FLIGHT DATA RECORDER

The 'flight data recorder' ('FDR') is a flight recorder used to record specific aircraft performance parameters. A separate device is the cockpit voice recorder (CVR), although some versions (including the original) combine both in one unit. Popularly, though almost always falsely, known as the black box used for aircraft mishap analysis, the FDR is also used to study air safety issues, material degradation, and jet engine performance. These ICAO regulated "black box" devices are often used as an aid in investigating aircraft mishaps, and its recovery is second only in importance to the recovery of victims’ bodies. The device's shroud is usually painted bright orange and generally located in the tail section of the aircraft. The current FAA TSO is C124b [1] titled Flight Data Recorder Systems. This revision came into effect in April 2007.

Contents

History

Design

Future devices

See also

References

External links

General information

Dr David Warren (interview)

Manufacturers' websites

History

The first prototype FDR was produced in 1957 by Dr. David Warren of the then Aeronautical Research Laboratories of Melbourne, Australia. In 1953 and 1954, a series of fatal accidents involving the De Havilland DH106 Comet prompted the grounding of the entire fleet pending an investigation. Dr. Warren, a chemist specializing in aircraft fuels, was involved in a professional committee discussing the possible causes. Since there had been neither witnesses or survivors, Dr. Warren conceived of a crash-survivable method to record the flight crew's conversation (and other pre-crash data), reasoning they would greatly assist in determining a cause and enabling the prevention of future, avoidable accidents of the same type.
Despite his 1954 report entitled "A Device for Assisting Investigation into Aircraft Accidents" and a 1957 prototype FDR called "The ARL Flight Memory Unit", aviation authorities from around the world were largely uninterested. This changed in 1958 when Sir Robert Hardingham, the Secretary of the UK Air Registration Board, visited the ARL and was introduced to Warren.


The Aeronautical Research Laboratory allocated Dr. Warren an engineering team to develop the prototype to airborne stage. The team, consisting of electronics engineers Lane Sear, Wally Boswell and Ken Fraser developed a working design incorporating a fire and shockproof case, a reliable system for encoding and recording aircraft instrument readings and voice on one wire, and a ground-based decoding device.
The ARL system became the "Red Egg", the world's first commercial FDR, made by the British firm of S. Davall & Son. The "Red Egg" got its name from its shape and bright red color.
The term "Black Box" came from a meeting about the "Red Egg", when afterwards a journalist told Dr. Warren, ''"This is a wonderful black box."'' The unit itself was based on an EMI Minifon wire recorder fitted into a perspex box firmly screwed together.
The first commercial airliner fitted with an FDR was the Hawker Siddeley Trident.

Design

The design of today's FDR is largely governed by the European Organisation for Civil Aviation Equipment^[1] in its EUROCAE ED-112 (Minimum Operational Performance Specification for Crash Protected Airborne Recorder Systems). In the United States, the Federal Aviation Administration (FAA) regulates all aspects of U.S. aviation, and cites design requirements in their Technical Standard Order,^[2] based on the European ED-112 (as do the aviation authorities of many other countries).

Currently, EUROCAE specifies that a recorder must be able to withstand an acceleration of 3400 ''g'' (33 km/s²) for 6.5 milliseconds. This is roughly equivalent to an impact velocity of 270 knots and a deceleration or crushing distance of 450 cm. Additionally, there are requirements for penetration resistance, static crush, high and low temperature fires, deep sea pressure, sea water immersion, and fluid immersion.
Modern day FDRs are typically plugged into the aircraft's fly-by-wire main data bus. They record significant flight parameters, including the control and actuator positions, engine information and time of day. There are 88 parameters required as a minimum under current U.S. federal regulations (only 29 were required until 2002), but some systems monitor many more variables. Generally each parameter is recorded a few times per second, though some units store "bursts" of data at a much faster frequency if the data begins to change quickly. Most FDRs record 25 hours worth of data in a continuous loop.
This has also given rise to flight data monitoring programs, whereby flights are analyzed for optimum fuel consumption and dangerous flight crew habits. The data from the FDR is transferred, in situ, to a solid state recording device and then periodically analyzed with some of the same technology used for accident investigations.
FDRs are usually located in the rear of the aircraft, typically in the tail. In this position, the entire front of the aircraft acts as a "crush zone" to reduce the shock that reaches the recorder. Also, modern FDRs are typically double wrapped, in strong corrosion-resistant stainless steel or titanium, with high-temperature insulation inside.

Future devices

Since the recorders can sometimes be crushed into unreadable pieces, or even never located in deep water, some modern units are self-ejecting (taking advantage of kinetic energy at impact to separate themselves from the aircraft) and also equipped with radio and sonar beacons (see emergency locator transmitter) to aid in their location.
On 19 July 2005, the ''Safe Aviation and Flight Enhancement Act of 2005'' was introduced and referred to the Committee on Transportation and Infrastructure of the U.S. House of Representatives. This bill would require installation of a second cockpit voice recorder, digital flight data recorder system and emergency locator transmitter that utilizes combination deployable recorder technology in each commercial passenger aircraft, currently required to carry each of those recorders. The deployable recorder system would be ejected from the rear of the aircraft at the moment of an accident. The bill was referred to the Subcommittee on Aviation and has not progressed since.^[3][4] One problem for the military is that these commercial devices offer no protection of the data that has been recorded thus have the potential for exposing military secrets if the device is captured by non-friendly forces and exploited.

See also

★ Cockpit voice recorder (CVR)

★ Air Safety

★ Emergency Position Indicating Radio Beacon (EPIRB)

References

1. European Organisation for Civil Aviation Equipment
2. TSO-C124a FAA Regs.
3. http://thomas.loc.gov/cgi-bin/query/z?c109:H.R.3336.IH:
4. http://thomas.loc.gov/cgi-bin/bdquery/z?d109:h.r.03336:

External links

General information

★ — United States Patent Office link to James J. Ryan's Patent "Coding Aparatus for Flight Recorders and the Like"

★ [2] — University of Minnesota article on the legacy of James "Crash" Ryan

★ Black Box Flight Recorder — Australian Department of Defence article on the flight recorder

★ Dave Warren - Inventor of the black box flight recorder — Australian Department of Defence article on the flight recorder's inventor

★ How Black Boxes Work — Detailed seven page article from HowStuffWorks

★ IRIG 106 Chapter 10 — Flight data recorder digital recorder standard

Dr David Warren (interview)

★ ABC TV (Australia) Dr David Warren interview transcript 2003

★ ABC TV (Australia) Dr David Warren interview transcript 2002

Manufacturers' websites

★ Meggitt Avionics

★ Hindustan Aeronautics Limited

★ ETEP Airborne Recorders & Data acquisition systems

★ DRS Technologies Inc. Deployable Flight Data Recorders

★ Penny + Giles Aerospace Airborne Recorders

★ Honeywell Flight Data Recorders

★ L-3 Communications Corp. Aviation Recorders

★ Excalibur Systems - 1553/429 Data Recorders

★ Smiths Aerospace Voice and Data Recorders