Black Box

When an aviation accident occurs, officials usually begin their investigation by attempting to locate
recording devices commonly known as black boxes. The devices record not only the conversations of the
pilots and air traffic controllers, but also track details of the movement and behavior of the aircraft. In
this Encarta Yearbook article from February 2000, Yearbook editor Jeremiah Telzrow discusses the
different types of black boxes and how they work.

Flight data recorders (FDRs) and cockpit voice recorders (CVRs), commonly known as black
boxes, are devices used to investigate the cause of an aviation accident. Orange-painted and
crash-proofed, FDRs and CVRs preserve vital information, such as the airplanes speed and
altitude, and conversations between the pilot, copilot, and air traffic controllers.
When an aviation accident occurs, investigators from the National Transportation Safety Board
(NTSB) often use the information collected by the FDR to create a computer animation of the
accident. Combined with the conversations and noises recorded by the CVR, this animation often
assists the NTSB in reconstructing the events that led to the accident.
The Federal Aviation Administration (FAA) requires all commercial aircraft capable of carrying
10 passengers or more to have FDRs and CVRs on board. Most FDRs and CVRs record data on
either metallic tape or computer chips.
FLIGHT DATA RECORDERS

FDRs record information such as the time, altitude, airspeed, heading (the direction in which the
aircraft is traveling), and engine performance. FDRs also record the positions of the aircrafts
controls (such as flaps and stabilizers) and information that indicates whether the aircraft was
pointed down or up, or rolling to the side. These various pieces of information are called
parameters. FDRs typically record in a 25-hour loop. After 25 hours the oldest data is
overwritten with new data.
FDRs help investigators reconstruct the final moments before an accident. In the case of USAir
Flight 427, which crashed in September 1994 killing all 132 people on board, the last minute of
FDR data indicated that the aircraft began yawing (swiveling on its vertical axis) and rolling to
the left as it approached the airport in Pittsburgh, Pennsylvania. This information contributed to
the investigators conclusion that the cause of the accident was probably a disabling rudder
malfunction that resulted in a loss of control.
By order of the FAA, aircraft manufactured before October 1991 and capable of transporting 20
or more people must carry FDRs capable of recording a minimum of 17 different parameters by
2001. Similar aircraft manufactured after October 1991 must carry FDRs capable of recording 34
parameters by 2001. Beginning in 2000, newly manufactured aircraft must carry FDRs that
record 57 parameters, and by 2002 they must carry FDRs that record 88 parameters. These new
parameters will include information such as the status of the airplanes cabin pressure and
computer systems. The requirements are slightly different for aircraft capable of transporting less
than 20 people.

COCKPIT VOICE RECORDERS

CVRs typically monitor four channels: the pilot and copilots microphones, radio
communications with the aircraft, and the cockpit area microphone (CAM, typically located on
the overhead instrument panel). CVRs record on a 30-minute loop. After 30 minutes, the oldest
data is overwritten with new data.
The CVR provides information indicating how the pilots reacted to the circumstances that led to
the accident. In the case of Flight 427, the CVR recording suggested that the rudder malfunction
caught the flight crew by surprise. In other cases, the CVR may reveal that the flight crew was
aware of the problem that led to the accident. An analysis of these recordings can help
investigators determine whether the pilots reacted appropriately to the situation. CVR recordings
can also help investigators determine if the pilots were misinformed by or misunderstood
instructions from air traffic controllers, ignored crucial warnings, or were confused by weather
conditions or other phenomena.
The CAM records cockpit noise. Many aircraft instruments are equipped to give off sounds that
serve as warnings to pilots. Examples include warning noises that the airplane is flying too low
or is about to stall (lose its lift). These sounds add to investigators understanding of the scene
aboard the aircraft.
The NTSB often releases transcripts of CVR recordings. But the Congress of the United States
does not allow the NTSB to release the actual recordings in deference to the families of the flight
crew.
MAKING SURE THE D ATA SURVIVES

To ensure that the data recorded by FDRs and CVRs survive any accident, the recorders are
typically housed in steel or titanium cases. Both recorders are usually located in an airplanes tail
section and are powered by generators run by the airplanes engines. The recorders stop when
this power supply is interrupted.
The FAA sets rigorous standards for FDRs and CVRs. The recorders must be able to withstand
3,400 G forces (one G force equals the force of gravity at Earth's surface) for 6.5 milliseconds.
They must also be able to survive exposure to temperatures of 1100 C (2000 F, the temperature
at which jet fuel burns) for 30 minutes. In case of a crash into deep water, the recorders must be
able to survive for 30 days at depths up to 6,000 m (20,000 ft).
Both FDRs and CVRs are painted bright orange and fitted with reflective strips to make them
easier to find amid the wreckage of a crash site. If a crash occurs in deep water, investigators can
locate the recorders by homing in on transmissions from their underwater locator beacons
(ULBs). Also known as pingers, ULBs give off a pinging sound that can be tracked with sonar.
Activated upon immersion in water, ULBs are required to transmit for at least 30 days.