Aircraft ELT and CVR

Emergency Locator AVIONICS
TECHNOLOGY
Transmitter
The Emergency Locator Transmitter (ELT) is a self‑contained battery operated

transmitter that is designed to help locate an airplane after a crash.
An ELT has an inertia switch that closes in the event of a crash and starts the
transmitter emitting a series of down-sweeping tones simultaneously on two
emergency frequencies, 121.5 MHz in the VHF band and 243.0 MHz in the UHF
band.
The battery in an ELT has a design life long enough to operate the transmitter
continuously for 48 hours.
An emergency locator transmitter (ELT), also referred to as a locator beacon, is
required on aircraft:
 to provide a signal or signals that will enable search aircraft or ground stations
 to find aircraft that have made crash landings in remote or mountainous areas.
AV2220 - Aircraft Communication Systems Chapter 3 1

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TECHNOLOGY
The ELT system is a transmitter that emits an onmidirectional signal on the

international distress signals at 121.5 and 243.0 MHz.
 General-aviation aircraft, commercial aircraft, the FAA, and the CAP (Civil Air Patrol)
monitor 121.5 MHz.
 The 243.0 MHz is monitored by the military services.
The unit is designed:
 to automatically activate under emergency condition
 or may be operated manually from the cabin to summon assistance in other than a
disabling emergency condition,
 the distress signal can be detected by Search and Rescue Satellite (SARSAT).
ELTs are installed as far aft in the fuselage as it is practical to place them, and they
are connected to a flexible whip antenna.
The installation must be such that orients the inertia switch so that it is sensitive to a
force of approximately 5G along the longitudinal axis of the aircraft.

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When an ELT is properly installed, it requires little maintenance other than ensuring
that it remains securely mounted and connected to its antenna.
 There must be no evidence of corrosion, and the battery must be replaced
according to a specific schedule.
Non-rechargeable batteries must be replaced or chargeable batteries recharged:
 when the transmitter has been used for more than one cumulative hour, or
 when it has reached 50% of its usable life, or
 if it is rechargeable 50% of its useful life of charge.
The date required for its replacement must be legibly marked on the outside of the
transmitter case and recorded in the aircraft maintenance records.
An ELT can be tested by removing it and taking it into a shielded or screened room to
prevent its radiation from causing a false alert.

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TECHNOLOGY
An operational check may be made with the ELT in the aircraft by removing the
antenna and connecting a dummy load.
If it is not possible to use a dummy load:
 the antenna may be left in place
 the ELT operated for no more than three audible sweeps
 the test must be conducted within the first five minutes after any hour
If the ELT must be operated outside of this time frame:
 the nearest FAA control tower must be contacted and the test coordinated with
them
The pilot should check at the end of each flight to be sure that the ELT has not been
triggered.
 This is done by tuning the VHF receiver to 121.5 MHz and listening for the tone. If
no tone is heard, the ELT is not operating.

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TECHNOLOGY
System Components
The fixed ELT must be installed

securely in the aircraft at a location
where crash damage will be minimal.
The location selected is usually in the
area of the tail cone;
 In some cabin-type aircraft, the
unit is installed in the aft, top part
of the cabin.
Access is provided in either case so the
unit can be controlled manually.
ELT system block diagram

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TECHNOLOGY
System Components (cont’d)
An ELT transmitter for small airplanes with the antenna and coaxial cable

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TECHNOLOGY
System Components (cont’d)
The ELT system components consist of:

 Transmitter including adapter plate
and battery
 Remote control
 Antenna
 Wire kit for remote control
 Antenna cable
ELT system components location

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System Operation
The ELT is battery powered and is automatically turned on by crash forces. It will
transmit a special swept tone for 48 hours on two different emergency frequencies.
They are 121.5 MHz and 243.0 MHz;
 121.5 is the civilian emergency frequency
 243.0 is the military emergency frequency.
It is designed to activate automatically and no preliminary procedures other than
proper installation, periodic testing, and specified battery replacement are required.
The transmitter is activated by an acceleration operated switch when a rapid
deceleration force is applied along the longitudinal axis of the aircraft.
The ELT must be installed as far aft as possible but in front of the tail surfaces
since this area has been shown to remain intact in most airplane crashes.

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TECHNOLOGY
System Operation (cont’d)
The batteries in the ELT must be replaced or recharged at specific intervals as

required by the FARs.
A typical ELT consists of a self-contained dual-frequency radio transmitter and
battery power-supply with a suitable whip antenna.
 When armed, it will be activated by an impact force of 5g or more, as may be
experienced in a crash landing.
The ELT is powered by the alkaline battery pack.
After a crash landing, the ELT will provide line-of-sight transmission up to 100 mi
[161 km] at a receiver altitude of 10,000 ft [3050 m].
The ELT transmits on both distress frequencies simultaneously at 75-mW rated
power output for 50 continuous hours in the temperature range of -4 to +131oF
[20 to + 55oC].

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System Operation (cont’d)
There are times when an aircraft technician may need to test an ELT so he
should be familiar with the procedure.
 If possible, the ELT should be tested with the antenna disconnected or shielded to
prevent the transmission of emergency signals into the air.
 If this cannot be done, it is still permissible to test the ELT, but only during the
first five minutes of any hour and for three audio sweeps maximum.
 A VHF communication radio is turned on and tuned to 121.5 MHz.
 The ELT is then switched on manually until the signal is heard on the receiver and
then switched off again.

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TECHNOLOGY
Automatic Operation Manual Operation
The ELT function switch, located in the There are two forms of manual
ELT transmitter must be set in ARM operations of ELT:
position.  Set the ELT function switch to ON
The ELT remote control switch, located position, or
in the cockpit must be set in ARM  Set the ELT remote control switch to
position. ON position.
Manually operate the ELT only when:
The ARM position is the "normal"
position for the control switch.
 A "soft” crash does not activate the
ELT.
 In this position, the transmitter will  For very brief periods during
automatically commence transmitting authorized test of transmitter.
if the aircraft stops abruptly within
defined specification.

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TECHNOLOGY
Test Operation
The control panel on an ELT unit Set the VHF No. 1 or VHF No. 2 aircraft
contains a switch with three positions: transceiver to 121.5 MHz with the
AUTO, OFF, and ON. volume turned up.
The unit may be tested by tuning the Turn on the transmitter for 1½
VHF COMM receiver to 121.5 MHz and seconds.
then placing the ELT switch in the ON  A repeating downward swept audio
position. signal should be heard on VHF
communication receiver.
The emergency tone will be heard if
the ELT is operating. Turn the transmitter off after 3 audio
sweeps.
Immediately after the test, the switch Move the transmitter switch to ARM
should be returned to the AUTO position (normal position).
position.

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Test Operation (cont’d)
If an ELT is inadvertently turned on, For example, a test could be conducted

owing to a lightning strike or an between 1:00 p.m. and 1:05 p.m. with
exceptionally hard landing, a maximum of three beeps being heard
 the control switch should be placed on a frequency of 121.5 MHz.
in the OFF position to stop the  Tests conducted in this manner do
transmission, not alert the FAA to a crashed
 then the switch should be returned aircraft.
to the AUTO position to arm the unit. Before this check or test:
Testing of an ELT should be performed  we should contact the airport control
within the first 5 minutes of an hour tower to avoid an unnecessary
(FAA regulation) and only three pulses “alert" or false alarm
of the transmitter should be activated.  coordinate with search and rescue
agency since the activate ELT can be
detected by the Satellite ground
station.

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Service for an ELT
An ELT requires a minimum of service; The ELT should be tested regularly to

 however, certain procedures are assure satisfactory operation.
necessary to assure satisfactory An inspection of the ELT mounting and
operation. antenna should be made periodically to
The battery pack must be changed in ensure firm attachment to the aircraft.
accordance with the date stamped on
Regulations regarding the operation of
the unit.
ELTs are set forth in FAR Part 91.52.
 Typically, the batteries are replaced
every 2 years or after 20 min of
 Technicians involved with the
continuous use. installation and service of ELTs
should be familiar with these
The replacement date must be clearly
regulations and manufacturer's data.
marked on the battery's data plate;
otherwise, the battery is not airworthy.

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TECHNOLOGY
ELT Regulation
FAR 91.207 Emergency Locator Transmitter
No person may operate a U.S. registered civil airplane unless it meets the applicable
requirements listed below for ELTs.
Each emergency locator transmitter must be in operable condition and meet the
requirements of TSO‑C91 or TSO‑C91A and it must be installed as far aft as
practicable.
Batteries used in the ELT must be replaced or recharged as appropriate:
 When the transmitter has been in use for more than one cumulative hour; or
 When 50% of the useful life has expired.
The expiration date for the replacement or recharge of the battery must be legibly
marked on the outside of the transmitter and entered in the aircraft maintenance
record.

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FAR 91.207 Emergency Locator Transmitter (cont’d)
The requirements for ELT do not apply to:

 A newly acquired aircraft that must be ferried to a place where the ELT will be
installed.
 An aircraft with an inoperative ELT that must be ferried to a place for ELT repair.
 Turbojet powered aircraft.
 Scheduled air carrier flights.
 Training flights conducted entirely within 50 nautical miles of the airport of operations.
 Design and test flights.
 Delivery flights of new aircraft.

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FAR 91.207 Emergency Locator Transmitter (cont’d)
The requirements for ELT do not apply to (cont’d):

 Aircraft engaged in aerial application of chemicals for agricultural purposes.
 Research and development aircraft.
 Exhibition and air racing aircraft.
 Aircraft equipped to carry only one person.
 An aircraft during any period in which the ELT has been temporarily removed for
inspection, repair, modification or replacement, subject to the following:
 A maintenance record entry must be made that includes the date of removal, the
serial number and the reason for removal.
 A placard must be placed in view of the pilot which states "ELT not installed".
 The aircraft must not be operated more than 90 days after initial ELT removal.

Cockpit Voice and Flight AVIONICS
TECHNOLOGY
Data Recorder
The cockpit voice recorder (CVR) and the flight data recorder (FDR) are designed to
automatically record information in flight that can be used during an investigation
following an accident or serious incident.
They are installed on all air carrier jets and some commuter airliners and privately
owned aircraft.
The recorders are installed in the aft fuselage as since this area is least likely to be
severely damaged in an accident.
A Cockpit Voice Recorder and Flight Data Recorder installed in the aft section of the fuselage

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TECHNOLOGY
The CVR is designed to record sounds in the cockpit and communications on the
intercom and radio systems.
 It has a hot microphone in the cockpit which is always activated to record voices,
warning sounds, engine noise etc.
The CVR is also connected to the intercom so that conversations between the
members of the crew can be recorded.
 It is also connected to radios so that communications with ATC are recorded.
The CVR has a continuous recording system that holds approximately the last 30
minutes of audio.
 It is located in the aft fuselage for better survival and it is waterproof and
protected against fire and impact forces.

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The flight data recorder has many more inputs than the cockpit voice recorder.
 It has a recording time of 8 hours on smaller aircraft and about 24 hours on larger
aircraft.
The CVR and FDR are located in the same area of the aft fuselage and have
similar protection from water, fire etc.
Air carrier jets have been required to carry CVRs and FDRs for some years, but
recently new regulations have gone into effect that require these devices on
smaller aircraft.

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TECHNOLOGY
Regulation for CVR and FDR
FAR 91.609 Flight Recorders and Cockpit Voice Recorders
 Multi‑engine turbine powered airplanes or rotorcraft with 10 passenger seats or more

manufactured after October 11, 1991 must have a digital flight data recorder with 8
hours storage.
 After October 11, 1991, multi‑engine turbine powered airplanes and rotorcraft with 6
passenger seats or more and with a required minimum flight crew of 2 pilots must
have an approved cockpit voice recorder with minimum storage of 15 minutes.
 If an accident or incident occurs, the operator must hold the data 90 days or longer if
requested.

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TECHNOLOGY
Regulation for CVR and FDR (cont’d)
FAR 91 Appendix E: Flight Recorder Specifications
The flight recorder required for certain 1. Pitch Trim Position.

aircraft under FAR 91.609 must record 2. N1, EPR or Prop RPM and Torque.
the following items: 3. Vertical Speed.
1. Airspeed. 4. Angle of Attack.
2. Altitude. 5. Autopilot Engagement.
3. Magnetic Heading. 6. TE Flap Position.
4. Vertical Acceleration. 7. LE Flap Position.
5. Longitudinal Acceleration. 8. Reverse Thrust.
6. Pitch Attitude. 9. Spoiler / Speedbrake Position.
7. Roll Attitude.

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Cockpit Voice Recorder
The cockpit voice recorder, or CVR, is an important device for determining the
cause of an aircraft accident.
An endless tape allows for 30 minutes of recording, and then it is automatically
erased and recorded over.
There are four inputs to the recording heads:
 The microphones of the captain
 The microphones of first officer
 The microphones of flight engineer
 A microphone that picks up received audio and cockpit conversations
These microphones are always "hot" and do not require any type of keying.

AVIONICS
TECHNOLOGY
Cockpit Voice Recorder (cont’d)
The pickups are all in the cockpit, but the actual tape recorder is in a fire resistant box
usually located near the tail of the aircraft.
The CVR is painted bright orange so that it is easily identified among the wreckage.
Cockpit voice recorders (CVRs) are very similar to flight data recorders; they look
nearly identical and operate in almost the same way.
CVRs monitor the last 30 min of flight deck conversations and radio communications.
The flight deck conversations are recorded via the microphone monitor panel located
on the flight deck.
This panel is also used to test the system and erase the tape if so desired.
The erase mode of the CVR can be operated only after the aircraft has landed and the
parking brake set.
Playback is possible only after the recorder is removed from the aircraft.

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TECHNOLOGY
Microphone monitor panel for a cockpit voice recorder

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TECHNOLOGY
In Boeing 737:
 The cockpit voice recorder uses four independent channels to record cockpit audio
on a 30 minute continuous-loop tape.
 Recordings older than 30 minutes are automatically erased.
 One channel records cockpit area conversations using the area microphone.
 The other channels record any individual audio and transmissions from the pilots
and first observer.
In Boeing 757:
 The cockpit voice recorder records any transmissions from the cockpit made
through the audio selector panels.
 It also records cockpit area conversations using an area microphone.

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TECHNOLOGY
In Boeing 777:
 It has four-channel solid state voice recorder with flight deck area
microphone records the most recent 30 minutes of flight crew
communications.
 It erases automatically so that only the last 30 minutes are on the memory
tape.
 Inputs from the voice recorder are from the area microphone that picks up
any conversations on the flight deck, the captains, first officers, and first
observer's audio panel and their hot microphones (oxygen mask).

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TECHNOLOGY
Block diagram of Boeing 777 voice recorder system

AVIONICS
TECHNOLOGY
Input to the voice recorder is from: There is a voice recorder jack on the
 the cockpit voice recorder service and APU shutdown panel that
microphone, permits a ground crew member to
 the captain's, monitor flight deck conversation.
 first officer's, and The recorder unit is in the aft
 first observer's audio from their hot equipment center.
microphone inputs to the AMU.  It includes an underwater locator
The cockpit voice recorder panel has beacon (ULB).
test and erase buttons and is on the To bulk erase the cockpit voice
maintenance panel in the flight deck. recorder, the airplane must be on the
The cockpit voice recorder microphone ground and the parking brake set.
is on the overhead panel in the flight
deck.

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TECHNOLOGY
Flight Data Recorder
Since 1958 any commercial Recorded flight parameters include:

passenger aircraft flying in the  Aircraft's altitude
United States has been required to  Airspeed, pitch attitude
be equipped with an automatic flight
data recording system.
 Roll attitude
The FAA changed the regulations to
 Magnetic heading
include virtually all turboprop  Vertical acceleration
aircraft.  Flap position
Today flight data recorders are found  Gear position
on most corporate and all transport-  Engine power
category aircraft.  Greenwich Mean Time
The system must monitor both flight
parameters and flight deck voice
activities.

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TECHNOLOGY
Flight Data Recorder (cont’d)
A flight data recorder is housed in a

crushproof container located near
the tail section of the aircraft.
The tape unit is fire-resistant and
contains a radio transmitter to help
crash investigators locate the unit
under water.
A data recorder is typically used for
accident investigation;
 however, some airlines also use
recorded data to aid in
troubleshooting recurring
mechanical defects.
A flight data recorder

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TECHNOLOGY
A modern flight data recorder uses a

magnetic recording tape to store digital
data of flight parameters of the past 25
flight hours.
The recorder receives the majority of
its input signals from existing sensors
located throughout the aircraft.
The information is sent to the recording
unit, which stores up to 900 bits of
information on 1 in. of tape.
The tape unit employs:
 two 4-channel record heads
 two 4-channel erase heads
The tape unit from a flight data recorder

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TECHNOLOGY
One record and one erase head are used

when the tape travels from left to right.
The other pair of heads is used when the
tape travels from right to left.
The two pairs of erase-record heads are
set at different levels (tracks) along the
tape, thus producing an 8-track, single-
channel format.
This format allows for 25 h of data
storage at 3.125 h per track.
The tape reversal and track switching are
performed automatically when the tape
reaches its limit of travel.
The tape unit from a flight data recorder

Aircraft ELT and CVR

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Emergency Locator AVIONICS

The Emergency Locator Transmitter (ELT) is a self‑contained battery operated

AV2220 - Aircraft Communication Systems Chapter 3 1

The ELT system is a transmitter that emits an onmidirectional signal on the

AV2220 - Aircraft Communication Systems Chapter 3 2

AV2220 - Aircraft Communication Systems Chapter 3 3

AV2220 - Aircraft Communication Systems Chapter 3 4

The fixed ELT must be installed

AV2220 - Aircraft Communication Systems Chapter 3 5

System Components (cont’d)

AV2220 - Aircraft Communication Systems Chapter 3 6

System Components (cont’d)

The ELT system components consist of:

 Wire kit for remote control

ELT system components location

AV2220 - Aircraft Communication Systems Chapter 3 7

AV2220 - Aircraft Communication Systems Chapter 3 8

System Operation (cont’d)

The batteries in the ELT must be replaced or recharged at specific intervals as

AV2220 - Aircraft Communication Systems Chapter 3 9

System Operation (cont’d)

AV2220 - Aircraft Communication Systems Chapter 3 10

Automatic Operation Manual Operation

AV2220 - Aircraft Communication Systems Chapter 3 11

AV2220 - Aircraft Communication Systems Chapter 3 12

Test Operation (cont’d)

If an ELT is inadvertently turned on, For example, a test could be conducted

AV2220 - Aircraft Communication Systems Chapter 3 13

Service for an ELT

An ELT requires a minimum of service; The ELT should be tested regularly to

AV2220 - Aircraft Communication Systems Chapter 3 14

FAR 91.207 Emergency Locator Transmitter

AV2220 - Aircraft Communication Systems Chapter 3 15

FAR 91.207 Emergency Locator Transmitter (cont’d)

The requirements for ELT do not apply to:

AV2220 - Aircraft Communication Systems Chapter 3 16

FAR 91.207 Emergency Locator Transmitter (cont’d)

The requirements for ELT do not apply to (cont’d):

AV2220 - Aircraft Communication Systems Chapter 3 17

AV2220 - Aircraft Communication Systems Chapter 3 18

AV2220 - Aircraft Communication Systems Chapter 3 19

AV2220 - Aircraft Communication Systems Chapter 3 20

Regulation for CVR and FDR

FAR 91.609 Flight Recorders and Cockpit Voice Recorders

 Multi‑engine turbine powered airplanes or rotorcraft with 10 passenger seats or more

AV2220 - Aircraft Communication Systems Chapter 3 21

Regulation for CVR and FDR (cont’d)

FAR 91 Appendix E: Flight Recorder Specifications

The flight recorder required for certain 1. Pitch Trim Position.

AV2220 - Aircraft Communication Systems Chapter 3 22

Cockpit Voice Recorder

AV2220 - Aircraft Communication Systems Chapter 3 23

Cockpit Voice Recorder (cont’d)

AV2220 - Aircraft Communication Systems Chapter 3 24

Cockpit Voice Recorder (cont’d)

Microphone monitor panel for a cockpit voice recorder

AV2220 - Aircraft Communication Systems Chapter 3 25

Cockpit Voice Recorder (cont’d)

AV2220 - Aircraft Communication Systems Chapter 3 26

Cockpit Voice Recorder (cont’d)

AV2220 - Aircraft Communication Systems Chapter 3 27

Cockpit Voice Recorder (cont’d)

Block diagram of Boeing 777 voice recorder system