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2 1 Lateral acceleration f l g
22 Radio altitude 4 m to 750 m
(-20 ft to 2 500 ft)
0.25 f 1.5% rnax range excluding datum
error of k5%
0.25 f 1.5% rnax range excluding datum
error of f5%
1 M.6 m (k2 ft) or f3%
whichever is greater below 150 m
(500 ft) and t5% above 150 m
(500 ft)
23 Glide path deviation Signal range 1 B%
24 Localizer deviation Signal qnge 1 +3%
25 Marker beacon passage Discrete 1
26 Master warning Discrete 1
27 NAV 1 and 2 frequency Full range
selection (Note 3)
28 DME 1 and 2 distance 0-370 km
(Notes 3 and 4)
29 Navigation data As installed
(latituddongitude, ground
speed) (Note 5)
30 Landing gear or gear Discrete
selector position
4 As installed
4 As installed
2 As installed
4 As installed
Note.- The preceding 30 parameters satisfy the requirements for a Type IV FDR.
1 . Record sufficient inputs to determine power.
2. For helicopters with conventional control systems "or" applies. For helicopters with non-mechanical control systems "and" applies.
3. If signal available it] digital form.
4. Recording of latitude and longitude from INS or other navigation system is a preferred alternative.
5. If signals readily available.
Annex 6 - Operatdon of Aim@ Part 116
If further recording capacity is available, recording of the
following additional information should be considered:
a) operational information from electronic display systems,
such as electronic flight instrument systems (EFIS),
electronic centralized aircraft monitor (ECAM) and
engine indication and crew alerting system (EICAS).
Use the following order of priority:
1) parameters selected by the flight crew relating to
the desired flight path, e.g. barometric pressure
setting, selected altitude, selected airspeed, decision
height, and autoflight system engagement and mode
indications if not recorded from another source;
2) display system selection/status, e.g. SECTOR,
PLAN, ROSE, NAV, WXR, COMPOSITE, COPY,
etc.;
3) warnings and alerts data; and
4) the identity of displayed pages for emergency
procedures and checklists; and
8
b) additional engine parameters (EPR, N1, EGT, fuel flow,
etc.).
ATT B-6
ATTACHMENT C. FLIGHT TIME
AND FLIGHT DUTY PERIOD LIMITATIONS
Supplementary to Section 11, Chapter 2, 2.2.9.3
1. Purpose and scope a) the crew composition of the aircraft;
1.1 Flight time and flight duty perid limitations are
established for the sole purpose of reducing the probability
that fatigue of flight crew'members may adversely affect the
safety of flight.
1.2 In order to guard against this, two types of fatigue
must be taken into account, namely, transient fatigue and
cumulative fatigue. Transient fatigue may be described as
fatigue which is normally experienced by a healthy individual
following a period of work, exertion or excitement, and it is
normally dispelled by a single sufficient period of sleep. On
the other hand cumulative fatigue may occur after delayed or
incomplete recovery f mtr ansient fatigue or as the aftereffect
of more than a normal amount of work, exertiop or
excitement without sufficient opportunity for recuperation.
1.3 Limitations based on the provisions of this Part of the
Annex will provide safeguards against both kinds of fatigue
because they will recognize:
1.3.1 The necessity to limit flight time in such a way as
to guard against both kinds of fatigue.
1.3.2 The necessity to limit rime spent on duty on the
ground immediately prior to a flight or at intermediate points
during a series of flights in such a way as to guard particularly
against transient fatigue.
1.3.3 The necessity to provide flight crew members with
adequate opportunity to recover from fatigue.
b) the probability of operational delays;
c) the type of aircraft and route complexities such as traffic
density, navigation aids, standard of equipment carried,
communication difficulties, and high altitude flying in
unpressurized aircraft, .or flying with high cabin
altitudes in pressurized aircraft;
d) the proportion of night flying involved;
e) the extent to which the accommodation at layovers is
such as to pennit crews to secure real rest;
fj the number of landings and take-offs:
g) the need for an orderly scheduling system, giving a high
degree of stability. (for this, provision of adequate
reserves is an important factor);
h) especially sleep deprivation arising from interruption of
the normal sleeplwake cycle; and
i) cockpit environment.
2.3 For reasons of flight safety, the operator has the
　
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