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repeat or progress.
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The Evolution of Flight Data Analysis
Neil A. H. Campbell MO3806
Neil graduated in 1983, with a Bachelor of Engineering degree (Electronics), from the
University of Western Australia. In 1986 he joined the Bureau of Air Safety
Investigation as a flight recorder specialist. Neil took a leave of absence during 1994-
1995 and managed the flight data analysis program for Gulf Air in Bahrain. During
1998 he was a member of the ICAO Flight Recorder Panel that developed changes to
ICAO Annex 6. In February 2000, Neil joined the Corporate Safety Department of
Cathay Pacific Airways Limited in Hong Kong. During 2001 and 2002 he held the
position of Manager Air Safety. In December 2003 he rejoined the Australian Transport
Safety Bureau as a Senior Transport Safety Investigator.
CONTENTS
1. Introduction
2. History of flight recording
3. Data collection
3.1 Flight data recorders
• Boeing 707
• Airbus A330
• Embraer 170
• Airbus A380
• Boeing 787
3.2 Onboard avionics
3.3 ATC datalink message recording
3.4 ADS-B data
4. Data recovery
4.1 Wireless transmission of QAR data
4.2 FDR data recovery
4.3 FDR system documentation
5. Readout equipment
6. Analysis
6.1 Data listings and plots
6.2 Airline flight data analysis programs
6.3 Animations
6.4 Simulations
6.5 Comparison techniques
6.6 Geographical Information System (GIS) Tools
7. Conclusion
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1. INTRODUCTION
Although the usefulness of flight data recorders (FDR’s) and cockpit voice recorders (CVR’s)
for accident investigation purposes is now well accepted, this has not always been the case.
Consider this report from 19621 referring to the introduction of CVR’s to the UK “…there is
pretty general agreement in the UK that speech is of little, if any, real use, and furthermore that
anything above 15 minutes recording is a waste. The requirement, if it comes, is expected to be
5 minutes.”
This paper describes the evolution of flight data analysis for commercial aircraft and considers
the entire process from data collection, data recovery, readout equipment and analysis tools.
2. HISTORY OF FLIGHT RECORDING
“During World War II the NACA2 V-g recorder3 was introduced in transport, bomber and
fighter aircraft to assess the operational loads met infrequently and structural design
requirements for aircraft. This instrument records the peak accelerations and the speed at
which these occur in flight. By 1950 the data from these instruments had become inadequate
due to the importance of fatigue damage and the need for aircraft height to assess the structural
and aerodynamic implications of gust or manoeuvre loads. Thus V-g-h continuous trace
recorders in the USA and counting accelerometers in the UK were introduced in the early
1950’s.4”
In Australia, Dr David Warren was certain of the importance of recorded data for accident
investigation purposes and he and his team at ARL5 pioneered the development of a combined
voice and data recorder.6
During the 1960’s, regulatory authorities around the world began to require FDR’s and CVR’s
to be fitted to large commercial aircraft. Today the FDR and CVR are an accepted part of
aviation with the debate now about the need for image recorders and extending recorder
carriage requirements to smaller aircraft.
Figure 1: Developments in solid-state FDR’s show a decrease in size and weight7
1 Aircraft – Australasia’s Aviation Magazine, July 1962, page 28.
2 NACA: National Advisory Committee for Aeronautics.
3 V-g recorder: a non-crash protected device that recorded indicated airspeed (V) and load factor (g).
4 J.R. Sturgeon (1969), Technical Prospects of the Use of Digital Flight Recorders for Operational Research and
Accident Prevention, RAE Technical Report 69201.
5 ARL: Aeronautical Research Laboratory.
6 http://www.dsto.defence.gov.au/page/3383/
7 Photograph from M. H. Thompson, A Vision of Future Crash Survivable Recording Systems, Honeywell.
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3. DATA COLLECTION
3.1 Flight data recorders
Both crash-protected flight data recorders (FDR’s) and optional quick access recorders (QAR’s)
began to be installed on commercial aircraft in the 1960’s. The evolution of these data
collection devices is shown by using the following aircraft types as examples:
Aircraft Type Introduced
into service
FDR Type Number of
parameters
FDR data
capacity
Boeing 707 1958 Analogue 5 Mechanical limit
of about 10
parameters
Airbus 330 1993 Digital
　
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