Ata 46-20 Atims General

Book No: A319/A320/A321/A330/A340 46 L3 e

Lufthansa

Lufthansa Base

Issue: Jul 2001For Training Purposes Only

Lufthansa 1995Technical Training GmbH

Training Manual

A319/A320/A321

A330/A340

ATA 46Information Systems46-20 Air Traffic Information

Management System (ATIMS)

For training purposes and internal use only.

Copyright by Lufthansa Technical Training GmbH.

All rights reserved. No parts of this trainingmanual may be sold or reproduced in any formwithout permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main

Tel. +49 69 / 696 41 78

Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193

D-22335 Hamburg

Tel. +49 40 / 5070 24 13

Fax +49 40 / 5070 47 46

TABLE OF CONTENTS

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ATA 46 INFORMATION SYSTEM 1. . . . . . . . . . . . . .

46-20 AIR TRAFFIC INFORMATION MANAGEMENT SYSTEM 1. . . . . .

INTRODUCTION / WHAT IS FANS ? 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FANS ADVANTAGES 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TRANSITION TO FANS 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM? 8. . . . . . ATIMS DESCRIPTION 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIM FANS ARCHITECTURE 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS A CONFIG ONLY) 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATALINK ALERTS AND WARNINGS 16. . . . . . . . . . . . . . . . . . . . . . . . . . ATSU DESCRIPTION 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU SOFTWARE DESCRIPTION 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU SOFTWARE CONT‘D 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU DATALINK APPLICATIONS 26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERFACE 28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU RECONFIGURATION 34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER SUPPLY 36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT LOCATIONS 38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND NETWORK 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INITIALIZATION 42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATSU/VDR3 INTERFACE 44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RMP UTILIZATION 46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMM STATUS PAGE 48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPANY CALL PAGE 50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAINTENANCE PAGE 52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BITE ARCHITECTURE 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LINK TEST‘S OF THE ATSU 66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GLOSSARY 68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

TABLE OF FIGURES

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Figure 1 CNS/ATM Principle 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 2 ATIMS Installations (A340 shown) 11. . . . . . . . . . . . . . . . . . . Figure 3 System Architecture 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4 DCDU‘s and ATC MSG Lights 15. . . . . . . . . . . . . . . . . . . . . . Figure 5 ATSU Warnings 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 4 ATSU Functions 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 5 ATSU Interfaces and Software 23. . . . . . . . . . . . . . . . . . . . . . Figure 21 ATSU Software 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 9 MCDU MENU 27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 10 ATSU Interface 29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 11 ATSU Interface 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 12 ATSU Interface 33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 13 ATIMS - Power Supply 37. . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 15 ATIMS - Locations 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 13 ATIMS - Ground Network 41. . . . . . . . . . . . . . . . . . . . . . . . . Figure 16 COMM INIT and VHF SCAN MASK 43. . . . . . . . . . . . . . . . Figure 17 ATSU / VDR3 Interface 45. . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 9 ATIMS - RMP 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 18 ATSU / COMM STATUS 49. . . . . . . . . . . . . . . . . . . . . . . . . . Figure 19 ATSU / COMPANY CALL 51. . . . . . . . . . . . . . . . . . . . . . . . . Figure 20 ATSU / MAINTENANCE Pages 53. . . . . . . . . . . . . . . . . . . . Figure 22 ATIMS - BITE Architecture 55. . . . . . . . . . . . . . . . . . . . . . . . Figure 23 ATIMS - SYSTEM REPORT / TEST page access 57. . . . Figure 24 LRU IDENT Page 59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 25 SYSTEM TEST Page 1 61. . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 26 SYSTEM TEST Page 2 (DCDU TEST Indication) 62. . . . . Figure 27 SYSTEM TEST Page 3 63. . . . . . . . . . . . . . . . . . . . . . . . . . . Figure 28 ATIMS - Specific Data Page 65. . . . . . . . . . . . . . . . . . . . . . . Figure 29 LINK TEST‘s 67. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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INFORMATION SYSTEMATIMS

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1FRA US/T to Jan 01

ATA 46 INFORMATION SYSTEM

46-20 AIR TRAFFIC INFORMATION MANAGEMENT SYSTEM

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INTRODUCTION / WHAT IS FANS ?

GENERAL

FANS is an abbreviation and is for Future Air Navigation System. Thus a pro-cedure represents FANS, which is to be used in the future for navigation in avi-ation. The air traffic control created for it a concept, which itself is calledCNS/ATM (Communication Navigation and Surveillance / Air Traffic Manage-ment). This informations defined by the I.C.A.O. 1983 were already published.CNS/ATM represents a concept for the safe and efficient handling of future airtraffic, whereby additionally larger capacities result from this new procedure.Further the structure of a GNSS (Global Navigation Satellite System) is beingintrocuded which is led by the European countrys This wil be a system usedonly for cvil aviation.The IATA (Asia Pacific Group) undertook large efforts, to introduce this conceptand their members will benefit from introduction of the ” test tracks ” in 1998between Asia, Europe and the USA.For future Navigation procedures in aviation the abbreviation FANS has beengenerally established.

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Air Traffic Control Today Air Traffic Control Tomorrow

Communication / Navigation / Surveillance

Communication takes place by HF or VHF radiocommunication. This language transmittal, typicallythrough a “Third ” person , which translates the mes-sages of the crews at the teleprinter and furthersends them to the air traffic controllers.

Communication takes place via Satellite Communi-cation (Data and Voice)

Over the continents (the USA, Europe) navigation isbased on ground-based radio beacons (VOR, NDB).Over water and small settled or poor countries, navi-gation takes place by INS (Inertial Navigation Sy-stem).

Navigation takes place by GPS (Global PositioningSystem).

For this a “civil ” GPS = GNSS �will be introduced.

In the air space over highly developed countries theposition monitoring takes place by ground-based ra-dar.Over water and small developed countries the posi-tion monitoring is made by verbally delivered positionsignals via HF.

Position monitoring takes place automatically and viaSatellites.

�GNSS 1 represents a transition level to GNSS 2 it be based on the militarily controlled systems GPS and GLONASS, but however certain civilian components (e.g.EGNOS) have been added to improve the use of the Satellitennavigtion in the European air space.GNSS 2 is a global ” civilian ” satellite system, which is controlled and led by the EU+CIS. It fulfills all European aviation requirements and will be introduced in addi-tion, in order to become certified as the only navigation system for all flight phases (+Differential GNSS Ground station).

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FANS ADVANTAGES

� What are the advantages of FANS?1. The seperation between the airplanes (in flight) can be reduced. More air-

planes per time unit on a route.2. Air routes can be optimized.3. More direct routes.4. Satellite communication.5. When crossing other air routes it can be omitted more frequently to change

to a lower and thus uneconomic flight level.

At the same time an increase of the safety standard will take place.

�Why FANS is necessary?The current air traffic routes represent often a longer route between two pointson the earth than phisically necessary and are used mainly with their maximumcapacity.

That means:� increased fuel consumption by ” detours ”.� cargo capacities cannot be used completely, since too much fuel must be

carried forward.� takeoff delays caused by overcrowded air space.

1. Distance / SeparationIn order to be able to determine the ” safety margin ” from airplanes, the follow-ing factors must be considered:

- errors in navigation actually and- potential errors in the voice communication between crews and air traffic

controllers.The problems of the traditional, spoken position signals and the delays in con-nection with high frequency transfers over ” Relay” stations (20 - 45 minutes totransmit a position report), require an enormous distance between individualairplanes. This distance is typically 100 Nm to geographical latitude and 120Nm at geographical length. This results in a surface of 48.000 NM2, which areblocked by a single airplane!The consequence of the fact is that many airplanes can‘t fly at the optimumaltitude and with the optimum speed.FANS equipped airplanes however can deliver automatically their position aswell as its further intentions (heading/track, speed, altitude) with the help of asatellite connection at least every five minutes.The determination of the posi-tion takes place with the help of the very exact Global Positioning System(GPS) or Global Navigation Satellite System (GNSS).Digital data communication between the crew and the air traffic controller re-duces drastically the possibilities of errors and permits lessseperation betweenindividual airplanes.The total of improvements in communication, navigation and surveillance of airtraffic enables Air Traffic Control to reduce the seperation between the air-planes. For this reason the flight can be performed in optimum altitude whichalso reduces the fuel burn.

2. Optimized air routesTransatlantic flights e.g. are planned at present with meteorological data, whichare approx. 12 to 18 hours old. If satellite communication is used, which repre-sents a section of FANS, the current meteorological data can be transmitted tothe airplane during flight. The flightcrews are now able to create an optimizedflight plan, or on the ground an appropriate plan is created and transmitted tothe crew. This dynamic planning enables airlines to carry forward, less fuelfor“Eventualities ”, which means again that still lessfuel is used, or more payload can be carried forward.

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3. More direct routesIn many cases the current air routes are a compromise due to the navigationaids available on the ground and radar coverage. This leads to extended airroutes. However if the advantages of the satellite navigation and communica-tion are used, the possibility is higher of flying more direct and thus shorterroutes.After introduction of FANS the operators of airplanes benefit of the lower fuelconsumption, of shorter flying times and increased pay loads.Costs related to crews and maintenance are thereby reduced,too.To fly FANS routes, the airplanes must fulfill the following requirements:1. Airline operational control (AOC) data link

AOC connection permits the airlines, to transmit optimized roures, to deliverposition signals and to transmit current wind information about the data link.

2. Automatic Dependent Surveillance (ADS)The ADS function transmits the current position via satellite or VHF datalink to air traffic control. Automatic surveillance of ”enroute ” airplanes takesplace.

3. Air Traffic Control (ATC) data linkThe ATC datalink connection replaces voice communication of the crew withthe air traffic controllers. Desired modifications of the original flight plan canbe transmitted. The air traffic controllers have the possibility of requestingvia this way modifications of the original flight plan.

4. Global Positioning System (GPS) or GNSS integrationBy using GPS or GNSS a more exact positioning on routes and during ap-proach is possible. The navigation system must prove that it achieves thenecessary RNP. It provides also a time reference for the RTA, see below..

5. Required Navigation Performance (RNP)RNP criteria describe accuracy, integrity and availability for ” FANS ” opera-tions. The navigation systems are permanently monitored.If the accuracyrequired for a route is reduced, the crew is informed and can initiate coun-teractions if necessary.

6. Required time of Arrival (RTA)With RTA air traffic control can transmit temporal limitations concerning awaypoint. This enables the crew to achieve a certain geographical point at apreviously defined point in time. The cruising speed is adapted to the re-quirements automatically, so that the desired waypoint at the desired pointin time (+ / - 30 seconds) is achieved. If the desired RTA is not possible, thecrew is alarmed visually.

4. Satellite communicationWith the aid of the satellite navigation the period of reply for an airplane, whichrequests a “Level CHANGE ” on an optimal flight altitude, can be reduced to afew minutes. A saving of fuel is the result. At present the time for a reply isapprox. 20 min. to 45 min.

5. Flight level change In order to avoid potential conflicts, an airplane, which achieves a crossing air-way, must be vertically separated from all other airplanes. This means that oneof two airplanes must leave its actual altitude to an altitude up to 4000 feet be-low its optimal flight altitude. If the air traffic controller has more accurate posi-tion data and if the airplane can control its speed in such a way that the flightlevel change is achieved at a certain point in time, the vertical seperation forthis manouver is used less often.

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TRANSITION TO FANS

� Schedule for the introduction of CNS/ATM

Yeear 97 98 99 00 01 02 03 04 � 08South Pacific

SibiriaChina

IndiaNorth Atlantic

Worldwide? CNS ATM

I�1.→ I�2.→ I�3.→ I�4.→DLH from June 2000 4 acft.

Steps for the introduction of FANS

1. Test with ” FANS-1/A ” (previous FANS)- changes of processes- use of available airplane equipment w.

2. Transition to CNS/ATM ” FANS A ”- improvement / extension of the aircraft equipment- retirement of the old airplane and ground equipment

3. New technologies- ADS-B- Free Flight

4. Complete transition to CNS/ATM ” FANS B ” (I.C.A.O. requirement)

Satellite AntennaGround EarthStation (GES)

VHF AntennaVHF Rmote Ground Station(RGS)

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What is AIM FANS A or ATIMS?With Airbus these DATA link ” AIM FANS A ” called (Airbus Interoperable Mod-ular) or ” ATIMS ” (Air Traffic and Information Management System).The new unit which houses the ATIMS fuctions is called ATSU (Air Traffic Ser-vices Unit). This ATSU will replace the ACARS MU. The ATSU forms the plat-form for the ACARS and FANS operation after the line-up. (the ATSU is to befound in the ATA Chapter 46!!)The further difference exists in the use of two ” ATTENTION GETTERS ” i.e.two ATC message lights and two new DCDU’s (Datalink Control Display Unit)as well as the use of of a new MMR (Multi Mode Receiver) which processesthe ILS / MLS / GPS data.Otherwise FANS A and FANS 1 are identical as faras possible.

What is FANS-1?On the way up to the complete introduction of CNS/ATM the available aircraftare equipped or upgraded gradually with the necessary systems.The manufacturer BOEING calls its systems with ADS and CPDLC at presentFANS 1, AIRBUS however FANS A.CPDLC is for CONTROLLER/PILOT DATA links Communication and repre-sents satellite connections between the air traffic controllers and the crews.

What is CNS/ATM-1?Airplanes with FANS-1/A and additionally ADS-B (AUTOMATIC DependantSurveillance Broadcast) as well as the final installation of a new ATN (Aeronau-tical Telecommunication network) represent the future standard CNS/ATM-1.ADS-B means sending (Broadcast) all necessary information for automatic airtraffic control to all other airspace users. The recipients are thereby automati-cally enabled,to initiate the appropriate measures for the avoidance of colli-sions.

What is Free Flight?Free Flight represents a concept, with which airspace users may fly ” free ” andundisturbed from the air traffic control (ATC), as long as security is not endan-gered.

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REQUIRED SYSTEMS IN THE AIRCRAFT FOR CNS/ATM?

ACARSAircraft Communication Addressing and Reporting System.� Data communication of the airline for surveillance, for maintenance, for air-

craft operational data and others.

FMS-MCDU-ACARS INTERFACEFlight Management SystemMultipurpose Control and Display Unit� flight plan, Take-Off information and wind information can be transmitted

” up” to the aircraft.� position signals, flight progress, flight plan, performance data and if neces-

sary ADS reports of the aircraft can be transmitted ” down ” to the groundstation.

� display of the RNP as a function of the air route and the flight phase.� calculation and display of the current ANP (Actual navigation performance)

in dependency of the availability as well as the accuracy of the navigationsystems.

� power specification concerning the necessary cruising speed this is neces-sary to maintain certain RTA.

� provides mode selectors , in order to support the AOC function.

SATCOM DATA or HF DATASatellite Communication or High frequency DATA� voice transmission only as ” Backup ” for data communication.

GPS / GNSSGlobal Positioning System (military/civilian)Global Navigation Satellite System (civilian)� high accuracy during the positioning. High system integrity.� ability for navigation on all RNP routes.

ATC Communication AnnunciationAir Traffic control� visual and aural alerting of the crew with messages of air traffic control.

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COMMUNICATIONSATELLITES (SATCOM)

NAVIGATIONSATELLITES(GPS/GNSS)

AIRLINE AOC INFORMATION SERVICE

ATC CENTER

DIFFERENTIAL GPS/GNSS STATION

Page 9Figure 1 CNS/ATM Principle

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ATIMS DESCRIPTION

The ATIMS consists of:1ea ATSU: It’s a modular hosting platform that:

Centralizes all data communication-related functions:

- ATC datalink,

- Airline data communication.Manages the dedicated Human Machine Interface for datalink.Hosts software developed by several suppliers:

- ATC software controlled and managed by Airbus/Aerospatiale,

- Customizable AOC software open to competition between ACARSvendors (Rockwell Collins and Allied Signal);

Communicates initially via ACARS networks:

–Is upgradable to communicate over ATN (Aeronautical Telecommunication Network).

The main functions performed by the ATSU are:� to host the various datalink applications, including Airline Operational Control

and Air Traffic Services,� to provide management and access to the different datalink services available,� to provide management and access to the various datalink networks available.

2ea Datalink Control and Displays Units (DCDUs) which provide the flightcrew with display capabilities and control resources, allowing the display ofdata received from ATC and the sending of answers and messages to ATC.2ea ATC MSG attentions getters: P/Bs used for visual alert in case of ATCmessages reception.NOTE:The two DCDUs are not fitted in Pre-FANS configuration and the ATCMSG pushbuttons switches are not operational.The ATSU is connected to the following units and uses the services of these multi-purpose devices for interface needs:� the Multipurpose Control and Display Units (MCDUs)� the Printer� the Flight Warning Computers (FWCs)� the Radio Management Panels (RMPs).

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11FRA US/T to Jul 01 Page 11Figure 2 ATIMS Installations (A340 shown)

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AIM FANS ARCHITECTURE

GeneralAIM - FANS program launched by Airbus Industrie is designed to allow the air-craft to adapt to the steps of the transition towards the ultimate ((Fans Worl&through modular and flexible avionics upgrade. In order to optimize the systemarchitecture of the Airbus range of aircraft, the ATSU will also integrate rightfrom its entry into service the functions that are currently available on theACARS equipment, such as the routing function and all AOC services dedi-cated to exchanges, between the aircraft and the airline operational centers.Due to entry into service in 1998, the ATSU and associated systems will enablethe airlines to draw maximum benefit from the new communications and navi-gation facilities, while retaining an aircraft architecture capable of receiving fu-ture upgrades.NEW:ATSU= Air Traffic Services UnitDCDU= Datalink Control and Display unitMMR= Multi Mode ReceiverUPDATED:CMS= Central Maintenance SystemFMS= Flight Management SystemFWS= Flight Warning SystemHFDR= HF Data RadioMCDU= Multipurpose Control and Display UnitVDR= VHF Data Radio

System DescriptionThe Air Traffic and Information Management System is organized around ahost platform which integrates datalink applications and the routing function.The ATIMS system can be configured in two ways:� in Pre-FANS configuration:

- Air/ground communication Router Function (ARF)- Airline Operational Control applications (AOC).

NOTE : The Datalink Control and Display Units (DCDU) and the ATC MSGpushbutton switches are not operational.

or� in FANS A configuration:

- Air/ground communications Router Functions (ARF)- Airline Operational Control applications (AOC)- FANS A Air Traffic Control (ATC) applications.

NOTE : The DCDUs and the ATC MSG pushbutton switches are opera-tional.

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13FRA US/T to Jul 01 Page 13Figure 3 System Architecture

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DATALINK CONTROL DISPLAY UNIT (DCDU) DESCRIPTION (FOR FANS A CONFIG ONLY)

The DCDUs are the interface means dedicated to the ATC applications. They pro-vide the flight crew with display capabilities and control means, allowing the displayof messages received from ATC ground center and the sending of answer andmessages to the ground center. The DCDUs are managed by the ATSU which pro-cesses and organizes the data in screen pages to be displayed and translates re-ceived key codes into crew orders (soft keys).

Functional OperationThe DCDU has two main functions:� Display function: display of the air traffic system information to the flight

crewThe DCDU is equipped with an LCD flat panel. The DCDU displays themessages formatted by the ATSU on a black background, in eight differentcolors: amber, black, cyan, green, magenta, red, white and yellow.These messages are in semi-graphical format and include alphanumericaltext and simple graphical attributes such as boxes, arrows, separation lines,”inverse video”...

� Control function: a response device for the flight crew.The DCDU has:- four pushbuttons switches associated to menu keys named ”soft keys”- four engraved pushbuttons switches dedicated to:

� page up and down functions.� message up and down functions .� print function .� manual brightness control.

In addition, the pushbuttons switches are lighted for night vision inaccordance with the general cockpit selection.

Each DCDU has a ”black screen” function in order not to disturb the flight crewin case of abnormal display. Any action on a pushbutton switch is transmittedto the ATSU.Any action on a menu key is acknowledged by the DCDU itself on the display,prior to and independently of a possible message change from the ATSU, by areverse video display.

Physical DescriptionThe DCDU is equipped with a LCD screen and twice four push-buttons locatedon each side of the screen.Electrical Characteristics� power supply: 28VDC� dissipated power : 16.5 Watts (average value).� one back connector

ATC MSG Illuminated Pushbutton Switches DescriptionThese pushbutton switches provide the flight crew with a visual alert in case of ATCmessage reception and with an alert cancel means by pressing them.In addition, an aural alert is triggered by the FWCs, single or repetitive chimesounds according to the priority of the message.

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15FRA US/T to Jul 01 Page 15Figure 4 DCDU‘s and ATC MSG Lights

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16FRA US/T to Jan 01

DATALINK ALERTS AND WARNINGS

The ATIMS system uses the services provided by the FWCs to activate visual/aural alerts and warnings for:� air/ground communication services� hosted AOC applications� ATC applications.

They are generated depending on the following ATSU information:� its own status:

- ATSU Fault/No Fault- CPDLC application Fault/No Fault- ADS application Fault/No Fault- Standard AOC application Fault/No Fault.

� its interface status with communication system units:- VDR3 data mode status (Fault/No Fault)- Selected VDR3 mode (Data/Voice)

� the Data-link availability:- Communication peripheral status (Fault/No Fault)- ATC presence in ATSU (to avoid an automatic display in Pre-FANS con-

figuration).

Air/ground communication warningsIn FANS A configurationThe FWCs are used to generate air/ground communication warnings such asinternal ATSU failure, datalink status (failure or unavailability) and Communica-tion system failure.They are managed by the FWCs according to ATSU information (and fromother on-board systems), to the flight phase and to the priority level.Limitations are displayed to the crew to indicate the availability of the commu-nication sub-networks and of the pilot/controller communication (CPDLC ap-plication). In case of datalink unavailability, the procedure is to return to theVOICE mode.The following table presents the main alarm generation conditions.NOTE : All these alarms are inhibited during takeoff and landing phases.

In Pre-FANS configurationThe FWCs generate the system warnings such as internal ATSU failure, loss ofdatalink applications or communications...They are inhibited during some flight phases according to the priority level.1. System warnings

The FWCs display the following warnings/malfunctions in amber on theEWD:- DATALINK ATSU / ACARS FAULT in case of ATSU failure- DATALINK ATSU / ACARS FAULT+ ATSU INIT FAULT when the ATSU

Router is not initialized- DATALINK COM NOT AVAIL when the VHF3 and the SATCOM net-

works are not available- DATALINK COM FAULT + VHF3 + SATCOM FAULT when the VHF3

and the SATCOM systems are faulty.This green memo is displayed on the bottom left section of the EWD:- DATALINK STBY when the VHF3 and the SATCOM systems are in NO

COMM status.2. INOP System

The following INOP System indications are displayed in amber on the Sys-tem Displays (SD):- ATSU / ACARS- DATALINK COM

3. LimitationsThis limitation indication is displayed in cyan in the SD:- COMPANY COM VOICE ONLY

NOTE: On A320 family aircraft a failure concerning the ATSU is still indicatedas an „ACARS FAULT“ on the ECAM displays.

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EWD MESSAGE ATTENTION GETTERS STATUS FAILURE CASE

DATALINK ATSU / ACARS FAULT(Amber)

Master Caution / Single Chime INOP SYSTEM (Amber):ATSU / ACARSDATALINK ATCDATA COMPANYLIMITATION (Cyan):ATC COM VOICE ONLY

ATSU failure or wrong pin program-ming parityNo datalink communications are avail-able between ground and the aircraft

DATALINK ATSU / ACARS FAULTATSU / ACARS INIT FAULT (Amber)

Master Caution / Single Chime INOP SYSTEM (Amber):ATSU / ACARSDATALINK ATCDATA COMPANYLIMITATION (Cyan):ATC COM VOICE ONLY

Initialization failure:Mandatory parameter(s) (VHF SCANMASK; A/L IDENT or A/C REGISTRA-TION) are is (are) missingNo datalink communication

COMPANY / ACARS DATALINKSTBY (Green Left Memo)

Temporary loss of AOC datalink com-munication, but no failure detected

DATALINK COMPANY FAULT INOP SYSTEM (Amber):DATA COMPANY

AOC datalink communication failuredue to loss of all air-ground commu-nication means

ATC DATALINK STBY Temporary loss of ATC datalink com-munication, but no failure detected.

DATALINK ATC FAULT (Amber)

ATC COM VOICE ONLY (Cyan)

Master Caution / Single Chime INOP SYSTEM (Amber):DATALINK ATCLIMITATION (Cyan):ATC COM VOICE ONLY

ATC datalink communication failuredue to loss of all air-ground commu-nication means, airborne ATC applica-tions lost or both DCDU‘s failed

COM HF1 DATA FAULT (Amber) INOP SYSTEM (Amber):HF1 DATA

HF1 datalink communication failure

COM VHF3 DATA FAULT (Amber) INOP SYSTEM (Amber):VHF3 DATA

VHF3 datalink communication failure

COM SATCOM DATA FAULT (Amber)

INOP SYSTEM (Amber):SATCOM DATA

SATCOM datalink communication fail-ure, message is not displayed if COMSATCOM FAULT is already shown

HF VOICE (Green Right Memo puls-ing)

HFDR is in VOIVE mode

GND HF DATA (Green Right Memo) HF DATA on ground

VHF3 VOICE (Green Right Memopulsing)

VDR3 in VOICE mode

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Company alerts (in pre-FANS and FANS A configura-tions)The ATSU generates the alert while the FWCs manage the flight phase inhibi-tion, the alert cancel and priority.The FWCs manage three different alerts according to the standard AOC mes-sage arrived from the airline and display the following green memo on the bot-tom right section of the EWD:� COMPANY MSG without any sound associated, when a standard AOC

message is received from the airline.� COMPANY CALL without any sound associated, when a message is re-

ceived from the airline requiring a voice conversation.� COMPANY ALERT, pulsing during the first three minutes and associated

with a buzzer sound limited to one second, when an alert message is re-ceived from the airline

NOTE : The first two messages are inhibited during takeoff and landingphases.

ATC MSG alert (in FANS A configuration only)ATC alerts are generated to warn the crew:� when a new ATC message arrives from the ground� when a reminder message (for a deferred clearance or a report request) is

automatically presented within the DCDU message file.The ATC alerts consist in:� one aural alert: specific sound named RING (double brief ringing: phone

ring). According to the message priority, the aural ATC alert is less or morerepetitive. The sound is emitted through the Audio Management Unit(AMU).

� one visual alert: flashing of two lighted pushbutton switches labeled ’ATCMSG’ and located in the glareshield.

NOTE : No ECAM message is displayed with an ATC alert.The ATSU handles this alert operationally (flight phase inhibition, sound andlight repetition, synchronization and delay, alert cancel...) while the FWCs arein charge of aural alert priority handling, transmission to the AMU and electricalsignal generation of the lighted pushbutton switches (flashing light).The illumination and the extinction of the two pushbutton switches are coupled,but no synchronization is required from the FWCs.

The following fuctions are provided for MSG and Alert handling:1. Sound and light synchronization

Two different signals are used to manage separately the aural and visualwarning (synchronization, delay...).

2. Accumulation of alertsTwo different alerts have two corresponding sounds always separated by atransition period (a silence) of two seconds. During this transition period, thepushbutton switches are off.

3. Alert cancellingThe ATC alert is cancelled by pressing either ATC MSG pushbutton switchor by answering the corresponding message on the DCDU by pressing onesoftkey.Pressing the MASTER WARN and/or the MASTER CAUT pushbuttonswitches does not affect the ATC alerts. Closing the current alert by press-ing the ATC MSG pushbutton switches cancels the alert for all messagesarrived in the meantime.

4. Flight phase inhibitionATC alerts are inhibited during takeoff and landing phases.

5. Priority levelIf a message arrives and requires a higher level alert than the alert in prog-ress, it takes priority.

6. Sound and light repetitionFor repetitive aural alerts, the first sound is not emitted. The ATC MSGpushbutton switches first come on and then, repetitive sounds start after atime delay corresponding to the frequency rate.

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ECP

SINGLE CHIME +MASTER CAUTION

COMPANY MSG

ATCMSG

Page 19Figure 5 ATSU Warnings

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ATSU DESCRIPTIONThe new ATSU (Air Traffic Services Unit) is certified of the JAA in Dec.98 forthe A330 / 340 and in June 99 for the A320 family. Herewith the way for a full” DATA-LINK Communications ” between the pilots and Air Traffic Control isopened.The ATSU, which is part of the Airbus modular AIM FAN strategy, replaces theavailable ACARS unit in all new A330 and A340 airplanes.The ATSU is manufactured by Aerospatiale Matra and fullfills the the worldwidepossibilities for DATA LINKS as the ACARS before. Additionally it also coversDATA LINK fuctions with ATC which are being activated in the future.The ATC DATA link communication however goes beyond the language, sinceit operates with more precise text Messages to the pilots in order to reducepossible navigational errors.The new ATSU is thus the first ” Avionics Computing Resurce ” which enablesthe airlines the possibility to select between different software manufacturers.The airlines have the choice to select either the AlliedSignal or the Rockwell -AOC software (Airline Operational Control).

NOTE: LUFTHANSA HAS CHOOSEN ALLIED SIGNAL FOR THE AOCSOFTWARE. WITH THE ATN ROUTER HOWEVER FOR ROCK-WELL.

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NAVIGATIONSYSTEMS

HMI

(DCDU‘s, MCDU‘s, PRINTER...)

DATACOMMUNICATIONS SYSTEMS (SATELLITE DIGITAL RADIO MODE-S)

GROUND: ATC AIRLINEINFO SERVICES

Page 21Figure 6 ATSU Functions

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ATSU SOFTWARE DESCRIPTION

GeneralThe ATSU is the main component of the system. Its architecture is based on:� an Air Traffic Service Unit (ATSU) hardware case� an ATSU A/C INTERFACE software uploaded in the ATSU through the Multi-

purpose Disk Drive Unit (MDDU) or the portable data loader� an AOC software uploaded in the ATSU through the MDDU or the portable data

loader� an ATSU FANS A APPLICATIONS software uploaded in the ATSU through the

MDDU or the portable data loader (only in FANS A configuration).The ATSU Software consists of the three following Software packages, eachpackage includes one or more disks.

ATSU A/C interface softwareIts different functions are :� monitoring of the system (power supply and BITE functions)� acquisition of the aircraft parameters for applications software use� management of the air/ground communications (ARF function)� management of the communication with the on-board peripheral units� management of the human/machine interface (MCDU, DCDU, Printer and

alert function)The Software loaded is the ATSU A/C INTERFACE Software (20TX)

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23FRA US/T to Jul 01 Page 23Figure 7 ATSU Interfaces and Software

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ATSU SOFTWARE CONT‘D

FANS A application softwareThe FANS A application packages consist of:� ATSU AFN (ATS Facilities Notification) application software

The purpose of this application is to establish the contact with the ATCground center, then to provide the ATC center with the aircraft registration,the datalink applications available on the aircraft with the correspondingaddresses.

� ATSU CPDLC (Controller-Pilot DataLink Communications) application Soft-wareThe aim of this application is to provide dialog between ATC controllers andflight crew, using datalink communication instead of voice communications.Each CPDLC message is composed of a set of message elements whichcorrespond to the existing phraseology used by current ATC procedures.

� ATSU ADS (Automatic Dependent Surveillance) application SoftwareThe ADS function is to provide the ATC ground center with aircraft surveil-lance data through periodic, event or on-demand reports.

Two utilities packages are necessary for ATC applications:� ATC HMI UTILITIES software: this package provides services for the HMI of

the ATC application (DCDU, MCDU, printer and ATC alert)� ATC INTEGRATION UTILITIES software: this package provides services

for integration of the ATC application with on-board system, mainly for inter-face with the FMS.

The Software loaded for the ATSU FANS A Applications are composed of fivesets of disks:� ATC HMI UTILITIES software disk (25TX)� ATC INTEGRATION UTILITIES software disk (26TX)� ATSU AFN APPLICATION software disk (28TX)� ATSU ADS APPLICATION software disk (27TX)� ATSU CPDLC APPLICATION software disk (29TX)

NOTE : They have to be loaded in the order shown above and the two DATALOADER selector switches must be set to OFF between each set of diskuploading. The ATSU must perform a Power On Self Test to validate each ap-plication uploading.

AOC softwareThe AOC software consists in hosted AOC applications which are dependingon airline definition.These datalink applications concern operations related to the flight such asflight plans, weather, behaviour of aircraft elements transmitted for mainte-nance reasons, fuel quantity, personnel management, gate management...The Software loaded is the Airline Operational Control (AOC) Application Soft-ware (22TX) and the AOC Database (24TX)

IMPORTANT NOTE FOR ALL DATA LOADING PROCEDURES !!!As mentioned in the Airbus AMM and TSM procedures the Data Loader selec-tor switches (overhead panel) must be set to OFF when the data loading ofONE software P/N, which may include 1 or more disks, is completed (TRANSCOMPLETE on MDDU) then, you must wait for the disappearance of theECAM alert, DATALINK ATSU FAULT, and the return of the ATSU prompt onMCDU, before go on with the NEXT software P/N uploading.The loading time for one full disk is ten minutes approximately but the AFN ap-plication is quickly loaded (two minutes approximately).After the uploading operations, the operator must mandatorily do a check of thereference of the data loaded in the computer, on the MCDU.

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25FRA US/T to Jul 01 Page 25Figure 8 ATSU Software

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ATSU DATALINK APPLICATIONS

Three menus are available:

Air/Ground communication menuThe COMM MENU is available in pre-FANS and FANS A configurations andgives access to:� the COMM INIT page to initialize the datalink communications� the VHF3 DATA MODE page to select the ground station (Service Provider)

for datalink communications� the VHF3 VOICE DIRECTORY page to select the mode VOICE or DATA

and the VOICE frequency� the COMM STATUS page to display the availability of the VHF3 and SAT-

COM networks� the COMPANY CALL page to display the message content and to validate a

VOICE-GO-AHEAD� the MAINTENANCE page which comprises a TEST part and an AUDIT part

Airline company menuThe AOC menu is comprised in pre-FANS and FANS A configurations and isspecific to the airline. Generally it hosts these applications:� configuration/initialization.� downlink message entry/selection/transmission.� uplink message display

Controller-Pilot Data Link Communication MenuThe ATC menu is only comprised in FANS A configuration and gives access to:� the LAT REQ page for request of lateral trajectory changes to the ATC cen-

ter� the WHEN CAN WE page for time estimation request to the ATC center� the MSG LOG page to display any message closed and stored on the

DCDU� the NOTIFICATION page to initialize the ATS Facilities Notification with an

ATC center and establish contact� the VERT REQ page for request of vertical trajectory changes to the ATC

center� the OTHER REQ page for miscellaneous request such as voice contact re-

quest with ATC center� the TEXT page to send justifications to negative replies to the ATC center� the REPORTS page to generate automatically position reports at each ATC

waypoint� the CONNECTION STATUS page to display the status of the CPDLC con-

nections and to activate/deactivate the ADS applications� the EMERGENCY page to generate emergency messages to the ATC cen-

ter.

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MCDU

MENU

<FM

<ATSU

<SAT

<CMS

<ACMS

<ATC MENU AOC MENU>

COMM>

ATCCOMM

<LAT REQ

<WHEN CAN WE

<MSG LOG

<NOTIFICATION

<ATSU DLKRETURN TO

VERT REQ>

OTHER REQ>

TEXT>

REPORTS>

STATUS>

EMERGENCY>

CONNECTION

<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

ATSU DATALINK

ATC MENU COMM MENU

COMM

VHF3

COMM<PREFLIGHT

<ENROUTE

<POSTFLIGHT

FLT LOG>

WEATHER REQ>

RCVD MSGS>

REPORTS>

CONFIG>

AOC MENU

<SNAG

VHF3 VOICE

Page 27Figure 9 MCDU MENU

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INTERFACE

The ATSU uses the data transparent protocol, defined in ARINC 429 Specifica-tion, when it communicates with the on-board avionics systems.The ATSU is interfaced with the following peripherals units:

Datalink Control and Display Unit 1 and 2 (DCDU 1 & 2)The ATSU/DCDU interface fulfills the following functions:� Display function� Recall function� Flight crew response function� Initialization function� BITE function composed of DCDU test, error report, DCDU status report

and LRU identification functions.

Multipurpose Control and Display Units (MCDU)The MCDUs provide the air/ground communication routing function with thefollowing services:� Possible connection with any MCDU and simultaneously with up to two

MCDUs.� Human-Machine Interface provided with the MCDU system pages and

scratchpad message displays.

Flight Management Guidance and Envelope Computers 1 and 2 (FMGEC)only A330/A340The FMGECs provide the air/ground communication routing function with thefollowing services:Acquisition of:� FMGEC activity label� Flight number� FMS communication master/slave information� Destination airport

Transmission and Exxchange of status information:� ATSU validity� Datalink status� Voice busy

� VHF3 voice

Flight Management and Guidance Computer 1 and 2 (FMGC) only A320FamilyThe FMGCs provide the air/ground communication routing function with thefollowing services:Acquisition of:� FMGC activity label� Flight number� FMS communication master/slave information� Destination airport

Transmission and Exxchange of status information:� ATSU validity� Datalink status� Voice busy� VHF3 voice

GPS Airborne SystemThe GPS receiver is used to provide the ATSU with UTC date and time.The GPS receiver can be the First Officer Multi Mode Receiver (MMR2) or theFirst Officer Global Positioning System Sensor Unit (GPSSU2) depending onthe aircraft configuration. The data are broadcasted on bus 3 of the MMR2 orGPSSU2 to the ATSU.

VHF Data Radio 3 (VDR3) transceiverThe VDR3 provides the air/ground communication routing function with the fol-lowing services:� VDR mode control,� ARINC 618 data exchange,� VHF link management,� Error indication,� Status reporting.

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ÍÍÍÍÍÍ

ÍÍÍÍÍÍ

MMR2 orGPSSU2

AIRSHOW DIU

TO VDR3

Page 29Figure 10 ATSU Interface

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SATCOM Satellite Data Unit (SDU)The ATSU uses the service provided by the SDU1 to communicate with theground in Data mode. The ATSU COM2 output bus and SDU1 input bus sup-port (optional in Pre-FANS configuration):� SDU status transmission to the ATSU� ATSU status transmission to the SDU1 (primary source/destination, fail-

ure...)

High Frequency Data Radio 1 (HFDR1) transceiver (optional)The ATSU uses the service provided by the HFDR1 to communicate with theground in Data mode. The ATSU COM2 output bus and HFDR1 input bus sup-port:� HFDR1 status transmission to the ATSU� ATSU status transmission to the HFDR1 (primary source/destination, fail-

ure...)NOTE : The HFDL (HF Datalink) function is optional. A pin-programming re-ceived from the SDAC enables the ATSU to determine if the HFDR1 is installedor not.

Cabin TerminalsThe Cabin Terminal system provides the air/ground communication routingfunction with the following services:� Acquisition of the Cabin Terminal activity label.

Exchange and Transmission by the system of� System validity� Datalink availability (VHF,SATCOM)

Airshow Digital Interface Unit (DIU)The DIU receives information like Connecting Gates, News, Advertising, Testpatterns...

Radio Management Panels 1, 2 and 3 (RMP)The RMPs provide the air/ground communication routing function with the fol-lowing services:� Remote port select to indicate a request for switching the system which

controls the VDR3,� port select information to indicate which system is controlling the VDR3.

Landing Gear Cntrol and Interface Unit (LGCIU)The ATSU and both DCDUs receive information from the Landing Gear ControlInterface Unit (LGCIU) to determine whether the aircraft is on ground or inflight.This information corresponds to ”Nose Landing Gear compressed or not”. It isprovided by the LGCIU through three distinct discrete signals, one sent to theATSU, the second one to the DCDU1 and the last one to the DCDU2:� A ground signal indicates that the aircraft is on ground.� An open signal indicates that the aircraft is in flight. The LGCIU provides the

air/ground communication routing function with the Flight/Ground informa-tion .

ClockThe Clock provides the air/ground communication routing function with theUTC date and time.

Data Management Unit (DMU)The ACMS/AIDS DMU provides the air/ground communication routing functionwith the following services:� Acquisition of ACMS/AIDS DMU activity label.� Exchange and Transmission by the system of status information� System validity� Datalink availability (VHF,SATCOM)

Flight Warning Computers 1 and 2 (FWC)The ATSU acquires broadcasted data needed for AOC hosted application fromboth FWCs and SDACs.The FWCs provide the air/ground communication routing function with:� alert generation service,� warning generation service.

NOTE : The inhibition of the warnings depending on the flight phase is per-formed by the FWCs.

System Data Acquisition Concentrators 1 and 2 (SDAC)The ATSU acquires broadcasted data needed for AOC hosted application fromboth FWCs and SDACs.

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ÍÍÍÍÍÍ

ÍÍÍÍÍÍ

MMR2 orGPSSU2

AIRSHOW DIU

TO VDR3


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Light SystemThe ATC MSG pushbutton switches power supply is provided by transformersfrom LP circuit (Annunciator Light Test and Dimming)

Display Management Computers (DMC)The DMC provides Speed, Altitude, Vertical Speed, Heading, Track, Wind andPresent Position Data as a Back-Up for the FMS

Central Maintenance Computers 1 and 2 (CMC) only A330/A340The CMCs provide the air/ground communication routing function with the fol-lowing services:Acquisition of the following parameters� Aircraft registration number� Flight number� Destination airport� SDU installed/not installed� VDR3 installed/not installed� CMC activity label� Date� ACMS DMU installed/not installed.

Exchange and Transmission by the system of status information� System validity� Datalink availability (VHF,SATCOM)

Centralized Fault Display Interface Unit (CFDIU) only A320 FamilyThe CFDIU provides the air/ground communication routing function with thefollowing services:Acquisition of the following parameters� Aircraft registration number� Flight number� Destination airport� SDU installed/not installed� VDR3 installed/not installed� CFDIU activity label� Date� ACMS DMU installed/not installed.

Exchange and Transmission by the system of status information� System validity� Datalink availability (VHF,SATCOM)

Multipurpose Disk Drive Unit (MDDU)The ATSU uses the Data Loading System services for core application soft-ware and database uploading.

PrinterThe printer provides the air/ground communication routing function with thetransmission of printouts service:

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ÍÍÍÍÍÍ

ÍÍÍÍÍÍ

MMR2 orGPSSU2

AIRSHOW DIU

TO VDR3


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ATSU RECONFIGURATION

Reconfiguration Rules In Case of Interfaced System FailureThe main rule is when a system includes two units connected to the ATSU, theCaptain unit is first used as long as it provides valid data.The following table defines the rules of reconfiguration to ensure the informa-tion availability for the ATSU.

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Parameter 1st Source 2nd Source 3rd Source 4th Source 5th Source

A/C Altitude FMS Master Guidance EIS

A/C Position FMS Master Guidance FMS EIS

A/C Registration CMS / CFDS

A//C Type FMS Master COM

ADS Event Lateral Deviation Waypoint Change FMS Master Guidance

ADS Fixed Intermediate Intent FMS Master Guidance

ADS FOM: NAV Redundancy FMS Master Guidance YES if FMG(E)C‘s OK Fixed NO Fixed NO Fixed NO

ADS FOM: POS Redundancy FMS Master Guidance Fixed 20 NM Fixed 20 NM Fixed 30 NM Fixed 30 NM

ADS FOM: TCAS Healthy FWS

ADS Predicted route FMS ADS BUS

ADS TIime stamp FMS Master Guidance GPS synchro Clock GPSSU / MMR 2 Clock CMS / CFDS

Alternate Airport FMS Master COM

ATIMS Time & Date GPS synchro Clock GPSSU / MMR 2 Clock CMS / CFDS

Departure Airport CMS / CFDS

Destination Airport FMS Master COM CMS / CFDS

Engine Shut Down FWS & LGCIU

Flight Number FMS Master COM CMS / CFDS

Flight Phases FWS

FMS Communication Status FMS Master COM

Ground Speed FMS Master Guidance EIS

Mach FMS Master Guidance FWS

Temperature FMS Master Guidance EIS

True Heading FMS Master Guidance FWS

True Track FMS Master Guidance EIS

Vertical Rate FMS Master Guidance EIS

Wind Direction FMS Master Guidance EIS

Wind Speed FMS Master Guidance EIS

Page 35

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POWER SUPPLY

A320 familyThe ATIMS system is supplied with this(these) following circuit breaker(s):

PANEL DESIGNATION FINLOCATION121VU ATSU 1 3TX1121VU ATSU 1/SWTG 5TX1121VU DCDU 1 6TX1121VU DCDU 2 6TX2ATSUThe ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 101XP-Cvia circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 101PPvia circuit breaker 5TX1.DCDUThe DCDU1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PP viacircuit breaker 6TX1.The DCDU2 is supplied with 28VDC from the main 28VDC BUS1 bar 202PP viacircuit breaker 6TX2.

A330/A340The ATIMS system is supplied through this(these) circuit breaker(s):

PANEL DESIGNATION FIN721VU ATSU1 115VAC PWR SPLY 3TX1721VU ATSU 1 SWTG 5TX1721VU DCDU 1 6TX1722VU DCDU 2 6TX2

ATSUThe ATSU is supplied with 115VAC from the main 115VAC BUS1 bar 103XP-Bvia circuit breaker 3TX1 and 28VDC from the main 28VDC BUS1 bar 103PPvia circuit breaker 5TX1.

DCDUThe DCDU 1 is supplied with 28VDC from the main 28VDC BUS1 bar 103PPvia circuit breaker 6TX1.The DCDU 2 is supplied with 28VDC from the main 28VDC BUS1 bar 206PPvia circuit breaker 6TX2.Each DCDU front face is lighted by 5VAC/400Hz.

RESET/ATSU1 Circuit Breaker (7TX)A RESET/ATSU1 circuit breaker is installed in the cockpit, on the overheadpanel 261VU to reset the ATSU.

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A320 family A330/A340

Page 37Figure 13 ATIMS - Power Supply

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COMPONENT LOCATIONS

The ATSU 1TX1 is installed in the rack 80VU in the Avionics Compartment(only A320 family)

The ATSU 1TX1 is installed in the rack 821VU in the Avionics Compartment(only A330/A340)

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A320 family A330/A340

Page 39Figure 14 ATIMS - Locations

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GROUND NETWORK

Interface with the ground networkGround network architectureThe airline can exchange data with its aircraft through a ground network whichis managed by different world or local service providers, these providers are:� SITA Europe 131.725 MHz� SITA USA 136.850 MHz� SITA Pacific 131.550 MHz� ARINC Europe 136.925 MHz� ARINC USA 131.550 MHz� ARINC South America 131.550 MHz� ARINC Korea 131.725 MHz� AVICOM 131.450 MHz� AIR CANADA 131.475 MHz� DEPV Brazil 131.550 MHz� AEROTHAI Thailand 131.450 MHz� ADCC China 131.450 MHz

In this ground network, each service provider is responsible for its own net-work. The networks are interconnected, therefore the data is transferred overany network.The aircraft can be in liaison with the network through the VHF. On the ground,each service provider works on a special frequency.

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SITA136.850

ARINC136.925

AVICOM131.725

DEPV131.550

AEROTHAI

131.450

ADCC131.450

Page 41Figure 15 ATIMS - Ground Network

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INITIALIZATION

The air/ground communication functions and services are active when the init-ialization is complete. Then, they can receive ground messages from both VHFand SATCOM sub-networks and send messages to the ground.

ATSU Start-upOn ground, as soon as the ATSU is supplied, the ATSU performs a Power-OnSelf Test (POST) to determine if the ATIMS system is operational. Detectedfailures are recorded for BITE and Trouble Shooting Data.The System Management functions of the A/C interface software also acquirepin programming information in order to provide applications and functions.NOTE : In FANS A configuration, the DCDUs and the SDU1 are alwaysinstalled.

Mandatory ParametersOnce the ATSU self-test is performed, the ATSU checks the presence of pa-rameters that are mandatory for its operation. These parameters are the air-craft addresses:� the airline ID consisting in two codes, one in two characters and the other

one in three characters for the airline identification� the Aircraft Registration Number (ARN) consisting in seven characters.

NOTE : If one of these two parameters is not available, the ACARS routerfunction becomes unavailable.The initialization is considered as complete when these parameters and thescan mask are entered and valid on the COMM INIT page. If not, the ACARSrouter function is not available.

Scan maskThe VHF scan mask gives an ordered list of service providers (SP) usable forVHF data communications. The scan mask must be an ordered subset of thelist of authorized SPs which are:� SITA Europe/Africa (SITA 725)� SITA USA (SITA 550)� SITA Pacific� SITA Latin America� ARINC Europe� ARINC USA� ARINC South America� ARINC KOREA� AVICOM Japan� AIR CANADA� DEPV Brazil� AEROTHAI Thailand� ADCC China� TEST AS (unavailable)� TEST DA (unavailable)

If the VHF scan mak is unavailable, then the ATSU sends an order to the FWSfor to activate the DATALINK ATSU FAULT message on the EWD and displaysthe ENTER VHF3 SCAN MASK message in the MCDU scratchpad.NOTE : Once the scan mask is loaded in the VHF3 SCAN MASK page, thescan mask becomes available and the ATSU resets the warning on the EWD. Ifthe scan mask cannot be read by the ATSU, the DEFAULT VHF SP LIST mes-sage is displayed in the MCDU scratchpad.

Datalink Service Provider (DSP) USER-DEFINED pagesThese pages enable the airline to define up to two service providers of itschoice. These are defined with the same type of parameters as the default ser-vice providers proposed. The DSP USER-DEFINED pages are accessiblefrom the last VHF3 SCAN MASK page by entering a password ”NEW DSP” inthe MCDU scratchpad and by pressing the line key 2R for the DSP USER-DE-FINED1 page and 3R for the DSP USER-DEFINED2 page.

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ENTER „NEW DSP“ IN THE MCDUSCRATCHPAD AND PRESS LSK 2R (3R)TO DISPLAY THE DSP USER-DEFINED

<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

COMM MENU

COMM

VHF3

COMM

��

��

��

RETURN TO<COMM MENU PRINT*

SCAN MASK>

COMM INIT

A/C REGISTR

VHF3

A/L IDENT−2

A/L IDENT−3

PAGE

RETURN TO<COMM INIT

SELECT�

VHF3 SCAN MASK 1/2 �

PRINT*

�SELECT

�SELECT

�SELECT

�SELECT

SELECT�

SELECT�

*ERASE

SITA−EUROPE

ARINC−EUROPE

DEPV−BRAZIL

ARINC−S AMER

SITA−USA

ARINC−USA

AIR CANADA

SELECT�AEROTHAI

ALL INPUTSACTIVATESCAN MASK

SCAN MASK RETURN TO<COMM INIT

SELECT�

VHF3 SCAN MASK 2/2 �

PRINT*

�SELECT

�SELECT

�SELECT

�SELECT

*ERASE

SITA−PACIFIC

AVICOM−JAPN

ARINC−KOREA

TEST−AS

ADCC−CHINA

SELECT�TEST−DA

ALL INPUTSACTIVATESCAN MASK

SCAN MASK

��.��

��

<RETURN PRINT*

ERASE*

DSP USER−DEFINED( )

FREQUENCY

ALL INPUTS

SQITTER ID

CATB:YES

PAGE

��DSP NAME

*YES/NO

*YES/NOSEC CHANNEL:YES

�RETRY

��/��RETRY−DELAY

MIN/MAX

LOAD*

�

VHF3 VOICE

Page 43Figure 16 COMM INIT and VHF SCAN MASK

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ATSU/VDR3 INTERFACE

This interface is in accordance with ARINC 750 specifications.The ATSU usesthe services provided by the VDR3 to communicate with the ground in DATA orVOICE mode.The ATSU receives uplink messages and transmits downlinkmessages through the VHF3 Data Radio.

Functional splitThe functional split between ATSU and VDR3 is the following:� in Voice mode

The ATSU controls the VHF3 transfer switch between Data and Voicemode.

� in Data modeThe ATSU configures the VDR3 in the appropriate protocol, the ARINC 750data mode (VDR mode control and VDR data mode setting).The ATSU controls the VHF operational parameters of the VDR (fre-quency).

Voice/Data select discreteThe ATSU has direct control of VDR3 switching between Voice and Datamode.The VDR3 Voice/Data mode selection is controlled through:� any of the three RMPs by displaying DATA indication for DATA mode or the

selected frequency for VOICE mode in the ACTIVE display.� the MCDU in VHF3 CONTROL page through COMM menu.

Port select discreteThe VDR3 has two frequency control interfaces:� Port A is a digital input linked to the ATSU� Port B is a digital input linked to the RMPs.

The ATSU applies a command signal to the VDR3:� when the port select discrete is a ground signal, the VDR3 takes into ac-

count the digital input port A and operates on the frequency transmitted bythe ATSU

� when the discrete is in open circuit, the VDR3 takes into account the digitalinput port B and operates on the frequency transmitted by the RMPs.

NOTE:When the ATSU is faulty or not supplied, the VDR3 operates in Voicemode and the frequency is controlled by the RMPs.

Switching to Voice modeIf the switching to Voice mode is initiated from one RMP, the ATSU routersends:� a VDR Voice mode order� a VDR port B select order.

If the switching to Voice mode is initiated from one MCDU, the ATSU routersends:� a VDR Voice mode order� a VDR port A select order� the voice frequency to be used by the VDR (frequency in 8.33 KHz or 25

KHz resolution range depending on the system configuration).

Switching to Data modeWhether the switching to Data mode is initiated from one RMP or through oneMCDU , the ATSU router sends:� a VDR Data mode order� a VDR port A select order.

NOTE:Sending a VDR port A select order has for consequence the display ofACARS or DATA indication in the ACTIVE window on the RMPs.

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<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

COMM MENU

COMM

VHF3

COMM

*JAPAN

*EUROPE

*ASIA/AUST

RETURN TO<VHF3 CTL

USA*

PRINT*

CANADA*

ARINC

VHF3 DATA MODE

AVICOM

SITA 725

AIR CANADA

AUTO SITA725 131.725

SITA 550

PAGE

*XXX.XXX

[ ].[ ]RETURN TO

<VHF3 CTL

XXX.XXX*

PRINT*

DATA*

VHF3 VOICE DIRECTORY

CO CALL

MANUAL FREQ MODE

DATA

PAGE

*XXX.XXX

VHF3 VOICE

Page 45Figure 17 ATSU / VDR3 Interface

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RMP UTILIZATIONEach of the three RMPs is an interface device for the VDR3 operation.The frequency range is from 118000 to 136975 KHz by 25 KHz or 8.33KHz steps.Each RMP enables the crew to ask for a switching between the RMP and the ATSUto control the VDR3 frequency:� When the RMP controls the VDR3 frequency, only the Voice mode is avail-

able and the selection of the VDR3 frequency is done through the RMP by dis-playing the frequency in the ACTIVE window.

� When the ATSU controls the VDR3 frequency, the Voice mode can be ac-cessed through the ATSU menu on the MCDU and the selection of the VDR3frequency is done on the MCDU either in Data mode or in Voice mode.

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SELECT NEW FREQUENCY

or

PRESS CHANGE OVER

(Activation of Voice/Data select discrete)

or

or

VDR3 IS IN VOICE MODE,

ATSU DATALINK IS IN STBY MODE

(Port select descrete is open)

Page 47Figure 18 ATIMS - RMP

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COMM STATUS PAGEThe first COMM STATUS page displays the status of the various ARINC 618media VHF3, SATCOM and HF1:� OP/INOP/NOT INST to indicate the media status� COMM/NO COMM/DLK INOP to indicate the communication status be-

tween the media and the service provider� VOICE or DATA to indicate the VDR3 mode of operation.

The second COMM STATUS page displays the status of the connections withARINC 619 peripherals FMGEC1, FMGEC2, DMU and CMC:� OP/INOP/NOT INST to indicate the peripheral status.

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RETURN TO<COMM MENU

COMM STATUS 2/2 �

PRINT*

ROUTER STATUS

FMGEC2FMGEC1

DMU

PAGE

CMC

OPOP

NOT INSTINOP

<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

COMM

VHF3

COMM

VHF3 VOICE

RETURN TO<COMM MENU

HF1

COMM STATUS 1/2 �

PRINT*

VHF3

SATCOM

COMMOP

DATA

COMM

NO COMMOP

VOICE

OP

PAGE

COMM MENU

�

Page 49Figure 19 ATSU / COMM STATUS

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COMPANY CALL PAGEThe COMPANY CALL page enables the crew to acknowledge, validate a COM-PANY CALL message and to display the related message from the ground cen-ter. It enables also the crew to switch directly the VDR3 in voice mode. TheVoice frequency is the frequency requested by the airline and contained in themessage.� VHF3 TUNE (1L)

Below VHF3 TUNE indication, the airline frequency is displayed. This linekey enables to de-activate the alert and activate automatically the com-mand to switch the VDR3 in Voice mode.

� 3L, 4L, 3R and 4R fieldsThe message content is displayed there or MESSAGE CONTAINS FREETEXT/SEE NEXT PAGE or MESSAGE DOES NOT CONTAIN FREE TEXTmessage is displayed depending on the message.Up to 220 characters of free text can be displayed. But, beyond 100 charac-ters, text display is displayed on page 2/2.

� CO CALL CLEAR (1R)This line key enables to de-activate the alert and to receipt the COMPANYCALL message.

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<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

COMM

VHF3

COMM

VHF3 VOICE

COMM MENU

*130.600

CONTACT TOULOUSE MAINTENANCE ON 130.600 MHZ

RETURN TO<COMM MENU PRINT*

CLEAR*VHF3 TUNE

TFXT

CALL

COMPANY CALL

Page 51Figure 20 ATSU / COMPANY CALL

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MAINTENANCE PAGE

The MAINTENANCE page in the ATSU COMM MENU gives access to TEST,STATISTICS and AUDIT pages.

TEST pageThis page is used to test the link between the aircraft and the ground through aspecific communication media. Pressing the related line key causes the ATSUto send a downlink message to the ground and wait for the answer:� the IN PROGRESS indication is displayed instead of the REQUEST indica-

tion during the link test� Then, the result of the test is shown: OK or FAILED indication.

- REQUEST VHF3 LINK (1L)

This line key enables to activate the link test and to display the status ofthe connection between VDR3 and the ground center.

- REQUEST SAT LINK (1R)

This line key enables to activate the link test and to display the status ofthe connection between the SDU1 and the ground center.

- REQUEST HF LINK (3R) (if HFDR system installed)

This line key enables to activate the link test and to display the status ofthe connection between the HFDR1 and the ground center.

STATISTICS pageThe STATISTICS page is used to display and print the statistics reports oneach communication media:� VHF3 STATS page (1L)� SATCOM STATS page (2L)� HF STATS page (4L)� ROUTER STATS page (3L)

Statistics are representative of the state of each media at the time when theline key corresponding to this media is pressed.On the VHF3 STATS, SATCOM STATS and HF STATS pages, the XXX indica-tion is comprised between 0 and 999 and indicates the number of blocks trans-mitted, received and failed through the concerned media and also the numberof retries.

The ROUTER STATS page shows the statistics for different communicationmeans, and for different types of messages (ATC, peripherals...).This page dis-plays the global statistics for uplink and downlink messages and gives accessto three specific pagesfor more details:� the ATC STATS page gives the number of uplink and downlink ATC mes-

sages, OK and failed� the PERIPHERALS STATS page gives the number of uplink and downlink

messages, OK and failed, coming from the ATSU peripherals (FMGEC1and 2, CMC, DMU, Cabin Terminal1 and 2)

� the OTHERS STATS page gives the number of uplink and downlink mes-sages, OK and failed, exchanged between the hosted AOC applications andthe router.

AUDIT pageThe AUDIT page enables automatic printing of all downlink and/or uplink datal-inkmessages that pass through the ATSU. Specific communication media canbe audited separately by pressing the line key adjacent to the YES/NO indica-tionto display YES (for activation) or NO (for de-activation) next to:� VHF3 (1L)� SATCOM (1R)� HF (2R) (optional)� UPLINKS (3L)� DOWNLINKS (4L)

NOTE : The AUDIT mode is de-activated by default (all toggles set to NO).

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<VHF3 STATS

<SATCOM STATS

<ROUTER STATS

RETURN TO<MAINTENANCE

STATISTICS

<HF STATS

<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

COMM

VHF3

COMM

COMM MENU

VHF3 VOICE

<TEST

<STATISTICS

<AUDIT

RETURN TO<COMM MENU

MAINTENANCE

*VHF3 LINK


HF LINK*

PRINT*

SAT LINK*

REQUEST

REQUEST REQUEST

TEST

PAGE

*YES/NO

RETURN TO<MAINTENANCE PRINT*

YES/NO*VHF3: NO SATCOM: NO

AUDIT

PAGESTATSPRINT*

*YES/NOUPLINKS: NO

*YES/NODOWNLINKS: NO

YES/NO*HF: NO

Page 53Figure 21 ATSU / MAINTENANCE Pages

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BITE ARCHITECTUREThe ATIMS BITE is used to detect, identifie and memorize the internal and ex-ternal failures related to the ATIMS system:� ATSU internal failures� DCDU 1 & 2 failures� Interface failures between ATSU and DCDU‘s� external interface failures with ATSU peripherals.

The ATIMS BITE is ensured by the ATSU which concentrates the failure infor-mation provided by the ATSU internal monitoring.This BITE is of type 1 and operates in two modes:� normal mode� MENU or INTERACTIVE mode

Normal modeDuring the normal mode, the BITE:� monitors the ATSU and DCDU status� monitors data inputs from the various ATIMS peripherals (FMGC, MCDU,

CMC‘s / CFDIU,...)� permanently transmits ATIMS system status and its identification message

to the CMC‘s / CFDIU.In case of fault detection, the BITE stores the information in the fault memoriesand transmits it to the CMC‘s / CFDIU.The BITE memorizes the failures which occurred during the last 63 flight legs.

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OPERATIONAL ONLY WITH FANS A CONFIGURATION

CMS/CFDS

Page 55Figure 22 ATIMS - BITE Architecture

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MENU or INTERACTIVE modeSystem Report/Test FunctionThe BITE information (system report) and the test request (system test func-tion) are available through MCDU menus which allows to communicate withATIMS BITE via the CMC‘s / CFDIU.To gain access to the BITE, it is necessary to use one MCDU .All the informa-tion displayed on the MCDU during the BITE test configuration can be printedby the printer.ATIMS maintenance menu is only accessible on ground from the general main-tenance menu and the SYSTEM REPORT/TEST page.This mode enables communication between the CMC‘s / CFDIU and theATIMS BITE by means of the MCDU.ATIMS menu mode is composed of:� LAST LEG REPORT� PREVIOUS LEGS REPORT� LRU IDENTIFICATION� GROUND SCANNING� TROUBLE SHOOTING DATA� RETURN� CLASS 3 FAULT� SYSTEM TEST� GROUND REPORT� SPECIFIC DATA

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A320 family

<ACARS MU

<RETURN

COM

<SDU

SYSTEM REPORT / TEST →

<REPORT

<RETURN

LAST LEG

<REPORT

ATIMS

<LRU IDENT

<GND SCANNING

<DATA

PREVIOUS LEGS

TROUBLE SHOOT

FAULTS>

TEST>

REPORT>

DATA>

CLASS 3

SYSTEM

GROUND

SPECIFIC

<REPORT

<RETURN

LAST LEG

<REPORT

ATIMS

<LRU IDENT

<GND SCANNING

<DATA

PREVIOUS LEGS

TROUBLE SHOOT

FAULTS>

TEST>

REPORT>

DATA>

CLASS 3

SYSTEM

GROUND

SPECIFIC

A330/A340

<LEAK DETECTION

<RETURN

<PRESS / TEMP

SYSTEM REPORT / TEST 5/6ATA : 36 AIR BLEED

ATA : 38 WATER / WASTE

ATA : 45 MAINTENANCE

ATA : 46 INFO SYSTEM

<TOILET

<ONBOARD MAINT SYSTEM

<INFORMATION SYSTEM

CROSS FEED>

A330/A340

Page 57Figure 23 ATIMS - SYSTEM REPORT / TEST page access

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LAST LEG REPORT pageThis report contains the fault messages (internal and external, Class 1 and 2)recorded during the last flight.

PREVIOUS LEGS REPORT pageThis report contains the fault messages related to the external or internal failu-res (Class 1 or 2) recorded during the previous 63 flight legs.

LRU IDENTIFICATION pageThis menu enables to display the Identification of the various ATIMS compo-nents: ATSU, DCDU1, DCDU2, software and associated databases.The following information is displayed on the LRU IDENTIFICATION page:� Part Number and Serial Number of the ATSU (1TX1)� Part Number of the Aircraft Interface software (20TX)� Part Number of ATC utilities (ATC HMI (AHMI) Utilities 25TX and ATC In-

tegration Utilities (AOPB) 26TX)� Part Number of ATC FANS A Application software (ATSU ADS Application

(AADS) 27TX, ATSU AFN Application (AAFN) 28TX and ATSU CPDLC Ap-plication (ACPD) 29TX)

� Part Number of the AOC Application software (22TX)� Part Number of the AOC database (24TX)� Part Number and Serial Number of the DCDU (2TX1 and 2TX2)

NOTE : When a component is normally missing for one configuration, the cor-responding lines are not displayed. This menu enables to display the PartNumbers of the different components (ATSU, DCDU, Software packages).

GROUND SCANNING pageThis function is based on the monitoring and the fault analysis during the flightand enables consultation of the ATIMS failure recordings.The ATSU peripheral monitoring and internal cyclic tests are used in order todetect transient failures.

TROUBLE SHOOTING DATA pageThis function provides correlation parameters and snapshot data concerningthe failure displayed in the LAST LEG REPORT and the PREVIOUS LEGSREPORT pages.

CLASS 3 FAULTS page

This menu enables to display the Class 3 faults recorded during the last flight leg.

GROUND REPORT pageThis function is used to present Class 1, 2 or 3 internal failures when they aredetected on ground.The relevant trouble shooting data are displayed by pressing the line key adja-cent to the failure indication.These failures differ from those displayed on the LAST LEG REPORT page.

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<REPORT

<RETURN

LAST LEG

<REPORT

ATIMS

<LRU IDENT

<GND SCANNING

<DATA

PREVIOUS LEGS

TROUBLE SHOOT

FAULTS>

TEST>

REPORT>

DATA>

CLASS 3

SYSTEM

GROUND

SPECIFIC

<RETURN

ATSU HARDWARE P / N

ATIMS 1 / 4

LA2TOG20503B03B

PRINT*

LRU IDENTIFICATION

ATSU HARDWARE S / N000102ATSU A / C INTERFACE P / NLA2TOS11004A000ATSU A / C INTERFACE DB / NLA2TOD2000000F1

<RETURN

ATSU A / C INTERFACE DB / N

ATIMS 2 / 4

LA2T0D3000000F1

PRINT*

LRU IDENTIFICATION

ATSU A / C INTERFACE DB / NLA2T0D4000000F1ATSU AOPB P / NLA2T0A801XYY0F1ATSU AHMI P / NLA2T0A701XYY0F1

<RETURN

ATSU AAFN P / N

ATIMS 3 / 4

LA2T0A10002C0F1

PRINT*

LRU IDENTIFICATION

ATSU ACPD P / NLA2T0A300XYY0F1ATSU RAOC P / NRC2T0C0010300F1ATSU RAOC DB / NRC2T0F0000101F1

NEXT

PAGE

NEXT

PAGE

<RETURN

DCDU1 P / N

ATIMS 4 / 4

401MFD01−01

PRINT*

LRU IDENTIFICATION

DCDU1 S / N01234DCDU2 P / N401MFD01−01DCDU2 S / N01235

NEXT

PAGE

Page 59Figure 24 LRU IDENT Page

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SYSTEM TEST pageThe ATIMS BITE test is initiated when pressing the line key adjacent to theSYSTEM TEST indication.This activates the following subtests:� DCDU self tests� ATSU Internal tests (POST)

- ARINC Reception and Transmission- Discrete Inputs Reception- Discrete Outputs Activation- EPROM Check- RAM Check- EEPROM Check- CPU CORE- Timers and Interrupt Control- ARINC Outputs Switching

The test ends with the display of the following message on the MCDU:� TEST OK indication when all the tests are completed and no failure has

been detected� or the failure message(s) when one or more failures have been detected.

NOTE: Communication Tests with the ground (VHF3, HF and SATCOM linktests) are initiated from ATSU DATALINK sreen on MCDU (Test Page fromMAINTENANCE sreen of COMM MENU).

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<REPORT

<RETURN

LAST LEG

<REPORT

ATIMS

<LRU IDENT

<GND SCANNING

<DATA

PREVIOUS LEGS

TROUBLE SHOOT

FAULTS>

TEST>

REPORT>

DATA>

CLASS 3

SYSTEM

GROUND

SPECIFIC

<RETURN

ATIMS

TEST IN PROGRESS 180S

PRINT*

SYSTEM TEST

<RETURN

ATIMS

DCDU1 (2TX1) / ATSU1 (1TX1)

PRINT*

SYSTEM TEST

UTC ATA CLASS

12/45 462121 1

FAULTS DETECTED ?

YESNO

Page 61Figure 25 SYSTEM TEST Page 1

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−MAKE SURE THE FIRST

ATIMS 1 / 3

DISPLAYED ON DCDU 1 + 2

<BOTH OK

<NONE ONLY DCDU2>

PRINT*

SYSTEM TEST

ONLY DCDU1>

TEST SCREEN (COLORS) IS−MAKE SURE THE SECOND

ATIMS 2 / 3


<BOTH OK

<NONE ONLY DCDU2>

PRINT*

SYSTEM TEST

ONLY DCDU1>

TEST SCREEN (B / W) IS−MAKE SURE THE THIRD

ATIMS 3 / 3


<BOTH OK

<NONE ONLY DCDU2>

PRINT*

SYSTEM TEST

ONLY DCDU1>

TEST SCREEN (W / B) IS

NOTE:

DCDU‘s only tested in

FANS A Configuration !

Page 62Figure 26 SYSTEM TEST Page 2 (DCDU TEST Indication)

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<RETURN

ATIMS

TEST IN PROGRESS

PRINT*

SYSTEM TEST

<RETURN

ATIMS

TEST OK

PRINT*

SYSTEM TEST

Page 63Figure 27 SYSTEM TEST Page 3

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SPECIFIC DATA pageThis menu enables acces to different functions:� PIN PROGRAMMING

to check the ATSU configuration with its parity validityNOTE:The order of the pin programming display is in accordance with theone of the ATSU input connector:- a pin programming not defined (spare) is displayed with a zero value.- an active pin programming is displayed with a 1 value.

� DUMP TSDto download TSD via the MDDU

� SW P/N PRINT OUTto print the list of various ATSU software P/N‘s (ATC applications and utili-ties, services and softwaren sub-parts of A/C Interface SW)

� ATSU CONFIGURATIONto display HW, SW, CPU1 SW, and ARINC SW P/N

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<REPORT

<RETURN

LAST LEG

<REPORT

ATIMS

<LRU IDENT

<GND SCANNING

<DATA

PREVIOUS LEGS

TROUBLE SHOOT

FAULTS>

TEST>

REPORT>

DATA>

CLASS 3

SYSTEM

GROUND

SPECIFIC

<PIN PROG

<RETURN

SPECIFIC DATA

*DUMP TSD

ATIMS

*SW P / N PRINT OUT

PRINT*

<RETURN

PIN PROGATIMS

PRINT*

ATSU PARITY OKXXXXXXXXXXXX

<RETURN

PIN PROGATIMS

PRINT*

ATSU PARITY FAILEDXXXXXXXXXXXX

NOTE: X VALUE CAN BE0 > PIN PROG NOT ACTIVE1 > PIN PROG ACTIVE

<ATSU CONFIGURATION

Page 65Figure 28 ATIMS - Specific Data Page

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LINK TEST‘S OF THE ATSU

TEST pageThis page is used to test the link between the aircraft and the ground through aspecific communication media.Pressing the related line key causes the ATSU to send a downlink message tothe ground and wait for the answer:� the IN PROGRESS indication is displayed instead of the REQUEST indica-

tion during the link test� Then, the result of the test is shown: OK or FAILED indication.

1. REQUEST VHF3 LINKThis line key enables to activate the link test and to display the status of theconnection between VDR3 and the ground center.

2. REQUEST SAT LINKThis line key enables to activate the link test and to display the status of theconnection between the SDU1 and the ground center.NOTE: The SATCOM has to be „LOGGED ON“, if not the IN PROGRESSmessage is displayed permanently and the test is not completed.

3. REQUEST HF LINK (if HFDR system installed)This line key enables to activate the link test and to display the status of theconnection between the HFDR1 and the ground center.

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<INIT

<DATA MODE

<DIRECTORY

RETURN TO<ATSU DLK

CALL>

MAINTENANCE>

STATUS>COMPANY

COMM

VHF3

COMM

COMM MENU

VHF3 VOICE

<TEST

<STATISTICS

<AUDIT

RETURN TO<COMM MENU

MAINTENANCE

*VHF3 LINK


HF LINK*

PRINT*

SAT LINK*

REQUEST

REQUEST REQUEST

TEST

PAGE

Page 67Figure 29 LINK TEST‘s

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GLOSSARY

AA/C AircraftAAC Airline Administrative CommunicationsACARS Aircraft Communication Addressing and Reporting SystemACAS Airborne Collision Avoidance SystemACF ACARS Convergence FunctionACMS Aircraft Condition Monitoring SystemADF Automatic Direction FinderADIRS Air Data and Inertial Reference SystemADLP Airborne Data Link ProcessorADS Automatic Dependent SurveillanceADS-B ADS-BroadcastAES Airborne Earth StationAFN ATS Facilities NotificationAI ARINC InputAIM-F ANS Airbus Interoperable Modular FANSAMU Audio Management UnitAO ARINC OutputAOA Acars Over AVLC (VDL MODE 2)AOC Airline Operational Control/Communications/CenterARINC Aeronautical Radio INCorporatedARINC 429 Mark 33 Digital Information Transfer System (broadcast IO -

BOP)ARINC 615 Airborne Computer High Speed Data LoaderARINC 618 Air-Ground Character Oriented Protocol Specification (ACARS

=> GND)ARINC 619 ACARS Protocols for Avionics End System (ACARS => A/C

systems)ARINC 620 Data Link Ground System Standard and Interface SpecificationARINC 622 ATS Data Link Applications over ACARS Air-Ground NetworkARINC 623 Character Oriented ATS Data Link Applications

ARINC 750 VHF Data RadioASIC Application Specific Integrated CircuitATC Air Traffic ControlATE Automatic Test EquipmentATIMS Air Traffic and Information Management SystemATIS Air Traffic Information Services/Automatic Terminal Information

Service (ARINC 623 application)ATM Air Traffic ManagementATN Aeronautical Telecommunication NetworkATS Air Traffic ServiceATSU Air Traffic Services UnitAVLC Aviation VHF Link ControlAVPAC Aviation VHF Packet Communications

BBITE Built In Test EquipmentBO Bit OrientedBOP Bit Oriented ProtocolBPC Back Plane CardBPM Back Plane Module

CCDTI Cockpit Display of Traffic InformationCFDIU Central Fault Detection Interface UnitCMC Central Maintenance ComputerCMS Central Maintenance SystemCMA Context Management ApplicationCMU Communication Management UnitCNS Communication Navigation SurveillanceCNS/ATM CNS/Air Traffic ManagementCO Character OrientedCPDLC Controller Pilot Data Link Communication

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CPMU Cabin Passenger Management UnitCPU Central Processing UnitCRC Cyclical Redundant CheckCT Cabin Terminal

DDC Departure ClearanceDCDU Datalink Control and Display and UnitDGNSS Differential GNSSDGPS Differential GPSDIU Data Interface UnitDMC Display Management ComputerDME Distance Measuring EquipmentDMU Data Management UnitDO 212 RTCA document Nr. D0212 (ADS specification)DO 219 RTCA document Nr. D0219 (CPDLC specification)DSI Discrete InputDSO Discrete OutputDSP Datalink Service Provider

EECAM Electronic Centralized Aircraft MonitoringECSB Embedded Computer System BusEFIS Electronic Flight Instrument SystemEIS Electronic Instrument System (EFIS + ECAM)ES End SystemETOPS Extended Twin OPerationS

FF-PLN Flight PlanFAA Federal Aviation AdministrationFANS Future Air Navigation SystemFDDI Fiber Distributed Data InterfaceFIR Flight Information Region

FIS Flight Information ServiceFMGEC Flight Management Guidance and Envelope ComputerFMS Flight Management SystemFOM Figure of MeritFWC Flight Warning Computer

GGES Ground Earth Station (SATCOM)GIU Gatelink Interface UnitGLONASS Russian Satellite Navigation SystemGNSS Global Navigation Satellite System (ICAO)GPS Global Positioning System (USA)

HHF High FrequencyHFDL HF Data LinkHFDR HF Data RadioHMI Human Machine InterfaceHS High Speed

IICAO International Civil Aviation OrganisationILS Instrument Landing SystemINMARSAT INternational MARitime SATelliteIO (I/O) Input OutputIOM Input Output MemoryIS Intermediate System

JJAA Joint Airworthiness Authorities

LLADGNSS Local Area Differential GNSSLADGPS Local Area Differential GPSLAN Local Area Network

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LRU Line Replaceable UnitLS Low SpeedLSB Least Significant Bit

MMCDU Multipurpose Control and Display UnitMDDU Multipurpose Disk Drive UnitMEL Minimum Equipment ListMICBAC MICrosystem Bus Access ChannelMLS Microwave Landing SystemMMR Multi-Mode ReceiverMODE S Mode Select TransponderMSB Most Significant BitMSG MessageMSK Minimum Shift Keying (modulation)MSP Mode S Protocol

NNC Normally ClosedNO Normally OpenNOTAM NOtice To AirMan

OOC Oceanic ClearanceOCD Oceanic Clearance DeliveryOMS On-board Maintenance SystemOOOI Out Off On In (events)OSI Open System Interconnection

PP/B Push-ButtonPDC Pre-Departure ClearancePIREP PIlot REPortPP Pin Programming

PSM Power Supply ModulePVIS Passenger Visual Information System

QQAT Quadruple ARINC Transmitter

RRCP Required Communication PerformanceRGS Remote Ground StationRMP Radio Management Panel/Required Monitoring PerformanceRNAV aRea NAVigationRNP Required Navigation PerformanceRSP Required Surveillance/System PerformanceRTA Required Time of ArrivalRTCA Requirements and Technical Concepts for AviationRVSM Reduced Vertical Separation Minima

SSARPS Standard and Recommended PracticesSATCOM SATellite COMmunicationSD System DisplaySDAC System Data Acquisition ConcentratorSDU Satellite Data UnitSITA Société Internationale des Télécommunications AéronautiquesSP Service ProviderSRU Shop Replaceable UnitSSR Secondary Surveillance RadarSTDMA Self-organized Time Division Multiple Access (VHF)

TTBD To Be DefinedTCAS Traffic alert and Collision Avoidance SystemTDMA Time Division Multiple AccessTIS Traffic Information Service

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TWIP Terminal Weather Information for Pilots

UUTC Universal Time Coordinate

VVDR VHF Data RadioVHF Very High FrequencyVOR VHF Omnidirectional Range

WWADGPS Wide Area Differential GPSWPR Waypoint Positioning Report

XXPDR trans(X)PonDeR

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Documents

Ata 46-20 Atims General