Aircraft Accident Brief Ntsb/aab-02/01 (Pb2002-910401): Egypt Air Flight 990, Boeing 767-366er, Su-Gap - National Transportation Safety Board Page 31
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160 25
Because the content of the comment (the word[s] and the language in which it was
spoken) could not be positively identified, the members of the Cockpit Voice Recorder
Group agreed to characterize the comment as “unintelligible.”
Flight Data Recorder
The FDR installed on the accident airplane was a Sundstrand Data Corporation
(now named Honeywell Aerospace Electronic Systems) Universal Flight Data Recorder,
S/N unknown. Although the FDR unit exhibited external and internal structural damage
and the recording medium (magnetic tape) was wet, the tape was otherwise in good
condition. After waveform recovery techniques were used to correct areas of weak FDR
signals, a complete set of accident flight data, from takeoff through the last recorded FDR
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parameter (which was recorded at 0150:36.64),
was prepared.
Flight performance parameters recorded by the FDR included the following:
pressure altitude; airspeed (computed); engine rpm; pitch; roll; heading; angle of attack;
normal (vertical), longitudinal, and lateral acceleration (load factors); left and right
elevator positions; left and right inboard and outboard aileron positions; left and right
trailing edge flap positions; rudder position; and horizontal stabilizer position. In addition,
the FDR recorded speedbrake handle position, throttle resolver angle, autopilot
engagement/disengagement, engine low oil pressure, and engine fuel cut signals. The
FDR was not required to and did not record control wheel, control column, or spoiler
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positions nor did it record control wheel and column forces.
Excerpts from the FDR data
plots and CVR transcript are shown in figures 3a through 3h.
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As previously discussed, the last FDR parameter was recorded at 0150:36.64, and the cessation of the
FDR data was consistent with the loss of electrical power that resulted from the engines being shut off.
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Although control column position was not recorded by the FDR, the Safety Board’s testing and
evaluation of the 767 elevator system showed that any movement occurring at the control columns would
have resulted in concurrent, identifiable movements of the elevators, which would have been recorded on
the FDR. For additional information, see Flight Data Recorder Group Chairman’s Factual Report and its
attachments. Also, see the section of this report titled, “Tests and Research,” for a discussion of the
airplane’s performance during the emergency/accident sequence, as determined by the Safety Board’s
evaluation of the available FDR, radar, weather, and airplane performance data.
NTSB/AAB-02/01
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