Editing Flight recorder (section)

== Regulation ==
The first regulatory attempt to require flight data recorders occurred in April 1941, when the [[Civil Aeronautics Board]] (CAB) required flight recorders on passenger aircraft that would record the aircraft's altitude and whether the radio transmitter was turned on or off.<ref name="cab1966">{{cite book|title = The Potential Role of Flight Recorders in Aircraft Accident Investigation | date = December 1966 | publisher = Civil Aeronautics Board | last1 = Allen | first1 = B.R. | last2 = Leak | first2 = John S.}}</ref>{{rp|1}}  The compliance deadline for that regulation was extended several times, until June 1944 when the requirement was rescinded due to maintenance problems and the lack of parts due to World War 2.<ref name="cab1966"/>{{rp|1}}  A similar regulation was adopted in September 1947, which required recorders in aircraft of {{convert|10000|lbs}} or more, but that requirement was again rescinded in July 1948 because of a lack of availability of reliable devices.<ref name="cab1966"/>{{rp|1}}  In August 1957, the CAB adopted amendments to flight regulations that required the installation of flight recorders by July 1958 in all aircraft over {{convert|12500|lbs}} and that were operated at altitudes over 25,000 feet.<ref name="cab1966"/>{{rp|1-2}}  The requirements were further amended in September 1959, requiring the retention of records for 60 days, and the operation of the flight recorders continuously from the time of takeoff roll to the completion of the landing roll.<ref name="cab1966"/>{{rp|2}}

In the investigation of the 1960 crash of [[Trans Australia Airlines Flight 538]] at Mackay, [[Queensland]], the inquiry judge strongly recommended that flight recorders be installed in all Australian airliners. Australia became the first country in the world to make cockpit-voice recording compulsory.<ref name="warren"/><ref name="Campbell"/>

[[File:DFDR from Flight 294.png|thumb|The digital flight data recorder from [[West Air Sweden Flight 294]]. All data was collected, even though the rest of the aircraft was heavily fragmented]]

The United States' first cockpit voice recorder rules were passed in 1964, requiring all turbine and piston aircraft with four or more engines to have CVRs by March 1, 1967.<ref name="Komos"/> {{As of|2008}} it is an FAA requirement that the CVR recording duration is a minimum of two hours,<ref name="359-FAR"/> following the NTSB recommendation that it should be increased from its previously mandated 30-minute duration.<ref name="ntsb-recorders"/> From 2014 the United States requires flight data recorders and cockpit voice recorders on aircraft that have 20 or more passenger seats, or those that have six or more passenger seats, are turbine-powered, and require two pilots.<ref name="14CFR91.609"/>

For US air carriers and manufacturers, the NTSB is responsible for investigating accidents and safety-related incidents. The NTSB also serves in an advisory role for many international investigations not under its formal jurisdiction. The NTSB does not have regulatory authority, but must depend on legislation and other government agencies to act on its safety recommendations.<ref name="NTSB History"/> In addition, after the public outcry that followed recordings released for the crash of [[Delta Air Lines Flight 1141]] in 1988, 49 USC Section 1114(c) prohibits the NTSB from making the audio recordings public except when related to a safety investigation, and in such cases the release is only in the form of a written transcript.<ref>{{cite web |url=https://www.ntsb.gov/investigations/process/Documents/CVR_Handbook.pdf |title=CVR Handbook |website=www.ntsb.gov |access-date=June 29, 2020 |archive-date=September 3, 2020 |archive-url=https://web.archive.org/web/20200903233512/https://www.ntsb.gov/investigations/process/Documents/CVR_Handbook.pdf |url-status=live }}</ref>

The [[ARINC]] Standards are prepared by the Airlines Electronic Engineering Committee (AEEC). The 700 Series of standards describe the form, fit, and function of avionics equipment installed predominately on transport category aircraft. The FDR is defined by ARINC Characteristic 747. The CVR is defined by ARINC Characteristic 757.<ref>{{cite web |url=https://arinc.com/cf/store/catalog.cfm?prod_group_id=1&category_group_id=4 |title=ARINC Store, 700 series |access-date=November 12, 2015 |archive-url=https://web.archive.org/web/20110814000656/https://www.arinc.com/cf/store/catalog.cfm?prod_group_id=1&category_group_id=4 |archive-date=August 14, 2011 |url-status=dead }}</ref>

Post-incident overwriting of voice data by Nigerian crews led to a 2023 All Operators Letter reinforcing that this practice is forbidden.<ref>{{Cite web |title=RE: Continuous Overwriting of Cockpit Voice Recorder (CVR) Information. NCAA |url=https://ncaa.gov.ng/media/nbhfn4sg/aol-dgca-on-overwrting-cvr.pdf|access-date=2024-01-09 |publisher=Nigeria Civil Aviation Authority|quote=The Nigeria Civil Aviation Authority (NCAA) had noticed that some airline operators' flight crew members were in the practice of continuously overwriting the CVR information after an occurrence. This practice makes it practically impossible for the Nigerian Safety Investigation Bureau (NSIB) to retrieve actual data to aid in its investigation}}</ref><ref>{{Cite web |last=Shadare |first=Wole |date=2023-07-27 |title=Airlines Doctor Cockpit Voice Recorder To Hide Serious Incidents, Accidents |url=https://newtelegraphng.com/airlines-doctor-cockpit-voice-recorder-to-hide-serious-incidents-accidents/ |access-date=2024-01-09 |website=New Telegraph |language=en-US|quote=airlines indulge in the unprofessional act in order to circumvent investigation by the Nigeria Safety Investigation Bureau (NSIB).[...] safety managers stated that some airlines have consistently indulged in this unwholesome practice, which could impact safety negatively. The NCAA and the NSIB had in the wake of the report of the incident involving Max Air’s B747 incident expressed concern over the incessant occurrence of the issue with airlines. }}</ref>

=== Proposed requirements ===

==== Deployable recorders ====
The NTSB recommended in 1999 that operators be required to install two sets of CVDR systems, with the second CVDR designed to be ejected from the aircraft prior to impact with the ground or water. Ejection would be initiated by computer based on sensor information indicating an accident is imminent. A deployable recorder combines the cockpit voice/flight data recorders and an emergency locator transmitter (ELT) in a single unit. The unit would be designed to eject and float away from the aircraft and survive its descent to the ground, or float on water indefinitely. It would be equipped with satellite technology to aid in prompt recovery. Deployable CVDR technology has been used by the US Navy since 1993.<ref name="aviationtoday.com"/>

While the recommendations would involve a massive, expensive retrofit program, government funding would meet cost objections from manufacturers and airlines. Operators would get both sets of recorders (including the currently-used fixed recorder) free of charge. The cost of the second deployable/ejectable CVDR (or black box) was estimated at US$30 million for installation in 500 new aircraft (about $60,000 per new commercial plane).{{citation needed|date=June 2016}}

In the United States, the proposed SAFE Act calls for implementing the NTSB 1999 recommendations. However, so far the proposed legislation has failed to pass [[United States Congress|Congress]], having been introduced in 2003 (H.R. 2632), in 2005 (H.R. 3336), and in 2007 (H.R. 4336).<ref name="HT3336"/> Originally the Safe Aviation Flight Enhancement (SAFE) Act of 2003<ref>{{cite web |url=https://www.govtrack.us/congress/bills/108/hr2632/text |title=Text of the Safe Aviation and Flight Enhancement Act-((SAFE) Act of 2003) |access-date=August 2, 2015 |via=govtrack.us |archive-date=September 25, 2015 |archive-url=https://web.archive.org/web/20150925113645/https://www.govtrack.us/congress/bills/108/hr2632/text |url-status=live }}</ref> was introduced on June 26, 2003, by Congressman [[David Price (American politician)|David Price]] (D-NC) and Congressman [[Jimmy Duncan (politician)|John Duncan]] (R-Tenn.) in a bipartisan effort to ensure investigators have access to information immediately following accidents to [[transport category]] aircraft.<ref name="aviationtoday.com"/>

On July 19, 2005, a revised proposal for a SAFE Act was introduced and referred to the Committee on Transportation and Infrastructure of the US House of Representatives. The bill was referred to the House Subcommittee on Aviation during the 108th, 109th, and 110th Congresses.<ref name="HR2632"/><ref name="HT3336-2"/><ref name="HR4336"/>

==== After Malaysia Airlines Flight 370 ====
In the United States, on March 12, 2014, in response to the missing [[Malaysia Airlines Flight 370]], [[David Price (American politician)|David Price]] re-introduced the SAFE Act in the US House of Representatives.<ref name="Jansen"/>

The disappearance of Malaysia Airlines Flight 370 demonstrated the limits of the contemporary flight recorder technology, namely how physical possession of the flight recorder device is necessary to help investigate the cause of an aircraft incident. Considering the advances of modern communication, technology commentators called for flight recorders to be supplemented or replaced by a system that provides "live streaming" of data from the aircraft to the ground.<ref name="Trimble"/><ref name="CBC"/><ref name="Conversation"/> Furthermore, commentators called for the underwater locator beacon's range and battery life to be extended, as well as the outfitting of civil aircraft with the deployable flight recorders typically used in military aircraft. Previous to MH370, the investigators of 2009 [[Air France Flight 447]] urged that the battery life be extended as "rapidly as possible" after the crash's flight recorders went unrecovered for over a year.<ref name="SMH"/>

==== After Indonesia AirAsia Flight 8501 ====
On December 28, 2014, [[Indonesia AirAsia Flight 8501]], en route from [[Surabaya]], Indonesia, to [[Singapore]], crashed in bad weather, killing all 155 passengers and seven crew on board.<ref name="bbc1">{{cite news |url=https://www.bbc.co.uk/news/world-asia-30647375 |title=AirAsia QZ8501: More bad weather hits AirAsia search |date=January 1, 2015 |work=[[BBC News]] |access-date=June 21, 2018 |archive-date=August 15, 2018 |archive-url=https://web.archive.org/web/20180815053318/https://www.bbc.co.uk/news/world-asia-30647375 |url-status=live }}</ref>

On January 8, 2015, before the recovery of the flight recorders, an anonymous [[ICAO]] representative said: "The time has come that deployable recorders are going to get a serious look."<ref name=":0">{{Cite news|last1=Lampert|first2=Allison|last2= Martell|first1= Allison|date=January 8, 2015|title=AirAsia crash makes case for ejectable black boxes|language=en|work=Reuters|url=https://www.reuters.com/article/us-indonesia-plane-blackboxes-analysis-idUSKBN0KH0BX20150108|access-date=January 5, 2021|archive-date=October 12, 2019|archive-url=https://web.archive.org/web/20191012021257/https://www.reuters.com/article/us-indonesia-plane-blackboxes-analysis-idUSKBN0KH0BX20150108|url-status=live}}</ref> A second ICAO official said that public attention had "galvanized momentum in favour of ejectable recorders on commercial aircraft".<ref name=":0" />

==== Boeing 737 MAX ====
Live flight data streaming as on the [[ecoDemonstrator#2018: Boeing 777F|Boeing 777F ecoDemonstrator]], plus 20 minutes of data before and after a triggering event, could have removed the uncertainty before the [[Boeing 737 MAX groundings]] following the March 2019 [[Ethiopian Airlines Flight 302]] crash.<ref>{{cite news |url=https://aviationweek.com/commercial-aviation/opinion-time-ripe-live-flight-data-streaming |title=Opinion: The Time Is Ripe for Live Flight Data Streaming |date=March 22, 2019 |work=[[Aviation Week & Space Technology]] |access-date=March 22, 2019 |archive-date=January 25, 2022 |archive-url=https://web.archive.org/web/20220125123832/https://aviationweek.com/air-transport/opinion-time-ripe-live-flight-data-streaming |url-status=live }}</ref> In the [[Alaska Airlines Flight 1282]] accident, the Cockpit Voice Recorder functioned properly but the data was overwritten as the CVR remained powered, and functioning. The critical accident data was overwritten by over two hours of post-incident sounds until a maintenance crew could enter the aircraft after the incident and power down the CVR.<ref>{{Cite news |last=Villamizar |first=Helwing |date=2024-01-08 |title=No Data on Flight 1282 Cockpit Voice Recorder, NTSB Calls out FAA |url=https://airwaysmag.com/no-data-1282-cockpit-recorder-ntsb/ |access-date=2024-01-09 |publisher=Airways Publishing, LLC|language=en-US|quote=The NTSB sent the cockpit voice recorder (CVR) and flight data recorder (FDR) to their labs. They will use data from the FDR to narrow down the area to search for the door plug. However, the CVR was completely overwritten, meaning there is nothing on the CVR. The CVR overwrites every two hours. }}</ref><ref>{{Cite news |last=Nesi|first=Chris|date=2024-01-08 |title=Black box recorder from imperiled Alaska Airlines flight completely erased: 'We have nothing' |publisher=[[New York Post]]|url=https://nypost.com/2024/01/08/news/black-box-recorder-from-imperiled-alaska-airlines-flight-completely-erased-we-have-nothing/ |access-date=2024-01-09 |language=en-US}}</ref>

==== Image recorders ====
The NTSB has asked for the installation of cockpit image recorders in large transport aircraft to provide information that would supplement existing CVR and FDR data in accident investigations. They have recommended that image recorders be placed into smaller aircraft that are not required to have a CVR or FDR.<ref name="ntsb"/> The rationale is that what is seen on an instrument by the pilots of an aircraft is not necessarily the same as the data sent to the display device. This is particularly true of aircraft equipped with electronic displays ([[Cathode-ray tube|CRT]] or [[LCD]]). A mechanical instrument panel is likely to preserve its last indications, but this is not the case with an electronic display. Such systems, estimated to cost less than $8,000 installed, typically consist of a camera and microphone located in the cockpit to continuously record cockpit instrumentation, the outside viewing area, engine sounds, radio communications, and ambient cockpit sounds. As with conventional CVRs and FDRs, data from such a system is stored in a crash-protected unit to ensure survivability.<ref name="ntsb" />{{better source needed example|reason=unclear where this source says this|date=July 2019}} Since the recorders can sometimes be crushed into unreadable pieces, or even located in deep water, some modern units are self-ejecting (taking advantage of [[kinetic energy]] at impact to separate themselves from the aircraft) and also equipped with [[radio]] [[emergency locator transmitter]]s and [[sonar]] underwater locator beacons to aid in their location.<ref>{{Cite web|title=These Black Boxes Are Designed to Eject Themselves in a Plane Crash|url=https://www.travelandleisure.com/airlines-airports/airbus-self-ejecting-black-boxes|access-date=October 5, 2021|website=Travel + Leisure|language=en|archive-date=October 5, 2021|archive-url=https://web.archive.org/web/20211005220134/https://www.travelandleisure.com/airlines-airports/airbus-self-ejecting-black-boxes|url-status=live}}</ref>