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To meet this requirement it should be located as far aft
as practicable. In the case of pressurized aeroplanes it
should be located in the vicinity of the rear pressure
bulkhead;
b) it receives its electrical power from a bus that provides
the maximum reliability for operation of the CVR without
jeopardizing service to essential or emergency loads;
c) there is an aural or visual means for pre-flight checking
of the CVR for proper operation; and
d) if the CVR has a bulk erasure device, the installation
should be designed to prevent operation of the device
during flight time or crash impact.
2.2 Performance requirements
Note 2.- The preferred track allocation presumes use of
current conventional magnetic tape transport mechanisms, and
is spec$ied because the outer edges of the tape have a higher
risk of damage than the middle. It is not intended to preclude
use of alternative recording media where such constraints may
not apply.
2.2.3 The CVR, when tested by methods approved by the
appropriate certificating authority, will be demonstrated to be
suitable for the environmental extremes over which it is
designed to operate.
2.2.4 Means will be provided for an accurate time
correlation between the FDR and CVR.
Note.-- One method of achieving this is by superimposing
the FDR time signal on the CVR.
2.3 Additional information
The manufacturer usually provides the national certificating
authority with the following information in respect of the
CVR:
a) manufacturer's operating instructions, equipment limitations
and installation procedures; and
b) manufacturer's test reports.
3. Inspections of FDR
and CVR systems
2.2.1 The CVR will be capable of recording on at least 3.1 Prior to the first flight of the day, the built-in test
four tracks simultaneously except for the CVR in Chapter 6, features On the flight deck for the CVR, mR and Data
6.3.7.2. To ensure accurate time correlation between tracks, Unit (mAU), when be
the CVR is to record in an in-line format. If a bi-directional
configuration is used, the in-line format and track allocation
should be retained in both directions. 3.2 Annual inspections should be carried out as follows:
2.2.2 The preferred track allocation is as follows: a) the read-out of the recorded data from the FDR and
CVR should ensure that the recorder operates correctly
Track 1 - co-pilot headphones and live boom microphone for the nominal duration of the recording;
ATT D-2
Attachment D Annex 6 - Operation of Aircnrfl
b) the analysis of the FDR should evaluate the quality of
the recorded data to determine if the bit error rate is
within acceptable limits and to determine the nature and
distribution of the errors;
c) a complete flight from the FDR should be examined in
engineering units to evaluate the validity of all recorded
parameters. Particular attention should be given to parameters
from sensors dedicated to the FDR. Parameters
taken from the aircraft's electrical bus system need not
be checked if their serviceability can be detected by
other aircraft systems;
d) the read-out facility should have the necessary software
to accurately convert the recorded values to engineering
units and to determine the status of discrete signals;
e) an annual examination of the recorded signal on the CVR
should be carried out by re-play of the CVR recording.
While installed in the aircraft, the CVR should record
test signals from each aircraft source and from relevant
external sources to ensure that all required signals meet
intelligibility standards; and
f) where practicable, during the annual examination, a
sample of in-flight recordings of the CVR should be
examined for evidence that the intelligibility of the
signal is acceptable.
3.3 Flight recorder systems should be considered unserviceable
if there is a significant period of poor quality data,
unintelligible signals, or if one or more of the mandatory
parameters is not recorded correctly.
3.4 A report of the annual inspection should be made
available on request to the State's regulatory authority for
monitoring purposes.
3.5 Calibration of the FDR system:
a) the FDR system should be re-calibrated at least every
five years to determine any discrepancies in the engineering
conversion routines for the mandatory parameters,
and to ensure that parameters are being
recorded within the calibration tolerances; and
b) when the parameters of altitude and airspeed are
provided by sensors that are dedicated to the FDR
system, there should be a re-calibration performed as
recommended by the sensor manufacturer, or at least
　
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