`
`
`
`U.S. Department
`of Transportation
`
`Federal Aviation
`Administration
`
`Advisory
`Circular
`
`AC No: 120-82
`Date: 4/12/04
`Initiated By: AFS-230 Change:
`
`
`
`Subject: FLIGHT OPERATIONAL
`
`QUALITY ASSURANCE
`
`
`1. PURPOSE. This advisory circular (AC) provides guidance on one means, but not necessarily
`the only means, of developing, implementing, and operating a voluntary Flight Operational
`Quality Assurance (FOQA) program that is acceptable to the Federal Aviation Administration
`(FAA).
`
`
`a. FOQA is a voluntary safety program that is designed to make commercial aviation safer
`by allowing commercial airlines and pilots to share de-identified aggregate information with the
`FAA so that the FAA can monitor national trends in aircraft operations and target its resources to
`address operational risk issues (e.g., flight operations, air traffic control (ATC), airports). The
`fundamental objective of this new FAA/pilot/carrier partnership is to allow all three parties to
`identify and reduce or eliminate safety risks, as well as minimize deviations from the regulations.
`To achieve this objective and obtain valuable safety information, the airlines, pilots, and the
`FAA are voluntarily agreeing to participate in this program so that all three organizations can
`achieve a mutual goal of making air travel safer.
`
`
`b. A cornerstone of this new program is the understanding that aggregate data that is
`provided to the FAA will be kept confidential and the identity of reporting pilots or airlines will
`remain anonymous as allowed by law. Information submitted to the FAA pursuant to this
`program will be protected as “voluntarily submitted safety related data” under Title 14 of the
`Code of Federal Regulations (14 CFR) part 193.
`
`
`(1) In general, aggregate FOQA data provided to the FAA under 14 CFR part 13,
`section 13.401 should be stripped of information that could identify the submitting airline prior
`to leaving the airline premises and, regardless of submission venue, should include the following
`statement:
`
`WARNING: This FOQA information is protected from disclosure under
`49 U.S.C. 40123 and part 193. It may be released only with the written
`permission of the Federal Aviation Administration Associate Administrator
`for Regulation and Certification.
`
`
`
`
`DJI-1018
`IPR2023-01106
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`AC 120-82
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`4/12/04
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`
`
`(2) However, if an airline voluntarily elects to provide the FAA with aggregate FOQA
`data that includes airline identifying information, then it should include an additional statement
`that it is the proprietary and confidential property of [Airline Name].
`
`c. As defined in this AC, operator FOQA programs include provisions for the identification
`of safety issues and development and implementation of corrective actions. FOQA can provide
`objective safety information that is not otherwise obtainable. No aircraft operator is required to
`have a FOQA program. No operator that conducts a FOQA program is required to obtain FAA
`approval of that program. However, an aircraft operator that seeks the protection available in
`part 13, section 13.401 from the use by the FAA of FOQA information for enforcement purposes
`must obtain FAA approval of its program. For that purpose:
`
`
`(1) The elements of a FOQA program are set forth by an aircraft operator in an
`Implementation and Operations (I&O) Plan that is submitted to the FAA for review and
`approval. Guidance on the appropriate content of a FOQA I&O Plan is provided in appendix A
`of this AC.
`
`(2) The guidelines contained herein are based on the extensive experience of the FAA
`and the airline industry in developing FOQA programs and constitute a compilation of best
`practices. The provisions of this AC neither add nor change regulatory requirements or authorize
`deviations from regulatory requirements.
`
`2. BACKGROUND. In recent years, the FAA and the air transportation industry have sought
`additional means for addressing safety problems and identifying potential safety hazards. Based
`on the experiences of foreign air carriers, the results of several FAA-sponsored studies, and input
`received from government/industry safety forums, the FAA has concluded that wide
`implementation of FOQA programs could have significant potential to reduce air carrier accident
`rates below current levels. A reduction in the already low U.S. airline accident rate is needed to
`preclude a projected growth in the number of accidents, which is expected to occur due to
`increased future traffic volume. The value of FOQA programs is the early identification of
`adverse safety trends that, if uncorrected, could lead to accidents. A key element in FOQA is the
`application of corrective action and follow-up to assure that unsafe conditions are effectively
`remediated.
`
`3. SCOPE AND APPLICABILITY. The information contained in this AC applies primarily
`to air carriers that operate under part 121 or 135, but may be applicable to operators under other
`parts. The aircraft operator voluntarily enters into a FOQA program.
`
`4. RELATED REGULATIONS (14 CFR).
`
`
`• Part 13
`• Part 119
`• Part 193
`
`
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`5. KEY TERMS. The following key terms and phrases are defined for the purposes of FOQA
`to have a standard interpretation of the guidance offered in this AC. Abbreviations are listed in
`paragraph 11.
`
`a. Aggregate Data. The summary statistical indices that are associated with FOQA event
`categories, based on an analysis of FOQA data from multiple aircraft operations.
`
`b. Aggregation. The process that groups and mathematically combines individual data
`elements based on some criterion (e.g., time, geographical location, event level, aircraft type).
`Each aggregation is based on factors of interest to the analyst at a particular point in time.
`
`c. Data Management Unit (DMU). A unit that performs the same data conversion
`functions as a Flight Data Acquisition Unit (FDAU), with the added capability to process data
`onboard the aircraft. Additionally, this unit has a powerful data processor designed to perform
`in-flight airframe/engine and flight performance monitoring and analysis. Some DMUs have
`ground data link and ground collision avoidance systems incorporated into the unit.
`
`d. Data Validation. A process during which flight data are reviewed to see that they were
`not generated as a result of erroneous recording or damaged sensors.
`
`e. De-identified Data. Data from which any identifying elements that could be used to
`associate them with a particular flight, date, or flightcrew has been removed.
`
`f. Event. An occurrence or condition in which predetermined values of aircraft parameters
`are measured. Events represent the conditions to be tracked and monitored during various phases
`of flight and are based on the sensory data parameters available on a specific aircraft fleet.
`
`g. Event Category. Event categories are areas of operational interests (e.g., aircraft type,
`phase of flight, geographical location) on which FOQA event monitoring and trend analysis is
`based.
`
`h. Event Levels. The parameter limits that classify the degree of deviation from the
`established norm into two or more event severity categories. When assigning levels to an event,
`consideration is given to compliance with federal regulations, aircraft limitations, and company
`policies and procedures.
`
`i. Event Set. A collection of events designed to measure all aspects of normal flight
`operations for a particular aircraft type at a particular air carrier. Individual events within the
`event set would be customized to the approved limitations for the aircraft type and in accordance
`with the air carrier’s operational procedures. The event set for a particular fleet may be limited
`by the available parameters on the aircraft.
`
`j. Event Validation. The process in which an event is determined to be a valid sample of
`operation outside the established norm. Even though aircraft parameter limits may have been
`exceeded, a valid event may not have occurred (e.g., significant localizer deviation may have
`occurred when an aircraft was making a sidestep approach to a parallel runway).
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`
`k. Flight Data Acquisition Unit (FDAU). A device that acquires aircraft data via a digital
`data bus and analog inputs and that formats the information for output to the flight data recorder
`in accordance with requirements of regulatory agencies. In addition to the mandatory functions,
`many FDAUs have a second processor and memory module that enables them to perform
`additional Aircraft Condition Monitoring System (ACMS) functions/reports. The FDAU can
`provide data and predefined reports to the cockpit printer, directly to Aircraft Communications
`Addressing and Reporting System (ACARS) for transmittal to the ground, or to a Quick Access
`Recorder (QAR) for recording/storage of raw flight data. The FDAU can also display data for
`the flightcrew.
`
`l. Flight Data Recorder (FDR). A required device that records pertinent parameters and
`technical information about a flight. At a minimum, it records those parameters required by the
`governing regulatory agency, but may record a much higher number of parameters. An FDR is
`designed to withstand the forces of a crash so that information recorded by it may be used to
`reconstruct the circumstances leading up to the accident.
`
`m. Flight Operational Quality Assurance (FOQA). A voluntary program for the routine
`collection and analysis of flight operational data to provide more information about, and greater
`insight into, the total flight operations environment. A FOQA program combines these data with
`other sources and operational experience to develop objective information to enhance safety,
`training effectiveness, operational procedures, maintenance and engineering procedures, and air
`traffic control (ATC) procedures.
`
`n. FOQA Monitoring Team (FMT). A group comprised of representatives from the pilot
`group, if applicable, and the air carrier. This group is responsible for reviewing and analyzing
`flight and event data and identifying, recommending, and monitoring corrective actions.
`
`o. FOQA Plan. An internal air carrier planning document that contains detailed information
`on FOQA implementation and operation and serves as the basis for the I&O Plan.
`
`p. FOQA Steering Committee. An oversight committee formed at the beginning of FOQA
`program planning to provide policy guidance and vision for the FOQA effort. Membership may
`include a senior management person and representatives from key stakeholder departments, such
`as flight operations, maintenance, training, and safety. A representative from the pilot association
`is also typically included on this committee.
`
`q. Gatekeeper. The FMT member who is primarily responsible for the security of
`identified data. The gatekeeper is the individual(s) who can link FOQA data to an individual
`flight or crewmember. The gatekeeper is normally a member of the pilot association.
`
`r. Ground Data Replay and Analysis System (GDRAS). A software application designed
`
`to:
`
`
`
`• Transform airborne-recorded data into a usable form for analysis
`• Process and scan selected flight data parameters
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`• Compare recorded or calculated values to predetermined norms using event
`algorithms
`• Generate reports for review
`
`
`s. Implementation and Operations Plan (I&O Plan). A detailed specification of key
`aspects of a FOQA program to be implemented by an air carrier, including:
`
`
`• A description of the operator’s plan for collecting and analyzing the data
`• Procedures for taking corrective action that analysis of the data indicates is necessary
`in the interest of safety
`• Procedures for providing the FAA with de-identified aggregate FOQA
`information/data
`• Procedures for informing the FAA as to any corrective action being undertaken
`
`
`t. Logical Frame Layout (LFL). A data map that describes the format in which parameter
`data are transcribed to a recording device. This document details where each bit of data is stored.
`
`u. Parameters. Measurable variables that supply information about the status of an aircraft
`system or subsystem, position, or operating environment. Parameters are collected by a data
`acquisition unit installed on the aircraft and then sent to analysis and reporting systems.
`
`v. Phase of Flight. The standard high-level set of activities performed by pilots on all
`operational flights (i.e., preflight, engine start, pushback, taxi, takeoff, climb, cruise, descent,
`holding, approach, landing, taxi, and postflight operations).
`
`w. Quick Access Recorder (QAR). A recording unit onboard the aircraft that stores flight-
`recorded data. These units are designed to provide quick and easy access to a removable medium
`on which flight information is recorded. QARs may also store data in solid-state memory that is
`accessed through a download reader. QARs have now been developed to record an expanded
`data frame, sometimes supporting over 2,000 parameters at much higher sample rates than the
`FDR. The expanded data frame greatly increases the resolution and accuracy of the ground
`analysis programs.
`
`x. Routine Operational Measurement (ROM). A “snapshot” look at a selected parameter
`value at predefined points in time or space during every flight being analyzed by the GDRAS.
`ROMs provide standard statistics (e.g., minimum, maximum, average) for the specified
`parameter for a particular period of time or condition. Since ROMs are collected on every flight,
`they provide valuable trending insight into normal operations. Routine operational measurements
`are also useful in establishing a baseline for normal aircraft operation across a fleet.
`
`y. Sample Rate. The number of times per second that a specific parameter value is recorded
`by the onboard recording system. Normally, most parameters are sampled once per second.
`Increasing or decreasing the sample rate will directly increase or decrease the amount of data
`recorded by the onboard system. The ability to change a parameter sample rate is a function of
`the measurement source and the onboard recording system capabilities. Varying the parameter
`sample rate can be useful in enhancing time critical analysis capabilities.
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`z. Stakeholder. Constituencies that are potential users of FOQA data and that have a stake
`in the program’s success.
`
`aa. Wireless Data Link (WDL). A system that allows the high-speed transfer of onboard
`aircraft data to ground facilities using various wireless technologies. It may also allow for upload
`of data to the aircraft. Sometimes referred to as Ground Data Link (GDL).
`
`6. FOQA PROGRAM OVERVIEW.
`
`a. FOQA Program Components. The primary components of a FOQA program include:
`
`(1) Airborne Data Recording Systems. These systems acquire and capture the
`necessary in-flight information. They include specific aircraft data input sources and the
`equipment to record and store the collected data. Data are gathered via onboard sensors that
`measure significant aspects of aircraft operation. Most sensor information is carried to its
`eventual destination via several data buses. Data are collected by interfacing with these buses.
`Other airborne equipment can be used to process and analyze the collected data, display the data
`to pilots during flight or on the ground, and transmit data to a GDRAS.
`
`(2) GDRASs. These systems can:
`
`
`• Transform flight-recorded data into a usable format for processing and analysis
`• Process the data
`• Detect events and ROMs that are being monitored and tracked
`• Generate various reports and visualizations to help air carrier personnel interpret
`events
`• Process information from a variety of recorded data formats and recorder types
`
`
`(3) Air/Ground Data Transfers. One of the most labor intensive and costly aspects of
`a FOQA program is determining and implementing the process of getting the data from the
`aircraft onboard recording system to the GDRAS for analysis. Operators must pay strict
`attention to identifying the process that meets their FOQA program needs. Items to consider are:
`
`(a) Scheduling of the Removal of the Recording Medium. This will normally
`require close coordination with the operator’s maintenance control and line maintenance
`departments. Most likely, maintenance will want to remove the medium at a scheduled
`overnight maintenance location so that the removal process can be included as part of a regular
`work package or routine. This removal time period must coincide with recording medium
`memory capability and meet the operator’s needs for timely analysis of FOQA data as defined in
`the I&O Plan. Specific procedures on process for data removal will have to be defined for line
`maintenance personnel to permit proper data download. Sufficient spare recording medium will
`have to be maintained at the maintenance facilities so that the medium can be replaced back into
`aircraft systems after download.
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`(b) Forwarding of Data to the GDRAS Location. Depending on the size of the
`operator’s route structure, the location of where the data is removed in relation to the location of
`the GDRAS can be great. Methods for transferring the data to the GDRAS may consist of the
`following:
`
`1 Ground-Based Transportation. The storage medium can be mailed from the
`maintenance location using regular mail, company mail, or private overnight forwarding
`companies. If this type of process is used, a tracking system should be developed so that the
`recording medium removal timing and location can be verified and documentation of aircraft
`data retrieval can be maintained. This will prevent a loss of recording medium so that the timing
`of data acquisition into the GDRAS can be tracked.
`
` 2
`
` Electronic Transmission. This is a remote data transmission from the aircraft
`maintenance location to the GDRAS by the use of download equipment or milking-type
`machines that interface with the aircraft or by removal of the storage media from the onboard
`system. This process, while more efficient, requires a larger capital outlay and requires
`sufficient data transmitting capability from the remote maintenance locations to the location of
`the GDRAS. Coordination with an operator’s information services department will be needed to
`accomplish this. Data security issues must be considered when incorporating this process.
`
` 3
`
` Wireless Transmission. This is an emerging technology that enables direct
`transmission of aircraft flight data to a network that interfaces with the GDRAS using wireless
`technology. The download is accomplished automatically, thus removing the requirements for
`maintenance involvement. Incorporation of this technology involves aircraft and ground-based
`data transfer systems to be installed. Data security issues must be considered when
`incorporating this process. Close coordination with an operator’s engineering and information
`services departments will be needed.
`
`b. FOQA Program Description.
`
`(1) The improvement of flight safety is the driving force behind the implementation of
`FOQA programs. A FOQA program is used to reveal operational situations in which risk is
`increased in order to enable early corrective action before that risk results in an incident or
`accident. FOQA should interface and be coordinated with the operator’s other safety programs.
`The FOQA program should be part of the operator’s overall operational risk assessment and
`prevention program as described in part 119, section 119.65 and FAA guidance materials. Being
`proactive in discovering and addressing risk will enhance air safety.
`
`(2) In a FOQA program, data are collected from the aircraft by using special acquisition
`devices, such as QARs, or directly from the FDR. Using one of several available transmission
`methods, data are periodically retrieved and sent to the air carrier’s FOQA office for analysis.
`This office usually resides within the flight safety organization at the air carrier. The data are
`then validated and analyzed using specialized processing and analysis software, known as
`GDRAS, designed to convert the flight data into usable information.
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`NOTE: The quality and capability of a carrier’s FOQA program will be
`directly dependent on the number of parameters available. The carrier
`should see that sufficient parameters are available for collection from the
`acquisition device or FDR (see appendix A, Example of a FOQA
`Implementation and Operations Plan).
`
`(3) The GDRAS transforms the data into an appropriate format for analysis and
`generates reports and visualizations to assist personnel in analyzing the collected data. It
`extracts FOQA events from the raw digital data stream based on parameters, threshold values
`(e.g., descent rate in excess of 1,000 feet per minute on approach), and/or routine operational
`measurements that are specified by the air carrier. The analysis may focus on events that fall
`outside normal operating boundaries, event categories, or ROMs, as determined by the air
`carrier’s operational standards (as well as the manufacturer’s aircraft operating limitations). The
`FOQA FMT then reviews the events to assess their validity and potential significance. FOQA
`events are then marked for appropriate handling.
`
`(4) In terms of determining the root causes of systemic problems that need correction,
`aggregate FOQA data have proven to be of greater value than detailed parameter data gathered
`during a single flight. Individual data records are typically aggregated into categories to assist
`the analyst in looking for trends and patterns. For example, an analysis may be conducted on the
`average maximum rate of descent below 2,000 feet by airport by fleet type. This may be useful
`to better understand the meaning of the data once related events indicate that this is an area
`requiring investigation. This analysis may suggest that all fleets are experiencing high descent
`rates at a certain airport or just a specific aircraft type. This type of information can be used to
`pinpoint the potential source of the problem and, hopefully, suggest the nature of appropriate
`corrective action.
`
`(5) Data that could be employed to determine flight crewmember identity are removed
`from view in the electronic record as part of the initial processing of the airborne data. However,
`air carrier FOQA programs typically provide for a gatekeeper, who is provided with a secure
`means of determining identifying information for a limited period of time, in order to enable
`follow-up inquiry with the specific flightcrew associated with a particular FOQA event. Such
`contact is usually limited to situations when further insight into the circumstances surrounding
`an event is needed. The gatekeeper is typically a line captain designated by the air carrier’s pilot
`association (if applicable). The concurrence of the gatekeeper is required in order to initiate a
`follow-up with an individual pilot. Follow-up inquiries with individual crewmembers
`concerning FOQA events will normally be accomplished by a line captain designated as a
`gatekeeper by the air carrier’s pilot association (if applicable).
`
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`c. FOQA Analysis Process.
`
`(1) Overview. The FOQA analysis process must be developed based on the objective
`and scope of the intended program. At a minimum, the process will be determined depending on
`whether information will be used to evaluate or effect change in any or all of the following areas:
`
`
`• Operational Safety
`• Aircraft Performance
`• Aircraft System Performance
`• Crew Performance
`• Company Procedures
`• Training Programs
`• Training Effectiveness
`• Aircraft Design
`• ATC System Operation
`• Airport Operational Issues
`• Meteorological Issues
`
`NOTE: Data analysis may be different for each of these groups, depending
`on the intended use of the information. What type of analysis is available
`will be a function of the aircraft recording capability, available parameters,
`and GDRAS hardware and software capabilities. Extensive coordination
`between the FOQA FMT and other airline departments is crucial in
`maximizing analysis capabilities within the FOQA program.
`
`(2) Data Recording. The available parameters and their associated sample rates and
`recording accuracies will directly affect FOQA analysis. The minimum core recorded
`parameters are those specified in part 121, sections 121.343 and 121.344 for FDRs. Aircraft that
`have been further outfitted with programmable FDAUs or DMUs may have parameters in excess
`of the minimum required. FDAUs or DMUs can be programmed to provide these additional
`parameters dependent upon storage medium capability. These FDAUs and DMUs may also be
`able to modify the sample rate through reprogramming. This will be a function of the parameter
`sensor on the aircraft and recorder medium size. Close coordination with operator engineering
`personnel will be required to identify available parameters.
`
`(3) Analysis Techniques. Two types of analysis techniques can be applied to FOQA
`data. They are parameter exceedence analysis and statistical analysis.
`
`(a) Exceedence Analysis. This involves setting a specific limit for the GDRAS to
`detect for a particular parameter. For example, the GDRAS can be programmed to detect each
`time the aircraft roll angle exceeds 45 degrees. This data can be trended over multiple flights to
`determine the number of exceedence occurring per flight segment. In addition, the data can be
`trended to determine which phase of flight, airport, or runway, if appropriate, depending on the
`event type. Levels of exceedence can be programmed for particular events based on the
`operator’s risk assessment to assist in focusing resources on implementing corrective action on
`the highest perceived operational risk area. A higher level of risk may be associated with an
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`occurrence where the bank angle reached or exceeded 60 degrees. The FMT, through the
`gatekeeper, may choose to contact the crew or conduct a more detailed investigation of the event
`for this type of exceedence in addition to just maintaining and monitoring the trends where bank
`angle exceedences reach 45 degrees or greater. Exceedence levels will have to be developed
`through assessment of a carrier’s operations manuals, training programs, and risk assessment
`process as part of the overall safety program.
`
`(b) Statistical Analysis. This is used to create profiles of flight, maintenance, or
`engineering operational procedures. The profiles can use several measurements to build
`distributions of various criteria. A distribution of data will show all flights and enable a carrier
`to determine risk based on mean and standard deviations from the mean. One procedure a carrier
`may look at is approach tracks. A profile would be designed to measure the different criteria of
`an approach, like airspeed, rate of descent, configuration, or power setting. For example, the
`GDRAS will capture the maximum airspeed of every flight on final approach. A series of
`distributions will show a picture of how all flights are performing. The carrier can then
`determine when an approach track may lead to an unstable approach or landing. Similar to
`exceedence analysis, statistical analysis can use distributions to drill down into the data to look
`at phase of flight, airports, or aircraft type, if appropriate. Each individual airline working with
`its FOQA team could establish or modify airline policy and training programs based on the
`performance of all its flights. Once a baseline is established, the data could be monitored to
`track the trend of what is occurring. The value of using statistical analysis is that data from all
`flights is used to determine risk for an airline without focusing on specific event exceedences.
`The use of data distributions can develop a risk assessment process by establishing a baseline for
`trending data and determining critical safety concerns. Statistical analysis is a tool to look at the
`total performance of an airline’s operation.
`
`(c) Validated Trend Information. This is reviewed to determine the nature of any
`required action. Such actions might include the immediate notification of maintenance personnel
`if limits were exceeded that require inspection of the aircraft, reviews of the event to identify
`possible corrective measures, or a determination that further information is needed through crew
`feedback. Depending on the particular event, the flightcrew may be contacted to gather more
`information about the circumstances and causes of the event. Corrective measures can range
`from modifications of flightcrew training to revisions of the operating procedures to equipment
`redesign. Information on valid events is also stored in databases for use in trend analysis.
`
`7. FOQA PROGRAM ESTABLISHMENT AND IMPLEMENTATION. This section
`presents guidelines for designing, developing, implementing, and evaluating a FOQA program.
`These guidelines do not reflect any single FOQA program in operation today. Rather, the
`guidelines describe the best practices culled from various air carriers that currently operate
`highly effective FOQA programs. The FAA does not require these guidelines to be followed in
`order for an air carrier to receive approval for its FOQA program. A successful FOQA program
`should be customized to address an air carrier’s individual needs and situation. Air carriers that
`are considering establishing a FOQA program should visit with air carriers that have already
`established FOQA programs. Such meetings are intended to foster a clear understanding of what
`is involved in the entire process. These discussions can provide useful information and practical
`know-how regarding lessons learned, obstacles to success, and potential benefits. The three
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`phases of a FOQA program are Planning and Preparation (Phase I), Implementation and
`Operations (Phase II), and Continuing Operations (Phase III).
`
`NOTE: Each phase contains specific elements, as illustrated in figure 1. Each
`of these phase elements will be further discussed in the following sections.
`Activities in each phase may occur in parallel. Also, because implementing a
`FOQA program is an iterative process, tasks in all phases may be open-ended
`and continue for the duration of the FOQA program. However, the transition
`to Phase II begins definitively when the FAA approves the air carrier’s
`I&O Plan.
`
`
`
`S t a r t
`
`6 m o n t h s
`
`FIGURE 1. FOQA PHASES
`12 months
`
`18 month s
`
`2 4 months
`
`P h a s e I : P l a n n i n g a n d P r e p a r a t i o n
`E s t a b l i s h a s t e e r i n g c o m m it t e e
`(cid:122)
`D e f i n e g o a l s a n d o b j e c t i v e s
`(cid:122)
`I d e n t i f y s t a k e h o l d e r s
`(cid:122)
`S e l e c t t e c h n o l o g y
`(cid:122)
`S e l e c t p e r s o n n e l
`(cid:122)
`D e f i n e s a f e g u a r d s
`(cid:122)
`D e f i n e e v e n t s
`(cid:122)
`N e g o t i a t e p i l o t a g r e e m e n t
`(cid:122)
`D e f i n e F O Q A I n f o r m a t i o n
`(cid:122)
`S u b m i s s i o n P l a n
`G e n e r a t e F O Q A a n d
`(cid:122)
`I & O p l a n s
`
`P h a s e I I : I mplementation & Operations
`I m p l e m e n t and audit security mechanisms
`(cid:122)
`I n s t a l l e q u i p ment
`(cid:122)
`T r a i n p e r s o nnel
`(cid:122)
`I n v o l v e s t a k eholders
`(cid:122)
`C o l l e c t a n d process
`(cid:122)
`a i r b o r n e d a t a
`A n a l y z e a n d validate data
`(cid:122)
`D e v e l o p a n d document
`(cid:122)
`F O Q A s y s t em procedures
`D e v e l o p I n f ormation
`(cid:122)
`S u b m i t t a l P r ocedures
`D e f i n e s t a r t - up criteria
`(cid:122)
`
`Phase III: Continuing Oper a t i o n s
`Conduct periodic reviews
`Track costs and benefits
`Evaluate emerging technologies
`Expand data usage
`Market the FOQA program
`(cid:122) Conduct periodic meetings with company
`stakeholding departments
`
`(cid:122) (cid:122) (cid:122) (cid:122) (cid:122)
`
`a. Phase I—Planning and Preparation.
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`(1) Overview. Phase I is the foundation of a FOQA program. This phase begins when
`the air carrier decides to establish a FO