Flight DATA Recorder

 Flight recorders, often called “black boxes” by the media are two devices
designed to record data about flights. Flight Data Recorders (FDR) record
various flight parameters, whereas Cockpit Voice Recorders (CVR)
record the acoustic environment of cockpits. This study will be limited to
FDRs.
 The earliest method of recording, and one which is still mandatory, is to
make entries in the aircraft's 'tech log book'. However, beacause of
complexity of aircraft in current days there is limitation of this the 'tech
log' entry method. Also to retrieve data in investigating the cause of a
crash, it became mandatory for the aircraft to be equipped with an
automatic flight recording system and cockpit voice recorder system.
 Before outlining the operating fundamentals of flight data recording
systems, it is of interest to consider two instruments which, it can be said,
were the first to be used for recording purposes under routine operating
conditions, as an aid in collecting data on gust loads. The instruments are
the accelerometer and the fatigue meter, and are still to be found in one
or two current types of aircraft.

Basic Accelerometer

 Principal components are mass and two calibrated springs tensioned to

statically balance the weight of the mas.
 The gravitational force along the vertical axis is due to the aircraft's
weight.
 Force on the mass is due to its weight and so it too is subject to lg
(9.81m/sec2). The weight of the mass extends one spring and allows the
other to contract.
 The pointer, which is actuated by the lever arm on which the weight is
mounted, moves over a scale calibrated directly in g units, and for the
level flight condition it is positioned at what may be termed the datum
value of lg.
 Under vertical acceleration conditions brought about by manoeuvring of
the aircraft, gusts or turbulent air, the mass will be displaced thus
changing the tension of the springs until it balances the force imposed and
produces the corresponding change in indication.
 A positive acceleration moves the mass downwards and a negative
acceleration moves it upwards.

 Another typical arrangement of accelerometer is shown below.

 The mechanism consists of two spring-controlled masses mounted on
cantilever arms attached to two rocking shafts, a sector gear attached to
one of these shafts meshes with a pinion on the instantaneous pointer
spindle. At the rear end of the second rocking shaft a sector gear
meshes with a pinion coupled to a magnetic eddy current drag device,
two spring to make the scale linear.
 When the aircraft and instrument are subjected to a vertical acceleration,
each mass moves through an arc causing the rocking shafts to move in
opposite directions, thus driving the instantaneous pointer to indicate the
g force imposed.
 Reason of two sector gear at the front end to remove the false position
due to rotation of rocking shaft because of horizontal components of
acceleration.
 To know the instantaneous value of acceleration, it is important to know
the maximum acceleration experienced during a manoeuvre. For this two
auxiliary pointer concentrically attached to indicate max and min value.
 To avoid damage which might be sustained by careless handling, a
locking device is provided to prevent movement of the masses.
Three Axis Accelerometer

Current days flight recorder has these types of accelerometer which is

described below.

The purpose of this flight recorder accelerometer measures acceleration along

the vertical, lateral and longitudinal axis for the purpose of supplying this data
to the flight recorder.

Construction

The flight recorder accelerometer is of the seismic type with inductive pickoff.
It is pressure sealed and capable of withstanding accelerations up to ten times
the normal operating range. It does not require calibration nor any scheduled
maintenance as a result of normal handling. The unit is factory repairable only.
Power Requirements

The flight recorder accelerometer receives 28v dc from the digital flight data
acquisition unit.

Performance Characteristics

The performance characteristics of the flight recorder accelerometer are stated

in the table below.

Fatigue Meter

 Same as an accelerometer is construction, it is designed to count and

record the number of times predetermined acceleration threshold values
have been exceeded.
 The mass of the acceleration sensing element consists of a weight
mounted on a cantilever spring which is connected by secondary
springs and a fusee chain to a rotary inertia and damping unit.
 The inertia unit is, in turn, connected by a shaft to a wiper arm-and
brush assembly which sweep around the face of a commutator. Each
segment of the commutator represents an equal change of applied
acceleration, e.g. 0. lg.
 The centre portion of the commutator corresponds to the normal
gravitational force of lg.
 Pairs of commutator segments are connected electrically to relays
which energize electromagnetic digital counter units correspondingvto
the selected threshold values.
 Each relay circuit is made up of two sections referred to as 'lock' and
'release
  'Lock' sections are connected to the segments which also correspond to
the selected threshold values, 'release' sections are connected to
segments corresponding to lower values.
 For example, the relay controlling the counter recording 0.75g has its
'lock' section connected to segment 0.75 and its 'release' section
connected to segment 1.05.
 The power for operating the relays and counters is 24V direct current.
 The instrument is rigidly attached to the aircraft structure in accessible
underfloor compartments or special compartments within a passenger
cabin.

FDR Inputs
 The flight data recorder (FDR) system records flight parameters on
magnetic tape or solid state devices for the purpose of providing
information on flight conditions and aircraft systems operation and crew
competence.
 This main functions of the collected information is in the analysis of
flight conditions in the event of a crash or accident or for the analysis of
system performance for maintenance purposes
 The mandatory recording function is accomplished in the Digital Flight
Data Recorder (DFDR). Additional Aircraft Integrated Data System
(AIDS) recording may be accomplished in the Quick Access Recorder
(QAR) if fitted. The recording capability of the digital flight data recorder
consists of the most a certain number of hours, dependant on aircraft
weight. The QAR, if fitted in a system is able to typically store at least 20
hours of data up to over 300 hours.
Equipment
The flight data recorder system consists of the following:
 FDR.
  Data Acquisition Unit (DAU).
 QAR.
 AIDS Printer.
 Flight Data Entry Panel (FDEP).
 Accelerometer.
 Test Connector and Test Plug.
System Overview
 All flight data are received, processed and formatted in the FDAU and
transmitted in digital format to the FDR and where fitted the QAR.
 Flight data that are transmitted to the FDR are available for monitoring at
the test connector.
 Selections of data recorded in the QAR can be transferred to an AIDS
printer, if fitted.
Input Signals
 Input signals to the flight data recorder system consist of mandatory and
optional parameters.

 The mandatory parameters are specified in national regulations

for civil aircraft operation and generally relate to the following:
 time (GMT or elapsed);
 pressure altitude;
 airspeed ;
 vertical (normal) acceleration;
 magnetic heading;
 pitch attithde.
Mandatory CAA parameters in modern aircraftare listed below as follows
Methods of Recording
Truce Recording
 In this method, changes in the required parameters are traced out in a
graphical form.
 Flight recorder uses either an aluminium or high nickel content steel foil
tape on which traces are engraved by metal-tipped styli.
 The foil tape which typically is 5 in wide, 200 ft long, and 0.001 in
thick, is wound on supply and take-up spools, sprockets and guide rollers
contained within a magazine assembly.
 The motor operates in conjunction with a timer to produce a controlled
rate of tape transport.
 Motor may be either of the permanent magnet d.c. type.
 Typical speed control values and gear train ratios are such that the tape
transport rate is 6in per hour; thus, a 200ft tape provides for a
recording time of 400h.
 The magazine and drive motor assemblies are contained within the main
housing of the flight recorder together with the transducer and
servomechanisms required for actuating a stylus corresponding to each
parameter to be recorded.
 Magnetic heading information is supplied from the aircraft's main
compass system
 Heading stylus is mechanically actuated through two sectors each equal
to 180
 To differentiate between easterly and westerly headings, effected by a
separate solenoid-actuated stylus which marks a line at one position on
the foil tape when the heading stylus position corresponds to headings in
the 0- 180" sector, and at another position when headings are in the 180-
360" sector.
 Elapsed time is recorded continuously from the moment power is
supplied to the recorder operated by a solenoid controlled by the timer.
 An indicator showing the amount of 'tape remaining' is also provided on
the recorder, and is operated by a linkage to a lever which rides on the
tape so that it senses the radius of the tape remaining on the supply spool.
Electro-magnetic Recording
 In this method, the analogue signal data from the transducers
appropriate to each parameter are first encoded, i.e. transformed into
a digital coded form in accordance with the binary scale of notation.
 Encoded signal are fed as a series of pulse currents to an
electromagnetic recording or 'writing' head, the currents being of
either positive or negative polarity and corresponding respectively to a
'1 state' or a '0 state' of the binary code.
 Magnetic core of the 'writing' head has a very small air gap (typically
0.001 in) between pole pieces which is located in very close proximity
to the recording medium which may be plastic-based tape coated
with ferrite material or stainless steel wire.
 The tape or wire is wound on spools and guide rollers, and is
transported over the 'writing' head by a synchronous motor supplied
with a 115 V a.c. The transport rate is typically, 1.75 in per second
for magnetic tape and 2.5 in per second for wire.
 Packing density: number of 'bits' which can be stored in a unit length
of tape or wire, typical values are 900 bits per inch for tape, and 414
bits per inch for wire.
 Multiplexing the pulses in a signal conditioning unit, makes the stored
information interpretable.
 The format comprises a frame of 64 'words', each word containing 16
'bits'; a frame is of l S duration.

 First word in each frame is a frame synchronizing (or relative time)

signal, remaining 63 words being available for pure information on
the required parameters.
 Each of these words include three interposed two-bit (0 l) word (6
bits) synchronizing signals which divide the pure information into
 groups of 4 bits, 3 bits and 3 bits respectively, hence 10 information
bit only.
 For identification purposes, it is necessary to record flight reference
information, i.e. flight number and date. This is done by operating
'thumbwheel' switches on a flight encoder panel.
Final Data Format

 Another way of aircraft signal code format description is such a way:

 The format used for the transmission of flight data from the digital flight
data acquisition unit to the digital flight data recorder consists of
consecutive four second frames.
 All parameters are recorded at least once every frame. Each frame is
divided into four subframes of one second duration each.
 A subframe is made up of 64 12 bit words. The first word in each frame
is the sync word. The total number of bits in a frame is 768.

Data Recovery and Analysis

 Handling of recorded data comes in two phase in general:
i. the recovery of raw data from the recording medium,
ii. analysis of the information in relation to a particular accident or, in
the case of data acquisition systems, in relation to data sampling
for the purpose of routine monitoring
 In the trace recording method, and after a foil tape is removed from
the recorder, the various traces are translated into values of the
 recorded parameters, from a transparent overlay having marked co-
ordinates which can, with precision, be registered against the traces.
 The analysis of electromagnetically recorded data requires the use of
electronic processing and presentation equipment to convert the
digital-coded information back into analogue, i.e. to decode.
 Decoding process requires that the magnetically coded tape or wire be
transported past a 'reading' head of the processing equipment.
 In some types of flight recorder a 'reading' head is also provided in
close proximity to the 'writing' head permitting 'in situ' monitoring.
Protection and Location of Flight Recorders
 The adverse factors against which protection is necessary are mechanical
damage due to impact and acceleration forces, fire damage, and
chemical attack by hydraulic, de-icing and fire extinguishing fluids,
fuels and acids. Protection must also be afforded against the effects of
sea water, and to cater for cases where an accident occurs resulting in
wreckage entering deep water, the recording medium container must also
be provided with separation and flotation facilities.
 Location of a recorder in an aircraft is an important factor to be
considered, rear fuselage and tail unit structure is the section most
likely to survive, or be the least severely damaged. For this reason
therefore, a protected flight data recorder is installed in the rear of an
aircraft.
 It is also necessary to provide recorders with means to facilitate their
identification in conditions following a crash, box could well be coloured
fluorescent orange. But frequently called as black box.

EICAS Display of FDR

 Fault Annunciation
 Flight Data System Recorder faults are annunciated on the lower EICAS
display unit by the status message FLT RCDR OFF on the status page or
by the maintenance message FLT RCDR OFF on the maintenance page.
System Test
The purpose of the flight data recorder system test is a pre-flight check of
system performance.
 Routine
 The test is initiated by positioning the FDEP power control switch to
DFDR (momentary position). In this position, 115v ac power routed to
the digital flight data recorder and to the AIDS printer, causing them to
operate. The DFDAU and the QAR were already operational when the
circuit breaker was closed. The recorder system operates as long as the
switch is held in the DFDR.
 Test Result Annunciator
  If no fault is detected, the system fault indicators remain off. If a fault is
detected, the respective fault indicators come on.
Digital Flight Data Acquisition Unit (DFDAU)
 The purpose of the digital flight data acquisition unit is to receive the
flight parameters to be recorded, to process input signals and to transmit
the output in digital format for recording to the digital flight data recorder
 Front Panel Features
 Fault Display
 A three digit fault display is used for coded fault read-out. Up to 16
unique failure codes can be sequentially displayed. To initiate the read-
out, the READ push button switch must be depressed. Each failure code
is displayed for four seconds.
 Read Push Button Switch
 The READ push button switch is used to initiate the fault display. After
depressing the switch, it must be held until the conclusion of the read-out.
 Fault Indicators
 Three yellow fault lights are provided to indicate faults.
 The DFDAU FAIL light indicates a digital input circuit fault, an analogue
input circuit fault, or a failure of EPROM No 2.
 The DFDR FAIL light indicates failure of the reproduce data to match the
record data, erase signal loss, or power loss – all in the digital flight data
recorder.

Digital Flight Data Recorder (DFDR)

  The purpose of the digital flight data recorder is to record on magnetic
tape the flight parameters received by the flight data recorder system and
to have them available for in shop data retrieval.
 Unit Description
 The outer case of the unit is made of stainless steel. The tape transport is
fully contained within a crash proof thermal enclosure which supports the
external drive motor.
 Front Panel Features
 Fault Indicator
 A yellow LED labelled BITE indicates digital flight data recorder fault.
 Copy Recorder Connector
 A copy recorder connector is used for high speed data retrieval on board
or in the shop.
 Underwater Locator Beacon
 An underwater locator beacon is mounted at the front panel. This beacon
emits an ultrasonic acoustic output (37.5 KHz) upon immersion in either
fresh or salt water.

Quick Access Recorder (QAR)

 Function
 The quick access recorder stores data received from the DFDAU and
transmits data selected by the FDEP to the AIDS printer for printing.
Data transmission to the AIDS printer is done via the DFDAU. Data
selection from the FDEP is done by GMT.

AIDS Printer
 Function
  The AIDS printer prints selected data from the QAR. The data to be
printed is selected from FDEP according to GMT. The data is received in
the printer via the DFDAU.
 Power
 The printer operates from 115v ac, 400 Hz, single phase received from
the AC FLT RCDR circuit breaker over a jumper in the DFDAU.
 Print Out Format
 The printer is capable of printing 40, 66 and 80 characters per line,
according to the command received from the FDEP. In the 40 and 66
column mode, the printer prints 160 lines per minute. In the 80 column
mode, the printer prints a nominal rate of three columns per second.
Underwater Locator Beacon (ULB)
 The underwater locator beacon (ULB) aids in location of a submerged
DFDR by sending out an acoustic signal of 37 kHz when the unit is
submerged in water.
 The ULB is contained in a cylindrical watertight case designed to
withstand high impact shock and deep water immersion. It is mounted on
the front panel of the DFDR.
 The ULB is battery operated and is designed to operate for at least 30
days when immersed. It will withstand water depths of 20,000 feet.
Data Entry Panel
 Functions
 The flight data entry panel provides power control to the system, provides
an interface with the DFDAU, controls the printer function, displays
system failures and provides a FLT REC OFF discrete to the EICAS
computers.
 The FDEP front panel includes the following features
 Display - A display consisting of 3 rows of 16 yellow LED characters
serves to display operating instructions and messages (ex ENTER
FORMAT, PRINTING IN PROGRESS, 1234 NOT FOUND – RE-
ENTER GMT) and data entered.
 Keyboard - The keyboard consists of 32 keys, each illuminated by two
parallel green LEDs. The keyboard is used to enter data and to control
AIDS printer and DFDAU interface functions.