Flight Data RecordersThe flight data recorder (FDR) is designed to record the operating data from the plane's systems. There are sensors that are wired from various areas on the plane to the flight-data acquisition unit, which is wired to the FDR. When a switch is turned on or off, that operation is recorded by the FDR.
In the United States, the Federal Aviation Administration (FAA) requires that commercial airlines record a minimum of 11 to 29 parameters, depending on the size of the aircraft. Magnetic-tape recorders have the potential to record up to 100 parameters. Solid-state FDRs can record more than 700 parameters. On July 17, 1997, the FAA issued a Code of Federal Regulations that requires the recording of at least 88 parameters on aircraft manufactured after August 19, 2002.
Here are a few of the parameters recorded by most FDRs:
Time
Pressure altitude
Airspeed
Vertical acceleration
Magnetic heading
Control-column position
Rudder-pedal position
Control-wheel position
Horizontal stabilizer
Fuel flow
In the United States, the Federal Aviation Administration (FAA) requires that commercial airlines record a minimum of 11 to 29 parameters, depending on the size of the aircraft. Magnetic-tape recorders have the potential to record up to 100 parameters. Solid-state FDRs can record more than 700 parameters. On July 17, 1997, the FAA issued a Code of Federal Regulations that requires the recording of at least 88 parameters on aircraft manufactured after August 19, 2002.
Here are a few of the parameters recorded by most FDRs:
Time
Pressure altitude
Airspeed
Vertical acceleration
Magnetic heading
Control-column position
Rudder-pedal position
Control-wheel position
Horizontal stabilizer
Fuel flow
Solid-state recorders can track more parameters than magnetic tape because they allow for a faster data flow. Solid-state FDRs can store up to 25 hours of flight data. Each additional parameter that is recorded by the FDR gives investigators one more clue about the cause of an accident.
Built to Survive
In many airline accidents, the only devices that survive are the crash-survivable memory units (CSMUs) of the flight data recorders and cockpit voice recorders. Typically, the rest of the recorders' chassis and inner components are mangled. The CSMU is a large cylinder that bolts onto the flat portion of the recorder. This device is engineered to withstand extreme heat, violent crashes and tons of pressure. In older magnetic-tape recorders, the CSMU is inside a rectangular box.
Using three layers of materials, the CSMU in a solid-state black box insulates and protects the stack of memory boards that store the digitized information. We will talk more about the memory and electronics in the next section. Here's a closer look at the materials that provide a barrier for the memory boards, starting at the innermost barrier and working our way outward:
Aluminum housing - There is a thin layer of aluminum around the stack of memory cards.
High-temperature insulation - This dry-silica material is 1 inch (2.54 cm) thick and provides high-temperature thermal protection. This is what keeps the memory boards safe during post-accident fires.
Stainless-steel shell- The high-temperature insulation material is contained within a stainless-steel cast shell that is about 0.25 inches (0.64 cm) thick. Titanium can be used to create this outer armor as well.
Built to Survive
In many airline accidents, the only devices that survive are the crash-survivable memory units (CSMUs) of the flight data recorders and cockpit voice recorders. Typically, the rest of the recorders' chassis and inner components are mangled. The CSMU is a large cylinder that bolts onto the flat portion of the recorder. This device is engineered to withstand extreme heat, violent crashes and tons of pressure. In older magnetic-tape recorders, the CSMU is inside a rectangular box.
Using three layers of materials, the CSMU in a solid-state black box insulates and protects the stack of memory boards that store the digitized information. We will talk more about the memory and electronics in the next section. Here's a closer look at the materials that provide a barrier for the memory boards, starting at the innermost barrier and working our way outward:
Aluminum housing - There is a thin layer of aluminum around the stack of memory cards.
High-temperature insulation - This dry-silica material is 1 inch (2.54 cm) thick and provides high-temperature thermal protection. This is what keeps the memory boards safe during post-accident fires.
Stainless-steel shell- The high-temperature insulation material is contained within a stainless-steel cast shell that is about 0.25 inches (0.64 cm) thick. Titanium can be used to create this outer armor as well.
Testing a CSMU
To ensure the quality and survivability of black boxes, manufacturers thoroughly test the CSMUs. Remember, only the CSMU has to survive a crash -- if accident investigators have that, they can retrieve the information they need. In order to test the unit, engineers load data onto the memory boards inside the CSMU. L-3 Communications uses a random pattern to put data onto every memory board. This pattern is reviewed on readout to determine if any of the data has been damaged by crash impact, fires or pressure.
There are several tests that make up the crash-survival sequence:
Crash impact - Researchers shoot the CSMU down an air cannon to create an impact of 3,400 Gs (1 G is the force of Earth's gravity, which determines how much something weighs). At 3,400 Gs, the CSMU hits an aluminum, honeycomb target at a force equal to 3,400 times its weight. This impact force is equal to or in excess of what a recorder might experience in an actual crash.
Crash impact - Researchers shoot the CSMU down an air cannon to create an impact of 3,400 Gs (1 G is the force of Earth's gravity, which determines how much something weighs). At 3,400 Gs, the CSMU hits an aluminum, honeycomb target at a force equal to 3,400 times its weight. This impact force is equal to or in excess of what a recorder might experience in an actual crash.
Pin drop - To test the unit's penetration resistance, researchers drop a 500-pound (227-kg) weight with a 0.25-inch steel pin protruding from the bottom onto the CSMU from a height of 10 feet (3 m). This pin, with 500-pounds behind it, impacts the CSMU cylinder's most vulnerable axis.
Static crush - For five minutes, researchers apply 5,000 pounds per square-inch (psi) of crush force to each of the unit's six major axis points.
Fire test - Researchers place the unit into a propane-source fireball, cooking it using three burners. The unit sits inside the fire at 2,000 degrees Fahrenheit (1,100 C) for one hour. The FAA requires that all solid-state recorders be able to survive at least one hour at this temperature.
Deep-sea submersion - The CSMU is placed into a pressurized tank of salt water for 24 hours.
Salt-water submersion - The CSMU must survive in a salt water tank for 30 days.
Fluid immersion - Various CSMU components are placed into a variety of aviation fluids, including jet fuel, lubricants and fire-extinguisher chemicals.
During the fire test, the memory interface cable that attaches the memory boards to the circuit board is burned away. After the unit cools down, researchers take it apart and pull the memory module out. They restack the memory boards, install a new memory interface cable and attach the unit to a readout system to verify that all of the preloaded data is accounted for.
Black boxes are usually sold directly to and installed by the airplane manufacturers. Both black boxes are installed in the tail of the plane -- putting them in the back of the aircraft increases their chances of survival. The precise location of the recorders depends on the individual plane. Sometimes they are located in the ceiling of the galley, in the aft cargo hold or in the tail cone that covers the rear of the aircraft.
"Typically, the tail of the aircraft is the last portion of the aircraft to impact," Doran said. "The whole front portion of the airplane provides a crush zone, which assists in the deceleration of tail components, including the recorders, and enhances the likelihood that the crash-protected memory of the recorder will survive."
Solid-state Technology
Solid-state recorders are considered much more reliable than their magnetic-tape counterparts, according to Ron Crotty, a spokesperson for Honeywell, a black-box manufacturer. Solid state uses stacked arrays of memory chips, so they don't have moving parts. With no moving parts, there are fewer maintenance issues and a decreased chance of something breaking during a crash.
Data from both the CVR and FDR is stored on stacked memory boards inside the crash-survivable memory unit (CSMU). In recorders made by L-3 Communications, the CSMU is a cylindrical compartment on the recorder. The stacked memory boards are about 1.75 inches (4.45 cm) in diameter and 1 inch (2.54 cm) tall.
The memory boards have enough digital storage space to accommodate two hours of audio data for CVRs and 25 hours of flight data for FDRs.
Airplanes are equipped with sensors that gather data. There are sensors that detect acceleration, airspeed, altitude, flap settings, outside temperature, cabin temperature and pressure, engine performance and more. Magnetic-tape recorders can track about 100 parameters, while solid-state recorders can track more than 700 in larger aircraft.
All of the data collected by the airplane's sensors is sent to the flight-data acquisition unit (FDAU) at the front of the aircraft. This device often is found in the electronic equipment bay under the cockpit. The flight-data acquisition unit is the middle manager of the entire data-recording process. It takes the information from the sensors and sends it on to the black boxes.
Both black boxes are powered by one of two power generators that draw their power from the plane's engines. One generator is a 28-volt DC power source, and the other is a 115-volt, 400-hertz (Hz) AC power source. These are standard aircraft power supplies, according to Frank Doran, director of engineering for L-3 Communications Aviation Recorders.
During the fire test, the memory interface cable that attaches the memory boards to the circuit board is burned away. After the unit cools down, researchers take it apart and pull the memory module out. They restack the memory boards, install a new memory interface cable and attach the unit to a readout system to verify that all of the preloaded data is accounted for.
Black boxes are usually sold directly to and installed by the airplane manufacturers. Both black boxes are installed in the tail of the plane -- putting them in the back of the aircraft increases their chances of survival. The precise location of the recorders depends on the individual plane. Sometimes they are located in the ceiling of the galley, in the aft cargo hold or in the tail cone that covers the rear of the aircraft.
"Typically, the tail of the aircraft is the last portion of the aircraft to impact," Doran said. "The whole front portion of the airplane provides a crush zone, which assists in the deceleration of tail components, including the recorders, and enhances the likelihood that the crash-protected memory of the recorder will survive."
Solid-state TechnologySolid-state recorders are considered much more reliable than their magnetic-tape counterparts, according to Ron Crotty, a spokesperson for Honeywell, a black-box manufacturer. Solid state uses stacked arrays of memory chips, so they don't have moving parts. With no moving parts, there are fewer maintenance issues and a decreased chance of something breaking during a crash.
Data from both the CVR and FDR is stored on stacked memory boards inside the crash-survivable memory unit (CSMU). In recorders made by L-3 Communications, the CSMU is a cylindrical compartment on the recorder. The stacked memory boards are about 1.75 inches (4.45 cm) in diameter and 1 inch (2.54 cm) tall.
The memory boards have enough digital storage space to accommodate two hours of audio data for CVRs and 25 hours of flight data for FDRs.
Airplanes are equipped with sensors that gather data. There are sensors that detect acceleration, airspeed, altitude, flap settings, outside temperature, cabin temperature and pressure, engine performance and more. Magnetic-tape recorders can track about 100 parameters, while solid-state recorders can track more than 700 in larger aircraft.
All of the data collected by the airplane's sensors is sent to the flight-data acquisition unit (FDAU) at the front of the aircraft. This device often is found in the electronic equipment bay under the cockpit. The flight-data acquisition unit is the middle manager of the entire data-recording process. It takes the information from the sensors and sends it on to the black boxes.
Both black boxes are powered by one of two power generators that draw their power from the plane's engines. One generator is a 28-volt DC power source, and the other is a 115-volt, 400-hertz (Hz) AC power source. These are standard aircraft power supplies, according to Frank Doran, director of engineering for L-3 Communications Aviation Recorders.
