ATA 31 Indicating-Recording Systems

TRAINING DEPARTMENT

A319/320/321 Line And Base Systems/Avionics/Powerplant Course Code : TF-029, Level III

Revised By : Academic Quality

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ATA 31

INDICATING/RECORDING

SYSTEMS

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Electronic instrument system (EIS)___________________________________________ 4

EIS: EIS presentation _____________________________________________ 4

EFIS Architecture ________________________________________________ 7

EIS Transfer ____________________________________________________ 9

ECAM ________________________________________________________ 13

EFIS _________________________________________________________ 65

EIS : EIS abnormal operation _____________________________________ 79

EIS : DMC arinc bus reconfiguration ________________________________ 89

EIS : EIS warnings ______________________________________________ 93

EIS : EIS components ___________________________________________ 95

Clock (Air presicion) _____________________________________________________ 100

Clock: Electrical clock presentation general __________________________ 100

Clock: Electrical clock utilization __________________________________ 102

Centralized Fault Display _________________________________________________ 104

CFDS : On board maintenance facilities acquisition. ___________________ 104

CFDI: Bite hilosophy____________________________________________ 106

CFDS: CFDS presentation _______________________________________ 109

CFDS : Faul processing _________________________________________ 111

MCDU description ______________________________________________ 115

Aicraft systems type ____________________________________________ 117

Failures classification ___________________________________________ 119

CFDS: CFDS reports ____________________________________________ 123

CFDS phases _________________________________________________ 140

CFDS: cfdiu functions ___________________________________________ 142

Components __________________________________________________ 145

Air dispatch according to mel _____________________________________ 146

Trouble shooting procedure with cfds ______________________________ 147

Post flight report filtering function _________________________________ 150

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Printer ________________________________________________________________ 153

Printer description/ operation ____________________________________ 154

Printer system interfaces ________________________________________ 155

Printer paper loading ___________________________________________ 157

Printer components ____________________________________________ 158

Zone: 211 ____________________________________________________ 158

Up and down data loading system _________________________________________ 159

Up and down data loading system presentation general ________________ 159

Up and down data loading system utilization _________________________ 161

Up and down data loading system components _______________________ 163

Digital flight data recording system (dfdrs) __________________________________ 165

DFDRS presentation general _____________________________________ 165

DFDRS description/ operation ____________________________________ 167

DFDRS warnings _______________________________________________ 169

DFDR fault ___________________________________________________ 169

FDIU interfaces ________________________________________________ 170

Digital flight data recording system components FDIU _________________ 173

Component description _________________________________________ 173

Aircraft integrated data system (aids - sfim) _________________________________ 177

AIDS: AIDS presentation ________________________________________ 177

AIDS: AIDS basic operation ______________________________________ 179

AIDS: AIDS mcdu menu presentation ______________________________ 183

Print report standard header description ____________________________ 186

Individual print report description _________________________________ 190

AIDS programming_____________________________________________ 204

Components __________________________________________________ 208

Location zone: 127, rack 87 vu ___________________________________ 209

Maintenance practice ____________________________________________________ 212

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ELECTRONIC INSTRUMENT SYSTEM (EIS) EIS: EIS PRESENTATION

INTRODUCTION

The EIS (Electronic Instrument Systems) presents data for: -Electronic Flight Instrument System (EFIS).

-Electronic Centralized Aircraft Monitoring (ECAM). The 6 Display Units (DUS) are identical and interchangeable.

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EFIS The Primary Flight Display presents all the flight parameters necessary for short term

aircraft control. The Navigation Display presents navigation and radar information.

The EFIS displays are: -PFD: Primary Flight Display -ND: Navigation Display

ECAM

The Engine and Warning Display presents engine indications, fuel quantity, and Flaps/ Slats position. The Lower display presents either system pages synoptics or status messages.

The ECAM displays are: -Engine and Warning Display (E/ W)

-System or Status Display (S)

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ATTENTION GETTERS The warning messages are accompanied by either a MASTER WARNING, or a MASTER

CAUTION and an aural warning. Aural warnings are broadcast by two loudspeakers.

EFIS CONTROLS The EFIS displays are controlled by 2 EFIS control panels. A PFD/ ND transfer pushbutton is also fitted on each side.

ECAM CONTROLS

The ECAM displays are controlled by an ECAM Control Panel. The ECAM Control Panel and various switching controls are located on the center pedestal.

RECONFIGURATIONS The displays can be transferred automatically if a system failure is detected.

It is also possible to transfer them manually.

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EFIS ARCHITECTURE

EFIS – ECAM The EFIS are displayed on identical display units (DUS).

The EFIS DUS are controlled through the EFIS control panels. The ECAM pages are displayed on identical display units (DUS). The ECAM DUS are controlled through the ECAM control panel.

DMCS

DMCS : Display Management Computer. The Display Management Computers process data in order to generate codes and graphic instructions corresponding to the image to be displayed. Note the particular role of DMCS 3

which can be switched instead of DMCS 1 or DMCS 2. Each DMCS can process three displays:

-PFD, ND and upper or lower ECAM display. FWCS

FWCS : Flight Warning Computer. The Flight Warning Computers monitor the aircraft systems. These computers are the heart

of the ECAM system. Each FWCS generates all warning messages to be displayed and supplies the attention getters. It also computes the flight phases and provides aural warnings.

SDAC SDAC : System Data Acquisition Concentrator. The System Data Acquisition Concentrators receive various signals from the aircraft

systems and send them to the FWCS and DMCS. The SDACS acquire most of the signals used to display system pages and used by the FWCS to generate amber warnings.

INPUTS The inputs received by the FWCS are used to elaborate red warnings. Inputs corresponding

to red warnings or essential information are delivered to the FWCS. Various items of information which do not correspond to a warning are directly Given to the DMCS. Various

items of information for systems like engines, fuel, navigation are directly sent to the DMCS. The inputs received by the SDACS are used to elaborate amber warnings. Inputs corresponding to amber warnings are delivered to the SDACS for acquisition. These signals

will then be sent to the FWCS to generate warnings.

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EIS TRANSFER

NORMAL CONFIGURATION

In normal configuration: -Display Management Computer (DMCS) 1 processes the Captain Primary Flight Display (PFD) and Navigation Display (ND), as well as the upper ECAM display.

-DMCS 2 processes the First Officer PFD and ND, as well as the lower ECAM display.

-The EIS DMCS and ECAM/ ND Transfer selector switches are set to NORM. NOTE:

- Engine/ Warning Display (EWD). - System Display (SD).

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CAPT DMCS TRANSFER

By setting the EIS DMCS selector switch to the Captain 3 position, DMCS 3 replaces DMCS

1. This action is normally done after a DMCS 1 failure.

F/ O DMCS TRANSFER

By setting the EIS DMCS selector switch to the First Officer 3 position, DMCS 3 Replaces DMCS 2. This action is normally done after a DMCS 2 failure.

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CAPT PFD/ ND TRANSFER The selection of the Captain PFD/ ND Transfer pushbutton Binter changes the Captain PFD

and ND images. This is normally done after a Captain PFD failure.

F/ O PFD/ ND TRANSFER The selection of the First Officer PFD/ ND Transfer pushbutton interchanges the First

Officer PFD and ND images. This is normally done after a First Officer PFD failure.

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CAPT ECAM/ ND TRANSFER By setting the ECAM/ ND Transfer selector switch to the Captain position, the System

Display replaces the Captain ND. This is normally done after an ECAM display failure as the System Display is no longer displayed on the ECAM.

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F/ O ECAM/ ND TRANSFER

By setting the ECAM/ ND Transfer selector switch to the First Officer position, the System Display replaces the First Officer ND. This is normally done after an ECAM display failure as the System Display is no longer displayed on the ECAM.

ECAM

EIS: ECAM AUDIO SIGNALS DESCRIPTION

This table presents the audio signals with their meaning. For those, which are continuous, the way to cancel them (in addition to the Emergency Cancel pushbutton on the ECAM

control panel) is also indicated. RADIO HEIGHT CALL OUTS

Automatic radio height call outs (Synthetic voice; example: "FOUR HUNDRED") are

generated according to aircraft wiring and airline selection from the standard list. Audio call out "HUNDRED ABOVE" is given when aircraft radio height falls to selected Decision Height (DH) + 100 feet. Audio call out "MINIMUM" is given when aircraft radio height falls to

selected DH.

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ENHANCED GROUND PROXIMITY WARNINGS The Enhanced Ground Proximity Warning System (EGPWS) generates aural warnings

(Synthetic voice) under 5 modes: -Mode 1: Excessive rate of descent.

-Mode 2: Excessive terrain closure rate. -Mode 3: Descent after take- off and minimum terrain clearance.

-Mode 4: Unsafe terrain clearance. -Mode 5: Descent below glide slope.

The Enhanced functions are: -TAD: Terrain Awarness and Display -TCF: Terrain Clearance Floor

For example, in mode 3, the generated aural warning is "DON’T SINK".

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EIS: ECAM DISPLAYS

In this module, parameters are given for a CFM engine(For an IAE engine, EPR replaces

N1). Values are given using the metric system. This may be different to your aircraft configuration.

ENGINE AND WARNING DISPLAY The upper part of the engine warning display is dedicated to the engine control parameters.

On the right part of the engine warning display, the fuel on board is indicated. A word, a number and a specific symbol indicate the slats and flaps position. On the lower part of the engine warning display, the memo messages present the aircraft systems or functions

temporarily selected.

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ENGINE AND WARNING DISPLAY (CONTINUED)

Normal check lists like take off or landing are displayed.

As soon as a failure is detected, a special message is displayed which has priority on the

memo page.

NOTE: An overflow arrow appears when the warning or caution message text exceeds the capacity of the display.

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SYSTEM AND STATUS DISPLAY

The status and system page presents one of the twelve aircraft system pages. As an example, the hydraulic page is displayed.

After a failure, the status and system page provides the operational summary of the aircraft systems. The left part of the status page displays:

-In blue the limitations and the postponable procedures. -In green the landing capability and some reminder information.

The cancelled cautions are displayed at the bottom. The right part indicates the inoperative systems and the maintenance status. On the lower

part of the status and system page, some data are displayed. NOTE: When the STATUS page disappears, a white STS message appears on the ENGINE

and WARNING display to indicate that the STATUS page is no longer empty.

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EIS: ENGINE/ WARNING DISPLAY PRESENTATION

In this module, parameters are given for a CFMS engine (For an IAE engine, EPR replaces N1). Values are given using the metric system. This may be different to your aircraft

configuration. GENERAL

The Engine / Warning Display is normally on the upper ECAM Display Unit. It is divided into

two areas: The upper area and the lower area. The upper area displays:

- Engine primary parameters - Fuel on board

- Slats and flaps position. The lower area is used for:

- Warning and caution messages - Memo messages.

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UPPER AREA

The symbols of the upper area are permanently displayed. The parameters are provided in the form of analog and/ or digital indications (refer to corresponding chapter for detailed

description).

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LEFT MEMO AREA

Take off or landing memo, normal memo, independent failure messages, or primary failure messages and actions to be performed are displayed in the left memo area. As soon as a

failure is detected, the memo messages are replaced by warning/ caution messages.

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RIGHT MEMO AREA

Normal memo and secondary failure messages are displayed in the right memo area. For example when an Engine Anti Ice P/ B is set to ON, ENG A. ICE appears on the right memo

area. During take off and landing, most of the warnings are inhibited to avoid distraction of the crew. For example, at take off, when the second engine is set to take off power and until the aircraft has reached 1500 ft, TO INHIB is displayed.

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ADVISORY AND STATUS Advisory and Status indications are ’attention getters’ on the display.

ADV: Advisory appears in single display configuration, pulsing to indicate that an A/ C

system parameter has drifted. STS: Status indicates that a status message is present on the ECAM page. Overflow arrow:

only concerns the warning messages and indicates that the messages exceed the capacity of the display on the Left Memo Area. In this case, the heading titles of the warning

messages are displayed on the Right Memo Area.

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EIS: SYSTEM DISPLAY PRESENTATION

In this module, parameters are given for a CFM engine (For an IAE engine, EPR replaces N1). alues are given using the metric system .The AIRCOND page is given as an example.

This may be different to your aircraft configuration. GENERAL

The System Display is normally on the lower ECAM Display Unit. It is divided into two

areas. The upper area displays system or status pages, the lower area permanent data. The system or status pages can be called automatically after a failure or manually upon crew request by pressing the related P/ B on the ECAM control panel.

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SYSTEM PAGES 11 system pages can be displayed manually or automatically. Refer to each chapter for

detailed description of the pages. The 11 system pages are:

-Air bleed (BLEED) -Air conditioning (COND) -Cabin pressurization (PRESS)

-Electrical power supply (ELEC) -Flight controls (F/ CTL)

-Fuel (FUEL) -Hydraulic power (HYD) -APU (APU)

-Engine secondary parameters (ENG) -Doors and oxygen (DOOR)

-Landing gear, wheels, brakes (WHEEL) The cruise page is only automatically called in flight. The cruise page displays main systems

parameters to be monitored during the flight:

-engine parameters such as fuel used, oil quantity and vibrations -cabin press parameters such as landing field elevation, cabin vertical speed, cabin altitude, cabin differential pressure.

-zone temperature.

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STATUS PAGE

The status page contains an operational summary of the aircraft condition. This page is automatically called when slats > 2 (in approach).

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PERMANENT DATA

At the bottom of the System Display, permanent data is always displayed whatever the page presented. Here Temperature, Time and Gross weight are always displayed. Total Air

Temperature (TAT) and Static Air Temperature (SAT) are digital values. TAT:

+19 (green) when normal, XX (amber) when data not available. The same applies for SAT.

The Greenwich Mean Time (GMT), synchronized with the cockpit clock, is displayed in green. Two items of information can be displayed one at a time on the display above GMT. -The load factor (G LOAD) is displayed in amber when the value is out of limits (above 1.

4g or below 0.7g). -The altitude selected on the FCU is displayed in green when the metric unit is selected

provided G LOAD parameter is not displayed. The Gross Weight (GW) is shown in green. It is inhibited before flight phase 2 and after

flight phase 9.

SYSTEM PAGE LOGIC

The ECAM operates in four modes for the system page presentation, with a priority order.

The four selection modes of system page presentation are:

-the manual mode, which can override all other modes, -the failure mode, -the advisory mode,

-the flight phase mode.

Manual mode: selection from ECAM Control panel. Failure mode: automatic presentation due to a warning/ caution.

Advisory mode: automatic presentation due to a drifting parameter.

Flight phase mode: automatic presentation due to the A/ C situation.

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EIS: ECAM FLIGHT DISPLAYS

In this module, parameters are given for a CFM engine (For an IAE engine, EPR replaces N1). Values are given using the metric system. The AIRCOND and the DOOR/ OXY pages

are given as an example. This may be different to your aircraft configuration.

GENERAL A manual page call can replace the current display at any time. The APU or ENGINE system

pages are displayed in priority if they are started. They remain displayed 10 seconds after APU AVAIL or at the end of ENG START.

FLIGHT PHASE 1: DOOR/ OXY PAGE

The APU page appears during the APU start sequence and it will be replaced by the DOOR/ OXY page 10 seconds after the APU start sequence. The ENG page appears

during the Engine start sequence and it will be replaced by the WHEEL page after the Engine start sequence. The flight phases are computed by the FWCS.

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FLIGHT PHASE 2: WHEEL PAGE

The WHEEL page is displayed only when engine start has been completed. The FLT/ CTL

page replaces WHEEL page for 20 seconds when either Side stick is moved or when rudder deflection is above 22 degrees.

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FLIGHT PHASE 3,4,5: ENGINE PAGE

During this phase, most warnings are inhibited. T. O INHIBIT is displayed on the E/ W

display.

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FLIGHT PHASE 6: CRUISE PAGE

The CRUISE page is displayed in flight. It contains both ENGINE and AIR information. The

CRUISE page appears as soon as SLATS are in and the engines are no longer at take- off power. It disappears when the L/ G is selected down (WHEEL page back). The T. O inhibit message disappears. The CRUISE page is also displayed on ground when an ANN LT TEST

is performed.

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During this phase, most warnings are inhibited. LDG INHIBIT is displayed on the E/W

display.

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During this phase, most warnings are inhibited. LDG INHIBIT is displayed on the E/ W

display. NOTE: Ground spoilers are displayed extended only after touch down.

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The LDG INHIBIT message disappears.

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FLIGHT PHASE 10: DOOR PAGE

5 minutes after 2nd engine shutdown, the FWCS starts a new flight leg in phase 1.

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EIS : ECAM CONTROL PANEL UTILIZATION

In this module, parameters are given for a CFM engine (For an IAE engine, EPR replaces N1). Values are given using the metric system. The AIRCOND and the DOOR/ OXY pages

are given as an example. This may be different to your aircraft configuration. OFF/BRT KNOBS

These knobs control the brightness of each ECAM DU. They are associated with an

automatic adjustment of the display intensity depending on the changing light conditions. In the OFF position, the EIS system is reconfigurated as for a DU failure.

TO CONFIG

When pressed, a take- off power application is simulated. If the configuration is correct, the "TO CONFIG NORMAL" message is displayed on the E/ W DU. This test will trigger a warning if the aircraft is not in TO configuration i. e:

- Slats or Flaps not in TO configuration - Pitch trim not in TO configuration

- Speed brakes not retracted - One door not closed

- Wheel brake overheat - One sidestick inoperative

EMER CANC When pressed :

1 - Any present aural warning is cancelled. 2 - In case of a red WARNING, the MASTER WARNING and ECAM message remain

displayed. 3 - In case of an amber CAUTION, the MASTER CAUTION and ECAM messages are cancelled for the rest of the flight. The STATUS page is automatically called with the white

"CANCELLED CAUTION" message and the failure title.

NOTE: The EMER CANC inhibition can be manually restored by pressing RCL for more than 3 sec.

ALL

When pressed, all the system pages are displayed successively at 1 second intervals. It also allows, by successive pressing, to display all the system pages one after the other and

to stop on the desired one. This is particularly useful in case of ECAM control panel failure because the ALL function remains available.

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CLR

This comes on as long as a WARNING/ CAUTION message or a STATUS message is present

on the ECAM DU. As long as the CLR pushbutton is on, pressing it will change the ECAM display.

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RCL

When pressed, the WARNING/CAUTION messages which have been cancelled are recalled.

STS

When pressed the STATUS page is displayed.If no STATUS message is present the NORMAL message is displayed during 5 seconds.

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DOOR/ OXY SYSTEM PAGE This page is displayed automatically on ground when the engines are shutdown.

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EIS: ECAM ADVISORY AND FAILURE RELATED MODES

In this module, parameters are given for a CFM engine (For an IAE engine, EPR replaces

N1).Values are given using the metric system. This may be different to your aircraft configuration.

ALERT CLASSIFICATION GENERAL

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

-Level 3: warnings (highest priority) -Level 2: cautions

-Level 1: cautions -Status messages

At each level, the alert messages are also classified by priority order.

LEVEL 3

Level 3 corresponds to an emergency configuration. Corrective or palliative action must be taken by the crew immediately.

-These warnings are associated with:

-Repetitive chime or specific sound, -Warning messages on CRT, -Master Warning light flashing red.

-Typical level 3 warnings are: -Aircraft in dangerous configuration or limit flight conditions (STALL, OVERSPEED).

-System failure altering flight safety (ENGINE FIRE, EXCESS CABIN ALT) -Serious system failure (DUAL HYDRAULIC FAILURE).

LEVEL 2

Level 2 corresponds to an abnormal configuration. Immediate crew awareness is required, but not immediate corrective action. The crew must decide when to take the corrective

action. These warnings are associated with:

-Single chime, -Master Caution light amber, -Warning messages on CRT.

The level 2 system failure has no direct consequence on flight safety.

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ALERT CLASSIFICATION (CONTINUED) LEVEL 1

Level 1 corresponds to a configuration requiring crew monitoring, mainly failures leading to a loss of redundancy or degradation of a system. The attention getters (lights and sounds)

are not activated by a level 1 alert.

STATUS

Some defects which do not trigger warnings or cautions, but which require further maintenance actions, will be indicated to the crew by means of a status indication, pulsing

after engine shutdown. It is necessary to call the status page manually to see the title of the affected system.

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TYPE OF FAILURE GENERAL The failures may be of three different types, independently of their classification. There are

3 separate types of warnings or cautions:

-Those associated with an independent failure, -Those associated with a primary failure, -Those associated with a secondary failure.

INDEPENDANT FAILURE

An independent failure is a failure, which affects an isolated item of equipment or system without affecting another one. Example: Flight Warning Computer 1 failure.

Note: an independent failure is displayed with the title underlined.

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PRIMARY FAILURE

A primary failure is a failure of an item of equipment or system causing the loss of other equipment. Example: Green Hydraulic System failure may lead to the loss of a pair of spoilers.

Note: A primary failure is displayed with a box around the failure

SECONDARY FAILURE

A secondary failure is a loss of an item of equipment or system resulting from a primary failure. Example: loss of a pair of spoilers after an hydraulic system failure. The titles of the system pages corresponding to the secondary failures are indicated on the lower right part

of the E/ WD by an asterisk.

Note: this part can be used if necessary to display heading titles of warnings if the left part of the E/ WD is full.

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ADVISORY

The value of some critical system parameters is B monitored by an advisory mode. When

the value drifts from its normal range, the corresponding SYSTEM page is displayed automatically and the affected parameter pulses. The corresponding key light on the ECAM Control Panel is on.

Example:

The CAB PRESS page will be displayed if the cabin altitude increases above its normal value, but is still well below the threshold of the warning. In this case the crew may revert

to manual pressure control and prevent warning activation.

Note: an advisory may or may not lead to a failure. They are totally independent one from the other. In ECAM MONO Display mode (one ECAM

CRT remaining), a white ADV message pulses in the center of the Engine Warning Display to attract crew attention. As the corresponding system page cannot be displayed

automatically on the SD, the pilot has to fetch the information on the ECAM control panel: the associated key light flashes to indicate which system is concerned.

Note: the system pages presented here are given as an example.

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ECAM WARNING PRESENTATION

In this module, parameters are given for a CFM engine (For an IAE engine, EPR replaces

N1). Values are given using the metric system. The AIRCOND page is given as an example. This may be different to your aircraft configuration. We are in flight in normal configuration. The ECAM displays indicate that all is correct. The cruise page is displayed.

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An aural warning, the single chime, and a visual warning, the MASTER CAUTION, attract

your attention. The Engine/ Warning display indicates the title of the failure and the actions to be taken. On the status and system display, the hydraulic page is called automatically.

The CLR pushbuttons come on and as long as the failure is not cleared, they stay on. On the hydraulic panel the FAULT lights come on, indicating the pushbuttons to release out.

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When you press the Master Caution, it goes off.

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The corrective actions have been taken. All the FAULT lights are off. On the Engine/ Warning display, the messages associated to the corrective action have disappeared. On

the left hand side of the Engine/ Warning display, the result of the failure appears indicating that it is a primary failure. On the right hand side, the secondary failures are

displayed.

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When you press CLR, on the left hand part of the Engine/ Warning display the title of the

failure disappears and MEMO messages come back. The system page corresponding to the first secondary failure is displayed.

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When you press CLR again, the title of the first secondary failure disappears. The system

page associated with the next secondary failure is displayed.

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When you press CLR a third time, the title of the secondary failure disappears. The MEMO

message comes back on the right hand part of the E/ W display. The STATUS page is displayed.

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The STATUS reminder STS indicates that the STATUS page is not empty. When pressed

again, the CLR pushbuttons go off. On the status page, the cruise page comes back. The warning has been cleared. The RCL pushbutton allows the crew to recall warnings.

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ECAM DESCRIPTION/OPERATION

GENERAL ARCHITECTURE

The Electronic Centralized Aircraft Monitoring (ECAM) performs three main functions:

-data acquisition and concentration, -data warning computation, -warning announcement and data display.

Data acquisition is shared between:

-the System Data Acquisition Concentrators (SDACS), -the Flight Warning Computers (FWCS),

-the Display Management Computers (DMCS).

Data warning computation and memo information are achieved by the FWCS. Warning announcement and Data display is made through Loudspeakers and Display Units. The

FWCS provide aural and visual information in order to:

-know, in real time, all the system failures and dangerous configurations with their level of seriousness,

-identify the systems or circuits affected by a failure, -take the appropriate corrective action.

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SDAC The two System Data Analog Computers (SDACS) are identical and interchangeable. They

perform three main functions: -data acquisition,

-data concentration, -data digitalization.

The SDACS acquire, from the aircraft systems, the malfunction and failure data corresponding to caution situations and send it to the FWCS for generation of the

corresponding alert and procedure messages.

The two SDACS acquire and send, to the three DMCS, all the A/ C system signals necessary for the display on the System Display (SD).

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They are also used as data concentrators for other systems (example: FDIU). All the signals (discrete, analog, digital) entering into the SDAC are concentrated and converted

into digital format. They are delivered via the SDAC outputs on ARINCS 429 high speed buses called DATA BUSES. The SDACS operational software is contained in a specific device

called OBRMS (On Board Replaceable Module) in order to facilitate any software modification.

FWCS

The two Flight Warning Computers (FWCS) are identical and interchangeable. They perform three main functions:

- data acquisition, - data warning computation corresponding to warning situations,

- flight phase computation.

The FWCS also generate aural alerts as well as synthetic voices for radio height, automatic call out and other announcements. The FWCS perform acquisition directly from the systems not connected to the SDACS for Red Warnings (Master Warning) computation and

generation, and acquisition of the SDACS DATA BUSES for Amber Warning (Master Caution)

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computation and generation. Each FWCS generates alphanumeric codes corresponding to all texts and messages to be displayed on the ECAM display units.These are:

-system and warning titles,

-procedures associated with the warnings, -status and memos. Each FWCS sends a copy of its own acquisition through an ARINCS 429 bus to the opposite FWCS.

The FWCS outputs are:

-discrete for visual attention getters,

-analog for audio signals, -ARINCS 429 called FWCS DATA BUS, -RS 422 called FWCS MESSAGE BUS.

The FWCS operational software is divided into two main parts, each part corresponding to

an OBRM. Each FWCS includes Built In Test Equipment (BITE) to detect the failures.

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DMCS

The three Display Management Computers (DMCS) are identical and interchangeable. They receive data from the aircraft systems, either directly for some of them or through the

SDACS and FWCS. They decode and process the data in order to display messages or indications on the ECAM display units. The DOCS are divided into four parts:

-data acquisition, -PFD processing channel,

-ND processing channel, -ECAM processing channel, and they can simultaneously drive three DUS (two EFIS and one ECAM).

The Engine Warning Display (EWD) and System Display (SD) receive digital signals from their related DMC through a Master Dedicated Serial Data Link (DSDL). In feedback, the

display units send to their driving DMC, through a FEEDBACK DSDL: -acknowledgment signals,

-DU failure information, -critical parameter feedback signals (example: engine primary parameters from Engine and

Warning Display).

The DMCS are provided with three On Board Replaceable Modules (OBRMS): one for PFD, one for ND and one for ECAM, for software modifications. They are also provided with Built In Test Equipment (BITE) for maintenance operation.

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INTERFACE

The ECAM interface includes: -the ECAM Control Panel (ECP),

-the warning and caution lights, -the loudspeakers,

-the display units.

The ECAM Control Panel is a control and display unit. It transmits the pilot selections to the FWCS and DMCS. It receives the DMCS data in order to illuminate its keys lights. The ECAM Control Panel outputs discrete for the Clear (CLR), Recall (RCL), Status (STS) and

Emergency CANCEL keys wired to the FWCS, and for the ALL key wired to the DMCS. It is also linked to the display units for the brightness control. Both Master warning and Master

caution lights are controlled by each FWCS. The aural warnings and synthetic voices are delivered by the FWCS to the cockpit loudspeakers.

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EFIS

EIS: EFIS CONTROLS PRESENTATION PFD/ ND CONTROL KNOBS

These knobs control the DU brightness. When they are turned OFF the system is

reconfigurated as for a DU failure.

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PFD CONTROLS:

1 BARO REFERENCE DISPLAY WINDOW

2 BARO REFERENCE SELECTOR -OUTER RING: IN HG (inches of mercury) or HPA (hecto Pascal) selector

-INNER KNOB: reference value selection 3 ILS pushbutton, 4 FD OFF pushbutton Two identical control panels are provided for captain and first officer.

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ND CONTROLS

1. OPTIONAL DATA DISPLAYpushbuttons:

- ARPT: Airports - NDB: ADF ground installations

- VOR-D: VOR/ DME ground installations - WPT: Waypoints

- CSTR: Constraints related to the waypoints

2. RANGE SELECTOR 3. MODE SELECTOR

4. ADF/ VOR BEARING SWITCHES

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PFD/ ND TRANSFER PUSHBUTTON

Each action on this pushbutton interchanges the PFD and ND images.

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DMCS SWITCHING

This selector enables switching DMCS 3 on instead of DMCS 1 (CAPT) or DMCS 2 (F/ O).

ECAM/ ND TRANSFER

This selector enables transfer of the ECAM display to the NAVIGATION DISPLAY. The

navigation display is not transferred to the ECAM display.

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EIS: PRIMARY FLIGHT DISPLAY PRESENTATION

The purpose of this module is to identify the main indications of the navigation system on the Primary Flight Display (PFD).

NOTE: In case of avionics VENTILATION BLOWER and EXTRACT FAULT ,the grey background displayed on speed, heading and altitude PFD windows is suppressed in order

to prevent CRTs from overheating( Limitation of tubes consumption).

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ATTITUDE

The attitude data is shown on the artificial horizon on the central part of the display.

SPEED

The airspeed scale shown on the left hand contains all the data of a conventional airspeed indicator plus significant limit protections and target speed.

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ALTITUDE

The altitude scale on the right hand displays the aircraft actual altitude according to the selected baro setting reference.

VERTICAL SPEED

An analog pointer and a digital indication compose the aircraft vertical speed on the extrem

right hand scale.

HEADING

The heading data is shown on the moving horizontal scale.

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TRAJECTORY DEVIATION

The trajectory deviation scales provide guidance help for approach and landing phases.

FLIGHT MODE ANNUNCIATOR

The flight mode Annunciator (FMAS) provides basic information concerning flight management and guidance system operation.

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EIS: NAVIGATION DISPLAY PRESENTATION GENERAL

The objective of this module is to identify the main indications of 7the navigation system on

the Navigation Display (ND) in the various modes.

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ROSE/ ILS

The ROSE/ ILS (Instrument Landing System) display indicates the aircraft situation with the ILS deviation indications.

ROSE/ VOR

The ROSE/ VOR (Very high Omni directional Range) display indicates the aircraft horizontal situation showing the VOR course and deviation.

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PLAN MODE

The PLAN mode displays a true North up oriented static map. The map is Centered on one

of the flight plan waypoints chosen by the pilot through the Multipurpose Control Display Unit (MCDUS) (or any other waypoints on the flight plan). This mode allows flight plan check.

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EIS: EFIS DESCRIPTION/ OPERATION

GENERAL

The Electronic Flight Instrument System (EFIS) performs three main functions: -data acquisition,

-data processing, -data display for both Captain and First Officer.

Acquisition and processing are achieved by the Display Management Computers (DMCS), and data display by the Primary Flight Displays (PFDS) and Navigation Displays (NDS).

DISPLAY MANAGEMENT COMPUTER (DMCS) The three DMCS are identical and interchangeable. They receive data from the aircraft

systems, decode and process it so that it can be displayed on the EFIS displays. The DMCS are divided into four parts:

-data acquisition, -PFD processing channel, -ND processing channel,

-ECAM processing channel.

They can drive simultaneously three DUS (two EFIS and one ECAM). The three DMCS receive aircraft system data on ARINCS 429 buses, and weather radar information on

ARINCS 453 high speed bus. They also acquire some discretes (for example: reconfiguration of the DUS). They send data to the PFDS and NDS through a Master Serial Data Link (DSDL), and weather radar information through four digital buses (one clock and

three olors).

The DMCS are provided with three On Board Replaceable Modules (OBRMS) for software modifications, and Built In Test Equipment (BITE) for maintenance operations.

ELECTRONIC FLIGHT INSTRUMENT SYSTEM (EFIS) CONTROL PANEL

The EFIS Control Panels, which are part of the Flight Control Unit, are linked to the DMCS

by ARINCS 429 buses. The Captain EFIS Control Panel supplies DMCS 1 and DMCS 3, whereas the First Officer EFIS Control Panel supplies DMCS 2 and DMCS 3.

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DISPLAY UNIT

The Display Units (DUS) are identical and interchangeable. Each DU receives digital signals

from its related DMCS through a Master DSDL, and through four digital buses for the weather radar link. They also receive ,analog and discrete signals from the EFIS switching panels. The Master DSDL transmits the drawing parameters and re- initialization of the

DUS. In turn, the display units send back some feedback signals to their driving DMCS. The feedback signals are sent to the DOCS through a FEEDBACK DSDL. The feedback

information is: -acknowledgment signals, DU failure information,

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

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EIS : EIS ABNORMAL OPERATION

FAILURE OF ONE EFIS DU

In case of EFIS Display Unit failure the PFD image has priority over the ND image. The PFD is displayed on the remaining Display Unit.

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FAILURE OF THE ENGINE/ WARNING DU

The ENGINE/ WARNING display is automatically transferred to the lower ECAM DU,

replacing the System/Status display. All ECAM information and SYSTEM/ STATUS pages are available on this single display. This configuration is called "ECAM MONO DISPLAY". The ENGINE/ WARNING display has priority over the SYSTEM/ STATUS display.

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FAILURE OF BOTH ECAM DUS

All the ECAM images are lost momentarily. However the crew can recover the E/ W image by using the ECAM/ ND XFR rotary selector. The E/ W image will then be displayed instead

of the ND. This configuration is called "ECAM MONO DISPLAY" because all ECAM information is available on a single display. ECAM/ ND transfer shall be performed to get the ENGINE/ WARNING image back.

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FAILURE OF ONE DOCS

The crew will select DMCS 3 to replace the failed DMCS. The following message with the action to be performed is indicated on the E/ W display:

- EIS DMCS 1 FAULT - EIS DMCS SWITCH.... CAPT or EIS DMCS 2 FAULT

- EIS DMCS SWITCH.... F/ O depending on the faulty DMCS.

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FAILURE OF DMCS 1+ 3

The ECAM system page can temporarily be displayed instead of the ENGINE/ WARNING

image by manual page call. - Loss of PFD and ND images on CAPT instrument panel.

- Loss of ECAM system page.

ECAM in MONO DISPLAY. Master CAUTION light comes on. The following message is displayed: EIS DMCS 1+ 3 FAULT.

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ECAM CONTROL PANEL FAILURE

The EMER CANC, CLR, ALL and STATUS functions remain available. The remaining functions allow utilization of the EIS system.

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FAILURE OF ONE SDAC

There is no operational consequence due to the redundancy of the EIS system. The

following message is displayed: FWS SDAC 1 FAULT or FWS SDAC 2 FAULT depending on the faulty SDAC.

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FAILURE OF SDAC 1+ 2

Loss of amber warnings. The following message is displayed:

- FWS SDAC 1+ 2 FAULT -MONITOR OVERHEAD PANEL

-ECAM ENG FUEL F/ CTL WHEEL SYS PAGES AVAIL

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FAILURE OF ONE FWCS

There is no operational consequence due to the redundancy of the EIS system. The following message is displayed: FWS FWC 1 FAULT or FWS FWC 2 FAULT depending on the

faulty FWCS.

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FAILURE OF FWCS 1+ 2 Loss of aural warnings. Loss of text messages on E/ W display.

Loss of attention getters. The DMCS receives no data from the FWCS and displays the following message:

FWS FWCS 1+ 2 FAULT -MONITOR SYS -MONITOR OVERHEAD PANEL.

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EIS : DMC ARINC BUS RECONFIGURATION

GENERAL

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

FWC

Each DMC receives both Flight Warning Computer (FWC) 1 and 2 data buses. ]The DMCS preferably work with the FWC1 data. If a warning is detected when FWC1 is sending Data

to the DMCS on its Data bus, the DMCS will switch automatically to the FWC 2 Data bus.

NOTE: the ARINC 429 buses are not used by the FWCS to send MEMO messages to the DMCS (use of RS 422 buses).

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SDAC

Each DMC receives and processes the data from each of the two System Data Acquisition

Concentrators (SDACS). The DMCs use SDAC1 data providing it is valid. If the data is not valid or if SDAC 1 is not valid, the DMCS will use the data from SDAC 2. The switching is automatic.

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DMCS OUTPUT BUSES

Each DMA transmits data on two ARINC 429 buses:

-one high speed switched bus, -one low speed unswitched bus.

When a pilot sets the EIS DMC Selector Switch to CAPT/3 (or F/O/3), DMCS 1 (or DMC 2)

sends, through its outputbus, the data received from DMC 3. The switching is done inside DMC 1 (or DMC 2).

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WEATHER RADAR

Each DMCS receives the Weather Radar Transceivers data via two ARINC 453 data buses

(D1 and D2). The DMCS convert the ARINC 453 bus into four digital buses (one CLOCK and three COLORS- B0- B1- B2) which are connected to each EFIS DUS.

As only one Weather Radar Transceiver is in operation at a time, the DMCS process information from the one in operation.

The W/ R ENABLE discrete disables the W/ R operation if both pilots select the PLAN mode. DMCS 1 normally works with Data 1 buses which correspond to the CAPT range selection;

DMCS switches to DATA 2 buses with F/ O Range Selection in case of FMGC 1 failure. It is the same operation for DMCS 2.

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EIS : EIS WARNINGS

FWC 1( 2) FAULT

As two identical Flight Warning Computers (FWCS) are provided, ECAM operation is not affected. FWC 1+ 2 FAULT In this case, only an ECAM message is provided. There is no MASTER light and aural warning as they are generated by the FWCS. The crew has to

closely monitor the aircraft systems through the overhead panel or ECAM system pages.

SDAC 1( 2) FAULT As two identical System Data Acquisition Concentrators (SDACS) are provided, ECAM

operation is not affected.

SDAC 1+ 2 FAULT Amber warnings are lost. The crew has to closely monitor the overhead panel. ENG, FUEL,

F/ CTL and WHEEL ECAM system pages remain available.

DMC 1( 2) FAULT The Captain PFD and ND data, and the ECAM System Display data are lost. The Captain has

to transfer to Display Management Computer (DMC) 3 to recover the three Display Units (DUS).

DMC 1+ 3 FAULT

The captain PFD and ND data, and the ECAM System Display data are definitively lost. The ECAM is in MONO display.

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

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EIS : EIS COMPONENTS

DISPLAY UNITS (DUS) IDENTIFICATION

FIN: 2W T1, 2W T2, 3W T1, 3W T2, 4W T1 , 4W T2 LOCATION

ZONE: 211, 212

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DISPLAY MANAGEMENT COMPUTERS (DMCS)

IDENTIFICATION FIN: 1W T1, 1W T2, 1W T3

LOCATION ZONE: 127, RACK 85 VU (DM C1, DM C3) 128, RACK 86 VU (DM C2).

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FLIGHT WARNING COMPUTERS (FWCS) IDENTIFICATION

FIN: 1W W1, 1W W2 LOCATION ZONE: 127, RACK 85 VU (FW C1) 128, RACK 86 VU (FW C2).

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SYSTEM DATA ACQUISITION CONCENTRATORS (SDACS) IDENTIFICATION

FIN: 1W V1, 1W V2 LOCATION ZONE: 127, RACK 85 VU (SDAC 1) 128, RACK 86 VU (SDAC 2).

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LOUDSPEAKERS IDENTIFICATION

FIN: 7W W , 8W W LOCATION

ZONE: 211, 212

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CLOCK (AIR PRESICION)

CLOCK: ELECTRICAL CLOCK PRESENTATION GENERAL

The Electrical Clock is located on the right center instrument panel and provides Universal Time Coordinated (UTC), Elapsed Time (ET), Chronometer and Date.

The clock provides Universal Time Coordinated via an ARINC 429 format bus for: - The Centralized Fault Display Interface Unit (CFDIU),

- the Flight Data Interface Unit (FDIU) and - 2 Flight Management and Guidance Computers (FMGCS).

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UNIVERSAL TIME COORDINATED (UTC) AND DATE

The Time and Date are displayed in digital form by two digits for the hours and months, two digits for theminutes and days and two digits for the seconds and years. The UTC selector has three positions which provide the following functions:

-GPS: the clock is synchronized on the GPS signal.

-INT: the clock is running in internal mode using its own time base. -SET: setting of UTC or DATE.

Time and Date setting is performed using the SET turn and push button. The SET turn and push button provides the following functions:

-In normal mode, the date is displayed each time the SET button is pressed. -In setting mode, the time and date is adjusted by turning and pushing the SET button.

For example: UTC=15 hr 42 min 28 sec.

ELAPSED TIME (ET)

The Elapsed Time is displayed in digital form by two digits for the hours and two digits for the minutes. It can totalise up to 99 hours and 59 minutes. Elapsed time operation is

controlled by the ET selector. The Elapsed Time selector has three positions:

-RUN (stable position): the counter runs. -STP (stable position): the counter stops, display is frozen. -RST (spring loaded position): the counter is reset to zero and displays go off.

For example: ET =00 hr 34 min.

CHRONOMETER

The Chronometer information is displayed in digital form by two digits for the minutes and

two digits for the seconds. The Chronometer is operated using the CHR pushbutton. A first press on the CHR pushbutton starts the chronometer, a second press stops it and freezes the display, and a press on the RST pushbutton resets it and the display goes off. For

example: CHR= 37 min

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CLOCK: ELECTRICAL CLOCK UTILIZATION TEST

To test the clock, the annunciator light switch must be set to TEST.

Then all the displays should show eight. UNIVERSAL TIME COORDINATED (UTC) AND DATE

When the clock is in normal configuration it displays the time. The date is displayed by

pressing the SET turn and push button when the time of the day is displayed. By pressing the SET turn and push button once more the time of the day will be displayed again.

UNIVERSAL TIME COORDINATED (UTC) SETTING

The setting of the UTC is done with the UTC selector. When the selector is in SET position, the second digits are blanked, the minute digits flash and the hour digits are frozen. By rotating the SET button clockwise the minutes increase, anticlockwise the minutes

decrease. By pushing the SET button the hours flash, the minutes are frozen and the seconds are blanked.

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By turning the SET button, hours can be adjusted. When the UTC selector is moved from SET to INT the clock starts running from the adjusted time with the second digits at 00.

When the UTC selector is in GPS position, the clock is synchronized on the GPS time,if a GPS signal is present.

DATE SETTING

The setting of the date is done with the UTC selector. By pressing the SET button, the date is displayed. By setting the UTC selector in SET position, the year digits flash and the

month and day digits are frozen. By turning the SET button clockwise or anticlockwise, years can be modified to obtain the chosen value. By pushing the SET button, the months and days can be adjusted in the same way.

CHRONOMETER

A first press on the CHR pushbutton starts the chronometer, a second press stops it and freezes the display, and a press on the RST pushbutton resets it.

ELAPSED TIME

To activate the ET function, the ET selector must be set to RUN. When set to STP, the ET counter stops, and the display is frozen. To reset the display, the selector must be set to

RST(spring loaded position) and it returns to STP.

FAILURE

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

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CENTRALIZED FAULT DISPLAY

C F D S : ON BOARD MAINTENANCE FACILITIES ACQUISITION.

The acquisition of aircraft system data is performed by 4 major electronic systems : -the Electronic Centralized Aircraft Monitoring (ECAM) system which monitors the

operational data in order to display warnings and system information, -the Digital Flight Data Recording System (DFDRS) which is mandatory and records aircraft

operational parameters for incident investigation purposes, -the Aircraft Integrated Data System (AIDS) which records aircraft parameters for engine condition, APU condition and aircraft performance monitoring.

-the Centralized Fault Display System (CFDS) which monitors the BITE data in order to record the system failures.

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CONSOLIDATION

In normal operation, the ECAM permanently displays normal aircraft parameters and the DFDRS permanently records aircraft system parameters. When an anomally is detected by

an aircraft system, the ECAM displays the abnormal parameter or function and its associated warning and the CFDS records the failure information detected by the system BITE.

RETRIEVAL

All the information can be retrieved through : - the cockpit Multi- purpose Control Display Unit. - the ECAM displays.

- the cockpit printer. - the recorders.

ANALYSIS

Maintenance operations can be divided into 3 groups :

-minor trouble shooting which is performed with the help of the ECAM and the CFDS through the MCDUSand printed reports. -in- depth trouble shooting which is performed with the help of the CFDS through the

MCDUs and printed reports. -long term maintenance which is performed with the help of the AIDS through printed

reports and recorded data.

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CFDI: BITE PHILOSOPHY

GENERAL

A system is composed of LRUSwhich can be: computers, sensors, actuators, probes, etc. With the new technology, most of these Line Replaceable Units (LRUs) are controlled by digital computers. For safety reasons, these LRUs are permanently monitored, they can be

tested and troubleshooting can be performed. In each system, a part of a computer is dedicated to these functions: it is called Built-In Test Equipement. Sometimes, in multi-

computer systems, one computer is used to concentrate the BITE (Built- In Test Equipment) data of the system.

BITE During normal operation, the system is permanently monitored: internal monitoring,

inputs/ outputs monitoring, link monitoring between LRUs within the system.

FAULT DETECTION

- If a failure occurs, it can be permanent (consolidated) or intermittent.

ISOLATION

After failure detection, the BITE is able to identify the possible failed LRUs and can give a snapshot of the system environment when the failure occured.

MEMORIZATION All the information necessary for maintenance and troubleshooting is memorized in a on

Volatile Memory (NVM).

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TEST

The test function can be divided into 4 groups.

POWER UP TEST

The power up test is first a safety test. The purpose of a safety test is to ensure compliance with the safety objectives. It is executed only on ground after long power cuts (more than

200 ms). Its duration is function of the system which is not operational during the power up test. If the aircraft is airborne, the power up test is limited to a few items to enable a quick return to operation of the system. The typical tasks of a power up test are: test of

microprocessor, test of memories, test of ARINC 429 and various I/O circuits, configuration test.

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CYCLIC TESTS

These tests are carried out permanently. They do not disturb system operation. The typical

tasks of a cyclic test (also called IN OPERATION TEST) are: Watchdog test (a watchdog is a device capable of restarting the microprocessor if the

software fails) and RAM test. Permanent monitoring is performed by the operational program (e. g. ARINC 429 messages

validity).

SYSTEM TEST

The purpose of this test is to offer to the maintenance staff the possibility to test the system for troubleshooting purposes. This test can be performed after the replacement of a LRU in order to check the integrity of the system or sub-system. It is similar to the POWER-

UP TEST but it is more complete. It is performed with all peripherals supplied.

SPECIFIC TESTS

For some systems, specific tests are available. The purpose of these tests is to generate stimuli to various command devices such as actuators or valves. They can have a major

effect on the aircraft (automatic moving of flight control surfaces, engine reverser).

NEW CONCEPT

The BITE information stored in the system BITE memories is sent to a centralized maintenance device. The manual tests (SYSTEM TEST and SPECIFIC TESTS) can be

initiated via this centralized maintenance device. Its main advantages are: - Single interface location (cockpit).

- Easy fault identification. - Reduction of the troubleshooting duration.

- Simplification of the technical documentation. - Standardization of the equipment.

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CFDS: CFDS PRESENTATION

CFDIU The Centralized Fault Display Interface Unit (CFDIU) receives failure messages from the

aircraft systems. It memorizes and manages them. Information is available in various reports. The Centralized Fault Display Interface Unit consists of two distinct channels:

- A NORMAL CHANNEL which ensures all the functions. - A STANDBY CHANNEL, which permits, restricted operation when the normal channel is

faulty.

BITE The BITE is a function incorporated in the computers which detects, localizes and

memorizes failures. All systems including a Built In Test Equipment (BITE) are connected to the CFDIU.

ECAM

The ECAM monitors the aircraft systems. The warning information is delivered to the Centralized Fault Display System.

FWC Flight Warning Computer All types of failures except secondary failures are sent to the

CFDS.

MCDU The Multipurpose Control and Display Unit (MCDU) is a display unit and a keyboard used by the CFDS to display and interrogate BITE and to initiate system tests. Both MCDUs

(Multipurpose Control and Display Unit) are connected to the CFDS. You can only use the CFDS on one MCDU at a time.

PRINTER The PRINTER is used for printing information automatically or on request.

MDDUs

The Multipurpose Disk Drive Unit(MDDU) is used to load the filter data base in the CFDIU.

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CFDS : FAUL PROCESSING

BITE

Most aircraft system computers are equipped with a Built- In Test Equipment (BITE). The

BITE monitors permanently the system operation. When a failure is detected, it is stored in the BITE memory and is transmitted to the Centralized Fault Display Interface Unit (CFDIU). Memorization of the 64 previous legs report is done by most of the BITEs.

MEMORIZATION Memorization of failures is different when the aircraft is on ground or in flight. The full BITE

functions and memorization operate in flight. On ground, the memorization is done only in the BITEs. The BITEs are provided with flight and ground memory zones.

CFDIU The CFDIU centralizes all information concerning aircraft system failures. Reading or

printing of all the failure information is done in the cockpit. The CFDS (CFDIU + BITEs) functions are accessed through the Multipurpose Control and Display Units (MCDUs).

NORMAL MODE- MENU MODE

Two CFDS modes are available. The NORMAL MODE is always active except on ground

when the MENU MODE is selected.

NORMAL MODE

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

MENU MODE In this mode, the CFDIU dialogues with one computer at a time in order to read the

contents of its BITE memory and to initiate various tests. This mode can only be selected on ground and interrupts the normal mode of operation.

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LAST/ CURRENT LEG REPORTA CURRENT LEG REPORT is elaborated during the flight. After the flight, its title becomes

LAST LEG REPORT. The purpose of this item is to present the failure messages, concerning all systems, occured during the last/ current flight. 000 message contains the test of the

failure, the ATA reference and the flight phase and time at which the failure occurred. A function correlates the "source" failure message with the "resulting" failure messages.

SOURCE: Name of system affected by a failure.

IDENTIFIER: Name of system affected by an external failure, which is correlated with the "SOURCE" failure. The CFDIU capacity for failure messages memorization is up to 40 lines.

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LAST/ CURRENT LEG ECAM REPORT

A CURRENT LEG ECAM REPORT is elaborated during the flight. After the flight, its title

becomes LAST LEG ECAM REPORT. The purpose of this item is to present the warning messages displayed on the upper ECAM display unit during the last/ current flight.

These are primary or independent warnings. Each message contains the ECAM warning, the ATA reference and the flight phase and time at which the warning was triggered.

When several identical and consecutive warnings are transmitted, the CFDIU memorizes

the first occurrence only and carries on counting with a maximum of 8. The occurrence counter is displayed between brackets at the end of the message. The CFDIU capacity for warning messages memorization is up to 40 lines.

POST FLIGHT REPORT The POST FLIGHT REPORT (PFR) is the sum of the LAST LEG REPORT and of the LAST LEG

ECAM REPORT. The POST FLIGHT REPORT can only be printed on ground. The list of ECAM WARNING MESSAGES and FAULT MESSAGES with the associated time, flight phase and

ATA reference allow the maintenance crew to make a correlation for easier troubleshooting. Beginning of PFR recording:

-If flight number inserted prior to first engine start, first engine start + 3 minutes, If not, aircraft speed > 80 knots. End of PFR recording: Aircraft speed <80 knots +30 seconds.

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INTERNAL/ EXTERNAL FAILURES Each BITE can make the difference between an internal and an external failure. Let us

suppose that an angle of attack sensor failure has been detected and that systems A, B and C are affected by this failure. The Air Data System will transmit an internal failure while

systems A, B and C will transmit an external failure. FAILURE GRAVITY

The failures are classified according to their importance:

-Class 1 failures are the most serious ones and require an immediate maintenance action subject to the Minimum Equipment List (MEL).

-Class 2 failures may have consequences if a second failure occurs. A maintenance action is necessary at the next adequate opportunity.

-Class 3 failures can be left uncorrected until the next scheduled maintenance check.

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MCDU DESCRIPTION

1.) The brightness knob enables the brightness of the display to be adjusted. When turned on for the first time, the aircraft current status page is displayed.

2.) By pressing the MCDU menu key, the MCDU menu page is displayed, and any one of the systems connected to the MCDU can be selected. The green color indicates the system already in dialogue with the MCDU. The other systems are displayed in white.

3.) A multiple page display is indicated by an arrow in the right upper corner of the screen. In this case the NEXT PAGE key must be used to give access to the various pages of the

display. The NEXT PAGE key can be used as long as the arrow is displayed. 4.) Some displays contain too much data for a single page. In these instances, vertical scroll keys can be used to scroll display, up or down. The scroll keys can be used as long as

these arrows are displayed. 5.) Twelve line select keys, six on the left and six on the right, give access to a page or a

function. The line select keys permit access to a page or a function when these symbols appear (>,<,*). They are identified as 1L to 6L on the left, and 1R to 6R on the right. 6.) The MCDU MENU annunciator comes on white when a system connected to the MCDU

requests to be displayed. 7.) The CRT contains 14 lines, each having 24 characters. The top line is used as title line

and the bottom one, is the scratchpad. Two character size can be used, as well as various colours: white, cyan, green, amber. Various symbols < - > * → ↑ ↓ can be displayed to

indicate special functions.

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AICRAFT SYSTEMS TYPE

TYPE 1 SYSTEMS Most systems are type 1 systems. These systems can memorize failures occured in the last 64 flight legs. Type 1 systems are connected to the Centralized Fault Display Interface Unit

(CFDIU) via an ARINC 429 input bus and an ARINC 429 output bus.

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

MULTI COMPUTER The second configuration in TYPE 1 includes several computers in the same aircraft system.

One computer concentrates the maintenance data of the other computers. Example: Flight Management and Guidance Computers (FMGC) and Flight Augmentation Computer (FAC) with FMGC 1 as A , FMGC 2 as B and FAC 1 as C .

DUPLICATED SYSTEM

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

TYPE 2 SYSTEM Type 2 systems memorize only failures from the last flight leg. The discrete signal is

provided to initiate the test of the system. Example: Avionics Electronic Ventilation Computer (AEVC)

TYPE 3 SYSTEM TYPE 3 systems are simple systems linked to the CFDS by only two discrete signals.

Type 3 systems cannot memorize failure messages. The discrete input permits to initiate the test or reset. The discrete output indicates if the system is OK or not. Example:

Transformer Rectifier Unit (TRU).

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FAILURES CLASSIFICATION

CFDS: FAILURE CLASSIFICATION CLASS 1 Class 1

failures have an operational consequence on the flight. You can display the class 1 failures

on the Multipurpose Control and Display Unit (MCDU): - in the LAST (or CURRENT) LEG REPORT. - in the LAST (or CURRENT) LEG ECAM REPORT.

Refer to the Minimum Equipment List (MEL): "GO", "GO IF" or "NO GO".

CLASS 2 Class 2 failures have no immediate operational consequence and can be displayed on

request on the ECAM STATUS page, under the MAINTENANCE title. You can display the class 2 failures on the MCDU:

- in the LAST (or CURRENT) LEG REPORT. - in the LAST (or CURRENT) LEG ECAM REPORT.

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A class 2 failure has to be repaired within 10 days. Refer to the MEL: "GO" without condition. The example given here concerns a single smoke detector fault in the Smoke

Detection Control Unit (SDCU).

CLASS 3

Class 3 failures have no operational consequence. All aircraft systems remain available. You can display the name of the systems affected by at least a class 3 failure in the AVIONICS

STATUS. Do not refer to the MEL. Class 3 failures have no fixed time for correction. However, correction is recommended to improve the dispatch reliability.

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SYNTHESIS

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

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CFDS: CFDS REPORTS

GENERAL

On ground, all the functions are available. In flight, only CURRENT LEG REPORT and CURRENT LEG ECAM REPORT are available. Note that the CFDS menu comprises two pages.

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LAST/ CURRENT LEG REPORT

The LAST LEG REPORT displays failure information delivered by the BITEs of the aircraft systems. It can store up to 40 failures occurred during the last leg. Pressing the SFCC

channel 1 (3L) line key allows access to the corresponding IDENTIFIERS page. The Last Leg Report displays the internal failures (class one and two) only. The SOURCE/ IDENTIFIERS page displays the list of systems affected by the source failure, which is an external failure

for them. On the ground, the title of this item is "LAST LEG REPORT". In flight, it is "CURRENT LEG REPORT". When the report is displayed on several pages, an arrow appears

on the top right- hand corner. The NEXT PAGE key permits to see the following pages. If you select the NEXT PAGE key on the last page, you come back to the first page. When you select the PRINT line key, all the LAST LEG REPORT is printed, even if it contains several

pages.

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LAST/ CURRENT LEG ECAM REPORT

The LAST LEG ECAM REPORT displays the list of ECAM warning messages sent to the CFDIU

by the flight warning computers. It can store up to 40 warnings occurred during the last leg. On ground, the title of this item is LAST LEG ECAM REPORT, in flight it is CURRENT LEG ECAM REPORT. DOCUMENTARY DATA appears on the print report.

- the A/ C identification,

- date and GMT, - the flight number, - the city pair.

All the report is printed.

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PREVIOUS LEGS REPORT

At each new flight leg, the content of the LAST LEG REPORT is transferred into the

PREVIOUS LEGS REPORT. This report can store up to 200 failures over the last 64 flight legs. The PREVIOUS LEGS REPORT is displayed only on ground. Each failure message contains the same kind of data as the LAST LEG REPORT:

i. e. : FEB 22 1312 22- 00- 00 NO FAC 1 DATA (INTM) It also contains a flight leg counter

relative to the previous flight. XX is the number of flight legs before the last flight leg. i. e. 01 (previous leg). (INTM) means that the failure has occurred intermittently. When you make a print of the PREVIOUS LEGS REPORT, only the displayed page is printed.

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AVIONICS STATUS The AVIONICS STATUS presents the list of systems which are currently affected by a

failure. This function is only available on ground. The information presented is permanently updated. The message contains the name of the system presently affected by a failure, i. e. VHF3 or a NO X DATA message when the related system

bus is not active. i. e. NO ILS 2 DATA The AVIONICS STATUS also indicates the class 3 failures. (Class 3) means that the system is affected by at least one class 3 failure.

Note that there could also be class 1 or 2 failures. When you make a print, all the AVIONICS STATUS report is printed even if it contains several pages.

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SYSTEM REPORT/ TEST

The SYSTEM REPORT/ TEST function is available on the ground only. It enables a dialogue between the CFDS and one system computer. The SYSTEM REPORT/ TEST presents the list of all the systems connected to the Centralized Fault Display

Interface Unit, in ATA chapter order. An example of each system type is available:

- in L/ G for type 1 systems, - in AIRCOND for type 2 systems, - in ELEC for type 3 systems.

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

Type 1 systems are the most common systems. The menu they present depends on the system itself. Now, you are in MENU mode. The menu is transmitted by the system itself.

You talk directly with the system. The menu includes three basic functions: - the LAST LEG REPORT,

- the PREVIOUS LEGS REPORT, - the LRU IDENTIFICATION,

and optional functions, depending on the system for example - TROUBLE SHOOTING DATA, - CLASS 3 FAULTS,

- TEST, - GROUND SCANNING.

* Last leg report This function presents the internal and external failure messages concerning this system that appeared during the last flight. These failure messages contain the name of the failed

LRU associated with the time at which the failure occurred and the ATA reference. * Previous legs report

This function presents the internal and external failure messages concerning this system that appeared during the previous 64 flights. The failure messages contain the name of the failed LRU associated with the time and date at which the failure occurred, the flight

number (- 00 to -63) and the ATA reference.

* LRU Identification This function presents the PART NUMBER of the LRUs.

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

*Trouble shooting data This item presents complementary information concerning the failures for trouble shooting

at level 3 (engineering maintenance). These messages contain data constituting a snapshot of the system environment at the moment of the failure or contain parameters internal to the computer (Aircraft configuration, valve positions,...).

This information is presented on MCDU in hexadecimal language. When required, the TSM gives the interpretation of the message.

*Class 3 faults This item presents class 3 failure messages concerning this system that appeared during

previous flights. These failure messages contain the name of the equipment affected by a class 3 fault associated with the time, the date, the flight number and the ATA reference.

*TEST This item initiates system tests and displays the test results on the MCDU. The CFDIU

transmits the code of the line key (TEST) to the system. The system BITE executes its test and may display a wait message to the CFDIU when the test lasts for a long time. At the

end of the test, the BITE transmits the test results to the CFDIU for display. *Ground scanning

This item presents the internal and external failures concerning this system and which are present when the request is made (on ground only). This report is established by forcing

operation of the BITE in system normal mode (same BITE operation as in flight).

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SYSTEM REPORT/TEST-AEVC(TYPE 2 SYSTEM)

Type 2 systems present a menu with one basic function, the LAST LEG REPORT and optional functions depending on the system. You are in PSEUDO- MENU mode. The menu

is transmitted by the CFDIU. You do not talk directly to the system. The system permanently transmits its data on the system bus, and the CFDIU reads them, except for the test. The menu includes one basic function:

- the LAST LEG REPORT, and optional functions depending on the system, for example here - TEST,

- CLASS 3 FAULTS.

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

Type 3 systems present only one function on their menu. Type 3 systems have no MENU mode. The available functions are displayed by the CFDIU. The only possible functions are

TEST or RESET. When you make a test or a reset, the CFDIU initiates the test or the reset, receives the result and displays it on the MCDU.

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POST FLIGHT REPORT

The POST FLIGHT REPORT is the sum of the LAST LEG REPORT and of the LAST LEG ECAM

REPORT. It is only available on the printer. ECAM WARNINGS display the LAST LEG ECAM REPORT. FAULT MESSAGES display the LAST LEG REPORT.

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GMT/ DATE INIT

The GMT/ DATE INIT function is available only in case of clock failure and CFDIU power

interrupt. In normal operation, the CFDIU receives the time from the clock. In the event of main clock failure, the CFDIU transmits the time and the date using its internal clock. Re initialization of the time and the date will be only necessary after a power cut-off. It shall

be carried out on MCDU trough the GMT/ DATE INIT function. GMT and date are entered using the scratchpad.

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BACKUP MODE

The BACKUP MODE function is only automatically displayed in case of CFDIU failure. It enables access to the functions of the backup channel. The BACKUP MODE function

is added to the CFDS main menu in case of minor failure. If the failure is serious, when the CFDS item is selected in the MCDU MENU, the CFDS BACKUP MODE is directly displayed on the MCDU. In flight, no function is available. On ground, the only function possible is

SYSTEM/ REPORT TEST. This function is available for the main systems only.

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ACARS/ PRINT PROGRAM

This item allows automatic transmission, via the ATSU, or printing of the following functions:

-Post Flight Report, -Real time failures, -Real time warnings and

-Avionics data. If "YES" is selected for the send and print columns, the CFDIU will automatically transmit or

print the Post Flight Report at the end of the flight or the failures and warnings in real time. For avionics data, "YES" in the send column, means that the system pages will be sent to the ground when the operator requests a print. A star beside "YES" or "NO" means that

these items are modifiable. The programming of the send column is provided by the ATSU and the programming of the print control for the avionics data, is provided by the system

itself.

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PFR FILTER PROGRAM

The purpose of this function is to improve the operational use of the POST FLIGHT REPORT (PFR) by filtering all the spurious or injustified failures/ messages. It concerns the PFR

printed at the end of the flight as well as the real- time failure and warning information transmitted by the ATSU. Filter Activated The filter data base is activated after correct uploading. It can be deactivated then activated again through the 2L line key. This data

base is a copy of the SIL (Service Information Letter) 0028 under diskette form. It must be periodically updated. Print Filter Content This function enables printing of the maintenance

filter data base.

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CFDS PHASES

GROUND/ FLIGHT TRANSITION Transition to flight (Event "1") is defined "at the soonest" or "at the latest" depending on

whether the flight number has been entered by the crew before take-off or not. Event "1":

-" At the soonest": First engine start + 3 minutes if flight number entered prior to first engine start. -" At the latest": Aircraft speed > 80 knots if flight number not entered prior to first engine

start. At event "1", the leg number is incremented.

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

NOTE: Type 2 systems are only considered in flight from 30 seconds after lift

off up to touch down. In flight, the system Built-In Test Equipment (BITEs) ensures: -detection (Type 1/ 2/ 3 systems) and memorization in their flight memory

(Type 1/ 2 systems only as type 3 system BITEs do not have any memory) of internal and external faults, -transmission to the Centralized Fault Display Interface Unit (CFDIU) of internal and

external faults for memorization and establishment of the CURRENT LEG REPORT. This "in flight" phase corresponds to the Post Flight Report (PFR) recording time (Beginning

and end of fault and ECAM warning message memorization in the CFDIU).

FLIGHT/ GROUND TRANSITION Transition to ground occurs when, after touch down, the aircraft speed has been below 80 knots for 30 seconds. At this time, the CURRENT LEG REPORT is renamed under the title

LAST LEG REPORT and is stored in the PREVIOUS LEGS REPORT.

NOTE: As the leg has not changed, the content of the LAST LEG REPORT is identified in the PREVIOUS LEGS REPORT under the LEG-00.

"ON GROUND" PHASE On ground, the system BITEs ensure:

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-detection (Type 1/ 2/ 3 systems) and memorization in their ground memory (Type 1/ 2

systems) of internal faults only, -transmission to the CFDIU of internal faults for monitoring and establishment of the

AVIONICS STATUS. All CFDS functions (e. g. PFR printing) are available on request through the Multipurpose Control and Display Units (MCDUs).

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CFDS: CFDIU FUNCTIONS

MAIN FUNCTIONS MEMORY

The CFDIU stores the failure messages and the ECAM warning messages in a Non Volatile Memory.

MANAGEMENT The CFDIU manages failure information and adds data such as GMT, DATE, ATA chapter,

LEG, FLIGHT PHASE to elaborate reports. CORRELATION

If a computer internal failure is detected, the CFDIU achieves a correlation function that means it isolates or ignores the malfunctions of systems relating to this failure.

Example : "ADC FAILURE" causes "NO DATA FROM ADC" in other computers. The CFDS will present only the initial failure in the last leg report. The function "IDENT" will then present the systems affected by this failure.

MONITORING

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

DETECTION

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

- Internal Ex : "SDAC FAULT" - External Ex : "FWC 1: NO DATA FROM ADIRU1" - Intermittent (INTM) added

- Class 3 (CLASS 3) added.

INTERFACES CLOCK The CFDIU permanently receives the GMT and the date from the aircraft clock and then sends these two parameters to all type 1 systems. The GMT and date are used by the

system BITEs as well as the CFDIU for the various maintenance reports. FAC (Flight Augmentation Computer) The CFDIU receives the flight number and city pair from the

Flight Augmentation Computer. The city pair (FROM/ TO airport) is sent to the Air Traffic Service Unit (ATSU) and to the Data Management Unit (DMU). The CFDIU counts the number (maximum 8) of identical and consecutive ECAM warning

messages and records in the "LAST LEG ECAM REPORT". FDIU (Flight Recorders-DFDR) The CFDIU receives the aircraft identification from the Flight Data Interface Unit and sends this

parameter to all type 1 systems.The CFDIU is used as an interface between the Flight Data Interface Unit (FDIU) and the Flight Warning Computer (FWC) to send some FDIU class 2 failures to the FWC in order to constitute the maintenance status.

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INTERFACES (cont’d) FWC (ECAM) The CFDIU receives the flight phases and ECAM warnings from the Flight

Warning Computer. The ECAM warnings are used by the CFDIU to generate the LAST or CURRENT LEG ECAM REPORT. Only PRIMARY failures, INDEPENDENT failures and CLASS 2 failure messages (Maintenance

status) are received.

DMU (AIDS) The CFDIU is used as an interface between the Data Management Unit and the Flight Warning Computer to send some DMU class 2 failures.

DMU class 2 failures are used for the maintenance status on the ECAM. DMC (EIS) The CFDIU receives the Engine Serial Number from the Display Management Computer (DMC)

and sends this parameter to the Engine Vibration Monitoring Unit (EVMU). ATSU

The ATSU receives the city pair from the Flight Augmentation Computer through the CFDIU. The CFDIU can send real time failures and ECAM warning messages to the Management

Unit. It can also send the PFR (Print Flight Report) to the ATSU at the end of the flight.

EVMU (Engine Vibration Monitoring Unit) The EVMU receives the Engine serial number from the Display Management Computer through the CFDIU.

The Display Management Computer receives it from the Engine Control Unit (ECU) for CFM engines or Electronic Engine Control (EEC) for IAE engines.

ABNORMAL OPERATION CLOCK BACKUP If the aircraft clock fails, the CFDIU takes over and its internal clock sends GMT and DATE

on the output bus to all type 1 systems. Upon power-on after A/ C clock failure, the item" GMT/ DATE init is added to the CFDS

menu. This option enables GMT and date initialization. BACKUP MODE

In BACKUP MODE, only the main computers are available and only the "SYSTEM REPORT/ TEST" function is available. In the event of main channel failure :

- If this failure is serious (Power Supply or Microprocessor) the standby channel takes over. Only "BACKUP MODE" is displayed on the CFDS menu. No function is available in flight.

- If this failure is minor, the item "BACKUP MODE" is added to the CFDS menu. This enables access to the standby channel. The normal channel remains available.

CFDIU FAILURE When the CFDIU is affected by an internal failure, the message "CFDIU" is displayed on the

ECAM MAINTENANCE STATUS page.

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COMPONENTS

CENTRALIZED FAULT DISPLAY INTERFACE UNIT (CFDIU) IDENTIFICATION

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AIR DISPATCH ACCORDING TO MEL

CFDS: AIRCRAFT DISPATCH ACCORDING TO MEL

In this module we will use the Master Minimum Equipment List (MMEL) as if it was an MEL. This module does not cover the complete use of the MMEL. It is limited to its use with an

ECAM message as an entry point.

Note: the Airbus MMEL is the regular basis allowing operators to create their own MEL. In reality, the MMEL cannot in any case be used as an MEL, due to the fact that it is not related to operational requirements, specific operations or airlines particular definition.

ECAM MESSAGE The ECAM message is an entry point for the MMEL.

ECAM/ WARNINGS MMEL ENTRY

The ECAM/ WARNINGS MMEL ENTRY gives the correspondance between the ECAM messages and the MMEL item number. The ECAM WARNINGS / MMEL ENTRY can also directly indicate a non dispatch condition.

MMEL ATA SYSTEM The ATA referenced item number gives information about dispatch conditions:

-* requires inoperative component or function to be placarded in the cockpit for information. -( o) implies a crew operational procedure described in the related MMEL part.

-( m) implies a maintenance procedure described in the related MMEL part.

A NO DISPATCH condition can also appear here. OPERATIONAL / MAINTENANCE PROCEDURES

NOTE: the order of * and (or) (o) and (or) (m), if present is always the same. But the tasks must be performed according to the logical order of the operations. In the example,

we begin by the operational part.

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TROUBLE SHOOTING PROCEDURE WITH CFDS

CFDS: TROUBLE SHOOTING PROCEDURE WITH CFDS

COCKPIT EFFECT

After a malfunction, the crew reports the cockpit effect in the log book. The fault symptoms, relative to the cockpit effect, can be as follows:

-a WARNING/ MALFUNCTION + CFDS FAULT message (with possible associated warnings and system IDENTIFIERS).

-a WARNING/ MALFUNCTION alone. -a CFDS FAULT message alone.

PFR

For the class 1 and 2 failures of CFDS monitored systems, the Post Flight Report (PFR) permits an access to the concerned list of faults in the Trouble Shooting Manual (TSM). For

this purpose, it provides the following information: ECAM WARNING message (if it exists), FAULT message with its source, ATA reference and IDENTIFIERS list.

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When the PFR print is not available, this information can be retrieved through the MCDU (in

Normal mode or Menu mode). Service Information Letter (SIL) 00- 028, made of "spurious maintenance messages", and the maintenance knowledge enable the airlines to create a

specific data base to filter the messages to be displayed on the PFR. Once loaded into the CFDIU, this maintenance filter data base can be activated through the MCDU.

TSM ENTRY

The CFDS report information permits a direct access to the fault isolation procedure task numbers in page block 101 of the TSM. You have to refer to the "WARNINGS/

MALFUNCTIONS" column to find the reported problem. If the fault symptoms (ECAM, EFIS, local warning, crew observation or CFDS) do not allow

you to directly find the right page block 101, you can refer to the appropriate section of the index part. Then you associate the CFDS message.

A WARNING/ MALFUNCTION with its correlated CFDS fault message could have several associated fault isolation procedure tasks according to the systems which have detected the

fault. The PFR provides an IDENTIFIERS list which must be compared with the IDENTIFIERS

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item of the CFDS FAULT MESSAGES part in page block 101 of the TSM. Task number 24- 30- 00- 810- 805 gives the right access in page block 201 of the TSM.

FAULT ISOLATION PROCEDURE

The corresponding fault isolation procedure task in page block 201 of the TSM consists of a

presentation of possible causes and the fault confirmation (for example by an operational test, power- up test or GROUND SCANNING).It also provides the fault isolation procedure including LRU removal/ installation, wiring check, etc...In addition, a list of the useful

aircraft documentation references is provided in the TSM.

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POST FLIGHT REPORT FILTERING FUNCTION

CFDS: POST FLIGHT REPORT FILTERING FUNCTION

PURPOSE The purpose of the filtering function is to reduce the number of spurious maintenance

messages. So the filtered Post Flight Report (PFR) contains only the messages needing a maintenance action.

FILTER DATA BASE CUSTOMIZATION AND LOADING

Using the feedback data from the airlines or the data from laboratory or flight tests, Airbus Industries establishes, keeps up to date and transmits to the airlines a document called Service Information Letter (SIL) 00- 028. SIL 00-028 consists of a "spurious maintenance

messages data base". This is an envelope data base, including the spurious messages concerning every possible Part Number (PN) from every vendor. The airline is responsible

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for customizing the SIL to its fleet configuration using a compatible Personal Computer and

dedicated software. The customized maintenance filter data base is first stored on a floppy disk, then uploaded into the CFDIU by means of the data loader.

FILTER DATA BASE IDENTIFICATION

Each filter is identified by a 15 character Data Base Number (DB/ N). The DB/ N is written on the filtered PFR and can be displayed on the MCDU.

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ACTIVATION

The filtered PFR is activated through the MCDU with the function called PFR FILTER PROGRAM.

FILTER ACTIVATED is set to NO: The complete PFR may be manually or automatically printed or sent through the ATSU.

FILTER ACTIVATED is set to YES: The complete PFR may be manually or automatically printed or sent through the ATSU. The PRINT FILTER CONTENT function enables the maintenance filter data base to be printed.

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PRINTER PRINTER PRESENTATION GENERAL

The printer allows print- out of the Centralized Fault Display System and additional reports.

The additional reports come from: -the Aircraft Integrated Data System (AIDS). -the Air Traffic Service Unit (ATSU).

-the Flight Management and Guidance System (FMGS) -the Engine Vibration Monitoring Unit (EVMU)

PAPER The paper can be inserted via an access door incorporated in the front-panel.

The printer is loaded with a 4. 4 inch wide (109 mm) paper roll.

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MONITORING

The printer face features a locking system and a SLEW pushbutton switch. The SLEW switch is used to exit paper. In case of malfunctioning leading to an incapability to achieve any

print- out, the printer transmits a message to the CFDS as long as the defect is present.

PRINTER DESCRIPTION/ OPERATION

PRINTER CAPABILITY

The printer provides onboard printouts concerning various aircraft systems one at a time. The printer is capable to print 80, 64 or 40 characters per line format. It provides a storage capability of 8 Kbytes and is able to generate 120 forty character lines per minute.

USERS

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

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MANUAL PRINT In manual mode, prints are triggered from the Multifunction Control and Display Unit. The

MCDU initiates printing of data displayed on MCDU screen or data stored in system reports.

AUTOMATIC PRINT Some reports are automatically printed provided that the automatic printing function has been programmed in the corresponding system computer.

Example: Automatic printing of the CFDS POST FLIGHT REPORT upon engine shutdown.

PRINTER SYSTEM INTERFACES

INPUTS Data is transmitted via low speed ARINC 429 buses, one at a time using a hand shake

protocol. 12 inputs are available on the printer, but only four are allocated. Input 1 has the highest priority, input 12 has the lowest one.

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

MONITORING

The printer provides continuous monitoring of critical internal parameters. Monitored parameters:

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-No buffer overrun -No inhibit mode

-Door closed -No out of page

-Internal circuitry -Power supply circuitry -Operating temperature In case of one of those malfunctions a message is sent to

the Centralized Fault Display Interface Unit (CFDIU).

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PRINTER PAPER LOADING

PROCEDURE Note that red stripes on the paper indicate end of roll.

A: Push the SLEW pushbutton. This removes the remaining paper from the printer. - Open, safety and tag the 6 TW PTR/ SPLY circuit breaker.

B: Turn the locking system. Door is released. C: Discard the empty roll. D: Clean the remaining paper off the paper cutter.

E: Install the new roll of paper on its support. Make sure that the roll of paper turns correctly.

F: Engage the paper under drive roller. G: Close the printer door. - Remove the safety clip and the tag and close the 6 TW circuit breaker.

The paper has been changed.

NOTE: Using the SLEW pushbutton move the paper out of the slot of the paper cutter and cut off the unwanted paper. A paper roll allows a 90 feet printing.

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PRINTER COMPONENTS

PRINTER IDENTIFICATION FIN: 4T W LOCATION

ZONE: 211

COMPONENT DESCRIPTION The printer is loaded with a 90 feet paper roll (2. 1 inches * 4. 375 inches) which can be inserted via An access door incorporated in the front panel. A mechanical

cutting device in the printer ensures a clean non-jamming paper cut. A red strip on the paper side indicates the end of the paper roll.

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UP AND DOWN DATA LOADING SYSTEM

UP AND DOWN DATA LOADING SYSTEM PRESENTATION GENERAL

The data loading system (if installed) is an interface between the aircraft computers and ground data processing equipment used to update software and data bases or to retrieve aircraft system data. The data loading system includes:

-a Data Loading Selector (DLS) to select the desired computer to be loaded,

-a Multipurpose Disk Drive Unit to upload or download data, -a stowage box with a 42 disk maximum capacity, -a Data Loading Routing Box (DLRB) to route the input/ output data between the disk unit

and the target computer.

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UP LOADING

The aircraft system computers use the loading system to update their data base (for example the FMGC) or to modify parts of their operational software (for example the

ATSU). Up loading is automatically performed from a 3. 5 inch disk, via an internal logic specific to each computer.

DOWN LOADING The down loading system is used to down load, to a 3.5 inch disk, the data recorded by

certain computers during aircraft operation (for example the DMU). Down loading is done automatically through an internal logic specific to each computer.

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UP AND DOWN DATA LOADING SYSTEM UTILIZATION

GENERAL

The MDDU (if installed) has two functions: uploading and downloading. According to the operation to be performed, the disk which is used has to contain specific information (e. g.configuration file). Before performing an up data loading operation, refer to the relevant

procedure for the corresponding system in the Aircraft Maintenance Manual.

UP LOADING PROCEDURE When you have selected the disk corresponding to the computer to be loaded from the disks in the storage box, you have to select the computer by means of the Data Loading

Selector (DLS). The "MDDU READY" message is displayed on the MDDU window: the system is in the standby state. You have to open the MDDU door, insert the disk in the

data loader disk drive and close the MDDU door. When the disk is inserted in the disk drive, the "READY" message is displayed: this message aknowledges disk insertion.

The MDDU processes the specific information contained in the disk, contacts the computer to be loaded and displays the "WAIT RESPONSE" message until the

computer is ready to receive the data. This message stays permanently displayed when: -the Data Loading Selector is set to the wrong computer, -the configuration file is not correct,

-the Landing Gear Computer Interface Unit 1 is not powered. As soon as a dialog is established between the computer to be loaded and the data loader,

the "TRANSF IN PROG" message is displayed and the data is transferred to the computer.

NOTE: The disk should not be extracted while "TRANSF IN PROG" message is displayed as damage to the disk could result. When the data transfer is terminated and no anomalies are detected, the "TRANSF COMPLETE" message is displayed to inform the operator that

the transfer is successfully completed.

NOTE: If up loading requires more than one disk, the "EJECT DISK" and "INSERT NEXT DISK" message are displayed one after the other on the MDDU when the next disk needs to be inserted. This disk must contain a configuration file identical to the previous one and its

order in the sequence to be up loaded on the same computer.

When you have ejected the disk from the disk drive, you have to set the ON/ OFF switch on the Data Loading Selector to OFF. Check on one of the MCDUs that the software reference shown on the LRU IDENTIFICATION page of the concerned computer corresponds to the

software reference of the disk used for up loading.

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DOWN LOADING PROCEDURE

If there is no disk inserted in the data loader disk drive, the system is in the standby state and does not communicate with any onboard computers. The "MDDU READY" message is

displayed on the MDDU window: the system is in standby state. The MDDU is activated by inserting the disk containing a configuration file defining the label of the computer concerned by a down loading operation: the "READY" message is displayed on the MDDU

window.

Supposing that the disk inserted is configurated to dialog with the DMU, the operator can down load the reports by pushing the "SEL CTL" key on the Data Loading Selector when AIDS is displayed. After the computer has a know ledged the request, it sorts the data to

be transferred into files and interrupts the wait phase established with the MDDU: the "WAIT RESPONSE" message is displayed on the MDDU window.

Then, the computer down loads its information: the "TRANSF IN PROG" message is displayed throughout the transfer. When the data transfer is terminated and no anomalies

are detected, the "TRANSF COMPLETE" message is displayed to inform the operator that the transfer is successfully completed.

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ABNORMAL OPERATION Other messages displayed on the MDDU window inform the operator of the transfer status:

TRANSFER FAILURE: If the MDDU has to stop data transfer (up or down loading) for any

reason, this message is displayed. UNIT FAIL: The MDDU displays this message if a hardware failure is detected during the

self- test. In this case, the MDDU stops all operations. DISK ERROR: If the MDDU cannot read or write data on the disk (incorrect formatting, write- protected, disk damaged, etc), it

will interrupt operations and display this message.

UP AND DOWN DATA LOADING SYSTEM COMPONENTS

GENERAL This document shows the components of the data loading system provided it is installed.

SAFETY PRECAUTIONS The avionics computers are Electrostatic Sensitive Devices (ESDs). These components are

susceptible to be damaged by electrical sources that would not damage conventional components. The low energy source, that most commonly destroys ESDs, is the human body which generates static electricity in conjunction with the ground.

The precautions to follow are: -de- energize all power and signal sources,

-place the unit on a grounded conductive work surface, -ground any tools that will contact the unit...

When it is specified on the maintenance manual. MDDU IDENTIFICATION

FIN: 1TD LOCATION ZONE: 211

COMPONENT DESCRIPTION

The MDDU contains : -an electronic unit composed of a power supply, Input/ output and CPU / Floppy Disk Drive

Control boards, -a Disk Drive installed on shock mounts, -a window with 16- character alphanumerical LCD display,

-a door protecting access to the Disk Drive.

SPECIAL DESIGN The data support is a 3.5 inch double face, high density disk (1. 44 megabytes). This disk is in MS- DOS format. It can be read or written on ground by IBM-PC Ground

Support Equipment (GSE).

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DLS IDENTIFICATION

FIN: 101 TD LOCATION ZONE: 212

COMPONENT DESCRIPTION The Data Loading Selector (DLS) is a remote unit, which commands the Data Loading

Routing Box (DLRB). The DLS is composed of a two- line LCD display, an ON/ OFF switch and three keys on the front panel. The "PREV" and "NEXT" keys allow the user to scroll between the LRU names available in the list. The "SEL CTL" key allows an LRU to be

selected or deselected.

DLRB IDENTIFICATION FIN: 102 TD LOCATION ZONE: 120

COMPONENT DESCRIPTION

The Data Loading Routing Box (DLRB) routes the imput/ output data between the disk unit and the target computer. It is made of full static devices driven by software.

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DIGITAL FLIGHT DATA RECORDING SYSTEM (DFDRS)

DFDRS PRESENTATION GENERAL

The purpose of the Digital Flight Data Recording System (DFDRS) is to record various critical flight parameters in a solid state memory to fulfil the mandatory requirements of

crash recording.

FDIU The Flight Data Interface Unit (FDIU) is the heart of the DFDRS. The FDIU acquires,

formats and supplies the SSFDR with the mandatory parameters from various aircraft systems. The Centralized Fault Display Interface Unit (CFDIU) is connected to the FDIU for

system test and failure data purposes. The FDIU is located in the aft avionics rack.

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SSFDR

The Solid State Flight Data Recorder (SSFDR) stores, in a solid state memory located in a

crash and fire protected housing, the data of the last 25 hours collected by the FDIU. It is located in the unpressurized area of the rear fuselage.

LINEAR ACCELEROMETER

The Linear Accelerometer (LA) is located close to the aircraft Center of Gravity. The Linear Accelerometer measures the acceleration of the aircraft in all three axes (X, Y, Z). The System Data Acquisition Concentrators (SDACs) digitalize the analog signal of the Linear

Accelerometer and then send it to the FDIU.

DFDR EVENT PUSHBUTTON

A DFDR EVENT pushbutton is installed to record an event mark in the SSFDR memory. It is located on the cockpit center pedestal.

GND CTL PUSHBUTTON

The SSFDR is automatically supplied from the first engine start up to five minutes after the last engine shutdown. The GrouND ConTroL (GND CTL) pushbutton enables the SSFDR to

be supplied, via the power interlock circuit, when the aircraft is on the ground for preflight check before engine start or for test and maintenance purposes. It is located on the

recorder (RDCR) panel of the overhead panel.

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QAR

The optional Quick Access Recorder (QAR) records the same parameters and is supplied in the same conditions as the SSFDR. The recording is made on a magnetic tape or an optical

disk. In case of an optical disk storage media, the QAR is called Optical QAR (OQAR). The QAR is dedicated to ground performance, maintenance or condition monitoring tasks. It is located in the aft avionics rack.

DFDRS DESCRIPTION/ OPERATION

FDIU

The Flight Data Interface Unit (FDIU) receives discrete and digital parameters and processes them.

The functions of the FDIU are: -Conversion,

-comparison,

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-check and Built- In Test Equipment (BITE). The FDIU converts the input parameters into a recordable format for recorders:

-HARVARD BIPHASE for the Solid State Flight Data Recorder (SSFDR), -BIPOLAR RZ for the optional Quick Access Recorder (QAR). The FDIU compares the

data that it sends with the data recorded by the SSFDR. The recorded data is transmitted back to the FDIU through the playback data bus. The FDIU checks the integrity of the mandatory parameters during the flight. After the flight, engines shutdown, only the

Linear Accelerometer signal check is done. The FDIU includes BITE and monitoring functions.

SSFDR

The Solid State Flight Data Recorder (SSFDR) stores data which the FDIU has collected

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

ECAM through the System Data Acquisition Concentrators (SDACs). The SSFDR energization is controlled through the power interlock circuit. The Underwater Locator

Beacon (ULB) located on the front face of the SSFDR enables the location of the recorder if the aircraft is immersed in water following an accident. The ULB is equipped with a battery which is activated by both fresh and salt water.

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QAR

The Quick Access Recorder (QAR) stores the same data as the SSFDR for on ground performance, maintenance or condition monitoring tasks. The data frames stored in the

QAR are identical to the SSFDR data frames. The QAR includes BITE functions. The QAR status signals (QAR MEDIA LOW, QAR FAIL) are sent to the lamps on its front face and to the CFDIU through the FDIU. The QAR energization is controlled through the power

interlock circuit.

LINEAR ACCELEROMETER The task of the Linear Accelerometer (LA) is to measure +he acceleration of the aircraft in all three axes. The range of measurement is:

-Vertical axis (Z): -3 to +6 g, -Longitudinal axis (X): -1 to +1 g,

-Lateral axis (Y): -1 to +1 g. The Linear Accelerometer generates an analog signal which is sent to the SDACs. This signal is digitalized and sent to the FDIU through an ARINC 429 bus.

DFDRS WARNINGS

DFDR FAULT Flight safety is not affected by the failure of the Digital Flight Data Recorder (DFDR)

although there is only one.

FDIU FAULT Flight safety is not affected by the failure of the Flight Data Interface Unit (FDIU) although

there is only one.

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FDIU INTERFACES

ARINC 429 INPUTS Most information is given to the Flight Data Interface Unit (FDIU) through ARINC 429

buses. The FDIU receives 12 ARINC 429 buses and it has provision for 4 additional input buses.

NOTE: The Linear Accelerometer sends an analog signal to the SDACs which digitalizes it before sending it to the FDIU.

ARINC 429 OUTPUTS 2 ARINC 429 output buses are provided.

The output bus to the CFDIU is used for BITE information and test operation. The ouptut bus to the Data Management Unit (DMU) enables the Aircraft Integrated Data System (AIDS) to record the mandatory parameters.

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DISCRETE INPUTS

55 discrete inputs are provided for aircraft identification coding. 4 other inputs are provided for SSFDR status, event mark, QAR FAIL and QAR MEDIA LOW information.

DISCRETE OUTPUT

1 discrete output is used by the SDACs for displaying the FDIU FAULT message on the ECAM.

NOTE: For displaying the DFDR FAULT message on the ECAM, a SSFDR status signal is directly sent by the SSFDR to the SDACs.

HARVARD BIPHASE OUTPUT

The FDIU sends the data to be recorded to the SSFDR in HARVARD BIPHASE format on an output bus.

HARVARD BIPHASE INPUT

For verification purposes, the FDIU receives the SSFDR playback data in HARVARD BIPHASE format on an input bus.

BIPOLAR RZ OUTPUT

The FDIU sends the data to be recorded to the optional QAR in BIPOLAR RZ format on an

output bus.

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DIGITAL FLIGHT DATA RECORDING SYSTEM COMPONENTS FDIU

IDENTIFICATION FIN: 2TU

LOCATION ZONE: 127, 87 VU

COMPONENT DESCRIPTION The Flight Data Interface Unit (FDIU) is a unit with modules for collecting mandatory parameters and converting them to a recordable form.

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SSFDR IDENTIFICATION

FIN: 1 TU LOCATION

ZONE: 312 COMPONENT DESCRIPTION

The Solid State Flight Data Recorder (SSFDR) is a solid state memory recorder controlled by a microcomputer. The SSFDR has an Underwater Locator Beacon (ULB) attached to the

front panel. Maintenance has to be performed at determined time intervals to replace the battery of the ULB. The SSFDR is located in the unpressurized area of the rear fuselage.

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LINEAR ACCELEROMETER IDENTIFICATION FIN: 6 TU

LOCATION ZONE: 145 COMPONENT DESCRIPTION

The acceleration force moves a pendulum in the sensing mechanism. A proximiter senses the movement which generates a signal proportional in amplitude to the movement.

The Linear Accelerometer (LA) is located in the center part of the fuselage, below the cabin floor panel and close to the aircraft Center of Gravity (CG).

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QAR/ OQAR IDENTIFICATION

FIN: 3 TU LOCATION ZONE: 127, 87 VU

COMPONENT DESCRIPTION The Quick Access Recorder (QAR) is an optional component of the Digital Flight Data

Recording System (DFDRS). There are several vendors and two different storage media:

-Either a cassette (50 hour magnetic tape), -or an optical disk. The recorder is then called Optical QAR (OQAR). The OQAR, described in this topic, is provided as an example.

A door, incorporated in the front panel of the OQAR, gives access to the optical disk and controls. The following indicators are located above the door:

-A 16 character alphanumeric display shows various menus and messages. -A fail light indicates an OQAR failure. -A front connector, located below the door, enables equipment tests to be performed.

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AIRCRAFT INTEGRATED DATA SYSTEM (AIDS - SFIM)

AIDS: AIDS PRESENTATION

GENERAL The Aircraft Integrated Data System (AIDS) main functions are to perform engine condition, APU condition and aircraft performance monitoring as well as trouble shooting

assistance. The AIDS consists of:

-a Data Management Unit (DMU) including a Smart AIDS Recorder (SAR) and an optional Personal Computer Memory Card International Association (PCMCIA) interface, -an optional Digital AIDS Recorder (DAR),

-an optional "on- ground" equipment called Ground Support Equipment (GSE).

DMU The Data Management Unit (DMU) is the heart of the AIDS. This avionics computer assumes, as a minimum, the following basic functions:

-Collection and processing of various aircraft parameters.

-Generation of various reports according to defined conditions. These reports are stored in a non-volatile Solid State Mass Memory (SSMM) of the DMU.

-Recording of parameters in an internal memory (SAR) and on an external recorder (DAR).

AIRCRAFT SYSTEMS Various aircraft systems are connected to the DMU. These input sources provide the DMU

with approximately 13000 parameters fed from 35 computers through 50 ARINC 429 buses.

FDIU The Flight Data Interface Unit (FDIU) sends various parameters to the mandatory flight

data recorder. The same parameters are sent by the FDIU to the DMU so that they can be recorded on the DAR, if installed.

DAR The Digital AIDS Recorder (DAR) records parameters, delivered by the DMU, on a magnetic

tape or an optical disk. In case of an optical disk storage media, the DAR is called Optical DAR (ODAR). The data is transmitted from the DMU to the DAR in HARVARD BIPHASE format as from the FDIU to the mandatory flight data recorder.

SAR The Smart AIDS Recorder (SAR) is an integrated part of the DMU. The purpose of the SAR is to record parameters relating to particular flight events detected by the DMU.

The recording of parameters is performed in a compressed form on the 2 Mbytes of the SSMM reserved for SAR memory.

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PDL The test connector mounted on the front panel of the DMU enables a Portable Data Loader

(PDL) to be connected. The PDL is used to: -upload data into the DMU (DMU operational software, DMU customer database),

-download data on a 3.5 inch floppy disk for GSE analysis (SAR data, reports). PCMCIA INTERFACE

The Personal Computer Memory Card International Association (PCMCIA) interface is an integrated part of the DMU.

This interface accepts high capacity and removable PCMCIA disks. Independently from the recording in the DAR and the DMU, the DAR and SAR data as well as the reports can be automatically recorded in the inserted PCMCIA disk. A PCMCIA disk space ratio reserved for

DAR, SAR and reports recording is programmable by the GSE. As a default, the whole disk space is allocated for DAR recording.

The PCMCIA interface can also be used as a portable data loader to upload the DMU operational software and customer database and to download the SAR data and reports.

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GSE

The Ground Support Equipment (GSE) is based on a compatible personal computer able to read 3.5 inch floppy disks and, as an option, PCMCIA disks.

The GSE software provides the following main functions: -Reconfiguration function: Generation and edition of the DMU customer database (triggerconditions, layout of print reports, DAR and SAR recording map, ...).

-Read out function: Display, print out and analysis of the SAR data and reports. The GSE also allows the output of reports in a format compatible with external programs

such as trend monitoring programs. NOTE: The Analysis Ground Station (AGS) software is another tool providing the same analysis features for DAR data as the GSE for SAR data.

MCDU

Both Multipurpose Control and Display Units (MCDUs) are connected to the DMU to display data, program and also control the system. Compared to the GSE, the programming facilities offered by the MCDU are very limited.

The main functions of the MCDU within the AIDS are: -online display of selected aircraft parameters,

-display of the list of the stored reports and SAR files, -manual request of reports and SAR/ DAR recording.

PRINTER The printer is used to print reports generated by the DMU as well as most

of the AIDS MCDU displays. The printer can be automatically controlled by the DMU, manually controlled from the MCDU or activated using the AIDS PRINT pushbutton.

ATSU The Air Traffic Service Unit (ATSU) can be used to send reports and to broadcast

parameters generated by the DMU to a ground station via radio transmission. The download of reports can be automatically initiated by the DMU or manually initiated

from the MCDU. The ATSU can also receive from the ground, and send to the DMU, requests for report generation and reprogramming messages.

AIDS: AIDS BASIC OPERATION

REAL TIME PARAMETER READ OUT Parameters delivered to the Data Management Unit (DMU) by aircraft systems can be called

up in real time on the Multipurpose Control and Display Unit by selecting one of the two following functions:

-Parameter label call- up. -Parameter alpha call- up.

PARAMETER LABEL CALL-UP The parameter label call- up function enables the display of parameters by using

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ARINC 429 characteristics. Parameters are displayed in raw values and refreshed

once per second. Up to 16 parameters can be simultaneously monitored (8 pages with 2 parameters per page).

PARAMETER ALPHA CALL- UP The parameter alpha call- up function enables the display of parameters by using the

corresponding alphanumeric code (if defined). E. g. RSP3 is the alphanumeric code to call up the left and right Roll Spoiler 3 Position parameters. Parameters are displayed in

engineering values and refreshed once per second. Up to 20 alpha call- ups, with one or 2 parameters, can be simultaneously displayed (5 pages with 4 alpha call-ups per page).

NOTE: A predefined list of alpha call- ups is initially provided within the DMU customer database. Additional alpha call- ups can be defined with the optional Ground Support

Equipment (GSE).

REPORT CONTROL

A report consists of a fixed and comprehensive set of data collected under predefined trigger logics. There are 13 standard reports for basic aircraft, engine and APU monitoring.

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Up to 10 additional reports can be entirely defined by the user with the GSE. Beside the automatic trigger logics (e. g. limit excedance of engine parameters), all the reports can be

manually generated via the MCDU, the AIDS PRINT pushbutton or the Air Traffic Service Unit (ATSU). The automatically or manually generated reports are stored in a non- volatile

memory of the DMU. If programmed with the GSE, the reports can be automatically stored in an optional PCMCIA disk in parallel with the normal storage in the DMU. Finally, the reports can be:

-Automatically printed out or down linked, via ATSU (according to generation request

and GSE programming), -Manually printed out or down linked, via ATSU (upon MCDU request), -Automatically dumped on a Portable Data Loader (PDL) floppy disk or a Personal Computer

Memory Card Association (PCMCIA) disk (at "automatic dump disk" insertion).

SAR CONTROL

The Smart AIDS Recorder (SAR) is an integrated part of the DMU which records, in a non- volatile memory, parameters relating to particular flight events. There are 3 kinds of SAR

functions programmable with the GSE: -Data recording: Storage of up to 4 user predefined data sets between a start event and a stop event (up to 25 start/ stop events can be defined).

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-Extended trouble shooting: Identical to the data recording function except that, in addition, pre- event data can be collected for up to 5 minutes before each trigger event.

-Event recording: Storage, when an event is detected, of a user predefined data set specific to each event. It is also possible to record manually, via the MCDU, any of the data sets defined within the data recording and extended trouble shooting functions. If programmed

with the GSE, the SAR data can be automatically stored in a PCMCIA disk in parallel with the normal storage in the DMU. Finally, the SAR data can be automatically dumped on a

PDL floppy disk or a PCMCIA disk (at "automatic dump disk" insertion).

DAR CONTROL

The DMU is able to record data on an external Digital AIDS Recorder (DAR) if installed. the GSE enables the programming of:

-the parameters to be recorded, -the DAR speed, up to 1024 words per second, -the automatic trigger conditions for start and stop recording.

If it has not been already started automatically, the recording can be manually started and stopped via the MCDU. The PCMCIA interface can be used to emulate the DAR.

In that case, the same data as in the DAR is recorded on the PCMCIA disk. Up to 6 DAR words can be displayed together on the MCDU (3 pages with 2 words per page).+3

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AIDS: AIDS MCDU MENU PRESENTATION

GAINING ACCESS In the aircraft, two Multipurpose Control and Display Units (MCDUs) are connected to the

Data Management Unit (DMU). A portable MCDU can also be connected via the test connector of the DMU. To initiate communication with the Aircraft Integrated Data System

(AIDS) via either MCDU, the user has to press the AIDS line select key from the MCDU MENU page. The AIDS MCDU menu page is then displayed. Some of the AIDS functions

may be controlled from this menu. The DMU only communicates with one MCDU at a time. The AIDS selection from a second MCDU generates, on this MCDU, the message "AIDS (TIMEOUT)".

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OPTIONAL ITEMS PCMCIA

Only displayed if the DMU is equipped with a Personal Computer Memory Card International Association (PCMCIA) interface. This is to access the PCMCIA disk management and display functions. The status of the PCMCIA disk, used as a Digital AIDS Recorder (DAR), is also

displayed. E. g. RUN.

MICRO 3 Only displayed if the DMU is equipped with a third microprocessor board for expanded customer programmable functions. This is to access additional menus.

DAR START/ STOP CONTROLS

Only displayed if either a DAR is installed or the DMU is equipped with a PCMCIA interface. The last line provides manual start and stop of the DAR, if the DAR has not been already started automatically. The DAR status indication is displayed on the left (RUNNING,

STOPPED, FAILED).

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PARAMETER CALL-UP

The parameter call- up functions enable real time parameter read out. Reading parameters in real time may be helpful in advanced trouble shooting. Parameters acquired by the DMU can be displayed: -either in raw values if they are called by their ARINC 429 characteristics

(PARAMETER LABEL CALL-UP function),-or in engineering values if they are called by their alphanumeric code (PARAMETER ALPHA CALL-UP function). If programmed with the Ground

Support Equipment (GSE), predefined lists of parameters (provided with an alpha call-up) can also be displayed.

LOAD STATUS This is to access the loading status of the AIDS software and database. E. g. TRANSFER IN

PROGRESS.

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PROGRAMMING

This is to access the AIDS hardware and software identification as well as the programming

menus. The programming is performed at the engineering level, partially on the MCDU, mostly on the GSE. A password, defined with the GSE, is necessary to program the system with the MCDU. The few programmable features with the MCDU are:

-inhibition, until the next DMU power off, of the report printing and/ or linking to the Air

Traffic Service Unit (ATSU), -change of the report limits and counters, -initialization and visualization of the engine/ APU hours and cycles.

SAR/ DAR

This is to access the summary and history of the Smart AIDS Recorder (SAR) stored data sets. It is also possible to start and stop the SAR recording manually and to display Digital AIDS Recorder (DAR) data, if a DAR is installed.

LIST OF PREVIOUS REPORTS

This is to display the list of the last twenty stored reports. The reports are listed with their number, their trigger code and the date, time and flight leg of their generation.

STORED REPORTS This is to display the list of all stored reports per type of report. The reports are listed with

their trigger code and the date, time and flight leg of their generation. It is then possible to print and/ or send each report independently.

REPORTS MANUAL REQUEST This is to individually generate any standard or user programmed report via a

manual request on the MCDU. The report can then be printed, sent via ATSU or simply stored for further utilization.

REMOTE PRINT ASSIGNMENT This is to display which report must be generated as a function of the flight phase

when the AIDS PRINT pushbutton is pushed. Note that the assignments are previously programmed with the GSE.

PRINT REPORT STANDARD HEADER DESCRIPTION

GENERAL

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

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REPORT VALUE PRESENTATION Each data line starts with two identification letters.

The presentation of the values in the data lines is according to: -their sign: Negative values begin with "N" and, for positive values, "N" is replaced by "0"

or another digit. -their operational range without decimal point as listed in the parameter list associated to the header and each report (for these lists, refer to

AMM 31- 36- 00).

E. g.: The operational range of the Total Air Temperature (TAT) is from -60.0 to 99. 9 °C. Therefore, -32. 0 °C is printed out N320 and +26.5 °C is printed out 0265. In addition, a parameter

which is invalid or not updated is replaced with "_" or "X" characters.

NOTE: In this document, as well as in the Aircraft Maintenance Manual (AMM), generic symbols for the value fields are used: - "1" = 0 or 1,

- "A" = Any character in the range from A.. Z, - "9" = Any digit in the range from 0.. 9,

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

REPORT INFORMATION 3 free programmable lines are available for airline specific messages. Another line contains

the report name and number.

AIRCRAFT AND FLIGHT INFORMATION Line CC contains the following data: -A/ C ID: Aircraft identification (tail number),

-DATE (month/ day), -UTC: Universal time coordinated (hours/ minutes/ seconds),

-FROM TO: City pair identification, -FLT: Flight number. The flight number is defined by up to 8 characters but only the last 4 numbers are used. Only numbers Are possible and the not used positions

are filled with zeros. E. g. F M G C flight number A I067 is printed out 0067.

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AIDS: PRINT REPORT STANDARD HEADER DESCRIPTION GENERAL DATA

Lines C1 and CE contain the following data: -PH : DMU flight phase (based on flight phase from FWC), -CNT: Counter of the reports previously generated (first 3 digits) and previous report

number (last 2 digits), -CODE: Trigger condition code,

-BLEED STATUS, -APU: APU bleed valve state, -TAT: Total air temperature,

-ALT: Standard altitude, -CAS: Computed air speed,

-MN: Mach number, -GW: Gross weight, -CG: Center of gravity,

-DMU/ SW: DMU software part number.

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TRIGGER CONDITION CODE

To identify the trigger condition that caused the generation of a report, a numerical code is provided:

-1000: Manual selection via MCDU, -2000: Flight phase dependent manual selection via AIDS PRINT pushbutton when programmed by the airline,

-3000: Start logic programmed by the airline, -4000 to 7000: Report triggered by a combination of logic conditions

(refer to AMM 31- 36- 00 for the detailed trigger logic’s associated to each report), -8100 and 8200: Air Traffic Service Unit (ATSU) uplink request. BLEED STATUS

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

valve is open.

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INDIVIDUAL PRINT REPORT DESCRIPTION

GENERAL

A report is a comprehensive set of data related to a specific event (e. g. limit excedance of engine parameters). The parameters contained in the reports are among the parameters

provided with an alpha call- up (refer to AMM 31- 36- 00 for the detailed parameter list associated to each report). The Data Management Unit (DMU) processes up to 23 different

types of report: -13 standard reports for basic aircraft, engine and APU monitoring. These reports have

fixed trigger mechanism, fixed data collection and fixed output formatting. Nevertheless, certain constants and limits within fixed trigger logic’s are reprogrammable. Specific trigger

conditions can be created for each report by means of the Ground Support Equipment (GSE).

-Up to 10 additional reports, numbered from 31 to 40, for airline specific investigation and trouble shooting.

These reports are user programmable with the GSE for trigger conditions, data collection, report format and output destination. In addition to the automatic trigger logic’s , all the

reports can be manually generated:

-via MCDU, -via AIDS PRINT pushbutton (according to flight phase associations, if programmed),

-via Air Traffic Service Unit (ATSU) (uplink request). Refer to AMM 31- 36- 00 for the detailed trigger logic’s associated to each report.

A non- volatile memory for storage of at least 10 reports per different type of report is provided within the DMU.

NOTES:

- In this module, reports <01> to <11> are given for a CFM engine. They may be slightly different to your aircraft configuration.

- Depending on the DMU which is fitted on your aircraft, the LOAD REPORT <15> may not be applicable.

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ENGINE CRUISE REPORT <01> This report is a collection of data over a period of time in which the aircraft met the

appropriate stability criteria. The required stability period is 100 seconds (programmable value). Basically, whatever the number of times the stability is detected, only one report is

generated per flight leg. This report contains the data with the best engine quality number (QE) over the whole flight leg. If no stability is detected, then a report is generated with the following message in its last line: "NO STABLE FRAME CONDITION".

NOTE: In case the ENGINE DIVERGENCE REPORT <09> is generated, an engine cruise

report is also generated when the first stability is detected, regardless of quality. The report mainly contains operating data of both engines, including vibration data. The report data are averages over the required stability period, except:

-ESN , EHRS , ERT , ECYC : Engine general data (serial number, flight hours, running

time, cycle). -AP: Autopilot status. -QE: Engine quality number used as stability indicator for this report (00: best stability, 99:

worst stability). -OIQH : Oil consumption from the previous flight.

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-EVM , ECW1 , SSEL : Engine vibration status word, engine control word, status of Full Authority Digital Engine Control (FADEC) sensors.

-Data lines V3, V4: Averaged values taken from the last stable descent (i. e. descent of the last leg).

-Data lines V5, V6: Averaged values taken from the last stable climb (i. e. climb of the current leg). NOTE: For engine health monitoring purposes, 3 additional sensors can be optionally

connected to the FADEC to permit recording of the following parameters: PS 13 (fan tip discharge pressure), P25 (HP compressor inlet pressure),T5 (LP turbine discharge

temperature).

CRUISE PERFORMANCE REPORT <02>

This report is similar to ENGINE CRUISE REPORT <01> except that more information is

provided about the aircraft. The following data is added: -QA: Aircraft quality number used as stability indicator for this report

(00: best stability, 99: worst stability). -WFQ : Inner cell fuel quantity.

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-ELEV : Elevator position. -AOA , SLP : Corrected angle of attack and side slip angle.

-CFPG , CIVV : Last DMU calculated flight path acceleration and inertial vertical speed. -ROLL, YAW: Roll angle and body axis yaw rate (average).

-THDG , LONP, LATP: True heading, longitude and latitude positions. -WS, WD: Wind speed and direction (average). -FT, FD: Fuel temperature and density (average).

-Flight controls positions (average). E. g. RSP5 : Roll spoiler 5 position.

NOTE: Data lines X1, X4, X6 are issued from system 1 (e. g. FLAP system 1) or left (e. g. left spoiler 5) while data lines X2, X5, X7 are issued from system 2 or right. In addition, the

trigger logic for this report differs a little bit from the logic for ENGINE CRUISE REPORT <01> and is performed independently (e. g. the required stability period can be different).

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ENGINE TAKE OFF REPORT <04> This report is generated while in the take off flight phase when the sum of the Exhaust Gas

Temperature (EGT) for both engines is maximum. It is used to check the trend and the stress of the engines during take off. Basically, one report is generated per leg

(programmable frequency). The report mainly contains data of both engines, including the maximum EGT (EGTM). The radio height (RALT), provided by radio altimeters 1 and 2, is also printed.

"T/ O DELTA N1 SUMMARY" DATA

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

report trigger.

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ENGINE REPORT ON REQUEST <05> This report is a time series collection of engine parameters and is only generated on

manual request. Parameters for both engines are recorded at 1 second intervals, from 5 seconds before the request to 5 seconds after.

ENGINE GAS PATH ADVISORY REPORT <06>

This report is generated by any of the following trigger conditions: -Stall condition detected on one engine. -Excedance of one of the primary engine parameters (EGT, N1, N2)

detected on one engine. -Fuel shut off valve closed in flight for at least 4 seconds on one engine.

The reason for excedance is displayed (STALL, EGT, N1, N2, SHUT DOWN). Basically, 3 sets of parameters for both engines are recorded at 6 seconds intervals before the event, 1 set at the event and 5 sets at 5 seconds intervals after the event. The length

of the pre- event and post- event intervals (Y1 and Y2) is programmable. The number of data sets to be generated after the event is also programmable (up to 20). Report

generation stops when this number is reached or when the excedance parameters are again within their limit.

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LIMIT EXCEEDANCE SUMMARY The following data provides a summary on the exceedance that occurred:

-E: Engine (1 or 2) on which the exceedance occurred. -MAX: Maximum value (peak) of the exceeded parameter.

-LIM: Programmable limit that was exceeded. -REF: N2 at stall detection (for all other exceedance, zeros are printed). -TOL: Time over limit during report generation.

-TTP: Time to peak during report generation.

ENGINE MECHANICAL ADVISORY REPORT <07> This report is generated when an exceedance of one of the following secondary engine

parameters is detected on one engine: -Engine oil temperature (OIT). -Engine oil pressure (OIP).

-Vibrations of the engine LP rotor (VB1). -Vibrations of the engine HP rotor (VB2). The reason for exceedance is displayed

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(OIT, OIP, VB1, VB2). Basically, 5 sets of parameters for one engine are recorded at 4 seconds intervals before the event, 1 set at the event and 4 sets at 5 seconds intervals

after the event. The length of the pre-event and post- event intervals (Y07. 1 and Y07.2) is programmable.

ENGINE DIVERGENCE REPORT <09>

This report is generated while in the climb or cruise flight phases when, under stabilized conditions, any of the following engine divergence conditions is detected:

-Exhaust gas temperature (EGT) divergence exceeding a programmed threshold. -Nacelle temperature (TN) divergence exceeding a programmed threshold.

The reason for divergence is displayed (EGT, TN). This report is intended to detect quick degradation in engine performance. 3 sets of parameters for both engines are recorded at 2 seconds intervals before the event, 1 set at the event and 3 sets at 2 seconds intervals

after the event. In addition, the following data is provided: -E: Divergent engine (1 or 2).

-DIV: Absolute divergence value of EGT (or TN). -REF: Reference delta value of EGT (or TN). Since two engines do not behave with the same performance characteristics, it is necessary to establish a reference delta for the

divergence. DIV = DIFF- REF, DIFF being the actual delta value of EGT (or TN) between both engine.

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ENGINE START REPORT <10>

This report is generated in case of aborted engine start or EGT exceedance. The possible aborted start reasons are:

-starter air valve or HP shut- off valve demand/ position disagree. -EGT overtemperature. -stall.

-no engine light off. -hung start.

-illegal start sequence. -slow start.

When effective, the reason is displayed (SAV, HPSOV, EGT, STALL, NO LIGHT OFF, HUNG,

START FAIL, SLOW). "EGT" is also displayed in case of exceedance. Basically, 3 sets of parameters for one

engine are recorded at 5 seconds intervals before the event, 1 set at the event and 3 sets at 2 seconds intervals after the event. The length of the pre- event and post- event intervals (Y1 and Y2) is programmable.

NOTE: The engine start report is also generated (with 7 post- event data sets):

- every 25 engine cycles (programmable frequency), - every flight leg for 5 consecutive flight legs from initialization (programmable number,

up to 9).

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ENGINE RUN UP REPORT <11>

This report is primarily generated on manual request. It contains the same data as the

ENGINE CRUISE REPORT <01> plus corrected parameters for the ambient temperature. These corrected data are averages over a period of 20 seconds as well as most of the other report data (refer to the ENGINE CRUISE REPORT <01> topic).

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APU MAIN ENGINE START/ IDLE REPORT <13> This report is generated once at the beginning of each new APU operating hour interval when a main engine is started with the APU. The APU operating hour interval is

programmable. The report mainly contains operating data of the APU: -from each Main Engine Start (MES) (lines N1, S1 and N2, S2). If the APU master switch is

set to off before the second MES is terminated, lines N2 and S2 are filled with zeros. -at APU idle (lines N3 and S3). In addition, line V1 contains data from the previous APU start.

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APU SHUTDOWN REPORT <14> This report is generated in case of abnormal APU shutdown.

The possible shutdown reasons are: -no flame. -reverse flow.

-loss of DC power. -high oil temperature.

-air intake not open. -generator high oil temperature. -over temperature.

-sensor failure. -no acceleration.

-start time exceeded. -over speed -ECB failure.

-low oil pressure. -loss of speed.

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-IGV failure. When effective, the reason is displayed. Basically, 20 sets of APU parameters

are recorded at 1 second intervals before the event and 1 set at the event. The length of the pre- event interval (Y14.1) is programmable.

LOAD REPORT <15>

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

additional data lines T1 to T4 are also generated.

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ENVIRONMENTAL CONTROL SYSTEM REPORT <19> This report is generated when there is a malfunction in the air conditioning or

pressurization system. The reason for report generation is displayed (e. g. EXCESSIVE CABIN ALTITUDE). The report contains engine, aircraft and environmental data. Basically,

up to 19 sets of parameters can be recorded at 15 seconds intervals before the event and 1 set at the event. The number of pre- event sets as well as the length of the pre- event interval (Y1) are programmable. In order to reduce the length of the

report, a specific procedure is applied for report output: -The first pre- event data set is generated completely as well as the at event data set.

-Within the intermediate data sets, a line is only generated if the value of an included leading parameter has changed. E. g.: Cabin altitude (ZCB) is observed for changes in each Vx line and causes the print out of one line when the change limit is exceeded

(i. e. +/- 100 feet).

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AIDS PROGRAMMING GENERAL The Data Management Unit (DMU) is reprogrammable either with the assistance of the

optional Ground Support Equipment (GSE) or partially (very limited) through the Multipurpose Control and Display Unit (MCDU).

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GSE The GSE is based on a compatible personal computer and is divided into different software

modules. A major module is the programming of the DMU functions. It mainly enables: -the adjustment of the standard reports (e. g. report limits),

-the addition of customer reports (numbered from 31 to 40), -the addition of trigger conditions,

-the configuration of the SAR and DAR recording channels (DAR is optionally installed). In particular, the GSE user has the possibility to program trigger conditions for: -standard reports (additional conditions),

-programmable reports, -Smart AIDS Recorder (SAR),

-Digital Access Recorder (DAR).This programming is made by means of logic’s defined in a specific language. In the example given here, report 31 is associated

to logic 300 and will be triggered when the Exhaust Gas Temperature of engine 1 (EGT_ 1) is greater than 850° C for more than 3 seconds while in cruise flight phase. Once the programming is completed, another GSE module generates the associated database (i.

e. setup/ customer database).The database is stored on a floppy disk

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or a Personal Computer Memory Card International Association (PCMCIA) disk then transferred to the DMU through a Portable Data Loader (PDL) or the optional PCMCIA

interface.

MCDU PROGRAMMING MENU Programming with the MCDUs is possible by pressing the PROGRAMMING line select key on

the AIDS menu page. A first page is displayed with DMUs hardware and software references:

-P/ N is the part number of the DMUs. -D1 P/ N is the part number of the operational software. -The 3 following items of information concern the setup/ customer database:

vvvv is the version number, llll is the revision level, dd mm yy is the generation date. A password, defined with the GSE , is required to access the following programming menus.

REPORT INHIBIT

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

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REPORT LIMITS Change, in a temporary way, of some report limits that are programmable by the GSE. The

change is effective for a predefined number of days or legs (refer to the VALIDITY field).

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

STATISTIC COUNTERS Initialization and visualization of the engine/ APU hours and cycles. The DMUs

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

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COMPONENTS

AIRCRAFT INTEGRATED DATA SYSTEM

COMPONENTS BASIC DMU IDENTIFICATION

FIN: 1 TV LOCATION ZONE: 127, RACK 87 VU

COMPONENT DESCRIPTION The Data Management Unit (DMU) is a 3M CU size case in conformity with ARINCs

specification 600. The DMUs is basically equipped with 2 microprocessor boards: -The first one (master) is in charge of the data input/ output and the processing

of reports. -The second one (slave) is in charge of the Digital AIDS Recorder (DAR) and

Smart AIDS Recorder (SAR) processing’s. The SAR memory (2 Mb) is part of this board. The DMUs front panel is equipped with:

-a pivoting flap providing access to the test connector. -a DMUs Fail LED. -a two- position switch.

To enable recorded data to be kept in a protected RAM by either aircraft 28 V or the batteries, the switch has to be set on OPERATING whether the DMUs is fitted or removed.

For DMUs spares which stay on a shelf, it is better to set the switch to STORAGE in order to keep the batteries loaded.

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EXTENDED DMUs IDENTIFICATION FIN: 1 TV

LOCATION ZONE: 127, RACK 87 VU

COMPONENT DESCRIPTION Compared to the basic one, the extended DMUs is equipped with: -an additional microprocessor board (slave) for expanded customer programmable

functions. -a Personal Computer Memory Card International Association (PCMCIA) interface to upload,

download and record data on an internal and high capacity removable media.

The DMUs front panel is equipped with: -an access door to the test connector and to a two- position ON/ OFF switch. The operating logic of this switch is the same as the one described in the previous topic for the

OPERATING/ STORAGE switch of the basic DMUs. -a DMUs Fail LED.

-an access door to the PCMCIA disk. -a window to display the 2 LEDs providing feedback on the PCMCIA disk operation.

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DAR/ODAR IDENTIFICATION

FIN: 2 TV LOCATION ZONE: 127, RACK 87 VU

COMPONENT DESCRIPTION The Digital AIDS Recorder (DAR) is an optional component of the Aircraft Integrated

Data System (AIDS). There are several vendors and two different storage media:

- Either a cassette (50 hour magnetic tape), - or an optical disk. The recorder is so called Optical DAR (ODAR).

The ODAR, described in this topic, is provided as an example. A door, incorporated in the front panel of the ODAR, gives quick access to the

optical disk. A front panel control/ display system, comprising four pushbutton switches and two 8- character alphanumeric displays, permits direct user configuration, status monitoring and command entry.

The following annunciators are provided on the front panel:

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-POWER ON: A green lamp which indicates the presence of a power supply.

-FAIL: A red LED which indicates ODAR failure.

-MAINTENANCE: A yellow LED which indicates ODAR performance degradation. -LOW CAPACITY: A yellow LED which indicates if the amount of free disk space remaining

is below the defined threshold value.

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MAINTENANCE PRACTICE

PUSHBUTTON REMOVAL/INSTALLATION

Before starting a pushbutton removal installation procedure, make sure that the lamp capsule is in the delatched ( up) position when you remove it from an alternate action

switch. If the lamp capsule is not delached (up) when you remove it the switch cannot operate. Then open the circuit breaker of the circuit related to the pushbutton switch. Put

the removal tool lamp capsule extractor in the notches on the side of the head of the pushbutton switch.

Carefully pull the tool to remove the heat of the pushbutton switch. The head stays attached to the body of the pushbutton switch by the rods that turn. Now you have to

remote the body of the pushbutton switch. First, fully loosen the two screws of the body but do not lock them. After, pull the head to remote the body. Before starting the

installation of a pushbutton switch, clean and make an inspection of the component interface and of the adjacent area.

Now, put the TOP mark in the up position and push the body of the pushbutton switch fully into its housing. Torque the two screws of the body of the pushbutton switch. Now, install

the head in the body of the pushbutton switch.

To do this, push the head until it touches the stop. To finish the installation task close the circuit breaker of the circuit related to the pushbutton switch. After that, make sure that the work area is clean and clear of tools and other items.

CFDS SPECIFIC PAGE PRESENTATION ECAM 1 GENERAL

ECAM 1 corresponds to FWCs 1, SDACs 1 and ECP. ECAM 2 corresponds to FWCs 2, SDACs 2 and ECP.

ECAM 1 ECAM PIN PROGRAM The first page of ECAM PIN PROGRAM gives the status of SDACs 1 and SDACs 2 hardware

pin programming. The second page gives the status of FWCs 1 and FWCs 2 hardware pin programming.

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FDIU CREATE TEST CREATE TEST activates the test immediately and displays the result.

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CFDIUs

No specific functions (Refer to ATA chapter 31 "CFDS Reports" module). NOTE: CFDIUs is a type 1 system but there is no PREVIOUS LEGS REPORT.

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EIS 1 GENERAL As long as DMCs 1 is in maintenance mode, the CAPT PFD and ND and the upper ECAM

Display Units will display "MAINTENANCE MODE" instead of the regular operational mode. EIS 1 PREVIOUS LEGS REPORT

Error codes are used in some DMCs identification messages. They give a more precise failure identification. When required, the trouble shooting manual will help you to

identify the code. In this example, "1001" is the error code. (3) means 3 occurences.

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EIS 1 ENGINES

The DMCs connected to the upper ECAM DU monitors primary parameter indications of both engines (N1, N2, EGT).

N1 E1 N1 red line gives the N1 limit depending on the engine type and equipment. N1 E1 (E1 means engine 1):

The DMCs stores, in its BITE, the maximum value reached during the last flight. N2 E1

N2 red line gives the N2 limit depending on the engine type and equipment. N2 E1 (E1 means engine 1): The DMCs stores, in its BITE, the maximum value reached during the last flight.

EG TE1 EGT red line gives the EGT limit depending on the engine type and equipment.

EG TE1 (E1 means engine 1): The DMCs stores, in its BITE, the maximum value reached during the last flight.

GENERAL RESET This key resets the values stored for over limit parameters. The reset is also performed

automatically at each take-off.

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EIS1 DUMP BITE MEMORY

The DUMP BITE MEMORY gives a CFDS level 3 information (Engineering maintenance). When required, the TSM has to be used for decoding the messages.

INTERNAL FAULTS INTERNAL FAULTS means faults detected inside the DMCs. A maximum of 3 failures can be

recorded for each flight leg. 27 legs may be stored. NEXT PAGE is used to see the other legs.

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EXTERNAL FAULTS are the result of no information or no valid information received by the

DMCs. 7 failures can be recorded for each flight leg. 27 legs may be stored. NEXT PAGE is used to see the other legs.

FAULT ON GROUND Faults which may occur on ground shall be recorded in the zone 3 of the BITE

memory and will not be transmitted in plain English language to the CFDIUs. The only access to this zone is by the memory dump. A maximum of 4 failures can be stored.

FAILURE COUNTER RESET The FAILURE COUNTER RESET key resets the failure counters inside DMCs 1.

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EI S1 TEST SYSTEM TEST

SYSTEM TEST enables the DMCs to operate with the full fault detection possibilities available in flight. After selection of this test, the DMCs will leave the MENU mode. After selecting the START TEST key, the result of this test can be read by selecting

the SYSTEM TEST RESULT key.

DISPLAY TEST When DISPLAY TEST is selected, the 3 DUs connected to the DMCs will display a test pattern showing The fundamental colors and geometrical outlines.

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EIS1 TEST (Cont’d) INPUT TEST

During 5 seconds, the DMCs will scan all its "ONSIDE" buses (It will check that each bus sends labels with their correct refresh rate). During the next 5 seconds, the DMCs will scan all its "OFFSIDE" buses. At the end of this test, the DMCs will signal which LRUs

have a faulty bus, along with their ATA reference.

SYSTEM TEST RESULT This function permits the result of the SYSTEM TEST to be read.

ATA 31 Indicating-Recording Systems

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ATA 31 Indicating-Recording Systems

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