Title 14
PART 135 APPENDIX
| Total seating capacity | Minimum main passenger aisle width | |
|---|---|---|
| Less than 25 inches from floor | 25 inches and more from floor | |
| 10 through 23 | 9 inches | 15 inches. |
33. Lightning strike protection. Parts that are electrically insulated from the basic airframe must be connected to it through lightning arrestors unless a lightning strike on the insulated part -
(a) Is improbable because of shielding by other parts; or
(b) Is not hazardous.
34. Ice protection. 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 analysis and tests performed by the applicant for a type certificated model.
35. Maintenance information. The applicant must make available to the owner at the time of delivery of the airplane the information the applicant considers essential for the proper maintenance of the airplane. That information must include the following:
(a) Description of systems, including electrical, hydraulic, and fuel controls.
(b) Lubrication instructions setting forth the frequency and the lubricants and fluids which are to be used in the various systems.
(c) Pressures and electrical loads applicable to the various systems.
(d) Tolerances and adjustments necessary for proper functioning.
(e) Methods of leveling, raising, and towing.
(f) Methods of balancing control surfaces.
(g) Identification of primary and secondary structures.
(h) Frequency and extent of inspections necessary to the proper operation of the airplane.
(i) Special repair methods applicable to the airplane.
(j) Special inspection techniques, such as X-ray, ultrasonic, and magnetic particle inspection.
(k) List of special tools.
Propulsion General36. Vibration characteristics. For turbopropeller powered airplanes, the engine installation must not result in vibration characteristics of the engine exceeding those established during the type certification of the engine.
37. In flight restarting of engine. If the engine on turbopropeller powered airplanes cannot be restarted at the maximum cruise altitude, a determination must be made of the altitude below which restarts can be consistently accomplished. Restart information must be provided in the Airplane Flight Manual.
38. Engines. (a) For turbopropeller powered airplanes. The engine installation must comply with the following:
(1) Engine isolation. The powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or of any system that can affect the engine, will not -
(i) Prevent the continued safe operation of the remaining engines; or
(ii) Require immediate action by any crewmember for continued safe operation.
(2) Control of engine rotation. There must be a means to individually stop and restart the rotation of any engine in flight except that engine rotation need not be stopped if continued rotation could not jeopardize the safety of the airplane. Each component of the stopping and restarting system on the engine side of the firewall, and that might be exposed to fire, must be at least fire resistant. If hydraulic propeller feathering systems are used for this purpose, the feathering lines must be at least fire resistant under the operating conditions that may be expected to exist during feathering.
(3) Engine speed and gas temperature control devices. The powerplant systems associated with engine control devices, systems, and instrumentation must provide reasonable assurance that those engine operating limitations that adversely affect turbine rotor structural integrity will not be exceeded in service.
(b) For reciprocating engine powered airplanes. To provide engine isolation, the powerplants must be arranged and isolated from each other to allow operation, in at least one configuration, so that the failure or malfunction of any engine, or of any system that can affect that engine, will not -
(1) Prevent the continued safe operation of the remaining engines; or
(2) Require immediate action by any crewmember for continued safe operation.
39. Turbopropeller reversing systems. (a) Turbopropeller reversing systems intended for ground operation must be designed so that no single failure or malfunction of the system will result in unwanted reverse thrust under any expected operating condition. Failure of structural elements need not be considered if the probability of this kind of failure is extremely remote.
(b) Turbopropeller reversing systems intended for in flight use must be designed so that no unsafe condition will result during normal operation of the system, or from any failure (or reasonably likely combination of failures) of the reversing system, under any anticipated condition of operation of the airplane. Failure of structural elements need not be considered if the probability of this kind of failure is extremely remote.
(c) Compliance with this section may be shown by failure analysis, testing, or both for propeller systems that allow propeller blades to move from the flight low-pitch position to a position that is substantially less than that at the normal flight low-pitch stop position. The analysis may include or be supported by the analysis made to show compliance with the type certification of the propeller and associated installation components. Credit will be given for pertinent analysis and testing completed by the engine and propeller manufacturers.
40. Turbopropeller drag-limiting systems. Turbopropeller drag-limiting systems must be designed so that no single failure or malfunction of any of the systems during normal or emergency operation results in propeller drag in excess of that for which the airplane was designed. Failure of structural elements of the drag-limiting systems need not be considered if the probability of this kind of failure is extremely remote.
41. Turbine engine powerplant operating characteristics. For turbopropeller powered airplanes, the turbine engine powerplant operating characteristics must be investigated in flight to determine that no adverse characteristics (such as stall, surge, or flameout) are present to a hazardous degree, during normal and emergency operation within the range of operating limitations of the airplane and of the engine.
42. Fuel flow. (a) For turbopropeller powered airplanes -
(1) The fuel system must provide for continuous supply of fuel to the engines for normal operation without interruption due to depletion of fuel in any tank other than the main tank; and
(2) The fuel flow rate for turbopropeller engine fuel pump systems must not be less than 125 percent of the fuel flow required to develop the standard sea level atmospheric conditions takeoff power selected and included as an operating limitation in the Airplane Flight Manual.
(b) For reciprocating engine powered airplanes, it is acceptable for the fuel flow rate for each pump system (main and reserve supply) to be 125 percent of the takeoff fuel consumption of the engine.
Fuel System Components43. Fuel pumps. For turbopropeller powered airplanes, a reliable and independent power source must be provided for each pump used with turbine engines which do not have provisions for mechanically driving the main pumps. It must be demonstrated that the pump installations provide a reliability and durability equivalent to that in FAR 23.991(a).
44. Fuel strainer or filter. For turbopropeller powered airplanes, the following apply:
(a) There must be a fuel strainer or filter between the tank outlet and the fuel metering device of the engine. In addition, the fuel strainer or filter must be -
(1) Between the tank outlet and the engine-driven positive displacement pump inlet, if there is an engine-driven positive displacement pump;
(2) Accessible for drainage and cleaning and, for the strainer screen, easily removable; and
(3) Mounted so that its weight is not supported by the connecting lines or by the inlet or outlet connections of the strainer or filter itself.
(b) Unless there are means in the fuel system to prevent the accumulation of ice on the filter, there must be means to automatically maintain the fuel-flow if ice-clogging of the filter occurs; and
(c) The fuel strainer or filter must be of adequate capacity (for operating limitations established to ensure proper service) and of appropriate mesh to insure proper engine operation, with the fuel contaminated to a degree (for particle size and density) that can be reasonably expected in service. The degree of fuel filtering may not be less than that established for the engine type certification.
45. Lightning strike protection. Protection must be provided against the ignition of flammable vapors in the fuel vent system due to lightning strikes.
Cooling46. Cooling test procedures for turbopropeller powered airplanes. (a) Turbopropeller powered airplanes must be shown to comply with FAR 23.1041 during takeoff, climb, en route, and landing stages of flight that correspond to the applicable performance requirements. The cooling tests must be conducted with the airplane in the configuration, and operating under the conditions that are critical relative to cooling during each stage of flight. For the cooling tests a temperature is “stabilized” when its rate of change is less than 2 °F. per minute.
(b) Temperatures must be stabilized under the conditions from which entry is made into each stage of flight being investigated unless the entry condition is not one during which component and engine fluid temperatures would stabilize, in which case, operation through the full entry condition must be conducted before entry into the stage of flight being investigated to allow temperatures to reach their natural levels at the time of entry. The takeoff cooling test must be preceded by a period during which the powerplant component and engine fluid temperatures are stabilized with the engines at ground idle.
(c) Cooling tests for each stage of flight must be continued until -
(1) The component and engine fluid temperatures stabilize;
(2) The stage of flight is completed; or
(3) An operating limitation is reached.
Induction System47. Air induction. For turbopropeller powered airplanes -
(a) There must be means to prevent hazardous quantities of fuel leakage or overflow from drains, vents, or other components of flammable fluid systems from entering the engine intake systems; and
(b) The air inlet ducts must be located or protected so as to minimize the ingestion of foreign matter during takeoff, landing, and taxiing.
48. Induction system icing protection. For turbopropeller powered airplanes, each turbine engine must be able to operate throughout its flight power range without adverse effect on engine operation or serious loss of power or thrust, under the icing conditions specified in appendix C of part 25 of this chapter. In addition, there must be means to indicate to appropriate flight crewmembers the functioning of the powerplant ice protection system.
49. Turbine engine bleed air systems. Turbine engine bleed air systems of turbopropeller powered airplanes must be investigated to determine -
(a) That no hazard to the airplane will result if a duct rupture occurs. This condition must consider that a failure of the duct can occur anywhere between the engine port and the airplane bleed service; and
(b) That, if the bleed air system is used for direct cabin pressurization, it is not possible for hazardous contamination of the cabin air system to occur in event of lubrication system failure.
Exhaust System50. Exhaust system drains. Turbopropeller engine exhaust systems having low spots or pockets must incorporate drains at those locations. These drains must discharge clear of the airplane in normal and ground attitudes to prevent the accumulation of fuel after the failure of an attempted engine start.
Powerplant Controls and Accessories51. Engine controls. If throttles or power levers for turbopropeller powered airplanes are such that any position of these controls will reduce the fuel flow to the engine(s) below that necessary for satisfactory and safe idle operation of the engine while the airplane is in flight, a means must be provided to prevent inadvertent movement of the control into this position. The means provided must incorporate a positive lock or stop at this idle position and must require a separate and distinct operation by the crew to displace the control from the normal engine operating range.
52. Reverse thrust controls. For turbopropeller powered airplanes, the propeller reverse thrust controls must have a means to prevent their inadvertent operation. The means must have a positive lock or stop at the idle position and must require a separate and distinct operation by the crew to displace the control from the flight regime.
53. Engine ignition systems. Each turbopropeller airplane ignition system must be considered an essential electrical load.
54. Powerplant accessories. The powerplant accessories must meet FAR 23.1163, and if the continued rotation of any accessory remotely driven by the engine is hazardous when malfunctioning occurs, there must be means to prevent rotation without interfering with the continued operation of the engine.
Powerplant Fire Protection55. Fire detector system. For turbopropeller powered airplanes, the following apply:
(a) There must be a means that ensures prompt detection of fire in the engine compartment. An overtemperature switch in each engine cooling air exit is an acceptable method of meeting this requirement.
(b) Each fire detector must be constructed and installed to withstand the vibration, inertia, and other loads to which it may be subjected in operation.
(c) No fire detector may be affected by any oil, water, other fluids, or fumes that might be present.
(d) There must be means to allow the flight crew to check, in flight, the functioning of each fire detector electric circuit.
(e) Wiring and other components of each fire detector system in a fire zone must be at least fire resistant.
56. Fire protection, cowling and nacelle skin. For reciprocating engine powered airplanes, the engine cowling must be designed and constructed so that no fire originating in the engine compartment can enter either through openings or by burn through, any other region where it would create additional hazards.
57. Flammable fluid fire protection. If flammable fluids or vapors might be liberated by the leakage of fluid systems in areas other than engine compartments, there must be means to -
(a) Prevent the ignition of those fluids or vapors by any other equipment; or
(b) Control any fire resulting from that ignition.
Equipment58. Powerplant instruments. (a) The following are required for turbopropeller airplanes:
(1) The instruments required by FAR 23.1305 (a) (1) through (4), (b) (2) and (4).
(2) A gas temperature indicator for each engine.
(3) Free air temperature indicator.
(4) A fuel flowmeter indicator for each engine.
(5) Oil pressure warning means for each engine.
(6) A torque indicator or adequate means for indicating power output for each engine.
(7) Fire warning indicator for each engine.
(8) A means to indicate when the propeller blade angle is below the low-pitch position corresponding to idle operation in flight.
(9) A means to indicate the functioning of the ice protection system for each engine.
(b) For turbopropeller powered airplanes, the turbopropeller blade position indicator must begin indicating when the blade has moved below the flight low-pitch position.
(c) The following instruments are required for reciprocating engine powered airplanes:
(1) The instruments required by FAR 23.1305.
(2) A cylinder head temperature indicator for each engine.
(3) A manifold pressure indicator for each engine.
Systems and Equipments General59. Function and installation. The systems and equipment of the airplane must meet FAR 23.1301, and the following:
(a) Each item of additional installed equipment must -
(1) Be of a kind and design appropriate to its intended function;
(2) Be labeled as to its identification, function, or operating limitations, or any applicable combination of these factors, unless misuse or inadvertent actuation cannot create a hazard;
(3) Be installed according to limitations specified for that equipment; and
(4) Function properly when installed.
(b) Systems and installations must be designed to safeguard against hazards to the aircraft in the event of their malfunction or failure.
(c) Where an installation, the functioning of which is necessary in showing compliance with the applicable requirements, requires a power supply, that installation must be considered an essential load on the power supply, and the power sources and the distribution system must be capable of supplying the following power loads in probable operation combinations and for probable durations:
(1) All essential loads after failure of any prime mover, power converter, or energy storage device.
(2) All essential loads after failure of any one engine on two-engine airplanes.
(3) In determining the probable operating combinations and durations of essential loads for the power failure conditions described in paragraphs (1) and (2) of this paragraph, it is permissible to assume that the power loads are reduced in accordance with a monitoring procedure which is consistent with safety in the types of operations authorized.
60. Ventilation. The ventilation system of the airplane must meet FAR 23.831, and in addition, for pressurized aircraft, the ventilating air in flight crew and passenger compartments must be free of harmful or hazardous concentrations of gases and vapors in normal operation and in the event of reasonably probable failures or malfunctioning of the ventilating, heating, pressurization, or other systems, and equipment. If accumulation of hazardous quantities of smoke in the cockpit area is reasonably probable, smoke evacuation must be readily accomplished.
Electrical Systems and Equipment61. General. The electrical systems and equipment of the airplane must meet FAR 23.1351, and the following:
(a) Electrical system capacity. The required generating capacity, and number and kinds of power sources must -
(1) Be determined by an electrical load analysis; and
(2) Meet FAR 23.1301.
(b) Generating system. The generating system includes electrical power sources, main power busses, transmission cables, and associated control, regulation and protective devices. It must be designed so that -
(1) The system voltage and frequency (as applicable) at the terminals of all essential load equipment can be maintained within the limits for which the equipment is designed, during any probable operating conditions;
(2) System transients due to switching, fault clearing, or other causes do not make essential loads inoperative, and do not cause a smoke or fire hazard;
(3) There are means, accessible in flight to appropriate crewmembers, for the individual and collective disconnection of the electrical power sources from the system; and
(4) There are means to indicate to appropriate crewmembers the generating system quantities essential for the safe operation of the system, including the voltage and current supplied by each generator.
62. Electrical equipment and installation. Electrical equipment, controls, and wiring must be installed so that operation of any one unit or system of units will not adversely affect the simultaneous operation of any other electrical unit or system essential to the safe operation.
63. Distribution system. (a) For the purpose of complying with this section, the distribution system includes the distribution busses, their associated feeders, and each control and protective device.
(b) Each system must be designed so that essential load circuits can be supplied in the event of reasonably probable faults or open circuits, including faults in heavy current carrying cables.
(c) If two independent sources of electrical power for particular equipment or systems are required under this appendix, their electrical energy supply must be ensured by means such as duplicate electrical equipment, throwover switching, or multichannel or loop circuits separately routed.
64. Circuit protective devices. The circuit protective devices for the electrical circuits of the airplane must meet FAR 23.1357, and in addition circuits for loads which are essential to safe operation must have individual and exclusive circuit protection.
Appendix B to Part 135 - Airplane Flight Recorder Specifications
14:3.0.1.1.11.14.3.1.37 : Appendix B
Appendix B to Part 135 - Airplane Flight Recorder Specifications| Parameters | Range | Installed system 1 minimum accuracy (to recovered data) | Sampling interval (per second) | Resolution 4 read out |
|---|---|---|---|---|
| Relative time (from recorded on prior to takeoff) | 25 hr minimum | ±0.125% per hour | 1 | 1 sec. |
| Indicated airspeed | Vso to VD (KIAS) | ±5% or ±10 kts., whichever is greater. Resolution 2 kts. below 175 KIAS | 1 | 1% 3. |
| Altitude | −1,000 ft. to max cert. alt. of A/C | ±100 to ±700 ft. (see Table 1, TSO C51-a) | 1 | 25 to 150 |
| Magnetic heading | 360° | ±5° | 1 | 1° |
| Vertical acceleration | −3g to + 6g | ±0.2g in addition to ±0.3g maximum datum | 4 (or 1 per second where peaks, ref. to 1g are recorded) | 0.03g. |
| Longitudinal acceleration | ±1.0g | ±1.5% max. range excluding datum error of ±5% | 2 | 0.01g. |
| Pitch attitude | 100% of usable | ±2° | 1 | 0.8° |
| Roll attitude | ±60° or 100% of usable range, whichever is greater | ±2° | 1 | 0.8° |
| Stabilizer trim position | Full range | ±3% unless higher uniquely required | 1 | 1% 3. |
| Or | ||||
| Pitch control position | Full range | ±3% unless higher uniquely required | 1 | 1% 3. |
| Engine Power, Each Engine | ||||
| Fan or N1 speed or EPR or cockpit indications used for aircraft certification | Maximum range | ±5% | 1 | 1% 3. |
| Or | ||||
| Prop. speed and torque (sample once/sec as close together as practicable) | 1 (prop speed), 1 (torque) | |||
| Altitude rate 2 (need depends on altitude resolution) | ±8,000 fpm | ±10%. Resolution 250 fpm below 12,000 ft. indicated | 1 | 250 fpm Below 12,000 |
| Angle of attack 2 (need depends on altitude resolution) | −20° to 40° or of usable range | ±2° | 1 | 0.8% 3 |
| Radio transmitter keying (discrete) | On/off | 1 | ||
| TE flaps (discrete or analog) | Each discrete position (U, D, T/O, AAP) | 1 | ||
| Or | ||||
| Analog 0-100% range | ±3° | 1 | 1% 3 | |
| LE flaps (discrete or analog) | Each discrete position (U, D, T/O, AAP) | 1 | ||
| Or | ||||
| Analog 0-100% range | ±3° | 1 | 1% 3. | |
| Thrust reverser, each engine (Discrete) | Stowed or full reverse | 1 | ||
| Spoiler/speedbrake (discrete) | Stowed or out | 1 | ||
| Autopilot engaged (discrete) | Engaged or disengaged | 1 |
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) shall contribute no more than half of the values in this column.
2 If data from the altitude encoding altimeter (100 ft. resolution) is used, then either one of these parameters should also be recorded. If however, altitude is recorded at a minimum resolution of 25 feet, then these two parameters can be omitted.
3 Per cent of full range.
4 This column applies to aircraft manufacturing after October 11, 1991.
Appendix C to Part 135 - Helicopter Flight Recorder Specifications
14:3.0.1.1.11.14.3.1.38 : Appendix C
Appendix C to Part 135 - Helicopter Flight Recorder Specifications| Parameters | Range | Installed system 1 minimum accuracy (to recovered data) | Sampling interval (per second) | Resolution 3 read out |
|---|---|---|---|---|
| Relative time (from recorded on prior to takeoff) | 25 hr minimum | ±0.125% per hour | 1 | 1 sec. |
| Indicated airspeed | Vm in to VD (KIAS) (minimum airspeed signal attainable with installed pilot-static system) | ±5% or ±10 kts., whichever is greater | 1 | 1 kt. |
| Altitude | −1,000 ft. to 20,000 ft. pressure altitude | ±100 to ±700 ft. (see Table 1, TSO C51-a) | 1 | 25 to 150 ft. |
| Magnetic heading | 360° | ±5° | 1 | 1°. |
| Vertical acceleration | −3g to + 6g | ±0.2g in addition to ±0.3g maximum datum | 4 (or 1 per second where peaks, ref. to 1g are recorded) | 0.05g. |
| Longitudinal acceleration | ±1.0g | ±1.5% max. range excluding datum error of ±5% | 2 | 0.03g. |
| Pitch attitude | 100% of usable range | ±2° | 1 | 0.8°. |
| Roll attitude | ±60° or 100% of usable range, whichever is greater | ±2° | 1 | 0.8°. |
| Altitude rate | ±8,000 fpm | ±10% Resolution 250 fpm below 12,000 ft. indicated | 1 | 250 fpm below 12,000. |
| Engine Power, Each Engine | ||||
| Main rotor speed | Maximum range | ±5% | 1 | 1% 2 |
| Free or power turbine | Maximum range | + 5% | 1 | 1% 2 |
| Engine torque | Maximum range | ±5% | 1 | 1% 2 |
| Flight Control - Hydraulic Pressure | ||||
| Primary (discrete) | High/low | 1 | ||
| Secondary - if applicable (discrete) | High/low | 1 | ||
| Radio transmitter keying (discrete) | On/off | 1 | ||
| Autopilot engaged (discrete) | Engaged or disengaged | 1 | ||
| SAS status - engaged (discrete) | Engaged/disengaged | 1 | ||
| SAS fault status (discrete) | Fault/OK | 1 | ||
| Flight Controls | ||||
| Collective 4 | Full range | ±3% | 2 | 1% 2 |
| Pedal Position 4 | Full range | ±3% | 2 | 1% 2 |
| Lat. Cyclic 4 | Full range | ±3% | 2 | 1% 2 |
| Long. Cyclic 4 | Full range | ±3% | 2 | 1% 2 |
| Controllable Stabilator Position 4 | Full range | ±3% | 2 | 1% 2 |
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) shall contribute no more than half of the values in this column.
2 Per cent of full range.
3 This column applies to aircraft manufactured after October 11, 1991.
4 For all aircraft manufactured on or after December 6, 2010, the sampling interval per second is 4.
Appendix D to Part 135 - Airplane Flight Recorder Specification
14:3.0.1.1.11.14.3.1.39 : Appendix D
Appendix D to Part 135 - Airplane Flight Recorder Specification| Parameters | Range | Accuracy sensor input to DFDR readout | Sampling interval (per second) | resolution 4 read out |
|---|---|---|---|---|
| Time (GMT or Frame Counter) (range 0 to 4095, sampled 1 per frame) | 24 Hrs | ±0.125% Per Hour | 0.25 (1 per 4 seconds) | 1 sec. |
| Altitude | −1,000 ft to max certificated altitude of aircraft | ±100 to ±700 ft (See Table 1, TSO-C51a) | 1 | 5′ to 35′ 1. |
| Airspeed | 50 KIAS to Vso, and Vso to 1.2 VD | ±5%, ±3% | 1 | 1kt |
| Heading | 360° | ±2° | 1 | 0.5° |
| Normal Acceleration (Vertical) | −3g to + 6g | ±1% of max range excluding datum error of ±5% | 8 | 0.01g |
| 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 (per engine) | 0.2% 2. |
| Trailing Edge Flap or Cockpit Control Selection | Full range or each discrete position | ±3° or as pilot's indicator | 0.5 | 0.5% 2. |
| Leading Edge Flap on or Cockpit Control Selection | Full range or each discrete position | ±3° or as pilot's indicator | 0.5 | 0.5% 2. |
| Thrust Reverser Position | Stowed, in transit, and reverse (discretion) | 1 (per 4 seconds per engine) | ||
| Ground Spoiler Position/Speed Brake Selection | Full range or each discrete position | ±2% unless higher accuracy uniquely required | 1 | 0.22 2. |
| Marker Beacon Passage | Discrete | 1 | ||
| Autopilot Engagement | Discrete | 1 | ||
| Longitudinal Acceleration | ±1g | ±1.5% max range excluding datum error of ±5% | 4 | 0.01g. |
| Pilot Input And/or Surface Position-Primary Controls (Pitch, Roll, Yaw) 3 | Full range | ±2° unless higher accuracy uniquely required | 1 | 0.2% 2. |
| Lateral Acceleration | ±1g | ±1.5% max range excluding datum error of ±5% | 4 | 0.01g. |
| Pitch Trim Position | Full range | ±3% unless higher accuracy uniquely required | 1 | 0.3% 2. |
| Glideslope Deviation | ±400 Microamps | ±3% | 1 | 0.3% 2. |
| Localizer Deviation | ±400 Microamps | ±3% | 1 | 0.3% 2. |
| AFCS Mode And Engagement Status | Discrete | 1 | ||
| Radio Altitude | −20 ft to 2,500 ft | ±2 Ft or ±3% whichever is greater below 500 ft and ±5% above 500 ft | 1 | 1 ft + 5% 2 above 500′. |
| Master Warning | Discrete | 1 | ||
| Main Gear Squat Switch Status | Discrete | 1 | ||
| Angle of Attack (if recorded directly) | As installed | As installed | 2 | 0.3% 2. |
| Outside Air Temperature or Total Air Temperature | −50 °C to + 90 °C | ±2° c | 0.5 | 0.3° c |
| Hydraulics, Each System Low Pressure | Discrete | 0.5 | or 0.5% 2. | |
| Groundspeed | As installed | Most accurate systems installed (IMS equipped aircraft only) | 1 | 0.2% 2. |
| 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 installed | As installed | 4 | |
| Wind Speed and Direction | When available. As installed | As installed | 4 | |
| Latitude and Longitude | When available. As installed | As installed | 4 | |
| Brake pressure/Brake pedal position | As installed | As installed | 1 | |
| 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 selected by crew) | As installed | As installed | 2 | |
| GPWS (ground proximity warning system) | Discrete | 1 | ||
| Landing gear or gear selector position | Discrete | 0.25 (1 per 4 seconds) | ||
| DME 1 and 2 Distance | 0-200 NM; | As installed | 0.25 | 1mi. |
| 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 Per cent 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 135 - Helicopter Flight Recorder Specifications
14:3.0.1.1.11.14.3.1.40 : Appendix E
Appendix E to Part 135 - Helicopter Flight Recorder Specifications| Parameters | Range | Accuracy sensor input to DFDR readout | Sampling interval (per second) | Resolution 2 read out |
|---|---|---|---|---|
| Time (GMT) | 24 Hrs | ±0.125% Per Hour | 0.25 (1 per 4 seconds) | 1 sec |
| Altitude | −1,000 ft to max certificated altitude of aircraft | ±100 to ±700 ft (See Table 1, TSO-C51a) | 1 | 5′ to 30′. |
| Airspeed | As the installed measuring system | ±3% | 1 | 1 kt |
| Heading | 360° | ±2° | 1 | 0.5°. |
| Normal Acceleration (Vertical) | −3g to + 6g | ±1% of max range excluding datum error of ±5% | 8 | 0.01g |
| Pitch Attitude | ±75° | ±2° | 2 | 0.5° |
| Roll Attitude | ±180° | ±2° | 2 | 0.5°. |
| Radio Transmitter Keying | On-Off (Discrete) | 1 | 0.25 sec | |
| Power in Each Engine: Free Power Turbine Speed and Engine Torque | 0-130% (power Turbine Speed) Full range (Torque) | ±2% | 1 speed 1 torque (per engine) | 0.2% 1 to 0.4% 1 |
| Main Rotor Speed | 0-130% | ±2% | 2 | 0.3% 1 |
| Altitude Rate | ±6,000 ft/min | As installed | 2 | 0.2% 1 |
| Pilot Input - Primary Controls (Collective, Longitudinal Cyclic, Lateral Cyclic, Pedal) 3 | Full range | ±3% | 2 | 0.5% 1 |
| Flight Control Hydraulic Pressure Low | Discrete, each circuit | 1 | ||
| Flight Control Hydraulic Pressure Selector Switch Position, 1st and 2nd stage | Discrete | 1 | ||
| AFCS Mode and Engagement Status | Discrete (5 bits necessary) | 1 | ||
| Stability Augmentation System Engage | Discrete | 1 | ||
| SAS Fault Status | Discrete | 0.25 | ||
| Main Gearbox Temperature Low | As installed | As installed | 0.25 | 0.5% 1 |
| Main Gearbox Temperature High | As installed | As installed | 0.5 | 0.5% 1 |
| Controllable Stabilator Position | Full Range | ±3% | 2 | 0.4% 1. |
| Longitudinal Acceleration | ±1g | ±1.5% max range excluding datum error of ±5% | 4 | 0.01g. |
| Lateral Acceleration | ±1g | ±1.5% max range excluding datum of ±5% | 4 | 0.01g. |
| Master Warning | Discrete | 1 | ||
| Nav 1 and 2 Frequency Selection | Full range | As installed | 0.25 | |
| Outside Air Temperature | −50 °C to + 90 °C | ±2° c | 0.5 | 0.3° c |
1 Per cent of full range.
2 This column applies to aircraft manufactured after October 11, 1991.
3 For all aircraft manufactured on or after December 6, 2010, the sampling interval per second is 4.
Appendix F to Part 135 - Airplane Flight Recorder Specification
14:3.0.1.1.11.14.3.1.41 : Appendix F
Appendix F to Part 135 - Airplane Flight Recorder SpecificationThe recorded values must meet the designated range, resolution and accuracy requirements during static and dynamic conditions. Dynamic condition means the parameter is experiencing change at the maximum rate attainable, including the maximum rate of reversal. All data recorded must be correlated in time to within one second.
| Parameters | Range | Accuracy (sensor input) | Seconds per sampling interval | Resolution | Remarks |
|---|---|---|---|---|---|
| 1. Time or Relative Time Counts 1 | 24 Hrs, 0 to 4095 | ±0.125% Per Hour | 4 | 1 sec | UTC time preferred when available. Counter increments each 4 seconds of system operation. |
| 2. Pressure Altitude | −1000 ft to max certificated altitude of aircraft. + 5000 ft | ±100 to ±700 ft (see table, TSO C124a or TSO C51a) | 1 | 5′ to 35″ | Data should be obtained from the air data computer when practicable. |
| 3. Indicated airspeed or Calibrated airspeed | 50 KIAS or minimum value to Max Vso≢ and Vso to 1.2 V.D | ±5% and ±3% | 1 | 1 kt | Data should be obtained from the air data computer when practicable. |
| 4. Heading (Primary flight crew reference) | 0−360° and Discrete “true” or “mag” | ±2° | 1 | 0.5° | When true or magnetic heading can be selected as the primary heading reference, a discrete indicating selection must be recorded. |
| 5. Normal Acceleration (Vertical) 9 | −3g to + 6g | ±1% of max range excluding datum error of ±5% | 0.125 | 0.004g | |
| 6. Pitch Attitude | ±75% | ±2° | 1 or 0.25 for airplanes operated under § 135.152(j) | 0.5° | A sampling rate of 0.25 is recommended. |
| 7. Roll Attitude 2 | ±180° | ±2° | 1 or 0.5 0.5 airplanes operated under § 135.152(j) | 0.5° | A sampling rate of 0.5 is recommended. |
| 8. Manual Radio Transmitter Keying or CVR/DFDR synchronization reference | On-Off (Discrete) None |
1 | Preferably each crew member but one discrete acceptable for all transmission provided the CVR/FDR system complies with TSO C124a CVR synchronization requirements (paragraph 4.2.1 ED-55). | ||
| 9. Thrust/Power on each engine - primary flight crew reference | Full Range Forward | ±2% | 1 (per engine) | 0.3% of full range | Sufficient parameters (e.g. EPR, N1 or Torque, NP) as appropriate to the particular engine being recorded to determine power in forward and reverse thrust, including potential overspeed condition. |
| 10. Autopilot Engagement | Discrete “on” or “off” | 1 | |||
| 11. Longitudinal Acceleration | ±1g | ±1.5% max. range excluding datum error of ±5% | 0.25 | 0.004g. | |
| 12a. Pitch control(s) position (nonfly-by-wire systems) 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 135.152(j) | 0.5% of full range | For airplanes that have a flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled alternately once per second to produce the sampling interval of 0.5 or 0.25, as applicable. |
| 12b. Pitch control(s) position (fly-by-wire systems) 3 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 135.152(j) | 0.2% of full range | |
| 13a. Lateral control position(s) (nonfly-by-wire) 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 135.152(j) | 0.2% of full range | For airplanes that have a flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled alternately once per second to produce the sampling interval of 0.5 or 0.25, as applicable. |
| 13b. Lateral control position(s) (fly-by-wire) 4 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 135.152(j) | 0.2% of full range | |
| 14a. Yaw control position(s) (nonfly-by-wire) 5 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 | 0.3% of full range | For airplanes that have a flight control breakaway capability that allows either pilot to operate the controls independently, record both control inputs. The control inputs may be sampled alternately once per second to produce the sampling of 0.5 or 0.25, as applicable. |
| 14b. Yaw control position(s) (fly-by-wire) 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 | 0.2% of full range | |
| 15. Pitch control surface(s) position 6 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 135.152(j). | 0.3% of full range | For airplanes fitted with multiple or split surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately. The control surfaces may be sampled alternately to produce the sampling interval of 0.5 or 0.25, as applicable. |
| 16. Lateral control surface(s) position 7 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 or 0.25 for airplanes operated under § 135.152(j) | 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 or 0.25, as applicable. |
| 17. Yaw control surface(s) position 8 18 | Full Range | ±2° unless higher accuracy uniquely required | 0.5 | 0.2% of full range | For airplanes with multiple or split surfaces, a suitable combination of surface position sensors is acceptable in lieu of recording each surface separately. The control surfaces may be sampled alternately to produce the sampling interval of 0.5. |
| 18. Lateral Acceleration | ±1g | ±1.5% max. range excluding datum error of ±5% | 0.25 | 0.004g | |
| 19. Pitch Trim Surface Position | Full Range | ±3° Unless Higher Accuracy Uniquely Required | 1 | 0.6% of full range | |
| 20. Trailing Edge Flap or Cockpit Control Selection 10 | Full Range or Each Position (discrete) | ±3° or as Pilot's Indicator | 2 | 0.5% of full range | Flap position and cockpit control may each be sampled alternately at 4 second intervals, to give a data point every 2 seconds. |
| 21. Leading Edge Flap or Cockpit Control Selection 11 | Full Range or Each Discrete Position | ±3° or as Pilot's Indicator and sufficient to determine each discrete position | 2 | 0.5% of full range | Left and right sides, of flap position and cockpit control may each be sampled at 4 second intervals, so as to give a data point to every 2 seconds. |
| 22. Each Thrust reverser Position (or equivalent for propeller airplane) | Stowed, In Transit, and reverse (Discrete) | 1 (per engine | Turbo-jet - 2 discretes enable
the 3 states to be determined Turbo-prop - 1 discrete |
||
| 23. Ground Spoiler Position or Speed Brake Selection 12 | Full Range or Each Position (discrete) | ±2° Unless Higher Accuracy Uniquely Required | 1 or 0.5 for airplanes operated under § 135.152(j) | 0.5% of full range | |
| 24. Outside Air Temperature or Total Air Temperature 13 | −50 °C to + 90 °C | ±2 °C | 2 | 0.3 °C | |
| 25. Autopilot/Autothrottle/AFCS Mode and Engagement Status | A suitable combination of discretes | 1 | Discretes should show which systems are engaged and which primary modes are controlling the flight path and speed of the aircraft. | ||
| 26. Radio Altitude 14 | −20 ft to 2,500 ft | ±2 ft or ±3% Whichever is Greater Below 500 ft and ±5% Above 500 ft | 1 | 1 ft + 5% above 500 ft | For autoland/category 3 operations. Each radio altimeter should be recorded, but arranged so that at least one is recorded each second. |
| 27. Localizer Deviation, MLS Azimuth, or GPS Lateral Deviation | ±400 Microamps or available sensor range as installed ±62° | As installed ±3% recommended. | 1 | 0.3% of full range | For autoland/category 3 operations. Each system should be recorded but arranged so that at least one is recorded each second. It is not necessary to record ILS and MLS at the same time, only the approach aid in use need be recorded. |
| 28. Glideslope Deviation, MLS Elevation, or GPS Vertical Deviation | ±400 Microamps or available
sensor range as installed 0.9 to + 30° |
As installed ±3% recommended | 1 | 0.3% of full range | For autoland/category 3 operations. Each system should be recorded but arranged so that at least one is recorded each second. It is not necessary to record ILS and MLS at the same time, only the approach aid in use need be recorded. |
| 29. Marker Beacon Passage | Discrete “on” or “off” | 1 | A single discrete is 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 airplane system reference nose or main gear) | Discrete “air” or “ground” | 1 (0.25 recommended.) | |||
| 32. Angle of Attack (If measured directly) | As installed | As installed | 2 or 0.5 for airplanes operated under § 135.152(j) | 0.3% of full range | If left and right sensors are available, each may be recorded at 4 or 1 second intervals, as appropriate, so as to give a data point at 2 seconds or 0.5 second, as required. |
| 33. Hydraulic Pressure Low, Each System | Discrete or available sensor range, “low” or “normal” | ±5% | 2 | 0.5% of full range. | |
| 34. Groundspeed | As installed | Most Accurate Systems Installed | 1 | 0.2% of full range. | |
| 35. GPWS (ground proximity warning system) | 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. | ||
| 36. Landing Gear Position or Landing gear cockpit control selection | Discrete | 4 | A suitable combination of 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 installed | Provided by the Primary Navigation System Reference. Where capacity permits latitude/longitude resolution should be 0.0002°. |
| 40. Stick shaker and pusher activation | Discrete(s) “on” or “off” | 1 | A suitable combination of discretes to determine activation. | ||
| 41. Windshear Detection | Discrete “warning” or “off” | 1. | |||
| 42. Throttle/power lever position 16 | Full Range | ±2% | 1 for each lever | 2% of full range | For airplanes with non-mechanically linked cockpit engine controls. |
| 43. 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 Cut-off lever position and N3, unless engine manufacturer recommends otherwise. |
| 44. Traffic Alert and Collision Avoidance System (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. (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 frequency. | |
| 47. 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 Display format | Discrete(s) | 4 | Discretes should show the display system status (e.g., off, normal, fail, and the identity of display pages for emergency procedures, need not be recorded. | ||
| 57. Thrust comand 17 | 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 Reference | Discrete GPS, INS, VOR/DME, MLS, Localizer Glideslope | 4 | A suitable combination of discretes to determine the Primary Navigation System reference. | ||
| 61. Ice Detection | Discrete “ice” or “no ice” | 4. | |||
| 62. Engine warning each engine vibration | Discrete | 1. | |||
| 63. Engine warning each engine over temp. | Discrete | 1. | |||
| 64. Engine warning each engine oil pressure low | Discrete | 1. | |||
| 65. Engine warning each engine over speed | Discrete | 1. | |||
| 66. Yaw Trim Surface Position | Full Range | ±3% Unless Higher Accuracy Uniquely Required | 2 | 0.3% of full range. | |
| 67. Roll Trim Surface Position | Full Range | ±3% Unless Higher Accuracy Uniquely Required | 2 | 0.3% of full range. | |
| 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 and right) | Discrete or Analog “applied” or “off” | ±5% (Analog) | 1 | To determine braking applied by pilots. | |
| 70. Yaw or sideslip angle | Full Range | ±5% | 1 | 0.5°. | |
| 71. Engine bleed valve position | Discrete “open” or “closed” | 4. | |||
| 72. De-icing or anti-icing system selection | Discrete “on” or “off” | 4. | |||
| 73. Computed center of gravity | Full Range | ±5% | (1 per 64 sec.) | 1% of full range. | |
| 74. AC electrical bus status | Discrete “power” or “off” | 4 | Each bus. | ||
| 75. DC electrical bus status | Discrete “power” or “off” | 4 | Each bus. | ||
| 76. APU bleed valve position | Discrete “open” or “closed” | 4. | |||
| 77. Hydraulic Pressure (each system) | Full range | ±5% | 2 | 100 psi. | |
| 78. Loss of cabin pressure | Discrete “loss” or “normal” | 1. | |||
| 79. Computer failure (critical flight and engine control systems) | Discrete “fail” or “normal” | 4. | |||
| 80. Heads-up display (when an information source is installed) | Discrete(s) “on” or “off” | 4. | |||
| 81. Para-visual display (when an information source is installed) | Discrete(s) “on” or “off” | 1. | |||
| 82. 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. |
| 83. 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 position should be recorded. |
| 84. Cockpit trim control input position - yaw | Full Range | ±5% | 1 | 0.3% of full range | Where mechanical means for control input are not available, cockpit display trim positions should be recorded. |
| 85. Trailing edge flap and cockpit flap control position | Full Range | ±5% | 2 | 0.5% of full range | Trailing edge flaps and cockpit flap control position may each be sampled alternately at 4 second intervals to provide a sample each 0.5 second. |
| 86. Leading edge flap and cockpit flap control position | Full Range or Discrete | ±5% | 1 | 0.5% of full range. | |
| 87. Ground spoiler position and speed brake selection | Full Range or Discrete | ±5% | 0.5 | 0.3% of full range | |
| 88. All cockpit flight control input forces (control wheel, control column, rudder pedal) 18 | Full Range Control wheel ±70 lbs. Control column ±85 lbs. Rudder pedal ±165 lbs | ±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. For airplanes that have a flight control breakaway capability that allows either pilot to operate the control independently, record both control force inputs. The control force inputs may be sampled alternately once per 2 seconds to produce the sampling interval of 1. |
1 For A300 B2/B4 airplanes, resolution = 6 seconds.
2 For A330/A340 series airplanes, resolution = 0.703°.
3 For A318/A319/A320/A321 series airplanes, resolution = 0.275% (0.088°>0.064°). For A330/A340 series airplanes, resolution = 2.20% (0.703°>0.064°).
4 For A318/A319/A320/A321 series airplanes, resolution = 0.22% (0.088°>0.080°). For A330/A340 series airplanes, resolution = 1.76% (0.703°>0.080°).
5 For A330/A340 series airplanes, resolution = 1.18% (0.703°>0.120°).
6 For A330/A340 series airplanes, resolution = 0.783% (0.352°>0.090°).
7 For A330/A340 series airplanes, aileron resolution = 0.704% (0.352°>0.100°). For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703°>0.100°).
8 For A330/A340 series airplanes, resolution = 0.30% (0.176°>0.12°). For A330/A340 series airplanes, seconds per sampling interval = 1.
9 For B-717 series airplanes, resolution = .005g. For Dassault F900C/F900EX airplanes, resolution = .007g.
10 For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°).
11 For A330/A340 series airplanes, resolution = 1.05% (0.250°>0.120°). For A300 B2/B4 series airplanes, resolution = 0.92% (0.230°>0.125°).
12 For A330/A340 series airplanes, spoiler resolution = 1.406% (0.703°>0.100°).
13 For A330/A340 series airplanes, resolution = 0.5 °C.
14 For Dassault F900C/F900EX airplanes, Radio Altitude resolution = 1.25 ft.
15 For A330/A340 series airplanes, resolution = 0.352 degrees.
16 For A318/A319/A320/A321 series airplanes, resolution = 4.32%. For A330/A340 series airplanes, resolution is 3.27% of full range for throttle lever angle (TLA); for reverse thrust, reverse throttle lever angle (RLA) resolution is nonlinear over the active reverse thrust range, which is 51.54 degrees to 96.14 degrees. The resolved element is 2.8 degrees uniformly over the entire active reverse thrust range, or 2.9% of the full range value of 96.14 degrees.
17 For A318/A319/A320/A321 series airplanes, with IAE engines, resolution = 2.58%.
18 For all aircraft manufactured on or after December 6, 2010, the seconds per sampling interval is 0.125. Each input must be recorded at this rate. Alternately sampling inputs (interleaving) to meet this sampling interval is prohibited.
Appendix G to Part 135 - Extended Operations (ETOPS)
14:3.0.1.1.11.14.3.1.42 : Appendix G
Appendix G to Part 135 - Extended Operations (ETOPS)G135.1 Definitions.
G135.1.1 Adequate Airport means an airport that an airplane operator may list with approval from the FAA because that airport meets the landing limitations of § 135.385 or is a military airport that is active and operational.
G135.1.2 ETOPS Alternate Airport means an adequate airport that is designated in a dispatch or flight release for use in the event of a diversion during ETOPS. This definition applies to flight planning and does not in any way limit the authority of the pilot in command during flight.
G135.1.3 ETOPS Entry Point means the first point on the route of an ETOPS flight, determined using a one-engine inoperative cruise speed under standard conditions in still air, that is more than 180 minutes from an adequate airport.
G135.1.4 ETOPS Qualified Person means a person, performing maintenance for the certificate holder, who has satisfactorily completed the certificate holder's ETOPS training program.
G135.2 Requirements.
G135.2.1 General. After August 13, 2008, no certificate holder may operate an airplane, other than an all-cargo airplane with more than two engines, outside the continental United States more than 180 minutes flying time (at the one-engine-inoperative cruise speed under standard conditions in still air) from an airport described in § 135.364 unless -
(a) The certificate holder receives ETOPS approval from the FAA;
(b) The operation is conducted in a multi-engine transport category turbine-powered airplane;
(c) The operation is planned to be no more than 240 minutes flying time (at the one engine inoperative cruise speed under standard conditions in still air) from an airport described in § 135.364; and
(d) The certificate holder meets the requirements of this appendix.
G135.2.2 Required certificate holder experience prior to conducting ETOPS.
Before applying for ETOPS approval, the certificate holder must have at least 12 months experience conducting international operations (excluding Canada and Mexico) with multi-engine transport category turbine-engine powered airplanes. The certificate holder may consider the following experience as international operations:
(a) Operations to or from the State of Hawaii.
(b) For certificate holders granted approval to operate under part 135 or part 121 before February 15, 2007, up to 6 months of domestic operating experience and operations in Canada and Mexico in multi-engine transport category turbojet-powered airplanes may be credited as part of the required 12 months of international experience required by paragraph G135.2.2(a) of this appendix.
(c) ETOPS experience with other aircraft types to the extent authorized by the FAA.
G135.2.3 Airplane requirements. No certificate holder may conduct ETOPS in an airplane that was manufactured after February 17, 2015 unless the airplane meets the standards of § 25.1535.
G135.2.4 Crew information requirements. The certificate holder must ensure that flight crews have in-flight access to current weather and operational information needed to comply with § 135.83, § 135.225, and § 135.229. This includes information on all ETOPS Alternate Airports, all destination alternates, and the destination airport proposed for each ETOPS flight.
G135.2.5 Operational Requirements.
(a) No person may allow a flight to continue beyond its ETOPS Entry Point unless -
(1) The weather conditions at each ETOPS Alternate Airport are forecast to be at or above the operating minima in the certificate holder's operations specifications for that airport when it might be used (from the earliest to the latest possible landing time), and
(3) All ETOPS Alternate Airports within the authorized ETOPS maximum diversion time are reviewed for any changes in conditions that have occurred since dispatch.
(b) In the event that an operator cannot comply with paragraph G135.2.5(a)(1) of this appendix for a specific airport, another ETOPS Alternate Airport must be substituted within the maximum ETOPS diversion time that could be authorized for that flight with weather conditions at or above operating minima.
(c) Pilots must plan and conduct ETOPS under instrument flight rules.
(d) Time-Limited Systems. (1) Except as provided in paragraph G135.2.5(d)(3) of this appendix, the time required to fly the distance to each ETOPS Alternate Airport (at the all-engines-operating cruise speed, corrected for wind and temperature) may not exceed the time specified in the Airplane Flight Manual for the airplane's most limiting fire suppression system time required by regulation for any cargo or baggage compartments (if installed), minus 15 minutes.
(2) Except as provided in G135.2.5(d)(3) of this appendix, the time required to fly the distance to each ETOPS Alternate Airport (at the approved one-engine-inoperative cruise speed, corrected for wind and temperature) may not exceed the time specified in the Airplane Flight Manual for the airplane's most time limited system time (other than the airplane's most limiting fire suppression system time required by regulation for any cargo or baggage compartments), minus 15 minutes.
(3) A certificate holder operating an airplane without the Airplane Flight Manual information needed to comply with paragraphs G135.2.5(d)(1) and (d)(2) of this appendix, may continue ETOPS with that airplane until February 17, 2015.
G135.2.6 Communications Requirements.
(a) No person may conduct an ETOPS flight unless the following communications equipment, appropriate to the route to be flown, is installed and operational:
(1) Two independent communication transmitters, at least one of which allows voice communication.
(2) Two independent communication receivers, at least one of which allows voice communication.
(3) Two headsets, or one headset and one speaker.
(b) In areas where voice communication facilities are not available, or are of such poor quality that voice communication is not possible, communication using an alternative system must be substituted.
G135.2.7 Fuel Requirements. No person may dispatch or release for flight an ETOPS flight unless, considering wind and other weather conditions expected, it has the fuel otherwise required by this part and enough fuel to satisfy each of the following requirements:
(a) Fuel to fly to an ETOPS Alternate Airport. (1) Fuel to account for rapid decompression and engine failure. The airplane must carry the greater of the following amounts of fuel:
(i) Fuel sufficient to fly to an ETOPS Alternate Airport assuming a rapid decompression at the most critical point followed by descent to a safe altitude in compliance with the oxygen supply requirements of § 135.157;
(ii) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed under standard conditions in still air) assuming a rapid decompression and a simultaneous engine failure at the most critical point followed by descent to a safe altitude in compliance with the oxygen requirements of § 135.157; or
(iii) Fuel sufficient to fly to an ETOPS Alternate Airport (at the one-engine-inoperative cruise speed under standard conditions in still air) assuming an engine failure at the most critical point followed by descent to the one engine inoperative cruise altitude.
(2) Fuel to account for errors in wind forecasting. In calculating the amount of fuel required by paragraph G135.2.7(a)(1) of this appendix, the certificate holder must increase the actual forecast wind speed by 5% (resulting in an increase in headwind or a decrease in tailwind) to account for any potential errors in wind forecasting. If a certificate holder is not using the actual forecast wind based on a wind model accepted by the FAA, the airplane must carry additional fuel equal to 5% of the fuel required by paragraph G135.2.7(a) of this appendix, as reserve fuel to allow for errors in wind data.
(3) Fuel to account for icing. In calculating the amount of fuel required by paragraph G135.2.7(a)(1) of this appendix, (after completing the wind calculation in G135.2.7(a)(2) of this appendix), the certificate holder must ensure that the airplane carries the greater of the following amounts of fuel in anticipation of possible icing during the diversion:
(i) Fuel that would be burned as a result of airframe icing during 10 percent of the time icing is forecast (including the fuel used by engine and wing anti-ice during this period).
(ii) Fuel that would be used for engine anti-ice, and if appropriate wing anti-ice, for the entire time during which icing is forecast.
(4) Fuel to account for engine deterioration. In calculating the amount of fuel required by paragraph G135.2.7(a)(1) of this appendix (after completing the wind calculation in paragraph G135.2.7(a)(2) of this appendix), the certificate holder must ensure the airplane also carries fuel equal to 5% of the fuel specified above, to account for deterioration in cruise fuel burn performance unless the certificate holder has a program to monitor airplane in-service deterioration to cruise fuel burn performance.
(b) Fuel to account for holding, approach, and landing. In addition to the fuel required by paragraph G135.2.7 (a) of this appendix, the airplane must carry fuel sufficient to hold at 1500 feet above field elevation for 15 minutes upon reaching the ETOPS Alternate Airport and then conduct an instrument approach and land.
(c) Fuel to account for APU use. If an APU is a required power source, the certificate holder must account for its fuel consumption during the appropriate phases of flight.
G135.2.8 Maintenance Program Requirements. In order to conduct an ETOPS flight under § 135.364, each certificate holder must develop and comply with the ETOPS maintenance program as authorized in the certificate holder's operations specifications for each two-engine airplane-engine combination used in ETOPS. This provision does not apply to operations using an airplane with more than two engines. The certificate holder must develop this ETOPS maintenance program to supplement the maintenance program currently approved for the operator. This ETOPS maintenance program must include the following elements:
(a) ETOPS maintenance document. The certificate holder must have an ETOPS maintenance document for use by each person involved in ETOPS. The document must -
(1) List each ETOPS Significant System,
(2) Refer to or include all of the ETOPS maintenance elements in this section,
(3) Refer to or include all supportive programs and procedures,
(4) Refer to or include all duties and responsibilities, and
(5) Clearly state where referenced material is located in the certificate holder's document system.
(b) ETOPS pre-departure service check. The certificate holder must develop a pre-departure check tailored to their specific operation.
(1) The certificate holder must complete a pre-departure service check immediately before each ETOPS flight.
(2) At a minimum, this check must:
(i) Verify the condition of all ETOPS Significant Systems;
(ii) Verify the overall status of the airplane by reviewing applicable maintenance records; and
(iii) Include an interior and exterior inspection to include a determination of engine and APU oil levels and consumption rates.
(3) An appropriately trained maintenance person, who is ETOPS qualified must accomplish and certify by signature ETOPS specific tasks. Before an ETOPS flight may commence, an ETOPS pre-departure service check (PDSC) Signatory Person, who has been authorized by the certificate holder, must certify by signature, that the ETOPS PDSC has been completed.
(4) For the purposes of this paragraph (b) only, the following definitions apply:
(i) ETOPS qualified person: A person is ETOPS qualified when that person satisfactorily completes the operator's ETOPS training program and is authorized by the certificate holder.
(ii) ETOPS PDSC Signatory Person: A person is an ETOPS PDSC Signatory Person when that person is ETOPS Qualified and that person:
(A) When certifying the completion of the ETOPS PDSC in the United States:
(1) Works for an operator authorized to engage in part 135 or 121 operation or works for a part 145 repair station; and
(2) Holds a U.S. Mechanic's Certificate with airframe and powerplant ratings.
(B) When certifying the completion of the ETOPS PDSC outside of the U.S. holds a certificate in accordance with § 43.17(c)(1) of this chapter; or
(C) When certifying the completion of the ETOPS PDSC outside the U.S. holds the certificates needed or has the requisite experience or training to return aircraft to service on behalf of an ETOPS maintenance entity.
(iii) ETOPS maintenance entity: An entity authorized to perform ETOPS maintenance and complete ETOPS pre-departure service checks and that entity is:
(A) Certificated to engage in part 135 or 121 operations;
(B) Repair station certificated under part 145 of this title; or
(C) Entity authorized pursuant to § 43.17(c)(2) of this chapter.
(c) Limitations on dual maintenance. (1) Except as specified in paragraph G135.2.8(c)(2) of this appendix, the certificate holder may not perform scheduled or unscheduled dual maintenance during the same maintenance visit on the same or a substantially similar ETOPS Significant System listed in the ETOPS maintenance document, if the improper maintenance could result in the failure of an ETOPS Significant System.
(2) In the event dual maintenance as defined in paragraph G135.2.8(c)(1) of this appendix cannot be avoided, the certificate holder may perform maintenance provided:
(i) The maintenance action on each affected ETOPS Significant System is performed by a different technician, or
(ii) The maintenance action on each affected ETOPS Significant System is performed by the same technician under the direct supervision of a second qualified individual; and
(iii) For either paragraph G135.2.8(c)(2)(i) or (ii) of this appendix, a qualified individual conducts a ground verification test and any in-flight verification test required under the program developed pursuant to paragraph G135.2.8(d) of this appendix.
(d) Verification program. The certificate holder must develop a program for the resolution of discrepancies that will ensure the effectiveness of maintenance actions taken on ETOPS Significant Systems. The verification program must identify potential problems and verify satisfactory corrective action. The verification program must include ground verification and in-flight verification policy and procedures. The certificate holder must establish procedures to clearly indicate who is going to initiate the verification action and what action is necessary. The verification action may be performed on an ETOPS revenue flight provided the verification action is documented as satisfactorily completed upon reaching the ETOPS entry point.
(e) Task identification. The certificate holder must identify all ETOPS-specific tasks. An ETOPS qualified person must accomplish and certify by signature that the ETOPS-specific task has been completed.
(f) Centralized maintenance control procedures. The certificate holder must develop procedures for centralized maintenance control for ETOPS.
(g) ETOPS parts control program. The certificate holder must develop an ETOPS parts control program to ensure the proper identification of parts used to maintain the configuration of airplanes used in ETOPS.
(h) Enhanced Continuing Analysis and Surveillance System (E-CASS) program. A certificate holder's existing CASS must be enhanced to include all elements of the ETOPS maintenance program. In addition to the reporting requirements of § 135.415 and § 135.417, the program includes reporting procedures, in the form specified in § 135.415(e), for the following significant events detrimental to ETOPS within 96 hours of the occurrence to the responsible Flight Standards office:
(1) IFSDs, except planned IFSDs performed for flight training.
(2) Diversions and turnbacks for failures, malfunctions, or defects associated with any airplane or engine system.
(3) Uncommanded power or thrust changes or surges.
(4) Inability to control the engine or obtain desired power or thrust.
(5) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in flight.
(6) Failures, malfunctions or defects associated with ETOPS Significant Systems.
(7) Any event that would jeopardize the safe flight and landing of the airplane on an ETOPS flight.
(i) Propulsion system monitoring. The certificate holder, in coordination with the responsible Flight Standards office, must -
(1) Establish criteria as to what action is to be taken when adverse trends in propulsion system conditions are detected, and
(2) Investigate common cause effects or systemic errors and submit the findings to the responsible Flight Standards office within 30 days.
(j) Engine condition monitoring. (1) The certificate holder must establish an engine-condition monitoring program to detect deterioration at an early stage and to allow for corrective action before safe operation is affected.
(2) This program must describe the parameters to be monitored, the method of data collection, the method of analyzing data, and the process for taking corrective action.
(3) The program must ensure that engine limit margins are maintained so that a prolonged engine-inoperative diversion may be conducted at approved power levels and in all expected environmental conditions without exceeding approved engine limits. This includes approved limits for items such as rotor speeds and exhaust gas temperatures.
(k) Oil consumption monitoring. The certificate holder must develop an engine oil consumption monitoring program to ensure that there is enough oil to complete each ETOPS flight. APU oil consumption must be included if an APU is required for ETOPS. The operator's consumption limit may not exceed the manufacturer's recommendation. Monitoring must be continuous and include oil added at each ETOPS departure point. The program must compare the amount of oil added at each ETOPS departure point with the running average consumption to identify sudden increases.
(l) APU in-flight start program. If an APU is required for ETOPS, but is not required to run during the ETOPS portion of the flight, the certificate holder must have a program acceptable to the FAA for cold soak in-flight start and run reliability.
(m) Maintenance training. For each airplane-engine combination, the certificate holder must develop a maintenance training program to ensure that it provides training adequate to support ETOPS. It must include ETOPS specific training for all persons involved in ETOPS maintenance that focuses on the special nature of ETOPS. This training must be in addition to the operator's maintenance training program used to qualify individuals for specific airplanes and engines.
(n) Configuration, maintenance, and procedures (CMP) document. The certificate holder must use a system to ensure compliance with the minimum requirements set forth in the current version of the CMP document for each airplane-engine combination that has a CMP.
(o) Reporting. The certificate holder must report quarterly to the responsible Flight Standards office and the airplane and engine manufacturer for each airplane authorized for ETOPS. The report must provide the operating hours and cycles for each airplane.
G135.2.9 Delayed compliance date for all airplanes. A certificate holder need not comply with this appendix for any airplane until August 13, 2008.
[Doc. No. FAA-2002-6717, 72 FR 1885, Jan. 16, 2007, as amended by Amdt. 135-108, 72 FR 7348, Feb. 15, 2007; 72 FR 26542, May 10, 2007; Amdt. 135-112, 73 FR 8798, Feb. 15, 2008; Amdt. 135-115, 73 FR 33882, June 16, 2008; Docket FAA-2018-0119, Amdt. 135-139, 83 FR 9175, Mar. 5, 2018]