Regulations
This page provides a summary of regulations pertaining to flight data analysis. For specific information and the latest amendments and regulatory initiatives, please consult your Aviation Authority.
Historical View
There were a few countries (France, India and others) where some form of FDM was mandated in the 1990s, however most of the earlier airlines to use FDM were the large flag carriers who implemented their systems as a part of their individual efforts to improve air safety.
To the end of the 1990s, a resolution was passed at ICAO to introduce a requirement on all member states. As a result of this, from 2005 onwards there has been a significant adoption of FDM as a mandatory requirement is most countries of the world, with the notable exception of the USA where FOQA has been introduced as one of a number of voluntary safety initiatives.
ICAO
The following extracts are from Amendment 26 to ICAO Annex 6 - Operation of Aircraft:
3.6.2 : Recommendation - From 1 January 2002, an operator of an aeroplane of a maximum certificated take-off weight in excess of 20,000kg should establish and maintain a flight data analysis programme as part of its accident prevention and flight safety programme.
3.6.3 : From 1 January 2005, an operator of an aeroplane of maximum certificated take-off weight in excess of 27,000kg shall establish and maintain a flight data analysis progrmme as part of its accident prevention and flight safety programme.
3.6.4 : A flight data analysis programme shall be non-punitive and contain adequate safeguards to protect the source(s) of the data.
This section is currently under review, and may alter significantly to place emphasis upon the state to operate a Safety Management System as well as the aircraft operator.
FAA
The FAA approach is quite prescriptive, and some operators may wish to implement FOQA in a way that better suits their organisation and without adopting the I&O plan required by the FAA, in which case they can operate their voluntary process without adopting all these regulations.
Flight operational Quality Assurance Program; Final Rule Final Rule for Flight Operational Quality Assurance (FOQA) Programs. A new Subpart I was added to 14 CFR Part 13 which codifies enforcement protection for FOQA programs. This rule became effective November 30, 2001. The core part of the regulation can be read here
You can also find the complete rule and links to view the rulemaking process and comments here. Interestingly, the FAA state in the preamble to the Final Rule that “…it is anticipated that FOQA will be implemented on an industry wide basis in the U.S. within the next twenty years”.
UK CAA
JAA
JAR-OPS 1.037 - Accident prevention & Flight Safety Programme.
Requirement for programmes to maintain risk awareness, evaluation, and promulgation of relevant information relating to incidents and accidents.
IEM-OPS 1.037 - Accident prevention & Flight Safety Programme.
Guidance material for the establishment of a safety programme can be found in ICAO Doc 9422 (Accident Prevention Manual), and ICAO Doc 9376 (Preperations of an Operations Manual)
JAR-OPS 1.160 - Preservation, Production, and use of Flight Data Recorder Recordings.
Requirement to retain data for 60 days
Requirement for recordings to be de-identified or disclosed under secure procedures if the data is to be used other than for investigation of an accident or incident
JAR-OPS 1.715/1.720 - Flight Data Recorders
Details requirements for FDR’s and mandatory parameters to be recorded.
AMC-OPS 1.715 - Flight Data Recorders (inoperative recorders).
IEM-OPS 1.175 - Flight Data Recorders
Minimum performance requirements for FDRs (EUROCAE Document ED55)
IEM-OPS 1.720 - Flight Data Recorders
Minimum performance requirements for FDRs (ICAO Annex 6 Attachment D)
AMC-OPS 1.720 - Flight Data Recorders (parameters to be recorded)
List of paremeters to be recorded by Aeroplanes with a maximum take-off mass of greater than 5700kg, first issued with an individual Certificate of Airworthiness (either in a JAA Member State or elsewhere) on or after 1 April 1998. (From Appendix 1 to JAR-OPS 1.715)
- Time or relative time count
- Pressure altitude
- Indicated airspeed
- Heading
- Normal acceleration
- Pitch attitude
- Roll attitude
- Manual radio transmission keying
- Propulsive thrust/power on each engine and cockpit thrust/power lever position if applicable
- Trailing edge flap or cockpit control selection
- Leading edge flap or cockpit control selection
- Thrust reverse status
- Ground spoiler position and/or speed brake selection
- Total or outside air temperature
- Autopilot, autothrottle and AFCS mode and engagement status
- Longitudinal acceleration (Body axis)
- Lateral acceleration
Additional parameters for aeroplanes with a maximum certificated take-off mass over 27000kg
Primary flight controls - Control surface position and/or pilot input (pitch, roll, yaw)
- Pitch trim position
- Radio altitude
- Vertical beam deviation (ILS Glide path or MLS Elevation)
- Horizontal beam deviation (ILS Localiser or MLS Azimuth)
- Marker beacon passage
- Warnings
- Navigation receiver frequency (recommended)
- DME distance (recommended)
- Landing gear squat switch status or air/ground status
- Ground proximity Warning System
- Angle of attack
- Low pressure warning (hydraulic and pneumatic power)
- Groundspeed
- Landing gear or gear selector position
Aeroplanes equipped with electronic display systems
Selected barometric setting (each pilot station)
- Selected altitude
- Selected speed
- Selected mach
- Selected vertical speed
- Selected heading
- Selected flight path
- Selected decision height
- EFIS display format
- Multi function/engine/alerts display format
JAR-OPS 3.715
Details parameters to be recorded for Helicopters over 2730kg.
Additional parameters required for helicopters of over 7000kg.
JAR-OPS 3.720
Requirements for helicopters not covered by 3.715
JAR-OPS 1.700/1.705/1.710 - Cockpit Voice Recorders.