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Black Box
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 chip, 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 engine. 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 forL-3 Communications Aviation Recorders .
picked up by these microphones and sent to the CVR, where the recordings are digitized and stored. There is also another device in the cockpit, called the associated control unit, that provides preamplification for audio going to the CVR. Here are the positions of the four microphones: Pilot's headset Co-pilot's headset Headset of a third crew member (if there is a third crew member) Near the center of the cockpit, where it can pick up audio alerts and other sounds Most magnetic-tape CVRs store the last 30 minutes of sound. They use a continuous loop of tape that completes a cycle every 30 minutes. As new material is recorded, the oldest material is replaced. CVRs that used solid-state storage can record two hours of audio. Similar to the magnetic-tape recorders, solidstate recorders also record over old material.
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 postaccident fires. Stainless-steel shell- The high-temperature insulation material is contained within a stainlesssteel 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. 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."
After a Crash :
Although they are called "black boxes," aviation recorders are actually painted bright orange. This distinct color, along with the strips of reflective tape attached to the recorders' exteriors, help investigators locate the black boxes following an accident. These are especially helpful when a plane lands in the water. There are two possible origins of the term "black box": Some believe it is because early recorders were painted black, while others think it refers to the charring that occurs in post-accident fires.
Retrieving Information :
After finding the black boxes, investigators take the recorders to a lab where they can download the data from the recorders and attempt to recreate the events of the accident. This process can take weeks or months to complete. In the United States, black-box manufacturers supply the NTSB with the readout systems and software needed to do a full analysis of the recorders' stored data. f the FDR is not damaged, investigators can simply play it back on the recorder by connecting it to a readout system. With solid-state recorders, investigators can extract stored data in a matter of minutes. Very often, recorders retrieved from wreckage are dented or burned. In these cases, the memory boards are removed, cleaned up and a new memory interface cable is installed. Then the memory board is connected to a working recorder. This recorder has special software to facilitate the retrieval of data without the possibility of overwriting any of it. A team of experts is usually brought in to interpret the recordings stored on a CVR. This group typically includes a representative from the airline, a representative from the airplane manufacturer, an NTSB transportation-safety specialist and an NTSB air-safety investigator. This group may also include a language specialist from the Federal Bureau of Investigation and, if needed, an interpreter. This board attempts to interpret 30 minutes of words and sounds recorded by the CVR. This can be a painstaking process and may take weeks to complete.