CHAPTER 2

Principles of VHF Propagation and the Allocation of

Frequencies

THE RADIO SPECTRUM

Frequency Band Frequency Coverage

Very Low Frequency VLF <30 KHz
Low Frequency LF 30 300 KHz
Medium Frequency MF 300 KHz 3 MHz
High Frequency HF 3 30 MHz
Very High Frequency VHF 30 300 MHz
Ultra High Frequency UHF 300 MHz -3 GHz
Super High Frequency SHF 3 30 GHz
Extremely High Frequency EHF 30 300 GHz

VHF ALLOCATION
The range of frequencies allocated to aviation is 117.975 to (but not including) 137 MHz. The
separation between consecutive frequencies is 8.33 kHz.

PROPAGATION CHARACTERISTICS
VHF is a line of sight communication system and can be affected by the following:

Transmission power of both the aircraft and ground station

The height of the transmitter and receiver
Obstacles at or near the transmission site will block or scatter the signals
Any obstruction in the line of sight between the aircraft and the ground station will block
or scatter signals
In certain circumstances both a direct and ground reflected wave may be received which
can cause fading

Because the signals are used over such a short range there is a negligible problem from static.
The theoretical maximum range between the transmitting and receiving VHF station can be
calculated by the following formula.

Range = 1,25(HT + HR)

Where: HT is the height of the transmitter in feet

HR is the height of the receiver in feet
Range is in nautical miles

HF (HIGH FREQUENCY) COMMUNICATION

HF communications provide the main air to ground communications in areas where VHF is not
practical (eg. on North Atlantic Tracks (NAT)) across a large body of water. The HF aviation
frequency bands in use are 2850 to 22 000 KHz. Communications over long distances are
possible with HF radio, because of the longer transmission range. HF transmitters have higher
power outputs than VHF transmitters.

The design of aerials used with HF communication systems, vary with the size and shape of the
aircraft. High speed aircraft have specially designed aerials installed in the vertical stabilliser.

EMERGENCY LOCATOR TRANSMITTER (ELT)

Emergency locator transmitters are self-contained, self-powered radio transmitters, designed to
transmit a signal on the international distress band of 121.5 MHz (civillian) and 243 MHz (military).
New ELTs will transmit on 406 MHz so that the signal can be picked up by the Search and
Rescue satellite network.

Operation is automatic on impact. A remote switch in the cockpit or a switch integral with the unit
may also activate the transmitter. If the G force switch in the transmitter is activated by impact,
it can be turned off only with the switch on the case.

The transmitter may be located anywhere within the aircraft, but the ideal location is, as far aft as
possible but just forward of the vertical fin. It must be accessible to permit monitoring the
replacement date of the battery and for arming or disarming of the unit. A remote control
arm/disarm switch may be installed in the cockpit.

The ELT external antenna must be installed as far as practicable from other aerials, to prevent
interference from other avionics system. ELT batteries are the power supply for emergency
locator transmitters. When activated, the battery must be capable of furnishing power for signal
transmission for at least 48 hours. The useful life of the battery is the length of time that the battery
may be stored without losing its ability to continuously operate the ELT for 48 hours. The battery
manufacturer establishes this useful life. Batteries must be changed or recharged as required, at
50 percent of the batterys useful life. This gives reasonable assurance that the ELT will operate
if activated. The battery replacement date must be marked on the outside of the transmitter. This
time is computed from the date of manufacture of the battery.

FALSE ELT ALARMS

False alarms have caused many of the problems with ELTs. Battery failures with resulting
corrosion of the unit result in either a complete failure or an unwanted transmission. Another type
of unwanted transmission is the result of careless handling by the operators of the aircraft.
RADIO INTERFERENCE
An aircraft flying in clouds or precipitation will accumulate electrical charges as a result of frictional
contact with the liquid or other solid particles in the atmosphere. The problem has increased in
proportion to the complexity of both the electrical system and the electronic equipment. Almost
every componet of the aircraft is a possible source of radio interference. Radio interference of any
kind deteriorates the performance and reliability of the radio and electronic systems.

Aircraft become highly charged with static electricity while in flight. If the metal parts of the aircraft
are improperly bonded, there will be a difference in charge (voltage). Where different voltage
potentials exist, arcing can occur between them due to vibration or control surface movement
causing noise (crackling) in the radio receiver.

Bonding provides the necessary electrical connection between metallic parts of an aircraft.
Bonding leads and clamps are the normal methods of equalising voltage potential throughout the
airframe. Bonding also helps to provide the low resistance return path for single wire electrical
systems. All avionic equipment is bonded to the airframe to provide a low impedance path for
both static voltage and induced voltages to be discharged to ground, thereby reducing radio
interference.

Unlike the lower frequency bands, VHF is virtually free from atmospheric and precipitation static.

Static dischargers (wicks) are installed on aircraft to reduce the buildup of static charge on the
airframe and radio receiver interference. Static dischargers, normally mounted on the trailling
edges of the control surfaces, wing tips, and vertical stabiliser, discharge precipitation static at
points a maximum distance away from radio aerials to avoid coupling of the static into the radio
aerial.