Investigations are usually focused after aircraft accidents on the search for two known black box machines located in the tail of the aircraft to find out the causes of accidents.
What is the story of the black box and when it started to use it?
The international laws agreed upon require all commercial flights to carry two aircraft records of flight performance and flight conditions.
These devices are kept in extremely solid molds made of strong materials such as titanium, surrounded by a dielectric material to withstand shocks that are twice as strong as gravity, and withstand temperatures greater than 1,000 degrees Celsius and strong pressure equivalent to 200,000 feet below sea level.
Tests by manufacturers include the launch of the Black Box from a rocket-propelled grenade towards a wall to simulate the crash of a plane flying at more than 100 mph.
The recording parts are usually damaged by a buffer that protects them from exposure to the survey of the recorded information, as well as from damage and corrosion from sea water for 30 days.
The black box, which is actually orange, shows about 300 elements of the flight, including the following:
* Wind speed and altitude
* Front and vertical acceleration of the aircraft
* Flight degree of the plane
* Talks in the cockpit
* Wireless communications
The security precautions were designed to theoretically secure the retrieval of investigators to the registry, to draw a complete picture of what happened in the final moments of the trip through the registration data and then explain the cause of the failure.
Beginnings:
Australians say they were the first to develop the black box after an Australian scientist took up the idea following the start of civil aviation in the 1950s.
In 1953, aviation experts were struggling to find out why a number of Comet's planes had begun to cast doubt on the future of civil aviation as a whole.
A year later, an Australian aviation scientist, David Warren, proposed a flight recorder.
In 1958, Warren devised a model for this purpose called the "Flight Memory Module".
The first device was larger than the size of the hand, but could record about four hours of conversations in the cabin and details of the performance of aircraft devices.
Dr Warren was surprised when Australian aviation authorities rejected his device and said it was "useless in civil aviation" and the pilots called it the "big brother" who spies on their conversations.
Dr. Warren conveyed his innovation to Britain, where he enthusiastically welcomed it. After the BBC broadcast a report on the device, companies offered their offers to develop and manufacture it.
Meanwhile, another device was being developed in the United States. In 1960, the first procedures were introduced to make the device onboard aircraft compulsory.
With the passage of years and the advancement of modern technology replaced magnetic tapes with computers, and became more sophisticated devices can record a greater amount of information and data and withstand the shocks and stay in the worst natural conditions.
What is the story of the black box and when it started to use it?
The international laws agreed upon require all commercial flights to carry two aircraft records of flight performance and flight conditions.
These devices are kept in extremely solid molds made of strong materials such as titanium, surrounded by a dielectric material to withstand shocks that are twice as strong as gravity, and withstand temperatures greater than 1,000 degrees Celsius and strong pressure equivalent to 200,000 feet below sea level.
Tests by manufacturers include the launch of the Black Box from a rocket-propelled grenade towards a wall to simulate the crash of a plane flying at more than 100 mph.
The recording parts are usually damaged by a buffer that protects them from exposure to the survey of the recorded information, as well as from damage and corrosion from sea water for 30 days.
The black box, which is actually orange, shows about 300 elements of the flight, including the following:
* Wind speed and altitude
* Front and vertical acceleration of the aircraft
* Flight degree of the plane
* Talks in the cockpit
* Wireless communications
The security precautions were designed to theoretically secure the retrieval of investigators to the registry, to draw a complete picture of what happened in the final moments of the trip through the registration data and then explain the cause of the failure.
Beginnings:
Australians say they were the first to develop the black box after an Australian scientist took up the idea following the start of civil aviation in the 1950s.
In 1953, aviation experts were struggling to find out why a number of Comet's planes had begun to cast doubt on the future of civil aviation as a whole.
A year later, an Australian aviation scientist, David Warren, proposed a flight recorder.
In 1958, Warren devised a model for this purpose called the "Flight Memory Module".
The first device was larger than the size of the hand, but could record about four hours of conversations in the cabin and details of the performance of aircraft devices.
Dr Warren was surprised when Australian aviation authorities rejected his device and said it was "useless in civil aviation" and the pilots called it the "big brother" who spies on their conversations.
Dr. Warren conveyed his innovation to Britain, where he enthusiastically welcomed it. After the BBC broadcast a report on the device, companies offered their offers to develop and manufacture it.
Meanwhile, another device was being developed in the United States. In 1960, the first procedures were introduced to make the device onboard aircraft compulsory.
With the passage of years and the advancement of modern technology replaced magnetic tapes with computers, and became more sophisticated devices can record a greater amount of information and data and withstand the shocks and stay in the worst natural conditions.