điện và điện tử hàng không part 2

HỌC VIỆN HÀNG KHÔNG VIỆT NAM
KHOA KỸ THUẬT HÀNG KHÔNG
BÀI GIẢNG:
HỆ THỐNG ĐIỆN - ĐIỆN TỬ TÀU BAY
Part 2: COMMUNICATION
1. INTRODUCTION:
1.1 RF SPECTRUM
 High frequency (HF) radio transmit/receive;
 Very high frequency (VHF) radio transmit/receive and aircraft
communications and reporting system (ACARS);
 Ultra high frequency (UHF) radio transmit/receive
 Satellite communications (SATCOM) including passenger
telephone communications
 Aircraft transponder and airtraffic control (ATC) modeA/C
and S
 traffic collision and avoidance system (TCAS);
 communications control system (CCS).
 very high frequency omni-range (VOR);
 distance measuring equipment (DME);
 automatic direction finding (ADF);
 tactical air navigation system (TACAN), primarily used by
the military;
 VOR/TACAN (VOR/TAC);
 instrument landing system (ILS);
 microwave landing system (MLS);
 Global navigation satellite systems (GNSSs)
1. INTRODUCTION:
1.2 SYSTEM OVERVIEW
We can divide the systems into three groups.
 The systems for the communication inside and outside the
aircraft are called the Interphone and passenger address
systems.
 The radio communication systems are called the VHF
system, the HF system, the Satcom system and the
ACARS system.
 Finally two systems are used for accident investigation.
These are the voice recorder and the Emergency Locator
Transmitter or ELT in short.
The interphone system allows communication between the
cockpit and other areas of the aircraft, for example for
maintenance.
The passenger address system allows the flight and cabin
crew to give announcements to the passengers, for example
for flight safety. Boeing 777 typical antenna complement
1. INTRODUCTION:
1.2 SYSTEM OVERVIEW
The VHF communication system allows communication via radio signals over a distance of up to 200 nm, for
example with Air Traffic Control or other aircraft.
The HF system allows communication over long distances, because HF radio signals are reflected by the
ionosphere of the earth.
The Satellite Communication system, SATCOM, allows the cockpit crew to communicate over the whole world. It
is also used by any passenger payphone services on board the aircraft.
ACARS stands for aircraft communication, addressing and reporting system. It allows exchange of information
like flight and maintenance data between aircraft and the ground. It uses VHF or SATCOM for communication
with the ground station.
The Cockpit Voice Recorder System or CVR stores all communications of the flight crew for later accident or
incident investigations.
The Emergency Locator Transmitter, or ELT in short can help to find the location of the airplane after an
accident.
The main components of the communication systems are located in the cockpit: On the pedestal, both pilots are
provided with a radio management panel, or RMP in short, for frequency selection of the radio communication
systems and an audio control panel, or ACP in short, to select the different systems for the headphone and microphone.
Additional control functions for the communication systems are located on the overhead panel and in the cabin.
1. INTRODUCTION:
1.2 SYSTEM OVERVIEW
RMP – Airbus A320
Video
ACP A320
1. INTRODUCTION:
1.3 Radio Frequency
Any kind of communication
needs 2 things. The first is the
information you want to
exchange and the second is the
carrier of the information.
The carrier could be either
paper, like a letter or a floppy
disc for digital data, or a wire
like a telephone line.
In the aircraft the interphone,
the passenger address and the
cockpit voice recorder system
use wires as the carrier to
transport the information.
1. INTRODUCTION:
1.3 Radio Frequency
All other aircraft communication systems need a wireless carrier to allow
communication during flight.
This carrier is a Radio Frequency or RF signal.
The radio frequencies that are used in aviation are divided into 8 frequency
bands.
 The Very Low Frequency, or VLF, band ranges up to 30 kHz. This band is
only used in military communication systems as a radio frequency but it is
also used for audio signals which you will see later.
 The Low Frequency, or LF band is between 30 kHz and 300 kHz. It is
not used for aircraft communication systems, but is used by public radio
stations and the ADF navigation system.
 The Medium Frequency, or MF band is between 300 kHz and 3000 kHz,
which corresponds to 3 MHz. It is not used for aircraft communication
systems, but is used by public radio stations and the ADF navigation
system.
 The High Frequency, or HF band, is between 3 MHz and 30 MHz. It is
used by the HF communication system and allows communication over
long distances. Amplitude modulation (AM)
1. INTRODUCTION:
1.3 Radio Frequency
 The Very High Frequency, or VHF band, is between 30 MHz and 300 MHz. It is used by the VHF
communication system which allows communication over distances up to 200 nm. It is also used by navigation
systems like the VOR and ILS systems.
 The Ultra High Frequency, or UHF band, is between 300 MHz and 3000 MHz which corresponds to 3 Ghz. This
band is only used by military communication systems and by radar systems like DME, ATC and the GPS
navigation system.
 The Super High Frequency, or SHF band, is between 3 Ghz and 30 Ghz. It is used by the satellite
communication system, and the weather radar and radio altimeter which belong to the navigation systems.
 The Extremely High Frequency, or EHF is between 30 Ghz and 300 Ghz. It is not used for communication or
navigation systems.
1. INTRODUCTION:
1.3 Radio Frequency
Frequency Bands
1. INTRODUCTION:
1.4 WAVELENGTH
As you know from electrical fundamentals, a full wave of an alternating current, also called a cycle, has a certain
length in time, called Period T.
You can calculate T as the reciprocal value of the frequency. So the period of a frequency of 1 Hz is 1 second.
When you activate an AC on an endless wire then the electric force will travel with the speed of light, c , which is
300.000 km in one second. This means that the areas with negative polarity and positive polarity travel with this
speed.
The areas with a high concentration of electrons correspond to the negative peak of the voltage and areas with a
low concentration correspond to the positive peak.
The wavelength is now defined as the distance between two areas of high or low electron concentration.
For a frequency of 1 Hz this distance would 300.000 km because this is the distance the electrical force can travel
in 1 second.
Generally you can calculate lambda by multiplying the period with the speed of light, c or by dividing c by the
frequency
We have now added the wavelength to each frequency band. You probably know that the wavelength is often used to
identify a certain frequency band
For example in a microwave oven the term microwave means that extremly high frequencies are used.
1. INTRODUCTION:
1.4 WAVELENGTH
1. INTRODUCTION:
1.5 WAVE PROPAGATION & MODULATION
Radio waves travel differently depending on the frequency. This is called the wave propagation.
High frequencies only travel in a direct line, with the so called sky wave so they can only be used when transmitter
and receiver have contact within a visual range.
On earth this is possible up to a distance of 200 nm.
For SATCOM, which uses the SHF band, you need satellites to allow reception around the earth.
The lower the frequency the better the propagation around the world with a ground wave.
Military systems use this advantage in the VLF and LF band.
In commercial aircraft the HF band is used for communication around the world. In this band the skywave is
partially reflected by the ionosphere and returns to the ground. Reception quality is not always good because
daytime and selected frequency influence the reflection.
To transport information with the radio frequency carrier we must modulate the carrier frequency with the signal
frequency, which is for example the audio signal. This signal has a frequency in the range of up to thirty kilo hertz
and is called audio frequency or AF.
When the amplitude of the carrier wave is varied, this is called Amplitude Modulation, or AM in short.
When the frequency of the carrier wave is varied, this is called Frequency modulation, or FM in short.
1. INTRODUCTION:
1.5 WAVE PROPAGATION & MODULATION
HF communications signal propagation
Wave Propagation & Modulation

1. INTRODUCTION:
1.6 AUDIO COMPONENTS
For communication in aircraft we
need two general components for
nearly all systems:
Microphones transfer the acoustic
information into an electrical signal.
Loudspeakers transfer the electrical
signal back into acoustical
information.
Different types of microphone are
used in the cockpit. An area
microphone is used by the voice
recorder to record the general cockpit
sounds a hand-held microphone is
used for announcements to the
passengers and integrated mi-
crophones are contained in the
oxygen mask or the headset. These
are called the boomset. Audio Components
1. INTRODUCTION:
1.6 AUDIO COMPONENTS
Loudspeakers are used in the

cockpit for warning sounds.
Small loudspeaker types are
used in headsets and boomsets.
Boomsets contain a combined
microphone and loudspeaker.
In the cabin you can find
loudspeakers in the ceiling for
passenger information and
entertainment programs.
In addition the cabin crew uses
telephone type handsets with a
small loudspeaker and
microphone for internal
communication and passenger
announcements.
1. INTRODUCTION:
1.7 RADIO COMPONENTS
For radio communication we need additional components like antennas, transmitter and receiver.
A transmitter is equipped to send out the Radio Frequency and a receiver is equipped to receive the information
back from the Radio Frequency .
When the transmitter and receiver are combined it is called a transceiver. To communicate backwards and forwards
there must be a transmitter and receiver at both ends.
A transmitter has 3 main components:
 an oscillator, which generates the RF-carrier frequency, dependent on the selected frequency on the radio control
panel
 a modulator, where the audio information is coupled to the RF-signal with either an AM or FM modulation
 a power amplifier which generates the necessary power to transmit the signal. This power is, for example, about
25W in the VHF system and about 400 W in the HF system.
1. INTRODUCTION:
Transmitter Components
1. INTRODUCTION:
A receiver has 3 main

components:
 a tuning circuit which
selects only one
frequency from the
total antenna output.
This frequency is
selected on the control
panel.
 a demodulator which
recovers the audio
signal from the RF
signal
 an audio amplifier
which generates the
necessary power for
the audio equipment. Receiver Components
1. INTRODUCTION:
Antennas are needed to receive or transmit the RF carrier.

Aircraft antennas have different sizes and locations. The location depends on the task of the system and the size
depends mainly on the wavelength of the carrier frequency. This is because an antenna is most effective when its
length is a minmum of a quarter of the wavelength.
The VHF COM frequency range is between 118 MHz and 137 MHz. This corresponds to a wavelength between 2.5 m
and 2.19 m . Therefore, theoretically the required antenna length should be between 55 cm and 64 cm.
As this difference is very small, we could use a fixed antenna length of about 60 cm without losing effectiveness. In
modern aircraft you can find VHF antennas which are shorter than 60 cm, like this one on the photograph. This is
possible because you can lengthen an antenna with electronic components. This saves weight and reduces the drag.
The frequencies of the HF communication system range from 2 MHz to 30 MHz. Therefore, the length of the antenna
should be between 2.5 m and 37.5 m. This big variation does not allow use of a fixed average length.
The HF antenna, which has for example a length of 2m must be electronically lengthened, dependent on the used
frequency. This is done by an antenna coupler.
1. INTRODUCTION:
Antennas
1. INTRODUCTION:
The connection between the transceiver and the antenna is made by special feeders, called RF lines.
Two different types are used in aircraft. The first type is a co-axial cable type which is used up to frequencies of
3 GHz. It has an inner conductor which carries the RF and an outer conductor which is grounded. A filler
material insulates both conductors from each other.
The second type are waveguides. These are used above 3 GHz and are special feeders for radar frequency
signals.
All RF lines must only be handled by specially trained personnel according to the instructions in the maintenance
manual.
Note that transport of the radio signals is disturbed by deformations of the RF lines. Water in the RF line and
corrosion of the contacts will do the same.
1. INTRODUCTION:
RF Lines
1. INTRODUCTION:
Aircraft are equipped with static
dischargers at all sharp trailing
edges of the airframe. In these
areas the friction with air
during flight generates static
electricity.
This static electricity must
continously be discharged to
prevent build-up of high
voltages on the fuselage, because
this would damage electronic
equipment and disturb
reception of radio signals.
The maintenance manual states
how many static dischargers
must work properly to
guarantee correct operation.
Static Dischargers
2. COMMUNICATION AUDIO SYSTEM
2.1 AUDIO SYSTEM
 AUDIO MANAGEMENT SYSTEM
The audio management system controls all functions necessary for crew
communications.
In modern systems a central computer called the audio Management Unit, or AMU in
short connects the audio equipment of the captain the first officer and a third crew
member with the radio communication and navigation systems. The AMU also allows each
crew member to communicate with the other flight crew members via the flight
interphone system.
For communication with the cabin crew the cabin interphone system is and for
communication with maintenance staff at connections in several areas of the aircraft the
service interphone system is used.
In addition the passenger address system, or PA system in short, allows the pilots to make
announcements to the passengers. Finally the AMU transfers all relevant signals to the
cockpit voice recorder. Each crew member has an audio control panel, or ACP in short,
to select the necessary communication channel for their own audio equipment.
The panels for the captain and the first officer are located on the pedestal and the panel
for the third crew member is either on the overhead panel or located on the pedestal. In
some aircraft types you can also find a fourth audio control panel in the cockpit and even
one in the avionic compartment.
2.1 AUDIO SYSTEM
2.1 AUDIO SYSTEM
The audio equipment for each cockpit
crew member consists of a headset,
boomset and microphones inside the
oxygen mask and in a handheld version.
Note that the oxygen mask microphone
has priority over the boomset
microphone when the mask is in use.
To use the boomset again you must first
restore the oxygen mask in the stowage
box and reset the oxygen mask flag.
Loudspeakers make the selected audio
audible in the whole cockpit. The pilots
can adjust the audio volume with a
control knob near the loudspeaker or on
the audio control panel.
2.1 AUDIO SYSTEM
 AUDIO CONTROL PANEL
The ACPs allow a separate selection of reception and transmission channels.
The transmission selection is done by pushbuttons. Only one system can be selected at a time which is shown by a
light in the selected pushbutton.
For the reception selection you must release the corresponding rotating knob by pressing on it. After the knob is
released you can now select the audio volume. It is possible to select more than one system at the same time.
With a sidetone you can always monitor the transmitted audio with the reception channel.
For the communication systems you can select the reception and transmission function but for the navigation
systems only a reception is possible.
There are 3 VHF transceiver selectors for radio communication, for the left, center and right systems. In other
aircraft they are called systems 1, 2 and 3.
There are 2 HF transceivers for radio communication. These are either the left and right systems or systems 1 and
2. The Flight interphone knob selects the channel to communicate with the other flight crew members.
The Cabin knob selects the cabin interphone channel to communicate with the cabin crew.
You can also select the service interphone function when the aircraft is on ground.
The PA knob selects the Passenger Address system to allow announcements to the passengers.
The satcom knob selects the satellite communication system to allow telephone calls.
2.1 AUDIO SYSTEM
Audio information from the navigation systems is needed to identify the selected station by Morse code and to get
additional voice information. You can select the VOR or ADF navigation system and the ILS or marker beacon
system. You can influence the received signals using the filter selector.
When the switch is in the V-position you will only receive the voice information and in the R position, which stands
for range, you will only receive the identification code.
In the B position you receive both audio signals at the same time. You will learn more about this subject in the
navigation unit.
The audio control panel also has a radio transmission or RT switch with 3 positions. The switch position decides
whether you transmit or receive audio with the selected communication system. In the center position the selected
communication system is in the reception mode, so you can hear the received audio from the system.
The spring loaded up position selects the transmission mode. This is also called the push to talk or PTT function.
You need to activate this switch when you want to use the microphones in the boomset or oxygen mask. Only the
handheld microphone has its own push to talk switch.
In the Interphone position the microphones are permanently connected to the flight interphone system, so the
pilots can talk to each other independently of the other selections.
2.1 AUDIO SYSTEM
All modern audio control panels have basically the same functions. Our
example is used in modern long distance Boeing aircraft and you can find
this panel on long distance Airbus aircraft.
This audio control panel is used in short distance Boeing aircraft,
therefore it has no switches for the HF and SATCOM systems.
One main difference on the 2 panels on the right is that a Voice Only push
button controls the audio filter. Pressing the switch cancels the Morse
code so this corresponds to the V position of the filter selector on the left
panel.
Instead of the radio transmission position of the switch on the audio control
panels the pilot can also use a push to talk switch on the control wheelor
side- stick.
On some control wheel switches you also can also select the permanent
interphone position.
Audio Control Panel – B757/B767

2.1 AUDIO SYSTEM
Audio Control Panel

2.1 AUDIO SYSTEM
If there is a malfunction in
Captains or first officers
transmission or reception
circuits in the AMU or ACP
they can transfer their audio
equipment to the circuits of
the third crew member.
This is done with a transfer
switch usually located on the
overhead panel.
After the transfer the pilot
must use the audio control
panel of the third crew
member.
2.2 INTERPHONE SYSTEMS
The Flight interphone system is used for communication between the cockpit crew members.
In addition the communication with a mechanic on the ground is possible via a boomset connection near the nose
gear. This is used for example during the push back from the gate.
When the mechanic wants to communicates with the cockpit he or she must press the call pushbutton near the jack.
This illuminates the Mechanic call light on the audio control panel accompanied with a short audio tone.
You can connect your microphone to the flight interphone system by either selecting the FLT pushbutton or by
switching the radio transmission switch to the interphone position.
The headphones are connected to the flight interphone system by releasing the corresponding knob.
The mechanic call is reset automatically after a time limit or the pilot can manually reset it by selecting a reset
pushbutton.
The attendants light illuminates on the audio control panel when a cabin attendant wants to communicate with a cockpit
crew member. The light is also accompanied by a short audio tone.
Pushing the cabin pushbutton connects the microphone to the cabin interphone system and releasing the knob
connects the headphone to the cabin interphone system.
The reset of the call is again automatic or done
by selecting the reset pushbutton.
The service interphone system is used primarily
by maintenance to connect the cockpit to
various areas inside or outside the aircraft. It
uses the cabin interphone channels of the audio
management system, so the same selections are
necessary for the service interphone.
As the service jacks are often located in areas with
high moisture and dirt they are only connected to
the interphone system on ground. This is done
either automatically by the air-ground sensing
circuit or by a switch on the overhead panel.
2.3 PASSENGER ADDRESS SYSTEM
The purpose of the passenger Address system, or PA System in short, is to give information to the passengers.
Information can come from the cockpit or cabin crew or from a tape player used for pre-recorded announcements.
Also, when available, boarding music can be played in the cabin. Finally, the PA system generates chimes as attention
getters. The PA system uses PA amplifiers, which are located in a separate unit or part of a modern cabin communication
systems called, for example, CIDS or ACESS
The PA amplifier give the inputs a different priority to prevent a mixture of the audio signals.
The highest priority is the input from the cockpit crew and the second priority is the purser followed by the other cabin
crew members. The fourth priority is the pre-recorded announcements and the least important input is the boarding
music. The PA system also generates chimes as attention getters. They are not included in the priority circuit, so they will
always sound in addition to other audio.
A high chime sounds when a passenger calls the cabin crew and a High - Low chime sounds when one cabin crew member
calls another crew member or the cockpit.
A Low chime comes on when the Fasten Seatbelt or No Smoking signs are switched on.
The PA amplifier can increase the audio volume to make sure that all announcements can be heard clearly by the
passengers. First, the output increases when an engine is started, usually detected by the engine oil pressure switch.
The volume level is further increased when the oxygen masks are released after a cabin decompression, triggered by the
fourteen thousand feet pressure switch.
Part 2: COMMUNICATION Cabin
2. COMMUNICATION AUDIO SYSTEM Intercommunication
2.3 PASSENGER ADDRESS SYSTEM Data System (CIDS)
the Forward Attendant Panel Decoder/Encoder

(FAP): from which the Units (DEUs)
prerecorded announcements,
stored in the PRerecorded
Announcement and Music
(PRAM), can be selected and
initiated. Passenger Control Unit
Passenger Entertainment System Main MUltipleXer
PA level may be adjustable via

Programming and Test Panel
(PTP) menu screens.
To make a PA announcement from
the cockpit the pilot must press the
PA push button on the audio
control panel. On some aircraft
types this pushbutton must be held for
the duration of the announcement.
Often there is an additional handset
especially for PA announcements.
This bypasses the audio control
panel.
All PA audio can be heard by the
pilots when the PA knob is released.
With this sidetone the pilot can
check that his own announcement is
transferred to the cabin loudspeakers
and that cabin crew announcements
are not interrupted.
2.4 COCKPIT VOICE RECORDER SYSTEM
The cockpit voice recorder or CVR in short is a very important component for evaluation of aircraft incidents
or accidents, because it keeps a continuous record of all cockpit crew communications and sounds in the
cockpit. Two different types of voice recorders are presently in use. The analogue tape recorder stores the last 30
minutes of the flight on an endless tape. Older recordings are automatically erased.
The digital solid state recorder stores the last 120 minutes of the flight in memory. Here previous recordings
are also automatically overwritten. The cockpit voice recorder system usually has the following components:
 the recorder itself which is located near the flight data recorder usually in the tail section of the aircraft
 a control panel usually located on the overhead panel
 an area microphone which is either located on the control panel or in a separate location
On the front of the recorder you can find an underwater Locator Beacon.
The cockpit voice recorder has four audio inputs. 3 inputs come from the audio management unit and
correspond exactly to the audio which the flight crew hear in their headphones. As all transmissions are also
repeated in the headphones the recording contains the reception and transmission.
The 4. input is the general cockpit sounds from the area microphone.
The voice recorder starts recording automatically when one engine is started or when the aircraft is inflight at the
latest.
2.4 COCKPIT VOICE RECORDER SYSTEM
You can test the voice recorder
by pressing the test push
button on the control panel.
This starts the recorder and
records a test signal on all four
channels. In many aircraft types
you need to activate the
recorder power with the
ground control switch first.
During the test the pointer in
the meter must deflect to the
green area or a status indicator
must indicate pass. In modern
aircraft the test is usually done
with the central maintenance
computer system.
3. COMMUNICATION VHF COMMUNICATION
3.1 VHF COMMUNICATION
 INTRODUCTION
The VHF communication system is used for
short distance voice and data communication
with ground stations or other aircraft.
The VHF frequency range for aircraft
communication systems is from 117.975 MHz to
137 MHz .
Note that the frequency of 121.5 is an
international emergency frequency, which is
used, for example, by the emergency locator
beacon.
The spacing between each communication
channel is normally 25 kHz, which means that
760 frequencies, also called channels, are
available. In Europe more channels are required
in high flight levels, therefore modern systems use
a channel spacing of 8.3 kHz which means more
than 2000 channels are available. VHF signal propagation
 SYSTEM COMPONENTS
Modern aircraft have 3 independent VHF systems. Two systems are a minimum requirement for commercial flights.
System #1 is normally used for the captains voice communication and System #2 for the first officers voice
communications.
The third system is normally used for the ACARS system, but it could also be used for voice communication if one of
the other systems fail. Each VHF communication system has a transceiver in the avionics compartment and an
antenna. The three antennas are installed at different locations on the aircraft fuselage.
VHF System Components

Usually you can find the antennas for VHF numbers one and three on the upper fuselage and the antenna for VHF
number two on the lower fuselage.
The VHF communication systems are controlled by radio management panels, RMP in short, which allow frequency
selections and audio control panels which allow audio selections.
The transceiver has both a transmitter and a receiver for either receiving or transmitting signals.
You can hear a received signal with your audio equipment when you select the knob on the ACP and the correct
frequency on the RMP.
You must always listen to a selected station first before you start a transmission to prevent communication
interruptions with another aircraft.
To transmit information to the selected station you must push either the radio transmission switch on the ACP or
operate the push-to-talk switch on the control wheel.
When the transmission works with the normal output power of about 25 W, you can hear your own voice in the
headphones with the sidetone. A missing sidetone is always an indication for a system failure.
VHF System Components

3.2 RADIO MANAGEMENT PANEL
The Radio Management Panel is the component where you make frequency selections for the VHF and HF radio
communication systems. Each RMP can control any system. The selected system is shown by the light in the
pushbutton.
During normal operation the captains panel controls the VHF and HF number 1 systems and the first officers RMP
controls VHF and HF number 2.
The third RMP is usually used for VHF number three. The RMP has two frequency windows. The left window is called
the active window. It shows the operating frequency of the selected system.
The other is called the standby window which shows a new selected frequency.
Note that the window shows either ACARS or DATA when you select VHF system number 3, because no manual
frequency selection is necessary for ACARS.
When you press the transfer button on an RMP, the frequencies change windows. This means that the standby
frequency becomes the active frequency and vice versa.
All RMPs are constantly updated by each other. When you activate a frequency on one RMP it is also visible on the
other RMPs when the same system is selected.
On some radio management panels, for example, on modern airbus aircraft, you can find an area for the frequency
selection of navigation systems. This is only used when normal tuning via the flight management system is not
available.
3.2 RADIO MANAGEMENT PANEL
3.3 SYSTEM OPERATION
Lets now see an example of how to establish a connection to a
VHF ground station.
First you must crosscheck that the selection for your audio
equipment is done on your audio control panel and that the
required VHF communication system is selected on the radio
management panel.
The required frequency is selected by turning the frequency
selector knob. This changes the frequency in the standby
window.
After selection of the correct frequency you must activate the
frequency for the VHF system #1.
Now the VHF COM number one system is tuned to the correct
frequency. Before you transmit your request to the VHF
ground station listen to the reception to make sure that no actual
communication is in progress.
You can now start the transmission, by activating one of the
push-to-talk switches.
4. COMMUNICATION HF COMMUNICATION
4.1 INTRODUCTION
The HF communication system is used
for long distance communication.
HF communication systems are installed
on many long distance aircraft for world
wide communication.
The ionosphere around the world is used
as a reflector for the radio signals to
reach areas outside the line of sight.
Unfortunately the Ionosphere changes
its conditions. For example the intensity
of sunlight determines the quality of
reception.
In modern aircraft types the SATCOM
system replaces the HF system, because HF communications signal propagation
it guarantees a reliable long distance
communication.
4.1 HF SYSTEM COMPONENTS
Usually two independent HF
communication systems are installed
in long distance aircraft.
Each system has a transceiver, which
is located in the avionics compartment
and an antenna which is usually
located in the leading edge of the
vertical stabilizer.
On older aircraft types or aircraft
with three HF systems you also can
find a rod type antenna at the wing
tip.
An antenna coupler is needed to tune
the antenna to the selected HF-
frequency. It is installed near the
antenna
The HF transceiver has a transmitter and receiver that functions in the same way as the VHF transceiver.
Transmission happens with an output power of 200 to 400 W.
The frequency and system selection on the RMP is done in the same way, as for the VHF system.
The HF frequency range is from 2 MHz to about 25 MHz in steps of 1 or 0.1 kHz.
With the AM pushbutton on the RMP you can select two different operational modes for HF.
When the push button is pressed the first time the AM mode is selected. AM stands for amplitude modulation. This mode
transmits the modulated signal via a carrier.
When the push button is pressed again the default SSB mode is selected. SSB stands for single side band. This mode
transmits the modulated signal without a carrier, giving a better transmission efficiency.
With the HF sensitivity selector knob on the RMP you can adjust the sensitivity of the reception.
Note that some RMP types have a SQL knob instead. Here you can select the squelch level which is the level for the
noise suppression.
On older aircraft types you can find a separate HF control panel with the same control functions as described for the
RMP. The antenna coupler must tune the antenna to the selected HF frequency before you can start any transmission.
Reception is always possible without a new coupler tuning.
Briefly pressing one of the push-to-talk switches for the first time will start the tuning.
You can hear a 1 kHz tone as long
as the tuning lasts. The tuning is
very fast in modern systems but
older systems need up to 10
seconds.
When the antenna coupler has
completed the tuning, the 1 kHz
tone stops, and you can start
transmission by pressing the push-
to-talk switch a second time.
You can monitor the correct
transmission with the sidetone
when normal transmitting power is
available.
HF System Components
steps to establish HF communication.
 First step: connect your audio equipment to the HF system # 1. On the audio control panel you have
now connected the audio equipment to the transmission and reception channel of HF #1. You have
selected the HF system #1 to AM mode on the RMP.
 Second step: The selected frequency is now shown in the standby frequency window. When the
frequency is activated you must first check if this frequency is busy before you start a transmission.
Lets assume that no communication is in progress, so that you can start tuning the antenna coupler.
 Third step: Pressing the radio transmission or push-to-talk switch the first time after a new frequency
selection tunes the transmitter and the coupler to the new frequency. When the tuning tone has stopped
you can start your communication with the selected ground station.
5. COMMUNICATION ACARS
5.1 ACARS INTRODUCTION
The Aircraft Communication Addressing and Reporting system or ACARS in short, is a datalink communication
system which can transfer messages and data between the aircraft and the ground, for example the airline
operation center and ATC. It uses the VHF Communication system #3 or the Satellite Communication system
dependent on the aircraft location.
The data sent by ACARS is received by the ground station of a network provider which transports the data via its
network to the users. The data transfer in this direction is called the downlink. Consequently the data transfer from the
ground to the aircraft is called the uplink.
ACARS transmits and receives either automatic reports, which usually depend on the flight profile and manual
reports which are independent of the flight profile.
The OUT report transmits aircraft information and the time when all aircraft doors are closed and aircraft
movement starts.
The OFF report transmits aircraft information and the time when the aircraft lifts off, detected by the landing
gear air - ground switches.
The ON report transmits aircraft information and the time when the aircraft touches down, detected by the landing
gear air - ground switches.
The IN report transmits aircraft information and the time when the first aircraft door is opened.
The estimated time of arrival , or ETA in short, is automatically transmitted 120 minutes, 20 minutes and seven
minutes before the arrival. The aircraft condition monitoring system, ACMS, transmits an engine report
automatically during each flight and whenever an engine problem is detected, for example an EGT exceedance.
The loadsheet report is an uplink from the ground to the aircraft during takeoff preparation. Manual ACARS
reports are started by the pilot, airline ground staff or ATC.
A call request is transmitted to the aircraft if the ground station wants to communicate with the flight crew via voice
communication. This is used instead of the old SELCAL system.
ATC will use ACARS in the future air navigation system, FANS, to send requests to the aircraft, for example
Maintain speed. You will learn more about FANS in the Navigation unit.
A report request is a downlink when the flight crew requires specific information. These are, for example, airport or
weather data, or information for the passengers or crew.
Information for the crew or the passengers is an uplink as a response to a report request. For example it gives
information about the departure gates for transit passengers and the next flight for the crew.
Maintenance reports can be started from the central maintenance computer system, CMCS, to transmit test results
or maintenance reports to the airline maintenance center.
Acars Overview
5.2 ACARS OPERATION
A typical ACARS system has a central computer called the Management Unit, or MU in short. It is the link
between the aircraft components and the VHF or satellite communication systems.
The VHF communication system #3, also called the center system, is now activated for voice communication.
ACARS operation is possible with VHF communication system #3 if you can read DATA or ACARS in the
window of the active frequency. The ACARS MU automatically selects the required VHF frequency, but does not
display it on the RMP.
ACARS uses the SATCOM system if a VHF ground station is not usable. This depends on the aircraft position
which is provided by the Flight Management Computer system or IRS.
ACARS gets maintenance related data from the Central Maintenance Computer and the aircraft condition
monitoring system. In addition ACARS gets aircraft status information from several discrete signals, for
example door and gear switches. The software of the management unit can be updated with the Data Loader
when required.
ACARS operation is controlled from an MCDU and the printer allows the crew to get a hardcopy of each report.
The ACARS main menu gives the operator access to different functions.
You can either request reports for an uplink or create reports for a downlink. The available choices depend on
the flight phase, in our example they are from the pre-flight phase.
5.2 ACARS OPERATION
You can also write a telex to a ground station or request a voice contact from a ground station.
Finally you can select a list of all uplink messages and get access to miscellaneous pages. From the miscellaneous
page you can select information about the ACARS frequencies for the different areas of the world.
The OOOI status pages give information about the OUT, OFF, ON and IN downlinks and allows checking and
editing of the status conditions.
The VHF and Satellite statistic pages show how many transmissions and receptions happened in the past and the
parameter page gives access to coded information.
From the ACARS maintenance page you can select information about all part numbers of the system, the
ACARS system status and all information about the status of the VHF and Satellite communication system.
Finally you can do different types of system test.
5.2 ACARS OPERATION
Acars Main Menue

5.3 SATCOM INTRODUCTION
The satellite communication or SATCOM system has three main components. First, the satellites, secondly the
aircraft earth stations, abbreviated as AES and finally the ground earth station, or GES.
The SATCOM system provides reliable world-wide digital data transfer for ACARS, Cockpit Voice and telex
communications and Passengers Voice, telex and fax communications. All communication systems can use
SATCOM at the same time. Transmission and reception also work at the same time so that normal telephone
conversation is possible.
SATCOM uses 4 satellites in a geostationary orbit, which means that they are located about 23.000 miles or
36.000km above the earth surface. This provides a coverage between latitudes of 75 north and 75 south.
Over 255 SATCOM ground earth stations, world-wide, transmit and receive the data to and from the satellites.
5.3 SATCOM INTRODUCTION
SATCOM Components
5.4 SATCOM SYSTEM COMPONENTS
The aircraft earth station, AES is the part of the SATCOM system which is located onboard the aircraft. Its
architecture depends on the system manufacturer and the needs of the airline.
A typical system has a satellite data unit or SDU in short, a radio frequency unit, or RFU, a high power amplifier,
called HPA in short and a low noise amplifier and diplexer, abbreviated to LNA / DIP.
Finally it has a beam steering unit, BSU in short and an antenna.
The Satellite Data Unit is the heart of the SATCOM system and controls all the connections to other aircraft
systems, for example ACARS, pilots audio system and passenger telephone system.
It stores all satellite positions and frequencies, and automatically selects the nearest satellite dependent upon the
present position of the aircraft. Different functions and tests can be selected from the MCDU via the SATCOM
menu. Let us now see briefly how a satellite communication is done. First the SDU sends the communication data
to the RFU. It generates a carrier frequency of 1,6 GHz and modulates it with the data. After amplification in the
High Power and Low Noise Amplifiers the signal reaches the BSU and the antenna.
The SATCOM system uses either 1 topmounted or 2 sidemounted antennas on the upper part of the fuselage.
Both types are high gain antennas with several antenna elements. They transmit a steerable beam in the direction
of the satellite. The beam direction is controlled by the BSU dependent on the aircraft position and heading,
therefore the IRS must be functional if the antennas are to be used. The high gain antennas allow high data
transmission rates, which is necessary for normal SAT- COM operation.
Some systems also use a low gain antenna on top of the
fuselage, which transmits a fixed beam. This allows
only a low data rate communication, for example for
ACARS, but no voice communication. The advantage of
this antenna type is that it does not need a BSU nor
aircraft position data from the IRS.
Note that the concentrated beam of the SATCOM
antennas is high powered, so SATCOM must only be
used if no personnel or metal parts are near the
antenna. Refer to the maintenance manual for more
detailed information.
A received signal goes from the antenna to the
Diplexer which separates the transmission and reception
signals.
From the diplexer the data goes via the RFU to the
SDU, where it is demodulated and distributed to the
related systems.
6. EMERGENCY LOCATOR TRANSMITTER (ELT)
Emergency locator transmitters, or ELTs in short,

help search-and-rescue crews to find aircraft that
accidentally land away from an airport or ditch into
water.
Two different types of ELT are used in aircraft. The
first type is a fixed transmitter which is installed in
the upper aft section of the aircraft fuselage. The
second type is a portable buoyant type, which you
can find near the life rafts in the cabin ceiling.
All ELTs transmit two radio signals on international
emergency frequencies.
One signal at the VHF frequency of 121,5 MHz, and
the other at the UHF frequency of 243MHz. Both
radio signals are modulated with a swept-tone
signal.
UHF and VHF frequencies can only be received up to a distance of about 200 nautical miles, so a rescue crew can
only find the aircraft if it is located inside this range.
Therefore the fixed ELT transmits an additional signal at 406 MHz via a small antenna near the vertical stabilizer.
This signal can be received by satellites and allows world-wide loaction of aircraft. The signal contains information
about the aircraft type and tail-sign and if available also the last known present position.
The ELTs are powered by an internal battery for at least 48 hours.
The portable ELT becomes active when the battery comes in contact with water or when a small pin is removed
from the battery.
The fixed ELT is automatically activated when an internal g-switch detects an acceleration of more than 5 G in the
longitudinal axis. The fixed ELT can also be activated manually from a control panel on the cockpit overhead
panel. Note that for a test you must only switch on the ELT during the first five minutes of an hour for a maximum
of fifteen seconds. All other transmissions will start search and rescue operations immediately.
During the test you can hear the swept-tone signal when you tune the VHF communication system to 121,5 MHz.
Emergency Locator Transmitter

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HỌC VIỆN HÀNG KHÔNG VIỆT NAM

KHOA KỸ THUẬT HÀNG KHÔNG

RMP – Airbus A320

HF communications signal propagation

Wave Propagation & Modulation

Loudspeakers are used in the

A receiver has 3 main

Antennas are needed to receive or transmit the RF carrier.

Audio Control Panel – B757/B767

Audio Control Panel

the Forward Attendant Panel Decoder/Encoder

Passenger Entertainment System Main MUltipleXer

PA level may be adjustable via

VHF System Components

VHF System Components

Acars Main Menue

Emergency locator transmitters, or ELTs in short,

Emergency Locator Transmitter

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