A320 ATA 31 L3 TECHNICAL TRAINING MANUAL

AIRBUS A318/319/320/321 CFM 56 / Level 3

Austrian Technical Training School Notes - For Training Purposes Only

INDICATING/RECORDING

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This document must be used for training purpose only. Under no circumstances should this document be used as a reference. It will not be updated. All rights reserved. No part of this manual may be reproduced in any form, by photostat, microfilm, retrieval system, or any other means, without the prior written permission of AUSTRIAN AIRLINES.

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INDICATING/RECORDING................................................................. 1 INDICATING SYSTEM ..................................................................................... 8

EIS ARCHITECTURE ENHANCED (2) .......................................................... 8 ENGINE/WARNING DISPLAY PRESENTATION (2)...................................... 10 ECAM ADVISORY & FAILURE RELATED MODES (3) ................................... 18 LEVEL 3 ................................................................................................ 18 ECAM WARNINGS PRESENTATION (2) ..................................................... 26 ECAM DESCRIPTION/OPERATION (3) ...................................................... 34 EFIS DESCRIPTION/OPERATION (3)........................................................ 46 EIS ABNORMAL OPERATION (3).............................................................. 54 DMC ARINC BUS RECONFIGURATION (3)................................................. 86 EIS WARNINGS (3) ................................................................................ 96 Indicating/Recording system CLASSIC DIfferences .................................... 98 EIS ARCHITECTURE CLASSIC (2) ...........................................................102 Engine/warning display presentation CLASSIC (2) ....................................104 ECAM DESCRIPTION/OPERATION CLASSIC (3)........................................112 EFIS DESCRIPTION/OPERATION CLASSIC (3) .........................................122 EIS ABNORMAL OPERATION CLASSIC (3) ...............................................124 DMC ARINC BUS RECONFIGURATION CLASSIC (3) ..................................146 EIS WARNINGS CLASSIC (3) ..................................................................154 ELECTRICAL CLOCK D/O (2) ..................................................................156 CFDS FAULT PROCESSING (3) ...............................................................162 CFDS AIRCRAFT SYSTEM TYPES (2) .......................................................168 CFDS FAILURE CLASSIFICATION (2).......................................................170 CLASS 2 ...............................................................................................172 CFDS REPORTS (2) ...............................................................................178 CFDS PHASES (2)..................................................................................204 CFDIU FUNCTIONS (3) ..........................................................................206 POST FLIGHT REPORT FILTERING FUNCTION (3)....................................220 PRINTER PRESENTATION (2).................................................................228 PRINTER DESCRIPTION/OPERATION (3) ................................................230 PRINTER SYSTEM INTERFACES (3) ........................................................232 PRINTER PAPER LOADING (2)................................................................234 COMPUTER REMOVAL AND INSTALLATION (3)........................................240 PUSHBUTTON REMOVAL AND INSTALLATION (3)....................................242 E-LOGBOOK DESCRIPTION (OPTION) (2) ...............................................244

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AIRMAN GATE OPERATION DESCRIPTION (OPTION) (2)......................... 282

RECORDING SYSTEM ................................................................................. 320

UP & DOWN DATA LOADING SYSTEM PRESENTATION (2) ...................... 320 UP & DOWN DATA LOADING SYSTEM UTILIZATION (2) .......................... 324 DFDRS DESCRIPTION/OPERATION (3)................................................... 328 DFDRS WARNINGS (3) ......................................................................... 330 FDIMU INTERFACES (3)........................................................................ 332 PRINT REPORT STD HEADER DESCRIPTION (3) ..................................... 334 INDIVIDUAL PRINT REPORT DESCRIPTION (3) ...................................... 340 AIDS PROGRAMMING (3)...................................................................... 368 PRINT REPORT STD HEADER DESCRIPTION (3) ..................................... 374 INDIVIDUAL PRINT REPORT DESCRIPTION (3) ...................................... 380 AIDS INTERFACES (3) .......................................................................... 410


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SDAC

INDICATING SYSTEM

The System Data Acquisition Concentrators (SDACs) receive various signals from the aircraft systems and send them to the FWCs and to the DMCs.

EIS ARCHITECTURE ENHANCED (2)

INPUTS

EFIS-ECAM The Electronic Instrument System (EIS) is shown on 6 identical Liquid Crystal Display (LCD) units and controlled through the EIS control panels. The Electronic Centralized Aircraft Monitoring (ECAM) displays are identical and controlled through the ECAM Control Panel (ECP). The Electronic Flight Instrument System (EFIS) displays are controlled by the EFIS control panels and the lighting/loudspeaker control panels.

The inputs received by the FWC are used to elaborate red warnings. Various items of information for systems like engines, fuel, navigation and which do not agree with a warning, are directly sent to the DMCs. The inputs received by the SDACs are used by the DMCs to display system pages and by the FWCs to generate amber warnings.

DMC The Display Management Computers (DMCs) are data concentrator and receive data from aircraft sensors and systems. They send them to the Display Units (DUs). The DUs compute and display the images on each unit. In normal operation DMC1 drives the CAPT Primary Flight Display (PFD), the CAPT Navigation Display (ND), Engine/Warning Display (EWD) and System Display (SD). In normal operation DMC 2 drives the F/O PFD and ND DUs. If DMC 1 fails, it is automatically replaced by DMC 2 for ECAM only. DMC 2 cannot drive the CAPT PFD and ND; a manual switching to DMC 3 is required. DMC 3 can drive any of the six DUs. DMC 3 is a hot spare awaiting the failure of DMC 1 or 2 and can be switched to drive the DUs linked to the failed DMC.

FWC The Flight Warning Computers (FWCs) monitor the aircraft systems. Each FWC generates all warning and caution messages, supplies the attention getters, computes the flight phase and provides aural warnings.

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EFIS-ECAM ... INPUTS

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ENGINE/WARNING DISPLAY PRESENTATION (2) GENERAL The Engine/Warning Display (EWD) is normally on the upper Display Unit (DU), it is divided into upper and lower areas. The EWD is dedicated to the presentation of information.

EWD INFORMATION On the upper area are permanently displayed: 4 Primary engine parameters, 4 Slat/flap position indication, 4 Fuel On Board (FOB). On the lower area are displayed: 4 Memos, failure messages and actions to be performed. During TakeOff (TO) and landing, most of the warnings are inhibited.

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GENERAL - EWD INFORMATION

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ADVISORY AND STATUS INDICATION There are conditions when additional symbols are displayed, on the EWD lower area. The symbols are ADV (Advisory), STS (Status) and an arrow (overflow).

ADVISORY INDICATION Advisory (ADV) appears in single display configuration, it flashes on the lower memo area if a parameter drifts from its normal value. Also the relevant ECAM Control Panel (ECP) key flashes. NOTE: IN NORMAL DISPLAY CONFIGURATION (DUAL DISPLAY) THE RELATED SD PAGE IS AUTOMATICALLY SHOWN, SO THE ADV SYMBOL IS NOT NEEDED.

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ADVISORY AND STATUS INDICATION - ADVISORY INDICATION

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STATUS INDICATION Status (STS) indicates that a status message is present on the SD STS page.

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ADVISORY AND STATUS INDICATION - STATUS INDICATION

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ARROW INDICATION The overflow arrow in green color indicates that warning messages exceed the capacity of the display on the left memo area.

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ADVISORY AND STATUS INDICATION - ARROW INDICATION

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ECAM ADVISORY & FAILURE RELATED MODES (3) ALERT CLASSIFICATION GENERAL

LEVEL 2 Level 2 agrees with an abnormal configuration. Immediate crew awareness is required, but not immediate corrective action. The crew must decide when to take the corrective action. These warnings are associated with:

The alerts are classified in three levels. They depend on the importance and urgency of the corrective actions required.

4 Single Chime (SC),

4 level 3: warnings (highest priority)

4 warning messages on LCD. The level 2 system failure has no direct consequence on flight safety.

4 level 2: cautions 4 level 1: cautions 4 status messages At each level, the alert messages are also classified by priority order.

LEVEL 3 Level 3 corresponds to an emergency configuration. Corrective or palliative action must be taken by the crew immediately. These warnings are associated with: 4 Continuous Repetitive Chime (CRC) or specific sound, 4 warning messages on Liquid Crystal Display (LCD), 4 MASTER WARNing light flashing red. Typical level 3 warnings are:

4 MASTER CAUTion light amber,

LEVEL 1 Level 1 agrees with a configuration requiring crew monitoring, mainly failures leading to a loss of redundancy or degradation of a system. The attention getters (lights and sounds) are not activated by a level 1 alert.

STATUS Some defects which do not trigger warnings or cautions, but which require further maintenance actions, will be indicated to the crew by means of a status indication, pulsing after engine shutdown. It is necessary to call the status page manually to see the title of the affected system.

4 aircraft in dangerous configuration or limit flight conditions (Stall, overspeed), 4 system failure altering flight safety (Engine fire, excess cabin altitude), 4 serious system failure (Dual hydraulic failure).

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ALERT CLASSIFICATION - GENERAL ... STATUS

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SECONDARY FAILURE

TYPE OF FAILURE GENERAL The failures may be of three different types, independently of their classification. There are 3 separate types of warnings or cautions:

A secondary failure is a loss of an item of equipment or system resulting from a primary failure. Example: Loss of a pair of spoilers after a hydraulic system failure. The titles of the system pages corresponding to the secondary failures are indicated on the lower right part of the Engine/Warning Display (EWD) by an asterisk.

4 those associated with an independent failure, NOTE: THIS PART CAN BE USED IF NECESSARY TO DISPLAY HEADING TITLES OF WARNINGS IF THE LEFT PART OF THE EWD IS FULL.

4 those associated with a primary failure, 4 those associated with a secondary failure.

INDEPENDANT FAILURE An independent failure is a failure, which affects an isolated item of equipment or system without affecting another one. Example: Flight Warning Computer (FWC) 1 failure. NOTE: AN INDEPENDENT FAILURE IS DISPLAYED WITH THE TITLE UNDERLINED.

PRIMARY FAILURE A primary failure is a failure of an item of equipment or system causing the loss of other equipment. Example: Green hydraulic system failure may lead to the loss of a pair of spoilers. NOTE: A PRIMARY FAILURE IS DISPLAYED WITH A BOX AROUND THE FAILURE.

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TYPE OF FAILURE - GENERAL ... SECONDARY FAILURE

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ADVISORY ADVISORY MODE IN NORMAL DUAL DISPLAY The value of some critical system parameters is monitored by an advisory mode. In Electronic Centralized Aircraft Monitoring (ECAM) normal display, when a value drifts from its normal range, the corresponding system page is displayed automatically in order to attract crew attention well before reaching the warning or caution level. The affected parameter and the system page title pulse. The corresponding key light on the ECAM Control Panel (ECP) is on. Example: The CAB PRESS page will be displayed if the cabin altitude increases above its normal value, but is still well below the threshold of the warning. In this case the crew may revert to manual pressure control and prevent warning activation. NOTE: AN ADVISORY MAY OR MAY NOT LEAD TO A FAILURE. THEY ARE TOTALLY INDEPENDENT ONE FROM THE OTHER.

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ADVISORY - ADVISORY MODE IN NORMAL DUAL DISPLAY

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ADVISORY MODE IN ECAM MONO DISPLAY In ECAM MONO display mode (one ECAM LCD remaining), when a value drifts from its normal range, a white ADV message flashes in the center of the EWD to attract crew attention. As the corresponding system page cannot be displayed automatically on the System Display (SD), the pilot has to fetch the information on the ECP: the associated key light flashes to indicate which system is concerned. NOTE: THE CAB PRESS SYSTEM PAGE IS GIVEN AS AN EXAMPLE.

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ADVISORY - ADVISORY MODE IN ECAM MONO DISPLAY

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ECAM WARNINGS PRESENTATION (2) ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE In case of aircraft system failure, an aural warning, the Single Chime (SC), a visual warning and the MASTER CAUTion, attract your attention. The Engine/Warning Display (EWD) indicates the title of the failure and the actions to take. On the status and System Display (SD), the hydraulic page is called automatically. The CLeaR P/Bs come on and as long as the failure is not cleared, they stay on. On the hydraulic panel the FAULT lights come on, indicating the P/Bs to release out. NOTE: In this module, parameters are given for a CFM engine. For an IAE engine, the parameters will be shown as follows: Engine Pressure Ratio (EPR), EGT, N1 and N2). The graphics show an example of sequence of Electronic Centralized Aircraft Monitoring (ECAM) displays in case of green hydraulic system fault. This may be different to your aircraft configuration.

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ECAM DISPLAY WITH AIRCRAFT SYSTEM FAILURE

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CREW CORRECTIVE ACTIONS CORRECTIVE ACTIONS When you press the MASTER CAUT, it goes off. Then, actions indicated on the EWD have to be done. First, switch OFF the Power Transfer Unit (PTU) P/B on the hydraulic panel, and then switch OFF the GREEN ENGine 1 PUMP P/B.

RESULTS The corrective actions have been taken. All the FAULT lights are off. On the EWD, the messages associated to the corrective action have disappeared. On the left hand side of the EWD, the result of the failure appears indicating that it is a primary failure. On the right hand side, the secondary failures are displayed.

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CREW CORRECTIVE ACTIONS - CORRECTIVE ACTIONS & RESULTS

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CLEARING OF THE WARNINGS When you press CLR, on the left hand part of the EWD the title of the failure disappears and MEMO messages come back. The system page corresponding to the first secondary failure is displayed. When you press CLR again, the title of the first secondary failure disappears. The system page associated with the next secondary failure is displayed. When you press CLR a third time, the title of the secondary failure disappears. The MEMO message comes back on the right hand part of the EWD. The STATUS page is displayed.

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CLEARING OF THE WARNINGS

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STATUS REMINDER AND RECALL FUNCTION When you press CLR a last time, the STATUS reminder STS on the EWD indicates that the STATUS page is not empty and the CLR P/Bs go off. On the status page, the cruise page (related to the present flight phase) comes back. The warning has been cleared. The ReCalL P/B lets the crew reactivate the Liquid Crystal Display (LCD) presentation of an alert inhibited either through the flight phase or by the CLR function.

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STATUS REMINDER AND RECALL FUNCTION

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ECAM DESCRIPTION/OPERATION (3) GENERAL PRESENTATION The Electronic Centralized Aircraft Monitoring (ECAM) performs three main functions: 4 Data acquisition and concentration, 4 Data warning computation, 4 Warning announcement and data display. Data acquisition is shared between the System Data Acquisition Concentrators (SDACs),the Flight Warning Computers (FWCs) and the Display Management Computers (DMCs). Data warning computation and memo are achieved by the FWCs, warning announcements and data display are made through loudspeakers and Display Units (DUs).

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GENERAL PRESENTATION

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ECAM SYSTEM ECAM system components are: 4 SDACs, 4 FWCs, 4 DMCs, 4 ECAM Control Panel (ECP).

SDAC The two SDACs are identical and interchangeable. The SDACs acquire A/C systems malfunction/failure data corresponding to caution situations and send them to the FWCs for generation of the corresponding alert and procedure messages. The two SDACs also acquire and send to the 3 DMCs A/C system signals necessary for the display of system information. The ECP is the user interface to the ECAM system.

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ECAM SYSTEM - SDAC

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SDAC DATA PROCESSING Therefore, each parameter acquired is given to the two SDACs. All the signals (discrete, analog, digital) entering the SDACs are converted into digital format and delivered on their output buses under ARINC 429. The SDACs copy certain parameters to distribute them to other equipment in digital form (ARINC 429).

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ECAM SYSTEM - SDAC DATA PROCESSING

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FWC The two FWCs are interchangeable. Each FWC generates alphanumeric codes corresponding to all texts and messages to be displayed on the ECAM DUs. The aural warnings and synthetic voices are delivered by the FWCs to the cockpit loudspeakers. The FWCs compute all warnings and cautions. The FWCs perform three main functions: 4 Data acquisition, 4 Flight phase computation, 4 Data warning computation corresponding to warning situations. The FWCs outputs/inputs are: 4 Discrete for visual attention getters, 4 Analog for audio signals, 4 ARINC 429 called FWC DATA BUS, 4 RS 422 called FWC MESSAGE BUS. Each FWC sends a copy of its own acquisition through an ARINC 429 bus to the opposite FWC. The FWCs provide aural and visual information in order to: 4 Show, in real time, all the system failures and dangerous configurations with their level of seriousness, 4 Identify the systems or circuits affected by a failure, 4 Provide the appropriate corrective action.

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ECAM SYSTEM - FWC

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DMC The three DMCs are identical and interchangeable. The DMCs receive data from the A/C systems, either directly or through the SDACs and FWCs. The 3 DMCs can be considered as data concentrators and receive data from A/C sensors and systems in order to merge and send them to the DUs through ARINC 629 output buses. Moreover, the DMCs insure: 4 The interface between EIS and the other A/C computers and systems, 4 The information exchange between the displays, 4 The tele-loading of the operational software. The DMCs acquire and send several types of signals for ECAM: 4 Discrete, 4 ARINC 629 bus, 4 ARINC 429 bus, 4 RS 232 buses for workshop test, 4 ARINC 453 bus (just passing through).

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ECAM SYSTEM - DMC

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ECP INTERFACE The ECAM interface includes: 4 ECAM control panel, 4 The warning and caution lights, 4 The loudspeaker, 4 The DUs. The ECP is a control and display unit. It transmits selections to the FWCs and DMCs, it receives DMC data to illuminate the keys lights. The ECP outputs discretes for CLEAR (CLR), RECALL (RCL), STATUS (STS) and emergency cancel (EMER CANC) keys are linked to the FWCs. The output discrete for ALL key is directly linked to the DMCs. It is also linked to the DUs for ON/OFF brightness control.

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ECP INTERFACE

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EFIS DESCRIPTION/OPERATION (3) GENERAL The Electronic Flight Instrument System (EFIS) consists of two main components: 4 Display Management Computers (DMCs), 4 Display Units (DUs). The DMCs receive Air Data/Inertial Reference System (ADIRS), navigation systems, Flight Management (FM), Flight Guidance and Envelope System (FGES), flight controls, engines and Flight Warning Systems (FWSs) required by the DUs in order to generate Primary Flight Display (PFD) and Navigation Display (ND) symbologies.

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GENERAL

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DMC The three DMCs are identical and interchangeable, they receive A/C system data on ARINC 429 buses, weather radar information on ARINC 453 high-speed bus, analog signal for the brightness control, discrete signal for the PFD/ND transfer and PFD/ND ON/OFF. DMCs send data on an ARINC 629 link to the DUs. When a new DMC 1, 2 or 3 is installed, the relevant software must be downloaded into it, this is done by cross loading from DMC 1, 2 or 3 via the MCDU. If a new software must be loaded, it is first done on DMC 1 from the Multipurpose Disk Drive Unit (MDDU), then a cross loading has to be performed. When a new DU is installed, a cross loading from the corresponding DMC has to be performed via the MCDU. The DMC BITE test is performed and the results are stored for later transfer to the Centralized Fault Display System (CFDS). It is possible to read this information via the MCDU. NOTE: NOTE: THE SOFTWARE INCLUDES DMC (EFIS, ECAM) AND DU (EFIS, ECAM) DATA.

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DMC

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DISPLAY UNIT (ND) The DUs are identical and interchangeable. They are Liquid Crystal Displays. Each DU receives digital signals from its related DMC through an ARINC 629 link, and also through an ARINC 453 high-speed bus for the weather radar link. The NDs provide this information according to the modes selected on the EFIS control panel (part of the Flight Control Unit). The modes are ROSE-ILS, ROSE-VOR, ROSE-NAV, ARC, and PLAN.

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DISPLAY UNIT (ND)

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DISPLAY UNIT (PFD) The PFDs provide flight information for A/C control, including A/C attitude, airspeed, altitude, heading and Automatic Flight System modes.

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DISPLAY UNIT (PFD)

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EIS ABNORMAL OPERATION (3) EIS ABNORMAL OPERATION In order to ensure reliability of the displayed data, the Electronic Instrument System (EIS) has three main types of reconfiguration: 4 In the case of single or multiple Display Unit (DU) failures, 4 In the case of single or multiple Display Management Computer (DMC) failures, 4 In the case of external (sensor/computer) source failure.

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EIS ABNORMAL OPERATION

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SINGLE OR MULTIPLE FAILURE Many failures could occur on the EIS like: 4 Primary Flight Display (PFD), 4 Navigation Display (ND), 4 Electronic Centralized Aircraft Monitoring (ECAM) Upper or lower DU, 4 Multiple DU, 4 ECAM Control Panel (ECP), 4 System Data Acquisition Concentrator (SDAC), 4 Flight Warning Computer (FWC), 4 DMC.

PFD DU FAILURE In the case of PFD failure (detected) or if the PFD unit is switched off by means of its potentiometer, the PFD is automatically displayed on the ND unit.

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SINGLE OR MULTIPLE FAILURE - PFD DU FAILURE

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PFD DU FAILURE (PFD/ND XFR) The PFD/ND transfer (XFR) P/BSW provides the crew with the possibility to recover the ND image on the ND unit, if necessary. Display change is performed by software switching of the PFD/ND outputs inside the DMC.

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SINGLE OR MULTIPLE FAILURE - PFD DU FAILURE (PFD/ND XFR)

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ND DU FAILURE In the case of ND unit failure the crew has the possibility to present the ND image by pressing the PFD/ND XFR P/BSW.

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SINGLE OR MULTIPLE FAILURE - ND DU FAILURE

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ND DU FAILURE (PFD/ND XFR) The ND screen stays instead of the PFD screen until the PFD/ND XFR P/BSW is pressed again.

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SINGLE OR MULTIPLE FAILURE - ND DU FAILURE (PFD/ND XFR)

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UPPER ECAM DU FAILURE In the case of an upper display (EWD) failure or if the upper display control potentiometer is turned to off, the upper display is automatically transferred on the lower display, this mode is called ECAM single display mode.

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SINGLE OR MULTIPLE FAILURE - UPPER ECAM DU FAILURE

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UPPER ECAM DU FAILURE (SYSTEM PAGE RECOVERING) In this case a system page can be recovered by pushing and holding a system key on the ECP or by rotating the ECAM/ND XFR selector on the switching panel in order to display the system page on the ND side.

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SINGLE OR MULTIPLE FAILURE - UPPER ECAM DU FAILURE (SYSTEM PAGE RECOVERING)

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LOWER ECAM DU FAILURE In case of lower DU failure or if the lower display is turned to off, no automatic reconfiguration is possible, the ECAM works in single display mode. Each crew member also has the possibility to present the SD image on the ND side only, and never on the PFD side, by rotating the ECAM/ND transfer selector switch on the switching panel.

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SINGLE OR MULTIPLE FAILURE - LOWER ECAM DU FAILURE

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BOTH ECAM DU FAILURE (ECAM ND XFR) In case of EWD unit and SD unit failure, each crew member has the possibility to permanently present the EWD on the ND unit by rotating the ECAM/ND transfer selector switch on the switching panel.

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SINGLE OR MULTIPLE FAILURE - BOTH ECAM DU FAILURE (ECAM ND XFR)

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BOTH ECAM DU FAILURE (SYSTEM PAGE RECOVERING) It is still possible to recover a system page by pushing and holding a system key on the ECP.

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SINGLE OR MULTIPLE FAILURE - BOTH ECAM DU FAILURE (SYSTEM PAGE RECOVERING)

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MULTIPLE DU FAILURE (SAME SIDE) In the case of PFD unit and ND unit failure (on the same side) no reconfiguration is possible.

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SINGLE OR MULTIPLE FAILURE - MULTIPLE DU FAILURE (SAME SIDE)

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ECAM CONTROL PANEL FAILURE If the ECP fails, the main functions, emergency cancel (EMER CANC), clear (CLR), recall (RCL), all (ALL) and status (STS) remain available.

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SINGLE OR MULTIPLE FAILURE - ECAM CONTROL PANEL FAILURE

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SDAC FAILURE In the case of a SDAC failure, there is no operational consequence due to the redundancy of the EIS, the following message is displayed on the EWD: FWS SDAC 1 (or SDAC 2) FAULT. In case both SDACs fail the amber cautions and most of the system displays are lost. The following message is displayed on the EWD: FWS SDAC 1+2 FAULT. ENG, FUEL, F/CTL and WHEEL ECAM page data is available because it is already in ARINC 429 format and not affected by SDAC failure.

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SINGLE OR MULTIPLE FAILURE - SDAC FAILURE

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FWC FAILURE In the case of a FWC failure, there is no operational consequence due to the redundancy of the EIS, the following message is displayed on the EWD: FWS FWC1 FAULT or FWS FWC2 FAULT. All attention getters and loudspeakers remain operative. If the DMCs receive no valid data from both FWCs, the message FWS FWC1 + 2 FAULT is displayed on the EWD. All other EWD messages, aural warnings and attention getters are lost.

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SINGLE OR MULTIPLE FAILURE - FWC FAILURE

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DMC FAILURE If DMC1 fails, DMC2 will automatically drive the ECAM DUs. The CAPT has to switch to DMC3 by rotating the EIS DMC switch on the switching panel to CAPT3 in order to recover also EFIS DUs through DMC3. If DMC 2 fails, the F/O has to switch to DMC3 by rotating the EIS DMC switch on the switching panel to F/O 3. Either the CAPT or the F/O may select the DMC3.

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SINGLE OR MULTIPLE FAILURE - DMC FAILURE

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EXTERNAL SOURCE INFORMATION FAILURES In the case of external source information failures, the lost information appears in red on the PFD or ND. It is possible to recover certain information by following the EWD instructions: in this example "ATT HDG SWTG F/O" on the switching panel. This enables manual source reconfiguration for attitude and heading data. On the EWD, the failed component is also displayed.

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EXTERNAL SOURCE INFORMATION FAILURES

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DMC ARINC BUS RECONFIGURATION (3) GENERAL As a general rule, the Display Management Computer (DMC) uses the active aircraft system source for display, provided it is valid or selected.

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GENERAL

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FWC Each DMC receives both Flight Warning Computer (FWC) 1 and 2 data buses. The DMCs preferably work with the FWC1 data. If the data is not valid or if FWC 1 is not valid, the DMCs will automatically switch to the FWC 2 Data bus. NOTE: THE RS 422 BUSES ARE USED BY THE FWCS TO SEND TEXT MESSAGES (WARNINGS, MEMO AND STATUS) TO THE DMCS.

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FWC

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SDAC Each DMC receives and processes the data from each of the two System Data Acquisition Concentrators (SDACs). The DMCs use SDAC 1 data providing it is valid. All data transfer is by ARINC 429. If the data is not valid or if SDAC 1 is not valid, the DMCs will use the data from SDAC 2.The switching is automatic.

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SDAC

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DMC OUTPUT BUSES Each DMC transmits data on two ARINC 429 buses: -One high speed switched bus: FWC, ECAM Control Panel (ECP), Air Traffic Service Unit (ATSU), Flight Data Interface Management Unit (FDIMU), -One low speed unswitched bus: Centralized Fault Display Unit (CFDIU). When the EIS DMC Selector Switch is set to CAPT 3 (or F/O 3), DMC 1 (or DMC 2) sends through its output bus the data received from DMC3. The switching is done inside DMC 1 (or DMC 2).

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DMC OUTPUT BUSES

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WEATHER RADAR Each DMC receives the weather radar (WXR) transceivers (XCVRs) or the Enhanced Ground Proximity Warning Computer (EGPWC) data via four ARINC 453 data buses {D1 and D2}. The DMCs retransmit the ARINC 453 bus to the EFIS DUs. As only one WXR XCVR is in operation at a time, the DMCs process information from the one in operation. The WXR enable discrete disables the operation if the plan mode is selected on the EFIS controller.

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WEATHER RADAR

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DMC 1(2)+3 FAULT

EIS WARNINGS (3) FWC 1+2 FAULT In this case, only an Electronic Centralized Aircraft Monitoring (ECAM) message is given. There is no MASTER light and aural warning as they are generated by the Flight Warning Computers (FWCs). The crew has to carefully monitor the aircraft systems through the overhead panel or ECAM system pages.

FWC 1(2) FAULT As two identical FWCs are given, ECAM operation is not affected.

SDAC 1+2 FAULT In case of System Data Acquisition Concentrators (SDACs) fault, the aural warning sounds and the MASTER CAUTion comes on. Most of the amber warnings are lost. The crew has to carefully monitor the overhead panel. ENG, FUEL, F/CTL and WHEEL ECAM system pages remain available.

SDAC 1(2) FAULT As two identical System Data Acquisition Concentrators (SDACs) are given, ECAM operation is not affected.

In case of DMC1 and DMC3 fault, the aural warning sounds and the MASTER CAUT comes on. The CAPT (or F/O) EFIS data are definitively lost. The message INVALID DATA is displayed on the CAPT (or F/O) EFIS, and a single warning message is activated on the Engine/Warning Display (EWD). DMC2 (or DMC 1 if DMC 2 fails) takes over automatically for ECAM images.

DMC 1(2) FAULT If the DMC1 (or DMC2) fails, the aural warning sounds and the MASTER CAUT comes on. The CAPT EFIS data are lost. The message "INVALID DATA" is displayed on the CAPT EFIS and a single warning message is activated on the EWD. DMC2 takes over automatically for ECAM images. The CAPT (or F/O) has to transfer to DMC3 to recover the two EFIS Display Units (DUs).

DMC 3 FAULT When DMC3 fails, the aural warning sounds and the MASTER CAUT comes on. There is no change on the six DUs but a single warning message is displayed on the EWD to indicate this DMC 3 fault.

OPERATING LIMITATIONS One among SDAC, FWC, DMC and DU may be inoperative for dispatch.

DMC 1+2 FAULT In case of Display Management Computer (DMC) 1 and DMC2 fault, the aural warning sounds and the MASTER CAUT comes. All Electronic Flight Instrument System (EFIS) and ECAM images are lost. One pilot must place the Electronic Instrument System (EIS) DMC selector switch to the position CAPT 3 or F/O 3 to have his Primary Flight Display (PFD), Navigation Display (ND) and ECAM images driven by the DMC3. In the position CAPT 3, INVALID DATA is displayed on F/O EFIS. In the position F/O 3, INVALID DATA is displayed on CAPT EFIS.

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FWC 1+2 FAULT ... OPERATING LIMITATIONS

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AIRBUS A318/319/320/321

Austrian Technical Training

CFM 56 / Level 3

School Notes - For Training Purposes Only

INDICATING/RECORDING SYSTEM CLASSIC DIFFERENCES ELECTRONIC INSTRUMENT SYSTEM ECAM (CLASSIC SYSTEM) The System Data Acquisition Concentrators (SDACs) receive data from the A/C systems and sends it to the Display Management Computers (DMCs) for display on the ECAM display units. The DMCs process the data and generate the images to be displayed. Under normal circumstances: 4 DMC 1 supplies the upper ECAM display, 4 DMC 2 supplies the lower ECAM display, 4 DMC 3 is available as a backup. The Flight Warning Computers (FWCs), heart of the ECAM system, receive data from: 4 the A/C systems to generate red warnings, 4 the SDACs to generate amber cautions. The FWCs then supply: 4 the DMCs for the display of alert messages, 4 the attention getters, 4 the loudspeakers with aural alerts and synthetic voice messages.

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ELECTRONIC INSTRUMENT SYSTEM - ECAM (CLASSIC SYSTEM)

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ECAM CONTROL AND INDICATING The EWD is divided into two main parts: 4 the upper area is used to display the main engine parameters, the Fuel On Board (FOB) and the slat/flap position, 4 the lower area is used for warning, caution and memo messages. The SD is divided into two areas: 4 the upper part is used to display the various system pages, diagrams of the A/C systems, 4 the lower part is used to display permanent data. Below the ECAM displays, on the center pedestal, there is the ECAM control panel. The two control knobs on the LH side are used to adjust the brightness of the two ECAM screens and to turn them off. The P/Bs on the RH side are mainly used to: 4 display any of the system pages or the STATUS page, 4 clear or recall a warning or caution message. An A/C STATUS page may be also displayed on the SD to give an operational status of the A/C. When things are not normal the STATUS page displays: 4 operational data on the LH side, 4 INOPerative SYStem on the RH side. In front of each pilot, there are two attention getters, a red MASTER WARNing and an amber MASTER CAUTion. As a further means of getting the attention, there is a loudspeaker on each side of the cockpit for aural alerts and synthetic voice messages.

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ELECTRONIC INSTRUMENT SYSTEM - ECAM CONTROL AND INDICATING

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INPUTS

EIS ARCHITECTURE CLASSIC (2) EFIS-ECAM The Electronic Instrument System (EIS) is shown on 6 identical Cathode Ray Tubes (CRTs). The Electronic Flight Instrument System (EFIS) are displayed on identical Display Units (DUs) and controlled through the EFIS control panels and the lighting/loudspeaker control panels. The Electronic Centralized Aircraft Monitoring (ECAM) pages are displayed on identical DUs and controlled through the ECAM Control Panel (ECP).

The inputs received by the FWC are used to elaborate red warnings. Various items of information for systems like engines, fuel, navigation and which are not related to warning, are directly sent to the DMCs. The inputs received by the SDACs are used to elaborate amber warnings. These signals will then be sent to the FWC to generate warnings.

DMC The Display Management Computers (DMCs) process data in order to generate codes and graphic instructions related to the image to display. Note the particular role of DMC 3 is to be switched instead of DMC 1 or DMC 2. Each DMC can process three displays: Primary Flight Display (PFD), Navigation Display (ND) and upper or lower ECAM display.

FWC The Flight Warning Computers (FWCs) monitor the aircraft systems. These computers are the heart of the ECAM system. Each FWC generates all warning messages to display and supplies the attention getters. It also computes the flight phases and supplies aural warnings.

SDAC The System Data Acquisition Concentrators (SDACs) receive various signals from the aircraft systems and send them to the FWCs and DMCs. The SDACs acquire most of the signals used to display system pages and used by the FWCs to generate amber warnings.

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EFIS-ECAM ... INPUTS

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ENGINE/WARNING DISPLAY PRESENTATION CLASSIC (2) GENERAL OVERVIEW The Engine/Warning Display (EWD) is normally on the upper Electronic Centralized Aircraft Monitoring (ECAM) Display Unit (DU). It is divided into two areas: the upper area and the lower area. The upper area displays: 4 engine primary parameters, 4 Fuel On Board (FOB), 4 slats and flaps position. The lower area is used for: 4 warning and caution messages, 4 memo messages.

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GENERAL OVERVIEW

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ENGINE/WARNING DISPLAY AREAS UPPER AREA The symbols of the upper area are permanently displayed. The parameters are provided in the form of analog and/or digital indications (refer to related chapter for detailed description).

LEFT MEMO AREA Takeoff (TO) or landing memo, normal memo, independent failure messages, or primary failure messages and actions to do are displayed in the left memo area. As soon as a failure is detected, the memo messages are replaced by warning/caution messages.

RIGHT MEMO AREA Normal memo and secondary failure messages are displayed in the right memo area. For example when an ENGine ANTI ICE P/B is set to ON, ENG A.ICE appears on the right memo area. During TO and landing, most of the warnings are inhibited to avoid distraction of the crew. For example, at TO, when the second engine is set to TO power and until the aircraft has reached 1.500 ft, TO INHIB is displayed.

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ENGINE/WARNING DISPLAY AREAS - UPPER AREA ... RIGHT MEMO AREA

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ADVISORY AND STATUS INDICATION Advisory and status indications are "attention getters" on the display.

ADVISORY INDICATION ADV: Advisory white message appears only in single display configuration. It flashes on the lower memo area to signal to the pilot that a parameter drifts from its normal value. As the corresponding system page cannot be displayed on the lower ECAM DU, the pilot has to fetch the information on the ECAM Control Panel (ECP): the associated key flashes to indicate which system is concerned. NOTE: IN NORMAL DISPLAY CONFIGURATION (DUAL DISPLAY), THE RELEVANT SYSTEM PAGE IS AUTOMATICALLY DISPLAYED ON SYSTEM DISPLAY (SD), SO THE ADV INDICATION DOESN'T APPEARS ON THE EWD.

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ADVISORY AND STATUS INDICATION - ADVISORY INDICATION

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STATUS AND ARROW INDICATION STS: Status indicates that a status message is present on the ECAM SD page. Overflow arrow: only concerns the warning messages and indicates that the messages exceed the capacity of the display on the left memo area. In this case, the heading titles of the warning messages are displayed on the right memo area.

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ADVISORY AND STATUS INDICATION - STATUS AND ARROW INDICATION

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ECAM DESCRIPTION/OPERATION CLASSIC (3) GENERAL ARCHITECTURE The Electronic Centralized Aircraft Monitoring (ECAM) fulfils three main functions: 4 data acquisition and concentration, 4 data warning computation, 4 warning announcement and data display. Data acquisition is shared between: 4 the System Data Acquisition Concentrators (SDACs), 4 the Flight Warning Computers (FWCs), 4 the Display Management Computers (DMCs). Data warning computation and memo information are achieved by the FWCs. Warning announcement and data display is made through loudspeakers and Display Units (DUs). The FWCs give aural and visual information in order to: 4 know, in real time, all the system failures and dangerous configurations with their level of seriousness, 4 identify the systems or circuits affected by a failure, 4 take the appropriate corrective action.

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GENERAL ARCHITECTURE

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SDAC The two SDACs are identical and interchangeable. They fulfil three main functions: 4 data acquisition, 4 data concentration, 4 data digitalization. The SDACs acquire, from the aircraft systems, the malfunction and failure data corresponding to caution situations and send it to the FWCs for generation of the corresponding alert and procedure messages. The two SDACs acquire and send, to the three DMCs, all the A/C system signals necessary for the display on the System Display (SD). They are also used as data concentrators for other systems (example: Flight Data Interface Unit). All the signals (discrete, analogue, digital) entering into the SDAC are concentrated and converted into digital format. They are delivered via the SDAC outputs on ARINC 429 high-speed buses called DATA BUSES. The SDAC operational software is contained in a specific device called On Board Replaceable Module (OBRM) in order to make easier modification of the software.

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SDAC

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FWC The two FWCs are identical and interchangeable. They fulfil three main functions: 4 data acquisition, 4 data warning computation corresponding to warning situations, 4 flight phase computation. The FWCs also generate aural alerts as well as synthetic voices for radio height, automatic call out and other announcements. The FWCs do the acquisition directly from the systems not connected to the SDACs for red warnings or MASTER WARNing computation and generation, and acquisition of the SDAC DATA BUSES for amber warning or MASTER CAUTion computation and generation. Each FWC generates alphanumeric codes corresponding to all texts and messages to display on the ECAM DUs. These are: 4 system and warning titles, 4 procedures associated with the warnings, 4 status and memos. Each FWC sends a copy of its own acquisition through an ARINC 429 bus to the opposite FWC. The FWC outputs are: 4 discrete for visual attention getters, 4 analog for audio signals, 4 ARINC 429 called FWC DATA BUS, 4 RS 422 called FWC MESSAGE BUS. The FWC operational software is divided into two main parts, each part corresponding to an OBRM. Each FWC includes Built In Test Equipment (BITE) to detect the failures.

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FWC

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DMC The three DMCs are identical and interchangeable. They receive data from the aircraft systems, either directly for some of them or through the SDACs and FWCs. They decode and process the data in order to display messages or indications on the ECAM DUs. The DMCs are divided into four parts: 4 data acquisition, 4 Primary Flight Display (PFD) processing channel, 4 Navigation Display (ND) processing channel, 4 ECAM processing channel, and they can simultaneously drive three DUs (two Electronic Flight Instrument System (EFIS) and one ECAM). The Engine/Warning Display (EWD) and SD receive digital signals from their related DMC through a master Dedicated Serial Data Link (DSDL). In feedback, the DUs send to their driving DMC, through a FEEDBACK DSDL: 4 acknowledgment signals, 4 DU failure information, 4 critical parameter feedback signals (example: engine primary parameters from EWD). The DMCs have three OBRMs: one for PFD, one for ND and one for ECAM, for S/W modifications. They also have BITE for maintenance operation.

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DMC

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INTERFACE The ECAM interface includes: 4 the ECAM Control Panel (ECP), 4 the warning and caution lights, 4 the loudspeakers, 4 the DUs. The ECP is a control and display unit. It transmits the pilot selections to the FWCs and DMCs. It receives the DMC data in order to bring its keys lights out. The ECP outputs discrete for the CLeaR, ReCalL, StaTuS and EMERgency CANCel keys wired to the FWCs, and for the ALL key wired to the DMCs. It is also linked to the DUs for the brightness control. Both MASTER WARN and MASTER CAUT lights are controlled by each FWC. The aural warnings and synthetic voices are delivered by the FWCs to the cockpit loudspeakers.

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INTERFACE

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EFIS DESCRIPTION/OPERATION CLASSIC (3) GENERAL The Electronic Flight Instrument System (EFIS) fulfils three main functions: 4 data acquisition, 4 data processing, 4 data display for both captain and first officer. Acquisition and processing are achieved by the Display Management Computers (DMCs), and data display by the Primary Flight Displays (PFDs) and Navigation Displays (NDs).

The DMCs have three On Board Replaceable Modules (OBRMs) for software modifications, and Built-in Test Equipment (BITE) for maintenance operations.

EFIS CONTROL PANEL The EFIS control panels, which are part of the Flight Control Unit (FCU), are linked to the DMCs by ARINC 429 buses. The CAPT EFIS control panel gives information to DMC1 and DMC3, whereas the F/O EFIS control panel gives information to DMC2 and DMC3.

DISPLAY UNIT

The three DMCs are identical and interchangeable. They receive data from the aircraft systems, decode and process it so that it can be displayed on the EFIS displays. The DMCs are divided into four parts:

The DUs are identical and interchangeable. Each DU receives digital signals from its related DMC through a master DSDL, and through four digital buses for the WXR link. They also receive, analog and discrete signals from the EFIS switching panels and lighting/loudspeaker control panels. The master DSDL transmits the drawing parameters and re-initialization of the DUs. In turn, the DUs send back some feedback signals to their driving DMC. The feedback signals are sent to the DMCs through a feedback DSDL. The feedback information is:

4 data acquisition,

4 acknowledgment signals,

4 PFD processing channel,

4 DU failure information,

4 ND processing channel,

4 critical parameter feedback signals (pitch and roll angles, altitude, heading, aircraft position).

DMC

4 Electronic Centralized Aircraft Monitoring (ECAM) processing channel. They can drive simultaneously three Display Units (DUs): two EFIS and one ECAM. The three DMCs receive aircraft system data on ARINC 429 buses, and weather radar (WXR) information on ARINC 453 highspeed bus. They also acquire some discretes (for example: reconfiguration of the DUs). They send data to the PFDs and NDs through a master Dedicated Serial Data Link (DSDL), and WXR information through four digital buses (one clock and three colors).

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GENERAL ... DISPLAY UNIT

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EIS ABNORMAL OPERATION CLASSIC (3) FAILURE OF ONE EFIS DISPLAY UNIT In case of Electronic Flight Instrument System (EFIS) Display Unit (DU) failure the Primary Flight Display (PFD) image has priority over the Navigation Display (ND) image. The PFD is displayed on the remaining DU. NOTE: IN THIS MODULE, PARAMETERS ARE GIVEN FOR A CFM ENGINE. FOR AN IAE ENGINE, THE PARAMETERS WILL BE SHOWN AS FOLLOWS: ENGINE PRESSURE RATIO (EPR), EGT, N1 AND N2.

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FAILURE OF ONE EFIS DISPLAY UNIT

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AIRBUS A318/319/320/321


CFM 56 / Level 3


FAILURE OF THE ENGINE/WARNING DISPLAY UNIT The Engine/Warning Display (EWD) has priority over the System Display (SD). The EWD is automatically transferred to the lower Electronic Centralized Aircraft Monitoring (ECAM) DU, replacing the system/status display. All ECAM information and system/status pages are available on this single display. This configuration is called "ECAM mono display".

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FAILURE OF THE ENGINE/WARNING DISPLAY UNIT

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FAILURE OF BOTH ECAM DISPLAY UNITS ECAM/ND transfer (XFR) is done to get the engine/warning image back. All the ECAM images are lost momentarily. However the crew can recover the engine/warning image by using the ECAM/ND XFR rotary selector. The engine/warning image will then be displayed instead of the ND. This configuration is called "ECAM mono display" because all ECAM information is available on a single display.

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FAILURE OF BOTH ECAM DISPLAY UNITS

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AIRBUS A318/319/320/321


CFM 56 / Level 3


FAILURE OF ONE DMC The crew will select Display Management Computer (DMC) 3 to replace the failed DMC. The following message with the action to do is indicated on the EWD: EIS DMC 1 FAULT - EIS DMC SWITCH.... CAPT Or EIS DMC 2 FAULT - EIS DMC SWITCH.... F/O Depending on the faulty (DMC).

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FAILURE OF ONE DMC

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AIRBUS A318/319/320/321


CFM 56 / Level 3


FAILURE OF DMC 1+3 The ECAM system page can temporarily be displayed instead of the engine/warning image by manual page call. 4 loss of PFD and ND images on CAPT instrument panel. 4 loss of ECAM system page. ECAM in mono display. MASTER CAUTion light comes on. The following message is displayed: EIS DMC 1+ 3 FAULT

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FAILURE OF DMC 1+3

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ECAM CONTROL PANEL FAILURE The EMERgency CANCel, CLeaR, ReCalL, ALL and StaTuS functions remain available. They let the use of the Electronic Instrument System (EIS).

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ECAM CONTROL PANEL FAILURE

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FAILURE OF ONE SDAC There is no operational consequence due to the redundancy of the EIS system. The following message is displayed: FWS SDAC 1 FAULT Or FWS SDAC 2 FAULT Depending on the faulty System Data Acquisition Concentrator (SDAC).

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FAILURE OF ONE SDAC

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FAILURE OF SDAC 1+2 Loss of most of amber warnings. The following message is displayed: FWS SDAC 1+ 2 FAULT - MONITOR OVERHEAD PANEL - ECAM ENG FUEL F/CTL WHEEL SYS PAGES AVAIL

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FAILURE OF SDAC 1+2

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FAILURE OF ONE FWC There is no operational consequence due to the redundancy of the EIS system. The following message is displayed: FWS FWC 1 FAULT Or FWS FWC 2 FAULT Depending on the faulty Flight Warning Computer (FWC). NOTE: ONLY THE HALF PART OF EACH MASTER WARN AND MASTER CAUT LIGHT REMAINS OPERATIVE.

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FAILURE OF ONE FWC

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FAILURE OF FWC 1+2 Loss of aural warnings. Loss of text messages on EWD display. Loss of attention getters. The DMC receives no data from the FWCs and displays the following message: FWS FWC 1+ 2 FAULT - MONITOR SYS - MONITOR OVERHEAD PANEL.

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FAILURE OF FWC 1+2

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EXTERNAL SOURCE INFORMATION FAILURES In the case of external source information failures, the lost information appears in red on the PFD or ND. It is possible to recover certain information by following the EWD instructions: in this example "ATT HDG SWTG F/O" on the switching panel. This enables manual source reconfiguration for attitude and heading data. On the EWD, the failed component is also displayed.

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EXTERNAL SOURCE INFORMATION FAILURES

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DMC ARINC BUS RECONFIGURATION CLASSIC (3) GENERAL As a general rule, we can say that each Display Management Computer (DMC) uses the active aircraft system source for display, provided it is valid or selected.

FWC Each DMC receives both Flight Warning Computer (FWC) 1 and 2 data buses. The DMCs preferably work with the FWC1 data. If a warning is detected when FWC1 is sending data to the DMCs on its data bus, the DMCs will switch automatically to the FWC2 data bus. NOTE: THE ARINC 429 BUSES ARE NOT USED BY THE FWCS TO SEND MEMO MESSAGES TO THE DMCS (USE OF RS422 BUSES).

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GENERAL & FWC

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SDAC Each DMC receives and processes the data from each of the two System Data Acquisition Concentrators (SDACs). The DMCs use SDAC1 data providing it is valid. If the data is not valid or if SDAC1 is not valid, the DMCs will use the data from SDAC2. The switching is automatic.

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SDAC

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DMC OUTPUT BUSES Each DMC transmits data on two ARINC 429 buses: 4 one High Speed (HS) switched bus, 4 one Low Speed (LS) unswitched bus. When a pilot sets the Electronic Instrument System (EIS) DMC selector switch to CAPT 3 (or F/O 3), DMC1 (or DMC2) sends, through its output bus, the data received from DMC3. The switching is done inside DMC1 (or DMC2).

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DMC OUTPUT BUSES

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WEATHER RADAR Each DMC receives the Weather Radar (WXR) transceivers (XCVRs) data via two ARINC 453 data buses (D1 and D2). The DMCs convert the ARINC 453 bus into four digital buses (one CLOCK and three COLORS - B0 - B1- B2), which are connected to each Electronic Flight Instrument System (EFIS) Display Units (DUs). As only one WXR XCVR is in operation at a time, the DMCs process information from the one in operation. The WXR ENABLE discrete disables the WXR operation if both pilots select the PLAN mode. DMC1 normally works with data 1 buses, which correspond to the CAPT range selection; DMC1 switches to DATA 2 buses with F/O range selection in case of Flight Management and Guidance Computer (FMGC) 1 failure. It is the same operation for DMC2.

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WEATHER RADAR

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CAPT EFIS. The lower ECAM DU displays the Engine/Warning Display (EWD) images (possibility to display a system or status image temporarily). The ECAM is in mono display.

EIS WARNINGS CLASSIC (3) FWC 1+2 FAULT In this case, only an Electronic Centralized Aircraft Monitoring (ECAM) message is given. There is no MASTER light and aural warning as they are generated by the Flight Warning Computers (FWCs). The crew has to closely monitor the aircraft systems through the overhead panel or ECAM system pages.

DMC 1(2)+3 FAULT

FWC 1(2) FAULT

NOTE: IF DMC 2+3 FAIL, THE F/O EFIS AND ECAM SD DATA IS LOST.

As two identical FWCs are given, ECAM operation is not affected.

In case of DMC1 and DMC3 fault, the aural warning sounds and the MASTER CAUT comes on. The captain PFD and ND data, and the ECAM System Display (SD) data lost. The ECAM is in mono display.

SDAC 1+2 FAULT

DMC 1(2) FAULT

In case of System Data Acquisition Concentrators (SDACs) fault, the aural warning sounds and the MASTER CAUTion comes on. Most of the amber warnings are lost. The crew has to carefully monitor the overhead panel. ENG, FUEL, F/CTL and WHEEL ECAM system pages remain available.

If the DMC1 (or DMC2) fails, the aural warning sounds and the MASTER CAUT comes on. The captain (or first officer) PFD and ND data, and the ECAM SD data are lost. The captain has to transfer to DMC 3 to recover the three DUs.

SDAC 1(2) FAULT

When the DMC3 fails, the aural warning sounds and the MASTER CAUT comes on. There is no change on the six DUs but a single warning message is displayed on the EWD to indicate this DMC 3 fault.

As two identical SDACs are given, ECAM operation is not affected.

DMC 1+2 FAULT In case of Display Management Computer (DMC) 1 and DMC2 fault, the aural warning sounds and the MASTER CAUT comes on. All Electronic Flight Instrument System (EFIS) and ECAM images are lost. One pilot must place the Electronic Instrument System (EIS) DMC selector switch to the position CAPT 3, or F/O 3 to have his Primary Flight Display (PFD), Navigation Display (ND) and either upper or lower ECAM images driven by the DMC 3. In the position CAPT 3, a diagonal line is displayed on lower ECAM Display Unit (DU) and F/O EFIS. In the position F/O 3, a diagonal line is displayed on upper ECAM DU and

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DMC 3 FAULT

OPERATING LIMITATIONS One among SDAC, FWC, DMC and DU may be inoperative for dispatch.


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FWC 1+2 FAULT ... OPERATING LIMITATIONS

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DATE SETTING

ELECTRICAL CLOCK D/O (2) AIR PRECISION CLOCK TEST To test the clock, the annunciator light switch must be set to TEST. Then all the displays should show eight.

The setting of the date is done with the UTC selector. By pressing the SET button, the date is displayed. By setting the UTC selector in SET position, the year digits flash and the month and day digits are frozen. By turning the SET button clockwise or anticlockwise, years can be modified to obtain the chosen value. By pushing the SET button, the months and days can be adjusted in the same way.

CHRONOMETER

UTC AND DATE When the clock is in normal configuration it displays the time. The date is displayed by pressing the SET turn and P/B when the time of the day is displayed. By pressing the SET turn and P/B once more the time of the day will be displayed again.

UTC SETTING The setting of the Universal Time coordinated (UTC) is done with the UTC selector. When the selector is in SET position, the second digits are blanked, the minute digits flash and the hour digits are frozen. By rotating the SET button clockwise the minutes increase, anticlockwise the minutes decrease. By pushing the SET button the hours flash, the minutes are frozen and the seconds are blanked. By turning the SET button, hours can be adjusted. When the UTC selector is moved from SET to INT the clock starts running from the adjusted time with the second digits at 00. When the UTC selector is in Global Positioning System (GPS) position, the clock is synchronized on the GPS time, if a GPS signal is present.

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A first press on the CHRonometer P/B starts the chronometer, a second press stops it and freezes the display, and a press on the ReSeT P/B resets it.

ELAPSED TIME To activate the Elapsed Time (ET) function, the ET selector must be set to RUN. When set to STP, the ET counter stops, and the display is frozen. To reset the display, the selector must be set to RST (spring loaded position) and it returns to STP.

FAILURE With a clock failure or a loss of power supply, the digital displays are no longer available. With a loss of main electrical power supply, the time is still counted in memory through the A/C battery supply, except for the CHR and ET functions.


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AIR PRECISION CLOCK - TEST ... FAILURE

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CHRONOMETER

SMITH CLOCK TEST

A first press on the CHR P/B starts the chronometer, a second press stops it, and a third press resets it.

To test the clock, the annunciator light switch must be set to TEST. Then all the displays should show eight.

ELAPSED TIME

UTC AND DATE

To activate the ET function, the ET selector must be set to RUN. When set to HLD, the ET counter stops. To reset the display, the selector must be set to RESET (spring loaded position) and it returns to HLD.

When the clock is in normal configuration, it displays the time. The date is displayed by pressing the DATE P/BSW, when the time of the day is displayed. The clock displays successively the day and month and the year. By pressing the DATE P/BSW once more the time of the day will be displayed again.

UTC SETTING

FAILURE With a clock failure or a loss of power supply, the digital displays are no longer available. With a loss of main electrical power supply, the time is still counted in memory through the A/C battery supply, except for the CHR function.

The setting of the UTC is done with the UTC selector. Setting the hours and minutes: the UTC switch is set to HSD. When the figure for hours is correct, the UTC switch is set to MSM. In this position, when the figure for the minutes is correct, the UTC switch is set to HLDY. Once in the HLDY position, if the time is correct, the UTC switch is set to the RUN position and the clock starts normal operation.

DATE SETTING The setting of the date is done with the UTC selector. Setting the day, month and year: the date P/BSW must be pressed, then the UTC switch is set to HSD. When the figure for the day is correct, the UTC switch is set to MSM. In this position, when the figure for the month is correct, the UTC switch is set to HLDY. In this position, when the figure for the year is correct, the UTC switch is set to RUN.

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SMITH CLOCK - TEST ... FAILURE

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CHRONOMETER

SEXTANT CLOCK TEST To test the clock, the annunciator light switch must be set to TEST. Then all the displays should show eight.

An upper window, called CHR indicates the minutes provided the CHR P/B has been pressed. The seconds are indicated by a sweep hand. Pressing the CHR P/B activates the chronometer, pressing it again will stop it. The chronometer is reset by pressing the CHR P/B a third time.

ELAPSED TIME

UTC AND DATE The center window (UTC) indicates the current time: hours and minutes. Periods of 15 seconds are indicated by three horizontal segments. The current date (month, day and year) is displayed when the SET knob is pressed. To keep the date displayed, the SET P/B must be held pressed in. To recover the time, the SET P/B must be released.

UTC AND DATE SETTING An UTC selector allows date and time updating: 4 MO: to set months and years

To activate the ET function, the ET selector must be set to RUN. When set to STOP, the ET counter stops. To reset the display, the selector must be set to RST (spring loaded position) and it returns to STOP.

FAILURE With a clock failure or a loss of power supply, the digital displays are no longer available. With a loss of main electrical power supply, the time (UTC and ET) is still counted in memory through the clock builtin-battery, except for the chronometer function. When power is restored: 4 the chronometer pointer returns to zero if previously displaced,

4 DY: to set day

4 the UTC and ET indications reappear, indicating current value.

4 HR: to set hours 4 MIN: to set minutes 4 RUN: to start the UTC counter The UTC selector must be pressed and turned to set it from RUN to MINute position. When a function is selected with the UTC selector (except RUN), you can set it with the SET P/B. When pushed, the SET P/B decreases the displays. By turning it to either side, it increases the displays. After setting, the selector must be set back to RUN (pushed and turned).

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SEXTANT CLOCK - TEST ... FAILURE

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MENU MODE

CFDS FAULT PROCESSING (3) BITE Most aircraft system computers are equipped with a Built-In Test Equipment (BITE). The BITE, which is an electronic device (hard + soft), monitors permanently the system operation. When a failure is detected, it is stored in the BITE memory and is transmitted to the Centralized Fault Display Interface Unit (CFDIU). Memorization of the 64 previous legs report is done by most of the BITEs.

In this mode, the CFDIU dialogues with one computer at a time in order to read the contents of its BITE memory and to initiate various tests. This mode can only be selected on ground and interrupts the normal mode of operation.

MEMORIZATION Memorization of failures is different when the aircraft is on ground or in flight. The full BITE functions and memorization operate in flight. On ground, the memorization is done only in the BITEs. The BITEs are provided with flight and ground memory zones.

CFDIU The CFDIU centralizes all information concerning aircraft system failures. Reading or printing of all the failure information is done in the cockpit. The Centralized Fault Display System (CFDS = CFDIU + BITEs) functions are accessed through the MCDUs.

CFDS MODES Two CFDS modes are available: NORMAL and MENU modes. The MENU MODE is available only on ground.

NORMAL MODE In this mode, the CFDIU scans all the connected system outputs and memorizes the failure messages in order to generate the CURRENT (LAST) LEG REPORT and the CURRENT (LAST) LEG ECAM REPORT. In flight the CFDS always operates in the normal mode.

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BITE ... CFDS MODES

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POST FLIGHT REPORT

REPORTS LAST/CURRENT LEG REPORT A CURRENT LEG REPORT is elaborated during the flight. After the flight, its title becomes LAST LEG REPORT. The purpose of this item is to present the failure messages, concerning all systems, occurred during the last/current flight. Each message contains the test of the failure, the ATA reference and the flight phase and time at which the failure occurred. A function correlates the "SOURCE" failure message with the "resulting" failure messages. SOURCE: Name of system affected by a failure. IDENTIFIER: Name of system affected by an external failure, which is correlated with the "SOURCE" failure. The CFDIU capacity for failure messages memorization is up to 40 lines.

4 if flight number inserted prior to first engine start, first engine start 4 + 3 minutes. 4 if not, aircraft speed > 80 knots. End of PFR recording:

LAST/CURRENT LEG ECAM REPORT A CURRENT LEG ECAM REPORT is elaborated during the flight. After the flight, its title becomes LAST LEG ECAM REPORT. The purpose of this item is to present the warning messages displayed on the upper ECAM display unit during the last/current flight. These are primary or independent warnings. Each message contains the ECAM warning, the ATA reference and the flight phase and time at which the warning was triggered. When several identical and consecutive warnings are transmitted, the CFDIU memorizes the first occurrence only and carries on counting with a maximum of 8. The occurrence counter is displayed between brackets at the end of the message. The CFDIU capacity for warning messages memorization is up to 40 lines.

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The Post Flight Report (PFR) is the sum of the LAST LEG REPORT and of the LAST LEG ECAM REPORT. The PFR can only be printed on ground. The list of ECAM WARNING MESSAGES and FAULT MESSAGES with the associated time, flight phase and ATA reference allow the maintenance crew to make a correlation for easier trouble-shooting. Beginning of PFR recording:

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4 Aircraft speed < 80 knots + 30 seconds.


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REPORTS - LAST/CURRENT LEG REPORT ... POST FLIGHT REPORT

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INTERNAL/EXTERNAL FAILURES Each BITE can make the difference between an internal and an external failure. Let us suppose that an Angle-Of-Attack (AOA) sensor failure has been detected and that systems A, B and C are affected by this failure. The Air Data System (ADS) will transmit an internal failure while systems A, B and C will transmit an external failure.

FAILURE GRAVITY The failures are classified according to their importance: 4 class 1 failures are the most serious ones and require an immediate maintenance action subject to the Minimum Equipment List (MEL). 4 class 2 failures may have consequences if a second failure occurs. A class 2 failure must be repaired within 10 days. 4 class 3 failures can be left uncorrected until the next scheduled maintenance check.

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INTERNAL/EXTERNAL FAILURES & FAILURE GRAVITY

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TYPE 3 SYSTEM

CFDS AIRCRAFT SYSTEM TYPES (2)

Type 3 systems are simple systems linked to the CFDS by only two discrete signals. Type 3 systems cannot memorize failure messages.

TYPE 1 SYSTEMS indicates if the system is OK or not. Example: Transformer Rectifier Unit (TRU) Most systems are type 1 systems. These systems can memorize failures, which occurred in the last 64 flight legs. Type 1 systems are connected to the Centralized Fault Display Interface Unit (CFDIU) via an ARINC 429 input bus and an ARINC 429 output bus.

The discrete input permits to initiate the test or reset. The discrete output indicates if the system is OK or not. Example: Transformer Rectifier Unit (TRU)

SINGLE COMPUTER The first configuration in TYPE 1 is a single computer. Example: VHF 1 Transceiver.

MULTI COMPUTER The second configuration in TYPE 1 includes several computers in the same aircraft system. One computer concentrates the maintenance data of the other computers. Example: Flight Management and Guidance Computers (FMGC) and Flight Augmentation Computer (FAC) with FMGC 1 as A, FMGC 2 as B and FAC 1 as C.

DUPLICATED SYSTEM A duplicated system includes two different subsystems in the same computer. Example: Air Data Inertial Reference Unit (ADIRU) with ADR as subsystem 1 and IR as subsystem 2.

TYPE 2 SYSTEM Type 2 systems memorize only failures from the last flight leg. The discrete signal is provided to initiate the test of the system. Example: Avionic Electronic Ventilation Computer (AEVC).

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TYPE 1 SYSTEMS ... TYPE 3 SYSTEM

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CFDS FAILURE CLASSIFICATION (2) CLASS 1 Class 1 failures have an operational consequence on the flight. You can display the class 1 failures on the MCDU: 4 in the LAST (or CURRENT) LEG REPORT. 4 in the LAST (or CURRENT) LEG ECAM REPORT. These faults are also indicated to the crew in flight: 4 by the ECAM system (upper and/or lower Display Unit (DU)). 4 by local warning in the cockpit. Refer to the Minimum Equipment List (MEL): "GO", "GO IF" or "NO GO".

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CLASS 1

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CLASS 2 Class 2 failures have no immediate operational consequence and can be displayed on request on the ECAM STATUS page, under the MAINTENANCE title. You can display the class 2 failures on the MCDU: 4 in the LAST (or CURRENT) LEG REPORT. 4 in the LAST (or CURRENT) LEG ECAM REPORT. A class 2 failure has to be repaired within 10 days. Refer to the MEL: "GO" without condition. The example given here concerns the Cabin Intercommunication Data System (CIDS) fault.

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CLASS 2

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CLASS 3 Class 3 failures have no operational consequence. All aircraft systems remain available. These faults are not indicated to the crew but you can display the name of the systems affected by at least a class 3 failure in the AVIONICS STATUS (only available on ground). Do not refer to the MEL. Class 3 failures have no fixed time for correction. However, correction is recommended to improve the dispatch reliability. Class 3 failures may be corrected during the A CHECK programmed maintenance operations.

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CLASS 3

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SYNTHESIS Class 1 and 2 failures are displayed in the LAST (or CURRENT) LEG REPORT and in the LAST (or CURRENT) LEG ECAM REPORT. AVIONICS STATUS displays, on ground, the title of the systems currently affected by any failure class.

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SYNTHESIS

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CFDS REPORTS (2) GENERAL On ground, all the functions are available. In flight, only CURRENT LEG REPORT and CURRENT LEG ECAM REPORT are available. NOTE: NOTE: THE CENTRALIZED FAULT DISPLAY SYSTEM (CFDS) MENU COMPRISES TWO PAGES.

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GENERAL

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LAST/CURRENT LEG REPORT The LAST LEG REPORT shows failure information delivered by the Built-in Test Equipments (BITEs) of the aircraft systems. It can store up to 40 failures occurred during the last leg. Pressing the Slat Flap Control Computer (SFCC) channel 1 (3L) line key allows access to the related IDENTIFIERS page. The LAST LEG REPORT shows the internal failures (class one and two) only. The SOURCE/IDENTIFIERS page shows the list of systems affected by the source failure, which is an external failure for them. On the ground, the title of this item is LAST LEG REPORT. In flight, it is CURRENT LEG REPORT. When the report is shown on several pages, an arrow appears on the top right-hand corner. The key helps you to see the following pages. If you select the key on the last page, you come back to the first page. When you select the PRINT line key, all the LAST LEG REPORT is printed, even if it contains several pages.

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LAST/CURRENT LEG REPORT

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LAST/CURRENT LEG ECAM REPORT The LAST LEG ECAM REPORT shows the list of Electronic Centralized Aircraft Monitoring (ECAM) warning messages sent to the Centralized Fault Display Interface Unit (CFDIU) by the Flight Warning Computers (FWC). It can store up to 40 warnings occurred during the last leg. On ground, the title of this item is LAST LEG ECAM REPORT; in flight it is CURRENT LEG ECAM REPORT. Documentary data appears on the print report: 4 the A/C identification, 4 date and Greenwich Mean Time (GMT), 4 the flight number, 4 the city pair. When you select the PRINT line key, all the LAST LEG ECAM REPORT is printed.

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LAST/CURRENT LEG ECAM REPORT

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PREVIOUS LEGS REPORT At each new flight leg, the content of the LAST LEG REPORT is transferred into the PREVIOUS LEGS REPORT. This report can store up to 200 failures over the last 64 flight legs. The PREVIOUS LEGS REPORT is displayed only on ground. Each failure message contains the same kind of data as the LAST LEG REPORT. For example: FEB 22 1312 22-00-00 NO FAC 1 DATA (INTM) It also contains a flight leg counter relative to the previous flight. XX is the number of flight legs before the last flight leg. For example: 01 (previous leg). NOTE: AS THE LEG NUMBER CHANGES AT GROUND/FLIGHT TRANSITION, THE CONTENT OF THE LAST LEG REPORT IS STORED AND IDENTIFIED IN THE PREVIOUS LEGS REPORT UNDER THE LEG -01. AT FLIGHT/GROUND TRANSITION, THE LAST LEG REPORT IN THE PREVIOUS LEGS REPORT IS IDENTIFIED AS 00. "INTM" means that the failure has occurred intermittently. When you make a print of the PREVIOUS LEGS REPORT, only the displayed page is printed.

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PREVIOUS LEGS REPORT

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AVIONICS STATUS The AVIONICS STATUS presents the list of systems, which are currently affected by a failure. This function is only available on ground. The information presented is permanently updated. The message contains the name of the system presently affected by a failure, i.e. VHF3, or a NO X DATA message when the related system bus is not active. For example: NO ILS 2 DATA The AVIONICS STATUS also indicates the class 3 failures. (CLASS 3) means that the system is affected by at least one class 3 failure. Note that there could also be class 1 or 2 failures. When you make a print, all the AVIONICS STATUS report is printed even if it contains several pages.

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AVIONICS STATUS

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LAST LEG REPORT

SYSTEM REPORT/TEST The SYSTEM REPORT/TEST function is available on the ground only. It enables a dialogue between the CFDS and one system computer. The SYSTEM REPORT/TEST menu page presents the list of all the systems connected to the CFDIU, in ATA chapter order. An example of each system type is available:

This function presents the internal and external failure messages concerning this system that appeared during the last flight. These failure messages contain the name of the failed Line Replaceable Unit (LRU) associated with the time at which the failure occurred and the ATA reference.

4 in Landing Gear (L/G) for type 1 systems,

PREVIOUS LEGS REPORT

4 in Air Conditioning (AIRCOND) for type 2 systems,

This function presents the internal and external failure messages concerning this system that appeared during the previous 64 flights. The failure messages contain the name of the failed LRU associated with the time and date at which the failure occurred, the flight number (-00 to -63) and the ATA reference.

4 in Electrical (ELEC) for type 3 systems.

SYSTEM REPORT/TEST-BSCU A (TYPE 1 SYSTEM) Type 1 systems are the most common systems. The menu they present depends on the system itself. In the MENU mode, the menu is transmitted by the system itself. You talk directly with the system. The menu includes three basic functions:

LRU IDENTIFICATION This function presents the Part Number (PN) of the LRUs.

4 the LAST LEG REPORT, 4 the PREVIOUS LEGS REPORT, 4 the LRU IDENTIFICATION, and optional functions, depending on the system for example: 4 TROUBLE SHOOTING DATA, 4 CLASS 3 FAULTS, 4 TEST, 4 GROUND SCANNING.

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SYSTEM REPORT/TEST & SYSTEM REPORT/TEST-BSCU A (TYPE 1 SYSTEM)

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TROUBLE SHOOTING DATA This item presents complementary information concerning the failures for trouble shooting at level 3 (engineering maintenance). These messages contain data constituting a snapshot of the system environment at the moment of the failure or contain parameters internal to the computer (Aircraft configuration, valve positions,...). This information is presented on MCDU in hexadecimal language. When required, the Trouble Shooting Manual (TSM) gives the interpretation of the message.

CLASS 3 FAULTS This item presents class 3 failure messages concerning this system that appeared during previous flights. These failure messages contain the name of the equipment affected by a class 3 fault associated with the time, the date, the flight number and the ATA reference.

TEST This item initiates system tests and shows the test results on the MCDU. The CFDIU transmits the code of the line key (TEST) to the system. The system BITE executes its test and may display a wait message to the CFDIU when the test lasts for a long time. At the end of the test, the BITE transmits the test results to the CFDIU for display.

GROUND SCANNING This item presents the internal and external failures concerning this system and which are present when the request is made (on ground only). This report is established by forcing the operation of the BITE in system normal mode (same BITE operation as in flight).

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SYSTEM REPORT/TEST-BSCU A (TYPE 1 SYSTEM) - TROUBLE SHOOTING DATA ... GROUND SCANNING

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SYSTEM REPORT/TEST-AEVC (TYPE 2 SYSTEM) Type 2 systems present a menu with one basic function, the LAST LEG REPORT and optional functions depending on the system. Unlike Type 1 systems, Type 2 systems do not have a Menu Mode. These functions are presented on the MCDU by the CFDIU: you are in PSEUDO-MENU mode. You do not talk directly to the system. The system permanently transmits its data on the system bus, and the CFDIU reads them, except for the test. The menu includes one basic function: 4 the LAST LEG REPORT, and optional functions depending on the system, for example here 4 TEST, 4 CLASS 3 FAULTS.

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SYSTEM REPORT/TEST-AEVC (TYPE 2 SYSTEM)

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AIRBUS A318/319/320/321


CFM 56 / Level 3


SYSTEM REPORT/TEST-GCU EMER (TYPE 3 SYSTEM) Type 3 systems present only one function on their menu. Type 3 systems have no MENU mode. The available functions are shown by the CFDIU. The only possible functions are TEST or RESET. When you make a test or a reset, the CFDIU initiates the test or the reset, receives the result and shows it on the MCDU.

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SYSTEM REPORT/TEST-GCU EMER (TYPE 3 SYSTEM)

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POST FLIGHT REPORT The POST FLIGHT REPORT (PFR) is the sum of the LAST LEG REPORT and of the LAST LEG ECAM REPORT. It is only available on the printer. ECAM WARNING MESSAGES show/give the LAST LEG ECAM REPORT. FAULT MESSAGES show/give the LAST LEG REPORT.

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POST FLIGHT REPORT

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GMT/DATE INIT The GMT/DATE INIT function is available only in case of clock failure and CFDIU power interrupt. In normal operation, the CFDIU receives the time from the clock. In the event of main clock failure, the CFDIU transmits the time and the date using its internal clock. The CFDIU shows the time on the ECAM Display Unit (DU). Re initialization of the time and the date will be only necessary after a power cut-off. It shall be carried out on MCDU through the GMT/DATE INIT function. GMT and date are entered by using the scratchpad.

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GMT/DATE INIT

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ACARS/PRINT PROGRAM This item sends the automatic transmission, via the Air Traffic Service Unit (ATSU), or printing of the following functions: 4 PFR, 4 real time failures, 4 real time warnings and, 4 avionics data. If "YES" is selected for the send and print columns, the CFDIU will automatically transmit or print the PFR at the end of the flight or the failures and warnings in real time. For avionics data, "YES" in the send column, means that the system pages will be sent to the ground when the operator requests a print. A star beside "YES" or "NO" means that these items are modifiable. The programming of the send column is given by the ATSU and the programming of the print control for the avionics data is given by the system itself.

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ACARS/PRINT PROGRAM

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PFR FILTER PROGRAM The purpose of this function is to improve the operational use of the PFR, CURRENT/LAST LEG ECAM REPORT and LAST LEG REPORT, by filtering all the spurious or unjustified failures/messages. It concerns the PFR printed at the end of the flight as well as the real-time failure and warning information transmitted by the ATSU.

FILTER ACTIVATED The filter database is activated after correct uploading. It can be deactivated then activated again through the second page of the main maintenance menu by pushing line key 4L then 2L. This database is adapted from Service Information Letter (SIL) 0028 under diskette form. It must be periodically updated.

PRINT FILTER CONTENT Action on line key 3R starts the printing of the maintenance filter database.

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PFR FILTER PROGRAM - FILTER ACTIVATED & PRINT FILTER CONTENT

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CFDS PHASES (2)

Aircraft Monitoring (ECAM) warning message memorization in the CFDIU).

GROUND/FLIGHT TRANSITION

FLIGHT/GROUND TRANSITION

Transition to flight (Event 1) is defined at the soonest or at the latest depending on whether the flight number has been entered by the crew before take-off or not:

Transition to ground occurs when, after touch down, the aircraft speed has been below 80 knots for 30 seconds. At this time, the CURRENT LEG REPORT is renamed under the title LAST LEG REPORT and is stored in the PREVIOUS LEGS REPORT.

4 at the soonest: First engine start + 3 minutes if flight number entered prior to first engine start. 4 at the latest: Aircraft speed > 80 knots if flight number not entered prior to first engine start. At event "1", the leg number is incremented.

NOTE: AS THE LEG HAS NOT CHANGED, THE CONTENT OF THE LAST LEG REPORT IS IDENTIFIED IN THE PREVIOUS LEGS REPORT UNDER THE LEG -00.

ON GROUND PHASE

IN FLIGHT PHASE From event 1 until aircraft speed has been below 80 knots for 30 seconds, type 1 and 3 systems are considered in flight.

On ground, the system BITEs ensure:

NOTE: TYPE 2 SYSTEMS ARE ONLY CONSIDERED IN FLIGHT FROM 30 SECONDS AFTER LIFT OFF UP TO TOUCH DOWN.

4 transmission to the CFDIU of internal faults for monitoring and establishment of the AVIONICS STATUS. All Centralized Fault Display System (CFDS) functions (e.g. PFR printing) are available on request through the MCDUs.

In flight, the system Built-In Test Equipment (BITE) ensures: 4 detection (Type 1/2/3 systems) and memorization in their flight memory (Type 1/2 systems only as type 3 system BITEs do not have any memory) of internal and external faults,

4 detection (Type 1/2/3 systems) and memorization in their ground memory (Type 1/2 systems) of internal faults only,

4 transmission to the Centralized Fault Display Interface Unit (CFDIU) of internal and external faults for memorization and establishment of the CURRENT LEG REPORT. This in flight phase corresponds to the Post Flight Report (PFR) recording time (Beginning and end of fault and Electronic Centralized

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GROUND/FLIGHT TRANSITION ... ON GROUND PHASE

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DETECTION

CFDIU FUNCTIONS (3)

The CFDIU can detect the nature of the failure by reading the ARINC words. Nature of failures:

MAIN FUNCTIONS

4 internal (i.e. SDAC FAULT)

MEMORY The Centralized Fault Display Interface Unit (CFDIU) stores the failure messages and the Electronic Centralized Aircraft Monitoring (ECAM) warning messages in a Non Volatile Memory (NVM).

4 external (i.e. FWC 1: NO DATA FROM ADIRU1) 4 intermittent; (INTM) added 4 class 3; (CLASS 3) added.

INTERFACES

MANAGEMENT The CFDIU manages failure information and adds data such as Universal Time Coordinated (UTC), DATE, ATA chapter, LEG, FLIGHT PHASE to elaborate reports.

CORRELATION If a computer internal failure is detected, the CFDIU achieves a correlation function that means it isolates or ignores the malfunctions of systems relating to this failure. Example: ADC FAILURE causes NO DATA FROM ADC in other computers. The Centralized Fault Display System (CFDS) will present only the initial failure in the last leg report. The function IDENT will then present the systems affected by this failure.

MONITORING The CFDIU scans permanently all input buses in order to detect a transmitted failure message. The CFDIU detects intermittent operation of the systems and adds INTM to the failure message.

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CLOCK The CFDIU permanently receives the UTC and the date from the aircraft clock and then sends these two parameters to all type 1 systems. The UTC and date are used by the system Built-in Test Equipments (BITEs) as well as the CFDIU for the various maintenance reports.

FAC The CFDIU receives the flight number and city pair from the Flight Augmentation Computer (FAC). The city pair (FROM/TO airport) is sent to the Air Traffic Service Unit (ATSU) and to the Data Management Unit (DMU)-part of the Flight Data Interface and Management Unit (FDIMU). The CFDIU counts the number (maximum 8) of identical and consecutive ECAM warning messages and records in the LAST LEG ECAM REPORT.


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MAIN FUNCTIONS ... ABNORMAL OPERATION

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EVMU

FDIMU The CFDIU receives the aircraft identification from the Flight Data Interface Unit (FDIU)-part of the FDIMU and sends this parameter to all type 1 systems. The CFDIU is used as an interface between the FDIU part and the Flight Warning Computer (FWC) to send some FDIU class 2 failures to the FWC in order to constitute the maintenance status. The CFDIU is used as an interface between the DMU-part of the FDIMU and the FWC to send some DMU class 2 failures. DMU class 2 failures are used for the maintenance status on the ECAM.

FWC The CFDIU receives the flight phases and ECAM warnings from the FWC. The ECAM warnings are used by the CFDIU to generate the LAST or CURRENT LEG ECAM REPORT. Only PRIMARY failures, INDEPENDENT failures and CLASS 2 failure messages (Maintenance status) are received.

The EVMU receives the engine serial number from the DMC through the CFDIU. The DMC receives it from the Engine Control Unit (ECU) for CFM engines, or Electronic Engine Control (EEC) for IAE and PW engines.

ABNORMAL OPERATION CLOCK BACKUP If the aircraft clock fails, the CFDIU takes over and its internal clock sends UTC and date on the output bus to all type 1 systems. Upon power-on after A/C clock failure, the item GMT/DATE INIT is added to the CFDS menu. This option enables UTC and date initialization.

CFDIU FAILURE When the CFDIU is affected by an internal failure, the message CFDIU is displayed on the ECAM MAINTENANCE STATUS page.

DMC The CFDIU receives the engine serial number from the Display Management Computer (DMC) and sends this parameter to the Engine Vibration Monitoring Unit (EVMU).

ATSU The ATSU receives the city pair from the FAC through the CFDIU. The CFDIU can send real time failures and ECAM warning messages to the ATSU. It can also send the Post Flight Report (PFR) to the ATSU at the end of the flight.

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MAIN FUNCTIONS ... ABNORMAL OPERATION

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TROUBLE SHOOTING PROCEDURE WITH CFDS (3) COCKPIT EFFECT After a malfunction, the crew reports the cockpit effect in the log book. The fault symptoms, relative to the cockpit effect, can be as follows: 4 a WARNING/MALFUNCTION + Centralized Fault Display System (CFDS) FAULT message (with possible associated warnings and system IDENTIFIERS). 4 a WARNING/MALFUNCTION alone. 4 a CFDS FAULT message alone.

PFR For the class 1 and 2 failures of CFDS monitored systems, the Post Flight Report (PFR) permits an access to the concerned list of faults in Airn@v. For this purpose, it gives the following information: Electronic Centralized Aircraft Monitoring (ECAM) WARNING message (if it exists), FAULT message with its SOURCE, ATA reference and IDENTIFIERS list. When the PFR print is not available, this information can be retrieved through the MCDU (in Normal mode or Menu mode). Service Information Letter (SIL) 00-028, made of "spurious maintenance messages", and the maintenance knowledge let the airlines create a specific data base to filter the messages to be displayed on the PFR. Once loaded into the Centralized Fault Display Interface Unit (CFDIU), this maintenance filter data base can be activated through the MCDU.

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COCKPIT EFFECT & PFR

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TROUBLE SHOOTING PROCESS AIRN@V ENTRY The CFDS report information gives a direct access to the fault isolation procedure task numbers through Airn@v. You have to select the Troubleshooting documentation to get access to the fault symptoms, which are the association of a warning/malfunction and/or CFDS fault message. The fault symptoms are divided into the five following sections: 4 ECAM, 4 Electronic Flight Instrument System (EFIS), 4 LOCAL warning, 4 Crew & Maintenance Observation and, 4 CFDS.

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TROUBLE SHOOTING PROCESS - AIRN@V ENTRY

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ECAM WARNING SELECTION To find the reported problem (ELEC BCL 1 FAULT in this example), you have to select ECAM Warning and enter the name of the ECAM WARNING MESSAGE, which appears on the PFR (or on the ECAM Display Unit). You can also enter the ATA chapter to have a list of Warnings/malfunctions, and then you select the related ECAM warning message. NOTE: IF REQUIRED, ADDITIONAL WARNINGS/MALFUNCTIONS MUST BE SELECTED.

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TROUBLE SHOOTING PROCESS - ECAM WARNING SELECTION

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CORRELATION A Warning/malfunction with its correlated CFDS fault could have several associated fault isolation procedure tasks according to the systems, which have detected the fault. The PFR gives a SOURCE item, which must be compared with the SOURCE item of the CFDS Fault messages list in Airn@v. By selecting the appropriate fault message, the Airn@v system gives the right access to the fault isolation procedure.

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TROUBLE SHOOTING PROCESS - CORRELATION

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FAULT ISOLATION PROCEDURE The related fault isolation procedure task in Airn@v (task number 2430-00-810-805) has a presentation of possible causes and the fault confirmation (for example by an operational test, power-up test or GROUND SCANNING). It also gives the fault isolation procedure including Line Replaceable Unit (LRU) removal/installation, wiring check, etc.... In addition, the procedure gives access to the useful aircraft documentation references knowing that all manuals contained in AirN@v are interconnected by hyperlinks, and all the schematics can be found and printed easily.

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FAULT ISOLATION PROCEDURE

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AIRBUS A318/319/320/321


CFM 56 / Level 3


POST FLIGHT REPORT FILTERING FUNCTION (3) PURPOSE The purpose of the filtering function is to reduce the number of spurious maintenance messages. So the filtered Post Flight Report (PFR) contains only the messages needing a maintenance action.

FILTER DATA BASE CUSTOMIZATION AND LOADING Using the feedback data from the airlines or the data from laboratory or flight tests, Airbus establishes, keeps up to date and transmits to the airlines a document called Service Information Letter (SIL) 00-028. SIL 00-028 consists of a "spurious maintenance messages data base". This is an envelope data base, including the spurious messages concerning every possible Part Number (PN) from every vendor. The airline is responsible for customizing this envelope data base to its fleet configuration using a compatible personal computer and dedicated software. The customized maintenance filter data base is first stored on a floppy disk, and then uploaded into the Centralized Fault Display Interface Unit (CFDIU) by means of the data loader.

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PURPOSE & FILTER DATA BASE CUSTOMIZATION AND LOADING

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FILTER DATA BASE IDENTIFICATION Each filter is identified by a 15-character data base number. The data base number is written on the filtered PFR and can be displayed on the MCDU.

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FILTER DATA BASE IDENTIFICATION

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ACTIVATION The filtered PFR is activated through the MCDU with the function called PFR FILTER PROGRAM. FILTER ACTIVATED is set to NO: The complete PFR may be manually or automatically printed or sent through the Air Traffic Service Unit (ATSU). FILTER ACTIVATED is set to YES: The complete PFR may be manually or automatically printed or sent through the ATSU. The PRINT FILTER CONTENT function enables the maintenance filter data base to be printed.

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ACTIVATION

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EXAMPLES These examples show a PFR not filtered, the maintenance filter data base and the PFR filtered.

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EXAMPLES

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AIRBUS A318/319/320/321


CFM 56 / Level 3


PRINTER PRESENTATION (2) GENERAL The printer allows print-out of the Centralized Fault Display System (CFDS) reports and additional reports. The additional reports come from: 4 the Aircraft Integrated Data System (AIDS), 4 the Air Traffic Service Unit (ATSU), 4 the Flight Management and Guidance System (FMGS), 4 the Engine Vibration Monitoring Unit (EVMU).

PAPER The paper can be inserted via an access door incorporated in the front-panel. The printer is loaded with a 4.4 inch wide (109 mm) paper roll.

MONITORING The printer face features a locking system and a SLEW P/BSW. The SLEW switch is used to exit paper. In case of malfunctioning leading to incapability to achieve any print-out, the printer transmits a message to the CFDS as long as the defect is present.

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GENERAL ... MONITORING

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PRINTER DESCRIPTION/OPERATION (3) PRINTER CAPABILITY The printer provides onboard printouts concerning various aircraft systems one at a time. The printer is capable to print 80, 64 or 40 characters per line format. It provides a storage capability of 8 Kilobytes (Kb) and is able to generate 120 forty-character lines per minute.

USERS Data to be printed is formatted within the various system users. The printer determines which input is active and switches on each system in order of their priorities.

MANUAL PRINT In manual mode, prints are triggered from the MCDU. The MCDU initiates printing of data displayed on MCDU screen or data stored in system reports.

AUTOMATIC PRINT Some reports are automatically printed provided that the automatic printing function has been programmed in the corresponding system computer. Example: Automatic printing of the Centralized Fault Display System (CFDS) POST FLIGHT REPORT upon engine shutdown.

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PRINTER CAPABILITY ... AUTOMATIC PRINT

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PRINTER SYSTEM INTERFACES (3) INPUTS Data is transmitted via Low Speed (LS) ARINC 429 buses, one at a time using a handshake protocol. 12 inputs are available on the printer, but only 6 are allocated. Input 1 has the highest priority; input 12 has the lowest one.

OUTPUTS The printer has a single ARINC 429 output bus to control the various connected systems.

MONITORING The printer provides continuous monitoring of critical internal parameters. Monitored parameters: 4 no buffer overrun, 4 no inhibit mode, 4 door closed, 4 no out of page, 4 internal circuitry, 4 power supply circuitry, 4 operating temperature. In case of one of those malfunctions a message is sent to the Centralized Fault Display Interface Unit (CFDIU).

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INPUTS ... MONITORING

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PRINTER PAPER LOADING (2) JOB SET-UP Energize the aircraft electrical circuits. Push the SLEW P/BSW to remove the remaining paper from the printer. Open, safety and tag the 6TW PrinTeR/SupPLY C/B.

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JOB SET-UP

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PROCEDURE Turn the locking system to release the door. Lift the door and discard the empty roll. Clean the remaining paper off the paper cutter. Install a new roll of paper on its support and check that the paper roll turns correctly. Engage the paper under drive roller and check that paper is held tight. Close and lock the printer door.

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PROCEDURE

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CLOSE-UP Remove the safety clip and the tag and close the 6TW C/B. Deenergize the aircraft electrical circuits. Make sure that work area is clean and clear of tools and other items. NOTE: USING THE SLEW P/B MOVE THE PAPER OUT OF THE SLOT OF THE PAPER CUTTER AND CUT OFF THE UNWANTED PAPER.

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CLOSE-UP

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COMPUTER REMOVAL AND INSTALLATION (3) Before starting a computer removal/installation procedure, the A/C has to be set-up for maintenance. The first task is to make sure that the ground service network is energized and the access door is open and accessible. Then make sure that the C/Bs listed in the removal of the computer procedure of Aircraft Maintenance Manual (AMM) is open. The first action is to loosen the nut and then to lower the nut. When the nut is lowered, pull the computer on its rack to disconnect the electrical connectors and remove the computer from its rack. Before starting a computer installation procedure, clean and do a visual inspection of the component interface and of the adjacent area. First remove the blanking caps from the electrical connectors and make sure that the electrical connectors are clean and in the correct condition. Then install the computer on its rack and push it on its rack to connect the electrical connectors. Now you can engage the nuts on the studs and tighten them. The installation is finished. You can close the C/B. The last actions of the computer installation are to do a test through the MCDU and to close the access. Make sure that the work area is clean and clear of tools and other items, close the access door and remove the access platform.

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COMPUTER REMOVAL/INSTALLATION

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PUSHBUTTON REMOVAL AND INSTALLATION (3) Before starting a P/B removal installation procedure, make sure that the lamp capsule is in the delatched (up) position when you remove it from an alternate action switch. If the lamp capsule is not delached (up) when you remove it the switch cannot operate. Then open the C/B of the circuit related to the P/BSW. Put the removal tool lamp capsule extractor in the notches on the side of the head of the P/BSW. Carefully pull the tool to remove the head of the P/BSW. The head stays attached to the body of the P/BSW by the rods that turn. Now you have to remove the body of the P/BSW. First, fully loosen the two screws of the body but do not lock them. After, pull the head to remove the body. Before starting the installation of a P/BSW, clean and make an inspection of the component interface and of the adjacent area. Now, put the TOP mark in the up position and push the body of the P/BSW fully into its housing. Torque the two screws of the body of the P/BSW. Now, install the head in the body of the P/BSW. To do this, push the head until it touches the stop. To finish the installation task close the C/B of the circuit related to the P/BSW. After that, make sure that the work area is clean and clear of tools and other items.

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PUSHBUTTON REMOVAL AND INSTALLATION

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E-LOGBOOK DESCRIPTION (OPTION) (2) ELOGBOOK PURPOSE ELECTRONIC / PAPER LOGBOOK COMPARISON The electronic Logbook (eLogbook) is a modern alternative to the traditional aircraft paper logbook that the airlines are required to use to operate their aircraft. The eLogbook provides the same capabilities as the traditional paper logbook plus additional functions to facilitate and improve flight crew and maintenance staff communication. In addition, note that the eLogbook is provided by Airbus to the airlines as an option.

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ELOGBOOK PURPOSE - ELECTRONIC / PAPER LOGBOOK COMPARISON

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E-LOGBOOK FUNCTIONS The eLogbook is the main communication means for aircraft operational staff. It enables the flight crew and the technical staff to be aware of the aircraft status, to enter aircraft defect and to report maintenance and servicing actions. The eLogbook lets the flight crew: 4 consult the Logbook status 4 accept / create a new flight 4 report aircraft defects 4 hand over to maintenance The maintenance staff uses the eLogbook to: 4 consult the aircraft status 4 report aircraft defects 4 report corrective or scheduled maintenance actions 4 report servicing actions 4 build the Certificate of Release into Service (CRS) of the aircraft Finally the cabin crew can also use the eLogbook to: 4 consult the aircraft status 4 inform the flight crew about regulatory cabin defects 4 report none regulatory cabin defects

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ELOGBOOK PURPOSE - ELOGBOOK FUNCTIONS

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ELOGBOOK COCKPIT LOCATION AND STOWAGE The eLogbook is stowed in the cockpit by the flight crew. When the pilots want to use it they have the possibility to put it on the sliding table. In addition, note that the eLogbook is not connected to the aircraft. The eLogbook runs on a fully stand alone laptop.

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ELOGBOOK COCKPIT LOCATION AND STOWAGE

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ELECTRONIC AND CABIN LOGBOOK Two logbooks can now be considered on the aircraft: 4 the eLogbook dedicated to the flight crew, the maintenance and in certain cases, the cabin crew 4 the Digital Cabin Logbook (DCL) fully dedicated to the cabin crew The Digital Cabin Logbook is used by the cabin crew: 4 to consult the cabin systems status 4 to enter cabin defects 4 to report not regulatory maintenance actions affecting the cabin Both eLogbook and cabin logbook are provided by Airbus to the Airlines as an option for the time being.

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ELECTRONIC AND CABIN LOGBOOK

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E-LOGBOOK - PILOT DEDICATED FUNCTIONS The main actions performed by the flight crew during a leg are: 4 Logbook status consultation to be aware of the general aircraft status (deferred items, last maintenance release, etc...) 4 From the Logbook status the flight crew has also the possibility to consult the aircraft data history (previous maintenance actions, log entries) 4 The consultation of the CRS 4 The consultation of serviced report 4 Creation of a new flight (Flight Data Page) 4 Defect reporting 4 Flight closure (hand over to maintenance)

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ELOGBOOK - PILOT DEDICATED FUNCTIONS

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FLIGHT DATA REPORTING This function, mainly used by the flight crew, enables to: 4 fill out pre/post-flight parameters such as fuel on board, fuel remaining, de-icing, etc. All the parameters in this report can be customized by the airline. 4 Accept the aircraft to open the flight 4 To close the flight that means to return the aircraft to maintenance

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ELOGBOOK - PILOT DEDICATED FUNCTIONS - FLIGHT DATA REPORTING

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E-LOGBOOK - MAINTENANCE DEDICATED FUNCTIONS The main actions performed by the maintenance staff during a transit phase between two aircraft legs are: 4 consultation of Logbook status (open items, deferred items, scheduled maintenance, etc...) 4 if necessary the consultation of aircraft data history 4 then in case of a defect report, direct access to the Minimum Equipment List (MEL) 4 defect reporting 4 maintenance actions reporting 4 Signature of the Certificate of Release into Service 4 Serviced actions reporting

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS

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LOGBOOK DATA STATUS The Logbook Data Status page is the eLogbook "Home Page". This function is used to display the current Logbook Status: 4 The number of defects which have not received any maintenance actions for the moment (Open items) 4 The number of defects which have been deferred according to MEL advice (Deferred items) 4 The number of defects which have been deferred without reference to the MEL (Major items) NOTE THAT THIS PAGE DISPLAYS BOTH COCKPIT AND (REGULATORY) CABIN RELATED DEFECTS. 4 The last CRS information (creation data, validity of last release) 4 The last serviced report 4 The last maintenance check The details for the above data are accessible by clicking once

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - LOGBOOK DATA STATUS

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SERVICED ITEMS REPORT This function is used to report all serviced actions performed by maintenance (such as, water filling, oil levels). All the parameters on this report can be customized by the airline. This function creates a new report if there is no Serviced report for the current flight. When there is an open Serviced report linked to the current flight, it is displayed and can be updated. If the current Serviced report status is validated, it can only be consulted.

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - SERVICED ITEMS REPORT

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LOGBOOK ENTRIES FUNCTION The operator has access to this function: 4 To report any defects. A defect report is created with the OPEN status. The operator can report a defect by choosing one of the possible entry points. Note that it is also possible to display the report severity. The severity must be defined by the airline policy. The display of this report severity can be customized. 4 To request an action. An operator enters free text to request either a maintenance action or a test action. For example, a pilot is able to ask a maintenance operator to change his seatbelts if broken 4 To report a maintenance action. This function is used to enter one or more maintenance actions linked to a defect. 4 To link a defect entry to another logbook entry 4 To consult previous logbook entries

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - LOGBOOK ENTRIES FUNCTION

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LOGBOOK DEFECT ENTRY To report an aircraft defect, the logbook user (flight crew, maintenance, and also cabin crew) has direct access to defect reporting assistants. The defect selection is facilitated by the filters that help the users to find the relevant defect among a list of standard defects. The user has also the possibility to indicate the type of the report: 4 defect report 4 request for action 4 work or 4 comment/info and his profile: 4 technical/flight crew 4 cabin crew 4 maintenance team Note that the user can add free comments or additional information in addition to the standard entries.

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - LOGBOOK DEFECT ENTRY HISTORY REPORTING

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - HISTORY REPORTING

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ACCESS TO MEL The eLogbook has also the capability to link each logbook entry to the associated MEL procedure (depending on the defect entry accuracy) through contextual hyperlink. Note that the MEL will be displayed only if the Airbus MEL viewer application is installed on the eLogbook laptop.

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - ACCESS TO MEL

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MAINTENANCE ACTION REPORT This function is used to enter one or more maintenance actions linked to a defect. The description of the action carried out contains information such as station, date and time of the maintenance action, LRU replacement, MEL reference...If the maintenance action cannot be carried out at the time, the defect can be deferred either with or without reference to MEL The maintenance action report will be recorded only after validation and signature, depending on the user profile.

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - MAINTENANCE ACTION REPORT

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CERTIFICATE OF RELEASE TO SERVICE This function is used to provide the Certificate of Release into Service for the aircraft. The operator (appropriate maintenance type certificate holder) validates the maintenance actions carried out since the last Certificate of Release into Service according to JAR 145 and must sign the report. A new CRS is established and the aircraft is authorized to operate a new flight.

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ELOGBOOK - MAINTENANCE DEDICATED FUNCTIONS - CERTIFICATE OF RELEASE TO SERVICE

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LOGBOOK DATA LINK CAPABILITIES Two communications means are available, the first is the General Packet Radio Service (GPRS) and the other is the Global System for Mobile Communications (GSM). The last one is used as a backup way to perform a communication. It is used when the GPRS is unavailable. The computer where the eLogbook is installed will have to be able to communicate via a modem. Note that no communication can be performed during the flight. The use of the modem creates dangerous effects on the navigation aircraft computer. eLogbook communication means are used only on ground to exchange data between the aircraft (logbook data) and the ground maintenance base.

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LOGBOOK DATA LINK CAPABILITIES

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ELOGBOOK SYNCHRONIZATION WITH AIRMAN The function of the synchronization is to maintain the consistency between aircraft eLogbook and AIRMAN database. So synchronization is necessary to update these database each time a new logbook entry or a work order is issued for the aircraft.. Synchronizations are only made when the aircraft is on ground. A synchronization can be done: 4 before opening the flight 4 at the end of the flight 4 during maintenance operations 4 automatically at the maintenance release NOTE THAT THE AIRMAN DATABASE ALSO RECEIVES DATA WHEN THE AIRCRAFT IS IN FLIGHT (OPERATIONAL AND FAULT EVENTS).

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ELOGBOOK SYNCHRONIZATION WITH AIRMAN

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E-LOGBOOK SENT DATA During a typical flight leg, the eLogbook needs to send data to the ground maintenance tool AIRMAN. These transmissions are only made when aircraft is on ground. First at the end of the flight the flight crew has to make a synchronization to send to the ground cockpit and cabin effect and queries before the next flight. Then the maintenance team takes the control of the aircraft to perform necessary maintenance or servicing actions. When actions are done, the maintenance releases the aircraft and makes a synchronization to send to the ground: 4 maintenance or servicing actions report 4 CRS and associated signature Finally the flight crew makes a last synchronization before new flight to send to the ground flight acceptance and pre-flight data.

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ELOGBOOK SYNCHRONIZATION WITH AIRMAN - ELOGBOOK SENT DATA

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E-LOGBOOK RECEIVED DATA During synchronization between aircraft and ground, the eLogbook can also receive the following data from AIRMAN: 4 work orders 4 maintenance actions report 4 serviced report 4 CRS and associated signature

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ELOGBOOK SYNCHRONIZATION WITH AIRMAN - ELOGBOOK RECEIVED DATA

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AIRMAN GATE OPERATION DESCRIPTION (OPTION) (2) WHAT IS AIRMAN AIRcraft Maintenance Analysis (AIRMAN) is a ground-based software dedicated to optimize the maintenance of AIRBUS fly-by-wire aircraft composed of: 4 On Board Maintenance System (OMS) 4 Real-Time Communication System AIRMAN is also used for the identification and management of unscheduled and scheduled maintenance events. AIRMAN's data analysis, synthesis and presentation has the following benefits: 4 Simpler, more effective troubleshooting 4 Preventive maintenance recommendations 4 More effective engineering support. These benefits can be used by the airlines to: 4 Improve aircraft Dispatch Reliability 4 Reduce operational costs 4 Reduce maintenance costs.

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WHAT IS AIRMAN

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FUNCTIONAL OVERVIEW AIRMAN is a ground-based software dedicated to the identification and the management of unscheduled maintenance. AIRMAN receives and analyses the aircraft status information generated by the Onboard Maintenance System (OMS) and also e-logbook data. The information is automatically transmitted to the ground by the aircraft's communication system. These information sources are synthesized, combined with Airbus's and the Airline's own technical documentation and presented through a user-friendly interface. Aircraft status information is sent to AIRMAN while the aircraft is both in flight and on ground. Message analysis also takes place in real-time. These capabilities maximize the time available for appropriate maintenance actions to be determined and preparations to be made. AIRMAN is capable of analyzing an aircraft's fault history and consequently identifying and prioritizing preventive maintenance actions.

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FUNCTIONAL OVERVIEW

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MAINTENANCE PHILOSOPHY The aircraft maintenance philosophy is based on the following steps: fault detection made by the computers BITEs cockpit effects as flags on Display Units, and warning generated by the Flight Warning System (FWS) centralization and correlation by the Onboard Maintenance System (OMS) of BITE faults, cockpit effects and related maintenance procedures generation of Post Flight Report (PFR) fault event data reporting through the eLogbook fault event data and reports transmission to AIRMAN for maintenance support on ground

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MAINTENANCE PHILOSOPHY

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AIRMAN DATA SOURCES AIRMAN LINKS AIRMAN maintenance analysis is based on the following received data: 4 Aircraft data 4 Airbus data 4 Airline data Aircraft data: 4 cockpit and cabin effects 4 fault messages 4 logbook entries 4 operational reports (CFR, PFR, ACMS Reports) Airbus data is made of an aircraft knowledge database build up with the airline worldwide feedback and aircraft documentation: 4 TFUs 4 SILs 4 MMEL/MEL 4 AirN@V Airlines data can be: 4 technical entries (related to A/C events) 4 work orders

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AIRMAN DATA SOURCES - AIRMAN LINKS

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Maintenance data sent by the aircraft are:

DOWNLINK DATA AIRMAN operation is based on the centralization of aircraft operational and maintenance data. Operational data sent by the aircraft are: 4 the 000I (OUT/OFF/ON/IN)

4 fault messages 4 cockpit effects o

warnings/cautions

o flags/advisories sent in fault codes, and:

o

OUT: “Out of gate”

o

OFF: “Lift off”

o

ON: “On ground”

4 Current Flight Report (CFR)/Post Flight Report (PFR)

o

IN: “In gate”

4 Logbook entries (in fault code if standardized) 4 Aircraft Condition Monitoring System (ACMS) reports:

4 particular events: o

touch and go

o

Auxiliary Power Unit (APU) report

o

return to gate

o

Environmental Control System (ECS) report

o

Load report

4 flight data: o

flight identifiers

o

departure time and airport

o

destination time and airport

NOTE THAT AIRMAN CENTRALIZES THE AIRCRAFT DATA OF ENTIRE AIRLINE FLEET.

4 current fuel onboard 4 departure delay 4 estimated time arrival

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AIRMAN DATA SOURCES - DOWNLINK DATA

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AIRLINE DATA Some Airline' data is also implemented in the AIRMAN database. This Airline' data is: 4 maintenance actions reporting 4 work orders 4 technical entries 4 the MEL 4 engineering data 4 administration data

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AIRMAN DATA SOURCES - AIRLINE DATA

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AIRBUS DATA The third data source used by AIRMAN to make the maintenance easier is Airbus data. Airbus data is made of an aircraft knowledge database build up with the airline worldwide feedback and aircraft documentation: 4 TFUs 4 SILs 4 MEL 4 AirN@V This data are implemented in the AIRMAN database and correlated to a unique fault event. They can be accessed directly from the "Defect Advisor".

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AIRMAN DATA SOURCES - AIRBUS DATA

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AIRMAN GATE FUNCTION Whether the aircraft is at the gate, on the runway or in-flight, AIRMAN gives the user direct access to: 4 An overview of the fleet's operational and technical status 4 On-board Maintenance System (OMS) information automatically transmitted from the aircraft 4 Technical documents from both AIRBUS and the airline 4 Logbook data which is either: o

Automatically transmitted by the Airbus eLogbook

o

Or transmitted to/by airline IT system

o

Manually entered by the user

4 Dedicated maintenance action assistants to let the user enter the detailed maintenance actions of each type and to manage the A/C parts 4 Maintenance Work Orders management and scheduling can also be done through AIRMAN to prepare and optimize the scheduled maintenance. AIRMAN gives a centralized synthesis of all available information related to any aircraft fault including previous occurrences of that fault. Analysis of the fault will automatically identify the most appropriate trouble shooting procedure. This analysis makes sure that the correct maintenance action is taken within a minimum delay.

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AIRMAN GATE FUNCTION

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REAL TIME FLEET MONITORING LAST A/C STATUS You get access to the "Last A/C Status" Page when you select the function in the "Flights" Menu. This function is used to display the last flights done by the aircraft of the current A/C Family-A/C type and Fleet selection. This page lets you monitor the status of a particular aircraft or a fleet in real-time. The "Selection Criteria" part is used to choose the aircraft/fleet to monitor. Direct links between the flight and some other AIRMAN functions are available. Through this function, the maintenance can prepare on ground the corrective actions to take before aircraft landing in order to ease and accelerate the aircraft dispatch.

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REAL TIME FLEET MONITORING - LAST A/C STATUS

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FLIGHT LIST You get access to the "Flight List" Page when you select the function in the "Flights" Menu. This function is used to display the flights done on a selected period by the aircraft of the current A/C Family-A/C type and Fleet. The display has the shape almost similar to an airline flight planning listing in order to ease the reading. Colours are added for a better overview. Direct links to some other AIRMAN functions are available.

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REAL TIME FLEET MONITORING - FLIGHT LIST

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FLIGHT BOXES DESCRIPTION FLIGHT BOXES BASIC INFORMATION On the "Last A/C Status" Page, each flight is represented by a flight box. A flight box indicates: 4 The flight departure airport 4 The flight number 4 The flight arrival airport 4 The OOOI (OUT/OFF/ON/IN): o

OUT: "Out of gate"

o

OFF: "Lift off"

o

ON: "On ground"

o

IN: "In gate"

4 Flight departure time 4 Aircraft tail number 4 Flight arrival time 4 Real-time indication

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FLIGHT BOXES DESCRIPTION - FLIGHT BOXES BASIC INFORMATION

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FLIGHT BOXES COLOR CODE INFORMATION Flight and PFR colors: 4 Gray cell: old flight 4 White cell: flight for which no data has been received 4 Dark blue cell: in progress flight for which data has been received 4 Light blue cell: flight for which PFR or flight state Gate has been received 4 Italic: invalid flight data Logbook colors by priority order: (work and comments not considered) 4 Magenta: at least one open logbook entry received for the flight 4 Amber: at least one open handicap logbook entry received for the flight or the aircraft has an Overdue Work Order (if the option Work Order is activated) 4 Yellow: at least one deferred logbook entry received for the flight 4 Green: all logbook entries are closed for the flight.

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FLIGHT BOXES DESCRIPTION - FLIGHT BOXES COLOR CODE INFORMATION

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PFR/LOG FOR AIRCRAFT The "PFR/Logbook" Page for a particular aircraft displays: 4 the last leg logbook entries 4 the Current Flight Report (CFR)/Post Flight Report (PFR) 4 the previous flight items 4 the work orders related to the A/C The page also permanently displays all flight related data. In addition, the page enables to enter new: 4 defects 4 fault messages/warnings 4 work orders 4 serviced items 4 maintenance release

CURRENT / POST FLIGHT REPORT The CFR/PFR sub-function shows all current or post flight related fault events and related data.

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PFR/LOG FOR AIRCRAFT - CURRENT / POST FLIGHT REPORT

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LAST LEG REPORT The "Last Leg Logbook Entries" Page displays all logbook entries related to the last flight. Each logbook entry is mainly identified by its: 4 content (description of the complaint) 4 status (Open, deferred or closed) 4 severity

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PFR/LOG FOR AIRCRAFT - LAST LEG REPORT

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DEFECT ADVISOR The defect advisor shows all data related to a defect/fault event including links to correlated items. The Advisor page header displays: 4 the flight data 4 the title of the defect 4 the status of the defect 4 the defect fault code The page also displays all data correlated with the defect: 4 logbook entry 4 last maintenance actions 4 possible causes 4 Airbus (TFU) and Airline's technical notes and documentation 4 list of TSM tasks sorted by priority order The Advisor also provides a unique correlated link to: 4 the logbook 4 report overview 4 aircraft history 4 fleet history 4 MEL NOTE THAT THE ADVISOR ALSO GIVES A HYPERLINK TO CREATE AND ATTACH A WORK ORDER IN CONSEQUENCE TO THE DEFECT.

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PFR/LOG FOR AIRCRAFT - DEFECT ADVISOR

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PREVIOUS FLIGHT ITEMS The "Previous Flight Items" page shows all defects occurred during previous flights, and which have already been taken into account by the maintenance staff. Each defect is mainly identified by its: 4 content (description of the complaint) 4 status (Open, deferred or closed) 4 severity

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PFR/LOG FOR AIRCRAFT - PREVIOUS FLIGHT ITEMS

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LOGBOOK LOGBOOK REPORT You get access to the logbook report when you click on the logbook link on the Defect Advisor Page. The logbook report displays logbook entries and actions done to repair the related defect (if applicable). It indicates also the status of the defect (Deferred, Closed, etc).

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LOGBOOK - LOGBOOK REPORT

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MAINTENANCE ACTION REPORT The Maintenance Action Report is used to report the maintenance actions done to close a defect. It shows the logbook entry and the defect status. It is also used to: 4 describe the defect status in free text 4 indicate MEL/CDL related information 4 to report actions using a dedicated action reporting assistant 4 comment tests done 4 describe maintenance actions done in free text Then the report must be validated in order to be memorized.

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LOGBOOK - MAINTENANCE ACTION REPORT

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LOGBOOK ENTRIES You can get access to the "Logbook Data Entry" from the Logbook/PFR Menu. This page is used to make new a Logbook entry; it is possible to indicate: 4 the aircraft identification 4 the defect identification 4 eventually the associated maintenance action

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LOGBOOK - LOGBOOK ENTRIES

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RECORDING SYSTEM UP & DOWN DATA LOADING SYSTEM PRESENTATION (2) GENERAL The data loading system is an interface between the aircraft computers and ground data processing equipment used to update software (S/W) and database or to retrieve aircraft system data. The data loading system includes: 4 a Data Loading Selector (DLS) to select the desired computer to be loaded, 4 a Multipurpose Disk Drive Unit (MDDU) to upload or download data, 4 a stowage box with a 42 disk maximum capacity, 4 a Data Loading Routing Box (DLRB) to route the input/output data between the disk unit and the target computer.

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GENERAL

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UP LOADING The aircraft system computers use the loading system to update their data base, for example the Flight Management and Guidance Computer (FMGC) or to modify parts of their operational S/W, for example the Air Traffic Service Unit (ATSU). The Up loading is automatically done from a 3.5 inch disk, via an internal logic specific to each computer.

DOWN LOADING The down loading system is used to down load, to a 3.5 inch disk, the data recorded by some computers during aircraft operation, for example the Data Management Unit (DMU) part of the Flight Data Interface and Management Unit (FDIMU). Down loading is done automatically through an internal logic specific to each computer.

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UP LOADING & DOWN LOADING

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UP & DOWN DATA LOADING SYSTEM UTILIZATION (2) GENERAL The Multipurpose Disk Drive Unit (MDDU) has two functions: uploading and downloading. According to the operation to do, the disk, which is used, has to contain specific information (e.g. configuration file). Before doing an up data loading operation, refer to the relevant procedure for the related system in the Aircraft Maintenance Manual (AMM). NOTE: UP LOADING PROCEDURE WILL ONLY BE ILLUSTRATED, DOWN LOADING IS SIMILAR.

UP LOADING PROCEDURE When you have selected the disk related to the computer to be loaded from the disks in the storage box, you have to select the computer by means of the Data Loading Selector (DLS). The MDDU READY message is shown on the MDDU window: the system is in the standby state. After selecting Flight Management and Guidance Computer (FMGC) 2 on the DLS, you have to open the MDDU door, insert the disk in the data loader disk drive and close the MDDU door. When the disk is inserted in the disk drive, the READY message is shown: this message acknowledges disk insertion. The MDDU processes the specific information contained in the disk, contacts the computer to be loaded and shows the WAIT RESPONSE message until the computer is ready to receive the data. This message stays permanently displayed when:

4 the configuration file is not correct, the Landing Gear Control and Interface Unit (LGCIU) 1 is not powered. As soon as a dialog is established between the computer to be loaded and the data loader, the TRANSFert IN PROGress message is displayed and the data is transferred to the computer. NOTE: THE DISK SHOULD NOT BE EXTRACTED WHILE TRANSF IN PROG MESSAGE IS SHOWN AS DAMAGE TO THE DISK COULD RESULT. When the data transfer is terminated and no anomalies are detected, the TRANSF COMPLETE message is shown to inform the operator that the transfer is successfully completed. If more than one disk for the up loading is necessary, the EJECT DISK and INSERT NEXT DISK message are displayed one after the other on the MDDU when the next disk needs to be inserted. This disk must contain a configuration file identical to the previous one and its order in the sequence must be up loaded on the same computer. When you have ejected the disk from the disk drive, you have to set the ON/OFF switch on the DLS to OFF. Check on one of the MCDUs that the software (S/W) reference shown on the Line Replaceable Unit (LRU) IDENTIFICATION page of the concerned computer agrees with the S/W reference of the disk used for the up loading.

4 the computer is not power supplied or is out of order, 4 the DLS is set to the wrong computer,

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GENERAL ... ABNORMAL OPERATION

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DOWN LOADING PROCEDURE If there is no disk inserted in the data loader disk drive, the system is in the standby state and does not communicate with any onboard computers. The MDDU READY message is shown on the MDDU window: the system is in standby state. The MDDU is activated by inserting the disk containing a configuration file defining the label of the computer concerned by a down loading operation: the READY message is shown on the MDDU window. Supposing that the disk inserted is configured to dialog with the Data Management Unit (DMU), the operator can down load the reports by pushing the SELector ConTroL key on the DLS when Aircraft Integrated Data System (AIDS) is shown. After the computer has acknowledged the request, it sorts the data to be transferred into files and interrupts the wait phase established with the MDDU: the WAIT RESPONSE message is shown on the MDDU window. Then, the computer downloads its information: the TRANSF IN PROG message is shown throughout the transfer. When the data transfer is terminated

ABNORMAL OPERATION Other messages shown on the MDDU window tell the operator of the transfer status: 4 TRANSFER FAILURE: If the MDDU has to stop data transfer (up or down loading) for any reason, this message is shown. 4 UNIT FAIL: The MDDU shows this message if a hardware (H/W) failure is detected during the self-test. In this case, the MDDU stops all operations. 4 DISK ERROR: If the MDDU cannot read or write data on the disk (incorrect formatting, write-protected, disk damaged, etc), it will interrupt the operations and send this message.

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DFDRS DESCRIPTION/OPERATION (3) FDIMU The Flight Data Interface and Management Unit (FDIMU) combines two functions which operate independently from each other: the Flight Data Interface Unit (FDIU) and the Data Management Unit (DMU). An internal data-bus connects the two parts. The FDIU-part receives discrete and digital parameters and processes them. The functions of the FDIU-part are: 4 conversion, 4 comparison, 4 check and Built-In Test Equipment (BITE). The FDIU-part converts the input parameters into a numerical format for:

Electronic Centralized Aircraft Monitoring (ECAM) through the System Data Acquisition Concentrators (SDACs). The DFDR energization is controlled through the power interlock circuit. The underwater locator beacon installed on the front face of the DFDR gives the location of the recorder if the aircraft is immersed in water following an accident. The underwater locator beacon has a battery, which is activated by both fresh and salt water.

QAR The QAR stores the same data as the DFDR for on ground performance, maintenance or condition monitoring tasks. The data frames stored in the QAR are identical to the DFDR data frames. The QAR includes BITE functions. The QAR status signals (QAR MEDIA LOW, QAR FAIL) are sent to the lamps on its front face and to the CFDIU through the FDIU-part. The QAR energization is controlled through the power interlock circuit.

LINEAR ACCELEROMETER

4 the Digital Flight Data Recorder (DFDR), 4 the optional Quick Access Recorder (QAR). The FDIU-part compares the data that it sends with the data recorded by the DFDR. The recorded data is transmitted back to the FDIU-part through the playback data bus. The FDIU-part checks the integrity of the mandatory parameters during the flight. After the flight, engines shutdown, only the Linear Accelerometer (LA) signal check is done. The FDIU-part includes BITE and monitoring functions.

DFDR

The task of the LA is to measure the acceleration of the aircraft in all three axes. The range of measurement is: 4 vertical axis (Z): -3 to +6 g, 4 longitudinal axis (X): -1 to +1 g, 4 lateral axis (Y): -1 to +1 g. The LA generates an analog signal, which is sent to the SDACs. This signal is digitalized and sent to the FDIU-part through an ARINC 429 bus.

The DFDR stores data, which the FDIU-part has collected during the last 25 hours. The data is recorded in data frames. Each frame contains data received during one second. The DFDR includes BITE functions. The DFDR status signal is sent to the Centralized Fault Display Interface Unit (CFDIU) through the FDIU-part and to the

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FDIMU ... LINEAR ACCELEROMETER

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DFDRS WARNINGS (3) DFDR FAULT Flight safety is not affected by the failure of the Digital Flight Data Recorder (DFDR) although there is only one. In this case, only an Electronic Centralized Aircraft Monitoring (ECAM) message is provided. There is no MASTER light and aural warning triggered.

FDIU FAULT Flight safety is not affected by the failure of the Flight Data Interface Unit (FDIU) although there is only one. In this case, only an ECAM message is provided. There is no MASTER light and aural warning triggered.

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DFDR FAULT & FDIU FAULT

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DISCRETE OUTPUT

FDIMU INTERFACES (3)

1 discrete output is used by the SDACs to display the FDIU FAULT message on the Electronic Centralized Aircraft Monitoring (ECAM).

ARINC 429 INPUTS Most information is given to the Flight Data Interface and Management Unit (FDIMU) through ARINC 429 buses. The Flight Data Interface Unit (FDIU) part of the FDIMU receives 15 ARINC 429 buses 10 of which are shared with Data Management Unit (DMU) part. NOTE: The Linear Accelerometer (LA) sends an analog signal to the System Data Acquisition Concentrators (SDACs), which digitalizes it before to send it to the FDIU-part.

ARINC 429 OUTPUTS 2 ARINC 429 output buses are supplied. The output bus to the Centralized Fault Display Interface Unit (CFDIU) is used for maintenance and test of the Digital Flight Data Recording System (DFDRS). The output bus to the Multipurpose Disk Drive Unit (MDDU) allows to load the application-software of the FDIU-part and DMU-part.

NOTE: TO DISPLAY THE DFDR FAULT MESSAGE ON THE ECAM, A DFDR STATUS SIGNAL IS DIRECTLY SENT BY THE DFDR TO THE SDACS.

HARVARD BIPHASE OUTPUT The FDIU-part of the FDIMU sends the data to be recorded to the DFDR in Harvard biphase format on an output bus.

HARVARD BIPHASE INPUT To verify the recorded data, the FDIU-part of the FDIMU receives the DFDR playback data in Harvard biphase format on an input bus.

BIPOLAR RETURN TO ZERO OUTPUT

DISCRETE INPUTS

The FDIU-part sends the data to be recorded to the optional QAR in bipolar return to zero format on an output bus.

54 discrete inputs are given for aircraft identification coding. 5 other inputs are given for:

PCMCIA INTERFACE

4 event mark, Quick Access Recorder (QAR) FAIL,

A PCMCIA interface is integrated in the FDIMU to upload applicationsoftware and download Aircraft Integrated Data System (AIDS) reports with a notebook computer.

4 QAR MEDIA LOW information and,

RS 232

4 MDDU selection.

To enable the connection of a portable MCDU or a Portable Data Loader (PDL), a test connector is installed on the front panel of the FDIMU. The interface for maintenance test and program is RS 232.

4 Digital Flight Data Recorder (DFDR) status,

NOTE: THE QAR IS OPTIONAL.

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ARINC 429 INPUTS ... RS 232

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PRINT REPORT STD HEADER DESCRIPTION (3) GENERAL

REPORT INFORMATION 3 free programmable lines are available for airline specific messages. Another line contains the report name and number.

A standard header is printed on each report. It is composed of information about the report at the top, information about the aircraft and the flight in the middle and general data at the bottom. The header data is taken at the time when the respective report is generated.

AIRCRAFT AND FLIGHT INFORMATION

REPORT VALUE PRESENTATION

4 UTC: Universal Time Coordinated (hours/minutes/seconds),

Each data line starts with two identification letters. The presentation of the values in the data lines is according to:

4 FROM TO: City pair identification,

- their sign: Negative values begin with "N" and, for positive values, "N" is replaced by "0" or another digit. -their operational range without decimal point as listed in the parameter list associated to the header and each report (for these lists, refer to Aircraft Maintenance Manual (AMM) 31-36-00). E.g.: The operational range of the Total Air Temperature (TAT) is from -60.0 to 99.9 °C. Therefore, -32.0 °C is printed out N320 and +26.5 °C is printed out 0265. In addition, a parameter, which is invalid or not updated, is replaced with "_" or "X" characters. NOTE: In this document, as well as in the AMM, generic symbols for the value fields are used: 4 "1" = 0 or 1,

Line CC contains the following data: 4 A/C ID: Aircraft identification (tail number), 4 DATE (month/day),

4 FLT: Flight number. The flight number is defined by up to 8 characters but only the last 4 numbers are used. Only numbers are possible and the not used positions are filled with zeros. E.g. Flight Management and Guidance Computer (FMGC) flight number AI067 is printed out 0067.

GENERAL DATA Lines C1 and CE contain the following data: 4 PH: Data Management Unit (DMU) flight phase, based on flight phase from Flight Warning Computer (FWC), 4 CNT: Counter of the reports previously generated (first 3 digits) and previous report number (last 2 digits), 4 CODE: Trigger condition code,

4 "A" = Any character in the range from A. to.Z,

4 BLEED STATUS,

4 "9" = Any digit in the range from 0.to.9, 4 "X" = Any character or digit in the range from A.to.Z or 0.to.9. E.g.: TAT value is symbolized by "X999".

4 APU: APU bleed valve state, 4 TAT: Total Air Temperature, 4 ALT: Standard altitude,

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GENERAL ... GENERAL DATA

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4 CAS: Computed air speed, 4 MN: Mach number, 4 GW: Gross Weight, 4 CG: Center of Gravity, 4 DMU/SW: DMU software (S/W) Part Number (PN).

TRIGGER CONDITION CODE To identify the trigger condition that caused the generation of a report, a numerical code is given: 4 1000: Manual selection via MCDU, - 2000: Flight phase dependent manual selection via Aircraft Integrated Data System (AIDS) PRINT P/B when programmed by the airline, 4 3000: Start logic programmed by the airline, 4 4000 to 7000: Report triggered by a combination of logic conditions (refer to AMM 31-36-00 for the detailed trigger logics associated to each report), 4 8100 and 8200: Air Traffic Service Unit (ATSU) uplink request.

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BLEED STATUS Bleed status is indicated with discrete coded information and numerical values. In the discrete coded information, 0 indicates that the valve is closed and 1 indicates that the valve is open.

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GENERAL DATA - BLEED STATUS

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INDIVIDUAL PRINT REPORT DESCRIPTION (3) GENERAL A report is a comprehensive set of data related to a specific event (e.g. limit exceedance of engine parameters). The parameters contained in the reports are among the parameters provided with an alpha call-up (refer to Aircraft Maintenance Manual (AMM) 31-36-00 for the detailed parameter list associated to each report). The Data Management Unit (DMU) processes up to 23 different types of report:

NOTE: S: 4 in this module, reports <01> to <11> are given for a CFM engine. They may be slightly different to your aircraft configuration. 4 depending on the DMU, which is fitted on your aircraft, the LOAD REPORT <15> may not be applicable.

4 13 standard reports for basic aircraft, engine and APU monitoring. These reports have fixed trigger mechanism, fixed data collection and fixed output formatting. Nevertheless, certain constants and limits within fixed trigger logics are reprogrammable. Specific trigger conditions can be created for each report by means of the Ground Support Equipment (GSE). 4 up to 10 additional reports, numbered from 31 to 40, for airline specific investigation and trouble shooting. These reports are user programmable with the GSE for trigger conditions, data collection, report format and output destination. In addition to the automatic trigger logics, all the reports can be manually generated: 4 via MCDU, 4 via Aircraft Integrated Data System (AIDS) PRINT P/B (according to flight phase associations, if programmed), 4 via Air Traffic Service Unit (ATSU) (uplink request). Refer to AMM 31-36-00 for the detailed trigger logics associated to each report. A non-volatile memory for storage of at least 10 reports per different type of report is provided within the DMU.

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GENERAL

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4 (i.e. descent of the last leg),

ENGINE CRUISE REPORT <01> This report is a collection of data over a period of time in which the aircraft met the appropriate stability criteria. The required stability period is 100 seconds (programmable value). Basically, whatever the number of times the stability is detected, only one report is generated per flight leg. This report contains the data with the best engine quality number (QE) over the whole flight leg. If no stability is detected, then a report is generated with the following message in its last line: "NO STABLE FRAME CONDITION". NOTE: IN CASE OF ENGINE DIVERGENCE REPORT <09> GENERATED, AN ENGINE CRUISE REPORT IS ALSO GENERATED WHEN THE FIRST STABILITY IS DETECTED, REGARDLESS OF QUALITY.

4 data lines V5, V6: Averaged values taken from the last stable climb 4 (i.e. climb of the current leg). NOTE: FOR ENGINE HEALTH MONITORING PURPOSES, 3 ADDITIONAL SENSORS CAN BE OPTIONALLY CONNECTED TO THE FADEC TO PERMIT RECORDING OF THE FOLLOWING PARAMETERS: PS13 (FAN TIP DISCHARGE PRESSURE), P25 (HIGH PRESSURE (HP) COMPRESSOR INLET PRESSURE), T5 (LOW PRESSURE (LP) TURBINE DISCHARGE TEMPERATURE).

The report mainly contains operating data of both engines, including vibration data. The report data are averages over the required stability period, except: 4 ESN, EHRS, ERT, ECYC: Engine general data (serial number, flight hours, running time, cycle), 4 AP: Autopilot status, 4 QE: Engine quality number used as stability indicator for this report (00: best stability, 99: worst stability), 4 OIQH: Oil consumption from the previous flight, 4 EVM, ECW1, SSEL: Engine vibration status word, engine control word, and status of Full Authority Digital Engine Control (FADEC) sensors, 4 data lines V3, V4: Averaged values taken from the last stable descent

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ENGINE CRUISE REPORT <01>

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CRUISE PERFORMANCE REPORT <02> This report is similar to ENGINE CRUISE REPORT <01> except that more information is provided about the aircraft. The following data is added: 4 QA: Aircraft quality number used as stability indicator for this report 4 (00: best stability, 99: worst stability). 4 WFQ: Inner cell fuel quantity, 4 ELEV: Elevator position, 4 AOA, SLP: Corrected Angle-Of-Attack and side slip angle, 4 CFPG, CIVV: Last DMU calculated flight path acceleration and inertial vertical speed, 4 ROLL, YAW: Roll angle and body axis yaw rate (average), 4 THDG, LONP, LATP: True heading, longitude and latitude positions, 4 WS, WD: Wind speed and direction (average), 4 FT, FD: Fuel temperature and density (average), 4 Flight controls positions (average). E.g. RSP5: Roll spoiler 5 position. NOTE: DATA LINES X1, X4, X6 ARE ISSUED FROM SYSTEM 1 (E.G. FLAP SYSTEM 1) OR LEFT (E.G. LEFT SPOILER 5) WHILE DATA LINES X2, X5, X7 ARE ISSUED FROM SYSTEM 2 OR RIGHT. In addition, the trigger logic for this report differs a little bit from the logic for ENGINE CRUISE REPORT <01> and is performed independently (e.g. the required stability period can be different).

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CRUISE PERFORMANCE REPORT <02>

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ENGINE TAKE OFF REPORT <04> GENERAL This report is generated while in the take off flight phase when the sum of the Exhaust Gas Temperature (EGT) for both engines is maximum. It is used to check the trend and the stress of the engines during take off. Basically, one report is generated per leg (programmable frequency). The report mainly contains data of both engines, including the maximum EGT (EGTM). The radio height (RALT), provided by radio altimeters 1 and 2, is also printed.

"T/O DELTA N1 SUMMARY" DATA History of the difference between the maximum value of N1 (N1MX) and the actual N1 during previous takeoffs is provided for both engines. T/O DELTA N1 SUMMARY data is calculated a few seconds after entry into the take off flight phase, independently from the report trigger.

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ENGINE TAKE OFF REPORT <04> - GENERAL & "T/O DELTA N1 SUMMARY" DATA

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ENGINE REPORT ON REQUEST <05> The ENGINE REPORT ON REQUEST is a time series collection of engine parameters and is only generated on manual request. Parameters for both engines are recorded at 1 second intervals, from 5 seconds before the request to 5 seconds after.

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ENGINE REPORT ON REQUEST <05>

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AIRBUS A318/319/320/321


CFM 56 / Level 3


4 TTP: Time to peak during report generation.

ENGINE GAS PATH ADVISORY REPORT <06> GENERAL The engine gas path advisory report is generated by any of the following trigger conditions: 4 stall condition detected on one engine, 4 exceedance of one of the primary engine parameters (EGT, N1, N2) detected on one engine, 4 fuel Shut Off-Valve (SOV) closed in flight for at least 4 seconds on one engine. The reason for exceedance is displayed (STALL, EGT, N1, N2, SHUT DOWN). Basically, 3 sets of parameters for both engines are recorded at 6 seconds intervals before the event, 1 set at the event and 5 sets at 5 seconds intervals after the event. The length of the pre-event and post-event intervals (Y1 and Y2) is programmable. The number of datasets to be generated after the event is also programmable (up to 20). Report generation stops when this number is reached or when the exceedance parameters are again within their limit.

LIMIT EXCEEDANCE SUMMARY The following data provides a summary on the exceedance that occurred: 4 E: Engine (1 or 2) on which the exceedance occurred, 4 MAX: Maximum value (peak) of the exceeded parameter, 4 LIM: Programmable limit that was exceeded, 4 REF: N2 at stall detection (for all other exceedance, zeros are printed), 4 TOL: Time over limit during report generation,

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ENGINE GAS PATH ADVISORY REPORT <06> - GENERAL & LIMIT EXCEEDANCE SUMMARY

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ENGINE MECHANICAL ADVISORY REPORT <07> The ENGINE MECHANICAL ADVISORY REPORT is generated when an exceedance of one of the following secondary engine parameters is detected on one engine: 4 engine Oil Inlet Temperature (OIT), 4 engine oil pressure (OIP), 4 vibrations of the engine Low Pressure (LP) rotor (VB1), 4 vibrations of the engine High Pressure (HP) rotor (VB2). The reason for exceedance is displayed (OIT, OIP, VB1, VB2). Basically, 5 sets of parameters for one engine are recorded at 4 seconds intervals before the event, 1 set at the event and 4 sets at 5 seconds intervals after the event. The length of the pre-event and post-event intervals (Y07.1 and Y07.2) is programmable.

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ENGINE MECHANICAL ADVISORY REPORT <07>

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ENGINE DIVERGENCE REPORT <09> This report is generated while in the climb or cruise flight phases when, under stabilized conditions, any of the following engine divergence conditions is detected: 4 Exhaust Gas Temperature (EGT) divergence exceeding a programmed threshold, 4 nacelle temperature (TN) divergence exceeding a programmed threshold. The reason for divergence is displayed (EGT, TN). This report is intended to detect quick degradation in engine performance. 3 sets of parameters for both engines are recorded at 2 seconds intervals before the event, 1 set at the event and 3 sets at 2 seconds intervals after the event. In addition, the following data is provided: 4 E: Divergent engine (1 or 2), 4 DIV: Absolute divergence value of EGT (or TN), 4 REF: Reference delta value of EGT (or TN). Since two engines do not behave with the same performance characteristics, it is necessary to establish a reference delta for the divergence. DIV = DIFF - REF, DIFF being the actual delta value of EGT (or TN) between both engines.

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ENGINE DIVERGENCE REPORT <09>

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ENGINE START REPORT <10> This report is generated in case of aborted engine start or EGT exceedance. The possible aborted start reasons are: 4 starter air valve or HP Shut-Off Valve (SOV) demand/position disagree, 4 EGT overtemperature, 4 stall, 4 no engine light off, 4 hung start, 4 illegal start sequence, 4 slow start. When effective, the reason is displayed (SAV, HPSOV, EGT, STALL, NO LIGHT OFF, HUNG, START FAIL, SLOW). "EGT" is also displayed in case of exceedance. Basically, 3 sets of parameters for one engine are recorded at 5 seconds intervals before the event, 1 set at the event and 3 sets at 2 seconds intervals after the event. The length of the pre-event and post-event intervals (Y1 and Y2) is programmable. NOTE: The engine start report is also generated (with 7 post-event datasets): 4 every 25 engine cycles (programmable frequency), 4 every flight leg for 5 consecutive flight legs from initialization (programmable number, up to 9).

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ENGINE START REPORT <10>

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ENGINE RUN UP REPORT <11> This report is primarily generated on manual request. It contains the same data as the ENGINE CRUISE REPORT <01> plus corrected parameters for the ambient temperature. These corrected data are averages over a period of 20 seconds as well as most of the other report data (refer to the ENGINE CRUISE REPORT <01> topic).

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ENGINE RUN UP REPORT <11>

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APU MAIN ENGINE START/IDLE REPORT <13> This report is generated once at the beginning of each new APU operating hour interval when a main engine is started with the APU. The APU operating hour interval is programmable. The report mainly contains operating data of the APU: 4 from each Main Engine Start (MES) (lines N1, S1 and N2, S2). If the APU master switch is set to off before the second MES is terminated, lines N2 and S2 are filled with zeros, 4 at APU idle (lines N3 and S3). In addition, line V1 contains data from the previous APU start.

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APU MAIN ENGINE START/IDLE REPORT <13>

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APU SHUTDOWN REPORT <14> This report is generated in case of abnormal APU shutdown. The possible shutdown reasons are: 4 no flame, 4 reverse flow, 4 loss of DC power, 4 high oil temperature, 4 air intake not open, 4 generator high oil temperature, 4 overtemperature, 4 sensor failure, 4 no acceleration, 4 start time exceeded, - overspeed, 4 Electronic Control Box (ECB) failure, 4 low oil pressure, 4 loss of speed, 4 Inlet Guide Vane (IGV) failure. When effective, the reason is displayed. Basically, 20 sets of APU parameters are recorded at 1 second intervals before the event and 1 set at the event. The length of the pre-event interval (Y14.1) is programmable.

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APU SHUTDOWN REPORT <14>

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LOAD REPORT <15> Basically, this report is generated when excessive loads are applied to the airframe during landing. The report mainly contains aircraft aerodynamic data recorded before, at and after a hard landing. An aircraft bounce can also be detected. In that case, additional data lines T1 to T4 are also generated.

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LOAD REPORT <15>

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AIRBUS A318/319/320/321


CFM 56 / Level 3


ENVIRONMENTAL CONTROL SYSTEM REPORT <19> The environmental control system report is generated when there is a malfunction in the air conditioning or pressurization system. The reason for report generation is displayed (e.g. EXCESSIVE CABIN ALTITUDE). The report contains engine, aircraft and environmental data. Basically, up to 19 sets of parameters can be recorded at 15 seconds intervals before the event and 1 set at the event. The number of pre-event sets as well as the length of the pre-event interval (Y1) are programmable. In order to reduce the length of the report, a specific procedure is applied for report output: 4 the first pre-event dataset is generated completely as well as the at event dataset, 4 within the intermediate datasets, a line is only generated if the value of an included leading parameter has changed. E.g.: Cabin altitude (ZCB) is observed for changes in each Vx line and causes the print out of one line when the change limit is exceeded (i.e. +/- 100 feet).

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ENVIRONMENTAL CONTROL SYSTEM REPORT <19>

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AIDS PROGRAMMING (3) GENERAL The Data Management Unit (DMU) is reprogrammable either with the assistance of the optional Ground Support Equipment (GSE) or partially (very limited) through the MCDU.

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GENERAL

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GSE The GSE is based on a compatible personal computer and is divided into different software (S/W) modules. A major module is the programming of the DMU functions. It mainly enables: 4 the adjustment of the standard reports (e.g. report limits), 4 the addition of customer reports (numbered from 31 to 40), 4 the addition of trigger conditions, 4 the configuration of the Smart Access Recorder (SAR) and Digital AIDS Recorder (DAR) recording channels (DAR is optionally installed). In particular, the GSE user has the possibility to program trigger conditions for: 4 standard reports (additional conditions), 4 programmable reports, 4 SAR, 4 DAR. This programming is made by means of logics defined in a specific language. In the example given here, report 31 is associated to logic 300 and will be triggered when the Exhaust Gas Temperature (EGT) of engine 1 is greater than 850 °C for more than 3 seconds while in cruise flight phase. Once the programming is completed, another GSE module generates the associated database (i.e. setup/customer database). The database is stored on a floppy disk or a Personal Computer Memory Card International Association (PCMCIA) disk then transferred to the DMU through a Portable Data Loader (PDL) or the optional PCMCIA interface.

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GSE

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STATISTIC COUNTERS

MCDU PROGRAMMING MENU Programming with the MCDU is possible by pressing the PROGRAMMING line select key on the AIDS MENU page. A first page is displayed with the DMU-part of the Flight Data Interface and Management Unit (FDIMU) hardware (H/W) and S/W references:

Initialization and visualization of the engine/APU hours and cycles. The DMU resets the engine/APU hours and cycles in case of engine/APU change (engine/APU serial number change detection). The menu then allows the correct values to be programmed for an engine or APU after it has been changed.

4 P/N is the Part Number of the DMU, 4 D1 P/N is the Part Number of the operational S/W, 4 the 3 following items of information concern the setup/customer database: o

VVVV is the version number,

o

LLLL is the revision level,

o

DDMMYY is the generation date. A password, defined with the GSE, is required to access the following programming menus.

REPORT INHIBIT Inhibition for all the reports of the printing and/or linking to the Air Traffic Service Unit (ATSU). The inhibition is effective until the next DMU power off.

REPORT LIMITS Change, in a temporary way, of some report limits that are programmable by the GSE. The change is effective for a predefined number of days or legs (refer to the VALIDITY field).

REPORT COUNTERS Setting of the report internal counters at their corresponding limit value.

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MCDU PROGRAMMING MENU - REPORT INHIBIT ... STATISTIC COUNTERS

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PRINT REPORT STD HEADER DESCRIPTION (3) GENERAL A standard header is printed on each report. It is composed of information about the report at the top, information about the aircraft and the flight in the middle and general data at the bottom. The even number lines are always blank.

4 PH 06 means flight phase 6, 4 CNT 01204 means record counter. The three left most numbers are the numbers of reports that were previously initiated, either automatically or by the remote print button. The example shows 12 reports previously issued and the last report was 04: Take off report. 4 CODE 4110 Trigger condition code, 4 BLEED STATUS,

FREE PROGRAMMABLE LINES The content of these three lines is free programmable to enable airline specific messages and is stored in the On Board Replaceable Module (OBRM) 2.

4 Total Air Temperature (TAT) N435 means -43.5 °C,

REPORT NAME

4 MN 7000 means 0.700 Mach,

This line contains the report identification, title and number.

4 Gross Weight (GW) 6000 means 60.000 kg,

AIRCRAFT AND FLIGHT INFORMATION

4 CG 250 means Center of Gravity at 25% Mean Aerodynamic Chord (MAC),

Line CC contains the following data: 4 A/C ID means aircraft identification (example: F-AIWW), 4 DATE means date (example JUN01), 4 UTC means Universal Time Coordinated (example: hours/minutes/seconds), 4 FROM TO means city pair identification (example: LFBO (Toulouse) EDHI (Hamburg)),

4 ALT 30000 means 30.000 feet, 4 CAS 180 means 180 kts,

4 DMU/SW BO is the Data Management Unit (DMU) software (S/W) identification and OBRM 1 S/W identification. G1 is the OBRM 2 S/W identification. A checksum is printed in two hexadecimal characters at the end of each data line. In this example 97, A0 and 7D are the checksum of the data lines.

4 FLT means flight number (example: 0019).

GENERAL DATA Each data line starts with two identification letters. In this example CC, C1 and CE are line identifiers. Lines C1 and CE contain the following data:

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TRIGGER CONDITION CODE To identify the trigger condition that caused the generation of a report, a numerical code is provided: 4 1000: Manual selection via MCDU, 4 2000: Flight phase dependent manual selection via Aircraft Integrated Data System (AIDS) PRINT P/B if programmed by the airline, 4 3000: Start logic programmed by the airline, 4 4000 to 7000: Report triggered by a combination of logic conditions (refer to Aircraft Maintenance Manual (AMM) 31-36-00 for the detailed trigger logics associated to each report), In this example, the code is 4110. The three left most digits are the logic code number, which has triggered the report. The right most digit shows the number of the consecutive reports issued or it shows a "T" if the report was triggered via Aircraft Communication Addressing and Reporting System (ACARS).

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GENERAL ... GENERAL DATA

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BLEED STATUS Bleed status is indicated with discrete coded information and numerical values. In the discrete coded information, 0 indicates that the valve is closed and 1 indicates that the valve is open.

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GENERAL DATA - BLEED STATUS

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INDIVIDUAL PRINT REPORT DESCRIPTION (3) GENERAL A report is a comprehensive set of data related to a specific event (e.g. limit exceedance of engine parameters). The parameters contained in the reports are among the parameters provided with an alpha call-up (refer to Aircraft Maintenance Manual (AMM) 31-36-00 for the detailed parameter list associated to each report). The Data Management Unit (DMU) processes up to 16 different types of report: 4 13 standard reports for basic aircraft, engine and APU monitoring. These reports have fixed trigger mechanism, fixed data collection and fixed output formatting. Nevertheless, certain constants and limits within fixed trigger logics are reprogrammable. Specific trigger conditions can be created for each report by means of the Ground Support Equipment (GSE). 4 3 free programmable reports, numbered from 16 to 18, for airline specific investigation and trouble shooting. In addition to the automatic trigger logics, all the print reports can be generated from the MCDU. During any flight phase the relevant report may be generated and printed using the remote print button located on the center pedestal. NOTE: S: 4 In this module, reports are given for a CFM engine. They may be slightly different to your aircraft configuration. 4 Depending on the DMU, which is fitted on your aircraft, the LOAD REPORT <15> may not be applicable.

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GENERAL

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ENGINE CRUISE REPORT <01> The report is generated when the aircraft is in stable cruise condition. It records operating conditions of engine 1 and 2 plus autopilot engagement status and generator load. All data is an average over 20 seconds with the exception of: 4 Engine Serial Number (ESN), - oil consumption, 4 Engine flight hours (EHRS), 4 Engine cycle (ECYC). NOTE: IN THIS LESSON THE REPORTS ARE GIVEN AS AN EXAMPLE AND WILL NOT BE CUSTOMIZED. THEY MAY DIFFER FROM WHAT YOU WILL ACTUALLY FIND ON YOUR AIRCRAFT. PARAMETERS ARE GIVEN FOR A CFM ENGINE. THIS MAY BE DIFFERENT TO YOUR AIRCRAFT CONFIGURATION.

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ENGINE CRUISE REPORT <01>

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CRUISE PERFORMANCE REPORT <02> This report is similar to report <01> except that reports are sampled for longer periods and more information is provided about the aircraft.

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CRUISE PERFORMANCE REPORT <02>

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ENGINE TAKE OFF REPORT <04> This report is generated a few seconds after takeoff (TO). The number of intervals between each engine TO report is programmable. It contains engine data at TO and radio altitude. T/O DELTA N1 SUMMARY is an history of N1 value compared to N1max for all the last takeoffs since the last generated report (Code 4000). This concerns both engines. This history is erased in case of engine replacement.

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ENGINE TAKE OFF REPORT <04>

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ENGINE ON REQUEST REPORT <05> This report is generated in flight phases 1 to 3 by manual request. The parameters recorded are taken in 1 s intervals from 5 s before the request to 5 s after the request.

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ENGINE ON REQUEST REPORT <05>

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ENGINE GAS PATH ADVISORY REPORT <06> This report is generated when one of the following conditions is met: 4 engine stall, 4 N1 limit exceeded, 4 N2 limit exceeded, 4 Exhaust Gas Temperature (EGT) limit exceeded, 4 engine auto shutdown. There is one report for each engine. 3 sets of parameters are recorded at 6 s intervals before the event and 5 sets are recorded at 1 s intervals after the event.

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ENGINE GAS PATH ADVISORY REPORT <06>

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ENGINE MECHANICAL ADVISORY REPORT <07> This report is generated when one of the following parameters is exceeded: 4 oil temperature, 4 oil pressure, 4 vibration (N1 or N2). 5 parameter sets are recorded at 4 s intervals before the event and 4 parameter sets at 5 s intervals after the event. There is one report for each engine. Recording stops when exceeded parameters are back within operating conditions, or when the report as shown above is completed.

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ENGINE MECHANICAL ADVISORY REPORT <07>

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ENGINE DIVERGENCE REPORT <09> This report is generated when, under similar operating conditions, the difference between engines 1 and 2 EGT or TN (Nacelle Temperature) is greater than threshold limits. 3 parameter sets are recorded at 2 s intervals before the event and 3 parameter sets at 2 s intervals after the event.

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ENGINE DIVERGENCE REPORT <09>

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ENGINE START REPORT <10> This report is generated in case of engine start failure or after every F10.1 number of engine cycles (F10.1 is programmable), or every leg for X10 consecutive legs (X10 is programmable and X10max = 9). 3 parameter sets are recorded at 6 s intervals before the event and 3 parameter sets are recorded at 2 s intervals after the event. There is one report for each engine.

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ENGINE START REPORT <10>

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ENGINE RUN UP REPORT <11> This report is basically a manually triggered report. It contains the same data as the engine cruise report plus corrected parameters for the ambient temperature. All data is an average over 20 seconds with the exception of: 4 ESN, 4 EHRS, 4 ECYC, 4 ERT (Engine Running Time).

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ENGINE RUN UP REPORT <11>

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APU MES/IDLE REPORT <13> This report is generated when the engine is started with the APU. It presents APU parameters during and after engine start, and at APU idle. It also presents the last APU start parameters. NOTE: MES MEANS MAIN ENGINE START.

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APU MES/IDLE REPORT <13>

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APU SHUTDOWN REPORT <14> This report is generated when there is an APU auto shutdown due to a detected failure. 9 data sets are recorded at 1 s intervals before the event.

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APU SHUTDOWN REPORT <14>

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LOAD REPORT <15> This report is generated if excessive loads have been applied to the airframe during landing. An aircraft bounce can also be detected. It records aircraft aerodynamics parameter sets before, at and after a hard landing.

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LOAD REPORT <15>

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FREE PROGRAMMABLE REPORTS <16,17 AND 18> These reports are generated when specific conditions programmed by the airline are met. Each data set contains up to 12 parameters chosen by the airline. The report does not exceed 54 sets of data. The sampling intervals, the average intervals and the history time of parameter recording are chosen by the airline.

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FREE PROGRAMMABLE REPORTS <16,17 AND 18>

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ECS REPORT <19> This report is generated when there is a malfunction in the air conditioning or pressurization system. It records engine, aircraft and environmental data at and 4 minutes before the event with 15 s intervals. NOTE: ECS MEANS ENVIRONMENTAL CONTROL SYSTEM.

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ECS REPORT <19>

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AIDS INTERFACES (3) GENERAL INTERFACES The Data Management Unit (DMU) part of the Flight Data Interface and Management Unit (FDIMU) sends data to MCDU 1 and 2 (the 3rd is optional), to the printer and to the Centralized Fault Display Interface Unit (CFDIU) through a single ARINC 429 data bus. Each one of these responds through a separate data bus. NOTE: ONLY ONE MCDU CAN BE USED AT A TIME FOR THE AIRCRAFT INTEGRATED DATA SYSTEM (AIDS). THE AIRCRAFT COMMUNICATION ADDRESSING AND REPORTING SYSTEM (ACARS) AND THE MULTIPURPOSE DISK DRIVE UNIT (MDDU)(IF INSTALLED) HAVE INDIVIDUAL INPUT/OUTPUT BUSES.

DAR INTERFACE BITE and DAR TAPE LOW information is delivered from the Digital AIDS Recorder (DAR) to the FDIMU (DMU-part) through discrete signals. BITE and DAR TAPE LOW information causes a class 2 message on the Electronic Centralized Aircraft Monitoring (ECAM) maintenance status ("DAR") and two class 2 messages in the Centralized Fault Display System (CFDS) (DAR FAULT and DAR TAPE LOW).

FDIU INTERFACE The Flight Data Interface Unit (FDIU) part of the FDIMU sends Digital Flight Data Recorder (DFDR) parameters to the DMU-part of the FDIMU through an ARINC 429 bus so that they can be recorded on the DAR.

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GENERAL INTERFACES ... FDIU INTERFACE

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SYSTEM INTERFACE The FDIMU (DMU-part) receives approximately 13.000 parameters from various A/C systems through ARINC 429 data lines. These parameters can be recorded by the DAR. NOTE: IN ADDITION, SPARES INPUTS ARE PROVIDED. AMONG THESE ARINC 429 INPUTS DATA LINES, SOME OF THEM ARE SELECTABLE FOR HIGH OR LOW SPEED FROM SYSTEM COMPUTERS.

PARAMETER CALL-UP Parameters transmitted on the connected data buses can be shown on the MCDU in binary code with the label call-up function. At FDIMU delivery, 200 parameters are already defined with alpha call-up code and can be shown on the MCDU in engineering units. Approximately 1.500 parameters can be added to the initial alpha call-up list by programming.

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SYSTEM INTERFACE & PARAMETER CALL-UP

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A320 ATA 31 L3 TECHNICAL TRAINING MANUAL

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