Mod 13-4 - Communication Systems

AIR
SERVICE
TRAINING
(ENGINEERING)
LIMITED
A Subsidiary of Perth College
Communication Systems
Part 66 – B2/015b
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Aeronautical Engineering Training Notes
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© Air Service Training (Engineering) Limited
Part 66 – B2/015b Communication Systems
CONTENTS
PAGE
CHAPTER 1: VHF COMMUNICATIONS

SECTION 1 : Basic Principles 1
SECTION 2 : Block Diagram Operation 5
SECTION 3 : Control and Operation 11
SECTION 4 : Practical Aircraft Installations 21
SECTION 5 : Interface with other Systems 27
SECTION 6 : System Maintenance 29
CHAPTER 2 : HIGH FREQUENCY (HF)

SECTION 2 : Block Diagram Operation 43
SECTION 3 : Controls and Operation 55
SECTION 4 : Practical Aircraft Installation 61
CHAPTER 3 : AUDIO INTEGRATING SYSTEM AIS

SECTION 2 : Typical Aircraft Installations 91
SECTION 3 : Interface 99
CHAPTER 4 : INTERFACE AND PASSENGER ADDRESS

SECTION 1 : Passenger or Cabin Address 101
Issued November 2006 Contents 1

Communication Systems Part 66 – B2/015b
CHAPTER 5 : COCKPIT VOICE RECORDER (CVR)
SECTION 1 : Basic Principles and Block Installation Diagrams 121

CHAPTER 6 : SELCAL
SECTION 1 : Basic Principles of Selective Calling 137

SECTION 2 : Functional Description 141
SECTION 3 : Maintenance 145
CHAPTER 7 : ARINC COMMUNICATION ADDRESSING

AND REPORTING SYSTEM (ACARS)
SECTION 1 : System Overview and Principles 149

SECTION 3 : Interface with other Systems 165
2 Contents Issued November 2006

CHAPTER 1 : VHF COMMUNICATIONS

SECTION 1: BASIC PRINCIPLES
Very High Frequency Communication is the standard civil short range
communication facility using the band of frequencies between 118.000 MHz and 137
MHz. VHF is used by ground control facilities and aircraft or by aircraft and other
aircraft on one of 760 possible frequency channels with 25 kHz spacing between
channels. Another VHF service available is weather information transmitted from
ground stations (VOLMET 128.6 MHz and 126.6 MHz in the UK)
Current International Civil Aviation Organisation (ICAO) regulations require a new
channel spacing one third of the current spacing ie. 8.33 kHz apart. This will treble
the number of available channels to 2280 (3 760). Frequency selection is by means
of 2 from 5 system converted to Binary Coded Decimal (BCD), from which control of
phase-locked loops (PLL) determine transmitter Tx and receiver Rx frequencies.
The communication between controller and TxRx will be by digital data bus such as
ARINC 429 Digital Information Transfer System (DITS). (See Chapter 1 Section 3 of
Module B2/015a)
VHF uses line of sight space wave transmissions with a theoretical range of 123
miles between an aircraft at a height of 10-,000 ft and a ground station at sea level.
In practice, however, useable range will also vary depending upon factors such as
transmitter power, receiver sensitivity, atmospheric and temperature conditions,
ground station geographical situation, reflection of radio waves from nearby buildings
etc. and any obstruction in between aircraft and ground station eg. mountains, hills
and trees. As a general rule, satisfactory two-way communication can typically be
maintained up to 200 miles, this range dependent on the aircraft height.
The range is usually given by the formula where is the height,
in feet, above sea level of the receiver while is the transmitter height. This range
may be considerably increased by using the ARINC communication addressing and
reporting system ACARS – see Chapter 7 of this sub-module.
Speech amplitude modulation is used for radio telephony transmissions which are
vertically polarised transmissions. A common aerial for transmit and receive
purposes is used, this system being known as a single channel simplex system.
Speech modulation (Radio Telephony R/T) is used with amplitude modulation and
double sideband (AMDSB). The accepted range of speech frequencies is
300 - 3000 Hz.
Issued November 2006 Chapter 1: Section 1 1

CONTROLLER FREQUENCY CHANNEL SPACING

DISPLAYED CHANNEL MHz kHz
NAME
118.00 118.0000 25.0
118.005 118.0000 8.33
118.010 118.0083 8.33
118.015 118.0167 8.33
118.025 118.0250 25.0
118.030 118.0250 8.33
118.035 118.0333 8.33
| | |
| | |
136.975 136.9750 25.0
136.980 136.9750 8.33
136.985 136.9833 8.33
136.990 136.9917 8.33
TABLE 1 – FREQUENCY ALLOCATION AT 25 KHZ & 8.33 KHZ SPACING
2 Chapter 1: Section 1 Issued November 2006

A typical Public Transport system for VHF Comms would resemble Fig 1 below.
Ground Stations Aeroplanes
Antenna RF Audio to Flight

Interphone
System
Microphone Inputs from Flight Audio to

Interphone System SELCAL
Decoder
Key event to
Frequency
Flight Recorder
System and
Pilot’s Call
VHF Communication Panel (SELCAL)
Control Panel
VHF Communications
Transceiver
FIG 1 VHF COMMUNICATION SYSTEM – TYPICAL

NOTES:

SECTION 2 : BLOCK DIAGRAM OPERATION

The following description is based on the Collins 700 System, commonly fitted to current
large aircraft.
Control
Two frequencies can be set into the control panel, but only the one selected by the TFR
(FREQ SEL) switch is transmitted to the transceiver.
Frequencies between 118.000 and 136.99 MHz can be selected in 8.33 kilohertz
increments on the VHF communications control panel. The frequency selection data
originates in the control panel frequency select switches as parallel bcd code, is
converted to serial bcd, formatted into an ARINC 429 word and transmitted to the
transceiver on an ARINC 429 data bus.
In the transceiver, the digital tuning data is routed to the microprocessor’s tuning port.
The microprocessor then issues frequency data to the synthesizer.
VHF TRANSCEIVER (Refer to Fig 2)
Transmitter
Transmission is initiated with the PTT (ground) signal from the flight interphone system
or the front panel microphone jack. The PTT signal is routed directly to the
microprocessor system. It is also routed out of the transceiver as the KEY EVENT
signal. This signal provides the SELCAL reset and the key-event time recording on the
flight data recorder (DFDAU).
The microprocessor, upon receiving PTT, initiates the transmit key (XMIT KEYLINE)
discrete. This signal changes the state of the T/R switch which connects the output of
the transmitter (XMIT RF) from the directional coupler to the antenna. It also keys the
transmitter stages.
Audio from the flight interphone system or front panel jack is routed through audio
stages for amplification, linearization, and automatic volume control (compression), and
applied to the modulator. Radio frequency energy from the frequency synthesizer
(which receives bcd frequency commands from the microprocessor), is also fed to the
modulator. The modulator then supplies a low-level, amplitude-modulated rf signal to
the rf power amplifier stages.
After the rf amplification stages, which raise the rf power to a typical 30 watts, the rf
energy is fed through the directional coupler. The output of the directional coupler is fed
to the antenna, by way of the T/R switch, for radiation.
The directional coupler samples forward power and reflected power and provides an
output of each for the forward/reflected power indicator. The forward power is also fed
to a sidetone amplifier and on to the receiver’s audio amplifier.

Receiver
When the transmitter is not keyed (no PTT signal present), any rf signal which may be
received at the antenna will be routed through the normally closed contacts of T/R
switch S1 to the rf stages. After filtering, amplification and gain control, the rf signal is
sent to the first mixer
In the mixer circuit the rf signal is missed with the first injection signal from the
frequency synthesizer to produce the first intermediate frequency (if) signal. This signal
is mixed with the second injection frequency to produce the second if signal. After
amplification and gain control the signal is sent to the detector circuit.
The detector removes the carrier frequency and sends the signal to the receiver audio
circuits. One output is sent to the data amplifier. The output of this amplifier provides
unsquelched audio for the SELCAL decoder. The detected audio is also routed to the
receiver audio frequency (af) sections which include the audio compressor and
automatic volume control circuits.
The receiver output is then fed to the voice amplifier circuits through the squelch gate.
The squelch gate is controlled by the receiver squelch control circuit, which only allows
audio output when it is above squelch threshold. The squelch gate allows the
microprocessor or the squelch disable to override the squelch circuit.
The squelch may be overridden by pressing the SQL/LAMP TEST switch on the
transceiver’s front panel which provides a ground to the squelch control circuits.
Background noise is then heard in the headset as a receiver confidence test.

FIG 2 VHF COMMUNICATIONS SYSTEM – FUNCTIONAL DIAGRAM

TEST FEATURES (SEE FIG 3)
Self-Test Sequence (Press TEST)

The transceiver microprocessor controls a testing procedure which causes
simultaneous operation of the receiver and transmitter on the test frequency
(128.775 MHz). The following actions occur during the test mode:
 Tuning Data Verification – The validity of the ARINC 429 word is checked by the
microprocessor. This check includes word rate, parity, and frequency validity. If
the tuning data is not valid, the red LED annunciator on the front panel is
illuminated for about one second.
 Transceiver Test Operation - The frequency synthesizer is tuned to a
preselected frequency to verify frequency synthesizer tuning capability. At the
same time the self-test keyline discrete from the microprocessor activates a local
oscillator (self-test oscillator) to provide for receiver operation on the same
frequency.
 The transceiver is automatically keyed to transmit on 128.775 MHz for about
100 milliseconds. A small portion of the transmitted signal is monitored by the
receiver which is tuned to the same frequency. A transmit self-test tone (2KHz)
is sent to the audio input section by the microprocessor. The test tone is then
monitored at the receiver output. This is fed back to the microprocessor which
then makes a validity check based on output amplitude and frequency.
 If the transceiver self-test audio passes the microprocessor’s validity tests, a
green LED on the front panel illuminates for about one second.
 During self-test, the forward and reflected power is measured by the directional
coupler. The microprocessor calculates VSWR and displays this on the LED
display on the front panel.
Antenna/Transmission Line VSWR Test

The transceiver includes a forward and reflected power measuring capability for testing
the antenna system integrity. The RFL/OFF/FWD switch on the front panel is set to the
FWD position. Switch S2, controlled by the microprocessor, directs forward power
through an analogue to digital converter. The digital coded forward power is sent to the
microprocessor. The microprocessor sends forward power, through a display driver, to
the LED display on the front panel. This power should be a minimum of 25 watts, but
30 watts is typical.
The RFL/OFF/FWD switch is then set to the RFL position. The reflected power is then
indicated on the LCD display in the same way. A reflected power level greater than
11% of the forward power indicates a VSWR of greater than 2 : 1. This indicates a
problem in the antenna or transmission line.

Squelch/Lamp Test
The transceiver front panel also contains a squelch disable/LED test switch. Pressing
this switch places a ground on the CONTROL INPUT FAIL LED and the LRU PASS
LED illuminating them. It also causes squelch to be disabled, bringing up receiver
background noise to provide a receiver confidence check.

FIG 3 VHF COMMUNICATION SYSTEM – SELF-TESTS

SECTION 3: CONTROL AND OPERATION

THE CONTROLLER
FIG 4 RADIO COMMUNICATION PANEL (RCP)
The usual procedure would be for, say, the First Officer (F/O) to set up the next
frequency needed (as detailed on his/her Flight Plan) and, when told by ATC to change
to that frequency, toggle the standby switch to Active. Then a new standby frequency
would be set up.
In Fig 4 the RCP shows that one controller is used to control any one of three VHF
Comms transceivers by selecting the appropriate VHF 1, 2 or 3 switches, which will
illuminate the white bar under the appropriate switch legend. Notice that, commonly,
there is no volume control on this RCP, volume being controlled by each crew
member’s Audio Selector Panel (ASP) (see Chapter 3).

An alternative is shown in Fig 5 where the frequency window selected by the Transfer
TFR switch brings that frequency into operation and a white light illuminates above the
active frequency indicator – such a lamp is mandatory to show electrical transfer has
taken place, the absence of a lamp would indicate a defective switch (or a defective
filament!). Of course two or even three controllers would be needed, one for each
transceiver.
FIG 5 VHF COMMUNICATIONS CONTROL PANEL

The Transceiver
Shown below in Fig 6 is a typical Transceiver, the Collins VHF 700. The block diagram
has been studied in Section 2, and self-tests shown in Fig 3.
FIG 6 VHF COMMUNICATIONS SYSTEM – TRANSCEIVER
By reference to the Block Diagram Fig 2, it may be seen that the Control Input Fail lamp
is Red, while the LRU Pass lamp is green. The separate mic and phone sockets allow
remote operation (on the frequency selected on the Flight Deck) using an ASP in the
avionics bay for keying (if available) or a hand mic. Power may be read in Forward or
Reflected direction to allow VSWR to be calculated. Maximum permitted value for VHF
Comms is 2:1 (a Forward to Reflected Power ratio of 9:1)

The Antenna or Aerial

The location of most aerials on the airframe is of prime importance and must be
approved by the CAA. Full data on aerial locations already approved on existing aircraft
is available in the CAA Approved Aerial Location publication, and reference should be
made to this manual for guidance when necessary, for example when checking aerial
positions on foreign aircraft preparatory to the issue of a UK Certificate of Airworthiness.
These locations will have been approved after comprehensive ground and air tests to
prove their performance characteristics in relation to radiation and reception efficiency,
involving the plotting of polar diagrams usually in conjunction with the CAA Radio
Measurements Station at Pailton for communications aerials. Attention will also have
been paid to the effect on adjacent aerials to ensure minimum mutual interference.
See Table 2
Notice that not all aerials are required to be listed.
Where aerials are locally installed as part of a modification programme or are replaced
by a different type, it is essential that both the aerial and aircraft manufacturers’
recommendations and drawings are rigidly adhered to, as insufficient reinforcement of
the aircraft skin can lead to severe distortion and damage to the airframe through stress
fatigue. Cases of aerials being literally torn away from the aircraft in flight due to
structurally unsafe installations are not unknown and where manufacturers’ instructions
are not available, the CAA insists that the structural safety of all installations be certified
by a suitably approved organisation.
As mentioned earlier, particular attention must be paid to the installation of these aerials
and a typical method of the reinforcement of an aircraft skin for aerials of the blade type
is illustrated below. Sealing between aircraft skin and aerial base is usually achieved by
the use of a suitable gasket or a sealing agent of the zinc chromate variety or a
combination of both. See Fig 7.

Approved Aerial Positions Approved Aerial Positions

AIRBUS A320 BOEING 767-200 SERIES
Datum: Datum: Station 0
VHF VHF
F19-20 CL Stn 379 CL Belly
F52-53 CL Stn 667 CL
F51-52 Stbd CL Belly Stn 1318 CL Belly
LOOP LOOP
F44-45 CL Stn 1121.78 CL
F48-49 CL Stn 1165.78 CL
LOC/GP/VOR LOC
- Stn 130 WL 178.80 CL
Stn 130 WL218.36 CL
LOC/VOR VOR
F1 CL Internal (Loc) Fin Cap
Fin Tip Internal (Vor)
G/P G/P
F1 CL Internal Stn 130 WL 166.80 CL
Stn 130 WL170.85 CL
L-BAND L-BAND
F21-23 P CL Belly Stn 418 CL
F5-6 CL Belly Stn 448 CL
F21-23 S CL Belly Stn 555 CL Belly
F24-25 S CL Belly Stn 665 CL Belly
TABLE 2 - EXAMPLES FROM APPROVED AERIAL POSITION PUBLICATION CAP 457

FIG 7 TYPICAL DOUBLER PLATE FITTING
Examples of typical aerials in use on aircraft are illustrated below together with their
electrical and mechanical characteristics.
See Figs 8, 9 and 10.
Blade type VHF aerials of rigid construction, totally enclosed in reinforced fibreglass
with a typical thickness to chord ratio of 10% are to be preferred to those of the whip
type. In addition to their mechanical strength, weatherproof qualities and low drag
features, they have broad frequency band characteristics which achieves a VSWR of
less than 2:1 over the aeronautical communications band. Examples of this type of
aerial are shown.

FIG 8 – BLADE AERIAL

FIG 9 TOP LOADED AERIAL

FIG 10 VHF COMMUNICATIONS SYSTEM – ANTENNA
Note that the antenna shown in Fig 10 may have drain holes so that condensation
inside the fibreglass blade, (produced when going from high ambient ground
temperatures to low ambient temperatures at, say, 40,000 feet of minus 56C and then
coming back to low level) may drain away. Part of the inspection process would entail
ensuring the lower drain hole is free while the upper drain hole is b locked. Upper and
lower relate to top or bottom mounted antennas.

NOTES:

SECTION 4: PRACTICAL AIRCRAFT INSTALLATIONS

FIG 11 VHF COMMUNICATIONS INSTALLATION BLOCK DIAGRAM – BOEING 737 - 500

With reference to Fig 11, which shows a typical Boeing 737 – 500 installation, the
following notes show the interactions.
Power
The left transceiver and control panel get 28 volts DC from the 28-volt DC standby bus.
The right transceiver and control panel get 28 volts DC from the right bus. The centre
transceiver and control panel receive 28 volts DC from the left bus.
Control
Frequency selection is made from the control panels for all three systems using digital
data on an ARINC 429 data bus to each transceiver.
Transceiver keying for all three systems is from the flight interphone system PTT line.
Signal Flow
For transmission, the transceivers generate the carrier, amplitude modulate it with audio
from the flight interphone system’s and transmit it over the antenna. System keying is
recorded by the flight data recorder and also resets the SELCAL decoder.
When not transmitting, the receiver amplifies the input rf signal, converts it to a lower
frequency, and detects the audio modulation. If the signal is strong enough, the squelch
opens and the audio is routed to the flight interphone system. The detected output from
all VHF systems (prior to the squelch) is sent to the SELCAL decoder which activates
the SELCAL alert lamps on the pilots’ call panel and the chimes.
(See Chapter 6 for SELCAL details)
It is important to note that the left transceiver (number one in other systems) is
ALWAYS fed from standby bus (sometimes known as Battery or Emergency bus), since
if all generators fail, including the Auxiliary Power Unit (APU), then the pilot has about
thirty minutes of battery electrical power available to get the aircraft down on the
ground, and he MUST be able to carry out communication with Air Traffic Control.
NOTE: Other emergency systems will also be sharing battery power, such as fire
warning and extinguishing, emergency lights, standby horizon etc. (see C/032
Chapter 3, Section 2, page 4). This is a mandatory requirement.
Fig 12 shows an alternative earlier installation fitted in British Aerospace 146.

Differences from the aircraft already discussed are:
 Controller – A power ON/OFF switch, a squelch disable (or test) switch,
frequency selection is either Comm A or Comm B. Reference to the wiring detail
will show how these controls operate. 2 from 5 wire bundles go from controller to
transceiver, instead of a data bus.

 Transceiver – A major difference is that mic, tels and PTT come from each of
three crew members and a Central Audio Unit (CAU). The CAU in turn, will feed
audio sidetone or received signals to three channels of the Cockpit Voice
Recorder (CVR).
NOTE: The 28V supply for No 1 VHF comes from the Emergency busbar. Also the
diagram, dated March 87, relates to 25kHz spacing.
Other general points to note are:

Above each unit, circuit breaker, relay etc. a code appears eg. above TxRx it is
1RF5This is part of the ATA 100 component identification code and is a label attached
to the nearby radio rack to identify the No 1 VHF Comms TxRx ie. 1 = No 1, R = Radio,
F = (RF) = VHF Comms, 5 = component 5 in total installation. The RF (or any other
code letter) will be listed in Chapter 20 of the maintenance manual or wiring diagram
manual.
Underneath the components are two coded numbers – one is the wiring diagram
reference, the other the component location code. This is hardly necessary for, say
controllers or TxRx, but is helpful for relays and circuit breakers. For example, the
Avionics Master switch R85 has two codes, 24-55-01 the wiring schematic reference,
Chapter 24 = electrics, -55 = avionics master switching, -01 = schematic 1. The other
code is the component location code 131-12-00. This is a precise zone in the
146 aircraft – found by reference to the maintenance manual. In this specific example
zone 131 is the avionics key, sub-zone 12-00 is the area close to the circuit breaker and
relay panels. With hundreds of relays in this area, you would look for the one identified
as R85.
This is general ATA 100 utilisation and is similar on all public transport aircraft, with
slight variations between say, British Aerospace, Boeing, Airbus.

FIG 12 VHF COMMUNICATION INSTALLATION BA 146

NOTES:

SECTION 5: INTERFACE WITH OTHER SYSTEMS

Reference to previous installation diagrams such as Figs 1, 11 and 12 will show the
typical interfaces of the VHF Comms systems.
A summary is given below:
 PTT, microphone and telephone information to/from the Audio Integrating
System (AIS).
 PTT to Flight Data Acquisition Unit (FDAU) (Flight Data Recorder (FDR) in older
aircraft) to synchronise transmitting events.
 PTT to SELCAL reset unit (if SELCAL is fitted) to reset lamps, since no SELCAL
reception is possible on VHF1 if VHF1 is transmitting (similarly VHF2 or VHF3).
 Power supply from appropriate 28V DC bus bar.
 Received signal, if on SELCAL assigned channel (usually the Company
frequency), is fed to SELCAL decoder.

Communication Systems Part– B2/015b
NOTES:

Part66 – B2/015b Communication Systems
SECTION 6: SYSTEM MAINTENANCE

SELF-TEST
Refer to Section 2 notes and Fig 3 for details of the Collins 700 system. Less
sophisticated systems would only have a squelch override facility as a confidence check
of the receiver and allow volume control setting.
Function Test
Usually consists of a two-way check with the airfield ground controller where each
reports on strength and clarity of the received signal. This is not a very good check,
since the range, even with a remote airfield transmitting antenna, will only be about five
miles. However, unless there is reason to suspect poor range, it is satisfactory.
Frequency Tolerance Check

When called for in the Maintenance Schedule (for instance, every three years for Light
Aircraft) involves the use of a frequency counter. Such a counter forms part of the
NAV 401L test set, a comprehensive VHF Comm and navigation test set. Details of the
test set will be covered in the Navigation sub-module, Chapter 2.
In essence the frequency counter is a sensitive receiver calibrated to read the
transmitting frequency it picks up. So for VHF Comms one would select bottom, middle
and top of frequency band ie. 118.00, 127 and 136.975 MHz. Listen out to ensure the
frequency is not in use, then transmit noting the frequency indicated on the counter.
Release the PTT switch, change frequency, listen out then transmit again.
A comparison of the selected and counted frequency must be made, any difference
must be within the designated Tx frequency tolerance. For the older systems a
tolerance of 0.003% (or 30 parts per million 30 ppm) is quoted, so for a selected
frequency of 130.00 MHz, the maximum permitted tolerance is 130 x 106 x 30 x 10-6Hz
ie.3.9 kHz.
For 8.33 kHz spacing, a tolerance of nominally 10 ppm would be available from the Tx
manufacturer. This equates to 1.3 kHz at 130 MHz. A modern system, using Phase
Locked Loop (PLL) and a Voltage Controlled Master Oscillator (VCMO) would be
accurate to four decimal places ie. 100 Hz.
One word of caution, when using the NAV 401L the counter readout is accurate to
three decimal places, ie. 130.000 MHz. So, if a transmitter is just within tolerance at,
say, 129.9961 MHz, the test would only show 129.996 MHz ie. 4 KHz out. In reality,
unless defective, the system would be accurate to within 100 Hz so the NAV 401L is
suitable to be used.

Voltage Standing Wave Ratio (VSWR) Check

This is the most sensitive measurement of aerial and feeder matching – refer to basic
comms notes for VSWR revision. To measure it, a directional in-line wattmeter is
needed. The directional coupler must be carefully selected for correct frequency range
and power rating. See Figs 12 and 13 for details of the wattmeter.
FIG 12 PICTORIAL VIEW OF IN-LINE WATTMETER

Part66 – B2/015b Communication Systems
FIG 13 OUTLINE DIMENSIONS OF WATTMETER
With regard to the practical measurement of Forward Power (PF) and Reverse Power
(PR), consider the following diagram:
VHF
TxRx
A B
FIG 14 COMMS ANTENNA FEED
If the in-line wattmeter is inserted at point A (usually an in-line coaxial break point close
to the radio rack) then PF will be maximum, whereas at point B PF will be lower, due to
feeder attenuation. However, at point B PR is at maximum due to antenna/feeder
mismatch, whereas PR at point A is a minimum, due to feeder attenuation. Assuming
the feeder attenuation is, 3dB per 30 metres at 125 MHz, then if PF at A is 32W,
PF at B will be 16W. If PR at B is 4W, then PR at A will be 2W.

Using the formula from basic notes:
will give
at A
at B
Clearly, if the maximum permitted VSWR for VHF Comms is 2:1, then the system will
pass if measured at A and fail if measured at B! Before you suggest measuring
somewhere in the middle of the feeder, it must be realised that the worst value of
VSWR MUST be less than 2:1. The lowest VSWR will always occur at the Tx end and
the highest VSWR will always be at the antenna end, unless there is damage to the
cable between Tx and antenna – always a possibility.
In reality, the length of the coaxial feeder can only be estimated, unless Chapter 91 of
the Maintenance Manual gives the value. Also, unless the roof lining or baggage bag
floor is removed, it is very difficult to measure VSWR at the aerial end. If you are
carrying out a routine VSWR check, as opposed to fault finding, it is usually satisfactory
to measure at the Tx end provided the VSWR is much less than 2:1.
An alternative is to use a Bridge type VSWR test set – covered later in notes of the VHF
Nav system. However, the in-line wattmeter method is to be preferred since it is a
dynamic (power on) test.

Part 66 - B2/015b Communication Systems
CHAPTER 2 : HIGH FREQUENCY (HF) COMMUNICATIONS

SECTION 1 : BASIC PRINCIPLES
INTRODUCTION
HF Communication equipment is normally installed in public transport aircraft flying
routes where, for some part of the flight, aeronautical radio stations are out of VHF
range.
This equipment is therefore provided for long distance communication where aircraft
are flying over wide areas of water or sparsely populated land masses.
HF Communications are carried out in the frequency band of 2 to 30 MHZ and
modern equipment provides SSB and AM modes of operation on any one of 28,000
frequencies spaced 1 kHz apart.
Radio Communications at HF is almost exclusively carried out today in the SSB
mode, having replaced DSB. A comparison between these two modes is made in
the following paragraph:
COMPARISON OF SSB AND DSB
Frequency Generation
DSB
The frequency of the oscillator may be increased to the required frequency by non
linear (Class C) frequency multiplication.
SSB
Linear processes only may be used since the intelligence (fm) must not be distorted.
Modulation
DSB
High level of modulation is used.
SSB
This is not possible since there is no carrier to modulate, and low level modulation is
required, after which the carrier and unwanted sb may be eliminated without loss of
power.
Power Amplification
DSB
Since only the carrier is involved, class C is used.
SSB
Must be linear amplification. Class AB1 is the best available, but must not run into
grid current conditions. Note that thermionic valves would be used for the large
amount of power output.

Communication Systems Part 66 B2/015b
ADVANTAGES OF SSB OVER DSB
Frequency spectrum conservation

It uses less than half the bandwidth.
Power
A DSB Transmitter rated at 100W puts 25W into each sideband (at 100%
modulation) hence a 25W rated SSB would give the same signal strength at the
receiver.
Remember that a 100W DSB transmitter produces a total of 150 watts rf output.
Also with no modulation SSB produces no power while DSB produces 100W.
Signal to Noise Ratio

Compared with a DSB in a similar installation, the SSB can feed twice the voltage
onto the aerial, because the DSB is limited by the amplitude of the carrier. Twice the
voltage means four times the power, hence at the receiver the signal will be 6dB
greater. At the receiver the noise is proportional to the rf bandwidths which for SSB
is less than half that of DSB, hence with SSB received noise is 3dB down, hence
signal/noise ratio is 9dB better with SSB.
Selective Fading
The HF band is prone to fading over very narrow bandwidths (10’s of cycles) and if
this band includes the carrier frequency, the entire signal is lost.
With SSB, the loss of a small portion will not destroy the intelligence and there is no
carrier to lose.
AIRCRAFT INSTALLATION
A – Units
A typical modern aircraft HF installation will consist of:
 a transceiver.
 a controller.
 aerial and aerial coupling unit.
 interconnecting cable assemblies.
Interconnections will be required for:
 power supplies.
 audio in (mic) and out (tels) with PTT.
 Selcal (if fitted).
 interlock if a dual system is used.
For example, when a single installation is converted to a dual installation, interlock
must be provided to ensure that only one transceiver can transmit at one time. It is
common to have only one aerial suitable for transmitting, thus this will be shared by

both installations, but on receiver the main aerial is used by HF1 and a second aerial
by HF2
B – Interlock
With interlock fitted, operation of PTT on Tx 1 will
 inhibit Tx2 (by o/c (open circuit) on PTT 2 line).
 earth second aerial.
 earth audio output of Rx2.
 switch aerial 1 from Rx1 to Tx1.
 earth RF input to Rx2.
 earth aerial input to Rx1.
C – Controller
A typical HF Controller, Fig 1 below is that employed in the Collins HFS 700 system.
This controller is suitable for the selection of up to 28,000 channels. The MHz
operates, via an autopositioner to control the tuning elements of the HF Oscillator to
one of 28 positions.
The other three knobs (100 kHz, 10 kHz and 1 kHz) control an autopositioner to
select the tuning elements to tune a VFO (variable frequency oscillator) to one of
1000 frequencies in 1 kHz steps.
D – Unit Location
 Controller conveniently placed for crew operation (Captain and 1st Officer)
usually either on the centre pedestal or roof panel.
 Transceiver and antenna tuner control units in suitable mounting trays on a
radio crate either on flight deck or in an electronics equipment bay.
 Antenna tuner unit where the associated aerial lead-in enters the aircraft.
 Aerials depending on type:
1. Wire aerials between tailplane structure and aerial mast mounted on
fuselage upper surface.
2. Probe antennas projecting aft from wing tips – as on Boeing 747 – or
forward from tailplane leading edge at top – as on Boeing 707. In the
case where only one probe antenna is fitted this is used as the
transmitting aerial for both HF’s and as the receiving aerial only for the
other HF.
 Suppressed antennas in wing leading edge or fin leading edge.
NOTE: On light aircraft and helicopters whip aerials may alternatively be used for
HF. It is possible for trailing aerials to be used.

FIG 1 HF CONTROLLER
Basic SSB Transmitter

Fig 2 is a Block Schematic diagram of a SSB transmitter showing the stage by stage
progression of the frequencies
FIG 2 SSB TRANSMITTER

Carrier Frequency
Produced by the SMO stabilised master oscillator. A constant ‘f’ fed to the 1 st
Balanced Modulator.
Sidebands (fc + fm & fc-fm)

Produced by amplitude modulation of the carrier (fc) by the modulating signal (fm) in
the 1st balanced modulator.
Suppression of the Carrier (fc)

This is achieved by the use of a balanced mixer, which has the characteristic of
producing only the sum and difference frequencies.
Sideband Filter
Only one sideband is required, thus the unwanted one must be filtered out
(mechanical filter often used).
The signal at this point is at low power, and at a lower frequency than is required, it
is termed the intermediate frequency.
it is first amplified and then increased in frequency by a process termed ‘frequency
translation’.
Since the modulation has already been applied, no process involving distortion may
be used, but by using a balanced modulator the sideband may be moved to a higher
range of frequencies, eg. upper sideband (speech) on fc of 500 kHz is in the range of
500.3 kHz to 503 kHz. If this is applied together with 9.5 MHz to a balanced
modulator and the upper sideband is again selected the frequency range will be
10,000, 300 to 10,003,000 Hz.
This has the same bandwidths (300 – 3000 Hz) as the ‘modulation’ and now only
requires power amplification before feeding to the aerial.

Basic SSB Receiver

Fig 3 shows in Block Schematic form a simple SSB receiver comparing the
derivation of AGC with that of a DSB receiver.
FIG 3

NOTE: In the DSB receiver, the AGC is derived from detection of the carrier RF
whilst in the SSB receiver the AGC is derived from detection of sideband
RF since there is no carrier present.
Peak Envelope Power (PEP)

Transmitters are usually power rated by their unmodulated power output, ie. the
carrier level. With an SSB system this is not possible due to the absence of a
carrier. So an SSB Tx is rated in terms of peak envelope power which is defined as
the rms power at the peak or crest of the envelope.
FIG 4 AMPLITUDE MODULATED ENVELOPE

Fig 4 may be used to show the comparison between carrier and PEP rating. You
may recall that Vm/Vc is the basic definition of modulation index.
Carrier power  V C2
PEP  (VC + Vm )2 = VC 2 (1+ )2 = VC2 (1+m)2
therefore = = (1 + m) 2
In Fig 4 if VC = 100 volts and Vm = 80 volts find the PEP if the output impedance is 50
ohms (remember power depends upon the rms value of a voltage or of peak)
First find the modulation depth m = = = 0.8
Now calculate carrier power
= =( )2 x = x = 100 W
PEP = (1 + m)2 x carrier power = (1 + 0.8)2 x 100

= 3.24 x 100 =424 W

Sidetone
Fig 5 is a Block Schematic diagram showing the method of deriving sidetone from
both SSB and DSB modes.
DSB
Real sidetone is normally taken from the PA output to aerial circuit. This has the
advantage that it proves the transmitter is operating correctly.
SSB

FIG 5
With SSB it is not possible to detect the output of the PA and obtain AF, as there is
no carrier. To obtain a sidetone, which will also indicate correct transmitter
operation, the PA output is sampled and rectified as before, but this time the DC
content is used, to operate a relay. This relay will make available the output of the
modulator as sidetone to the AIS.

SECTION 2 : BLOCK DIAGRAM OPERATION

This will be based on the Collins HFS 700 System, commonly fitted to large, public
transport aircraft such as Boeing and Airbus.
HF TRANSCEIVER
Description
The communication transceiver conforms to ARINC Characteristic 719.
Its case is 6MCU, in compliance with ARINC 600 standards.
HF Transceiver Face:
The face features:
 two jacks (PHONE AND MIC).
 a SQL/LAMP TEST illuminated pushbutton switch.
 three red warning lights; LRU FAIL, KEY INTERLOCK, CONTROL INPUT
FAIL.
 a handle.
 an identification plate.
HF Transceiver Back
The back is equipped with three connectors to enable:
 connection with the automatic test circuits (top plug).
 connection with the antenna circuit and the peripheral circuits (middle plug).
 connection with the power supply circuits (bottom plug).
Characteristics
The HF transceiver complies with the standards defined in ARINC 719 and 600.
It enables transmission and reception of:
 voice radio communication messages through electroacoustic equipment
(headset, hand microphone, boomset and loudspeaker).
 coded messages in keeping with ARINC 429.
The HF transceiver operates in the 2 to 29.9999 MHz frequency range (wide range)
or in the 2.8 to 23.9999 MHz frequency range (narrow range) on channels spaced by
1 KHz or 100 Hz.

Transmitter
 output power: 125 W (average power)
400 W (peak-to-peak)
 antenna impedance: 50 ohms
 type of emission : AM (A3H), SSB (A3J-USB-LSB)
CW (A1), A9 (transmission data)
Receiver
 output power: >5mW into 600 ohms
 sensitivity: SSB: 1µV for 10 dB (s + n)/n
 AM: 4µV for 10 dB (s + n)/n
 selectivity: SSB: -6 dB at 350 Hz to 25 kHz
-60 dB at –1.5 to + 4.5 KHz
AM: -6 dB at + 2700 Hz
-60 dB at +7000 Hz
Power Supply
 Voltage: 3 phase, 115VAC, 400 Hz
 Power: reception: 70W (without blower)
 transmission: 875W (including 100-W blower)
FIG 1 HF COMMUNICATION SYSTEM

Power Supply (see Fig 1)

The HF receiver is supplied with 115 V, 400 Hz, 3-phase power.
It is to be noted that one phase is used to supply with power the antenna coupler via
the transceiver.
Filtered + 51 VDC is provided for the transmission power circuits. For the other
circuits, four voltages are provided from the +28 VDC source:
+20 V + 10V, -12 V and +5V
Receiver
In receiver mode, the antenna of the HF transceiver receives a signal of a frequency
comprised between 2 and 29.9999 MHz. This signal is modulated in AM, USB or
LSB mode.
The signal from the antenna coupler is sent to a bandpass filter through the antenna
relay. This filter covers the frequency range between 2 and 30 MHz which obviates
the need for tuned circuits.
The filter output is applied through a transformer to an attenuator controlled by the
AGC circuit and by an RF sensitivity circuit.
The signal is then amplified in a wideband class A amplifier and sent to a first mixer.
This mixer which is common to the transmit and receive parts receives the signal
from the antenna (frequency between 2 and 29.9999 MHz) and the 71.8 to 99.7999
MHz signal from the synthesizer.
When both signals are mixed, a 69.8 MHz signal is obtained.
This 69.8 MHz signal is sent, after filtering and amplification, to a second mixer
(common to the transmitter and receiver)
This second mixer also received a signal of 69.3 MHz in USB and AM operation or of
70.3 MHz in LSB operation. At the mixer output, a second intermediate frequency of
500 KHz is obtained.
This 500 KHz signal is processed in two different ways depending on the mode of
operation, ie. SSB or AM mode.
SSB Mode
Whatever the signal received (USB or LSB) the 500 KHz signal obtained after
previous frequency transposition is always an LSB signal.
This signal is applied to the 500 KHz LSB filter, amplified and then applied to a
product detector circuit. This circuit receives the LSB 500 KHz signal and a 500 KHz
square wave from synthesizer. The output is the detected audio signal.
This signal is filtered, amplified and transmitted via the AGC circuit and an AF input
circuit which receives the signals from the AM and SSB channel.
This circuit is used to power the data output (0.5V) and the audio output through a
final amplifier controlled by a squelch circuit:

FIG 1 HF COMMUNICATION SYSTEM

AGC Circuits
In SSB mode, two different AGC circuits are used to check the gain of the receiver:
an IF AGC and an RF AGC circuit.
The detected signal is applied to an AGC detection circuit which produces a DC
output directly proportional to the detected voltage.
This voltage is applied to an IF AGC curve shaper which regulates the third IF
amplifier input.
In the event of a momentary interruption of the signal, the AGC hold circuit maintains
the last DC voltage level for 1 s.
The AF AGC circuit is also controlled by the DC voltage coming from the AGC
detection but acts on the receiver input circuits at the level of the attenuator.
Squelch Circuit
The squelch circuit is checked by the DC voltage coming from the AGC detection.
This voltage is applied to a comparator circuit. The other input of the comparator is
provided with a voltage dependent on the value of the control unit squelch
potentiometer. Preponderance of one signal can disable the final audio circuit.
AM Mode
The 500 KHz signal from the second mixer is applied to a first amplifier. It is then
filtered by a 6 KHz band pass mechanical filter centred on 500 KHz.
The signal is amplified three times by an amplifier controlled by the AGC circuit and
then detected. It is amplified again and sent to two circuits: AGC circuit and AF
circuit (SELCAL and AUDIO). The SELCAL output delivers a 0.5 V on a 600 –ohm
load.
At audio output, the signal is sent to the AF input circuit described above.
AGC Circuits
In AM/SELCAL mode, three different AGC circuits are used:
 AGC Audio Circuit
The AGC audio circuit acts upon the last stage of the SELCAL audio
amplification depending on the detected AF output level.
 AGC Intermediate Frequency Circuit:
The AGC intermediate frequency circuit acts upon the third stage of the
intermediate frequency amplifier and ensures regulation depending on the
detected IF signal value.
 AGC HF Circuit:
The AGC HF circuit acts upon the HF stages (RF attenuator) depending on
the detected IF signal.

Transmitter
The modulation signal (audio, data or CW tone) is applied to a selection circuit, a
low-pass filter and an amplifier. A signal compressor enables regulation of the input
signal.
After amplification, the audio signal modulates, within a balanced modulator, a 500
KHz injection signal from the frequency synthesizer. The 500 KHz carrier is
cancelled and only the two sidebands are present on either side of the 500 KHz at
the modulator output.
This signal is amplified in a first 500 KHz amplifier before it is applied to a lower
sideband (LSB) mechanical filter. This filter removes the upper sideband (USB).
The signal is then amplified in a second 500 KHz amplifier before it is applied to a
first mixer.
When transmitting in AM mode, the second 500 KHz amplifier receives a 500 KHz
carrier signal from the synthesizer through a carrier injection circuit. The 500 KHz
signal, with or without a carrier, is then mixed, in a first mixer stage, with a 69.3 MHz
signal in USB mode and with a 70.3 MHz signal in LSB mode.
These signals from the frequency synthesizer mixed with the lower band 500 KHz
produce a 69.8 MHz signal.
The 69.8 MHz signal is sent to a second mixer through a crystal filter. Within the
second mixer, the 69.8 MHz signal is mixed with the 71.8 – tp-99.799 MHz frequency
signal from the synthesizer. The resulting signal is a 2-to-29.9999 MHz signal.
The output signal of the second mixer is amplified in three stages and then filtered.
The signal output level is maintained constant through an automatic load control
(ALC) attenuator. This signal is then applied to a 4-stage power amplifier which
raises the power to 400 W peak-to-peak. The power amplifier stage has protective
circuits which provide instantaneous reduction of the output power in the event of
component overload or overheating. The signal is routed through seven filters which
can be switched in by a motor, according to the operating frequency. These filters
cover the frequency band from 2 to 29.999 MHz and cancel the harmonics of the
output frequency. The signal is then sent to the antenna coupler and to the antenna
through an antenna relay and internal directional wattmeter. Forward and reflected
power measured by the wattmeter provides voltage which is used for modulation
control, Automatic Load Control (ALC) attenuator and power amplifier protection.
Synthesiser
The frequency synthesizer provides the four following frequency sources:
 a fixed 500 KHz square wave signal.
 an USB 69.3 MHz sine wave or an LSB 70.3 MHz sine wave signal.
 a variable 71.8 to 99.7999 MHz sine wave signal.
 a fixed 19.8 KHz square wave signal.
These signals are generated or derived from a 9.9 MHz frequency standard.

500 KHz Signal

The 500 KHz signal is derived from a 9 MHz crystal oscillator. It is then divided by 9
and by 2. A monitoring circuit compares the signal from the crystal oscillator with the
signal from the frequency standard in order to obtain a great stability.
The 500 KHz signal is used in the balanced modulator and in the mixer detector
used in SSB reception.
69.3 MHz (USB) – 70.3 MHz (LSB) Signals

These two signals are delivered by a 69.3 or 70.3 MHz voltage controlled oscillator
(VCO). The signal is divided by 693 or 703 and is compared with a 100 KHz signal
delivered by the frequency standard (9.9 MHz divided by 11 and 9).
These frequencies are utilised in the mixer to produce an intermediate frequency of
69.8 MHz in transmission or a 500 KHz signal in reception.
71.8 to 99.7999 Mhz Signal

This signal which is used as a local oscillator is produced by two cross-checked
phase-locked loops. With this system, the local oscillator loop output is mixed with
the output signal of the other loop oscillator in order to ensure frequency accuracy.
These two loops utilise a reference signal of 9.9 KHz from the frequency standard
and BCD data from the frequency controller.
19.8 KHz Signal

The 19.8 KHz signal is derived from the frequency standard 9.9 MHz. The 9.9 MHz
frequency is divided twice by 10 and then by 5 (total division by 500). This is a
square-wave voltage which is used in the power supply for the +_5V regulator and
which, when divided by 2, delivers a 9.9 KHz frequency used as a reference by the
preceding circuit.
ARINC 429 Message Decoder Selection

The various steps are controlled by the control unit and transmitted to the
transmitter through a serial low-speed message in keeping with ARINC 429
characteristics.
The message can be made up of one of two words of 32 bits for the CW mode or for
100 Hz channel spacings.
Frequency and mode decoding within the word is carried out by a microprocessor.
The latter checks the message from the control unit and checks system operation.
In the event of a failure, it controls the illumination of the lights located on the face
and/or acts on the transmitter.

Test
Correct operation of the transceiver can be checked by means of the various lights
located on its face.
 LRU FAIL warning light (LED).
 The LRU FAIL warning light comes on in the event of a transceiver failure
such as: output power drop, microprocessor synthesizer failure, etc.
 KEY INTERLOCK warning light (LED).
 The KEY INTERLOCK warning light comes on in the event of an antenna
circuit failure such as: coupler failure, excessive tuning time, excessive
antenna reactance, etc.
 CONTROL INPUT FAIL warning light (LED).
 The CONTROL INPUT FAIL warning light comes on when the serial message
is faulty: absence of label, insufficient data repetition, message not valid.
 SQL/LAMP TEST push button switch.
When pressing the SQL/LAMP TEST pushbutton switch, all the lights come
on, the squelch is disabled and causes background noise to be heard in the
headset.

HF Antenna Coupler
FIG 2 HF ANTENNA COUPLER
Description
The HF antenna coupler enables matching of the aircraft HF antenna with the output
circuit (50 ohms) of the HF transceiver.
The coupler is a pressurised sealed box.
The Face Features:

 a connector J1 for connection with the transmitter.
 a coaxial connector J2 to connect the coaxial cable from the transmitter.
 a connector J3 for test equipment connection.
 a pressurising valve.
 a fault warning light.
 a handle.
 an identification plate.

The Back Carries

 a connector providing connection between the coupler and the antenna
Characteristics
 power supply: 107.5 to 119.5 VAC
 380 to 420 Hz
 accepted power: average 400W or peak-to-peak 1000 W
 types of transmission: AM – SSB-CW
 tuning time: 2 to 4s
 input impedance: 50 ohms
 weight: 7.7 kg
Operation (see Fig 3)

The coupler is tuned in six sequences:
 Start.
 Reception/standby.
 Tune A.
 Tune B.
 Tune C.
 Operational position.
These six sequences are controlled by a sequence counter which starts the next
sequence only when all the conditions related to the previous one are met. If a
failure is detected during the tuning phase, tuning is stopped.
The tuning phase is initiated at HF system energisation or when a new frequency is
selected. The tune control line is then grounded and the tuning elements are placed
in start position by means of servomotors controlled by servo-amplifiers.
Start Sequence
In this sequence capacitors C2, C3 and inductor L2 are positioned so that they
present minimum impedance to signals. In addition, inductor L2 is disconnected
from the circuit by means of switch S4. When all these conditions have been met, a
pulse is applied to the sequence counter and the system is forced to the
reception/standby phase.
Reception/Standby Sequence
 In this position, the coupler is in reception condition and ready for a tuning
cycle.
 PTT control grounding causes interlocking of couplers (case of dual system).
A pulse is applied to the sequence counter and the system is forced to the
next tuning sequence: Tune A

Tune A Sequence
The purpose of tune A is to adjust the antenna circuits so that HF signal current and
voltage are in phase.
To this end, after detection, a discriminator delivers an error signal proportional to
the phase difference during 50 ms. The polarity of this signal determines the
elements required to achieve tuning.
When the phase error signal is brought to a null value, the sequence counter
controls change to the next sequence: Tune B.
Tune B Sequence
The purpose of tune B is to match the antenna load with the transmitter output
circuits.
To this end, a load discriminator compares the HF current and voltage. This
comparison gives an error voltage proportional to the difference between the HF
circuit impedance and an impedance of 50 ohms.
When the load error voltage is set to zero or if reflected power is decreased, the
sequence counter starts the next sequence, ie. tune C.
Tune C Sequence
The purpose of the tune C is to complete previous adjustments and obtain a VSWR
lower than .
In this sequence capacitor C3 is adjusted to maintain voltage-current phase shift to
zero. Capacitor C2 and/or inductor L2 are tuned to bring reflected power below a
present level.
When a VSWR lower than is obtained, the sequence counter controls start of
the next sequence, ie. operational position.
Operational Position
In this sequence, the tuning control line is disconnected from ground. The antenna
coupler can operate. If a new frequency is selected, the antenna coupler goes back
to the start sequence and the tuning cycle starts again.

FIG 3 ANTENNA COUPLER SCHEMATIC

SECTION 3 : CONTROLS AND OPERATION

Refer to Section 2, Fig 1 for the interconnections.
DESCRIPTION AND OPERATION
General
 One or two high frequency (HF) communication systems are installed in each
aeroplane.
 Each HF communication system (referred to as the HF system) provides
amplitude modulated (AM) and upper sideband (USB) voice communication
between the aeroplane and the ground or between the aeroplane and another
aeroplane. The HF communication frequency range covers the 2.000-MHz to
29.999-MHz range for a total of 28,000 channels at a 1-kHz channel spacing.
The HF band is most suitable for long distance communications.
 Each HF system includes one HF control panel, (or Radio Communications
Panel (RCP)), one HF transceiver, one HF antenna coupler, and an HF
antenna.
 Each HF control panel, (or Radio Communication Panel), is installed on the
aft electronics control stand or the centre pedestal.
 The TxRx is installed in the avionics bay.
 Each HF antenna coupler is installed inside the leading edge of the fin,
approximately under the HF antenna. The HF antenna is a flush-mounted slot
type of antenna which is part of the leading edge of the vertical stabilizer (fin).
If two HF systems are installed, only one HF system can transmit at a
specified time since the two HF systems share a common antenna.
 The HF control panel or radio communication panels provide the operator with
the capability to select the channel and to operate the applicable HF system.
Sidetone is connected to the HF system audio switch in the flight interphone
system. Each antenna coupler matches the impedance of the interfacing HF
transceiver to the HF antenna impedance at the frequency selected by the
operator. The tuner control circuits inside each HF transceiver will maintain
the output voltage standing wave ratio (VSWR) at 1.0 to 1.3 to provide good
power transfer. Communication is completed through the flight interphone
system.

Radio Communication Panel (see Fig 1)

Each RCP can control the radio selection and frequency selection for each of the
Hand VHF (Very High Frequency) radio systems.
 To set the RCP for the HF system, push the HF-1 switch if installed), on the
RCP. The switch light will come on to show the selection was made at that
RCP.
 The AM switch controls the modulation for the HF system. When you push a
radio selector switch for the HF system, the HF system starts in the upper
side band (USB) mode of operation. The AM switch light is off for the USB
mode of operation. To set the HF system for the AM mode push the AM
switch (the AM switch light will come on). To change the HF mode from AM
to USB, push the AM switch again (the AM switch light will go off).
 To adjust the HF sensitivity of the HF-1 system, turn the HF SENS knob on
RCP-1. Turn the HF SENS knob on RCP-2 to adjust the HF sensitivity of the
HF-2 system (if HF-2 is installed).
 Use the frequency selector knobs, frequency displays, and
ACTIVE/STANDYBY transfer switch to set the RCP for a frequency selection.
Each RCP has an ACTIVE frequency display and a STANDBY frequency
display.
 The ACTIVE frequency display shows the frequency to which the selected
radio is tuned.
 Use the frequency selector knobs to control the STANDBY frequency display.
Use the outer knob to set the digits to the left of the decimal point (MHz). Use
the inner knob to set the digits to the right of the decimal point. Set the
STANDBY frequency display for the subsequent frequency you will use. Push
the ACTIVE/STANDBY transfer switch to make the STANDBY frequency
move to the ACTIVE frequency display. The previous ACTIVE frequency
moves to the STANDBY frequency display.
 The OFF switch controls the operation of the RCP. The OFF switch light is off
for usual operation. Push the OFF switch (to make the OFF switch light go
on) only when an RCP failure has occurred.
Control
 During normal operations, each RCP controls its on-side radio(s). HF-1 is the
on-side HF radio for RCP-1. HF-2 is the on-side HF radio for RCP-2 (if HF-2
is installed). The cross-tuning annunciator is the light between the ACTIVE
and STANDBY frequency displays on the RCP. The cross-tuning annunciator
is off during on-side operation.
 Each of the RCPs can control any of the communication radios. Off-side
operation is when an RCP is used to control a radio other than the RCP’s on-
side radio(s). The cross-tuning annunciator will illuminate on the RCP used to
tune the radio for off-side operation. The cross-tuning annunciator of the RCP
normally used to control the radio for on-side operation will also illuminate.

For example, if RCP-2 controls the HF (HF-1) system, the cross-tuning

annunciators on RCP-2 and RCP-1 are on.
HF Communication Transceiver
 Each HF transceiver is a tray-type unit installed on the electronic equipment
rack in the main equipment canter.
 Electrical connections are completed via one multipin connector at the rear of
the HF transceiver. The antenna line connection is completed via one RF
connector at the rear of the HF transceiver.
 An internal blower provides forced air cooling for the HF transceiver
components. The blower is located toward the rear of the HF transceiver.
The blower operates during transmission cycles.
 Each HF transceiver panel contains the following components. (See Fig 2):
 One LRU FAIL light that comes on when the HF transceiver fails.
 One KEY INTERLOCK light that comes on when the applicable HF
antenna coupler fails
 One CONTROL INPUT FAIL light that comes on when either HF
control panel fails.
 One SQL/LAMP TEST switch that tests the indication lights or disables
squelch of the receiver audio output.
 One PHONE jack to use to connect one 600-ohm headset used during
the audio output test of each HF transceiver.
 One MIC jack to use to connect one carbon-type microphone used
during the modulation test of each HF transceiver.
HF Communications Antenna
 Each HF system transmits and receives via a flush-mounted, shunt-fed, slot-
type antenna. The HF antenna is located in the leading edge of the vertical
fin. The HF antenna dielectric is made of fibreglass. The HF antenna is the
metallic, leading edge of the vertical fin.

HF Communication Antenna Coupler (See Fig 2 & 3 of Sections 2)

 One HF antenna coupler is part of each installed HF system. Each HF
antenna coupler is installed just below the HF antenna in the leading edge of
the vertical fin. Each HF antenna coupler contains miniaturised transistor
circuits in a rack-mounted, pressurised case. Electrical connection is
provided by one multipin connector located on the front of the HF antenna
coupler. RF connection is through a coaxial plug designated RF INPUT and
located on the front of the HF antenna coupler. The antenna connection is at
the rear of the HF antenna coupler.
 The pressurised case of an HF antenna coupler contains two compartments
divided by an RF shield. The RF shield provides both thermal protection and
RF isolation. The forward compartment contains the tuning control modules,
the power supplies and one dual servo-amplifier. The RF compartment
contains the tuning element, the discriminator module, and the isolation
amplifier. The tuning elements consist of two variable vacuum capacitors and
a variable inductor, associated motors, gear trains, switches and RF relays
 Protection circuits in an HF antenna coupler function to open the transceiver
key interlock and remove RF power from the servo-amplifier circuits when one
of the following occurs:
 The HF antenna coupler fails to home within 15 seconds
 The HF antenna coupler fails to tune within 15 seconds
 An arc is detected in the HF antenna coupler
FIG 1 RADIO COMMUNICATION PANEL RCP

FIG 2 HF TRANS CEIVER

NOTES:

SECTION 4 : PRACTICAL AIRCRAFT INSTALLATION

OVERVIEW
The aircraft installations may be broadly split into two types, determined by the type
of antenna system fitted – suppressed or wire types.
The vast majority of HF installations utilise suppressed antennas such as notches
and probes. (see Comm Theory notes on antennas) Some older, slower aircraft
either have, or have provision for, an HF wire aerial system. Such a system is the
one avionic system that could cause an aircraft to crash if the wire aerial becomes
disconnected at the front of the aircraft and wraps itself around the vertical stabiliser
or the elevators. So, despite the rarity of such wire aerial installations, we will spend
considerable time studying the procedures for correct installation.
Also, as was mentioned earlier, there is some form of interlock if two transmitters are
fitted, either with one or two antennas. Each antenna, if used for transmission, will
require its own antenna tuner or coupler. Some antennas may be used to ‘listen out’
only, so could be an untuned notch at the top of the fin (eg B707, B727). (See later
notes in this section).
Because the HF system consumes at least 1000W of power from the aircraft
busbars (DC and/or AC), the wiring of power supply feeders must be kept as short
as possible to minimise volt-drop on the feeders, and strict attention should be paid
to bonding. While 0.05 is the maximum permitted bonding value, every effort
should be made to reduce it to, say, 0.01 or less. Bearing in mind that the antenna
tuner is in the fin, while the TxRx is in the avionics bay, at least 30 metres of cable
loom will be needed to couple them up.
Another consideration is that, because HF operates as low as 2MHz, precipitation
static (p-static) discharges could cause interference on the HF. Equally the 400W
RF energy radiated from the antenna on Tx will cause interference with other avionic
systems, even if bonding and screening are good. Cases have occurred of cabin
lighting coming on/going out whenever the HF transmits, some gauges on the
flightdeck may ‘jump’ when transmissions are made, and other problems of RF
interference can occur (RFI). Earlier notes have dealt with methods of minimising
RFI and its effects, essentially good screening and bonding at the source of
interference.

Consider the installation shown in Fig 1 below as discussed in Section 2.
FIG 1 HF INSTALLATION DIAGRAM

Taking an overview, we see that the units comprise:

 TxRx (may be two).
 Controller.
 3-phase power supply (and 28V DC usually).
 Antenna coupler (may be two).
 Antenna (may be two).
 Input (audio and Press-to-Transmit (PTT)) from Flightdeck Audio Selector
Panels (ASP).
 Outputs to (a) Selcal decoder
(b) ASPs
(c) Digital Flight Data Recorder (DFDR) to record PTT
event
Having discussed the Controller, TxRx and antenna coupler in Sections 2 and 3, we
will concentrate on the antenna system and the audio interfaces.
Notch Antennas
Antennas may be of the Notch type, suppressed in the vertical stabiliser, with an
automatic tuner close to the notch. This was described in Section 2 page 9 onwards.
(See Figs 2 and 3 below for B777 installation).

FIG 2 HF ANTENNA COUPLER INSTALLATION
FIG 3 HF COMMUNICATION ANTENNA

Wire Antennas
Alternatively, the antenna may be of the wire type, particularly on slower and/or older
aircraft eg. BA146, Saab 340, BAC 1-11, and B737-200 series. For all these types,
attachment points exist at the front and rear of the aircraft. However, unless the
operator requires HF to be used, the antenna will NOT be fitted.
The following procedures are based on an extract from the Saab 340 Maintenance
Manual (on CD ROM). Some abbreviations may need expansion.
 D-G is Dayton-Granger, the manufacturer. Numbers in the text relate to Fig
401 attached.
 The notes are translated from American into Swedish and then (loosely)
into English! No attempt has been made to rewrite them since this is how it
would appear to you if you worked on Saab 340!
HF Antenna as fitted to the Saab 340 (Provision)
The HF antenna is divided into three assemblies:
(1) Stub Mast
This assembly is fitted to the dorsal fin and consists of a moulding housing and a
guide tube supporting a 10 KV spark gap. the base of the guide tube includes an
insulating disc and a clamp. The base also includes a chuck to secure the aerial
wire. Four metal inserts on the moulding housing base provide the stub mast
fastening.
(2) Aerial Wire
This aerial consists of a single core, polythene insulated wire.
(3) Tension Unit
This unit consists of a barrel housing, a plunger and a spring. One end supports an
adjustable ring tail rod which is attached to the vertical stabilizer. The other end
receives a chuck, mounted in an insulator to secure the aerial wire. An external
flexible lead provides the earthing connection.
FIG 3 HF COMMUNICATION ANTENNA

DAYTON-GRANGER GROUNDED ANTENNA FIG 401

Inspection of Antenna
Procedure – Inspect the HF antenna installation for cracks and general condition
(MRB 231201)
A. Equipment
(1) Platform, access
(2) Warning signs,
- “DO NOT OPERATE THE HF COMMUNICATION SYSTEM”.
- “DO NOT OPERATE THE FLIGHT CONTROLS” – quantity 2
B. Material
(1) Magnifier
(2) Multimeter, Fluke or equivalent
C. Job Set-up
(1) Make sure the aircraft is safe for the inspection
(a) On the center pedestal on the HF Control Unit 2RS, install the
warning sign, DO NOT OPERATE THE HF COMMUNICATION
SYSTEM
(b) On the flight controls install the warning sign, DO NOT
OPERATE THE FLIGHT CONTROLS
(c) On the LH circuit breaker panel 9VU, open, tag and safety the
circuit breaker:
LABEL POS C/B

HF-COM E-14 1RS
(2) Install the access platform

D. Inspection
WARNING: DO NOT OPERATE THE HF COMMUNICATION SYSTEM WHEN YOU DO
THE INSPECTION OF THE HF ANTENNA. INJURY TO PERSONS CAN
OCCUR!
(1) Do a visual inspection of the tension unit installation
E. Inspection
(1) Do the inspection of the HF antenna:
(a) Press down the aerial wire 2 ft. away from the tension unit and
make sure the plunger is free to move.
(b) Make sure the spinnings and the fail rod brazings are free of
cracks
(c) Make sure the aerial wire is free from cracks and other defects.
(d) For aircraft with the aft end of the aerial grounded, make sure
the electrical connection to the airframe is in good condition

F. Job Close-up
(1) Remove the access platform
(2) On the LH circuit breaker panel 9VU, remove the tag and close the
circuit breaker:
LABEL POS C/B
HF-COM E-14 1RS
(3) On the center pedestal on the HF control Unit 2RS, remove the
warning sign, DO NOT OPERATE THE HF COMMUNICATION
SYSTEM
(4) On the flight controls, remove the warning sign, DO NOT OPERATE
THE FLIGHT CONTROLS
(5) Remove all the tools and the equipment from the work area. Make
sure the work area is clean.
Remove and Refit Antenna

This subject gives you the procedure to remove and install the Dayton-Granger HF
antenna with an optional safety cable installed.
Procedure
Ref Fig 401,
A. Equipment - None
B. Tools
(1) Pretensioning tool D-G P/N 15863
(2) Torque wrench, 1-15 Nm or 10-200 lbf. in range
(3) Wire HS retriever tool D-G P/N 14808
(4) HT 900 heat gun
(5) Standard hand tools
C. Materials
(1) Silicone grease, Dow Corning DC-4
(2) Silicone, RTV 3145
(3) Shrink sleeve RAYCHEM DR-25 inch or equivalent
D. Job Set-up
(1) Install an access platform

E. Removal
(1) Grounded/ungrounded antenna.
(a) Carefully remove the old shrink sleeve (10) from the tension unit
(9).
(b) Extend the tension unit by using the pretensioning tool, until the
two holes (11 and 12) preset hole is clear, and insert the steel
pin.
NOTE: Make a special steel pin. The steel pin dimension is approximately 1/8
inch (3.2mm) diameter and is at least 3 inches long, (76mm).
(c) Remove the pretensioning tool from the tension unit (9)
(d) Remove the nut (6) washers (2) spacer (5) and bolt (1) from the
vertical stabilizer brackets (3).
(e) Remove the ground wire terminal lug (7) and safety cable (4)
from the vertical stabilizer bracket (3).
NOTE: ungrounded antenna is not supplied with grounding wire terminal lug (7).
(f) Lift off the tension unit (9) from the adapter (8)
(g) Loosen and remove the four nuts (13) and bolts (14) from the
clamp assembly (4).
(h) Pull back the sleeve (13) from the tension unit (9).
(i) Insert the wire HS retriever tool around the wire (16) and
carefully push.
(j) The chuck jaws around the wire will no release.
(k) Pull out the wire from the tension unit (9).
(l) Remove the sleeve (17) close to the feed thru insulator
assembly (19).
(m) Insert the wire HS retriever tool around the wire (16) in the feed
thou insulator assembly (19) and carefully push
(n) The chuck jaws around the wire (16) will no release
(o) Pull out the wire (16) from the feed thou insulator assembly (19)
F. Installation
(1) Grounded/ungrounded antenna.
(a) Strip insulation off wire (9) for a length of 7/16 inch (11.1mm).
Use the tool Wire HS Retriever D-G P/N 14808
(b) Install the sleeve (17) to the antenna wire (16) and insert
stripped portion of wire in the chuck jaws embedded in the feed
thru insulator assembly body (19)
(c) Make sure that the entire 7/16 inch (11.1mm) length of bare
conductor is firmly secured by the chuck jaws

(d) On the feed thru insulator assembly (16), fill the threaded cavity
with Dow Corning DC-4 silicone grease
(e) Install the sleeve (17) on the feed thru insulator assembly (19).
The silicone grease forcing in the sleeve hole. (This is to
prevent entry of moisture between antenna wire and sleeve
hole)
(f) Remove the sleeve (16), refill and pack the cavity with silicone
RTV 3145
(g) Make sure the area is clean and that there is a sufficient
quantity of packed silicone RTV 3145, when a tight connection
is of critical importance
(h) Install the sleeve (17) on the feed thru insulator assembly (19)
with a small piece of emery cloth between fingers and sleeve is
permitted.
NOTE: Do not use pliers
(i) Apply sealant in the groove between structure (18) and feed
thru insulator assembly. (Ref. SRM 51-20-50)
(j) Install the tension unit (9) in the adapter (8)
(k) Install a new heat shrink sleeve on the wire (16).
(Grounded/ungrounded antenna 6120023-021 8.7 in 220mm).
(l) Haul up the wire, hand tight and lay it along side the tension unit
(9), ensuring that they are in line with each other. Cut the wire
level with the aft end of the hole (12).
(m) Strip insulation off wire for a length of 5/8 – 3/4 inch (16-19mm).
Use the tool Wire HS Retriever D-G P/N 14808.
(n) Remove the tension unit (9) from the adapter (8).
(o) Install the antenna wire (16) in the sleeve (13) and insert the
wire fully home in the chuck. Pull hard on the tension unit (9) to
settle the wire in the chuck jaws.
(p) Extend the tension unit by using the pretensioning tool, until the
present hole (11 and 12 is clear, and remove the steel pin.
(q) Install the tension unit (9) in the adapter
(r) Remove the pretensioning tool from the tension unit
(s) Make sure that the antenna wire is securely gripped by the
chuck jaws on the tension unit and feed thru insulator assembly.
Deflect the antenna wire 4 to 6 inches by hand
(t) Install the clamp assembly with safety cable (4) with the four
screws (15) and four nuts (14) at the antenna wire.
NOTE: The safety cable shall be installed between the tension unit and the heat
shrink sleeve.

(u) For adjustment of the clamp assembly on the antenna wire see
Ref FIG 401.
(v) Check for proper grounding between the brackets and the
vertical stabilizer.
(w) Install the ground strap terminal lug (7) and the safety cable (4)
to the bracket (3) fitting with screw (1) washers (2) spacer (4)
and nut (6). Ref. FIG. 402.
NOTE: Ungrounded antenna is not supplied with grounding wire and terminal lug
(11).
(x) Slide on the shrink tube (10) over the tension unit (9). Shrink
with the HT 900 heat gun.
G. Job Close-up
(1) On the LH circuit breaker panel 9VU, close the circuit breaker:
LABEL POS C/B
HF-COM E-14 1RS
(2) Perform an Operational Test of HF communication system (Ref. 23-12-

00).
(3) Remove the access platform.
(4) Remove all the tools and equipment from the work area. Make
sure the work area is clean.

DAYTON-GRANGER UNGROUNDED ANTENNA FIG 402

WIRE SYSTEM DETAILS

A more detailed analysis of the component parts now follows, applicable to any
aircraft fitted with a wire antenna, starting inside the aircraft.
 The output of the antenna tuner is fed to a feed-through mast via a short
unscreened cable – if it was screened the output voltage between inner and
outer would cause insulation breakdown, so being unscreened, it must be as
short as possible.
 The spark gap is designed to breakdown if the antenna experiences a
lightning strike. A value of between 10kV and 15kV is typical. The spark gap
is a glass tube containing a gas which will ionise, and therefore conduct at the
preset voltage. Often there is a chemical inside which will leave a black
discolouration of the tube after a strike.
 A static drain resistor, usually inside the aerial tuning unit, of value 5 to 6 M,
provides a permanent but high resistance path for p-static induced into the
antenna.
 Feed-through mast containing the forward chuck (similar to drill chuck jaws
gripping a drill bit). This is a very important area, since, if this chuck allows
the aerial wire to come out in flight, the wire will go backwards and wrap itself
around the fin or the elevators causing an uncontrollable jamming of flying
controls!
 Aerial wire which is insulated to minimise p-static build-up. The conductor
itself will be single-strand high tensile steel (HTS) for strength (UTS about 350
lbs), copper coated for low RF resistance on the outside of the wire due to
skin effect (revise earlier notes)
 Tension unit, including, vitally, a weak or shear pin, designed to ensure that,
under excessive stress, the cable will come out of the REAR chuck and trail
harmlessly over wing edge. The tension unit also houses a spring assembly
to give a working tension to the wire. The working tension is set up to be
about 85 to 95 lbs, and the shear pin should ‘go’ at 150 to 200 lbs,
remembering that the HTS cable will shear at 350 lbs.
 A rear attachment point to a hard point on the top of the fin. The connection
between tension unit and fin is often a serrated (notched) tail rod which may
be used to adjust the tension in the wire to the required 85 to 95 lbs. One
notch gives about 5 lbs adjustment. (See detailed view of a typical tension
unit – Fig 4.)

FIG 4 HF TENSION UNIT
DETAILS OF A TENSION UNIT (Refer to Fig 4)

The rear tethering point of a fixed wire antenna incorporates a tensioning device to
ensure uniform tension of the wire under all conditions of expansion or contraction.
Tensioning devices may be built in by the aircraft manufacturer or may consist of
separate external units of the rubber (bungee) or spring tension type.
The spring tension units are most widely used due to their superior tensioning
characteristics and their resistance to adverse weather conditions. The units load
the antenna wire by means of a metal spring which may be exposed or enclosed in a
barred housing. The spring is located between a plunger and a locking mechanism,
the plunger being connected to a serrated tail rod and termination adaptor, via a
spring collet and collet housing. The collet grips the tail rod in such a way that the
greater the tension of the antenna the firmer is the grip. The tail rod can only be
withdrawn by pressing the collet into the plunger, thereby allowing its jaws to spring
away from the rod serrations. The forward end of the barred housing is closed by
means of a boss held in position by two grub screws. A small buffer spring is
inserted between the boss and the plunger to prevent damage if the antenna tension
is suddenly released. An insulator is connected at one end to the barrel boss by
means of a spigot and pin and at the other end provision is made for the attachment
of the antenna wire chuck unit. The chuck unit attachment incorporates a copper pin
which serves as a weak link device designed to shear when the tension exceeds 160
to 180 lb f, the object being to ensure that, if a break occurs, it will be at the rear end
of the antenna. In some units, an overload protection device may also be
incorporated to provide two-stage, protection against overload, as well as a visual
indication that the weak-link pin has sheared.

 To install a tension unit, the tail rod should first be freed and removed from the
barrel housing by pressing the spring collet into the plungers. It should then
be secured to the appropriate tethering point on the aircraft. The tail rod
should then be reinserted in the housing, leaving the serrations exposed for a
length of 2 to 4 inches depending on the type of unit. The wire should be cut
to the required length and secured in the chuck, then pressed down to
compress the spring and leave the plunger projecting from the barrel housing
by the amount specified for the particular unit. The plunger should then be
locked in this position by rotating the blocking mechanism a half turn with a 5/16
inch BSF spanner. The slack on the wire after release of pressure should be
taken up by pushing the tension unit back over its tail rod as far as possible.
To check the compression provides the correct tension, turn the locking
mechanism to release the plunger and measure the projection. the dimension
obtained should be in accordance with that specified for the type.
 At periods specified in the approved Maintenance Schedule, tension units
should be checked for security of attachment and for signs of damage and
corrosion. Check also that plunger is free to move by pressing down on the
antenna wire at a point about 2 feet away from the unit. When the rear end of
an antenna is grounded the electrical connections should be examined for
security and/or continuity check between wire and ground should reveal a
resistance not in excess of 0.1 ohms. Weak link pins should be examined
during major inspections for signs of excessive loading and shearing and
should be replaced if necessary.
 Typically, a spring unit will require 50 lb pull to extend the plunger one inch, so
an indication of wire tension is to measure plunger extension eg. a BAC1–11
requires the increase in extension to be 1 ¾ inches, equivalent to about 85 lbs
tension. One more notch will fine tune this by 5 lbs.
OVERLOAD PROTECTION UNITS (Fig 5)
General
Although weak links are provided with wire antennas to ensure that breaks are made
at the aft attachment, this system incorporates no method of testing overstrain up to
the point of stress approaching shear load. This disadvantage is eliminated by the
use of an overload protection unit which gives two-stage protection against overload,
with visible indication that the first stage has been passed. Normal variations in
tension are taken up by the spring unit (up to 120 lbs). Should the antenna load
exceed 190 lbs, shearing of a copper pin will allow a 3/16 inch extension of overall
antenna length, resulting in a reduction of tension. this movement also exposes a
yellow warning band on the unit. Only if the load subsequently exceeds 320 lbs will
the aft end be released by the shearing of a second, stronger pin.
DAYTON – GRANGER UNGROUNDED ANTENNA FIG. 402

Detail (Fig 6)
Fig 6A shows the weak link section of the unit. The PLUNGER (i) is permanently
joined to the ADAPTOR (2) and is normally retained at one end of the CYLINDER
(3) by the L-shaped copper pin (4) which forms the weak link.
The tail of this pin lies in a slot milled along the cylinder and it projects beyond the
edge of the polythene COVER BAND (5), permitting inspection of the pin material.
The cover bank is spring into a groove in the adaptor and normally hides a yellow
warning band painted into a groove in the outside of the cylinder. Should the
antenna load exceed 190 lbs the resultant shearing of the copper pin allows the
plunger to move to the opposite end of the cylinder. This movement of 3/16 inch
separates the adaptor with its cover band from the cylinder and so exposes a yellow
warning band.
The SAFETY PIN (6) of nickel silver retains the chuck unit which receives the
antenna wire. This will shear with a load greater than 320 lbs ensuring that a
breakage can only occur at the aft end of the wire.
Fig 6B shows a complete unit assembled into a spring unit and Fig 6C is a variant
where the adaptor is of metal and an earthing load is attached.
FIG 5 OVERLOAD PROTECTION UNIT
FIG 6 OVERLOAD PROTECTION UNIT - DETAILS

FIG 6 OVERLOAD PROTECTION UNIT - DETAILS

NOTCH ANTENNAS – DETAILS
Description
Notch or Cavity aerials are used in high speed aircraft for the transmission and
reception of signals in the frequency range 2.5 to 25 Mc/s. An aerial is formed by
providing a recess or notch in a suitable part of the aircraft skin and tuning the
inductance of the notch to resonance at the required operating frequency. The
dimensions of the notch are arranged to give an inductance of about 1 microhenry
and best results are obtained if the shape of the notch is roughly square, or if
rectangular, with an aspect ratio not greater than 2 to 1. The position on the aircraft
skin at which the notch can be provided is usually determined by the aircraft
structure rather than by the electrical performance characteristics, but good results
have been obtained with notches positioned just in front of the tail fin and in the wing
near the fuselage. Apart from tuning the notch to resonance at the required
frequency of operation, it is also necessary to match the aerial for maximum
transmission efficiency. This is done by connecting the aerial feeder to one of a
number of possible tapping points on the perimeter of the notch by means of a rotary
switch. A typical notch aerial as in Fig 7 shows the tapping points on the notch
perimeter connected to the impedance matching switch, the electrical position of the
tuning capacitor, and the equivalent circuit of this arrangement.
FIG 7 NOTCH ANTENNA

Control System
A control system for tuning aircraft notch antennas over the frequency range is
shown in block schematic form in Fig 8 below:
FIG 8 CONTROL SYSTEM
The Tuning Unit contains variable capacitors for tuning the notch and is situated
either in or adjacent to the notch. Six capacitor ranges can be selected and tuned by
means of range and tuning motors which also drive a variable resistance used to
provide positional information for servo control. Cam operated switches are used to
disconnect the tuning motor supply when either end of the capacitor tuning range
selected is reached, an additional switch driven by the range motor is used to control
the action of the Impedance Matching Unit. The unit is sealed and pressurised to
prevent voltage breakdown when operating at high power levels at high altitudes; a
pressure sensitive switch is incorporated to give warning of a pressure failure.
The Impedance Matching Unit is situated in the notch aerial and contains a motor
operated selector switch which is used to connect the aerial feeder to one of the six
possible tapping positions in the cavity in order to match the feeder to the notch
aerial. The motor selector action is initiated by a switch in the Tuning Unit.
In order to keep the control system as simple and compact as possible and to
operate reliably under the environmental conditions found in high speed aircraft relay
controls operating directly from the aircraft unstabilised 28 volt supply are used.
A sensitive centre balanced relay operating in conjunction with variable resistors in
the control unit and tuning unit to form a self-balancing bridge is used to drive the
tuning motor in the correct direction for the frequency selected. The setting of the
range switch will act to operate the matching motors in the Impedance Matching Unit
to select the correct notch tapping.
In the event of a pressure failure within the tuning unit (only the capacitors require
pressurisation) a 6dB attenuator is automatically inserted in the aerial feeder line to
reduce power.
In this system both transmitter and reflected power can be monitored. Slight manual
adjustment of the completed automatic tuning is possible and this will give a final
VSWR better than 1.2 to 1.

HF INTERLOCK SYSTEM (See Fig 9)

When dual HF systems are fitted, provision must be made to ensure that
 (a) both transmitters cannot be simultaneously keyed
and
 (b) that the unkeyed system is adequately protected against induced voltages
from the keyed system.
These requirements must be satisfied both during communication transmission
periods and during periods when the transmitter is being tuned following frequency
selection at the control unit.
These conditions are effected by:
 Grounding the unused aerial.
 Breaking the PTT (key line) of the unused transmitter.
 Grounding the audio output of the unused receivers (optional).
Fig 7 overleaf is a simplified diagram of a typical HF interlock system. It will be seen
that two antennas are employed, a probe type, normally connected to HF 1 and a
suppressed notch, normally connected to HF 2.
Whereas the probe of HF 1 functions as both the transmitting and receiving antenna
for No 1 system, the notch of HF 2 functions as a receiving antenna only for No 2
system, the probe antenna being additionally used as the transmitting antenna for
No 2 system.
Keying HF 1 therefore results, through the operation of associated relays, in the
following sequence of events:
 HF 2 keyline is isolated by contact of HF 1 interlock relay.
 HF 2 antenna connected to ground via contact of receiver antenna ground
relay.
 HF 2 ATU input and output feeds connected to ground and co-axial feed to
receiver isolated by HF 2 receiver protect relay operation.
Similarly, keying HF 2 will result in:
 HF 1 keyline isolated by contact of HF 2 interlock relay.
 HF 1 probe antenna transferred from HF 1 ATU to HF 2 ATU via antenna
changeover relay.
 HF 2 notch aerial connected to ground via antenna changeover relay.
 HF 1 ATU input and output feeds connected to ground and co-axial feed to
receiver isolated by HF 1 receiver protect relay operation.
FIG 9 BOEING 707 HF INTERLOCK

© Air Service Training(Engineering) Limited
CHAPTER 3 : AUDIO INTEGRATING SYSTEM AIS

SECTION 1 :BASIC PRINCIPLES
An aircraft Audio Integrating System provides all or some of the following facilities:
 Service Selection.
 Flight Interphone.
 Service Interphone.
 Cabin Staff Interphone.
Whatever the type of equipment installed the system consists essentially of an audio
selector panel and mic. selector panel fitted at each crew member position and
interconnected by suitable cable assembly to a common junction box or junction
panel to which are also connected the necessary power supplies, control/information
lines of the fitted radio services, flight, services and cabin address amplifiers and
flight deck amp speakers. Most recent installations have a central audio unit – CAU
or remote electronics unit REU.
A typical overall audio Integrating System is represented by the block schematic
diagram of Fig 1.
FIG 1 AIS BLOCK DIAGRAM
Issued November 2006 Chapter 3 : Section 1 81

Communication Systems Part 66 - B2/015b
SERVICE SELECTION
The Service Selection facility of an Audio Integrating System is provided to enable
flight crew members to select any radio service or combination of services as
demanded by operating requirements.
Selection of the desired radio service is made at the Audio Selector Panel where,
depending on type, selection is effected by rotary, toggle or push button switches or
a combination of these switch types.
A typical Audio Selector Panel will consist of:
 Either a single rotary switch or a number of push button switches to effect
selection of the transmitter services. These are the communication systems
and are generally identified as HF1 – HF2 –VHF1 – VHF2 – VHF3 (option) –
PA – service interphone. The switch used for the selection of the desired
transmitter service would complete the connection of the microphone and ptt
lines between the selected service, the selected microphone and the ptt
switch.
 A number of toggle switches or push button switches to effect selection of the
audio output of the communication and navigation receivers. These switches
are generally identified HF1 – HF2 – VHF1 _ VHF2 – ADF1 – ADF2 – VHF
NAV 1 _ VHF NAV 2 – MARKER – DME1 – DME2 – VHF 3 OPTION.
 A number of relays to facilitate connection of:
 The common selected microphone to either the transmitter selector switches
or to the flight interphone amplifier.
 The connection of the keying line of the selected service to ground.
 The connection of the Amspeaker muting relay to ground.
 Microphone isolation.
 An amplifier normally referred to as the ‘isolation’ amplifier. In some systems
the isolation amplifier is not fitted in the Audio Selector Panel but in a separate
amplifier unit (CAU or REU).
 A number of resistors which, together with resistors normally fitted in the
junction box or junction panel, form Anti Crosstalk networks to minimise the
effect of unwanted interaction between receiver audio outputs being mixed
together. (See later notes).
 A NORMAL – EMERGENCY switch to facilitate service selection in the event
of malfunctory NORMAL operation, or an alternative amplifier.
 VOICE – RANGE – FILTER selector switch.
82 Chapter 3 : Section 1 Issued November 2006

SIMPLIFIED SERVICE SELECTION

The service selection consists of choosing a specific Tx/Rx to key and modulate
and/or a specific Rx to listen to. When selecting a Tx the sidetone will also be
monitored. The means of Tx selection will be mechanically interlocked so that any
crewmember may only select one Tx at a time.
TRANSMITTER OPERATION
With reference to Fig 2 it can be seen that the relays in the Captain’s Audio Selector
Panel are controlled by the Captain’s control column I/C – OFF- RT switch.
When the switch is selected to I/C the Captain’s microphone is connected to the
Flight Interphone Amplifier, when to RT to the transmitter selector switches. The
selected transmitter selector switch will then connect the microphone to the
modulator section of the selected transmitter, At the same time the selected
transmitter ptt line is earthed.
When the I/C –RT switch is in the OFF position, the microphone is ‘dead’ ie. not
connected to any Tx or Amplifier – this is called Microphone Isolation. (Refer to VHF
Communications notes for polarising supplies). However, current CVR regulation
requires a Hot Mic facility ie. the microphones must be live irrespective of the I/C –
RT switch position. In the OFF position, the polarising supply for the mic comes from
a summing amplifier or from the CAU.
RECEIVER OPERATION
With reference to Fig 2 it can be seen that the desired receiver selector switch
connects the receiver audio to the isolation amplifier whence it is distributed via the
NORMAL – EMERGENCY switch selected to NORMAL to the Captain’s headphones
and, via the SPEAKER switch, to the Captain’s amspeaker. (Built-in speaker
amplifier).
Note that each receiver audio output is connected to the isolation amplifier via a
resistive potential divider which acts as anti crosstalk network. R1 – R3 – R5 and R6
form the potential divider for HF 1 and R2 – R4 - R5 and R6 form the potential
divider for ADF 1. See ANTI CROSSTALK NETWORKS for a more detailed
explanation.

FIG 2 SERVICE SELECTION SCHEMATIC

MSP = Mic selector panel

AMSPKR = speaker amplifier
MUTE = Spkr muting when on I/C or R/T.
NOTE: Relay coils are identified by number and number of contacts.

Relay contacts by number and letter, eg. RL2/2 means RL2 has two contacts, 2A and
2B. This may be known as the detached contact method. O means normally
de-energised side, ▲ means normally energised.
Referring to Fig 2 you should note that in the event that the 28v supply to the relays
fail, the microphone is routed to the selected Tx, not interphone and the earth at the
control column is also routed to the selected Tx via the Emergency switch. Also,
since that same 28v will probable be the supply for the Isolation Amplifier, all audio
signals would be lost. Hence the other function of the Emergency switch is to
bypass the amplifier (and the input resistance network – see later notes on anti-
crosstalk) thus feeding a selected Rx output direct to the phones. Normally in this
situation, only one Rx mat be listened to at a time.
Also in Fig 2, whenever a mic is energised in I/C or R/T, additional relay contacts
connect an earth to the Flight Deck speaker amplifiers to reduce the power output,
minimising the risk of acoustic feedback. Reminder – acoustic feedback is the effect
of a microphone picking up signals from a speaker, feeding the signal through the
amplifier so that more comes out of the speaker, the net result is an audio frequency
tone that masks the original signal. This is often observed in a poor public address
system when the gain of the speakers is too high.
Reference was made earlier to crosstalk. Crosstalk may be defined as the reception
in the phones (or speaker) of an UNSELECTED RECEIVER at any crew member’s
position. For example if the Captain, while listening to VHF1 as selected on his ASP,
heard ADF1 which he HAD NOT SELECTED this would be crosstalk.
Consider the diagram below, Fig 3

FIG 3 CROSSTALK INTERFERENCE
The unwanted, unselected crosstalk signal would be ADF1 in Captain’s phones, the
path for it is shown dotted. It is important to note that for crosstalk to occur two
ASP’s must have a COMMON selection, in this case VHF1.
To minimise crosstalk interference, the most common technique is to attenuate the
unselected path by use of resistive potential dividers, forming the Anti-crosstalk
network of Fig 4.

FIG 4 ANTICROSSTALK CIRCUIT
Looking at the same crosstalk path now, we see that the path shown dotted, has
three potential divider networks in it – R10, R11, R8R, and R4 R7, whereas the wanted
VHF1 has only R4 and R7. See Fig 5 below.

FIG 5 ATTENUATOR NETWORK
If 1 volt is the output of  1 ADFRx, that becomes 1/40th volt at A ie. x1 or
which in dBs is 20 log 40 attenuation = 32dB. The voltage at B will be 1/40th

of A, ie. another 32dB down and at C, the ADF1 signal suffers another 32dB
attenuation via R4R7. Thus the total attenuation of the unwanted signal is 96dB.
Meanwhile the wanted signal VHF1 is only attenuated by R4R7 ie. 32dB. If the gain
of the amplifier is made +32dB then overall the crosstalk signal is 64dB down on the
wanted signal. A typical aircraft system specification requires at least 60dB
reduction of unselected signals. Other points to note relating to Fig 4 are:
 The amplifier is usually termed the Isolation Amplifier because, apart from
about 30dB gain, it isolates the receivers from the crew members headset, in
case a defect in the headset would otherwise affect the receiver.
 The actual value of the Dummy Load resistors R1, R2 and R3 will be 560
which is the headset impedance. This ensures that any unselected receiver
output stage ‘sees’ 600 impedance and gives maximum power output.
As was mentioned earlier, if the power supply to the ASP is lost, the amplifier will not
operate. So any amplifier bypass will still result in 32dB attenuation of the selected
signal. Thus any emergency provision must bypass the crosstalk network as well as

the amplifier. This in turn could lead to crosstalk because we would effectively be
back to the circuit of Fig 3.
In modern aircraft, it is usual to incorporate the anti-crosstalk network in the Central
Audio Unit CAU (Remote Electronics Unit (REU) as well as the isolation amplifier.
Thus the ASP is virtually a box of switches and maybe relays. You will need to study
the aircraft schematic diagram for you specific provisions. Also the emergency
switch is replaced by an amplifier ½ switch in each ASP. The preceding paragraphs
have dealt in some detail with Service Selection. Now we can look at the other
facilities listed on page 1 of this section.
FLIGHT INTERPHONE
This is the intercommunication system limited to the crew on the Flight Deck. So,
Captain, First Officer, Engineer or Supernumerary can talk to each other via headset,
rather than talking over any ambient noise on the Flight Deck. Access is via the Flt
Int switch on each ASP. A very important point, already mentioned is that Flt Int is
the only intercom INT system, all the other systems eg. VHF, HF, PA, Service
Interphone, Cabin Interphone are R/T systems, ie. the I/C-R/T switch MUST be
operated to R/T except for Flt Int.
In older aircraft the Flt Int amplifier is a separate ‘black box’. In more recent A/C it is
inside the CAU. Notice also that even on I/C, the flight deck speakers are muted
(see Fig 2) – this may mean cutting their O/P off altogether, or reducing the input and
hence the O/P.
SERVICE INTERPHONE
This consists of intercom between the Flight Deck and maintenance points (when the
aircraft is on the ground!) such as engine nacelles, refueling points, avionic and
hydraulic bays, APU etc. At each of the access points, as indicated in the Service
Interphone schematic for you’re aircraft, will be found a headset socket. Usually a
call switch is also included at the ground engineers nose position for push-back,
engine start clearance etc. Sometimes the ground engineer is on Flt Int.
When the a/c becomes airborne one or more microswitches will isolate ALL the
interphone sockets, mainly so that any moisture that might get into an external
socket (rain, cloud) will not short out a live circuit. Again a separate amplifier box will
be provided, unless it is inside the CAU.
As mentioned earlier, this is a ‘transmit’ R/T function, so, for instance, the Captain
cannot be talking to the ground engineer and ATC at the same time, unless you’re
aircraft uses Flt Int for the ground engineer.
CABIN STAFF INTERPHONE

This means interphone between any and all flight deck members with any cabin staff
position. (Note therefore that if the Flt Int amplifier failed, the flight deck members
could talk to each other via service interphone). For normal cabin interphone there is
usually a call light and audio arrangement so that the Captain could press ‘cabin call’
button, a ‘bing bong’ would sound and a light would come on at each steward’s
position. The converse is also true, a steward could call the Flight Deck or other
steward’s position, and again a two-tone audio sound and a light will alert the
intended recipient.

Refer back to Fig 1 to see all these features incorporated in the overall block
diagram.

SECTION 2 : TYPICAL AIRCRAFT INSTALLATIONS
FIG 6 INTERPHONE SYSTEM SCHEMATIC

FIG 7 AUDIO SELECTOR PANELS
Fig 6 is an overall schematic for a BA 146 for Flight and Cabin Interphone, showing
additionally the PA system which we will ignore for now (See Chapter 4).
Fig 7 is a typical ASP, sometimes called a Station Box. Items on this diagram that
have not been discussed are:
 Boom-Mask selector switch does as its name implies, allow each crew
member to select Boom or oxygen mask mic.
 Voice switch has two positions – out gives range ie. a band-pass filter centred
on 1020 Hz, the morse coded identification frequency for ADF and VHF Nav
beacons. Because some of these beacon frequencies contain Flight
Information Services FIS in normal speech, pushing the VOICE button in
selects a band-stop filter centred on 1020 Hz to allow the speech to be heard
without the morse ident.

FIG 8 SERVICE INTERPHONE
In Fig 8, again for BA146 we see that ground crew at the nose (where ground power
is connected) communicates through Flt Int, whereas the external access points are
via the Serv Int. The PA section, see Chapter 4, shows the priority inputs 1,2,3.

FIG 9 BOEING 747 INTERPHONE AND PA SYSTEMS

Referring to Fig 9 we can see the increases scale of provision eg. 23 Serv Int places,
4 attendant handsets.
Fig 10 shows various components for the more modern B737 –300 series where an
REU processes the service selection and Interphone systems using digital data links
and multiplexing technology.

FIG 10 B737 – 300 SERIES FLIGHT AND SERVICE INT

SECTION 3 : CONTROLS AND OPERATION

The following notes are based on Airbus A320.
AUDIO CONTROL PANEL PRESENTATION
General
3 Audio Control Panels (ACPs) are provided in the cockpit for the Captain, the First
Officer and the third occupant.
Each ACP allows:
 The use of various radio communication and radio navigation facilities
installed in the aircraft for transmission and reception of the audio signals.
 The display of various calls received through the SELCAL system, from
ground mechanics and from cabin attendants.
 The use of flight, cabin and service interphone systems.
TRANSMISSION KEYS
Eight rectangular electronic keys are used for the selection of the transmission
channel and for the display of various calls received through SELCAL system, from
ground mechanics and from cabin attendants.
MECH light on the INTerphone key flashes amber to indicate a ground mechanic
call.
ATT light on the CABin key flashed amber to indicate a cabin attendant call.
NOTE: Only one transmission channel can be selected at a time, because the
buttons are mechanically interlocked.
RECEPTION KNOB
Fifteen pushbutton knobs are used to select reception and to adjust the volume of
received signals. When the reception channel is selected, the pushbutton knob pops
out and comes on white.
INTERPHONE/RADIO SELECTOR SWITCH

The INTerphone/RADio selector switch permits the utilization of the interphone or the
radio, when the boomsets or oxygen masks are used by the crew.
The INT position allows direct flight interphone transmission:
 Whatever the transmission key selected and provided no Push-To-Talk switch
is activated.
 When no transmission key is selected.
The neutral position allows reception only.
The RAD position is used as a Push-To-Talk switch when a transmission key is
selected and is spring loaded to OFF.

VOICE FILTER
A voice filter can be used on the ADF and VOR channels. When used, the
identification signals transmitted by the Navaids are greatly attenuated (32dB) so as
to hear only voice signals.
ON comes on green when the voice filter is in service (ON VOICE key pressed in).
RESET
The RESET key is used to cancel all the lighted calls.
NOTE: MECH and ATT lights go off automatically after 60 seconds if the call is not
cancelled by the RESET key.
PASSENGER ADDRESS
A key enables the selection of the Passenger Address transmission.
This key must be pressed in during the whole transmission.
FIG 11 AUDIO CONTROL PANEL PRESENTATION

SECTION 4 : INTERFACE
As might be expected of an Audio Integrating System, all audio and radio systems
on the a/c feed to or are fed via the AIS. Fig 12 shows a total overview of a typical
large aircraft (A300).
Points of particularly important interface are:
 CVR – cross refer to Chapter 5
 Selcal – cross refer to Chapter 6.

FIG 12 AIS INTERFACE

CHAPTER 4 : INTERPHONE & PASSENGER ADDRESS

SECTION 1 : PASSENGER OR CABIN ADDRESS
The passenger or cabin address PA facility of an audio integrating system is
provided to enable announcements to be made by both flight and cabin crews to the
passengers. In addition, this facility is also used to provide the passengers with
inflight entertainment.
The composition and extent of the inflight entertainment depends on the degree of
sophistication employed and is frequently related to size ie. the larger the aircraft the
more complex the system.
The various PA messages have an order of priority assigned to them; flight crew
announcements, cabin crew announcements, pre-recorded announcements and
finally, boarding music. All PA audio is broadcast over the cabin speaker system
and with the exception of the boarding music, overrides the entertainment audio.
In addition, pre-recorded emergency announcements may be initiated by the flight or
cabin crew in the event of cabin depressurisation. A warning chime is also usually
initiated when the ‘fasten seat belt’ or ‘no smoking’ signs are displayed.
In the event of failure of aircraft PA systems a megaphone is required in accordance
with the ANO Schedule 5.
LARGE AIRCRAFT PASSENGER ADDRESS SYSTEM
Older Installations
These installations usually only operate with a single tape reproducer to provide the
inflight entertainment. The passenger address amplifier normally operates with three
inputs. These are the tape reproducer, the cabin crew mics and the flight crew mic.
The amplifier output has a series/parallel arrangement of cabin speakers to act as its
load. The loudspeaker arrangement must ensure that a single speaker failure does
not lead to total failure of the PA system. Normally the speaker arrangement is such
that, not only can a complete failure be avoided, but adjacent speakers are also
unaffected.
During installation of speakers, the speaker has one red terminal and one blue
terminal. These are so coloured in order to prevent audio ‘dead spots’ between
adjacent speakers/seats when one speaker cone is moving inwards, rarifying the air,
while the other cone is moving outwards, compressing the air, giving effectively NO
alteration to the air and thus a passenger would hear ‘nothing’. The detailed wiring
diagram must be consulted when fitting/replacing speakers.

PRIORITY SWITCHING (FLIGHT CREW HAS PRIORITY OVER CABIN CREW)

You should notice two points in particular with reference to the diagram below.
Firstly the tape reproducer is usually fed into the PA amplifier through a 600
balanced output/input impedance. Secondly, your microphone will need a polarising
supply from the PA system. Remember that CARBON MICROPHONES are the
normal standard for flight crew operation. Failsafe operation should also be included
to reduce the effect of relay failure.
FIG 1 PRIORITY SWITCHING
PASSENGER ENTERTAINMENT SYSTEMS

In the wide body or long haul aircraft, it is common practice to provide both films and
music. To avoid chaos, the film audio must be fed via the music part of the
entertainment system to the individual seats. As a large aircraft has between 400
and 600 seats, it will be obvious that the system will be very complex. In these
larger aircraft it is often regarded as the most troublesome of the airborne radio
systems. Fortunately it is the system likely to cause the minimum of danger, except
where failure leads to fire or the possibility of creating a loose article hazard.
As the operator can select different seating arrangements, so he may well adopt
different entertainment systems.
Consider a typical 747 arrangement. Music and film audio is provided by headsets.
This is achieved by the use of 10 tape deck channels, 4 film audio channels together
with 1 PA channel, making a total of 15 in all. The method used to provide these
channels is time-multiplexing.

FIG 2 MULTIPLEXING
Time multiplexing employs the concept of interweaving in the time domain, pulses
belonging to different transmissions. This means that use is made of the fact that
pulses are generally narrow and separation between successive pulses is rather
wide. That being the case, it is possible, provided the two ends of a link are
synchronised, to use the wide spaces for pulses belonging to other transmissions.
In the 747, a time interval called a frame is divided up into fifteen channel periods.
During each of the frame intervals the signal amplitude of each channel is sampled.
The audio signal amplitudes are binary coded, using 12- bits and then transmitted
together with channel identification, clock and synchronising pulses over coaxial
cables running throughout the aircraft.
The music channels are digitised and multiplexed in the main multiplexer, then fed to
the sub-multiplexers in turn. The last multiplexer is terminated with a suitable load
resistor. The film and PA audio are multiplexed with the music in the zone
multiplexers, each of which feeds a bank of seats.
Channel selection by the passengers is made at the seat demultiplexers after digital
to analogue conversion of the audio takes place.
To limit the effects of sub-multiplexer failure, alternate sub-multiplexers can be used
to provide back up if a prime sub-multiplexer fails. This, of course, means that class
priorities will exist, as failures imply that some passengers will loose their
entertainment facilities. The control of the entertainment system is located on the
attendants control panel.

See B2/015a Chapter 4 for a more detailed treatment of passenger entertainment.
FIG 3 SEAT ELECTRONICS UNITS
FLIGHT INTERPHONE
The flight interphone system provides the means for communication between flight
crew positions.
A flight interphone circuit breaker powers the flight interphone audio amplifiers in the
Audio Accessory Unit. Using a microphone and handset, switches provide the ability
to converse among crew members. PTT switches are located on each ASP and on
each control column.

FIG 4 FLIGHT INTERPHONE

AUDIO ACCESSORY UNIT

A typical audio accessory unit contains the circuits necessary to interface the various
interphone systems, the passenger address system, and various call systems, and
consists of nine printed circuit cards and a separate power supply card. The cards
are:
 a main logic input/output card, which is a central processing unit to recognise
and route all signals.
 three dual handset interface cards.
 three interphone amplifier cards.
 a call interface card.
 a PA control card.
The unit does not contain components replaceable on the aeroplane or line
adjustments. All sensitivity adjustments are internal and are bench settings.
FIG 5 AUDIO ACCESSORY UNIT

AUDIO SELECTOR PANEL

The audio selector panel permits the flight crew to select an audio system for
transmission or reception through:
 Microphone Select Switches
Connect the microphone to a radio transceiver, the cabin or service
interphone system, or the passenger address system. These switches are
push-on/push-off, and are mechanically interlocked so that only one can be
selected at a time. The switch which is depressed illuminates white.
 Listen Switches
Select the source and control of the volume of audio connected to a flight
compartment speaker and headset. They are push-on/push-off switches
which are also rotated clockwise for maximum volume.
 Boom/Mask Toggle Switch
Selects the microphone input as either the oxygen mask microphone or the
boom headset microphone. In the MASK position, the INT switch is bypassed
to provide continuous interphone audio service.
FIG 6 AUDIO SELECTOR PANEL
INT-R/T LEVER SWITCH (PTT)

Selects either flight interphone or a transceiver. The R/T position is momentary and
is spring-loaded to return to centre off. The INT position is detented to provide
continuous interphone service. The R/T switch operates directly into the selected
transmitter without operating relays, permitting control of the transmitter in the
absence of power to the audio selector panel. It provides a PTT (gnd) signal to the
selected transmitter.

VOICE/RANGE SWITCH (PUSH-ON/PUSH-OFF)

In voice position (depressed), the 1020 Hz range signal is attenuated and the DME
identity signal is switched out. In the range position (Voice not selected) the 1020 Hz
is passed unattenuated, and the DME identity signal is switched in. In voice position,
it illuminates white.
FIG 7 SWITCHING
SERVICE INTERPHONE SYSTEM

The service interphone system provides the means for communications between
various service interphone jacks, between these jacks and the attendant handsets,
and between the jacks and the flight crew audio selector panels.
Power is supplied from the 28V dc battery bus through the INTERPHONE
CABIN-SERVICE circuit breaker.
Jacks are connected together through mixing circuits and amplifiers in the audio
accessory unit and an on/off switch.
The flight crew can communicate with the service interphone stations by selecting
the cabin interphone microphone and ‘listen’ switches on their audio selector panels.
The cabin attendants can communicate with the service interphone stations by
picking up their headsets and talking.

FIG 8 SERVICE INTERPHONE
CABIN INTERPHONE SYSTEM

A typical interphone system provides communications between:
 Cabin attendants.
 Cabin attendants and the flight crew.
This system also provides a means of interfacing with the service interphone and
passenger address systems and uses
 Call Dialling and Indication Features
Single – digit, touch-tone dialling from each attendant’s handset and the pilots’
call panel is provided to address calls to specific stations.
Handsets are located at all cabin attendants’ stations. Flight compartment
personnel communicate in cabin interphone system through the audio
selector panel (ASP) with a boom microphone and headphones.
When a cabin location is dialled from one of the cabin interphone handsets or
the pilots’ call panel, a pink call light and hi-low chime are activated at the
called station.
When the flight compartment is dialled from a cabin handset, a blue location
indicator light is activated on the pilots’ call panel and a hi-chime is generated.
The passenger address (PA) system may be accessed by handsets in the
cabin and the ASPs in the flight compartment.

Priority for PA calls is automatically established so that the most urgent

messages are delivered. Pilot announcements have first priority, followed by
attendants’ messages, with passenger entertainment having the least priority.
 Voice Communications
Voice conversations among attendants and flight crew are held between
specific stations or as a party-line since common amplifiers are utilised.
Voice communication is provided through the pilots’ boom microphones, ASP,
and attendants’ handsets.
GROUND CREW CALL SYSTEM

In order to initiate voice communications on the ground, this system allows flight
deck personnel to alert ground personnel and vice versa. This system is also used
to alert ground personnel in case of critical equipment cooling or power failures and
features:
 Flight Deck-to-Ground Call Features
Actuation of GND CALL switch on the pilots’ call panel sounds a loud horn in
the Nosewheel area.
 Ground-to-Flight Deck Call Features
Actuation of a FLIGHT DECK CALL switch from the Nosewheel well area
sounds a high tone chime and illuminates a blue GND CALL light on the
pilots’ call panel.
 Equipment Cooling/Power Loss Warning
The ground crew call horn in the Nosewheel well area sounds a warning for
the following ‘on ground’ conditions:
Equipment cooling systems low airflow or overheat sensors activated.
Loss of 28V dc power to the aft and forward equipment cooling airflow
sensors and overheat relays. This loss would prevent the call horn
from sounding in case of a cooling system failure.
Any IRS (Inertial Reference System) turned on, or left on, and being
powered by the hot battery bus in lieu of normal ac power.

FIG 9 GROUND CREW CALL

PASSENGER ADDRESS SYSTEM

A typical passenger address system allows the flight crew to make announcements
to the passengers. Speakers in the passenger cabin broadcast audio throughout the
passenger and attendant areas.
Audio inputs into the system can be announcement from a pilot or attendant, pre-
recorded announcements, or boarding music. Discrete inputs enable chime circuitry
inside the amplifier to generate musical tones to alert attendants and/or passengers
of smoking/seat belts signs, or of an attendant’s, passenger or lavatory call.
Other discrete inputs automatically control system gain to increase passenger
address volume if an engine is operating or the oxygen system is deployed.
Audio outputs from the passenger address amplifier are routed to passenger
speakers in the passenger service units and lavatories, and to attendant speakers in
the galleys and attendant stations. The output also goes to the listen switches in the
audio selector panels for passenger address sidetone returning to the flight
interphone system.
The amplifier has a test switch to allow system testing.
FIG 10 PA OVERVIEW

PASSENGER ADDRESS AMPLIFIER

The passenger address amplifier provides power amplification of audio signals to the
passenger and attendant speakers. Separate final-stage amplifiers drive the
passenger speakers and the attendant speakers. This allows attendants to hear
different audio from the passengers. Logic circuits within the amplifier establish
priority of the input audio to give the pilots top priority, followed by the attendants,
and then boarding music. Internal chimes generate musical tones for passenger and
attendant alerts. The amplifier has a built-in, manually-actuated test circuit using a
test switch which has the following functions:
 NORM
The amplifier is connected to the speakers for normal operations. Speaker or
amplifier short circuits turn on the OVERLOAD indicator.
 SPKR TEST
This tests the cabin speakers. The microprocessor controlling the chime
circuits gates the output of the high chime to the speakers to verify speaker
operation. The amplifier output is reduced to 10Vrms.
SPKR TEST is a stationary position of the test switch. It can be left in this
position to allow the tester to walk through the cabin to verify operation of
each speaker. A speaker short circuit will cause the OVERLOAD light to turn
on; however, amplifier problems will also illuminate OVERLOAD.

FIG 11 PA AMPLIFIER
AMP TEST
This tests the main amplifier output. The amplifier is disconnected from the external
speakers and connected to an internal dummy load. The internal chime is turned on
as a test signal, and the amplifier is turned to full rated output (70.7 Vrms). The
amplifier output is displayed on the LED indicator on the front panel (in dB).
AMP TEST is a momentary position of the test switch. If the OVERLOAD indicator
illuminates during AMP TEST, the main output amplifier is faulty since the speaker
circuit has been disconnected from the amplifier.
OUTPUT INDICATORS
The five red LEDs are enabled during AMP TEST. These indicate the output of the
main amplifier (in dB) relative to full power (70.7 Vrms), and should illuminate 0 dB
during AMP TEST.

OVERLOAD INDICATOR
This red LED indicates a fault condition in the system which is causing an
overcurrent in the main amplifier. It is enabled during all three modes of the test
switch. During NORM and SPKR TEST, OVERLOAD illuminates for short circuits in
the speaker network or for a faulty amplifier. During AMP TEST, it illuminates only
for problems inside the amplifier since the speaker circuit is disconnected.
PASSENGER ADDRESS SYSTEM/FORWARD ATTENDANT PANEL BOARDING

MUSIC CONTROL
This panel typically contains controls for boarding music and all the pre-recorded
announcements except the emergency decompression announcement.
PRE-RECORDED ANNOUNCEMENTS CONTROL PANEL

The three magazine select buttons (A, B & C) and eight track select pushbuttons (1 –
8) allow the attendant to select any of the twenty-four pre-recorded announcements
except the emergency decompression announcement A1. All announcements are
listed on the programme index card. If a magazine is not in the ready-to-play
position, the respective wait light is visible through the programme index card. The
ANN pushbutton initiates the announcement, and the CANCEL pushbutton stops
any announcement already in progress.
BOARDING MUSIC SWITCH

The forward attendant panel contains the on/off volume control switch for the
boarding music. The on/off switching function controls the power relay inside the
tape recorder and supplies PTT control ground to passenger address amplifier. The
volume control function of the switch controls the gain of the tape reproducer
amplifier.

FIG 12 CONTROL PANEL

ATTENDANTS’ HANDSETS
The handsets provide attendant interface with the cabin interphone system and
passenger address system. The microphone circuit contains a noise-cancelling,
dynamic microphone and solid state pre-amplifier. The earpiece is a standard
telephone-type speaker.
The handsets typically contain:
 Push-to-Talk Switch
The push-to-talk (PTT) switch is used only during the PA function. There is a
directory decal on the PTT switch.
 Dialling Pushbutton Switches
There are five dialling pushbuttons and an ALERT pushbutton on the
handset. Momentarily pressing a dial or ALERT pushbutton initiates the call
sequence to the station selection:
FWD, MID, AFT Attendant Call Switches
Any of these three pushbuttons cause a hi/lo chime at all attendant speakers
and a steady pink call light(s) on the left and right ceiling at the called station.
PASSENGER ENTERTAINMENT AUDIO SYSTEM (BASED ON B747)
INTRODUCTION
The purpose of the passenger entertainment audio system (PES audio) is to send
recorded entertainment audio to each passenger seat location. Each passenger can
make a selection to hear one of many available audio channels.
GENERAL
The main components of PES audio are:
 Audio entertainment tape reproducer (ENT T/R)
 Audio entertainment multiplexer (AEM)
 Entertainment/service controller (ESC)
 Four local area controllers (LAC)
 One seat electronics unit (SEU)/interseat cable for each seat group
 One SEU termination plug for each column
 One digital passenger unit (DPCU) for each seat
 Cabin configuration test module (CCTM)

The components which interface with the PES are:

 Two cabin system modules (CSMs)
 Video system control unit (VSCU)
 Passenger address controller (PAC)
AUDIO INTERFACE (FIG 13)

The AEM:
 Gets analogue audio inputs from the ENT T/R and the video entertainment
system
 Converts the audio to a digital audio signal
 Sends the multiplexed digital audio to the ESC
The ESC sends the multiplexed digital audio to each of the four LACs. During a
passenger address announcement, an input from the PAC replaces the
entertainment/video audio, and passenger address audio goes to all passenger
headsets.
LAC 1, 2 and 3 each interfaces with three columns of up to 31 SEUs in the main
passenger cabin. LAC 4 interfaces with two columns of SEUs in the upper deck.
LAC 1 has a typical interface in the PES audio. Multiplexed digital audio goes to
three columns with up to 31 SEUs each. One SEU can operate up to four DPCUs
(one seat group).
The DPCU on each passenger seat armrest sends volume level and channel
selection data to the SEU. The SEU then converts the selected channel to analogue
audio, and sends the audio to the DPCU for the headsets. An SEU termination plug
is at the end of a column to maintain proper impedance characteristics of the
transmission cable.
The CSM controls power to the SEUs and ENT T/R.

FIG 13 PASSENGER ENTERTAINMENT AUDIO SYSTEM
For a more detailed treatment of Passenger Entertainment, see B2/015a Chapter 4.

NOTES:

@ Air Service Training (Engineering) Limited
CHAPTER 5 : COCKPIT VOICE RECORDER (CVR)

SECTION 1 : BASIC PRINCIPLES AND BLOCK INSTALLATION
DIAGRAMS
The following notes should be read with reference to Figs 1, 2, 3 and 4.
Fig 1 shows an overall view of a typical CVR installation. The recorder itself,
one of the favourite ‘black boxes’ loved by the media after an aircraft crash, is
in fact a bright ‘dayglow orange’, housed in the most survivable part of an
aircraft – the tail section. The tape module, within the unit, is designed to
survive high impact extremely high temperatures, and long immersions in
water (usually sea water).
The requirements, internationally agreed, are as follows:
The last 30 minutes of flight deck communications (internal and external) and
ambient noises will be retained on an endless magnetic tape.
The recording will survive the physical extremes listed in the previous
paragraph.
A confidence check and full function testing facilities are provided. However
no facility exists for listening to the recording – for this the recorder must be
removed to a dedicated workshop.
Four channels of input are recorded. These are:
 Channel 1 – Flight Engineer (or other parameters in helicopters) track 4
 Channel 2 – First Officer – track 1
 Channel 3 – Captain – track 2
 Channel 4 - Area microphone – track 3
Notice that on a four-track tape, the most critical tracks are deemed to be
tracks 2 and 3 so that even if some damage were to occur to the outside
tracks, 2 and 3 would have maximum integrity.
Channels 1, 2 and 3 are each crew audio, ie. everything that the crew
member hears – navigation beacon identities, comms reception and
transmission (by recording the sidetone), intercom, passenger address
messages. Additionally, any SELECTED microphone (boom, mask or hand
mic) at each crew position is live or ‘hot’, ie. even without transmitting ONE
MICROPHONE at each crew position is live.
Channel 4 is the Area mic, either housed in the CVR Control Unit (see Fig 2A)
or remote, usually top centre of the instrument panel (see Fig 2B/C). The
Area mic amplifier inside the Control Unit, has tuneable filters to minimise the
mic response to ‘normal’ engine frequencies. However, other sounds, such
as switch selection, undercarriage up/down locks, informal crew speech,
abnormal engine noises will all be picked up by the microphone amplified and
fed to Channel 4 of the recorder.
The power supply is always 115v 400Hz single phase for large aircraft, 28v
dc for smaller aircraft. In the event of a crash, all electrical supplies will be cut
off by a ‘crash’ or inertia switch, thus the last 30 minutes of the recording are

Communication Systems JAR 66 – B2/015b
preserved. However, you should note that the 115v is off the essential bus,
not the emergency bus. This is so that in an ELECTRICAL emergency, the
supply for emergency circuits is not jeopardised by keeping CVR (and Flight
Data Recorders) units running.
There is a Bulk Erase facility to clear the tape of all stored information, but this
facility is only available when certain interlocks are satisfied, such as weight-
on-wheels W-O-W, parking brake applied, or any passenger door open.
The self-test facility will give a visual green-pass indication on the meter when
the test switch is pushed, and a 600Hz tones in the head phone jack.
Depending on the make and model of the CVR system, the four channels
would give four sequential tones/green readings or two pairs. If anything is
wrong with any or all of the tones then an individual channel test may be
performed at the CVR unit by monitoring each track with its own push-button,
(see Fig 4A).
To allow the recorder to be located after crashing into water, the unit is fitted
with an Underwater Locater Beacon ULB. This is battery operated and
radiates a pulsed acoustic signal into the surrounding water after its water-
sensitive switch has been activated. The ultra sonic frequency is 37.5 kHz,
and the pulsed signal should last for 30 days. The battery requires periodic
replacement and its replacement date is scribed on a visible plate on the ULB
body, (month/year eg Mar 02) This date is entered into the aircraft records
(as is the ULB battery date for the FD c R) so that the Technical Records
department can call up battery test/replacement as required.

FIG 1 COCKPIT VOICE RECORDER

FIG 2 CVR – CONTROL UNIT

FIG 3 COCKPIT VOICE RECORDER

FIG 4 RECORDER UNIT
FIG 4 RECORDER UNIT

SECTION 2 : PRACTICAL AIRCRAFT INSTALLATIONS

Refer to Fig 5 for BA146 and Fig 6 for Boeing 767 typical installations.
Comparing Fig 5 and Fig 6 you will see some important differences in the
installations:
For example
 Location of Area Microphone.
 Interlocks for Bulk Erase.
 Derivation of the ‘audio’ signals for Channels 1, 2 and 3.
Examples 1 and 2 have been dealt with in the previous section. Example 3
needs some explanation. In the BA146 there is a Central Audio Unit CAU. All
audio signals to and from each of the three crew members pass through the
CAU. So it is easy to combine any microphone and telephone audio signal for
a given crew member within this unit.
In the B767 each Audio Selector Panel ASP has a summing amplifier identical
to the one shown in Fig 3 of Section 1, where audio signals are combined or
‘summed’ before being fed to the CVR.
Another important function of the summing amplifier (or the CAU) is to provide
a polarising supply for ‘Hot Mic’ operation. You may recall from basic theory
notes that a Carbon Mic, the most commonly used mic, requires a small dc
supply. This is normally obtained from the selected Tx or amplifier via the
ASP. But if no Tx is selected or the I/C – R/T switch is off, no dc supply would
be available. So in this situation the summing Amplifier will provide 2 to 5v dc
as a polarising supply.
Other minor points to note are as follows:
BA146 power supply is via the avionic master switch, whereas the B767
appears to go straight to the CVR (beware of reading too much into a
simplified schematic diagram, which is what these two are). Also some
confusion may exist between Channel numbers and tape track numbers. By
reference to your previous figures you will see that Channel 1 is recorded on
track 1, (C1 on T1), C2 on T4, C3 on T2, C4 on T3. Quite why C3 and C4
could not have been redesignated to avoid possible confusion is not known,
the point to remember is that T2 and T3 contain the most important
information, from Captain C3 and Area Mic C4 in the event of damage to the
edges of the tape.
The B767 diagram shows time delay circuits inside the CVR for bulk erase.
When performing bulk erase (when all the interlocks are satisfied) it is
necessary to hold the erase button in for 2 seconds, then, if you monitor at the
headset socket, you will hear a 400Hz tone (derived from the mains supply)
for about 8 seconds, All of this is designed to prevent accidental erasure of
the tape.
Both diagrams show how many heads are inside the tape assembly and a
little thought will show the order that the tape passes by the heads. The
endless tape, travelling at 1¾ inches per second, first goes past one erase
head to wipe the tape clear before passing the 4 parallel record heads. Next

comes one monitor head (or playback head), making six heads in all. There
is also a bulk erase coil that generates a large alternating magnetic field to de-
magnetise the entire tape.

FIG 5 COCKPIT VOICE RECORDER BA146

FIG 6 B767

SECTION 3 : SYSTEM MAINTENANCE

This section will look at simple confidence checks and full function testing, to
include the ULB.
CONFIDENCE OR SELF TEST

After ensuring that the CVR is powered up, plug in a monitor headset to the
socket provided on the control panel. Push and hold the test button. You will
hear 4 sequential tones, each of 600Hz, and see a corresponding deflection
on the meter from red to green for each tone.
FULL FUNCTION CHECK

Carry out self test. If satisfactory, then in summation, all four channels must
be activated and monitored in headset. Starting at Captain’s position, select a
Receiver at his ASP and listen to it, then on I/C or R/T speak and hear your
sidetone in the phones – an important point here is that because the monitor
head is AFTER the record head on the tape, what you hear will be slightly
delayed form when you say it, like an echo. If you now cover over the Area
Mic and speak (without keying) into a microphone selected on the ASP ie.
Boom or Mask again you will hear it. This checks Captain’s Hot Mic. That
satisfies the Captain’s channel. If you now uncover the Area Mic and
disconnect the selected headset, any speech, foot tapping, voices down the
cabin, loud external noises are all likely to be heard. That checks Area Mic
channel. Similarly, First Officer and Observer channels may be checked all
the time listening out on the monitor phones. Perform bulk erase listening for
the 400Hz tone, disable one of the interlocks eg. release Parking Brake, and
be unable to bulk erase.
Of course if any part of any one channel does not function then you enter the
fault finding mode . For example if the Area Mic check gives no signal to the
monitor, you should immediately check at the CVR, channel 4 socket (refer to
Section 1 Fig 4 (if your recorder has this facility)) and monitor there while
another engineer creates a noise on the Flight Deck. If still no output, fault is
either the mic, the amplifier in the control panel, the wiring or the CVR.
Replace the control panel – the easiest and most likely cause, and repeat the
test. And so on. If unit replacement does not fix the problem then the aircraft
wiring will be at fault (Note that by doing the simple self test first, channel 4 of
the CVR would be serviceable (refer to Fig 5 or 6 of Section 2) In a real
situation you would of course be using your own aircraft schematics and CVR
wiring diagrams.
Because a wiring problem would be on the audio screened wire for the Area
Mic to CVR input, great care must be taken since it is a single core screened
cable and the fault could only be a break or a short circuit. Particular attention
must be paid to the full wiring diagram and possible weak areas such as
plug/socket breaks, terminal blocks, back plate connections.
ULB TESTING
This has two elements – replacement of the ULB battery, and operational
testing of the beacon. Three types of ULB are in service.

Battery Replacement
a Dukane type DK100 – possibly the most common. Do not
replace the battery. On or before the expiry date send the
DK100 ULB to the manufacturer for servicing.
b Dukane N15F2108 – see attached Fig 7
Remove ULB
To remove the ULB battery, first remove four flat-head screws and shakeproof
lockwashers from the coverplate on the voice recorder front panel. Remove
the coverplate and slide the ULB from the mounting cradle.
Removing Battery
A five inch piece of split 1¼ inch radiator hose is handy for firmly holding the
uLB body.
NOTE: Do not clamp the underwater locating beacon in a vice or damage to

the ULB unit will result.
Using the proper spanner wrench, remove the ULB end cover marked Battery
ACCESS by turning it counterclockwise. Remove the shock cushion form the
battery end if not removed with the cover. Tap the ULB body to remove the
old battery.
Install Battery
Install the new battery replacement date label which is supplied with the new
battery. This is applied to the ULB body as shown in Fig A.
Insert the new battery with the end marked INSERT THIS END in first, as
indicated by an arrow on the battery.
NOTE: Incorrect polarity will permanently damage the underwater locating

beacon.
Remove and discard the old o-ring from the battery cover and clean the
threads and o-ring groove with freon. Apply a thin coat of the prescribed
lubricant to the new o-ring, o-ring groove, and threads and install the new o-
ring on the end cap. Position the rubber shock cushion on the cap.
Thread the end cap into the ULB body and tighten until the cap flange
contacts the body. Use only hand torque on the spanner wrench.
Install ULB
Orient ULB so the water switch end will be down relative to the voice recorder
front panel. Slide the body into the mounting cradle and ROTATE IT SO
THAT BATTERY REPLACEMENT DATE LABEL CAN BE READ. Install the
coverplate and tighten the screws over the lockwashers until the coverplate
makes contact with the frame of the mounting cradle. Insure the water switch
on the end of the ULB is free of grease and dirt. Wipe it clean with freon.

c Dukane Model DK120 – has a lithium battery that has six

years life – similar procedure to paragraph b.
FIG 7 ULB BATTERY REPLACEMENT

UNDERWATER LOCATOR BEACON – OPERATIONAL TEST

A Equipment
 42A12 Ultrasonic Test Set (alternative) Dukane Corporation
 PL1 Ultrasonic Test Set (alternative)
 PL3 Ultrasonic Test Set (alternative) Dukane Corporation
B (1) Procedure
If you have a 42A12 test set, do this test of the ULB:
 Put the test set approximately three feet from the ULB.
 Set the ON-OFF-GAIN control on the test set to the middle position
Make sure you hear sounds through the earphone on the test
set.
 Set the TUNING CONTROL to 37 ± 1 KHz.
 Set the INPUT SELECTOR switch to the INT position.
 Make sure the test set operates correctly.
Shake a set of keys or some coins in front of the microphone
to make sure the test set operates.
NOTE: This will supply ultrasonic sound.
Make sure you hear sounds through the test set earphone
 Use a piece of tape to attach a wire or other conductive material to the
ULB case and the centre of the water switch.
NOTE: This will make a short circuit from the centre of the water switch to
the outer part of the ULB.
Make sure you hear a pulsed tone at 1-second intervals.

 Remove the wire or the conductive material from the ULB case and
centre of the water switch.
Make sure you do not hear a pulsed tone
 Set the ON-OFF-GAIN control switch to the OFF position.
(2) If you have a PL1 TEST SET do this test of the ULB:
Use a piece of tape to attach a wire or other conductive material to
the ULB case and the centre of the water switch.
NOTE: This will make a short circuit from the centre of the water switch to
the outer part of the ULB.
 Put the end of the test set against the ULB, approximately one inch
form the water switch.

 Push and hold the operation switch on the test set.

Make sure the BEACON ACTIVE WHEN FLASHING light
flashes and centre of the water switch.
Remove the wire or conductive material from the ULB case
and centre of the water switch.
Make sure the BEACON ACTIVE WHEN FLASHING light
does not flash.
 Release the operation switch on the test set.
 Remove the test set.


CHAPTER 6 : SELCAL
SECTION 1 : BASIC PRINCIPLES OF SELECTIVE CALLING
PURPOSE
The purpose of the SELCAL system is to tell the flight crew when a ground station
wants to contact them on a radio. The system helps reduce pilot workload and
distractions by making continuous monitoring of a radio unnecessary.
OPERATION
The ground station calls a certain airplane by transmitting, on an assigned
frequency, an amplitude-modulated set of four audio tones that agree with the
airplane’s assigned SELCAL code. The airplane’s radio transceiver (VHF or HF)
tuned to the assigned frequency will receive and demodulate the SELCAL signal.
The demodulated signal is sent to the SELCAL decoder which only reacts to its
assigned tine combination. When the assigned code is recognized, the decoder
sounds the warning electronics unit chime and illuminates the pilot’s call panel lamp
associated with the radio receiving the signals. The decoder and pilot’s call panel
lamp are manually reset. The flight crew then selects the indicated radio to contact
the ground station. See Fig 1.
FIG 1

SELCAL SYSTEM – TYPICAL
General
The SELCAL system consists of a single 5-channel decoder, a shorting receptacle
wired for the code assigned to that airplane, and lamps on the pilot’s call panel.
Functional Interfaces
Each VHF and HF communications transceiver used for voice communications
sends detected unsquelched audio to the decoder.
The SELCAL code shorting receptacle provides a 4-bit code, unique for each
airplane, to the decoder for each letter of the assigned code.
The decoder turns on the pilot’s call panel SELCAL lamp corresponding to the
transceiver that received the tones. It also sends a chime signal to the warning
electronics unit chime circuit.
The decoder reset comes from the pilot’s call panel. The reset is initiated either by
pressing the lamp/switch on the pilot’s call panel or from the press-to-talk mic signals
from the associated transceiver.
FIG 2 SELCAL BLOCK DIAGRAM

PILOT’S CALL PANEL
SELCAL Light/Switches (see Fig 3)

The SELCAL VHF and HF light/switches notify the flight crew of a ground-to-air call
received by the VHF or HF communications systems. When the illuminated
light/switch is pressed, or the associated radio’s press-to-talk mic switch is pressed,
the SELCAL decoder resets and turns off the light.
FIG 3 PILOT’S CALL PANEL

DECODER
Purpose
The decoder monitors unsquelched audio form the VHF communication and HF
communication receivers, recognises receipt of the tone set assigned to the airplane
it is installed in, and generates call alert signals.
Electrical Characteristics
Power requirements are 28 volts dc at 12.6 watts maximum
Inputs
 Channels
The decoder has five independent channels.
 Code Input
Two spaced audio bursts, each one-second long and consisting of two
superimposed audio tones in accordance with ARINC 714.
Outputs
 Alert Lamps
Each channel outputs a discrete (ground) to an alert lamp on the pilot’s call
panel whenever the tone combination is recognised.
 Chime.
The decoder can output a discrete (ground) to the Warning Electronic Unit
(WEU) to sound a single HI (587 Hz) chime for any channel activated.
Physical Characteristics
 Size.
7.64 inches high, 1.16 inches wide, 12.76 inches deep (1 MCU). (19 x 3 x 32
cm).
 Weight.
3.12 pounds (1.4 kg).
 Mounting and Cooling.
Standard ARINC 600.
SHORTING PLUG
Purpose
The SELCAL shorting plug determines the aircraft SELCAL identification code. Each
shorting plug establishes four four-bit codes corresponding to one of the 16 audio
tones used in SELCAL calling.

SECTION 2 : FUNCTIONAL DESCRIPTION

BLOCK DIAGRAM (BASED ON B767) – SEE FIG 4
Power
The decoder receives 28v dc from a left bus circuit breaker on the circuit breaker
panel.
Control
Power and audio inputs are wired directly to the decoder. Therefore, the only
operator control required is for the reset function. The system is reset by either
depressing the SELCAL lamp corresponding to the transceiver receiving the call
signal, or by keying that transceiver.
Signal Flow
The decoder receives audio directly from the communication transceivers. When the
received code matches the code set by the shorting receptacle, the decoder
recognises it as a call to that airplane and issues a call alert signal to the pilot call
panel SELCAL lamp corresponding to the transceiver that received the call signal.
The decoder also issues a call signal to the warning electronics unit to actuate the
pilot’s chime.
FIG 4 SELCAL SYSTEM – BLOCK DIAGRAM

SIGNAL PROCESSING
Tone Recognition
A SELCAL channel receives all audio from the transceiver detector taken before the
transceiver squelch circuit. The audio input is compressed to a more uniform
amplitude and routed to a set of 16 filters, each of which will pass only one of the
possible SELCAL audio frequencies. When a SELCAL tone is present, it is passed
through the appropriate filter to the selection matrices. If a matrix is coded by the
shorting receptacle inputs to select that tone, the matrix will route the tone to the
associated integrator.
Channel Activation
The SELCAL signal consists of two, one-second bursts of audio, spaced 0.2
seconds apart. Each burst is composed of two different frequencies or tones. When
the first burst of a SELCAL signal is received and recognised by the filters and
matrices as the tones assigned to that airplane, the two tones are routed to
integrators where the tones are converted to high logic levels. The logic ones are
routed to AND gate 1. It’s high output is held at the input to gate 3 for 3 seconds.
While this 2-second pulse is still applied to one input to gate 3, the second burst is
received, recognised, and integrated. This results in the lower input to gate 3 also
going high, thereby producing a high output from gate 3 which sets the call latch.
The latch output generates a logic one to the indicator switch, which places a ground
on the indicator light and causes its uninterrupted illumination.
In addition to the indicator drive, the latch output is applied to the chime control
circuitry. This chime enable signal drives a chime control switch connected to the
warning electronics unit. This signal triggers a single chime sound.

Reset
Once set, the call latch must be reset in order to extinguish the alert lamp and enable
the channel to receive the next call. The latch reset signal is a ground provided
either by pressing the indicator lamp/switch or by keying the associated transceiver.
Additionally, the latch is reset when power-up occurs.
DESIGNATION FREQUENCY 8421 BCD CODE
A 312.6 0001
B 346.7 0010
C 384.6 0011
D 426.6 0100
E 473.2 0101
F 524.8 0110
G 582.1 0111
H 645.7 1000
J 716.1 1001
K 794.3 1010
L 881. 1011
M 977.2 1100
P 1083.9 1101
Q 1202.3 1110
R 1333.5 1111
S 1479.1 0000

FIG 5 BLOCK DIAGRAM OF A SELCAL UNIT

SECTION 3 : MAINTENANCE
The following list of abbreviations and acronyms represent current terminology used
on Boeing aircraft.
Abbreviations and Acronyms

ACP audio control panel
AIMS airplane information management system
AMU audio management unit
COMM communication
HF high frequency
mic microphone
PDF primary display function
PTT push to talk
SELCAL selective calling
VHF very high frequency
WEU warning electronic unit
WES warning electronic system
Using the B767 fault isolation charts on the next two pages you have a logical
system to locate a defect. As an example, if the Selcal fault code 23-21-03-04
appeared during the On Board Maintenance Check, by reference to the code
diagram you can follow the ‘tree’ to find your symptoms ie. Selcal chime and lamp
ok, PTT does not reset Selcal and call switch does not reset Selcal. If now you go to
the Code Index, then 23-21-03 says to replace the decoder. The last two digits (04
in this example) tell you that the selcal input signal came from the Left HF.



NOTES:

Part 66 –B2/015b Communication Systems
CHAPTER 7 : ARINC COMMUNICATION ADDRESSING &

REPORTING SYSTEM (ACARS)
SECTION 1 : SYSTEM OVERVIEW & PRINCIPLE
PURPOSE
The ARINC Communication Addressing and Reporting System (ACARS) enhances
air-ground communications and reduces flight crew work load through the use of
high-speed, digital data link messages. These messages are downlinked from an
aircraft to operations facilities by way of VHF radio, land lines, and central ARINC
control stations. Messages can be uplinked to an aircraft through the same system.
Voice communication between an aircraft and ground telephone circuits is also
possible through the same network.
The system contains a Greenwich Mean Time (GMT) clock and provides accurate
reporting of out-of-gate, takeoff, landing, and in-gate times for the aeroplanes. Other
operations information which can be provided includes flight and air identification,
delays, fuel, weather, and engine performance data.
GENERAL
Data inputs are from programme pins, sensors, other systems, and the flight crew.
The ARINC-assigned frequency is 131.550 MHz, and the data are encoded as audio
tones which are modulated onto that carrier. The network covers most of the
continental United States and parts of Canada. Expansion is being implemented in
other countries such as Australia and Mexico.
FIG 1 ARINC COMMUNICATIONS ADDRESSING & REPORTING SYSTEM

WHY USE ACARS?

For many years it has been desirable to provide current up-to-date information to the
aircrew without increasing the workload of voice communication systems. The
ACARS allows the aircrew to send information such as departure time, arrival time,
fuel status, and flight delay information to the airline command centre. In essence,
the ACARS system provides an information service to the aircrew and the airline
command while still maintaining a manageable workload for the aircrew. other
benefits of ACARS would include ground monitoring capability of aircraft engines
and other parameters, more efficient exchange of information concerning arrival and
connecting flights, reduction of multiple frequency changes in the aircraft, and a
more reliable aircraft selective calling system.
THE ACARS SYSTEM (SEE GLOSSARY AT END OF CHAPTER)

The ACARS system consists of an airborne subsystem and a ground station
network. The airborne ACARS subsystem consists of a VHF transceiver, VHF
antenna, VHF control unit, and ACARS management unit (MU), and an ACARS
control unit (CU). The ground-station network consists of a VHF ground station, a
central processing computer, and a switching network connected to individual airline
computer systems.
VHF COMMUNICATIONS SUBSYSTEM

ACARS uses or shares one of the VHF communications systems that exist aboard
the aircraft. The VHF communications system consists of a VHF transceiver, a VHF
antenna, and a VHF control unit. Currently, one frequency is assigned to ACARS
operation (131.550 MHz). usually VHF3 is allocated.
MANAGEMENT UNIT
The management unit receives the ground-to-air digital messages from the VHF
transceiver, and controls the transmission of air-to-ground messages through the
VHF transceiver. The management unit (MU) contains the circuits required to
control peripheral devices and the transmission and reception of digital data, and to
provide a continuous GMT clock for internal and external operations. The MU will
also contain self=test circuits to verify the operation and reliability of the MU.
CONTROL UNIT
The control unit provides the pilot interface with ACARS. The CU provides the
necessary controls and switches to allow the pilot to enter the text portions of the
departure/arrival reports, ETA reports, and the addresses of persons with whom
voice communications are desired. The CU will also contain a display that can be
used to review the previously mentioned text information and display flight number,
radio frequency, GMT, and 0001 time events. The control unit is one of many
sources of data with which the MU interfaces in ACARS.

PRINTER
The printer provides a hard copy printout of data collected by the management unit.
Data that will be printed includes uplinked printer messages and data entered into
the CU not queued for transmission. Uplinked messages might include weather
reports and dispatch messages.
OPTIONAL COMPONENTS
In addition to the system components previously mentioned, the MU is also capable
of interfacing with other optional system components. These components could be
an additional hard-copy printer, an optional auxiliary terminal (OAT), or an integrated
data system (AIDS).
ACARS GROUND FACILITIES

The ACARS ground facilities consist of a VHF radio station, a central computer
processor (AFEPS), a switching system (ESS), and airline computer systems. Refer
to Fig 2 for a diagram of the ACARS system.
The ARINC electronics switching systems (ESS) network provides VHF radio
coverage to enroute aircraft and terminal coverage at more than 150 airports in
North America. The network covers all of the United States, some US possessions,
and portions of Mexico and Canada. Fig 3 shows a map of the ACARS network
coverage operated by Aeronautical Radio, Inc (ARINC).

FIG 2 ACARS SYSTEM DIAGRAM
FIG 3 ACARS GROUND FACILITIES COVERAGE

PRINCIPLES OF ACARS OPERATION

The ACARS network provides a general-purpose data link capable of handling a
wide variety of messages. ACARS is a co-operative system that provides
air-to-ground and ground-to-air voice and digital data communications. The ACARS
management unit provides control of the transmit and receive operations of the
airborne system. The following paragraphs describe the operation of the airborne
ACARS system.
HOW ACARS WORKS

ACARS is an air/ground communication network that enables the aircraft to function
as a mobile terminal associated with airline command, control, and management
systems. Data concerning departure and arrival times, flight-delay information, fuel
status, and other flight-related data are automatically collected or entered into the
system via the control unit. The system utilises the ISO alphabet no 5 character set
with formats developed to be fully compatible with ATA/IATA protocols. Maximum
message block length is 220 characters of text. Messages longer than one block are
divided into a number of blocks which do not exceed the 220-character limit. The
message format is composed of characters coded according to the 7-unit convention
specified in ICAO. An eighth bit is added to each character to provide a parity bit.
The information is transmitted from the aircraft to an ACARS ground radio station via
a data link transmitted at 131.550 MHz. The information is relayed to a central
computer processor, where it is converted into airline operations messages. The
airline operations messages are then sent to the respective airlines by the ARINC
electronic switching system (ESS).
Refer to the block diagram of Fig 4. The ACARS system operates in two modes:
 the demand mode.
 the polled mode.
The demand mode allows either the airborne station or the ground processor to
initiate communications. The airborne station or the ground processor to initiate
communications. The airborne system will arm itself for transmission when a
predefined event or a pilot-entered command to transmit occurs. The management
unit will then transmit messages after the MU determines the ACARS channel is free
of communications traffic. If there is traffic on the ACARS channel, the system will
wait for the traffic to clear before transmitting the message. If two or more airborne
systems select the same instant to transmit, the messages will be garbled. But
subsequent retransmissions of the messages will be transmitted at random intervals,
avoiding a synchronisation of the transmissions.

FIG 4 AIRBORNE ACARS SUBSYSTEM BLOCK DIAGRAM
Upon receiving the transmission, the ground station processor performs a block
check sequence (BCS) error check. If the message is free from errors, the
processor routes the message to its proper destination. The ground-station
processor also generates an acknowledgement signal (ACK) which notifies the
airborne system to clear the original message and return to normal operations. If the
message is not free from errors, no acknowledgement signal will be sent and the
airborne system will retransmit the message. If, after six attempts, the message is
not acknowledged, the airborne system will alert the aircrew. A similar process
occurs for uplink transmissions (ground-to-air transmissions). However, if the uplink
message is found to contain errors, a negative acknowledgement (NAK) is sent for
the downlink message.
The polled mode allows only the ground processor to initiate communications.
During the polled mode, the airborne ACARS system may respond to received uplink
messages (polls) only. Once the airborne system is in the polled mode, the ground
processor maintains continuous communications with the airborne system by
transmitting general polls to it. When the radio channel is clear, the airborne system
will respond to these polls or, if no messages are present, will respond with the
polled mode general response. BCS error checks are performed on all messages
(uplink and downlink) and an acknowledgement message (ACK or NAK) is

generated to be included in the next transmission. The ground processor will

command the airborne system to transfer to the demand mode of operation by
transmitting a demand-mode general response. An airborne system operating in the
polled mode will automatically enter the demand mode when the ON event occurs
(aircraft landed).
The ACARS management unit acts as an organiser or formatter for all the flight data
that is sampled during the course of the flight. The MU collects data from the control
unit, aircraft sensors, and 0001 event sensors. The 0001 event sensors determine
the arrival, departure, and flight times of the air flight. The MU generates a GMT
clock which is used in recording the time of the 001 events. Upon request of the
ground processor, the flight information accumulated from the flight management
computers (FMC), the aircraft integrated data system (AIDS), and flight-entry
terminals in the cockpit is formatted into a digitally coded signal that will be
transmitted to the ground processor by the VHF transceiver.
All ground-to-air (uplink) transmissions are monitored by the MU to determine the
address of the uplink message. The address identifies the destination of the
message by aircraft registration mark or flight number. The aircraft registration mark
is identified by a unique strapping of the aircraft’s wiring harness. The flight number
is entered into the MU memory by the aircrew prior to the flight. The MU will not
react to any uplink messages unless the registration mark or flight number of the
address matches the aircraft designation.
ACARS as currently defined uses a line-of-sight VHF radio frequency of
131.550 MHz. Additional frequencies may be added as the demand increases.
There is an interest in using ACARS in the HF frequency range to extend the digital
ground/air data service to oceanic flights, but at the time of publication the HF
ACARS system characteristics are still being defined.
HOW THE GROUND NETWORK WORKS

Downlink transmissions from an airborne ACARS unit, received by one or more of
the remote site radio terminals, are demodulated at the radio terminal and stored in a
local memory buffer. The central processor, known in the USA as AFEPS (ACARS
front-end processing system), sequentially interrogates each radio terminal buffer to
gather the received messages. The message structure is the same as the message
structure in the radio link. Messages between the AFEPS and the ESS utilise the
ATA/IATA synchronous link-control protocol. Each message consists of the
necessary addressing and routing information, plus the free text (if utilised), with the
message structure arranged in accordance with the standard message identifiers
(SMI) and text element identifiers (TEI). The AFEPS performs all functions
associated with communications line control, link control, message format
conversion, message queuing, and network monitoring. The AFEPS both receives
and transmits messages from ESS.

NOTES:

SECTION 2 : PRACTICAL AIRCRAFT INSTALLATIONS
FIG 5 SYSTEM BLOCK DIAGRAM
INPUTS
The control display unit (CDU) provides control and entry of downlink data inputs to
the ACARS management unit (MU).
Uplink data comes from the centre VHF communications transceiver to the MU.
The EFIS/EICAS interface unit (EIU) provides out-of-gate, off-ground, on-ground,
in-gate (000) inputs. It also provides aeroplane identification and registration.
Voice or data selection is made by inputs from the CDUs and the radio
communication panels (RCPs).
The cabin data terminal is used by the cabin crew. It provides downlink data to the
ACARS MU.
The operational programme for ACARS is provided by the software data loader.
OUTPUTS
The MU supplies timing, status data and uplink information to the CDU and the
weather radar (WXR) indicator.
The MU also provides data outputs to the cabin data terminal (CDT), flight
management computer (FMC), and central maintenance computer (CMC).

The MU also tells the flight crew, through the audio management unit (AMU) and
modular avionics warning electronics assembly (MAWEA), that a voice call is ready,
and provides the data tones to the VHF communication transceiver, which downlinks
the data.
COMPONENT LOCATIONS – FLIGHT DECK

The ACARS components and interfacing components located in the flight deck are:
 Control display units (CDUs)
 Radio communication panels (RCPs)
 ACARS ac circuit breaker
 ACARS dc circuit breaker
 Printer
 Passenger sign module (PSM)
FIG 6 COMPONENT LOCATIONS – FLIGHT DECK
POWER INTERFACE

The ACARS ac circuit breaker supplies 115v ac from 115v ac bus 3 directly to the
two ACARS management units and to the ACARS/VHF switching module.
The ACARS dc circuit breaker supplies 28v dc from HOT BATT BUS directly to the
two ACARS management units.
The right VHF circuit breaker provides 28v dc to the ACARS/VHF switching module
to power the VHF switching relay in the ACARS/VHF switching module.
COMPONENT LOCATIONS – MAIN EQUIPMENT CENTRE

The ACARS components and interfacing components located in the main equipment
centre are:
 ACARS management unit (MU)
 ACARS management unit – alternate
 ACARS/VHF switching module
 Modularised avionics warning and electronics assembly (MAWEA)
 Centre VHF communication transceiver
 Left EFIS/EICAS interface unit (EIU)
 Audio management unit (AMU)
 Central maintenance computers (CMCs)
 Flight management computers (FMCs)
FIG 7 COMPONENT LOCATIONS – MAIN EQUIPMENT CENTRE

ACARS MANAGEMENT UNIT
Operation
The microprocessor-based MU controls all ACARS data link functions on the
aeroplane. Using an internal oscillator, it provides all timing functions for the ACARS
and maintains correct GMT with an internal clock. The MU interfaces with and
processes data between onboard systems and the ground network. The MU stores,
encodes and decodes messages. The MU also transmits and receives encoded
data through the VHF communications transceiver. The MU will only receive and
respond to messages that are addressed to the aeroplane in which the unit is
installed. This is done by addressing all uplink messages with the unique
registration code of the aeroplane. All downlink messages will also contain this
unique code. CDU page format comes from the MU software. ACARS operation in
the polled, demand, and voice modes is also controlled by the MU.
ACARS/VHF SELECTION
General
There are two ACARS MUs installed on the aeroplane, only one is active at a time.
The active ACARS MU uses either the right or centre VHF transceiver for
downlinking/uplinking messages and data to and from the ground station.
The selection between the two ACARS MUs is done manually on the passenger sign
module (PSM), or automatically by the normal ACARS MU. The selection between
the two VHF transceivers is done manually through the ACARS menu on the control
display units (CDUs).
ACARS/VHF SWITCHING MODULE

The ACARS/VHF switching module, there are two sets of relays.
 The ACARS relays
 The VHF relays.
In the ACARS relays are energised when the normal (left) ACARS MU is selected,
and de-energised when the alternate (right) ACARS MU is selected.
The VHF relays are energised when the right VHF transceiver is selected for ACARS
operations, and de-energised when the centre VHF transceiver is selected.
ACARS RELAYS
The ACARS relays receive power from the ACARS/VHF switching module’s internal
power supply. The relays energise when they receive a ground from the PSM. This
occurs when the ACARS switch on the PSM is set to the L position. When it is set to
auto, the normal ACARS MU provides a grounded active mode discrete to the
ACARS relay via the PSM if its BITE passes.
When the ACARS relays energise, the active ACARS MU receives a ground from
the ACARS/VHF switching module, and the inactive ACARS MU receives an open
from indicating that it is set inactive.

VHF RELAYS
The VHF relays receive power from the right VHF circuit breaker. The relays
energise when they receive a grounded VHF SEL discrete from the active ACARS
MU, via the ACARS relays. The VHF SEL discrete is also sent to the three radio
communications panels (RCP). A grounded discrete means the right VHF
transceiver is selected for ACARS operations, an opened discrete means the centre
VHF transceiver is selected.
FIG 8 ACARS/VHF SELECTION

ACARS/VHF INTERFACES
The active ACARS MU has the following outputs to the selected VHF transceiver:
 Frequency (tuning data)
 Data tones
 Data key
 Voice/data select (this signal also routed back to the ACARS MU for
self-monitoring)
The active ACARS MU has the following inputs for the selected VHF transceiver:
 Data tone
 VHF sidetone (the option for data mode sidetone must be enabled for the
VHF transceiver)
All the inputs and outputs are routed through the ACARS relay. The ACARS relay
provides connections between the active ACARS MU to the VHF relay. The VHF
relay provides connections between the active ACARS MU and the selected VHF
transceiver.
FIG 9 ACARS/VHF INTERFACES

FIG 10 A310 PRINTER ACARS

FIG 11 ACARS SYSTEM COMPONENT LOCATION B737-345 SERIES

SECTION 3 : INTERFACE WITH OTHER SYSTEMS

ACARS INTERFACES
GENERAL
There are two ACARS MUs. Only one is active at a time. Switching between the
two ACARS MUs can be done manually or automatically. Manual switching is done
using the passenger signs module (PSM) in the flight deck. Auto switching is
enabled if the auto position is selected on the PSM. In that case, if the normal
ACARS MU fails, it outputs a discrete through the PSM to the ACARS relay inside
the ACARS/VHF switching module. This causes the normal ACARS MU interface to
the airplane systems to be disconnected, and connected to the alternate ACARS MU
instead.
Either ACARS MU communicates to the ground station using the right or centre VHF
transceiver. Selection between the two transceivers is done through the ACARS
menu on the control display units (CDUs). The VHF relay in the ACARS/VHF
switching module causes the ACARS MU output to be connected to either the right
or centre VHF transceiver. The VHF relay receives power from the right VHF circuit
breaker. If that circuit breaker is opened, the relay defaults to the centre VHF
transceiver position.
Acars MU Outputs
Each ACARS MU has the following outputs to the ACARS/VHF switching module:
 VHF SEL: ground selects right VHF transceiver. Open selects left VHF
transceiver.
 FREQ: this is the ARINC 429 output that contains the tuning information to the
selected VHF transceiver.
 PSD: port select discrete to the select VHF transceiver.
 V/D SEL: voice or data mode select to the selected VHF transceiver. Open
voice mode. Ground data mode.
 DATA: the data (tones) to be transmitted to the ground by the selected VHF
transceiver. The data tone is 1200 Hz or 2400 Hz representing a logic 1 or 0.
 DATA KEY: the keyline to the selected VHF transceiver for data transmission.
 VOICE GA: the voice go-ahead discrete to the modularise avionics warning
electronics assembly (MAWEA). It causes the MAWEA to generate a flight
deck call chime and the audio control panel (ACP) to turn on the call light for
the selected VHF transceiver.

Acars MU Inputs
Each ACARS MU has the following inputs through the ACARS/VHF switching
module:
 VHF S/T: VHF sidetone (receiver audio) input from the selected VHF
transceiver for checking the validity of the data transmission. (Option on the
VHF transceiver to enable the sidetone during data mode).
 DATA: detected data input from the selected VHF transceiver. (Uplink
message or request from the ground station).
 Voice GA RESET: voice go-ahead reset to reset the voice GA output.
(Resetted by pushing the VHF transmit switch on the audio control panel).
 MU INHIBIT: this input is used to disable the ACARS MU. (Only one ACARS
MU is active at a time). This input comes from the ACARS/VHF switching
module. Ground not inhibited. Open inhibited.
RADIO COMMUNICATION PANELS (RCPs) INTERFACE

The ACARS MU outputs the following to the RCPs via the ACARS/VHF switching
module:
 ACARS MODE: ground ACARS MU provides tuning data to the selected VHF
transceiver. (RCP active frequency window shows the word ‘ACARS’).
 VHF SEL: this is the output from the active ACARS MU through the
ACARS/VHF switching module.
 This allows the RCP to determine when the ACARS indications. (When VHF
radio selector is selected; centre or right, will cause the ACARS indication to
be displayed).
 The ACARS MU has the following inputs from the right RCP:
 FREQ: this is the ARINC 429 output that contains the tuning information to the
VHF transfer.
If the right VHF transceiver is not selected for ACARS, the right RCP frequency
output is disconnected from the right VHF transceiver. Now the active ACARS MU
outputs the frequency to the right VHF transceiver instead. This is done through the
signal switching inside the ACARS/VHF switching module.
 PSD: if the right VHF transceiver is not selected for ACARS, the right RCP
port select discrete output is switched through the ACARS/VHF switching
module to the right VHF transceiver.
 If the right VHF transceiver is selected for ACARS, the right RCP PSD is
disconnected from the right VHF transceiver. Now the active ACARS MU
outputs the PSD to the right VHF transceiver instead. This is done through
the signal switching inside the ACARS/VHF switching module.

Audio Management (AMU) Interface

The AMU receives the following inputs from the ACARS/VHF switching module:
 VHF (R or C) CALL SET: the voice go-ahead output from the ACARS MU also
goes to the AMU. This causes the ACPs to turn on the VHF call light for the
selected VHF transceiver.
FIG 12 ACARS INTERFACES
ARINC Inputs
The ACARS MU receives the following ARINC inputs:
 Left central maintenance computer (L CMC).
 Multi-input printer.
 Left flight management computer (L FMC).
 Right flight management computer (R FC).
 Data management unit (DME)
 Left control display unit (L CDU).
 Right control display unit (R CDU).
 Centre control display unit (C CDU)
 Left EFIS/EICAS interface unit (L EIU)
 Right EFIS/EICAS interface unit (R EIU)

The two ACARS MU also crosstalk to each other through an ARINC bus.
FIG 13 ARINC INPUTS
ARINC Inputs
The ACARS MU has two ARINC output buses. The ACAR/VHF switching module
selects either the ARINC outputs from the normal or alternate ACARS MU.
The outputs of the ACARS/VHF switching module go to:
 Right control display unit (R CDU)
 Fight flight management computer (R FMC)
 Data management unit (DMU)
 Left control display unit (L CDU)
 Centre control display unit (C CDU)
 Left flight management computer (L FMC)
 Multi-input printer
 Left central maintenance computer (L CMC)
 Right central maintenance computer (R CMC)
 Module avionics modular warning electronics assembly (MAWEA). (The
MAWEA outputs to the EIUs for generating various ACARS EICAS
messages).

FIG 14 ARINC OUTPUTS
VHF Tuning
Each VHF transceiver has two frequency input ports. Depending on the port discrete
(PSD), the transceiver uses the tuning information on port A or port B. When the
PSD is grounded, the transceiver uses port A, and when opened, it uses port B.
The left VHF transceiver the PSD from the left radio communication panel (RCP).
The right VHF receives the PSD from the right RCP via the ACARS/VHF switching
module when the right VHF is not selected for ACARS operations. When the right
VHF is selected, the right RCP receives the PSD from the active ACARS MU via the
ACARS/VHF switching module.
The centre VHF receives the PSD from the active ACARS MU via the ACARS/VHF
switching module when centre VHF is selected for ACARS operations. When the
centre VHF is not selected, the PSD output from the ACARS/VHF switching module
to the centre VHF is opened.
Each RCP receives the VHF SEL discrete from the ACARS/VHF switching module.
This tells the RCP which VHF is selected for ACARS operations. (ground = right
VHF, open = centre VHF).

FIG 15 VHF TUNING INTERFACE

SECTION 4 : SYSTEM MAINTENANCE

ACARS – MAINTENANCE PRACTICES
Bite
Built-in test equipment (BITE) continuously monitors the ACARS MU which replies to
the CMC whenever a fault summary command directs it to report ACARS status.
Self-Test
Status is indicated on the front-panel LEDs.
Link Test
The link test of ACARS ensures operational capability of the system, establishing a
link in the local ground station.
A nearby active ARINC station is required in order to get a successful uplink reply to
LINK TEST.
NOTE: VHF is a line-of-sight radio communication. If the test results in NO

COMM, it may be a blind spot.
FIG 16 MAINTENANCE PRACTICES

Maintenance Practices
Built-in test equipment (BITE) in the MU runs continuously to detect failures within
the MU. The BITE will also detect a failure of the control input, which is the CDU.
The front panel of the MU has two LED fault indicators:
 MU FAIL, management failure.
 CU FAIL, control unit failure.
These indicators will go on whenever the MU detects one of the above listed faults.
FIG 17 ACARS MANAGEMENT UNIT

FIG 18 PASSENGER SIGN MODULE
Passenger Sign Module

On the passenger sign module (PSM), there is a three position ACARS switch. This
switch allows for selecting one of the two ACARS MU for operation. (The right
ACARS MU is the alternate ACARS MU).
In the auto position, the normal (left) ACARS MU provides a discrete to the PSM for
deciding which ACARS MU is active. This discrete causes the normal ACARS MU
to be active if the normal ACARS MU BITE passes. If it fails, then the alternate
(right) ACARS MU will be active.
Failed Mode
The failed mode is entered, from any active mode, upon detection of a failure during
normal monitoring or the BITE test. The failure is annunciated on the MU LEDS.

FIG 19 ACARS – PRESENT LEG FAULTS REPORT

ACARS EICAS Message
ACARS Call
This EICAS memo message appears when the voice go ahead output is active from
the ACARS MU.
The ACARS MU bus to the MAWEA provides the information for generating the
message on the control display unit (CDU) requiring crew action
The ACARS MU bus to the MAWEA provides the information for generating the
messages (from the MAWEA it also goes to the EIUs).
Only one message is displayed at a time. The highest priority message is displayed
first. The prioritisation is done at the EIUs. ACARS CALL has the highest priority
while ACARS ALERT has the lowest priority.
FIG 20 ACARS EICAS MESSAGES

ACARS – OPERATION SEQUENCE
Off Mode
In the OFF mode, power is removed from the MU. The GMT clock continues to run,
if the hot battery bus is powered. Certain data from previous operations are retained
in non-volatile memory. There is no system activity or any indications.
Data Demand Mode

The aircraft transmits to the ground when interrogated, when the crew initiates a
transmission, or automatically. The mode is entered:
 From OFF, at power-up of the MU.
 From VOICE, when switched to DATA mode.
 From data polled, when an ON event is sensed or when there is no poll for 1.5
minutes.
The mode is exited:
 To OFF, when power is removed from the MU.
 To VOICE, when selected by the crew or by a ground command.
 To polled mode, when commanded by an uplink command.
Data Polled Mode

In this mode, the aircraft transmits only when interrogated.
the mode is entered:
 From date demand mode, upon uplink command.
 From VOICE, upon either crew command or uplink command, or if it was in
polled mode when switched to VOICE.
 In this mode, the ground station polls the aircraft approximately every one and
one-half seconds to check for downlink messages.
The mode is exited:
 To VOICE, upon either an uplink command or a crew command.
 To data demand, upon an uplink command, no poll received, or when there is
an ON event.
Voice Mode
In the VOICE mode, ACARS provides a voice link for telephone calls placed by
either the crew or the ground network. The central ARINC control computer on the
ground automatically dials the telephone number which has been downlinked by the
crew. If the number is not busy and the call is connected, the system automatically
tunes the VHF communication transceiver ACARS voice frequency for that locality,
turns on the ACP C-VHF call light, and causes the chime to sound.
The VOICE Mode is entered from either data mode, when VOICE is selected by
either a crew command or an uplink command.

The system exits the VOICE mode, to the previous data mode, when the ground
station uplinks the on hook signal to the aircraft.
Troubleshooting
The most important aspects of troubleshooting a system are to understand the
operation of the system and to determine the state of operation at the time of failure.
It is much easier to locate the faulty unit when all the operating conditions have been
defined. Basically, troubleshooting a system is a process of elimination. The
technician must determine which units within the system are functioning and then
eliminate those units from the list of suspected faulty units.
the ACARS system is a data-gathering system, so if a unit fails, the first thing to be
determined is whether all the data input/output lines are operational and system
power is present. If the input/output lines are operational, the next step should be to
check the timing circuits and operation of the microprocessor within the suspected
faulty unit. Timing errors, improperly matched bus lines, and marginal power
supplies account for most of the failures observed in digitally based equipment. A
marginal power supply will cause many integrated circuits to function erratically.
Much of the data gathered by the management unit (MU) originates from transducers
or switch sensors. If the system is failing to report a certain monitored condition, the
appropriate sensor should be checked. In addition, connectors between the sensor
and the MU should be checked for corrosion and proper mating. Another possibility
to check would be the existence of an improper ground or an interruption of power to
the sensor.
if the observed fault condition does not easily identify a particular unit within the
system, he operation of the MU should be checked before checking the operation of
peripheral system components. Once the operation of the MU has been verified,
trace the input or output lines to the peripheral device and verify the operation of the
peripheral device to the connecting lines. Once again, check the connectors for
proper mating or for signs of corrosion. Also ensure that the connecting lines are
properly insulated.
The troubleshooting hints discussed so far do not cover all possible problems, but do
indicate the type of information and troubleshooting clues that should be looked for.
More specific troubleshooting aids are presented in the maintenance manuals of
each particular component within the ACARS airborne subsystem.

GLOSSARY
ACARS Abbreviation for ARINC communications addressing and reporting
system.
ACK ACK is the control character indicating technical acknowledgement
of the previous uplink or downlink.
AFEPS Abbreviation for ACARS front-end processing system.
AIDS Abbreviation for ACARS front-end processing system.
ARINC Abbreviation for Aircraft Integrated Data System.
ATCSS Abbreviation for Air Traffic Control Signalling System.
BCS Abbreviation for Block Check Sequence. BCS is a cyclic code that
is used as reference bits in an error detection process.
CU Abbreviation for Control Unit.
Data Link A system that allows exchange of digital data over an rf link.
ATCSS is a data link system used by the air traffic control system.
ACARS is a data link system used by airline command, control, and
management system, using vhf communication frequencies.
DEFDARS Abbreviation for digital expandable flight data acquisition and
recording system.
Demand An ACARS mode of operation in which communications may be
Mode initiated by the ground processor or the airborne system.
DFDAU Abbreviation for digital flight data acquisition unit. The DFDAU
samples, condition, and digitises the flight data.
DFDR Abbreviation for Digital Flight Data Recorder. The DFDR is the flight
recorder with the crash-protected medium required by most
countries on board large passengers-carrying aircraft.
Downlink The radio transmission path downward from the aircraft to the earth.
FDEP Abbreviation for flight data entry panel. The FDEP may allow
recording of manual or other data from the cockpit, and also provide
data display and system test and control functions of the DFDAU.
FMC Abbreviation for Flight Management Computer.
GMT Abbreviation for Greenwich Mean Time. GMT is a universal time
scale based upon the mean angle of rotation of the earth about its
axis in relation to the sun. It is referenced to the prime meridian that
passes through Greenwich, England.
LRU Abbreviation for Line Replaceable Unit.
MU Abbreviation for Management Unit.
NAK Control character indicating negative technical acknowledgement of
the previous uplink or downlink.
NO COM Abbreviation for No Communication. A NO COM annunciation
indicates that a downlink message has not been acknowledged
(after several retransmissions).

OAT Abbreviation for Optional Auxiliary Terminal. The OAT may be in

the form of a crt/keyboard device capable of interfacing with other
sources of data on the aircraft and supplying data to a hard copy
printer.
OOOI Abbreviation for OUT-OFF-ON-IN. An OOOI event is recorded as
part of the ACARS operation. The OUT event is recorded when the
aircraft is clear of the gate and ready to taxi. The OFF event occurs
when the aircraft has lifted off the runway. The ON event occurs
when the aircraft has landed. The IN event occurs when the aircraft
has taxied to the ramp area.
Polled Mode An ACARS mode of operation in which the airborne system
transmits only in response to received uplink message (polls).
RTCA Abbreviation for Radio Technical Commission for Aeronautics.
SMI Abbreviation for Standard Message Identifiers.
TEI Abbreviation for Text Element Identifiers.
Uplink The radio transmission path upward from the earth to the aircraft.
VOX Abbreviation for Voice Transmission

NOTES:

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Aeronautical Engineering Training Notes

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CHAPTER 1: VHF COMMUNICATIONS

CHAPTER 2 : HIGH FREQUENCY (HF)

CHAPTER 3 : AUDIO INTEGRATING SYSTEM AIS

CHAPTER 4 : INTERFACE AND PASSENGER ADDRESS

Issued November 2006 Contents 1

CHAPTER 5 : COCKPIT VOICE RECORDER (CVR)

SECTION 1 : Basic Principles and Block Installation Diagrams 121

SECTION 1 : Basic Principles of Selective Calling 137

CHAPTER 7 : ARINC COMMUNICATION ADDRESSING

SECTION 1 : System Overview and Principles 149

2 Contents Issued November 2006

CHAPTER 1 : VHF COMMUNICATIONS

Issued November 2006 Chapter 1: Section 1 1

CONTROLLER FREQUENCY CHANNEL SPACING

TABLE 1 – FREQUENCY ALLOCATION AT 25 KHZ & 8.33 KHZ SPACING

2 Chapter 1: Section 1 Issued November 2006

Antenna RF Audio to Flight

Microphone Inputs from Flight Audio to

FIG 1 VHF COMMUNICATION SYSTEM – TYPICAL

Issued November 2006 Chapter 1: Section 1 3

4 Chapter 1: Section 1 Issued November 2006

SECTION 2 : BLOCK DIAGRAM OPERATION

VHF TRANSCEIVER (Refer to Fig 2)

Issued November 2006 Chapter 1: Section 2 5

6 Chapter 1: Section 2 Issued November 2006

FIG 2 VHF COMMUNICATIONS SYSTEM – FUNCTIONAL DIAGRAM

Issued November 2006 Chapter 1: Section 2 7

TEST FEATURES (SEE FIG 3)

Self-Test Sequence (Press TEST)

Antenna/Transmission Line VSWR Test

8 Chapter 1: Section 2 Issued November 2006

Issued November 2006 Chapter 1: Section 2 9

FIG 3 VHF COMMUNICATION SYSTEM – SELF-TESTS

10 Chapter 1: Section 2 Issued November 2006

SECTION 3: CONTROL AND OPERATION

FIG 4 RADIO COMMUNICATION PANEL (RCP)

Issued November 2006 Chapter 1: Section 3 11

FIG 5 VHF COMMUNICATIONS CONTROL PANEL

12 Chapter 1: Section 3 Issued November 2006

FIG 6 VHF COMMUNICATIONS SYSTEM – TRANSCEIVER

Issued November 2006 Chapter 1: Section 3 13

The Antenna or Aerial

Notice that not all aerials are required to be listed.

14 Chapter 1: Section 3 Issued November 2006

Approved Aerial Positions Approved Aerial Positions

TABLE 2 - EXAMPLES FROM APPROVED AERIAL POSITION PUBLICATION CAP 457

Issued November 2006 Chapter 1: Section 3 15

FIG 7 TYPICAL DOUBLER PLATE FITTING

16 Chapter 1: Section 3 Issued November 2006

FIG 8 – BLADE AERIAL

Issued November 2006 Chapter 1: Section 3 17

FIG 9 TOP LOADED AERIAL

18 Chapter 1: Section 3 Issued November 2006

FIG 10 VHF COMMUNICATIONS SYSTEM – ANTENNA

Issued November 2006 Chapter 1: Section 3 19