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error of *5 %
0.25 f 1.5% max range excluding datum
error of +5 %
1 k2" unless higher accuracy
unique1 y required
Ahkzchrnent A Annex 6 - Operation of Aircraft
Recording Accuracy limits
Serial interval (sensor input compared
number Parameter Measurement range (seconds) to PDR read-out)
19 Pitch trim position Full range
20 Radio altitude -6 m to 750 m
(-20 ft tQ 2 500 ft)
1 k3% unless higher accuracy
uniquely required
1 M.6 m (k2 ft) or f3%
whichever is greater below 150 rn
(500 ft) and k5% above 150 m
(500 ft)
21 Glide path deviation Signal range 1 &3%
22 Localizer deviation Signal range 1 f3 %
23 Marker beacon passage Discrete 1
24 Master warning Discrete 1
25 NAV 1 and 2 frequency Full range
selection (Note 5)
26 DME 1 and 2 distance 0 - 370 h
(Notes 5 and 6)
27 Landing gear squat switch Discrete
status
28 GPWS (ground proximity Discrete
warning system)
4 As installed
4 As installed
29 Angle of attack Full range 0.5 As installed
30 Hydraulics, each system (low Discrete
pressure)
3 1 Navigation data As installed
(latitudellongitude, ground
speed and drift angle) (Note 7)
32 Landing gear or gear Discrde
selector position
1 As installed
4 As installed
Note.-- The preceding 32 parameters sari& the requirements for a Type I FDR.
1. Vsg stalling speed or minimum steady flight speed in the landing configuration.
2. VD design diving speed.
3. Record sufficient inputs to determine power.
4. For aeroplanes with conventional crmtrol systems "or" applies. For aeroplanes with non-mechanical control systems "and applies. In aeroplanes with split
surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately.
5. If signal available in digital form.
6. Recording of latitude and longitude from INS or other navigation system is a preferred alternative.
7, If signals read~lya vailable.
Annex 6 - Operation of Aircraft Part I1
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, COMPOSm, COPY, ETC.;
3) warnings and alerts;
4) the identity of displayed pages for emergency procedures and checklists;
b) retardation information including brake application for use in the investigation of landing overruns and rejected take-offs; and
c) additional engine parameters (EPR, N1, EGT, fuel flow, etc.).
ATTACHMENT B. CARRIAGE AND USE OF OXYGEN
Supplementary to 4.9
The performance of crew members and the well-being of
passengers during flights at such altitudes where a lack of
oxygen might result in impairment of faculties are of major
concern. Research conducted in altitude chambers or by
exposure to mountain elevations indicates that human
tolerance could be related to the altitude concerned and the
exposure time. The subject is dealt with in detail in the Manual
of Civil Aviation Medicine (Doc 8984). In the light of the
above and to further assist the pilot-in-command in providing
the oxygen supply intended by 4.9, the following guidelines,
which take into account the requirements already established
in Annex 6, Part I, are considered relevant.
1. Oxygen supply
1.1 A flight to be operated at altitudes at which the
atmospheric pressure in personnel compartments will be less
than 700 hPa shwld not be commenced unless sufficient
stored breathing oxygen is carried to supply:
a) all crew members and at least 10 per cent of the
passengers for any period in excess of 30 minutes that
the pressure in compattments occupied by them will be
between 700 hPa and 620 hPa; and
b) all crew members and passengers for any period that the
atmospheric pressure in compartments occupied by
them will be less than 620 hPa.
1.2 A flight to be operated with a pressurized aeroplane
should not be commenced unless a sufficient quantity of stored
breathing oxygen is carried to supply all crew members and
passengers, as is appropriate to the circumstances of the flight
　
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