Real-time Data Recording System (RDRS)
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Real-time Data Recording System (RDRS)
I have been working on a new concept for a new aviation wonder called RDRS (Real-time Data Recording System).
My idea is to give the aircraft a "life". The FDR, CVR and QAR will monitor the aircraft's numerous and various parameters and communications as standard but without saving them. However, this is the exciting and innovative part.
When the aircraft is detected to be "lifeless", the parameters from the FDR, CVR and QAR will be saved and backed up via a satellite to either or both the manufacturer and airline's storage database. This will render the need to search and rescue the potentially damaged-beyond-use red boxes from a crashed aircraft, especially if say that aircraft has just simply disappeared or went for a swim in the deep Atlantic Ocean. As the data is only saved and uploaded when an aircraft becomes "lifeless", this will mean the databases that airlines and manufacturers use to save the data on will not need to be that large compared to just recording/saving all data in real-time.
But how does this so-called "life" come into it?
Well firstly, the aircraft is "alive" when certain parameters reach or exceed a certain value. An example of this could be when both engines are running normally. There are many other parameters and values to consider so that was just a basic example. When parameters reach a certain value, a system degrades (another basic example) or simply the aircraft crashes, the aircraft is classed as having no life and then the RDRS will activate.
Secondly, the aircraft's alive state can be changed inside the flight deck by the crew or by manufacturer/airline maintenance if for example they needed the red box data to investigate an incident (e.g. near miss).
What will happen is that the CVR, FDR and QAR will continue to monitor as usual during the flight but it will not save any of the flights like it does now. It simply monitors. Once the aircraft's state has gone from "alive" to "lifeless", the data which was monitored from the CVR, FDR and QAR will be recalled, saved and automatically translated onto an external system which can be easily accessed through a computer.
The idea is currently in the process of being patented. Airlines will only need to install a tiny new piece of electronic equipment which makes it a cost effective product even over a large fleet. It will also change the way in which air crash investigators work and if this product had already been installed many years ago (let's say back in the days with Air New Zealand at Erebus, AF447 and even more recently Germanwings and MH370), then those accidents would have been solved a hell of a lot more quickly.
My idea is to give the aircraft a "life". The FDR, CVR and QAR will monitor the aircraft's numerous and various parameters and communications as standard but without saving them. However, this is the exciting and innovative part.
When the aircraft is detected to be "lifeless", the parameters from the FDR, CVR and QAR will be saved and backed up via a satellite to either or both the manufacturer and airline's storage database. This will render the need to search and rescue the potentially damaged-beyond-use red boxes from a crashed aircraft, especially if say that aircraft has just simply disappeared or went for a swim in the deep Atlantic Ocean. As the data is only saved and uploaded when an aircraft becomes "lifeless", this will mean the databases that airlines and manufacturers use to save the data on will not need to be that large compared to just recording/saving all data in real-time.
But how does this so-called "life" come into it?
Well firstly, the aircraft is "alive" when certain parameters reach or exceed a certain value. An example of this could be when both engines are running normally. There are many other parameters and values to consider so that was just a basic example. When parameters reach a certain value, a system degrades (another basic example) or simply the aircraft crashes, the aircraft is classed as having no life and then the RDRS will activate.
Secondly, the aircraft's alive state can be changed inside the flight deck by the crew or by manufacturer/airline maintenance if for example they needed the red box data to investigate an incident (e.g. near miss).
What will happen is that the CVR, FDR and QAR will continue to monitor as usual during the flight but it will not save any of the flights like it does now. It simply monitors. Once the aircraft's state has gone from "alive" to "lifeless", the data which was monitored from the CVR, FDR and QAR will be recalled, saved and automatically translated onto an external system which can be easily accessed through a computer.
The idea is currently in the process of being patented. Airlines will only need to install a tiny new piece of electronic equipment which makes it a cost effective product even over a large fleet. It will also change the way in which air crash investigators work and if this product had already been installed many years ago (let's say back in the days with Air New Zealand at Erebus, AF447 and even more recently Germanwings and MH370), then those accidents would have been solved a hell of a lot more quickly.
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When the aircraft is detected to be "lifeless" ...... saved and backed up via a satellite
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Mmm, nice idea but I'm sorry to say that,
a. the manufacturers are already onto similar automatic data download systems. ie. WQAR that uses 3G networks, and there are wireless network systems as well. Also using the ACARS system, auto reports are generated and sent via, SATCOM, HF or VHF already if specified parameters or faults are generated.
b. You are confusing the roles of the QAR, FDR and CVR. The information from systems is collected from the data busses by a device like the FDIMU, which then passes the info on respectively. The FDR and CVR are designed to withstand a crash, but the QAR isn't. It's role is for trend analysis and fault isolation.
c. If the airplane is "lifeless", that would suggest no electrical power. I'm not fully conversant with all of my avionics colleagues boxes full of smoke, but SATCOM needs a clear signal to the satellite and electrical power to steer the signal/antenna and power all the boxes like the amplifier and beam steering unit.
Sorry, nice idea but you have to remember that aircraft systems tend to lag a long way behind general technology steps, just because they have to decide on agreed standards. By the time this is done, technology in the normal world is three generations further on.
a. the manufacturers are already onto similar automatic data download systems. ie. WQAR that uses 3G networks, and there are wireless network systems as well. Also using the ACARS system, auto reports are generated and sent via, SATCOM, HF or VHF already if specified parameters or faults are generated.
b. You are confusing the roles of the QAR, FDR and CVR. The information from systems is collected from the data busses by a device like the FDIMU, which then passes the info on respectively. The FDR and CVR are designed to withstand a crash, but the QAR isn't. It's role is for trend analysis and fault isolation.
c. If the airplane is "lifeless", that would suggest no electrical power. I'm not fully conversant with all of my avionics colleagues boxes full of smoke, but SATCOM needs a clear signal to the satellite and electrical power to steer the signal/antenna and power all the boxes like the amplifier and beam steering unit.
Sorry, nice idea but you have to remember that aircraft systems tend to lag a long way behind general technology steps, just because they have to decide on agreed standards. By the time this is done, technology in the normal world is three generations further on.
Last edited by Filler Dent; 7th Nov 2015 at 09:01.
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I'll ignore the rest of the drivel and focus on this:
I got that far and stopped reading.
What will happen is that the CVR, FDR and QAR will continue to monitor as usual during the flight but it will not save any of the flights like it does now. It simply monitors.
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Already done anyway. Read up on the AFIRS "Blue Box" from Flyht Aerospace.
During normal operations, AFIRS periodically sends out routine data (speed, position, fuel status, etc.) via satellite to enable real-time flight following.
But upon detecting any anomaly, AFIRS switches into "high resolution" mode and will start live-streaming blackbox data (starting from the previous 20 seconds prior to the anomaly). This data can be automatically routed to the company, XAA, TSB, etc., for real-time analysis and archival.
AFIRS is already certified and operational here in Canada with First Air since last year.
During normal operations, AFIRS periodically sends out routine data (speed, position, fuel status, etc.) via satellite to enable real-time flight following.
But upon detecting any anomaly, AFIRS switches into "high resolution" mode and will start live-streaming blackbox data (starting from the previous 20 seconds prior to the anomaly). This data can be automatically routed to the company, XAA, TSB, etc., for real-time analysis and archival.
AFIRS is already certified and operational here in Canada with First Air since last year.
