Communications System

- James Albright (a former G450 driver)

Updated: 2014-02-09

[G450 AOM, §2A-23-10] The communications system provides

audio links within the airplane, and radio communication with other
airplanes and ground stations. Transmitter and audio reception
selections are made using push buttons on audio panels installed at the
pilot, copilot, and observer stations. The communications system is
divided into the following subsystems:

 Audio Control Panels

 Voice and Data Communication Systems
 Radio Tuning System
 Selective Calling System (SELCAL)
 Cockpit Voice Recorder System
 Emergency Locator Transmitter

There is hardly anything electronic in this airplane that isn't related to

everything electronic in this airplane. That makes your life easier in
that you don't have to do as much programming. But it makes your
life harder because troubleshooting can be frustrating.

Everything here is from the references shown below, with a few

comments in an alternate color.

 Audio Control Panels

You can get by with no training or advanced knowledge of the audio
control panel whatsoever and survive. You will need to know a few
things about the ACP above and beyond what appears in the
operating manual to deal with a few avionics issues and to do more
than just talk on the VHF and HF radios.

General Description

[G450 MM, §23-52-00 ¶1.A.] The audio source selection control

system is an integrated system that provides the flight crew with
selection and control of all cockpit related aircraft audio services at
the pilot, copilot, and observer stations. The Audio Control Panel
(ACP) controls the audio functions of the Navigation (NAV) and
Communication (COM) radios, headphones / headsets, Microphones
(MIC) and loudspeakers.

Controls and Indicators

[G450 AOM, §2A-23-20 ¶2.A.]

 Transmit Buttons — The ten rectangular transmit buttons on the

audio panel illuminate green when selected. Pushing in a transmit
button will automatically select the corresponding audio reception.
(1) COM 1, COM 2 and COM 3 selections transmit voice or data
over the selected VDR / VHF radio, tuned with the MCDU. (2)
HF 1 and HF 2 selections transmit voice over the selected HF
radio, tuned with the MCDU. (3) SAT selection transmits voice or
data over the SATCOM installation linked to the INMARSAT
network. (4) PA selection transmits voice to the cabin speaker
system. (5) CABIN selection allows communication over the
cabin interphone system. (6) FONE selection allows
MAGNASTAR telephone operation including call pick-up, hang-
up, hold, transfer, and conference calls. (7) CONF selection is
used to participate in conference calling.
Aircraft 4110 and later do not have MAGNASTAR, the FONE and
CONF buttons do not work.
 Reception Buttons — Reception buttons are provided for:
identifying navigational radio sources, monitoring the cockpit
voice recorder, receiving cabin calls, selecting the cockpit
speakers on or off, turning headphones on or off, turning internal
communications (ICS) on or off, communicating with the
maintenance interphone panels (at the nose and tail of the aircraft),
controlling the volume of transmitter sidetone, and selecting a
voice-activated microphone feature. Audio volume of the selected
source is controlled by rotating the button.
The reception buttons do not rotate to control volume. Pressing
the button changes the LCD screen below to reflect the selected
item for 15 seconds. During that time you can use the panels only
volume button to vary that item's volume.
 MIC — The boom mic is selected when the button is pushed in;
the oxygen mask mic is selected with the button out. For either of
these microphones, the pilot and copilot transmit using the yoke-
mounted mic switches (forward for the audio panel selected
transmitter or aft for aircraft interphone) or by using the voice
activated mic function (VOX). The observer transmits with a
similar forward and aft transmit select button at the observer
station or uses the VOX option. The handheld microphones may
be used at any time regardless of the MIC push-button selection.
 EMER — The EMER button selects normal audio panel
operation when pushed in, or emergency panel operation when
selected out. The EMER button rotates to control volume.
Emergency operation is necessary in the event of an aircraft
electrical failure that places systems on battery power. If the main
batteries are available, all three audio panels remain operative
provided that the EMER button is selected out. If only the aircraft
emergency batteries are available, only the audio panel at the pilot
position is powered. Only the #1 VHF NAV and COM radios are
available on emergency battery power. These radios are tuned
using MCDU #3 that is powered by the emergency batteries and
has a direct ARINC-429 connection to the #1 NAV / COM radios.
Cockpit speakers are not available in emergency battery mode.
 ID — ID turns on or off Morse code identifiers when monitoring
the audio of navigational radios
 MUTE — MUTE eliminates marker beacon audio, if selected on
with the round audio reception button
 SELCAL — SELCAL selects the automatic monitoring function,
enabling communication radios to detect messages addressed to
the aircraft using the unique aircraft selcal code embedded in the
configuration module. Upon receipt of a selcal message, the selcal
indicator light flashes and the light within the reception button of
the radio detecting the message flashes, and a message
annunciation will appear in the LCD window. Pressing the selcal
selector or selecting and keying the transmitter of the radio
carrying the incoming message—will cancel the selcal alert
indications.
 Side Tone Adjustment (ST) — The ST rotary button sets speaker
sidetone level to eliminate feedback from the speaker to the
headset. The sidetone level is indicated in the LED window. The
ST button is illuminated and the LED indication active only for
five (5) seconds after adjustment. The sidetone may be adjusted
with or without speaker sound.
We have yet to get this thing to work and have resorted to setting
it to 60 and not worrying about it.
 Voice Activated Microphone (VOX) — Selecting the VOX
feature enables transmissions (both radio and ICS or Cabin) to be
made without using the press-to-talk switches on the yoke or hand
microphones.
At some point this button was replaced with one marked H'MIC
which functions as written here except only for the intercom
system.
Techniques

Photo: Audio Control Panel, (Eddie's aircraft)

You should start with the ST (Side Tone), ICS (Intercom System),
HDPH (Headphone), and H'MIC (Hot Microphone) selected. Then
you select the top row MIC button to the radio you wish to transmit
and whatever other audio sources you would like to listen to. As you
press an audio source you will be given an opportunity to select its
volume. Start with 60 and see how it goes.
 Voice and Data Communication Systems

The voice and data communications system on this airplane is one of

those things that works well and hardly ever goes wrong. But when it
does go wrong, there is a fair amount of redundancy if you know how
to get at it.

Radio Tuning
[G450 AOM], §2B-11-10] Radio tuning in the PLANEVIEW system
is done through the MCDU, or CCD manipulating radio data on the
PFD. When the aircraft is operating on emergency batteries the
MCDU provides radio tuning for the VOR/ILS datalink (VIDL), VHF
data radio (VDR), and transponder (XPDR). Back-up radio tuning is
accomplished through MCDU 3 only.

Radio tuning can be done, in a very limited fashion, on the MAP

display, not the PFD.

[G450 AOM], §2B-11-20]

When you can't seem to get the radio you want, when the volume
control no longer works the way it used to, or if your SELCAL has an
identity crisis, you can fix all that with a few pages from the G-450
AMM, 23-50-00. Those pages are not a bad thing to keep with you on
the road.
VHF Voice Communications

[G450 MM], §23-12-00 ¶1.A.] The VHF voice communications

system is a part of the modular radio system. The VHF voice
communications system supplies the following:
 Conventional voice data
 Conventional low-speed minimum shift keying ACARS data
 High-speed data modes related to Differential 8 Phase Shift
Keying (D8PSK) modulation techniques

The system operates in the frequency range of 118 - 137 MHz with
channel separations of 8.33 kHz or 25 kHz. The pilot or copilot makes
a selection of the channel separation. The system automatically
transmits a time-out signal to prevent blockage of a communication
channel in the event that a MIC / Boom push to talk switch is stuck
active for two minutes.

[G450 AOM], §2A-23-30 ¶2.A.] Each COM radio is connected to a

dedicated blade-type antenna via RF coaxial cable. COM 1 antenna is
located on the center line of the airplane’s lower fuselage just forward
of the leading edge of the wing. COM 2 antenna is located on the
center line of the top of the airplane aft of the first passenger
compartment window. COM 3 antenna is located on the underside of
the aft part of the airplane adjacent to the drain mast. COM 2 is most
effective for ground communications because of the location of the
antenna.

In actual practice, COM 1 doesn't seem to have a problem for ground

or air communications and has the advantage of remaining powered
down to the batteries.

HF Voice Communications
[G450 MM], §23-13-00 ¶1.A.] The High Frequency (HF) voice
communication system provides long range voice communication
capabilities to and from the aircraft. The HF Receiver / Transmitters
(R/T) operate in either simplex or half duplex mode including Upper
Side Band (USB) voice, Lower Side Band (LSB) voice, amplitude
modulation equivalent and Continuous Wave (CW). The USB data
and LSB data modes are available options. The HF voice
communication system consists of 2 R/Ts and 2 antenna couplers. A
dual coupler mount connects both antenna couplers to a HF shunt
antenna. The HF shunt antenna connects to the HF dual coupler
mount by a copper bus bar via the HF antenna adapter.

This HF is very reliable and effective.

Satellite Communications

[G450 AOM], §2A-23-30 ¶2.C.] The satellite communications system

allows the exchange of voice or data, including Datalink
communications, between airplane peripherals (telephone handsets,
PC modems or FAX machines) and any operating telephone or data
unit within the coverage of the International Maritime Satellite
Organization (INMARSAT). Coverage is provided by four (4) or
more geostationary satellites operating in the L band of the radio
spectrum, providing global communications linkage except in the
polar regions (north or south of seventy-five degrees latitude).
Equipment aboard the airplane transmits voice or data in a digital
signal to the best positioned satellite that in turn relays the signal to a
ground station linked to telephone networks. Ground stations (as of
this writing) are located in England (UK), France, Norway, Italy,
Singapore, Japan, Australia, Thailand and the USA.

Communications

[G450 AOM], §2B-31-40 ¶1.B.] By default, the PLANEVIEW CMF

communicates by way of the land-based ACARS VHF network,
which includes the Aeronautical Radio, Inc. (ARINC) and SITA
subnetworks. Based on position information provided by the aircraft
FMSs, the CMF automatically tunes to the appropriate subnetwork. In
areas where VHF coverage is unavailable, the CMF may use the
InmarsatAero-H,Aero-H+, or Aero-I satellite UHF networks. This
provides both packet mode (datalink) and circuit mode (voice and
data) capabilities to the aircraft. The CMF switches to and from the
satellite UHF network based on the availability of land-based VHF
network coverage.

[G450 AOM], §2B-31-40 ¶1.D.] All PLANEVIEW CMF

transmissions, whether VHF or satellite, require line of sight to a VHF
ground station or Inmarsat satellite, respectively. Establishing and
maintaining line of sight is most often a concern when transmitting
VHF on the ground due to the curvature of the Earth, high
surrounding terrain, and man-made structures. VHF transmissions
from many airports are simply not possible because the nearest VHF
ground station is below the horizon or blocked by surrounding terrain.
Even at airports with on-airport VHF ground stations, VHF
transmissions from certain areas of the airport may not be successful
due to man-made structures obstructing line of sight. In flight, VHF
coverage is normally excellent, although coverage limitations may
exist in remote areas of the world or at low altitudes. Transmitting by
way of satellite while on the ground is generally reliable. Although,
line of sight issues may still arise due to surrounding terrain and man-
made structures because the Inmarsat satellites are in an equatorial
geostationary orbit. In flight, the curvature of the Earth is a concern
only at latitudes greater than 70° North or South. Except at these high
latitudes, satellite coverage while in flight is seamless.
There isn't much in the AOM or AMM about data but you can piece
together what you need to know. Just the important bits:
 "Data" usually refers to ACARS which used to be the "Airline
Communications Addressing and Reporting System," but now is
called the "Aircraft Communications Addressing and Reporting
System." In our FMS, the "AOC" you see on the DLK page is
"Aeronautical Operational Communications," which is ACARS.
 Your data usually comes from Comm/Nav 3, provided it is set to
receive data. You can also use Comm/Nav 1 or Comm/Nav 2. If
the VHF mode cannot make the connection, the system
automatically goes to satellite.
If, for some reason, Comm/Nav 3 is not set to data, you need
to Configure Comm/Nav 3.
 Every time you download a flight plan, get your PDC, or access
any of the data features of the DLK page, you are accessing
ACARS.
Controller Pilot Data Link Communications obviously make
intensive use of the data system.
Radio Tuning System

Radio Tuning Using the MCDU

[G450 AOM], §2A-23-40 ¶2.A.] Any of the three MCDUs installed
on the cockpit pedestal may be used to tune the COM and NAV
radios. Tuning is accessed by selecting the RADIO function key on
the MCDU and toggling between the RADIO 1/2 and RADIO 2/2
pages with the NEXT or PREV function keys. The RADIO 1/2 page
contains the tuning information for COM 1 and COM 2, NAV 1 and
NAV 2, DME 1 and DME 2, and XPDR code. The RADIO 2/2 page
contains tuning information for HF 1 and HF 2, ADF 1 and ADF 2,
and COM/NAV 3. The current active frequency is displayed in green.

[G450 AOM], §2A-23-40 ¶2.A.] In the event of ASCB-D tuning path

failure, the MCDU tuning commands are communicated directly to
the MRCs over a secondary ARINC-429 bus. During electrical
system malfunctions / emergencies, the aircraft can operate on
emergency batteries. In that case, a backup tuning path (using a
dedicated ARINC-429 bus linking MCDU #3 and MRC #1) allows
the crew to tune only the #1 radios using functions of the MCDU #3
RADIO pages.

[G450 AOM], §2B-11-20] Each MCDU page is arranged with a

centered title at the top and a page number in the upper-right corner.
Page numbers are formatted as the current page number (among those
with the same page title), a slash ( / ), and the number of pages with
the same title. For example, there are two pages entitled RADIO , the
first is labeled RADIO 1/2 and the second is labeled RADIO 2/2. The
bottom line on each page displays the characters entered on the
MCDU keypad and is called the scratchpad. The scratchpad is shared
across all MCDU client functions, and is not under the control of the
radio tuning function.

Radio Tuning Using the CCD

[G450 AOM], §2A-23-40 ¶2.A.] Tuning procedures using CCD
commands have not been finalized as of this writing. Information
regarding CCD radio tuning will be included when it becomes
available.

There isn't much available on this subject, but there isn't much
capability either. You can click on the map display and see a list of
ARTCC frequencies, line select a frequency and it will tune. The list
of frequencies, however, is incomplete.

Selective Calling System (SELCAL)

There isn't much to this, other than knowing it works for VHF as well
as HF radios and how to restore the SELCAL code if it gets lost.

Selective Calling System (SELCAL)

[G450 MM, §23-20-00 ¶1.A.] The Selective Calling (SELCAL)

system provides visual and audio alerts that indicate a request to
communicate has been made. These requests are made via the Very
High Frequency (VHF) or High Frequency (HF) Receiver /
Transmitters (R/Ts). The SELCAL outputs of these R/Ts are routed to
the Network Interface Module (NIM).

[G450 MM, §4.A.] A ground operator who wishes to contact a

particular aircraft selects the four tone code that has been assigned to
the aircraft. Each code consists of a four letter alphabetical group
(e.g., AB-CD). Each letter represents a specific frequency ranging
from 312.6 - 1479.1 Hz. The is transmitted via a VHF or HF Radio
Frequency (RF) signal. The RF signal can be picked up by all
receivers tuned to the transmitted frequency. However, only the
receiver that is configured for the specific four tone code can respond
to the RF signal and produce the appropriate crew alert signals. The
SELCAL codes consist of two sequential tone pulses, each pulse
containing two simultaneously transmitted tones. These four tones are
transmitted on the selected radiotelephone voice channel. The four
tones are generated in a station coder and are received by a decoder
that is connected to the audio output of the transceiver. If the assigned
aircraft code is detected, a blue message is displayed on the CAS and
an aural tone is heard. The message informs the crew that there is a
request to communicate on a specific radio. The crew then establishes
communication with the caller by selecting the appropriate button /
indicator on the audio control panel.

Restore Lost SELCAL Code

Photo: G450 Audio Control Panel SELCAL Setting, (Eddie's aircraft)

If your SELCAL has an identity crisis, you can fix all that with a few
pages from G450 Maintenance Manual, §23-50-00. You can only do
this on the ground, however, so if you discover blank SELCAL letters
on your audio control panel in flight, you are out of luck until the next
flight.
Cockpit Voice Recorder System
The cockpit voice recorder is one of those things you have to test on a
daily basis but then you never think about it. If you have an NTSB 830
qualified event, however, things change. (More on that below.)

General Description

[G450 AOM], §2A-23-60 ¶1.] The cockpit voice recorder (CVR)

system records the most recent 120 minutes of all cockpit spoken
conversation and ambient noise, communication radio traffic, and
audio signals received by aircraft crew members. The recorded data is
stored within a crash-resistant casing to preserve the data for
investigation.

CVR Unit

[G450 AOM], §2A-23-60 ¶2.A.] The CVR is a solid-state unit,

powered by 28v DC from the Right Essential DC bus. The recorder is
mounted in the tail compartment and continuously records four
channels: pilot audio panel, copilot audio panel, observer audio panel,
and cockpit area audio. Voice recording is time synchronized with
aircraft systems through an interface with the Flight Management
System (FMS) provided by Modular Avionics Unit #3. The recorder
medium is contained within a protective enclosure to guard against
potential damage resulting from an aircraft accident. An underwater
acoustic beacon is physically attached to CVR unit to aid in retrieving
the unit. The beacon is triggered automatically upon contact with
water. It operates from internal battery power.

Impact Switch
[G450 AOM], §2A-23-60 ¶2.E.] The CVR impact switch is located in
the tail compartment adjacent to the CVR. If the switch is subjected to
a force of approximately 2.5 G the switch activates to stop CVR
recording, saving the previously-recorded data. If the impact switch is
activated for any reason, an indicator light illuminates until an
adjacent reset switch is reset.

The impact switch was in the nose of the GIV and we would have to
reset it if someone slammed the nose on landing. I've never seen that
needed in the G-450, but if you do, here is where it is. The
maintenance manual, G-450 AMM 23-72-07 ¶1.B., says just press
and hold the RESET switch until the light goes out.

Preservation of Data

[14 CFR 91, §91.609(g)] In the event of an accident or occurrence

requiring immediate notification to the National Transportation Safety
Board under part 830 of its regulations that results in the termination
of the flight, any operator who has installed approved flight recorders
and approved cockpit voice recorders shall keep the recorded
information for at least 60 days or, if requested by the Administrator
or the Board, for a longer period. Information obtained from the
record is used to assist in determining the cause of accidents or
occurrences in connection with the investigation under part 830. The
Administrator does not use the cockpit voice recorder record in any
civil penalty or certificate action.

The list of things requiring immediate notification of the NTSB is

listed in 49 CFR 830.5 and for the most part is pretty serious stuff.
One strange item is a TCAS resolution advisory issued "when an
aircraft is being operated on an instrument flight rules flight plan and
compliance with the advisory is necessary to avert a substantial risk
of collision between two or more aircraft." In any case, if you have to
notify the NTSB you will have to ask them about your cockpit voice
recorder. If they want it, you are done flying until they come and pick
it up. You cannot simply replace it and mail it to them, there are
custody rules.

Emergency Locator Transmitter

You can fly an entire career and never have to know a thing about
your ELT, in fact, that would be ideal. Unfortunately, you do take
checkrides and you do meet a ramp inspector now and then, so pay
attention.

Installation / Frequencies

[G450 AOM], §2A-23-70:] A battery powered Emergency Locator

Transmitter (ELT) unit is installed in the upper shelf of the Electronic
Equipment Rack in the baggage compartment. The unit is activated
either in automatic mode by a G-force switch on the unit set at a
velocity change of 4.5 fps or manually by a switch installed on the
copilot instrument panel below the clock. Once activated, the ELT
emits a loud aural siren-type sound that is audible outside the aircraft
and transmits radio signals over a dedicated antenna on the upper
fuselage just forward of the APU air intake scoop. The ELT uses three
radio frequencies to facilitate locating the aircraft:

 121.5 MHz - standard civil emergency frequency

 243.0 MHz - military emergency frequency
 406.028 MHz - emergency satellite locating frequency
A "velocity change of 4.5 fps" is meaningless without a time reference
and comes to a change of less than 3 knots. If they had meant 4.5
ft/sec2 that would be 0.14 G's and that can't be right either. The G-
450 AMM doesn't include the ELT for some reason but has the
Cockpit Voice Recorder G switch set at 2.5 G's which seems
reasonable to me.

Transmission

The transmission over the emergency satellite frequency (406.028

MHz) consists of a digital data block that includes the aircraft
identification (tail number or a coded 24 bit address), country of
registration, Search and Rescue Satellite (sarsat) identification code,
and position coordinates. (The aircraft specific digital data is strapped
into the ELT unit upon initial installation.) Position data is continually
furnished to the ELT over a ARINC-429 link with IRU #1. Upon
receipt of the data block by the emergency satellite, information
particular to the aircraft is activated in the emergency satellite
network database. The satellite frequency data transmission occurs
every 50 seconds for 520 milliseconds, with the transmissions
continuing for the first 24 hours after the ELT is activated. After 24
hours, the satellite transmission ceases to preserve battery power for
the other two frequency transmissions that will continue to broadcast
a pulsing audio tone signal until the unit batteries are exhausted,
normally at least 50 hours after activation.

Electrical Power

The ELT is normally powered by the emergency DC bus to provide

continuous IRU position information to the unit, but the ELT has four
internal “D” size lithium / manganese dioxide batteries enabling the
ELT to transmit independent of aircraft power.) The system is
designed to immediately provide the satellite network with the aircraft
position in order to initiate a search and rescue effort and
subsequently provide a homing signal over standard emergency
frequencies for as long as battery power is available. Using location
data from IRU #1, the aircraft / ELT position broadcast over the sarsat
frequency is able to achieve an accuracy approximating 100 meters.
The ELT is housed within a polycarbonate plastic casing that will
withstand 500 g’s, a 1,000 lb crush weight, and a temperature range of
-20°C to +55°C.

Test Procedure

1. Any ELT test should only be performed within the first 5 minutes
of the hour.
2. Notify any control tower or ATC facility within reception range of
the intention to test the ELT and the time of the test.
3. No test should exceed 5 seconds in duration.
4. Provide aircraft power to the ELT unit for a least 30 seconds prior
to testing in order for the position reporting system to be
validated.
5. Tune a communications receiver to 121.5 MHz to monitor the
locator beacon.
6. Turn either the cockpit or baggage compartment switch ON,
monitoring the emergency frequency for 3 audio tone pulses that
should be completed within approximately 1 second and verifying
illumination of the adjacent red indicator light, then select the
switch back to the ARM or OFF position. If the ELT is operating
normally, the red indicator light should remain illuminated for one
second and then extinguish. This test procedure verifies the G-
force switch, the satellite transmitter integrity and validity of the
IRU position information. (Locator beacon radio transmission is
verified by monitoring the 121.5 radio frequency.)
7. If a malfunction is revealed during the test, the indicator light(s)
will flash a coded signal to identify the problem:
o One flash indicates a G-force switch failure
o Three flashes indicate a satellite frequency (408.028 MHz)
transmitter problem
o Five flashes indicate a lack of position information from the
IRU
o Seven flashes indicate an internal battery malfunction
Requirement

MEL

The MMEL lists none installed, none required. Most U.S. based
MELs list one installed, none required with the caveat shown.

FAA

An ELT is required by 14 CFR 91.207.

ICAO Annex 6, Part 2

[§6.12.3] From 1 January 2005, all aeroplanes operated on extended
flights over water as described in 6.3.3 b) and when operated on
flights over designated land areas as described in 6.4 shall be
equipped with one automatic ELT.

[§6.3.3 b)] When over water away from land suitable for making an
emergency landing at a distance of more than 185 km (100 NM), in
the case of a single-engine aeroplanes, and more than 370 km (200
NM), in the case of multi-engined aeroplanes capable of continuing
flight with one engine inoperative.

[§6.4] Aeroplanes when operated across land areas which have been
designated by the State concerned as areas in which search and rescue
would be especially difficult.