However the information gained by accident investigations using just this basic information,
such as for a UK aircraft accident at LHR in 1965, showed the great value of recorded flight
data. As a result, in 1966 it was suggested by the publication Flight International that more use
should be made of FDRs in normal service to “monitor pilot approach performance” and that
airline managements should be persuaded that “flight recorders aren’t just crash
recorders”…”they are pilot training aids”.
In the late 1960s the UK CAA sponsored the Civil Airworthiness Air Data Recording Programme
(CAADRP), where special recorders were fitted to the Comet, B707 and VC10 aircraft. This was
to obtain data on autopilot performance, and investigate the possible values of disturbances in
extreme weather conditions. Special events were triggered when specific parameters were
exceeded in turbulence, and the information was shared with NASA.
During this period, autoland was being developed, notably on the Caravelle and the Trident,
which required new FDRs, separate from the crash recorders, to record the large amounts of
data needed for certification of the autoland system for landings in low visibility. The Trident
FDR, for example, had data stored in a Quick Access Recorder on the flight deck, which crews
could remove after landing in order to be passed to engineering.
FDR data now contained sufficient parameters to be able to monitor flights effectively, and
the UK CAA sponsored the Special Events Search and Master Analysis (SESMA) programme for
the Flight Data Monitoring system to be developed by British Airways. British Airways has
continued to use this as its FDM programme with UK CAA involvement, and still keeps the name
SESMA.
By the early 1970s, all British Airways’ aircraft were monitored by an FDM programme. (FDR
data was used for Cat 2/3 autoland certification for the B747 in 1971-3, and for the
L1011/TriStar in 1974-77.)
Air France developed its own FDM programme in parallel, and in 1974 took the significant step
of obtaining a formal agreement between management and crew organizations to implement a
Flight Data Monitoring programme. See about AIR FRANCE in AIRLINES EXPERIENCE chapter.
Since the 1970s, both Air France and British Airways have had similar experience and benefits
from their FDM programs to those seen by the FAA FOQA 1995-2000 DEMOPROJ.
For example:
.
Autoland certification - Safety improvement, regularity in low visibility.
.
Reduced rushed approaches - Speed/altitude “gates” specified on approach.
.
Engine life improvement - From improved autothrust usage, use of Reduced Climb Thrust.
WHAT IS FOM ?
.
Aircraft performance - Establishing individual aircraft corrections for flight planning.
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