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The purpose of this paper is to study extensive enlargement and safety of flight data recorder memory.

The study involves the moving the memory of flight data recorders from an internal embedded device to a cloud.

The implementation has made the embedded memory device of flight data recorder effectively unlimited, and, hence, much more information can be stored.

The possibility of a flight data recorder to be damaged or lost in a crash is not so high, but the implementation can be very helpful in cases such as aerial disappearances.

The implication is larger and protected memory for flight data recorders.

Finding reasons for crashes is faster, and immediate actions can be taken to find remedy to the failures.

The use of internet and cellphones in airplanes is nothing special at present. It is suggested to take this technology for flight data recorders as well.

NOT until mandatory requirements in some advanced countries obliged airlines to fit flight data recorders did these instruments become fashionable. The needs of major operators coupled with the prospects of a world‐wide market spurred manufacturers to design and build airborne recorders for flight and operational data collection.

A RANGE or accident data recorders fully protected to TSO C51a has been developed by Fell Avionics to meet the present and future requirements for both civil and military aircraft, and which can readily be incorporated with any flight data recording system.

SOME ten years ago, the regulatory authorities in the United States prepared legislation enforcing the carriage of flight data recorders on commercial passenger‐carrying aircraft above 12,500 lb. all‐up weight. Since that time other countries have introduced similar regulations. The intention of the original requirements was to record parameters describing the aircraft flight path; as an example the current U.S. regulations call for four parameters to be recorded with with respect to time i.e. airspeed, altitude, vertical acceleration and heading. The present British regulations also require pitch, and the French specify marker beacon flyover.

EXTENSIVE proposals recently issued by the FAA require installation of digital flight data recorders with specific parameters and/or cockpit voice recorders (CVRs) in a broad category of fixed and rotating wing aircraft. To be so equipped are aircraft operated by air carriers or commuters and in addition, certain selected smaller types operated in general aviation. Over the last few years a number of significant events have occurred that have necessitated the reconsideration of requirements. The NTSB considers that although recent rules have eliminated foil‐type flight recorders, concern is still felt about the adequacy of certain minimum standards. There is an urgent need to update the mandatory parameter list and to define new parameters, improved accuracies, range and sampling intervals.

FOUNDED in 1956 by Mr E. L. Cook, Aircraft Supplies Ltd. have come a long way since then. Mr Cook left the flight test department of the de Havilland organisation at Christchurch to set up his own company to supply aircraft spares, particularly electrical items and aircraft flight instruments such as artificial horizons and other gyro‐based instruments. There can be few things more damaging to the airline operator than to have an aircraft worth hundreds of thousands of pounds grounded for a prolonged period due simply to the inability to obtain quick delivery of some small piece of equipment costing perhaps as little as a few pounds. The initial stores consisted of two hangars discarded by B.O.A.C. and the company was quickly established. As the organisation grew, it was able to offer full overhaul and repair facilities for instruments and electrical equipment and quickly obtained a reputation for the quality of their workmanship and the extent of their stock. Workshop facilities were approved by Mintech and the Air Registration Board gave approval for the manufacture, overhaul and repair of equipment for civil and military operators. A significant advance in the company's capabilities was made when it took over the manufacturing rights of the Midas range of flight data recorders in the U.K. This range of recorders was popular with airline operators wishing to meet the B.o.T. mandatory requirements.

The purpose of this paper is to present the irregular deviation examination of flight control surfaces and the potential problem diagnosis of irregular deviations for the jet transport aircraft. A four-jet transport aircraft at transonic flight in cruise phase is the study case of the present article.

The standard lift-to-drag ratio (L/D) and flight dynamic models are established through flight data mining and the fuzzy logic modeling technique based on the flight data of quick access recorder available in the Flight Operations Quality Assurance (FOQA) program of the airlines. The irregular deviations of flight control surfaces are examined by the standard L/D model-predicted results through sensitivity analysis. The contribution values in L/D deficiency are predicted by the deviations and the L/D derivatives of all influencing variables in Taylor series expansion. The potential problems due to irregular deviations can be excavated by the flight dynamic models through the analysis of in-flight stability and controllability.

The magnitude of stabilizer angle to the deficiency of L/D is the largest among the four control surfaces and elevator is the second one through the judgment of contribution values in L/D deficiency. The stabilizer has irregular deviations with obvious endplay problems of jackscrew, as found in the present study. The stabilizer is suggested to have the unscheduled maintenance for the flight control rigging.

The specific transport aircraft of the standard L/D model should be the best one in L/D performance among all transport aircraft in the fleet of the airlines. The present method is a new concept to monitor the irregular deviation of flight control surface. The study case of the four-jet transport aircraft at transonic flight in cruise phase is illustrated as the standard L/D mode. The required flight data of monitored flight is requested to eliminate the biases through compatibility checks. The flight data of study case in the present study is also illustrated as monitored flight data.

To diagnose the irregular deviations of flight control surface deflected angles with contributing to the L/D deficiency estimation is an innovation to improve the flight data analysis of FOQA program for airlines. If the irregular deviation problems of control surfaces can be fixed after rigging in maintenance, the goal of flight safety and aviation fuel saving will be achieved.

The flight control surface rigging of unscheduled maintenance is not expected to coincide with an airline’s peak season or unavailable space in hangar. The optimal time of unscheduled maintenance for the flight control rigging will be easily decided through the correlations between excessive fuel cost and flight safety.

This method can be used to assist airlines to monitor irregular angular positions of flight control surfaces as a complementary tool for management to improve aviation safety, operation and operational efficiency.