INTRODUCTION SYSTEM OVERVIEW In this unit we will show you the communication systems of modern

aircraft. We can divide the systems into three groups. The systems for the communication inside and
outside the aircraft are called the Interphone and passenger address systems. The radio communication
systems are called the VHF system, the HF system, the Satcom system and the ACARS system. Finally
two systems are used for accident investigation. These are the voice recorder and the Emergency
Locator Transmitter or ELT in short. The interphone system allows communication between the cockpit
and other areas of the aircraft, for example for maintenance. The passenger address system allows the
flight and cabin crew to give announcements to the passengers, for example for flight safety. The VHF
communication system allows communication via radio signals over a distance of up to 200 nm, for
example with Air Traffic Control or other aircraft. The HF system allows communication over long
distances, because HF radio signals are reflected by the ionosphere of the earth. The Satellite
Communication system, SATCOM, allows the cockpit crew to communicate over the whole world. It is
also used by any passenger pay-- phone services on board the aircraft. ACARS stands for aircraft
communication, adressing and reporting system. It allows exchange of information like flight and
maintenance data between aircraft and the ground. It uses VHF or SATCOM for communication with the
ground station. The Cockpit Voice Recorder System or CVR stores all communications of the flight crew
for later accident or incident investigations. The Emergency Locator Transmitter, or ELT in short can help
to find the location of the airplane after an accident. The main components of the communication
systems are located in the cockpit: On the pedestal, both pilots are provided with a radio management
panel, or RMP in short, for frequency selection of the radio communication systems and an audio
control panel, or ACP in short, to select the different systems for the headphone and microphone.
Additional control functions for the communication systems are located on the overhead panel and in
the cabin. RADIO FREQUENCIES Any kind of communication needs 2 things. The first is the information
you want to exchange and the second is the carrier of the information. The carrier could be either paper,
like a letter or a floppy disc for digital data, or a wire like a telephone line. In the aircraft the interphone,
the passenger address and the cockpit voice recorder system use wires as the carrier to transport the
information. radio frequencies cont. All other aircraft communication systems need a wireless carrier to
allow communication during flight. This carrier is a Radio Frequency or RF signal. The radio frequencies
that are used in aviation are divided into 8 frequency bands. The Very Low Frequency, or VLF, band
ranges up to 30 kHz. This band is only used in military communication systems as a radio frequency but
it is also used for audio signals which you will see later. The Low Frequency, or LF band is between 30
kHz and 300 kHz. It is not used for aircraft communication systems, but is used by public radio stations
and the ADF navigation system. The Medium Frequency, or MF band is between 300 kHz and 3000 kHz,
which corresponds to 3 MHz. It is not used for aircraft communication systems, but is used by public
radio stations and the ADF navigation system. The High Frequency, or HF band, is between 3 MHz and
30 MHz. It is used by the HF communication system and allows communication over long distances. The
Very High Frequency, or VHF band, is between 30 MHz and 300 MHz. It is used by the VHF
communication system which allows communication over distances up to 200 nm. It is also used by
navigation systems like the VOR and ILS systems. The Ultra High Frequency, or UHF band, is between
300 MHz and 3000 MHz which corresponds to 3 Ghz. This band is only used by military communication
systems and by radar systems like DME, ATC and the GPS navigation system. The Super High Frequency,
or SHF band, is between 3 Ghz and 30 Ghz. It is used by the satellite communication system, and the
weather radar and radio altimeter which belong to the navigation systems. The Extremely High
Frequency, or EHF is between 30 Ghz and 300 Ghz. It is not used for communication or navigation
systems WAVELENGTH As you know from electrical fundamentals, a full wave of an alternating current,
also called a cycle, has a certain length in time, called Period T. You can calculate T as the reciprocal
value of the frequency. So the period of a frequency of 1 Hz is 1 second. When you activate an AC on an
endless wire then the electric force will travel with the speed of light, c , which is 300.000 km in one
second. This means that the areas with negative polarity and positive polarity travel with this speed. The
areas with a high concentration of electrons correspond to the negative peak of the voltage and areas
with a low concentration correspond to the positive peak. The wavelength is now defined as the
distance between two areas of high or low electron concentration. For a frequency of 1 Hz this distance
would 300.000 km because this is the distance the electrical force can travel in 1 second. Generally you
can calculate lambda by multiplying the period with the speed of light, c or by dividing c by the
frequency We have now added the wavelength to each frequency band. You probably know that the
wavelength is often used to identify a certain frequency band For example in a microwave oven the
term microwave means that extremly high frequencies are used. WAVE PROPAGATION & MODULATION
Radio waves travel differently depending on the frequency. This is called the wave propagation. High
frequencies only travel in a direct line, with the so called sky wave so they can only be used when
transmitter and receiver have contact within a visual range. On earth this is possible up to a distance of
200 nm. For SATCOM, which uses the SHF band, you need satellites to allow reception around the earth.
The lower the frequency the better the propagation around the world with a ground wave. Military
systems use this advantage in the VLF and LF band. In commercial aircraft the HF band is used for
communication around the world. In this band the skywave is partially reflected by the ionosphere and
returns to the ground. Reception quality is not always good because daytime and selected frequency
influence the reflection. To transport information with the radio frequency carrier we must modulate
the carrier frequency with the signal frequency, which is for example the audio signal. This signal has a
frequency in the range of up to thirty kilo hertz and is called audio frequency or AF. When the amplitude
of the carrier wave is varied, this is called Amplitude Modulation, or AM in short. When the frequency of
the carrier wave is varied, this is called Frequency modulation, or FM in short. AUDIO COMPONENTS For
communication in aircraft we need two general components for nearly all systems: Microphones
transfer the acoustic information into an electrical signal. Loudspeakers transfer the electrical signal
back into acoustical information. Different types of microphone are used in the cockpit. An area
microphone is used by the voice recorder to record the general cockpit sounds a hand--held microphone
is used for announcements to the passengers and integrated microphones are contained in the oxygen
mask or the headset. These are called the boomset. audio components Loudspeakers are used in the
cockpit for warning sounds. Small loudspeaker types are used in headsets and boomsets. Boomsets
contain a combined microphone and loudspeaker. In the cabin you can find loudspeakers in the ceiling
for passenger information and entertainment programs. In addition the cabin crew uses telephone type
handsets with a small loudspeaker and microphone for internal communication and passenger
announcements. RADIO COMPONENTS For radio communication we need additional components like
antennas, transmitter and receiver. A transmitter is equipped to send out the Radio Frequency and a
receiver is equipped to receive the information back from the Radio Frequency . When the transmitter
and receiver are combined it is called a transceiver.To communicate backwards and forwards there must
be a transmitter and receiver at both ends. A transmitter has 3 main components: S an oscillator, which
generates the RF--carrier frequency, dependent on the selected frequency on the radio control panel S a
modulator, where the audio information is coupled to the RF--signal with either an AM or FM
modulation and finally S a power amplifier which generates the necessary power to transmit the signal.
This power is, for example, about 25W in the VHF system and about 400 W in the HF system. radio
components cont. A receiver has 3 main components: S a tuning circuit which selects only one frequency
from the total antenna output. This frequency is selected on the control panel. S a demodulator which
recovers the audio signal from the RF signal and S an audio amplifier which generates the necessary
power for the audio equipment. radio components cont. Antennas are needed to receive or transmit the
RF carrier. Aircraft antennas have different sizes and locations. The location depends on the task of the
system and the size depends mainly on the wavelength of the carrier frequency. This is because an
antenna is most effective when its length is a minmum of a quarter of the wavelength. The VHF COM
frequency range is between 118 MHz and 137 MHz. This corresponds to a wavelength between 2.5 m
and 2.19 m Therefore, theoretically the required antenna length should be between 55 cm and 64 cm.
As this difference is very small, we could use a fixed antenna length of about 60 cm without losing
effectiveness. In modern aircraft you can find VHF antennas which are shorter than 60 cm, like this one
on the photograph. This is possible because you can lengthen an antenna with electronic components.
This saves weight and reduces the drag. The frequencies of the HF communication system range from 2
MHz to 30 MHz. Therefore, the length of the antenna should be between 2.5 m and 37.5 m. This big
variation does not allow use of a fixed average length. The HF antenna, which has for example a length
of 2m must be electronically lengthened, dependent on the used frequency. This is done by an antenna
coupler. radio components cont. The connection between the transceiver and the antenna is made by
special feeders, called RF lines. Two different types are used in aircraft. The first type is a co--axial cable
type which is used up to frequencies of 3 GHz. It has an inner conductor which carries the RF and an
outer conductor which is grounded. A filler material insulates both conductors from each other. The
second type are waveguides. These are used above 3 GHz and are special feeders for radar frequency
signals. All RF lines must only be handled by specially trained personnel according to the instructions in
the maintenance manual. Note that transport of the radio signals is disturbed by deformations of the
RF-- lines. Water in the RF line and corrosion of the contacts will do the same. radio components cont.
Aircraft are equipped with static dischargers at all sharp trailing edges of the airframe. In these areas the
friction with air during flight generates static electricity. This static electricity must continously be
discharged to prevent build--up of high voltages on the fuselage, because this would damage electronic
equipment and disturb reception of radio signals. The maintenance manual states how many static
dischargers must work properly to guarantee correct operation. The audio management system controls
all functions necessary for crew communications. In modern systems a central computer called the
audio Management Unit, or AMU in short connects the audio equipment of the captain the first officer
and a third crew member with the radio communication and navigation systems. The AMU also allows
each crew member to communicate with the other flight crew members via the flight interphone
system. For communication with the cabin crew the cabin interphone system is and for communication
with maintenance staff at connections in several areas of the aircraft the service interphone system is
used. In addition the passenger address system, or PA system in short, allows the pilots to make
announcements to the passengers. Finally the AMU transfers all relevant signals to the cockpit voice
recorder. Each crew member has an audio control panel, or ACP in short, to select the necessary
communication channel for their own audio equipment. The panels for the captain and the first officer
are located on the pedestal and the panel for the third crew member is either on the overhead panel or
located on the pedestal. In some aircraft types you can also find a fourth audio control panel in the
cockpit and even one in the avionic compartment The audio equipment for each cockpit crew member
consists of a headset, boomset and microphones inside the oxygen mask and in a handheld version.
Note that the oxygen mask microphone has priority over the boomset microphone when the mask is in
use. To use the boomset again you must first restore the oxygen mask in the stowage box and reset the
oxygen mask flag. Loudspeakers make the selected audio audible in the whole cockpit. The pilots can
adjust the audio volume with a control knob near the loudspeaker or on the audio control panel. AUDIO
CONTROL PANEL The ACPs allow a separate selection of reception and transmission channels. The
transmission selection is done by pushbuttons. Only one system can be selected at a time which is
shown by a light in the selected pushbutton. For the reception selection you must release the
corresponding rotating knob by pressing on it. After the knob is released you can now select the audio
volume. It is possible to select more than one system at the same time. With a sidetone you can always
monitor the transmitted audio with the reception channel. For the communication systems you can
select the reception and transmission function but for the navigation systems only a reception is
possible. There are 3 VHF transceiver selectors for radio communication, for the left, center and right
systems. In other aircraft they are called systems 1, 2 and 3. There are 2 HF transceivers for radio
communication. These are either the left and right systems or systems 1 and 2. The Flight interphone
knob selects the channel to communicate with the other flight crew members. The Cabin knob selects
the cabin interphone channel to communicate with the cabin crew. You can also select the service
interphone function when the aircraft is on ground. The PA knob selects the Passenger Address system
to allow announcements to the passengers. The satcom knob selects the satellite communication
system to allow telephone calls. Audio information from the navigation systems is needed to identify the
selected station by Morse code and to get additional voice information. You can select the VOR or ADF
navigation system and the ILS or marker beacon system. You can influence the received signals using the
filter selector. When the switch is in the V--position you will only receive the voice information and in
the R position, which stands for range, you will only receive the identification code. In the B position you
receive both audio signals at the same time. You will learn more about this subject in the navigation
unit. The audio control panel also has a radio transmission or RT switch with 3 positions. The switch
position decides whether you transmit or receive audio with the selected communication system. In the
center position the selected communication system is in the reception mode, so you can hear the
received audio from the system. The spring loaded up position selects the transmission mode. This is
also called the push to talk or PTT function. You need to activate this switch when you want to use the
microphones in the boomset or oxygen mask. Only the handheld microphone has its own push to talk
switch. In the Interphone position the microphones are permanently connected to the flight interphone
system, so the pilots can talk to each other independently of the other selections. All modern audio
control panels have basically the same functions. Our example is used in modern long distance Boeing
aircraft and you can find this panel on long distance Airbus aircraft. This audio control panel is used in
short distance Boeing aircraft, therefore it has no switches for the HF and SATCOM systems. One main
difference on the 2 panels on the right is that a Voice Only push button controls the audio filter. Pressing
the switch cancels the Morse code so this corresponds to the V position of the filter selector on the left
panel. Instead of the radio transmission position of the switch on the audio control panels the pilot can
also use a push to talk switch on the control wheelor sidestick. On some control wheel switches you also
can also select the permanent interphone position. audio control panel cont. If there is a malfunction in
Captains or first officers transmission or reception circuits in the AMU or ACP they can transfer their
audio equipment to the circuits of the third crew member. This is done with a transfer switch usually
located on the overhead panel. After the transfer the pilot must use the audio control panel of the third
crew member. INTERPHONE SYSTEMS The Flight interphone system is used for communication between
the cockpit crew members. In addition the communication with a mechanic on the ground is possible via
a boomset connection near the nose gear. This is used for example during the push back from the gate.
When the mechanic wants to communicates with the cockpit he or she must press the call pushbutton
near the jack. This illuminates the Mechanic call light on the audio control panel accompanied with a
short audio tone. You can connect your microphone to the flight interphone system by either selecting
the FLT pushbutton or by switching the radio transmission switch to the interphone position. The
headphones are connected to the flight interphone system by releasing the corresponding knob. The
mechanic call is reset automatically after a time limit or the pilot can manually reset it by selecting a
reset pushbutton. The attendants light illuminates on the audio control panel when a cabin attendant
wants to communicate with a cockpit crew member. The light is also accompanied by a short audio
tone. Pushing the cabin pushbutton connects the microphone to the cabin interphone system and
releasing the knob connects the headphone to the cabin interphone system. The reset of the call is again
automatic or done by selecting the reset pushbutton. The service interphone system is used primarily by
maintenance to connect the cockpit to various areas inside or outside the aircraft. It uses the cabin
interphone channels of the audio management system, so the same selections are necessary for the
service interphone. As the service jacks are often located in areas with high moisture and dirt they are
only connected to the interphone system on ground. This is done either automatically by the air--ground
sensing circuit or by a switch on the overhead panel. PASSENGER ADDRESS SYSTEM The purpose of the
passenger Address system, or PA System in short, is to give information to the passengers. Information
can come from the cockpit or cabin crew or from a tape player used for pre--recorded announcements.
Also, when available, boarding music can be played in the cabin. Finally, the PA system generates chimes
as attention getters. The PA system uses PA amplifiers, which are located in a separate unit or part of a
modern cabin communication systems called, for example, CIDS or ACESS The PA amplifier give the
inputs a different priority to prevent a mixture of the audio signals. The highest priority is the input from
the cockpit crew and the second priority is the purser followed by the other cabin crew members. The
fourth priority is the pre--recorded announcements and the least important input is the boarding music.
The PA system also generates chimes as attention getters. They are not included in the priority circuit, so
they will always sound in addition to other audio. A high chime sounds when a passenger calls the cabin
crew and a High -- Low chime sounds when one cabin crew member calls another crew member or the
cockpit. A Low chime comes on when the Fasten Seatbelt or No Smoking signs are switched on. The PA
amplifier can increase the audio volume to make sure that all announcements can be heard clearly by
the passengers. First, the output increases when an engine is started, usually detected by the engine oil
pressure switch. The volume level is further increased when the oxygen masks are released after a cabin
decompression, triggered by the fourteen thousand feet pressure switch. passenger address system To
make a PA announcement from the cockpit the pilot must press the PA push button on the audio control
panel. On some aircraft types this pushbutton must be held for the duration of the announcement.
Often there is an additional handset especially for PA announcements. This bypasses the audio control
panel. All PA audio can be heard by the pilots when the PA knob is released. With this sidetone the pilot
can check that his own announcement is transferred to the cabin loudspeakers and that cabin crew
announcements are not interrupted COCKPIT VOICE RECORDER SYSTEM The cockpit voice recorder or
CVR in short is a very important component for evaluation of aircraft incidents or accidents, because it
keeps a continuous record of all cockpit crew communications and sounds in the cockpit. Two different
types of voice recorders are presently in use. The analogue tape recorder stores the last 30 minutes of
the flight on an endless tape. Older recordings are automatically erased. The digital solid state recorder
stores the last 120 minutes of the flight in memory. Here previous recordings are also automatically
overwritten. The cockpit voice recorder system usually has the following components: S the recorder
itself which is located near the flight data recorder usually in the tail section of the aircraft S a control
panel usually located on the overhead panel and S an area microphone which is either located on the
control panel or in a separate location On the front of the recorder you can find an underwater Locator
Beacon. The cockpit voice recorder has four audio inputs. 3 inputs come from the audio management
unit and correspond exactly to the audio which the flight crew hear in their headphones. As all
transmissions are also repeated in the headphones the recording contains the reception and
transmission. The 4. input is the general cockpit sounds from the area microphone. The voice recorder
starts recording automatically when one engine is started or when the aircraft is in--flight at the latest.
The recording stops 5 minutes after shutdown of the last engine on the ground. With the erase switch
on the control panel you can erase the complete recording when the aircraft is on the ground and the
parking brake is set. This is to keep the privacy of the crew. You can test the voice recorder by pressing
the test push button on the control panel. This starts the recorder and records a test signal on all four
channels. In many aircraft types you need to activate the recorder power with the ground control switch
first. During the test the pointer in the meter must deflect to the green area or a status indicator must
indicate pass. In modern aircraft the test is usually done with the central maintenance computer system.
You can monitor a test recording when you connect a set of headphones to the jack on the panel. VHF
COMMUNICATION INTRODUCTION The VHF communication system is used for short distance voice and
data communication with ground stations or other aircraft. The VHF frequency range for aircraft
communication systems is from 117.975 MHz to 137 MHz . Note that the frequency of 121.5 is an
international emergency frequency, which is used, for example, by the emergency locator beacon. The
spacing between each communication channel is normally 25 kHz, which means that 760 frequencies,
also called channels, are available. In Europe more channels are required in high flight levels, therefore
modern systems use a channel spacing of 8.3 kHz which means more than 2000 channels are available.
SYSTEM COMPONENTS Modern aircraft have 3 independent VHF systems. Two systems are a minimum
requirement for commercial flights. System #1 is normally used for the captains voice communication
and System #2 for the first officer„s voice communications. The third system is normally used for the
ACARS system., but it could also be used for voice communication if one of the other systems fail. Each
VHF communication system has a transceiver in the avionics compartment and an antenna. The three
antennas are installed at different locations on the aircraft fuselage. system components Usually you can
find the antennas for VHF numbers one and three on the upper fuselage and the antenna for VHF
number two on the lower fuselage. The VHF communication systems are controlled by radio
management panels, RMP in short, which allow frequency selections and audio control panels which
allow audio selections. The transceiver has both a transmitter and a receiver for either receiving or
transmitting signals. You can hear a received signal with your audio equipment when you select the
knob on the ACP and the correct frequency on the RMP. You must always listen to a selected station first
before you start a transmission to prevent communication interruptions with another aircraft. To
transmit information to the selected station you must push either the radio transmission switch on the
ACP or operate the push--to--talk switch on the control wheel. When the transmission works with the
normal output power of about 25 W, you can hear your own voice in the headphones with the sidetone.
A missing sidetone is always an indication for a system failure RADIO MANAGEMENT PANEL The Radio
Management Panel is the component where you make frequency selections for the VHF and HF radio
communication systems. Each RMP can control any system. The selected system is shown by the light in
the pushbutton. During normal operation the captain„s panel controls the VHF and HF number 1
systems and the first officers RMP controls VHF and HF number 2. The third RMP is usually used for VHF
number three. The RMP has two frequency windows. The left window is called the active window. It
shows the operating frequency of the selected system. The other is called the standby window which
shows a new selected frequency. Note that the window shows either ACARS or DATA when you select
VHF system number 3, because no manual frequency selection is necessary for ACARS. When you press
the transfer button on an RMP, the frequencies change windows. This means that the standby
frequency becomes the active frequency and vice versa. All RMPs are constantly updated by each other.
When you activate a frequency on one RMP it is also visible on the other RMPs when the same system is
selected. On some radio management panels, for example, on modern airbus aircraft, you can find an
area for the frequency selection of navigation systems. This is only used when normal tuning via the
flight management system is not available. SYSTEM OPERATION Let„s now see an example of how to
establish a connection to a VHF ground station. First you must crosscheck that the selection for your
audio equipment is done on your audio control panel and that the required VHF communication system
is selected on the radio management panel. The required frequency is selected by turning the frequency
selector knob. This changes the frequency in the standby window. After selection of the correct
frequency you must activate the frequency for the VHF system #1. Now the VHF COM number one
system is tuned to the correct frequency. Before you transmit your request to the VHF ground station
listen to the reception to make sure that no actual communication is in progress. You can now start the
transmission, by activating one of the push--to--talk switches. HF COMMUNICATION INTRODUCTION The
HF communication system is used for long distance communication. HF communication systems are
installed on many long distance aircraft for world wide communication. The ionosphere around the
world is used as a reflector for the radio signals to reach areas outside the line of sight. Unfortunately
the Ionosphere changes its conditions. For example the intensity of sunlight determines the quality of
reception. In modern aircraft types the SATCOM system replaces the HF system, because it guarantees a
reliable long distance communication. 2 HF SYSTEM COMPONENTS Usually two independent HF
communication systems are installed in long distance aircraft. Each system has a transceiver, which is
located in the avionics compartment and an antenna which is usually located in the leading edge of the
vertical stabilizer. On older aircraft types or aircraft with three HF systems you also can find a rod type
antenna at the wing tip. An antenna coupler is needed to tune the antenna to the selected HF--
frequency. It is installed near the antenna. HF system components cont. The HF transceiver has a
transmitter and receiver that functions in the same way as the VHF transceiver. Transmission happens
with an output power of 200 to 400 W. The frequency and system selection on the RMP is done in the
same way, as for the VHF system. The HF frequency range is from 2 MHz to about 25 MHz in steps of 1
or 0.1 kHz. With the AM pushbutton on the RMP you can select two different operational modes for HF.
When the push button is pressed the first time the AM mode is selected. AM stands for amplitude
modulation. This mode transmits the modulated signal via a carrier. When the push button is pressed
again the default SSB mode is selected. SSB stands for single side band. This mode transmits the
modulated signal without a carrier, giving a better transmission efficiency. With the HF sensitivity
selector knob on the RMP you can adjust the sensitivity of the reception. Note that some RMP types
have a SQL knob instead. Here you can select the squelch level which is the level for the noise
suppression. On older aircraft types you can find a separate HF control panel with the same control
functions as described for the RMP. The antenna coupler must tune the antenna to the selected HF
frequency before you can start any transmission. Reception is always possible without a new coupler
tuning. Briefly pressing one of the push--to--talk switches for the first time will start the tuning. You can
hear a 1 kHz tone as long as the tuning lasts. The tuning is very fast in modern systems but older systems
need up to 10 seconds. When the antenna coupler has completed the tuning, the 1 kHz tone stops, and
you can start transmission by pressing the push--to--talk switch a second time. You can monitor the
correct transmission with the sidetone when normal transmitting power is available. SYSTEM
OPERATION From what you have learned in the VHF lesson and in this lesson you should be able to do
the necessary steps to establish HF communication. With the first step connect your audio equipment to
the HF system # 1. On the audio control panel you have now connected the audio equipment to the
transmission and reception channel of HF #1. You have selected the HF system #1 to AM mode on the
RMP. The selected frequency is now shown in the standby frequency window. When the frequency is
activated you must first check if this frequency is busy before you start a transmission. Lets assume that
no communication is in progress, so that you can start tuning the antenna coupler. Pressing the radio
transmission or push--to--talk switch the first time after a new frequency selection tunes the transmitter
and the coupler to the new frequency. When the tuning tone has stopped you can start your
communication with the selected ground station. ACARS ACARS INTRODUCTION The Aircraft
Communication Addressing and Reporting system or ACARS in short, is a datalink communication system
which can transfer messages and data between the aircraft and the ground, for example the airline
operation center and ATC. It uses the VHF Communication system #3 or the Satellite Communication
system dependent on the aircraft location. The data sent by ACARS is received by the ground station of a
network provider which transports the data via its network to the users. The data transfer in this
direction is called the downlink. Consequently the data transfer from the ground to the aircraft is called
the uplink. ACARS transmits and receives either automatic reports, which usually depend on the flight
profile and manual reports which are independent of the flight profile. The OUT report transmits aircraft
information and the time when all aircraft doors are closed and aircraft movement starts. The OFF
report transmits aircraft information and the time when the aircraft lifts off, detected by the landing
gear air - ground switches. The ON report transmits aircraft information and the time when the aircraft
touches down, detected by the landing gear air - ground switches. The IN report transmits aircraft
information and the time when the first aircraft door is opened. The estimated time of arrival , or ETA in
short, is automatically transmitted 120 minutes, 20 minutes and seven minutes before the arrival. The
aircraft condition monitoring system, ACMS, transmits an engine report automatically during each flight
and whenever an engine problem is detected, for example an EGT exceedance. The loadsheet report is
an uplink from the ground to the aircraft during takeoff preparation.Manual ACARS reports are started
by the pilot, airline ground staff or ATC. A call request is transmitted to the aircraft if the ground station
wants to communicate with the flight crew via voice communication. This is used instead of the old
SELCAL system. ATC will use ACARS in the future air navigation system, FANS, to send requests to the
aircraft, for example