Future of Aircraft Accident Investigation using Cockpit Video Recorder

Topic: Future of Aircraft Accident Investigation using Cockpit Video Recorder

Contents
A. Introduction............................................................................................................................................1
B. Has it been used in the past....................................................................................................................3
C. Why Recorders are Important.................................................................................................................5
D. Video in the Cockpit................................................................................................................................7
E. Shouldn't something be said about Privacy?.........................................................................................11
F. Bibliography...........................................................................................................................................12

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

A. Introduction

Cockpit Voice Recorder (CVR) - a device used to record the audio environment in the flight
deck for mishaps and incident investigation purposes. The CVR records and stores the
sound signs of the mouthpieces and headphones of the pilots' headsets and of a area
microphone introduced in the cockpit.

The earliest CVRs use analog wire recording, later replaced by analog magnetic tape. Some
of the tape units utilized two reels, with the tape consequently turning around at each end.
As of now, the most broadly utilized CVRs in business transportation are equipped for
recording 4 channels of sound information for a time of 2 hours. The past necessity for a
CVR to record for 30 minutes was seen as deficient by and large. In some mishap
examinations, huge pieces of the appropriate sound information were absent as they
happened over 30 minutes before the finish of the account (the tape limit would bring
about sound data being overwritten each 30 min.)

The most recently made CVR utilize strong state memory and computerized recording
procedures which make them significantly more impervious to stun, vibration and
dampness. With the decreased force prerequisites of strong state recorders, it is
conceivable to fuse a battery in the units, so recording can proceed until flight end,
regardless of whether the airplane electrical framework fizzles.

Regarding introduction of video recording in the cockpit: the endeavors of certain

administrators to present on-board video recording in the flight deck have met next to no
accomplishment to date because of opposition from pilot proficient associations and
associations. [ CITATION Coc19 \l 1033 ]

According to the provisions in ICAO Annex 6 “Operation of Aircraft”, Vol I:

 Fixed-wing aeroplane and helicopters shall be equipped with a cockpit voice

recorder with a recording duration of at least 30 minutes of its operation;

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

 Fixed-wing aeroplanes with a maximum take-off mass of more than 5 700 kg and for
which the certificate of airworthiness is first issued after 1 January 2003 shall be
equipped with a CVR with a recording duration of two hours; and

 Helicopters for which the certificate of airworthiness is first issued after 1 January
2003 shall be equipped with a CVR with a recording duration of two hours. [ CITATION
LEE19 \l 1033 ]

International Civil Aviation Organisation (ICAO) recommends the following to Contracting

States:

 A CVR, installed in aeroplanes of a maximum certificated take-off mass of over 5 700

kg for which the individual certificate of airworthiness is first issued on or after 1
January 1990, should be capable of retaining the information recorded during at
least the last two hours of its operation

 A CVR, installed in helicopters for which the individual certificate of airworthiness is

first issued on or after 1 January 1990, should be capable of retaining the
information recorded during at least the last two hours of its operation.

Additional ICAO provisions, in force from 1 January 2007, require that all aeroplanes which
utilize data link communications and are required to carry a CVR shall record, on a flight
recorder, all data link communications to and from the aeroplane. The minimum recording
duration shall be equal to the duration of the CVR, and shall be correlated to the recorded
cockpit audio. Also, sufficient information to derive the content of the data link
communications message and, whenever practical, the time the message was displayed to
or generated by the crew shall be recorded.

CVR performance requirements are contained in the Minimum Operational Performance

Specification (MOPS) document for Flight Recorder Systems of the European Organization
for Civil Aviation Equipment (European Organization for Civil Aviation Equipment
(EUROCAE)).[ CITATION Coc19 \l 1033 ]

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

3. Thesis: Why cockpit video recorder is still not implemented as one additional tool to
support investigations as this data would be very beneficial to understand what happens in
the cockpit just before the accidents

B. Has it been used in the past

After reports rose in a few news sources taking note of that the International Civil Aviation
Org. (ICAO) is calling for video recorders to be standard gear in future business airplane
cockpits. In a messaged explanation to Avionics, ICAO has affirmed that it isn't yet calling
for such guideline, yet rather is as yet attempted State counsels on related proposition.

Articles distributed by both The Wall Street Journal and ABC News portrayed a letter ICAO
sent to national flying administrative offices as the United Nations' avionics wellbeing body
calling for recently planned planes to begin including cockpit video recording cameras as
standard gear by 2023. Be that as it may, the letter, which was likewise acquired by
Avionics, was really sent by ICAO's Secretary Gen. Tooth Liu to controllers looking for
remarks on proposed changes to the association's Standards and Recommended Practices
(SARPs) to Annex 6, and parts I, II and III to give arrangement to the account of data
showed to flight teams just as to grow the arrangements of parameters recorded by flight
information recorders and disentanglement of flight recorder SARPs generally speaking.

"The current 'call' being accounted for by certain outlets is off base, as the proposition are
still at an incipient stage," Anthony Philbin, boss correspondences official for ICAO, told
Avionics. "The state letter being coursed at present is mentioning remarks on the still draft
alterations to Annex 6 to the Chicago Convention."

As indicated by ICAO's letter, the recommendations to alter the Annex 6 SARPs were
considered by ICAO's Air Navigation Commission during the ninth gathering of the flight
recorder explicit working gathering in later 2016. The proposed alterations, contained in
Attachments B, C and D, present new SARPs on airborne picture accounts, extra flight

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

information recorder parameters and the improvement of flight recorder SARPs, the letter
said. [ CITATION Phi20 \l 1033 ]

Under the proposed alteration, another arrangement for airborne picture accounts would
be added to Part I of Annex 6 of the benchmarks. The new arrangement would require all
airplane with a most extreme departure weight of in excess of 59,000 pounds looking for a
kind affirmation to be outfitted with an accident ensured flight recorder equipped for
recording pictures of the data introduced to the pilots flying the aircraft.The proposition
proceeds to list the applications to be recorded, which was that the activity of switches and
selectors and the pictures showed to the flight group from electronic showcases ought to
be caught by picture sensors. Picture recorders would likewise be required to catch
essential flight and route shows, airplane framework observing showcases, motor sign
presentations, traffic landscape and climate shows.

Inside the proposition, the scientists noticed that the ICAO has gotten wellbeing
suggestions for the accessibility of picture accounts to be remembered for Annex 6, because
of an absence of information not accessible on the cockpit voice recorder or flight
information recorder to break down human execution. Moreover, the proposition takes
note of that the accounts would not catch pictures of real pilot developments, but instead
would concentrate on catching basic flight data being shown to the pilots and framework
reactions to their sources of info.

The ICAO's Air Navigation Commission, which fills in as the fundamental specialized
warning body for the ICAO gathering, is administering the counsel procedure for the
picture chronicles proposition.

Before, the National Transportation Safety Board in the United States has proposed
including cockpit video recording in carrier cockpits a few times since the year 2000. Be
that as it may, such proposition have to a great extent been restricted, particularly by pilot
associations who view such a stipulation as an intrusion of security. NTSB has never been
met with help for such a prerequisite from the FAA, since first proposing it in the year
2000. [ CITATION ICA17 \l 1033 ]

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

Philbin said the gathering will probably think about proposition in the spring of 2018.

"These proposed alterations, once completely settled, will at last be considered by the 36-
State ICAO Council in the Spring of 2018, in light of the present course of events being
progressed in the direction of. Until the Council's survey and conceivable selection,
notwithstanding, none of this can be affirmed as an official advancement, and
unquestionably it doesn't speak to an 'approach' sake of ICAO, yet rather the States which
coordinate through us," he said.[ CITATION ICA17 \l 1033 ]

C. Why Recorders are Important

To show my point, let me educate you regarding a few our mishap examinations and the
impact that the data, or absence of data, recorded by the airplane's flight information
recorders (FDRs) had on them.

In 1994, simply outside Pittsburgh, USAir flight 427, a Boeing 737, slammed the second
accident of the world's most well known airplane in three years. The plane's FDR recorded
just 11 parameters. Therefore, the Safety Board's examination concerning that very
perplexing mishap took over four years to finish. Simply a month ago (October)– six years
after the mishap the FAA at long last reported an arrangement to update the 737's rudder
framework.

Balance that mishap with the Board's examinations concerning the accident of an American
Eagle ATR-72 in Roselawn, Ind., in 1994, and two 1996 mishaps including the Boeing 757.
Every one of the three mishaps exhibited how the accessibility of sufficient information
promptly following mishaps can permit us to center our analytical endeavors, distinguish
wellbeing issues, and actualize arrangements in a generally convenient way.

Since the ATR's FDR recorded 98 parameters, we had the option to rapidly concentrate on
how the airplane worked in icing conditions, and we gave critical security proposals only
eight days after the mishap.

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

Both of the Boeing 757 mishaps required submerged recuperations under incredibly
troublesome conditions. A Birgen Air flight slammed off the shoreline of the Dominican
Republic in 7,200 feet of water. Furthermore, an Aeroperu flight smashed in excess of 600
feet of water off the shoreline of Peru. The FDRs on-board the two planes were equipped
for recording 350 parameters. When they were recouped, they furnished agents with the
information important to characterize the issue and to decide activities taken by the teams.
Thus, in the Birgen Air case, specialists didn't recoup the rest of the airplane. In the
Aeroperu mishap, just a couple of extra parts must be recouped. In view of the data gave by
the recorders, a large number of dollars in analytical and recuperation costs were spared
by the nations in question, and the voyaging open's trust in the airplane was kept up.

In view of our experience during the USAir flight 427 examination, just as different
examinations in which inadequate data was accessible, the Board gave security suggestions
to the U.S. Government Aviation Administration (FAA) to build the quantity of FDR
parameters. By 2002, all recently produced airplane will be required to record at least 88
parameters and more established airplane must be retrofitted. Yet, simply expanding the
quantity of parameters on FDRs won't tackle the entirety of the issues experienced on
account of holes in recorded data. We likewise need to update the CVR.

Following our examinations concerning ValuJet flight 592 in May 1996, and TWA flight 800
in July 1996, just as outside examinations including SilkAir flight 185 in December 1997,
and Swissair flight 111 in September 1998, the Safety Board gave proposals to the FAA to
address issues made when there's a break in the electrical capacity to the CVR–making us
lose the last crucial points in time of a mishap flight.

In 1999, we prescribed that the FAA require a CVR that records two hours of information,
as opposed to the present 30 minutes; 10 minutes of reinforcement power in the event of a
force misfortune; and an excess CVR close to the front of the cockpit, to essentially improve
the probability of recuperating significant sound data.

We additionally need to improve the accident survivability everything being equal.

Lamentably, the FAA presently can't seem to make a move to actualize these basic
necessities. [ CITATION Air20 \l 1033 ]

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

Late advancements in recorder and force supply advances have made it conceivable to give
a free force source that would work a strong state flight recorder for 10 minutes. What's
more, with the approach of strong state recorders, we may before long have mix recorders
accessible that will store sound, information, and even pictures. [ CITATION Per01 \l 1033 ]

D. Video in the Cockpit

That carries me to an issue that has created a lot of discussion in the course of recent
months–electronic cockpit symbolism. I accept that cockpit picture recorders are the
normal subsequent stage in ready recorders and we will see their usage sooner rather than
later. The Board accepts that we ought not further postpone the usage of accessible
innovation that may help us all the more rapidly decide the reasonable justification of
mishaps and, subsequently, forestall future mishaps.

Recording pictures of the cockpit is anything but another thought. Be that as it may, it has
as of late become both in fact and monetarily attainable. Mechanical advances in hardware
make it workable for us to catch pictures of what's going on inside the cockpit so questions
with respect to flight team activities can be promptly settled. With the constraints of
current flight recorders and the usage of fly-by-wire controls and glass cockpits, we have to
exploit that innovation.

The thought isn't to supplant the CVR or FDR, or copy data previously recorded, yet to
catch data that isn't as of now recorded. That would empower us to all the more effectively
decide reasons for mishaps and execute answers for improve security. Cockpit picture
recorders would give key data that would permit us to decide whether any human
variables issues, for example, non-verbal correspondence, data over-burden, interruptions
and procedural issues exist. [ CITATION EMS20 \l 1033 ]

For instance, a cockpit video recorder could reveal to us which pilot was at the controls,
what controls were being controlled, pilot contributions to instruments (i.e., switches or
circuit breakers), or what data was on the video shows (i.e., the showcase screens and

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

climate radar). Video recorders would likewise give vital data about the conditions and
physical conditions in the cockpit that are essentially not accessible to specialists, in spite
of the accessibility of present day CVRs and 100-parameter computerized FDRs.

The Safety Board previously talked about the requirement for video recording the cockpit
condition in our report of a September 1989 episode including USAir flight 105, a Boeing
737, at Kansas City, Mo. Right now, plane crashed into four transmission links during
approach. The team at that point executed a missed methodology and landed uneventfully
in Salina, Kan. The Board discovered that the reasonable justification was the flight team's
inability to satisfactorily get ready for and execute a nonprecision approach and their
resulting untimely plunge beneath least drop elevation. Our report called attention to the
constraints of existing flight recorders to completely archive the flight team's activities and
interchanges.

A picture recording of the cockpit condition would have built up the accessibility and
utilization of suitable agendas and approach graphs, the utilization of hand flags by the
flight group to impart orders for plane arrangement changes, and what setup changes were
made. This information would have likewise given agents bits of knowledge into the idea of
the group's advising and approach outline survey as they arranged for the localizer back
course approach.

The report additionally noticed that the presentation of airplane with electronic "glass"
cockpits and the utilization of information connect interchanges would empower the flight
team to make show and information recovery determinations that would not be recognized
by either the CVR and FDR–however could be caught by a video recording. Since we
perceived that video-recording gadgets weren't yet possible, we didn't make a proposal on
the utilization of video accounts around then.

In any case, in the a long time since that episode, impressive advancement has been made
in both video and electronic chronicle stockpiling advances. Electronic account of pictures
in the cockpit is currently both mechanically and financially feasible, and strong state
memory gadgets would now be able to catch tremendous measures of sound, video and
other electronic information.

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

In February 2000, because of an October 1997 mishap including a Cessna worked by the
Department of Interior that was not required to have a CVR or FDR, the Board suggested
that the FAA require crash-ensured video recording frameworks on Part 135 airplane not
as of now required to have a crashworthy flight recorder gadget.

As of late, the Safety Board's examinations of different mishaps including Cessna 208s and
comparable turbine-controlled airplane had been hampered by a comparative absence of
FDR and CVR data. Also, right now, were no recorded interchanges between the mishap
airplane and airport regulation or other airplane. A cockpit picture recorder may have
given vital data about conditions in the cockpit and the group's activities. It would have
additionally given agents basic real data, for example, elevation, velocity, motor force, flight
control inputs, airplane setup, in addition to human factor and climatic conditions.
[ CITATION Per01 \l 1033 ]

Suggestion to the FAA

The Safety Board suggested that the FAA require Part 121, 125, or 135 airplane as of now
outfitted with a CVR and a FDR to likewise be furnished with an accident secured cockpit
picture recording framework. We made this suggestion since we didn't have satisfactory
data about the cockpit condition in a few ongoing significant examinations, including
ValuJet flight 592 and EgyptAir flight 990 in October 1999, also the SilkAir flight 185 and
Swissair flight 111 examinations. In every one of these examinations, significant data about
the conditions and physical conditions in the cockpit was basically not accessible to agents,
regardless of the accessibility of good information from the FDRs and CVRs.

On account of ValuJet flight 592, a cockpit picture recorder may have given basic data about
the specific smoke and fire conditions present in the cockpit during the most recent couple
of minutes of the flight. A cockpit picture recorder likewise may have demonstrated the
smoke and fire conditions and the status of the flight instrument shows in the cockpit of
Swissair flight 111 that prompted the group's choice to slide from voyage flight and occupy
to Halifax.

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

Since there is no information on the CVR and FDR for the last minutes before the SilkAir
flight 185 accident, the Indonesian examination was hampered by an absence of data
concerning what happened in the cockpit. The accessibility of a cockpit picture recording
may have permitted them to center their analytical endeavors all the more successfully.

The requirement for a video recording of the cockpit condition was generally obvious in
the EgyptAir examination. The Safety Board's staff accepts that electronic cockpit
symbolism would help settle issues encompassing the flight team's activities in the cockpit
that brought about the adjustments in the airplane's controls, just as the conditions that
provoked those activities.

The utilization of a cockpit picture recording framework would likewise allow the account
of controller-pilot information interface (CPDL) correspondences. Current simple CVRs
can't record CPDL messages. Along these lines, they should be supplanted by different
frameworks on all airplane utilizing CPDL. [ CITATION MLI20 \l 1033 ]

What's more, the correspondence framework design on numerous airplane will make it
troublesome and costly to record CPDL messages legitimately onto a flight recorder. In
those examples, the video recording of the cockpit CPDL show would be a worthy and
practical methods for consenting to administrative prerequisites.

The global aeronautics network is likewise mindful of the security advantages of crash-
ensured video recorders. ICAO's (International Civil Aviation Organization's) Flight
Recorder Panel concurred, in November 1998, that the utilization of video chronicles in
airplane cockpits would be helpful. The board additionally noticed that the European
Organization for Civil Aviation Equipment (EUROCAE) was creating least operational
execution determinations (MOPs) for such recorders.

Because of the Montrose, Colo., mishap, the Safety Board prescribed to the FAA that it join
EUROCAE's exhibition guidelines for an accident ensured video recording framework into a
specialized principles request (TSO). The Safety Board accepts the FAA should work with
EUROCAE to help assist the MOPS and to consolidate the presentation principles

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

characterized in the MOPS into a FAA TSO for an accident ensured cockpit picture
recording framework when practicable. [ CITATION Per01 \l 1033 ]

Pilot associations and different gatherings have since quite a while ago restricted cockpit
camcorders, contending that pictures or film might be abused coincidentally agents,
investigators or news media. Also, some contend that the data gave by the cockpit voice
recorder and flight information recorder — neither of which gather visual data — is
adequate. Others stress that the cameras might be multiplied for routine observing of
pilots, or that the expenses of introducing such innovation are excessively high.

I'm certain pundits would question in-cockpit video benefits from protection grounds; in
any case, pilots have no more noteworthy security rights than school transport drivers,
cabbies, or some other open transportation administrators. Truth be told, ostensibly they
have less (assuming any) protection rights since they are simply contract representatives
for organizations that are neither possessed nor constrained by the administration. I'm
certain innovation based complaints could be raised, for example, the danger of
programmers keeping an eye on cockpit video takes care of (however I can't envision much
else exhausting than watching pilots fly a plane–aside from perhaps watching a take off or
landing.) But encryption techniques could guarantee that video takes care of were seen
distinctly by approved flight work force so "hacking" isn't generally an issue by any means.

E. Shouldn't something be said about Privacy?

The Safety Board is delicate to the protection worries that have been communicated by
pilot affiliations and others concerning recording pictures of flight groups. So as to secure
team individuals' security, the Safety Board, in its solicitation for reauthorization,
requested that Congress apply similar assurances that exist for CVRs to the utilization of
picture recorders in all methods of transportation. Under these arrangements, a cockpit
picture recording would not be openly discharged.

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

The Board additionally knows about concerns in regards to the treatment of video (just as
different kinds of accounts) in remote mishaps, and we're working with ICAO to improve
insurances stood to recorded data on a global level. In any case, given the historical
backdrop of complex mishap examinations and the absence of significant data with respect
to the cockpit condition, I accept that the security of the flying open must outweigh every
single other concern.[ CITATION Per01 \l 1033 ]

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

Cockpit Voice Recorder (CVR). (2019). Retrieved 2020, from Skybrary:

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Future of Aircraft Accident Investigation using Cockpit Video Recorder

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