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ACKNOWLEDGEMENT

I take this opportunity to express my profound gratitude to our H.O.D., Prof. T.K.Guha who has inspired and encouraged us and ha e direct!y or indirect!y he!ped us in our endea or. I extend my sincere thanks to my seminar in"charge Prof. P.#.#harma, Department of $!ectronics % &ommunication $ngg. , who inspite of 'eing 'usy round the c!ock, he!ped, moti ated and guided me. I a!so take this opportunity to thank my pro(ect guide Prof. ).*.&hourasia who has not on!y encouraged me 'ut a!so took pain in going through the manuscript and made numerous suggestions that he!ped me to impro e the +ua!ity of my work. I am a!so thankfu! to Prof. #hekhar Pat!e for supporting me as a co"guide and he!ping me to get this opportunity. ,ast!y, I owe great!y to my team for their continuous support in making this seminar a successfu! one. They ha e 'een constant!y 'oosting up my confidence and moti ating me. -nd it is 'ecause of them that I !earnt how to work as a team.

CONTENTS
1. INTRODUCTION 2. CVR AND FDR 3. RECORDING AND STORAGE 4. CRASH SURVIVABLE MEMORY UNIT 5. RETRIEVING INFORMATION 6. CONCLUSION

1. INTRODUCTION
I*T.OD/&TIO* -s the techno!ogy progressing, the speed of tra e!ing is a!so increased. The source to destination 'ecame so c!oser to each others. The main ad ancement in the fie!d of the air tra e!ing system with the he!p of airp!ane. This is the ma(or disco ery of techno!ogy. 0ut as the speed increases, the horror of air crash a!so introduced. 0ecause at a height of 1222m and a'o e if a p!ane crashes, it wi!! 'e a terror for any 'ody. #o to take the feed 'ack of the arious acti ities happens in the p!ane and record them engineers need a mechanism to record such acti ities . 3ith any airp!ane crash, there are many unanswered +uestions as to what 'rought the p!ane down. In estigators turn to the airp!ane4s f!ight data recorder 56D.7 and cockpit oice recorder 5&8.7, a!so known as 9'!ack 'oxes,9 for answers. In 6!ight 1:;, the 6D. contained <= parameters of f!ight data, and the &8. recorded a !itt!e more than >2 minute of con ersation and other audi'!e cockpit noises.

2.CVR AND FDR

COCKPIT VOICE RECORDERS


In a!most e ery commercia! aircraft, there are se era! m !"#$%#&'( built into
the cockpit to track the conversations of the flight crew. These microphones are also designed to track any ambient noise in the cockpit, such as switches abeing thrown or any knocks or thuds. There may be up to four microphones in the plane's cockpit, each connected to the cockpit voice recorder (CVR .

Photo courtesy L)3 C#mm*& !+, #& A- +, #& R'!#".'"( A (#/ .)(,+,' "'!#".'"

-ny sounds in the cockpit are picked up 'y these microphones and sent to the &8., where the recordings are digiti?ed and stored. There is a!so another de ice in the cockpit, ca!!ed the +((#! +,'. !#&,"#/ *& ,, that pro ides pre"amp!ification for audio going to the &8.. Here are the positions of the four microphones@

Pi!ot4s headset &o"pi!ot4s headset Headset of a third crew mem'er 5if there is a third crew mem'er7 *ear the center of the cockpit, where it can pick up audio a!erts and other sounds

Aost magnetic"tape &8.s store the !ast >2 minutes of sound. They use a continuous !oop of tape that comp!etes a cyc!e e ery >2 minutes. -s new materia! is recorded, the o!dest materia! is rep!aced. &8.s that used so!id" state storage can record two hours of audio. #imi!ar to the magnetic"tape recorders, so!id"state recorders a!so record o er o!d materia!.

FLIGHT DATA RECORDERS


The flight data recorder (!"R
is designed to record the operating data from the plane's

systems. There are sensors that are wired from various areas on the plane to the flight#data ac$uisition unit, which is wired to the !"R. %hen a switch is turned on or off, that operation is recorded by the !"R.

In the /nited #tates, the F'.'"+/ A- +, #& A.m & (,"+, #& 56--7 re+uires that commercia! air!ines record a minimum of ;; to 1B parameters,

depending on the si?e of the aircraft. Aagnetic"tape recorders ha e the potentia! to record up to ;22 parameters. #o!id"state 6D.s can record more than C22 parameters. On )u!y ;C, ;BBC, the 6-- issued a &ode of 6edera! .egu!ations that re+uires the recording of at !east == parameters on aircraft manufactured after -ugust ;B, 1221. Here are a few of the parameters recorded 'y most 6D.s@

Time Pressure a!titude -irspeed 8ertica! acce!eration Aagnetic heading &ontro!"co!umn position .udder"peda! position &ontro!"whee! position Hori?onta! sta'i!i?er 6ue! f!ow

#o!id"state recorders can track more parameters than magnetic tape 'ecause they a!!ow for a faster data f!ow. #o!id"state 6D.s can store up to 1D hours of f!ight data. $ach additiona! parameter that is recorded 'y the 6D. gi es in estigators one more c!ue to !ook into after a crash as it is ery important to find the proper reason of the crash to pre ent it.

3.RECORDING AND STORAGE

MAGNETIC TAPE
The Wright Brothers pioneered the use of a device to record propeller rotations, according to documents provided by &#' Communications. (owever, the widespread use of aviation recorders didn't begin until the post#%orld %ar )) era. *ince then, the recording medium of black bo+es has evolved in order to record much more information about an aircraft's operation.

-!though many of the '!ack 'oxes in use today use m+0&', ! ,+$', which was first introduced in the ;B:2s, air!ines are mo ing to (#/ .)(,+,' m'm#"1 2#+".(, which came a!ong in the ;BB2s. Aagnetic tape works !ike any ,+$' "'!#".'". The Ay!ar tape is pu!!ed across an '/'!,"#m+0&', ! head, which !ea es a 'it of data on the tape. 0!ack"'ox manufacturers are no !onger making magnetic tape recorders as air!ines 'egin a fu!! transition to so!id"state techno!ogy. ,et4s take a !ook at so!id"state techno!ogy.

Aagnetic tape csmu.

SOLID)STATE TECHNOLOGY
#o!id"state recorders are considered much more re!ia'!e than their magnetic"tape counterparts, according to Ron Crotty, a spokesperson for H#&'13'//, a black#bo+ manufacturer. Solid

state uses stacked arrays of m'm#"1 breaking during a crash.

!% $(, so they don't have moving parts. %ith no

moving parts, there are fewer maintenance issues and a decreased chance of something

Data from 'oth the &8. and 6D. is stored on stacked m'm#"1 2#+".( inside the !"+(%)(*"- -+2/' m'm#"1 *& , 5&#A/7. In recorders made 'y ,"> &ommunications, the &#A/ is a cy!indrica! compartment on the recorder. The stacked memory 'oards are a'out ;.CD inches 5<.<D cm7 in diameter and ; inch 51.D< cm7 ta!!. The memory 'oards ha e enough digita! storage space to accommodate two hours of audio data for &8.s and 1D hours of f!ight data for 6D.s. -irp!anes are e+uipped with sensors that gather data. There are sensors that detect acce!eration, airspeed, a!titude, f!ap settings, outside temperature, ca'in temperature and pressure, engine performance and more. Aagnetic" tape recorders can track a'out ;22 parameters, whi!e so!id"state recorders can track more than C22 in !arger aircraft. -!! of the data co!!ected 'y the airp!ane4s sensors is sent to the 4/ 0%,).+,+ +!5* ( , #& *& , 56D-/7 at the front of the aircraft. This de ice often is found in the '/'!,"#& ! '5* $m'&, 2+1 under the cockpit. The f!ight"data ac+uisition unit is the midd!e manager of the entire data"recording process. It takes the information from the sensors and sends it on to the '!ack 'oxes.

#ource@ ,"> &ommunication - iation .ecorders B+( ! !#m$#&'&,( +&. #$'"+, #& #4 +& +- +, #& "'!#". &0 (1(,'m

0oth '!ack 'oxes are powered 'y one of two power generators that draw their power from the $/+&'6( '&0 &'(. One generator is a 1=" o!t D& power source, and the other is a ;;D" o!t, <22"hert? 5H?7 -& power source. These are standard aircraft power supp!ies, according to F"+&7 D#"+&, director of engineering for L)3 C#mm*& !+, #&( A- +, #& R'!#".'"(.

4.CSMU-BUILT TO SUR I E

In many air!ine accidents, the on!y de ices that sur i e are the crashs!r"i"a#le $e$ory !nits (C*,-s of the flight data recorders and cockpit voice

recorders. Typically, the rest of the recorders' chassis and inner components are mangled. The C*,- is a large cylinder that bolts onto the flat portion of the recorder. This device is engineered to withstand e+treme heat, violent crashes and tons of pressure. )n older magnetic#tape recorders, the C*,- is inside a rectangular bo+.

/sing three !ayers of materia!s, the &#A/ in a so!id"state '!ack 'ox insu!ates and protects the stack of memory 'oards that store the digiti?ed information. 3e wi!! ta!k more a'out the memory and e!ectronics in the next section. Here4s a c!oser !ook at the materia!s that pro ide a 'arrier for the memory 'oards, starting at the innermost 'arrier and working our way outward@

A/*m &*m %#*( &0 " There is a thin !ayer of a!uminum around the stack of memory cards.

H 0%),'m$'"+,*"' &(*/+, #& " This dry"si!ica materia! is ; inch 51.D< cm7 thick and pro ides high"temperature therma! protection. This is what keeps the memory 'oards safe during post"accident fires. S,+ &/'(()(,''/ (%'//" The high"temperature insu!ation materia! is contained within a stain!ess"stee! cast she!! that is a'out 2.1D inches 52.:< cm7 thick. Titanium can 'e used to create this outer armor as we!!.

TESTING A CSMU
To ensure the +ua!ity and sur i a'i!ity of '!ack 'oxes, manufacturers thorough!y test the &#A/s. .emem'er, on!y the &#A/ has to sur i e a crash "" if accident in estigators ha e that, they can retrie e the information they need. In order to test the unit, engineers !oad data onto the memory 'oards inside the &#A/. ,"> &ommunications uses a random pattern to put data onto e ery memory 'oard. This pattern is re iewed on readout to determine if any of the data has 'een damaged 'y crash impact, fires or pressure. There are se era! tests that make up the crash"sur i a! se+uence@

C"+(% m$+!, " .esearchers shoot the &#A/ down an air cannon to create an impact of >,<22 Gs 5; G is the force of $arth4s gra ity, which determines how much something weighs7. -t >,<22 Gs, the &#A/ hits an a!uminum, honeycom' target at a force e+ua! to >,<22 times its weight. This impact force is e+ua! to or in excess of what a recorder might experience in an actua! crash.

P & ."#$ " To test the unit4s penetration resistance, researchers drop a D22"pound 511C"kg7 weight with a 2.1D"inch stee! pin protruding from the 'ottom onto the &#A/ from a height of ;2 feet 5> m7. This pin, with D22"pounds 'ehind it, impacts the &#A/ cy!inder4s most u!nera'!e axis. S,+, ! !"*(% " 6or fi e minutes, researchers app!y D,222 pounds per s+uare"inch 5psi7 of crush force to each of the unit4s six ma(or axis points. F "' ,'(, " .esearchers p!ace the unit into a propane"source fire'a!!, cooking it using three 'urners. The unit sits inside the fire at 1,222 degrees 6ahrenheit 5;,;22 &7 for one hour. The 6-- re+uires that a!! so!id"state recorders 'e a'!e to sur i e at !east one hour at this temperature. D''$)('+ (*2m'"( #& " The &#A/ is p!aced into a pressuri?ed tank of sa!t water for 1< hours. S+/,)3+,'" (*2m'"( #& " The &#A/ must sur i e in a sa!t water tank for >2 days. F/* . mm'"( #& " 8arious &#A/ components are p!aced into a ariety of a iation f!uids, inc!uding (et fue!, !u'ricants and fire" extinguisher chemica!s.

During the fire test, the m'm#"1 &,'"4+!' !+2/' that attaches the memory 'oards to the circuit 'oard is 'urned away. -fter the unit coo!s down, researchers take it apart and pu!! the memory modu!e out. They restack the memory 'oards, insta!! a new memory interface ca'!e and attach the unit to a readout system to erify that a!! of the pre!oaded data is accounted for.

0!ack 'oxes are usua!!y so!d direct!y to and insta!!ed 'y the + "$/+&' manufacturers. 0oth '!ack 'oxes are insta!!ed in the tai! of the p!ane "" putting them in the 'ack of the aircraft increases their chances of sur i a!. The precise !ocation of the recorders depends on the indi idua! p!ane. #ometimes they are !ocated in the cei!ing of the ga!!ey, in the aft cargo ho!d or in the tai! cone that co ers the rear of the aircraft. 9Typica!!y, the tai! of the aircraft is the !ast portion of the aircraft to impact,9 Doran said. 9The who!e front portion of the airp!ane pro ides a crush ?one, which assists in the dece!eration of tai! components, inc!uding the recorders, and enhances the !ike!ihood that the crash"protected memory of the recorder wi!! sur i e.9

%. RETRIE

I&' I&(ORM)TIO&

AFTER A CRASH
.lthough they are called /black bo+es,/ aviation recorders are actually painted bright orange. This distinct color, along with the strips of reflective tape attached to the recorders' e+teriors, help investigators locate the black bo+es following an accident. These are especially helpful when a plane lands in the water. There are two possible origins of the term /black bo+/0 *ome believe it is because early recorders were painted black, while others think it refers to the charring that occurs in post#accident fires.

UNDERWATER LOCATOR BEACON


In addition to the paint and ref!ecti e tape, '!ack 'oxes are e+uipped with an *&.'"3+,'" /#!+,#" 2'+!#& 5/,07. If you !ook at the picture of a '!ack 'ox, you wi!! a!most a!ways see a sma!!, cy!indrica! o'(ect attached to one end of the de ice. 3hi!e it dou'!es as a hand!e for carrying the '!ack 'ox, this cy!inder is actua!!y a 'eacon.

Photo courtesy ,"> &ommunication - iation .ecorders A !/#(')*$ #4 +& *&.'"3+,'" /#!+,#" 2'+!#& If a p!ane crashes into the water, this 'eacon sends out an u!trasonic pu!se that cannot 'e heard 'y human '+"( 'ut is readi!y detecta'!e 'y sonar and acoustica! !ocating e+uipment. There is a (*2m'"0'&!' ('&(#" on the side of the 'eacon that !ooks !ike a 'u!!4s"eye. 3hen water touches this sensor, it acti ates the 'eacon. The 'eacon sends out pu!ses at >C.D ki!ohert? 5kH?7 and can transmit sound as deep as ;<,222 feet 5<,1:C m7. Once the 'eacon 'egins 9pinging,9 it pings once per second for >2 days. This 'eacon is powered 'y a 2+,,'"1 that has a she!f !ife of six years. In rare instances, the 'eacon may get snapped off during a high"impact co!!ision.

In the /nited #tates, when in estigators !ocate a '!ack 'ox it is transported to the computer !a's at the N+, #&+/ T"+&($#",+, #& S+4',1 B#+". 5*T#07. #pecia! care is taken in transporting these de ices in order to a oid any 5further7 damage to the recording medium. In cases of water accidents, recorders are p!aced in a coo!er of water to keep them from drying out. 93hat they are trying to do is preser e the state of the recorder unti! they ha e it in a !ocation where it can a!! 'e proper!y hand!ed,9 Doran said. 90y keeping the recorder in a 'ucket of water, usua!!y it4s a coo!er, what they are doing is (ust keeping it in the same en ironment from which it was retrie ed unti! it gets to a p!ace where it can 'e ade+uate!y disassem'!ed.9

RETRIEVING INFORMATION
-fter finding the '!ack 'oxes, in estigators take the recorders to a !a' where they can down!oad the data from the recorders and attempt to recreate the e ents of the accident. This process can take weeks or months to comp!ete. In the /nited #tates, '!ack"'ox manufacturers supp!y the *T#0 with the readout systems and software needed to do a fu!! ana!ysis of the recorders4 stored data.

Photo courtesy ,"> &ommunication - iation .ecorders T% ( $#",+2/' &,'"4+!.' !+& +//#3 &-'(, 0+,#"( 5* !7 +!!'(( ,# ,%' .+,+ #& + 2/+!7 2#8 If the 6D. is not damaged, in estigators can simp!y p!ay it 'ack on the recorder 'y connecting it to a readout system. 3ith so!id"state recorders, in estigators can extract stored data in a matter of minutes. 8ery often, recorders retrie ed from wreckage are dented or 'urned. In these cases, the memory 'oards are remo ed, c!eaned up and a new memory interface ca'!e is insta!!ed. Then the memory 'oard is connected to a working recorder. This recorder has specia! software to faci!itate the retrie a! of data without the possi'i!ity of o erwriting any of it.

6. CO&CLUSIO&

-ccording to ,> &ommunications, there are impro ements on the hori?on for '!ack 'ox techno!ogy. .eported!y, some form of cockpit ideo recorder wi!! 'e de e!oped. #uch a recorder wou!d 'e a'!e to store ideo images in so!id"state memory.

OTHER USES FOR BLACK BO9 TECHNOLOGY

&urrent!y, '!ack 'oxes aren4t (ust taking f!ight "" they4re 'eing grounded as we!!. #e era! automo'i!e manufacturers are uti!i?ing '!ack 'ox techno!ogy in their automo'i!es and a few ha e 'een doing so for +uite some time. -ccording to an artic!e tit!ed :B/+!7 2#8'( & GM !+"( &!"'+( &0/1 %'/$ $#/ !' +4,'" +!! .'&,(: Genera! Aotors has 'een using '!ack 'ox techno!ogy for o er a decade. The manufacturer has 'een insta!!ing a #ensing and Diagnostic Aodu!e 5#DA7 on thousands of its cars, inc!uding the &or ette. 6urthermore, this artic!e reports that 9industry insiders say as many as a do?en other manufacturers insta!! simi!ar techno!ogy under different !a'e!s.9 6o!!owing any airp!ane accident in the /nited #tates, safety in estigators from the N+, #&+/ T"+&($#",+, #& S+4',1 B#+". ;NTSB< immediate!y 'egin searching for the aircraft4s 2/+!7 2#8'(. These recording de ices, which cost 'etween E;2,222 an E;D,222 each, re ea! detai!s of the e ents immediate!y preceding the accident.

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