS Class B must meet the requirements of TSO C151a or TSO C151b for Class B equipment.
(a) ACAS II must meet the requirements of TSO C119b or TSO C119c.
(b) ACAS is equipment that meets the requirements of TSO C118 or TSO C119a.
(a) Protective breathing equipment must—
(1) meet the requirements of the TSO C99 series or the TSO C116 series; and
(2) provide a breathing gas system that is free from hazards in—
(i) itself; and
(ii) its method of operation; and
(iii) its effect upon other components; and
(3) provide protection for the eyes without unduly restricting vision; and
(4) allow any crew member to—
(i) determine during flight the quantity of breathing gas available in each source of supply unless the gas system uses chemical oxygen generators; and
(ii) use corrective glasses without undue impairment of vision, or loss of protection; and
(iii) communicate using the crew member intercom system; and
(5) allow a flight crew member to communicate using the aeroplane radio; and
(6) supply breathing gas, if necessary, for 15 minutes at a pressure altitude of 8 000 feet.
(b) Protective breathing equipment may also be used to meet the supplemental oxygen requirements of Part 91 provided it meets the oxygen equipment standards.
When reading the parameter specifications from Table 2 the corresponding shaded specification should be chosen for each parameter. This table refers to the FDR requirements of rule 125.369.
Table 1 PDF version [PDF 551 KB]
| (A) | (B) | (C) | (D) | |
| Parameters * if installed |
11 Parameter |
17 Parameter |
18 Parameter |
88 Parameter |
|---|---|---|---|---|
| 1 | Time | Time | Time | Time or Relative time counts |
| 2 | Altitude | Altitude | Airspeed | Pressure Altitude |
| 3 | Airspeed | Airspeed | Altitude | Indicated airspeed or Calibrated airspeed |
| 4 | Vertical acceleration | Vertical acceleration | Heading | Heading (primary flight crew reference) |
| 5 | Heading | Heading | Vertical acceleration | Normal acceleration (vertical) |
| 6 | Time of radio transmission to/from ATC | Time of radio transmission to/from ATC | Longitudinal acceleration | Pitch attitude |
| 7 | Pitch attitude | Pitch attitude | Pitch attitude | Roll attitude |
| 8 | Roll attitude | Roll attitude | Roll attitude | Manual radio transmitter keying or CVR/DFDR synchronisation reference |
| 9 | Longitudinal acceleration | Longitudinal acceleration | Stabiliser trim position OR pitch control position | Thrust/power on each engine (primary flight crew reference) |
| 10 | Control column OR pitch control surface position | Pitch trim position | Fan/N1 speed/ EPR/cockpit indications used for aircraft certification OR prop speed and torque | Autopilot engagement |
| 11 | Thrust of each engine | Control column OR pitch control surface position | Altitude rate1 | Longitudinal acceleration |
| 12 | Control wheel OR lateral control surface position | Angle of attack1 | Pitch control(s) position (non fly-bywire systems) | |
| Pitch control(s) position (fly-by-wire systems) | ||||
| 13 | Rudder pedal OR yaw control surface position | Radio transmitter keying | Lateral control(s) position (non fly-bywire systems) | |
| Lateral control(s) position (fly-by-wire systems) | ||||
| 14 | Thrust of each engine | Trailing edge flaps | Yaw control(s) position (non fly-bywire systems) | |
| Yaw control(s) position (fly-by-wire systems) | ||||
| 15 | Position of each thrust reverser | Leading edge flaps | Pitch control surface(s) position | |
| 16 | Trailing edge flap OR cockpit flap control position | Thrust reverser, each engine | Lateral control surface(s) position | |
| 17 | Leading edge flap OR cockpit flap control position | Spoiler/ speedbrake | Yaw control surface(s) position | |
| 18 | Autopilot engaged | Lateral acceleration | ||
| 19 | Pitch trim surface position | |||
| 20 | Trailing edge flap or cockpit control position | |||
| 21 | Leading edge flap or cockpit control position | |||
| 22 | Each thrust reverser position or equivalent for propeller aeroplane | |||
| 23 | Ground spoiler position or speed brake position | |||
| 24 | Outside air temperature or total air temperature | |||
| 25 | Autopilot/ autothrottle/AFCS mode and engagement status | |||
| 26 | Radio altitude | |||
| 27 | Localiser deviation or MLS azimuth | |||
| 28 | Glideslope deviation or MLS elevation | |||
| 29 | Marker beacon passage | |||
| 30 | Master warning | |||
| 31 | Air/ground sensor (primary aeroplane sensor, nose, or main gear) | |||
| 32 * | Angle of attack (if measure directly) | |||
| 33 | Hydraulic pressure low, each system | |||
| 34 * | Groundspeed | |||
| 35 | GPWS | |||
| 36 | Landing gear position or landing gear cockpit control selection | |||
| 37 * | Drift angle | |||
| 38 * | Wind speed and direction | |||
| 39 * | Latitude and longitude | |||
| 40 * | Stick shaker and pusher activation | |||
| 41 * | Windshear detection | |||
| 42 | Throttle/power lever position | |||
| 43 | Additional engine parameters | |||
| 44 | TCAS | |||
| 45 | DME 1 and 2 distances | |||
| 46 | Nav 1 and 2 selected frequency | |||
| 47 * | Selected barometric setting | |||
| 48 * | Selected altitude | |||
| 49 * | Selected speed | |||
| 50 * | Selected Mach | |||
| 51 * | Selected vertical speed | |||
| 52 * | Selected heading | |||
| 53 * | Selected flight path | |||
| 54 * | Selected decision height | |||
| 55 | EFIS display format | |||
| 56 | Multi-function/engine alerts display format | |||
| 57 * | Thrust command | |||
| 58 * | Thrust target | |||
| 59 * | Fuel quantity in CG trim tank | |||
| 60 | Primary navigation system reference | |||
| 61 * | Ice detection | |||
| 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 | |||
| 67 | Roll trim surface position | |||
| 68 | Brake pressure - left and right | |||
| 69 | Brake pedal application - left and right | |||
| 70 * | Yaw and side-slip angle | |||
| 71 * | Engine bleed valve position | |||
| 72 * | De-icing or anti-icing system selection | |||
| 73 | Computed centre of gravity | |||
| 74 | AC electrical bus status | |||
| 75 | DC electrical bus status | |||
| 76 * | APU bleed valve position | |||
| 77 | Hydraulic pressure each system | |||
| 78 | Loss of cabin pressure | |||
| 79 | Computer failure - critical flight and engine control systems | |||
| 80 * | HUD | |||
| 81 * | Para-visual display | |||
| 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 |
1. If data from the altitude encoding altimeter (100’ resolution) is used then either of these parameters should also be recorded. If, however, altitude is recorded at a minimum of 25’ resolution then these two parameters may be omitted.
This table refers to the FDR requirements of rule 125.369.
Table 2 PDF version [PDF 397 KB]
| Parameters | Range | Sensor input accuracy1 | Seconds per sampling interval | Resolution | Remarks |
|---|---|---|---|---|---|
| Time or Relative time counts | 8 hours minimum 24 hours 0 to 4095 |
±0.125% per hour | 1 4 |
1s | UTC time preferred when available. Counter increments each four seconds of system operation |
| Pressure Altitude | -1000’ to maximum certificated altitude -1000’ to maximum certificated altitude -1000’ to maximum certificated altitude +5000’ |
±100’ to ±700’ (refer TSO C124a, C51a) | 1 | 25’ to 150’ 5’ to 35’ |
Data should be obtained from the air data computer when practicable |
| Indicated airspeed or Calibrated airspeed | Vso to VD (KIAS) 50 KIAS or minimum value to Max Vso, and Vso to 1.2VD |
±5% or ±10kts whichever is the greater. Resolution 2kts below 175KIAS ±5% and ±3% |
1 | 1% 1kt |
Data should be obtained from the air data computer when practicable |
| Heading (primary flight crew reference) | 360º 0 - 360º and discrete ‘true’ or ‘mag’ |
±5º ±2º |
1 | 1º 0.5º |
When true or magnetic heading can be selected as the primary heading reference, a discrete indicating selection must be recorded |
| Normal acceleration (vertical) | -3g to +6g | ±0.2g in addition to ±0.3g maximum datum ±1% maximum range excluding datum error of ±5% |
0.25 0.125 |
0.03g 0.004g |
|
| Pitch attitude | 100% of usable ±75º |
±2º | 1 or 0.25 for aeroplanes manufactured after 2002 | 0.8º 0.5º |
A sampling rate of 0.25 is recommended |
| Roll attitude | ±60º or 100% of usable range, whichever is the greater ±180º |
±2º | 1 or 0.5 for aeroplanes manufactured after 2002 | 08º 0.5º |
A sampling rate of 0.5 is recommended |
| Manual radio transmitter keying or CVR/DFDR synchronisation reference | Discrete - ‘on’ or ‘off’ | 1 | Preferably each crew member but one discrete acceptable for all transmission provided the CVR/DFDR system complies with TSO C124a CVR synchronisation requirements | ||
| Fan N1 speed or EPR or cockpit indications used for aircraft certification or Propeller speed and torque (sample once/sec as close together as practicable) Thrust/power on each engine (primary flight crew reference) |
Maximum range Full range forward |
±5% ±2% |
1 per engine | 1% 0.3% of full range |
Sufficient parameters (e.g. EPR, N1 or Torque, NP) as appropriate to the particular engine be recorded to determine power in forward and reverse thrust, including potential overspeed conditions |
| Autopilot engagement | Discrete - ‘on’ or ‘off’ | 1 | |||
| Longitudinal acceleration | ±1g | ±1.5% maximum range excluding datum error of ±5% | 0.25 | 0.004g | |
| Stabiliser trim position or Pitch control(s) position (non fly-by-wire systems)2 |
Full range | ±3% unless higher uniquely required ±2º |
1 1 0.5 or 0.25 for aeroplanes manufactured after 2002 |
1% 0.5% of full range |
For aeroplanes that have a flight 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 or 0.25, as applicable |
| Pitch control(s) position (fly-by-wire systems) | Full range | ±2º | 1 0.5 or 0.25 for aeroplanes manufactured after 2002 |
0.2% of full range | |
| Lateral control(s) position (non fly-by-wire systems)2 | Full range | ±2º | 1 0.5 or 0.25 for aeroplanes manufactured after 2002 |
0.2% of full range | For aeroplanes that have a flight 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 or 0.25, as applicable |
| Lateral control(s) position (fly-by-wire systems) | Full range | ±2º | 1 0.5 or 0.25 for aeroplanes manufactured after 2002 |
0.2% of full range | |
| Yaw control(s) position (non fly-by-wire systems)2 | Full range | ±2º | 1 0.5 |
0.3% of full range | For aeroplanes that have a flight 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 |
| Yaw control(s) position (fly-by-wire systems) | Full range | ±2º | 1 0.5 |
0.2% of full range | |
| Pitch control surface(s) position2 | Full range | ±2º | 1 0.5 or 0.25 for aeroplanes manufactured after 2002 |
0.2% of full range | For aeroplanes 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 |
| Lateral control surface(s) position2 | Full range | ±2º | 1 0.5 or 0.25 for aeroplanes manufactured after 2002 |
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 |
| Yaw control surface(s) position2 | Full range | ±2º | 1 0.5 |
0.2% 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 |
| Lateral acceleration | ±1g | ±1.5% maximum range excluding datum error of ±5% | 0.25 | 0.004g | Twin engine aircraft only |
| Pitch trim surface position | Full range | ±3% | 1 | 0.6% of full range | |
| Trailing edge flap or cockpit control position | Full range or discrete each position | ±3º ±3º or pilot’s indicator |
1 2 |
1% 0.5% of full range |
Flap position and cockpit control may each be sampled alternately at four second intervals, to give a data point every two seconds |
| Leading edge flap or cockpit control position | Full range or discrete each position | ±3º ±3º or pilot’s indicator |
1 2 |
1% 0.5% of full range |
Left and right sides, or flap position and cockpit control may each be sampled at four second intervals, so as to give a data point each two seconds |
| Each thrust reverser position or equivalent for propeller aeroplane | Discrete - ‘stowed’ or ‘full reverse’ Discrete - ‘stowed’, ‘in transit’, ‘reverse’ |
1 per engine | Turbojet - two discretes enable the three states to be determined Turboprop - one discrete | ||
| Ground spoiler position or speed brake position | Full range or discrete each position | ±2º | 1 or 0.5 for aeroplanes manufactured after 2002 | 0.5% of full range | |
| Outside air temperature or total air temperature | -50ºC to +90ºC | ±2º C | 2 | 0.3º C | |
| Autopilot/autoth rottle/AFCS mode and engagement status | Discretes - suitable combination | 1 | Discretes should show which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft | ||
| Altitude rate Radio altitude |
±800o fpm -20’ to +2 500’ |
±10%. Resolution 250fom below 12,000ft indicated ±2’ or ±3% whichever is the greater below 500’ and ±5% above 500’ |
1 | 250fpm below 12,000ft 1’ ±5% above 500’ |
For autoland/ category III operations, each radio altimeter should be recorded, but arranged so that at least one is recorded each second. |
| Localiser deviation, MLS azimuth, or GNSS latitude deviation. | ±400 microamps or available sensor range as installed ±62º | As installed - ±3% recommended | 1 | 0.3% of full range | For autoland/ category III operations, each radio altimeter 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 |
| Glideslope deviation, MLS elevation, or GNSS vertical deviation. | ±400 microamps or available sensor range as installed +0.9º to +30º | As installed - ±3% recommended | 1 | 0.3% of full range | For autoland/categ ory III operations, each radio altimeter 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 |
| Marker beacon passage | Discrete - 'on' or 'off' | 1 | A single discrete is acceptable for all markers | ||
| 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 | ||
| Air/ground sensor (primary aeroplane sensor, nose, or main gear) | Discrete - ‘air’ or 'ground' | 1 (0.25 recommended) | |||
| Angle of attack (need depends on altitude resolution)3 Angle of attack (if measure directly)3 |
-20º to 40º or of usable range As installed |
±2º As installed |
1 2 or 0.5 for aeroplanes manufactured after 2002 |
0.8% 0.3% of full range |
If left and right sensors are available, each may be recorded at four second intervals so as to give a data point each 0.5 second |
| Hydraulic pressure low, each system | Discrete - ‘low’ or ‘normal’ or available sensor range | ±5% | 2 | 0.5% of full range | |
| Groundspeed | As installed | Most accurate system installed | 1 | 0.2% of full range | |
| GPWS | 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 | ||
| Landing gear position or landing gear cockpit control selection | Discrete | 4 | A suitable combination of discretes should be recorded | ||
| Drift angle | As installed | As installed | 4 | 0.1º | |
| Wind speed and direction | As installed | As installed | 4 | 1kt and 1º | |
| Latitude and longitude | As installed | As installed | 4 | 0.002º | Provided by the Primary Navigation System Reference. Where capacity permits latitude/longitud e resolution should be 0.0002º |
| Stick shaker and pusher activation | Discrete - 'on' or 'off' | 1 | A suitable combination of discretes to determine activation | ||
| Windshear detection | Discrete - 'warning' or 'off' | 1 | |||
| Throttle/power lever position | Full range | ±2% | 1 per lever | 2% of full range | For aeroplanes with nonmechanically linked cockpit engine controls |
| 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 Cutoff lever position, and N3, unless the engine manufacturer recommends otherwise |
| 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. (refer ARINC Characteristic 735 - Attachment 6E, TCAS VERTICAL RA DATA OUTPUT WORD) | |
| DME 1 and 2 distances | 0 - 200NM | As installed | 4 | 1NM | 1 mile |
| Nav 1 and 2 selected frequency | Full range | As installed | 4 | Sufficient to determine selected frequency | |
| Selected barometric setting | Full range | ±5% | 1 per 64 seconds | 0.2% of full range | |
| Selected altitude | Full range | ±5% | 1 | 100’ | |
| Selected speed | Full range | ±5% | 1 | 1kt | |
| Selected Mach | Full range | ±5% | 1 | 0.01 | |
| Selected vertical speed | Full range | ±5% | 1 | 100ft/min | |
| Selected heading | Full range | ±5% | 1 | 1º | |
| Selected flight path | Full range | ±5% | 1 | 1º | |
| Selected decision height | Full range | ±5% | 64 | 1’ | |
| EFIS display format | Discretes | 4 | Discretes should show the display system status (off, normal, fail, composite, sector, plan, navigation aids, weather radar, range, copy) | ||
| Multifunction/ engine alerts display format | Discretes | 4 | Discretes should show the display system status (off, normal, fail) and the identity of display pages for emergency procedures need not be recorded | ||
| Thrust command | Full range | ±2% | 2 | 2% of full range | |
| Thrust target | Full range | ±2% | 4 | 2% of full range | |
| Fuel quantity in CG trim tank | Full range | ±5% | 1 per 64 seconds | 1% of full range | |
| Primary navigation system reference | Discretes - ‘GNSS’, ‘INS’, ‘VOR/DME’, ‘MLS’, ‘Loran C’, ‘Omega’, ‘Localiser Glideslope’ | 4 | A suitable combination of discretes to determine the Primary Navigation System reference | ||
| Ice detection | Discrete - ‘ice’ or ‘no ice’ | 4 | |||
| Engine warning each engine - vibration | Discrete | 1 | |||
| Engine warning each engine - over temp | Discrete | 1 | |||
| Engine warning each engine - oil pressure low | Discrete | 1 | |||
| Engine warning each engine - over speed | Discrete | 1 | |||
| Yaw trim surface position | Full range | ±3% | 2 | 0.3% of full range | |
| Roll trim surface position | Full range | ±3% | 2 | 0.3% of full range | |
| Brake pressure - left and right | As installed | ±5% | 1 | To determine braking effort applied by pilots or by autobrakes | |
| Brake pedal application - left and right | Discrete or analogue - ‘applied’ or ‘off’ | ±5% | 1 | To determine braking applied by pilots | |
| Yaw and sideslip angle | Full range | ±5% | 1 | 0.5º | |
| Engine bleed valve position | Discrete - ‘open’ or ‘closed’ | 4 | |||
| De-icing or anti-icing system selection | Discrete - 'on' or 'off' | 4 | |||
| Computed centre of gravity | Full range | ±5% | 1 per 64 seconds | 1% of full range | |
| AC electrical bus status | Discrete - 'power' or 'off' | 4 | Each bus | ||
| DC electrical bus status | Discrete - 'power' or 'off' | 4 | Each bus | ||
| APU bleed valve position | Discrete - ‘open’ or ‘closed’ | 4 | |||
| Hydraulic pressure each system | Full range | ±5% | 2 | 100psi | |
| Loss of cabin pressure | Discrete - ‘loss’ or ‘normal’ | 1 | |||
| Computer failure - critical flight and engine control systems | Discrete - ‘fail’ or ‘normal’ | 4 | |||
| HUD | Discrete - 'on' or 'off' | 4 | |||
| Para-visual display | Discrete - 'on' or 'off' | 1 | |||
| 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. |
| 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 positions should be recorded. |
| Cockpit trim control input position - yaw | Full range | ±5% | 1 | 0.3% of full range | Where mechanical means for control inputs are not available, cockpit display trim positions should be recorded. |
| Trailing edge flap and cockpit flap control position | Full range or discrete each position | ±5% | 2 | 0.5% of full range | Trailing edge flaps and cockpit flap control position may each be sampled alternately at four second intervals to provide a sample each 0.5 second |
| Leading edge flap and cockpit flap control position | Full range or discrete each position | ±5% | 1 | 0.5% of full range | |
| Ground spoiler position and speed brake selection | Full range or discrete each position | ±5% | 0.5 | 0.3% of full range | |
| All cockpit flight control input forces - control wheel, control column, rudder pedal | Full range – control wheel- ±70lbs, control column ±85lbs, rudder pedals, ±165lbs. | ±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 |
1. When data sources are aircraft instruments (except altimeters) of acceptable quality to fly the aircraft the recording system excluding these sensors (but including all other characteristics of the recording system) must contribute no more than half of the values in this column.
2. For aeroplanes that can demonstrate the capability of deriving either the control input or control movement (one from the other) for all modes of operation and flight regimes only the surface position OR the control position need be sensed. For aeroplanes with non-mechanical control systems (fly-by-wire) both surface and control position must be recorded.
3. If data from the altitude encoding altimeter (100’ resolution) is used then either of these parameters should also be recorded. If, however, altitude is recorded at a minimum of 25’ resolution then these two parameters may be omitted.
