FAM.

AIRBUS A320

ATA 23
COMUNICATION

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SYSTEM OVERVIEW

The use of the radio system on the Single Aisle aircraft is extremely
important for the safe operation of the aircraft. While taxiing and towing,
communication is necessary with the tower to safely move the aircraft.

Basic system description and procedures will enable the student to

understand system interconnect and correctly operate the systems by
selecting frequencies and setting transmission and reception modes. In
addition, the use of the Service Interphone communications will also be
explained.

The Panels and equipment that will be explained is as follows:

- Audio Control Panel (ACP),

- Radio Management Panel (RMP),

- Audio Management Unit (AMU),

- radio transceivers,

- acoustic equipment that includes: Boomsets, hand mikes, and handsets.

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AUDIO INTEGRATING SYSTEM PRESENTATION FLIGHT INTERPHONE

The Audio Management Unit (AMU) is the heart of the Audio Integrating The flight interphone allows telephone links between the various crew
System. stations in the cockpit and between the cockpit and the ground mechanic
through the External Power Control Panel.
The AMU acts as an interface between the users and the various radio
communication and navigation systems. SELCAL (SELective CALling)

The AMU provides the following functions : The SELCAL system provides the crew with visual and aural warnings from
ground stations equipped with a coding device.
 radio transmission,
 radio and navigation reception CALLS
 visual and aural warnings of the ground crew and the Cabin
Ground crew and cabin Attendants calls are visualized on the Audio Control
Attendant calls,
Panels (ACPs).
 flight interphone,
 interface with the Cockpit Voice Recorder (CVR)
 SELCAL calls,
 emergency function for the Captain and the First Officer.

TRANSMISSION

For transmission, the AMU collects the microphone inputs from the various
acoustic equipment and directs them to the radio communication
transceivers selected on the Audio Control Panels (ACPs).

RECEPTION

For reception, the AMU collects the audio outputs from the various
communication and navigation systems and directs them to the various
crew stations and acoustic equipment, whatever the election made on the
ACPs.

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SYSTEM OVERVIEW (continued) reception knob must be released out. The reception knob comes on white.
To adjust the reception volume level, the selected reception knob must be
RMP FREQUENCY SELECTION
turned. Communications can now be established.
The Radio Management Panel (RMP) is the Digital tuning head for the
OPERATION
Communications transceivers. They are located in the center pedestal, with
an optional one installed in the overhead for the 3rd observer seat. The When one of the Push-to-Talk (PTT) switches is depressed, the hand mike
panels have an over center ON/OFF switch. When the ON/OFF switch is is connected, and in this case, the VHF 1 transceiver transmits.
switched to the ON position, two frequencies that were previously selected
The boomset mike is connected when a PTT is pressed in on the ACP or on
appear in the ACTIVE and STandBY windows. To operate the transceiver,
the side stick.
you might have to select a new frequency on one of the VHF or HF
transceivers. To do this, you must select the Transceiver that you wish to On the ACP, several reception knobs can be selected simultaneously.
transmit on. To select the radio, the corresponding radio pushbutton must
be pushed on the RMP. The associated green LED will come on. If the reception knob is pressed in again, the receiver is disconnected and
the white light goes off.
TRANSMISSION MODE

To connect one of the acoustical devices (microphone) to the transmission

line, the associated transmission key must be selected on the Audio Control
Panel (ACP).

When the transmission key is pressed (green light illuminated) you are
ready to transmit. This selection can be disabled when you select another
transceiver or when you press the illuminated pushbutton again. Only ONE
transmit key can be selected at a time.

RECEPTION MODE

In order to listen on the selected transceiver, you must operate the Audio
Control Panel (ACP). On the ACP, the reception knobs allows connection of
the headsets / acoustic equipment to the transceiver reception via the
Audio Management Unit. To select a transceiver, the corresponding

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SYSTEM OVERVIEW (continued)

FLIGHT INTERPHONE SYSTEM OPERATION

Flight interphone selection is necessary for voice communications between

flight crew members and for ground handling, taxiing and towing. This
control is performed using the ACP. If the flight crew needs to maintain
contact and communicate with the mechanic, the flight crew can push the
MECHanic pushbutton on the CALLS panel on the overhead.

The Flight Interphone can also act as a transceiver. Selection of the

INTerphone transmission key lights the green bars, indicating that the flight
interphone is ready to operate. Pressing and releasing the INT reception
knob illuminates the knob and enables adjustment of the interphone audio
level.

The INTerphone/RADio selector switch must be in the INT position.

The INT position enables permanent use of the flight interpone without any
further reaction and whatever radio key is selected. The INT/RAD switch is
a 3-position switch with INT being a stable position.

The RAD selection connects the pre-selected channel to transmit. The RAD
position is a momentary contact, and is spring loaded to the center
position. This position acts like the selection of the hand microphone
pushbutton or the Push To Talk trigger on the side-stick.

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SERVICE INTERPHONE SYSTEM OPERATION

The service interphone system is made up of eight service interpone jacks

located around the aircraft to facilitate communications between
maintenance personnel during troubleshooting, and between
maintenance and flight crew when performing coordinated tasks; i.e.
Manual start valve operation.

The audio lines from the cockpit, cabin and interphone jacks are routed to
the amplifiers through the amplifiers in the Cabin Intercommunication and
Data System (CIDS) Directors. The system is integrated in the CIDS
directors. There are 2 modes to connect the jacks to the service interphone.
The automatic mode on ground only with the landing gear down and
compressed OR the external power contactor connected. The other mode
is mentioned in the MAINTENANCE TIPS section.

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MAINTENANCE TIPS

When jacking the aircraft it might be necessary to communicate between

personnel at various points around the aircraft. Once the weight off wheels,
the service interphone system is disabled due to the logic of the system.
The Landing Gear Control and Interface Unit (LGCIU) on ground discrete
disables all service interphone connections.

The reason for this is to eliminate potential static noise generated and
amplified through the AMU due to the length of wires acting as antennae,
into the audio system.

To re-enable the service interphone, the SerViCE INTerphone OVeRriDe

P/BSW must be switched to 'ON'. The Service Interphone Override switch
is a guarded switch located on the Maintenance Panel 50VU on the
overhead in the cockpit.

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INT SELECTION

The INT position of the INTerphone/RADio selector switch enables

permanent use of the flight interphone without any further action and
whatever the radio key selected (here VHF 1). This is a stable position.

NOTE: : The radio function has priority over the flight interpone function.
So, even with the INT/RAD switch in INT position,

the flight interphone is momentarily cut during a radio emission (radio key
selected and hand microphone or side-stick Push To Talk (PTT) actuated).

RAD SELECTION

The RAD position of the INT/RAD selector switch puts the pre-selected
channel in emission (here VHF 1). This is an unstable position. This position
acts like the selection of the hand microphone pushbutton or like the PTT
pushbutton of the side-stick.

INT KEY AND KNOB

The flight interphone is selected like a VHF transceiver. Selection of the INT
transmission key lights the green bars, indicating that the flight interphone
is ready to operate. Pressing and releasing the INT reception knob adjusts
the interphone level. If done, the knob comes on white.

Placing and holding the INT/RAD switch in RAD position lets the operator
talk through the flight interphone system.

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RADIO COMMUNICATION OPERATION

FREQUENCY SELECTION When the Push-To-Talk (PTT) switch is pressed in, the hand mike is
connected and the VHF1 transceiver transmits. The Boomset mike is
On the Radio Management Panel (RMP), when the ON/OFF switch is set to
connected when the PTT is pressed in on the Side Stick or the PA
ON position, two frequencies previously selected appear on the windows.
transmission key is pressed in on the ACP. On the ACP, several reception
To select a new frequency in a different system, the related key must be
knobs can be selected simultaneously. If the reception knob is pressed in
pressed in on the RMP. The associated green light comes on. The desired
again, the receiver is disconnected and the white light goes off.
frequency can be selected in the STand-BY/CouRSe window using the dual
selector knob. Pressing the transfer pushbutton, activates the frequency
and displays it in the active window, whereas the previous active frequency
becomes stand-by.

TRANSMISSION MODE

To connect the transmission line to the chosen transmitter, the

corresponding transmission key must be pressed in on the Audio Control
Panel (ACP). Only one transceiver can be selected at a time. This selection
can be disabled when:

- the transmission key, previously selected, is pressed in again,

- another transmitter is selected.

RECEPTION MODE

On the ACP, the reception knob makes the connection of the headset to
the transceiver reception. To select a receiver, the related reception knob
must be released out. The reception knob comes on white. To adjust the
reception level, the selected reception knob must be turned. The
communication can now be established.

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ACARS VHF 3 OPERATION

ACARS NORMAL OPERATION

This sequence deals with the useof the Radio Management Panel (RMP)
when VHF 3 is selected. One window displays ACARS: the frequency is then
controlled by the Aircraft Communication Addressing and Reporting
System Management Unit (ACARS MU). The other window shows a
frequency value. When this value is in the ACTIVE window, the VHF3 is in
voice mode and its frequency is controlled by the RMP.

ACARS FAILURE

With the ACARS MU failed or selected OFF, the VHF 3 can only be used with
the Audio Management Unit (AMU) in normal audio communication.

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# CABIN ATTENDANT HANDSET PRESENTATION

GENERAL

Each attendant station has a handset for public announcement, interphone

dialing and communication. The handset rests in a cradle.

FUNCTION

The handset and cradle fulfill the following functions:

- the hook-off sensing,

- the Push-To-Talk (PTT) switching,

- the Passenger Address (PA) announcement,

- the interphone.

Handset volume adjustment: After removing the keyboard cover, two

potentiometers under the PTT button can be adjusted.

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VHF SYSTEM PRESENTATION Note : The VHF3 is dedicated to ACARS system, but can be used for radio
voice communications.
General

The VHF is used for short range voice communications.

The VHF system allows short distance voice communications between

different aircrafts (in flight or on ground) or between the aircraft and a
ground station.

Principle

Let’s see the main components of the VHF system.

For voice communications, the crew use acoustic equipment.

 2 side--stick radio selectors.

 2 loudspeakers.
 3 oxygen--masks.
 Facilities for boomsets, headsets and hand--microphones.

The Audio Management Unit (AMU) acts as an interface between the crew
and the VHF system.

The Audio Control Panels (ACPs) allow selection of the VHF1,2 or 3

transceiver in transmission or reception mode and for the control of the
received audio signal.

The Radio Management Panels (RMPs) serve to select the VHF frequencies.

The VHF transceiver, tuned on the frequency selected by one of the 3 Radio
Management Panels (RMPs), transforms the audio signals into VHF signals
(in transmission mode) or VHF signals audio signals (in reception mode).

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POWER SUPPLY

VHF1 System

The VHF1 system is supplied with 28VDC :

 from the 28VDC ESS BUS 4PP (sub--busbar 401PP) through circuit
breaker 2RC1 located on the overhead panel 49VU, in the
cockpit.

The VHF1 system is supplied by the emergency system.

VHF2 System

The VHF2 system is supplied with 28VDC :

 from the 28VDC BUS 2 2PP (sub--busbar 204PP) through circuit

breaker 2RC2 located on the rear panel 121VU, in the cockpit.

VHF3 System

The VHF3 system is supplied with 28VDC :

 from the 28VDC BUS1 1PP (sub--busbar 101PP) through circuit

breaker 2RC3 located on the rear panel 121VU, in the cockpit.

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HF The HF1 system is supplied with three--phase 115VAC through 5A circuit

breaker (1RE1) in cockpit panel 121VU, from sub--busbar 101XP. The HF1
The high frequency (HF) system serves for all long--distance voice
transceiver (3RE1) provides the HF1 antenna coupler (4RE1) with 28VDC
communications between different aircraft (in flight or on the ground), or
and monophase 115VAC.
between the aircraft and one or several ground stations. The HF system
operates within the frequency range defined by ARINC 719, (i.e. 2.8 to Indication of Transmission Out of Frequency Range
23.999 MHz, with 1 KHz spacing between channels). The aircraft is provided
The HF system is designed to operate within the frequency range from 2.8
with a single HF system.
to 23.999 MHz. However, an operational facility enables frequency display
The HF system is composed of : in the 2 to 29.999 MHz range on the RMP. If the out--of--range values of
the HF transceiver are displayed on the RMP, the operating anomaly is
 one transceiver
indicated as follows :
 one antenna coupler
 one shunt--type antenna  at first activation of the PTT switch : a 1000 Hz audio signal is
triggered.
The HF system is associated with :
 interruption of the signal after 15 s approximately.
 the Radio Management Panels (RMP) which are centralized  triggering of the signal at each attempt to transmit.
systems enabling the frequency display of the HF system and the
Operation
mode switching
 the Audio Management Unit (AMU) for connection to the audio The HF transceiver complies with the standards defined in ARINC 719. The
integrating and SELCAL systems transmission and reception of coded messages between the various control
 the Centralized Fault Display Interface Unit (CFDIU) (by the MCDU) units (CFDIU, RMP) comply with ARINC 429. The RMP controls the various
which is a centralized maintenance system operations which are transmitted to the transceiver by a numeric message
 the Landing Gear Control Interface Unit (LGCIU) which indicates in compliance with ARINC 429. This message can be received by the port A
the aircraftstatus (flight or ground) or the port B of the transceiver. The RMP performs the selection by a
 the System Data Acquisition Concentrator (SDAC) which collects discrete. A microprocessor performs the decoding of the frequency and
transmission information from the HF system (COM: HF1 mode (AM or USB). The microprocessor checks the message from the RMP
EMITTING if PTT longer than 60s) and controls the system operation. In case of failure it controls the
illumination of the lights located on the face and/or acts on the transmitter.

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HF- ANTENNA COUPLER

General

The antenna coupler enables matching of the aircraft HF shunt--type

antenna with the output circuit (50 ohms) of the HF transceiver. The
coupler is a pressurized sealed box.

The face features :

 a connector J1 for connection with the transmitter

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

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CIDS PRESENTATION  the cabin and flight crew interphone,

 the lavatory smoke warning,
For higher flexibility in changing cabin layouts, the Cabin
 the escape slide bottle pressure monitoring,
Intercommunication Data System (CIDS) is designed to accommodate these
 the door bottle pressure monitoring,
demands without the need for complex and costly hardware changes. Most
cabin systems are interfaced with one of two microprocessor controlled  the service interphone (partially integrated into the CIDS),
data busses. Digitized audio control and command signals are transmitted  the extended emergency lighting test,
along the bus from a central control unit called the ’Director’. CIDS reduces  the work light test,
these requirements:  the passenger reading lights (control and test),
 the temperature indication of cabin compartment zones.
 additional cable bundles,  the boarding music pre--recorded announcements (PRAM)
 Terminal blocks,
 function and relay boxes, There is a large number of cabin loudspeakers, lighting units, passenger
 connectors. lighted signs, and passenger call buttons including lamps. They are
connected to a smaller number (26 or 32) of locally installed driver units,
These are normally associated with the installation of optional systems and called Decoder Encoder Units (DEU). These DEUs connect to one of two
cabin re--arrangements. When you have to change the cabin layout, only data bus lines, installed along each aircraft side. A second bus system with
the controlling software is modified. The existing PAX equipment such as different DEUs interfaces crew related systems and components. The
loudspeakers and lighting units remain as before. This software is centrally director units, also connected to the busses, control the individually
stored in the Cabin Assignment Module (CAM) and you can modify it addressed DEUs. All other attendant control equipment, cockpit
aboard the aircraft or in the workshop. The CAM data also determines equipment and avionics compartment equipment are interfaced directly to
whether certain options are available. For example you can change the the director. The director converts the different types of input and output
appropriate data in the CAM to accompany all Passenger Address (PA) signals into low level digital data. The program controls this digital data.
announcements with chimes. The majority of system reconfiguration work needed for installation of
options, or CIDS upgrades is reduced to software changes. A removable
The basic CIDS provides these system functions:
memory cassette, the Onboard Replaceable Module (OBRM), plugged into
 the passenger address, the front face of the director, contains the software. On major CIDS
 the passenger call, software changes the OBRM is normally replaced with a new
 the passenger lighted signs, preprogrammed unit. A second plug--in memory cassette (the CAM) fits
 the general cabin illumination control, into the programming and test panel This is installed at the forward

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attendant station. The CAM defines many of the system properties and all
cabin layout information. Also whether chimes should accompany PA
announcements and whether each loudspeaker is for attendant or
passenger announcements.

BITEs allow the CIDS to detect faults both in connected systems, and within
the CIDS unit themselves.

Optional systems such as passenger entertainment video, advanced

passenger services, extended emergency lighting system testing, etc. are
also provisioned for in the basic installation.

Controls for the cabin systems are centrally provided, for example on the
forward attendant panel. The CIDS has sufficient flexibility to accomodate
extra sets of controls at other locations.

Attendant handsets allow communication over the interphone system and

are used for PA announcements. An integrated keypad is used to establish
different types of calls and announcements. An associated Attendant
Indication Panel (AIP) provides attendants with PA/Interphone dialling and
calling information.

It is used for displaying certain system warnings. The activation of colored

fields on the Area Call Panels (ACP) give long range visual indications of the
CIDS for the attendants.

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COCKPIT VOICE RECORDER (CVR)

The Cockpit Voice Recorder (CVR) is designed to record crew conversations

and communications into a memory block unit in flight and on the ground,
when at least one engine is running or up to five minutes after the last
engine stops irrespective of which engine stops first. The system can also
operate in manual mode on the ground. The recorder is a four-track system
and all tracks are recorded simultaneously.

The CVR provides storage for 2 hours of consecutive recording for each of
the four audio input channels.

When the memory block unit is fully recorded, the system progressively
erases recordings made in the previous 2 hours and simultaneously records
new information; thus only information recorded in the last 2 hours of
operation is retained. The recorded information can be intentionally erased
when the aircraft is on the ground with the parking brake on, locked and
electrically powered. Bulk erasure is also possible during manual operation
of the system.

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ON THE FACE

An Underwater Locator Beacon (ULB) is mounted on a bracket attached to

the recorder. The ULB is a battery-operated device which radiates a pulsed
acoustic signal into the surrounding water upon activation of its water-
sensitive switch. It consists of a self-contained battery, an electronic
module and a transducer. The battery is shock-mounted and separated
from the electronic module by a bulkhead built into the case; it is accessible
by removal of the end cover which is sealed with an O-ring. Located on the
opposite end of the ULB is a teflon-insulated water-sensitive switch.

A BITE indicator provides an indication of the health of the SSCVR. If the

SSCVR detects a fault which requires removal of the unit from the aircraft
installation, the BITE indicator will activate and will remain activated until
repair is accomplished. The BITE indicator remains inactive in all other
cases.

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Manual Erasure

The bulk erase sequence is initiated from the RCDR/CVR ERASE pushbutton
switch 3RK. To prevent accidental erasure, this pushbutton switch must be
pushed for at least two seconds and the landing gear must be down with
the aircraft weight on and parking brake ON.

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