SRVIVR25™ Series
SRVIVR25™ Series

    Features

  • SRVIVR25™ Series of Recorders

      This new line of recorders is the first 25-hour+ CVR recorder solution scheduled for certification for both Boeing and Airbus platforms in  2019 and 2020. The SRVIVR25 series provides at least 25 hours of audio (CVR) and datalink recording for each of the four audio input channels while also offering a higher fidelity recording using an omnidirectional microphones (SO58/DM) and improved immunity against vibration and RF interface. The SRVIVR25 also provides over 50 hours of flight data (FDR) recording duration.

      The entire series meets EU2015/2338 mandate requiring 25-hours of cockpit voice recording capability on new aircraft with Maximum Certified Take-off Mass (MTCOM) of more than 27,000kg. Additionally, the SRVIVR25 platform are designed to support future enhancements to accommodate IP video or other data-intensive functions, real-time data streaming and ability to host the trigger mechanism for Global Aircraft in Distress System Solution (GADSS) distress tracking (GADSS) connected to other aircraft devices, additional discrete input and output ports and data transfer through digital communication buses.

      The SRVIVR25 will also incorporate a new 90 day Underwater Locator Beacons (ULB) delivering the first environmentally friendly solution. The new beacons remove the Class 9 Hazardous Material Classification and meets the FAA special conditions non-rechargeable Lithium batteries reducing special handling, packaging, labeling, and shipping requirements.

  • SRVIVR25™ Fixed and Deployable Solution (CVDR, RUI, ADFR)

      The SRVIVR25 line offers the first Fixed and Deployable Recorder Solution (FDRS) exclusively available on the A350. L3’s first combined Cockpit Voice & Data Recorder (CVDR) and Automatic Deployable Flight Recorder (ADFR) solution is a significant step for civil aviation history. The deployable ADFRs are designed and manufactured by DRS Technologies Canada. This solution adds state-of-the-art capability new to commercial airliners: the ability for the voice and data recorder to be deployed in the event of significant structural deformation or water submersion while also initiating the Emergency Locator Transmitter (ELT). These units are designed to float and the crash-protected memory module contains the at least 25 hours of recorded cockpit voice and flight data and is equipped with an integrated dual-frequency Emergency Locator Transmitter (ELT) to help rescue teams rapidly locate the downed aircraft, attend to survivors, and the Timely Recovery of Flight Data (TRFD) to expedite accident investigation.

      A Recorder Interface Unit (RIU) is used for the combined fixed and deployable solution for Airbus specific variants using the CVDR and ADFR on the Airbus 330, 350 and 380 platforms.

  • SRVIVR25™ Solid-State Cockpit Voice and Data Recorder (CVDR)

      L3’s SRVIVR25 Solid-State Cockpit Voice and Data Recorder (CVDR) delivers exceptional performance and reliability with at least 25 hours of recording capabilities on up to four channels (Cockpit Area Microphone and 3 additional crew microphone inputs), Data Link Recording and more 40 hours of Flight Data. Its compact size and lightweight engineering make it the ideal CVDR solution for A320, A330, A350 and A380s, as well as all ARINC 747 and 757 standards on Boeing, Embraer and Bombardier platforms. Each platform variants has memory to support voice and data requirements. The specific CVR/FDR/COMBI installation is dependent on standards and/or Aircraft/OEM wiring.

      This lightweight, ruggedized Crash-Survivable Memory Unit (CSMU) made of stainless steel weighs only 9.79 pounds. The SRVIVR25 is also available as a stand-alone Cockpit Voice Recorder (CVR) or Flight Data Recorder (FDR). It has demonstrated incredible crash worthiness.

      The SRVIVR25 series records a minimum of 25 hours of flight data at 64/128/256/or 512, 2028 words-per-second (wps).The unit is ARINC 573.717/747 (data) 557- and 757- compliant.

  • SRVIVR25™ Solid-State Cockpit Voice Recorder (CVR)

      L3’s SRVIVR25 Solid-State Cockpit Voice Recorder (CVR) delivers exceptional performance and reliability supporting audio recording only.

  • SRVIVR25™ Flight Data Recorder (FDR)

      L3’s SRVIVR25 Solid-State Flight Data Recorder offers low-cost of ownership and a simple design in ½ ATR short box configuration. It consumes little power (7.5W V DC, 8.5W V AC) and uses common ground support equipment.

  • Recorder Independent Power Supply (RIPS)

      L3’s SRVIVR25 Recorders also a support an integrated Recorder Independent Power Supply (RIPS) that is required to provide a minimum of 10 minutes backup power to Cockpit Voice Recorders. This battery fits within the recorder envelope reducing the need to have a separate Type II/ IIIRIPS saving space, weight and reduces wiring complexity.

  • ADDITIONAL ACCESSORIES
      • Accelerometers and installation accessories are available.
      • Microphones and Control Panels.
      • Type II/III RIPS
SRVIVR25 CVDR Cockpit Voice and Data Recorder
PHYSICAL

Size: 1/2 ATR short

Height: 5.5 in. (14.00 cm)

Width: 5.0 in. (12.70 cm)

Depth: 12.6 in. (32.00 cm)

Weight: 10.8 lb. (4.49 kg) nominal-AC Ver.
9.87 lb. (4.48 kg) nominal-DC Ver.

Wiring: ARINC 757

POWER

Requirements: 115 V, 400 Hz or 28 VDC

Consumption: 13W @ 28VDC, 10W @ 115VAC/400Hz

Control Unit: 18 VDC, 25 mA short-circuit protected power source for control unit/microphone preamplifier

RECORDING

Audio: 25+ hours of high-quality 4-channel voice recording plus Datalink

Channels: 4 microphone inputs + Datalink

Rotor Speed: 7 Hz – 6 kHz

FDR Data: 50+ hours of 573/717 flight data at 256/512/1024 or 2048 wps, rotor speed and GMT time code

Features: OMS and CPDLC (Datalink) capable

MONITOR OUT

Headphone Out: 600 Ω at the control unit; optional 8 Ω

Bulk Erase: Fail-safe, double electric interlock audio memory erasure completed in 5 sec

CONNECTORS

Rear: 57-pin DPXB

Mating: ITT Cannon DPXBMA-57-33S-0001, or equivalent

ENVIRONMENTAL

Temperature: Operating: -55 °C to +70 °C / Non-operating: -55 °C to +85 °C

Altitude: Operating: -1,000 ft. to 55,000 ft

Vibration: Operating: DO-160G Para 8; Category H (curve R), Category S (curves B3 or B4)

Penetration: 500 lb./10 ft./1/4-in. probe

Static Crush: 5,000 lb.

Deep Sea Pressure: 6,000 meters

Fire Protection: 50,000 BTU/sq. ft./hr. for 60 min. at 1100 °C; 10 hrs. at 260 °C

Impact: 3,400 G, 6.5 ms, half-sine shock wave (ED-112A)

ADDITIONAL FEATURES

Underwater Acoustic Beacon: TSO-C121b compliant Beacon with a six-year battery and bracket supplied with unit

Recorder Independent Power Supply (RIPS): TSO-C155b compliant RIPS able to supply 10 minutes of backup powerfor CVR and microphone

Product Certification: FAA TSO-C123c (CVR), C124c (FDR), C177a (Datalink), C155b (RIPS)

Regulatory Specification: RTCA/DO-160G, RTCA/DO-178C DAL D, RTCA/DO-254

SRVIVR25 CVR Cockpit Voice Recorder
PHYSICAL

Size: 1/2 ATR short

Height: 5.5 in. (14.00 cm)

Width: 5.0 in. (12.70 cm)

Depth: 12.6 in. (32.00 cm)

Weight: 9.8 lb. (4.49 kg) nominal

Wiring: ARINC 757

POWER

Requirements: 115 V, 400 Hz or 28 VDC

Consumption: 13W @ 28VDC, 10W @ 115VAC/400Hz

Control Unit: 18 VDC, 25 mA short-circuit protected power source for control unit/microphone preamplifier

RECORDING

Audio: 25+ hours of high-quality 4-channel voice recording plus Datalink

Channels: 4 microphone inputs + Datalink

Features: OMS and CPDLC (Datalink) capable

MONITOR OUT

Headphone Out: 600 Ω at the control unit; optional 8 Ω

Bulk Erase: Fail-safe, double electric interlock audio memory erasure completed in 5 sec

CONNECTORS

Rear: 57-pin DPXB

Mating: ITT Cannon DPXBMA-57-33S-0001, or equivalent

ENVIRONMENTAL

Temperature: Operating: -55 °C to +70 °C / Non-operating: -55 °C to +85 °C

Altitude: Operating: -1,000 ft. to 55,000 ft

Vibration: Operating: DO-160G Para 8; Category H (curve R), Category S (curves B3 or B4)

Penetration: 500 lb./10 ft./1/4-in. probe

Static Crush: 5,000 lb.

Deep Sea Pressure: 6,000 meters

Fire Protection: 50,000 BTU/sq. ft./hr. for 60 min. at 1100 °C; 10 hrs. at 260 °C

Impact: 3,400 G, 6.5 ms, half-sine shock wave (ED-112A)

ADDITIONAL FEATURES

Underwater Acoustic Beacon: TSO-C121b compliant Beacon with a six-year battery and bracket supplied with unit

Recorder Independent Power Supply (RIPS): TSO-C155b compliant RIPS able to supply 10 minutes of backup powerfor CVR and microphone

Product Certification: FAA TSO-C123c (CVR), C177a (Datalink), C155b (RIPS)

Regulatory Specification: RTCA/DO-160G, RTCA/DO-178C DAL D, RTCA/DO-254

SRVIVR25 FDR Flight Data Recorder
PHYSICAL

Size: 1/2 ATR short or long

Height: Short: 5.5 in. (13.97 cm)

Width: Short: 5.0 in. (12.70 cm)
Long: 5.0 in. (12.70 cm)

Depth: Short: 12.6 in. (32.00 cm)
Long: 19.6 in. (49.78 cm)

Weight: Short: 10.23 lb. (4.55 kg) nominal
Long: 10.88 lb. (4.63 kg) nominal-AC Ver.

Wiring: ARINC 747

POWER

Requirements: 115 V, 400 Hz or 28 VDC

Consumption: 13W @ 28VDC, 10W @ 115VAC/400Hz

RECORDING

Rotor Speed: 7 Hz – 6 kHz

FDR Data: 50+ hours of 573/717 flight data at 256/512/1024 or 2048 wps, rotor speed and GMT time code

Features: OMS

CONNECTORS

Rear: Dual 57-pin DPX2-37065-0011 connector-compatible with ARINC 573/717/747

Mating: ITT Cannon DPXBMA-57-33S-0001, or equivalent

ENVIRONMENTAL

Temperature: Operating: -55 °C to +70 °C / Non-operating: -55 °C to +85 °C

Altitude: Operating: -1,000 ft. to 55,000 ft

Vibration: Operating: DO-160G Para 8; Category H (curve R), Category S (curves B3 or B4)

Penetration: 500 lb./10 ft./1/4-in. probe

Static Crush: 5,000 lb.

Deep Sea Pressure: 6,000 meters

Fire Protection: 50,000 BTU/sq. ft./hr. for 60 min. at 1100 °C; 10 hrs. at 260 °C

Impact: 3,400 G, 6.5 ms, half-sine shock wave (ED-112A)

ADDITIONAL FEATURES

Underwater Acoustic Beacon: TSO-C121b compliant Beacon with a six-year battery and bracket supplied with unit

Product Certification: FAA TSO-C124c

Regulatory Specification: RTCA/DO-160G, RTCA/DO-178C DAL D, RTCA/DO-254

    FAQ

  • What is the History of the “Black Box”?

      From the time that Wilbur and Orville Wright made their first powered flight in 1903, there has been a need to record flight data. In the case of the Wrights, they wanted to know how many turns the propellers had made during a flight, which was information that was useful in determining – and improving – the propulsive efficiency with the propellers.

      For the most part, the next 40 years of flight data was primarily of interest to those engaged in building and testing new aircraft designs and that information was recorded by hand during the test flights, or in post-flight pilot observations. In 1939, however, two French inventors developed a device that automatically recorded several flight parameters on slowly moving photographic film that was exposed to a thin beam of light bent by moving mirrors. Because the container needed to be completely lightproof,some believe that this may have been the origin of the phrase “black box” as being synonymous with flight data recorder.

      While recorded flight data continued to be important in understanding how new aircraft designs were performing purely from an engineering standpoint, with increasing numbers of people flying aboard commercial airliners by the 1950s – the challenge of understanding aviation accidents of production airplanes became the driving interest in understanding what – and why – things sometimes went wrong during flight. Realizing that accident investigators very rarely had the luxury of the first-hand observations of the cockpit crews involved in accidents, in 1953 an Australian aviation engineer, David Warren, built the first flight data recorder that also recorded the conversation of the cockpit crew. Warren realized that the comments of the flight crew, recorded concurrently with certain physical data about the airplane itself, could prove invaluable in determining why an accident happened.

      By 1960, the Australian government mandated that all commercial airliners be equipped with cockpit voice recorders (CVRs) and flight data recorders, and soon the United States and most industrialized nations around the world followed suit.

      In the half-century since data and voice recorders have been required, equipment on all scheduled airlines flights, the devices have evolved to measure not just the early 1960s parameters of airspeed, altitude, heading and attitude (whether the nose of the airplane is pointed up or down, or the wings are level or banked), but thousands of other parameters which can help pinpoint why an accident happened. Beyond the post-accident investigatory importance of this information, the recorded data from normal, day-to-day flights is proving increasingly useful to aircraft owners and operators who periodically download it for computer analysis which can reveal maintenance concerns in their earliest stages of development, or can help determine more cost-effective ways in which the aircraft can be operated.

  • What is a Flight Data Recorder (FDR)?

      Flight Data Recorder (FDR) is a device which records multiple parameters of aircraft performance for the purpose of helping safety investigators determine the cause of an accident. Additionally, the recorded data can be used in normal (non-accident) operations to detect maintenance issues which may be developing, or to improve efficiency by better understanding how normal flight operations are being conducted.

      Although the use of flight data gathered during day-to-day normal flight operations is becoming increasingly important for owners and operators of aircraft, the FDR’s historically famous role remains being one of the so-called “black boxes” which are recovered following an accident (the other black box being the cockpit voice recorder (CVR)). This is because in the past half-century in which the use of FDRs and CVRs have been mandated by aviation regulatory authorities around the world, the knowledge gained from these devices have led to major improvements in air safety, not only in the mechanical aspects of aircraft themselves, but in how flight crews conduct flight operations.

      An FDR performs three functions:

      • Collects data, Flight Data Acquisition Unit (FDAU)
      • Records that data, Solid-State Memory (SSM)
      • Protects that data from loss in the event of an accident, Crash-Survivable Memory Unit (CSMU)
  • What is a Flight Data Acquisition Unit (FDAU)?

      Whether an aircraft is taxiing, taking off, landing or in an extended period of cruising flight, it is generating vast amounts of data. In modern aircraft, almost all of this digital data is already being generated for the aircraft systems, which require it.

      For example, temperature and altitude (atmospheric pressure) data is needed by the engine control system, while airspeed, heading and position data is needed by the navigation system. In these cases all the Flight Data Acquisition Unit (FDAU) needs to do is tap into the digital data stream of the respective systems. Other types of data are only critical in the investigation of an accident, and for this purpose dedicated sensors are installed which provide this information to the FDAU. An example of this kind of data would be the output of an accelerometer, which measures the acceleration (G-forces) the aircraft is experiencing at any given moment.

  • What is a Crash-Survivable Memory Unit (CSMU)?

      It is fair to say that the one aspect of an FDR that distinguishes it from any other technological product ever made is its ability to survive an accident and still allow recovery of the stored data. This is accomplished by the Crash-Survivable Memory Unit (CSMU), which is collectively the solid-state memory chips and a hardened metal container filled with specially designed heat insulating material. It is this container that provides the survivability, for it is able to withstand massive crushing loads, intense heat, and exceptionally high G-forces, all of which is proven by crash survivability testing.

      Elements of crash survivability include:

      • Resistance to impact and G-forces: The CSMU must not only withstand an impact at very high speed, but sudden deceleration which produces extreme G-forces.
      • Resistance to crushing loads: The CSMU must be able to withstand the weight of tons of debris under which it may be resting following an accident.
      • Resistance to intense heat and “heat soaking”: The CSMU must not only be able to withstand the intense heat of a raging fire, but the often more damaging effects of “heat soaking,” which means a lower level of heat to which the unit is subjected to for hours, such as residual fire that may burn for an extended period following an accident.
      • Resistance to submersion at great depths: The CSMU must be able to withstand the tremendous pressure of being submerged thousands of feet below the ocean’s surface.
  • What is Automatic Identification System (AIS)?

      Automatic Identification System (AIS) is a VHF-based transponder system for:

      Collision avoidance
      Enable vessels to identify radar contacts with vessel identification and communication details

      Maritime surveillance
      Maritime authorities can identify all AIS-equipped vessels operating within VHF range of their shore stations and air-sea platforms

      Asset management
      Secure AIS allows maritime authorities to track their air-sea assets securely through the use of encrypted AIS messages

      Anomaly detection
      AIS provides a means for automating detection of maritime anomalies such as vessel intrusion, unidentified radar/sonar contacts, and suspicious maritime activity

  • Why is the “Black Box” Orange?

      “Black Box” is the name widely used for a flight data recorder or cockpit voice recorder. They are, however, not black, but are painted a high-visibility orange to help safety investigators locate them following an accident. So how did something that is universally orange become called “black”?

      There is no definitive answer, but it is possible that aviation black boxes may have originally picked up the moniker because some of the earliest flight data recorders which were developed in the early 1940s employed photographic film as the recording medium; therefore, the inside of the box had to be completely dark as a narrow beam of light “wrote” data on a strip of film.

      More likely, though, the term “black box” became associated with aviation FDRs and CVRs because, broadly speaking, a black box is any electronic device which has an input and an output over which the operator of the device has no control, that is, what goes on inside the device happens “in the dark” from the viewpoint of the operator. This is essentially the case with FDRs and CVRs – the devices automatically do their job with no involvement from the flight crew.

      Although among the general population the term is almost exclusively associated with the FDRs and CVRs carried aboard aircraft, in recent years “black box” is tied to a similar type of accident investigation technology being used on passenger ships and freighters. In this maritime application the device is known as a hardened voyage recorder (HVR). And, it too is painted orange.

  • What is Solid-State Memory?

      Similar to the flash memory found in a myriad of consumer electronics, the digital data that has been collected by the FDAU is stored on memory chips. These chips are specifically made for FDRs, and are therefore more resistant to heat and G-forces than those found in consumer goods.

      An FDR always retains the last 25 hours of flight data by continuously recording over data which is more than 25 (operational) hours old. Because of this capacity, there is no non-stop or multi-stop flight which can’t be recorded in its entirety. An FDR’s memory can be configured to store more than 25 hours by employing data compression and other techniques.

Product support

Repair and Overhaul Administration:
Email: DLAR-repairstation@L3T.com

Product Support/Customer Service:
Email: DLAR-aviationproducts@L3T.com

AOG Services:
Phone: +1 (941) 371-0811

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Technical publications

Current L3 product owners and L3 Authorized Repair Facilities needing to access the latest versions of our Technical Publications and Service Bulletins can register by clicking the tab below and completing the information requested.

Once you are registered you will be able to search our Technical Publications and Service Bulletin library.

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