The high-capacity Li-ion polymer battery can be easily charged through a standard USB C jack. This guarantees extended battery life for extra-long recording up to 36 hours, ensuring that your recorder will always be ready to work when you are.
The applicant must prepare Instructions for Continued Airworthiness, in accordance with appendix A of this part, that are acceptable to the Administrator. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first airplane or issuance of a standard certificate of airworthiness, whichever occurs later.
Further studies may contribute to make the ILR the standard approach in case of unexplained syncope when an arrhythmic cause of syncope is suspected but not sufficiently proved to allow an etiological treatment.
Texas now encourages free marriage education classes around the state for premarital couples. The classes are at least 8 hours long and after completing the class, you will get a certificate that you can take to your County Clerk when applying for your marriage license. To find a class log onto
There must be at least 72 hours between the time of issuance of a license and the time the ceremony occurs unless one applicant is on active duty in the armed forced; or completion of a marriage education class; or a waiver is granted. A waiver may only be waived by a County or District Judge.A marriage license is valid for 90 days, so with the 72 hour waiting period, there is an 87 day period in which the marriage ceremony can take place. The license is valid in any county in Texas.
ABSTRACT: Driven by a lack of uniform scientific crash data needed to make vehicle and highway transportation safer and reduce fatalities, the IEEE has created IEEE 1616, the first universal standard for motor vehicle event data recorders (MVEDRs) much like those that monitor crashes on aircraft and trains.
Contact: For non technical questions, including pricing, availability and ordering, please contact IEEE Customer Service at 800-678-IEEE (in the U.S.and Canada); or 732-981-0060 (outside the U.S. and Canada); or send a detail email to customer- firstname.lastname@example.org. To purchase this standard, or for pricing and availability go to and type in the standard number.
Project scope: Motor Vehicle Event Data Recorders (MVEDRs) collect, record, store and export data related to motor vehicle pre-defined events. This standard defines a protocol for MVEDR output data compatibility and export protocols of MVEDR data elements. This standard does not prescribe which specific data elements shall be recorded, or how the data are to be collected, recorded and stored. It is applicable to event data recorders for all types of motor vehicles licensed to operate on public roadways, whether offered as original or aftermarket equipment, whether stand-alone or integrated within the vehicle.
Project purpose: Many light-duty motor vehicles, and increasing numbers of heavy commercial vehicles, are equipped with some form of MVEDR. These systems, which are designed and produced by individual motor vehicle manufacturers and component suppliers, are diverse in function, and proprietary in nature. The continuing implementation of MVEDR systems provides an opportunity to voluntarily standardize data output and retrieval protocols to facilitate analysis and promote compatibility of MVEDR data. Adoption of the standard will therefore make MVEDR data more accessible and useful to end users.
Scope: This recommended practice aims to establish a common format for displaying and presenting crash-related data recorded and stored within certain electronic components currently installed in many light-duty vehicles. This recommended practice pertains only to the post-download format of such data and is not intended to standardize the format of the data stored within any on-board storage unit, or to standardize the method of data recording, storing, or extraction. Historically, crash data recording technology in light-duty vehicles has developed and evolved based on differing technical needs of manufacturers and their customers without industry standards or government regulation. As a result, wide variations currently exist among vehicle manufacturers regarding the scope and extent of recorded data. For this reason, this recommended practice is not intended to standardize or mandate the recording of any specific data element or to specify a minimum data set. Rather, it is intended to be a compilation of data elements and parameters that various manufacturers are currently recording, as well as those elements reasonably predicted to be recorded in the foreseeable future, and to establish a common format for display and presentation of that data so recorded. This version of the recommended practice is limited in application to vehicular data recorded in single frontal-impact events. Provisions for multiple-impact events may be included in the next version. Side-impact and rollover events may be addressed at a later time.
Scope: This Recommended Practice is intended to define a common method for determining how to extract Event Data from a motor vehicle, including the Event Data Set needed to output the Event Record of data elements defined in SAE J 1698. It is intended for use by those developing tools for the purpose of Event Data Set extraction. This Recommended Practices aims to utilize existing industry standards to define a common physical interface and the protocols necessary to Event Data Set extraction. To accomplish this, the SAE J 1962 Diagnostics Connector has been designed the primary physical interface and associated industry standard diagnostic protocols have been designated for communications.
ABSTRACT: This proposal addresses event data recorders that record safety information about motor vehicles involved in crashes. Manufacturers have been voluntarily installing EDRs as standard equipment in increasingly larger numbers of light vehicles in recent years. They are now being installed in the vast majority of new vehicles. The information collected by EDRs aids investigations of the causes of crashes and injuries, and makes it possible to better define and address safety problems. The information can be used to improve motor vehicle safety systems and standards. As the use and capabilities of EDRs increase, opportunities for additional safety benefits, especially with regard to emergency medical treatment, may become available. We are not presently proposing to require the installation of EDRs in any motor vehicles. We are proposing to (1) require that the EDRs voluntarily installed in light vehicles record a minimum set of specified data elements useful for crash investigations, analysis of the performance of safety equipment, e.g., advanced restraint systems, and automatic collision notification systems; (2) specify requirements for data format; (3) increase the survivability of the EDRs and their data by requiring that the EDRs function during and after the front, side and rear vehicle crash tests specified in several Federal motor vehicle safety standards; (4) require vehicle manufacturers to make publicly available information that would enable crash investigators to retrieve data from the EDR; and (5) require vehicle manufacturers to include a brief standardized statement in the owner's manual indicating that the vehicle is equipped with an EDR and describing the purposes of EDRs.
ASTRACT: The primary description of crash severity in most crash databases is vehicle delta-v. Delta-v has been traditionally estimated through crash reconstruction techniques using computer codes, e.g. Crash3 and WinSmash. Unfortunately, delta-v is notoriously difficult to estimate in many types of collisions including sideswipes, collisions with narrow objects, angled side impacts, and rollovers. Indeed, approximately 50 percent of all delta-v estimates in the National Automotive Sampling System / Crashworthiness Data System (NASS/CDS) 2000 are reported as unknown. The event data recorders now being installed as standard equipment by several automakers, have the potential to provide an independent measurement of crash severity, which avoids many of the difficulties of crash reconstruction techniques. This paper evaluates the feasibility of replacing delta-v estimates from crash reconstruction with the delta-v computed from EDRs. The analysis is based on 225 NASS/CDS cases from 1999 - 2001, which have corresponding EDR data sets. The potential of extracting manual seat belt use from EDRs is also discussed and compared with the corresponding results from NASS/CDS gathered by crash investigators. Although EDRs are expected to greatly enhance the investigation of a crash, it should be noted however that current EDRs are not perfect. The paper discusses the limitations of current EDR technology and the need for enhancement of future event data recorders.
ABSTRACT: In February 2002, the Federal Motor Carrier Safety Administration submitted its Report to Congress on Electronic Control Module Technology for Use in Recording Vehicle Parameters During a Crash. The report responds to the FY2000 Senate Appropriations Committee request, Senate Report 106-55, dated May 27, 1999, that the agency work with interested parties to explore a standard of protocol for relevant operational data to be recorded on electronic control modules in trucks, and for access to that data. Among the findings are standards of protocol that should be considered for controlling access to the data. These include: (1) vehicle owner at any given time should own the collected data, and (2) the storage and retrieval of such data must protect the privacy rights of individuals in accordance with Federal and State laws.FULL DOCUMENT
ABSTRACT: This 32 slide PowerPoint presentation, presented at the National Transportation Safety Board Symposium on Recorders on May 5th, 1999, discusses the need for collecting real-world crash data in order to improve safety. Also noted are concerns of privacy, potential uses of crash data, a comparison of accident data collected by an EDR versus standard practices, and a look at the GM EDR system and its data collected, via an example. Finally, a MVSRAC objectives analysis is presented. (Source: NHTSA, May 5, 1999, National Transportation Safety Board Symposium on Recorders)FULL DOCUMENT 153554b96e