(C) ATA 23 - Communication

AIRCRAFRT FUNDAMETAL
ATA 23 COMMUNICATION
VAR-66
Lufthansa Technical Training
ATA 23 COMMUNICATION
-Chc.nng.ca.h.thng.23.l.g?....Thng.tin.lin.lc.(.m.thoi.v.tin.nhn.) -Cu.to.h.thng.:.Interphone,.Radio.Communication,.H.thng.iu.tra.tai.nn.ELT. -Service.interphone.c.mc.ich.lm.g?... -8.v.tr.bn.phc.v.trong.qu.trnh.service.interphone. -iu.kin.c.service.interphone.(ground.mode.hoc..flight.mode.v.m.SIO.Service-interphone.override.) -Flight.interphone.c.mc.ch.lm.g?...Lin.lc.gia.cc.thnh.vin.ca.t.bay....phc.v.trong.qu.trnh.towing. -Cabin.interphone.c.mc.ch.lm.g?...Lin.lc.gia.t.bay.v.bung.tip.vin...Thng.bo.cho.hnh.khch....gia.cc.cabin. -Passenger.Address.System......C.5.u.tin.(t.bay.thong.bao.cho.HK)..(Tip.vin.thng.bo.cho.HK.v.an.ton...v.dich.v.).... (.thng.tin.gii.tr.tp.trung.)...(Thng.tin.gii.tr.cho.tng.ngi.) -C.my.dng.h.thng.Radio. +++.VHF..c.3.i..Lin.lc.ngn...Ti.a.200.dm. +++.HF.c.2.i +++.SATCOM.dng.VHF +++.ARCAS. -Chc.nng.ca.Audio.Control.Panel.....Bt.thu.pht....Ci.t.thit.b.thu.pht....iu.chnh.m.lng.thu. -Chc.nng.ca.Audio.Management.Unit....Khuych.i.v.la.chn.thit.b.m.tn... -Bng.ci.t.tn.s.Radio.Management.Unit....Ci.t.tn.s....dng..ci.t.v.chuyn.i.tn.s....phi.la.chn..tn.s.standby. ==>c.VHF.v.HF.ci.t.ti.y...ARCAS.th.t.ng.ci..y........C.nm.iu.chnh.HF.Sense...dng..iu.chnh..nhy.(*).v.ch c.tc.dng.vi.i.HF... -chn.ch..knh.ti.nt. +++.vng.to.l.iu.th +++.vng.nh.l.iu.tinh. -ci.nm.vn.th.1.ln.l.chuyn.0.25.MHz -ACARS...Thng.tin.h.thng.my.bay.v.ly.t.CMC....Thng.tin.t.v.tr.v.ly.t.IRS....cp.nht.thng.tin.cho.ARCAS.thng.qua.MCDU (bn.phm.ca.MB) -Cockpit.voice.recorder....c.3.ghi.m.t.thoi.v.1.ghi.m.ting.ng.t.bung.li.....Phi.cng.KHNG.th.xa.c...tn.s.kim.tra.l. 400hz -My.pht.tn.hiu.khn.cp....Khi.ri.xung.nc.l.dng.dung.mi.l.nc..kch.hot....Khi.ri.trn.cn.l.dng.l.xo.k.ni.vi. cng.tc.ngun.,kch.hot......thi.gian.pht.lin.tc.l.48hrs...c.ly.pht.ti.a.200.dm.vi.iu.kin.l.trn.mt.t.hoc.mt.nc.... nu...su.8km.s.ch.cn.120-125m.
ISS 01 REV 02 DATE 30MAR2010
For Training Purposes Only
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COMMUNICATION INTRODUCTION
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FUNDAMENTALS ATA 23 Lesson 1
Aviation College
INTRODUCTION
SYSTEM OVERVIEW
In this unit we will show you the communication systems of modern aircraft. We can divide the systems into three groups. The systems for the communication inside and outside the aircraft are called the Interphone and passenger address systems. The radio communication systems are called the VHF system, the HF system, the Satcom system and the ACARS system. Finally two systems are used for accident investigation. These are the voice recorder and the Emergency Locator Transmitter or ELT in short. The interphone system allows communication between the cockpit and other areas of the aircraft, for example for maintenance. The passenger address system allows the flight and cabin crew to give announcements to the passengers, for example for flight safety. The VHF communication system allows communication via radio signals over a distance of up to 200 nm, for example with Air Traffic Control or other aircraft. The HF system allows communication over long distances, because HF radio signals are reflected by the ionosphere of the earth. The Satellite Communication system, SATCOM, allows the cockpit crew to communicate over the whole world. It is also used by any passenger pay-phone services on board the aircraft. ACARS stands for aircraft communication, adressing and reporting system. It allows exchange of information like flight and maintenance data between aircraft and the ground. It uses VHF or SATCOM for communication with the ground station. The Cockpit Voice Recorder System or CVR stores all communications of the flight crew for later accident or incident investigations. The Emergency Locator Transmitter, or ELT in short can help to find the location of the airplane after an accident. The main components of the communication systems are located in the cockpit: On the pedestal, both pilots are provided with a radio management panel, or RMP in short, for frequency selection of the radio communication systems and
an audio control panel, or ACP in short, to select the different systems for the headphone and microphone. Additional control functions for the communication systems are located on the overhead panel and in the cabin.
We have three the communication systems of modern aircraft. +++. 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. +++. Two systems are used for accident investigation. These are the voice recorder and the Emergency Locator Transmitter or ELT in short.
ACARS uses VHF or SATCOM for communication with the ground station.
-Thng.th.khi.thng.thoi.ngi.ta.hay.dng.flight.interphone. -Nu.flight.interphone.c.vn..th.mi.s.dng.service.interphone. -C.2.jack.cm.ca.service.v.flight.gn.nhau.ngay.ti.nose.gear. -Din.tch.ca.MB.kh.ln.nn.mi.cn.thit.lp.knh.thng.tin. service.interphone.v.c.8.jacks.xung.quanh.v.tr.ngoi.MB. support.
HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl
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-H.thng.lin.lc.trn.MB: +++.Interphone:.Lin.lc.ni.b.MB +++.Passenger.Address:.Lin.lc.vi.khch.hg -H.thng.lin.lc.thng.qua.Radio +++.VHF:.sng.siu.cao.tng +++.HF:.sng.cao.tng +++.SATCOM:.v.tinh +++.ACARS:.theo.tuyn.ring.ca.tng.hng.MB -H.thng.iu.tra.s.c.tai.nn:.dng.cho.thng.tin.n.t.chc .tm.kim.cu.nn.v.tm.kim. +++.Voice.Recorder: +++.ELT:.Emergency.Location.Transmitter
Figure 1
System Overview
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COMMUNICATION INTRODUCTION RADIO FREQUENCIES
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Aviation College
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.
Any kind of communication needs 2 things. +.The first is the information you want to exchange +.The second is the carrier of the information.
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Figure 2
Radio Frequencies
Page 5
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radio frequencies cont. All other aircraft communication systems need a wireless carrier to allow communication during flight. This carrier is a Radio Frequency or RF signal. The radio frequencies that are used in aviation are divided into 8 frequency bands. The Very Low Frequency, or VLF, band ranges up to 30 kHz. This band is only used in military communication systems as a radio frequency but it is also used for audio signals which you will see later. The Low Frequency, or LF band is between 30 kHz and 300 kHz. It is not used It is not used for aircraft communication systems, but is used for aircraft communication systems, but is used by public radio stations and the by public radio stations and the ADF navigation system. 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. S dng trong h thng HF Communication The High Frequency, or HF band, is between 3 MHz and 30 MHz. It is used by Cho php truyn khong cch xa. the HF communication system and allows communication over long distances. The Very High Frequency, or VHF band, is between 30 MHz and 300 MHz. It is S dng trong h thng VHF Communication used by the VHF communication system which allows communication over disCho php truyn khong cch khng xa tances up to 200 nm. It is also used by navigation systems like the VOR and VHF Omni-Range ILS systems. The Ultra High Frequency, or UHF band, is between 300 MHz and 3000 MHz used by radar systems like DME, ATC and the GPS navigation system. 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. used by the satellite communication system The Super High Frequency, or SHF band, is between 3 Ghz and 30 Ghz. It is used by the weather radar and radio altimeter which belong to the navigation systems. 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.
-.di.bc.sng.l.qung.ng.lan.truyn.ca.sng.in.t.trong.mt.chu.k -.di.bc.sng.=.vn.tc.(c=3.10^8).x.Chu.k.(T)
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tng in li
< For Training Purposes Only
Figure 3
Frequency Bands
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COMMUNICATION INTRODUCTION WAVELENGTH
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AC - in xoay chiu
Aviation College
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.
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Figure 4
Wavelength
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COMMUNICATION INTRODUCTION WAVE PROPAGATION & MODULATION
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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.
-Tn.hiu.tng.s.thp.khng.th.lan.truyn.xa.c -iu.bin.l.thay.i.bin..ca.tn.s.sng.mang.theo quy.lut.thay.i.bin..tn.hiu.m.thanh -iu.tn.l.thay.i.tn.s.ca.

-iu.bin.l.g -iu.bin.l.g: When the amplitude of the carrier wave
is varied, this is called Amplitude Modulation, or AM in short. -iu.tn.l.g: When the frequency of the carrier wave is varied, this is called Frequency modulation, or FM in short.
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Figure 5
Wave Propagation&Modulation
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COMMUNICATION INTRODUCTION AUDIO COMPONENTS
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Aviation College
For communication in aircraft we need two general components for nearly all systems: Microphones transfer the acoustic information into an electrical signal. Loudspeakers transfer the electrical signal back into acoustical information. Different types of microphone are used in the cockpit. An area microphone is used by the voice recorder to record the general cockpit sounds a hand--held microphone is used for announcements to the passengers and integrated microphones are contained in the oxygen mask or the headset. These are called the boomset.
+ Microphones chuyn tn hiu m thanh sang tn hiu in + Loudspeakers chuyn tn hiu in tr li tn hiu m thanh
The BOOMSET are: + 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 + Integrated microphones are contained in the oxygen mask or the headset.
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boomset
Figure 6
Audio Components
Page 13
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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.
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Figure 7
Audio Components
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COMMUNICATION INTRODUCTION RADIO COMPONENTS
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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. Radio.Frequency A transmitter has 3 main components: S an oscillator, which generates the RF--carrier frequency, dependent on the selected frequency on the radio control panel S a modulator, where the audio information is coupled to the RF--signal with either an AM or FM modulation and finally S a power amplifier which generates the necessary power to transmit the signal. This power is, for example, about 25W in the VHF system and about 400 W in the HF system.
For radio communication we need additional components: + antennas + transmitter + receiver
transceiver = transmitter + receiver

A transmitter has 3 main components: + An oscillator + A modulator + A power amplifier
My.to.dao.ng
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COMMUNICATION INTRODUCTION -C.2.vng. +++.Vng.to.l.iu.khin.trn.du.phy +++.Vng.nh.iu.khin.sau.du.phy.
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121.500 My.to.dao.ng
-B.tip.nhn.m.thanh -B.iu.ch -B.khuych.i.cao.tn -Antenna
-c.2.cch.ci.t: +++.Bng.tay:.Khi.i.sn.bay.hoc.i.ng.bay. +++.Thng.qua.my.ch..ci.t.sn Figure 8

Transmitter Components
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radio components cont. A receiver has 3 main components: A receiver has 3 main components: + A tuning circuit. S a tuning circuit which selects only one frequency from the total antenna out- + A demodulator. put. This frequency is selected on the control panel. + An audio amplifier. S a demodulator which recovers the audio signal from the RF signal and S an audio amplifier which generates the necessary power for the audio equipment.
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-Tn.hiu.i.v.l.tn.hiu.iu.bin -B.lc.tn.s -Tn.hiu.cao.tn -B.iu.bin. -B.khuych.i.m.tn -Loa
Figure 9
Receiver Components
Page 19
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radio components cont. Antenna.s.hot.ng.tt.khi.chiu.di.ti.thiu.bng.1/4.bc.sng 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.
+ The VHF COM frequency range is between 118 MHz and 137 MHz ==>a wavelength between 2.5 m and 2.19 m ==>The required antenna length should be between 55 cm and 64 cm. + The frequencies of the HF communication system range from 2 MHz to 30 MHz. ==>the length of the antenna should be between 2.5 m and 37.5m. ==>
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-Bc.sng.ln.==>.di.bc.sng.di.hn.==>antenna.di.hn -B.tr.khng.chuyn.mch.antenna..antenna. ngn.hn.nhng.c.th.thu.pht.dc.di.tn.HF
Pht.my.bay.pha.trn.v.v.tinh
Pht.cho.i.dn.ng
Figure 10
Antennas
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Cp.ng.trc
Aviation College
radio components cont. The connection between the transceiver and the antenna is made by special feeders, called RF lines. Two different types are used in aircraft. The first type is a co--axial cable type which is used up to frequencies of 3 GHz. It has an inner conductor which carries the RF and an outer conductor which is grounded. A filler material insulates both conductors from each other. The second type are waveguides. These are used above 3 GHz and are special feeders for radar frequency signals. All RF lines must only be handled by specially trained personnel according to the instructions in the maintenance manual. Note that transport of the radio signals is disturbed by deformations of the RF-lines. Water in the RF line and corrosion of the contacts will do the same.
RF.(Radio.Frequency).lines..c.2.loi: +++.Co-axial.Cable....S.dng.cho.tn.s.di.3GHz +++.Waveguide....S.dng.cho.tn.s.trn.3Ghz
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-S.dng.trn.3GHz -Do.nu.dng.dy.ng.s.to.ra.b.mt.bc.x.gy.nhiu. ==>Truyn.trong.mi.trng.cch.in.thng.qua.ng.dn.sng
-Cho.php.lm.vic.di.3GHz
-Lm.nhiu.dy.d.un.v.tui.th.ca.dy
Figure 11
RF Lines
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radio components cont. Aircraft are equipped with static dischargers at all sharp trailing edges of the airframe. In these areas the friction with air during flight generates static electricity. This static electricity must continously be discharged to prevent build--up of high voltages on the fuselage, because this would damage electronic equipment and disturb reception of radio signals. The maintenance manual states how many static dischargers must work properly to guarantee correct operation.
Friction:...Lc.ma.st Static.discharger:....B.phng.in.tch.tnh Disturb:...Nhiu.lon. Reception.of.radio.signals:...Thu.sng.radio. Static.Dischargers...... +++.At.all.sharp.trailing.edges.of.the.airframe. +++.The.static.electricity.must.continously.be.discharged to.prevent.build-p.of.high.voltage.on.the.fuselage ==>damage.electronic.equipment.and.disturb.reception. of.radio.signals
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-Gy.nhiu: +++.in.trng.trn.1000V.s.bc.x.ra.sng. in.t.gy.nhiu.sng.v.tuyn. ==>x.bt.ra ==>s.dng.chi.phng.in.ti.mp.cnh,. ui.thng.bng.ngang.v.ui.ng
-Chi.phng.in.
Figure 12
Static Dischargers
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COMMUNICATION AUDIO SYSTEM
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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. The panels (ACP) for ..... Each crew member has an audio control panel, or ACP in short, to select the +++.The captain and the first officer are located on the pedestal necessary communication channel for their own audio equipment. +++.The third crew member is either on the overhead panel or located on the The panels for the captain and the first officer are located on the pedestal and pedestal. the panel for the third crew member is either on the overhead panel or located +++.The fourth audio control panel in the cockpit and even one in the avionic on the pedestal. In some aircraft types you can also find a fourth audio control compartment (In some aircraft types) panel in the cockpit and even one in the avionic compartment The audio equipment for each cockpit crew member consists of a headset, the oxygen mask microphone has priority over the boomset microphone when the mask is in use. boomset and microphones inside the oxygen mask and in a handheld version. -Kt.cu.h.thng.qun.l.m.thanh.gm: Note that the oxygen mask microphone has priority over the boomset microphone when the mask is in use. +++.Audio.Control.Panel.:.dng.. To use the boomset again you must first restore the oxygen mask in the stowChn.thit.b.no..lin.lc age box and reset the oxygen mask flag. Bt.ch..pht,thu. Loudspeakers make the selected audio audible in the whole cockpit. The pilots iu.chnh.m.lng. can adjust the audio volume with a control knob near the loudspeaker or on the (.KHNG.c.iu.chnh.tn.s.) audio control panel.
Audio Management Unit.(AMU) +++...connects the audio equipment of ..... +The captain +The first officer +A third crew member .with.......................................... +The radio communication +Navigation systems. +++...allows each crew member to communicate with the other flight crew members via the flight inter-phone system. +++...the cabin inter-phone system is and for communication with maintenance staff at connections in several areas of the aircraft the service inter-phone system is used. +++...the passenger address system, or PA system in short, allows the pilots to make announcements to the passengers +++...the AMU transfers all relevant signals.(tn.hiu.lin.quan) to the cockpit voice recorder
+++.Audio.Management.Unit...(AMU).:.dng." Khuych.i.theo.yu.cu.ca.Audio.Control.Panel Nhn.thng.tin.t.:. ==>Interphone.System:.Flight,Cabin.v.Service. ==>Audio.Management.System.:.
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COMMUNICATION AUDIO SYSTEM -C.3.b.i.VHF.gm:. Left,Right.:.Dng.cho.Captain.v.F/O Center.:.Dng.cho.d.phng.hoc.ACARS
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-Rt.l.xo.bt.nt..active.ch..thu. -iu.chnh.m.lng.bng.cch.xoay.nt.ny
-Nhn.vo.nt.v.hin.ra.3.vch. xanh.th.lc..sn.sng.pht.
Loudspeaker For Training Purposes Only
Handheld Microphone
Figure 13
Audio Management System

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COMMUNICATION AUDIO SYSTEM AUDIO CONTROL PANEL
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The ACPs allow a separate selection of reception and transmission channels. The transmission selection is done by pushbuttons. Only one system can be selected at a time which is shown by a light in the selected pushbutton. For the reception selection you must release the corresponding rotating knob by pressing on it. After the knob is released you can now select the audio volume. It is possible to select more than one system at the same time. With a sidetone you can always monitor the transmitted audio with the reception channel. For the communication systems you can select the reception and transmission function but for the navigation systems only a reception is possible. There are 3 VHF transceiver selectors for radio communication, for the left, center and right systems. In other aircraft they are called systems 1, 2 and 3. There are 2 HF transceivers for radio communication. These are either the left and right systems or systems 1 and 2. The Flight interphone knob selects the channel to communicate with the other flight crew members. The Cabin knob selects the cabin interphone channel to communicate with the cabin crew. You can also select the service interphone function when the aircraft is on ground. The PA knob selects the Passenger Address system to allow announcements to the passengers. The satcom knob selects the satellite communication system to allow telephone calls. Audio information from the navigation systems is needed to identify the selected station by Morse code and to get additional voice information. You can select the VOR or ADF navigation system and the ILS or marker beacon system. You can influence the received signals using the filter selector. When the switch is in the V--position you will only receive the voice information and in the R position, which stands for range, you will only receive the identification code. In the B position you receive both audio signals at the same time. You will learn more about this subject in the navigation unit.
The audio control panel also has a radio transmission or RT switch with 3 positions. The switch position decides whether you transmit or receive audio with the selected communication system. In the center position the selected communication system is in the reception mode, so you can hear the received audio from the system. The spring loaded up position selects the transmission mode. This is also called the push to talk or PTT function. You need to activate this switch when you want to use the microphones in the boomset or oxygen mask. Only the handheld microphone has its own push to talk switch. In the Interphone position the microphones are permanently connected to the flight interphone system, so the pilots can talk to each other independently of the other selections. All modern audio control panels have basically the same functions. Our example is used in modern long distance Boeing aircraft and you can find this panel on long distance Airbus aircraft. This audio control panel is used in short distance Boeing aircraft, therefore it has no switches for the HF and SATCOM systems. One main difference on the 2 panels on the right is that a Voice Only push button controls the audio filter. Pressing the switch cancels the Morse code so this corresponds to the V position of the filter selector on the left panel. Instead of the radio transmission position of the switch on the audio control panels the pilot can also use a push to talk switch on the control wheelor sidestick. On some control wheel switches you also can also select the permanent interphone position.
VOR: VHF Omni-Range ADF: Automatic Direction Finder (My nh hng t ng)
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COMMUNICATION AUDIO SYSTEM -C.nt.pht.dc.b.tr..Side.Stick.hoc.cn.li -Pht.l.nhn.vo.v.ht.pht.l.nh.ra
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-R/T.:.Radio.Transmitter.:.Ch..pht.tn.hiu.sng.v.tn -INT.:.Pht.ni.b.trong.A/C -Khi.gt.ln.s.t.ng.tr.li.gia.Khi.gt.xung.th..nguyn
-iu.thu.b.tr.trong.trng.hp .nghe.thng.tin.qun.l.sn.bay
You can influence the received signals using the filter selector. + The V-position you will only receive the voice information + The R position, which stands for range, you will only receive the identification code. + The B position you receive both audio signals at the same time.
Figure 14
Audio Control Panel

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audio control panel cont. If there is a malfunction in Captains or first officers transmission or reception circuits in the AMU or ACP they can transfer their audio equipment to the circuits of the third crew member. This is done with a transfer switch usually located on the overhead panel. After the transfer the pilot must use the audio control panel of the third crew member.
AMU:....Computer ACP:.....Control.Panel
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-Nu.bng.ca.Captain.hng.s.chuyn.v.bng.d.phng -C.3.bng.Captain,F/O,v.3rd.Crew.Member. (gm.CAPT3.v.F/O3)
Handheld Microphone
Figure 15
Audio Switching
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COMMUNICATION AUDIO SYSTEM INTERPHONE SYSTEMS
Ameco
Beijing
Aviation College
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.
-Flight.Interphone.:. Gia.cc.thnh.vin.trong.cockpit Trong.qu.trnh.ko.dt.my.bay.vi.ngi.ko.dt.my.bay -Cabin.Interphone.:. T.bay.gi.tip.vin..khoang.hnh.khch. Tip.vin.trng.gi.ln.Cabin. Tip.vin.gi.gia.cc.bung.vi.nhau. -Service.Interphone.:. Khi.di.mt.t.v.CNG.B.NN. Gia.ngi.lm.my.bay.vi.ngi.ngi.trong.cockpit.......
-Fight.mode: +++.Khi.ang.bay +++.Khi.kch.cng.my.bay..bo.tr ==>Service.Interphone.khng.hot.ng ==>S.dng.Service.Interphone.Override..s.dng li.Service.Interphone
C.8.v.tr.Interphone -Bung.Avionic.v.Cng.mi.l.1 -Sau.thn -Bung.cng.chnh -2.ng.c. -2.Cnh -Bung.APU
-Hnh.thc.lin.lc.thuc.dng.hu.tuyn.(C.dy)
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Ameco
Beijing
Aviation College
-Khi.cng.b.nhc.ln.==>ang..Flight.mode -Dng.nt.ny..override.v.bt.li.ch..Service.Interphone.System
SVCE INT OVRD
Handheld Microphone
Figure 16
Interphone System
Page 33
COMMUNICATION AUDIO SYSTEM PASSENGER ADDRESS SYSTEM
Ameco
Beijing
Aviation College
The purpose of the passenger Address system, or PA System in short, is to give information to the passengers. Information can come from the cockpit or cabin crew or from a tape player used for pre--recorded announcements. Also, when available, boarding music can be played in the cabin. Finally, the PA system generates chimes as attention getters. The PA system uses PA amplifiers, which are located in a separate unit or part of a modern cabin communication systems called, for example, CIDS or ACESS The PA amplifier give the inputs a different priority to prevent a mixture of the audio signals. The highest priority is the input from the cockpit crew and the second priority is the purser followed by the other cabin crew members. The fourth priority is the pre--recorded announcements and the least important input is the boarding music. The PA system also generates chimes as attention getters. They are not included in the priority circuit, so they will always sound in addition to other audio. A high chime sounds when a passenger calls the cabin crew and a High -- Low chime sounds when one cabin crew member calls another crew member or the cockpit. A Low chime comes on when the Fasten Seatbelt or No Smoking signs are switched on. The PA amplifier can increase the audio volume to make sure that all announcements can be heard clearly by the passengers. First, the output increases when an engine is started, usually detected by the engine oil pressure switch. The volume level is further increased when the oxygen masks are released after a cabin decompression, triggered by the fourteen thousand feet pressure switch.
+++Passenger.Address.System:.H.thng.thng.bo.trao.i.vi.KH -Thng.tin.bng.hnh.nh...(VD:..K.hiu.hnh.nh....) -Thng.tin.bng.ngn.ng...(VD:...Loa...) -Thng.tin.thng.qua.cc.chng.trnh.t.ng -Boarding.music -generates.chimes.as.attention.getters....(pht.ra.ting.chung.cnh.bo) . +++Information.can.come.from:.. -from.the.cockpit -from.the.cabin.crew -from.a.tape.player.used.for.pre-recorded.announcements CIDS:.......Cabin.Intercommunication.Data.System
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 +The second and the third priority is the purser followed by the other cabin crew members. +The fourth priority is the pre-recorded announcements +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 +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.
Page 34
Ameco
Beijing
Aviation College
Mch.khuych.i.m.thanh
-1..Thng.tin.t.t.bay.n.cabin ==>Cockpit.thng.bo.khi.ang.i.vo.vng.tri xu,.... -2..Thng.tin.t.tip.vin.n.hnh.khch ==>T.tip.vin.thng.bo.thng.tin.dch.v. -3..Thng.tin.t.hnh.khch.n.tip.vin ==>Hnh.khch.cn.gp.tip.vin -4..Nm.trong.chng.trnh.bnh.thng. ==>Mt.b.phim.hay.ca.nhc.... -5..La.chn.ring.ca.khch.hnh.trong.dch.v ==>Khch.hng.chn.ring.chng.trnh.trong kho.d.liu.gii.tr. Figure 17
Passenger Address System

Page 35
Ameco
Beijing
Aviation College
passenger address system To make a PA announcement from the cockpit the pilot must press the PA push button on the audio control panel. On some aircraft types this pushbutton must be held for the duration of the announcement. Often there is an additional handset especially for PA announcements. This bypasses the audio control panel. All PA audio can be heard by the pilots when the PA knob is released. With this sidetone the pilot can check that his own announcement is transferred to the cabin loudspeakers and that cabin crew announcements are not interrupted
Page 36
Ameco
Beijing
Aviation College
Figure 18
PA System
Page 37
COMMUNICATION AUDIO SYSTEM COCKPIT VOICE RECORDER SYSTEM
Ameco
Beijing
Aviation College
The cockpit voice recorder or CVR in short is a very important component for evaluation of aircraft incidents or accidents, because it keeps a continuous record of all cockpit crew communications and sounds in the cockpit. Two different types of voice recorders are presently in use. The analogue tape recorder stores the last 30 minutes of the flight on an endless tape. Older recordings are automatically erased. The digital solid state recorder stores the last 120 minutes of the flight in memory. Here previous recordings are also automatically overwritten. The cockpit voice recorder system usually has the following components: S the recorder itself which is located near the flight data recorder usually in the tail section of the aircraft S a control panel usually located on the overhead panel and S an area microphone which is either located on the control panel or in a separate location On the front of the recorder you can find an underwater Locator Beacon. The cockpit voice recorder has four audio inputs. 3 inputs come from the audio management unit and correspond exactly to the audio which the flight crew hear in their headphones. As all transmissions are also repeated in the headphones the recording contains the reception and transmission. The 4. input is the general cockpit sounds from the area microphone. The voice recorder starts recording automatically when one engine is started or when the aircraft is in--flight at the latest. The recording stops 5 minutes after shutdown of the last engine on the ground. With the erase switch on the control panel you can erase the complete recording when the aircraft is on the ground and the parking brake is set. This is to keep the privacy of the crew. You can test the voice recorder by pressing the test push button on the control panel. This starts the recorder and records a test signal on all four channels. In many aircraft types you need to activate the recorder power with the ground control switch first. During the test the pointer in the meter must deflect to the green area or a status indicator must indicate pass. In modern aircraft the test is usually done with the central maintenance computer system.
You can monitor a test recording when you connect a set of headphones to the jack on the panel.
-Mt.trong.nhng.h.thng.iu.tra.tai.nn.v.thanh.tra.bay -Thit.b.ghi.m.thanh.bung.li...Gm.chc.nng: +++.Ting.ng.v.cuc.ni.chuyn +++....... -Ghi.c.30.pht.v.ghi.cun.chiu. -Khng.h.tr.ghi.hnh.nh.

-Ch..ghi.t.ng -Ch..ghi.bng.tay
Two different types of voice recorders are presently in use +The analogue tape recorder stores the last 30 minutes +The digital solid state recorder stores the last 120 minutes of the flight in memory
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 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 recording stops 5 minutes after shutdown of the last engine on the ground. With the erase switch on the control panel you can erase the complete recording when the aircraft is on the ground AND the parking brake is set.
Page 38

C.4.ng.ghi.vo.Recorder.System -Captain -F/O -3rd.member -Ghi.ting.ng.cockpit
Ameco
Beijing
Aviation College
Figure 19
Cockpit Voice Recorder System

Page 39
COMMUNICATION VHF COMMUNICATION
Ameco
Beijing
Aviation College
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.
+ The VHF communication system is used for short distance voice and data communication with ground stations or other aircraft.
-VHF -HF -SATCOM -ACARS
-VHF1:Captain -VHF2:F/O -VHF3:use.for.ACARS

Page 40
Ameco
Beijing
Aviation College
Figure 20
VHF Communication System

Page 41
COMMUNICATION VHF COMMUNICATION SYSTEM COMPONENTS
Ameco
Beijing
Aviation College
Modern aircraft have 3 independent VHF systems. Two systems are a minimum requirement for commercial flights. System #1 is normally used for the captains voice communication and System #2 for the first officer voice communications. s 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.
+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 +System #2 for the first office's voice communications. +System #3 is normally used for the ACARS system, but it could also be used for voice communication if one of the other systems fail.
Page 42
Ameco
Beijing
Aviation College
-Gia.MB.vi.MB -Gia.MB.vi.Sn.bay -Khong.cch.khong.350km
Figure 21
VHF System Components

Page 43
Ameco
Beijing
Aviation College
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.
The VHF communication systems are controlled +by radio management panels (RMP) which allow frequency selections +by audio control panels (ACP) which allow audio selections.
You can hear a received signal with your audio equipment when you select: + the knob on the ACP + the correct frequency on the RMP.
Page 44
Ameco
-ang.pht -S.dng.tn.s.iu.bin.
Beijing
Aviation College
Figure 22
VHF System Components

Page 45
COMMUNICATION VHF COMMUNICATION RADIO MANAGEMENT PANEL
Ameco
Beijing
Aviation College
The Radio Management Panel is the component where you make frequency selections for the VHF and HF radio communication systems. Each RMP can control any system. The selected system is shown by the light in the pushbutton. During normal operation the captain panel controls the VHF and HF number 1 s 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.
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.
+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 push-button 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. All RMPs are constantly updated by each other. When you activate a frequency on one RMP it is also visible on the other RMPs
SYSTEM OPERATION
For Training Purposes Only Let now see an example of how to establish a connection to a VHF ground s 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.
Page 46
Ameco
Beijing
Aviation College
-Khong.cch.lin.lc.xa..C.th.ln.n.1200km.(Trong.khi.VHF.tm.300km) -Truyn.tt.trong.thi.tit.tt. -HP.Sense.Trip:...nhy.ca.my.thu -Tn.hiu.nh.nht.m.a.vo.my.thu.m.vn.cn.thu.c.
VHF.khng.c.iu.chnh..nhy.ny.
-HF:.Phn.x..tng.in.ly -VHF:.C.phn.x.nhng.khng.bng.HF
Figure 23
Radio Management Panel & Operation

Page 47
COMMUNICATION HF COMMUNICATION
Ameco
Beijing
Aviation College
HF COMMUNICATION
INTRODUCTION
The HF communication system is used for long distance communication. HF communication systems are installed on many long distance aircraft for world wide communication. The ionosphere around the world is used as a reflector for the radio signals to reach areas outside the line of sight. Unfortunately the Ionosphere changes its conditions. For example the intensity of sunlight determines the quality of reception. In modern aircraft types the SATCOM system replaces the HF system, because it guarantees a reliable long distance communication.
The HF communication system is used for long distance communication.
intensity of sunlight: cng nh sng
Page 48
Ameco
Beijing
Aviation College
-HF:.Phn.x..tng.in.ly -VHF:.C.phn.x.nhng.khng.bng.HF
Figure 24
HF Communication
Page 49
COMMUNICATION HF COMMUNICATION HF SYSTEM COMPONENTS
Ameco
Beijing
Aviation College
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.
+ Usually two independent HF communication systems are installed in long distance aircraft. + located in the avionics compartment + an antenna which is usually located in the leading edge of the vertical stabilizer.
Page 50
Ameco
Beijing
Aviation College
Figure 25
HF System Components
Page 51
Ameco
Beijing
Aviation College
HF system components cont. The HF transceiver has a transmitter and receiver that functions in the same way as the VHF transceiver. Transmission happens with an output power of 200 to 400 W. The frequency and system selection on the RMP is done in the same way, as for the VHF system. The HF frequency range is from 2 MHz to about 25 MHz in steps of 1 or 0.1 kHz. With the AM pushbutton on the RMP you can select two different operational modes for HF. When the push button is pressed the first time the AM mode is selected. AM stands for amplitude modulation. This mode transmits the modulated signal via a carrier. When the push button is pressed again the default SSB mode is selected. SSB stands for single side band. This mode transmits the modulated signal without a carrier, giving a better transmission efficiency. With the HF sensitivity selector knob on the RMP you can adjust the sensitivity of the reception. Note that some RMP types have a SQL knob instead. Here you can select the squelch level which is the level for the noise suppression. On older aircraft types you can find a separate HF control panel with the same control functions as described for the RMP. The antenna coupler must tune the antenna to the selected HF frequency before you can start any transmission. Reception is always possible without a new coupler tuning. Briefly pressing one of the push--to--talk switches for the first time will start the tuning. You can hear a 1 kHz tone as long as the tuning lasts. The tuning is very fast in modern systems but older systems need up to 10 seconds. When the antenna coupler has completed the tuning, the 1 kHz tone stops, and you can start transmission by pressing the push--to--talk switch a second time. You can monitor the correct transmission with the sidetone when normal transmitting power is available.
Page 52
Ameco
Beijing
Aviation College
-Tng.h.s.khuych.i -Gim.tp.m.
Audio.Control.Panel
-Mun.thu.tt.th.in.tr.mch.vo.phi.tng
Figure 26
HF System Components
Page 53
COMMUNICATION HF COMMUNICATION SYSTEM OPERATION
Ameco
Beijing
Aviation College
From what you have learned in the VHF lesson and in this lesson you should be able to do the necessary steps to establish HF communication. With the first step connect your audio equipment to the HF system # 1. On the audio control panel you have now connected the audio equipment to the transmission and reception channel of HF #1. You have selected the HF system #1 to AM mode on the RMP. The selected frequency is now shown in the standby frequency window. When the frequency is activated you must first check if this frequency is busy before you start a transmission. Lets assume that no communication is in progress, so that you can start tuning the antenna coupler. Pressing the radio transmission or push--to--talk switch the first time after a new frequency selection tunes the transmitter and the coupler to the new frequency. When the tuning tone has stopped you can start your communication with the selected ground station.
Page 54
Ameco
Beijing
Aviation College
3,495
18.530
Figure 27
HF System Operation
Page 55
COMMUNICATION ACARS
Ameco
Beijing
Aviation College
ACARS
-Lin.lc.theo.tuyn
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 uses (+ The VHF Communication system #3 OR + The Satellite Communication system) AND + dependent on the aircraft location.
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. HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl
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COMMUNICATION ACARS
Ameco
Beijing
Aviation College
-Thng.l.thng.bo.t.MB.n.ni.ch.trong.trng.hp.thiu.hoc.h.ph.tng.
Figure 28
Acars Overview
Page 57
COMMUNICATION ACARS ACARS OPERATION
Ameco
Beijing
Aviation College
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 #3if 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. 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. HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl Page 58
COMMUNICATION ACARS
Ameco
Beijing
Aviation College
Figure 29
Acars Main Menue

Page 59
COMMUNICATION ACARS SATCOM INTRODUCTION
Ameco
Beijing
Aviation College
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 provis des 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.
SATCOM +First, the satellites +Secondly the aircraft earth stations, abbreviated as AES +Finally the ground earth station, or GES.
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COMMUNICATION ACARS
Ameco
Beijing
-Mt.s.tn.s.dng.cho.khn.cp. -Mt.s.tn.s.dng.cho.ACARS
Aviation College
Figure 30
SATCOM Components
Page 61
COMMUNICATION ACARS SATCOM SYSTEM COMPONENTS
Ameco
Beijing
Aviation College
The aircraft earth station, AES is the part of the SATCOM system which is located onboard the aircraft. It architecture depends on the system manufactus rer 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 SATCOM 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. HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl Page 62
COMMUNICATION ACARS
Ameco
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Aviation College
B.iu.khin. quay.bc.sng B.khuych.i. iu.bin.cng sut.ln Figure 31

SATCOM System Components

Page 63
COMMUNICATION ACARS
Ameco
Beijing
Aviation College
EMERGENCY LOCATOR TRANSMITTER (ELT) -My.pht.nh.v.khn.cp

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.
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 + The other at the UHF frequency of 243MHz. 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 + 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. + can also be activated manually from a control panel on the cockpit overhead panel.
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COMMUNICATION ACARS
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Beijing
FUNDAMENTALS ATA 23 Lesson 5 -Ri.trn.t.lin: +++.c.1.cht..c.th.bt.l.xo.ra.do.xung.lc mnh.khi.chm.t.
Aviation College
-Ri.xung.bin: +++.Nu.ri.1.cc.th.vn.cn.ni.lp.l.trn.mt.bin ==>Pht.ti.a.200.dm.trong.2.tn.s.121.5MHz.v.243MHz +++.Nu.chm.xung.y. ==>t.3-5km.vn.c.th.pht.dc.v.bn.knh.l.120m
MB.tm.kim
V.tinh
Figure 32
Emergency Locator Transmitter

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COMMUNICATION ACARS
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Aviation College
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Page 66
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TABLE OF CONTENTS
ATA 23 COMMUNICATION . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADIO FREQUENCIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . WAVELENGTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WAVE PROPAGATION & MODULATION . . . . . . . . . . . . . AUDIO COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADIO COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUDIO MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . AUDIO CONTROL PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . INTERPHONE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . PASSENGER ADDRESS SYSTEM . . . . . . . . . . . . . . . . . . COCKPIT VOICE RECORDER SYSTEM . . . . . . . . . . . . . VHF COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . RADIO MANAGEMENT PANEL . . . . . . . . . . . . . . . . . . . . . SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF COMMUNICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS ACARS INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SATCOM INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . SATCOM SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . EMERGENCY LOCATOR TRANSMITTER (ELT) . . . . . . 56 56 58 60 62 64
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2 2 4 8 10 12 16 26 26 28 32 34 38 40 40 42 46 46 48 48 50 54
Aviation College
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TABLE OF FIGURES
Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Radio Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frequency Bands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wavelength . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wave Propagation&Modulation . . . . . . . . . . . . . . . . . . . . . . Audio Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Audio Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmitter Components . . . . . . . . . . . . . . . . . . . . . . . . . . . Receiver Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RF Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Static Dischargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Audio Management System . . . . . . . . . . . . . . . . . . . . . . . Audio Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Audio Switching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Interphone System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Passenger Address System . . . . . . . . . . . . . . . . . . . . . . . PA System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cockpit Voice Recorder System . . . . . . . . . . . . . . . . . . . . VHF Communication System . . . . . . . . . . . . . . . . . . . . . . VHF System Components . . . . . . . . . . . . . . . . . . . . . . . . . VHF System Components . . . . . . . . . . . . . . . . . . . . . . . . . Radio Management Panel & Operation . . . . . . . . . . . . . . HF Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF System Components . . . . . . . . . . . . . . . . . . . . . . . . . . HF System Components . . . . . . . . . . . . . . . . . . . . . . . . . . HF System Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Acars Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Acars Main Menue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SATCOM Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . SATCOM System Components . . . . . . . . . . . . . . . . . . . . Emergency Locator Transmitter . . . . . . . . . . . . . . . . . . . . 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65
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AIRCRAFRT FUNDAMETAL

Lufthansa Technical Training

For Training Purposes Only

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

-Thng.th.khi.thng.thoi.ngi.ta.hay.dng.flight.interphone. -Nu.flight.interphone.c.vn..th.mi.s.dng.service.interphone. -C.2.jack.cm.ca.service.v.flight.gn.nhau.ngay.ti.nose.gear. -Din.tch.ca.MB.kh.ln.nn.mi.cn.thit.lp.knh.thng.tin. service.interphone.v.c.8.jacks.xung.quanh.v.tr.ngoi.MB. support.

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HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

Lufthansa Technical Training

COMMUNICATION INTRODUCTION RADIO FREQUENCIES

FUNDAMENTALS ATA 23 Lesson 1

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HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

< For Training Purposes Only

Lufthansa Technical Training

COMMUNICATION INTRODUCTION WAVELENGTH

FUNDAMENTALS ATA 23 Lesson 1

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HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

Lufthansa Technical Training

COMMUNICATION INTRODUCTION WAVE PROPAGATION & MODULATION

FUNDAMENTALS ATA 23 Lesson 1

-Tn.hiu.tng.s.thp.khng.th.lan.truyn.xa.c -iu.bin.l.thay.i.bin..ca.tn.s.sng.mang.theo quy.lut.thay.i.bin..tn.hiu.m.thanh -iu.tn.l.thay.i.tn.s.ca.

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HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

Lufthansa Technical Training

COMMUNICATION INTRODUCTION AUDIO COMPONENTS

FUNDAMENTALS ATA 23 Lesson 1

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HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

HAM US/F02 DATE 30MAR2010 01.2.2002 ISS 01 REV kl

Lufthansa Technical Training

FUNDAMENTALS ATA 23 Lesson 1

For Training Purposes Only

Lufthansa Technical Training

COMMUNICATION INTRODUCTION RADIO COMPONENTS

FUNDAMENTALS ATA 23 Lesson 1

For radio communication we need additional components: + antennas + transmitter + receiver

transceiver = transmitter + receiver