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1972 by the Air Safety Investigation Branch28. It was called the FRAN (Flight Recorder
ANalysis) system and consisted of a DEC PDP 11/0529 mini-computer.
The FRAN system was regularly upgraded over the following decades and eventually two minicomputers
were used – a PDP 11/45 and a PDP 11/73. The FRAN system was eventually
phased-out in 1999.
Figure 20: BASI FRAN system
In 1991, a decision was made at BASI to standardise on the computer graphics system being
developed at the Canadian Transport Safety Board - the Recovery, Analysis and Presentation
system (RAPS). Development of a BASI in-house system ceased. To obtain the necessary
performance, RAPS used Hewlett-Packard Unix workstations which were reliable but
expensive.
28 In 1982, the Air Safety Investigation Branch (ASIB) was re-organised to become the Bureau of Air Safety
Investigation (BASI). On 1 July 1999, the multi-modal Australian Transport Safety Bureau was created by
combining BASI with other agencies.
29 DEC: Digital Equipment Corporation, PDP: Programmable Data Processor.
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Figure 21: Unix workstation
In 1992, the commercial development of RAPS was taken over by Flightscape Inc. and the
software, now called ‘Insight’, was begun to be converted for use on a PC. This allowed
advantage to be taken of the rapid increase in performance and low cost of PC hardware. In
2005, the ATSB adopted the use of Insight and flight recorder specialists operate the complete
system on their laptops, effectively giving them a portable flight recorder laboratory.
Figure 22: Laptop running Insight animation
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6. ANALYSIS
Figure 23: Data recording, recovery and analysis
6.1 Data listings and plots
Data listings and plots have been used since the first generation of FDR’s was introduced. By
examining the data (particularly with a plot) mutual compatibility between parameters can be
checked, for example, if the value of magnetic heading increases then the roll attitude
parameter should show a bank to the right.
With only a small number of parameters being recorded by the first generation of FDR’s, it was
necessary to derive other important parameters. For instance, rate of climb and descent could be
obtained from altitude versus time, bank angle from indicated airspeed and rate of change of
heading and Mach number from pressure altitude, indicated airspeed and temperature.
Another technique used was the total energy graph30. By producing a graph of total energy
(potential energy and kinetic energy) versus time, it was possible to estimate when changes in
aircraft configuration or engine thrust occurred.
Modern airliners use digital databuses to transfer data between aircraft systems. FDR’s have
access to these databuses and now thousands of parameters are easily available for recording.
The historical techniques of deriving parameters are now rarely required for modern airliners
but still required for older FDR installations that record only basic parameters.
30 R. G. Feltham (1973), Aircraft Accident Data Recording Systems, UK Department of Trade and Industry,
page 62.
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6.2 Airline flight data analysis programs
An airline flight data analysis program (FDAP)31 involves the routine scanning of flight data
(obtained from FDR’s or QAR’s) to detect flight operations events. They are typically set up
with the cooperation of the relevant pilot association and are cooperative programs. Flight
operations events can be chosen to coincide with the airline’s standard operating procedures.
Examples of flight operations events are:
• limit speeds (flap, gear, VMO, MMO)
• GPWS/TCAS activations
• pitch/roll limits
• rushed approaches (rates of descent, late landing flaps etc).
Since 1st January 2005, ICAO Annex 6 has required operators of large airliners to establish and
maintain a FDAP. FDAP is a risk management process and aims to:
• identify and quantify existing operational risks
• identify and quantify changing operational risks
• formally assess the risk to determine which are not acceptable
• where risks are not acceptable, put in place remedial activity
• measure the effectiveness of action and continue to monitor risks.
Despite the ICAO requirement only applying from 2005, many airlines have been operating
successful FDAP programs for decades, for example, British Airways pioneered a FDAP in the
1960’s. The UK government also pioneered flight data analysis for civilian aircraft through its
Civil Aircraft Airworthiness data Recording Program (CAADRP)32. The aims of CAADRP
were to study:
• the effect of environment and operational usage on the aeroplane
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