National Transportation Safety Board
Office of Research and Engineering
Washington, DC 20594
DCA23LA384
FLIGHT DATA RECORDER
Specialist's Factual Report
July 22, 2024
TABLE OF CONTENTS
A. ACCIDENT ........................................................................................................................ 3
B. FLIGHT DATA RECORDER SPECIALIST ........................................................................ 3
C. FEDERAL CARRIAGE REQUIREMENTS......................................................................... 3
D. DETAILS OF THE INVESTIGATION ............................................................................... 3
1.0 ALLIED SIGNAL DESCRIPTION....................................................................................... 3
1.1 Recorder Condition ............................................................................................. 4
1.2 Recording Description ........................................................................................ 4
1.3 Engineering Unit Conversions ........................................................................... 4
1.3.1 Air-Ground Switch ........................................................................................ 4
1.3.2 Speedbrake Handle ..................................................................................... 4
1.4 Time Correlation .................................................................................................. 5
E. FIGURES AND TABULAR DATA ..................................................................................... 5
APPENDIX A. VERIFIED AND PROVIDED PARAMETERS ................................................ 13
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A. ACCIDENT
Location: Houston, Texas
Date: July 29, 2023
Time: 1034 central daylight time (CDT)
1534 coordinated universal time (UTC)
Airplane: Boeing 767-322, UAL-702, N641UA
B. FLIGHT DATA RECORDER SPECIALIST
Specialist: Steven Smith
Mechanical Engineer (Recorder Specialist)
National Transportation Safety Board (NTSB)
C. FEDERAL CARRIAGE REQUIREMENTS
The event aircraft, N641UA, was operating as a Title 14 Code of Federal
Regulations (CFR) Part 121 scheduled passenger flight. The event aircraft was
manufactured in 1991 and was operating such that it was required to be equipped
with a flight data recorder (FDR) that recorded, at a minimum, 22 parameters, as cited
in 14 CFR Part 121.344(c).
D. DETAILS OF THE INVESTIGATION
An FDR group was not convened. The NTSB Vehicle Recorder Division
received the following FDR:
Recorder Manufacturer/Model: Allied Signal
Part Number: 980-4700-042
Recorder Serial Number: 5891
1.0 Allied Signal Description
The solid-state flight data recorder (SSFDR) is configured to record 256 12-bit
words of digital information every second. Each grouping of 256 words (each second)
is called a subframe. Each subframe has a unique 12-bit synchronization (sync) word
identifying it as subframe 1, 2, 3, or 4. The sync word is the first word in each
subframe. The data stream is in sync when successive sync words appear at proper
256-word intervals. Each data parameter (for example, altitude, heading, airspeed)
has a specifically assigned word number within the subframe. The SSFDR is designed
to meet the crash-survivability requirements of TSO-C124a.
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1.1 Recorder Condition
The recorder was in good condition and the data were extracted normally from
the recorder.
1.2 Recording Description
The FDR recording contained approximately 27.2 hours of data. Timing of the
FDR data is measured in subframe reference number (SRN), where each SRN equals
one elapsed second. The event flight was the last flight of the recording, and its
duration was approximately 3 hours and 6 minutes. The parameters evaluated for the
purpose of this report appeared to be in accordance with federal FDR carriage
requirements.
1.3 Engineering Unit Conversions
The engineering unit conversions used for the data contained in this report are
based on documentation from the aircraft manufacturer. Where applicable, the
conversions have been changed to ensure that the parameters conform to the NTSB’s
standard sign convention that climbing right turns are positive (CRT=+). 1
In Appendix A, table 1 lists the FDR parameters verified and provided in this
report. Additionally, table 2 describes the unit and discrete state abbreviations used
in this report.
1.3.1 Air-Ground Switch
The air-ground switch operates from the air/ground relay. The parameter is an
analog discrete that reports the state of the aircraft as either “air” or “ground.” The
switch logic is based on the proximity tilt sensors located on the main landing gear.
For the air-ground switch to register “ground,” both main gears must be on the
ground and not tilted. Otherwise, the air-ground switch will report “air.”
1.3.2 Speedbrake Handle
The manufacturer defines speedbrake handle in the down, armed, and up
positions as 5.61%, 16.17%, and 97.15%, respectively as output on the flight control
computer bus, with ±3.91% accuracy. The speedbrake handle three positions are
defined as the following; down: no spoiler deflection; armed: no spoiler deflection,
but auto-engaged to fully deploy when both left and right throttles are at idle and
once the air-ground state transitions from air to ground; up: full throw spoiler
1
CRT=+ means that for any parameter recorded that indicates a climb or a right turn, the sign for that
value is positive. Also, for any parameter recorded that indicates an action or deflection, if it induces a
climb or right turn, the value is positive. Examples: Right Roll = +, Left Aileron Trailing Edge Down = -,
Right Aileron Trailing Edge Up = +, Pitch Up = +, Elevator Trailing Edge Up = +, Right Rudder = +.
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SPECIALIST'S FACTUAL REPORT PG 4 OF 14
deflection. Autospeedbrake full deployment can also be initiated independent of the
speedbrake handle in the arm position when both left and right throttles are at idle,
air-ground state is ground, and either reverse thrust lever is moved to the reverse idle
detent. Manual spoiler deflection may also be used between the armed and up
position.
1.4 Time Correlation
Correlation of the FDR data from SRN to the event local time, CDT, was
established by using the recorded Greenwich Mean Time (GMT) Hours, GMT
Minutes, and GMT Seconds and then applying an additional 5 hours offset to change
GMT to CDT. 2
Accordingly, the time offset for the event flight data from SRN to CDT is the
following: CDT = SRN – 59,643. Therefore, the times for the event flight are
referenced as CDT, not SRN.
However, the previous landing is referenced in eastern daylight time (EDT), not
CDT. Accordingly, the time offset for the previous flight data from SRN to EDT is the
following: EDT = SRN – 33,559. Therefore, the times for the previous landing are
referenced as EDT, not SRN.
E. FIGURES AND TABULAR DATA
Figures 1 to 4 contain FDR data recorded during the event on July 29, 2023.
All the parameters listed in table 1 are plotted except GMT Hours, GMT Minutes,
GMT Seconds, Latitude, and Longitude.
Figure 1 is a time history plot of gear and navigational deviations for the
approach and landing rollout. Figure 2 is a time history plot of flight control
parameters during the landing rollout. Figure 3 is a time history plot of engine
parameters during the landing rollout. Figure 4 is a time history plot of braking and
gear parameters during the landing rollout.
Figure 5 contains the FDR data from the previous flight before the event flight
and is a time history plot of gear and navigational deviations for the approach and
landing rollout at the Newark Liberty International Airport (EWR).
These figures are configured such that right turns are indicated by the trace
moving toward the bottom of the page, left turns towards the top of the page, and
nose up attitudes towards the top of the page.
2
GMT is Greenwich mean time which is also known as coordinated universal time (UTC).
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For the accident flight, the FDR data indicated the following sequence of
events:
• 07:32:32 CDT: N641UA departed runway 22R at EWR.
• 07:36:17 CDT: The autopilot was engaged. The takeoff, cruise, and
approach were uneventful.
• 10:26:25 CDT: The localizer mode was operational.
• 10:28:25 CDT: Pressure altitude was 6,045 feet (ft), computed airspeed
was 214 knots (kts), and magnetic heading was 265 degrees (deg).
Localizer and glideslope deviation were -0.04 dots and -0.18 dots,
respectively. 3 Flap handle was 5 deg. The speedbrake handle was in the
down position.
• 10:31:47 CDT: The landing gear was down and locked. The flap handle
was 15 deg. The speedbrake handle was in the down position. Localizer
and glideslope deviation were 0.00 dots.
• 10:33:49 CDT: Radio altitude was 635 ft, computed airspeed was
142 kts, and magnetic heading was 266 deg. Localizer and glideslope
deviation were -0.02 dots and 0.00 dots, respectively. The flap handle
was 30 deg. The speedbrake handle was in the down position. The
autopilot was disengaged.
• 10:34:31 CDT: Engines 1 and 2 throttle resolver angle (TRA) were
47.29 deg.
• 10:34:37 CDT: Engines 1 and 2 TRA were 33.75 deg and 33.93 deg,
respectively.
• 10:34:41 CDT: The air-ground switch was ground, and the left and
right main gear were not tilted. The maximum vertical acceleration
recorded at landing was 1.1465 g. The control column position
recorded was approximately 0.35 deg. Speedbrake handle was down.
• 10:34:42 CDT: The maximum recorded control column position was
5.71 deg. The control wheel position was -14.96 deg and reduced
to -6.53 deg. Speedbrake handle was down.
• 10:34:43 CDT: The maximum recorded control column and control
wheel position were -4.39 deg and -24.48 deg, respectively. The right
main gear changed from not tilted to tilted and the air-ground switch
changed from ground to air. Vertical acceleration reduced from
1.2381 g to 0.6909 g within the second.
3
Positive localizer deviation is left of the localizer (fly right) and positive glideslope deviation is above
the beam (fly down).
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• 10:34:44 CDT: The nose gear squat switched from air to ground and
back to air, all within the second. The right main landing gear was not
tilted. Vertical acceleration increased from 0.7344 g to 1.4258 g. The
control column was 3.87 deg before it decreased to -4.75 deg. Engines
1 and 2 TRA were 34.28 deg. Speedbrake handle position was in the
down position.
• 10:34:45 CDT: Engines 1 and 2 TRA were 31.82 deg and 23.73 deg.
Speedbrake handle changed from the down position to the up position
within the second. Vertical acceleration reduced from 1.1442 g to
0.3430 g and back to 1.5540 g, all within the second. The nose gear
squat changed from air to ground.
• 10:34:46 CDT: Engines 1 and 2 thrust reversers were in transit. Vertical
acceleration changed from 1.5540 g to 0.9863 g, increased to 1.5746 g,
and reduced to 0.6314 g, all within the second. The nose gear squat was
air for one sample of the second.
• 10:34:47 CDT: Engine 2 thrust reverser was fully deployed. The nose
squat was ground, and the main gears were not tilted. Engines 1 and 2
TRA were 24.79 deg and 6.68 deg, respectively. Vertical acceleration
was 0.7802 g and increased to 1.5563 g, and reduced to 0.7505 g, all
within the second.
• 10:34:48 CDT: Engines 1 and 2 TRA were 4.75 deg and 3.87 deg,
respectively. Vertical acceleration hovered around 1 g for the remainder
of the landing rollout.
• 10:34:49 CDT: Engine 1 thrust reverser was fully deployed. The
remainder of the landing rollout was uneventful.
• 10:34:59 CDT: The autobrakes disarmed was selected.
• 10:35:04 CDT: Engines 1 and 2 thrust reversers switched from
deployed to not deployed.
• 10:38:16 CDT: The last recorded sample was recorded.
The corresponding tabular data used to create figures 1 to 4 for the entire
event flight, including GMT Hours, GMT Minutes, GMT Seconds, Latitude, and
Longitude, are provided in electronic comma-separated value (CSV) format as
attachment 1 to this report. Additionally, the corresponding tabular data used to
create figure 5 are provided in electronic CSV format as attachment 2 to this report.
Submitted by:
Steven Smith
Mechanical Engineer (Recorder Specialist)
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Figure 1. Time history plot of gear and navigational deviations during approach and landing rollout.
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Figure 2. Time history plot of flight control parameters during landing rollout.
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Figure 3. Time history plot of engine parameters during landing rollout.
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Figure 4. Time history plot of braking and gear parameters during landing rollout.
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Figure 5. Time history plot of gear and navigational deviations during approach and landing rollout from previous flight at EWR.
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APPENDIX A. VERIFIED AND PROVIDED PARAMETERS
This appendix describes the parameters provided and verified in this report.
Table 1 lists the plot/table labels, parameter names, and units. Additionally, table 2
describes the unit and discrete state abbreviations used in this report.
Table 1. Verified and provided FDR parameters.
Plot/Table Labels Parameter Names Units
Accel Lat Lateral Load Factor g
Accel Long Longitudinal Load Factor g
Accel Vert Vertical Load Factor g
Aileron-LIB Left Inboard Aileron Position deg
Aileron-LOB Left Outboard Aileron Position deg
Aileron-RIB Right Inboard Aileron Position deg
Aileron-ROB Right Outboard Aileron Position deg
Air-Ground Air/Ground Relay Aircraft State
Airspeed Comp Computed Airspeed kts
All Gear Down and Locked Main and Nose Landing Gear Down and Locked
Alt Press Pressure Altitude ft
Alt Radio Radio Altitude ft
Center Flight Control Computer Autopilot
AP Cmd-C
Engaged
Left Flight Control Computer Autopilot
AP Cmd-L
Engaged
Right Flight Control Computer Autopilot
AP Cmd-R
Engaged
Autobrk Disarm Automatic Brake Disarm
Autobrk-2 Automatic Brake Setting 2
Brake Press Main L Left Main Landing Gear Brake Pressure psi
Brake Press Main R Right Main Landing Gear Brake Pressure psi
Brk Ped-L Left Brake Pedal Applied
Brk Ped-R Right Brake Pedal Applied
Ctrl Col Pos Control Column Position deg
Ctrl Whl Pos Control Wheel Position deg
Elevator-L Left Elevator Position deg
Elevator-R Right Elevator Position deg
Eng1 EPR Engine 1 Engine Pressure Ratio scalar
Eng1 N1 Engine 1 Fan Speed %RPM
Eng1 T/R Deployed Engine 1 Thrust Reverser Deployed
Eng1 T/R In Transit Engine 1 Thrust Reverser in Transit
Eng1 TRA Engine 1 Throttle Resolver Angle deg
Eng2 EPR Engine 2 Engine Pressure Ratio scalar
Eng2 N1 Engine 2 Fan Speed %RPM
Eng2 T/R Deployed Engine 2 Thrust Reverser Deployed
Eng2 T/R In Transit Engine 2 Thrust Reverser in Transit
Eng2 TRA Engine 2 Throttle Resolver Angle deg
Flap Handle Posn Flap Handle Position deg
Glideslope Dev Glideslope Deviation dots
Ground Spd Ground Speed kts
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Plot/Table Labels Parameter Names Units
Hdg Mag Magnetic Heading deg
Latitude Latitude Coordinate deg
Localizer Dev Localizer Deviation dots
Longitude Longitude Coordinate deg
Main Gear Tilt L Left Main Gear Truck Tilt Proximity Sensor
Main Gear Tilt R Right Main Gear Truck Tilt Proximity Sensor
Nose Gear Squat Nose Gear Compression Sensor
Pitch Pitch Angle deg
Roll Roll Angle deg
Spd Brake Handle Speed Brake Handle Position %
Time GMT Hrs Greenwich Mean Time Hours hrs
Time GMT Min Greenwich Mean Time Minutes min
Time GMT Sec Greenwich Mean Time Seconds sec
Note: Parameters with a blank unit description in table 1 are discretes. A discrete is typically a 1-bit
parameter that is either a 0 state or a 1 state where each state is uniquely defined for each parameter.
Table 2. Unit and discrete state abbreviations.
Unit and Discrete State Abbreviations Descriptions
%RPM percent revolutions per minute
deg degrees
dots dots of deviation
DN&LK Down and Locked
DPYED Deployed
ft feet
g unit of gravitation acceleration
hrs hours
kts knots
min minutes
NOT DN Not Down
N/ DPY Not Deployed
psi pounds per square inch
sec seconds
SEL Selected
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