EP2507769A1

EP2507769A1 - Safety system for an aircraft

Info

Publication number: EP2507769A1
Application number: EP10788300A
Authority: EP
Inventors: Kurt O. Wiederwohl
Original assignee: BDP Sicherheitstechnologien GmbH
Current assignee: BDP Sicherheitstechnologien GmbH
Priority date: 2009-12-02
Filing date: 2010-12-02
Publication date: 2012-10-10
Also published as: WO2011067334A1; US20120232746A1

Abstract

The invention relates to a safety system (S) for an aircraft (1) for storing flight (FD) and voice data (SD) relevant for reconstructing crashes, having a data collection device (6) connected to sensors (4, 5) of the aircraft (1) and by means of which relevant flight data (FD) and voice data (SD) of the aircraft can be collected and stored by means of a black box-terra (7) that is substantially inseparably attached to the aircraft (1), wherein the black box-terra (7) is disposed in an impact-proof and fireproof housing. A data splitter (9, 15) is provided in the safety system, by means of which the flight (FD) and voice data (SD) to be stored in the black box-terra can be transmitted in parallel to a black box-water (8; 8.1 to 8.9), and the black box-water (8; 8.1 to 8.9) is designed for storing the collected flight (FD) and voice data (SD), wherein the black box-water (8; 8.1 to 8.9) comprises a floating body or is designed to be self-floating, and is designed to transmit an alarm signal before, during, or after a crash of the aircraft, which signal can be located by a satellite and has been activated automatically or manually independent of the aircraft.

Description

Security system for an aircraft

The invention relates to a safety system for an aircraft, wherein the

A security system for storing flight and voice data relevant for the reconstruction of crashes is formed with a data collection device connected to sensors of the aircraft and with which the relevant flight data and voice data of the aircraft can be collected and with a black box Terra substantially inseparably attached to the aircraft storable, the black box Terra is housed in a shock and fire-resistant housing.

Such a security system for aircraft, such as aircraft, is well known as a so-called black box. During the flight, data relevant for the flight, such as the airspeed, the setting of the flaps, discussions in the cockpit and much more, are collected by the data collection device and stored in the self-contained or independently operating Blackbox-Terra. The black box Terra has a shock and fire resistant housing and sends out after a crash, activated by the crash, an alarm signal. Rescue teams know the frequency at which this alert signal is sent out and attempt to locate the black box terra on the basis of the alert signal to evaluate data stored in the black box terrain to reconstruct the cause of the aircraft crash.

Due to its shock- and fire-resistant housing, the black box Terra is designed especially for crashes of the aircraft over land. The case of the Blackbox Terra is also waterproof and even withstands enormous external pressures, which prevail at great depths below the water level. In the past, however, it has often been shown that the Blackbox Terra fixed to the aircraft fuselage sinks so low in crashes above the sea with the fuselage that it is virtually impossible to locate the Blackbox Terra.

A newer model of a black box Terra was even equipped with a sonar signal transmitter, so that the black box Terra can send under water sonar signals to locate the black box Terra. Submarines are trying to locate these sonar signals and ultimately the black box terrains. But even with this new model of black box Terra has proven to be a disadvantage that the finding of the black box Terra at very deep points of the sea is virtually impossible.

The invention has now set itself the task of creating a safety system for aircraft, in which the above-mentioned disadvantages are avoided. The invention solves this problem by the fact that a data splitter is provided, with which in the Blackbox Terra to be stored flight and voice data in parallel to a black box water dispensable, and that the backbox water is also designed to store the collected flight and voice data, the black box water has a float or self-floating is formed and is formed immediately before, during or after an aircraft crash automatically or manually activated separated from the aircraft for emitting a settable by a satellite alarm signal.

As a result, the advantage is obtained that two independent self-contained black boxes are available with different properties in the aircraft. Both black boxes store the same flight and voice data relevant to the aircraft crash reconstruction. It is therefore very likely possible to find the blackbox with optimal properties depending on the location of the crash.

The release agents release the black box water either manually operated by the flight crew or automatically immediately before, during or after the plane crash from the fuselage into the water. The black box water has a float that holds the black box water to the water surface, resulting in much better broadcast and

Reception conditions for the backbox water than for possibly deep underwater Blackbox Terra result. Alternatively, the housing of the black box water can also be self-floating and have sufficient buoyancy to keep the black box water at the water surface. By separating the black box water from the fuselage, the black box water is protected from damage that may occur when the fuselage sinks or when the fuselage collides with the seabed. The chance to find the backbox water are therefore much better, as with the fuselage in the depth of the sea

sunken blackbox Terra to find.

By saving the relevant flight data in several black boxes of the aircraft, the advantage is obtained that these black boxes are now all simultaneously or differently delayed or in each case depending on the presence of one or more of the

Replacement criteria are replaced at different times by the aircraft. For example, a black box detached on land only a few seconds before the impact of the aircraft can survive the crash without significant damage, whereas one detached or detached during or shortly after the crash

Blackbox due to the crash or explosion of the

Aircraft fuselage is completely destroyed. On the other hand, it may be that a detachment of the black box at an early stage during the crash in a too large

Airspeed or altitude or just during an uncontrolled

Flight maneuvers is performed, whereby the backbox can also be destroyed. The Providing a plurality of black boxes that are replaced at different times and optionally depending on the presence of different separation criteria of the aircraft is therefore very advantageous. On the different Ablösekriterien is discussed in more detail with reference to the embodiments.

The black box Terra currently used in aircraft is expensive, heavy and prone to repairs and can in the future for new aircraft through the removable

or ejectable black boxes, the number of which is determined according to the type, size and use of the aircraft concerned. The fiction, contemporary black boxes are designed for both crashes in the water and over land and could thus be made cheap in very large numbers.

It may happen that during the crash of the aircraft individual areas of the aircraft are particularly badly damaged. To increase the chance that at least one of the two black boxes will survive the crash without significant damage, the black boxes are mounted at different positions in or on the aircraft fuselage. The different training of the two black boxes or their different properties ensure additional data security. Advantageously, the relevant data from one of the two black boxes can be read out in their entirety, since both black boxes store all relevant data.

It has proven to be beneficial to use the backbox water in a well

Fuselage and here in particular in a depression at the top of the

Aircraft fuselage provide. Since the top of the fuselage gets the slightest damage in case of ditches, such a black box water can be detached or decoupled from the fuselage immediately before, during or after ditching and falls from there into the water and floats. Even if then after the

Fuselage sinks in the sea, the backbox water can be relatively easily located by their alarm signal and salvaged.

It is particularly advantageous to blast off or shoot down the black box water from the aircraft fuselage and thus to ensure that the black box water floats reliably and as quickly as possible away from the fuselage in the water. If the fuselage explodes immediately after the crash, then the backbox water is already at some distance and has a better chance of getting no damage. The firing can be done by a preloaded spring, by a pressurized air cylinder or by a hydraulic cylinder under pressure. An underwater pressure trigger may cause the black box water to crash after sinking in aircraft fuselage, for example, at a water depth of 25 meters from Detach aircraft fuselage. However, it can also be advantageous to detach the black box water even at a shallow depth of 1.5 m or 5 m in order to prevent a crashed aircraft, which has sunk into only a shallow depth of water, also being reliably found.

It is also advantageous to provide a mechanical interlocking of the black box water, which can be manually triggered by a service technician for service activities or by the flight crew immediately before, during or after a plane crash to separate the black box water from the fuselage.

The blackbox water has its own GPS receiver, which has the current GPS

Position data determined and transmitted as an alerting signal to a satellite and from there to the rescue services. The alarm signal can also be sent directly terrestrial and received by the rescue services. For this is the

Alarm signal sent over different frequencies and transmission standards.

It is also advantageous to use frequencies from existing emergency call systems of, for example, 406 MHz for emergency call signals via satellites, since this makes it possible to fall back on existing infrastructure and existing approvals of the frequency ranges.

In shipping, a so-called EPIRB safety system for ships is in use, in which an EPIRB buoy is dropped from the ship, which begins to send the alarm signal when in contact with water. It is now particularly advantageous to suitably adapt such an EPIRB buoy for installation in a fuselage and to provide it with a shock-resistant housing as black box water. This makes it possible to use the entire infrastructure of satellites and receiving stations for distress stations that exists for the EPIRB security system.

It is particularly advantageous if, from the time of the initial contact with the water, the alarm signal is sent with the position data and the identifier of the aircraft, as the rescue workers know directly by the time of the crash into the water. The position data of the black box water at the time of initial contact with the water, the position data determined since that time (= the course and the speed of the black box water or its drift) and the current position data of the black box water provide further valuable information for the

Rescue workers. The identification data of the aircraft or of the flight helps to determine the extent of the necessary rescue operation.

It has also proved to be advantageous to have a black box water of the aircraft, which is already intended for detachment from the aircraft in the air, with one or more Equip parachutes. As a result, the black box water floats to the ground and land without damage.

It is also advantageous to equip the Blackboxes water additionally with one radar transmitter each, which is easy to find both on land and on water

Blackboxes ensure. The finding of black boxes in emergency landings in rough terrain (mountains, forests, deserts, etc.) can be much easier.

The further technical implementations and their advantages are explained in more detail below with reference to the figures.

Figure 1 shows an aircraft according to a first embodiment, in which a backbox water is installed at the top of the fuselage.

FIG. 2 shows a block diagram of that provided in the aircraft according to FIG

Security system.

Figure 3 shows an aircraft according to a second embodiment, in which a

Security system is provided with ten black boxes.

FIG. 4 shows a block diagram of the safety system in the aircraft according to FIG. 3.

FIG. 5 shows a block diagram of a black box provided in the aircraft according to FIG.

Figure 1 shows an aircraft 1 with a cockpit 2 and wings 3. The aircraft 1 has a speedometer 4, a tachometer 5 per engine or engine of the aircraft 1, and a variety of other meters and sensors for physically measurable variables, the measured values of the Helping pilots with their decisions during the flight. While the pilot controls the aircraft 1, other measuring devices and sensors measure, for example, the actual position of the tailplane, the vertical stabilizer and the flaps. These and other relevant data can also be determined and delivered directly by an on-board computer of the aircraft 1. All these flight data FD relevant for the flight are collected by a data collection device 6 of the aircraft 1 and converted into a data format suitable for storing the flight data FD, as shown in FIG. In this case, the data collection device 6 can be formed by the on-board computer of the aircraft 1 or a separate unit. During the flight, the communication of the pilot with the flight monitoring, as well as the communication of the pilot with the co-pilot is recorded as well

Voice data SD is transmitted to the data collection device 6. Of the

Data collecting device 6 are thus collected all relevant flight data relevant to the flight FD and voice data SD and delivered to a black box Terra 7 of the aircraft 1.

The black box Terra 7 has a data memory for storing the flight data FD and voice data SD. The black box Terra 7 is in the middle of the fuselage

housed and fixed to the frame of the fuselage. The black box Terra 7 has a shockproof and fireproof housing to protect the data storage in the black box Terra 7 in the event of a crash of the aircraft 1 as well as possible from damage. The black box Terra 7 complies with the current state of the art and the specification required for approval as a black box and, for example, withstands a temperature of 1,000 ° C for at least 30 minutes and the ambient pressure prevailing at 5,000 meters in the sea. The black box Terra 7 further comprises transmitting means, which are formed by a crash of the aircraft 1 activated to send an alarm signal. To find the Blackbox Terra over water will be

Alarm signal with a frequency of 406MHz and for finding the Blackbox Terra under water, the alarm signal is additionally sent with a frequency of 37.5kHz. The equipment specifications of such black boxes approved in flight operations are specified in the equipment specifications "Electronics in the aircraft" in document EUROCAE ED-112.

The security system of the aircraft 1 now has another black box, namely a black box water 8, which is fitted to the top of the aircraft fuselage in the streamline shape of the fuselage, but externally mounted except for a cover substantially exposed. The security system also has one

Data splitter 9, which emits from the data collecting device 6 flight data FD and voice data SD both the black box Terra 7 and the black box water 8. Both black boxes 7 and 8 store the identical data in parallel. The black box water 8 now has a different mechanical and electronic specification compared to the black box Terra 7, which has significant advantages in the present context.

The housing of the black box water 8 is formed substantially in the event of a crash of the aircraft 1 in the water or in the event of ditching of the aircraft 1. For this purpose, the housing of the black box water 8 forms a floating body, which floats in the water after separation from the aircraft 1 and does not go under. In the

Blackbox water 8 is triggered by the fuselage in the presence of a Triggering criterion by an underwater pressure sensor which replaces or releases the black box water 8 from the fuselage at a given water pressure. Furthermore, the backbox water 8 can already be manually disengaged during the crash or even after that by the flight crew. A compression spring in this case hurls the black box water 8 a few feet away from the fuselage, so that a fire in the

Aircraft fuselage or an explosion of the fuselage of the backbox water can not harm. Once the black box water 8 has been disconnected from the aircraft, the transmitting means of the black box water 8 begin to transmit at the or the transmission frequencies.

Advantageously, the black box water 8 uses a transmission frequency already used in shipping for broadcasting distress signals. For this

Transmission frequency already exists a network of orbiting the earth satellites that forward on this transmission frequency sent alarm signals to rescue centers.

By providing both the black box Terra 7 and the black box water 8 in the aircraft 1 has the advantage that both crashes of the aircraft 1 over land and over water at least one of the black boxes 7 or 8 crash with large

Probability survives and is found by the rescue team. Thus, can

It can be ensured that one of the two black boxes 7 or 8 can be found virtually independently of the crash site and thus the causes of essentially all aircraft crashes can be clarified.

Since all aircraft from a certain size already have to have a black box Terra, it is advantageous to retrofit the data splitter 9 and the black box water 8 in order to expand existing security systems of aircraft by one or more black box water 8.

A particular advantage of the invention results from the utilization of the existing infrastructure for the rescue of ships in distress for aircraft. However, the black box Terra and the black box water according to the inventive measures could also use other than the already established transmission frequencies.

It can be mentioned that the black box water also in other positions of the

Aircraft may be provided. This may for example depend on the type of aircraft and their specific construction. For example, the black box water could be installed in the aircraft tailplane. A lid may cover the black box water outwardly to cover the opening in the aircraft in which the black box water is located and to produce no turbulence on the surface of the aircraft. The lid could be repelled or blasted off the aircraft together with the black box water. It may be mentioned that it may be advantageous not to make the float inflatable but of foam or similar buoyant material. This avoids that the float by a pointed part of the

Airplane wrecks can be cut open.

It can be mentioned that the safety system can be used on any aircraft. But it can be particularly advantageous in aircraft, helicopters, hot air balloons, Zeppelin or other aircraft used.

It can be mentioned that the respective triggering criterion and thus the type of activation of the backbox water (whether triggered by pressure sensor above a certain water depth or manually) makes no difference for the further function of the detached black box water. Furthermore, it may be mentioned that it is advantageous to provide several black box water in one missile, as indicated by the second

Embodiment is explained.

Figure 3 also shows an aircraft 14 with a cockpit 2 and wings 3. The aircraft 14 has a speedometer 4, a tachometer 5 per engine of the aircraft 14 and a variety of other meters and sensors for physically measurable variables whose measurements the pilot at his Helping decisions during the flight. While the pilot controls the aircraft 14, other measuring devices and sensors measure, for example, the actual position of the horizontal stabilizer, the vertical stabilizer and the flaps. These and other relevant data can also be determined and delivered directly by an on-board computer of the aircraft 14. All of these flight-related measured flight data FD are collected by a data collection device 6 of the aircraft 14 and adapted to store the flight data FD

Data format converted. The data collection device 6 can in this case by the

Board computer of the aircraft 14 or a separate unit to be formed.

During the flight, the communication of the pilot with the flight monitoring as well as the communication of the pilot with the co-pilot is recorded as well

Voice data SD is transmitted to the data collection device 6. Of the

Data collecting device 6 are thus collected all relevant flight data relevant to the flight FD and voice data SD and delivered to a black box Terra 7 of the aircraft 14. The black box Terra 7 has a data memory for storing the flight data FD and voice data SD. The black box Terra 7 is in the middle of the fuselage

housed and fixed to the frame of the fuselage. The black box Terra 7 has an impact resistant and fireproof housing to protect the data storage in the black box Terra 7 as well as possible in the event of a crash of the aircraft 14. The black box Terra 7 complies with the current state of the art and the specification required for certification as a black box terra and, for example, withstands a temperature of 1,000 ° C. for at least 30 minutes and the ambient pressure prevailing at 5,000 meters in the sea. The black box Terra 7 further comprises transmitter means, activated by a crash of the aircraft 14, for transmitting an alarm signal (e.g., radar transmitter for homing).

To locate the Blackbox Terra 7 over water, the alarm signal is sent at a frequency of 406MHz and for finding the Blackbox Terra under water, the alarm signal is sent at a frequency of 37.5kHz. The device specifications of such black boxes approved in flight operations are specified in the equipment specifications "Electronics in the aircraft" in document EUROCAE ED-112.

Today, however, there are several emergency call systems that transmit at different emergency frequencies partly satellite-based, partly terrestrial and are used either in aeronautical engineering or in shipping. The following is a brief overview of such emergency call systems and emergency call frequencies.

The frequency 121.5 MHz was used in aeronautical engineering, but has led to a high number of false alarms, which is why it has been taken as an emergency call frequency from the official programs. Today, this frequency is practically only used as a so-called "homing function".

The 406 MHz frequency is used by the Cospas-Sarsat system, which transmits to Transas satellites. This satellite system covers the entire globe, including the north and south poles, but there may be a delay of up to 6 hours if no satellite is currently available from the ground station.

The frequencies of 1,644 MHz to 1,646 MHz are used by Inmarsat-E and have been reserved by the rrU authority worldwide for emergencies. Inmarsat-E is a system of geostationary satellites covering the globe up to the 80th parallel in four transmission ranges. Inmersat-E was until recently used by so-called EPIRBs (Emergency position indicating radio beacon) in shipping. Due to the lack of use in shipping were the

Maintenance costs too high, which is why the system has been deactivated. The use of the Inmersat-E system for black boxes according to the invention would be very advantageous and would lead to a sufficient use of the system to finance the maintenance costs.

Cospas-Sarsat is also an emergency call system used in shipping. The satellites mainly consist of Russian, French and American Transas satellites.

Europe is in the process of setting up the Galileo SAT system, which will also be usable as an emergency call system in the future.

The security system S of the aircraft 14 now has nine other fiction, contemporary black boxes 8.1, 8.2 to 8.9 (black box water), which are positioned at different positions of the aircraft 14. In order not to worsen the streamline shape of the aircraft 14, the black boxes 8.1 to 8.9 are fitted in recesses of the surface of the aircraft 14, each of which is flush with the surface of the aircraft 14 by a cover. The security system S furthermore has a data splitter 15 which emits flight data FD and voice data SD collected by the data collection device 6 both to the black box Terra 7 and to the black boxes 8.1 to 8.9. All black boxes 7 and 8.1 to 8.9 store the identical data in parallel. The black boxes 8.1 to 8.9 have a different mechanical and electronic specification compared to the black box Terra 7, which has significant advantages in the present context.

The security system S now has release means 10, which replace the black boxes 8.1 to 8.9 in the presence of a release criterion of the aircraft 14. In Figure 5, the black box 8.1 is shown as a block diagram, wherein the release means 10 are formed by a servomotor of an electrically visible and closable hooks in the black box 8.1, which is hooked into an eye fixed to the aircraft 14 in the depression. In the black boxes 8.1 to 8.9, a data memory DS is respectively provided for storing the relevant flight data FD and voice data SD. In the black boxes 8.1 to 8.9 further evaluation means 11 are provided, which electrical signals E with respect Different dissolution criteria can be fed. Depending on which transfer criterion or which transfer criteria are relevant for the respective black box 8.1 to 8.9, the evaluation means 11 deliver a release information AI to the release means 10, whereupon the servomotor opens the hook and the black box 8.1 detaches from the aircraft 14.

The black boxes 8.1 to 8.9 are the following electrical signals E as possible

Replacement criteria supplied:

A maximum speed signal V _NE (Velocity Never exceed) changes from a voltage of 2V to 5V if all the speed meters of the aircraft 14 indicate coincidentally, or at least a majority, that a speed has been exceeded that is absolutely too high for that type of aircraft practically inevitably leads to a crash.

A stalling airspeed signal Vs changes from a voltage of 2V to 5V when all speed meters of the aircraft 14 consistently or at least majority indicate that they have fallen below a speed that is too low for that type of aircraft and virtually inevitable to break the flow and resulting in a subsequent crash.

A maximum deceleration signal V _g _ changes from a voltage of 2V to 5V when all deceleration sensors of the aircraft 14 consistently or at least majority indicate that the aircraft 14 is decelerating or decelerating to such an extent that this practically results in a crash got to.

A maximum acceleration signal V _{g +} changes from a voltage of 2V to 5V when all the acceleration sensors of the aircraft 14 consistently or at least a majority indicate that the aircraft 14 is accelerated so much that it is virtually certain to damage the supporting structures of the aircraft Plane 14 and ultimately lead to a crash.

• Aircraft already use an Emergency Locator Transmitter (ELT), the specification of which is prescribed by the ICAO authority, which is why it will not be discussed in more detail here. The ELT has sensors installed, which are also used to detect a crash of an aircraft. When the crash is detected by the ELT, the ELT sends a crash signal ELT as a crash criterion to the black boxes 8.1 to 8.9. • Both the aircraft 14 and the fuselage contain pressure sensors that continuously measure the pressure in the aircraft 14 and outside the aircraft 14. When a maximum pressure is exceeded, a maximum pressure signal P to the

Blackboxes 8.1 to 8.9 delivered as a separation criterion.

• Both the aircraft 14 and the fuselage contain temperature sensors that continuously measure the temperature in the aircraft 14 and outside the aircraft 14. When a maximum temperature is exceeded, a maximum temperature signal T is delivered to the black boxes 8.1 to 8.9 as a detachment criterion.

• In addition, the flight crew can manually press the crash button

Triggering detach one or more black boxes, whereupon a manual signal MAN is delivered to the black boxes 8.1 to 8.9.

It should be noted that the above definitions of, for example, the maximum speed and the stalling speed are to be understood by way of example. The respective

Aircraft manufacturer will be able to specify a critical airspeed for his aircraft or a critical course of the airspeed, which can be used as a transfer criterion.

The evaluation means 11 of the individual black boxes 8.1 to 8.9 of the security system S are now partially programmed differently and generate when present

different Ablösekriterien the Ablöseinformation AI ultimately leads to the opening of the hook and detachment of the individual black boxes 8.1 to 8.9 from the aircraft 14. The evaluation means 11 of the black box 8.1, as well as the evaluation means of the other black boxes 8.2 to 8.9, monitor whether one or more of the trigger criteria are present and depending on the triggering criterion relevant to the respective black box 8.1 to 8.9 the respective black box 8.1 to 8.9 from the fuselage ,

The safety system S of the aircraft 14 further comprises ejection means 12, which are provided according to this embodiment in the black boxes 8.1 to 8.9. The

Discharge means 12 are formed by a prestressed spring which repels the black boxes 8.1 to 8.9 as soon as the release means 10 detach the individual black boxes 8.1 to 8.9 from the aircraft 14 by spring force from the aircraft 14. This has the advantage that the black boxes 8.1 to 8.9 are thrown quickly from the immediate vicinity of the crashed or crashed aircraft 14. Depending on which detachment criteria lead according to the programming of the evaluation means 11 for the individual black boxes 8.1 to 8.9 for detachment from the aircraft 14, the housing and equipment of the black boxes 8.1 to 8.9 can be designed differently. The black box 8.1 is designed to detach before or during the crash of the aircraft 14 still in the air, which is why the black box 8.1 has a small parachute 13. As soon as the ejection means 12 has ejected the black box 8.1, a delay mechanism begins to run, releasing the parachute 5 5 seconds after the ejection of the black box 8.1, whereupon the parachute 13 can unfold freely. Due to this time delay, the advantage has been obtained that the black box 8.1 due to the air resistance of the housing

Blackbox 8.1 reduces the airspeed and the parachute 13 can be opened without damage. On the other hand, if the delay time is set relatively long and the parachute 13 opens relatively late, then there is a risk that the

Blackbox 8.1 can not slow down enough before landing on the ground or in the water. Therefore, the delay times are longer in some of the black boxes 8.1 to 8.9 and shorter in some of the black boxes 8.1 to 8.9, in order to increase the chance that as many of the black boxes 8.1 to 8.9 land without damage. Furthermore, the set delay time depends on the time or the altitude of the planned detachment from the aircraft 14. As a result, blackboxes 8.1 to 8.9, which used to be replaced, usually programmed longer delay times.

On the other hand, the black box 8.2 is designed to be released under water in the event of a crash of the aircraft 14 into the water. The evaluation means 11 therefore only give

Occurrence of the maximum pressure signal P the triggering information AI to the triggering means 10 from. Since it can be assumed that large forces act on the aircraft 14 during the crash, the housing of the black box is 8.2 and the release means 10 for the black box 8.2 are designed to be particularly reliable and sturdily constructed in this case. The case of the Blackbox 8.2 is self-floating and carries the weight of the entire Blackbox 8.2, which is why the Blackbox 8.2 drives after the crash on the water surface.

The Blackbox 8.3 is a black box intended primarily for manual deployment by flight crew. Since the flight crew the crash key with high

Probability can trigger only before the crash when the aircraft 14 is still in the air, a parachute is provided in this backbox 8.3 and set a relatively long delay time of 10 seconds. The black box 8.5, in turn, is designed primarily for detachment in the presence of the maximum delay signal V _g _. It can be to a maximum delay

typically come upon impact of the aircraft 14 on the earth's surface or water. Since, statistically, in aircraft crashes, the first impact of an aircraft often occurs at the bow of the aircraft, this black box 8.5 is provided in the tailplane of the aircraft 14. The ejection means the black box 8.5 is ejected upwards and opens the parachute after a relatively short delay time of one second, since in this case the aircraft 14 has already braked relatively strong and is in the immediate vicinity of the ground or near water.

The black boxes 8.1 to 8.9 have their own GPS receiver, which determines the current GPS position data and transmitted via the alarm signal to the satellite and from there to the rescue services.

It is particularly advantageous further that the black boxes 8.1 to 8.9 send the alarm signal with the position data and the identifier of the aircraft from the time of initial contact with the water, since the rescue forces directly the

Timing of the crash in the water know. The position data of the black boxes at the time of initial contact with the water, which determined since that time

Position data (= the course and the speed of the black boxes 8.1 to 8.9

or their drift) and the current position data of the black boxes provide further valuable information for the rescue services. The identification data of the aircraft or of the flight helps to determine the extent of the necessary rescue operation.

Others of the black boxes 8.1 to 8.9, in turn, begin sending the activation signal from the aircraft 14 immediately after detaching the black box 8.1 to 8.9. Also, this information, when or where the respective black box 8.1 to 8.9 was replaced in the air from the aircraft 14, helps rescue teams set the radius for their search for survivors and wreckage.

The black boxes 8.1 to 8.9 are now advantageously designed to all available emergency frequencies of the above-described emergency call systems

Activation signal to send. As a result, on the one hand, the accuracy of the one and on the other hand, the constant contact possibility of the other emergency call system is utilized. It may be mentioned that it may be advantageous not to make the float inflatable but of foam or similar buoyant material. This avoids that the float by a pointed part of the

Airplane wrecks can be cut open.

It can be mentioned that the repelling means can also be formed by a gas spring or a cylinder filled with oil and under pressure.

Since all aircraft above a certain size must already have a black box Terra, it is advantageous to make the data splitter 15 and the black boxes 8.1 to 8.9 retrofittable in order to extend existing security systems of aircraft to the black boxes 8.1 to 8.9.

It may be mentioned that in another security system according to the invention also all black boxes 8.1 to 8.9 could be triggered simultaneously in the air. Furthermore, one of the black boxes 8.1 to 8.9 could indeed be provided for detachment in the air, but get by a corresponding design of the housing (similar to a bomb) without a parachute. This black box 8.1 to 8.9 could then be replaced at arbitrarily high speeds of the aircraft 14. For the skilled person based on the above disclosure of the invention, a variety of other combinations of separation criteria for different categories of more frequently occurring crash types of aircraft conceivable and thus feasible within the scope of the invention.

It can be mentioned that the evaluation means of the signals E together with the

Triggering mechanism of the release agent could also be provided in the aircraft. In this case, the on-board computer of the aircraft would detach the individual black boxes 8.1 to 8.9 depending on the existence of the corresponding separation criteria from the aircraft. However, the self-contained black boxes 8.1 to 8.9 described above have the advantage that they can detach themselves from the aircraft autonomously and in a timely manner even in the event of a crash of the on-board computer, possibly due to the crash.

It may be mentioned that when the manual triggering signal MAN or another trigger criterion occurs, the black boxes 8.1 to 8.9 could not be released until a certain maximum flying height had been reached, in order to prevent the black boxes 8.1 to 8.9 from being too far away from landing plane 14, which would make finding potential survivors more difficult. It may be mentioned that a successful or unsuccessful emergency landing can be used as a further separation criterion, the black boxes being determined by the pressure drop in the cabin and / or smoke development in the cabin and / or failure of the cabin

Oxygen system would be triggered.

It may be mentioned that the voltage of 2V for the logic "0" signal and the voltage of 5V for the logic "1" signal are only examples, and that other voltage values could be used.

Claims

claims:

A safety system (S) for an aircraft (1) for storing flight (FD) and voice data (SD) relevant for the reconstruction of crashes

Data collecting device (6), which is connected to sensors (4, 5) of the aircraft (1) and with which the relevant flight data (FD) and voice data (SD) of the aircraft (1) collectable and with a with the aircraft (1) in Essentially inseparably fixed black box Terra (7) are storable, the black box Terra (7) is housed in a shock and fire-resistant housing, characterized in that a

Data splitter (9, 15) is provided, with which in the black box Terra (7) to be stored flight (FD) and voice data (SD) in parallel to a black box water (8; 8.1 to 8.9) can be issued, and that the backbox water (8; 8.1 to 8.9) also to save the

formed airborne (FD) and voice data (SD) is formed, wherein the black box water (8; 8.1 to 8.9) has a float or self-floating, and wherein release means (10) are provided, the immediately before, during or automatically or manually activated after a crash of the aircraft, the black box water (8; 8.1 to 8.9) in the presence of a release criterion of the aircraft (1) replace, whereupon the black box water is designed to send an alert signal settable by a satellite.

2. Security system (S) according to claim 1, characterized in that the release means (10) in the presence of one or more of the following separation criteria for detaching one or more of the black box water (8; 8.1 to 8.9) are formed:

• Exceeding a maximum speed (V _NE );

• falls below a Stalling Fluggeschwindigkeit (Vs);

• Exceeding a maximum delay (V _g _);

• Exceeding a maximum acceleration (V _{g +} );

• response of an Emergency Locator Transmitter (ELT);

• Exceeding a maximum pressure (P);

• Exceeding a maximum temperature (T);

• Manual release (MAN).

3. Security system (S) according to one of the preceding claims, characterized in that ejection means (12) are provided, which after the detachment of the release means (10) for ejecting one or more of the black box water (8; 8.1 to 8.9) with a or more of the following:

A mechanical element, in particular a spring,

• a gaseous substance, in particular compressed air

A liquid substance, in particular oil,

4. Security system (S) according to claim 1, characterized in that the at least one black box water (8, 8.1 to 8.9) in a recess on the fuselage of the aircraft - in particular at the top of the fuselage - is fixed and in the event of a crash of the aircraft (1) detaches from the fuselage when submerged in the water.

5. Security system (S) according to one of the preceding claims, characterized in that a mechanical lock is present, which after a successful

Ditching and service can be activated to separate the black box water (8; 8.1 to 8.9) from the fuselage of the aircraft.

6. Security system (S) according to one of the preceding claims, characterized in that the floating body is designed to prevent sinking of the black box water (8; 8.1 to 8.9) in the water.

7. Security system (S) according to one of the preceding claims, characterized

characterized in that the black box water (8; 8.1 to 8.9) includes a GPS receiver for detecting the current GPS position and that the black box water (8; 8.1 to 8.9) is part of the alerting signal for outputting the current GPS position is trained.

8. Security system (S) according to claim 7, characterized in that one or more of the black box water (8; 8.1 to 8.9) the alarm signal on one or more of the standardized emergency frequencies, in particular 121.5 MHz, 406 MHz, 1.644 MHz to 1.646 MHz, send out.

9. Security system (S) according to one of the preceding claims, characterized

characterized in that the black box Terra (7) by an at least impact- and fire-resistant design of their housing in crashes of the aircraft (1) over land and that 8, 8.1 to 8.9) is particularly resistant to water crashes when the aircraft (1) crashes and at least one of the two black boxes (7, 8, 8.1 to 8.9) depending on the crash area is designed to send the alarm signal.

10. Security system (S) according to one of the preceding claims, characterized

characterized in that in an aircraft (1) with Blackbox Terra (7) a black box water (8; 8.1 to 8.9) can be retrofitted.

11. Security system (S) according to one of the preceding claims, characterized

characterized in that the black box water (8; 8.1 to 8.9) is constituted by an EPIRB buoy, as part of a satellite-based global distress system for maritime navigation.

12. Security system (S) according to one of the preceding claims, characterized

characterized in that in the alarm signal some or all of the following data are transmitted:

• Time of initial contact with the water

• GPS position data at the time of first contact with the water

• Current GPS position data

• Course of black box water

• Speed of black box water

• Identification data of the aircraft or the flight

13. Security system (S) according to one of the preceding claims, characterized

in that the release means (10) are designed for the time-delayed removal of at least one of the black box water (8, 8.1 to 8.9).

14. Security system (S) according to one of the preceding claims, characterized

characterized in that the black box water is a radar transmitter for terrestrial

Radar location has.

15. Aircraft (1), characterized in that a safety system (S) is provided according to one of the preceding claims.