AIRBUS a 320/321 ATA 23 Communication

ATA 23Communication

A320 23 B2 E

EASA Part 66 B2

A 320/321AIRBUS

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Tel: +49 (0)40 5070 2520Fax: +49 (0)40 5070 4746E-Mail: [email protected]

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COMMUNICATIONS A319/320/321

23

Page: 1

ATA 23 COMMUNICATIONS

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FRA US/T-5 KrU AUG 2004 Page: 2

23−51 AUDIO MANAGEMENT

AUDIO INTEGRATING SYSTEM PRESENTATIONThe Audio Management Unit (AMU) is the heart of the Audio Integrating Sys-tem.The AMU acts as an interface between the users and the various radio com-munication and navigation systems.The AMU provides the following functions : radio transmission, radio and navigation reception visual and aural warnings of the ground crew and the Cabin Attendant calls, flight interphone, interface with the Cockpit Voice Recorder (CVR) SELCAL calls, emergency function for the Captain and the First Officer.

TRANSMISSIONFor transmission, the AMU collects the microphone inputs from the variousacoustic equipment and directs them to the radio communication transceiversselected on the Audio Control Panels (ACPs).

RECEPTIONFor reception, the AMU collects the audio outputs from the various communica-tion and navigation systems and directs them to the various crew stations andacoustic equipment, whatever the election made on the ACPs.

FLIGHT INTERPHONEThe flight interphone allows telephone links between the various crew stationsin the cockpit and between the cockpit and the ground mechanic through theExternal Power Control Panel.

SELCAL (SELective CALling)The SELCAL system provides the crew with visual and aural warnings fromground stations equipped with a coding device.

CALLSGround crew and cabin Attendants calls are visualized on the Audio ControlPanels (ACPs).

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OXYSTWGBOX

4TH OCCUPANT(parallel to 3rdOccupant)

OXYSTWGBOX

OXYSTWGBOX

CFDS

( )

1 1

1 aural Warnings(FWC,GPWS,TCAS)

FWC(aural Call Indication)

SDAC

Figure 1 AMU Schematic

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AUDIO CONTROL PANEL PRESENTATION

GENERALThree basic Audio Control Panels are provided in the cockpit for the Captain,First Officer and 3rd occupant.Two other optional ACPs can be installed, one in the cockpit for the 4th occu-pant and one in the avionics bay for ground service.Each Audio Control Panel (ACP) allows : the use of various radio communication and radio navigation facilities

installed in the aircraft for transmission and reception of the audio signals, the display of various calls (SELCAL, ground crew calls and calls from the

Cabin Attendants), the use of flight, cabin and service interphone systems.

The Audio Control Panels (ACPs) are connected to the Audio ManagementUnit (AMU) via an ARINC 429 bus.

TRANSMISSION KEYThe front face features : seven rectangular pushbutton keys for transmission.

Transmission channel selection : when a transmission key is pressed (CALL, MECH or ATT), three green

bars come on.The selection is accepted (e.g : VHF1): the selected system is ready for transmission. only one radio system can be selected at a time for transmission.

When a new transmission key is pressed, the green bars come on and the pre-viously selected key is disabled.When a SELCAL/CALL, MECHanic or ATTendant call is received, theassociated system key flashes amber and a buzzer sound is heard. CALL : For a SELCAL/CALL (HF/VHF). MECH : For a ground mechanic call. ATT : For a call from Attendant station.

PASSENGER ADDRESS (PA) KEYThe PA key is used for Passenger Address announcements. When the Pas-senger Address (PA) key is pressed, three green bars come on (not LH-ver-sion).Boomsets, oxygen masks or hand−microphones can be used for PassengerAddress announcements. (The PA key must be pressed and held)

RECEPTION KNOBThe fifteen reception knobs, with associated potentiometers, are used for theselection of reception channels and adjustement of the received audio signals.The 15 reception knobs are also pushbutton switches of the pushpush type : Pressed in : The reception is inhibited Released out : Reception Knob comes on white and the reception is active.

ON VOICEThe ON VOICE key is used for attenuating morse code identification signalsfrom ADF and VOR/DME navigation systems, in order not to hinder voice re-ception information. When the VOICE pushbutton key is pressed, the ON leg-end comes on green.

RESETThe RESET key cancels any amber lighted calls and buzzer sounds.

INT/RAD SWITCHThe INTERPHONE/RADIO selector switch is used for selecting radio or inter-phone mode. It is a three−position switch. Neutral position :

The transceiver is in reception mode. RAD position (moment position):

The radio system selected on the ACP changes from reception mode totransmission mode. For transmission, the switch must be held in the RADposition.

INT position (fix position):The flight interphone operates regardless of the transmission key selec-tion.When the PTT is activated, the interphone is cut : Radio transmissionhas priority over INT selection on the ACP.

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ACPs

Figure 2 AMU Audio Control Panel

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AUDIO SWITCHING

GeneralThe AUDIO SWITCHING selector is used in case of communication failure oncaptain or first officer channels.

Norm PositionThis positon corresponds to the normal allocation of the ACPs

F/O 3 PositionIn this postion, the first officer is switched on the 3rd occupant part of the AMUcontrolled by the 3rd occupant ACP. The first officer now uses the 3rd occupantACP.The 3rd occupant Audio equipment can not be used.

CAPT 3 PositionIn this postion, the captain is switched on the 3rd occupant part of the AMUcontrolled by the 3rd occupant ACP. The captain now uses the 3rd occupantACP.The 3rd occupant Audio equipment can not be used.

Note: If the switch is in the CAPT 3 or F/O 3 position, the message”AUDIO 3 XFRD” is displayed in green on the ECAM MEMO display.

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� � � �� 48 VU

AUDIO SWITCHINGNORM

CAPT3

F/O 3

CAPT AUDIOEQUIPMENT

3rd OCCUPANT AUDIO EQUIPMENT

F/O AUDIOEQUIPMENT

CAPT

3rd OCCUPANT

F/O

CAPT ACP

3rd OCCUPANT ACP

F/O ACP

AMU

SDAC (AUDIO XFRD on ECAM)

Figure 3 AMU Audio Switching Schematic

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POWER SUPPLYThe system components are supplied with 28VDC from DC BUS1 andDC ESS BUS via 2 sub−busbars 101PP and 401PP respectively.

Busbar 101PP Supply of the 3rd Occupant ACP and its associated electronic circuit located

in the AMU via circuit breaker:COM NAV/ACP/THIRD/OCCPNT (121VU)

Supply of the calls card in the AMU via circuit breaker:COM NAV/SELCAL (121VU)

Busbar 401PP Supply of the Captain ACP and its associated electronic circuit located in

the AMU via circuit breaker:COM/AUDIO/ACP/CAPT (49VU)

Supply of the 1st Officer ACP and its associated electronic circuit located inthe AMU via circuit breaker:

COM/AUDIO/ACP/F/O (49VU) Supply of the Flight−Interphone Electronic Card located in the AMU via

circuit breaker:COM/AUDIO/FLT/INTPH (49VU)

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CALLS CARD BITE

Figure 4 AMU Power Supply Schematic

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DESCRIPTIONThe audio management unit (AMU) ensures the interface between the user(jack panel and ACP) and the various radio communication and radio naviga-tion systems. The AMU ensures the following functions : Transmission Reception SELCAL and display of ground crew and Cabin Attendant calls Flight interphone Emergency function for the Captain and First Officer stations

It also serves to record communications (FAA recording) and is equipped witha TEST circuit (BITE). This TEST circuit enables the AMU to be connected tothe CFDIU.The AMU comprises 3 independent channels associated with the 3 ACPs.Each channel comprises : its reception function its transmission function its logic processing function its power supply

The SELCAL, BITE and Flight Interphone sections are connected to the differ-ent channels.

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FWC

AMU

Figure 5 AMU Detailed Schematic

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EMERGENCY FUNCTION

GeneralThe emergency function is used in case of loss of communications on the Cap-tain or the First Officer channels. This function switches the Captain or FirstOfficer communications to the 3rd Occupant station. In this case, the Captain(or the First Officer) uses the ACP located on the overhead panel to make hismicrophone or audio selections.

OperationThe AUDIO SWITCHING selector−switch, located on the overhead panel isused to switch to emergency configuration.Turning this switch, sends a groundto the Captain (or First Officer) and 3rd Occupant switching relays. The variousmicrophone inputs, commands and audio outputs are connected to the micro-phone inputs, commands and audio outputs of the 3rd Occupant.This switchover is indicated on the upper ECAM display unit.

Message: ”AUDIO 3 XFRD”

NOTE : When the emergency function is activated, the various audio inputsand outputs at the 3rd Occupant station are no longer connected to their circuit.Therefore, the 3rd Occupant cannot use his audio integrating circuits.

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log 1 = GND

AMU AMU

Figure 6 AMU Emergency Switching Schematic

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TRANSMIT CIRCUIT

Transmission with boomsetThe analog signals of the boomset microphone are connected to the OdB gainamplifier then sent to the output transformer. At the transformer output, theswitching module switches these signals to the transmitter selected by the ACPin accordance with information received from the logic processing function.

Transmission with oxygen mask microphoneIn normal flight configuration, the oxygen mask microphone is not connected tothe microphone circuit. Operation is as follows in flight configuration with use ofoxygen mask. This system sets a control switch contained in the stowage boxof the oxygen mask to the ground. This activates the relay which sets the oxy-gen mask into service. The pressurization of the oxygen circuit when the maskis pulled out of its box automatically activates this control switch.

Transmission with hand microphone The hand microphone can be used in two ways : Radio transmission

The logic processing card associated with relay K1 delivers a command.This command supplies relay K1 (AND function between the PTT switch ofthe hand microphone and the selected radio transmission, except for INT).Relay K1 directly connects the hand microphone to the transmission selec-tion circuit. The station selected in transmission mode then supplies thehand microphone.

Flight Interphone transmissionWhen INT transmission is selected, relay K1 is not supplied ; the logic pro-cessing card associated with relay K2 delivers a command. This commandsupplies relay K2 (AND function between the PTT switch of the hand micro-phone and the INT transmission selection). Relay K2 connects the powersupply of the boomset microphone to the hand microphone. This systemapplies the analog signals of the hand microphone to the OdB amplifier,then to the INT channel via the transmission line. This removes the micro-phone power supply from the interphone amplifier.

Transmission on passenger address channelTransmissions can be made on the passenger address channels in 2 ways: In normal configuration, use the handset installed aft of the pedestal to

make the PA announcements. This handset is part of the cabin intercommu-nication data system (Ref. ATA 23−73−00, Circuit RH).

In RADIO configuration, use the rectangular PA pushbutton switch locatedon each ACP to make the passenger address announcements. This push-button switch is unstable, i.e. hold it pressed to make the announcements :this avoids unwanted transmissions. The electronic processing of this chan-nel is identical to that of the other transmission channels.The operation of this pushbutton switch can be made identical to that of theother transmission channels (stable operation) : to achieve this, modify theAMU pin−program.

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K1 = Handmike PTT and NOT(INT)K2 = Handmike PTT and INT

Figure 7 AMU Power Supply MIC

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MUTING CIRCUITThe feedback produced by the loud speaker − microphone acoustic couplingwhen the microphones are used (acoustic feedback) is eliminated by a mutingcircuit. To achieve this, the muting circuit reduces the gain and/or the frequencyrange of the loud speakers. This attenuating circuit is controlled by the PTTswitch of any of the radio communication microphones. The attenuating circuitis an integral part of the loud speakers.The logic processing channel receives PTT switch type information. From thisinformation it activates the muting module. A ground is sent to the loud speakerunits which set the direct muting function into service .

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WARNINGS

Figure 8 AMU Muting Circuit Schematic

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FLIGHT INTERPHONE

General The flight interphone enables : telephone conversations between the various stations in the cockpit telephone conversations between the cockpit and the ground crew via the

external power panel.The input signal from the various microphones used in the aircraft (hand mi-crophone, boomset, mask microphone) is applied to inputs 1 to 7.A specific power supply circuit is provided for the microphones of inputs 6 and7 (they have no transmission card to supply them). A current detection circuiton channel 6 and a cut−off relay on channel 7 cuts off the channels when theyare not used. The L/G relay controls this cut−off relay. The amplified LF out-put signal is then available on the 3 windings of the secondary of the outputtransformer : 600 ohm output for ground crew 600 ohm output for audio output No. 6 2.2 Kohm output for the various AMU audio cards.

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INPUT 7EXT POWER PANEL

(n.u.)

LGCIU

GROUND

FLIGHT

Figure 9 AMU Flight Interphone Schematic

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VOR / ILS / DME SWITCHING

PurposeIn normal configuration, the DME reception is coupled with the VOR reception.However, in certain ILS or MLS approach conditions, the DME used must beaurally identified. The DME reception must therefore be coupled with the ILS orMLS reception.

OperationThe ND (Navigation Display) mode selector switch or the ILS pushbuttonswitch is used for switching control (see ATA 31 − DMC circuit ). Action on oneof these commands sends a ground to the switching relays which connect theDME receptions to the ILS or MLS receptions.

VOICE ON/OFF FUNCTION

PurposeThe VOR, ADF navigation ground stations transmit a morse code which isused to identify them. However, certain stations, in addition to their code, trans-mit recorded voice information. This information informs the crew of subjectssuch as : latest weather information, state or special information concerningterrains etc. (e.g. : ATIS station).In order not to hinder the reception of this information, the VOICE/ON functiongreatly reduces the morse code reception. It is attenuated until it becomespractically inaudible while this information is being transmitted.

OperationThe transmission modulation frequency for ground station codes is 1020 Hz.However, certain onboard equipment receive a 1020 Hz frequency−modulatedsignal and at same time transmit this signal at 1000 Hz to the audio system.The 1000 Hz signal is generated by their synthetizer (the aeronautical stan-dards specify that the ADF ground stations must be modulated at a frequencyof 1020 Hz plus or minor 50Hz).Furthermore, the DME reception is coupled to the VOR reception (in normaloperation). Thus the DME marker identification−code is transmitted with a fre-quency modulation of 1350 Hz. The filtering circuit of the navigation channelstherefore comprises an attenuater filter for the reception bands of the ADF andVOR systems. This filter attenuates the 1000, 1020 and 1350 Hz frequenciesby more than 32 dB.

A compensation amplifier is provided to compensate for the insertion losses ofthis filter. Action on the VOICE/ON switch located on each ACP switches theattenuation filter into or out of service.

Released position, VOICE/ON offThe filter is not used, the operator simultaneously receives the marker identifi-cation and the voice transmission.

Pressed in position, VOICE/ON onA command from the CPU sets the filter into service. The 1000 −1020 − 1350Hz frequencies are greatly attenuated. Only the voice transmissions are audi-ble.NOTE : The audio outputs of the communication channel and the ILS, MLS,MKR navigation do not transit via the filtering module.

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ILS/DME

VOR/DME

ADF

Figure 10 AMU DME Switching and Voice ON/OFF Function

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COMMUNICATIONAUDIO MANAGEMENT SYSTEM

A319/320/321

23−51

Page: 22FRA US/T KrU AUG 2004

CALLS

Selective CallThe SELCAL−CALL system of the audio management system gives a visualand aural indication of the calls from the ground stations equipped with a cod-ing device which can be used by the aircraft installation (SELCAL system −Selective Calling). The calls are sent on the radio frequencies which link theaircraft to the ground. The communication channels used are : VHF1 − VH2and VHF3, HF1, HF2 if installedThe aircraft receivers detect and capture the call signals transmitted by theground stations (VHF or HF). Once detected, the signals are sent to the AMUSELCAL card.This SELCAL card is equipped with 5 inputs. These inputs correspond to thevarious communication facilities on the aircraft (VHF1 − VHF2 − VHF3 − HF1 −HF2 in accordance with aircraft definition).The SELCAL decoder permanently scans the 5 inputs on which the calls maybe present. It analyzes the received signals to check if they comprise the fre-quencies relevant to aircraft code. The operator programs this code on theSELCAL code panel. If the frequencies and aircraft code correspond, the warn-ing system transmits an aural signal. The CALL legend on each ACPassociated to the system which received the call (VHF1 − VHF2 − VHF3 − HF1− HF2) comes on.Press the RESET pushbutton switch located on each ACP to reset the auraland lighted call.

Ground Crew CallThis circuit displays the call from the ground crew in the cockpit.NOTE : Chapter ATA 23−42 (Cockpit−to−Ground Crew Call System−CircuitWC) gives the operation of the ground crew call circuit.When Capt Call pushbutton switch (located on external power panel 108VU) ispressed, it sends ground information to the call card. The information is pro-cessed and a message is sent to the various audio cards and then to theACPs. This causes the MECH legend to flash (coupled with INT transmissionpushbutton switch) for 60 seconds. After 60 seconds, or when the RESETpushbutton switch is pressed, like the SELCAL system, the circuit is re−initial-ized.

Cabin Attendant CallThis circuit displays calls made from the cabin by the Cabin Attendants in thecockpit.NOTE : Chapter ATA 23−73 (Cabin Intercommunication Data System CircuitRH) gives the operation of the call circuit.When a call is made from the Cabin Attendant station, the CIDS generatesground information. This information is sent to the call card. The information isprocessed then sent to the various audio cards and then to the ACPs. On theACPs, this causes ATT legend to flash (coupled with CAB pushbutton switch)for 60 seconds. After 60 seconds or when the RESET pushbutton switch ispressed, like the SELCAL system, the calculating unit re−initializes the circuit.It also sends information back to the CIDS for re−initialization .NOTE : It is possible to inhibit the automatic function which causes the MECHand ATT flashing call legends to stop.

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COMMUNICATIONAUDIO MANAGEMENT SYSTEM

A319/320/321

23−51


COCKPIT CALL

Figure 11 ACP Call Indications

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FAULT ISOLATION AND BITE

The audio system BITE (Built−In Test Equipment) serves as an aid for linemaintenance in workshop and Service Department. It is used when faulty unitsare to be detected, replaced or repaired. It limits the number of unwanted re-movals of the system components. The BITE : Constantly transmits the actual status of the system (availability−unavailabil-

ity). Memorizes any failures which occurred during the 63 previous flight seg-

ments or up to memory capacity. Monitors the data exchanges between the system components. Centralizes the triggered tests or self−test results. Dialogs with the CFDIU by means of menus An additional function is the transmission of the pin−program and of a mes-

sage which serve to identify the system.

General OperationThe BITE may operate in two modes : the normal mode the menu mode.

Normal ModeThis mode cyclically interrogates the AMU cards in order to know their statusand the status of the associated ACP. It transmits this information to the CFDIUand if a failure is detected, records this information in the failure memory. Itinterrogates the cards one after each other every 13 ms. The processing cardgenerates information with respect to the self−test of this card and the datafrom the associated ACP. This information is sent to the BITE. This informationis sent to CFDIU cyclically.

Menu ModeThis mode is used only on the ground. It enables dialog between the AMU andan operator via the multipurpose control and display unit (MCDU). An air−ground discrete gives the ground−flight information. The LGCIU (Landing GearControl and Interface Unit Circuit GA) delivers the air−ground discrete.

The different menu selections are: LAST LEG REPORT PREVIOUS LEGS REPORT LRU IDENTIFICATION TEST AMU ACP AUDIO TEST AMU SELCAL CALL

Transmission of PIN−PROGRAMThe BITE circuit generates a message giving the installation status of certainequipment (VHF3 − HF1 − HF2 − ADF2). This message is generated from theinformation sent by the SELCAL card which receives the pin−program. It issent to the CFDIU. The CFDIU system requires this information in order totransmit this information to the relevant circuits such as the RMPs (Radio Man-agement Panels) and the SDAC (System Data Acquisition Concentrator).

CFDS MessagesFaults detected by the system and transfered to the CFDIU causes the follow-ing messages displayed on MCDU screen: FAULT ACP X

BITE detected a faulty ACP X. AUDIO NO DATA FROM ACP X

There is no communication between AMU and ACP X. AUDIO NO DATA FROM CFDIU

No connection to the CFDS FAULT SELCAL

The SELCAL part of the AMU is faulty. FAULT CALL

The CALL part of the AMU (Att call, ground crew call) is faulty.

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� � � ��

� � � � � � � ��

� � � � � � � � ��

� � � � � � � ��

� � � � � � � � � � � � � � � � � � � � � � � � � ��

� � � ��

CFDS monitored

Figure 12 AMU CFDS monitored LRUs

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THIS PAGE INTENTIONALLY LEFT BLANK

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FRA US/T-5 KrU AUG 2004 Page: 27Figure 13 AMU MCDU BITE Menu

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LOCATION

Figure 14 AMS Location Cockpit

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FRA US/T-5 KrU AUG 2004 Page: 29Figure 15 AMS Location Cockpit and 80 VU

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23−42 GROUND CREW AND COCKPIT CALL SYSTEMCALL SYSTEM PRESENTATION

GeneralThe Ground Crew Call system enables the member to ground mechanic orground mechanic to crew member calls.

Ground mechanic to cockpit callWhen pressing the COCKPIT CALL pushbutton, the MECH light flashes amberon all ACPs and a buzzer is heard.An action on the RESET key on any ACP will make all MECH lights go off.Note: MECH lights go off automaticly after 60 sec if the call is not cancelled by the RESET key.

Cockpit to ground mechanic callThe horn sounds as long as the CALL/MECH pushbutton is pressed in and thecockpit CALL blue light on the panel 108 VU stays on.The RESET pushbutton makes the COCKPIT CALL light go off.

Additional Horn WarningsThe HORN can also be activated by following warnings: 26−13 APU FIRE on ground 21−26 BLOWERS LO FLOW on ground with engines shut down 34−14 ADIRS ON BAT on ground with engines shut down 25−65 ELT operation on ground 24−38 BATT discharge on ground

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FLT INTEXT PWR

NOT IN USE AVAIL COCKPIT CALL

ADIRU &AVNCS VENT

APU FIRE

LIGHTTEST

COCKPITCALL

RESET

APU SHUT OFF

108VU

CALLSAFT

EMER

FWDMECH

CALL

ON

VHF1 VHF2 VHF3 HF1 HF2 INT CAB

VOR1 VOR2 MKR ILS MLS ADF1 ADF2

INT

RADPA

CALL CALL CALL CALL CALL ATT

ONVOICE RESET

BUZZER

MECH

HORN

CALLSEXIT

EMER

MID

MECH

CALL

ON

AFTALL

FWD

A319/320

A321

Figure 16 Call System Panels

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COMMUNICATIONGROUND CREW AND COCKPIT CALLSYSTEM

A319/320/321

23−42


DESCRIPTION

GeneralThe ground crew call system enables crew member−to−ground mechanic orground mechanic−to−crew member calls.

System DescriptionThe ground crew call system consists of : A CALLS/MECH pushbutton switch 1WC located on the overhead panel

21VU in the cockpit. It is associated with the RESET pushbutton switch12WC located on the panel 108VU of the ground power receptacle.

A mechanic call horn 15WC located in the nose gear well.The horn soundsto warn the mechanic of a call.

A COCKPIT CALL indicator light 14 WC located on the panel 108VU.Thisindicator light comes on to warn the mechanic of a call.

A COCKPIT CALL pushbutton switch 10 WC located on the panel 108VU.This pushbutton switch enables the ground mechanic to call the crew mem-bers via the circuit WW for the audio function and circuit RN for the visualindication.

The system operates on the ground only, with the left and right main landinggear shock absorbers compressed. However, in flight, if the LGCIU is not ener-gized, the ground crew call is activated following pilot’s action.

Ground Mechanic−to−Crew Member CallWhen pressing the COCKPIT CALL pushbutton switch 10WC, a ground signalis applied to the FWCs (31−52) triggering the buzzer circuit which feeds theaural warning signal to the loud speakers. This ground signal is applied to thecircuit RN for the illumination of the MECH legend on the ACPs.

Crew Member−to−Ground Mechanic CallDuring all the time the pilot presses the CALLS/MECH pushbutton switch 1WClocated on the overhead panel, the mechanic call horn sounds. The blueCOCKPIT CALL indicator light comes on.When the pilot releases the CALLS/MECH pushbutton switch, the mechaniccall horn stops but the indicator light remains on. This indicator light goes offwhen pressing the RESET pushbutton switch 12WC located on the panel108VU.In addition this system provides warnings for the following circuits : 26−13 APU FIRE on ground 21−26 BLOWERS LO FLOW on ground with engines shut down 34−14 ADIRS ON BAT on ground with engines shut down 25−65 ELT operation on ground 24−38 BATT discharge on ground

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COMMUNICATIONGROUND CREW AND COCKPIT CALLSYSTEM

A319/320/321

23−42


BATT DISCHARGE

ELT OPERATIONGROUND MECHANIC TO CREW MEMBER CALL

CREW MEMBER TO GROUND MECHANIC CALLAND ADD. WARNINGS

Figure 17 Call System Detailed Schematic

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LOCATION

Figure 18 Call System Location

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FRA US/T-5 KrU AUG 2004 Page: 35Figure 19 Call System Location Cockpit

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23−13 RADIO MANAGEMENT SYSTEM

RMP SYSTEM PRESENTATIONThe RMPs are used for the selection of radio communication frequencies.They are also used for the selection of radio navigation frequencies as back−upof the Flight Management Guidance Computers (FMGCs).There are 3 RMPs for frequency selection : Each RMP can control any VHF or HF system. RMP1 and RMP2 can control the radio navigation systems in back−up

mode. RMP3 cannot control the radio navigation systems.

The 3 RMPs permanently dialog so that each RMP is informed of the lastselection made on any of the other RMPsIf two RMPs fail, the remaining RMP controls all the VHF and HF transceivers.The transmission of data to the communication and navigation systems and thedialog between the RMPs are performed through data buses.

1 WINDOWS

There are 2 display windows : The ACTIVE window displays the operational frequency. The STandBY/CouRSE window displays the standby frequency or the

course in back−up navigation mode.The windows are liquid crystal displays with a high contrast.

2 COMMUNICATION KEYS

There are 5 pushbutton keys for the radio communication systems. When akey is pressed, the ACTIVE and the STandBY frequencies are automaticallydisplayed in the dedicated windows.

3 SEL INDICATOR

The SEL indicator light comes on WHITE, when a non dedicated Radio Man-agement Panel takes control of the system frequency selection. The normalconfiguration is : RMP1 allocated with VHF1

RMP2 allocated with VHF2 RMP3 allocated with VHF3, HF1/2.

If VHF2 is selected on RMP1, the SEL light comes on WHITE on RMP1 andRMP2.

4 DUAL SELECTOR KNOB

The DUAL SELECTOR KNOB is used for the selection of the frequency/coursedisplayed in the STandBY/Course window.

5 ON/OFF SWITCH

The latching ON/OFF switch allows the crew to set the RMP on or off.

6 TRANSFER P/B

When the TRANSFER key is pressed, the operational frequency becomes theSTandBY frequency and the STandBY frequency becomes the operational fre-quency.

7 AMPLITUDE MODULATION KEY

The Amplitude Modulation (AM) key is associated with the HF system for com-munication with stations using amplitude modulation transceivers.

8 NAVIGATION KEYS

The NAVigation guarded pushbutton key allows the radio navigation systems tobe selected, in back−up mode only, when the Flight Management GuidanceComputers (FMGCs) are failed.In radio navigation back up mode, navigation frequency/course selection is per-formed using the dual selector knob.

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NAVRECEIVERS SYS 1

NAVRECEIVERS SYS 2

VHF 1 (HF 1)TRANSCEIVER

VHF 2 (HF 2)TRANSCEIVERRMP 2

RMP 3

RMP 1

FMGC 1

FMGC 2

VHF 3TRANSCEIVER

ACARS

A B

AB

1 16

2 3 7 8 5

4

Figure 20 RMP Schematic

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POWER SUPPLY

RMP 1The RMP1 is supplied with 28VDC from the 28VDC ESS BUS 4PP (sub−bus-bar 401PP) through 3A circuit breaker 2RG1 on the overhead panel 49VU (inthe cockpit).The RMP1 is supplied by the emergency system.

RMP 2The RMP2 is supplied with 28VDC from the 28VDC BUS 2PP (sub−busbar204PP) through 3A circuit breaker 2RG2 on the rear C/B panel 121VU (in thecockpit).

RMP 3The RMP3 is supplied with 28VDC from the 28VDC BUS 1PP (sub−busbar103PP) through 3A circuit breaker 2RG3 on the rear C/B panel 121VU (in thecockpit).

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FRA US/T-5 KrU AUG 2004 Page: 39Figure 21 RMP Power Supply Schematic

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COMMUNICATIONRADIO MANAGEMENT SYSTEM

A319/320/321

23−13

Page: 40FRA US/T-5 KrU AUG 2004

RMP DESCRIPTION

OperationThe RMPs have two modes of operation : the normal mode the radio−navigation back up mode.

Normal ModeIn normal mode the RMPs control the frequencies of the VHF1, VHF2 and HF1transceivers. For frequency control on the VHF3 system, refer to the ACARS.The operating frequencies of all the transceivers can be displayed and modifiedon one RMP. The RMPs exchange the various frequencies selected for thetransceivers through dialogue buses. Any new selection made on one RMP istaken into account by the two others. Each RMP has two output buses con-nected to the radio communication equipment : The RMP1(2) COM BUS 1 delivers the VHF1 and HF1 frequencies. The RMP2 COM BUS 1 delivers the VHF3 frequencies. The RMP2(1) COM BUS 2 delivers the VHF2 frequencies.

Each transceiver receives the appropriate output bus from the RMP1 andRMP2. The transceiver only takes into account one of the two signals (depend-ing on the status of a discrete received from the RMP1 or 2). In addition, theRMP1 or the RMP2 (set to OFF) can be made transparent for the RMP3 (itsoutput buses are linked to the RMP1 and RMP2 only). In the event of failuresof one or two RMPs, the reconfigurations are possible to control the radio com-munication equipment.

Radio−Navigation Back Up ModeThis mode is selected in the event of failure of both FMGCs, on the RMP1 andthe RMP2 only.In addition to normal mode functions it also enables the frequency control ofthe radio navigation equipment : on Captain side (VOR1, DME1, ILS1, ADF1) for the RMP1 on First Officer side (VOR2, DME2, ILS2, ADF2) for the RMP2.

The RMP1 and the RMP2 transmit on a dedicated output bus the frequenciesto the radio navigation equipment. In addition, the RMP1 (RMP2) receives theFMGC1 (FMGC2) management bus.In normal mode, these input and output are directly interconnected by meansof internal relays. The RMP is thus transparent to the onside FMGC. In radio−navigation back up mode, the output bus transmits frequencies generated bythe RMP.Each radio−navigation system receives the output bus from the onside RMPand the management bus from the offside FMGC. Only one input is taken intoaccount according to the status of a discrete received from the RMP. This en-ables reconfigurations in case of failure of one or two FMGCs.The RMP1 and the RMP2 exchange, through the dialogue buses, the fre-quency and the course for the ILS : the selected values are identical for theILS1 and the ILS2 at selection of the back up mode on the RMP1 and theRMP2. The ILS course and frequency are the only radio navigation data ex-changed through the dialogue buses.

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23−13

Page: 41FRA US/T-5 KrU AUG 2004Figure 22 RMP Detailed Schematic

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Page: 42FRA US/T-5 KrU AUG 2004Figure 23 RMP COM Tuning Architecture

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Page: 43FRA US/T-5 KrU AUG 2004Figure 24 RMP COM Tuning Architecture

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Page: 44FRA US/T-5 KrU AUG 2004Figure 25 RMP NAV Tuning Architecture

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A319/320/321

23−13


1

1 for ILS frequency transfer only

Figure 26 RMP NAV Tuning Architecture

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COMMUNICATION A319/320/321

23


RMP COMMUNICATION TUNINGThe radio management panels (RMP) are used for radio communication equip-ment frequency selection. They are also used for radio navigation equipmentfrequency selection in back up mode.When the ON/OFF switch is set to on, the RMP displays the frequency pre-viouly selected. By means of the dual selector knob the desired frequency canbe selected in the stand by window. The transfer pushbutton must be pressedto render it active and the displayed values are changed over. The RMP modi-fies its output data accordingly.Note : only the stand−by frequency can be modified by means of the dual se-lector knob. The new active frequency is transmitted to all RMPs through thedialog buses.When the VHF2 tranceiver is selected on RMP 1 the SEL indicator lights onRMP 1 and RMP 2 come ON.The AM pushbutton controls the selection of the amplitude modulation (AM)mode for the HF transceivers. By default, the single side board (SSB) mode isselected on the corresponding HF system.This selection is memorized whenanother system is selected. The other RMPs take into account this selectionthrough their dialog buses.

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Page: 47FRA US/T-5 KrU AUG 2004Figure 27 RMP COM Tuning

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RMP NAV BACK UP TUNINGWe are going to study the actions to be performed for a back up tuning of anADF frequency and a VOR/ILS frequency and course.The fist thing to do is to open the guard on the NAV key.When the NAV key is pressed in, the on side VOR/ILS and ADF receivers arecontrolled by the RMP and no longer by the FMGC.The green LED comes on indicating that you are in STANDBY tuning mode.When the STBY NAV key is pressed, (i.e VOR), its green LED comes on andthe previously memorized frequency is displayed in both windows.The knob is turned to select a new frequency.First, the selected frequency is displayed in the STBY / CRS window.When the transfer key is pressed, the STANDBY frequency becomes ACTIVEand the active course is displayed in the right hand side window.The outer knob is turned to select a new course. to select another frequency,the transfer key must be pressed again to get the active frequency displayed inboth windows.NOTE: The operation of course and frequency tuning is the same for VOR andILSADF tuning is performed as for ILS or VOR ecept that when the transfer key ispressed, the standby and active frequencies are interchanged.

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Page: 49FRA US/T-5 KrU AUG 2004Figure 28 RMP NAV Back up Tuning

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A319/320/321

23−13


RADIO NAV TUNING FROM RMP AND MCDU

General The navaid selection includes tuning of the following sensors. VOR (frequency/course) and DME for display ILS (frequency/LOC course) ADF (frequency/BFO)

There are three ways of selection which are : RMP selection (radio management panel) manual selection through the MCDU automatic selection (in FMGC software).

RMP SelectionThe RMP selection in the radio nav architecture has to be considered as aback−up of selection. It is activated/deactivated upon selection of the nav modefor the RMP (NAV pushbutton switch). Since then, the pilot may select VOR,ILS or ADF. If selection of any RMP is active, neither the pilot nor the FMGCscan tune the radio frequencies on both sides. For display, the selected VOR −ADF are shown on the navigation display with a character R near the ident orfrequency to indicate that the navaid selection mode is RMP.On the MCDU, the RMP select navaids are displayed on the RADIO NAV pageor PROG page in green small fonts.

Manual selection through the MCDUSelection through the MCDU is possible through two pages : RADIO NAV page VOR tuning

On RADIO NAV page, the pilot may select for display a VOR by identor fre-quency in line 1L, 1R. He may also optionally enter a course in line 2L, 2R.Upon modification of the selected VOR, the course is automatically cleared.Manually selected navaids are displayed in cyan large fonts on the MCDUand on the navigation display there is a character M near the navaid ident orfrequency.− Selection mechanization

If ident entry is made, the nav data base is searched and if there is amatch, the FMGC outputs the frequency. If not, NEW NAVAID page is

displayed. If frequency is entered, the ident field is filled if found in database. If not, brackets are displayed.

If the VOR field is cleared, the display reverts to autotuned navaid withassociated course (if any).

ILS tuningOn RADIO NAV page only, the pilot may select an ILS by frequency or identin field 3L. The entry mechanization is the same as forVOR.However uponentry of an ILS by frequency, this frequency is compared :− In preflight and takeoff phases to the ILS frequency at origin− else to the ILS frequency at destination.

In both cases, if a match is found, the ident and frequency are displayed(cyan small fonts for the ident, cyan large fonts for the frequency). If not,only the frequency is displayed (in cyan large fonts) and a message appearsin scratchpad RWY/ILS MISMATCH. In field 4L, the pilot may select theLOC course. This will be used for LOC capture and ILS guidance in ap-proach. This LOC course may only be entered through the MCDU on theRADIO NAV page. It is cleared if the pilot changes the selected ILS.

ADF tuningWith the same mechanization as for VOR, the pilot may select an ADF byident or frequency in line 5L, 5R. Since the second ADF is an aircraft option(program pin on FMGC), the second ADF is available only when this optionis valid. When an ADF is selected, the ADF BFO prompt appears in line 6.Selection of the Beat Frequency Oscillator operation by pressing the LS keydisplays the prompt ADF BFO and activates the BFO function for the cur-rent ADF frequency selection. The BFO operation is deactivated by clearingthe associated field. The display reverts to ADF BFO. It is also deactivatedby entering a new ADF frequency or ident.

Automatic selectionAutomatic selection is performed in the FMGC software. From a display pointof view, autotuned VOR, ILS or ADF are displayed on RADIO NAV page orPROG page in cyan small fonts. On navigation display, there is no indicator Mor R near the VOR or ADF for display showing that the navaid is autotuned.

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A319/320/321

23−13


If selected Station is valid, the Station Identifier is displayd insteadof the frequency.

1

2 Tuning Mode: R Tuned via the RMP M Tuned via the MCDU

Nothing when auto tuned by the FMGC

)

)

1

2

Figure 29 MCDU and RMP NAV Tuning

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FAULT ISOLATION AND BITEThe BITE facilitates maintenance on in−service aircraft. The BITE detects anddetermines a failure related to the RMP. The BITE of the RMP is connected tothe Centralized Fault Display Interface Unit (CFDIU). The BITE : transmits permanently RMP status and an identification message to the

CFDIU. memorizes the failures occured during the last 63 flight legs. monitors data input from the various peripherals (VHF, HF and CFDIU). transmits to the CFDIU the result of the tests performed and self−tests. can communicate with the CFDIU by the menus.


Normal ModeDuring the normal mode the BITE monitors cyclically the momentaneous sta-tus of the RMP. It transmits these information signals to the CFDIU during theflight concerned. In case of fault detection the BITE stores the information sig-nals in the fault memories.

Menu ModeThe menu mode can only be activated on the ground. This mode enables com-munication between the CFDIU and the RMP BITE by means of the MCDU(Multipurpose Control Display Unit). The RMP menu mode is composed of : LAST LEG REPORT PREVIOUS LEGS REPORT LRU IDENTIFICATION TROUBLE SHOOTING DATA TEST.

Note: Only RMP 1 (or RMP 3, if RMP 1 is switched off) is connected to theCFDIU. The other RMPs are tested via RMP 1 (or RMP 3)!

CFDS MessagesFaults detected by the system and transfered to the CFDIU causes the follo-wing messages displayed on MCDU screen: RMP X NO DATA FROM RMP Y

There is no communication between RMP X and RMP Y. RMP X NO DATA FROM FMGEC 1 (2)

There is no communication between RMP X and FMGEC 1 (2). NO DATA FROM CFDIU

No conection to the CFDS

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� � � � � � � � � � � � ��

NAVRECEIVERS SYS 1

NAVRECEIVERS SYS 2

FMGC 1

FMGC 2

CFDS VHF 1/3 (HF 1)TRANSCEIVER


RMP 3

RMP 1

NAVRECEIVERS SYS 1

NAVRECEIVERS SYS 2

VHF 1/3 (HF 1)TRANSCEIVER


RMP 3

RMP 1

RMP 2

� � � ��

CFDS monitored

Figure 30 RMP CFDS monitored LRUs

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FRA US/T-5 KrU AUG 2004 Page: 55Figure 31 RMP MCDU BITE Menu

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LOCATION

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FRA US/T-5 KrU AUG 2004 Page: 57Figure 32 RMP Location

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23−12 VHF SYSTEM

VHF SYSTEM PRESENTATION

GeneralThe VHF is used for short range voice communications.The VHF system allows short distance voice communications between differentaircrafts (in flight or on ground) or between the aircraft and a ground station.The VHF system operates within the frequency range defined by ARINC 716(i.e. 118 to 136.975 MHz with 25 KHz or 8.33 KHZ spacing between channelsdepending on the VHF system modification status).

PrincipleLet’s see the main components of the VHF system.For voice communications, the crew use acoustic equipment. 2 side−stick radio selectors. 2 loudspeakers. 3 oxygen−masks. Facilities for boomsets, headsets and hand−microphones.

The Audio Management Unit (AMU) acts as an interface between the crewand the VHF system.The Audio Control Panels (ACPs) allow selection of the VHF1,2 or 3 transcei-ver in transmission or reception mode and for the control of the received audiosignal.The Radio Management Panels (RMPs) serve to select the VHF frequencies.The VHF transceiver, tuned on the frequency selected by one of the 3 RadioManagement Panels (RMPs), transforms the audio signals into VHF signals (intransmission mode) or VHF signals audio signals (in reception mode).Note : The VHF3 system is used to transmit data link messages (ACARS orATSU) , but can be used for radio voice communications.

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FRA US/T-5 KrU AUG 2004 Page: 59Figure 33 VHF Schematic

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POWER SUPPLY

VHF1 SystemThe VHF1 system is supplied with 28VDC : from the 28VDC ESS BUS 4PP (sub−busbar 401PP) through circuit breaker

2RC1 located on the overhead panel 49VU, in the cockpit.The VHF1 system is supplied by the emergency system.

VHF2 SystemThe VHF2 system is supplied with 28VDC : from the 28VDC BUS 2 2PP (sub−busbar 204PP) through circuit breaker

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

VHF3 System The VHF3 system is supplied with 28VDC : from the 28VDC BUS1 1PP (sub−busbar 101PP) through circuit breaker

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

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FRA US/T-5 KrU AUG 2004 Page: 61Figure 34 VHF Power Supply Schematic

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COMMUNICATIONVHF SYSTEM

A319/320/321

23−12


DESCRIPTION

Transmit FunctionThe audio signals from the microphones are transmitted to the VHF transceiverthrough the AMU. The VHF transceiver tuned on the frequency selected onone RMP, transforms the audio signals into VHF modulated signals. The VHFsignals are fed to the antenna by a coaxial cable. They are then transmitted tothe various stations.A connection between the VHF transceiver and the SDAC enables to recordthe use of the VHF system in transmit mode. The connection is obtainedthrough the PTT switch.

Receive FunctionThe antenna picks up the VHF radio−communication signals from the stations.These signals are transmitted to the transceiver by a coaxial cable. The trans-ceiver, tuned on the frequency selected on one RMP demodulates the VHFreceived signals into audio signals.The AF signals are transmitted via the AMU, to the audio equipment or SEL-CAL system.

TuningThe transceiver has two serial inputs: a port A serial input and a port B serialinput. It can therefore be controlled through either input depending on the sta-tus of a discrete (port select) delivered by the frequency control system. Thedata corresponding to the frequency selected on the RMP is sent to the trans-ceiver through an ARINC 429 bus. This serial word contains the label, thesource / destination identifier, the frequency data, the status and the parity bit.The ACARS MU applies a command signal to the VHF3 to take into account itsfrequency inputs through the port select discrete. when this discrete is a ground signal, the VHF3 takes into account input A

and operates on the frequency transmitted by the ACARS MU. when this discrete is a open circuitl, the VHF3 takes into account input B

and operates on the frequency transmitted by the RMPs.

SignalsThe LGCIU indicates the aircraft status (flight or ground) for flight leg switching.

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Port Control

B

A

A

B

A

B

Figure 35 VHF Detailed Schematic

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The BITE facilitates maintenance on in−service aircraft. The BITE detects anddetermines a failure related to the VHF system. The BITE of the VHF trans-ceiver is connected to the Centralized Fault Display Interface Unit (CFDIU).The BITE : transmits permanently VHF system status and an identification message to

the CFDIU. memorizes the failures occured during the last 63 flight legs. monitors data input from the various peripherals (RMP and CFDIU). transmits to the CFDIU the result of the tests performed and self−tests. can communicate with the CFDIU by the menus.


Normal ModeDuring the normal mode the BITE monitors cyclically the momentaneous sta-tus of the VHF system. It transmits these information signals to the CFDIUduring the flight concerned. In case of fault detection the BITE stores the in-formation signals in the fault memories.

Menu Mode The menu mode can only be activated on the ground. This mode enablescommunication between the CFDIU and the VHF transceiver BITE. This is bymeans of the MCDU (Multipurpose Control Display Unit) of the maintenancesystem. The VHF transceiver menu mode is composed of : LAST LEG REPORT PREVIOUS LEGS REPORT LRU IDENTIFICATION TEST.

ECAM MessageA connection between the VHF tranceiver and the SDAC enables to record theuse of the VHF System in transmit mode (PTT). If the system is in transmitmode longer than 60s the following message appears on the ECAM:COM : VHF−X CONT EMITTING

CFDS MessagesFaults detected by the system and transfered to the CFDIU causes the follo-wing messages displayed on MCDU screen: VHF−X TRANSCEIVER

A transceiver fault has been detected VHF−X: NO DATA FROM CONTROL SOURCE

No data from RMPs VHF−X: NO DATA FROM CFDIU

No conection to the CFDS CHECK VHF−X ANTENNA CIRCUIT

A antenna fault or a antenna coaxial cable fault has been detected.

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� � � � � � � � � � � � � � � ��

CFDS monitored

VHF TRANSCEIVERS

AMU

SDAC

CFDS

RMPs

� � � ��

Figure 36 VHF CFDS monitored LRUs

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FRA US/T-5 KrU AUG 2004 Page: 67Figure 37 VHF MCDU BITE Menu

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FRONTPANEL TESTAfter installation, correct operation of the VHF transceiver can be checked byusing the following controls located on the transceiver face : SQL/LAMP TEST pushbutton switch

When pressing the SQL/LAMP TEST pushbutton switch :− the squelch is disabled and allows background noise to be heard− the green LRU PASS and red CONTROL INPUT FAIL annunciator lights

come on (lamp test). TEST pushbutton and CONTROL INPUT FAIL and LRU PASS annunciator

lightsWhen pressing the TEST pushbutton switch :− the green LRU PASS indicator light comes on for 1s approximately to

indicate correct operation− the red CONTROL INPUT FAIL warning light is off

The red warning light comes on to indicate control data failure (controlunit or bus line).

− the stationary wave ratio appears in the front display. RFL/OFF/FWD selector switch

When placing the RFL/OFF/FWD selector switch in FWD and RFL posi-tions, the forward and reflected powers appear respectively in the front dis-play.

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Page: 69FRA US/T-5 KrU AUG 2004Figure 38 VHF Front Panel Test

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LOCATION

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FRA US/T-5 KrU AUG 2004 Page: 71Figure 39 VHF Location 80 VU

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FRA US/T-5 KrU AUG 2004 Page: 73Figure 40 VHF Location Cockpit

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23-11 HF-SYSTEM

GENERAL

The high frequency (HF) system serves for all long−distance voice commu-nications between different aircraft (in flight or on the ground), or between theaircraft and one or several ground stations. The HF system operates within thefrequency range defined by ARINC 719, (i.e. 2.8 to 23.999 MHz, with 1 KHzspacing between channels). The aircraft is provided with a single HF system.The HF system is composed of : one transceiver one antenna coupler one shunt−type antenna

The HF system is associated with : the Radio Management Panels (RMP) which are centralized systems enab-

ling the frequency display of the HF system and the mode switching the Audio Management Unit (AMU) for connection to the audio integrating

and SELCAL systems the Centralized Fault Display Interface Unit (CFDIU) (by the MCDU) which

is a centralized maintenance system the Landing Gear Control Interface Unit (LGCIU) which indicates the aircraft

status (flight or ground) the System Data Acquisition Concentrator (SDAC) which collects transmis-

sion information from the HF system (COM: HF1 EMITTING if PTT longerthan 60s)

The HF1 system is supplied with three−phase 115VAC through 5A circuitbreaker (1RE1) in cockpit panel 121VU, from sub−busbar 101XP. The HF1transceiver (3RE1) provides the HF1 antenna coupler (4RE1) with 28VDC andmonophase 115VAC.

Indication of Transmission Out of Frequency RangeThe HF system is designed to operate within the frequency range from 2.8 to23.999 MHz.However, an operational facility enables frequency display in the 2 to 29.999MHz range on the RMP. If the out−of−range values of the HF transceiver aredisplayed on the RMP, the operating anomaly is indicated as follows : at first activation of the PTT switch : a 1000 Hz audio signal is triggered.

interruption of the signal after 15 s approximately. triggering of the signal at each attempt to transmit.

OperationThe HF transceiver complies with the standards defined in ARINC 719. Thetransmission and reception of coded messages between the various controlunits (CFDIU, RMP) comply with ARINC 429.The RMP controls the various operations which are transmitted to the trans-ceiver by a numeric message in compliance with ARINC 429. This messagecan be received by the port A or the port B of the transceiver. The RMP per-forms the selection by a discrete. A microprocessor performs the decoding ofthe frequency and mode (AM or USB). The microprocessor checks the mes-sage from the RMP and controls the system operation. In case of failure it con-trols the illumination of the lights located on the face and/or acts on the trans-mitter.

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FRA US/T-5 KrU AUG 2004 Page: 75Figure 41 HF System Schematic

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HF- ANTENNA COUPLER

GeneralThe antenna coupler enables matching of the aircraft HF shunt−type antennawith the output circuit (50 ohms) of the HF transceiver. The coupler is a pres-surized sealed box.The face features : a connector J1 for connection with the transmitter a coaxial connector J2 to connect the coaxial cable from the transmitter a connector J3 for test equipment connection a pressurizing valve a fault warning light a handle an identification plate

OperationThe coupler is tuned in six sequences : start, reception/standby, tune A, tuneB, tune C and operational position.A sequence counter controls the six sequences.The counter starts the nextsequence only when all the conditions related to the previous one are met. If afailure is detected during the tuning phase, tuning is stopped. The tuning phaseis initiated at HF system energization or when a new frequency is selected. Thetune control line is then grounded. Servomotors controlled by servo−amplifiersplace the tuning elements in start position. Start sequence

In this sequence, the capacitors and inductors are positioned so that theypresent minimum impedance to signals. When all these conditions are met,a pulse is applied to the sequence counter. The system is forced to the re-ception/standby phase.

Reception/standby sequenceIn this position, the coupler is in reception condition and ready for a tuningcycle. PTT control grounding causes interlocking of couplers (case of dualsystem). A pulse is applied to the sequence counter and the system isforced to the next tuning sequence : tune A.

Tune A sequenceThe purpose of tune A is to adjust the antenna circuits so that HFsignal cur-rent and voltage are in phase. To this end after detection a discriminatordelivers an errorsignal proportional to the phase difference during 50 ms.The polarity of this signal determines the elements required to achieve tun-ing.

Tune B sequenceThe purpose of tune B is to match the antenna load with the transmitter out-put circuits. To this end, a load discriminator compares the HF current andvoltage. This comparison gives an error voltage proportional to the differ-ence between the HF circuit impedance and an impedance of 50 ohms.

Tune C sequenceThe purpose of the tune C is to complete previous adjustments and obtain aVSWR (voltage standing−wave ratio) lower than 1.3. When a VSWR lowerthan 1.3 is obtained, the sequence counter controls start of the next se-quence, i.e. operational position.

Operational positionIn this sequence, the tuning control line is disconnected from ground. Theantenna coupler can operate. If a new frequency is selected, the antennacoupler goes back to the start sequence and the tuning cycle starts again.

Fault IndicationFault information of the coupler can be transmitted by discretes to the HFtransceiver. In this case, the HF transceiver will take these items of informationinto account and will transmit them to the CFDIU.

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CONNECTION TO TRANSCEIVER

Figure 42 HF- System Antenna Coupler

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FAULT ISOLATION AND BITEThe BITE facilitates maintenance on in−service aircraft. The BITE detects anddetermines a failure related to the HF system. The BITE of the HF transceiveris connected to the Centralized Fault Display Interface Unit (CFDIU).The BITE : transmits permanently HF system status and an identification message to

the CFDIU. memorizes the failures occured during the last 63 flight legs. monitors data input from the various peripherals (RMP and CFDIU). can communicate with the CFDIU by the menus.


Normal ModeDuring the normal mode the BITE monitors cyclically the momentaneous statusof the HF system. It transmits these information signals to the CFDIU duringthe flight concerned. In case of fault detection the BITE stores the informationsignals in the fault memories.

Menu ModeThe menu mode can only be activated on the ground. This mode enables com-munication between the CFDIU and the HF transceiver BITE. This is by meansof the MCDU (Multipurpose Control Display Unit) of the maintenance system.The HF transceiver menu mode is composed of : LAST LEG REPORT PREVIOUS LEGS REPORT LRU IDENTIFICATION CURRENT STATUS.

ECAM MessageA connection between the HF tranceiver and the SDAC enables to record theuse of the HF System in transmit mode (PTT). If the system is in transmitmode longer than 60s the following message appears on the ECAM:COM : HF−1 EMITTING

CFDS MessagesFaults detected by the system and transfered to the CFDIU causes the follo-wing messages displayed on MCDU screen: HF−X TRANSCEIVER

A transceiver fault has been detected HF−X: NO DATA FROM CONTROL SOURCE

No data from RMPs HF−X: NO DATA FROM CFDIU

No conection to the CFDS HF−X ANTENNA CIRCUIT

A antenna fault, a antenna coaxial cable fault or a coupler fault has beendetected.

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� � � � � � � � � � � � � � � � � � � � � � � � � � � � � � ��

CFDS monitored

� � � ��

Figure 43 HF System CFDS monitored LRUs

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FRA US/T-5 KrU AUG 2004 Page: 80Figure 44 HF- System BITE Menu Sheet 1

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FRA US/T-5 KrU AUG 2004 Page: 81Figure 45 HF- System BITE Menu Sheet 2

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FRA US/T-5 KrU AUG 2004 Page: 82Figure 46 HF System BITE Menu Sheet 3

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HF-TRANSCEIVER FRONTPANEL TESTOn transceiver face are located: two jacks (PHONE and MIC) a SQL/LAMP TEST pushbutton switch three red warning lights :

− LRU FAIL− KEY INTERLOCK− CONTROL INPUT FAIL

a transportation handle an identification plate

TestCorrect operation of the transceiver can be checked by means of the variouslights on its face. LRU FAIL red light (LED)

LRU FAIL red light comes on in the event of a transceiver warning such as :− output power drop (detected only if PTT is active)− microprocessor or synthesizer failure− power failure

KEY INTERLOCK red light (LED)KEY INTERLOCK red light comes on when a failure is detected in antennacircuit (if PTT is active), such as :− coupler failure− excessive tuning time− excessive antenna reactance

CONTROL INPUT FAIL red light (LED)CONTROL INPUT FAIL red light comes on when there are serial messagefaults such as :− abscence of label− insufficient refresh rate− message not valid.

SQL/LAMP TEST pushbutton switchWhen pressing the SQL/LAMP TEST pushbutton switch, all the lights comeon, the squelch is disabled and causes background noise to be heard in theheadset.

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FRA US/T-5 KrU AUG 2004 Page: 85Figure 47 HF- System Transceiver & Fault Annunciator

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LOCATION

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FRA US/T-5 KrU AUG 2004 Page: 87Figure 48 HF- System Location

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FRA US/T-5 KrU AUG 2004 Page: 89Figure 49 HF- System Antenna & Coupler Location

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23−24 ACARSACARS PRESENTATION

PurposeThe ACARS Data Link System is an air/ground communication network thatenables aircraft to function as a mobile terminal associated with modern airlinecommand, control and management systems.The ACARS is used to transmit or receive automatically or manually generatedreports or messages to or from a ground station.The ACARS is dedicated to Maintenance, Operation and Commercial pur-poses.The choice of ACARS applications and the definition of the operational pro-grams are under Airline responsibility because of high customization of the sys-tem.The ACARS is a Buyer Furnished Equipment (BFE).

PrincipleThe ACARS can manage both transmission or reception of data.Ground−to−air (uplink UL) and air−to−ground (downlink DL) digital messagesare transmitted or received via the VHF3 transceiver.VHF3 is mainly dedicated to the ACARS Data Link System, but can be used asa backup for voice communications.The transmitted information is relayed via the ground stations to a central com-puter where data is converted into airline messages.A ground network (SITA for EUROPE, ASIA, AFRICA and SOUTH AMERICA,ARINC for the USA and CANADA and AVICOM for JAPAN), transmits the datafrom the ground receiver to the airline main base.SITA network is exclusively dedicated to the airline community, transmittingtechnical, commercial, flight operation and safety information.Any of the ACARS functions can be modified by the airline, through theACARS MU programming. The unit needs a Operating Software and a Cus-tomer Database. Both are loadable via a portable Dataloader direct on thefrontface of the MU.

ComponentsThe ACARS Management Unit is connected to various computers : Flight Management function of the Flight Management Guidance Comput-

ers. Central Fault Display and Interface Unit (CFDIU). Data Management Unit (DMU). Flight Warning Computers (FWCs) and the System Data Acquisition Con-

centrator (SDAC1) Air Data and Inertial Reference Unit (ADIRU3). Fuel Quantity Indication System (FQIS).

Various units are used to control the ACARS MU : 2 Multipurpose Control Display Units (MCDUs). 1 Printer and 3 Radio Management Panels (RMPs), located in the cockpit.

The Unit receives various discrete informations for several functions.

136.850

AVI-COM131.725

DEPV131.550

SITA

Figure 50 ACARS World MAP

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DATA LOADER

VARIOUSDISCRETES SDAC 1

FMGC 1/2

AIDS DMU

CFDIU

FWC 1/2

ADIRS # 3

FQIS

PORTABLE ADAPTER CABLE

ACARS MU

103 XP 115V ACBUS 1

VOICE FREQUENCY

ACARS MU

RMP 1 /2 /3

Control

VHF # 3MCDU

A/C TYPE PIN PROGRAMS

B

A

PRINTER

DATA FREQUENCY

Control

Control

Figure 51 ACARS Schematic

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DESCRIPTION

ACARS MUThe ACARS Management Unit (MU) manages all tasks related to the ACARS.It controls both emission and reception of data through the VHF3 transceiver.The ACARS MU transmits data to the various aircraft systems through its twogeneral output buses. It receives data from the avionics systems through theirgeneral input buses.The ACARS MU is supplied with 115 VAC.MCDUThe ACARS MU is interfaced with the Multipurpose control and Display Units(MCDUs). The dialog between one MCDU and the ACARS MU is initiatedwhen ACARS is selected on the MCDU menu.The MCDU enables the following functions : display of data generated by the MU, display of data transmitted by the ground or by peripheral computers, selection of the various ACARS MU functions, test and entry of data by the crew.

MCDU 1 and 2 are connected to the ACARS MU. Only one can communicatewith the system at a time.FMGCThe FMGCs send a pre−flight and a post−flight report via ACARS MU bymanual action through the MCDUs. It also sends report on ground request viaACARS MU. The FMGCs also automatically send the in−flight report to theACARS MU after take off. The airline can initialize and update the flight plan inthe FMGCs through ACARS.Note: The ACARS − FMC Interface is not full active in the moment.AIDS DMUThe ACARS MU transmits data to and receives data from the Aircaft IntegratedData System (AIDS). Each report generated by the AIDS can be programmedindividually for transmission to the ACARS MU either automatically or manually.

CFDIUThe ACARS MU receives data from the CFDIU. The CFDIU transmits automat-ically or manually the following messages to the ACARS MU : post flight report on ground or current flight report in flight, real time failure and real time warning in flight, BITE data messages and class 3 report on ground.

The ACARS MU transmits its own maintenance information to the CFDIU (notactive).The ACARS MU is provided from the CFDIU with the following : aircraft identification (tail number), flight number and flight phase, identification of departure and destination airports, date and time, installed optional systems.

PRINTERThe ACARS MU is connected to the multi−purpose cockpit printer. The ACARSMU can buffer data printing, when the printer is buzy with another system.ADIRU 3The ADIRU 3 sends LAT/LONG information form frequency tuning andgroundspeed information.FQISThe Fuel Quantity Indication System sends FOB, preselected Fuel e.g. in-formation

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FWC/SDACThe ACARS MU receives parameters sent by the System Data AcquisitionConcentrator (SDAC) 1 and the Flight Warning Computers (FWCs) 1 and 2.The parameters sent by SDAC 1 and FWCs allow the ACARS MU to establishthe EVENT TIME OOOI (pax door closed, gear compressed...).The ACARS MU sends a status parameter to the FWCs. FWC 1 and FWC 2display on the Engine Warning Display (EWD), one of four ACARS configura-tions provided by the ACARS MU. The four possible configurations are: ACARS MSG : an ACARS message has been received by the aircraft, ACARS STBY : loss of communication between aircraft and ground, VHF3 VOICE : VHF3 operates in VOICE mode, ACARS CALL : a message requesting a voice conversation has been re-

ceived from the ground.A amber COM− ACARS FAULT message appers, when the FWCs do not re-ceive normal information from the ACARS MU.

COMMUNICATIONAIRCRAFT COMM. ADDRESSING ANDREPORTING SYSTEM

A319/320/321

23−34



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SDAC1

ADIRS#3

FQIS

Figure 52 ACARS Detailed Schematic

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ACARS ACTIVATION

VHF3 FREQUENCY SELECTIONVHF3 can be tuned either via the ACARS MU automatically or manually usingthe MCDUs, or via the Radio Management Panels (RMPs) depending on thePORT SELECT discrete status.The PORT SELECT discrete status is manually controlled by the selectionmade on the RMPs, or automatically by the ACARS MU. When the PORT SE-LECT DISCRETE is grounded, the ACARS MU tunes the VHF3 through itsinput A.When the PORT SELECT DISCRETE is in open circuit, the RMPs tune theVHF3 through its input B.The frequency controlled from the MCDUs is used to force the MU to workwith another frequency. In normal case, the frequency is tuned automaticlyfrom the MU by using present position information from the ADIRUs. In case ofmissing this information or other failure a manuell selection of the 5 ACARSfrequencies is possible via the MCDU.

VHF3 AUDIO SELECTIONVHF3 will handle audio information from ACARS MU or from the Audio Man-agement Unit (AMU) depending on the VOICE DATA SELECT discrete status.When the VOICE DATA SELECT discrete is grounded, VHF3 handles audioinformation from the ACARS MU. When the VOICE DATA SELECT discrete isin open circuit, VHF3 handles audio information from the AMU.These selections can be defined by means of a pin program .

RMPEach RMP receives the PORT SELECT discrete. When this discrete isgrounded, each RMP displays the same kind of information in VHF3 mode :− ACARS in the ACTIVE window,− a frequency in the stand−by window.Note : VOICE DATA SELECT can be grounded or open.When this discrete is in open circuit, each RMP displays the same kind of in-formation in VHF3 mode : − the same frequency in the ACTIVE display,− ACARS in the stand−by display. Note : VOICE DATA SELECT is in open circuit.The PORT SELECT discrete can be changed automatically or manually by theACARS MU or manually by one RMP.Each time the TRANSFER KEY in one RMP is selected, the REMOTE VOICE/DATA SELECT discrete status will change momentarily forcing the ACARS MUto change the PORT SELECT and VOICE SELECT discrete status.As a consequence, VHF3 changes from VOICE to DATA or DATA to VOICEmode and RMPs will switch the display between ACTIVE and STAND−BY win-dows.Note: If the ACARS is active on VHF 3 and the MU fails, the active window dis-plays dashes. When a transfer is made, ACARS is displayed in the standbywindow.

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Activation of ACARS on RMPDeactivation of ACARS on RMP

temporarily displayed if continuously −−> ACARS Fault

Figure 53 ACARS Activation on RMP

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DATA LOADING

GeneralFor correct operation the ACARS MU needs the correct: Operating Software (SW P/N) Customer Database (DB P/N) Aircraft registration (A/C REG)

The aircraft registration is received from the CFDIU in case of a ”Cold Start”.A Cold Start is activated in case of: MU removal. reset via MCDU (see maintenance pages). new software load. activation of test switch on the MU frontface.

During a COLD Start the ACARS MU is completly new initialized (with A/C reg-istration initialisation) and a self test is activated.

Software LoadingThe software have do be loaded via a portable Dataloader direct on the front-face of the MU (not via the installed Airborne Data Loader).After operating software or database loading the correct SW P/N or DB P/Nhave to be checked on the MCDU (see maintenance pages − part numbers).

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DATA LOADER

PORTABLEADAPTER CABLE (for ACARS loading only)

ACARS MU

TEST

Figure 54 ACARS Data Loading

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MESSAGES

ECAM Messages (Memo)The Label 270 messages are shown on the upper ECAM display (E/W).

Label 270 Chart

Message Text ECAM Trigger Condition Reset Condition

ACARS CALL An ACARS CALL uplink has been received(Voice request from ground)

Activate the ACARS MCDU Operation and select ” ACARS REC MSG ” Pg.

ACARS MSG An ACARS UPLINK has benn received(e.g. Telex, ATIS, Loadsheet, Weather Data)

Activate the ACARS MCDU Operation and select ” ACARS REC MSG ” Pg.

VHF3 VOICE VHF 3 set in VOICE mode Use TFR switch on RMP to select ACARS mode

ACARS STBY ACARS link not possible. Out of ground station range Check VHF 3, Frequency, Service Provider avalibility

Indications in the cockpit

Situation Indication on MCDU Indication on ECAM Indication on RMP

No link to ground station NO COMM, MSG NOT GEN ACARS STBY ACARS in the ”ACTIVE” WINDOW

ACARS not controling VHF 3 VOICE MODE, MSG NOT GEN VHF3 VOICE ACARS in the ”STANDBY” WINDOW

ACARS MU fault ACARS not visable on MENU page COM − ACARS FAULT −−−−− in the ”ACTIVE” WINDOW

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MCDU MessagesThe MCDU Scratch Pad (SP) shows messages in the following priority:1. user entries2. ERROR / ADVISORY messages

ACARS Error / Advisory Messages Chart

The ACARS ERROR / ADVISORY messages (priority 2) are shown, when theACARS system is selected on the MCDU. Most of them can be cleared bypressing the CLR-key on the MCDU ( see chart).

Message Text Trigger Condition Reset Condition

NO COMM,MSG NOT GEN ( white )

LSK that initiates a downlink is pressed while MU is in a NO COMM condition.

5 seconds or ” CLR ” key pressed or data entry

VOICE MODE,MSG NOT GEN ( white )

LSK that initiates a downlink is pressed while MU is inVOICE Mode.


PRINTER FAIL ( white ) LSK that initiates a print is pressed, and the printer cannotaccept a message.


INVALID ENTRY ( white ) Invalid data entry CLR key pressed or valid data entry

NO A / C REG,MU IN STBY ( amber )

MU has not received the A / C Registration Number from theCFDIU.

A / C Registration Number from CFDIU ( Cold Start )

BUFFER FULL,MSG NOT GEN ( white )

LSK that initiates a downlink is pressed, and the downlinkbuffer is full.


AUTO / MANFREQ MISMATCH ( white )

Manually selected VHF data frequency differs from fre-quency indicated by automatic frequency select logic.

Select correct frequency or ” CLR ” key or data entry

NO LAT / LON,USE MAN FREQ ( amber )

MU is not receiving latitude and longitude data from aircraft VHF data frequency manually selected or aircraft startsbroadcast data or ” CLR ” key pressed or data entry

BAD H / W PART NUM ( amber ) Hardware part number is invalid (invalid format) Hardware part number

AIRCRAFT TYPE MISMATCH ( amber )

Aircraft type pins are not set for A320/321 aircraft Reconfigure pins and reset MU

ACRFT REGNUM DBASE FAIL ( amber )

Aircraft registration number initially received from broadcastdoes not match database

Install MU on proper aircraft or modify database

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REPORTS / REQUESTS

Typ Name Dir Function Trigger Back- Up

O

P

E

R

A

T

I

O

N

1.Movement Reports(OOOI)

DL

Out : DL of flight number, out time (off blocks) and depature airport Automatic MovementMessage

O

P

E

R

A

T

I

O

N


DL RET IN : DL of flight number, return in time and station Automatic

MovementMessage

O

P

E

R

A

T

I

O

N


DL

OFF : DL of flight number, off time ( takeoff time ), destination and ETA Automatic

MovementMessage

O

P

E

R

A

T

I

O

N


DL

ON : DL of flight number, on time ( touch down time ), destination, destination runway Automatic

MovementMessage

O

P

E

R

A

T

I

O

N


DL

IN : DL of flight number, touch down time, in time ( on block time ) and destination Automatic

MovementMessage

O

P

E

R

A

T

I

O

N

2.Progress Report DL DL of estimated time of arrival, destination and runway Automatic Voice

O

P

E

R

A

T

I

O

N

3a.Voice Cont. Req. DL Voice contact requests to various addresses Manual VoiceO

P

E

R

A

T

I

O

N

3b.ACARS CALL UL Call request from ground Manual VoiceO

P

E

R

A

T

I

O

N

3c.Free TextDL Free text ( telex ) to various addresses Manual Voice

O

P

E

R

A

T

I

O

N

3c.Free Text UL Free text ( telex ) to pilots from ground Manual Voice

O

P

E

R

A

T

I

O

N

3d.Initial Req. DL Crew ready for ACARS messages ( e.g. release for WX, ATIS, PDC, Loadsheet uplink ) Manual Voice

O

P

E

R

A

T

I

O

N

3e.Airport WeatherDL Request for forecast and actual weather Manual Voice

O

P

E

R

A

T

I

O

N

3e.Airport Weather UL UL of forecast and actual weather after req. Voice

O

P

E

R

A

T

I

O

N 3f.ATISDL Request for ATIS Manual Voice

O

P

E

R

A

T

I

O

N 3f.ATIS UL UL of ATIS after req. Voice

O

P

E

R

A

T

I

O

N

3g.PDCDL Request of Pre Departure Clearance Manual Voice

O

P

E

R

A

T

I

O

N

3g.PDC UL UL of Pre departure Clearance after req. Voice

O

P

E

R

A

T

I

O

N

3h.Loadsheet UL Ul of loadsheet after req. Manual Ramp

O

P

E

R

A

T

I

O

N

4.Refueling Report DL DL of supplied fuel, remaining fuel and APU fuel Automatic Fuel Message

O

P

E

R

A

T

I

O

N

5.A/C Crew RotationDL Request for A/C crew rotation Manual Voice

O

P

E

R

A

T

I

O

N

5.A/C Crew Rotation UL Info about arrival position and next leg for PIC and A/C Auto or req Voice

S6.Pax Info List

DL Request for PIL Manual Voice

E 6.Pax Info List UL UL of PIL Auto or req Manual Ramp

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23


R7.Connecting Gates

DL Request for connecting gates Manual Voice

V 7.Connecting Gates UL Departure infos for connecting flights ( Gate and time within the next 30 minutes ) Auto or req Voice

8.ACMS/AIDS DL Engine condition monitoring reports Automatic Print out

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23



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23−34


MANUAL action required

Profile Independent DL Reports:

Conn Gate Reqest A/C Crew Rotation RequestTelex Report Voice RequestATIS RequestWeather RequestPDC Request

Profile Independent UL Reports:

Telex Report ACARS CALL

AUTOMATIC

Profile Independent DL Reports:

ETA Change ReportDestination Airport Change Report Destination Runway Change ReportFrequency Change Report

:

:

:

:

First A/C movementand all doors closed

Ldg gear decrompressed

Ldg gear compressed

Min one door open

Trigger Time

now

now

now

Last time park brake set

OUT

ON

IN

OUT

OFF

OFF ON

IN

Figure 55 ACARS Flight Profile

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A319/320/321

23−24


ACARS TEST VIA CENTRAL MAINT. SYSTEM (CFDS)

ACARS test via MCDUPushing the MENU key on the MCDU shows the MCDU menu page. Access toACARS test page on the MCDU is as follows:Push the line selct keys beneth this MCDU−funktions:CFDS −> SYSTEM REPORT TEST −> COM −> ACARS.The ACARS Test Page offers Fault Report and Test Functions.

FAULT MESSAGE TROUBLE SHOOTING MESSAGE

FAULT CLASS

ATA INT./ EXT.

DESCRIPTION/FAILURE CONDITIONS FAULT MESSAGE TROUBLE SHOOTING

MESSAGEFAULT CLASS

ATA INT./ EXT.

DESCRIPTION/FAILURE CONDITIONS

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23


1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

SYSTEM REPORT/TEST 1/2COM

<AMU

<RMP 1

CIDS 2>

HF 1>

HF 2>

VHF 1>

VHF 2>

<RMP 2

<RMP 3

<CIDS 1

<RETURN

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS

<REPORT

<LRU IDENT

<DATA

<RETURN

FAULTS>

TEST>

REPORT>

<REPORT

LAST LEG

PREVIOUS LEGS

TROUBLE SHOOTING DATA

GROUND

CLASS 3

ACARS

PRINT*

TEST IN PROGRESS

SEND :−>

ACARS

<RETURN PRINT*SEND :−>

ATA

231313FQIC (3QT) / ACARS MU (1RB)

235534SDAC1 (1WV1) / ACARS MU (1RB)

CLASS

3

3

VHF 3>

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

SYSTEM REPORT/TEST 2/2COM

<ACARS MU

<RETURN

Figure 56 ACARS TEST VIA CMS

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OPERATION MENU DESCRIPTION

Initial Menu PagesWhen the ACARS MU is given control of an MCDU the MU displays theACARS MENU page. The ACARS MENU page is the root page through whichall other ACARS pages may be accessed.Each page of the ACARS Main Menu can display different data bases. Thesepages are created upon energization of aircraft electrical network and are rec-reated when the flight phase changes from preflight to inflight, from inflight topostflight, and from postflight to preflight. When the flight phase changes or theaircraft electrical network is energized, then the MU updates the text and func-tions displayed on the ACARS Main Menu.

−ACARS RequestsDL of a request. As long as no data UL is received the request is displayedwithout carret.

−ACARS ReportsData entry for DL reports. The data will be send automaticlly.

−TelexSend a TELEX to a predefined or self entered (Free Telex) address. Enter textand press send pushbutton.

−Voice ContactSend a voice contact request to a predefined address

−Received MessagesShows all messages received by the ACARS MU

−MISC (Miscellaneous Menu)Entry to various function of the ACARS System (e.g. Maintenance)

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23


1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

CONN GATE<REQUEST

PIL

<TELEX

<MISC

VOICECONTACT>

RECEIVEDMESSAGES>

<REQUEST

CREW ROT<REQUEST

ACARS INFLT MENU 2/2−>

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS PREFLT MENU 2/2−>

<TELEX

<MISC

ATIS

VOICECONTACT>

RECEIVEDMESSAGES>

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS POSTFLT MENU 2/2−>

Ground to Air Air to GroundON to IN Status

PIL<REQUEST

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS INFLT MENU 1/2−>

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

WEATHERREQUEST>

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R


FPL DATA<REPORT

REFUELING

LOAD DATA

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

<REPORT

<REPORT

INITIAL<REQUEST

WEATHERREQUEST>

CONN GATE<REQUEST

<TELEX

<MISC

VOICECONTACT>

RECEIVEDMESSAGES>

CREW ROT<REQUEST

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS POSTFLT MENU 1/2−>

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

WEATHERREQUEST>

Figure 57 ACARS Menus

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23−24


ACARS Telex Address ScreenThe ACARS TELEX ADDRESS is selected by pressing LSK 5L from theACARS main menu. The hardcoded data entry screen creates a multi−pagescreen that provides address selection. The telex downlinks can contain eithera 4 or 7 character ground address.Line select keys 1 through 5 left and right are used to select the character ad-dress to be used with the telex downlink. The action of pressing a line selectkey on the ACARS Telex Address screen causes the MU to select an addressand generate the ACARS Telex screen, 4 character address. Line select key6R is used to select the ACARS Telex screen, 7 character address (SITA Ad-dress).Line select key 1L on the ACARS Telex screen is used to manually enter anaddress. The validation criteria is exactly 4 alpha characters for the 4 charac-ter address and 7 alphanumeric characters for the 7 character address. Thecrew can reset an address to its default value by performing the following ac-tions: Press the ”CLR” key so that string ”CLR” appears in the scratchpad. Press the LSK adjacent to the address to be reset to the default value.

The entry of free text is performed on the ACARS telex screen. Four lines oftext, of 24 characters each, may be entered on the first page and four morelines of TEXT may be entered on the second page. Text may be entered twoways. One way is to key the data into scratch pad then press a line select keyin order to transfer the data into that line. If the data contains less than 24 char-acters, then the remainder of the line is filled with spaces. The other method isto key in the data without stopping. When the scratch pad is full, the data isautomatically transferred, when the 25th character is entered, to the uppermostfree data line. Character 25 is then displayed in column 1 of the scratch pad.When the data is automatically entered into line 4 of the first page, the MU willswitch to the second page. The user may switch between the two methods atany time, except for the last line, which requires using line select key 5L or 5Rto enter the data. If the upper−most free line of text is on page 1 and page 2 isdisplayed on the MCDU, and the 25th character is keyed into the scratchpad,then the data is automatically entered into the upper−most free line, the MUswitches to page 1 of the ACARS Telex screen and character 25 is displayed incolumn 1 of the scratchpad.When the telex message is ready to be transmitted then press line select key1R, ”SEND*”, on either page of the ACARS Telex screen. The MU creates adownlink containing the entered data, reinitializes the text parameters to their

default values of dashes, and switches to the ACARS Telex Address Selectscreen.

ACARS REFUELING REPORT PageThe ACARS REFUELING REPORT page is accessed by pushing the line keyadjacent to the REFUELING REPORT indication on the ACARS MENU page.It is used to enter data for the calculation of fuel data for billing purposes onlyand displaying the results.QTY BEFORE: The MU will display the remaining fuel quantity, in metric tons,adjacent to line key 1R. The crew can enter a remaining fuel quantity value.Note: This value is erased when a MU Reset is performed.

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A319/320/321

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1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS TELEX ADDRESS

<CONTROL

<SCHEDULE

<SHOOTING

<STATION

<ACARS MENU

SEND*

PRINT*

DEST>

ORIGIN>

DEST>

SITA ADDR>

ORIGIN>

OPS

CREW

TROUBLE

RETURN TO

STATION

MAINT

MAINT

STATION

ACARS TELEX 1/2−>TROUBLE SHOOTING

( )

EDDF

<ACARS MENURETURN TO


SEND*

PRINT*

1/2−>

)

)

)(

(

(

ACARS TELEXSTATION

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

( )

)

)

)(

(

(

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R


FPL DATA<REPORT

REFUELING

LOAD DATA

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

<REPORT

<REPORT

INITIAL<REQUEST

WEATHERREQUEST>

<DISPATCH

ACARS REFUELING REPORTSUPPLY VOL

UNITS

DENSITY

SUPPLIER

TYP/QTY BEFORE

SUPPLIED

FOB

FUEL DIFF

RETURN TO<ACARS MENU PRINT*

( )

( )

−−−−.−

−−−−.−

LT

0.889

−−−− / 6.1

6.1

FUEL TYPJETA1

Figure 58 ACARS Telex and Refuling Pages

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23−24


Received Messages PageThe ACARS REC MSGS page is accessed by pushing the LSK 6R on theACARS Main Menu. This page is used to view REPORT uplink titles, and toselect REPORT uplinks. Each REPORT uplink has its Title, or Default Title,displayed on the Prompt Lines of LSKs 1L through 5L.Each REPORT uplink is queued for display on the ACARS REC MSGS page inthe order in which it was received. A REPORT will be identified by itsassociated title. The most recent REPORT Title appears at the top of theACARS REC MSGS page. Up to five REPORT uplinks may be displayed on asingle page of this screen. A maximum of ten pages are allowed for a total dis-play capability of fifty REPORT uplinks. The Message Display pages (ACARSMSG DISPLAY prompt) are selected by pushing the LSK on the ReceivedMessages Screen associated with a specific Report uplink.Each REPORT Title is initially displayed in large font upon reception. After thecrew selects a report or after the report is automatically printed, then theassociated Title changes to small font. The transition to small font does not oc-cur until the pilot returns to the Received Messages page. Upon subsequentreturns to the Message Display page the Title is displayed in small font. A re-port may be deleted from the Message Display page by initiating the followingsequence: push the CLR function key, the string CLR appears in the scratpad push the LSK adjacent to the RETURN TO REC MSGS indication.

The results are the same as if the report was deleted from the ”ACARS RECMSGS” screen. For all the Message Display prompts (i.e., ACCEPT, REJECT,PRINT) if the star is absent then LSK presses for that prompt will be ignored.

Voice ContactThe VOICE CONT REQUEST page is accessed by pushing the line key adja-cent to VOICE CONTACT indication on the ACARS MENU page.The hardcoded data entry screen creates a multi−page screen that providesaddress selection. The voice request downlinks contain a 4 character groundaddress.Line select keys 1 through 5 left and right are used to select the character ad-dress to be used with the voice request downlink. The action of pressing a lineselect key on the VOICE CONTACT screen causes the MU to select an ad-dress and generate the ACARS VOICE CONTACT REQ screen. ON VHF: Voice Contact Request is displayed adjacent to the line key 1L.

The default value is cyan brackets. The crew can enter the six−digit fre-quency prior to initiating a downlink.

On HF: HF frequency is displayed adjacent to the line key 2L. The defaultvalue is cyan brackets. The crew can enter the four or five−digit frequencyprior to initiating a downlink.

SEND: This key will attempt to downlink the voice report via the downlinkmedia defined by the data base.

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1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS VOICE CONTACT

<−CONTROL

<−SCHEDUL

<−SHOOTING

<−STATION

<−DISPATCH

<ACARS MENU

OPS

CREW

TROUBLE

RETURN TO

DEST−>

ORIGIN−>

DEST−>

ORIGIN−>

STATION

MAINT

MAINT

STATION

ACARS VOICE CONTACT REQTROUBLE SHOOTING

EDDF

ON VHF

ON HF( . )

( . )


SEND*

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS REC MSGS

<ACARS MENU−RETURN − TO −−−−−−−−−−−−−−−−−−−−


<−PRINTER UPLINK

<−TELEX FRA MAINTENANCE

TELX FRA MAINTENANCE

HALLO ANDY DEIN TELEX KAM ANMFG KUBENS FRA MS

PRINT*

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R


FPL DATA<REPORT

REFUELING

LOAD DATA

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

<REPORT

<REPORT

INITIAL<REQUEST

WEATHERREQUEST>

Figure 59 ACARS Voice Contact and REC MSG Pages

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ACARS MISC Page

OUT, OFF, ON, IN STATUS PagesThe ACARS OOOI STATUS 1/4 page is accessed by pushing the line key 3Lof the ACARS MISC menu screen. These are four ACARS OOOI status pages.On page 1/4, OOOI states not yet encountered will have time values of whitedashes. When the aircraft transitions to one of these states, the time will beinserted as hhmm. The current state will be indicated with an arrow in column12 pointing to the appropriate state name. Absence of the arrow indicates thecurrent state is INIT. FLT NO: This field displays the flight number. RETURN: This field displays time when the aircraft returns just after an

OUT event OUT, OFF, ON, IN: These fields display the OUT, OFF, ON, IN times. DEPT/DEST: This field displays the departure and destination stations. UTC: This field displays the universal coordinated time. BLOCK: This field displays the aircraft time from the OUT event to the IN

event. The block time is computed by subtracting the OUT time from the INtime. Whenever a new OUT or IN time is posted, this value is updated.

FLIGHT: This field displays the time that aircraft has been airborne duringone flight. The flight time is computed by subtracting the OFF time from theON time. Whenever a new OFF or ON time is posted this value is updated.

Pages 2/4, 3/4 and 4/4 display the values of the inputs used to determine theOOOI state and the time of the last change in value. Pages 3/4 and 4/4 displaythe individual door discretes.The door status on page 2/4 represents the outputof the door logic.Door status is displayed in a data field. When one of the doors is open, thenthe OPEN indication is displayed, and when all the doors are closed then theCLOSED indication is displayed.Slide status is displayed in a data field. When the slide is armed, then ARMEDis displayed, and when the slide is not armed, then UNARMD is displayed.Parking brake status is displayed in a data field. When the parking brake is set,then the SET indication is displayed, and when the parking brake is released,then the REL indication is displayed.Aircraft movement status is displayed in a data field. When the aircraft move-ment is detected, then the MOVE indication is displayed, and when no aircraftmovement is detected, then the STABLE indication is displayed.

The flight phase is displayed in a data field. The current OOOI state is dis-played in a data field with OUT, OFF, ON, IN, RET IN, INIT, and HOLD. Eachentry has a corresponding time tag.Actuation of line key 6R (PRINT prompt) on any page will attempt to print onlythat page of the ACARS OOOI STATUS screen on the cockpit printer. Actua-tion of line key 6L (RETURN TO ACARS MENU prompt) will return the user tothe ACARS MENU page.

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1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS MISC<FREQUENCY

<STATUS

<ACARS MENU

STATISTICS>

DISPLAY>

MAINT>

DATA

OOOI

RETURN TO

VHF

SATELLITE

PARAMETER

STATISTICS>

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS OOOI STATUS 1/3 ACARS OOOI STATUS 2/3 ACARS OOOI STATUS 3/3FMC FLIGHT NO UTC DEPT/DEST

DLH437 KDFW/EDDF

OUT0159Z

IN1202ZBLOCK1003

OFF0215Z

ON1156Z

RETURN IN−−−−Z

<−




DOORS OPENSLIDES UNARMEDPARK BRAKE REL

A/C MOVE −−−−−−−FLIGHT PH 1

OOOI ST

120254120138120200

171407120633

PRINT* PRINT*PRINT*

IN 120119

OPEN

CLOSED

162745OPENOPENOPENOPENOPEN

131132133753055246131132133916194601

DOOR INPUTS

DATE10 OCT 95

FLIGHT0941

ENG PWR 173403STRUT 180123

AFT AV DRFWD AV DRL FWD PSG

R FWD PSGR AFT PSG

L AFT PSG

FWD CARGOAFT CARGOBULK CARGO

OPEN 162745OPEN 131132

Figure 60 ACARS OOOI Pages

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VHF /SAT STATISTICS PagesThe ACARS VHF STATISTICS page is accessed by pushing the LSK 2R of themiscellaneous menu page.This page displays statistics concerning transmissions and receptions of theVHF used by the ACARS.When LSK 6R is pushed (PRINT prompt), then the MU attempts to print theACARS VHF STATISTICS page on the cockpit printer. Actuation of LSK 6L(RETURN TO ACARS MENU prompt) returns the user to the ACARS Mainmenu.The ACARS SAT STATISTICS page is accessed by pushing the LSK 3R of theMiscellaneous menu page.This screen displays statistics concerning transmissions and receptions of theSATCOM used by the ACARS.When LSK 6R is pushed (PRINT prompt), then the MU attempts to print theACARS SAT STATISTICS page on the cockpit printer. Actuation of LSK 6L(RETURN TO ACARS MENU prompt) returns the user to the ACARS Mainmenu.

PARAMETER PAGEThe ACARS PARAMETER DISPLAY page is accessed by pushing the LSK 5Rof the Miscellaneous menu page.This page allows the user to display the value of any parameter in the parame-ter table.The user selects the parameter by entering a three digit number, rep-resenting the parameter index, into the scratchpad and pushing LSK 1L. If theindex entered by the user is non−numeric (greater than three digits in length) orexists outside of the range of valid table indexes (000−255), the entry will bediscarded and the INVALID ENTRY indication will be displayed in the scratch-pad. If the index is valid, the contents of the parameter will be displayed on thepage.Actuation of LSK 6R (PRINT prompt) attempts to print the ACARS PARAME-TER DISPLAY page on the cockpit printer. Actuation of LSK 6L (RETURN TOACARS MENU prompt) returns the user to ACARS Main menu.

Example of parameter number 008 Aircraft Registration 011 FMC Flight Number 036 Fuel on board 122 UTC 144 Parking brake 219 Company route

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1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R<ACARS MENURETURN TO

PRINT*

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R


PRINT*

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R


<STATUS

<ACARS MENU

STATISTICS>

DISPLAY>

MAINT>

DATA

OOOI

RETURN TO

VHF

SATELLITE

PARAMETER

STATISTICS>

ACARS SAT STATISICS ACARS VHF STATISTICSOUT OFF ON IN

RX

TXNAKSDUP

NUMBER OF RETRIES

RXTX

0

0

0

0

0

0

0

000

NAKS TXINC RX

00

0 1 20 0 0

OUT OFF ON INRX

TXNAKSDUP

NUMBER OF RETRIES

RXTX

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3

27

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NAKS TXINC RX

83

0 1 234 1 0

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PRINT*

ACARS PARAMETER DISPLAY

PARM DATA = −−

PARAMETER NO.

Figure 61 ACARS Statistics and Parameter Pages

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ACARS FrequenzThe ACARS DATA FREQ page is accessed by pushing the line key 1L of theACARS MISC page.This page presents a menu of the regions of the world that can be selected bythe crew. Each region is associated with a VHF data frequency. The associateddata frequency is displayed on the second line of this page.The first character indicates the following modes: A for Automatic Frequency Management mode M for Manual mode (frequency selected by the Pilot) R for Remote mode (frequency selected by the Airport) S for Automatic search mode (scanning) D for Automatic search mode for data.

The left arrow or right arrow will point to the current service provider region de-termined by the aircraft position data. Action on line key 6L will return the userto the ACARS Main Menu.

Automatic frequency management modeWhen line key 6R is pushed, the MU sets the automatic frequency manage-ment mode and blanks the star adjacent to line key 6R. The data frequencydisplayed on the second line of this page will reflect the frequency determinedby the MU automatic frequency management mode.

Manual modeThe manual frequency management mode is entered by selecting a line keywith a frequency defined. The star adjacent to the name of the frequency in useis blanked in order to indicate the last selection mode. While in Manual mode, ifthe selected frequency is different from the frequency determined by the air-craft position data, the MU will display the AUTO/MAN FREQ MISMATCH in-dication in the MCDU scratchpad. The arrow arrow will be displayed next to theline key selected by the automatic frequency management. While in manualmode, the arrow will not be displayed if the MU is not receiving aircraft position.

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<STATUS

<ACARS MENU

STATISTICS>

DISPLAY>

MAINT>

DATA

OOOI

RETURN TO

VHF

SATELLITE

PARAMETER

STATISTICS>

ACARS DATA FREQ

EUR/OTHERS <−

*ASIA/AUS

*JAPAN

N−AMERICA*

AUTOMATIC*

M131.725


1L

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6L

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FPL DATA<REPORT

REFUELING

LOAD DATA

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

<REPORT

<REPORT

INITIAL<REQUEST

WEATHERREQUEST>

Figure 62 ACARS Data Frequency Page

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ACARS MAINTENANCEThe ACARS MAINTENANCE page is accessed by pushing the line key 6R ofthe ACARS MISC page. The user can get access to other maintenance pagesthrough the following MCDU line keys: 1L: PART NUMBER prompt on ACARS PART NUMBER page 2L: STATUS prompt on ACARS STATUS page 3L: TEST prompt on ACARS TEST page 4L: COMM prompt on ACARS COMM Status page 6R: hidden prompt on ACARS DEBUG page

Actuation of line key 6L (RETURN TO ACARS MENU prompt) will return theuser to the ACARS MENU page.

PART NUMBERSThe ACARS PART NUMBER page can be accessed via the ACARS MAINTE-NANCE page.The ACARS PART NUMBER page displays the following data: MU P/N: ACARS MU hardware part number MU S/N: MU serial number CORE SW P/N REV: Core software part number APP SW P/N REV: Application software part number DB P/N: Data base part number.

Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS PARTNUMBER page on the cockpit printer. Actuation of line key 6L (RETURN TOMAINT MENU prompt) will return the user to the ACARS MAINTENANCEpage.

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6L

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<STATUS

<ACARS MENU

STATISTICS>

DISPLAY>

MAINT>

DATA

OOOI

RETURN TO

VHF

SATELLITE

PARAMETER

STATISTICS>

PRINT*

1L

2L

3L

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5L

6L

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ACARS MAINTENANCE<PART NUMBERS

<STATUS

<TEST

ACARS PART NUMBERSMU HW P/N

CORE SW P/N

APP SW P/N REV

DB P/N

DISKETTE P/N REV

965−0728−003

998−1383−501.A

998−1686−501

998−1647−503

963−0005−002.A

MU S/N0384

<COMM

Figure 63 ACARS Partnumber Page

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ACARS TESTThe ACARS TEST menu is selected via the ACARS MAINTENANCE menu.The first page of the ACARS TEST menu enables the user to exercise basicfeatures of the ACARS system. The second page of the ACARS TEST menuenables the user to perform a loop back test on LRUs. Test functions are acti-vated by pushing the MCDU keys.Actuation of LSK 6L (RETURN TO MAINT MENU prompt) returns the user tothe ACARS MAINTENANCE menu.Note: The LRU names displayed on the second page are dependent uponwhich LRUs are installed.

VHF Link TestThe LINK TEST function attempts to downlink a message to the ground net-work. Success of the test is determined by whether or not the downlink is ac-knowledged by the service provider.The data field displayed alongside the LSK indicates the status/results of thetest, initially displaying the INITIATE indication. When the function is first se-lected, the status changes to TEST to indicate that the test is active. The aster-isk (*) alongside the LSK also changes to a blank. Attempts to initiate the testwhile the asterisk is missing are ignored.If the downlink is acknowledged by the ground station, the status will change toPASS and the asterisk is shown again. If not, the status changes to FAIL andthe asterisk is shown again. Five seconds after completing the test, the statuschanges to INITIATE.

Printer TestThe PRINTER TEST function allows to print all characters on the cockpitprinter.The data field displayed alongside the LSK indicates the status/results of thetest, initially displaying INITIATE indication. When the function is first selected,the status changes to TEST to indicate that the test is active. The asterisk (*)alongside the LSK also changes to a blank. Attempts to initiate the test whilethe asterisk is missing are ignored.If the message containing the test pattern is determined to be undeliverable,the status changes to FAIL and the asterisk is shown again. If the data transferis successful, the status changes to PASS and the asterisk. Five seconds aftercompleting the test, the status changes to INITIATE.

MCDU TestThe MCDU test function causes the MU to display the ACARS MCDU SCRNTEST page. From this page, the user may select LSK 6L (RETURN TO TESTMENU prompt) to return to the ACARS TEST menu, or select LSK 6R (PRINTprompt) to print the page.

Satellite Link TestThe SAT LINK test function is disabled because the SDU is not installed, so theMU displays the NO SDU indication and the asterisk is blanked.

SDU TestThe SDU test function is disabled because the SDU is not installed, so the MUdisplays the NO SDU indication and the asterisk is blanked.

RAM TestThe RAM test performs a simple write/read test over portions of RAM. All datastored in RAM is saved. If no errors are detected, then the status field displaysthe PASS indication for 5 seconds. If errors are detected, then the status fielddisplays the FAIL indication for 5 seconds. While the test is performed, the sta-tus field displays the TEST indication.

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LRU X TestThe LRU X TEST function, on page 2/2 of the ACARS TEST page, performs asimple loop back analysis to evaluate the status of the displayed LRU.The data field alongside the prompt LSK displays initially the INITIATE indica-tion. Actuation of the function changes the field to TEST, and the asteriskalongside the LSK changes to a blank. Attempts to initiate the test while a filetransfer is in progress results in displaying the BUSY indication while a filetransfer is in progress, then a return to INITIATE. If the TEST is correct, thenthe MU changes the status field to PASS and displays the prompt asterisk. Anyother results causes the MU to display the FAIL indication. Five seconds aftercompleting the test, the status changes to INITIATE.If a LRU specified for file transfer is not installed, then the MU: − blanks the star (”*”) − displays NO LRU instead of INITIATE − ignore actions on keys.If the LRU is not testable, then the MU: − blanks the star (”*”) − displays the NO TEST instead of the INITIATE indication. − ignore actions on keys.If the LRU activity logic indicates that the displayed LRU is inactive, then theMU: − blanks the star (”*”) − displays the INACTIVE indication instead of the INITIATE indication. − ignore actions on keys.When the LRU activity logic indicates that the displayed LRU is active, then theMU displays: − the star (”*”) − the INITIATE indication.

1L

2L

3L

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6L

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3R

4R

5R

6RRETURN TO

1L

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6L

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3R

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6RRETURN TO

ACARS TEST 1/2

ACARS TEST 2/2

MCDU TEST*

VHF LINK

PRINTER

SAT LINK

SDU

RAM TEST

*INITIATE

*INITIATE

NO SDU

NO SDU

INITIATE*

<MAINT MENU

<MAINT MENU

FMC

ACMS NO TEST

<COMM AUDIT

NO TESTCABIN 1NO LRU

CABIN 2NO LRU

CFDIUNO TEST

Figure 64 ACARS Test Pages

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ACARS STATUS PageThe ACARS STATUS menu is accessed via the ACARS MAINTENANCEmenu. Actuation of line key 6L (RETURN TO MAINT MENU prompt) will returnthe user to the ACARS MAINTENANCE MENU page.

ACARS ERROR LOG PageThe ACARS ERROR LOG page is accessed via the ACARS STATUS menu.The ACARS ERROR LOG page allows access to submenus which provide de-tailed information about faults detected by the MU. ACARS CLASS 1 AND 2 FAULTS Page

Actuation of line key 1L (CLASS 1 AND 2 FAULTS prompt) will display theCLASS 1 AND 2 FAULTS page, on the MCDU. Access to this page will beprevented if no faults exist for that category.

ACARS CLASS 3 FAULTS PageActuation of line key 2L (CLASS 3 FAULTS prompt) will display the CLASS3 FAULTS page on the MCDU. Access to this page will be prevented if nofaults exist for that category.

ACARS GROUND FAULTS PageActuation of line key 3L (GROUND FAULTS prompt) will display theGROUND FAULTS page on the MCDU. Access to this page will be pre-vented if no faults exist for that category.

The data fields adjacent to each prompt indicate the number of fault entriesresiding in memory for that category.Actuation of line key 6R (PRINT prompt) will attempt to print the ACARS ER-ROR LOG screen on the cockpit printer. Actuation of line key 6L (RETURN TOSTATUS MENU prompt) will return the user to the ACARS STATUS menu.Anomalies given by the CLASS 1 and 2 FAULTS menu and those given by theCLASS 3 FAULTS menu are detected and recorded by the software while theaircraft is in flight. Anomalies given by the GROUND FAULTS menu are de-tected and recorded by the software while the aircraft is on the ground.The operation of all FAULTS Menus is the same. The most recent error is dis-played as the first page. Actuation of the next page function key and down−ar-row function key will allow the user to advance to less recent entry pages.

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1L

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6L

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<STATUS

<TEST

1L

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6R<MAINT MENURETURN TO

ACARS STATUS

<ERROR LOG

<RCV 429 DATA

<LRU

<DISCRETES

<TX 429 DATA

ACARS ERROR LOG

<FAULTSCLASS 1 AND 2

CLASS 3

GROUND

PRINT*

<FAULTS

<FAULTS 0

1

2

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6L

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3R

4R

5R

6RRETURN TO

PRINT*

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4L

5L

6L

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6RRETURN TO

PRINT*

ACARS ERROR LOG

<ERROR MENU

CLASS 1 AND 2 FAULTSA/ REG=. D−AIRA

LEG DATE UTC ATA CLS011 JUL08 0515 232434 1

ACARS MU (1RB)ACARS SW LOGIC

ADDR COUNT1451C : 00FA

ACARS ERROR LOG 1/2

A/ REG=. D−AIRALEG DATE UTC ATA CLS002 JUL13 0713 232434 3

ADDR COUNT

CLASS 3 FAULTS

FQIC (3QT) /ACARS MU (1RB)

FQIC BUS

58D7 : 0C8D* 1

<COMM

Figure 65 ACARS Error Log Pages

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RCV 429 DATASThe ACARS RCV 429 DATA page is accessed via the ACARS STATUS menu.This page allows the user to inspect specific broadcast values received fromother LRUs.The following information is displayed: A/C REG. number, UTC, DATE.

Data displayed is actual broadcast value. For example, if UTC data is”124500”, then that will be displayed until a different value is received.Actuation of LSK 6L (RETURN TO STATUS MENU prompt) returns the user toACARS STATUS menu. Actuation of LSK 6R (PRINT prompt) attempts to printthe ACARS RCV 429 DATA page on the cockpit printer.

ACARS SEL 429 RCV PAGEActuation of LSK 5R (SELECT prompt) causes the MU to display the ACARSSEL 429 RCV page. The purpose of this page is to allow the user to view thelast value received for a 429 broadcast word specified by either the core or theapplication. LSK 1L is used to select the LRU. LRUs that are installed, fromwhich 429 Broadcast data is processed, are selectable. Each time LSK 1L ispushed, the MU selects the next LRU on the list. The LRUs are listed in orderof the input channel they utilize. FMGC CMC FWC L1−1 FWC L2−1 SDAC L1−1 SDAC L2−1 SDAC L1−2 DSAC L2−2 ACMS

LSK 2L is used to enter the 429 label. Any value within the 1−377 octal rangemay be entered. If less than 3 characters are entered, then the entered data isright−justified and zero−filled.LSK 3L is used to select the value for SDI. Every time that LSK 3L is pushed,the next value from the list is selected. The order of values in list is: XX (don’t care), 00, 01,10,11.

ACARS TX 429 DATAThe ACARS TX 429 DATA page is accessed via the ACARS STATUS menu.The purpose of the transmit 429 data page is to display the status of the 429words broadcast by the MU. The bits of labels 030, 172, 270 and 377 are dis-played on this page.LSK 2L is used to select the 429 word to be displayed. The initial value is label172. Every time that LSK 2L is pushed, the label changes to the next value inthe sequence (030, 172, 270, 377). When label 377 is displayed and LSK 2L ispushed, then label 030 is displayed. Bits 32 to 9 inclusive of the selected labelare displayed on line 9, adjacent to LSK 4L and 4R.

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ACARS STATUS

<ERROR LOG

<RCV 429 DATA

<LRU

<DISCRETES

<TX 429 DATA

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ACARS RCV 429 DATA

<STATUS MENURETURN TO

PRINT*

SELCT>

A/C REG UTC BC. D−AIRA 07 17 54

DATE BC14 JUL 95

ACARS SELCT 429 RCV DATA

<RCV 429RETURN TO

PRINT*

LRUFMGECLABEL

SDIXX333222222222211111111111210987654321098765432109

ACARS TX 429 DATA


PRINT*

333222222222211111111111210987654321098765432109

011000000000000000100011−−−−−−−−−−−−−−−−−−−−−−−−

BIT

LABEL*172

Figure 66 ACARS RCV/TX 429 Data Pages

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ACARS LRU STATUSThe ACARS LRU STATUS page is accessed via the ACARS status page. TheACARS LRU status page displays the state of the activity logic for each LRU.The name of each LRU is displayed in columns 1−10 and its status in columns12−24. The ACTIVE indication is displayed for each active LRU and the INAC-TIVE indication is displayed for each inactive LRU.If an LRU is not installed, according to either the aircraft configuration broad-cast words, the Application, database, or the default LRU configuration specifi-cation, then the corresponding field shows the NOT INSTALLED indication. Ifan LRU is installed but no 429 broadcast words are processed, the NO 429DATA indication is displayed. If an LRU name is not supplied, then neither thename or status will be displayed.Actuation of LSK 6R (PRINT prompt) attempts to print the ACARS LRU STA-TUS page on the cockpit printer. Actuation of LSK 6L (RETURN TO STATUSMENU prompt) returns the user to the ACARS STATUS menu.

ACARS DESCRETESThe ACARS DISCRETES pages are accessed via the ACARS STATUS page.The status of the ACARS discrete inputs and outputs are displayed and up-dated at 1 second intervals.The character ”1” represents an open circuit and the character ”0” representsground on the MCDU page generated by the MU.

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ACARS STATUS

<ERROR LOG

<RCV 429 DATA

<LRU

<DISCRETES

COM>

<TX 429 DATA


PRINT*

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PRINT*


PRINT*

ACARS LRU STATUS 1/3

ACARS LRU STATUS 2/3ACARS DISCRETE 3/3

ACTIVEACTIVEACTIVENOT INSTALLEDACTIVEACTIVEACTIVEACTIVE

ACTIVE

ACTIVE

FMGC 1

FMGC 2MCDU 1

MCDU 2

MCDU 3

PRINTER

CFDIU

DMU

SDAC 1FWC 1

716 PUSH TO TALKVHF DATA KEY LINERM VOX / DATA SELRM VOX / DATA STATVOX / DATA MODE ANVOX / DATA MODE MNMU INHIBITMU SDI BIT 9

TP14K 1TP05N 1TP05J 1TP05K 0TP07F 0TP07E 0TP06D 1TP14E 0TP14F 1

SPARE

NOT INSTALLEDSPARE

CABIN 1 NOT INSTALLED

NOT INSTALLEDNOT INSTALLEDNOT INSTALLEDNOT INSTALLED

SDU 1

CABIN 1SPARE

1L

2L

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6R<STATUS MENURETURN TO

PRINT*

ACARS DISCRETE 1/5

AIRCRAFT TYPE

MU FAULT ANNUNMU ACTIVE / STDBYADL SELECTCAPTAIN / 1ST OFFR

TP14A 0TP14B 1TP14C 1TP14D 0NP09J 1TP02J 0TP06E 1TP03J 1

1L

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6R<STATUS MENURETURN TO

PRINT*

ACARS LRU STATUS 3/3

ACTIVEADIRS

ACTIVEFQIS

ADLNOT INSTALLEDSPARENO 429 DATA




PRINT*

PRINT*

PRINT*

Figure 67 ACARS LRU AND Descretes Status Pages

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ACARS COMMThe ACARS COMM STATUS page is selected by pushing LSK 4L on theACARS MAINTENANCE menu.Data field 2L contains COMM when the VHF communications link is availableand NOCOMM when the link is not available. Data field 3L contains DATAwhen the VHF link is in data mode and VOICE when the VHF link is in voicemode.Data field VHF unsent downlinks displays the number of unsent downlinks inthe VHF queue.Data field 2R contains COMM when the SAT communications link is availableand NOCOMM when the link is not available. Data field SAT unsent downlinksdisplays the number of unsent messages in the SAT queue.Data field ROUTER unsent downlinks displays the number of unsent mes-sages in the router queue.

ACARS COM AUDITThe VHF and satellite communication AUDIT function is controlled via theACARS COMM AUDIT page. This page is accessed via the ACARS TEST 1/2page.LSK 1L (VHF AUDIT prompt) toggles VHF audit on and off.LSK 2L (UPLINKS prompt) enables/disables printing of uplinks addressed tothis aircraft.LSK 3L (DOWNLINKS prompt) enables/disables printing of downlinks from thisaircraft.LSK 4L (UPLINK TRAFFIC prompt) enables/disables printing of uplinks toother aircraft.LSK 5L (DOWNLINK TRAFFIC prompt) enables/disables printing of downlinksfrom other aircraft.LSK 1R (SAT AUDIT prompt) toggles satellite channel audit on and off.LSK 2R (LABEL FILTER prompt) enables/disables filtering of uplinks anddownlinks.LSK 3R (LABEL prompt) enters label to be used for label filter.Access to each audit function can be separately disabled by the application.

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<MAINT MENURETURN TO

PRINT*

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6L

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6R

ACARS COMM STATUS

COMM

DATA

NO COMM

VHF ROUTER SDU

VHF (OP) (OP) SAT

UNSENT DOWNLINKS

000 000 000

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6RRETURN TO

ACARS COMM AUDITVHF AUDIT SAT AUDIT

UPLINKS LABELFILTER

DOWNLINKS LABEL

<TEST MENU PRINT*

OFF

OFF

OFF

OFF

OFF

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<STATUS

<TEST

<COMM

1L

2L

3L

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6L

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3R

4R

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6RRETURN TO

ACARS TEST 1/2

MCDU TEST*

VHF LINK

PRINTER

SAT LINK

SDU

RAM TEST

*INITIATE

*INITIATE

INACTIVE

INACTIVE

INITIATE*

<MAINT MENU

<COM AUDIT

Figure 68 ACARS COM Status Page

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ACARS MU RESETTo reset the ACARS MU, do the following: Type ’SAM’ into the scratchpad and press LSK 6R

The ACARS DEBUG 1/2 page is activated Goto page 2/2 (press next page)

The ACARS DEBUG 2/2 page is activated Type ’RESET MU’ into the scratchpad and press LSK 6R

The ACARS MU will perform a reset.Attention: During reset the QTY BEFORE value on the ACARS REFUELINGREPORT page is cleared. Type in old value after MU RESET.

ACARS REFUELING REPORT PageThe ACARS REFUELING REPORT page is accessed by pushing the line keyadjacent to the REFUELING REPORT indication on the ACARS MENU page.It is used to enter data for the calculation of fuel data for billing purposes onlyand displaying the results.QTY BEFORE: The MU will display the remaining fuel quantity, in metric tons,adjacent to line key 1R. The crew can enter a remaining fuel quantity value.Note: This value is erased when a MU Reset is performed.

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M U R E S E T

SAM

TYPE ’SAM’ INTO THE SCRATCHPADAND PRESS LSK 6R

RESET MUTYPE ’RESET MU’ INTO THESCRATCHPAD AND PRESSLSK 6R

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R



<STATUS

<TEST

<COMM

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R


ACARS DEBUG 1/2

<VHF

<MEMORY DUMP

<PRINTER

<MCDU

<SDU

FMC>

SPARE2>

ACMS>

SPARE5>

CABIN1>

CABIN2>

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R


ACARS DEBUG 2/2

<SAT

<BIT

<VERSION

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R

ACARS REFUELING REPORTSUPPLY VOL

UNITS

DENSITY

SUPPLIER

TYP/QTY BEFORE

SUPPLIED

FOB

FUEL DIFF

RETURN TO<ACARS MENU PRINT*

( )

( )

−−−−.−

−−−−.−

LT

0.889

−−−− / 6.1

6.1

1L

2L

3L

4L

5L

6L

1R

2R

3R

4R

5R

6R


FPL DATA<REPORT

REFUELING

LOAD DATA

<TELEX

<MISC

ATISREQUEST>

VOICECONTACT>

RECEIVEDMESSAGES>

<REPORT

<REPORT

INITIAL<REQUEST

WEATHERREQUEST>

FUEL TYPJETA1

Figure 69 ACARS RESET Function

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A319/320/321

23−34


FRONT PANEL TEST

After installation, correct operation of the ACARS MU can be checked by usingthe following controls located on the MU frontface: PASS / FAULT indicator lights

In normal operation, the lights indicate the actual status of the ACARS MU.In test mode, after a 3s indicator light test, the lights indicate the test result.

7 segment LEDIf a test is activated and a failure is detected , the 7 segment LED shows afault code (see chart).

Display Description9.8.7.6.5.4.3.2.1. Internal Hard /0. Software Fail9876543 A / C Registration missed2 A / C Type Mismatch1 Bad H / W Part Number0 Power Down

Display: 3 After ”Cold Start” the MU did not receive the A/C registration. 2 The A/C type defined in software is different to the pin programm informa-

tion 1 the MU partnumber format is incorrect.

TEST pushbuttonWhen pressing the test pushbutton switch:− a ACARS MU ”Cold Start” is initiated.− the LRU PASS and FAULT lights come on for 3s approximatly to indicate

correct operation.− The red FAULT light goes off to indicate, that no fault is present.

If the red FAULT light remains on and the green light goes off, the sys-tem is faulty and shows a fault code on the LED.

− the decimal point of the BCD display blinks to indicate correct operation

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A319/320/321

23−34


TEST

ACARS MANAGEMENT UNIT

Figure 70 ACARS MU Front Panel Test

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23


LOCATION

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MU ACARS

Figure 71 ACARS Location 80 VU

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MCDU

RMP1 ( 2/3 )PRINTER

UPPER ECAM DUA

B

C

D

Figure 72 ACARS Location Cockpit

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23−73 CIDSCIDS PRESENTATIONFor higher flexibility in changing cabin layouts , the Cabin IntercommunicationData System (CIDS) is designed to accommodate these demands without theneed for complex and costly hardware changes. Most cabin systems are inter-faced with one of two microprocessor controlled data busses. Digitized audiocontrol and command signals are transmitted along the bus from a centralcontrol unit called the ’Director’. CIDS reduces these requirements: additional cable bundles, Terminal blocks, function and relay boxes, connectors.

These are normally associated with the installation of optional systems andcabin re−arrangements. When you have to change the cabin layout, only thecontrolling software is modified. The existing PAX equipment such as loud-speakers and lighting units remain as before. This software is centrally storedin the Cabin Assignment Module (CAM) and you can modify it aboard the air-craft or in the workshop. The CAM data also determines whether certain op-tions are available. For example you can change the appropriate data in theCAM to accompany all Passenger Address (PA) announcements with chimes.The basic CIDS provides these system functions: the passenger address, the passenger call, the passenger lighted signs, the general cabin illumination control, the cabin and flight crew interphone, the lavatory smoke warning, the escape slide bottle pressure monitoring, the door bottle pressure monitoring, the service interphone (partially integrated into the CIDS), the extended emergency lighting test, the work light test, the passenger reading lights (control and test), the temperature indication of cabin compartment zones.

the boarding music pre−recorded announcements (PRAM)There is a large number of cabin loudspeakers, lighting units, passenger lightedsigns, and passenger call buttons including lamps. They are connected to asmaller number (26 or 32) of locally installed driver units, called Decoder En-coder Units (DEU). These DEUs connect to one of two data bus lines, installedalong each aircraft side. A second bus system with different DEUs interfacescrew related systems and components. The director units, also connected tothe busses, control the individually addressed DEUs. All other attendant controlequipment, cockpit equipment and avionics compartment equipment are inter-faced directly to the director. The director converts the different types of inputand output signals into low level digital data. The program controls this digitaldata. The majority of system reconfiguration work needed for installation of op-tions, or CIDS upgrades is reduced to software changes. A removablememory cassette, the Onboard Replaceable Module (OBRM), plugged into thefront face of the director, contains the software. On major CIDS softwarechanges the OBRM is normally replaced with a new preprogrammed unit. Asecond plug−in memory cassette (the CAM) fits into the programming and testpanel This is installed at the forward attendant station. The CAM defines manyof the system properties and all cabin layout information. Also whether chimesshould accompany PA announcements and whether each loudspeaker is forattendant or passenger announcements.BITEs allow the CIDS to detect faults both in connected systems, and withinthe CIDS unit themselves.Optional systems such as passenger entertainment video, advanced passen-ger services, extended emergency lighting system testing, etc. are also provi-sioned for in the basic installation.Controls for the cabin systems are centrally provided, for example on the for-ward attendant panel. The CIDS has sufficient flexibility to accomodate extrasets of controls at other locations.Attendant handsets allow communication over the interphone system and areused for PA announcements. An integrated keypad is used to establish differ-ent types of calls and announcements. An associated Attendant IndicationPanel (AIP) provides attendants with PA/Interphone dialling and calling in-formation. It is used for displaying certain system warnings. The activation ofcolored fields on the Area Call Panels (ACP) give long range visual indicationsof the CIDS for the attendants.

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OBRM

OBRM

DIRECTOR

2

DIRECTOR

1

TOP LINE

MIDDLE LINE

DEUs A

Passenger related items: − Call − Loudspeaker − Cabin lighted signs − Cabin lights

DEUs B

Cabin attendant related items: − Handset − Attendant Indication Panel − Area Call Panel , Add. Attendant Panel − Slide/Door pressure monitoring − Emergency Power Supply Unit , Drain Mast Heating

POWER SUPPLY POWER SUPPLYFWD ATTND PANEL

CAM

PROGRAMMING AND TEST PANEL PRAM

Figure 73 CIDS Schematic

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CIDS ComponentsThe CIDS is made up of a number of principle components which connect totwo identical control units. The ’active’ director 101RH and the ’hot−standby’director 102RH. The principle components are the Onboard Replaceable Mod-ules (OBRM) 101RH1 (102RH1).

CIDS DirectorsFor redundancy, two identical directors are provided. The director 102RH isnormally in hot−standby. It must receive the same inputs and respond to themin the same way as the active director 101RH. The only exception is that itsoutputs are normally disabled. Each director contains an OBRM module .Thedirector connects only indirectly to the large amount of cabin equipment, viaDecoder Encoder Units (DEU). ARINC links and discrete lines connect the di-rector to individual controls, cockpit equipment and other systems.

DEU Type ADEUs type A 200RH are installed along each side of the passenger cabin. Toeach DEU type A 3 PSUs and PIUs may be connected. The DEUs type A con-nect to the directors via a top−line twisted pair data bus. For redundancy pur-poses, the physical form of this top−line bus are two twisted pairs along eachside of the cabin. They connect alternate DEUs. This means that a break inone top−line twisted pair would disable only every other DEU type A along oneside of the cabin. A resistor terminates each top−line data bus cable for cableimpedance matching. Each DEU type A is identical, which allows the inter-change of any DEUs type A. The DEU mount include coding switches. Thisgives each DEU location a different address.

DEU Type BDEUs type B 300RH are installed in their DEU−mounts on both cabin sides(A320) or on both sides of the cabin centerline (A321). They are located nearto the exit doors. The DEUs type B connect to attendant and safety equipment.DEUs type B connect with discrete lines to this equipment: the area call panels, the attendants handsets, the slide and door pressure sensors, the emergency power supply units,

The aft attendant panel receives and transmits serial data, also it is connectedto the DEU type B with discrete lines. A serial link transmits data to each AIPtoo. Discrete connections provide AIP power and reception of AIP BITE status.

Not all inputs and outputs are used on each DEU, however, it depends on thecabin layout. The DEUs type B connect to the directors via a middle−linetwisted pair data bus. One twisted pair cable on each aircraft side or the cabincenterline connects to all DEUs type B on that side. A resistor or a bus ter-mination unit (BTU) terminates each middle−line data bus cable for cable im-pedance matching. Each DEU type B is identical. Coding switches in eachDEU mount are used to define a different address for each DEU B location.

Forward Attendent Panel (FAP)The forward attendant panel 120RH transmits to the director via a serial linkwhich connects to both directors in parallel. For transmission of data to the for-ward attendant panel, however, two separate ARINC links are provided, onefrom each director. Separate discrete lines from the panel connect to the powersupply units of the reading lights, the attendant work lights and lavatory lights.

Programming and Test Panel (PTP)The programming and test panel 110RH transmits to the director via a seriallink which connects to both directors in parallel. For transmission of data to thepanel, however, two separate ARINC links are provided, one from each direc-tor. The Cabin Assignment Module (CAM) 115RH plugs directly into the frontface of the panel. Interaction between director and CAM is via the program-ming and test panel ARINC links.

Prerecorded Announcment and Boarding Music (PRAM)The function of the Prerecorded Announcement and Boarding Music (PRAM)Reproducer is to play prerecorded messages. It also plays boarding music pro-grams on a cassette tape to the passengers through the aircraft passenger ad-dress system. The PRAM is controlled by the audio module, which is a part ofthe Fwd Attnd panel . It is installed in the cabin at the forward attendant station.The PRAM is controlled through the Cabin Intercommunication Data System(CIDS) director to receive and transmit control data.

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CIDS DIRECTOR 2

CIDS DIRECTOR 1

CONTROLSANDINTERFACES

MIDDLE LINE

OBRM

DEU A

DEU B DEU BMOUNT

DEU B MOUNT DEU B

CABIN LIGHTS

PASSENGER LIGHTED SIGNSCALL

LOUDSPEAKERS

ATTND IND PANEL

ATTND. INDPANEL

HANDSET

HANDSET

ATTND. IND PANEL

HANDSET

AFTATTNDPANELS

AREACALLPANELS

SLIDESPRESS SENSORLH and RH

SLIDE/DOOR PRESSURESENSOR LH AND RH

MID EPSU

AFT EPSU

DRAIN MAST

DEU A DEU A DEU A DEU A DEU A

DEU A DEU A DEU A DEU A DEU A DEU A

PTP

FAP

PRAM

FWD EPSU

AREACALLPANELS MID EPSU

HANDSET

ATTND. IND PANEL

AREACALLPANELSHANDSET

ATTND. IND PANEL

SLIDE/DOORPRESS SENSORLH AND RH

MID EPSU

AREACALLPANELS

MID EPSU

ADD. ATTND. PANEL

MOUNT

DEU B

CAM

DRAIN MAST

SLIDE/DOORPRESS SENSORLH AND RH

A321 only

SERVICE INTPH JACKSCOCKPIT HANDSET

Figure 74 CIDS Detailed Schematic

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COMMUNICATIONCABIN INTERCOMM. DATA SYSTEM

A319/320/321

23−73


DESCRIPTION AND INTERFACES

SDCUThe Smoke Detector Control Unit (SDCU) provides the directors with the lava-tory smoke detection signal to activate the audio and visual warnings in thecockpit and in the passenger cabin.

ECAMThe two Flight Warning Computers (FWCs) and the two System Data Acquisi-tion Concentrators (SDACs) are the main computers of the ECAM.In case of CIDS malfunctions or CIDS related systems malfunction, a messageis sent to the ECAM.NOTE: the buzzer sound for the Crew Call System is generated by the FWCs.The cabin door position and slide armed information given by the SDACs issent to the directors to control the seat row lighting and FAP indications (A321).

SFCCsThe Slat Flap Control Computers (SFCCs) provide signals to the directors tocontrol the FASTEN SEAT BELT and NO SMOKING signs in automatic mode.

LGCIUThe Landing Gear Control Interface Units (LGCIUS) are also used by the direc-tors to control the NO SMOKING and FASTEN SEAT BELT signs in automaticmode.A signal from the LGCIUs switches on the Service Interphone System ten se-conds after landing.

Passenger Address HANDSETThe cockpit handset is directly connected to the directors.NOTE: cockpit mounted handset has priority over all attendant passenger ad-dress announcements and over the Passenger Entertainment System music.

AMUThe Audio Management Unit (AMU) is used to establish and reset cockpit inter-phone operation.

ENGINE OIL PRESSURE SWITCH / COCKPIT DOOR SWITCHWhen the engines are running and the cockpit door is open, the forward leftentry light goes automatically to 10% lighting intensity.

With cockpit door open, the forward attendant station loudspeaker volume willdecrease by 10 dB (PA from cockpit).

CABIN PRESSURE SWITCHESIn case of cabin depressuration signals are sent to the CIDS directors to con-trol the following items: Cabin lights (full bright). Exit lights (via EMLS). NO SMOKING and FASTEN SEAT BELT signs.

NOTE: the RETURN TO SEAT signs are not affected.

SERVICE INTERPHONEThe service interphone connects the handsets to the eight service interphoneplugs.The eight service interphone plugs are located around the aircraft for mainte-nance purposes.

COCKPIT CALL PANELThe cockpit call panel provides call facilities between flight crew and attendantstations, and enables emergency calls to all attendant stations.

ANN. LIGHT CONTROL BOXThe control box is used to test and dim the CIDS related illuminated pushbut-tons.

CFDIUThe CFDIU is used as an interface between the CIDS and the MCDUs, fortesting and trouble shooting.NOTE: selecting CIDS on the MCDU main menu permits access to the samemenu, as on the PTP.

NO SMOKING / FASTEN SEAT BELTS SWITCHESThe NO SMOKING and FASTEN SEAT BELTS switches are directly con-nected to the diretcors for manual and automatic control of the signs.

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A319/320/321

23−73


ECAM

FWC 1 SDAC 1 SFCC 1

FWC 2 SDAC 2 SFCC 2

SDCU

LGCIU 1

LGCIU 2

PAHANDSET AMU

ENGINE OIL/CABIN PRESSSWITCHES

COCKPITDOORSWITCH

SERVICEINTER−PHONE

COCKPITCALLPANEL

CFDIUNS/FSBSWITCHES

CIDSDIRECTOR 1

CDIS DIRECTOR 2

POWER SUPPLY

TOTOPLINEBUSES

TOMIDDLELINEBUSES

FWD ATTNDPANEL

PROGRAMMINGAND TESTPANEL

* CAM *

* * * * * * * * ** * * * * *

* ** *

* *** * * *

* ** ** *

PRAM

ANN. LIGHTCONTROLBOX

EMLS

Figure 75 CIDS Interfaces

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TYPE A DECODER ENCODER UNIT

GeneralThe Decoder−Encoder Unit (DEUs) are located in the left−hand and right−handsides of the cabin ceiling. Each type A DEU connects to a CIDS top line databus. Each data bus takes the form of a shielded twisted pair cable.

FunctionsEach type A DEU interfaces: up to three Passenger Service Units (PSUs) two loudspeakers four flourescent strip lights which a part of the cabin light system.

Top Line Data BusTwo top line data buses on each side of the passenger cabin connect the typeA DEUs to the director6 (8) of them are connected to the top line number 1 and 7(8) to the top linenumber 2. A resistor is located on the last DEU A mount of each line for imped-ance matching.A broken top line can effect no more than half ot the DEUs installed on onecabin side

Coding SwitchesA coding switch in each DEU mount gives each DEU a unique address. Thismethode enables removal, interchange and replacment of DEUs without havingto consider their adress.Note: In the event of mount change it is necessary to select the same code asused before.

CIDS Power UpWhen the CIDS is powered−up or reset, the director follows a power up rou-tine. This includes the initialization and testing of each DEU and connectedequipment.The test results are transmitted to the director which compares them with itsprogrammed data to decide on their status.

At least 95% of possible DEU failures are automaticly detected.

Fail Safe OperationIn the event of a data bus failure the DEU maintains the current status of thediscrete cabin systems output for a certain time.After this delay the outputs are switched to a pre−defined fail safe state, thatmeans the four fluorescent strip lights come on with full brightness and all otheritems go off.All audio inputs/outputs are immediatley switched off.

Emergency FunctionsAll DEUs operate in emergency mode when the DC service bus is no longerpowered. The DEUs are then supplied from DC essential bus.The type A DEU passenger address circuits and the type B DEU interphonecircuits remain operational.

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POWER SUPPLYCABIN LIGHT




PSU PSU PSU

J2 J2J3

TOP LINE 2

CODINGSWITCHES

DEU MOUNT

FROMDIRECTOR28VSERVICE28V DCESSENTIAL

J1 DEU ADEU A

DEU ADEU A

FROMDIRECTOR

MOUNT

MOUNT

TOP LINE 1

NS

FSB

NS

FSB

NS

FSB

MOUNT

Figure 76 DEU−A Schematic

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TYPE B DECODER ENCODER UNIT

GeneralThe Decoder−Encoder Unit (DEUs) are located in the left−hand and right−handsides of the cabin ceiling or the cabin centerline. Each type B DEU connects toa middle line data bus. Each data bus takes the form of a shielded twisted paircable.

FunctionsEach type B DEU interfaces the following components and systems: Aft Attendant Panel, Add. Attendant Panel Emergency Power Supply Unit Slide/Door Pressure Monitoring. Passenger Address/Interphone Handset Attendent Indication Panel Area Call Panel Drain Mast Heating Monitoring

Middle Line Data BusOne middle line data bus on each side of the passenger cabin or cabin center-line connect the 2(3) type B DEUs to the directorA resistor or a bus termination unit (BTU) located in the DEU B mount (end ofline) terminates each middle line data bus for impedance matching.A319/320:Two additional mounts already connected to the middle line data busare installed near to the forward right hand door and to the left emergency exit.A321:Three additional mounts already connected to the middle line data busare installed near to the forward right hand door and to the right and left emer-gency exit.

Coding SwitchesA coding switch in the DEU mount gives each DEU a unique address. This me-thode enables removal, interchange and replacment of DEUs without having toconsider their adress.Note: In the event of mount change it is necessary to select the same code asused before.

CIDS Power UpWhen the CIDS is powered−up or reset, the director follows a power up rou-tine. This includes the initialization and testing of each DEU and connectedequipment.The test results are transmitted to the director which compares them with itsprogrammed data to decide on their status.At least 95% of possible DEU failures are automaticly detected.

Emergency FunctionsAll DEUs operate in emergency mode when the DC service bus is no longerpowered. The DEUs are then supplied from DC essential bus.The type A DEU passenger address circuits and the type B DEU interphonecircuits remain operational.

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SLIDES/DOORS PRESSURE

EMERGENCY POWERSUPPLY UNIT

AREA CALL PANEL

ADD/AFT ATTND PANEL

DRAIN MAST HEATING

MONITORING

PA/INTERPHONEHANDSET

ATTND INDICATINGPANEL

CODINGSWITCHES

DEU MOUNT

FROM DIRECTORMIDDLE LINE

28V DC SERVICE28V DC ESSENTIAL

J2 J3

J1

J3J3

DEU B

BTU(A321)

GND

Figure 77 DEU−B Schematic

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DECODER ENCODER UNIT MOUNTThe mount for type A and type B DEUs are similar. But due to indexing pins itis not possible to install a type A DEU on a type B DEU mount.The mounts for the type A DEUs have the indexing pins on the outer and thosefor the type B DEUs on the inner side.On each DEU mount there is an Adress Coding Switch. In case of a mountchange the old code must be selected.Note: A table giving the adress code is placed close to the mount.

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CONNECTOR J1

INDEXING PINS

DEU BDEU A

ADRESS CODING SWITCHES

Figure 78 DEU Mount

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PROGRAMMING AND TEST PANEL

GeneralThe Programming and Test Panel (PTP) is located at the FWD Attendant sta-tion behind a hinged access door.For correct Cabin Intercommunication Data System (CIDS) operation, theCabin Assignment Module (CAM) must be plugged in.

FunctionsThe functions of the Programming and Test Panel are as follow : To monitor the failure status of the CIDS and certain connected systems. To activate CIDS component tests and readout of the results. To examine in detail the fault data held in the director BITE memory. To program the CIDS properties and cabin layout information into the CIDS

directors, which are copied from the CAM. To onboard reprogram:

− CAM data,− activation of the provisioned CIDS extra functions,− change cabin layout,− implement cabin zoning.

DescriptionThe PTP has an alphanumeric display with four rows of twenty characters.The display is used to present messages, test results and selection menus.There are keys at each end of the display rows. They are labelled on the dis-play with ”< “ or ” >“ characters.There is no power supply switch. The Programming and Test Panel is auto-matically supplied if the DC service bus is supplied. The DISPL ON pushbuttonis used to switch on the display.The display is automatically switched off if the panel is not used for 10 minutes.A keypad is provided for entry of numerical data.The Programming and Test Panel contains two pushbuttons and two annuncia-tor lights for testing the emergency light system.The CAM defines all of the modifiable system properties and layout informationfor the CIDS. It contains four cabin layouts.

The CAM contains the cabin layouts 1, 2, 3 and M. In the basic configuration,only layout 1 is programmed to the airline request. Only layout M can be modi-fied via the PTP.

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CAM−MODULE

TESTEMERLIGHT

DSPL ON 1 2 3

654

7 8 9

.0CLR

BAT

SYS

BATOK

SYSOK

SYSTEM STATUS

<SLIDES PRESS LOW

CIDS OK

<RET CONT>

Figure 79 Programming and Test Panel

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FORWARD ATTENDANT PANEL

GeneralThe Forward Attendant Panel (FAP) is in modular form with a master circuitboard and sub−panels which connected to the master board.The master board contains all parts which are common to all configurations ofthe Forward Attendant Panel. This includes the power supply, ARINC 429transmitter and ARINC 429 receiver.

Light PanelThe cabin light panel comprises control pushbuttons for the different cabinlighting systems.There are controls for the entrance areas and the different cabin sections.In addition, power switches provide the power for the lavatory lights, attendantwork lights and the passenger reading lights.All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights forvisual confirmation of the pushbutton activation.

Audio PanelThe audio panel allows centralized control over passenger entertainment,boarding music and prerecorded announcements.

Water and Miscellaneous PanelThe Water and Miscellaneous Panel is installed at the bottom of the ForwardAttendant PanelNote: For the water and waste panel description refer to the related system. Emergency Light pushbutton

EMER LIGHT is a red guarded pushbutton with a integral light which is usedto switch the emergency lighting on and off.

Slides Armed light (A319/321)The SLIDES ARMED light is used to indicate the slide status. If all slide arearmed the light is on. If not all slides are armed, the light is flashing and if allslides are disarmed, the light is off. This signal is received from the SDAC.

Doors Closed light (A319/321)The DOORS CLOSED light is used to indicate, that all cabindoors areclosed. This signal is received from the SDAC.

Cabin Ready pushbutton (A319/321)Cabin Ready is a pushbutton with a integral light which is used to activatethe CABIN READY indication on the ECAM when the button is switches toon.

Lavatory Smoke lightThe LAV SMOKE light is used to warn of lavatory smoke. A command fromthe Smoke Detection Control Unit (SDCU) can only reset the indicationwhen the smoke has gone.

Reset pushbuttonWhen the RESET pushbutton is depressed in case of lavatory smoke warn-ing, it resets only aural and visual indications in the passenger compart-ment, without affecting the LAV SMOKE indication at the FAP.

Panel Light Test pushbuttonThe PNL LIGHT TEST pushbutton is used to switch on all the Forward At-tendant Panel lights (Bulb check).

CIDS Caution illuminated pushbuttonThe CIDS CAUT light is activated, when a CIDS Class1 or Class 1CAB fail-ure occurs (see Chapter Fault Isolation and Bite).The CIDS CAUT light is resetable in flight but comes on again on groundwhen the landing gear is down and locked. The light cannot be reset on theground.When a CIDS CAUT occurs, the respective failure message is displayed onthe Programming and Test Panel.

AFT /ADD ATTENDANT PANEL

GeneralThe AFT ATTND panel is installed in the aft entrance area of the aircraft. TheADD ATTND (A321) panel is installed in the middle cabin area of the aircraft.

FunctionsThe cabin light panel comprises control pushbuttons for the different cabinlighting systems.There are controls for the different entrance area and cabin section.All pushbuttons, except for MAIN ON and MAIN OFF, have integral lights forvisual confirmation of the pushbutton activation.The RESET pushbutton resets the lavatory smoke warnings (same than FAP).

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� � � � � � � � � � � � � � � � � � � � � � � � ��

� � � ��

� � ��

� � ��

Audio Panel

Light Panel

Water and MiscellaneousPanel

SLIDESARMED

DOORSCLOSED

Add. Attendant Panel

Aft. Attendant Panel

A321 only

FWD AFT

FWD

FWD

FWD

AFT

AFT

AFT

� ��

CABINREADY

� � � �� A319 and 321 only

Figure 80 FWD and AFT and ADD ATTND Panel

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ATTENDANT HANDSET

GeneralEach attendant station is equipped with a handset for public announcement,interphone dailing and communication. The handset rests in a cradle.

FunctionThe handset and cradle provide the following functions: the hook off sensing the Push to Talk (PTT) switching the PA announcement the single−key (A320) or double key (A321) call−activation via integral key-

pad and telephone conversation.To reset any dailing procedure, press the RESET key.A320:For PA announcement, press the PA ALL key on the handset. To make a an-nouncement use the PTT switch.For Captain call, press the key CPT on the handset. A captain call procedurewith aural and visual indication in the cockpit is initiated. The telephone con-versation is accomplished as soon as the called handset is hooked off.For Cabin interphone, press the key related to the station (1 L/R,3L,3R) on thehandset. A attendant call procedure with aural and visual indication in the cabinis initiated. The telephone conversation is accomplished as soon as the calledhandset is hooked off.For Service Interphone, press the SERV INT key on the handset. If the aircraftis on ground or the SERV INT OVRD pushbutton is on, telephone conversationis accomplished with headset plugged in at any Service Interphone Jack.A319/321:For PA announcement, press the PA and the ALL key on the handset. To makea announcement use the PTT switch.Pressing the PTT button without key selection activates the ”DIRECT PA”mode of operation with PA announcement in the whole cabin.For Captain call, press the key (CPT, EMER CALL) on the handset. A captaincall procedure with aural and visual indication in the cockpit is initiated. Thetelephone conversation is accomplished as soon as the called handset ishooked off.

For Cabin interphone, press the INTPH key and the key related to the station ((FWD, MID, EXIT, AFT) on the handset. A attendant call procedure with auraland visual indication in the cabin is initiated. The telephone conversation is ac-complished as soon as the called handset is hooked off.For Service Interphone, press the INTPH key on the handset twice. If the air-craft is on ground or the SERV INT OVRD pushbutton is on, telephone con-versation is accomplished with headset plugged in at any Service InterphoneJack.

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PAALL

A−319 (without MID and EXIT)

Figure 81 Attendant Handset

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ATTENDANT INDICATION PANEL

One Attendant Indication Panel is fitted on each of the Attendant Stations.Each one comprises an alphanumeric display with 2 lines of 16 characters. Itdisplays communication information on the upper line and cabin system in-formation in the lower line.It is provide with a pink and a green indicator light used as attention getters.

Interphone DisplayExample: FWD attendant calls AFT left AttendantStep 1:

When the Forward Attendant handset is unhooked, a symbol appears and adial tone is heard.

Step 2:3 L (or AFT ATTN) the designation of the desired station is selected on thehandset. A confirmation message appears on the AIP.

Step 2a:The designation of the calling station is displayed on the called AIP and agreen indicator light comes on steady.

Step 3:When the AFT left hand handset is unhooked, the symbol disappears fromthe Forward AIP.

Step 3a:On the AFT left AIP, the CALL indication disappears and the green indicatorlight goes off.

Step 4:The AFT left attendant interphone is engaged. A busy tone is heard.

To disconnect a handset from the interphone system, put the handle into thecradle or press the RESET pushbutton on the handset.

Indication on all AIPsWhen a Emergency Call is initiated from the cockpit, the EMERGENCY CALLindication is shown on all AIPs.,A319/321:When a All Call is initiated from the cockpit, the CAPTAIN CALL indication isshown on all AIPs.,

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STEP 1

STEP 2a CAL L LSTEP 2 L3

STEP 3 L

1

STEP 4 BUSY

#

#

STEP 3a

Indication on FWD ATTND AIP Indication on AFT L ATTND AIP

3

L3

L1

A319/321 : 1 = FWD ATTN 2 = MID ATTN 3 = EXIT ATTN 4 = AFT ATTN

Information displayed on all AIPs

CAPTA NI CAL LEMERG NCY CAL LE

Figure 82 Attendant Indication Panel

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Passenger Address DisplayStep 1:

When the AFT left attendant handset is unhooked, a symbol appears and adial tone is heard.

Step 2:When the PA ALL pushbutton is pressed on the handsets keyboard, a con-firmation message appears on the AIP.

Step 2a:PA ALL IN USE appears on all other AIPs.

Step 3:If the PA CALL call is impossible due to the priority of a call already in prog-ress the word BUSY appears on AIP.Priority List:

3. from the cockpit4. any attendant station5. the prerecorded announcement system6. the entertainment PA sources (Boarding music).

Cabin System DisplaysSystem information is displayed on all AIPs.There are indications of: Smoke detection in lavatory

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Indication on AFT L AIP Indication on all other AIPs

STEP 2 PA

STEP 1

STEP 3

#

#

PA ALL IN USE

APA ALL IN USE

BUSY

Cabin System Information displayed on all AIPs

STEP 2a

SMOKE L AVATORY A

LL

Figure 83 Attendant Indication Panel

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AREA CALL PANEL

GeneralThe Area Call Panels are installed in the left and right center ceiling, at eachend of the cabin and in the middle cabin area.Each panel consists of individually controlled lighted fields. The fields are usedin steady or flashing mode.

Crew CallAny normal call from the cockpit to a attendant station is accompained by apink steady field on the ACP.Whenever the EMERGENCY call is initiated either from the cockpit or thecabin, the pink field on the ACP flashes.The normal call is accompanied by one high/low chime and a EMERGENCYcall by 3 high/low chimes on the attendant loudspeakers.

Passenger CallA call from a passenger to the cabin attendant results in lighting the steadyblue field on the ACP of that side of the forward, middle or aft section fromwhere the call was initiated.Passenger calls are accompained by one high chime on the attendant loud-speakers.Note: Simultaneously, on the PSU, the corresponding call pushbutton comeson and the seat row numbering sign comes on steady if all the passengerdoors are closed or flashing with at least one passenger door open.

Lavatory CallA call from the lavatory results in lighting the amber field on the ACP allocatedto the lavatory from where the call was initiated.A lavatory call is accompained by one high chime on the attendant loudspeak-ers.Note: Simultaneously, the lavatory call pushbutton comes on.

Lavatory SmokeThe amber field of the corresponding ACP will flash whenever smoke is de-tected in a lavatory.A smoke warning in lavatories is accompained by three low chimes on the at-tendant loudspeakers.

Attendant CallThe green field comes on at the ACP when a Attendant call is initiated from aattendant handset.Attendant calls are accompained by one low chime on the attendant loud-speakers.

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Amber

Green

Pink

Blue

Figure 84 Area Call Panel

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POWER SUPPLYThe CIDS is continuously energized (on ground and in flight) when the essen-tial busbar 401PP and service busbar 601PP are energized. In normal CIDSoperation, the essential busbar 401PP supplies: the active director. all the circuitry in DEUs type A 200RH which is necessary for PA operation, all the circuitry in DEUs type B 300RH which is necessary for PA and inter-

phone operation.The service busbar 601PP supplies: the hot−standby director 102RH, the remaining (nonessential) circuitry of the DEUs,

− the aft and add attendant panel 126RH and 128RH (via DEUs type B),− the area call panels 340RH (via DEUs type B),− the attendant indication panels 320RH (via DEUs type B).

the programming and test panel 110RH, the forward attendant panel 120RH,

When essential bus power is unavailable, circuitry in the directors and DEUsswitches the respective essential circuits to the service bus. This ensures fullCIDS capabilities except for emergency mode operation.When electrical power from the service bus is unavailable, this equipment isinoperative: the standby director 102RH (A320 only as long as DIR1 is operative), the nonessential DEU circuits, the programming and test panel 110RH, the forward attendant panel 120RH,

The aft and add attendant panel 126RH and 128RH, the attendant indicationpanels 320RH and area call panels 340RH are also inoperative, because DEUstype B supply these panels (with service bus power).An emergency situation causes a different system to remove electrical powerfrom the service bus to reduce power consumption. The CIDS director furtherreduces power consumption. It goes into emergency mode operation. It alsodisconnects the DEU A essential power as long as no PA announcements aremade. PA announcements are possible when the top line cut−off relay 106RHis deenergized.

A320:If the active director 101RH becomes faulty, control of the top−line cut−offrelay 106RH transfers to the standby director 102RH. The power transfer relay105RH connects essential power to the standby director 102RH, which thentakes over control of the CIDS.When the A/C loses main power (the service bus and the essential bus), andthe emergency exit lights switch is set to ARM or ON, all CIDS units , which aresupplied by essential bus, are switched automatically to the hot battery bus.A319/321:If the active director 101RH becomes faulty, the standby director 102RH takesover control of the top−line cut−off relay106RH via a parallel connection to therelay.When the A/C loses main power (the service bus and the essential bus), thecomplete CIDS system is powerloss.

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log 1 = PWR

A320

Figure 85 CIDS Power Supply Schematic A320

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A320


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log 1 = PWR

A319/321


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401 PP

401 PP

A319/321


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A319/320/321

23−73


PASSENGER ADDRESS SYSTEM

GeneralThe CIDS director accepts audio signals from the various PA sources in theaircraft. It assigns priorities to each source. It transmits the signal in digital formvia the four top line data busses to the DEUs type A. These send it to the cabinloudspeakers for broadcasting.You can perform PA announcements from different sound sources. The directorcan route the broadcasts to any combination of six audio channels. A separateamplifier in each DEU type A drives each cabin loudspeaker. It is programmedon CIDS initialization for gain and assignment to one of the six audio channels.Three channels are reserved for PAX announcements. This lets you assigneach cabin loudspeaker to one of up to three zones. A PA chime capability isalso given. The PA system remains available during aircraft emergency condi-tions. It is powered down as long as no PA announcements are in progress.

Volume ControlWhen an engine is running, the PA volume is increased automatically by +6dB. The PA volume is also increased by +4 dB in the event of cabin depressu-rization. A separate audio amplifier in the CIDS DEUs type A drives each loud-speaker independently.

PA Announcements from Cockpit HandsetThe handset is mounted at the cockpit center pedestal and contains an integralPTT switch. Press the PTT switch to key the PA system. It overrides lowerpriority PA sources, and broadcasts the speech over all PA loudspeakers. Side-tone is heard over the handset earpiece. A PA ALL IN USE indication at all at-tendant indication panels in the cabin accompany announcements which usethe handset.

PA Announcements from other Cockpit Audio EquipmentAny of these cockpit audio equipment may be selected to make a PA an-nouncement: the boomset microphone the hand microphone (with internal PTT switch), the oxygen mask integral microphone.

To select the PA system, the rectangular PA button must be pressed and held.It connects the microphone audio to the PA system. The integral PTT switch in

the hand microphone is pressed to key the PA system with the respective au-dio. When the boomset or oxygen mask is used, pushing the rectangular PAbutton and the combined PA volume control/PA sidetone switch, switches thesidetone audio to the boomset or headset earpieces. The knob adjusts the si-detone volume. You can monitor the PA sidetone at any time when you onlyselect the volume/sidetone switch. When the PA selector switch is activated,PA ALL IN USE is displayed at all attendant indication panels. PA announce-ments from the selected cockpit audio equipment are broadcast over all PAloudspeakers. They immediately override PA audio from any other source.

PA Announcements from Attendant HandsetAn attendant handset is mounted at each attendant station. An AIP is installednear to each handset for display of PA−in use information. When the handset islifted, a dial tone (440 Hz) is heard. The top line of the AIP displays a numbersymbol. When you press the ’PA ALL’ key (A320) or PA and ALL (A319/321), aconfirmation message is displayed on the AIP. If the PA call is impossible dueto the priority of a call already in progress, then the word BUSY appears on theAIP display. To press the keypad RESET key always clears any handset opera-tion and lets you make a new key selection.The CAM also contains a priority list which is divided into priority levels. It startswith: the cockpit as the highest priority, the attendant stations, the prerecorded announcement system, the entertainment PA sources

Once a PA ALL call is established, the bottom line of all AIPs displays the re-spective PA IN USE message. To press the PTT switch keys the PA system.Sidetone audio is fed to the handset earpiece. When the PA announcement isover, put the handset into the cradle or press the RESET button to disconnectthe handset from the PA system.A319/321:Pressing the PTT button on handset witout any selection activates the ”DirectPA” mode or operation. PA announcments are possible now via all cabin loud-speakers

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A319/320/321

23−73


DIRECTOR 1/2

DEU A

DEU B

CALLS

MECH

FWD EXITEMER

CALL

ON

CHIME

LOGIC

HIGH

HIGH/ LOW

LOW

ATTENDANTINDICATIONPANEL

KEYBOARD

PTT

AMU

AUDIOCONTROLPANEL

COCKPIT HANDSETPTT

OXYMASK

BOOMSET ORHEADSET /HANDMIKE

FWD ATTND PANEL..

.... ...

.. ...........

.

. . . . ... . . .

PROGRAMMING AND TEST PANEL

CAM

........

ENG. OIL PRESS. SW. CABIN PRESS.

ANN.LIGHT TEST/DIM BOX

CFDIUPRAM

TOP LINES

MIDDLE LINES

MID

CAPT

RESET

SVCEINTPH

1L/R

3L 3R

PAALL

CAPT

PA

RESET

INTPH

ALL1

FWD2

MID

AFT3 4

EXIT

A320 A319/321

ALL AFT

CALLS EMERA319/320

A321

Figure 89 PA System Schematic

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A319/320/321

23−73


CABIN INTERPHONE

DescriptionThe CIDS director accepts audio signals from the various interphone sourcesin the aircraft and assigns priorities to each source. The director performs tele-phone exchange switching and call functions from cockpit call switch settingsor the attendant handset keypad entries. All this is done with reference to theparameters defined in the CAM. Chimes are transmitted via the top line databus and the PA loudspeakers. In the cockpit, integral lamps in the callswitches annunciate interphone calls. In the cabin, the ACPs and AIPs areused for annunciation.

Cabin InterphoneThe cabin interphone system offers different communication modes. Eachmode can lead to different call activations which are assigned in the CAM.All communication modes are handled with respect to the predefined prioritieslisted below: Emergency Call. Call from cockpit including: − an all call from cockpit,− a normal call from

cockpit. call from cabin station.

Additionally, all interphone sources have interrelated priorities, as assigned inthe CAM. There are eight priorities which can be individually assigned to thedifferent interphone sources. If more than one interphone source requests thesame communication mode, the source with the higher priority will have prece-dence. If they have the same priority, the interphone source which was dialedfirst will be given preference. If an interphone source requests a station whichis engaged in another communication link: a busy indication at the AIP appears, a busy tone via the sidetone output will be transmitted, if this interphone

source has equal priority to, or lower priority than the existing link. If thisinterphone source has a higher priority, then following action will beexecuted.

The existing communication link will be interrupted and the new link will be es-tablished. The audible and visual calls will be activated as assigned for thiscommunication mode. An ”OVER” indication will be displayed at the AIP of thestation.

Operation from CockpitEach application of the cabin and flight crew interphone system starts with adial procedure. In the cockpit, special keys (Call buttons) are available for dial-ling the desired interphone function. The interphone equipment (for examplecockpit boomset) must be connected to the interphone system. The interphonefunction at the audio selector panel must be selected. Indicator lights givevisual feedback, which are also activated when an attendant station calls thecockpit. A call indicator is activated at the audio selector panel when an atten-dant calls the cockpit. This indicator is integrated into the transmit button on theaudio selector panel. It must be switched if communication is to be establishedafter a call has arrived (or has been activated) from the cockpit. A reset key isinstalled at the audio selector panel. When this key is pressed, an activated callfunction from the cockpit is reset or an arriving call from the cabin is cancelled.A normal call from the cockpit activates a steady pink light on the associatedACP, a high/low chime on all cabin speakers and a CAPTAIN CALL indicationon the associated AIP.A emergency call from the cockpit activates a flashing pink light on all ACPs,3 high/low chime on all cabin speakers and a EMERGENCY CALL indicationon all AIPs.A319/321 only:A all call from the cockpit activates a steady pink light on all ACPs, a high/lowchime on all cabin speakers and a CAPTAIN CALL indication on all AIPs.

Operation from Attendant StationTo push one key (1L/R, 3L, 3R) of the keyboard on A320 or the INTPH and onekey (FWD,MID,EXIT,AFT) on A319/321, which is integrated into the handset,initiates a call function in the aircraft. If an attendant station is called, visual in-dication is given. A transmitted chime via the cabin loudspeakers assigned tothe attendants station and/or attendants area performs audible call signals. Allattendant stations in the cabin are equipped with a reset key to reset the inter-phone function, and permits a new dial procedure.A normal call from the cabin activates a steady green light on the associatedACP, a high/low chime on the associated attendant speakers and a ”calling sta-tion” indication on the associated AIP.

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A319/320/321

23−73


DIRECTOR 1/2

DEU A

DEU B

CAB

ATT

CHIME

LOGIC

HIGH

HIGH/LOW

LOW

PROGRAMMINGAND TESTPANEL

CAM

CAPT

RESET

SVCEINTPH


KEYBOARD

AREA CALLPANEL

TOP LINESMIDDLE LINES

FWC

AMU

AUDIOCONTROLPANEL

OXYMASK


COCKPIT AVIONICS BAY CABIN

1L/R

3L 3R

PAALL

CAPT

PA

RESET

INTPH

ALL1

FWD2

MID

AFT3 4

EXIT

A320 A319/321

CALLS

MECH

FWD EXITEMER

CALL

ON

MID

ALL AFT

CALLS EMERA319/320

A321

Figure 90 Cabin Interphone Schematic

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SERVICE INTERPHONE

Service InterphoneThe service interphone system provides the telephone communication on theground between the flight crew and the ground service personnel. Eight serviceinterphone jacks are installed at different locations on the aircraft. The servicepersonnel use those to talk to each other, the cockpit and the attendant sta-tions through handsets.The service interphone system is made up of the components listed below. eight interphone jacks, a service interphone OVRD switch, with an integral indicator light.

The audio lines from the interphone jacks are routed to the amplifiers in bothCabin Intercommunication Data System (CIDS) directors. The system controland functional status indication is prepared through discrete lines.The amplifier of the service interphone system is part of the CIDS director andis therefore energized when the Cabin Intercommunication Data System(CIDS) is switched ON. The service interphone system is switched on automa-tically when the landing gear squat switches are compressed for at least 10 s.The interphone OVRD switch switches the system on manually and the integrallight of the service interphone system OVRD is then illuminated.

Operation from the CockpitThe acoustic equipment in the cockpit transmits the audio signals. The audiosignals are fed to the interphone amplifier in the CIDS director through the Au-dio Management Unit (AMU). The audio signals are transmitted to the atten-dant stations through the amplifier of the service interphone system. Alterna-tively the audio signals are transmitted to the service interphone jacks throughthe audio lines.

Operation from the Cabin Attendant StationsThis is done when you push the service interphone key (A320) or the inter-phone key twice (A319/321) on the attendant handset. Communication is donethrough the mid buslines to the director and the audio lines to the service inter-phone jacks and the audio lines from the director through the AMU to the cock-pit acoustical equipment. The ”service system in use” sign comes into view onthe Attendant Indication Panel (AIP) 320RH at each attendant station. The AIPindicates as soon as the service interphone system is active and at least oneboomset is connected to the service interphone jack.

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LGCIU

DIRECTOR 1/2

DEU B


KEYBOARDAMU

OXYMASK


MIDDLE LINESAUDIO CONTROL PANEL

INT CAB GROUND SERVICE JACK ( )8

ON

SVCE INT OVRD

OVERHEAD PANEL

PA CPT

RESET

SERVINT

1L/R

3L 3R

ALL

CAPT

PA

RESET

INTPH

ALL1

FWD2

MID

AFT3 4

EXIT

2xA320 A319/321

Figure 91 Service Interphone Schematic

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A319/320/321

23−73


PASSENGER LIGHTED SIGNS

Description The state of input signals to the director control these signs: the NO SMOKING and FASTEN SEAT BELT lighted signs in the cabin, the RETURN TO SEAT signs in the lavatories, the EXIT signs.

Manual commands are received from the cockpit NS and FSB switches. Theseare grounded inputs NO SMOKING COMMAND or NO SMOKING AUTO, andgrounded input FASTEN SEAT BELT COMMAND respectively.The director interprets open circuited NS inputs and open circuited FSB inputas NS OFF and FSB OFF commands respectively. Director software uses datafrom the CAM to activate signs which opened on: the cockpit commands, the discrete inputs LANDING GEAR DOWN LOCKED, an EXCESSIVE ALTITUDE, the FSB AUTO input, the inputs SLATS and FLAPS.

The director also provides FSB AUTO input for the optional FSB AUTO cockpitcommands.The interface to the EXIT signs is via a connection from the director to theemergency lighting system. DEUs type A drive and interface all other signs.The director addresses each sign independently. Switching on of any signs issignalled to the SDAC via the respective director output NO SMOKING or FA-STEN SEAT BELT. Switching on of any NS sign is also signalled to the EMLS.

Operation of NO SMOKING/EXIT SignsAll NS and EXIT signs are switched on under any of these conditions: Cockpit NO SMOKING switch in overhead panel is switched to ON. Excessive aircraft decompression, irrespective of the NS switch position. Landing gear down and locked when the cockpit NS switch is in the AUTO

position.

Operation of FASTEN SEAT BELT/RETURN TO SEAT SignsThe FSB and RTS lighted signs in the cabin and lavatories respectively are allswitched on under any of these conditions: Cockpit FASTEN SEAT BELT switch in overhead panel is switched on. The FSB signs are also activated in the event of excessive aircraft decom-

pression, when the FSB switch is in AUTO or OFF position. When the FSB switch is in the AUTO position

− causes the signs to be operated when the landing gear is down andlocked.

− causes the signs to be operated when the slats > 21 or Flaps > 19 .The PAX lighted signs are deactivated in the event of an aircraft emergency.

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A319/320/321

23−73


OFF

ON

OFF

ON

AUTO

SEAT BELTS NO SMOKING

LOW

HIGH/LOW

HIGH

LOGIC

CHIME

DIRECTOR 1/2


EXIT

EXIT

MIDDLE LINES

TOP LINES

LGCIU

SFCC

CABINPRESSURESWITCH

ECAM SDAC

CFDIU

DEU B

DEU A

EPSUs

LAVATORYLIGHTED

SIGNS RTS

PSU LIGHTED SIGNS NS/FSB

CABIN LOUDSPEAKERS

EXITSIGNS

FWD ATTND PANEL

PROGRAMING AND TEST PANEL

CAM

COCKPIT AVIONICS BAY CABIN

EXIT ON

EPSU TEST

Figure 92 PAX lighted Signs Schematic

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A319/320/321

23−73


PASSENGER / LAVATORY CALLS

Description The equipment interface to the directors via DEUs type A as follows: one PAX call pushbutton and the seat row numbering light at each passen-

ger seat row, one PAX call pushbutton with an integral lamp in each lavatory.

Each DEU type A can interface up to three PAX call pushbuttons and lights.Each pushbutton and light is separately addressable. The CAM data assignseach pushbutton and light to a LH or RH cabin zone. First activation of a PAXor lavatory pushbutton activates a chime. Visual indications come on. A se-cond activation of a PAX or lavatory pushbutton reset the visual indications.

Call to Attendants from PAX SeatWhen a passenger seat PAX call pushbutton is pressed: the associated call light seat row number with a L/H or R/H reference comes

on or flashes (aircraft on ground and at least one passenger door open) a high 1 chime is broadcast over loudspeakers, the steady illumination of a blue light in the respective ACP (FWD or AFT,

and RH or LH). the seat row number with a LH/RH reference is shown on the AIPs. The

AIPs are related to the PAX call zones.

Call to Attendants from LAVWhen a lavatory seat PAX call pushbutton is pressed: the call light initgrated in the pushbutton comes on. a high 1 chime is broadcast over loudspeakers, the steady illumination of a amber light in the respective ACP (FWD or AFT,

and RH or LH). the pink light on the related AIP comes on. the number and the location of the related lavatory is shown on the AIP.

The BITE status in the DEUs type A signals defective PAX call lamps to thedirector. Faults may be examined via the PTP.

CALL INDICATION IN THE CABIN

CALL

TONE

SPKRATTND

SPKRPAX

INDIV

AIP

ACPZONEALL

ACPLIGHT

PAXCall

1x High

X

Resp.PaxrowLight

−−

Z

BluesteadyL/HR/H

PAXCallLAV

1X High

X

X

LAVCallLightAmbersteady

Pink

Z

AmbersteadyL/HR/H

CAPT−ATTND

1X High/ Low

X

X

Pink

Z

Pinksteady

CAPT−ALL

1X High/ Low

X

X

Pink

A

Pinksteady

CAPT−EMERCALL

3X High/ Low

X

X

Pink

A

Pinkflashing

ATTND−ATTND

1X High/ Low

X

Green

Z

Greensteady

LAVSmoke

3X High

X

X

LAVCallLightAmberflashing

A

AmberflashingL/HR/H

FSBNS

1X Low

X

X

FSBNSSigns

−−

−−

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A319/320/321

23−73


SDACDIRECTOR

1/2

DEU A

DEU B

HIGH

HIGH/LOW

LOW

C LH OI GM IE C

FWD ATTND PANEL

TOP LINES

MIDDLE LINES

AREA CALL PANEL

LAVATORYCALL LIGHT

LAVATORY LIGHTEDCALL PUSHBUTTON

CABIN LOUDSPEAKERSPASSENGER SERVICE UNIT

SEAT ROW NUMBERING LIGHT

A B C14

14

CAM

PROGRAMMING AND TEST

PANEL

NON SMOKER SIGN (A319/321)

X

AIP

Figure 93 PAX and LAV Call Schematic

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PROGRAMMING AND TEST

System Testing and ProgrammingWhen the CIDS is energized, the directors perform a comprehensive hardwareand software self−test. The CIDS top and middle line data busses, the PTPwith the CAM, the FAP and the DEUs with the connected loads are tested.

Programming and Test ModesThe first appearing menu is the main menu. It shows the three main modes ofthe PTP: the SYSTEM STATUS mode, the SYSTEM TEST mode, the PROGRAMMING mode.

Access RegulationThe SYSTEM STATUS, the SYSTEM TEST and the ZONING (part of thePROGRAMMING mode) can be entered without access code. For the CABINPROGRAMMING mode you have to enter a 3 digit access code. It preventsthe CABIN PROGRAMMING (part of the PROGRAMMING mode) against un-authorized access.

Access Code EnteringThree digits are necessary for the access to the CABIN PROGRAMMINGmode. There appears a * symbol on the display after input of each digit. Thecomplete access code will be accepted by selecting the displayed ENTERfunction via the labelled key. Entering an incorrect access code initiates thePTP display message: ”USER AUTHORIZATION FAILURE”.A new entry can be started after activation of the displayed RET function.The aircraft is delivered with access code 333.

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TESTEMERLIGHT

DSPL ON 1 2 3

654

7 8 9

.0CLR

BAT

SYS

BATOK

SYSOK

CIDS

<SYSTEM STATUS

<SYSTEM TEST

<PROGRAMMING

Figure 94 PTP Menu

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SYSTEM STATUS

GeneralThe SYSTEM STATUS mode monitors the current status of the CIDS. Thisincludes the directors, the DEUs, the data buses, the CAM, the FWD ATTNDPANEL, the PTP and the interfaces to other systems. For detailed failure de-scription the mode MAINTENANCE, which is part of the SYSTEM STATUSmode, can be selected. For support of the maintenance/cabin crew, the statusof the following systems is also monitored: Lavatory Smoke Detection Slides Bottle Pressure Doors Bottle Pressure Drainmasts

After selection of this mode, in case of no failure, the following messages aredisplayed on the PTP: CIDS OK LAV SMOKE SYS OK SLIDES PRESS OK DOORS PRESS OK DRAINMASTS OK

A failure in one of these systems causes an annunciation. The SYSTEM STA-TUS mode is displayed automatically on the PTP, except when the PTP is inthe MAINTENACE, the SYSTEM TEST or the PROGRAMMING mode. Incase of failure the respective following messages are: <CIDS FAIL or <CIDS DEGRADATION

The criteria for the respective indications are listed in Maintenance Manual.For detailed failure description the mode MAINTENANCE can be entereddirectly by pushing the MAINTENANCE related membrane switch.

<LAV SMOKE SYS FAIL <SLIDES PRESS LOW <DOORS PRESS LOW <DRAINMASTS FAIL

For detailed information about the failure, push the related membrane switch.

Detailed MessagesMessages in case of <LAV SMOKE SYS FAIL: SMOKE DET FAIL

LAV A (example, the respective lavatory is shown) NO DATA AVAILABLE

Messages in case of <SLIDES PRESS LOW SLIDES PRESS LOW

EMER L (example, the location of the respective slide is shown)Messages in case of <DOORS PRESS LOW: DOOR PRESS LOW

FWD L (example, the location of the respective door is shown)Messages in case of <DRAINMASTS FAIL: DRAINMAST FAIL

Heater/UnitFWDAFT

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CIDS

<SYSTEM STATUS

<SYSTEM TEST

<PROGRAMMING

SYSTEM STATUS

<SLIDES PRESS LOW

CIDS OK

CONT><RET

LAV SMOKE SYS OK

DRAINMASTS OK

FWD L

<LAST LEG REPORT

<PREV LEGS REPORT

<FAULT DATA

<CLASS 3 FAULTS

<RET

SLIDES PRESS LOW

<RET

MAINTENANCE

CONT><RET

CONT>

<LRU IDENTIFICATION

CONT><RET

<GROUND SCAN

<RET<RET

<MAINTENANCE

DOOR PRESS OK

1

2

1 2

< SLIDES − STS − DOORS>SLIDES STATUS

FWD L=DISARM R=ARM

MID L=DISARM R=DISARM

A319/321 only

Figure 95 PTP System Status

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MAINTENANCE

GeneralA MAINTENANCE mode for detailed CIDS failure description is part of theSYSTEM STATUS mode. Failures are written into the directors BITE ground/flight memory and can be read via this mode and via the CFDS in the cockpit.The last occured failure is the first for reading. For failures of continuouslymonitored systems the BITE ground memory will be updated when the failurehas been cancelled. No entries into the BITE memory are made in case ofemergency conditions (normal power is not available or the CIDS is workingwith the mandatory layout). No subsequent related failures will be entered intothe memory after the original failure has been entered:Examples: If one DEU−A fails, no further entries into memory are made fo the

associated components. If one DEU−B fails, no further entries into memory are made for the

associated slides bottle pressure, but the system status on the PTP dis-plays SLIDES PRESS LOW.

MAINTENANCE via CFDS and PTPThe maintenance mode via the CFDS−MCDU is available with the SYSTEMREPORT/TEST mode. All failures, which are written in the CIDS director BITEground/flight memory can be read via this mode. The maintenance via CFDS−MCDU follows the same procedure as the maintenance via the PTP. A test pro-cedure is selectable via the MCDU. A CIDS director 2 test is also available,the Emergency Light Battery/System tests are not available.

� LAST LEG REPORT

In flight, this report is called CURRENT LEG REPORT. It is the only displayedand accessable item within the MAINTENANCE mode in flight. The LAST/CURRENT LEG REPORT contains class 2 + 1 failures of the last/current flightleg. The report includes the date, the time and the ATA chapter for each failure.There are no entries for flight legs without failures but the flight leg counts areincremented.

� PREV LEGS REPORT

The PREV LEGS REPORT contains 1 + 2 failures of the last 64 flight legs. ThePREV LEGS REPORT has all data, which are stored in the LAST LEG RE-PORT.

� LRU IDENTIFICATION

Messages for LRU Identifications: DIRECTOR 1 DIRECTOR 2 CAM

Note: M−COUNT = modification count of layout M PROG AND TEST PNL

� FAULT DATA

This FAULT DATA mode includes the flight leg, the date, the time (UTC), thenumber of occurences (max 4 counts, for intermittent failures) and codedtrouble shooting data for internal director and DEU failures. Present failures onground are marked with GND, failures of the last leg with LEG −00, and fail-ures of the previous legs with −01, −02 and up.

� CLASS 3 FAULTS

Some CLASS 3 FAULTS are only detected and written into the BITE memoryat director power on or after a manual test activation via PTP. On ground, aftercancelling a class 3 fault, it disappears from the memory after the next directorpower on or after a new test activation. Some CLASS 3 FAULTS are detectedand written into the BITE memory due to continuous monitoring. Such a class 3faul disappears from the memory after the failure itself has disappeared.

� GRND SCAN

The GND SCAN indicates all class 1 + 2 failures which are present on theground. For the continuously monitored systems, the ground memory is up-dated when the failure is cancelled, for other systems, the ground memory isupdated after a director power on or after a test activation via PTP.

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DEU−A 200RH15

<LAST LEG REPORT

<PREV LEGS REPORT

<FAULT DATA

<CLASS 3 FAULTS

LAST LEG REP APR12

MAINTENANCE

CONT><RET

<LRU IDENTIFICATION

CONT><RET

<GROUND SCAN

<RET

UTC 0700 ATA23−73−46

CONT><RET

CAM

LAST LEG REP APR12

UTC 0700 ATA23−73−46

<RET

DIRECTOR 2

PREV LEG −30 MAR13

UTC 0712 ATA23−73−34

CONT><RET

FWD ATTND PNL

PREV LEG −38 MAR05

UTC 0540 ATA23−73−12

<RET

1

2

1 2

Figure 96 PTP Maintenance Menu

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<LAST LEG REPORT

<PREV LEGS REPORT

<FAULT DATA

<CLASS 3 FAULTS

MAINTENANCE

CONT><RET

<LRU IDENTIFICATION

CONT><RET

<GROUND SCAN

<RET

CONT><RET

CAM M−COUNT=005

Z050H00000343

<RET

DIRECTOR

LRU IDENTIFICATION

1: Z010H0002110

CONT><RET

PROG AND TEST PNL

Z020H0000110

<RET

LRU IDENTIFICATION

LRU IDENTIFICATION

LRU IDENTIFICATION

DIRECTOR

2: Z010H0002110

CONT>

3

3


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LEG UTC N CODE

<LAST LEG REPORT

<PREV LEGS REPORT

<FAULT DATA

<CLASS 3 FAULTS

FAULT DATA FE27

MAINTENANCE

CONT><RET

<LRU IDENTIFICATION

CONT><RET

<GROUND SCAN

<RET

−03 1340 4 240A07

<RET

<RET

ATA 23−73−20

CLASS 3 FAULTS

SIGN LAMP 02L, 05R

<RET

GRN SCAN

NO FAILURE

4 5

6

4

5

6


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SYSTEM TEST MODE

GeneralThe general SYSTEM TEST mode is one of the main modes. It initiates thetest except: when the aircraft is in flight, normal power is not available (PTP not powered), the mandatory layout is in use.

These devices can be tested: Director 1 (the currently active director is marked, example DIR1 (ACT), the

passive one can only be tested via the MCDU). Director 2 (see Director 1) CIDS BUS DEUs, Type A DEUs, Type B Programming and Test Panel (membrane switches are not checked) CAM FWD ATTND Panel (the pushbutton and membrane switches are not

checked) AFT ATTND Panel (membrane switches are not checked) ATTND Indication Panels Loudspeakers (only operational test) Sign Lamps PAX Call Lamps Area Call Panels (only operational test) Reading/Work Lights Emergency Lighting Battery Drainmasts

Additionally, there is a RESET function. It initiates a general CIDS power onreset including the power on test of the complete system. If failures still exist,these can be read from the automatically displayed SYSTEM STATUS/MAIN-TENANCE mode on the PTP. The complete power on test is only performed ifone or more cabin doors are open (same as for CIDS power on).

Initiation of System TestsIf you push the device related membrane switch, the test of this device is acti-vated. The flashing message −WAIT FOR RESPONSE appears on the display.When the test is finished, the ATA chapter and the message TEST OK comeson. An old failure message in the director’s BITE ground memory is cancelled.In case of a failure, the respective result is written into the directors BITEmemory and the failure message appears on the PTP display.The TEST mode is not available in flight.

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CIDS

<SYSTEM STATUS

<SYSTEM TEST

<PROGRAMMING

SYSTEM TEST

<DIR 1 (ACT)

CONT><RET

<CIDS BUS

<DEU−B

ATA 23−73−34 <PAX CALL LAMPS

<AREA CALL PNLS

<RET

DIRECTOR 1

<RET

CONT><RET

CONT>

<SIGN LAMPS

CONT><RET

<READING/WORK LIGHTS

<RET

<DEU−A

RESET>

<PROG AND TEST PNL

<FWD ATTND PNL

<RET CONT>

<CAM

<ADD ATTND PNLS

<LOUDSPEAKERS

<ATTND IND PNLS

<EMER LIGHT BATTERY

<DRAINMASTS

TEST OK

1

1

Figure 99 PTP Test Menu

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PROGRAMMING MODE

GeneralThe programming mode is one of the main modes. It is divided into: the zoning (needs no access code), the cabin programming (needs a 3 digit access code, A/C delivered with

access code 333).

ZONING

Cabin ZonesFor CABIN ZONES programming, enter the seatrow number of the end of thezone. The adjacent zone adapts automatically.

NS ZonesNS ZONES starts is accordance with the programmed CABIN ZONES. Eachcabin zone starts with a NS zone. For programming, enter the seatrow numberat the end of the NS zone. Entering a 0 (zero) deletes the NS zone in the re-lated cabin zone. If the layout of the CABIN ZONES is changed, the NS zoneslayout follows automatically. The number of seatrows of each NS zone re-mains constant, except the cabin zone is smaller than the NS zone. If thecabin zone is extended again, the previous NS zone length is realized.The class divider separates the cabin zones. The CLASS DIVIDER program-ming is only used for BITE related current sensing reasons: installing a passive divider (without sign lamps) instead of an active divider

(with sign lamps) or the reverse. removing an active divider (the layout of the cabin zones are not changed).

Note:On A321 the Cabin lighting is independent from the Cabin programming. TheFWD zone controls the area between door 1 and door 2, the AFT zone thearea between door 2 and door 4.On A321 the Call assigment (PAX call) is independent from the Cabin program-ming.

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CIDS

<SYSTEM STATUS

<SYSTEM TEST

<PROGRAMMING <RET

<ZONING

<RET

PROGRAMMING

<RET

<RET

CLASS DIVIDER

<RET

END FWD 09 >

PARAMETER SAVED

<RET

NS END FWD 07 >

−PUSH FOR CHANGE

FWD ACTIVE >

<CABIN PROGRAMMING

ZONING

<CABIN ZONES

<RET

DIV>

<NS ZONES

CABIN ZONES

END FWD 09 >

CABIN ZONES

06

MODIFICATION 019

��

1 2

3

push

insert 06

1

2

3

END MID 16 >

END MID 16 >

NS END AFT 21 >

NS END MID 12 >

:A321 only

Figure 100 PTP Zoning Programming

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CABIN PROGRAMMING

CAM Layout SelectionThe Cabin Programming is access code protected. After entering the 3 digitaccess code and selecting the CAM LAYOUT selection mode, the respectivemenu comes on. The programmed layouts are marked with a < or > sign. Thenumber of active layout is flashing. A new layout is selected by pushing therelated membrane switch. After selection, a new layout is marked and downloaded into the director. The system is updated automatically and CIDS workswith this layout until a new is selected and loaded.

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CIDS

<SYSTEM STATUS

<SYSTEM TEST

<PROGRAMMING <RET

<ZONING

<RET

PROGRAMMING

<RET

CAM LAYOUT SELECTION

<RET<RET

LAYOUT 1 LOADED

<CABIN PROGRAMMING

ENTER ACCESS CODE

<CAM LAYOUT SELECT

��

ENTER>

CAM LAYOUT SELECTION

<1

3

2

M>

LAYOUT

LAYOUT

1

1

insert 333

Figure 101 PTP Layout Selection

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Failure Detection and TransmissionThere are 3 types of test available in the CIDS for failure detection: the power on test (activated after every power connection to the CIDS), the continuous test (automatic periodical system test) the manually activated test (via PTP, CFDS ...)

The status is transmitted to the CFDS (via ARINC 429) and ECAM (via discretoutputs to the SDAC). The failure indication is possible on: the FAP (CIDS caution light), the PTP, the CFDS/MCDU display, the ECAM displays.

In flight, it is possible to reset the illuminated caution light on the FAP. Afterlanding, if the failure still exists, the light comes on again and the SYSTEMSTATUS mode is displayed.The failures are divided into 4 failure classes, 1, 1CAB (cabin), 2 and 3. Therelation of failure classes and the transmission to the indicators are shown onthe Failure Transmission list.

CIDS Power−Up TestTime that the computer must be de−energized: A/C on ground with engines stopped and 1 or more cabin doors open :

10 secProgress of Power−Up Test: Duration: approx. 120 sec

Cockpit repercussions directly linked to power−up test accomplishment (someother repercussions may occur depending on the A/C config. but these can beignored): ECAM MAINTENANCE STATUS:

− CIDS 1 on, after approx. 30 sec off− CIDS 2 on, after approx. 80 sec off

Audio Control Panel:− ATT light flashes

NOTE : Depending on the customized cabin config and the position of theNS/FSB switch the following repercussions can be observed in the cabin: cabin lights are off for approx. 1 sec call/ seatrow numbering lights and signs flash two chimes are heard after approx. 120 sec after power−up test initialisation

Results of Power−Up Test:Test pass : − noneNOTE : : On the PTP the CIDS OK message comes on.Test failed : if CIDS 1 or CIDS 2 failed

− ECAM MAINTENANCE STATUS : CIDS 1 or CIDS 2 comes on if CIDS 1 and CIDS 2 failed

− MASTER CAUTION light comes on− ECAM WARNING : COM CIDS 1 + 2 FAULT comes on− ECAM INOP SYS : CIDS comes on

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FRA US/T-5 KrU AUG 2004 Page: 195Figure 102 CIDS Failure Classes

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CIDS WARNINGS ON ECAM AND FAP

GeneralAll BITE results are stored in the director BITE dedicated memory with failureindication shown on the CIDS caution light, the ECAM Engine/Warning Display,the Status Page on the ECAM System display, the MCDU and the PTP.A failure in the initialization progress in director 1 causes : Display of the STS reminder on the Engine/Warning Display. Display of the CIDS 1 message on the STATUS page (on request).

Note: The STATUS page does not appear automaticlly after warning.

Class 1 Fail ECAM WarningIf a class 1 fail occurs, the single chime sounds, the ECAM MASTER CAUTand the CIDS CAUT light comes on.The failure messege (CIDS 1+2 FAULT) is shown on the ECAM Engine/Warn-ing Display, and on request on the STATUS page.The CIDS caution on ECAM occurs if: both director fail, more than 50% of all DEU A fail more than 20% of adjacent DEU A zonewise fail, all DEU B with connected handset fail.

Class 2 Fail ECAM WarningWhen a CIDS caution occurs on the ECAM, the detailed failure message ismemorized in the PTP and available on request (on ground only).The caution messages on the ECAM are the STS reminder on the Engine/Warning page, and the maintenance message (Class 2) on the STATUS pagewhich is displayed on request.The DIRECTOR continues to signal CIDS caution to the SDAC until the fault iscorrected.The CIDS caution on ECAM occurs if: one director fail, no crosslink from other director

CIDS Caution light on FAPSome CIDS caution or failure signals (Class1, 1CAB, Class 2) activate also theCIDS CAUT light on the FAP.Note: The CIDS CAUT light is resetable in flight, but comes on again on theground (landing gear down and locked). The light cannot be reset on ground.When a CIDS CAUTION occurs, the respective failure message is displayedon the PTP.The CIDS CAUT light comes on if: both directors fail, more than 50% of all DEU A fail, 20% of adjacent DEU A zonewise fail 50% of all NS−FSB signs fail and PA fail, all DEU B with connected handset fail. no data from SDCU channel 1+2, the lavatory smoke detector fails, the heater of drain mast fails, the control unit of the drain mast fails, the slide/door pressure is low, DEU−A or DEU−B fails, CIDS TOP or MID BUS fails, FAP or PTP fails or no data, CAM fails.

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MAINTENANCE

CIDS 1

STATUS

FWD ATTND PANEL

LIGHT SMOKE CIDSEMER LAV

RESETCAUT

PNLLIGHTTEST

5 6 7

1 2 3 4 8 9 10

FLIGHT PHASEINHIBITION

STATUS

CIDS

COM CIDS 1+2 FAULT

INOP SYSTEM

MASTERWARN

MASTER

CAUT

FWD ATTND PANEL

LIGHT SMOKE CIDSEMER

LAVRESET

CAUT PNLLIGHTTEST

single chime

CIDS Class1 Warnings CIDS Class2 Warnings

CIDS Class1 CAB Warnings

Figure 103 CIDS ECAM and FAP Warnings

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FRA US/T-5 KrU AUG 2004 Page: 199Figure 104 CIDS Failure List

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FRA US/T-5 KrU AUG 2004 Page: 206Figure 111 CIDS MCDU BITE Menu

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FRA US/T-5 KrU AUG 2004 Page: 207Figure 112 CIDS MCDU BITE Menu

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FRA US/T-5 KrU AUG 2004 Page: 208Figure 113 CIDS MCDU BITE Test Menu

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FRA US/T-5 KrU AUG 2004 Page: 209Figure 114 CIDS MCDU BITE Test Menu

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LOCATION

Figure 115 CIDS Location Cockpit

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A320

Figure 116 CIDS Locations DEUs and Directors

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A321

Figure 117 CIDS Location DEUs A321

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A319

Figure 118 CIDS Location DEUs A319

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FRA US/T-5 KrU AUG 2004 Page: 214Figure 119 CIDS Location Cabin

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FRA US/T-5 KrU AUG 2004 Page: 215Figure 120 CIDS Location Cabin

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23−32 PRAM

PRAM PRESENTATION

The function of the Prerecorded Announcement and Boarding Music (PRAM)Reproducer 10RX is to play prerecorded messages. It also plays boarding mu-sic programs on a cassette tape to the passengers through the aircraft passen-ger address system. The PRAM is controlled by the audio module, which is apart of the Fwd Attnd panel 120RH. It is installed in the cabin at the forwardattendant station. The PRAM is controlled through the Cabin Intercommunica-tion Data System (CIDS) director to receive and transmit control data.

SYSTEM OPERATION AND CONTROL

The Prerecorded Announcement and Boarding Music (PRAM) system is con-trolled during normal operation from the audio module in the Fwd Attnd panel120RH. The system initialization is made automatically when the reproducerreceives 115 V AC. During the initialization the LED display on the audio mod-ule is not shown. The least significant digit LED of the announcer display willshow ’0’ when the initialization is complete. The operation procedures to pro-gram and release the announcements are as follows:

Announcement Control Keys ENTER

When the ENTER pushbutton is pushed, the cursor moves into the nextMEMO position (MEMO 1, if no cursor is present).The required message is keyed−in on the keyboard and appears on theMEMO 1 display. When the ENTER pushbutton is pushed, the keyed−indata is accepted (cursor moves to the next MEMO position).The READY light comes on when the PRAM has found the correspondingannouncement.The required messages for the MEMO 2 and MEMO 3 displays arekeyed−in the same as for the MEMO 1 display.

CLEARWhen the cursor has moved into the related position (MEMO 1, MEMO 2 orMEMO 3) and the CLEAR pushbutton switch is pushed, the display clears.

START NEXT

When the START NEXT pushbutton switch is pushed and the READY lightis on, the message shown on the MEMO 1 display moves up to the ’ON AN-NOUNCE’ display. The MEMO 2 display message then moves up to theMEMO 1 display. The message shown on the MEMO 3 display moves up tothe MEMO 2 display.

START ALLAll messages keyed on MEMO 1, MEMO 2 and MEMO 3 will be announcedcontinuously until the last announcement has finished (number 0). In thiscontinuous mode, it can add another message for announcement after themessages that you have keyed−in.

STOPWhen the STOP pushbutton switch is pushed, the message announcementstops immediately.

Emergency Announcement TestTo test the emergency announcement, bring the cursor to MEMO 1 and press”701 ENTER 701” (E−P is displayed in the ON ANNOUNCE display).

Boarding Music Control Keys ON/OFF

When the ON/OFF pushbutton switch is pushed, the light in the pushbuttonswitch comes ON. The channel 1 is automatically displayed on the BGMchannel display. When the ON/OFF pushbutton is pushed again, the lightgoes OFF.

SELWhen the SEL pushbutton switch is pushed, the system selects one of theavailable channels. These are displayed in a numerical ascending code(four channels in the mono mode, two in the stereo mode).Note: LH uses two mono music programs (special mode of operation).Channel 1+2 is boarding music one and channel 3+4 is boarding musictwo.

VOLUMEThe LEDs on the volume display show the volume level (2 dB steps).

(−)When the (−) pushbutton switch is pushed the volume level decreases.

(+)When the (+) pushbutton switch is pushed the volume level increases.

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FRA US/T-5 KrU AUG 2004 Page: 217Figure 121 PRAM Control Panel

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PRAM DESCRIPTION (SPECIAL OPERATION)The Prerecorded Announcement and Boarding Music (PRAM) Reproducer isinstalled in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has atotal of four cassette decks, but only the tape in announcement tape deck Aposition is used (the other tape decks are disabled) . This cassette is used forthe prerecorded announcement reproduction and for the boarding music repro-duction. Up to 32 prerecorded announcements are stored on the first twotracks on that tape and two boarding music channels are available on the othertwo tracks. The PRAM has the capability to produce an emergency announce-ment in the event of a rapid cabin decompression and up to four other storedannouncements. The emergency announcement and the four other once arestored in a Solid State Stored Voice (SSSV). A ground signal from a rapid de-compression triggers the emergency announcement. The other announce-ments can be triggered by separate discret−inputs. All functions are remotelycontrolled from the audio module in the Fwd Attnd panel (120RH) (except theoutput level of normal and emergency announcements). They are adjustable atthe front of the reproducer.The announcement part of the PRAM uses track 1+2 of tape A with up to 16announcements on each track. Messages are searched and located by detect-ing and counting the inter−message blank portion (8sec.) The current tapeposition is memorized, a subsequent message search on the same track ispossible. If track change is necessary, a completely tape rewind is made. Mes-sages can only be searched and played one after the other (no continuousplay)The boarding music part of the PRAM uses track 3+4 of tape A. Each track is acomplete program and will be repeatedly played (rewinding tape after end oftape).The audio module in the Fwd Attnd panel 120RH controls the prerecorded an-nouncements and the Boarding Music (BGM). The reproducer and Fwd Attndpanel have two ARINC 429 data bus lines (transmit and receive bus) controlledthrough the CIDS.

FRONTPANEL CONTROL (SPECIAL OPERATION)The PRAM can be controlled and tested from the frontpanel. Music Channel Selector

no effect. TEST Selector

For normal use of the PRAM, the switch must by in the NORMAL position.all other positions are for testing the announcement tape and SSSV emer-gency announcements.In the DECK A1 and A2 position it is possible to check the announcementaudio of track 1+2 from tape A via the monitor output connector.In the DECK A3 and A4 position it is possible to check the boarding musicaudio of track 3+4 from tape A via the monitor output connector.In the DECOMP position its possible to check the emergency announce-ments stored as Solid State Stored Voice (SSSV) in a memory, when a de-compression occurs.In the SSSV 1(2,3,4) position its possible to check the four different an-nouncements stored as Solid State Stored Voice (SSSV) in a memory (ifavailable).The TAPE INITIAL position has no effect on Special Mode of Operation (ainitialization routine is not necessary).

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FAP

Audio panel

PRAM

DEU−A

DEU−BDirector 1

Cabin Decomp.

Audio

Annoncement TAPE B Position (spare tape on LH)

Annoncement TAPE A Position

Music Tape A + B (not LH)

Music Channel Selector

Test Selector

Figure 122 PRAM Schematic and Frontpanel

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PRAM DESCRIPTION (NORMAL OPERATION)The Prerecorded Announcement and Boarding Music (PRAM) Reproducer isinstalled in the aft avionics compartment in a 4 MCU (ARINC 600) box. It has atotal of four cassette decks. Two are for the prerecorded announcement repro-duction and the other two are for the boarding music reproduction. Up to 256prerecorded announcements are stored on two tapes in the prerecorded an-nouncement reproducer (each minimum 30 s). The PRAM has the capability toproduce an emergency announcement in the event of a rapid cabin decom-pression and up to four other stored announcements. The emergency an-nouncement and the four other once are stored in a Solid State Stored Voice(SSSV). A ground signal from a rapid decompression triggers the emergencyannouncement. The other announcements can be triggered by separate dis-crete−inputs. All functions are remotely controlled from the audio module in theFwd Attnd panel (120RH) (except the output level of normal and emergencyannouncements). They are adjustable at the front of the reproducer.The announcement part of the PRAM uses two identical tape decks with up to256 announcements on each tape. The two cassette tapes are used alter-nately. When one is playing a message, the other is in search mode for thenext message to be announced ( if necessary) to give continuous play.The boarding music part of the PRAM uses two identical tape decks with fourchannels. Two cassette tapes are used alternately. When one is playing theother rewinds to give continuous play.The audio module in the Fwd Attnd panel 120RH controls the prerecorded an-nouncements and the Boarding Music (BGM). The reproducer and Fwd Attndpanel have two ARINC 429 data bus lines (transmit and receive bus) controlledthrough the CIDS.

FRONTPANEL CONTROL (NORMAL OPERATION)The PRAM can be controlled and tested from the frontpanel. Music Channel Selector

In the REMOTE Position, the PRAM is remote controlled from the audiopart of the FAP.In the 1 (2,3,4) position, only the music track 1 (2,3,4) is played continu-ously.In the AUTO position, the different music tracks are played one after theother automatically and continuously.

TEST SelectorFor normal use of the PRAM, the switch must by in the NORMAL position.all other positions are for testing the different announcement tapes andSSSV emergency announcements.In the DECK A1 (2,3,4) or DECK B1 (2,3,4) position it is possible to checkthe announcement audio of each track from tape A or B via the monitor out-put connector.In the DECOMP position its possible to check the emergency announce-ments stored as Solid State Stored Voice (SSSV) in a memory, when a de-compression occurs.In the SSSV 1(2,3,4) position its possible to check the four different an-nouncements stored as Solid State Stored Voice (SSSV) in a memory (ifavailable).In the TAPE INITIAL position, a special mode is activated to read initializa-tion data from the announcement tapes A and B in order to store this data inmemory.NOTE: The TAPE INITIAL position must be used when the PRAM accessdoor was open (for check or tape change) in order to initialize the PRAMtapes for at least 6 seconds.

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FRA US/T-5 KrU AUG 2004 Page: 221Figure 123 PRAM System Schematic

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LOCATION

Figure 124 PRAM Location 80 VU

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FRA US/T-5 KrU AUG 2004 Page: 223Figure 125 PRAM Location Cabin

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23−71 COCKPIT VOICE RECORDER

CVR PRESENTATIONThe cockpit voice recorder (CVR) is designed to record crew conversations andcommunications on a magnetic tape, in flight and on ground, when at least oneengine is running or up to five minutes after the second engine is shut downirrespective of which engine is shut down first. The system can also operate inmanual mode on the ground. The recorder is a four−track system and all tracksare recorded simultaneously. The recording tape is of the magnetic loop typewhich allows 30 minutes of recording time. When the tape is fully recorded, thesystem progressively erases recordings made in the previous 30 minutes andsimultaneously records new information ; thus only information recorded in thelast 30 minutes of operation is retained. The recorded information can be inten-tionally erased when the aircraft is on the ground with the parking brake controlhandle pulled up, locked and electrically powered. Bulk erasure is also possibleduring manual operation of the system. Recording of conversations and com-munications must comply with standards specified by the FAA.

ACTIVATION AND CONTROL

Power SupplyThe CVR is automatically supplied with 115VAC when the aircraft is in one ofthe configurations given below : in flight with engines running or stopped. on the ground with at least one engine running on the ground during the first five minutes following energization of the air

craft electrical network. on the ground up to five minutes after second engine shutdown.

Manual selection of power supply to the CVR allows the functions given belowwith the aircraft on the ground and both engines shutdown : To test the CVR for correct operation. To erase tape information if required. To record the beginning of the check list before the first engine starts run-

ning.For manual selection of power supply to the CVR press the GND CTL pushbut-ton on the control panel.

CVR Erase CircuitThe Recorder ERASE pushbutton must be pressed in for a minimum of twoseconds to prevent inadvertent erasure.The erause head erases the previously recorded information on all 4 channelssimultaneously, before a new recording is made.The ERASE pushbutton enables complete erausre of the tape by activation ofa magnetic field.ERASE is only posible when aircraft is on ground (R and L main gear shockabsorber compressed) and parking prake applied.Note: if the engines are shut down, the CVR must first be energized.

CVR Test CircuitThe CVR TEST is initiated by pressing the CVR TEST pushbutton on theRCDR panel.A 600 Hz test tone is applied sequentially during 0.8s to each of the four tracks.This signal should then be heared through the loudspeakers (provide the air-craft is on ground, R and L main gear shock absorber compressed and parkingprake applied) and through the headset conected to the maintenance panel 50VU in the cockpit.Note: prior to this test, the CVR must be energized.

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POWER SUPPLYINTERLOCK

Figure 126 CVR Schematic

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COMMUNICATIONCOCKPIT VOICE RECORDER

A319/320/321

23−71


DESCRIPTION

The cockpit voice recorder (CVR) is designed to record crew conversations andcommunications on a magnetic tape, in flight and on ground, when at least oneengine is running or up to five minutes after the second engine is shut downirrespective of which engine is shut down first. The system can also operate inmanual mode on the ground. The recorder is a four−track system and all tracksare recorded simultaneously. The recording tape is of the magnetic loop typewhich allows 30 minutes of recording time. When the tape is fully recorded, thesystem progressively erases recordings made in the previous 30 minutes andsimultaneously records new information ; thus only information recorded in thelast 30 minutes of operation is retained. The recorded information can be inten-tionally erased when the aircraft is on the ground with the parking brake controlhandle pulled up, locked and electrically powered. Bulk erasure is also possibleduring manual operation of the system. Recording of conversations and com-munications must comply with standards specified by the FAA.

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23−71

Page: 227FRA US/T-5 KrU AUG 2004Figure 127 CVR Detailed Schematic

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A319/320/321

23−71


POWER SUPPLY INTERLOCK

Aircraft in flightThe LGCIU1 5GA1 provides a ground signal to the relay 6RK. The relay 6RK issupplied directly with 28VDC from the bus bar 801PP via the circuit breaker4RK. The CVR is supplied with 115VAC via the normally−open contacts of therelay 6RK from the bus bar 801XP through the circuit breaker 2RK.The normally−closed contacts of the relay 8RK provide a parallel path with thenormally−open contacts of the relay 6RK for the supply of 115VAC to the CVR.

Aircraft on ground With one or both engines running, no ground signal is fed to the relay 10RK.

Since the relay 10RK controls the energized or de−energized state of relay8RK, the relay 8RK remains de−energized.The 115VAC is connected from the bus bar 801XP via the circuit breaker2RK through the normally−closed contacts of the relay 8RK to the CVR.

During the first five minutes of energization of the aircraft electrical network,with both engines shutdown, a ground signal is fed to the time−delay relay10RK.The relay 10RK is supplied with 28VDC from the bus bar 801PP via the cir-cuit breaker 4RK. When energized this relay starts its timing function. Dur-ing this timing function, the relay 8RK remains de−energized and the CVR issupplied with 115VAC. After 5 minutes, a ground signal is sent via the nor-mally−open contacts of the time−delay relay 10RK to energize the relay8RK which cuts off the supply of 115VAC to the CVR.

Up to five minutes after second engine shutdown, a ground signal is sent tothe time−delay relay 10RK.The relay 10RK is supplied with 28VDC from the busbar 801PP via the cir-cuit breaker 4RK. When energized, this relay starts its timing function.During this timing function, the relay 8RK remains de−energized and theCVR is supplied with 115VAC.After 5 minutes, a ground signal is sent via the relay 10RK to energize therelay 8RK which cuts off the supply of 115VAC to the CVR.

NOTE : In the cases described in Para. 2 (b) and (c) above, the relay 6RK isde−energized (A/C on the ground) and the recording function stops.

Manual power supplyManual selection of power supply to the CVR allows the functions given belowwith the aircraft on the ground and both engines shutdown : To test the CVR for correct operation. To record the beginning of the check list before the first engine starts run-

ning. To erase tape information if required.

With both engines shutdown, a ground signal is sent to the relay 12TU. Press-ing the RCDR/GND CTL pushbutton switch 11TU supplies the 28VDC to therelay 12TU via the normally−open contacts of the pushbutton switch 11TU andthe normally−closed contacts of the relay 13 TU.The relay 12TU is energized. A ground signal is sent to the blue ON legendwhich comes on.A ground signal is also sent to the relay 6RK which energizes and supplies theCVR with 115VAC power.When the RCDR/GND CTL pushbutton switch is released, the 28VDC is ap-plied via relay 12TU and pushbutton switch 11TU to the relay 13TU which isenergized.If one engine is started, the ground signal to relay 12TU is removed and therelay 12TU is de−energized.Thus the blue ON legend goes off and the relay 6RK is de−energized.

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23−71

Page: 229FRA US/T-5 KrU AUG 2004Figure 128 CVR Power Supply Schematic

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A319/320/321

23−71


23−71 COCKPIT VOICE RECORDER (SSCVR)CVR (SSCVR) PresentationThe Solid State Cockpit Voice Recorder (SSCVR) is designed to record crewconversations and communications into a Flash Crash Survivable Store Unit(FCSSU) in flight and on ground, when at least one engine is running or up tofive minutes after the last engine is shut down irrespective of which engine isshut down first. The system can also operate in manual mode on the ground.The recorder is a four−track system and all tracks are recorded simultaneously.The SSCVR provides storage for 30 (120 on new version) minutes of consecu-tive recording for each of the four audio input channels and storage for 120 mi-nutes of consecutive recording for each of the two internal audio streams.When the FCSSU is fully recorded, the system progressively erases recordingsmade in the previous 30 (120) minutes and simultaneously records new infor-mation; thus only information recorded in the last 30 (120) minutes of operationis retained. The recorded information can be intentionally erased when the air-craft is on the ground with the parking brake on, locked and electrically powe-red. Bulk erasure is also possible during manual operation of the system.

Components: Remote CVR microphone 16RK for monitoring direct conversations be-

tween crew members and aural warnings in the cockpit. Amplifier18RK which amplifies the microphone signal. Solid State Cockpit Voice Recorder 1RK which records:

(a) Communications received and transmitted by radio.(b) Intercom conversations between crew members.(c) Announcements transmitted over the passenger address system.(d) Direct conversations between crew members in the cockpit and all auralwarnings.

Circuit breaker 2RK supplying the CVR with 115VAC power via the contactsof the relays 6RK and 8RK.

RCDR/CVR ERASE pushbutton switch 3RK which provides complete era-sure of the recorder data from the FCSSU.

The complete erase timing assembly is activated when the CVR ERASE push-button switch 3RK on the overhead panel is pushed for a minimum of 2 se-conds, the SSCVR initiates a bulk erase function. The erase function is com-pleted within five seconds of activation.

RCDR/CVR TEST pushbutton switch 5RK which provides recorder test. It islocated on the overhead panel and has to be pushed for a duration of longerthan five seconds.

Power supplyPower supply converts either 115VAC 400Hz or 28VDC aircraft power into se-condary power for two PWAs and the FCSSU.The mixer is fed from the Audio Management Unit 1RN via input transformers.The input transformers provide impedance matching and isolation for balancedor unbalanced grounded or ungrounded signals.The output of the mixer is coupled to the output of the CPU. The mixed audiodata are stored into the FCSSU memory. Recording of data in the solid stateflash memory array is partitioned so that the narrow band voice channels arestored in physically separate devices from the wide band area channel.

Monitor circuitThe Audio Monitor has an interface and control function which controls all sta-tes and modes of the system which perform the record, erase and test func-tions. The Audio Monitor provides all functional interfaces between the AircraftInterface PWA and Main Processor PWA.

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Page: 231FRA US/T-5 KrU AUG 2004Figure 129 SSCVR


23


LOCATION

Figure 130 CVR Location Stabilizer Comp.


23


Amplifier

Figure 131 CVR Location Cockpit

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ATA 25 EQUIPMENT/FURNISHING

25−65 EMERGENCY LOCATER TRANS-MITTER (ELT)

GENERALThe Automatic Fixed three−frequency Emergency Locator Transmitter (ELT) isinstalled in the upper aft section of the fuselage. It is designed to transmit adigital distress signal to satellites that are part of the COSPAS/SARSAT sys-tem. These satellites relay the received signal directly to reception stations onthe ground. This signal is transmitted on 406 MHz and is used to locate andidentify the ELT. The ELT also transmits a 121.5 MHz and 243 MHz homingsignal for close−in aircraft location determination. The ELT can be manually activated from the Control Panel on the Pilots Over-head Panel or automatically activated by means of an internal accelerationsensor (G−switch). The ELT can be reset after automatic or manual activation by the ELT controlpanel switch. ELT activation is indicated by an ON LED at the control panel.The system components are: one ELT (with Mount/Programming Unit) one external antenna one controlpanel

COMPONENTS−The Mount/Programming Module stores the airplanes tailsign and country−code (for Germany it is 218). The Mount/Programming Module is programmedby the manufacturer or by Lufthansa WF2.The Mount/Programming Module automatically downloads the 406 MHz pro-gramming information to the ELT when the ELT is installed.−The ELT is mounted on the mount/programming module, which is located inthe aft cabin ceiling, left of centerline. The ELT receives datas from the mount/programming module and stores it in its own memory.−The ELT Antenna, an external blade type, three−frequency antenna, ismounted on the upper aft section of the fuselage.

−The ELT Control Panel, located on the Overhead Panel, contains a two posi-tion guarded, toggle ON/AUTO switch and a TEST/RESET pushbutton.

OPERATIONWith the switch in the AUTO position, the ELT can be automatically activatedby the G−Switch. Placing the switch in the ON position activates the ELT, which will begin trans-mitting distress signals after a self−test of approximately 150 seconds duration.Pushing the TEST/RESET pushbutton stops the ELT transmission and/or initi-ates a self−test of the ELT, Programming Unit, and verifies proper programminginformation transfer. The ELT then returns to the AUTO mode. A successful self−test is indicated by appearance of the ELT ON LED within15 seconds, remaining uninterrupted for approximately 10 seconds.

WARNING:EXCEPT IN THE FIRST 5 MINUTES OF THE HOUR, NEVER PLACE THEELT SWITCH IN THE ON POSITION!! RESCUE ACTIONS WILL BE UN-DERTAKEN!! ANYHOW, IF YOU DID SO, CALL IMMEDIATELY THE NEXT RESCUE CEN-TER FOR CANCELLATION OF THE ALARM!

Installation of the ELTWhen the programming unit is connected to the ELT, data is automaticallytransferred to the ELT to code it with the aircraft information. Upon completion, verification is made of the validity of parameters transferredto the ELT.In case of a failure, the red TX indicator on the programming unit will flash for 10 seconds. If verification is successful, the red TX indicator will illuminate continuously for 10 seconds.

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FRA US/T-5 KrU AUG 2004 Page: 235Figure 132 ELT Schematic

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LOCATION

AUTO/OFF/ON Switch

Transmit Light

Figure 133 Emergency Locator Transmitter (ELT)

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ETL Antenna

ELT Control Panel (Flight Compartment)

Location on A321

Figure 134 ELT Components

TABLE OF CONTENTS

A320 23 B2 E

Page iFRA US/T-5 Pommeränicke JUN 2005

ATA 23 COMMUNICATIONS 1 . . . . . . . . . . . . . . . . . .

23−51 AUDIO MANAGEMENT 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUDIO INTEGRATING SYSTEM PRESENTATION 2 . . . . . . . . . . . . . . . AUDIO CONTROL PANEL PRESENTATION 4 . . . . . . . . . . . . . . . . . . . . . AUDIO SWITCHING 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER SUPPLY 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EMERGENCY FUNCTION 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSMIT CIRCUIT 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MUTING CIRCUIT 16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FLIGHT INTERPHONE 18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOR / ILS / DME SWITCHING 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VOICE ON/OFF FUNCTION 20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALLS 22 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAULT ISOLATION AND BITE 24 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−42 GROUND CREW AND COCKPIT CALL SYSTEM 30 . . . . . . . CALL SYSTEM PRESENTATION 30 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION 32 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−13 RADIO MANAGEMENT SYSTEM 36 . . . . . . . . . . . . . . . . . . . . . RMP SYSTEM PRESENTATION 36 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER SUPPLY 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMP DESCRIPTION 40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMP COMMUNICATION TUNING 46 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMP NAV BACK UP TUNING 48 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RADIO NAV TUNING FROM RMP AND MCDU 50 . . . . . . . . . . . . . . . . . . FAULT ISOLATION AND BITE 52 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 56 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−12 VHF SYSTEM 58 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VHF SYSTEM PRESENTATION 58 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER SUPPLY 60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION 62 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FAULT ISOLATION AND BITE 64 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONTPANEL TEST 68 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-11 HF-SYSTEM 74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL 74 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF- ANTENNA COUPLER 76 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAULT ISOLATION AND BITE 78 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HF-TRANSCEIVER FRONTPANEL TEST 84 . . . . . . . . . . . . . . . . . . . . . . . LOCATION 86 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−24 ACARS 90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS PRESENTATION 90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION 92 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS ACTIVATION 96 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATA LOADING 98 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MESSAGES 100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REPORTS / REQUESTS 102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS TEST VIA CENTRAL MAINT. SYSTEM (CFDS) 106 . . . . . . . . . . . OPERATION MENU DESCRIPTION 108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS MAINTENANCE 120 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACARS MU RESET 132 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT PANEL TEST 134 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 136 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−73 CIDS 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CIDS PRESENTATION 140 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND INTERFACES 144 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TYPE A DECODER ENCODER UNIT 146 . . . . . . . . . . . . . . . . . . . . . . . . . . . TYPE B DECODER ENCODER UNIT 148 . . . . . . . . . . . . . . . . . . . . . . . . . . . DECODER ENCODER UNIT MOUNT 150 . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRAMMING AND TEST PANEL 152 . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD ATTENDANT PANEL 154 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT /ADD ATTENDANT PANEL 154 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATTENDANT HANDSET 156 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATTENDANT INDICATION PANEL 158 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AREA CALL PANEL 162 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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POWER SUPPLY 164 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PASSENGER ADDRESS SYSTEM 170 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABIN INTERPHONE 172 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SERVICE INTERPHONE 174 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PASSENGER LIGHTED SIGNS 176 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PASSENGER / LAVATORY CALLS 178 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CALL INDICATION IN THE CABIN 178 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRAMMING AND TEST 180 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM STATUS 182 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTENANCE 184 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM TEST MODE 188 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRAMMING MODE 190 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ZONING 190 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CABIN PROGRAMMING 192 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAULT ISOLATION AND BITE 194 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CIDS WARNINGS ON ECAM AND FAP 196 . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 210 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−32 PRAM 216 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRAM PRESENTATION 216 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM OPERATION AND CONTROL 216 . . . . . . . . . . . . . . . . . . . . . . . . . PRAM DESCRIPTION (SPECIAL OPERATION) 218 . . . . . . . . . . . . . . . . . . FRONTPANEL CONTROL (SPECIAL OPERATION) 218 . . . . . . . . . . . . . . PRAM DESCRIPTION (NORMAL OPERATION) 220 . . . . . . . . . . . . . . . . . . FRONTPANEL CONTROL (NORMAL OPERATION) 220 . . . . . . . . . . . . . . LOCATION 222 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−71 COCKPIT VOICE RECORDER 224 . . . . . . . . . . . . . . . . . . . . . . . . CVR PRESENTATION 224 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACTIVATION AND CONTROL 224 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION 226 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER SUPPLY INTERLOCK 228 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

23−71 COCKPIT VOICE RECORDER (SSCVR) 230 . . . . . . . . . . . . . . . . . . . . LOCATION 232 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATA 25 EQUIPMENT/FURNISHING 234. . . . . . . . . . . .

25−65 EMERGENCY LOCATER TRANSMITTER (ELT) 234 . . . . . . . .

GENERAL 234 COMPONENTS 234 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATION 234 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOCATION 236 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Figure 1 AMU Schematic 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2 AMU Audio Control Panel 5 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 3 AMU Audio Switching Schematic 7 . . . . . . . . . . . . . . . . . . . . Figure 4 AMU Power Supply Schematic 9 . . . . . . . . . . . . . . . . . . . . . . Figure 5 AMU Detailed Schematic 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 6 AMU Emergency Switching Schematic 13 . . . . . . . . . . . . . . . Figure 7 AMU Power Supply MIC 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 8 AMU Muting Circuit Schematic 17 . . . . . . . . . . . . . . . . . . . . . . Figure 9 AMU Flight Interphone Schematic 19 . . . . . . . . . . . . . . . . . . . Figure 10 AMU DME Switching and Voice ON/OFF Function 21 . . . . Figure 11 ACP Call Indications 23 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 12 AMU CFDS monitored LRUs 25 . . . . . . . . . . . . . . . . . . . . . . Figure 13 AMU MCDU BITE Menu 27 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 14 AMS Location Cockpit 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 15 AMS Location Cockpit and 80 VU 29 . . . . . . . . . . . . . . . . . . Figure 16 Call System Panels 31 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 17 Call System Detailed Schematic 33 . . . . . . . . . . . . . . . . . . . Figure 18 Call System Location 34 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 19 Call System Location Cockpit 35 . . . . . . . . . . . . . . . . . . . . . . Figure 20 RMP Schematic 37 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 21 RMP Power Supply Schematic 39 . . . . . . . . . . . . . . . . . . . . . Figure 22 RMP Detailed Schematic 41 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 23 RMP COM Tuning Architecture 42 . . . . . . . . . . . . . . . . . . . . Figure 24 RMP COM Tuning Architecture 43 . . . . . . . . . . . . . . . . . . . . Figure 25 RMP NAV Tuning Architecture 44 . . . . . . . . . . . . . . . . . . . . . Figure 26 RMP NAV Tuning Architecture 45 . . . . . . . . . . . . . . . . . . . . . Figure 27 RMP COM Tuning 47 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 28 RMP NAV Back up Tuning 49 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 29 MCDU and RMP NAV Tuning 51 . . . . . . . . . . . . . . . . . . . . . . Figure 30 RMP CFDS monitored LRUs 53 . . . . . . . . . . . . . . . . . . . . . . Figure 31 RMP MCDU BITE Menu 55 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 32 RMP Location 57 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 33 VHF Schematic 59 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 34 VHF Power Supply Schematic 61 . . . . . . . . . . . . . . . . . . . . . Figure 35 VHF Detailed Schematic 63 . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 36 VHF CFDS monitored LRUs 65 . . . . . . . . . . . . . . . . . . . . . . . Figure 37 VHF MCDU BITE Menu 67 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 38 VHF Front Panel Test 69 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 39 VHF Location 80 VU 71 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 40 VHF Location Cockpit 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 41 HF System Schematic 75 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 42 HF- System Antenna Coupler 77 . . . . . . . . . . . . . . . . . . . . . . Figure 43 HF System CFDS monitored LRUs 79 . . . . . . . . . . . . . . . . . Figure 44 HF- System BITE Menu Sheet 1 80 . . . . . . . . . . . . . . . . . . . Figure 45 HF- System BITE Menu Sheet 2 81 . . . . . . . . . . . . . . . . . . . Figure 46 HF System BITE Menu Sheet 3 82 . . . . . . . . . . . . . . . . . . . . Figure 47 HF- System Transceiver & Fault Annunciator 85 . . . . . . . . Figure 48 HF- System Location 87 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 49 HF- System Antenna & Coupler Location 89 . . . . . . . . . . . . Figure 50 ACARS World MAP 90 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 51 ACARS Schematic 91 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 52 ACARS Detailed Schematic 95 . . . . . . . . . . . . . . . . . . . . . . . Figure 53 ACARS Activation on RMP 97 . . . . . . . . . . . . . . . . . . . . . . . . Figure 54 ACARS Data Loading 99 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 55 ACARS Flight Profile 105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 56 ACARS TEST VIA CMS 107 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 57 ACARS Menus 109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 58 ACARS Telex and Refuling Pages 111 . . . . . . . . . . . . . . . . . . Figure 59 ACARS Voice Contact and REC MSG Pages 113 . . . . . . . . Figure 60 ACARS OOOI Pages 115 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 61 ACARS Statistics and Parameter Pages 117 . . . . . . . . . . . . Figure 62 ACARS Data Frequency Page 119 . . . . . . . . . . . . . . . . . . . . . Figure 63 ACARS Partnumber Page 121 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 64 ACARS Test Pages 123 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 65 ACARS Error Log Pages 125 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 66 ACARS RCV/TX 429 Data Pages 127 . . . . . . . . . . . . . . . . . . Figure 67 ACARS LRU AND Descretes Status Pages 129 . . . . . . . . . . Figure 68 ACARS COM Status Page 131 . . . . . . . . . . . . . . . . . . . . . . . . Figure 69 ACARS RESET Function 133 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 70 ACARS MU Front Panel Test 135 . . . . . . . . . . . . . . . . . . . . . .

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Figure 71 ACARS Location 80 VU 137 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 72 ACARS Location Cockpit 138 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 73 CIDS Schematic 141 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 74 CIDS Detailed Schematic 143 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 75 CIDS Interfaces 145 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 76 DEU−A Schematic 147 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 77 DEU−B Schematic 149 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 78 DEU Mount 151 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 79 Programming and Test Panel 153 . . . . . . . . . . . . . . . . . . . . . . Figure 80 FWD and AFT and ADD ATTND Panel 155 . . . . . . . . . . . . . . Figure 81 Attendant Handset 157 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 82 Attendant Indication Panel 159 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 83 Attendant Indication Panel 161 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 84 Area Call Panel 163 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 85 CIDS Power Supply Schematic A320 165 . . . . . . . . . . . . . . . Figure 86 CIDS Power Supply Schematic A320 166 . . . . . . . . . . . . . . . Figure 87 CIDS Power Supply Schematic A321 167 . . . . . . . . . . . . . . . Figure 88 CIDS Power Supply Schematic A321 168 . . . . . . . . . . . . . . . Figure 89 PA System Schematic 171 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 90 Cabin Interphone Schematic 173 . . . . . . . . . . . . . . . . . . . . . . . Figure 91 Service Interphone Schematic 175 . . . . . . . . . . . . . . . . . . . . . Figure 92 PAX lighted Signs Schematic 177 . . . . . . . . . . . . . . . . . . . . . . Figure 93 PAX and LAV Call Schematic 179 . . . . . . . . . . . . . . . . . . . . . . Figure 94 PTP Menu 181 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 95 PTP System Status 183 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 96 PTP Maintenance Menu 185 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 97 PTP Maintenance Menu 186 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 98 PTP Maintenance Menu 187 . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 99 PTP Test Menu 189 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 100 PTP Zoning Programming 191 . . . . . . . . . . . . . . . . . . . . . . . . Figure 101 PTP Layout Selection 193 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 102 CIDS Failure Classes 195 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 103 CIDS ECAM and FAP Warnings 197 . . . . . . . . . . . . . . . . . . Figure 104 CIDS Failure List 199 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 105 CIDS Failure List 200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Figure 106 CIDS Failure List 201 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 107 CIDS Failure List 202 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 108 CIDS Failure List 203 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 109 CIDS Failure List 204 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 110 CIDS Failure List 205 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 111 CIDS MCDU BITE Menu 206 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 112 CIDS MCDU BITE Menu 207 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 113 CIDS MCDU BITE Test Menu 208 . . . . . . . . . . . . . . . . . . . . . Figure 114 CIDS MCDU BITE Test Menu 209 . . . . . . . . . . . . . . . . . . . . . Figure 115 CIDS Location Cockpit 210 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 116 CIDS Locations DEUs and Directors 211 . . . . . . . . . . . . . . . Figure 117 CIDS Location DEUs A321 212 . . . . . . . . . . . . . . . . . . . . . . . Figure 118 CIDS Location DEUs A319 213 . . . . . . . . . . . . . . . . . . . . . . . Figure 119 CIDS Location Cabin 214 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 120 CIDS Location Cabin 215 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 121 PRAM Control Panel 217 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 122 PRAM Schematic and Frontpanel 219 . . . . . . . . . . . . . . . . . Figure 123 PRAM System Schematic 221 . . . . . . . . . . . . . . . . . . . . . . . . Figure 124 PRAM Location 80 VU 222 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 125 PRAM Location Cabin 223 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 126 CVR Schematic 225 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 127 CVR Detailed Schematic 227 . . . . . . . . . . . . . . . . . . . . . . . . . Figure 128 CVR Power Supply Schematic 229 . . . . . . . . . . . . . . . . . . . . Figure 129 SSCVR 231 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 130 CVR Location Stabilizer Comp. 232 . . . . . . . . . . . . . . . . . . . Figure 131 CVR Location Cockpit 233 . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 132 ELT Schematic 235 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 133 Emergency Locator Transmitter (ELT) 236 . . . . . . . . . . . . . Figure 134 ELT Components 237 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Documents

AIRBUS a 320/321 ATA 23 Communication