Salt-water submersion: The CSMU must survive in a salt water tank for 30 days.Deep-sea submersion: The CSMU is placed into a pressurized tank of salt water for 24 hours.The FAA requires that all solid-state recorders be able to survive at least one hour at this temperature. The unit sits inside the fire at 2,000 degrees Fahrenheit (1,100 Celsius) for one hour. Fire test: Researchers place the unit into a propane-source fireball, cooking it using three burners.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.This pin, with 500 pounds behind it, impacts the CSMU cylinder's most vulnerable axis. Pin drop: To test the unit's penetration resistance, researchers drop a 500-pound (227-kilogram) weight with a 0.25-inch (0.64-centimeter) steel pin protruding from the bottom onto the CSMU from a height of 10 feet (3 meters).This impact force is equal to or in excess of what a recorder might experience in an actual crash. At 3,400 Gs, the CSMU hits an aluminum honeycomb target at a force equal to 3,400 times its weight. 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).
#Speech recorder crossword clue generator#
One generator is a 28-volt DC power source, and the other is a 115-volt, 400-hertz (Hz) AC power source. It takes the information from the sensors and sends it on to the black boxes.īoth black boxes are powered by one of two power generators that draw their power from the plane's engines. The flight-data acquisition unit is the middle manager of the entire data-recording process. This device often is found in the electronic equipment bay under the cockpit. Whether the system is an older version or fully modern, 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. To manage all of that data, they need sophisticated data management software. That incredible load of data is a double-edge sword it's great for monitoring the aircraft, but it can overwhelm engineers and maintenance personnel. Magnetic-tape recorders can track about 100 parameters, while solid-state recorders can track a lot more.įor instance, in the Boeing 787, the units can log a whopping 146,000 parameters, resulting in several terabytes of data for every single flight. 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.Īirplanes are equipped with sensors that gather data such as acceleration, airspeed, altitude, flap settings, outside temperature, engine performance, and cabin temperature and pressure. With no moving parts, there are fewer maintenance issues and a decreased chance of something breaking during a crash.ĭata from both the CVR and FDR is stored on stacked memory boards inside the crash-survivable memory unit (CSMU). Solid state uses stacked arrays of memory chips, so they don't have moving parts. Solid-state recorders are considered much more reliable than their magnetic-tape counterparts. Following any airplane accident in the U.S., safety investigators from the National Transportation Safety Board (NTSB) immediately begin searching for the aircraft's black boxes. That's why investigators turn to the airplane's flight data recorder (FDR) and cockpit voice recorder (CVR), also known as "black boxes," for answers. There are usually many unanswered questions when a plane goes down. The voice recorder should also provide the cockpit crew's voices, engine sounds, instrumentation warnings and other audio recording during the flight. According to reports from AP, the flight data recorder should help investigators get some answers about what caused the two-month-old Boeing 737 MAX 8 to crash just after takeoff. NTSB via Getty Imagesĭivers in Indonesia finally recovered one of the flight data recorders from the Lion Air jet that crashed into the Java Sea on Oct.
after the Boeing 777 aircraft crashed on the runway at San Francisco International Airport. The NTSB displayed Asiana Airlines flight 214 flight data recorder and the cockpit voice recorder in July 2013 in Washington, D.C.
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